yacht panama canal

• Yachting World
• Digital Edition

Through the Panama Canal in a yacht

• June 30, 2022

Transiting through the Panama Canal in a yacht is a once in a lifetime experience. We get advice on planning this unique passage from skippers who’ve crossed recently

Romeo hops over the guardrail at sunset. Our young Panamanian advisor, here to guide us through the first three ascending locks of the Panama Canal, politely turns down a Coca Cola, and accepts a glass of warm water instead as we make our way through the Panama Canal in a yacht.

We hoist the anchor, and begin motoring across The Flats – a sweeping, artificial anchorage built around the industrial city of Colon, writes Max Campbell.

Never have I felt this nervous before a passage. The root of my fear is being dependent on Elixir’s little Volvo Penta engine, something I don’t fully understand. For some reason this terrifies me.

My parents have flown out especially for the passage. The Canal transit has been a ‘bucket list’ trip my stepdad has been itching to tick off. We reach the entrance to the first of the Agua Clara locks, and it’s completely dark. The monstrous chambers are lit by a line of aggressive orange lights, and for a moment I’m lost in the enormity of it all.

Our first challenge is to come up alongside a 50ft catamaran. I’ve always struggled with the prop walk on my S&S Swan 37 Elixir , and the stiff tradewind isn’t doing much to help. With another monohull on the far side, we combine our three vessels into one and move through the locks in a confusion of lines and fenders.

We enter the lock behind the rusting hulk of a car carrier – its great steel hull, only an arm’s reach from the concrete walls. As the door closes, it seems as if everything is towering above us. Three locks raise us to a dizzying height of 28m above sea level. Before we enter Gatun Lake, we bid farewell to Romeo. The night is spent secured to a big, yellow mooring buoy, surrounded by the demonic screams of howler monkeys.

Container ship for company in the Panama Canal. Photo: Max Campbell

By 0800 our new advisor, Raphael, has leapt on board and the engine won’t start. Yesterday’s solid run had shaken a few things around. Despite Raphael’s scowling from the cockpit, we find the loose grounding bolt.

Within 10 minutes we’re hurrying through the isthmus of Panama, as the morning sun casts a stain on our improvised awning. Caymans dart across the channel, and all around us lies the endless tangle of Panamanian rainforest. This is the first time I’ve been inland on Elixir, and everywhere I look are dramatic views of the surrounding landscape. Vast tracts of jungle lead to rolling curves and deep channels gouged into the countryside.

It’s mid-afternoon when we arrive at the three descending locks. Instead of forming a raft, we’re instructed to enter the lock alone. Using our four, hired mooring lines, we park Elixir under the imposing bow of a Maersk cargo carrier. Four shore-based line-handlers lead Elixir from one lock to the next. After three slow descents, the final set of gates open, and for the first time in decades, Elixir ’s hull parts the Pacific.

The Panama experience

A Panama Canal crossing is a unique and significant moment. As a piece of engineering, the canal’s ambition is unrivalled, its construction representing both a remarkable achievement and a dark period of history which saw tens of thousands of workers killed by the venomous snakes, insects, and spiders which lay lurking in the Panamese jungle, as well as rife diseases including yellow fever and malaria.

The canal was finally opened in 1914, a chain of six locks covering 45 miles of waterway connecting the Caribbean Sea with the Pacific Ocean . The scale of each lock is vast: 110ft wide and 1,050ft long, and over 41ft deep.

These dimensions defined the biggest cargo vessels on the world’s oceans – Panamax ships – for over 100 years. In 2016 a significant extension was opened, with a new set of larger locks, known as the Agua Clara/Cocoli locks, over 1,400ft long, 180ft wide, and 60ft deep. The larger capacity allowed for giant NeoPanamax ships of up to 49m beam, carrying up to 20 rows of containers.

Yachts and smaller vessels continue to use the original Gatun/Miraflores locks. However, even the relatively smaller shipping which makes up the bulk of traffic in these locks can be intimidating.

We asked skippers and rally organisers who’d recently taken yachts through the Panama Canal for advice on preparing for a smooth crossing.

‘Smaller’ Panamax shipping and yachts use the original Gatun locks. Photo: Hemis/Alamy

The process

The first decision for cruisers planning a Panama crossing will be which approach to take. It’s widely recommended to allow some time to explore a little of the ABC (Aruba, Bonaire, Curacao) islands and San Blas Islands (indigenous name Guna Yala). The Oyster World Rally fleet all opted to go via San Blas islands. Allie Smith, head of events for Oyster, reports that as the yachts declared into Panama in San Blas, it reduced the formalities when they got to Shelter Bay, Panama.

A South American mainland stopover might appeal, but Venezuela is off the list for most cruisers at the moment due to security risks, though sailing Colombia , particularly Cartegena, is a popular alternative.

Another is sailing west up the Panamanian coast to explore Bocas Del Toro. For most the timings will be driven by passage lengths in the South Pacific, particularly allowing for islands closed to visiting yachts due the pandemic, and the South Pacific cyclone season (November to April). Hence most yachts cross between January and March.

The Oyster 565 Adalia enjoying the San Blas islands prior to transiting the Panama Canal. Photo: Oyster World Rally

Nick Bubb transited the canal with his family in their Nautitech 40 in March this year. “To maximise our time in the Pacific we were keen to transit the canal by at least mid-March and were ‘on a schedule’ since leaving the Canaries at the end of November. Happily it all worked out and, after several wonderful months in the Caribbean, we had a fantastic time in Bonaire and ended up staying there an extra week to ensure we got a good weather window to head to the San Blas Islands.

“We’d considered stopping off in Cartagena, Colombia, but it was just too windy. The weather off the Peninsula De La Guajira is notoriously bad and, despite waiting for a window, we still had over 30 knots and 3-4m seas at times.

“If you were organised and prepared to potentially sail upwind a little you could head direct to Shelter Bay Marina, get measured and then pick a date (within a two month window after measurement) and head off to San Blas before returning to transit the canal on your chosen date. This would certainly help if you have friends coming out to join you.”

The next stage is getting measured, and booking a transit date. This will vary depending on the time of year you want to cross. Bubb explains: “For a regular cruising boat that’s not part of a rally, it’s not really possible to book a transit date until the boat has been measured by the canal authorities. Like most people, we arranged this in Shelter Bay Marina, which is just a few miles from the canal entrance on the Caribbean side.

“Prior to our arrival in Panama, we were in contact with our agent (Erick at Centurion) trying to arrange a measurement date, however you can’t get this until you arrive and it’s not usually possible to be measured over public holidays, or on weekends, so if you’re keen to limit your waiting time, try to avoid these! We were given a transit date 12 days after being measured, which seemed pretty typical for a fairly busy time of year. We took care to arrive just after the Oyster World Rally and the World Odyssey 500 fleets had gone through, in order to avoid additional delays.”

Skipper Nick Bubb opted to take trusted friends as line handlers. Photo: Nick Bubb

Max Campbell, who crossed slightly earlier on his Swan 37 Elixir, experienced a similar time frame. “Three days after our arrival in Shelter Bay, a member of the Canal Authority came to measure Elixir, and issue our Ship Identification Number. I requested a transit date eight days later, in order to allow the line handlers to arrive. We arrived in a particularly busy time, alongside the Oyster World Rally and the World ARC. The longest time I heard of anyone waiting was three weeks.”

It’s a different experience if crossing with a rally. Allie Smith says she booked the week-long time slot that the 23 Oysters on the World Rally would transit the canal some 20 months in advance, and has already booked the crossing for the 2024 rally, although even for a large group of yachts precise dates and timings won’t be confirmed until the last minute. Yachts that had arrived in Shelter Bay before the Oyster fleet had a two- to three-week wait for their transit.

The measurement process involves the yacht being physically measured to include davits etc. For yachts around 65ft LOA any additional length can nudge you up a price bracket, increasing the costs considerably. “We had more boats in the bigger category than we expected, even after we’d sent in all the measurements of the boats,” explains Allie Smith. The measurer may also check mooring lines, holding tank facilities, and ask about engine speed and manoeuvrability.

Agents and advisors

For yachts not crossing as part of a rally, most owners pay for an agent to smooth the process. Bubb explains: “We’d recommend using an agent, especially in this Covid era, we didn’t meet many boats who hadn’t. Agent fees are $350 and made life a lot easier. They arranged all our paperwork and measurement certificates, plus booked the transit and generally saved a lot of faff and stress! The rules and regs seem to be always changing, so it can be a bit of a minefield. Erick also arranged things like fumigation, which is a requirement prior to departure for the Galapagos, along with the immigration and customs formalities.”

Heavy duty tyre fenders can be rented. Photo: Behan Gifford

Max Campbell also recommends taking an agent. “You can save yourself $200-300 by doing the work yourself, but personally I feel it’s well worth it. If you join the Panama Cruisers, you receive a discount for the transit, which is worth more than the price of joining, making you a saving!

There are also security risks to not taking an agent, Campbell explains: “With an agent, you can pay for the whole lot (canal fee, cruising permit, lines and fenders) with a bank transfer. They also usually cover the buffer fee, which is a deposit of $1,000 that is returned after the transit. If you don’t use an agent, it’s only possible to pay for your transit directly to the Canal Authority in the city of Colon.

