Panama Canal Rules
Panama Canal Rules
Panama Canal Rules
N-1-2008
Vessel Requirements
This Notice is effective on the date of issue and cancels MR Notice to Shipping No.
N-1-2007. A revised Notice will be issued in January of each year or when otherwise
required.
e. The maximum water draft column of Table II (Depths and Drafts in Balboa) was
updated, on page 8.
f. A note indicating requirements for vessels with enclosed bridge wings was
added to Paragraph 4.d (6), on page 17; and vessels with pronounced counters astern
were incorporated to the requirements of Paragraph 8.a (14), on page 30.
g. The new OP unit that receives advanced information regarding shipments of
hazardous waste, which is mentioned in item 16.h on page 48, is the Dangerous Materials
Unit, Protection and Emergency Response Division.
h. Section 17, Implementation of Annex II to MARPOL and Revised IBC Code,
was added on page 50.
i. Sections 24 (Smoking Prohibition in Canal Waters) and 25 (Proper Display of
the Panamanian Flag) were added on page 55.
j. The Embarking and Disembarking During Transit norm was incorporated to this
Notice as Annex 1, on page 57.
k. The ACP definition of vessel types was added to this Notice as Annex 2, on
page 59.
The Operations Department (272-4500, fax: 272-3892), under the Executive Vice
President of Operations, is the organizational unit of the Panama Canal Authority
responsible for the control of maritime traffic through the Canal and its terminal ports, and
through which all ACP services to shipping are handled. Following is a summary of the
Operations Department units which, due to their functions, often require contact with
agents, operators and owners:
a. The Admeasurement Unit (272-4567, fax: 272-5514), headed by the
Admeasurement Unit manager, is responsible for ascertaining the correct Panama Canal
tonnage of vessels transiting the Canal, ascertaining and auditing the Total Teus Allowed
(TTA) on full container vessels and Number of Teus Transported (NTT) on other vessels
with on deck carrying capacity, boarding and clearing of vessels for medical surveillance,
general ship inspections, gathering information for the Ship Data Bank, and generating
billing invoices for transits and related services.
b. The Board of Inspectors (272-3403, fax: 272-3548), headed by the Board of
Inspectors chairman, is responsible for the official inquiry and examination into the
circumstances surrounding marine accidents which occur in the Canal operating area,
harbors, anchorages and adjacent areas involving Authority personnel and/or equipment.
In addition, this office is responsible for the certification of marine credentials of Authority
employees.
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OP NOTICE TO SHIPPING N-1-2008
4. Communication Channels
Direct communication with the Operations Department units may be established by
the following means:
a. MAIL: AUTORIDAD DEL CANAL DE PANAMÁ (ACP)
(Name, position and title)
ACP-OP
P.O. Box 526725
Miami FL 33152-6725
b. FACSIMILE: (Name of Unit)
(Fax numbers listed on the previous page.)
c. TELEPHONE: (Telephone numbers listed on the previous page.)
d. INTERNATIONAL COUNTRY CODE - For fax and telephone: 507
e. TRAFFIC MANAGEMENT UNIT - E-mail address: ETA@pancanal.com
f. RADIO PRATIQUE MESSAGES - Via e-mail: optc-arp@pancanal.com
g. DRAWING SUBMITALS - Via e-mail: opts-an@pancanal.com or in compact
disk, diskette or printed form by regular mail to:
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OP NOTICE TO SHIPPING N-1-2008
Packages mailed to the above address will be forwarded to our offices in Panama;
however, packages may also be mailed directly to our office in Panama using the following
addresses:
• Passenger Vessels: Vessels whose gross tonnage (GRT) is above 30,000 and
whose PC/UMS tonnage divided by the maximum passenger capacity (PAX-ITC) ratio is
less than or equal to 33, pay tolls on a per berth basis. If such ratio is greater than 33,
then tolls are paid on the basis of the vessel’s PC/UMS tonnage. Vessels with a gross
tonnage (GRT) below or equal to 30,000 gross tons (GRT) continue under the Canal
tonnage tolls systems paying on the basis of their PC/UMS tonnage.
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OP NOTICE TO SHIPPING N-1-2008
The ACP utilizes the Customer Code weighted ranking as the first tie-breaker
criteria when two or more vessels are competing for the same transit reservation slot.
Therefore, it is extremely important that the Customer Code used or provided for each
vessel’s visit be correct. Non-compliance with the Customer Code procedure by providing
false, incorrect, or deficient information constitutes a violation of the Maritime Regulations
for the Operation of the Panama Canal and may result in fines that may range from $100
to $1,000,000.
For your ready reference, the last revision of the Customer Code Issuance and
Consolidation Procedure, which was promulgated for your strict compliance, may be
accessed through the following link: http://www.pancanal.com/eng/maritime/customer-
code-procedure.pdf
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OP NOTICE TO SHIPPING N-1-2008
requirements and other Panama Canal regulations. For further information, please direct
your inquiries to pcsopep@pancanal.com or by telephone to (507) 272-4635.
d. Applicable Pricing Structure by Definition of Vessel Types
Ship types are assigned to vessels on their first Canal transit based on criteria that
considers both original design and cargo carried. The criteria are consistent with
international standards and conventions and the ACP’s Admeasurement Unit is
responsible for assigning ship types.
This new pricing structure resulted in questions from customers regarding how
vessels are categorized. In an effort to respond to questions as well as clarify this issue,
definitions of all vessel types used by the ACP to classify vessels were included in Annex
2 of this Notice to Shipping.
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 and requests for these copies must be
made in writing to the Transit Operations Division admeasurement unit, listing the name(s)
of the vessel(s). Additional copies for the same vessel, albeit under another agent or
owner, are available for purchase through the vessel’s agent or directly from the
Admeasurement Unit at a cost of $10.00 USD each.
The payment must be made to the Citibank in Balboa or Cristobal using the “Speed
Collect” deposit slip completed in the following manner:
Beneficiary: Panama Canal Authority (ACP)
Account Number: 0-550305-054
Reference: 60.600002.400999
Depositor: Individual or organization making the deposit
Blank area: ACP Maritime Regulations
A copy of the deposit slip should then be taken to the Admeasurement Unit to obtain
the Regulations. The Admeasurement Unit has offices located at Building 729, 1st floor,
Balboa, or Building 1000, Port Captain’s Office in Cristobal, and may be contacted by e-
mail at OPTC-A@pancanal.com or at (507) 272-4567 (Balboa) or (507) 443-2298
(Cristobal).
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OP NOTICE TO SHIPPING N-1-2008
In an effort to improve the quality of the services provided by the ACP, customers’
comments or recommendations may be addressed to the Executive Vice President of
Operations through the following means:
E-mail: op@pancanal.com
Fax : (507) 272-3892
Mail : AUTORIDAD DEL CANAL DE PANAMA (ACP)
Operations Department
Bldg. 729
Balboa-Ancon, Panama
ORIGINAL SIGNED
Manuel E. Benítez
Executive Vice President of Operations
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OP NOTICE TO SHIPPING N-1-2008
VESSEL REQUIREMENTS
Table of Contents
PAGE
1. Definitions 1
a. Barge................................................................................................................. 1
b. Commercial Vessel............................................................................................ 1
c. Passenger Vessel.............................................................................................. 1
d. Full Container Vessel ........................................................................................ 1
e. TEU ................................................................................................................... 1
f. Dangerous Cargo .............................................................................................. 1
g. Articulated Tug-Barge Combination................................................................... 1
h. Articulated Tug-Tank Combination .................................................................... 1
i. Maximum Authorized Transit Draft .................................................................... 1
j. Maximum Authorized Draft ................................................................................ 1
k. Minimum Full Ahead Speed............................................................................... 2
l. Maximum Beam................................................................................................. 2
m. Maximum Length ............................................................................................... 2
n. Maximum Width................................................................................................. 2
o. Non-Self-Propelled Vessel................................................................................. 2
p. Protrusion .......................................................................................................... 2
q. Published TFW Maximum Draft......................................................................... 2
r. Tropical Fresh Water (TFW) .............................................................................. 2
s. PC/UMS ............................................................................................................ 2
t. Maximum Allowable Start Time ......................................................................... 2
2. Size and Draft Limitations of Vessels 2
a. Maximum Length ............................................................................................... 2
b. Maximum Beam................................................................................................. 3
c. Maximum Width..................................................................................................3
d. Protrusions ........................................................................................................ 3
e. Maximum Height................................................................................................ 4
f. Draft................................................................................................................... 4
g. Potential Seasonal Draft Restrictions ................................................................ 7
h. Release from Liability ........................................................................................ 8
i. Approval of Plans .............................................................................................11
j. Denial of Transit ...............................................................................................13
k. Vessel Should Be Able to Relay at the Locks...................................................13
3. Requirement for Pilot Platforms and Shelters on Certain Vessels 14
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7. Deckload Cargo 27
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23. Sanitary Facilities and Discharging Vessel Wastes, Ballast and Sewage 55
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VESSEL REQUIREMENTS
1. Definitions
a. Barge: A flat-bottomed vessel of full body and heavy construction without installed
means of propulsion.
b. Commercial Vessel: A self-propelled vessel other than a naval, military or other
public vessel.
c. Passenger Vessel: A vessel that principally transports passengers and runs on
fixed published schedules. All the spaces that have been identified and certified for the use
or possible use of passengers are to be included in the total volume calculation of the
vessel.
d. Full Container Vessel: Merchant ship built to carry large containers of standard
size packed with cargo.
e. TEU: International measure standard for a container (20-foot equivalent unit),
which is 20’ x 8’ x 8.5’.
f. Dangerous Cargo: Any material which is explosive, flammable, radioactive or toxic
to humans or the environment.
g. Articulated Tug-Barge Combination: A pushing vessel and a non-tank barge
pushed ahead rigidly connected to each other to form a composite unit. A composite unit
means a pushing vessel rigidly connected by "mechanical means" to a barge being pushed
so they react to the sea and swell as one vessel and as such considered a single
power-driven vessel. "Mechanical means" does not include lines, hawsers, wires or chains.
To be considered an ITB at the Panama Canal, such vessels must meet all current ACP
regulations and requirements for transit and be able to operate in all conditions under which
a ship of equivalent size can operate.
h. Articulated Tug-Tank Combination: A pushing vessel and a tank barge pushed
ahead rigidly connected to each other to form a composite unit. The composite unit must
meet all specifications and requirements set forth for an Integrated Tug-Barge Combination.
i. Maximum Authorized Transit Draft: Deepest point of immersion in TFW of a
particular vessel permitted at anytime, Gatun Lake level and Canal restrictions permitting.
j. Maximum Authorized Draft: Lesser of the maximum authorized transit draft or the
maximum tropical freshwater draft by Load Line Certificate.
k. Minimum Full Ahead Speed: The ACP has determined that the minimum full
ahead speed required for vessels in order to complete transit in standard times is 8 knots.
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OP Notice to Shipping N-1-2008 Vessel Requirements
l. Maximum Beam: The maximum breadth (width) of the hull between the outside
surfaces of the shell plating.
m. Maximum length: The distance between the forward and after extremities of a
vessel, including the bulbous bow and protrusions (also length over-all - L.O.A.).
n. Maximum Width: The extreme width of a vessel, including protrusions, at its
widest point.
o. Non-Self-Propelled Vessel: A vessel which either does not have installed means
of propulsion, or has installed means of propulsion which does not function during transit.
