All services, including the transiting of vessels are performed by the Panama Canal Authority and Port Operators, strictly on a “CASH IN ADVANCE” basis. For this reason, sufficient funds must be received by the agencies representing owners and/or operators, prior to the arrival of the vessel at either Canal Terminal, whether the vessel is of transit of the Panama Canal or Local call at any of the local ports, or both.

The advance funds must include not only the Canal transit and related charges, as well as berthing fees, etc., but also include sufficient funds to cover agency fees and charges, cash advances to Masters when required, stores, anticipated repairs etc.

There are two approaches to enter the Panama Canal:
- Northbound (NB) or Eastbound (EB):

Entering via Balboa Anchorage (Pacific Side)

- Southbound (SB) or Westbound (WB):

Entering via Cristobal Anchorage (Atlantic Side)

Port terminals are available at both sides:

a) Pacific Side:

• Balboa
• Amador
• PIMSA
• PSA

b) Atlantic Side:

• Cristobal
• Manzanillo International Terminal
• Colon Container Terminal
• Colon Port Terminal
• Colon 2000
• Las Minas

The Panama Canal is approximately 80 kilometers long between the Atlantic and Pacific Oceans and uses a system of locks - compartments with entrance and exit gates.

The locks function as water lifts: they raise ships from sea level (the Pacific or the Atlantic) to the level of Gatun Lake (26 meters above sea level); ships then sail the channel through the Continental Divide.

Each set of locks bears the name of the townsite where it was built: Gatun (on the Atlantic side), and Pedro Miguel and Miraflores (on the Pacific side). The water used to raise and lower vessels in each set of locks comes from Gatun Lake by gravity; it comes into the locks through a system of main culverts that extend under the lock chambers from the sidewalls and the center wall.

The lock chambers -steps- are 33.53 meters wide by 304.8 meters long. The maximum dimensions of ships that can transit the Canal are: 32.3 meters in beam; draft -their depth reach- 12 meters in Tropical Fresh Water; and 294.1 meters long (depending on the type of ship). NEW: The expanded canal will keep its present sets of locks unchanged. In addition, a new set is being built for vessels as large as 366 meters in length, 49 meters in beam and 15.2 meters in draft at tropical freshwater (TFW). These dimensions most probably will define a New-Panamax type vessel. A conceptual unauthorized video of the new locks may be seen in “youtube” at: http://www.youtube.com/watch?v=Kwx7UrdiBqU.

Most tolls are paid according to vessels’ PC/UMS tonnage which is calculated by the ACP. Vessels carrying containers pay tolls according their container carrying capacity/actual loaded containers and passenger vessels may pay its tolls based on a per berth basis calculation.

Owners, operators or charterers of a vessel that transits the Panama Canal are assigned a Customer Code. The ACP utilizes this code to weigh number of transits and amount of tolls paid within 12 months to determine each customer’s ranking which is defined every 30 days. This customer code ranking is crucial for assignments of reservations slots when competition is faced between 2 or more vessels.

Providing false, incorrect, or deficient information on these codes constitutes a violation of the Maritime Regulations for the Operation of the Panama Canal and may result in fines that may range from US$ 100 to US$ 1,000,000.

All vessels approaching Canal waters for transit must submit a Panama Canal Shipboard Oil Pollution Emergency Plan (PCSOPEP) at least 96 hours prior to its arrival. This requirement is applicable to vessels with fuel and/or oil cargo-carrying capacity of 400 MT or more.

Vessels failing to submit a compliant PCSOPEP at least 96 hours prior to arrival at Canal waters will be charged with the highest fee; in addition, the vessel is only programmed for transit after the shipping agent has paid or provided satisfactory guarantees for the payment of the applicable sanction, which will be set at a minimum of US$2,500. Subsequent arrivals to Panama Canal waters under similar non-compliance conditions generate increased sanctions that may result in denial of transit.

An “Authorized Person” must be appointed by the Ship Owner or Ship Operator of the vessel and be approved in advance by the ACP. This authorized person acts as a liaison between the vessel and the ACP to obtain and consign, on behalf of the vessel, acceptable guarantees to the satisfaction of the ACP, to cover the costs of the response and cleanup of oil spills in Canal waters. This Authorized Person shall reside in the Republic of Panama.

The ACP voluntarily adopted the security requirements established by the International Ship and Port Facility Security Code (ISPS) even though the definition of a Port Facility contained in the ISPS Code does not include canals and locks. Vessels flying the flag of a non-Contracting Government to the SOLAS Convention, vessels less than 500 gross registered tons, and vessels belonging to and operated by a Contracting Government to the above-mentioned Convention, and that are used solely for noncommercial government service, shall provide proof that they have implemented security measures onboard equivalent to those required by the ISPS Code.

Vessels not in compliance with the security requirements mentioned above shall be subject to the control and compliance measures established by the ACP. Among the measures that may be applied shall be the assignment of additional resources at the vessel’s expense, and a more detailed inspection, which may result in the delay or denial of the vessel’s transit.