“The Canal authority requires payment in cash, and the nearest cash machine is a few blocks away, in the middle of a city not known for its security.”

While an agent is optional, taking a canal advisor is not. An ACP Canal Advisor will be on board throughout the transit, usually a different one on each day. Advisors instruct skippers on how to navigate the locks, but skippers remain in charge of their own vessels. The advisors have thorough knowledge of the unusual currents in the canal, and may give instructions that seem counter-intuitive. They may also have varying experience of yacht handling.

Rafting overnight in Lake Gatun (don’t be tempted to swim, there are crocodiles!) Photo: Oyster World Rally

Bubb reports: “It’s important to remember that you have canal advisors on board, not pilots. They don’t take on any actual responsibility, don’t know how your boat will respond when manoeuvring, and we found they often went missing at key times. You are the skipper and you need to remember that.”

Yachts over 65ft have to pay a higher rate for what is referred to as a ‘pilot’ rather than an advisor, though this only demarks seniority, not a change of role. “There’s no difference at all apart from the fact that the pilot is automatically in charge, for example, if one of the rafts has two boats with advisors and one boat with the pilot. But they do exactly the same job,” explains Smith.

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In addition, each boat is required to have four line handlers (who must be over 16). It’s possible to recruit paid handlers via an agent, or find volunteers among other yacht crew in Shelter Bay wanting to gain experience before making their own transit. But there are advantages to taking known and trusted crew if possible.

Nick Bubb explains: “We opted to take three friends with us. A lot of people advise paying experienced locals to join you but I felt having strong guys who spoke perfect English was probably more useful. There are so many videos online that even if you haven’t been through before, you can really build up a lot of knowledge before you do it for real!”

You must have four lock lines (minimum 125ft long), plus springs for rafting, and plenty of robust fenders: usually a combination of the boat’s own fenders and rented black plastic-wrapped car tyres. Decks should be kept as clear as possible, and it’s advisable to cover solar panels with plywood or seat cushions to protect from the monkey fist knots on the end of lines thrown by the shore handlers. Allie Smith noted that some yachts experienced water coming up through hull seacocks, such as fridge drains, due to the water pressure as the locks fill.

Nick Bubb and family made a successful transit of the Panama Canal on their Nautitech 40 Quickstep Two. Photo: Nick Bubb

There are a number of scenarios for transiting the canal, including being a raft of up to three yachts abreast in the middle of the channel (known as centre chamber lockage); rafting onto a tug boat or small commercial vessel, such as a tourist boat; or tying onto the lock walls (the least preferable due to the risk of rig damage). Line handlers on the outside vessels manage the lines ashore.

If in a raft alongside other yachts the advisor on board the centre yacht will take the lead control. Nick Bubb explains: “The biggest boat by combination of length and horsepower will go in the middle of your raft, assuming you end up in the typical three-boat raft.

“A catamaran (assuming two engines) is very easy to manoeuvre under engine, but you’re slightly at the mercy of the central boat in the raft and really only there to help keep it straight.”

Bubb advises: “It’s definitely worth having a good chat to the other skippers in your raft as soon as you can, so you build up a good rapport. With a bit of insider knowledge from your agent, you might be able to figure out who you’re going to raft with the day before, so this makes things a bit easier.

Panama Canal at night. Photo: Max Campbell

He adds: “The load on your mooring cleats can be enormous so make sure they are in good shape with big backing plates etc. As we left the last Gatun lock, the ship ahead of us (they go ahead on the way up and behind on the way down) went full throttle and with the ensuing turbulence, we got thrown about all over the place. At one point all three boats were hanging off our stern cleat and the loads were huge.”

Allie Smith also recommends getting to know who you’ll be rafting with. As all the crew on the Oyster World Rally were known to each other, they rearranged boats and crew where necessary to ensure yachts with the most confident skippers were in the centre of the raft, while the most experienced line handlers replaced less experienced guests on the outside boats. “The boat in the middle has four spare crew that weren’t needed to do the lines, so we swapped them in and out so that we had people who knew what to do on the lines because, believe me, the pressure on the lines at some point will be pretty huge.”

Rafting up in the Panama Canal. Photo: Behan Gifford

Otherwise, Bubb’s main advice is to be thoroughly prepared. “Getting everything possible sorted in advance is a bonus. Aside from what’s going on with the boat, having lots of snacks and drinks is useful, with the extra line handlers, just feeding everyone is a full-on job! There is really good provisioning in Colon – Shelter Bay Marina offers a free shuttle bus into town and if you spend over $600 in the supermarket they give you a free ride back to the marina. Having all our supplies sorted prior to transiting minimised our time around Panama City.”

Overall, Bubb says, “it was fairly straightforward, super-interesting and quite a lot of fun! It was also a lot easier than sailing around Cape Horn!”

Panama Canal in a yacht costs

Fees for smaller vessels transiting the canal were raised in January 2020, meaning that post-pandemic costs for yachts which have delayed their entry to the South Pacific can be double those who crossed before 2020.

There is a jump in costs for yachts over 65ft, with the transit toll increasing from $1,600 to $2,400.

For yachts under 65ft which crossed in 2022 total costs were around $2,500.

Typical costs included: Canal Transit fee $1,600 Transit inspection $75 Transit Security fee $165 Canal EDCS (Electronic Data Collection System, transit booking form) $75 Agent fees $200-$350 Fenders & line rental $75-$200 Line handlers (if required) $100 each Cruising permit $235 Marina fees $300 Bank charges $60

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Sailing the Panama Canal

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

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9 Insider Tips for Sailing Through the Panama Canal

Transiting the Panama Canal is a big moment for a lot of sailors; it marks the move between oceans and hemispheres, and in either direction it's a change to something big and different. But it takes a lot of planning. You've got to time it, get paperwork, reservations, and a host of other details right. So what are some tips for an easier, more memorable transit?

• Prepare to not actually sail
• Arrange your own line handlers
• Feed your advisor (and our crew) well
• Prepare to be rafted (and don't make assumptions)
• Budget beyond the fees
• Use an agent
• Be fluid in your schedule
• Spend time on both sides of the canal
• Take lots of pictures

There's a lot to be done, and you're working on all this in a context which might be culturally different, linguistically challenging, and on different time frames that you're used to. So be patient, relax, and read on to see how you can improve your transit.

On this page:

You won't be sailing much, arrange your own line handlers, feed your advisor and your crew well, prepare to be rafted (and don't make assumptions), budget beyond the fees, use an agent, be fluid in your schedule, take time on both sides of the canal, take lots of pictures, bonus tip: learn a little spanish.

If at all. We didn't unfurl our sails once during the whole passage. There isn't much opportunity to sail, since the way through is narrow and there's a lot of big ships coming through. If the wind isn't cooperative, you can't tack all over the place, and if it is, you still need maximum maneuverability.

The entire transit involves six sets of locks - three on each side of the canal - and a passage across Gatun Lake. The route through Gatun is buoyed with a channel, and you will have an advisor on board who will frown on attempts to leave the marked channels. Even the "Banana Cut" shortcut is discouraged, because of potential depth issues and concerns about submerged objects.

Finally, the minimum "full ahead speed" to transit the canal in "standard times" is 8 knots. While this applies more to large vessels and barges, there IS a time limit and a schedule, and if you are too slow, you may miss your schedule and incur fees. There's no time to hunt for wind, or go anything less than as fast as you can go.

It's best to plan on motoring the entire distance, and the odds are your advisor will give you a hard time if you try to set the sails. The trip is only 51 miles from end to end, but you need fuel and time for maneuvering on either end.

You need four line handlers besides the helmsman. They are supposed to be at least sixteen years old; when we transited, our son was old enough but our daughter was not.

An agent can arrange paid line handlers for you, and the cost will be around $100 per handler. There's no guarantee they know anything about boats and line handling or have any experience, and the odds are good they won't speak anything but Spanish. No matter who you have handle the lines, you're going to need food and space for them on the boat, possibly overnight.

There is an alternative to hiring random strangers - there are almost always cruisers and sailors looking to get experience before they bring their own boat through. Or people who just like doing it, it's a fun trip and a fantastic experience. For our transit, I had a friend whose grandfather helped build the canal, and he had a bucket list dream to transit the canal on a small boat. He and his wife - both skilled sailors - rounded out our team of handlers with my wife and sixteen-year-old son.

Ask around on cruising nets and web sites, at the marinas and clubs on either side of the canal, and put the word out with your other boat friends you're looking for help.

And you might benefit from taking a transit or two through before you take your boat, so you know what to expect.

The Canal Authority will assign a canal advisor to help you through the canal. This is a good thing; the advisors we had were competent and knowledgeable. But it helps to be on good footing with them, and one of your responsibilities is to provide meals for your advisor when they are on your boat.

Our advisor on the first leg told us some funny/horrific stories about some of the treatment and terrible food he has had. With us serving hand made Caribbean meat patties and home baked chocolate chip cookies, we had a good rapport and a happy advisor. Though I've never seen someone use scorpion pepper sauce like ketchup before; the guy must have had an iron stomach, but he liked our cooking!