Also referred to as dead tow.
p. Protrusion: Anything that extends beyond any portion of the hull of a vessel,
whether it is permanent or temporary, except for the main anchors.
q. Published TFW Maximum Draft: Deepest point of immersion in Gatun Lake waters
as promulgated by the Executive Vice President of Operations, taking into account the water
level of Gatun Lake and other limitations deemed necessary because of restrictions in the
Canal.
r. Tropical Fresh Water (TFW): Tropical Fresh Water of Gatun Lake, density 0.9954
gms/cc at 85ºF (29.4ºC). [Transition to fresh water frequently alters the trim of large vessels
3 to 4 inches (7.5 to 10 centimeters) by the head.]
s. Panama Canal Universal Measurement System (PC/UMS): The system based on
the Universal Measurement System, 1969, using its parameters for determining the total
volume of a vessel with the additional variations established by the Panama Canal
Authority.
t. Maximum Allowable Start Time: The maximum allowable amount of time that it
takes for a vessel engine to start, which must be tested before the transit begins.
(1) 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. Vessels
transiting the Canal for the first time at an overall length exceeding 900 feet (274.32 m),
whether newly-constructed or newly-modified are subject to the requirement of inspection
and prior review and approval of vessel plans. Vessels not receiving advance approval
and/or not complying with Canal requirements may be denied transit.
(2) 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.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(1) The maximum beam 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).
(2) 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, or his designee, to transit on a one-time delivery basis only if
the deepest point of immersion does not exceed 37 feet (11.3 m), TFW.
(3) The maximum beam 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, and subject to additional requirements and limitations in accordance with
Paragraph 2.j(9) of this Notice.
c. Maximum Width
(1) No vessel with a maximum width exceeding its maximum beam may transit
the Canal without prior review and approval of vessel plans. Vessels not receiving advance
approval and/or not complying with Canal requirements may be denied transit.
(2) 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. This is brought about by
the large number of container vessels that are designed to load containers virtually to the
extreme beam. If the ship lands on the wall in a heeled condition or where the locks wall
fendering or miter gate fendering protrudes, damage may occur.
d. Protrusions
(1) 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.
(2) The Authority is not responsible for damages to protrusions whether
permanent or temporary.
(3) 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, as determined by the Transit Operations Division executive manager. In either
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OP Notice to Shipping N-1-2008 Vessel Requirements
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.
(4) 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. For detailed information, contact the Transit Operations Division
executive manager.
(5) Vessels with protrusions extending beyond the maximum length and beam
limitations specified in Paragraphs 2.a and 2.b above, may, on a case-by-case basis, be
permitted to transit, provided that approval is obtained in advance from the Transit
Operations Division executive manager 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. (See Paragraph 2.h).
e. Maximum Height
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. Maximum Height Restrictions are due to the tide
and the unpredictable upward movement of water from swells, surges, waves, etc., and
maintenance equipment suspended beneath the bridge at Balboa.
f. Draft
(1) 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).
(2) 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.
(3) 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.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(4) All vessels transiting the Canal should have sufficient ballast to permit safe
handling during transit.
(5) A vessel whose ballast draft does not meet the minimum draft requirements
established by this section may be accepted for transit on a regular basis, provided the
vessel operator is granted permission after submitting the following information to the
Transit Operations Division executive manager:
(a) Principal dimensions of the vessel.
(b) Deepest attainable minimum draft (fore and aft).
(c) Limitations on visibility fore and aft from the navigation bridge.
(d) Necessary excerpts from the vessel's plans, drawings and
maneuvering data that relate to the vessel's suitability for transit. The information
submitted should include the proposed Panama Canal ballast condition detailed
output, showing the status of all ballast and consumable tanks, plus the
maneuvering data in accordance with IMO Resolution A.601 (15), Appendices 1, 2
and 3.
(6) Table 1 provides the minimum saltwater drafts for vessels anticipating transit.
Drag must not adversely affect maneuverability. Any drag beyond 6 ft (1.83 m) is
considered adverse drag in the Panama Canal and adjacent waters.
(7) Figure 1 provides the limiting drafts due to bilge radius. On an off-center
lockage with the vessel touching the lock wall, the turn of the bilge will clear the locks wall
batters at the most critical point as shown in the table.
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(8) A vessel having received permission to transit at less than the minimum
required draft will be inspected by the Authority upon its first visit under ballast conditions. If
the vessel is acceptable for transit at less than the prescribed minimum draft, the operator
will be notified that transit on a regular basis is authorized provided the vessel meets the
special minimum draft specified in that notification and that the master signs a form
releasing the Authority from liability.
(9) If the vessel is found not to be acceptable for transit on a regular basis, a
single transit may be authorized, at the discretion of the Transit Operations Division
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executive manager, subject to imposition of special conditions that may be required for
reasons of safety or continuance of regular Canal operations.
(10) 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.
(11) Vessels with drafts exceeding these figures, when in Miraflores Lake, are
subject to denial of transit. Northbound vessels found by actual reading to be overdraft
would be required to turn around and proceed back to sea, and the transit would be
considered completed. Southbound vessels will be held in the Gatun Anchorage. The transit
will be reinitiated only after the Transit Operations Division executive manager, considers
that it is safe to proceed.
(12) Masters of vessels are reminded that personnel from transiting vessels are
not permitted to climb or hang over the side of the vessel from ladders or boatswain's chairs
while the vessel is in the lock chamber. Personnel are prohibited from disembarking onto
the lock walls at any time for any purpose, except as allowed in Section 2.29 of the
Operations Department´s Operations Manual (Embarking or disembarking during transit,
which appears in Annex 1 to this Notice to Shipping). Draft readings are obtained from
locks personnel through the pilot.
g. Potential Seasonal Draft Restrictions
(1) In the event of an unusually dry season (nominally, 1 out of 10 years) draft
restrictions might become necessary.
(2) During the rainy season (from May to December), Gatun Lake and Madden
Lake, the upstream reservoir for the Canal and the municipal water supply of Panama City,
are filled to capacity. During the dry season (from December to May), the Madden Lake
reserve is drawn off to keep Gatun Lake at an optimum level. In an unusually dry season,
the Madden Lake reserve is exhausted and the Gatun Lake level continues to decrease. As
the Gatun Lake level is depleted below 81.5 feet (24.84 m), it becomes necessary to reduce
the maximum allowable draft to preserve the safe navigation margin. The reductions are
made in 6-inch (15.24 cm) decrements, with three-week advance notice when possible,
based on computer-assisted lake level and precipitation forecasts made by the Authority's
hydrologists and meteorologists. Ships already loaded to a prevailing draft limitation at the
time of promulgation of a new draft restriction are waived for transit, subject to overriding
safety considerations. Ships loading after promulgation of a new draft restriction are held to
a tolerance of not more than 6 inches (15.24 cm) above that restriction and may be required
to trim or off-load the ship to achieve a safe transit draft.
h. Release From Liability
(1) 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:
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OP Notice to Shipping N-1-2008 Vessel Requirements
(a) When a vessel transits at less than the minimum drafts in Paragraph 2.f,
has a list in excess of three degrees, or is so loaded or trimmed that maneuverability is
adversely affected.
(b) When a vessel has protrusions.
(c) When visibility from the vessel’s navigation bridge presents a hazard, as
determined by the Transit Operations Division executive manager. (See Section 4.)
(d) When the vessel's chocks, bitts or other equipment does not meet Canal
requirements as determined by the Transit Operations Division executive manager. (See
Section 8.)
(e) When a vessel transits on a one-time delivery basis with extreme beam
exceeding 106 feet (32.31 m).
(2) 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 piers when such vessels are exceeding the allowable drafts shown in
Tables II, III and IV, or when a vessel is to be berthed on a pier that has inadequate or
absent fendering and/or lighting.
(3) A refusal to sign such release may result in a delay of transit.
MAXIMUM MAXIMUM
USABLE WATER LENGTH
DOCK BERTH DEPTH REMARKS
LENGTH DRAFT OF SHIP
742 ft
32’ 08” 31’ 08” 600 ft F / M / L OIL / WATER / DRY & LIQUID BULK
6 AB 226.16
10 m 9.64 m 182.88 m / PASSENGER / CAR CARRIER
m
AB: 33’
AB: 32’ 01”
01”
9.77 m
10.08 m 850 ft F / M / L OIL / WATER/ DRY & LIQUID BULK
1,050 ft CD: 31’
7 ABCD CD: 32’ 259.08 m / PASSENGER / CAR CARRIER
320.04 m 06”
06”
9.59 m
9.90 m
470 ft 30’ 02” 29’ 02” 530 ft
DRY DOCK EXCLUSIVE USE
8 143.26 m 9.19 m 8.88 m 161.54 m
280 ft 20 ft 19 ft 280 ft
13 85.34 m 6.10 m 5.79 m 85.34 m REPAIRS
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MAXIMUM HEIGHT
PIER LENGTH
MAX. S W LENGTH OF ABOVE BEAM
DEPTH
AREA TRUE DRAFT SHIP AT LOW LIMITATIONS REMARKS
BERTH Total Pier Usable MLWS
NO. HEADING MLWS MAXIMUM WATER
Length Length DRAFT (MLWS)
Feet Meters Feet Meters Feet Meters Feet Meters Feet Meters Feet Meters
Fuel Load
2 232° Pier 1 – North C 704 215 400 122 40 12.19 39 11.89 550 168 25’ 4” 7.72 None
Disch-Stores
Fuel Load
2 232° Pier 1 – North D 704 215 562 171 38 11.58 37 11.28 712 217 25’ 4” 7.72 None
Disch-Stores
Fuel Load
6 232° Pier 2 – North C & D 704 215 630 192 35 10.67 34 10.36 775 230 25’ 4” 7.72 None
Disch-Stores
Fuel Load
7 232° Pier 2 – South A 704 215 450 137 34 10.36 33 10.06 550 168 25’ 4” 7.72 None
Disch-Stores
Fuel Load
7 232° Pier 2 – South B 704 215 650 198 30 9.14 29 8.84 750 229 25’ 4” 7.72 None
Disch-Stores
Notes:
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OP Notice to Shipping N-1-2008 Vessel Requirements
MAXIMUM MAXIMUM
USABLE WATER LENGTH
DOCK BERTH DEPTH REMARKS
LENGTH DRAFT OF SHIP
1030 ft 41 ft 36 ft 970 ft PASSENGERS / RO RO
6 AB
313.94 m 12.50 m 10.97 m 295.66 m CARGO
1030 ft 41 ft 40 ft 1030 ft
6 CD PASSENGERS
313.94 m 12.50 m 12.19 m 313.94 m
240 ft 41 ft 33 ft 240 ft
6 E WATER
73.20 m 12.50 m 10.06 m 73.15 m
1000 ft 41 ft 40 ft 1000 ft
7 CD ALL TYPE OF CARGO
304.80 m 12.50 m 12.19 m 304.80 m
240 ft 41 ft 33 ft 240 ft
7 E WATER
73.15 m 12.50 m 10.06 m 73.15 m
A: 38ft 05in
990 ft 41 ft 11.71 m 942 ft F / M / L OIL / WATER / ALL
8 AB
301.75 m 12.50 m B: 30 ft 287.12 m TYPE OF CARGO
9.14 m
1010 ft 41 ft 40 ft 955 ft
8 CD WATER
307.84 m 12.50 m 12.19 m 291.08 m
250 ft 41 ft 26 ft 05 in 250 ft
8 E WATER
76.20 m 12.50 m 8.05 m 76.20 m
A: 37 ft
1068 ft 41 ft 11.27 m 1036 ft F / M / L OIL / WATER / ALL
9 AB
325.53 m 12.50 m B: 28 ft 315.77 m TYPE OF CARGO
8.53 m
423 ft 41 ft 30 ft 600 ft F / M / L OIL / WATER / ALL
10
128.93 m 12.50 m 9.14 m 182.88 m TYPE OF CARGO
460 ft 34 ft 29 ft 500 ft
14 REPAIRS
140.20 m 10.36 m 8.84 m 152.40 m
900 ft 35 ft 29 ft 700 ft
15 REPAIRS
274.32 m 8.84 m 10.67 m 213.36 m
16 458 ft 41 ft 29 ft 05 in 300 ft
E F / M / L OIL / WATER
139.60 m 12.50 m 8.97 m 91.44 m
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OP Notice to Shipping N-1-2008 Vessel Requirements
i. Approval of Plans
(1) The plans for new construction or modification for each vessel or class of
vessels should be submitted to the Transit Operations Division for review prior to
modification or construction. A minimum of two and a maximum of four sets of copies of
each drawing should be submitted. The ACP will retain for its records and files a single set
of the drawings submitted and will return only up to three sets of copies of the principal
drawings submitted. Failure to comply with this requirement may result in delay or denial of
transit because of unsuitable or unsafe arrangements.