Any vessel on an international voyage and underway to the Canal shall notify the Authority at least ninety-six (96) hours prior to its arrival, of the following:

1. Its intention of proceeding to the anchorage, transiting, or proceeding to port;
2. The security level at which the vessel is currently operating, according to the ISPS Code;
3. Confirmation that the vessel possesses a valid International Ship Security Certificate (ISSC);
4. The security level at which the vessel operated in the previous ten calls at port facilities;
5. Any special security measures implemented during said calls;
6. A confirmation that the appropriate security measures were maintained during ship-to-ship activity during the period covered by its previous ten calls at port facilities.

UPDATED: (Jan/1/2011): The Panama Canal Security Officer (PCSO) is Mr. Manuel E. Benitez, Executive Vice-President of Operations. Additional questions or concerns may be addressed to the following points of contact, available on a 24-hour basis:

Protection and Emergency Response Division:

• Mr. Antonio Michel, Executive Manager
• Mr. Ricardo Flores, Supervisor
• Telephone: +507 276-4646 - +507 276-1052 - +507 276-3669 (24 hours)
• Facsimile: +507 276-4777
• E-mail: opp@pancanal.com - oppe@pancanal.com

For latest contact details, please always refer to the Panama Canal Website (www.pancanal.com ).
 

An updated copy of the Maritime Regulations for the Operation of the Panama Canal must be maintained on board all transiting vessels. Each transiting vessel is entitled to a complimentary copy of said regulations. Additional copies for the same vessel are available at a cost.

Vessels arriving at Panama Canal waters must declare all cargo carried on board at least 96 hours prior to their arrival. Vessels that arrive from ports that are less than 96 hours away are required to submit revisions to their original cargo declarations as may be necessary in order to provide updated cargo information.

ACP boarding officers will verify cargo information submitted in the pre-arrival notification and discrepancies with the cargo manifest presented by the master will be reported to the ACP Canal Protection Division. These discrepancies will be evaluated and may lead to the application of security control measures as deemed necessary by the ACP. These control measures may include, but not be limited to one or more of the following:

• Direct communication with the vessel’s master to clarify any discrepancies or any other security related issues,
• Delay of transit,
• The assignment of additional resources,
• The escorting of the vessel,
• Fines

All additional resources provided by the Canal on account of discrepancies identified during the verification of the cargo declaration will be charged to the vessel.

Vessels that fail to provide their pre-arrival notification 96 hours prior to arriving at Canal waters, will not be scheduled for transit ahead of vessels that have complied with this requirement or that have already been assigned pilots for transit.

NEW FOR CONTAINER VESSELS (Jan/1/2011): All full container vessels arriving for transit at the Panama Canal must submit their updated “baplie” file “prior” to arrival at Panama Canal waters. This information will be used to calculate tolls based on actual loadings of the vessels. If the baplie files is not received on time, tolls will be calculated based on maximum capacity loaded.

For those vessels docking at a terminal in Panama before transiting the Panama Canal, the authority will allow submission prior to entering the last set of locks. Baplie files need to be uploaded via web into the Panama Canal Authority (ACP) system.

Owners/Operators are required to test baplie file transmissions and certify them with the ACP.

For further details, please read Advisories to Shipping:

A-06-2011 (http://www.pancanal.com/common/maritime/advisories/2011/a-06-2011.pdf) and

A-21-2010 (http://www.pancanal.com/common/maritime/advisories/2010/a-09-2010.pdf) plus other related advisories.

The ADCS is an electronic information exchange system between the ACP and the customers, which enables the collection, administration, and validation of data. Pre-arrival information messages will only be accepted when submitted via the Automated Data Collection System (ADCS).

Provides for the electronic reception of all preliminary information required for security and operational purposes. After being verified by ACP personnel through an interface, this information is incorporated into the production database of the Enhanced Vessel Traffic Management System (EVTMS), which is the current operational application used by the ACP.

The EDCS may receive the required information from the vessel through direct Web access (EDCS Web Portal), vía EDI Messaging Module and vía VAN (Value Added Network).

All the below information needs to be provided in due time and prior to arrival to Panama Canal waters:

• ETA (to be provided as soon as available – this will create the visit of the vessel to the Panama Canal and allow customers to coordinate transit reservations)
• Ship Due (contains information about draft, quarantine information, last port of call, security, etc)
• Ship Due for Small Crafts (applies to small crafts and requires less information that the complete ship due declaration)
• Cargo Declaration (contains information about all cargo carried, being containerized or not, including harmonized codes, IMDG (UN) codes for DG cargo, UN Port codes for origin and desitnation)
• Crew Information (name, passport number, nationality, date of birth of each crew on board)
• Passenger Information (name, passport number, nationality, date of birth of each passenger on board)
• Preliminary Admeasurement Data Sheet (For first time transits only and contains vessel’s plans and certificates)
• Booking Request and Cancellation (this module is managed by the agent to request transit reservations)

Vessels must provide ACP Boarding Officers with a hard copy of the Ship’s Information and Quarantine Declaration – SIQD (Form 4398) completed, with the exception of the information on dangerous cargo. In addition, vessels carrying containers must provide hard copies of container summary (Form 4510). The SIQD and Container Summary forms are available at: http://www.pancanal.com/eng/op/forms.html.