A word of caution - if you do NOT have acceptable meals for your advisor, meals may be provided for you. The advisor is within his rights to call for food if you do not meet your obligations, and that is expensive since they may charge you to buy the meal and deliver it by boat. The meal might only cost $10, but the delivery fee by boat could be $300!

It's good to take care of the advisor and treat him well, because if there are any difficulties you want him on your side.

The odds are good that as a small boat headed through the canal, you will be rafted to other small boats. By "small" I mean "not an enormous ship," as we were a 53' boat rafted to a 58' catamaran. So "small" is relative. Have fenders and lines ready for this beyond those rented for the transit, even if you've reserved a solo, center position transit you don't know how it will work out.

You can not assume that everyone (or anyone) on the boats you're rafted to knows what to do. If you're the less powerful boat, you may go through the locks with your engine idling in neutral while the other boat powers the raft and steers.

We had some interesting issues with our rafting partner. There was a professional captain at the helm, but several of the crew seemed uninvolved and somewhat clueless. The first time we rafted, some of their crew were busily tying lines from their bow cleat to their own stern cleat instead of to us, while others looked on, taking pictures and even sipping wine. It got sorted, but with language and skill barriers it took a little work.

The skipper also was very heavy handed with the throttle, which meant we were skewing and slewing all over the canal every time we tried to speed up or stop. Our advisor took to directing me with nods and hand signals to engage our prop from time to time to offset the meandering around, but it was disconcerting to be headed for the canal wall and not be the one responsible for steering the raft!

That's another reason to treat your advisor well and establish a good rapport. He will talk to the other boat's advisor, and if he knows he can trust you to listen to instructions, it helps a lot.

Crossing the Panama Canal isn't cheap, this is known. The fees for your boat are pretty basic - as of this writing, it costs $1,600 USD for vessels under 65 feet. This changes every few years, so always check for the latest rates.

But the tolls are only the start of it. You can expect to pay for, besides tolls, estimated costs in USD of:

• A security deposit or "buffer fee", to cover any incurred costs. They may waive this if you use an agent, otherwise it will be returned to you a few weeks after your transit and may be $900 or more.
• Security fee: $130
• Inspection fees: $54.00
• EDCS Fee (Electronic Data Collection): $75.00
• Agent fees: $350.00
• Line and fender rentals and equipment returns: $75.00
• Cruising permits: $200
• Entry permit (by yacht): $110
• Line handler pay, if needed: ~$100 per handler
• Transportation costs for volunteer handlers; bus fare back to the other side: $40.00/person
• Dockage/Mooring on either side depends on where you go and how long you stay there.

Some of these fees vary by who you use, but you can expect to spend up to another $1,000 or more beyond the canal toll. The official canal payments should be in cash or bank wires.

There are some ways to save money, like not using an agent and getting friends to handle lines for you. But a few things make little sense to skimp on, like the line and fender rentals. They cost much more to buy and you only need them once, so it's easier and cheaper to just rent them.

An agent isn’t required to arrange your transit. But it is convenient and much easier, especially if you don't speak Spanish. This is more the case heading south from the Caribbean, as the offices in Colón are scattered around town, few people in them speak English, and the Colón has a reputation for being less than safe for visitors. On the Pacific side, all the offices are in one place and there are more multi-lingual employees available to help.

Our agent was indispensable and made the entire process run smoothly. He dealt with everything from clearing us into Panama in Colón (a feat unto itself), to working with the canal authority when our time slot came up. They postponed us for hours, and our agent was in constant touch with the authority and us about how it was progressing.

Your agent can also arrange the lines and fenders rentals and collect them at the end, will set up the measurements and inspections, and handle any snags. Our agent offered real fenders instead of the tires-on-ropes a lot of places rent out. From our experience I'd recommend using a good agent, for the hassle saved it pays for itself.

Scheduling a Panama Canal transit is more like hitting a window than a precise appointment. You can't even get a fixed transit time until you're in Panama, so you can't just pick a date six months out and aim for it. You need to decide what time, roughly, you'd like to transit and arrive well before it.

Once you arrive in Panama and start the process rolling, you still won't know your exact dates and times right away. And you might run into delays, or get slipped from your booked date. The marinas around there are used to this. If you need an extra week, all you need to do is pay for it most of the time. If you need an extra two or three weeks, you can slip the lines and go somewhere interesting for a while, then come back.

Even once your booking arrives, it may not go as planned. We were supposed to start out mid-day to early afternoon and make our transition straight through. Then the advisor didn't show. And we got a call that our time had slipped. And slipped some more. By the time the advisor arrived on the boat and we entered the canal, it was dark. We ended up spending the night on a mooring in Gatun Lake, where we waited for the next advisor. Who was a few hours late...and so on.

We got through, but if you once you understand that you're on their schedule, not your own, and a little tiny sailboat is always at the back of the line from the big ships with tons of cargo, you can relax a little and go with it. They will not forget about you.

We made a mistake with our canal transit we regret to this day - we planned poorly and didn't give ourselves enough time on the Caribbean side and we missed spending time in the San Blas islands. Every cruiser we've met since we transited seven years ago says "WHAT? You missed the San Blas? That's terrible!" We figured to get through the canal fast to leave the boat in Panama City and return the U.S. for our first holidays stateside since leaving to cruise, and had friends flying in to transit with us.

Panama has some delightful cruising on the Caribbean side and the Pacific side. People tell me the San Blas Islands are stunning (grrr!), and the area around Shelter Bay Marina has many delightful walks with tropical birds and monkeys and is close to a beautiful national park. On the other side, Panama City is a cool city, with a mix of modern steel and glass high rises and old historic buildings. There are some decent restaurants, shopping, and you can get most anything for the boat. The canal museum is one of many fascinating places to visit in town. To get away from the city, Las Perlas is another pretty and remote island group that’s an easy sail from the city. We saw fin whales on the way out there.

So give yourself some time to explore Panama. It's not just that place the canal runs through.

Transiting the Panama Canal can be a once in a lifetime experience, and something you will remember the rest of your cruising and sailing life. It's not something many sailors get to do, so make it special and make memories.

Some pictures from this article are from our transit. Our daughter was too young to handle lines, so we designated her the official snacktician/photographer for the expedition, and set her to take pictures of everything she could when she wasn't baking fresh cookies and heating patties.

The canal is a modern wonder of the world, especially when you consider it's not all that modern - it was built over 100 years ago. That’s more impressive, since they built it with simpler tools and technology than we have today. To give you a sense of where we were with machinery and construction technology, the Model T Ford was not available when construction started on the canal. They did the heavy work with steam, not diesel. A visit to the Miraflores Locks museum is a must-see for anyone who has made the transit.

As you cross the canal, you'll see both amazing wildlife and signs of the original excavations and project works. We saw crocodiles, birds galore, armadillos, and fish on our crossing. While the canal areas feel busy, parts of the lake transit fell like a boat ride through the middle of a jungle. And you'll see a lot of interesting ships and boats. Up very, very close you’ll see them.

So take pictures, make memories, and enjoy the ride. It's something you'll get to talk about for a long time.

Please and thank you go a long way in every country, and if you can tell a cab driver where you want to go and place an order at a market or restaurant, your time in Panama will be a lot more pleasant. People there are welcoming and nice, but few admit to speaking English if you ask, I suspect because they're worried about speaking it badly .

With even a few phrases, you can make a bridge to help communication. Many times when someone said "no hablo Inglés," once they realized how truly terrible my Spanish was, they would give their own wobbly English a try. It was always better than my Spanish. So do yourself a favor and download Duolingo or some other app now and start practicing your manners and directions.

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12 best Panama Canal cruises for a bucket-list trip

A Panama Canal transit is a rite of passage for many cruise lovers. Experiencing this marvel of early 20th-century engineering appeals to those with a wide array of interests, from history and politics to colonial architecture and wildlife. Built by the U.S. government between 1903 and 1914, this 50-mile waterway linking the Atlantic and Pacific oceans revolutionized shipping by creating an expedited route for the transportation of cargo and, ultimately, cruise ship passengers.

Panama Canal itineraries are offered by almost every cruise line. Thanks to a 2016 canal expansion project, a third set of locks can now accommodate larger vessels. It's possible to cruise the Panama Canal on ships of all sizes (from 148 guests to more than 3,000), on itineraries that range from a week in the sun to a six-month world cruise.

Some ships sail a full transit of the canal, from the Atlantic to the Pacific or vice versa. These one-way journeys between Miami or Fort Lauderdale and Los Angeles or San Diego visit ports in Central America, South America, Mexico and California.

Others sail only a partial transit, entering the locks from the Atlantic and cruising into Lake Gatun before turning around and exiting again. These itineraries, sailing round-trip from Florida ports, combine the canal experience with island hopping in the Caribbean.

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The array of options means that a Panama Canal cruise experience is possible even if you're short on time or have a limited budget — and chances are high that your favorite cruise line offers one or more itineraries. Most sailings attract couples, typically retirees, but if the timing is right, a Panama Canal cruise can also be a great multigenerational experience.

Here are a dozen of the best Panama Canal cruises to consider.