(2) The numerous constraints affecting the transit schedules of vessels and tows
make it important that information provided in advance of the initial transit include the
following documents for approval (a minimum of two copies of each drawing must be
submitted):
• General Arrangement (indicating deployed boarding facilities, blue steering light
and pilot shelters/platforms)
• Mooring Arrangement (indicating chock/bitt sizes and maximum safe working
load/strain capacities)
• Wheelhouse Arrangement (showing required aids to navigation, such as
indicators, wipers, horn controls, radar and others)
• Visibility Calculations (indicating compliance with ACP visibility requirements of
Paragraph 4.e of this Notice).
• Section Views showing the vessel inside the lock chamber pressed against both,
center and side walls, indicating clearances of protrusions from lock structures and equipment (for
vessels with protrusions – the locks chamber drawing may be downloaded from the Panama
Canal web page at http://www.pancanal.com/eng/maritime/notices/All Locks Composite
Maximum Clearances Limiting Dimensions.pdf ).
For reference (one copy of each drawing retained for our records):
• Midship Section (or Shell Expansion and bilge radius information, if the Midship
Section is not available)
• Engine room plans
• International Tonnage Certificate
• International Load Line Certificate
• Detailed drawings of chocks and bitts showing sizes and maximum strain
capacities, if not indicated in the mooring arrangement.
This advance information will minimize the possibility that transit might be denied
due to noncompliance with Canal regulations. For detailed information, contact the Transit
Operations Division executive manager (OPT).
(3) Vessels that have had the appropriate plans approved will normally retain such
approval unless it is determined by the Transit Operations Division executive manager that
modifications are necessary to ensure safe transit.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(4) The Transit Operations Division accepts electronic drawing submittals via e-
mail or by regular mail in diskettes sent to the addresses that appear in page 4 of this
Notice.
(5) The drawings are to be saved in a format type, which minimizes file size and is
readable by or compatible with AUTOCAD2002. All drawing and letter files comprising the
submittal are to be zipped together into one zip file using the WinZip file compression
software. Please note that our e-mail system limits attachment size to less than 1.5MB.
(6) After review, the submittals will be stamped electronically and returned via e-
mail, zipped. In this manner the recipient has better control of the number of prints needed
for their internal distribution.
(7) Additionally, for the purpose of admeasurement, vessels transiting the Canal
for the first time shall present an International Tonnage Certificate (69) (ITC 69) or a
substitute document deemed acceptable by the Authority, based on a system substantially
similar to the one adopted by the aforementioned agreement. These vessels shall provide
plans, classification certificates and documents with information stating the Total Volume of
the vessel or sufficient information to the Admeasurement Unit (OPTC-A) to determine this
volume through mathematical calculations. Please refer to Agreement No.2, Article 5 of the
“Maritime Regulations for the Operations of the Panama Canal” which may be downloaded
from http://www.pancanal.com/eng/maritime/regulations/ and
http://www.pancanal.com/eng/legal/reglamentos/acuerdo2-eng.pdf. There is no charge for
ACP admeasurement calculations if the 'ITC 69' values submitted are confirmed. If 'ITC 69'
values are not confirmed the vessel will have to be admeasured and the ACP will assess
appropriate charges.
Prior to 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:
• 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 Tonnage Certificate
• International Load Line Certificate
• Suez Tonnage Certificate (if it has one)
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OP Notice to Shipping N-1-2008 Vessel Requirements
j. Denial of Transit
Any vessel may be denied passage through the Canal 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. Other specific circumstances under which a vessel shall be denied transit are:
(1) When the vessel's maximum point of immersion exceeds its maximum authorized
draft as determined by its bilge keel radius.
(2) When the vessel's maximum point of immersion exceeds the published TFW
maximum draft then in effect.
(3) When the vessel’s mean draft exceeds the maximum allowable mean draft as
provided by the most current Load Line Certificate.
(4) When the length overall, including bulbous bow, exceeds the length stated in
Section 2.a above.
(5) When the maximum width or extreme beam exceeds the width stated in Section
2.b above by any amount unless the vessel was approved for regular transit prior to March
10, 1981.
(6) 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.
(7) When the vessel has a list of ten degrees or more.
(8) When visibility from the navigation bridge of a vessel does not meet minimum
requirements as stated in Section 4.e and/or when in the judgment of the Transit Operations
Division executive manager transit would present an extreme hazard.
(9) 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.
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OP Notice to Shipping N-1-2008 Vessel Requirements
any protrusions extending beyond the vertical plane of the hull shell plating at the waterline.
Additionally, any vessel with windows, port lights, doors, side ports or other critical
appurtenances below a level of 42.2 feet (12.9 m) above the waterline at transit draft must
take measures to ensure its protection in case the vessel contacts the lock wall.
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OP Notice to Shipping N-1-2008 Vessel Requirements
Pilot platforms and shelters may be required on vessels with an overall length of 900 feet (274.32
m) or more and on container vessels with an overall length of 700 feet (213.36 m) or more.
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OP Notice to Shipping N-1-2008 Vessel Requirements
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(4) Equipped with an efficient, mechanically operated rain wiper blade on the
window at the normal bridge Conning Position 1. In the case of vessels with a center crane
or other type of obstruction, blade type wipers shall be located on the windows at normal
bridge Conning Positions 2 and 3. In case of enclosed bridge wings, blade type wipers shall
be located also on the forward and aft windows at Conning Positions 4 and 5.
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OP Notice to Shipping N-1-2008 Vessel Requirements
waterline all along the side of the vessel; or, when catwalks are fitted that extend to the
maximum beam of the vessel, a 7 feet (2.134 m) high by 3 feet (0.915 m) wide door should
be provided on the outboard bulkhead of each bridge wing in order to allow the pilot to step
out onto the catwalk and look over the railing to view the waterline all along the side of the
vessel.
(1) All vessels transiting the Panama Canal must comply with the following navigation
bridge minimum visibility requirements:
(a) 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.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(b) 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 one-
half (1.5) ship lengths forward of the bow, under all conditions of draft and trim.
(c) 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.
(d) The side hull plating at the vessel's waterline, fore and aft, shall be visible
from bridge wing conning positions.
(e) 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.
(2) Under an ongoing test, which began January 30, 2000, container vessels may be
allowed to transit while not in compliance with the visibility requirements in Subsection
4.e(1) above, provided they comply with all of the following requirements and conditions:
(a) Must be 700 feet (213.36m) or more in length.
(b) Must have clear visibility forward; therefore, should not be equipped with
centerline cranes or cargo gear, which in any way obstruct forward visibility.
(c) 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.
(d) Must have installed, prior to transit, the pilot shelter platforms as required in
Article 64 of the Maritime Regulations for the Operation of the Panama Canal.
(e) 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.
(f) 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 stating that they “Exceed ACP Visibility.”
(g) Incur a service charge in the amount of $2,500 to cover the costs resulting
from the assignment of additional resources provided adequate notification, as stated in
paragraph f, has taken place. If notification is not received at least 48 hours prior to the
vessel’s arrival, the service charge will be $6,500.
(h) Vessels failing to meet ACP visibility requirements that nonetheless qualify for
this test, but for which notification was not received as required in paragraph (f) above, may be
subject to delays and additional charges as well as the $6,500 service charge.
(i) 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.
(3) All vessels that arrive for transit not in compliance with the Panama Canal visibility
requirements as outlined above, are subject to the conditions outlined in paragraph 4.a of
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OP Notice to Shipping N-1-2008 Vessel Requirements
this Notice (page 27), as well as the conditions and service charges stated in Item 2 above.
Any denial of transit or transit delays experienced due to non-compliance of the above or
any other non-compliance, will not be considered as an acceptable justification for claims
from vessels for delays in navigation, in accordance with Article 6 of the “Maritime
Regulations for the Operations of the Panama Canal.” Note: Vessel owners are
encouraged to raise the height of the navigation bridge of their existing vessels and to have
new vessels designed and built with higher navigation bridges so as to provide navigators
the best possible visibility.
f. Indicators - All vessels over 150 feet (45.72 m) in length shall be provided with:
(1) Rudder angle indicators as follows:
(a) On vessels less than 80 feet (24.38 m) in beam, at least one of such
design and placement that it can be easily read by day or night from all normal conning
positions and from the steering station.
(b) On vessels 80 feet (24.38 m) or more in beam, at least one inside the
wheelhouse and one on each bridge wing, of such design and placement so that at least
one can be easily read by day or night from each conning position and from the steering
station.
(c) They shall show in degrees clearly and accurately the position and
direction of the rudder or rudders. It shall be noted that indicators located aft of the conning
positions will not be considered as meeting this requirement. Overhead rudder angle
indicators located behind the pilot’s conning positions are not acceptable. Rudder angle
indicators mounted on overhead panels should be as close to the forward bulkhead as possible
for most efficient viewing by the pilot.
(2) Propeller revolution tachometer or variable pitch propeller indicators as follows:
(a) On vessels less than 80 feet (24.38 m) in beam, at least one for each
propeller, of such design as to be easily read by day or night from all normal conning
positions.
(b) On vessels 80 feet (24.38 m) or more in beam, at least one for each
propeller located inside the wheelhouse and one for each propeller located on each bridge
wing, of such design and placement so that at least one can be easily read by day or night
from each conning position.
(c) Indicators shall show revolutions per minute clearly and shall accurately
indicate the direction of the propeller or propellers. It shall be noted that indicators located
aft of the conning positions will not be considered as meeting this requirement.
(d) All vessels with variable pitch control indicators will have them so located
as required in (a) and (b) of this subsection.
(3) Indicators must be operational: Vessels with missing or broken indicators may
expect transit delays.
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g. Very High Frequency (VHF) Radio - Every power-driven vessel of 300 gross tons
or over, every power-driven vessel of 100 gross tons or over carrying one or more
passengers for hire, and every commercial towing vessel of 26 feet (7.92 m) in length or
over shall be equipped with at least one VHF transceiver as follows:
(1) Must be operable from the navigational bridge and located near Conning
Position 1.
(2) Must be equipped with International Channels 12 (156.00 MHz), 13 (156.650
MHz) and 16 (156.800 MHz).
h. Whistle Controls - Vessels shall be provided with whistle controls as follows:
(1) On all vessels, one within easy reach on the navigational bridge from Conning
Positions 1, 2 and 3, as described in Section 4.d, preferably on the forward bulkhead.
(2) If the beam of the vessel is over 49.2 feet (15 m), additional controls shall be
provided within 5 feet (1.52 m) of the extreme end of bridge wings at Conning Positions 4
and 5.
