PANAMA CANAL AUTHORITY ACP Maritime Oper
PANAMA CANAL AUTHORITY ACP Maritime Oper
PANAMA CANAL AUTHORITY ACP Maritime Oper
N-1-2007
Vessel Requirements
This Notice is effective on the date of issue and cancels MR Notice to Shipping No.
N-1-2006. A revised Notice will be issued in January of each year or when otherwise
required.
e. The new booking rates for full container vessels were incorporated into Section
12, Admeasurement System for Full Container Vessels, on page 39. In addition, the
requirement for vessels to provide information regarding the actual number and size of
containers carried on board was also incorporated on page 39.
f. Reference to Form 4376 was deleted on page 47. This form was used to report
cargo information 96 hours in advance of the estimated time of arrival (ETA) of the vessel.
g. The IAEA edition was updated in paragraph 16.i(2), on page 49.
h. Paragraph 16.j(2) was added on page 49 to include a new requirement
regarding coverage for transiting vessels carrying radioactive cargoes.
i. Finally, the Pacific CPC office telephone number and the IMDG Code edition
were updated in pages 50 and 51.
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MR NOTICE TO SHIPPING N-1-2007
vessel traffic flow and control, vessel material conditions and inspections, hazardous
cargo, Canal physical conditions, and emergency response for fires or oil/chemical spills.
The responsibilities of the Transit Operations Division manager are exercised through the
Canal port captain on duty.
4. Communication Channels
Direct communication with the Maritime Operations Department units may be
established by the following means:
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MR NOTICE TO SHIPPING N-1-2007
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:
Increases in fuel prices and other supplies impacted tugboat, launch, and
linehandling operating costs making it necessary to adjust tariff rates during 2006. The old
rates had been in effect since March 2004. The new tariffs increases are listed below:
Additionally, at the request of our customers, the ACP established special tariffs for
tugboat services for turnaround transits. Specifically, there will be a tariff for vessels
transiting through one or two sets of locks and their return trip. These rates will better
reflect the costs incurred for actual resources employed during these special transits. The
new tariffs are available at: http://www.pancanal.com/eng/maritime/tariff/index.html.
All requests to transit the Panama Canal or anchor in Canal waters will carry implicit
authorization for the ACP to disclose, through the EVTMS System, information regarding the
vessel and its estimated time of arrival (ETA) to those duly registered with the ACP to provide
services to said vessels.
Authorization to access the EVTMS system will require signing a contract with the
ACP wherein the terms and conditions required of the subscriber are defined. This contract
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MR NOTICE TO SHIPPING N-1-2007
will include the established tariff, as well as confidentiality restrictions regarding the use of
information obtained through this system. Non-compliance with the terms and conditions of
this contract, including non-payment of the tariff in a timely manner, may result in the
suspension of access to this service.
The EVTMS system will only be available, with the limitations and restrictions
established in the contract, and based on the nature of the activity performed, to the
following:
Requests for access to the EVTMS system and its access contract may be directed
to the Transit Operations Division at 272-5951. All new requests must state the purpose
for such access; identify a point of contact; and provide a company postal and street
address, as well as telephone and facsimile numbers. These requests shall be submitted
in writing to [email protected], or delivered to:
ACP requires that a Customer Code be provided to every vessel’s visit to transit the
Panama Canal, with the exception of yachts or government vessels. The customer code
provided by the vessel’s agent for a vessel’s visit must be the customer code that belongs
to the company responsible for each transit within that visit, and providing a customer
code belonging to an entity that does not represent, own, operate, or charter the transiting
vessel is prohibited. Therefore, the customer code provided must belong to:
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. However, after completion of a vessel’s visit, agents and customers are granted a
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MR NOTICE TO SHIPPING N-1-2007
30-day grace period in order to request corrections to the customer code provided in the
vessel’s visit, so that the correct customer code is credited when publishing the customer
code ranking. The customer code ranking is available at: http://www.pancanal.com/
evtms-rpts/agents/VI5350RP.pdf.