Holland America's 14- to 17-night Panama Canal cruises

Holland America offers a variety of Panama Canal cruises , but the most popular itineraries span 14 to 17 nights. They offer a full transit between Fort Lauderdale or Miami and San Diego, Seattle or Vancouver, British Columbia, or vice versa, and are offered on multiple ships, including Koningsdam, Zuiderdam, Zaandam, Eurodam and Nieuw Amsterdam.

These sailings call on Cartagena, Colombia; Puntarenas, Costa Rica; Puerto Quetzal, Guatemala; and Huatulco and Puerto Vallarta or Cabo San Lucas, Mexico. Longer sailings also call on several Caribbean islands.

Who should go : Holland America ships sailing a full transit are popular with retired couples who appreciate the cruise line's consistency and good value. All four ships accommodate between 1,432 and 2,650 passengers and offer signature onboard experiences that include the Greenhouse Spa and the World Stage for evening production shows.

The larger Eurodam, Koningsdam and Nieuw Amsterdam feature additional specialty dining options, such as Tamarind and Nami Sushi, as well as popular music venues B.B. King's Blues Club and Billboard Onboard.

Regent Seven Seas Cruises' 16-night Los Angeles-to-Miami cruise

Regent Seven Seas Cruises ' newest ship, Seven Seas Grandeur , debuted in November 2023 and will transit the Panama Canal on several occasions in the next few years. The 16-night Los Angeles-to-Miami (Jan. 8-23, 2025) transit offers luxurious all-inclusive pampering, plus port calls in Ensenada, Cabo San Lucas and Acapulco, Mexico; Puerto Quetzal, Guatemala; Corinto, Nicaragua; Panama City; Cartagena, Colombia; and George Town, Grand Cayman.

Plan even further ahead for Grandeur's 22-night Miami-to-Los Angeles transit (Jan. 3-25, 2026) to enjoy additional Caribbean ports of call. From Jan. 25 to Feb. 9, 2026, the ship will sail a 16-night Panama Canal transit from Los Angeles to Miami with an itinerary similar to the 2025 cruises.

Who should go : This itinerary can be a wonderful splurge for a couple seeking to celebrate a milestone anniversary or birthday in a memorable way on a luxurious new ship. Prices start at a hefty $10,099 per person for a spacious balcony suite, but they also include airfare, transfers, gratuities, dining and beverages, Wi-Fi, and shore excursions — meaning you'll hardly have any other vacation expenses.

Related: The best luxury cruise lines for elegance and exclusivity

Celebrity Cruises' 11-night Panama Canal & Southern Caribbean cruise

For a Panama Canal experience that begins and ends in Fort Lauderdale, Celebrity Cruises ' 11-night Panama Canal & Southern Caribbean itinerary is a great option. At the time of writing, cabins are still available for the Dec. 2, 2024, cruise or the half dozen almost identical sailings that follow through April 2025.

All sailings are aboard the 3,260-passenger Celebrity Beyond and visit Cartagena, Colombia; Colon, Panama; Oranjestad, Aruba; Kralendjik, Bonaire; and George Town, Grand Cayman (Willemstad, Curacao, replaces Grand Cayman on some 2025 sailings).

Who should go : Celebrity Beyond and its Edge Class series sister ships appeal to millennials, Gen Xers and young-at-heart baby boomers who appreciate innovative design, entertainment and dining options. The ships are geared toward couples or groups of friends, but families with older teens might also enjoy the onboard vibe. There are no splash pools or waterslides for younger kids, although calls on three Caribbean islands offer aquatic fun.

Windstar Cruises' 7-night Costa Rica & Panama Canal cruise

To explore the Panama Canal region in a relaxed manner aboard an intimate motorized sailing yacht or small ship, check out Windstar Cruises' seven-night Costa Rica & Panama Canal itinerary. Bookable on more than a dozen dates from November 2024 through March 2026, the itinerary is offered aboard 148-passenger Wind Star or Wind Spirit (in 2024 and 2025) and 312-passenger Star Pride (in 2026).

The ship will travel from Colon, Panama, to Puerto Caldera, Costa Rica (or vice versa), transiting the canal. Passengers can visit Panama City and Isla Parida in Panama, plus Golfo Dolce and Quepos (for Manuel Antonio National Park) in Costa Rica.

Who should go : Fans of small-ship cruising who enjoy a casual onboard ambience, are interested in nature and wildlife, and wish to sample the regional flavors of Central America should consider a Windstar cruise . All accommodations on the sailing yachts are in snug yet well-designed cabins with windows but no balconies.

Wind Star and Wind Spirit are cozy and social four-deck ships, each featuring a pool and pool bar, a lounge, and two restaurants. Star Pride is the better option for those who prefer a more spacious, suitelike cabin with a balcony and a larger bathroom.

Related: Big vs. small cruise ships: Which will I like better?

Silversea's 18-night Fort Lauderdale-to-Los Angeles cruise

Silversea Cruises ' 18-night Fort Lauderdale-to-Los Angeles transit aboard 596-passenger Silver Moon offers a luxurious and leisurely way to experience the Panama Canal along with top ports in four countries and 10 sea days. The itinerary includes Cartagena, Colombia (where the ship overnights); Puntarenas, Costa Rica; Puerto Quetzal, Guatemala; and Puerto Vallarta and Cabo San Lucas, Mexico. The sailing takes place from April 1 to 19, 2025.

Silver Moon features the S.A.L.T. (Sea and Land Taste) program, which combines regionally inspired dining in S.A.L.T. Kitchen and cooking classes and demonstrations in S.A.L.T. Lab with culinary-inspired shore excursions.

Who should go : Silversea's clientele is mostly mature couples with a luxury mindset and an appreciation for elevated dining with a strong regional focus. They also appreciate the cruise line's all-inclusive ease. An almost three-week itinerary such as this is likely to attract retirees seeking an extended warm-weather escape.

Related: The best cruises for couples seeking romance and together time at sea

Carnival Cruise Line's 8-night Panama Canal cruise from Tampa

Experiencing the Panama Canal doesn't have to be time-consuming or budget-busting. Carnival Cruise Line 's eight-night Panama Canal from Tampa itinerary offers a round-trip, partial-transit sailing aboard the 2,124-passenger Carnival Legend and Carnival Miracle. The ships call in Limon, Costa Rica, and George Town, Grand Cayman. Itineraries are available on a handful of dates in 2025 and 2026, and cruise fares begin at just over $1,000 per person.

With multiple pools (including the adults-only aft Serenity Pool), a WaterWorks aqua park, the Camp Ocean kids club and a wide array of restaurants, these ships offer enough diversions for sea-day fun, even at half the size of Carnival's newest megaships.

Who should go : Carnival's action-packed ships and affordable cruise fares appeal to families, friends and couples of all ages who enjoy a lively onboard ambience and casual complimentary dining options (including a Guy Fieri burger venue).

Related: The best cruise lines for families

Seabourn's 34-night Caribbean Gems & Panama Canal cruise

For a one-way Panama Canal transit that visits 12 countries (St. Barts, Guadeloupe, Dominica, St. Kitts and Nevis, the British Virgin Islands, the Dominican Republic, Curacao, Colombia, Panama, Costa Rica, Guatemala, and Mexico) and offers 15 relaxing and luxurious days at sea, consider Seabourn 's 34-night Caribbean Gems & Panama Canal cruise. The 450-guest Seabourn Sojourn will sail from Miami to Los Angeles, departing in November 2025.

You'll enjoy beach time as you island-hop in the Caribbean, while calls on Golfito and Puntarenas in Costa Rica offer access to eco-adventure. Visits to Puerto Quetzal in Guatemala and Puerto Chiapas and Huatulco in Mexico feature excursions focused on pre-Spanish-colonial culture, coffee cultivation and more, while a call on Cabo San Lucas offers whale watching, deep-sea fishing or tequila tasting opportunities.

Who should go : Work-from-anywhere entrepreneurs and retirees who enjoy the luxury and refinement of small-ship cruising will enjoy this monthlong Panama Canal transit. Seabourn Sojourn pampers its guests with attentive service, elevated cuisine and all-ocean-facing suites featuring walk-in closets and spacious marble bathrooms. Seabourn's all-inclusive cruise fares also cover gratuities and complimentary wines and spirits.

Princess Cruises' 12-night Panama Canal with Costa Rica & Caribbean cruise

While Princess Cruises offers several longer ocean-to-ocean Panama Canal itineraries, its popular 12-night Panama Canal with Costa Rica and Caribbean cruises conveniently sail round-trip from Fort Lauderdale on more than 20 dates in 2024, 2025 and 2026.

What's more, you can choose between two ships: the 3,140-guest Caribbean Princess and the 3,080-guest Emerald Princess. In addition to the partial transit, these sailings call on several Caribbean islands, including Aruba, Curacao, Jamaica and Grand Cayman, as well as Cartagena, Columbia; Limon, Costa Rica; and Colon, Panama.

Who should go : Couples who enjoy a ship with a more traditional vibe and families with kids who are content to participate in interactive learning activities and nature-based adventure (versus waterslides) will enjoy this cruise. Princess ships are known for their Movies Under the Stars screenings, multiple pools, specialty dining options, such as Sabatini's Italian Trattoria and The Salty Dog Gastropub, and Crooners piano bar.