Canal Internet Gateway (CIG): This is an avenue to send and receive EDCS messages to and from the ACP in either EDI or XML format via Internet. The specific CIG interface data requirements and format definition are provided in the Panama Canal Automated Data Requirements (PC-ADR). The CIG module offers customers the option of forwarding submissions via HTTP or RTFTP, which is a variation of a secure file transfer protocol.

The maximum length overall including bulbous bow for commercial or non-commercial vessels acceptable for regular transit is 950 feet (289.6 m), except passenger and container ships which may be 965 feet (294.13 m) in overall length.

The maximum length for integrated tug-barge combination acceptable for regular transit is 900 feet (274.32 m) overall including the tug. A tug-barge combination must transit together as one unit with the tug supplying the propelling power.

The maximum aggregate overall length for non-self-propelled vessels acceptable for transit is 850 feet (259.1 m), including accompanying tugs. Accompanying tugs must lock through with the non-self-propelled vessel. One-time only transits that exceed these limitations may be permitted on a case-by-case basis with prior approval of the Transit Operations Division executive manager.

For Commercial or non-commercial vessels and the integrated tug-barge combination acceptable for regular transit measured at the outer surface of the shell plate is 106 feet (32.31 m).

For Wider commercial vessels including integrated tug-barge combination up to a beam of 107 feet (32.61 m) may be permitted, with prior approval of the Transit Operations Division executive manager, to transit on a one-time delivery basis only if the deepest point of immersion does not exceed 37 feet (11.3 m), TFW.

For non-self-propelled vessels (other than integrated tug-barge combinations) acceptable for transit is 100 feet (30.5 m). One-time transit of wider vessels may be permitted with prior approval of the Transit Operations Division executive manager.

No vessel with a maximum width exceeding its maximum beam may transit the Canal without prior review and approval of vessel plans.

Vessels that carry cargo within 1 inch (2.5 centimeters) or less of the extreme beam must have approved provisions, such as rubbing bands, to protect the cargo should the vessel rest alongside the wall while in the chamber. The maximum beam of 106 feet (32.31 m) should not be exceeded by the cargo protection method.

Anything which extends beyond a vessel's hull, except for the main anchors, shall be considered a protrusion and subject to all applicable laws and limitations.

The Authority is not responsible for damages to protrusions whether permanent or temporary.

Vessels with protrusions may be permitted to transit provided that such protrusions will not interfere with the safe transit of the vessel or present a hazard to Canal structures. In either case, before transit is permitted, masters of vessels will be required to execute a form undertaking to release the Authority from liability in case of accident and to indemnify the Authority for damages sustained to or as a result of protrusions.

Vessels with permanent protrusions must, prior to proceeding to the Canal, furnish detailed information about the protrusion(s), including plans and request authorization for transit. Advance information will minimize the possibility that transit may be delayed or denied.

Vessels with protrusions extending beyond the maximum length and beam limitations may, on a case-by-case basis, be permitted to transit, provided that approval is obtained in advance and that protrusions do not present a hazard or interfere with lock structures, equipment and/or operation, and the master executes a form releasing the Authority from liability.

The allowable height for any vessel transiting the Canal or entering the Port of Balboa at any state of the tide is 190 feet (57.91 m) measured from the waterline to its highest point. With prior permission from the Transit Operations Division executive manager, height may be permitted to 205 feet (62.5 m) on a case-by-case basis with passage at low water (MLWS) at Balboa.

The maximum permissible draft for Canal transits has been set at 39 feet 6 inches (12.04 m) Tropical Fresh Water (TFW) at a Gatun Lake level of 81 feet 6 inches (24.84 m) or higher.

Gatun Lake density is 0.9954 gms/cc at 85oF (29.4oC).

This provides a safe navigational margin of at least 5 feet (1.52 m) over critical elevations in the Canal proper, and a clearance over the south sill of Pedro Miguel Locks of 1 foot 8 inches (0.50 m) at a Miraflores Lake Level of 54 feet 6 inches (16.61 m).

Prior to the initial transit of a vessel whose transit draft will exceed 35 feet 6 inches (10.82 m), owners, operators or agents must supply in full the information required in the Regulation on Navigation in Panama Canal Waters (ACP Navigation Regulations, article 52), and request the maximum authorized transit draft for the vessel (deepest point of immersion TFW) from the Transit Operations Division executive manager, not later than two weeks prior to the loading of the vessel. This request will be returned with the approved maximum authorized transit draft stamped thereon.

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

All vessels transiting the Canal should have sufficient ballast to permit safe handling during transit.