(3) Controls shall make it possible to regulate precisely any required whistle signal.
i. Steering Light
(1) All vessels over 328 feet (100 m) in length shall have installed, at or near the
stem, a steering range equipped with a fixed blue light which shall be clearly visible from the
bridge along the centerline. The height of the light is to be as close as possible to the height
of eye level on the bridge. If said range and light so placed would be partially or completely
obscured from Conning Position 1, then two such ranges and lights must be installed ahead
of Conning Positions 2 and 3. The wheelhouse position directly aft of the steering lights shall
be marked with a small labeled plaque on the window sill which can be located in the dark
by feel.
(2) Naval or military vessels exempted from the requirements of 72 COLREGS
(see ACP Navigation Regulations, article 108) shall also be exempted from the
requirements of this article.
(3) The light required shall be capable of being illuminated and extinguished by a
suitable rheostat or control switch located either on the navigation bridge or forecastle deck,
or both.
(4) The use of this steering light shall be at the discretion of the Canal pilot who
has control of the navigation and movement of the vessel.
j. Bow/Stern Thrusters - Vessels equipped with bow/stern thrusters should provide
controls located at the extreme ends of the bridge wings, as well as inside the wheelhouse.
k. Compass
(1) Ships of less than 150 gross tonnage (ITC69) shall be fitted with a steering
compass and have means for taking bearing.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(2) Ships of 150 gross tonnage (ITC69) and over shall be fitted with a standard
magnetic compass and with a steering compass unless the information provided by the
standard compass is made available and is clearly readable by the helmsman at Conning
Position 1. Means must be available for taking bearings, as nearly as practicable over an
arc of the horizon of 360o. Residual deviation of the magnetic compass must be verified to
be less than 7 degrees by swinging the vessel on various headings. Such verification by a
recognized calibration authority must have been accomplished, and an accurate deviation
table issued, within the previous 12-month period. If necessary, the compass must be
adjusted to reduce the observed deviation to less than 7 degrees. Calibration cards issued
and signed by the master will be accepted as long as the deviation is less than 6 degrees.
(3) Ships of 500 gross tons (ITC69) and over shall be fitted with a gyro compass.
The master gyro compass or a gyro repeater shall be clearly readable by the helmsman
from the main conning position. On ships of 1,600 gross tonnage (ITC69) and over, a gyro
repeater or gyro repeaters shall be provided and shall be suitably placed for taking bearings
as nearly as practicable over an arc of the horizon of 360o. A gyro repeater shall be
provided which shall be readily visible and useable by the pilot from Conning Position 1.
Maximum residual steady state gyro error shall not exceed 2o. The maximum divergence in
reading between the master compass and repeaters under all operational conditions should
not exceed plus or minus 0.5o.
(4) Vessels not in full compliance with these requirements should expect transit
delays during periods of fog or inclement weather, a common occurrence in the Republic of
Panama coincidental with the rainy season (May to December).
NOTE: The ACP now requires that whenever a magnetic compass is calibrated or
repaired in Panama Canal waters, the vessel’s master must sign the ACP boarding officer’s
inspection checklist, corroborating that the magnetic compass was serviced using the
appropriate procedures and that the equipment is in proper working order for the transit. A
compass deviation card issued in Panama Canal waters without the corroborating signature
of the master will not be accepted as valid and will be considered as a vessel deficiency.
l. Course Recorders - Vessels fitted with devices for recording engine orders and
responses, movement of the rudders and changes in the ship's heading shall have them
operating while navigating in Canal waters.
m. Bridge Wing Spotlights - A spotlight or searchlight capable of illuminating the side
of the vessel at the waterline is required to be fitted at the extreme end of each bridge wing
on all vessels whose maximum beam is 98.4 feet (30 m) and over. For all vessels, such
lights should preferably be hinged type located on the after portion of the bridge wing to
allow them to be swung out of the way behind the bridge wing, when not in use, or mounted
below the bulwark if fitted forward. The normal work position of the pilot on the bridge wing
is at the forward outboard corner where he can look forward and down as well as over the
side and aft. Lights, bearing repeaters and other equipment must not interfere with the
pilot's ability to do that.
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OP Notice to Shipping N-1-2008 Vessel Requirements
n. Radar
(1) Ships of 500 gross tonnage (ITC69) and over shall be fitted with a properly
functioning radar installation.
(2) Ships of 10,000 gross tonnage (ITC69) and over shall be fitted with two
properly functioning radar installations, each capable of being operated simultaneously with
and independently of the other.
Notwithstanding that the engine is started from the bridge or the engine room, the
maximum allowable start time for transiting vessels equipped with direct reversible main
propulsion diesel engines shall be 10 seconds or less.
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OP Notice to Shipping N-1-2008 Vessel Requirements
The ACP has been monitoring the signals sent by ships already fitted with AIS.
Some of these signals reveal deficiencies, which would make them unusable for
transiting the Panama Canal. The most common deficiencies found so far are:
(1) Ship's static data is loaded incorrectly or not present at all. For example, we have
seen ships reporting dimensions that are, obviously, incorrect.
(2) Some ships are not transmitting heading information. The connection of the ship's
gyro to the AIS is required.
(3) On some ships, although the AIS system seems to be connected to the gyro
compass, the heading information we are receiving shows the vessel with a different
heading than the actual heading of the vessel.
(4) Some shipborne AIS stations do not respond to shore station commands,
especially AIS Message 16, which is the "Assigned Mode" command, and AIS Message 17,
which is “DGNSS broadcast binary message”. The cause is probably outdated firmware. All
AIS shipborne units shall use Message 17 data when received to correct the internal GPS
position and use it to broadcast its position.
(5) Incorrect location of the Pilot Plug on the bridge and/or the installation not
following IMO’s "Guidelines for Installation of Shipborne Automatic Identification System
(AIS)".
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OP Notice to Shipping N-1-2008 Vessel Requirements
will be acceptable; however, the Canal will not accept vessels with 220-240 VAC electrical
service.
Finally, vessels equipped with an AIS system that is not working properly, or it is not
programmed properly, will be required to use a rental portable AIS-ready vessel tracking
unit for the transit, which will be charged to the vessel.
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OP Notice to Shipping N-1-2008 Vessel Requirements
k. Dead tows must be equipped with the chocks and bitts as set forth in the ACP
Navigation Regulations, articles 59 and 60.
l. Tows must provide mooring and heaving lines in good condition, and have
mooring arrangements and bitts or cleats for securing tugs that do not interfere with those
chocks and bitts required for locomotive wires.
m. All barges will be fitted so that a pusher tug can be secured with its stem held
firmly to the centerline of the barge. Pushing tugs are to be equipped with wire cable
snubbers and springs.
n. Barges with poor visibility forward will be assigned additional tug assistance for
their transit. The commercial tug may be placed in the notch or on a hawser at the discretion
of the Transit Operations Division executive manager. The determination of what constitutes
poor visibility will be made by the TOD manager. The suitability of additional commercial
tugs used in the transit will also be determined by the TOD manager.
o. Riding crews must be provided in sufficient numbers, as required by the Transit
Operations Division executive manager, to safely handle towboat lines and boarding
ladders, and to assist in mooring. While underway in Canal waters, anchors shall be
manned and ready to be dropped in case of emergency.
p. Agents, operators and owners of dead tows are urged to contact the Transit
Operations Division executive manager, as early as possible, but not later than 48 hours
prior to ETA, so that particular requirements essential to planned transits can be met without
delay.
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OP Notice to Shipping N-1-2008 Vessel Requirements
d. In addition, ACP authorities may require vessels to make use of one or more
towboats through Culebra Cut, on the approaches to the locks, or in any other part of the
Canal, when, in their judgment, such action is necessary to insure reasonable safety to the
vessel and/or the Canal and its appurtenances.
e. The towing services in all of the above cases shall be chargeable to the vessel.
7. Deckload Cargo
a. As provided in the ACP Navigation Regulations, articles 72 and 73, a vessel
carrying a deck load shall have it so stowed as to be sufficiently clear to provide safe working
space around all chocks, bitts, and other gear used in transiting and so arranged as to not
obstruct any direct lead from chock to bitts.
b. Deck cargo shall be so stowed to provide safe passage to and from necessary
working areas. If access to working spaces is necessary over a deck load, as with lumber, a
catwalk will normally be required, unless a leveled, continuous surface free of encumbrances
such as lashings is already provided. When catwalks are required they shall be at least 3
feet (0.915 m) in width and provided with adequate guard rails. Where the deck cargo is
sufficiently level for gangway purposes without a catwalk, the guard rails, or life lines, spaced
not more than 12 inches (30.5 cm) apart vertically, must be provided on each side of the
deck cargo to a height of at least 4 feet (1.20 m) above the cargo.
c. If deck access is provided on deck adjacent to deck cargo, a leveled continuous
passage at least 3 feet (0.915 m) in width shall be provided. This access shall be
unencumbered by shoring, lashings or other obstacles deemed hazardous to normal
passage. Height over passageway may not be less than 7 feet (2.134 m).
d. When personnel is required to traverse over deck cargo, ladders adequate for
safe access must be provided between the deck and top of deck cargo. Such ladder must be
provided with guardrails or safety lines as previously described for catwalks.
e. Deck cargo shall be stowed securely to prevent any shifting or displacement
during access to working spaces by personnel.
f. Vessels may transit with deck cargo protruding over one side only, not to
exceed 15 feet (4.572 m); but the maximum beam, including protrusions, must not exceed 85
feet (25.90 m).
g. An adequate bulwark or railing shall be provided between deck cargo and the
ship's side.
h. All sharp edges and projections on deck cargo adjacent to normal accesses
shall be adequately protected to prevent injury to personnel.
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OP Notice to Shipping N-1-2008 Vessel Requirements
i. Sufficient lighting shall be provided by the vessel to illuminate deck accesses and
working spaces during hours of darkness.
j. Figure 5 shows sketches of a catwalk and ladder acceptable to the Authority.
(915 mm)
(1) All chocks for towing wires shall be of heavy closed construction and shall have a
convex bearing surface with a radius of not less than 7 inches (180 mm). The convex surface
shall extend so that a wire from the bitt, or from the locks locomotive through the chock, shall
be tangent to the 7 inches (180 mm) radius at any angle up to 90 degrees with respect to a
straight line through the chock.
(2) No part of the vessel which may be contacted by the towing wires, at any
angle, shall have less than a 7-inch (180 mm) radius.
(3) Chocks designated as single chocks shall have a throat opening of not less
than 100 square inches (650 square cm) in area — preferred dimensions are 12 x 9 inches
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OP Notice to Shipping N-1-2008 Vessel Requirements
(305 x 230 mm) — and shall be capable of withstanding the stress caused by a load
of 100,000 pounds (45,360 kg) from the towing wires in any direction.
(4) Chocks designated as double chocks shall have a throat opening of not less
than 140 square inches (900 square cm) in area — preferred dimensions are 14 x 10 inches
(355 x 255 mm) — and shall be capable of withstanding the stress caused by a load of
140,000 pounds (64,000 kg) from the towing wires in any direction.
(5) Use of existing roller chocks is permissible provided they are not less than 49
feet (15 m) above the waterline at the vessel's maximum Panama Canal draft and provided
they are in good condition, meet all of the requirements for solid chocks as specified in
Paragraphs 8.a(1), 8.a(2), 8.a(3) and 8.a(4) of this section, as the case may be, and are so
fitted that transition from the rollers to the chock body will prevent damage to towing wires.
