Panama Canal

1. Panama Canal pilot boarding place Pilot boards08°51.8′N 079°29.7′W
2. Panama Canal pilot boarding place Pilot boards09°23.2′N 079°55.0′W

Size limits

a. Vessels Transiting the Panamax Locks:

(1) Maximum Length

a) The maximum length overall including bulbous bow for commercial or non-commercial vessels acceptable for regular transit of the Panamax locks is 289.6m, except passenger and container ships which may be 294.43m in overall length. Vessels transiting the Canal for the first time at an overall length exceeding 274.32m, whether newly constructed or newly modified are subject to the requirement of inspection and prior review and approval of vessel plans. Vessels not receiving advance approval and/or not complying with Canal requirements may be denied transit.

b) The maximum length for integrated tug-barge combination acceptable for regular transit of the Panamax locks is 274.3m overall including the tug. A tug-barge combination must transit together as one unit with the tug supplying the propelling power.

c) The maximum aggregate overall length for non-self-propelled vessels acceptable for transit of the Panamax locks is 259.1m, including accompanying tugs. Accompanying tugs must lock through with the non-self-propelled vessel. One-time only transit's that exceed these limitations may be permitted on a case-by-case basis with prior approval of the Transit Operations Division Manager, and subject to requirements listed in Paragraph 2.i (9) of Vessel Requirements.

(2) Maximum Beam

a) The maximum beam for commercial or non-commercial vessels and the integrated tug-barge combination acceptable for regular transit of the Panamax locks measured at the outer surface of the shell plate and all protruding structures below the lock walls is 32.31m.

b) Wider commercial vessels including integrated tug-barge combination up to a beam of 32.61m may be permitted, with prior approval of the Transit Operations Division Manager, or his designee, to transit on a one-time delivery basis only if the deepest point of immersion does not exceed 11.3m, Tropical Fresh Water (TFW).

c) The maximum beam for non-self-propelled vessels (other than integrated tug-barge combinations) acceptable for transit is 30.5m. One-time transit of wider vessels may be permitted with prior approval of the Transit Operations Division Manager, and subject to requirements listed in Paragraph 2.i (9) of Vessel Requirements.

d) Vessels that carry cargo within 2.5cm or less of the extreme beam must have approved provisions, such as rubbing bands; to protect the cargo should the vessel rest alongside the wall while in the chamber. The maximum beam of 32.31m should not be exceeded by the cargo protection method. This is brought about by the large number of container vessels that are designed to load containers virtually to the extreme beam. If the ship lands on the wall in a heeled condition or where the locks wall fendering or miter gate fendering protrudes, damage may occur.

(3) Panamax Locks Maximum Draught

a) The maximum permissible draught for Canal transit's using the Panamax Locks has been set at 12.04m TFW at a Gatun Lake level of 24.01m or higher. [Gatun Lake density is 0.9954 gms/cc at 29.4o C (85o F).] This provides a safe navigational margin of at least 1.5m over critical elevations in the Canal and a clearance over the south sill of Pedro Miguel Locks of 0.50m at a Miraflores Lake Level of 16.61m.

b) Prior to the initial transit of a vessel whose transit draught will exceed 10.82m, owners, operators or agents must supply in full the information required in the Regulation on Navigation in Panama Canal Waters (ACP Navigation Regulations, Article 52), and request the maximum authorized transit draught for the vessel (deepest point of immersion TFW) from the Transit Operations Division Manager, not later than two weeks prior to the loading of the vessel. This request will be returned with the approved maximum authorized transit draught stamped thereon.

c) The initial transit is permitted at or under the approved maximum authorized transit draught. After the initial transit, unless the vessel's agent or owner is notified of any restrictions imposed by the Canal Authority, this maximum authorized transit draught will remain in effect.

d) Figure 1 (p. 13) of Vessel Requirements indicates the limiting draughts due to bilge radius. On an off-center lockage with the vessel touching the lock wall, the turn of the bilge will clear the locks wall batters at the most critical point as shown in the table.

b. Vessels Transiting the Neopanamax Locks:

(1) Maximum Length

As of 21st May 2021, the maximum length overall for commercial and non-commercial vessels acceptable for regular transit's of the Neopanamax locks is 370.33m.

