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Through the Panama Canal in your yacht: everything you need to know

February 12, 2019

How to transit the Panama Canal in your yacht - preparation, costs, top tips and more from Behan Gifford for a smooth crossing from the Atlantic to the Pacific Ocean

Cape Horn sailors and ditch diggers sacrificed all to make the path between the Atlantic and Pacific easier for the rest of us. It is a surreal situation to find yourself floating in a small yacht alongside a giant ship in a box of water 25m above sea level. Entering the canal was thrilling, stressful, and awkward. Descending the last lock was euphoric. The Panama Canal is a gem to treasure.

Considering the alternative routes, the canal is a blink between oceans. Yet a smooth transit benefits from advance planning. Our research began about three months in advance after we learned how seasonal congestion can increase the waiting time from arrival in Colón to an assigned transit date. Most of the year, four to six days is typical. During the high season from late January through May, six to 20 days is the range from completion of measurement and fee payment until an assigned canal transit date. For South Pacific-bound boats, December until mid-January is a sweet spot for minimal delay.

The slowdown escalates with the arrival of the World ARC rally. Having waved the fleet off in Colombia we decided to spend a few weeks of leisurely sailing through the turquoise waters of Panama’s Guna Yala instead of adding to the spike in transiting vessels. Hiring an agent was our answer to first staying in tune with the length of the delay, then having an advocate who could help us find a slot to get through sooner during the peak-season waiting period.

An agent will help you through the paperwork and can sometimes get you an earlier transit slot All photos ©Behan Gifford/Sailing Totem

We arrived in Colón, Panama, followed by blustery tradewinds and rolling seas that finally abated behind the canal zone’s massive breakwater. Mooring options are few on the Caribbean side of the canal: there are a couple of designated areas for anchoring among the commercial stacks and cargo ships, but they come with security risks and limited options for going ashore. Boats waiting longer than a few days often sail either to nearby Portobelo or further afield to the Guna Yala (San Blas islands) or Bocas del Toro. The lone mooring option on the Caribbean side is Shelter Bay Marina, where we berthed our Stevens 47 Totem to await transit.

Step one: Get your boat measured

Our agent, Erick Galvez with Centenario, met us shortly after we tied up in Shelter Bay to confirm the process. A friendly face at the dock and perfect English softened the news of delays. You have to go through measurement and payment first before entering the ACP system to get a transit date assigned – a transit date cannot be reserved in advance.

Galvez accepted our payment and scheduled an Admeasurer (measurements for transit are only done by an official representative of the Panama Canal Authority, or ACP) for the next day. If you choose to do paperwork yourself, it’s a call to the Admeasurer’s office (English is spoken by all canal officials) to arrange a time and location for your boat’s measurement.

Our assigned transit date meant two weeks in the marina, but Erick’s efforts sourced multiple opportunities for earlier slots. In the end doing rigging jobs for Pacific-bound vessels sweetened the deal of a longer stay.

Heavy duty fenders are essential for rafting up

Step two: Pay canal fees

Galvez took care of payment as part of his agent services, providing a receipt outlining fees. If you’re organising your own paperwork, the Admeasurer provides a form which you take to Citibank and pay. The biggest variable is based on the size of your boat. Under 50ft, the transit toll is $800. For boats 50-80ft, the fee is $1,300. Length is a true ‘length overall’ including bowsprit, pulpits, davits, etc. Totem’s documentation shows our LOA at 46ft 8in but we exceeded 50ft when measured from the front of our anchor to dinghy davits. Deflating the dinghy edged us just below the 50ft mark of the Admeasurer’s indisputable tape.

In addition to the ACP charges, a buffer fee of nearly $900 is due. This is a bond to cover potential fines or additional charges which could be incurred by missing an assigned slot, being too slow, needing a water taxi for line handlers, or other events. An agent covers the buffer fee for you.

For do-it-yourself transiters, the fee (like other official canal tolls) can be paid by credit card, in cash, or bank wire transfer at Citibank along with other standard fees. The buffer will be reimbursed after a successful canal transit is completed.

Our all-in cost to transit the canal (including non-canal specific formalities) was a little over $2,000: this included visas, cruising permit, and clearance fees. It’s a lot of money, but Cape Horn and the North West Passage present inconvenient alternatives and the necessary gear would have set us back more than that!

Every step of the process with Canal authorities was above board, the only flaw being a port captain in Colón who claimed an error in our original entry formalities required a $20 fee to correct. As it was one hour from our scheduled departure, we were stuck without any option to dispute it – delaying transit could incur an ACP fine. It is one of the only times in our decade of cruising we’ve knowingly paid an ‘unofficial fee’.

The new Agua Clara/Cocoli looks were opened in 2016 for the largest shipping, but yachts and smaller vessels still use the smaller Gatun/Miraflores locks

Transit toll < 50ft, $800; 50ft+, $1,300

Inspection $54

Security $130

Agent $350-500

Line handlers $100/person (or seek volunteers from other transiters)

Lines/fenders $50-$250

Fender return $12

Cruising permit $197

From the Caribbean, the Bridge of the Americas marks the gateway to the Pacific Ocean

Step three: Organise transit logistics

Four line handlers are compulsory aboard, and four lines meeting canal transit specifications are required. You’ll also want robust fenders.

An agent will organise all of these, or you can source them locally yourself. The morning VHF net, marina bulletin board, regional Facebook groups, and the cruiser’s Coconut Telegraph will connect you with local suppliers.

Line handlers are commonly recruited from other cruising boats. Joining a boat to transit is excellent preparation for taking your boat through, and a way to pay it forward when it’s time to find your own handlers.

If you don’t find volunteers, experienced Panamanians can be hired for around $100. Whoever comes aboard, make sure they know how to tie a proper knot and have basic boat sense, and will be ready to work instead of take pictures.

Lock lines must be must be a minimum of 125ft long and between 7⁄8-11⁄2in (23-38mm) diameter. While most boats will gravitate towards standard fenders, the budget option of plastic-wrapped tyres are a fine alternative for protecting your hull from the rough concrete wall or your lock neighbour.

Final preparations to ensure a smooth transit include anticipating meals, snacks, and beverages for the duration.

Transit typically takes two days, the night spent tied to a large buoy just outside the channel in Lake Gatun.

In addition to line handlers, your crew will include at least one canal advisor (occasionally there’s a trainer/trainee pair). Hot meals are expected by the advisers, as is bottled water and cold Coke. Snacks should be available for the duration.

Step four: Time to go!

“Cristobal Signal Station, Cristobal Signal Station, this is sailing vessel Totem.” After weeks of anticipation and planning, this VHF call to inform the port entry co-ordinator of Totem’s location marks the start of our canal journey. We were assigned a one-day transit: the sky was just beginning to lighten when Totem’s advisor, Roy, was dropped off by water taxi. Roy proved to be a significant asset for ensuring a safe transit. Cruising boats are most commonly rafted in pairs or a trio to transit the canal as a block, and Roy directed our raft’s formation. Totem was designated centre boat (making Roy the lead advisor for the raft) based on propulsion ability.

We knew we liked Roy when he dryly commented, “Perfect, now we have big fenders to protect us,” upon seeing two aluminum-hulled Ovni cruising boats approach to raft up.

The canal is roughly 37 miles long, most of which is the waterway of Lake Gatun and Culebra Cut between the trios of locks at each end. Entering from the Caribbean side, three sequential chambers of the Gatun locks lift vessels up around 90ft. Howler monkeys in the jungle nearby greeted sunrise as we approached the first lock behind a large ro-ro car carrier.

Each yacht has an advisor (dropped off by water taxi) and each raft has a lead advisor

When the lock doors close and water level changes, line handlers tension (or loosen) the lines according to the adviser’s instructions. It’s harder than it sounds and requires close attention. One of the boats next to us was inattentive with easing and caused the raft to shift, a potentially dangerous situation for the boats. The crew realised and scrambled to secure the line, and twice nearly caught hands in the process. So much better to keep focused on the role!

Our raft remained intact through the first three locks, then separated to cross Lake Gatun and proceed through the cut towards the Pacific side locks. This was the longest part of the transit, a time for us to relax and enjoy a meal. March is dry season; we could relax in the cockpit for this part of the journey, learning from our adviser about his experiences and appreciating the sights: our history buffs anticipated seeing the crane named Titan that was taken as a Second World War prize, and the animal lovers aboard worked at spotting birds, monkeys, and crocodiles (a 3m croc swam alongside us in the Culebra Cut).

The adviser isn’t the captain – you’re still responsible for boat and crew –but our number one takeaway to transit safely is that it’s essential to work tightly with the adviser. They understand the lock conditions: some instructions may seem odd, like directions to turn the boat to point towards a lock wall, but it’s for a reason. There could be a four-knot current deflected by the wall, and their goal is to prevent the raft from spinning out.

Leaving the Miraflores locks behind, Totem motored towards the Bridge of the Americas and the Pacific Ocean. This marked our return to the body of water where our journey began, the last leg of our circumnavigation, and the final weeks aboard as a family of five before our eldest heads for college. A momentous event, suitably witnessed by a monumental creation.

For the Totem family, transiting the Panama Canal marked the closing stage of a round the world voyage

Tips for a smooth canal transit

• Keep decks clear. Move or stow items to keep the area around bow and stern cleats as clear as possible.

• Ensure all fairleads are fair to start. Re-leading takes time you may not have if currents start spinning the raft.

• Stern lines took the most load. Consider running them to a cockpit winch with the stern cleat as a guide to provide better control and mechanical advantage.

• Prep line handlers well. Hold a crew meeting. Make sure they understand how critical it is to be alert: they should not expect to use a GoPro or post on social media during transit.

• Repeat instructions from the adviser. It confirms you have heard and are responding to the action called for. It may serve to clarify the adviser’s intentions when issuing rapid instructions.

• Engage your adviser. Talk through manoeuvres in advance, asking for clarification on next steps and understanding actions they will want you to take before they need to happen.

• PAY ATTENTION! The lead adviser (who is not necessarily on your boat) may call for rapid engine and/or steering changes.

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Sailing the Panama Canal

For over a century, the Panama Canal has been a vital artery nourishing the world’s economy, with hundreds of passenger ships, cargo ships and tankers sailing through the canal’s original locks every month. The massive engineering feat makes it possible for ships to transit large bodies of water in just hours rather than circumnavigating the entirety of South America to reach their final destination. This man-made marvel is a bucket list item for many world travelers--whether sailing through or exploring on foot, the Panama Canal is one of Panama’s most popular attractions.

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THE PANAMA PERSPECTIVE

Newsletter and real estate in panama, through the panama canal in your yacht: everything you need to know.

How to transit the Panama Canal in your yacht – preparation, costs, top tips and more from Behan Gifford for a smooth crossing from the Atlantic to the Pacific Ocean Cape Horn sailors and ditch diggers sacrificed all to make the path between the Atlantic and Pacific easier for the rest of us. It is a surreal situation to find yourself floating in a small yacht alongside a giant ship in a box of water 25m above sea level. Entering the canal was thrilling, stressful, and awkward. Descending the last lock was euphoric. The Panama Canal is a gem to treasure.

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Panama Charter Cruising

Private charter yacht vacation in panama.

Although Panama is recognized for its innovative engineering that revolutionized international transport by connecting the Atlantic and Pacific Oceans; the country still remains a hidden gem of Central America. With two beautiful and unspoiled coastlines, lush jungle, rich history and a vibrant culture, Panama could easily be overrun with tourists and cruise ships. Fortunately, travelers have yet to discover the best kept secret of Central America.

Chartering a luxury yacht is the most authentic way to experience the stunning coastlines and islands of Panama. Lying off the Caribbean Coast of Panama, the San Blas Islands are a must see. This captivating archipelago of 365 islands and cays are a haven for ecotourism and offers some of the best snorkeling, diving, and sailing in the world. Crystal clear water, dazzling white sand on remote beaches with towering palm trees provide a stunning paradisiac backdrop for charter guests to relax in.

Other highlights of cruising Panama on a luxury charter yacht include: Bocas Del Toro which is home to stunning Caribbean beaches, including the renowned starfish beach; cruising through the man-made Panama Canal and the nearby Panama city offering historical sights, a vibrant nightlife and a diverse food scene; Las Perlas Islands, a cluster of beautiful volcanic islands and home to real pearls, exotic wildlife, and the show ‘Survior’; and Coiba Island, an entire island dedicated as a national park. Coiba Island is a UNESCO World Heritage Site and is one of Panama’s most remote areas.