Related: The best destinations you can visit on a Princess Cruises ship

Norwegian Cruise Line's 12-night South America: Peru, Colombia & Ecuador cruise

There's no "Panama Canal" in this itinerary's name, but Norwegian Cruise Line 's 12-night South America: Peru, Colombia & Ecuador cruise (Feb. 27-March 11, 2026) makes a full canal transit as it sails from Miami to Lima, Peru. The 2,402-passenger Norwegian Jade will visit historic Santa Marta and Cartagena in Colombia; Panama City; Manta, Ecuador; and Trujillo and Lima in Peru.

Who should go : Couples and friends interested in experiencing not just a Panama Canal transit but some of the top coastal experiences along the Pacific coast of South America should choose this itinerary.

Norwegian Jade is an older, smaller vessel that was refurbished in 2022 and features a top deck more conducive to sunning than thrill rides. The ship also has a surprising number of restaurants for its size: two main dining rooms, a buffet restaurant, a pub-style bar and grill, an Asian restaurant, and an outdoor grill on a complimentary basis, plus six specialty dining venues (including a steakhouse and venues showcasing French, Italian and Japanese cuisines) for an added fee.

Oceania's 16-night Miami-to-Los Angeles cruise

Oceania Cruises ' 1,200-passenger Vista — which debuted in May 2023 as the first new-build ship in Oceania's fleet in more than a decade — will offer back-to-back, 16-night Miami-to-Los Angeles (Jan. 8-24, 2025) and Los Angeles-to-Miami (Jan. 24-Feb. 9, 2025) itineraries.

Both sailings visit six countries with port calls that include George Town, Grand Cayman; Cartagena, Colombia; Puntarenas, Costa Rica; Corinto, Nicaragua; Puerto Quetzal, Guatemala; and Acapulco, Cabo San Lucas and Ensenada, Mexico. (The second sailing visits San Diego instead of Ensenada.)

Who should go : Oceania's newest ship offers a great compromise between a small and medium vessel. It's ideal for those seeking a premium cruise experience with casual sophistication.

Older couples especially will appreciate the ship's elegant cabin decor in soft hues of wheat and seagrass, a mix of grand and intimate spaces, and a wide array of dining options. (Two new and noteworthy venues on Vista include Ember for inventive American cuisine and Aquamar Kitchen for wellness-focused breakfast, lunch and dinner.) A more immersive mixology program features curated cocktail menus, indulgent pairing experiences and specialty beverage carts.

Related: The best destinations you can visit on an Oceania Cruises ship

Cunard's 26-night Southampton-to-San Francisco cruise

Cunard's brand-new 2,996-passenger ship Queen Anne, which debuted in May 2024, will make both its first transatlantic crossing and its first Panama Canal transit on this historic 26-night Southampton-to-San Francisco sailing (Jan. 9-Feb. 4, 2025). The ship will first cross the Atlantic and then overnight in New York before calling on Aruba, transiting the canal and visiting Puerto Quetzal, Guatemala, and Cabo San Lucas, Mexico. It will conclude with an overnight in San Francisco.

The winter transatlantic crossing might not be right for everyone, but the second half of this voyage explores warm-weather destinations with plenty of relaxing sea days for sunning, reading, taking dance lessons and enjoying expert lectures.

Who should go : British cruise line Cunard appeals mainly to older travelers who savor the line's formal traditions. This cruise is for you if you enjoy afternoon tea, dressing up for dinner, gala evenings and dancing to big-band orchestras. This particular itinerary appeals to retirees who wish to visit several cruise regions in one sailing.

Viking's 180-day World Voyage

For the ultimate cruise indulgence, Viking's 180-day World Voyage I includes a Panama Canal transit (on Christmas Day, no less) as 930-passenger Viking Sky cruises from Fort Lauderdale to New York City (Dec. 19, 2024-June 17, 2025). This round-the-world cruise will visit 37 countries while guests enjoy Viking Sky's modern Scandinavian interior decor, soothing LivNordic Spa, two pools (including one with a retractable roof) and six onboard restaurants. Pricing includes airfare, gratuities, and complimentary wine and beer with lunch and dinner.

If this longer voyage is sold out, consider the 138-day Viking World Cruise (departing Dec. 19, 2025), also on Viking Sky. This sailing, which travels from Fort Lauderdale to London (Greenwich), visits 28 countries and transits the Panama Canal on the eighth day.

Who should go : With cruise fares that start at $79,995 and $59,995 per person, respectively, these extended adventures at sea require a luxury budget. Viking 's base clientele is mostly retired or close-to-retirement-age professionals who enjoy the cruise line's focus on educational enrichment (via onboard lectures) and serene ambience (there's no casino, and the nighttime vibe is on the quiet side).

Planning a cruise? Start with these stories:

• The 5 most desirable cabin locations on any cruise ship
• A beginners guide to picking a cruise line
• The 8 worst cabin locations on any cruise ship
• The ultimate guide to what to pack for a cruise
• A quick guide to the most popular cruise lines
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Panama Canal Travel Guide

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• Exploring national parks
• Crossing through the intricate locks of the Panama Canal!

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Can Sailboats Use the Panama Canal?

Last Updated by

Daniel Wade

June 15, 2022

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

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

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

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

Table of contents

How To Use The Panama Canal With Your Sailboat

Plan for the trip.

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

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

Vessel Requirements

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

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

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

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

Draft:  The draft should not exceed 44 ft.

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

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

Getting Your Sailboat Weighed and Measured

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

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

The Paperwork

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

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

Paying the Canal Transit Fees

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

Transit toll

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

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

Transit Logistics

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

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

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

Transit Options

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

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

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

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

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

Piloting Your Sailboat through the Canal

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

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

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

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

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

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• Yacht Transit
• Cruise Transit
• Panama Sights
• Download a PDF
• Transit Blogs
• Book Your Transit

Pay the Fees

• Admeasurer Inspection
• Transit Procedure
• Lockage Types
• Linehandlers
• ACP Canal Advisors
• What Goes Wrong?
• Sights and Scenery
• Marinas and Anchorages
• Getting Around
• Panama Canal Overview
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• Gatun Locks and Lake
• Through the Canal
• Pedro Miguel and Miraflores
• Panama City End
• ACP Ships and Boats
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• Embera Indian Village
• Boat Trip on the Panama Canal
• Fort San Lorenzo
• Panama Canal Railway
• Bridge of the Americas
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• Amador Causeway
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• Casco Antiguo
• Panama Viejo
• New Washington Hotel
• Metropolitan Park
• Punta Culebra
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• Did You Know?
• Articles and Posts
• Website Links
• Books About Panama
• Local Radio Stations

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

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

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

If you choose to use an agent:

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

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

Paying the Tolls

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

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

Cash in Colon

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

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

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

The Buffer Fee

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

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

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

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

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

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

Back to  Transit the Canal or on to Transit Procedure

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

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

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

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Tips for Transiting the Panama Canal

• By Diane Gorch
• Updated: December 16, 2019

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

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

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

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

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

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

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

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

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

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

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

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

Halfway There

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

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

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

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

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

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

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

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

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

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

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

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

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

Know before you go

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

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

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

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

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

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

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

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

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

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

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

—Behan Gifford

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Find yourself on tropically secluded, palm tree filled islands and peaceful coves, off the beaten path and inaccessible by road, unspoiled islands rising out of crystalline waters. Or how about waking up for a tranquil morning swim in clear waters of the Pearls, followed by an afternoon lunching in Contadora?

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Sailing the Panama Canal

THIS POST MAY CONTAIN AFFILIATE LINKS. PLEASE READ OUR DISCLOSURE FOR MORE INFO.

Last Updated on September 13, 2023 by Amy

Sailing the Panama Canal is one of the most amazing experiences of our trip. 

It is expensive to get your boat through, but getting to see the Panama Canal up close and personal is a once-in-a-lifetime experience, and sure as heck beats sailing the long way around. 

You don’t have to have a boat to have your own canal experience, all it takes is a bit of travel and some luck and you can sail the Panama Canal FOR FREE!

Plus, Panama is a fascinating country to visit.  While we would have liked to stay longer and sail to places like Bocas Del Toro , San Blas Islands, and Las Perlas, it just wasn’t in the card for us!

Note: prices are based on our experience in 2016 and are subject to change.

Table of Contents - Click to Jump

Planning to Sail the Panama Canal on Your Boat

Shelter bay marina.

Shelter Bay Marina is definitely the hub of yachties doing the canal transit.  It’s a convenient place to get work done, pick up crew, and make your plans.  It’s also got quite the cruising network.  We attended happy hours, domino games, movie nights, and went on walks with the pleasure of other cruisers for our company.  Use caution though, as many boats get “stuck” in Shelter Bay.

Read our tips & tricks for staying at Shelter Bay Marina .

Should You Use an Agent?

In Grenada, we contacted several agents for Panama, and we decided on Roy Bravo. We kept in touch with Roy on our passage over to Panama, and he met us a few days after we arrived.