ACP provides several systems and reports, which are readily available to verify
customer codes that were reported for each vessel's visit, such as: EDCS (ETA and SHIP
DUE Module), and EVTMS (Daily Information Report, Arrivals Report, Vessel’s Visit
Itineraries Screen, and the Vessel Schedule Report). In addition, the Agent/Customer
Summary report, available through EVTMS, provides a summary of all transiting vessels
represented by local shipping agents that are logged in. This report contains information
for the last 60 days.
An important factor in the competition toward obtaining reserved transit slots is the
utilization of the Customer Code, which can affect customer ranking.
Canal customers shall maintain their official electronic mail addresses current by
contacting the Customer Relations Unit at: [email protected].
Effective January 1, 2007, all vessels intending to transit the Panama Canal
carrying Annex II liquids shall have all documents required by MARPOL Annex II onboard,
and use them for their voyage planning purposes.
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MR NOTICE TO SHIPPING N-1-2007
ACP regulations require compliance with the MARPOL convention, including any
subsequent amendments. The Marine Environment Protection Committee (MEPC) of the
International Maritime Organization (IMO) announced the entry into force since January 1,
2007, for 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).
These revised amendments 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 shall
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 has 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. Temporary certificates will be accepted
only for the first transit after January 1, 2007, in the event the new certificates are being
processed;
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 on or after January
1, 2007, are hereby 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:
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. Please take note that 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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MR NOTICE TO SHIPPING N-1-2007
Vessels that do not fully comply with the amended Annex II of MARPOL 73/78
regulations may be approved for transit during the month of January 2007 on a one-time
basis. If approved for transit, these vessels will be assigned additional resources as
deemed necessary in order to guarantee a safe transit, be required to sign the Panama
Canal Authority Form 4322 “Undertaking To Release and Indemnify” and may be
requested to submit a guarantee prior to the transit. The additional resources will be
assigned at the vessel’s expense. No exceptions will be made after February 1, 2007.
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 ACP is concerned with the recent outbreak of avian flu that has generated
alarm in many countries. Although vessels are required to declare animal and diseases on
board, as well as their last ten port calls, the ACP also requires vessels to declare the
following information in the visit remark section of the EDCS Ship Due form, prior to their
arrival at Canal waters:
• Birds on board, and if any have died;
• If declared port calls are located in countries identified as having outbreaks
of Avian Flu; and,
• If passengers or crewmembers on board are experiencing flu-like symptoms,
and what has been the evolution of such condition.
Among the countries already identified as having outbreaks of avian flu are Turkey,
Romania, Russia, China, Thailand, Taiwan, Vietnam, Indonesia, Pakistan, Japan, South
Korea, Cambodia and Laos.
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MR NOTICE TO SHIPPING N-1-2007
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.
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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MR NOTICE TO SHIPPING N-1-2007
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 [email protected] or at (507) 272-4567 (Balboa) or (507) 443-2298
(Cristobal).
E-mail: [email protected]
Fax : (507) 272-3892
Mail : AUTORIDAD DEL CANAL DE PANAMÁ (ACP)
Maritime Operations Department
Bldg. 729
Balboa-Ancon, Panama
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MR NOTICE TO SHIPPING N-1-2007
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 ....................................................................................... 7
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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22. Sanitary Facilities and Discharging Vessel Wastes, Ballast and Sewage 55
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MR Notice to Shipping N-1-2007 Vessel Requirements
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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
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.
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 Maritime Operations Director, 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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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.
(3) The maximum aggregate overall length for non-self-propelled vessels
acceptable for transit is 850 feet (259.1 m), including accompanying tugs. Accompanying
tugs must lock through with the non-self-propelled vessel. One-time only transits that
exceed these limitations may be permitted on a case-by-case basis with prior approval of
the Transit Operations Division manager, and subject to additional requirements and
limitations in accordance with Paragraph 2.j(9) of this section.
b. Maximum Beam
(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 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
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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
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 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 manager, not later than two
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MR Notice to Shipping N-1-2007 Vessel Requirements
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.