Panama Charter Cruise Itineraries

With two coastlines, Panama offers a variety of cruising itineraries including:

San Blas Islands

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Panama Canal/Panama City
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December - March

Panama Charter Vacation Activities

Hiking the Highlands; Volcan Baru; Chiriqui Highlands
Cruising San Blas Islands - 365 islands and cays.
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Explore Panama City; fine dining restaurants, street food, culture/history/art, shopping, etc.
Cruise the Panama Canal
Isla Iguana
Parque Nacional de Isla Coiba

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Panama canal / panama city, las perlas islands, taboga island, panama luxury charter yachts, contact nicholson yachts.

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Sailing Through the Panama Canal, (With Prices and Pictures)

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The Panama Canal is what connects the Pacific Ocean with the Atlantic ocean through an artificial 82 km long waterway; the Canal was opened in 1914. It was a significant engineering feat that still stands! Before discussing the different aspects of the Panama Canal, I want to deal with the most frequent question. How much does it cost to sail through the Canal?

2020 is the first time since 2012 that the prices have been raised, and it hit hard on us small boat cruisers under 50ft. The previous base toll was 800, and now its 1600 USD.

This does not include all the extra you need to make it safely through the Canal.

Table of Contents

Expenses Breakdown

The Costs are broken down into two categories, the actual toll to be allowed to enter the Canal, and the extras needed to pass through the Canal and country safely.

The basic toll is reasonably straight forward; the Panama canal official will measure your boat, including everything. You have a dingy on the back or solar panels that are sticking out, which adds extra length that you might have to pay for.

If your boat is close to crossing over to another toll category, I would definitely ensure that you minimize the risk of the official measuring your boat longer than it is. By the end of the day, it’s by their ruler that you will have to pay.

One example from the magazine yachting world is when they had to deflate their dinghy to get inside the 50ft limit, saving them a couple of hundreds of dollars.

Line handlers are the specially trained people you can hire to help you manage the lines when you’re in the locks. This might not seem like a big deal, but the locks in the Panama canal are unique kinds of beasts that need extra attention and skill.

The requirement is 4 line handlers on every boat, so if you dont have your own, you will have to hire some. Another option is to recruit someone locally or from another ship.

If you find another sailor you can exchange favors, first they helo you cross the Canal, and when your boat is on the other side, you take public transport back and do it all over again, but this time on the ship of your friend.

That’s an excellent way to make friends!

A cruising permit isn’t something specific for the Canal but applies for the entire country if you want to sail inside its borders. A fixed fee of 197 USD.

Inspection , this is when a Panama Canal comes to measure your boat and make sure you pay the right amount of moment and also get the proper permit.

Agent , if you want somebody to take care of all the hassles, then an agent might be a good option. Basically, what they do is take care of all contact with the local authority, help with payment, guide you through the Canal and foremost have a lot of experience.

The agent also covers the buffer fee, something you will have to pay to cover any cost incurred during potential damage during your transit. This will be returned to you once you exit the Canal.

Extra line and fenders, since the locks are enormous and the walls are mainly cement and other rough edges having big fenders and 125 ft lines, are needed. If this is something, you feel that your low on, you can rent or buy them from your agent or locally.

It might seem like a ridiculous amount of money to go through a canal, but considering the massive cost (several billion dollars) to make it, it kind of makes sense. Many ships are using it every day, it is also no strange thing that it represents 12% of Panama GDP.

How Long Does it Take to Sail through The Panama Canal?

Sailing through the 37 Mile long Panama Canal will take around 11 hours on a sailboat, if on a bigger ship, the official time is 8 hours.

This includes all of the six locks and crossing the artificial lake Gatun.

This might not seem only like a long day of sailing, but for everyone that has been in a lock, you know how stressful it can be, then imagine being in a lock on steroids, such as these.

Falling asleep probably won’t be an issue that night.

If you’re thinking, but wait, aren’t there 12 locks? Well yes, but you won’t have to travel through all twelve to get to the other side; there are some parallel locks to allow for more traffic and avoiding ques.

4 Tips On How To Safely Get Through The Panama Canal

Use an agent.

I think this is really useful, it is tricky enough with an advisor on board, but not having someone to ask all the questions that will arise just feels less safe. and if your lucky, the advisor might also be interested in telling you a short story about the places your pass. So basically, it includes a free travel guide.

Practice Before You Go

Make sure you have practiced with your crew before you leave for the locks. Practice how you want to quickly and tighten the lines. Figure out who does what and when.

When the advisor comes on board, make sure you two have a perfectly clear plan and understand each other.

Make sure you have a contingency plan, what do we do if X happens or Y. this is very important and makes small mistakes stay small and not fatal.

Keep Energy Levels High And Be Ready

Being on full alert for a full day of 11 hours might not be possible, but you definitely want to sum up your energy for the “lock-up” and “lock-down” procedures.

Things can change quickly; you might get orders from your advisor that needs to be executed now and not in 30 seconds, so make sure you are awake and ready to work.

To make this work bring many snacks and stuff to drink, i is a good idea to bring some energy drinks or coffee to drink a few minutes before a lock just to get ready.

Remember That You Are The Captain

Even if you get an agent that will support you with advisors, they are not all of the same calibers, and the responsibility of the ship always belongs to the captain.

Building trust between you and the advisor is essential since many devices may not be intuitive and sometimes feel wrong.

How Much Time Does The Canal Save?

Going through the Canal is not a must, there are other options, but this isn’t necessarily cheaper or safer, here’s how much time you will save and why.

Going through the Panama Canal will save you 44 days of sailing if averaging 7.5 Knots. The Canal crossing is 8000 Nautical miles shorter since there is no need to go around Cape Horn of South America.

One big time-saver is the vast amount of distance that needs to be covered if you opt not to go via the Canal. Eight thousand nautical miles or 9307 (land) Miles is a long way.

There are also other things to consider, such as safety, going around the horn is not a small feat, all through the Canal can be tricky, sailing through patches of ice and some of the worlds toughest weather patterns is not something to take lightly either.

The Cape Horn is where the Atlantic meets the Pacific, and this is not your ordinary family reunion, this is more of a “throwing-stuff-at-each other” Christmas dinner.

I’m trying to say that this is a place known for its sudden and very hard gusts of wind at the same time as to vast oceans meet, it’s bound to be an exciting trip.

And since most cruisers tend to stay in warm weather climates, there is also a need to update the boat and the crew’s wardrobe since the climate is much colder going that far south.

Not only will you need to have heaters on board, but instead of sailing in shorts and short and taking an occasional swim, you must now wear full winter and watertight gear.

And in a cold climate, everything becomes harder and less fun to do.

Why is The Panama Canal so famous

I would say that there are many reasons for this, for one it has a lot of history. The French started building it in 1881, and after widespread diseases, any many fatalities the money ran out.

When the US finished the project, it took it over 1903 and ended it around ten years later with the first boat passage in 1914. Just as now, the main incentive was shipping goods from the Atlantic to the pacific (and vice versa) faster and safer than before.

The US paid a total of USD 9,169,650,000 in today’s value to complete this engineering dream.

Why Use Locks and Not a Sea Level Canal?

The most intuitive way to build a canal is to dig a trench and fill it up with water, at least for us non-engineers. This was precisely what was proposed to President Roosevelt at the time.

But in 1906, when the Chief Engineer of the Panama Canal John Frank Stevens saw the river Chagres in full flood, he stated that the sea-level option is not viable. A lock system going up to, and then down from, the Gatun lake would be a practical option.

Using a sea-level system would bring far too much current and would be very hard, if not impossible, to transition safely.

The project resulted in both the largest dam, the Gatun dam, and the largest artificial lake, the Gatun lake, at the time.

Ways To Transit The Panama Canal

You can go in either direction and below is a shortlist of general guidelines when transiting and moving through the canals.

The first step is to anchor and get ready for the ACP to call you up and let you know that your time has finally come. And I say finally since many wait for days before they have a slot open that they can take.

Now you will transition through three locks taking you all the way up to the Gatún Lake, from here you have to options, either you anchor to about for the night.

If you’re on a fast boat that can do above 7.5 knots on motor, you might be able to complete it in one day.

General Rules When Locking UP

When locking up through the Panama canal, the big ships usually go first, and small guys stay in the back.

Since its time to fill the chamber with a lot of water, you can expect there to be powerful turbulence, allt his water will fill up the chamber in only 10 minutes.

When the journey upwards begins, make sure you have position yourself in the middle of the lock, thus getting out of the way from the tricky redirection of currents that occurs next to other objects such as the chamber walls or other ships.

Once the locks are open, you have a giant ship ahead of you, and when that beast wants to get going and the props start turning. You guessed it yours in the way of their prop wash.

This will create some confusing waters, and letting go of the lines to soon might not be your best option. Remember that you are still the captain and let go when you feel comfortable.

I find it easier to lock up since you will now feel the slack of the lines when the boat is moving up, and all you need to do is take up that slack, and you’re perfectly safe.

General Rules When Locking DOWN

When locking down, often the large vessels will now be behind you, thins means a couple of relevant things to you.

Firstly it’s nice to know that there is not much turbulence in the water, but some other effects are to be aware of. Since you are probably sharing space with other huge ships when the flood of water hits its hull, it will be redirected outwards, and outwards of the big boat is where you are.

This is something for the line handlers to be aware of; it might look all nice and calm, but make sure everyone is ready for the underwater currents that might grab hold of your hull.

This redirection also leads to a somewhat strong current of around 3-4 knots when the locks fill up.

Since you are now going down, it is crucial that line handlers be soft on their hands and let out enough line, so the boat doesn’t get lifted and too much weight is placed on the cleats if your ship is moving too close to the side of the lock then maybe its time to ease out a little.

Going Through the Canal as a Yacht or Raft?

If you hire an agent, chances are that they might take you and one or two other boats and make them into a raft. this will make you and your new friends tied together going up and down the locks but you will still be able to sail on your own in between.

This might feel a little awkward at first but is standard practice to ensure you have the safest possible transit.

Fun Facts About The Canal

The most expensive trip through the Panama Canal: Norwegian Pearl 375,600 USD.
The Cheapest trip through the Panama Canal: 0.36 USD Mr. Haliburton, swimming.
The Largest vessel to transit the Panama Canal: Neopanamax Triton, 168 feet wide, 1,211 feet long.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

Transiting the Canal

Photo for illustrative purposes, Property of the Panama Canal Authority

Smooth transits, particularly maiden ones, benefit from forwarding planning so contacting us several months before your desired transit date will allow you to keep up to date on any delays or seasonal congestion that might affect your plans. If you have a specific date in mind for your crossing, booking and reserving the slot can be done for you at an additional cost which is calculated according to the size of the yacht. The process begins with your Norton Lilly agent gathering the necessary paperwork from you – this needs to be presented at least 96 hours before your arrival in the canal zone – and updating the Panama Canal Authority (ACP) system with the relevant details. This includes the identifications and certifications of you, your crew, and passengers, among other things.

You’ll receive instructions on what to do on your arrival in the canal zone – the Balboa anchorage in the Pacific or Cristóbal breakwater on the Atlantic side. From there, we will coordinate the necessary inspection and payment to the ACP, communicating to you the time and place that your inspection by an official admeasurer will take place. The measurements taken here will dictate the cost and the type of crossing that you will have. Once these details have been entered into the system, you will be assigned a transit date if you did not reserve one.

Panama Canal Miraflores Locks

Between now and your transit date, you can spend the time as you wish. We can coordinate any necessary servicing your vessel needs, including fuel and lube oil replenishment, fresh water, waste disposal, repairs and so on. We will be on hand throughout this period as a reassuring presence, able to answer any questions or queries that may arise.

On transit day, we will have coordinated everything to ensure the process is as smooth and efficient as possible, keeping you informed of your start time and when your pilot will arrive on board, a requirement for all vessels over 20 metres in length. If your vessel has been measured as less than 38.1 metres in length, you will have a handline transit and will not be using your engines to clear the locks; vessels over 38.1 metres can use their engines. You will also welcome a crew of professional line handlers on board, who we will source for you, who will assist with clearing the three sets of locks – two on the Pacific side of the canal, Miraflores and Pedro Miguel, and one on the Atlantic end, Gatun.