Our Agent Experience

It is not required that you use an agent, but there are a lot of difficulties that the agent will help you with. For example, we didn’t have to go into Colon to clear into the country, Roy took care of that for us. We also didn’t have to post a bond, which saved us from spending I think $800, which we would get back in Panama City but might have to wait to receive it. Roy also saved us from a trip to the bank to post that bond. Also, Roy arranged our fumigation certificate, which is required to enter the Galapagos.

We had hoped to meet with Roy, clear in, get measured, and then leave to spend some time in either the San Blas or the Chagres River. However, we decided to make a few trips to Panama City instead, so we kept the boat in Shelter Bay Marina.   When we met with Roy, he walked us through the process, gave us advice, and scheduled the measurement.

Organizing without an Agent

Our friends on S/V Blanchette didn’t use an agent, and it sounded a lot more complicated.  Overall, we paid Roy $450 for the “Transit Agency Fee”.  The toll itself was $800, in addition to several other fees.  It was great to work with Roy, we highly recommend him.  You can reach him at roybravo67 at yahoo dot com.

Measurement

A few days later our admeasurer, Hiro, came. He went through all the paperwork with us for the canal, inspected the boat, and of course, measured. Starry Horizons came in at just over 45′, including the bowsprit. If you are over 50′ there is an additional fee.

There are four options for how a small boat can go through the canal:

• Center solo: you are in the center of the canal behind or in front of a ship, and tie to the wall by four lines, one on each corner.  This means you need four GOOD and ACTIVE line handlers to manage your lines.  This also means you might have to wait longer to transit, as you’d be going in a row all by yourself.
• Against the wall: you tie to the wall with two lines, your fenders between you and the wall.  In this case, you need two active line handlers, but you would need your additional crew to manage fenders and the risk is greater of your boat being damaged against the wall.
• Side tie: a boat (usually commercial) ties to the wall, and then one or two small boats stack up next to the tug.  There’s no active line handling as your boat rises or lowers, the vessel tied to the wall handles it.
• Rafted: two or three small boats tie up together in the center of the canal behind or in front of a ship.  The two outside boats have two lines each going to the wall.  This means you might need two active line handlers or none.

When you are filling out the paperwork with your admeasurer, they will ask you which options you are willing to do.  We said all except for against the wall.

At this time of year, after your measurement, the soonest you can transit is 3-4 days later. We opted to wait until the 9th so that all of our friends could make it for the transit. During the slow season, you can transit the next day if you want.

Supplies and Crew

Each boat sailing the canal will have six persons onboard for the transit.  There’s the captain, the agent, and four line handlers needed. If you are only double-handed like us, there are a few options for getting additional crew: have friends fly into Panama to crew (for us, we easily found four friends to come, meaning we actually had an extra hand onboard), take on a line handler for free (see below), or hire someone.  You can hire a line handler at $120 per person through your agent.

There is a really interesting article titled Shipwrecked on a Panama Canal Transit,  written by Carolyn Lambert.  As always, don’t come in at night or in a situation you are uncomfortable with relying on information from someone you don’t trust 100%.

Fenders and lines are available through your agent as well.  We went ahead and did this, as the thick, long nylon ropes are ideal for transiting and we didn’t want to use our nice dock lines.  The fenders provided are huge, as you will see in the photos.  All the better to prevent damage.  The rates were $120 for four lines and $120 for six large fenders.  Some people use tires or rent through other means.  Tires will leave big black marks on your boat though.

Going on Someone Else’s Boat

Believe it or not, it’s actually fairly easy to volunteer as crew on someone else’s boat.  Everyone needs to have four line handlers aboard, plus the captain and agent.  Since most cruising boats are two people on board, cruising boats need three additional crew to go through the canal.

Where to Find a Boat

Most boats travel from east to west in general, and that stays true for the canal.  Shelter Bay Marina has a few rooms for let, so you can fly into Panama City and travel down to Shelter Bay.  We recommend taking an Uber – it’s a long haul but fairly cheap.  There is a train first thing in the morning to Colon, where you can then pick up a taxi to Shelter bay.  Or, the cheapest route is to take a bus from Panama City to Colon and then a taxi to Shelter Bay.

How to Find a Boat in Shelter Bay

Once you arrive in Shelter Bay, just as with any boat hitchhiking, there are a few tips to find your boat.  Walk the docks every day and talk to people.  Post a flyer on the bulletin board.  Attend events at the marina like the swap shops and happy hours.  A cruisers net operates every morning on the VHF.  One of the sections is crew wanted or needed, and there’s almost always someone either looking to crew or looking for crew.

Crewing on S/V Blanchette

While in Shelter Bay, we talked to several boats about crewing for them.  Eventually, we met our neighbors just down the dock, a boat named Blanchette.  Dave and Stephanie are on a Leopard 44 with their two kids.  A friend of theirs from back home in Canada, Taylar, was also flying in, rounding out our four deckhands.

We were very glad to transit with or friends first because it gave us a taste of what the transit would be like for us.  And because our configuration ended up being different from Blanchette’s, it was a slightly different experience.

Blanchette went through all the locks rafted up. That meant that two line handlers on each boat really had to be paying attention and properly paying out the lines.

While you are being a line handler, you can expect to have a place to sleep during your one night on the transit, and you can expect to be feed over the two days.

Our Transit Through the Panama Canal

The day before sailing the Panama Canal, Roy came by with our rented lines and fenders.  We sent out a link to the webcams so that friends and family all over the world could watch our transit.

Flying A Drone in the Panama Canal

We asked Roy Bravo if we could fly our drone in the canal.  He said you have to get permission to fly it from your agent on the boat.  Our first set of locks, Carlos said that we could fly the drone, but after a few minutes, security told us we had to bring it down.  Edgar, our second agent, said we couldn’t fly it in the lock but we could fly it in the Gatun Lakes.

We had four friends fly in to join us for our transit.  Hans, another Helia owner who we originally met in Miami flew in from Brazil.  One of my best friends, Sara, flew in with her friends Trevor and David from New York.  They were such troopers!  Everyone was very easy going and self-entertaining.  There was definitely a high excitement level on the boat, as everyone was just excited to be here and participating in such a momentous event.

The day of the transit we departed Shelter Bay at 3:20 pm to head over to the Flatts Anchorage. While small boats can anchor here anytime, most chose not to due to safety concerns and lack of amenities.  As soon as we anchored I got dinner ready. I cooked chicken curry, and when our adviser, Carlos, arrived at 5:15, we all sat down to have dinner. Carlos has been an adviser for a long time, and he advised Honeymoon when they went through!

The Gatun Locks

After dinner, we waited for our large ship to come through the channel, and discussed our arrangements to get through. Our configuration and timing changed about 4 times!  As soon as our ship passed we upped our anchor and headed to follow our buddy boat, Plane to Sea.

At the first lock, we spent quite a bit of time holding, waiting for the tanker to get settled. Then, one of the tugs for that boat tied up to the wall on their port side. Plane to Sea motored in and tied up to the tug, and then we tied up to Plane to Sea. There is a lot of discussion about who should go where. Generally, we have more maneuverability and horsepower than monohull sailboats, so that factors into the equation.

We were the last boat in, so as soon as we passed through the gates they started closing. We had to wait a little while for the water to start to rise, so we all just kind of hung out on the deck. The best part about this configuration is that the tug does all the work adjusting their lines on the wall.  Once we tied Starry Horizons to the tug, we didn’t do a thing!

The Gatún locks are three locks, one after another. After the water went up, the ship in front started up and moved forward. Once they were secured in the next lock, we detached from Plane to Sea and moved backward.  Plane to Sea then detached from the tug and moved back as well. It was a tight fit, but this allowed the tug to move forward and secure on the next lock, followed by Plane to Sea and then Starry Horizons.

Gatun Anchorage

After we went up three times, we detached for the last time and instead of moving back, we took off towards the anchorage.  We anchored for the night just off of the small yacht club, where we were able to find wifi. After we anchored, the pilot boat picked up Carlo, and we all quickly went to sleep.

Motoring to Pedro Miguel Lock

On the 10th, we woke up at 7 am and got ready for our day with a big breakfast. Our adviser, Edgar, arrived at 8 am and immediately we took off. I made breakfast for him underway (sausage, eggs, and bread). It’s a 28 mile motor to the next lock, so the rest of us settled in for the long haul by busting out the playing cards. When we sailed with Blanchette, we saw several crocodiles, but unfortunately, we didn’t see any this time.

Pedro Miguel Lock

We arrived at the Pedro Miguel lock at about 11 am.  It’s just one lock, and we waited a long time for our buddy boats to catch up with us. Again, we had no idea what the arrangement was going to be until these boats arrived. For these next three locks, we ended up having a small cruise ship named Discovery against the wall. We tied up to them, and then another catamaran, a Lagoon 410 named Pavo Real , tied up to us. Once the ship was behind us, the water level dropped and then we detached and traveled the mile to the Mira Flores locks. These two locks have a visitors center and high-quality webcam. At the visitor’s center, people can watch the traffic coming and going through the canal.

If we were to do it again, it’s a great idea to have your website or email address on the boat. That way, anyone on the visitor’s center viewing area can send you pictures they take.