Vessels with maximum length overall exceeding 367.28m shall be equipped with a fully operational bow thruster during transit. Otherwise, they may be assigned additional resources at the vessel’s expense and may experience transit delays.

Vessels with maximum length overall exceeding 367.28m will be assigned an additional tug to assist when making the approach into Agua Clara lock from Gatun Lake (northbound). This tugboat assistance will be charged in addition to the standard tug tariff applicable to the vessel.

(2) Maximum Beam

a) The maximum beam for commercial or non-commercial vessels and the integrated tug-barge combination acceptable for regular transit of the Neopanamax locks measured at the outer surface of the shell plate and all protruding structures below the lock walls is 51.25m.

b) The maximum beam for non-self-propelled vessels (other than integrated tug-barge combinations) acceptable for transit is 49.00m. One-time transit of wider vessels may be permitted with prior approval of the Transit Operations Division Manager, and subject to requirements listed in Paragraph 2.i (9) of Vessel Requirements.

c) Vessels that carry cargo within 2.5cm or less of the extreme beam must have approved provisions, such as rubbing bands to protect the cargo, should the vessel rest alongside the wall while in the chamber. The maximum beam of 51.25m must not be exceeded by the cargo protection method.

(3) Neopanamax Locks Maximum Draught

The maximum allowable draught for Canal transit's using the Neopanamax locks has been set at 15.24m TFW at a Gatun Lake level of 25.91m or higher. [Gatun Lake density is 0.9954 gms/cc at 29.4o C (85o F).] This provides a safe navigational margin of at least 1.52m over critical elevations in the Canal.

c. Maximum Height

The allowable height for any vessel transiting the Canal or entering the Port of Balboa at any state of the tide is 57.91m measured from the waterline to its highest point. With prior permission from the Transit Operations Division Executive Manager, height may be permitted to 62.5m on a case-by-case basis, with passage at low water (MLWS) at Balboa. Maximum Height Restrictions are due to the tide and the unpredictable upward movement of water from swells, surges, waves, etc., and maintenance equipment suspended beneath the bridge at Balboa.

As of 18/05/2021, the longest recorded vessel to transit the Panama Canal is the vessel 'Triton', with an LOA of 368.99m.

Water density

1000-1025. Density may be less, depending on water temperature and location.

Load line zone

Tropical.

Tides

Nil. However lake water level varies seasonally in Gatun Lake.

Mean Low Water Springs: Balboa (Pacific side) 2.5m and Cristobal (Atlantic side) 2.31m.

Approach

To cater for transit of the larger New/Neo Panamax size of vessels, new access channels to the Canal (Atlantic and Pacific) have been developed, wider and deeper, with new locks added at both the North (Agua Clara Locks) and the South (Cocoli Locks) ends of the Canal area. The existing older locks continue to operate. The Maximum Operating Level of Gatun Lake has been raised by approx. 45cm. The lake has been deepened along with Culebra Lake. Both sets of new locks have water-saving basins which enable the use of 7% less water than the existing locks and re-cycle 60% of the water required for each transit.

Course of the Canal FROM THE ATLANTIC ENTRANCE:

The Atlantic entrance is protected by two breakwaters with safe anchorage in Limon Bay in 11.58m of water.

From the Atlantic side, with Puerto Cristobel to the East, the main approach channel (16.5m deep, 225m wide) leads South on a bearing of 180°. This Channel splits into two, with the older Gatun Locks Channel to the West and the new Agua Clara Locks (New Atlantic Locks) Approach Channel (16.5m deep, min 218m wide and 1.7nm long), adjacent, to the East.

The Agua Clara Locks have three levels of lock chambers, each having three water-saving basins, 427m long, 55m wide and 18.3m deep.