Each lock is a vast 300 metres long so, depending on the size of your yacht, you may enter with other, potentially much larger, vessels raising and falling the 26-metre difference between sea and canal level. Once through the locks you are free to motor along at a minimum speed of eight knots, crossing the huge Gatun Lake where there is plenty of wildlife to keep an eye out for – crocodiles in the water and birds and monkeys around it, and through the impressive Culebra Cut, the canal’s narrowest point.

Smaller vessels are usually scheduled to transit in the evening if they are travelling from Atlantic to Pacific; this transit takes about two days, with the second section taking place during daylight. From the Pacific to Atlantic, you are likely to transit during daylight hours and complete it in a single day depending on your speed and lock availability.

Panama, hidden gem for Superyachts

“The Panama Canal is geographically well positioned, enabling yachts to reposition between the Pacific and Atlantic oceans in about 12 hours, but it is much more than merely a logistical pathway.” Joe Walden, CEO, Norton Lilly International (Panama)

Much more than just a transit point between two great oceans, Panama is a land of irresistible wonders. A 3,000-mile coastline is split between the white sand beaches, rainbow coral reefs and paradise islands of the Caribbean and the wild, empty shores, epic marine life, and big surfing waves of the Pacific. In between is untamed jungle filled with a vast array of flora and fauna, an age-old indigenous culture, a colorful heritage, and a cosmopolitan world city in capital Panama City. All this is relatively undiscovered and easily accessed from the many picturesque anchorages dotted along both coasts. This is not a destination to simply pass through, but one that needs to be explored, something that can be easily done with Experience Yacht Services . Providing a yacht agency to give captains’ peace of mind, you’ll also benefit from itinerary design services for a unique and adventurous way to discover Panama’s hidden gems.

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Tips for Transiting the Panama Canal

By Diane Gorch
Updated: December 16, 2019

I scrambled out of the dinghy onto Minh ’s transom steps as a last-minute addition to the crew, the required fourth line handler needed for a transit of the Panama Canal. The French-flagged 41-foot Fountaine Pajot catamaran was weighing anchor in the Flats anchorage near the Port of Colon, a staging area for vessels preparing to enter the waterway, bound for the Pacific.

Amid a flurry of activity, Bruno, the only English speaker, offered me a kindly welcome aboard as we felt a bump on the port side: Mr. Tito, the rental agent, was delivering four tires wrapped in plastic bags to use as fenders, and four stout 125-foot polypropylene hawsers, which were also necessary for the passage through the canal. In another moment, on the starboard side, a 40-foot steel pilot boat nosed within inches of our hull, and the Canal Authority adviser stepped aboard Minh . Right away, he instructed the captain to get underway and proceed along the 2-mile channel toward the Gatun Locks.

For many cruisers, a transit of the Panama Canal is a milestone accomplishment. The canal itself is an engineering wonder of the world. Completed in 1914, it consists of six locks and 45 miles of waterway, a shortcut between continents connecting the Caribbean Sea and the Pacific Ocean. It is immense in scale. Each lock is 85 feet deep, 1,000 feet long and 110 feet wide. For the original canal, the maximum dimensions for a Panamax vessel—the term used to describe the midsize cargo ships that will fit the locks—are 965 feet long and 106 feet wide. With only 2 feet to spare on each side, there is little room for pilot error. The design of this canal has dictated the parameters for shipbuilding worldwide for nearly a century.

There are three ways a yacht can proceed through the canal. Perhaps the most common is center-chamber lockage, where boats are rafted up two or three abreast. Yachts can also moor alongside a tugboat or small tourist cruise ship. Or they could be tied against the rough cement walls of the canal, less common and also less desirable because water turbulence can crash your rigging into the side wall. Our adviser told us we would raft up for a center-chamber configuration—one less thing to worry about.

As we motored ahead, we prepared the boat by covering the hatches and solar panels with seat cushions and other thick padding to protect them from the monkey’s fists, which are used by canal workers to heave messenger lines to the boats. We were gradually approached by another yacht, the 42-foot Froot Salid from Australia, to which we rafted up, as instructed by the advisers on each boat. Spring and breast lines held us firmly together. We entered the first Gatun lock after the ship ahead of us was secured. Canyonlike walls rose up on both sides. The captains kept the boats centered under the watchful eyes of the advisers, and soon the canal workers atop the high walls threw down the monkey’s fists with messenger lines to be tied to our hawsers. The workers hauled up our lines, and together the men and boats moved slowly forward to the proper position, where the workers secured our lines to bollards.

The advisers and canal workers communicate effectively with each other using walkie-talkies, but also by sharp whistling, reminding me of Scottish shepherds directing their dogs. I jokingly asked our adviser whether a man who couldn’t whistle could get a job here. He thought for a minute, laughed and said, “Probably not.”

In his book The Panama Cruising Guide (fifth edition) , Eric Bauhaus gives comprehensive information pertaining to transiting the canal. As a line handler, there were two things I needed to keep in mind. First, having a hawser or any other line go afoul of the prop during the transit is bad—really bad. The water churning around the vessel while the lock is filling is turbulent, made even more dangerous by undercurrents and the mixing of fresh and salt water of different densities. Do not fall in; even if your dog falls overboard or your prop gets fouled, do not enter the water for any reason.

The line handlers had to keep a steady tension on the hawsers, holding the boats in position against the turbulent waters.

The second hazard is when the monkey’s fist is thrown to your boat. The fist consists of a ball of lead, covered with woven rope, and it’s enough to crack the cranium of the unlucky swabby who wanders into its path. I was vigilant when the lines were thrown to Minh but was startled when the monkey’s fist intended for Froot Salid landed just ahead of me on Minh ’s deck!

When all was ready with the ship ahead and our rafted yachts, the massive lock gates behind us slowly closed. These impressive doors weigh 800 tons apiece, and are made from massive steel plates joined by hand-forged and hammer-driven rivets from the Steam Age. They are so precisely balanced on their hinges that only a 40 hp engine is required to open and close them.

When they were closed at last, the water began to swirl up in massive, powerful eddies, and the boats slowly rose. As this happened, the line handlers had to keep a steady tension on the hawsers, holding the boats in position against the turbulent waters. Pressures on the mooring cleats can be tremendous and in an upward direction, which the cleat installations must be able to withstand.

The churning water quieted, the lock was filled, and with a metallic rumble, the lock gate ahead opened. Four chunky electric locomotives, weighing 20 tons each, towed the ship forward into position inside the second lock. Once it was in position, our advisers directed us to move our rafted boats forward. Both vessels motored at dead slow into position, and the canal workers manning the bollards walked the hawsers along the wall and up the steps to the top of the next lock. Sharp whistles reminded us line handlers to raise our lines overhead as workers climbed the steps. When we moved into the canyon of the second lock, our lines were secured and the whole process slowly repeated, and again for the third Gatun Lock. After transiting these three locks, the boat lay 84 feet above the level of the Caribbean Sea from which we had started.

Halfway There

As the evening sky ripened to tangerine and scarlet, we left the third Gatun Lock and headed into Lake Gatun. This meandering lake was formed when the Rio Chagres was dammed to create a navigable waterway leading farther on toward the Pacific. The advisers guided us to a giant mooring float, where both boats moored securely with bow, stern and spring lines for the night. This is more convenient for prompt departures because anchors dropped in Lake Gatun might foul on 100-year-old logs or stumps still rooted beneath the dammed waters. As a chorus of howler monkeys heralded the approach of twilight, I dived overboard for a delicious swim in the sweet fresh water, and was soon joined by everyone on both boats, in spite of rumors about lurking crocodiles. Refreshed and relaxed, the wine was poured, the stars came out, and we slept.

After a French breakfast of coffee with fresh crepes and jam prepared by Annick and Charles-Henri, our advisers rejoined us around 0715 and we resumed our passage. We had to maintain a speed of at least 6 knots to stay on schedule. The well-marked shipping channel meanders just over 20 nautical miles through the lake. We kept to the side, as container ships and roll-on/roll-off ferries—or roros—passed us from both directions. It was a quiet passage, revealing glimpses of jungle vegetation, bird life and the geology of the isthmus as we went. Using a mixture of French, Spanish, Portuguese and English, we crewmembers and our cheerful adviser got to know each other a little better throughout the day.

Eventually, we approached the village of Gamboa, where Rio Chagres flows into Lake Gatun near the head of the Gaillard Cut. It is the only settlement along the canal because the waterway lies within a secured area of a large national park. Here the current running toward the Pacific becomes noticeable. Also, there is massive construction on the north side to widen the canal, so the water became muddy, and dreams of splashing in fresh water again slowly expired, if only for a minute. A drenching rain began, which continued for most of the afternoon.

Along the Gaillard Cut—also known as the Culebra Cut, which spans about 7.5 miles—the scenery changes. Here the canal was blasted and carved through rock and shale, right through the Continental Divide, making it the only continental divide on Earth you can sail across. It is still susceptible to landslides. There are sections where the steep, terraced cuts across mountainsides resemble Mayan step pyramids standing silent watch along the passage. Flanked on both sides by those pyramidlike mountains, we passed under the elegant Centennial Bridge, gracefully soaring above the canal.

I asked our Canal Authority adviser about the breakdown of yachts transiting the waterway. He estimated that of recreational boats moving into the Pacific, about 40 percent are French, 20 percent British, followed by German and Australian vessels. Relatively few American yachts pass through. Perhaps they are lured to stay in the Caribbean by the beautiful San Blas Islands, or the ease of obtaining permanent visa or residency offered by the Panamanian government. Fewer yachts pass from the Pacific to the Caribbean because the winds and currents to reach Panama’s Pacific coast are often contrary.

We approached the Pedro Miguel Locks, the first descent toward the Pacific. We rafted this time to a brand-new Amel 64, crewed by at least 16 cheerful 20-somethings. Now the raft of yachts entered first, with a ship looming behind us. We stared at its bulbous bow, thinking that this is as close as we ever want to come to a yacht crusher like this. Over came the monkey’s fists and messenger lines; we secured the hawsers and prepared this time to slowly ease them out as the water fell. In the outgoing locks, the turbulence is much less.

Exiting the Pedro Miguel Locks, the system of buoyage changes. We were now outward-bound, so green markers were kept to starboard; it was “port wine” from here on out.

We proceeded on through the man-made Lake Miraflores to the final two Miraflores Locks. In these chambers, we were lowered another 54 feet. As we approached the first lock, the sky opened up and rain poured down again, continuing for the entire transit of both locks.

The young people on the Amel were singing, dancing and playing guitar in the downpour. On Minh , Andre gallantly stood with a little umbrella over Annick, who was handling the port bowline on the final lock; both of them were soaked to the skin. Bruno mimed a shower scene using his line like a scrubber to wash his back. Laconic Charles-Henri would’ve been chewing a cigar if he’d had one, hunkered down at the wheel. All of this was observed by hundreds of tourists in the cozy, dry observation tower overlooking the second lock. As we exited into the Pacific, there, floating like a log in the water, lurked a fair-size crocodile.

We were now outward-bound, so green markers were kept to starboard; it was “port wine” from here on out.

Waving farewell, we separated from the Amel as the sun melted in the west, and proceeded to the Balboa anchorage where a Canal Authority vessel nosed alongside to pick up our adviser. We anchored at La Playita near the Flamenco Marina in Panama City. Already we were starting to feel the creeping nostalgia of a passage completed.

Our final dinner together was at a little cafe with great wood-oven pizza, wine and multilingual chat. In the morning we would go our separate ways. Annick and Andre would return to their boat in Portobelo, to bring it through the canal in a few weeks; Charles-Henri and Bruno would sail Minh on to the Marquesas and Tahiti. I would rejoin friends Claudia and Rolf aboard Tika and continue our cruise along the steamy Caribbean coast of Panama.

A lifelong sailor and licensed captain, Diane Gorch has been voyaging on yachts around the world for the past eight years.