After dropping down twice, the gates opened up to the Pacific!  It was a one-mile motor to Balboa Yacht Club, where Roy came out with the launch boat and picked up our fenders and lines. From there, we motored to the La Playita anchorage and settled down. We all took cold showers, toasted some sparkling wine, and got the drone out to take some pictures and video.

After our photoshoot, we piled into the dinghy and went out on the town for a night in Panama City.

Mira Flores Visitor’s Center in Panama City

On Friday all six of us took a taxi to the Mira Flores Visitor’s Center.  We walked through the small museum, watched the 10-minute, slightly-cheesy but informative video, and then watched the boats come and go through the locks.  We actually had great timing – we saw our friends Lanny and Ginger on Swiftsure go through!

Watch the Video:  Sailing the Panama Canal

Panama city for boats.

There are three marinas right by the Pacific side of the Panama Canal: Balboa Yacht Club, La Playita, and Flamenco Marina.

All of these are on the Panama City side (north) of the channel. Balboa YC is closer to town; the other two are out on Flamenco Island, which has a road connecting it to Panama City. It’s very long with no public transportation, so you have to hire a taxi if you want to leave Flamenco Island.

La Playita has an anchorage right in front of the entrance. The anchorage is free but you do have to pay for dingy access.

Waiting to Sail the Pacific

It was an El Niño year when we sailed through the Panama Canal, which means that it was pretty calm out in the Pacific. We waited around La Playita for a bit until we got bored.

We filled up our diesel at Flamenco Marina to prepare for our passage to the Galapagos, and then we went out into the Las Perlas.

This quiet archipelago about 35 miles from Panama City. We first stopped at Isla Chapera . It was beautiful but more remote than we thought – no cell phone service.

We still had a few things we needed the internet for, so after two nights we headed over to La Contadora , the biggest town in the Perlas.

No free wifi, but good cell phone service meant we were able to wrap up a few things (like handling our 2015 taxes!) and keep an eye on the weather. And then we just…relaxed. David’s done a few small projects, but mostly we’ve been reading, exercising, and watching some tv.

For the weekend though, La Contadura got a bit more full. There were several yachts (in the 75′ range) complete with water sports – jet skis and ski boats. Oddly enough, in the center of a bunch of anchored sailboats, a fishing vessel plunked down. They were a bit loud, smelly, and I’m pretty sure they were causing a slick over the water, so we decided to up and head further south.

We anchored at Viveros Island next, and although we were in a large bay, the only other boat there was a catamaran tucked behind an island from us and out of sight. Our 360 view was nothing but beaches (some black sand) and jungle shores.

Cruising Guide to Panama

The best cruising guide to Panama is Eric Bauhaus’ The Panama Cruising Guide . We bought ours at Shelter Bay Marina 2nd hand.

Books on Panama

• Fodor’s Panama
• Empire of Blue Water
• The Path Between the Seas
• How Wall Street Created a Nation

16 Comments

Sounds like a fantastic adventure that I never even thought about or heard of until now! It sounds like Roy was amazing and made this trip perfect for y’all. And that boat WOW it is nice. Thanks for sharing your lovely adventure.

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That looks like a fun experience!!

Now I want to fly there and volunteer as a crew 😉 I had no idea it was such an adventure to traverse the canal. It sounds awesome! 😀

WOW! Hope I can traverse the Panama Canal someday via my boat. We’re cruising around the Bahamas currently but maybe in a couple years!

It’s a pretty amazing experience!

I thought it was cool watching the boats cross, but this is such an interesting perspective from someone actually making the crossing!

What a cool adventure! I would really explore the world a bit more from the sea. I just wished I knew how to sail, haha.

No sailing skills required to hitch a ride most times.

Oh, that’s good to hear!

This is such great information! And I loved seeing the A&M shorts and Cowboys hat in your pic!! <3

Haha. Thanks!

Sailing culture is so foreign to me – I’ve paddled through locks before, but nothing near the logistics of this voyage! I think I’d opt for hitching a ride and letting someone else figure out all the hard work! Shelter Bay sounds like a fun place to hang out, though!

Shelter bay was fun. The nearby jungle is wild – we have another post about that. Howler monkeys!!!

Congratulations on a successful passage! I am glad it was such a smooth experience for y’all!! 🙂 Jan / Mom

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

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

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

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

Table of Contents

Expenses Breakdown

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

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

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

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

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

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

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

That’s an excellent way to make friends!

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

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

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

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

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

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

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

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

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

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

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

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

4 Tips On How To Safely Get Through The Panama Canal

Use an agent.

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

Practice Before You Go

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

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

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

Keep Energy Levels High And Be Ready

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

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

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

Remember That You Are The Captain

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

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

How Much Time Does The Canal Save?

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

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

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

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

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

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

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

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

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

Why is The Panama Canal so famous

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

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

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

Why Use Locks and Not a Sea Level Canal?

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

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

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

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

Ways To Transit The Panama Canal

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

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

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

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

General Rules When Locking UP

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

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

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

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

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

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

General Rules When Locking DOWN

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

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

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

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

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

Going Through the Canal as a Yacht or Raft?

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

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

Fun Facts About The Canal

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

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

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Guide to Panama

Where natural beauty meets tradition and history

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

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

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

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

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

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

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

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

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

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

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

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13 Night Panama Canal Eastward Cruise

Your ship Serenade of the Seas

BANISH BOREDOM FOR GOOD

Rock Climbing Wall

Adventure Ocean ®

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Chops Grille℠

Giovanni's Table

Peak performances.

Stage to Screen

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Day 1: san diego, california.

Park It in Balboa

Man the Cockpit

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Local Cuisine

Day 2 - 3: Cruising

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Day 10: panama canal, panama.

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Panama Canal's low water levels could become headache for consumers

ABC News' foreign correspondent Matt Rivers breaks it down on "START HERE."

Low water levels at the Panama Canal are causing a traffic jam at the historic trading route that connects the Atlantic and Pacific Oceans, threatening to ensnarl the holiday shipping season and raising alarm among canal officials.

The 109-year-old canal works through a water lock system that move ships up or down as they make it to the other side. Each ship that goes through the canal uses millions of gallons of water that gets sucked in from nearby lakes. Without this fresh water, the canal can't operate.

There's always been enough rainfall flowing to these lakes, but this year a longer dry season and a shorter rainy season have led to a shortage of freshwater to feed the canal, according to canal officials.

ABC News foreign correspondent Matt Rivers spoke to “START HERE” about his visit to the canal, how authorities are instituting new rules to help conserve water and concerns about the potential impact on supply chains and consumer prices.

BRAD MIELKE: Remember when the Suez Canal in Egypt backed up because of a boat accident, basically? Hundreds of ships patiently lined up for days while the world’s freight traffic just stopped?

Well now, a similar situation is playing out closer to home. The famed Panama Canal is now home to the planet’s biggest traffic jam, but this time it’s not because of a ship, but because of the water.

ABC’s foreign correspondent Matt Rivers is on the ground in Panama right now. Matt ,maybe I should have said not water, it’s a lack of water, right? What’s happening?

MATT RIVERS: Yeah, that's exactly right. So basically, you have the Panama Canal. Everyone knows that it connects the Pacific Ocean to the Atlantic Ocean. And right now, there are huge delays. You can enter the canal from either the Atlantic or the Pacific, and we took a boat out on to the Pacific the other day and there are just ship after ship after ship stuck waiting.

And the reason why has to do with the way this canal is structured. So, basically, the way this works is that as you enter one side, a series of locks, so think of them as like water elevators – they have to move ships either up or down as they make it to the other side.

In order to do that, the canal sucks water in from nearby lakes. These are freshwater sources. So basically, it's rainfall that comes down, feeds the rivers, the rivers feed down into the canal.

Each ship that goes through the canal uses about 55 million gallons of water, most of which then gets flushed out to sea as the ship makes its way through the canal. In a place like Panama, which is one of the wettest countries in the world, that has never really been a problem – until now, because when you think about what I just said, you have to have a lot of fresh water.

Well, what happens this year? From January to about March, April, I would say, is typically the dry season in Panama. But that dry season was extended by a few months this year where they didn't get the amount of rain they needed. It was hotter, a more extended dry season. And when the wet season started, let's say around June until now, it's been a less wet than usual wet season.

MORE: Here's what will happen if Colorado River system doesn't recover from 'historic drought'

Basically, with all that adds up to is that there's less fresh water. The levels in the canal are much lower than where they need to be, and so as a result, canal authorities have less water to work with when they're moving each one of these ships through.

They've had to implement water saving, water conserving measures. So what that's meant is that not only are they allowing less ships to go through the canal every day, from 36 on average down to about 32 on average, but each ship also has weight restrictions now.

They have to actually have less cargo on board. So what that means is delays. The number of ships that are going through each day is less, but the number of ships arriving same as ever before, and so that's why on both sides, in the Atlantic and the Pacific, you've got ships waiting. Right now, we're approaching about 150 ships, more or less waiting to transit through.

MIELKE: So how bad is that? Like, what does that mean for consumers, I guess? Like, how bad is it getting as far as the shipments?