However, roller chocks are not accepted in plans of new constructions which are
submitted for approval as per paragraph 2.i of this Notice.
(6) Each single chock shall have an accompanying bitt — preferred diameter of 14
inches (356 mm) –– capable of withstanding the stress caused by a load of 100,000 pounds
(45,360 kg).
(7) Each double chock located at the stem and the stern, in accordance with
Paragraph 8.a(8) of this section, shall have two pairs of accompanying heavy bitts with each
bitt of each pair — preferred diameter of 16 inches (406 mm) –– capable of withstanding
the stress caused by a load of 140,000 pounds (64,000 kg). Other double chocks shall have
a pair of accompanying heavy bitts with each bitt capable of withstanding a strain of 140,000
pounds (64,000 kg).
(8) All vessels, except those not requiring locomotives, shall be fitted with a double
chock set athwartships right in the stem and another double chock set athwartships right in
the stern, except that on vessels of less than 75 feet (22.86 m) in beam, two single chocks
may be substituted for each double chock required by this subsection; on vessels of over 75
feet (22.86 m) in beam two double chocks may be substituted. If such substitution is made,
the chocks shall be placed port and starboard not more than 8 feet (2.5 m) abaft the stem or
10 feet (3 m) forward of the stern, provided that these chocks are not more than 10 feet (3
m) from the center line of the vessel.
(9) Vessels under 200 feet (60.96 m) in length and less than 50 feet (15.24 m) in
beam shall have a double chock or two single chocks at the stem and stern. If the vessel is
equipped with the two single chocks they shall be placed, port and starboard, not more than
8 feet (2.5 m) abaft the stem or 10 feet (3 m) forward of the stern, and not more than 10 feet
(3 m) off the center line (see Figure 6).
(10) Vessels 200 to 400 feet (60.96 to 121.92 m) in length and not exceeding 75
feet (22.86 m) in beam shall have a double chock at the stem and at the stern or two single
chocks at the bow and stern, port and starboard, not more than 8 feet (2.5 m) abaft the stem
or 10 feet (3 m) forward of the stern and not more than 10 feet (3 m) off the center line and
shall have two additional single chocks, port and starboard, 30 to 50 feet (9 to 16 m) abaft the
stem and 30 to 50 feet (9 to 16 m) forward of the stern (see Figure 6).
(11) Vessels 400 to 570 feet (121.92 to 173.74 m) in length and not more than 75
feet (22.86 m) in beam shall have a double chock at the stem and stern or two single
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OP Notice to Shipping N-1-2008 Vessel Requirements
chocks at the bow and stern, port and starboard, not more than 8 feet (2.5 m) abaft the stem
or 10 feet (3 m) forward of the stern and not more than 10 feet (3 m) off the center line. In
addition, these vessels shall have a double chock, port and starboard, 40 to 50 feet (12 to
16 m) abaft the stem, a single chock port and starboard, 80 to 90 feet (24 to 28 m) abaft the
stem, and a single chock, port and starboard, 40 to 50 feet (12 to 16 m) forward of the stern
(see Figure 6).
(12) Vessels over 570 feet (173.74 m) in length or 75 feet (22.86 m) in beam or
over shall have a double chock at the stem and stern or two double chocks at the bow and
stern, port and starboard, not more than 8 feet (2.5 m) abaft the stem or 10 feet (3 m)
forward of the stern and not more than 10 feet (3 m) off the center line. In addition, these
vessels shall have a double chock, port and starboard, 40 to 50 feet (12 to 16 m) abaft the
stem; a single chock, port and starboard, 80 to 90 feet (24 to 28 m) abaft the stem; a double
chock, port and starboard, 40 to 50 feet (12 to 16 m) forward of the stern and a single
chock, port and starboard, 80 to 90 feet (24 to 28 m) forward of the stern. On vessels over
900 feet (274.32 m) in length with maximum beam of 91 feet or more extending to the stern,
the double chocks required on port and starboard, 40 to 50 feet (12 to 16 m) forward of the
stern, shall be located no less than 42.65 feet (13 m) above the waterline at the maximum
Panama Canal fresh water draft of the vessel.
(13) All vessels with a maximum beam of 91 feet (27.73 m) or more, in addition to
the double chock at the stern, which is required by Paragraph 8.a(12) above, shall have two
single chocks on the stern. One chock shall be to port of the centerline and one chock shall
be to starboard of the centerline. The single chocks shall be symmetrically spaced not less
than 10 feet (3 m) nor more than 20 feet (6 m) from the centerline.
(14) Vessels with large flared bows, pronounced counters astern or unusually
high freeboard, such as container vessels or vehicle carriers, will be required to provide
single closed chocks located further aft and forward than those required in Paragraphs 8.a
(9 to 12) of this Notice for correct positioning of assisting tugs, or may be required to fit
recessed tug bollards into the hull so that tugs can work without coming in contact with the
bow flare and stern counter or without requiring extra long lines and/or inefficient leads (see
Figure 6).
(15) Where recessed hull bitts are installed in the hull, they shall be installed not
less than 12 feet (3.7 m) and not more than 15 feet (4.6 m) above the vessel's waterline.
Vessels that have an appreciable variation in draft may be required to install two sets of
recessed hull bitts so that one bitt is located over the other bitt. Also, the recessed hull bitts
are to be installed in the hull as far forward or astern as possible, both port and starboard
sides, where the bow flare does not exceed 25 degrees as measured from the vertical line
of the vessel's side. This position may require locating the recessed bitts further aft and
forward than those required in Paragraphs 8.a(9 to 12) above for correct positioning of
assisting tugs. This will allow ACP tugboats to work safely under the bow flare and stern
counter without the tugboats mast or pilothouse coming in contact with the vessel's hull.
(16) A vessel not requiring locomotives shall have a chock arrangement similar to
that described in Paragraph 8.a(9) of this Notice, except that the chocks need only be single
chocks or, if approved by the Canal Authority, of lesser strength.
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MINIMUM REQUIREMENTS:
SINGLE CHOCK - 12” X 8”
SET4 SET3 SET2 SET 1 DOUBLE CHOCK - 14” X 10”
RADIUS - 7”
ALTERNATE MAX 8”
MAX 10’
VESSELS UNDER 200’ O.L. AND LESS THAN 50’ BEAM BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)
(VESSELS OVER 125’ O.L. AND 50’ BEAM OR OVER REQUIRE SET 1 AND 4 ALSO TWO SINGLE (ALTERNATE IF NO CENTERLINE PROVIDED)
VESSELS FROM 200’ TO 400’ O.L. AND LESS THAN 75’ BEAM IN ADDITION TO BOW AND STERN ABOVE
SET 1 (SINGLE 30’ TO 50’ ABAFTOF STEM)
SET 4 (SINGLE 30’ TO 50’ forward OF STERN)
VESSELS OVER 400’ TO 570’ O.L. AND LESS THAN 75’ BEAM IN ADDITION TO BOW AND STERN ABOVE
SET 1 (DOUBLE 40’ TO 50’ ABAFT OF STEM)
SET 2 (SINGLE 80’ TO 90’ ABAFTOF STEM)
SET 4 (SINGLE 40’ TO 50’ forward OF STERN)
VESSELS OVER 570’ O.L. OR 75’ BEAM OR OVER BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)
TWO DOUBLE (ALTERNATE IF NO CENTERLINE PROVIDED)
SET 1 (DOUBLE 40’ TO 50’ ABAFT OF STEM)
NOTE: Vessels of 91’ beam of more without a Centerline Stern double c hoc k
SET 2 (SINGLE 80’ TO 90’ ABAFTOF STEM)
will require two double alternate choc ks and two additional single tugboat c hocks SET 3 (SINGLE 80’ TO 90’ FORWARD OF STERN)
SET 4 (DOUBLE 40’ TO 50’ FORWARD OF STERN)
MAX 3.0 m
ALTERNATE MAX 3.0 m
TUG CHOCK 3.0 - 6.0 m
MINIMUM REQUIREMENTS(cm):
SINGLE CHOCK - 30.5 x 23.0
SET4 SET3 SET2 SET 1 DOUBLE CHOCK - 35.5 x 25.5
RADIUS -18.0
9 - 16 m
12 - 16 m
24 - 28 m 24 - 28 m
VESSELS UNDER 60.96 m O.L. AND LESS THAN 15.24 m BEAM BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)
(VESSELS OVER 38.10 m O.L. AND 15.24 m BEAM OR OVER REQUIRE SET 1 AND 4 ALSO TWO SINGLE (ALTERNATE IF NO CENTERLINE PROVIDED)
VESSELS FROM 60.96 m TO 121.92 m O.L. AND LESS THAN 22.86 m BEAM IN ADDITION TO BOW AND STERN ABOVE
SET 1 (SINGLE 9 to 16 m ABAFTOF STEM)
SET 4 (SINGLE 9 to 16 m forward OF STERN)
VESSELS OVER 121.92 m TO 173.74 m O.L. AND LESS THAN 22.86 m BEAM IN ADDITION TO BOW AND STERN ABOVE
SET 1 (DOUBLE 12 to 16 m ABAFTOF STEM)
SET 2 (SINGLE 24 to 28 m ABAFT OF STEM)
SET 4 (SINGLE 12 to 16 m forward OF STERN)
VESSELS OVER 173.74 m ’ O.L. OR 22.86 m BEAM OR OVER BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)
TWO DOUBLE (ALTERNATE IF NO CENTERLINE PROVIDED)
NOTE: Vessels of 27.73 m beam of more without a Centerline Stern double choc k SET 1 (DOUBLE 12 to 16 m ABAFTOF STEM)
SET 2 (SINGLE 24 to 28 m ABAFT OF STEM)
will require two double alternate c hoc ks and two additional single tugboat c hoc ks SET 3 (SINGLE 24 to 28 m FORWARD OF STERN)
SET 4 (DOUBLE 12 to 16 m FORWARD OF STERN)
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(17) Any vessel that fails to meet these requirements may be denied transit. If the
Executive Vice President of Operations or his representative decides that the vessel can be
handled without undue danger to equipment or to personnel, notwithstanding her failure to
comply with other requirements of this section, the vessel may be allowed to transit after
executing a release. The master of the vessel must sign an undertaking for the vessel, her
owners, operators or any other persons having any interest in her, and for himself, releasing
the Authority from and indemnifying it against any loss, damage or liability incurred by the
Canal Authority to the extent and in the proportion that such failure to meet the
requirements of this section proximately causes or contributes to the casualty and resulting
damages.
(18) All new vessels are expected to comply with all current vessel
requirements. Pre-existing vessels are granted a waiver for one round trip or for one year
from the date of the waiver, whichever comes first. Certain tank vessels, and other vessels
that prove to the satisfaction of the Authority that the work necessary to fit the chocks on the
stern cannot be safely performed while at dockside, will be provided with a waiver extending
until the next yard overhaul. Vessels with ACP approved recessed bitt on the stern may,
upon written application, be exempted from this requirement.
(19) Adequate working space shall be provided on deck areas adjacent to
winches, capstans, chocks, bitts and fairleads and along the path of mooring lines at least 3
feet (0.915 m) in width. This space shall be unencumbered by shoring, lashings or other
obstacles deemed hazardous to normal passage or work by line handlers. Height over these
areas may not be less than 7 feet (2.134 m). The working space provided along the path of
the mooring lines and beside the bitts must be sufficient so that three linehandlers can pull
the lines aboard without using winches or capstans.