Know before you go

When do boats go through: Most cruising boats transit from the Caribbean Sea to the Pacific Ocean, and traffic peaks in February and March. This backs out to an optimal arrival time in French Polynesia’s Marquesas Islands (nearly 4,000 nautical miles away) as the Southern Hemisphere’s cyclone season wanes. To avoid the crush, plan to transit before the World Cruising Club rally passes through in late January. Earlier departures allow an interlude at the Galapagos; it’s easy to bide time in the beautiful Pearl Islands on Panama’s Pacific side too.

Plan ahead: Cruising boats can’t reserve a date in advance; it’s determined after official measurement and payment are completed with canal authorities. Even a quick transit will take a few days to complete these steps. During peak season, it might be several weeks from the time your boat is measured until your assigned transit date.

Cost to transit: Tolls for transiting the canal are set to hike on January 1, 2020, for the first time since 2012. Boats up to 65 feet will be charged a toll of $1,600; for most, that’s double the prior toll. Fees for measurement and security add nearly $200 in additional fixed costs. Other expenses include a Panama cruising permit; the cost to rent lines and fenders (standard boat gear is not sufficient); line handlers, if you need them; and, if you choose, an agent to handle arrangements. It’s easy to add another $1,000 in expenses to the transit.

Equipment required: Four robust lines of 1 to 1.5 inches diameter and at least 125 feet long are obligatory. Fenders too are necessary, and the standard kit on most cruising boats won’t cut it. Many boats use car tires wrapped in plastic to prevent scuffing, but large, sturdy fenders can be rented. Hiring an agent can be a shortcut to quality gear at reasonable rental rates, but it’s also entirely achievable to do this on your own. One requirement we didn’t anticipate was sufficient cockpit shade for the adviser; Totem was required to add canvas to our Bimini frame before transiting. It’s your responsibility to provide meals, snacks and beverages (Coca-Cola preferred) for your ACP (Panama Canal Authority) adviser.

Crew aboard: In addition to the ship’s captain, four line handlers are required. It’s common to pick up crew from other cruising boats, since transiting as a line handler is a time-tested way to gain valuable experience before taking your own vessel through. Experienced handlers can be hired if necessary for about $100 per person. In addition, you’ll also have an adviser assigned by the ACP on board for the duration of the active transit (advisers don’t spend the night aboard in Gatun, but line handlers will).

Greatest risks: Situations such as a line handler thinking about capturing the scene on a GoPro or cellphone instead of listening for directions; cleat access that’s encumbered by deck clutter; or a language barrier between adviser, captain and line handlers all present risks to crew and vessel safety, and are all too common in creating stressful situations during a transit.

Greatest assets: The assigned adviser is key to a safe transit: They have years of canal experience to understand the nuances of current flow in particular locks. A strong adviser, as well as a crew who listens and responds to that adviser, are the greatest assets for an uneventful transit.

Transit duration: Most cruising boats transit in two days, anchoring overnight in Lake Gatun. For boats that can motor at least 7.5 knots, a single-day transit might be assigned; this pre-dawn start winds down by late afternoon and is assigned at the ACP’s discretion.

Canal resources: The official Panama Canal site (pan canal.com/eng) is packed with information, but it’s not terribly user-friendly. By contrast, Mad About Panama’s website has a downloadable eBook with a clear orientation to all aspects of a canal transit. Outside the canal, Eric Bauhaus’ book, The Panama Cruising Guide , is a recognized authority.

Canal transit isn’t just about execution; it’s about the experience. Thanks to the historical nature of the canal, a wealth of books exists to increase your appreciation: The Path Between the Seas by David McCullough is one of the more exceptional reads. A visit to the museum at the Miraflores Locks for a real-time view and interpretive exhibits enriches a later transit. Don’t forget to have friends grab screenshots of your boat in one of the many webcams when your canal day arrives!

For Totem ’s posts on costs, process and experience, visit sailingtotem.com .

—Behan Gifford

More: How To , panama canal , seamanship
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Guide to Panama

Where natural beauty meets tradition and history

A small country in the North America/South America connection, Panama is an enchanting country which hosts a combination of colonial architecture with modern skyscrapers. Featuring the world famous 48 mile canal and more species of birds than the entire expanse of North America, Panama is an incredible location for any yacht charter guest.

Any trip to Panama should start at the magnificent Panama City. As capital to the prestigious country, the city is built high in the sky and is everything you could possibly want it to be. Essential for business and commercial industries, Panama City has the very best in every market. If shopping is your preferred pursuit, you’ll want to make sure you leave some time to stop over at Albrook.

The Albrook district of the city has the largest shopping mall in the region and even has a small airport so you can visit other areas of Panama. Hosting a number of world famous brands as well as various eateries and even a cinema, you can easily spend an entire day in the central precinct.

An ideal end to a day of shopping is a night out on the town in one of the oldest neighbourhoods in Panama, Bella Vista. This is where the nightlife is truly at its best. The Calle Uruguay zone has a multitude of exciting clubs and bars, as well as some unmissable restaurants which overlook the canal. If local cuisine isn't your preferred taste, there are also many global names to choose from for your dining options.

Moving away from the main hub of activity in Panama City, an interesting stop is the Biomuseo. The only one of its kind in the area, this museum stands out from the crowd with its vibrant, multicoloured canopy. Focused on the history and ecological aspects of the country, the museum teaches visitors about how the isthmus emerged from the sea and the subsequent changes it made to the global layout thereafter.

Getting a true taste of Panama is easy enough by exploring the exciting and varied terrains, but if you really want to taste it you’ll need to sample what is considered by some as the best coffee in the world. Grown far up in the Chiriqui highlands, the Geisha blend is highly sought after by International buyers and coffee enthusiasts alike.

Staying with the natural environment of Panama, any visit to the country would not be complete without at least one visit to the nature trails. With some located unbelievably close to the main city, it is easy to find an area of natural beauty. The protected Metropolitan National Park has some staggering nature trails that guide through varying heights and terrains to see some of Mother Nature's best work.

Another beauty spot worth visiting is the Summit Municipal Park. Just as green and beautiful as the Metropolitan park, this spot is mostly dedicated to botanical gardens which offer you a magical and vibrant walk. In addition to the flora and fauna there are also many chances to see some exotic birds including great green macaw, brown backed dove, stripe cheeked woodpecker and crested eagles.

For more incredible wildlife, your nrcy port of call will be to head to the coast for a spot of whale watching. From June until November you may be lucky enough to see some humpback whales leaping from the sea. Returning every year, the whales come to Panama for their mating season and they don't come alone. While scouring the waters you could also see some bottlenose and spotted dolphins.

Returning to the hub of activity the Old Town District awaits your arrival to see one of UNESCO's World Heritage sites. After an inferno in 1671, the majority of the original Panama City was destroyed. Started purposefully to prevent a large scale attack and robbery, this event remains a fascinating chapter in the history of Panama. The remnants of the ancient city still remain to be a crowd pleaser and offer clear insight into the ancient construction work of city building. While at the site you can still see the remains of the cathedral tower and view a scale model of what the original settlement looked like before the blaze.

If the Panama canal has made an impression on you, there's one more stop you can make before venturing elsewhere. The Observation Center gives you an unprecedented view of the canal extension and the latest locks in place. Watch world traffic passing through before returning to your own luxury charter yacht to cruise on to a new adventure.

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Can Sailboats Use the Panama Canal?

Last Updated by

Daniel Wade

June 15, 2022

The Panama Canal makes it a lot easier for sailors looking to travel between the Atlantic and Pacific Oceans. It's a great route for sailors looking to avoid the lengthy and often dangerous Cape Horn route. But can sailboats use the Panama Canal? Of course, they can, and here's how to do it.

For many cruising sailors, transiting the Panama Canal is a milestone achievement and a momentous occasion. An engineering wonder of the world, the Panama Canal is a shortcut that connects the Pacific Ocean and the Caribbean Sea. But finding yourself cruising on a small sailboat alongside a gigantic cargo ship in a box of water that's 25 meters above sea level can be a surreal situation. In other words, transiting the Panama Canal on a small sailboat can be awkward and stressful yet thrilling and very doable.

Can sailboats use the Panama Canal? Yes, they can. You, however, have to keep in mind that it can be expensive, time-consuming, and stressful. But even with that, it's unquestionably one of the most epic adventures that any sailor can undertake. There are three ways that a sailboat can sail through the Panama Canal. The most common one and probably the safest is the center-chamber lockage. This involves rafting up two or three boats abreast. A sailboat can also moor alongside a tugboat or get tied against the cement walls of the canal. The latter is less desirable because the water turbulence can crash your sailboat.

So if you've decided to transit your sailboat through the Panama Canal , there are some important factors to consider before embarking on the voyage. You have to consider time and all the expenses involved, as well as all the rules and regulations. And because your sailboat can be allowed to pass through the Panama Canal, here's everything you need to know before embarking on the journey.

Table of contents

How To Use The Panama Canal With Your Sailboat

Plan for the trip.

When it comes to sailing through the Panama Canal , one of the most important things is being prepared for the trip through the canal and this involves having a plan. In most cases, you'll have to complete some passage requirements days before the actual passage. In other words, you cannot head to the Panama Canal and expect passage on the very day.

As such, you can head to the Shelter Bay Marina and make your plans from there. This is, of course, a hub of sailors doing the Panama Canal transit. It's certainly a very suitable place to organize everything including getting the permits, picking up a crew, and making your plans.

Vessel Requirements

This is probably the most important thing if you want to transit through the Panama Canal: knowing the vessel requirements. Generally speaking, many sailboats and recreational boats will unlikely exceed the vessel requirements that are set by the Panama Canal Authority. Here's what to expect:

Length: The vessel should not exceed 950 ft. in length.

Width: The vessel should have a width not exceeding 161 ft.

Height: The height of your vessel should not exceed 190 ft. from the waterline to the highest point of the boat.

Draft: The draft should not exceed 44 ft.

Cargo Capacity: The maximum cargo allowed should not exceed 120,000 tons.

As you can see, your sailboat will most probably not exceed the above-highlighted vessel requirements and can be allowed to sail through the Panama Canal as long as other thresholds are met.

Getting Your Sailboat Weighed and Measured

You have to keep in mind that you'll get into the Panama Canal Authority's ACP system after you've gone through the measuring and weighing process. You'll then have to pay for the transit before you get assigned a transit date. Even though this can be done in advance, there's no guarantee that your transit date will be the next day. In short, a transit date cannot be reserved in advance and it will typically take about 6 to 8 days of waiting to get assigned a transit date.

The main aim of the weighing and measuring process is to allow the Panama Canal Authority to ensure that your sailboat meets all the requirements. It also allows them to note any possible issue with your vessel that might affect a smooth transit through the canal. Whether by yourself or through an agent, you can schedule a measure to carry out the measuring and weighing process. Remember, all the measurements for the Panama Canal transit can only be done by an official representative of the Panama Canal Authority. Most of the officials speak English and you can arrange a time and location for your sailboat's measurement.

The Paperwork

There's always obligatory paperwork that you have to do before your sailboat can be allowed to make the transit. This means that your vessel will have to dock for a period of time while waiting for your turn to transit. In terms of the paperwork, the Panama Canal Authority requires advance notification of 96 hours to accommodate the arrival of any vessel planning to transit through the canal.

You can either do the paperwork yourself or hire an agent. While the agents know how to maneuver their ways through the process, they always charge a fee. This means that you'll spend more if you hire an agent but will have the paperwork done a lot faster than if you choose to do it yourself. In the paperwork, you'll have to state where your sailboat is and when you'd like to get measured. All in all, the paperwork and transit logistics are always complex so you can opt to hire an agent to help you with the logistics.

Paying the Canal Transit Fees

Once you're done with the paperwork and measuring process, you'll get a form that requires you to proceed to the bank and make payment. Needless to say, paying the canal transit fees is a very crucial step and you'll have to pay the fees before you can be let to travel through the canal. You have to keep in mind that the fees that you pay will vary depending on the size of your sailboat. Here are the costs of transit.

Transit toll

‍ A vessel under 50 ft. - $800
A vessel over 50 ft. - $1,300
Inspection: $54
Agent fees: $300-$500
Security: $130
Line handlers: $100/handler
Cruising permit: $197
Lines and fender: $50-$250
Fender return: $12

There are also other fees including visas and passport check-in that you have to put into consideration. It's always good to be aware of these costs upfront and see whether or not you can afford to make the transit.