A vessel whose ballast draft does not meet the minimum draft requirements may be accepted for transit on a regular basis, provided the vessel operator is granted permission by the Transit Operations Division executive manager.

Minimum Drafts Required (Length):

• Up to 425' (129.54 m) Trimmed so pilot can see the ranges over the forecastle from center of navigation bridge
• Over 425' (129.54 m): 8' (2.44 m) forward, 14' (4.3 m) aft, TSW
• Over 475' (144.8 m): 18' (5.5 m) forward, 20' (6.1 m) aft, TSW
• Over 525' (160.02 m): 20' (6.1 m) forward, 22' (6.71 m) aft, TSW
• Over 580' (176.8 m): 22' (6.71 m) forward, 24' (7.32 m) aft, TSW
• Over 625' (190.5 m): 24' (7.32 m) forward, 26' (7.93 m) aft, TSW

Vessels are expected to arrive at the Canal properly trimmed and with a draft which, when in fresh water, its deepest point of immersion will not exceed either the Published TFW Draft, the Maximum Authorized Transit Draft established by the Canal for that particular vessel, or the maximum allowable draft as a mean established by the classification society, whichever is less.

CANAL TRANSIT SCHEDULING GENERAL CONCEPT

The ACP schedules transits of vessels on a first-come/first-served basis. There are a number of vessel characteristics and restrictions that would classify the vessels as “Regulars (beam less than 91 feet)” or “Supers (beam 91 feet and over)”.  Vessels classified as “Regulars” will be accommodated for transit during the afternoon/night hours and vessels classified as “Supers” will only transit during daylight hours.

The average number of transits that may be handled at a normal day is about 43 (total for both directions).  However, by paying a ”premium” fee, there are a limited number of transits that may be reserved following certain guidelines and limitations.  We refer to vessels with a transit reservation confirmed as “Booked” vessels and the space available for a booking is called a “Slot”.  Anytime there is maintenance at the locks (about 3-5 times a year) or high number of arrivals, vessels will queue at both sides of the Panama Canal delaying non-booked vessels and reducing the number of Slots that will be available for bookings.  These queues may go over 100 vessels meaning that vessels without a booked transit may have to wait 4 days or more for a non-booked transit.

BOOKING / RESERVATION OF A PANAMA CANAL TRANSIT

May only be requested by vessels’ agents during the following periods prior to the requested transit date:

• First Period: 365 to 22 days. (For commercial passenger vessels: up to 547 days).
• Second Period: 21 to 4 days prior to the requested transit date.
• Third Period: 3 to 2 days.
• Auction Period: 2 days (at 14:00 hrs) to 1 day (at 13:00 hrs).

A total of 26 reserved transit slots will be made available throughout the four booking periods. From time to time, the ACP may adjust the total number of available reserved transit slots to allow congestion of vessels waiting to transit to be reduced.

Under normal circumstances, the 25 authorized reserved transit slots available per day will be allocated among booking periods and size of vessels as set forth in the following table:
 

(a) Includes the slots for commercial vessels which, if not used during the extended first period, may be used by any other vessel.

(b) During normal conditions, no more than nine supers may be booked for transit in the southbound direction and, of these, no more than seven with “full daylight-hour” restrictions. Similarly, no more than eight supers may be booked for transit in the northbound direction and, of these, no more than six with “full daylight-hour” restrictions. The combined number of “full daylight-hour” restricted vessels shall not exceed ten vessels.

(c) During normal conditions, no more than five regular vessels may be booked for transit in the same direction. Of the total number of slots available, no more than two shall be allocated to regular vessels transiting under restrictions, i.e., clear-Cut, daylight hours, or daylight hours in the Cut.

(d) The ACP makes available one slot for an auction process that begins at 14:00 hrs three days before the intended transit, and ends at 13:30 hrs two day before the intended transit. For any questions on how to apply, please contact the agency.

Note: During periods of reduced capacity (or congestion) the limits of slots provided by direction or restriction are also reduced.

Processing of booking requests usually begin at 09:00hrs of the first day of each period. If there are more requests than available slots for any given period, available slots to competing vessels will be assigned firstly to customers with the highest ranking of Panama Canal business. This ranking will be determined as a result of the weighted average of the ranking of total transits (40%) and the ranking of tolls paid (60%) during the preceding 12-month period.

Regulars: Are required to arrive to Panama Canal waters by 14:00 hrs of the booked date;

Supers: Are required to arrive to Panama Canal waters by 02:00 hrs of the booked date. It is not possible to change a booked date. If vessel will not arrive to make the required arrival time, a cancellation of the reserved slot needs to be made. The ACP will charge a cancellation fee.

Government entity that regulates and controls all aspects of vessels while transiting the Panama Canal and its operational waters. An authorized boarding officer from the ACP will board the vessel upon arrival who, besides checking that all ACP regulations are being complied to, acts as a Quarantine inspector for clearing purposes.

Regulates and controls all aspects of vessels while outside Panama Canal operational waters.