Gatun Locks raise the Canal level to 25.9m. They are double locks, each chamber in the three flights being 305m long and 33.53m wide.

The Canal continues through Gatun Lake (Max permissible draught 25.9m) and Culebra Cut which have been deepened and widened to cater for much larger ships and an expansion in vessel traffic.

The installation of 34 new navigational towers along the 20.5nm (38km) of Gatun Lake from the locks on the Atlantic side to Gamboa, has been completed. These towers use LED and PEL-type lights and are more visible than the older, light markers, which have been replaced.

To the South, the older Pedro Miguel Locks drop the level by 9.1m to Miraflores Lake, where the channel is 230m wide, 13.7m deep and 0.91nm long. Further South, the older Miraflores Locks comprise of two flights of double chambers, dropping 16.45m to Pacific Level.

Also to the South, and West of the Pedro Migel and Miraflores Locks, the new North Access Channel for the Cocoli Locks (New Pacific Locks) (3.3nm long, min 218m wide) leads South into the Cocoli Locks from the Culebra Cut.

Similar to the Atlantic end, the Cocoli Locks also have three levels of lock chambers, each having three water-saving basins, 427m long, 55m wide and 18.3m deep. The draught for the new Panamax locks has been reduced to 14.02m FTW (Fresh Topical Water). Recommended draught level varies and is based on the projected levels of the Gatun Lake. Vessels arriving with draughts larger than this may still be allowed access. Recommended draught levels are normally announced at least four weeks in advance of implementation and depend on the amount of rainfall registered in the Canal area over previous weeks.

To the South of these locks, a new 1.0nm long Cocoli Locks South Access Channel (min width 218m) connects the Cocoli Locks with the existing sea entrance.

Six new towers have been built in the area of the Pacific Access Channel to aid transit through the expanded Canal area.

South of Balboa (and the Miraflores Locks and Cocoli Locks), the Pacific Entrance Main Channel (Min 225m wide and 15.5m deep at MLWS) leads South on a bearing of 142°.

Traffic schemes and VTS

A Vessel Traffic Management System is in operation. The Panama Canal EVTMS (Enhanced Vessel Management System) is state-of-the-art computerised system integrating the tracking of vessels with maritime operations database information. A live representation of the Canal resources and transiting vessels can be obtained by vessels at any specific moment in time.

New users of the system should contact [email protected] for a password to access the system.

Anchorages

1. Arriving and Departing the Anchorages:

a. Vessels arriving or departing the Atlantic or Pacific Anchorages are required to contact the Port Entry Coordinator (PEC) in Cristobal or Flamenco Signal Stations on Ch 12 (VHF) prior to this evolution.

b. All vessels of 300GT or over, or of 100GT or over when carrying one or more passengers for hire, and every commercial towing vessel of LOA 8.0m or more shall be equipped with a radiotelephone, which can be operated from the navigation bridge and shall maintain a continuous watch on Ch 12 (VHF), until an ACP pilot assumes control.

c. All communications between the Signal Stations and vessels shall be in English.

2. Vessel Coordination and Procedures at the Pacific Entrance:

a. When a vessel reaches a point of 8nm from Pacific Sea Buoy (about 11nm from Flamenco Island), it must notify Flamenco Signal Station on Ch 12 (VHF).

b. Flamenco Signal Station will contact vessels when they are 1.7nm off the Pacific Sea Buoy - if they have not previously called to state their intentions. Ch 12 will be used to notify vessels of their transit times and for harbour coordination communication between vessels and the Flamenco Signal Station.

c. Procedures for Arrival at the Anchorage.

(1) Flamenco Signal Station will coordinate the anchorage entry/exit and the harbour movements from the anchorage.

(2) When vessels assigned a dangerous cargo designator (1-2-3-4-5-H), when they are going to take bunkers, lubricating oil, discharge oil residues, slops, are expecting underwater operations with divers or STS operations or loading or discharging operations at Melones or Taboguilla Decal Terminals, will normally be required to anchor in the Pacific Explosives anchorage.