Transit Logistics

In addition to getting robust fenders, you must have four line handlers aboard the sailboat. You can either source the line handlers locally by yourself or an agent can help you get the line handlers. Generally, you can recruit the line handlers from other cruising boats. The line handlers must be experienced, know how to tie proper knots, and be ready to help you through the canal transit because that's what you pay them to do.

The four robust fenders are essential in protecting your sailboat from any damage that might be caused by bumping around in the canal locks. You should also have meals, snacks, and beverages to take you through the entire transit, which can take between 8 and 10 hours and sometimes even up to two days. That being said, you must have enough supply to last you and your crew up to two days.

You'll also be assigned an official advisor by the Panama Canal Authority to ensure that everything goes to plan. He/she must join you on-board and will act as a mentor throughout the transit. As such, you should also have enough food to sustain him/her as well as some extra cash in case you're forced to spend the night at the dock due to some unanticipated reason.

Transit Options

Here are four options to consider when transiting your sailboat through the Panama Canal

Center solo - You transit at the center of the canal with four fenders on each corner of the sailboat. The line handlers must be very active and you can wait for a little longer to make the transit because you'll be sailing all by yourself.

Side tie - This involves being a tugboat alongside a commercial boat. This doesn't require active line handlers as your sailboat will rise and lower based on the movement of the larger boat. With that in mind, you will share a lock with the larger ship but this cannot be cost-effective, especially if you're on a budget.

Against the wall - You need active line handlers to direct the boat but you risk damaging your boat against the wall.

Rafted - Two or three sailboats tie up together at the center of the canal and tug behind or in front of a larger ship with the two outside boats having two lines on each side of the boats.

Piloting Your Sailboat through the Canal

The Panama Canal Authority will assign you a captain to pilot your sailboat through the canal, which is approximately 51 miles long. You'll have to go through 12 locks that are designed with systems of levels that can lift your vessel 85 feet to the main elevation of the canal and back down. The water levels will change when the lock doors close and the line handlers will loosen or tension the lines based on the advisor's instructions. They have to, therefore, be very attentive to avoid any potentially dangerous situations for the boats.

Keep in mind that each lock is approximately 300 meters long and can either be filled or emptied in just 10 minutes. You can then continue on the Atlantic Ocean or the Pacific Ocean once you've transited through all of them.

To this end, sailboats can use the Panama Canal. However, it requires planning, preparation, time, and money. The system is quite complicated and there are set deadlines and guidelines that you must adhere to. You have to be ready to pay the costs associated, be patient, and follow the set guidelines.

All in all, transiting through the Panama Canal on your sailboat is, without a doubt, an adventure of a lifetime. Go through it and it will stay with you for the rest of your life!

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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SEA BREEZE CHAMPAGNE ADVENTURE

PANAMA CANAL TRANSIT TOUR

YACHT RENTALS

We have built a long trajectory that started in Lake Tahoe, USA, and has been strengthened for over 25 years in Panama. We leverage all our experience to provide our customers with the service they deserve.

Panama Yacht Adventures, S.A. is a maritime tourism company offering integrated services that provide qualified and responsible advice to our customers for their trips on all our vessels.

Panama Yacht Adventures, S.A. positions itself as the leading company in the maritime tourism sector, focused on offering unforgettable recreational activities and events.

BERTRAM 39′

Maximum capacity: 12 guests on board.

It features a complete air-conditioned living room, bedroom, bathroom, flying bridge, sound system, fishing equipment, BBQ equipment, floating pools, and snorkeling gear.

Destinations:

Taboga Island – $1,750.00
Las Perlas Archipelago – $2,600.00

DEFENDER 61’

Maximum capacity: 30 guests on board.

It is a spacious vessel, with two bathrooms, air-conditioned lounge, social area on the upper part of the boat, and a large deck on the lower part, making it ideal for dancing and enjoying with friends or family.

Panama Bay (4 horas) – $1,700.00
Taboga Island (8 horas) – $2,500.00

GRADY WHITE

Maximum capacity: 8 guests on board.

It features a bathroom, living room on the lower and upper deck, BBQ equipment, and fishing gear.

Taboga Island (8 horas) – $1,500.00
Las Perlas Archipelago (8 horas) – $1,975.00
Panama Bay (4 horas) – $1,350.00

Maximum Capacity: 15 guests on board

It features an air-conditioned living room, one bedroom, bathroom, fishing equipment, sound system, and BBQ equipment.

Taboga Island (8 horas) – $2,100.00
Las Perlas Archipelago (8 horas) – $4,250.00
Panama Bay (4 horas) $1,600.00

FERRETTI 66’

Maximum capacity: 23 guests on board.

A luxurious vessel, which features a comfortable full air-conditioned lounge, two bedrooms, two bathrooms, a full kitchen, and a sound system.

Panama Bay: $3,500.00
Taboga Island: $3,800.00
Las Perlas Archipelago: $7,500.00

OCEAN PRO 31

A sports boat, equipped with a high-tech Volvo Penta 300HP engine and a dynamic duo-prop outdrive, which provide great stability and safety.

Sea Breeze (PYA)

HATTERAS 45′

Maximum capacity: 6 guests on board.

Enjoy the thrill of sport fishing in the crystal-clear waters of Coiba and Piñas aboard our Hatteras and Defender vessels!

TRIPLE DECKER

Maximum capacity:250 guests on board.

Panama Bay (4 horas) – $6,000.00

PANAMA CANAL SHIP AGENCY

Are you looking for a certified agency to coordinate the transit of your vessel through the panama canal, you’ve come to the right place, suscribe to our.

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All the charges, payment methods and bank details are provided in the ACP form 4352 – Procedures for Securing a Handline Transit of the Panama Canal.

The costs (all US$) to transit the Panama Canal in a yacht less than 65 feet will typically be:

$1760 as of Jan 1, 2023 (Refer below)
$75 TVI (Transit Vessel Inspection)
$165 Security Charge
$1060 Buffer (if no agent – returned when all goes well)
Around $100 for Lines and Fenders
Around $40 transport costs for volunteer linehandlers
Whatever your food and drink costs for the group

If you choose to use an agent:

$400-$500 for an agent
$100 each for “professional” linehandlers
No buffer fee required

No small vessel will be accepted for a Panama Canal transit before inspection and payment of transit fees and charges. From the ACP form 4352 the charges in 2023 are:

Paying the Tolls

As soon as possible after the Admeasurer inspection, arrange payment to Citibank.

You must have paid the fees before you can ask for a transit!
Tolls payment can be arranged through a local bonded agent or paid in cash directly at Citibank
Payments are usually made in cash (US dollars only)
An agent might allow you to pay by credit card
You must present the proper Admeasurement Clearance and Handline Inspection form
Citibank in Colon is close to the commercial port, and on the Pacific side is in Niko’s Plaza in Balboa
Panama banks are open weekdays from 08:30-15:30
You are supposed to be able to arrange a bank wire transfer to Citibank to avoid walking around Colon with that much money in your pocket, but some have been told this isn’t possible
Make sure you reference your SIN and the name of your yacht.
After making the payment, check that they have faxed the information to the Canal authorities

Cash in Colon

You may have heard, and will soon see, that Colon is not the nicest place to be walking around with lots of cash.

Weirdly, there is no ATM at the Citibank in Colon, but there are at Cuatro Altos shopping centre, Millennium Plaza and Colon 2000. Many ATMs limit you to $500 so you might need to get to a few different banks.

Take the usual precautions when moving around with pockets full of cash. Get a taxi to take you straight to the appropriate bank.

The Buffer Fee

The buffer covers any additional charges incurred during transit and will be refunded when all goes well (It is not paid if you use an agent).

There are numerous opportunities to incur extra charges or fines during a transit. Some examples are:

US$471 Delay of Transit for not maintaining your nominated boat speed, such as during a breakdown, or for requesting a stop-over in the lake
Advisor’s meal including delivery by launch – this can be US$10 for the meal and US$350 for delivery!
A launch to bring out a late linehandler was once charged at US$364

Assuming all goes well with your transit, the ACP will return your buffer into the bank account you detailed for them in Attachment to 4614. This can happen in a week, but expect up to around 60 days.

If Transit Fees and the Buffer are paid via the agent and not directly, it should be made clear beforehand how and when the Buffer is refunded or accounted for.

If you do have to spend the night in the lake through no fault of your own, get your Advisor to state so in writing and confirm that no transit delay charge or related charges will apply.

Back to Transit the Canal or on to Transit Procedure

Download a PDF containing all of the information on this website and more, for a yacht transit or a cruise ship transit.

Please let us know any comments or suggestions for further content at [email protected]

We would especially like to collect more information from those people who have experienced Canal transits. What you would like to have known before you went, or what you would like us to find out for next time.

The Panama Canal

A trip through the Panama Canal on a small ship lets you see the working operations of the century-old locks of one of the top engineering marvels of the world.

May 29, 2013 // by Sandra Friend

Wind whipped the Panamanian flag against the bright blue backdrop of the Pacific Ocean as a small boat gave chase after our ferryboat. We’d just rounded the Amador Causeway, and slipped into a pre-determined position for transit behind a massive container ship entering the waters of the Panama Canal. Dozens of ships lay at anchor across the horizon.

As our tour guide joked in English and Spanish over the loudspeakers, people milled about the boat, curious about everything that was happening around us. In the distance, sunshine glinted off the skyscrapers that define the shoreline of Panama City, towering above the Pacific like some science-fiction landscape.

An Engineering Marvel

In a country of extreme contrasts, on a slender isthmus that is the bridge between continents, the Panama Canal remains an object of world curiousity and necessity. In the 1600s, the Spanish used an overland and water route to move the riches of the New World from Pacific to Atlantic. In 1855, the Panama Railroad transported goods and people between the seas. A French entrepreneur began the first Panama Canal project along the railroad’s route, but the effort ran out of funds. After assisting Panama with their liberation from Columbia in 1903, the United States took on the effort, completing the one of the largest engineering projects ever in the history of the world. It opened in 1914, and was turned over to Panama in 1999.

For a ship to enter the Panama Canal, it’s no cheap proposition. Tariffs span from $800 for the smallest of boats to $375,000 for the largest of cruise ships, and are based on a variety of factors, including tonnage, type of cargo, and passengers on board. Nearly 15,000 ships of every shape and size – as long as they are of “Panamax” size or smaller, able to fit through the locks – transit the canal each year. It’s a multi-billion dollar operation, and the primary driver of the country’s economy. Payable in cash, the fee must be wired in at least a day or two before transit, after which the ship is assigned its place in line at a specific time.

Entering the Canal

It took less than 30 seconds for a Panama Canal pilot to disembark in the swells and climb aboard our craft. When you transit the Panama Canal, an official pilot must steer your ship. Even the captains of nuclear submarines must give up command to these specially-trained captains, who know both the locks and the vagaries of the man-made and natural waterways along the way.

Entering the Pacific, the Panama Canal doesn’t look like a canal at all. In fact, very little of the canal is a straight, narrow passageway. Only immediately around the locks and through the 8-mile Gaillard Cut, which slices deeply through the mountains of the Continental Divide, do you feel like you’re in a canal. Most of the route uses natural bays, such as the Gulf of Panama along the Pacific, and rain-fed reservoirs that have spread out into large lakes, such as Gatun Lake.

Passing under the Bridge of the Americas – connecting the continents of North and South America – your craft is firmly in the canal route, slipping past sailboats at anchor, dive shanties, and massive docks for loading and unloading cargo ships. But you’re not committed to the transit – other than financially – until you enter the Miraflores Locks.

Going Through the Locks

After a century in operation, you’d think that the Miraflores Locks would show some age. Not so. Their thick Portland cement walls show little stress and weathering. The double-walled steel doors, forged in Pittsburgh, have a green patina like a bronze statue, the effect of fresh water meeting salt water. This collison of waters “is like a sushi bar for the birds,” said our guide, as we noted cormorants and ducks diving into the waters and frigate birds endlessly circling overhead.

A giant arrow points to the side that your ship must enter, as there is a pair of chambers at each lock. Ours joined a container ship from Croatia in the thousand-foot lock, with a pair of tugboats between us like a giant set of bumpers. For most container ships, there is only a six-inch clearance on both sides of the lock. We had plenty of room. To keep the larger ships from banging against the sides of the chambers, pairs of locomotives hold their ropes taut, guiding them in and out of the locks.