Sanitary Inspectors will board the vessel as soon as vessel is cleared by the ACP.

A deck and superstructure fumigation is required by local regulations. This will be performed on arrival by local authorized companies.

Must be sent to our agency’s physical address and specifically indicate “Spare Parts In Transit” together with the vessel name.

Sign On: Crew will require a transit Visa which will be arranged by local agent with the Immigration authorities and will allow the crewmember to stay up to five (5) days in the country. Please provide Name, Nationality, Passport Number, Date of Birth, Position and flight details. If required, hotel accommodations may be arranged.

Sign Off: After disembarking, crewmember is allowed to stay in the country for five (5) days. For an extended stay, a Visa is required.

May be supplied by a number of vendors at either side of the Panama Canal either by barge or alongside. In case bunkers are being taken at Cristobal, a pilot might be required to enter inner anchorage.

Is available at either side of the Panama Canal.

Services are available by barge at anchorage/terminal or by truck at terminal at either side of the Panama Canal.

There are an important number of suppliers that can provide reliable service. In case required, please contact the agency for references.

Ship repairs are available at both sides of the Panama Canal. A Dry Dock is available at Balboa.

Pilotage service at the Panama Canal is provided exclusively by the ACP. Its cost is normally included in the tolls paid unless additional resources are required by vessels’ deficiencies or other extra moves not linked directly to the transit. This ACP Pilot takes control of the vessel as opposed to most terminals where the Pilot acts as an advisor.

Any vessel that requires the assignment of more pilots than the number that would normally be required by a vessel of her size, is assessed additional pilotage fees in accordance to established tariffs.

Some deficiencies or conditions that could require additional pilots are:

• Restricted visibility (excluding full-container vessels)
• Inadequate sanitary facilities
• Inability to relay
• Clear channel restrictions due to cargo or ship design
• Inability to develop and maintain the minimum full ahead speed required to complete the transit in standard times.

Pilotage at Balboa and Cristobal terminals is mandatory and provided by the ACP.

ACP charges for tug assistance according to vessel’s length, beam, draft and displacement. Additional tugs may be assigned and charged to the vessel if caused by vessel deficiencies, at pilot discretion.

Locomotives are provided by the ACP at a cost and assist vessels inside the locks to keep them lined up. Costs are based on vessels length and displacement.

Masters of vessels will, prior to transit, be required to execute a form undertaking to release the Authority from liability in case of accident and to indemnify the Authority for damages sustained in the following instances:

1. When a vessel transits at less than the minimum drafts, has a list in excess of three degrees, or is so loaded or trimmed that maneuverability is adversely affected.
2. When a vessel has protrusions.
3. When visibility from the vessel’s navigation bridge presents a hazard, as determined by the Transit Operations Division executive manager.
4. When the vessel's chocks, bitts or other equipment does not meet Canal requirements as determined by the Transit Operations Division executive manager.
5. When a vessel transits on a one-time delivery basis with extreme beam exceeding 106 feet (32.31 m).

Pilots or boarding officers are requested to have the master of the vessel sign Form 4323, “Undertaking to Release and Indemnify”, prior to docking vessels in Balboa, Cristobal and Rodman/PIMSA piers when such vessels are exceeding the allowable drafts or when a vessel is to be berthed on a pier that has inadequate or absent fendering and/or lighting.

A refusal to sign such release may result in a delay of transit.

The plans for new construction or modification for each vessel or class of vessels should be submitted to the ACP for review prior to modification or construction. Failure to comply with this requirement may result in delay or denial of transit because of unsuitable or unsafe arrangements.

Prior to each vessel’s initial transit, one copy of the following drawings/documents are to be submitted to the Admeasurement Unit (OPTC-A) for reference and returned after Admeasurement calculations are completed:

• International Tonnage Certificate (69) (ITC 69) or a substitute document deemed acceptable by the ACP, based on a system substantially similar to the one adopted by the aforementioned agreement
• Lines Plan (or offsets table, if Lines not available)
• Midship Section (or Shell Expansion and bilge radius info, if Midship not available)
• General Arrangement
• Cargo Securing Manual (container section)
• Capacity Plan
• International Load Line Certificate
• Suez Tonnage Certificate (if it has one)

ACP requires that suitable platforms and shelters are provided by certain vessels for assisting pilots. Based on current operating experience, the following vessels with a length of 900 feet (274.32 m) overall or more may require two or more pilots when transiting the locks of the Canal. Control pilots will position assisting pilots where they can best contribute to vessel control, which may be at any of the existing pilot platform locations:

• Vessels with the bridge in the extreme after part of the vessel (assisting pilot platforms will be forward).
• Vessels with the bridge in the extreme forepart of the vessel (assisting pilot platforms will be aft).
• This requirement also applies to container vessels with a length of 700 feet (213.36 m) overall or more.
• Platforms must afford suitable shelter to protect assisting pilots from rain and sun.