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d. All mooring winches shall be capable of retrieving the lines used for pulling the
locomotive wires onboard at a rate of 120 feet (37 meters) per minute.
e. Anchors shall be retrieved at a rate of 3 minutes per shot.
d. General
(1) All arrangements used for ACP personnel or others transfer shall efficiently
fulfill their purpose of safely enabling embarking and disembarking. The appliances shall be
kept clean, properly maintained and stowed and shall be regularly inspected to ensure that
they are safe to use. They shall be used solely for the embarkation and disembarkation of
personnel.
(2) The rigging of the transfer arrangements and the embarkation and
disembarkation of ACP personnel or others shall be supervised by a responsible officer with
means of communication with the navigation bridge, who shall also arrange for the escort of
the pilot by a safe route to and from the navigation bridge, and the line handlers to and from
their designated work stations. Personnel engaged in rigging and operating any mechanical
equipment shall be instructed in the safe procedures to be adopted. All boarding equipment
shall be tested in operating position by the vessel's personnel prior to use by Authority
personnel.
e. Transfer Arrangements
(1) Arrangements shall be provided to enable ACP personnel or others to embark
and disembark safely on either side of the ship. All vessels shall have, weather permitting,
both an accommodation ladder and a pilot ladder rigged and ready for use upon arrival in
Canal waters.
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f. Safe and convenient access to, and egress from, the ship shall be provided by
both a pilot ladder and an accommodation ladder. Mechanical pilot hoists or other boarding
devices must be approved by the Authority and may be used at the option of the ACP
personnel.
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• Steps shall have an efficient non-slip surface, and shall not be painted
with an opaque color or high gloss paint. The grain and character of the step shall be visible
in order that any cracks or defects may be readily visible to the person using the ladder.
• Should have not less than 16 inches (406 mm) between the inside
surfaces of the side ropes. Steps should be not less than 4-1/2 inches (115 mm) wide, and 1
inch (25 mm) in depth, excluding any non-slip device or grooving.
• Should be equally spaced not less than 12 inches (305 mm) nor more
than 15 inches (380 mm) apart and be secured in such a manner that each will remain
horizontal.
(h) No pilot ladder shall have more than two replacement steps which are
secured in position by a method different from that used in the original construction of the
ladder, and any steps so secured shall be replaced as soon as reasonably practicable by
steps secured at position by the method used in the original construction of the ladder.
When any replacement step secured to the side ropes of the ladder by means of grooves in
the sides of the steps, such grooves shall be in the longer sides of the steps.
(i) Pilot ladders with more than five steps should have spreader steps not less
than 6 feet (1.8 m) long provided at such intervals as will prevent the pilot ladder from
twisting. Such spreader steps or battens shall be made of the same material and
construction as the other ladders steps. The lowest spreader step shall be on the fifth step
from the bottom of the ladder and the interval between any spreader step and the next shall
not exceed nine steps.
(j) The side ropes of the ladder shall consist of two uncovered ropes not less
than 3/4 inch (20 mm) in diameter on each side. Each rope shall be continuous with no
joints below the top step. Two manropes properly secured to the ship and not less than 1
inch (28 mm) in diameter shall be kept at hand ready for use.
(k) Side ropes shall be made of manila or other material of equivalent strength,
durability and grip that has been protected against actinic degradation and is satisfactory to
the Authority.
(l) A life buoy equipped with a self-igniting light should be kept at hand ready for
use, as should a heaving line. Life buoys should not be attached to the ship.
(m) Lighting should be provided such that both the pilot ladder over side
and the position where any person embarks or disembarks on the ship are adequately lit.
(2) Accommodation ladders
(a) Accommodation ladders should be sited leading aft, that is, with the lower
platform at the after end. Accommodation ladders which lead forward or which do not rest
firmly against the vessel's side are not considered safe for use by ACP personnel. When in
use, the lower end of the accommodation ladder should rest firmly against the vessel's side
within the parallel mid-body of the vessel and within the mid-ship half-length and clear of all
discharges. A pilot ladder complying with the provisions of Paragraph 10.f(1) shall be kept
on deck adjacent to the hoist and available for immediate use.
(b) The lower platform of the accommodation ladder shall be kept in a horizontal
position when in use and it should be held at a distance above the water equal to the deck of
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OP Notice to Shipping N-1-2008 Vessel Requirements
the boarding launch. The boat spar shall be extended. Intermediate platforms, if so fitted,
shall be self-leveling. Treads and steps of the accommodation ladder should be so designed
that an adequate and safe foothold is given at the operative angles.
(c) The ladder and platforms shall have vertical safety stanchions and rails or
lines equipped and rigged on both sides. If hand ropes are used, they should be tight and
properly secured. The vertical space between the handrail or hand rope and the stringers of
the ladder should be securely fenced.
(d) The length of an accommodation ladder used in combination with a pilot
ladder as a nine-meter rig should be sufficient to ensure that its angle of slope doesn't
exceed 55 degrees. The pilot ladder should be rigged immediately adjacent to the lower
platform of the accommodation ladder and be secured at the edge of the lower platform with
the pilot ladder hanging vertically. The pilot ladder should extend at least 6 feet 8 inches (2
m) above the lower platform and shall rest firmly against the ship's side within the parallel
mid-body of the ship and, as far as is practicable, within the mid-ship half-length and clear of
all discharges. The lower platform must be held at a level to allow for the height of the
launch deck, plus the height of a person standing on the deck, plus the rise and fall due to
swell; normally, 23 feet (7 m) above the water is sufficient.
(e) Lighting shall be provided at night such that the full length of the ladder is
adequately lit.
(f) If a trap door is fitted in the lower platform of a combination accommodation
ladder/pilot ladder to allow access from and to the pilot ladder, the aperture should not be
less than 30 inches x 30 inches (750 mm x 750 mm) and of a design approved by the
Authority. In this case the after part of the lower platform should also be fenced as specified
in Paragraph 10.f(2)(c), and the pilot ladder should extend above the lower platform at least
6 feet 8 inches (2 m). The aperture on the lower platform must be open to the side of the
vessel's hull to allow the pilot ladder to lay flat against the hull.
(g) Accommodation ladders, together with any suspension arrangements or
attachments fitted and intended for use in the Canal, must be arranged to the satisfaction of
the Authority.
(3) Mechanical pilot hoists
(a) A mechanical pilot hoist, if provided, shall be so located that it is within the
parallel body length of the ship and, as far as is practicable, within the mid-ship half length
and clear of all discharges.
(b) A mechanical pilot hoist and its ancillary equipment shall be of a type
acceptable by the Authority. It shall be designed to operate as a moving platform or as a
ladder to lift and lower one person on the side of the ship. It shall be of such a design and
construction as to ensure that the pilot can be embarked and disembarked in a safe manner,
including a safe access from the hoist to the deck and vice versa. Such access shall be
gained directly by a platform securely guarded by handrails.
(c) The ladder shall consist of two parts. The first a rigid upper part, not less
than 7-3/4 feet (2.5 m) in length, for the safe transportation of personnel upward or
downward. The second and lower part consists of a short length of pilot ladder to allow
personnel to climb from the pilot launch to the upper part and vice versa.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(d) The rigid ladder part should be equipped in such a way that the person
carried can maintain a safe position while being hoisted or lowered. It should include
sufficient non-slip steps to provide safe and easy access to and from the platform and safe
handholds capable of being used in all conditions. The lower end of the rigid part must have
a spreader, not less than 6 feet (1.8 m) in length and equipped with rollers which roll freely
on the vessel's side during the entire operation of embarking or disembarking. It must be
fitted with an effective guard ring, suitably padded, so positioned as to provide physical
support for the person carried without hampering movement. There must be adequate
means of communication between the person carried and the officer who supervises the
embarkation or disembarkation of the person carried.
(e) A hoist designed to operate as a lift platform should have a platform with a
non-skid surface at least 30 inches x 30 inches (750 mm x 750 mm), exclusive of the
surface area of any trap door in the floor. The platform should be limited to one person per
square meter of floor area or fraction thereof, exclusive of the area of any trap door. If a trap
door is provided, it should be at least 30 inches x 30 inches (750 mm x 750 mm), so
arranged that a pilot ladder may be rigged through the trap door, extending and of a design
approved by the Authority. In this case the platform should be fenced as specified in
paragraph 10.f(2)(c), and the pilot ladder should extend above the lower platform at least 6
feet 8 inches (2 m). The aperture on the lower platform must be open to the side of the
vessel's hull to allow the pilot ladder to lay flat against the hull. Each gate in the fence should
have a latch to keep it securely closed. The lower platform must be held at a level to allow
for the height of the launch deck, plus the height of a person standing on the deck, plus the
rise and fall due to swell; normally, 23 feet (7 m) above the water is sufficient.
(f) Efficient hand gear shall be provided to lower or recover the person carried,
and kept ready for use in the event of power failure.
(g) The hoist shall be securely attached to the structure of the ship. Attachment
shall not be solely by means of the vessel's side rails. Two separate wire falls shall be used.
The falls should be made of flexible steel rope of adequate strength, resistant to corrosion in
a salt laden atmosphere and of sufficient length to allow for all conditions of freeboard likely
to be encountered in service, and to retain at least three turns on the winch-drums with the
hoist in its lowest position. Proper and strong attachment points shall be provided for hoists
of the portable type on each side of the ship. The falls should be so arranged that the ladder
or lift platform remains leveled if one fall breaks.
(h) If belting or rubbing bands are fitted in way of the hoist operation, such
obstructions shall be cut back sufficiently to allow the hoist to operate against the flat of the
vessel's side.
(i) A pilot ladder complying with the provisions of Paragraph 10.f(1) shall be
kept on deck adjacent to the hoist and available for immediate use so it is available from the
hoist at any point of its travel. The pilot ladder shall be capable of reaching the sea level
from its own point of access to the vessel.
(j) The position on the vessel's side where the hoist will be lowered shall be
indicated.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(k) From a standing position at the control point, it should be possible for the
operator to have the hoist under continuous observation between its highest and lowest
working points.
(l) Adequate lighting shall be provided to illuminate the position on deck where
a person embarks or disembarks and the controls of the mechanical pilot hoist.
(m) A life buoy equipped with a self-igniting light should be kept at hand ready
for use, as should a heaving line. Life buoys should not be attached to the ship.
Two manropes properly secured to the ship and not less than 1 inch (28 mm) in diameter
shall be ready for immediate use if required by the pilot.
(4) Ship side doors
Ship side doors used for pilot transfer shall not open outward. The point of
ingress or egress must be no less than 5 feet (1.5 m) above the surface of the water. The
opening used for embarking or disembarking shall not be less than 5 feet (1.5 m) wide and
7.2 feet (2.2 m) tall.
(5) Access to deck
(a) Means shall be provided to ensure safe and convenient and unobstructed
passage for any person embarking or disembarking, between the head of the pilot ladder, or
of any accommodation ladder or other appliance provided, and the vessel's deck.
(b) Where such passage is by means of a gateway in the rail or bulwark,
adequate handholds or stanchions shall be provided.
(c) If passage is over the bulwark, a bulwark ladder shall be provided. The
bulwark ladder shall be securely attached to the deck or bulwark to prevent overturning. Two
handhold stanchions shall be fitted at the point of embarking or disembarking from the ship
on each side.
(d) Handholds and handhold stanchions should not extend beyond the hull of
the ship and should be free of protrusions such as loops, welded bars or pad eyes, and
should be designed to allow the human hand to grasp any portion and slide up and down, as
necessary, without removing the hand or releasing the grip. Handholds and stanchions
should be not less than 2 feet 3 inches (0.7 meter) and no more than 2 feet 7 inches (0.8
meter) apart. Each stanchion shall be rigidly secured to the ship's structure at or near its
base and also at a higher point. Handholds and stanchions shall not be less than 1 1/4
inches (32 mm) and no more than 2 inches (50 mm) in diameter, and shall extend not less
than 4 feet (1.2 m) above the top of the bulwarks or point of ingress. Stanchions or handrails
should not be attached to the bulwark ladder.