To step us up from sea level to the level of Miraflores Lake, fresh water from the lake above flows by gravity through tunnels in the concrete into the chamber, raising the level of the water to fill the chamber within 8 minutes. From our ferryboat, we could watch the water rising up the tiles that marked the depth of the chamber. It can take two steps through two separate chambers to reach Miraflores Lake, due to how much the tides can vary in the Pacific Ocean. As our boat rose to lake level, we came face-to-face with the crowds on the balconies at the Miraflores Locks Visitor Center. We’d been there two days before, watching the transit process from above, so it was even more interesting to be on the other side of the gates.

Above Sea Level

Gatun Lake – a reservoir that spreads through the vast central rainforest of Panama – feeds the entire canal transit process, making this engineering marvel utterly dependent on seasonal rainfall in the rainforest. To get to Gatun Lake, however, our boat had another set of locks to transit – the Pedro Miguel Locks. With no visitor center adjoining them (unlike Gatun and Miraflores), they can only be seen on a transit of the locks. While they seem smaller than the locks at Miraflores – mainly because they have only one chamber on each side, not two – they’re essential for that last little boost to 87 feet, the highest point above sea level.

From Miraflores Lake, between the locks, we had the best view of the new Panama Canal locks under construction. At each of the three locations along the canal where locks exist, they are creating one more wider, longer lock (180 feet by 1,400 feet) reachable from the same section of waterway. Progress doesn’t look to be far along in most spots; the original 2014 opening date has been pushed to 2015.

Once above the Pedro Miguel Locks, we cruised under the Centennial Bridge, where the Pan-American Highway crosses overhead, and headed for shore at a dock within the Gaillard Cut. Our half-transit of the canal took four hours.

Panama-based Aventuras 2000 offers both a partial and full transit of the Panama Canal. Ours was included in a larger escorted package tour through Caravan Tours but can be booked separately if you’re already in Panama. Unless you explicitly request a tour with an English-speaking guide, all narration will be in Spanish. Snacks, drinks, and lunch are included in the fee, and there are discounted rates for children. Ask whether transportation to/from your Panama City hotel is included.

On the Aventuras 2000-owned ferryboat, the journey is delightfully breezy thanks to the wind off the water. You’re under cover on an open-air deck, so no need for sunscreen or a hat. However, be sure to keep hydrated! An infinite supply of bottled water and soft drinks are part of the cost of your tour.

One of the biggest advantages of the Aventuras 2000 tour is their daylight transit. The direction of transit depends on where their boat is and the direction of ship traffic that day. If you journey through the Panama Canal on a cruise ship, the trip may be after dark, as ship traffic runs Pacific to Atlantic in daylight hours, Atlantic to Pacific evenings and overnights. A full transit between oceans takes 8 to 12 hours.

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More From Forbes

What is sustainable tourism in panama, it depends who you ask.

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Veteran guide Rich Cahill on the Panama Canal. Panamanians have adopted a flexible definition of ... [+] sustainability as they grapple with an influx of tourists.

If you ask Rich Cahill to define sustainable tourism, he'll tell you about the wilderness next to the Panama Canal where you can find ocelots, howler monkeys, and three-toed sloths. It's about explaining to visitors that nature is both fragile and resilient — a contradiction that's on full display in these lush Central American rainforests.

"People think they know sustainability," says Cahill, who runs Ancon Expeditions , a Panamanian tour operator. "But they're not thinking big enough."

Sustainable means something different to David Kianni, general manager of the Sofitel Legend Casco Viejo . To him, it's about being a responsible corporate citizen — no single-use plastics, and having an active conservation initiative — and creating a mentorship program that supports native culture.

Just down a cobblestone street in Old Town Panama City, you'll find yet another definition of sustainability at the just-opened Amarla Casco Viejo , a boutique hotel. For general manager María Antonieta Ramírez, it's about following all the best practices of conservation and promoting artists like Phoebe Montague Warr, whose riveting images of Panama's biodiversity are on display in the guest rooms.

Sustainability in tourism is a broad topic that covers environmental protection, supporting local communities and cultural preservation. But what does sustainability really mean?

I'll be asking that question as I travel through the Caribbean, a part of the world that has aggressively pursued a reputation for sustainability in tourism. But how sustainable is the Caribbean when compared to other places? How can you tell if a destination is really sustainable? And ultimately, is sustainability worth it, not just to the visitor and the business, but also to the affected communities?

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For a benchmark, I decided to start in Panama, perhaps one of the sustainability pioneers. Guides like Cahill were leading tourists through tropical rainforests decades ago, before ecotourism became a household word. Panama also has a colorful history as an adventure destination, featuring dictators, military invasions and plenty of intrigue. Plus, it's an airline hub that connects to many Caribbean islands, as well as other destinations in the Americas and Europe.

What is sustainable tourism?

Experts will tell you that, on its broadest level, sustainable tourism is about reducing the negative environmental, social, and economic consequences of travel. But it's also about helping local communities and preserving natural and cultural resources for people who live in the affected areas.

Sustainability means that you can keep coming back to the place again and again without worrying about it being depleted or destroyed. And here are three main ways a destination can pursue a sustainability goal:

Reducing environmental damage

Sustainable tourism tries to lower carbon emissions, reduce waste and conserve resources. Hotel recycling programs and carbon neutrality commitments by airlines fall under this category.

Helping local communities

Sustainability is also about empowering local communities through small business mentorship programs and sourcing local products. When your boutique hotel offers a locally made drink or soap product, chances are it's part of a sustainability effort.

Preserving culture

The final aspect of sustainable tourism is about helping people maintain local cultures and traditions. This may include promoting a range of tourist-related activities that allows visitors to appreciate the ways of the indigenous society.

These three core sustainability principles sound simple enough. But when it comes down to it, the definition is like sand in your fingers. It's elusive. It sounds promotional, and at times gimmicky. And ultimately, isn't sustainability something airlines, hotels and tour operators should have been doing all along?

A cargo ship passes through the Panama Canal near Gatun Lake.

In the Panama Canal, a practical definition of sustainability

The Panama Canal is an unlikely ecotourism destination. Dredging a canal between the Atlantic and Pacific disrupted fragile ecosystems and led to the extinction of several species, notably the golden frog. But the security concerns also preserved fragile rainforest, and after gaining ownership of the canal from the U.S., Panama created Soberania National Park to protect the area surrounding the canal.

Today, the national park is home to some of the most spectacular birdwatching in Central America. You can see everything from crested guans and toucan to heron and antbirds hawks in the forests. These animals have adapted to the canal. It isn't uncommon to see a monkey or jaguar swimming across the canal during a boat tour.

Cahill, an American who grew up in Panama, remembers when the U.S. still administered the canal and the entire area was closed off to most people. Ironically, he says the military bases and travel restrictions saved the area from development and made it one of the leading ecotourism attractions in Latin America.

And then the visitors came.

"Growth is a tough thing without good planning," he says. "It's easy to forget that."

But growth is very much on everyone's mind in Panama. That's because the country has seen an influx in visitors as more cruise ships have come through the Panama Canal. A new cruise terminal has opened just outside Panama City, straining the city's limited tourism infrastructure.

"When you get all these cruise ships coming in, you can see the consequences of poor planning," adds Cahill.

So that's one perspective. Panama wasn't meant to be an ecotourism destination, but it became one despite the serious consequences of a canal being dug through it — maybe even because of it. And now it is struggling with its own success. More people want to see Panama, to transit through the canal, to go birdwatching and to experience the rainforests that maybe would have been decimated if it hadn't been for the canal.

The canal should have destroyed the environment, but the rainforests are resilient and the enormous public works project ended up protecting the environment, in a way. It's a curious contradiction.

The 2023 class of graduates from Copa's Aeronautical Technicians Academy.

Can an airline be sustainable?

Back in Casco Viejo, Panama's old town, there are more people wrestling with the same questions: What, exactly, does it mean to be sustainable?

For example, what if you're an airline? Air carriers are constantly getting themselves into trouble for claiming to be green. In the last six months, several governments have handed out fines to airlines who made bold but ultimately false claims about their carbon offset programs. The smart airlines are keeping a low profile — and making a difference where they can.

Katherine Katsudas, a senior manager at Copa Airlines , is pondering sustainability over lunch at Kaandela, the Amarla Casco Viejo's restaurant. For the Panamanian carrier, sustainability is about giving back to the community by subsidizing its low-key Aeronautical Technicians Academy. The airline quietly opened the training facility in Tocumen, just outside Panama City, a few years ago. It offers young men and women from disadvantaged backgrounds full scholarships to train as aircraft mechanics.

"And they have a guaranteed job waiting for them when they graduate," she says.

The program has benefited everyone by graduating 132 maintenance technicians, she adds. It removed one of the major obstacles to higher learning for the young people enrolled in the program, which is that they can't afford tuition and end up missing classes because of financial or family obligations. The 86 students currently enrolled in the program receive a stipend for living expenses.

It also gives people from an underprivileged community, many of whom live just a stone's throw from the airport, a chance to have a stake in one of Panama's most successful businesses.

Few travelers stop to consider the aircraft mechanic who maintains their plane, or the low-income neighborhood next to the airport when they land in Panama City. But it is all part of an economic ecosystem that must also be sustainable in order for all this to work, according to Katsudas.

Being a good corporate citizen is something Copa was doing long before sustainability was a buzzword. But now that someone has given it a name, the airline has fully embraced it.

María Antonieta Ramírez, general manager of the Amarla Casco Viejo, shows off the photographs of ... [+] Phoebe Montague Warr.

A boutique hotel that supports sustainability

Upstairs in the Amarla's guest rooms, you can see sustainability efforts on display. Each room in this meticulously restored 120-year-old boutique property is completely unique, and that extends to the framed photos on the walls, many of which are for sale. The images depict indigenous people in the Panamanian rainforests. The photos are colorful and visually arresting.

Ramírez, the hotel's general manager, explains that the photographer’s works are intended to support the heritage of different indigenous communities.

"The portrait capture the essence and diversity of its people — breathtaking landscapes, nature, fauna and the enduring spirit of its indigenous communities," she explains.

She says 30% of profits go back to indigenous individuals in the picture, the community where the image was shot, or to their chosen charity.

This type of sustainability is becoming more common in Latin American luxury hotels, where guests are looking for more than a written commitment to sustainability. They want something tangible, and maybe even something they can take home with them to remind them of their adventure.

Gunayala coconut oil retails for $5 a bottle. In the first year of production, the oil produced ... [+] $4,300 in revenue for the indigenous community.

Building sustainability through coconut oil

The Sofitel Legend Casco Viejo has a fascinating backstory. The building was a military club that was almost completely leveled by U.S. forces during the 1989 Panama invasion. According to several people I spoke with, the Americans believed Manuel Noriega was hiding there. He wasn't.

Just before the pandemic, the hotel was rebuilt as a luxury urban resort. Today, visitors can relax at its elegant Mayda bar overlooking the canal and watch the cruise ships float by.

The Sofitel's sustainability program feels like a combination of the approaches taken by Copa and Amarla. It's a mentorship initiative that develops young indigenous entrepreneurs in collaboration with the Forest Stewardship Council Indigenous Foundation , an organization that supports indigenous people worldwide. The Sofitel marketing team is working with the Guna Ogob community to create a sustainable business selling coconut oil.

"We've been guiding the young talent step by step as to how to go from setting up the business to marketing and selling the coconut oil, as well as managing its finances and cash flow," explains Kianni, the hotel's general manager. "Our mentorship Initiative has been developed to help the indigenous community to further develop their business model and gain revenues to be used by the community."

Kianni says Guna Ogob Coconut Oil is about to become an official business, through its mentorship program will be supported by the hotel. But he's gone a step further, and is in contact with Sofitel corporate to use this model for other hotels within the brand, which will support other indigenous communities.

David Kianni, general manager of the Sofitel Legend Casco Viejo, on the hotel's rooftop bar.

Why bother being sustainable?

I asked Kianni why he was spending valuable resources on developing a coconut oil business at a time when the Panamanian lodging industry is still struggling to recover from the aftereffects of the pandemic. He said people expect more than green certifications and recycling programs.

"They want to make a real difference," he told me.