Each platform is to be erected directly over the furthest point forward of the extreme beam at the waterline and not more than six inches inboard from the outside of the vertical plane of the shell plating. For vessels where the bridge is located forward, these pilot platform shelters will be required to be erected directly over that position which is the furthest point aft of the extreme beam at the waterline and not more than six inches inboard from the outside surface of the vertical plane of the shell plating.

In addition, all vessels whose extreme beam is 80 feet (24.38 m) or more are required to provide bridge wing shelter platforms for the protection of control pilots at Conning Positions No. 4 and 5. Alternate arrangements, including portable shelters, which provide equivalent or better protection and visibility, may be acceptable.

All vessels transiting the Panama Canal must comply with the following navigation bridge minimum visibility requirements:

• If the vessel is laden, the view of the water surface from any conning position in the navigation bridge shall not be obscured by more than one (1) ship length forward of the bow, under all conditions of draft and trim. Note: Vessels billed at the laden rate are considered laden for the purposes of this requirement.
• If the vessel is in ballast (not laden), the view of the water surface from any conning position in the navigation bridge shall not be obscured by more than one and onehalf (1.5) ship lengths forward of the bow, under all conditions of draft and trim.
• If the visibility from normal conning positions is obscured by cargo gear or other permanent obstructions forward of the beam, the total arc of obstructed visibility from Conning Position 1 shall not exceed 15 degrees.
• The side hull plating at the vessel's waterline, fore and aft, shall be visible from bridge wing conning positions.
• Vessels shall be required to execute an Undertaking and Release if visibility from the bridge is considered by the Canal Authority to present a hazard.

Container vessels may be allowed to transit while not in compliance with the visibility requirements provided they comply with all of the following requirements and conditions:

1. Must be 700 feet (213.36m) or more in length.
2. Must have clear visibility forward; therefore, should not be equipped with centerline cranes or cargo gear, which in any way obstruct forward visibility.
3. The view of the water surface from conning position No.1 shall not be obscured by more than two (2) ship lengths, or 500 meters, whichever is less, forward of the bow to 10° on either side, under all conditions of draft, trim and deck cargo.
4. Must have installed, prior to transit, the pilot shelter platforms as required by the ACP.
5. Must be equipped with an operational bow thruster, otherwise it may, at pilot request, be assigned and charged for an additional tug through the Culebra Cut.
6. Must notify the ACP of their voluntary request to “Exceed ACP Visibility.” This notification, which may be included in the remarks section of the ETA message, must be received at least 48 hours prior to arrival.
7. Incur a service charge to cover the costs resulting from the assignment of additional resources provided adequate notification has taken place.
8. Vessels failing to meet ACP visibility requirements that, nonetheless qualify for this test, but for which notification was not received as required, may be subject to delays and additional charges as well as the service charge.
9. Requests to modify previous ETA messages, which would change the “Exceed ACP Visibility” status of the vessel, will only be allowed, with no service charge assessed, if notification is received 48 hours prior to arrival.

Boarding facilities of vessels arriving the Canal shall comply with the ACP requirements which conform with Regulation 17, Chapter V, International Convention for Safety of Life at Sea (SOLAS), including all current amendments, annexes and resolutions.

Vessels with unsafe or inadequate boarding facilities will be required to correct such deficiencies before transiting and lengthy delays may result.

Safe boarding facilities should be available through the entire transit for ACP personnel or others. ACP may require use of a tug to hold the vessel dead in the water during boarding or disembarking operations. This is considered a vessel deficiency, therefore the tug will be charged to the vessel.

When it is intended to embark and disembark ACP personnel or others by means of the accommodation ladder, or by means of mechanical pilot hoists or other equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is capable of being transferred for use on either side.

The ACP admeasurement system for full container vessels reflects the international standard for a container (20-foot equivalent unit, TEU, measuring 20’x 8’x 8.5’).

This measurement considers the full container carrying capacity of vessels (above and below deck), taking into account the visibility limitation imposed by the Panama Canal.

ACP considers containers as cargo regardless of their contents or lack thereof. Containers that are used to transport generators, lashing gears, or that have been modified, will continue to be classified as containers and will be charged as such. A container utilized to fulfill certain tasks, other than carrying cargo, will be considered as part of the vessel’s superstructure if the following criteria are met:

• Be completely welded, all around, to the deck. Spot welding or bolts are not acceptable.
• Provide ACP Admeasurement Unit with a copy of an International Tonnage Certificate (ITC 69) that includes this container as part of the superstructure of the vessel.
• Be subject to an inspection and verification by the ACP Admeasurement Unit of such change.

For other type of vessels that carry containers on deck (non full container vessels), the established PC/UMS rate is applied, in addition to the applicable per TEU charge. It should be noted that information regarding the actual number and size of containers carried on board is critical for the correct application of toll charges to such vessels. Therefore, it is imperative that the information provided to the ACP regarding the actual number and size of containers carried on or above deck is accurate.

As part of routine inspections, ACP boarding officers will review the information provided by the vessel and, if discrepancies concerning the number and/or size of containers on board are detected, a further detailed inspection may be conducted to thoroughly verify the information.