(3) When the vessel is 8nm from the Pacific Sea Buoy, Flamenco Signal Station enters the time of the contact and the Sight Time into our records. This is recorded in the system as the Sight Time. Flamenco Signal Station then proceeds to recommend a specific anchor location based on the characteristics and intentions of the vessel in the General Merchant Ship Anchorage Area or in the Explosive Anchorage Area. The vessel’s Master must prepare the boarding facilities on the leeward side of the vessel 1m above the water level for the Panama Canal Boarding Officers and have all the required arrival documents ready for inspection. Flamenco Signal Station directs the Master to call again when the vessel is 2nm from the Pacific Sea Buoy for traffic check purposes.

(4) When the vessel reports 2nm off the Sea buoy, the PEC then proceeds to provide the Master the traffic movement information expected in the anchorages and to/from the Canal, and the master confirms that the pilot ladder is ready for the Panama Canal Boarding Officers, and is requested to call Flamenco Signal Station before the vessel drops anchor in order to verify if she is in a safe position in regards to the vessels already at anchor and within the anchorage limits.

(5) When the vessel is reported at anchor, the Master is requested to advise his position by a true bearing and distance in nautical miles from Flamenco Island to corroborate the anchoring position by means of the radar. The vessel shall maintain a continuous radio watch on VHF Chs 12 and 16.

Following the completion of the New Lock project, the Canal now handles much larger vessels. Anchorage areas may be subject to change.

Restrictions

Oil tankers without double hulls: Oil tankers of 600DWT and over, but below 5,000DWT, without double hulls, are no longer allowed to transit the Panama Canal if loaded with oil. Such tankers arriving for transit loaded with oil will be assigned extraordinary tug assistance at all locks and through Culebra Cut at the vessel's expense. Other restrictions apply to Category 2 and 3 tankers and to single hull tankers of 5,000DWT and above subject to MARPOL Annex I, Regulation 21.

Bridge of the Americas: Max air draught is 57.9m for this bridge, on the Pacific side at Balbao, clearance to waterline at HW is 61.3m.

Tugs

The Panama Canal Authority Marine Traffic Control (MTC) will assign tugs to assist certain vessels entering and/or departing the locks and for passage through Gaillard Cut. Additional tug assistance may also be assigned at the discretion of the pilot or other Panama Canal Authorities due to weather conditions, the vessel's draught. Trim, age of vessel or mechanical defects. The Panama Canal Authority reserves the right to assign extra tugs to any vessel as is deemed to be necessary and any additional costs involved will be for account of the vessel. Chocs and bitts will be used by tugs assisting vessels through the new locks, as well as for mooring vessels inside the locks.

Mooring

Vessels are required to have on deck 6 manila or synthetic mooring lines forward and 6 aft prior to commencing transit. The size and strength suitable for the vessel to dock, moor at a lock approach wall or secure in a lock chamber are the vessel's responsibility. The Master shall inform the Boarding Officer whether or not the vessel complies with the above, so that he may advise Marine Traffic Control. Wire ropes and ropes composed of both wire and fibre or filaments are not acceptable for Canal operations.

These lines are required to be on deck prior to commencing transit and ready for immediate use. Each line shall be at least 75m (250ft) in length and shall have an eye of at least 1.5m (5.0ft) spliced in one end. If one of these lines is 150m (500ft) or more in length with an eye in each end, it will qualify as two lines for the purpose of this requirement. They shall be in good condition. Non compliance with this requirement could result in transit delay.

Vessels should be able to relay at the locks:

Due to the increase in numbers and size of transiting vessels, relay lockage procedures have become the norm. This lockage procedure involves mooring to the lock wall inside the lock chamber, casting off all towing locomotives and receiving a different set of towing locomotives to continue lockage. During this process, the affected vessel is held to a tolerance of not more than 15.24cm (6in) above the restriction and may be required to trim ship or offload to achieve safe transit draught.