That may be the biggest takeaway from the Panamanian sustainability experience. Whether you're guiding travelers through the locks of the Panama Canal, training underprivileged people to become aircraft mechanics, or selling photos of indigenous people or marketing coconut oil, people are tired of the talk. They want action — not words.

Simply saying that you are sustainable is no longer enough in the travel industry. You have to think big.

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How a Panama Canal change brought big ships like the Dali to Baltimore

Maryland officials saw economic opportunity in the larger ships. then one hit the key bridge..

The ship that struck Baltimore’s Francis Scott Key Bridge this week was one of a new, larger class that began plying the route from Asia to the East Coast via the Panama Canal in 2016, when locks in the canal were expanded to make room for the bigger vessels increasingly favored by shipping companies.

Officials in Maryland had seen the economic opportunity presented by the larger ships, which made the long trip up the Chesapeake Bay more worthwhile to ship owners. The port installed four new cranes capable of handling gargantuan container ships and had its harbor dredged to the 50-foot depth needed to fit them, putting it in a club of three East Coast ports then ready to welcome the world’s largest vessels.

“We knew the payday was coming for the Port of Baltimore,” said James White, then the executive director of the Maryland Port Administration.

Baltimore bridge collapse

But the Singapore-flagged Dali’s crash into the Key Bridge on Tuesday has raised new questions about the risks big ships pose to American infrastructure.

“There is a real challenge here,” said Benjamin W. Schafer, a civil and systems engineering professor at Johns Hopkins University. He said the hulking vessel stuck in the Patapsco River appears unfathomably large butted up against the fallen bridge, even if the 985-foot Dali isn’t among the very biggest container ships.

The new Panama Canal locks, capable of handling larger ships, opened in the summer of 2016, reshaping international supply chains. Accommodating the new ships, which can carry as many as 14,000 containers, required huge investments by agencies operating ports and the federal government to ensure that cranes, berths, harbors and shipping channels were big enough.

Abe Eshkenazi, chief executive of the Association for Supply Chain Management, said the allure of larger ships was straightforward.

“It’s a volume question,” he said. “If you could put more products on a particular vessel and get it to the ports quicker, you’re beating the competition.”

The shipping industry had been turning to bigger vessels before the expansion, presenting a problem for authorities in Panama, said Joseph L. Schofer, a emeritus professor of civil and environmental engineering at Northwestern University.

The canal could accommodate container ships up to only 966 feet long and 107 feet wide, a standard known as Panamax. That limit meant the canal’s operators were missing out on cargo carried aboard new, bigger ships.

“They really wanted to make sure they were meeting the needs of their customers,” Schofer said. So they launched the expansion plan.

As work got underway in Panama, ports in the United States began installing larger cranes and having deeper harbors and channels dredged out.

“The planning on this was almost 10 years in the making,” Eshkenazi said, adding, “The readiness of the U.S. ports and the related infrastructure had to be assessed.”

Experts did not recall the risk of a large ship running into a bridge as being a top consideration as East Coast ports rushed to build infrastructure to accommodate the behemoths that were becoming increasingly common in international shipping. Instead, efforts were focused on projects that include dredging deeper shipping channels and a $1.7 billion plan to raise the height of a 90-year-old bridge as port authorities vied to capture cargo carried on what are called neo-Panamax ships.

The Maryland Port Administration did not respond to a question about any work it did to assess the risks posed by bigger cargo ships as the port invested to welcome them. White, who left the port administration in 2019, said it was unclear whether additional protections for the bridge could be justified, given the rarity of crashes involving ships.

“There’s a lot of Monday-morning quarterbacks out there saying you should have bumpers or tug assist,” White said, adding, “If you require tug boats at every bridge crossing, the ship owners don’t want to go for that expense.”

Even before the canal expansion, big ships were known to run into bridges. In 2013, the Overseas Reymar, with a gross tonnage of 40,000 tons, hit the Bay Bridge in the San Francisco area, according to a U.S. Coast Guard report. But there were fenders protecting the bridge, and they appear to have worked. The bridge itself wasn’t damaged, no one was hurt, and repair costs were initially estimated to be a few million dollars, the report said.

Still, the 95,000-gross-ton Dali — which passed through the Panama Canal on its way to Baltimore — was far bigger, and experts say it’s unclear what additional protective measures might have prevented the crash. Schafer, of Johns Hopkins, said there’s “little evidence that it’s economically feasible to create a protection system for a cargo ship that is coming at a full, straight-on blow.” But he emphasized that a more robust system — whether by upgrading maritime safety practices or developing structures that might divert errant ships before they get too close — is crucial for preventing a replay of the deadly and disruptive incident.

As part of its investigation, the National Transportation Safety Board has asked Maryland to provide information on any structures meant to protect four state bridges from ship strikes, an indication of a broader agency interest that has echoed among bridge engineers, transportation safety officials and others.

Kevin Longley, a spokesman for the American Society of Civil Engineers, said some of the group’s most active members began discussing new ways to protect bridges immediately after the 9,090-foot-long Key Bridge collapsed into the Patapsco River. The organization intends to release an action plan to avoid a similar disaster in the future.

The year the new Panama locks opened, a report by the International Monetary Fund identified almost $18 billion in investments at East Coast and Gulf ports, far more than the $5 billion cost of the canal expansion itself.

Among the most dramatic projects was a $1.7 billion push to raise New Jersey’s Bayonne Bridge by 64 feet. Engineers designed a road deck higher up in the bridge’s arch, giving ships more space to pass beneath. The project was completed in 2019. In Charleston, S.C., a decade-long, $580 million project was completed in 2022 that gave the port a 52-foot-deep harbor — the deepest on the East Coast.

The Baltimore port faces an uncertain few months. But the investments to make way for larger ships appear to have paid off in recent years. Last year, the port handled 52.3 million tons of foreign cargo, beating the previous record, 44.2 million tons, set in 2019. In August, the 1,200-foot Ever Max became the largest ship to ever visit the port — an ongoing sign, officials said, of its ability to handle giant vessels.

Concerns about the dangers of big ships have in recent years prompted at least one agency that operates bridges on the East Coast to pursue new safeguards. Officials at the Delaware River and Bay Authority are in the middle of a project to protect a pair of bridges that carry a stretch of interstate highway between Delaware and New Jersey. The $93 million job was backed with $22 million in federal transportation grant funding.

Dali , Maersk Ship

Shipping channel

Patapsco River

Photo: Carolyn Van Houten/The Washington Post

James Salmon, a spokesman for the authority, said he was left speechless when he saw the news out of Baltimore. He expects the system being installed in the Delaware River would have protected the bridges there in a similar situation. The project involves installing eight 80-foot-wide stone-filled barriers known as dolphins near the bridge. The project is on schedule to be completed next year.

“Today’s ships are faster, bigger and can be more impactful than ships were of yesteryear,” Salmon said. “Our current fendering system has served its useful life, and it needed to be upgraded and enhanced.”

In 1980, a smaller container ship lost power and hit one of the piers of the Key Bridge, then three years old, according to a National Research Council report. It destroyed a protective concrete structure, but the bridge otherwise withstood the incursion.

After Tuesday’s collision, Schofer, of Northwestern, suggested there could be low-cost ways to quickly offer protection, such as anchoring old ships near bridges to serve as a temporary barrier.

“I would want to take a strategic look at where the risks are,” he said.

Even as the cleanup of this week’s wreckage is just getting underway, some bridge experts have suggested that the replacement for the Key Bridge will need to accommodate even bigger ships.

“We don’t want a design exactly for what we’re seeing right now,” said Rachel Sangree, a bridge engineering expert at Johns Hopkins, “but always be thinking ahead.”

Jeremy Merrill and Steven Rich contributed to this report.

How it happened: Baltimore’s Francis Scott Key Bridge collapsed after being hit by a cargo ship . The container ship lost power shortly before hitting the bridge, Maryland Gov. Wes Moore (D) said. Video shows the bridge collapse in under 40 seconds.

Victims: Divers have recovered the bodies of two construction workers , officials said. They were fathers, husbands and hard workers . A mayday call from the ship prompted first responders to shut down traffic on the four-lane bridge, saving lives.

Economic impact: The collapse of the bridge severed ocean links to the Port of Baltimore, which provides about 20,000 jobs to the area . See how the collapse will disrupt the supply of cars, coal and other goods .

Rebuilding: The bridge, built in the 1970s , will probably take years and cost hundreds of millions of dollars to rebuild , experts said.

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Award-Winning Actress & Performer Hannah Waddingham to Serve as Godmother of Stunning Sun Princess

Newest “love boat” to be officially christened in star-studded ceremony in barcelona on april 23, 2024.

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FT. LAUDERDALE, Fla. , (April 8, 2024) - Award-winning actress and performer Hannah Waddingham will serve the time-honored, maritime tradition as the official Godmother of Princess Cruises’ newest “Love Boat” Sun Princess. The star-studded naming ceremony will take place at the Port of Barcelona on April 23, 2024.

Waddingham joins an esteemed group who have served as Godparent to Princess ships: Diana, Princess of Wales (Royal Princess, 1984), Kate Middleton, Princess of Wales (Royal Princess, 2013); Audrey Hepburn (Star Princess, 1989); Sophia Loren (Crown Princess, 1990); Martha Stewart (Crown Princess, 2006), among many notable celebrities.

British actress and singer, Waddingham is beloved for her role as Rebecca Welton in Apple TV+’s “Ted Lasso,” in which her performance garnered a Primetime Emmy, Critics Choice Television Award and Screen Actors Guild Award, as well as two individual Golden Globe and Screen Actors Guild nominations. She will next be seen in the highly anticipated Universal film “The Fall Guy” opposite Ryan Gosling and Emily Blunt in theaters on May 3, 2024. Earlier this year, Waddingham earned a BAFTA TV Award nomination for her own Apple TV+ holiday special “Hannah Waddingham: Home for Christmas.” Waddingham made her worldwide hosting debut in April 2023 at The Olivier Awards (she returns as host for the 2024 ceremony on April 14) followed swiftly by the BBC Eurovision Song Contest 2023, for which she has gained her second BAFTA TV nomination and won The Royal Television Society award for “Best Entertainment Performance” in 2024. Her upcoming films include Sony Animation film “Garfield” out May 24, 2024 and in 2025 “Mission: Impossible – Dead Reckoning Part Two.”

“We’re delighted to welcome the illuminous and elegant Hannah Waddingham to serve as Godmother for our sensational new Sun Princess,” said John Padgett, Princess Cruises president. “Just like Sun Princess, she exudes sophistication, beauty and wonderment through her inspiring work as a talented and award-winning actress and performer. We’re truly honored Hannah will officially name our most impressive, luxurious and stunning Love Boat ever created, and join an esteemed group of Princess Godparents including members of the Royal family.”

The new 177,882-ton, 4,300-guest Sun Princess introduces an innovative new ship platform designed exclusively for the world’s most iconic cruise brand. A true engineering marvel, Sun Princess officially started the inaugural cruise season on February 28, 2024, and currently is sailing a series of Mediterranean voyages before debuting in Ft. Lauderdale, Fla., in October for the ship’s first Caribbean season.

Princess ships are renowned for offering spacious venues and Sun Princess takes that to the next level. Sun Princess debuts new eye-catching experience venues including The Dome, a groundbreaking geodesic, glass-enclosed structure at the top of the ship inspired by the terraces of Santorini. The outward and suspended Sphere Atrium, the namesake of this new class of ship, takes the central Piazza hub of the ship into a new dimension. Here guests are enveloped with expansive ocean views and an open concept, inspired to deliver the desired lifestyle of relaxed indoor and outdoor living.

Sun Princess offers an extraordinary cruise experience with not-to-be-missed culinary, entertainment and luxury accommodations, including:

The Greatest Foodie Destination at Sea

Sun Princess serves up 30 inviting restaurant and bar venues with an unprecedented collection of celebrity collaborators, high-end ingredients and culinary experiences from:

Spellbound by Magic Castle : Blending the captivating world of magic with the art of culinary and mixology to create an extraordinary, innovative and immersive dining experience, steeped in magic and adventure.

Makoto Ocean : Reshaping traditional sushi with a creative approach, the Master of Edomae-style sushi, Chef Makoto Okuwa brings his 25 years of experience with a new concept crafting playful, exquisitely presented dishes paying tribute to Japanese traditions.