The Regulation on Navigation in Panama Canal Waters require a minimum of 96 hours advance notice of intent to transit with dangerous cargo. A dangerous cargo hold ("H") will be imposed on vessels not providing the required advance dangerous cargo information. This can result in a delay to the ship.

For ACP dangerous cargo regulations, the definition of "gas free" requires that all cargo tanks, including cargo slop tanks, be free from dangerous concentrations of flammable or toxic gases.

• Empty tanks shall be tested by the crew and verified safe for entry and hot work.
• When applicable, masters will report in their EDCS pre-arrival information the following: "All cargo tanks and cargo slop tanks are gas free and considered safe for entry and safe for hot work."
• Vessels with inert gas systems on board shall provide the following information in their EDCS pre-arrival information:

1. If cargo tanks have been stripped of cargo and are inert.
2. If the inert gas system is operational.
3. The last cargo carried.

All cargo in bulk, either liquefied-gas, liquid or solid, is to be reported in detail in EDCS’s ship pre-arrival information. Dangerous cargo is of paramount importance.

Tankers shall report the cargo loading condition of each tank, to include slop and empty tanks. Specific information required includes the following:

• The amount of cargo, cargo residue or slops, as well as the inert status of each tank.
• Reports of empty tanks shall indicate last cargo, cargo residues or slops, to include the flash point.
• Reports of gas-free status shall include the following statement: "Tank is gasfree and considered safe for entry and safe for hot work."

In addition, tanker vessels carrying petroleum products or liquid chemical cargoes in bulk shall report the condition of each tank (including slop tanks and empty tanks), indicating whether such tanks are loaded with cargo, cargo residues, or are empty. This report shall include the flash point of each cargo, indicating whether the flash point temperature provided is Centigrade (ºC) or Fahrenheit (ºF), and whether the test method utilized to determine it was closed-cup (c.c.) or open-cup (o.c.). The flash point is used to classify the cargo and assign the precautionary-designator (PD) to the vessel.

All solid bulk cargo carried aboard dry-bulk carriers or general cargo carriers shall be reported in the pre-arrival information. The report shall provide the technical names of the cargo in accordance with the Code of Safe Practice for Solid Bulk Cargoes (BC Code).

Based on the DG Cargo information provided, a Precaution Designator (PD) is assigned to the vessel.

"PDs" are numbers (1, 2, 3, 4, 5, 6 or 7) or letters ("N" or "H"), where "PD-1" is the most hazardous and "PD-7", the least. "PD-N" means no dangerous cargo is aboard.

When a vessel does not provide the necessary information as required by the regulations, an "H" or "HOLD" is assigned. This means that the vessel will not be allowed to transit or dock until the cargo information is made available.

Failure to provide proper information could result in delays to the vessel.

Vessels transporting hazardous wastes that are subject to the control of the Basel Convention on their trans-boundary movements and disposal, are required to report their shipment to the Panama Canal authorities in the vessel’s 96-hour advance information. The wastes are to be identified by correct technical name, United Nations Number and International Maritime Organization (IMO) Class and Division, if applicable. Additionally the following advance information should be provided to the Dangerous Materials Unit, Protection and Emergency Response Division:

1. Copy of a movement document, indicating the point at which the transboundary movement commences and the point of disposal, name of competent authorities, responsible parties and any other requirements as required by Articles 6, 11 and any other article of the Basel Convention.
2. Copy of Certification from shipper that the hazardous wastes are packaged and labeled in conformity with applicable IMDG (International Maritime Dangerous Goods Code) requirements.
3. Statements from Master that the hazardous wastes packages are stowed in accordance with applicable IMDG requirements and on his planned response procedures to be followed by the ship to ensure safety of ship and crew in the event the hazardous waste is spilled or leaked
4. Proof of financial responsibility and adequate provision for indemnity covering public liability and loss to the ACP consistent with international practice and standards as set forth by the Treaty Concerning the Permanent Neutrality and Operation of the Panama Canal.

All radioactive material shipments through the Panama Canal must comply with applicable requirements as published in the Regulations for the Safe Transport of Radioactive Material, 2005 Edition, IAEA Safety Standards Series No. TS-R-1.

The Panama Canal Authority requires from transiting vessels carrying radioactive cargoes, current proof of financial responsibility and adequate provision for indemnity to third parties as a guarantee against any possible damage and/or loss to the Republic of Panama, the Panama Canal Authority, and/or any other agency, including coverage to persons, lives and property.

The aforementioned insurance policies must include the Panama Canal Authority (ACP) as an Additional Named Assured. This requirement is not applicable to insurance policies issued by Protection & Indemnity (P&I) Clubs with respect to excepted materials.