Charts and publications

CP1, CP2, CP3, CP4, CP5, BA 1400, 1929, 2258. Admiralty Pilot NP7A, NP286(7).

US 26060, 26066, 26068, 21602, 21603, 21604. US Sailing Directions No 148 and No 153.

ETA and pre-arrival notices

Timely receipt of the above information will facilitate the transit or docking of arriving vessels. Failure to comply with these reporting requirements may subject a vessel to delay, since vessels which do comply will receive priority of service and handling over those vessels which do not.

ETA messages and transit information may be passed by, Tel: +507 272 4200, Fax: +507 272 3976 and email: [email protected].

Communications

Vessels should call "Intelmar Radio" (callsign "HPP 60") on 2182kHz. If any difficulties are experienced making contact, radio messages may be relayed through coastal stations.

VHF: All vessels arriving at the Panama Canal are requested to make contact with Canal Signal Station on Ch 12 to report time of arrival and to request anchoring instructions and pilot information. Communications by Ch 12 should be restricted to marine operations and emergencies. Vessels should monitor Ch 12 at all times until the pilot assumes control. Vessels should also monitor Ch 13 when underway in Panama Canal waters for vessel bridge to bridge navigational communications only.

Ch 16 is used throughout the canal system as a calling channel. Local agents keep a watch on Ch 12.

Documents

Details of all Panama Canal Authority (Canal de Panama) forms required for transit (or cancellation of transit) can be found in electronic format on http://www.pancanal.com/eng/op/forms.html.

The Authority operate an electronic Customer Services Management System (CSMS) to ensure quick and efficient communication with vessels and agents. Details can be found on http://www.pancanal.com/eng/op/csms/index.html.

It is advisable to look at the Canal Authority website for the latest information concerning documents which have to be submitted when a transit booking is made or prior to the arrival of a vessel.

Required Documentation for Initial Transit in Electronic Format:-

All vessels transiting the Panama Canal for the first time must provide the following documents in electronic format utilizing WORD, EXCEL, PDF, TIFF, JPEG or similar format:

• International Tonnage Certificate (ITC-69)

• PC/UMS Documentation of Total Volume or suitable substitute

• Volume calculations (If available)

• Suez Canal Certificate (If available)

• Load Line Certificate (If multiple Load Lines exist, provide the one with least

freeboard)

• Pilot Card (Vessels speed and general information)

• Ship Particulars

• Certificate of Registry

• Ship Classification Certificate

• Minimum Crew Safe Manning Certificate

• International Sewage Pollution Prevention Certificate

• Passenger Ship Safety Certificate – Form P (for passenger vessels)

• Certificate of Fitness (for Chemical Tanker and Gas Carriers)

• Certificate of International Air Pollution Prevention Certificate (with the supplement)

The following drawings (plans) shall be provided in PDF or AUTOCAD format only, in one plan (not sections), in order to allow for precise calculations:

• General Arrangement Plan

• Capacity Plan with deadweight scale

• Midship Section Plan

• Lines Plan (if available)

• Shell Expansion Plan

• Docking Plan

• Visibility Plan

• Trim and stability booklet or hydrostatic information (summer loaded figures at zero trim for extreme draft, displacement, deadweight and tons of immersion)

• Lightship Test Report or Result Deadweight Measurement Report (for Dry bulkers)

• Container Loading or Stowage Plan when fully loaded (full container vessels only)

• Cargo Securing Manual (full container vessels only - All pages regarding container information above and below deck and all combinations available)

• Cargo Tank Calibration or Cargo Tank Gauging Table (only the cover page and the pages containing the Cargo Tank Capacity Summary) - only for Gas Carriers

The documents must be legible, of good quality, and shall include all pages. Please specify in the subject of the message, the vessel’s current name, IMO number, and, if available, the vessel´s SIN (Panama Canal Ship Identification Number). The above-mentioned documentation must be submitted to Arqueadores@ pancanal.com and [email protected] at least 96 hours prior to arrival at Panama Canal waters.