(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 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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MR Notice to Shipping N-1-2007 Vessel Requirements
(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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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 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. 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
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MR Notice to Shipping N-1-2007 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 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 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
F / M / L OIL / WATER /
742 ft 32’ 08” 29’ 08” 600 ft DRY & LIQUID BULK /
6 AB
226.16 m 10 m 8.84 m 182.88 m PASSENGER / CAR
CARRIER
AB: 33’ 01” AB: 30’ 02” F / M / L OIL / WATER/
10.08 m 9.15 m 850 ft DRY & LIQUID BULK /
1,050 ft
7 ABCD CD: 32’ 06” CD: 29’ 06” 259.08 m PASSENGER / CAR
320.04 m
9.90 m 8.85 m CARRIER
470 ft 30’ 02” 27’ 06” 530 ft DRY DOCK EXCLUSIVE
8 143.26 m 9.19 m 8.24 m 161.54 m USE
280 ft 20 ft 19 ft 280 ft
13 85.34 m 6.10 m 5.79 m 85.34 m REPAIRS
775 ft 42’ 06” 39’ 06” 775 ft
CARGO CONTAINER
14 AB 236.22 m 13 m 12 m 236.22 m
900 ft 42’ 06” 39’ 06” 800 ft
CARGO CONTAINER
15 AB 274.32 m 13 m 12 m 243.84 m
1100 ft 52’ 05” 49’ 06” 1000 ft
16 335.28 m 16 m 15 m 304.80 m CARGO CONTAINER
1100 ft 52’ 05” 49’ 06” 1000 ft
17 335.28 m 16 m 15 m 304.80 m CARGO CONTAINER
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MR Notice to Shipping N-1-2007 Vessel Requirements
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
1 Approach to Pier 1 40 12.19 39 11.89
232° Fuel Load
2 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
Pier 1 – South Fuel Load
3 232° 704 215 625 191 40 12.19 37 11.28 775 236 25’ 4” 7.72 None
A&B Disch-Stores
4,5 232° Approach to Pier 2 35 10.67 34 10.36
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:
1. Vessels scheduled to dock at Pier 1- South exceeding 32 feet of draft have to be scheduled
taking in consideration the tide height and the depth at Pier 2 – North (35 feet MLWS).
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MR Notice to Shipping N-1-2007 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
977 ft 41 ft 39 ft 05 in 920 ft F / M / L OIL / WATER / ALL
7 AB
297.78 m 12.50 m 12.01 m 280.42 m TYPE OF CARGO
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
1070 ft 41 ft 40 ft 1000 ft F / M / L OIL / WATER / DRY
16 AB
326.13 m 12.50 m 12.19 m 304.80 m & LIQUID BULK
16 1070 ft 41 ft 40 ft 1000 ft F / M / L OIL / WATER / DRY
CD
326.13 m 12.50 m 12.19 m 304.80 m & LIQUID BULK
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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MR Notice to Shipping N-1-2007 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 manager (ACP-MRT).
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MR Notice to Shipping N-1-2007 Vessel Requirements
(3) Vessels that have had the appropriate plans approved will normally retain
such approval unless it is determined by the Transit Operations Division manager that
modifications are necessary to ensure safe transit.
(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 (MRTD) 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 (MRTD) 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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MR Notice to Shipping N-1-2007 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 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 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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MR Notice to Shipping N-1-2007 Vessel Requirements
must maintain a minimum clearance of 3.3 feet (one meter) between any locks equipment
and 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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MR Notice to Shipping N-1-2007 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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MR Notice to Shipping N-1-2007 Vessel Requirements
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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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MR Notice to Shipping N-1-2007 Vessel Requirements
pilot’s close approach to these areas. Bridge wing controls shall be so positioned that
neither the controls nor the operator interfere with the pilot's functions.
(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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MR Notice to Shipping N-1-2007 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:
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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 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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
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).
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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
k. Compass
(1) Ships of less than 150 gross tonnage (ITC69) shall be fitted with a steering
compass and have means for taking bearing.
(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.