Love by Britto : A high-end boutique restaurant with the most romantic view from the ship celebrating love and art from world-renowned artist Romero Britto.

The Butcher’s Block by Dario : A new specialty pop-up restaurant from the world’s most famous butcher Dario Cecchini, guests enjoy perfectly prepared beef and steak, including Cecchini’s signature cuts.

The Catch by Rudi : An exceptional dinner concept from renowned Chef Rudi Sodamin showcasing delectable treasures from the sea.

Good Spirits at Sea with Rob Floyd : Destination-inspired, one-of-a-kind cocktail creations from celebrity mixologist Rob Floyd.

Debuting a three-story dining room with endless aft views, inaugural menus have been created in collaboration with the Culinary Institute of America. While retaining what guests love about Princess, the ship also features favorites like Crown Grill, Sabatini’s and Crooners with new design elements to impress.

Showstopping Entertainment in Technically Advanced Spaces

The Princess Arena is the most technologically advanced theater at sea, offering showstopping and original productions including performances in the round. At night, The Dome astonishes audiences with acrobatic Cirque Éloize performances while the Piazza dazzles with a retractable stage and immersive Champagne Waterfall.

Elevated & Welcoming Areas & Accommodations

Sun Princess also features the cruise line’s largest casino, two-story Lotus Spa, and an expanded retail environment with more than 200 premium brands. The retail space also includes several firsts a sea including an upscale showroom dedicated to luxury horology showcasing TAG Heuer and Breitling and more than 25 new brands available to cruise guests like Italian handbag brand, Pinko and athleisure favorites Beyond Yoga and Varley.

The first-ever family activity zone, Park19, offers multi-generational fun from the top deck. Within decks 19, 20 and 21, guests can experience everything from the Sea Breeze, a glider ride that offers panoramic views of the ocean and breathtaking ports of call to the Coastal Climb, an engaging climbing structure where guests can take in the gorgeous views.

With diverse accommodations to suit every preference and more than 1,500 cabins with balcony views, Sun Princess’ re-imagined staterooms include exceptional suites and new Cabana Mini-Suites with extra space for secluded outdoor relaxation.

Rooted in sustainability, Sun Princess is the first LNG (liquefied natural gas) vessel for the cruise line, reducing greenhouse gas emissions and features ingenious energy recovery systems for eco-conscious cruising.

Sun Princess cruises to the Mediterranean and the Caribbean are on sale now. More ship details can be found at www.princess.com/sunprincess .

Additional Sun Princess assets can be found here .

More information about Princess Cruises is available through a professional travel advisor, by calling 1-800-Princess (1-800-774-6237) or by visiting www.princess.com .

Media Contacts

Contact information for members of the media

Negin Kamali, +1 661-753-1539, [email protected]

Briana Latter, +1 661-753-1538, [email protected]

About Princess Cruises

Princess Cruises is The Love Boat, the world’s most iconic cruise brand that delivers dream vacations to millions of guests every year in the most sought-after destinations on the largest ships that offer elite service personalization and simplicity customary of small, yacht-class ships. Well-appointed staterooms, world class dining, grand performances, award-winning casinos and entertainment, luxurious spas, imaginative experiences and boundless activities blend with exclusive Princess MedallionClass service to create meaningful connections and unforgettable moments in the most incredible settings in the world - the Caribbean, Alaska, Panama Canal, Mexican Riviera, Europe, South America, Australia/New Zealand, the South Pacific, Hawaii, Asia, Canada/New England, Antarctica, and World Cruises. The company is part of Carnival Corporation & plc (NYSE/LSE:CCL; NYSE:CUK).

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IMAGES

Crossing canals on-board of a yacht: the Panama Canal
Panama Canal Yacht Tour
Crossing canals on-board of a yacht: the Panama Canal
Through the Panama Canal in your yacht: everything you need to know
The Panama Canal
Time lapse of a Super Yacht passing through the Panama Canal

COMMENTS

Through the Panama Canal in your yacht: everything you need to know
It is a surreal situation to find yourself floating in a small yacht alongside a giant ship in a box of water 25m above sea level. Entering the canal was thrilling, stressful, and awkward ...
Sailing the Panama Canal
For reservations, contact The Ritz-Carlton Yacht Collection at (833) 999-7292 or your travel professional. Indulge in a luxury Caribbean cruise through the Panama Canal. A journey unlike any other, discover Bocas del Toro, Panama's gateway Colón, and the rich capital of Panama City. Explore stunning destinations from yachts with The Ritz ...
Through the Panama Canal in your yacht: everything you need to know
It is a surreal situation to find yourself floating in a small yacht alongside a giant ship in a box of water 25m above sea level. Entering the canal was thrilling, stressful, and awkward. Descending the last lock was euphoric. The Panama Canal is a gem to treasure. Considering the alternative routes, the canal is a blink between oceans.
Panama Charter Yacht Cruise
Other highlights of cruising Panama on a luxury charter yacht include: Bocas Del Toro which is home to stunning Caribbean beaches, including the renowned starfish beach; cruising through the man-made Panama Canal and the nearby Panama city offering historical sights, a vibrant nightlife and a diverse food scene; Las Perlas Islands, a cluster of ...
Panamá Yacht Adventures
PANAMA CANAL TRANSIT TOUR. Partial transit through the Panama Canal begins with entry into the Miraflores Locks, where our ship starts an ascent of 18 meters in two stages, leaving behind the waters of the Pacific Ocean. Next, we enter the Miraflores Lake, a small oasis of fresh water that separates the two locks on the Pacific side of the ...
Sailing Through the Panama Canal, (With Prices and Pictures)
Fun Facts About The Canal. The most expensive trip through the Panama Canal: Norwegian Pearl 375,600 USD. The Cheapest trip through the Panama Canal: 0.36 USD Mr. Haliburton, swimming. The Largest vessel to transit the Panama Canal: Neopanamax Triton, 168 feet wide, 1,211 feet long. Gabo.
The Superyacht Captain's Guide to Transiting the Panama Canal
Panama, hidden gem for Superyachts. "The Panama Canal is geographically well positioned, enabling yachts to reposition between the Pacific and Atlantic oceans in about 12 hours, but it is much more than merely a logistical pathway.". Joe Walden, CEO, Norton Lilly International (Panama) Much more than just a transit point between two great ...
Tips for Transiting the Panama Canal
A Pacific-bound catamaran's Panama Canal voyage nears its end as it motors through the Miraflores Locks. hanohikirf / Alamy Stock Photo I scrambled out of the dinghy onto Minh's transom steps as a last-minute addition to the crew, the required fourth line handler needed for a transit of the Panama Canal.The French-flagged 41-foot Fountaine Pajot catamaran was weighing anchor in the Flats ...
Panama Yacht Charter Guide
A small country in the North America/South America connection, Panama is an enchanting country which hosts a combination of colonial architecture with modern skyscrapers. Featuring the world famous 48 mile canal and more species of birds than the entire expanse of North America, Panama is an incredible location for any yacht charter guest. Any ...
Can Sailboats Use the Panama Canal?
To this end, sailboats can use the Panama Canal. However, it requires planning, preparation, time, and money. The system is quite complicated and there are set deadlines and guidelines that you must adhere to. You have to be ready to pay the costs associated, be patient, and follow the set guidelines.
ACP Ships and Boats
The ACP (Panama Canal Authority) operates a fleet of around 50 tugboats to assist ships through the Canal, and also to work in the dredging division and any other appropriate tasks. There are five different types of tugboat, with the newest ones built in 2014 specifically for their task in the new locks. These are bigger and better vessels with ...
Panama Canal
Small crafts (up to 38.1 m / 125 feet of LOA) Prior arriving to Balboa (at the Pacific entrance of the Panama Canal) or Cristobal (at the Caribbean side), Pre-arrival information is to be submitted to the PCA's system, preferably, through an authorized agent.. This information is reviewed by the PCA Admeasurement Unit and once verified and approved, the boat will be allowed to request a ...
Panamá Yacht Adventures
It is a spacious vessel, with two bathrooms, air-conditioned lounge, social area on the upper part of the boat, and a large deck on the lower part, making it ideal for dancing and enjoying with friends or family. Destinations: Panama Bay (4 horas) - $1,700.00; Taboga Island (8 horas) - $2,500.00
Panama Canal
The Panama Canal (Spanish: Canal de ... California, holds the distinction of paying the first toll received by the U.S. government for the use of the Panama Canal by a pleasure boat. His boat Lasata passed through the Zone on August 14, 1914. The crossing occurred during a 10,000-kilometer (6,000-mile) sea voyage from Jacksonville, Florida, to ...
Pay the Fees
The costs (all US$) to transit the Panama Canal in a yacht less than 65 feet will typically be: $1760 as of Jan 1, 2023 (Refer below) $75 TVI (Transit Vessel Inspection) $165 Security Charge. $1060 Buffer (if no agent - returned when all goes well) Around $100 for Lines and Fenders. Around $40 transport costs for volunteer linehandlers.
Panama Canal by boat
For a ship to enter the Panama Canal, it's no cheap proposition. Tariffs span from $800 for the smallest of boats to $375,000 for the largest of cruise ships, and are based on a variety of factors, including tonnage, type of cargo, and passengers on board. Nearly 15,000 ships of every shape and size - as long as they are of "Panamax ...
The Panama Canal
About a year ago I did my first Panama Canal transit! This is a video repost from then - and it was all smooth sailing thanks to the brilliant Pilots and Cre...
Time-lapse Shows How Ships Get Through The Panama Canal
A video released from the US Coast Guard shows how one of its vessels travels through the Panama Canal. The Canal is a complex system that utilizes an artifi...
Yacht Support Panama and Panama Canal
Associated Steamship Agents, S.A. can trace its origins on the Isthmus of Panama back to 1889.. Associated Yacht Services started in 2000 as a division of Associated Steamship Agent (ASA) which was founded in 1975.. We support yachts 24/7/365 with all onboard & on-land requests in an efficient, professional and trustworthy way during the Panama Canal Transit or whilst exploring Panama.
Boats for sale in Panama
Sailboats are more common than motor-powered yachts in Panama with 55 powerboats listed for sale right now, versus 56 listings for sailboats. Yacht prices in Panama. Prices for yachts in Panama start at $55,657 for the lowest priced boats, up to $7,145,000 for the most luxurious, opulent superyachts and megayachts, with an average overall yacht ...
Yacht Services
Yacht Services That Make Your Stay Successful. Yacht Formalities for Panama and the Panama Canal Transit, Yacht Provisioning, and Premium Concierge Services for superyachts in Panama.
Panama Yacht Broker
In Panama, where the tranquil Caribbean meets the adventurous Pacific, lies a boater's paradise. Ever dreamt of circumnavigating the Americas through the Canal? Whether you're seeking the perfect yacht, passing on a cherished vessel, or just curious about shipping systems, we've got you covered.
What Is Sustainable Tourism? In Panama, It Depends Who You Ask
A cargo ship passes through the Panama Canal near Gatun Lake. Christopher Elliott In the Panama Canal, a practical definition of sustainability. The Panama Canal is an unlikely ecotourism destination.
Panama Canal Will Need Rest of Year to Recover From Drought
The Panama Canal will need at least the rest of this year to fully recover from the 2023 drought that depleted water levels, choked vessel traffic and cost shippers millions of dollars.. La Niña ...
Panama Canal expansion brought big ships like the Dali to Baltimore
Even before the canal expansion, big ships were known to run into bridges. In 2013, the Overseas Reymar, with gross tonnage of 40,000 tons, hit the Bay Bridge in the San Francisco area, according ...
Award-Winning Actress & Performer Hannah Waddingham to Serve as
Princess Cruises is The Love Boat, the world's most iconic cruise brand that delivers dream vacations to millions of guests every year in the most sought-after destinations on the largest ships that offer elite service personalization and simplicity customary of small, yacht-class ships. ... Panama Canal, Mexican Riviera, Europe, South ...
Maersk resuming Panama Canal transits for US East Coast service
The Panama Canal Authority (ACP) recently introduced additional transit slots per day to 27, up from 24 in December 2023 as water levels improved. Maersk split the Oceania - North America East ...
Panama Canal drought could threaten supply chain, S&P says
The severe drought which has forced the Panama Canal, one of the world's busiest trade passages, to limit daily crossings could impact global supply chains during a period of high demand, S&P ...