Receiving this information in advance will expedite the vessel’s scheduling process, the calculations required for the proper assessment of tolls, and facilitate the inspection process on arrival.

Health

Requests for radio pratique must be submitted to the Admeasurement Office at the port of arrival not less than 48 hours in advance.

Flags

All vessels must display the Panamanian flag from dawn to 1800hrs, while they are in Panama Canal waters. The flag must be displayed correctly, with the white quadrant and blue star on top, adjacent to the flagpole.

Notices and regulations

Full details of current Rules and Regulations concerning transit of the Panama Canal can be found at https://www.pancanal.com/eng/op/notices.

Port State Control here: Tokyo MOU.

Running now: the Paris and Tokyo MOU concentrated inspection campaign on cargo securing, 1 September to 30 November 2026. Its questions are published: the questionnaire.

ISPS

ISPS Designated Authority:

1. For Ports and Ship Registry:

Contact person: Chief of Port Security Department

Address: Panama Maritime Authority (AMP), Diablo Heights, Building 5534, PO Box 8062, Panama 7, Republic of Panama.

Tel: +507 232 7352

Mobile: +507 660 61057.

Website: www.amp.gob.pa

2. For the Panama Canal:

Contact person: Manager - Canal Security Division.

Address: Panama Canal Authority (ACP), Balboa - Ancon, Republic of Panama, PO Box 5413, Miami FL 33102-5413

Tel: +507 272 4646, Cell: +507 614 1941.

Recognised Security Organisations:

RSO - ISSC Issue: Phoenix Management Service Group, Universe Security Group (London), Singapore Technologies.

RSO - Security Consultant Services: MUSC, Secure Maritime Group (St Petersburg, Florida).

For further ISPS information see IMO website http://www.imo.org

Proliferation Security Initiative (PSI)

Panama has signed a PSI ship boarding agreement with the USA aimed at stemming the flow of weapons of mass destruction. If a US or Panama flagged vessel is suspected of trafficking proliferation related cargo, either party to this agreement can request authorisation to board, search and possibly detain the others vessel and its cargo.

Repairs

There are several repair companies established at Cristobal and Balboa who are able to arrange repairs to engine, hull, refrigeration, electrical motors, radio, radar, gyro, etc.

Dry docks

MEC Panama have three drydocks at Balboa, the largest being 318m x 33.5m that can accommodate vessels up to 60,000DWT.

Bunkers, water and stores

Bunkering: Bunkers are available from the ports at either end of the Canal (Cristobal and Balboa). Most of the major oil companies are represented and bunkers can be supplied alongside or by barge. MDO, LDO, HFO and IFO are all available. Vessels bunkering by barge must advise their requirements well in advance to ensure that the required amounts are available.

Bunkering may be permitted for light-draught vessels near the E breakwater and for deep-draught vessels at the inner explosive anchorage. Bunkering operations require approval of the Cristobal Canal port captain or, in his absence, the Canal port captain on duty. Bunkering operations will not be permitted in other anchorage areas. Pilots are required to anchor all vessels, either arriving from sea or departing the Canal that will be taking on bunkers within the confines of Limon Bay. Exceptions to this rule may be made by the Canal port captain on duty.

Lubricants: Most leading brands and grades are available at Balboa and Cristobal. Lubricants can be delivered in bulk alongside or at anchorage via supply boat at both ports. It is recommended that lubricants delivered in drums by launch be delivered at Cristobal due to the uncertainty of launch availability and the heavy swell prevailing at Balboa. The distance between the launch landing and anchorage at Balboa is also far greater than at Cristobal and delivery costs at Balboa are therefore excessive, should launches be available.

Fresh water: Available at Balboa or Cristobal alongside or by barge and can be delivered simultaneously with bunkers. Vessels requesting water by barge must advise their requirements well in advance to ensure the desired quantity is available. The quality of fresh water is excellent.