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MR Notice to Shipping N-1-2007 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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MR Notice to Shipping N-1-2007 Vessel Requirements
(3) The AIS equipment shall be installed according to IMO "Guidelines for
Installation of Shipborne Automatic Identification System (AIS)", including the installation
of a Pilot Plug. The Pilot Plug shall be close to conning position No. 1 on the navigation
bridge. This plug shall be labeled "AIS PILOT PLUG", and shall have nearby a USA
standard (NEMA 5-15R) 120V, AC, 3-prong power receptacle, to provide power to the
pilot's laptop computer. This receptacle shall be connected to emergency power. The IMO
"Guidelines for Installation of Shipborne Automatic Identification System (AIS)" are
available on the web page of the IMO at the following address:
http://www.imo.org/includes/blastData.asp/doc_id=2741/227.pdf
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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MR Notice to Shipping N-1-2007 Vessel Requirements
conducted between the dates of July 1 and December 31, 2004. Subparagraphs .1, .2,
and .3 of paragraph 2.4.2 of this same regulation remain in effect. Passenger ships and
Tankers are covered by subparagraphs .1 and .2, respectively. However, the Panama
Canal recognizes that not all vessels will have their permanent AIS systems installed until
December 31, 2004; therefore, vessels will have the choice of a rental AIS ready vessel
tracking portable unit from the ACP.
In addition, the Panama Canal will make an exception with older ships that only
have 100VAC to 110VAC electrical service available on the bridge, instead of the required
120VAC, as well as with those vessels that have a 2-prong USA standard electrical outlet,
instead of the required 3-prong outlet. This lower voltage and type of outlet (NEMA 1-
15R) 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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MR Notice to Shipping N-1-2007 Vessel Requirements
h. There must be a clear passage free of obstructions from the boarding facility to
all working areas; otherwise, catwalks with handrails and steps must be provided. Figure 5
is a sketch of a catwalk and ladder acceptable to the Authority.
i. The working area near chocks and bitts on all dead tows must be clear of
obstructions and fitted with safety rails or lines at the vessel's sides.
j. Tows must provide a pilot shelter with a clear view forward on the center line,
about midway between the bow and stern. This shelter may be permanent or portable, but
must protect the pilot from the elements. All tows with beam in excess of 80 feet (24.38 m)
shall provide pilot shelters at the extreme beams from which the pilots may readily view
the vessel's sides.
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 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 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 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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MR Notice to Shipping N-1-2007 Vessel Requirements
(1) From Buoys 1 and 2 in the Pacific entrance channel to Gamboa Reach, and
vice versa.
(2) From the north end of Gatun Locks to Buoy 3 in the Atlantic entrance
channel, and vice versa.
b. In cases where the overdraft is negligible, the assignment of one or more
towboats may be waived at the discretion of the Canal Operations Captain or his
designee.
c. The following conditions require that vessels be towed through the entire Canal,
and the masters shall report these conditions and request the towing services:
(1) Vessels without mechanical motive power;
(2) Vessels with disabled machinery or bad steering; and
(3) Vessels liable to become unmanageable for any other reason.
d. In addition, ACP authorities may require vessels to make use of one or more
towboats through Gaillard 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).
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MR Notice to Shipping N-1-2007 Vessel Requirements
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.
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)
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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 (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
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MR Notice to Shipping N-1-2007 Vessel Requirements
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
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.
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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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(14) Vessels with large flared bows or unusually high freeboard, such as
container vessels or vehicle carriers, will be required to provide single closed chocks
located further aft than those required in Paragraph 8.a(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 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 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 chocks and bitts further aft than
the 80 to 90 feet (24 to 28 m) abaft the stem as in Paragraph 8.a(11) above. This position
will allow ACP tugboats to work safely under the bow flare 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.
(17) Any vessel that fails to meet these requirements may be denied transit. If
the Maritime Operations Director 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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b. Safe boarding facilities should be available through the entire transit for ACP
personnel or others. Improper boarding facilities may delay the transit or, if deemed safe
by the Authority, may require use of a tug to hold the vessel dead in the water during
boarding or disembarking operations. This is considered a vessel deficiency, therefore the
tug will be charged to the vessel.
c. Boarding facilities of vessels arriving the Canal shall comply with the
requirements shown below, which conform with Regulation 17, Chapter V, International
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Convention for Safety of Life at Sea (SOLAS), including all current amendments, annexes
and resolutions.
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.