The following requirements of coverage from transiting vessels carrying specific radioactive cargoes will apply:

• For radioactive cargoes classified under IMO Class 7, Schedules 1-8 as listed in the IMDG Code (2004 Edition), transiting vessels must provide either/or:
  • A “coverage in full” certificate issued by any P&I Club part of the International Group, or
  • A minimum amount of US$20,000,000.00 (twenty million dollars) of liability insurance per TEU container. The Panama Canal Authority may request an increase in the amount of insurance as a result of risk evaluation made by ACP officials.
• For radioactive cargoes classified under IMO Class 7, Schedules 9-14 as listed in the IMDG Code (2004 Edition), transiting vessels must provide:
  • A minimum amount of US$30,000,000.00 (thirty million dollars) of liability insurance per TEU container. The Panama Canal Authority may request an increase in the amount of insurance as a result of risk evaluation made by ACP officials, or
  • A “coverage in full” certificate issued by any P&I Club part of the International Group.
• For radioactive cargoes such as INF cargo or any other radioactive cargo not specifically identified in this Notice, ACP chemists need to be contacted.

The Panama Canal Authority (ACP) requires a 30-day advance notification for vessels that will be transiting the Panama Canal carrying radioactive cargo containing fissile materials, which are classified under IMO Class 7 - Schedule 13. Vessels that do not comply with the advance submittal of the documentation will not be approved transit through the Panama Canal or may be subject to delays until such time that the documentation review is completed.

Vessels shall not discharge or throw into Panama Canal waters any ballast, ashes, boxes, barrels, straw, paper or other solid matter, including garbage; nor discharge heavy slops, engine or fire room bilge water, oil, radioactive substances, or any other contaminating substances.

Before arrival at a port in Canal waters, vessels shall dispose of all waste in a manner consistent with the requirements of the International Convention for the Prevention of Pollution from Ships 73/78 (MARPOL) and all amendments thereto.

Ballast tanks shall not be discharged into Canal waters. Vessels wishing to load or unload ballast must have properly fitted chutes or spouts, built and located in such a way that the ballast is not spilled overboard.

Discharge of any internal sanitary water or sewage into Canal waters is strictly prohibited, especially in Gatun or Miraflores lakes.

Pursuant to the Regulation on Sanitation and Communicable Disease Prevention, the ACP prohibits smoking in enclosed areas on vessels in Panama Canal waters in the presence of ACP officials performing their duties.

All vessels shall display the Panamanian flag from dawn to 1800 hours while they are in Panama Canal waters, and may also display their national and house flags.

General Cargo: Vessels that transport individual items, such as boxes, pieces of equipment and penalized cargo.

Refrigerated Cargo: Includes specialized vessels known as reefers that generally transport perishable cargo. Excludes: Fishing vessels.

Dry Bulk Carriers: Vessels whose main commodities transported are grains and other agricultural commodities, minerals, metals and ores, coal and coke, fertilizers and lumber products.

Tankers Vessels: transporting liquid cargoes, many of which are classified as hazardous materials such as crude oil, oil products, chemicals and petrochemicals.

Container Vessels: Vessels specifically designed or converted to transport containers above the upper deck and that has cellular guides permanently affixed in its holds.

Vehicle Carriers: Vessels that are mainly PCC (pure car carriers) or PCTC (pure car truck carriers).

Passenger Vessels: Vessel that principally transport passengers, and normally runs on fixed published schedules. Normally, this type of vessel is provided with accommodations for more than (12) passengers.

Displacement Vessels: The vessels under this category pay tolls based on the Fully Loaded Displacement.

Dredges, Floating Drydocks, Warships, Submarines and any other type of vessel for which the application of a PC/UMS Net Tonnage would be impractical.

Others: All other types of vessels. Please consult with the agency.
 

Any vessel may be denied passage through the Canal if/when:

• The character or condition of the cargo, hull or machinery is such as to endanger Canal structures, or which might render the vessel liable to obstruct the waterway, or whose draft at any part of the vessel exceeds the maximum allowable draft as designated from time to time by the Canal Authority.
• When the vessel's maximum point of immersion exceeds its maximum authorized draft as determined by its bilge keel radius.
• When the vessel's maximum point of immersion exceeds the published TFW maximum draft then in effect.
• When the vessel’s mean draft exceeds the maximum allowable mean draft as provided by the most current Load Line Certificate.
• When the length overall, including bulbous bow, exceeds the length allowed as per ACP regulations;
• When the maximum width or extreme beam exceeds the width allowed as per ACP regulations; unless the vessel was approved for regular transit prior to March 10, 1981.
• When a vessel has protrusions, which will interfere with the safe transit of the vessel or present a hazard to Canal structures as determined by the Transit Operations Division executive manager.
• When the vessel has a list of ten degrees or more.
• When visibility from the navigation bridge of a vessel does not meet ACP’s minimum requirements and/or when in the judgment of the Transit Operations Division executive manager transit would present an extreme hazard.
• Vessels whose list, trim or handling characteristics are such as to endanger themselves, ACP appurtenances and/or a third party, may have such further limitations placed on them as the Canal Authority deems necessary to insure reasonable safety.