(e) Adequate lighting shall be provided to illuminate the position on deck where
a person embarks or disembarks.
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OP Notice to Shipping N-1-2008 Vessel Requirements
deemed necessary to guarantee a safe transit. Single hull tankers (single side/single
bottom, single side/double bottom, or double side/single bottom) are assigned, as a
minimum, an escort tug when they transit with cargo defined as “oils” in accordance with
Definition (1), Regulation (1), Chapter (1) Annex 1 of MARPOL. The escort tugs are
assigned, in each case, according to the following criteria:
a. For tankers of 30,000 tons DWT and over, tugs will be assigned to assist at all
Canal entrances, locks approaches through Culebra Cut and across Gatun Lake.
b. For tankers of 20,000 tons DWT and over, but less than 30,000 tons DWT, tugs
will be assigned to assist at all locks approaches and through Culebra Cut.
c. For tankers of 5,000 tons DWT and over, but less than 20,000 tons DWT, tugs will
be assigned to assist at all locks approaches and through Culebra Cut.
d. For tankers subject to Regulation 13H that are 600 tons DWT and over, but less
than 5,000 tons DWT, tugs will be assigned to assist at all locks approaches and through
Culebra Cut.
The following table provides the conversion ratio for different container sizes to a
standard TEU measurement:
For container sizes not shown in this table, the equivalency will be calculated using
the same concept.
Finally, other tariffs that utilize the PC/UMS tons basis will be converted to TEU basis
using the following equivalency: 1 TEU = 13.6 tons.
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OP Notice to Shipping N-1-2008 Vessel Requirements
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.
In addition, for Transit Reservation (booking) purposes, new rates for full container
vessels are as follows:
1050.0300 3 $11.29
For other vessels that carry containers on deck, 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. Such discrepancies could result in one or more of the
following:
• Delay of transit.
• A charge to the vessel for the detailed inspection (tariff 1084.0000, see table
below).
• Assessment of applicable sanctions for violations to provisions of the ACP
Regulation on Navigation in Panama Canal Waters.
• Additional security inspection and escort service provided by the ACP Canal
Protection Division charged to vessel.
• The following charge for the detailed inspection and/or sanctions will only be
applied if discrepancies between the information provided by the vessel regarding the
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OP Notice to Shipping N-1-2008 Vessel Requirements
number and size of containers and that resulting from the detailed inspection, are
confirmed:
TARIFF PER
VESSELS CHARACTERISTICS
TRANSIT
Vessels with a maximum capacity of up to 735 PC/UMS net tons $500
Vessels with a maximum capacity over 735 and up to 3,000 PC/UMS net tons $5,000
Vessels with a maximum capacity over 3,000 PC/UMS net tons $8,000
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OP Notice to Shipping N-1-2008 Vessel Requirements
(2) In most cases, containers utilized for shipment of goods are regulated by ISO
standard 668:1995, which classifies containers with dimensions of 20, 40, and 45 feet in
length. Although there are other containers with different dimensions, the dimensions stated
above should cover most cases. However, in cases whereby containers transported by
vessels are not included within the ISO standard 668:1995, the ACP will determine whether
to consider this cargo as containers or as other type of cargo. All cargo that does not meet
the specifications of a container must be declared as cargo in the EDCS system, and the
master or representative of a vessel should inform the ACP of this situation prior to arrival in
order to avoid confusion at the time of the inspection, which may result in delays.
• 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.
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OP Notice to Shipping N-1-2008 Vessel Requirements
(6) If bins (standard-size open top containers) are carried on deck to store
equipment, each bin will be considered as a container.
(7) When carrying windmill vanes in modified containers, each one of these
containers must be declared separately.
(8) In addition, vessels carrying any of the following: fuel oil in excess of the vessel’s
fuel oil allowance, boxes, research equipment, bait, dunnage carried for discharge and/or
reuse by another vessel, banana bags, baggage belonging to paying passengers, more
than 50 tons of cable on cable ships, or LPG in cargo tank systems used to produce and
maintain the desired cooling for cargo tanks in excess of 2% of the vessel summer
deadweight tonnage expressed in long tons must declare these items as cargo, and shall
be assessed tolls as laden. And students on training vessels and scientists on research
vessels must be declared as passengers and the laden rate will apply.
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OP Notice to Shipping N-1-2008 Vessel Requirements
advised that the PC/UMS Net Tonnage Certificates may only be altered by the Panama
Canal Authority.
b. The practice of modifying the PC/UMS Net Tonnage Certificates, with or without
the Classification Society’s seal and/or stamp, is unacceptable to the Panama Canal
Authority. These unauthorized modifications are grounds for invalidating the vessel’s
current PC/UMS Net Tonnage Certificate and, as a consequence, the Panama Canal
Authority must issue a new certificate at the standard re-issue charge of $30.00.
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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 gas-
free and considered safe for entry and safe for hot work." For gas-free
definition, refer to subsection 14.d (Tankers Claiming Cargo Tanks as "Gas
Free" or "Inert").
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. ACP requirements
regarding flash point are contained in Article 30, item GOLF.6 of the Regulation on
Navigation in Panama Canal Waters.
All solid bulk cargo carried aboard dry-bulk carriers or general cargo carriers shall be
reported in Item GOLF of the Ship Due form. The report shall provide the technical names
of the cargo in accordance with the Code of Safe Practice for Solid Bulk Cargoes (BC
Code).
The aforementioned cargo information shall be reported to the ACP at
ETA@pancanal.com, 96 hours in advance of the estimated time of arrival (ETA) of the
vessel.
f. Reporting Shipments of Direct Reduced Iron
(1) Vessels transporting Direct Reduced Iron (DRI) in any of its forms, hot or cold
molded briquettes, lumps or pellets, are required to report the shipment by its correct
technical name and International Maritime Organization (IMO) number to the Traffic
Management Unit in the vessels' advance radio messages.
(2) DRI has been classified by IMO as belonging to the "Materials Hazardous only
in Bulk, MHB" class and is listed in the IMO "Code for Safe Practice for Solid Bulk Cargoes
(BC), Appendix B." The IMO number for cold molded briquettes, lumps or pellets is "BC No.
15" and for hot molded briquettes is "BC No. 16."
(3) Additionally, the following advance information should be provided to the
Transit Operations Division (Dangerous Cargo – OPTS chemist):
(a) Copy of certification that DRI is suitable for loading.
(b) Copy of certification that DRI conforms to IMO requirements.
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(c) Statement from master or shipper that IMO precautions as listed in the
"Code of Safety Practices for Solid Bulk Cargoes" for cold or hot molded briquettes has
been followed.
(d) Copy of procedures to be followed by the ship to ensure safety of ship and
cargo in the event the cargo gets wet.
g. Precautionary Measures Due to Dangerous Cargo
The Authority takes precautionary measures for vessels carrying dangerous cargo,
which vary depending on the ship and other factors. The specific characteristics of the
cargo, and whether they are in bulk or packaged, are the primary factors which determine
what, if any, precautionary measures shall be taken.
Information on dangerous cargo on board shall be provided by the vessel no less than 48
hours in advance of arrival, and verified by the Authority Boarding Officer upon arrival.
Based on this information 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
regulation, 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.
The "PD" assigned to each vessel sets forth the imposed precautionary measures
due to cargo that will be taken for that vessel while in Canal waters, which include actions
such as the level of pilot assignments; docking, clear-cut or channel restrictions; special
precautions while at the locks, or whether or not a fire truck will stand by at the locks during
lockages.
While the precautionary measures taken by the Authority are internal actions to
ensure a safe transit or docking to every vessel, it is important that masters provide exact
and timely information as there is a direct relationship between the type of cargo and the
way the vessel is scheduled for transit or for docking at Cristobal or Balboa.
Failure to provide proper information could result in delays to the vessel.
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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.
i. Reporting Radioactive Cargoes
(1) The International Atomic Energy Agency (IAEA) is the United Nations Agency
authorized by statute to develop and promulgate regulations for the safe transport of
radioactive materials. The IAEA has published its latest edition of the Regulations for the
Safe Transport of Radioactive Material, 2005 Edition, IAEA Safety Standards Series
No. TS-R-1. The IAEA regulations serve as basis for the IMO Class 7 requirements as
published in the International Maritime Dangerous Goods (IMDG) Code.
(2) As such, the Panama Canal Authority requires all radioactive material
shipments through the Panama Canal to 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.
(3) For additional or specific requirements of any radioactive material shipment,
please contact the chemists of the Canal Port Captain (Pacific) Office at:
Phone: (507) 272-4112
Fax: (507) 272-3015
E-Mail: OPTS@pancanal.com
(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.
(2) The aforementioned insurance policies must include the Panama Canal
Authority (ACP) as an Additional Named Assured. Considering that these insurance
policies are for liability coverage, ACP may be regarded as a third party with a right to claim
under that policy. As a result, the terms and conditions of the policy must clearly establish
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that including ACP as an Additional Named Assured does not preclude the ACP from
presenting a claim under such policy, and does not curtail, in any way, the right of the ACP
to be indemnified for any damages that may be suffered.
(c) For radioactive cargoes such as INF cargo or any other radioactive cargo
not specifically identified in this Notice, please contact our chemists at the Pacific Canal Port
Captain's office (507) 272-4112, or fax (507) 272-3015.
(1) 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.
(2) Therefore, effective immediately, vessels in this category must provide, in
addition to the 30-day advance notification, full documentation of applicable certificates and
technical details of the cargo in order to allow the Panama Canal Authority the opportunity to
verify the compliance of the cargo with the IMDG Code (2004 Edition). Those 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.
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(3) For additional details on the required documentation mentioned above, please
contact the ACP chemists at the Pacific Canal Port Captain’s Office at telephone number
(507) 272-4112 or fax (507) 272-3015.
All vessels intending to transit the Panama Canal carrying Annex II liquids must have
all documents required by MARPOL Annex II onboard, and use them for their voyage
planning purposes.
The revised Annex II to MARPOL 73/78, as well as the amended International Code
for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC
Code), require that all ships (chemical and parcel tankers, as well as dry cargo ships with
deep tanks) that are certified to carry Annex II liquids have new certificates of fitness issued,
as well as comply with any other requirements under these revisions. Recognizing the
threat to the environment that ships carrying Annex II liquids may pose, and conscious of its
responsibility to safeguard Canal waters, the ACP determined that, in compliance with the
above-referenced revisions and amendments to MARPOL, ships affected by these
amendments must be in full compliance.
In order to expedite the verification process of the compliance with the new or
updated certification by the above-mentioned ships, operators are encouraged to submit to
the Panama Canal Authority (ACP) in advance, preferably electronically, the following
documents for each one of their vessels:
a. New or updated Certificate of Fitness;
b. Updated List of Annex II Cargoes that may be carried by subject vessel; and
c. International Pollution Prevention Certificate for vessels that intend to carry only
Noxious Liquid Substances.