(2) When it is intended to embark and disembark ACP personnel or others by
means of the accommodation ladder, or by means of mechanical pilot hoists or other
equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry
such equipment on each side, unless the equipment is capable of being transferred for
use on either side.
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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MR Notice to Shipping N-1-2007 Vessel Requirements
(d) Each step shall rest firmly against the ship's side; where constructional
features, such as rubbing bands, would prevent the implementation of this provision,
special arrangements shall be made to the satisfaction of the Authority to ensure that
persons are able to embark and disembark safely.
(e) A single length of ladder shall be used capable of reaching the water from
the point of access to, or egress from, the ship; in providing for this, due allowance shall
be made for all conditions of loading and trim of the ship and for an adverse list of 15
degrees. Whenever the distance from sea level to the point of access to the ship is more
than 30 feet (9 m), access from the pilot ladder to the ship shall be by means of an
accommodation ladder or other equally safe and convenient means.
(f) The securing strong points, shackles and securing ropes shall be at least
as strong as the side ropes.
(g) The steps of the pilot ladder shall comply with the following requirements:
• If made of hardwood, they should be made in one piece, free of knots
or other defects. If made of material other than hardwood, they should be of equivalent
strength, stiffness and durability to the satisfaction of the Authority.
• The four lowest steps may be made of rubber of sufficient strength
and stiffness or other material to the satisfaction of the Authority.
• 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 (400 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 (300 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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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 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) 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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
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.
(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.
(3) 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.
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MR Notice to Shipping N-1-2007 Vessel Requirements
a. For tankers of 30,000 tons DWT and over, tugs will be assigned to assist at all
Canal entrances, locks approaches through Gaillard 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 Gaillard 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 Gaillard Cut.
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MR Notice to Shipping N-1-2007 Vessel Requirements
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
Gaillard 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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MR Notice to Shipping N-1-2007 Vessel Requirements
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
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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MR Notice to Shipping N-1-2007 Vessel Requirements
(3) Such ships transiting for the first time, or that only transit occasionally with
deck-loaded containers, will be checked by boarding officers or port captains or both to
determine the need for visibility waivers.
(4) Such ships transiting regularly with deck-loaded containers will be advised of
any limitations on the number and configuration of deck-loaded containers necessary to
satisfy minimum shipboard visibility requirements.
d. Characteristics of containers used by vessels designed to carry containers.
(1) The ACP has adopted the definition for freight container as established by
the International Standards Organization, as stated below, which should be utilized as a
guideline for reporting the number of containers carried onboard in the EDCS system.
(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.
(4) When transported, “Flat Racks” will be considered equivalent to an NTT
(Number of TEU Transported) Inspection as follows:
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MR Notice to Shipping N-1-2007 Vessel Requirements
(5) In cases where “Flat Racks” exceed the dimensions established above, the
length and width will be determined and a height of 9.5 feet will be applied. “Flat Racks”
will be considered independently, whether loaded or empty. If empty “Flat Racks” are
stacked on top of each other, the ACP will only charge for one flat rack, provided the
height of the stack does not exceed 9.5 feet; otherwise, an additional “Flat Rack” will be
charged. On the other hand, when “Flat Racks” are loaded, and its cargo exceeds 9.5
feet it will not count it as another container.
(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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Tankers shall report the cargo loading condition of each tank, to include slop and
empty tanks. Specific information required includes the following:
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MR Notice to Shipping N-1-2007 Vessel Requirements
• 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.
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).
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MR Notice to Shipping N-1-2007 Vessel Requirements
(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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(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
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establish 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) 272-4112/4219, 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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• Delay of transit,
• Fines
All additional resources provided by the Canal on account of discrepancies
identified during the verification of the cargo declaration will be charged to the vessel.
Notwithstanding the above, the discrepancies detected shall be corrected and submitted
through the ACP Electronic Data Collection System (EDCS) before the vessel departs to
sea. Failure to do so may result in a notification being sent to the Port Facility Officer of
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the next port of call, as well as in an increase to the vessel’s assigned security level the
next time the vessel is presented for transit.
• 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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• is of sufficient size that someone can bodily enter to perform an assigned task;
• A full watch on deck and in the engine room while underway in Canal waters.
• 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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• Inability to relay
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