Boiler Water: May be taken without charge from Gatun Lake subject to Pilot's permission and draught.

Ship Chandlers: Fresh provisions, bonded and deck/engine stores can be delivered at Balboa and Cristobal. Since most suppliers are established in Colon Free Zone it is recommended that delivery be arranged at Cristobal.

Most major marine paint and chemical suppliers maintain stocks in Colon Free Zone and most commonly used products are usually available.

Laundry Service: This is available at both Balboa and Cristobal and can normally be processed during canal transit and delivered onboard prior to departure from the canal.

Medical

Hospitals and clinics are available at both Balboa and Cristobal. A doctor will attend onboard the vessel but only in cases of emergency.

Crew change

It is not necessary to arrange a visa with the Panamanian Consul in the seaman's home country.

ACP do not provide any commercial launch service. However, under special circumstances, embarking and disembarking may be accommodated at specific points along the Canal.

Transport

Nearest road: Transismian Highway (Panama-Colon) and Pan-American Highway (Panama to Costa Rica).

Nearest airport: Tocumen, Panama City.

Working hours

Continuous.

Where it is

The Panama Canal crosses the isthmus of Panama from NW to SE.

The port

The length of the canal area is approx 82km (44nm) from deep water in the Atlantic to deep water in the Pacific, located in the territory of the Republic of Panama. The Panama Canal Authority ("ACP") is responsible for the operation of the Panama Canal. In fulfilling its obligation, the Authority manages, operates and maintains the Canal, along with its facilities, installations and equipment and provides for the orderly transit of vessels through the canal.

The port of Cristobal is located on the North side (Atlantic) side of the Canal and the port of Balboa is located on the South side (Pacific). Strategically, the Canal is one of the most important shipping routes in the world. Before it was built, vessels wishing to sail from the Atlantic side of Panama into the Pacific (or vice versa) either had to unload their cargo transporting it across land and then loading on to a different ship, or face a long passage Southwards round the notorious Cape Horne.

The latest Panama Canal Expansion Project (or Third set of Locks Project) is now complete and includes the construction of new locks on the Atlantic side (the Agua Clara Locks) and Pacific side (the Cocoli Locks) of the Waterway, building a new Access Channels and raising Gatun Lake's Maximum Operating Level. An extensive dredging programme has been carried out on the Pacific Access Channel and the Atlantic and Pacific Entrances. Gatun Lake and Culebra Cut have also been dredged and more than 150 million cubic metres of material has been excavated. The new locks are now operational and double the cargo capacity of the waterway. The older locks (Gatun, Pedro Miquel and Miraflores) allow the passage of vessels carrying up to 5,000 TEUs. Following the expansion, Post-Panamax (New/Neo Panamax) vessels (with up to 13,000/14,000 TEUs) are now able to make transit using the new locks. The expansion, and ability to take larger vessels, will have a direct impact on international maritime trade and routes.

A full set of Rules and Regulations concerning transit of the Canal can be found on the ACP website Notices Section (http://www.pancanal.com)

Traffic

Approx. 14,000 vessels and 290,000,000t of cargo transit through the Canal annually.

Where does the pilot board at Panama Canal?

The pilot boards at Panama Canal pilot boarding place, 08°51.8′N 079°29.7′W. Panama Canal has 2 pilot boarding places.

What time zone is Panama Canal in?

Local time at Panama Canal is UTC−5. No summer time.

What is the water density at Panama Canal?

1000-1025. Density may be less, depending on water temperature and location.

Which load line zone is Panama Canal in?

Tropical.

Who carries out Port State Control at Panama Canal?

Port State Control at Panama Canal: Tokyo MOU.

What is the UN/LOCODE of Panama Canal?

The UN/LOCODE of Panama Canal is PAPCN.

What crews who called at Panama Canal say: pilot boarding, the agent's papers, inspections, shore leave. Each tip is shown with the writer's rank and ship type, and an AI summary sits on top once there are three or more.

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