In addition to the above-mentioned documents, all chemical and parcel tankers and
dry cargo ships with deep tanks, arriving with Annex II regulated cargo, are requested to
provide, at least ninety-six (96) hours prior to their arrival at Panama Canal waters, their
stowage plans, as well as the name of their last loading port and the departure date from
that port. These notifications shall be forwarded to:
Chemist, Transit Operations Division
Operations Department
Telephone: (507) 272-4112
Fax: (507) 272-3015
E-mail: opts-q1@pancanal.com
Vessels that do not fully provide the requested documentation and information in
advance may be subject to unnecessary delays or denial of transit, since the verification
process will be done only after the documentation and information has been received in the
above listed ACP office. Non-compliance with the requirements listed in the Amendments
to Annex II of MARPOL 73/78 will be considered a violation of the Panama Canal Authority
Maritime Regulations for the Operation of the Panama Canal.
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b. The ACP established additional security inspection and escort services to vessels
that fail to comply with the 96-hour pre-arrival notice, or that submit their pre-arrival notice
with wrong or missing information. The Canal Protection Inspection and Escort Tariff will be
applied as follows:
• A vessel inspection may be triggered due to:
- 96-hour regulations non-compliance,
- Wrong or missing information in Ship Due, Crew List or Passenger List, and
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• The total weight of cargo on board declared on the Ship Information and
Quarantine declaration will be compared with the weight declared on EDCS. A percentage
of tolerance and tare weights will be applied to offset differences due to diverse information
origin (including departure from ports within 96 hours to Panama Canal Waters) and
container weight.
• Total container units on board. For vessels with cargo movements after
boarding inspection, the Master will declare amount of containers to be loaded and
discharged.
If the information is not corrected during the provided time period, a report will be
filed to ACP-Canal Protection in order to be included in the risk assessment matrix for that
vessel. This could lead into a security inspection and/or escort of the vessel during her next
transit.
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e. Failure to comply with this requirement may result in fines and/or penalties.
• Sufficient officers and crew members forward and aft to handle lines
expeditiously when approaching a lock, while moored temporarily to a lock wall, when in a
lock chamber, or when so requested by the pilot.
• Should Canal officials or the vessel's agent require the master's presence or
attention, the request may be granted by the pilot provided the master's presence is not
momentarily essential and a qualified representative remains on the bridge. The master
shall remain or return to the bridge at the pilot's request.
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(1) 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.
(2) 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. If unable to dispose
of waste at sea, vessels may use the services available for such purpose.
(3) 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.
(4) Discharge of any internal sanitary water or sewage into Canal waters is strictly
prohibited, especially in Gatun or Miraflores lakes.
The ACP has adopted general provisions of the National Health Authority and
recommendations of the World Health Organization (WHO), as well as those deriving from
international conventions to which Panama is a party, in order to ensure the health and safety
of the employees of the ACP.
The following information governs the proper manner in which to display the
Panamanian flag on vessels while in Panama Canal waters, including its anchorages.
The Panamanian flag is divided into four rectangles of equal size. The top two
quadrants are white with a five point blue star in the center on the hoist side and plain red.
The bottom two quadrants are plain blue on the hoist side and white with a five point red
star in the center.
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The flag must be displayed with the white quadrant with the blue star on top, adjacent
to the flagpole, leaving the blue quadrant directly below and also adjacent to the flagpole.
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ANNEX 1
c. Designation of these sites by the Executive Vice President for Operations are based on
safety and operational considerations. Every effort will be made to limit the use of the
Gamboa Landing for official Canal business due to facilities and resource limitations. Pilots,
towboat personnel, line handlers, and other Authority employees on duty will be governed
by operational requirements when performing their official duties.
d. Subject to operational and safety considerations, the following are exceptions to the
above rules:
(1) Personnel utilizing Authority launch service with a service charge, may also embark or
disembark a transiting vessel at the Balboa or Cristobal anchorages and the Mine Dock.
(2) In cases of dire need or an emergency, personnel may also embark or disembark at the
locks. This will require previous approval of the Transit Operations Division executive
manager who will provide authorization on a case-by-case basis.
(3) Prevailing tariff rates will apply to ACP launch service and for gangway handling when
embarking or disembarking at the locks. Shipping Agents will be charged based on CPC
approval.
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(3) The message must name the person or persons and baggage or packages involved and
the steamship agency requesting the service.
(4) Only those person(s) and material identified and approved will be permitted to be
embarked or disembarked.
f. Steamship agents will make arrangements with the government customs and
immigration offices whenever required.
i. Ship's business and commercial enterprise activities should be conducted in the ports or
in the anchorage areas using PMA equipment.
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ANNEX 2
MARKET
SHIP TYPES CODES SHIP TYPES EXCLUDED
SEGMENT
General Cargo General Cargo 01 N/A
Refrigerated Refrigerated Cargo Carrying
02 Fishing Vessel (16)
Cargo Vessels
Dry bulk carrier 03
Dry Bulk Carriers Vehicle/Dry Bulk Carrier 10 N/A
Woodchip Carrier 27
Tanker 04 Tank Barge, Self Propelled
Tankers
Liquefied Gas Carrier 12 (24)
Dredge 90
Floating Drydock 91
Displacement Warship 93
Submarine 94
Other Displacement 99
Dry/Liquid Bulk Carrier 05
Container/Break Bulk Ship 06
Roll On – Roll Off 08 N/A
Barge Carrier 13
Barge, Not Self-Propelled 14
Barge, Self-Propelled 15
Fishing Vessel 16
Factory Ship 17
Tug 18
Others
Research Vessel 19
Cable Ship 20
Yacht 21
Rig Tender/Supply Vessel 22
Tank Barge, Not Self-Propelled 23
Tank Barge, Self-Propelled 24
Barge Integrated 25
Tank Barge Integrated 26
Other PC-Net 50
GENERAL CARGO SEGMENT
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This segment includes all vessels that transport individual items, such as boxes, pieces of
equipment and penalized cargo. This segment is not considered time sensitive.
General Cargo (01) A vessel designed to carry break-bulk general or dry cargo.
Built to transport individual items such as boxes, pieces of equipment, and penalized
cargo. Any and all cargoes are loaded either in drums and bales or on pallets,
primarily non-refrigerated. Such cargoes are put in general holds with no
specialization. This type of vessel will generally be multi-deck with facilities for
loading/discharging cargo.
Dry Bulk Carrier (03). A vessel designed to carry dry cargo in bulk such as coal, iron
ore, grain, sulphur, scrap metal, etc., in huge cavernous holds. This type of vessel is
normally single deck and machinery aft with topside tanks capable of carrying a
variety of self trimming cargoes. Includes: Ore Carrier.
Vehicle/Dry Bulk Carrier (10). A specialized vehicle carrier with decks that recede to
enable holds to carry bulk cargo. (Also to be classified here are vehicle carriers using
the platform system or flats. The vessels use the container ship principle to stow
platforms loaded with cars into cellular holds. These platforms can also carry other
cargoes such as lumber.) includes: Elizabeth Bolten - Movable deck type, Troll
Forest - Movable deck type, Pacific (Johnson Line) - Platform system, Suecia
(Johnson Line) - Platform system.
Woodchip Carrier (27). Vessel designed for carrying wood chips only.
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TANKERS SEGMENT
This segment is largely price-driven and shows signs of certain time sensitivity. This
segment includes vessels transporting liquid cargoes, many of which are classified as
hazardous materials such as crude oil, oil products, chemicals and petrochemicals.
Tanker (04). A single-deck vessel designed to carry liquid bulk cargo in sealed,
baffled and vented-type holds or tanks. Excludes: Gas Carriers (12), Local Refinery
Barges (24). Includes: Crude oil Carriers, Bulk Petroleum Product Carriers, Bulk
Wine Carriers, Juice Carriers, Molasses Carriers, Liquid Chemical Carriers and
Tankers carrying grain.
Liquefied Gas Carrier (12) A cargo ship constructed or adapted and used for the
carriage in bulk of any liquid gas or other product listed in Chapter 19 of the IGC
Code. Includes: Liquefied Natural Gas Carriers (LNG) and Liquefied Petroleum Gas
Carriers (LPG).
Vehicle Carrier (09). A highly specialized ship that is designed to carry cars, trucks
and other wheeled or tracked (i.e. self-propelled) vehicles. Unsuitable for virtually all
other types of cargo so that operators are entirely dependent on those cargoes and
particularly the vehicle manufacturers. The vessel is fitted with ramps which enable
the vehicles to be driven on and off the ship. The deep-sea trades have largely given
way to PCTCs where some of the decks are higher, thus enabling trucks and other
‘high and heavy’ cargoes to be carried.
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Passenger Ship (11). 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. Only those specifically designed for
passenger transport will be eligible for the application of the per-berth tolls charge.
Those passenger vessels that also carry other types of cargo will continue to be
charged on the actual toll basis (PC/UMS tonnage).
DISPLACEMENT SEGMENT
The vessels under this category pay tolls based on the Fully Loaded Displacement.
Floating Drydock (91). A dock that floats on the water and can be partly
submerged to permit a ship to enter it and afterward floated to raise the ship high and
dry as in a permanent dry dock.
Warship (93). Any government-owned vessel used by its owners for military
purposes, including armed coast guard vessels and naval training vessels. Auxiliary
vessels such as tankers, ammunition vessels, refrigerated vessels, repair vessels,
tenders, or vessels used to transport general military supplies, are excluded from this
definition.
Submarine (94)
Vessel designed for underwater operations primarily for military purposes.
OTHERS
Dry/Liquid Bulk carrier (05). A vessel designed to carry both liquid and dry bulk
cargoes either at the same time or alternately. Includes: Ore/Oil Carriers, Bulk/Oil
Carriers, Ore/Bulk/Oil Carriers.
Roll On-Roll Off (08). A vessel which is specially designed to carry wheeled
containers or trailers, and only use the roll on-roll off method for loading and
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unloading. Containers and trailers are stowed on board on their transport wheels.
Includes: CT - Container/Trailer Ships.
Barge Carrier (13). A vessel specially designed to carry barges. This type of vessel
may also carry containers and barges at the same time or may be fitted to act as a
full container vessel. However, its primary purpose is the carriage of barges.
Includes: Lash, Sea bee (Also called "Lighter Carriers").
Barge, Not Self-Propelled (14). A barge without its own means of propulsion.
Includes: Individual lighter units usually carried by barge carriers but being towed
through the Canal independently. Excludes: Tank Barge (23).
Barge, Self-Propelled (15). A barge with its own means of propulsion. Excludes:
Tank Barge (24).
Fishing Vessel (16). A vessel designed primarily for the capture of fish and other
marine species. Includes: Trawlers, Purse, Seiners, Shrimpers.
Factory Ship (17). A vessel designed with the proper installations for processing
fish or other marine species. The process might consist of canning, packaging, oil
extraction, fishmeal manufacture and others. Factory ships usually carry plant
workers in addition to the regular crew complement. Includes: Floating fishmeal
plants, Fish packers, and Whale oil factories.
Tug (18). A boat used for towing and pushing other vessels.
Cable Ship (20). A vessel fitted for laying and repairing underwater cables.
Yacht (21). Any vessel, which can be identified as a pleasure craft (non-commercial
use). Includes: Sailboats and Motorboats,.
Tank Barge, Not Self-Propelled (23). A barge without its own means of propulsion
designed for the carriage of liquid cargoes below deck or in fixed tanks above deck.
Tank Barge, Self-Propelled (24). A barge with its own means of propulsion
designed for the carriage of liquid cargoes below deck or in fixed tanks above deck.
Includes: Tank barges with outboard motors. Exclude: Tankers (04), Gas Carriers
(12).
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Other-PC Net (50). Vessel types not classifiable under any specific ship type code
mentioned above. Includes: Hospital ships, Troop ships, Buoys, Rail, Ferry,
Icebreaker, Floating crane, Army and navy transport and Supply ships.
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ANNEX 3
All Locks Composite Maximum Clearances
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