RIVERS: Sure. So, basically, think about what these ships carry through. It's everything from consumer electronics to raw materials used to make other goods. The shipping companies, the companies that are paying for these shipments, they incur more fees. The longer these delays go on, ultimately, their costs go up. And as we saw during the pandemic, what happens when companies incur more costs? Do they eat it in the public good? No.

Generally speaking, they say let's just pass those costs right along to the consumer. And that is the fear here. We're not really seeing that yet, but this is the start of the peak season for shipping. And it might I mean, don't get mad at me for talking about Christmas this early. I'm not someone who likes to see Christmas trees in Target this early, but these shipping companies are thinking about Christmas.

So there could be delays in those goods getting to stores, and you could see prices go up a little bit as a result. Again, we're not seeing that now, but if these companies decide to pass costs incurred here at the Panama Canal on to your average American, then you could see prices go up.

That said, let me just say, this is not going to be, at least for now, as bad as the kind of supply chain issues that we saw during the global pandemic.

MORE: Drought monitor spells good news for California, but 'not out of the woods' on megadrought

MIELKE: Well, and I guess this raises this larger worry, which is like, if there's a boat accident there, that can get fixed in a day. If there's part of the canal is destroyed, you could reconstruct that in a week or a month or whatever. Droughts can last for years, Matt. So what happens going forward if the problem is just how much it rains in a country?

RIVERS: Yeah, and those are the questions that we posed to Panama Canal authorities, and they're taking it one step at a time.

During the wet season, which is where we are now, that's when normally the feeder system for this canal fills back up. So when dry season comes around again in the early part of next year, they've got enough water to work with, they get through the dry season, then the wet season comes again and everything is OK. But if the wet season doesn't fill back up their supplies enough, then they're going to be starting off next year on the back foot.

Without fresh water, this canal cannot operate. It's that simple. So what keeps the authorities here at the Panama Canal up? The long-term viability of the canal. If they don't get more fresh water, then they can't operate the canal the same way they have since it opened more than a century ago.

We're not there yet. We don't hope, no one hopes, we get to that point. But these are the kinds of conversations that are being had here at the Panama Canal within the official community that have literally never happened before.

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Panama Canal Eases Limits That Caused Shipping Bottleneck

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Oceania Cruises to Launch First Cruises from Tampa, Florida

L uxury cruising is set to arrive in Tampa when Oceania Cruises sets sail from the Gulf Coast city in early 2026. The cruise line's 670-passenger Insignia will sail from Tampa to the Caribbean and Panama with four cruise departures ranging from seven to 20 days in March 2026. The sailings will mark the first time that an ultra-premium cruise line will set sail from Tampa.

While Tampa is no stranger to the cruise market, it has typically welcomed larger ships that cater more to the mainstream cruise market, including lines such as Carnival, Celebrity Cruises, Norwegian Cruise Line, and Royal Caribbean International.

But with the arrival of Oceania will come a more boutique, hotel-style version of cruising. The Insignia features spacious staterooms and suites decorated in calming color palettes inspired by the sea, sky, and land, accented with luxe fabrics and drapes, and the cruise line's exclusive Tranquility Beds. There's also a fitness center, sports deck with putting green, and enticing lounges and bars with exciting cocktail programs and energetic live shows. The Aquamar Spa + Vitality Center takes wellness to a new level, not only through its spa treatments and therapies, and fitness center, but gourmet plant-based dishes and wellness excursions in ports of call.

The "foodie" cruise line's ship (Oceania has made a name for itself as a cruise line with a strong culinary program ) also boasts five restaurants, all of which are overseen by an impressive culinary advisory board that is co-chaired by Chef Jacques Pépin and Giada De Laurentiis. And service standards are high with a dedicated crew of 400 accommodating the 670 passengers onboard.

Frank A. Del Rio, president of Oceania Cruises, noted in a statement that adding Tampa opens up more options for the cruise line to explore Florida's west coast and the Gulf of Mexico. "Tampa echoes the cosmopolitan essence of our beloved hometown of Miami with its diverse mix of international influences and cultures," Del Rio stated.

What to eat and do and where to stay in Tampa

That diverse mix of international influences and cultures is evident in Tampa's culinary scene, which makes the thriving city a terrific fit with Oceania. The city's culinary traditions were established back at the turn of the 20th century in the historic Ybor City district, once the "cigar capital of the world," where Cubans, Spaniards, Italians, Germans, and Romanians lived and worked alongside each other in the cigar industry.

Over the past decade or so, independent chefs have taken have taken up the mantle in elevating Tampa's dining scene, starting in the Seminole Heights neighborhood, like James Beard-nominated and Michelin-recognized Ferrell Alvarez and his Proper House Group's Rooster & the Till . Fast forward to today and Tampa has landed on the Michelin map with a handful of starred restaurants, including Lilac for Mediterranean cuisine, Rocca for an artisan Italian dinner, and the Omikase experience Kōsen , four Bib Gourmand spots and 21 other Michelin-recognized restaurants. There's also a popular food hall, Armature Works , and Sparkman Wharf features a street food scene housed in cargo shipping containers. Adding to the appeal, a lot of these venues are within walking distance of Port Tampa Bay, or a quick ride share away.

Tampa is accessible from across the country and around the world, with an estimated 100 non-stop destinations arriving into Tampa International Airport; and Orlando International Airport is about 85 miles east of Port Tampa Bay.

For those who want to extend their time in Tampa (and you definitely should), book into the Tampa Edition , the city's first five-star hotel; Palihouse Hyde Park Village , a boutique hotel in a charming neighborhood with a European vibe; or Hotel Haya , a sleek option in Ybor City. Take time to explore the bustling new Water Street district, a quick walk from the port with myriad restaurants; or hop the free trolley to Ybor City and wander the brick streets, stopping to tour J.C. Newman Cigar Co. , the last remaining cigar factory in the United States. Or, get onto the water by renting an e-boat or paddleboard to cruise around Tampa; a bit further out of town you can paddle among the locals- alligators, that is-at the Hillsborough River State Park .

Insignia will arrive into Tampa on March 3, 2026, at the end of its 9-day Tropical Harmony itinerary that will depart February 22, 2026, from Bridgetown, Barbados. Upon arrival in Tampa, the ship will embark upon seven- and 15-day Caribbean itineraries, and two departures for the Panama Canal: the 10-day Palms & Panama Canal on which guests disembark in Panama City, and the 20-day Panama Canal Connoisseur that continues on back to Miami.

These sailings depart March 2026 and are on sale now ; promotional fares are available. For example, the starting rate for an oceanview stateroom on the 9-day Tropical Harmony sailing from Barbados is $2,949 (regularly $5,898); on the seven-day Western Caribbean Escape, $2,449 (regularly $4,898); and $6,399 (regularly $12,798) on the 20-day Tampa to Miami voyage with a transit of the Panama Canal.

Now that Panama Canal drought is over, it’s time to start preparing for the next drought

Canal unlikely to secure major new water source before another shortage strikes.

by Lloyd's List

28 August 2024 (Lloyd's List) - THERE will likely be another drought before the Panama Canal secures a new long-term water source. When it happens, the waterway will be better prepared than it was in 2023-2024. That was the promise from Ricaurte Vasquez, administrator of the Panama Canal Authority (ACP), during a roundtable discussion with journalists on Monday.

The proposed $2bn Rio Indio Reservoir project, the “most efficient” long-term solution for water availability, will take five years to complete, and hasn’t been approved yet.

The plan is controversial, requiring relocation of residents who live in the project site. “A timeline of five years assumes you get the mandate and the support from the community to move forward,” cautioned Vasquez.

Even in the best-case scenario for the project, the Panama Canal will probably suffer another drought before the new reservoir comes online.

“We will be prepared for another drought, which we expect within the next four year,” said Vasquez. “Bear in mind that we had a drought in 2016, 2019 and then in 2023. The frequency is faster now than in the past. There is a different pattern of El Nino and La Nina, and a different pattern of rainfall.”

Droughts typically compel the ACP to hike draught restrictions beyond normal seasonal draught limits. The latest drought was so severe that draught reductions alone wouldn’t work – it necessitated transit cuts. “We have never used transit restrictions in the past,” he noted.

In the next drought, “we have to go back to the experience we had this year. First, draught restrictions, and then, if we have to rely on them again, restrictions on the number of transits, [communicated] way in advance.”

The shipping industry was caught off guard by transit limits in the latest drought, which forced widespread rerouting of containerships, bulkers, very large gas carriers and liquefied natural gas carriers around the Cape of Good Hope.

The keys to averting similar disruptions when the next drought ensues: the ACP’s ability to provide better schedule reliability, to maximise water efficiency and utilisation, and to enhance its information flow.

“From the operational standpoint, we now have more data and a better grasp of how to handle our water capabilities,” affirmed Vasquez.

“The lessons learned from this drought are about having more information and managing that information, making sure our hydrologists speak to our operational guys, and that our market guys understand what to say to our customers. The flow of information has improved significantly and that should continue. We are not complacent.”

Full recovery on track

The effects of the historic 2023-2024 drought crisis are waning. The Gatun Lake water level is now at 85.8 feet (26.1m), with expectations for it to rise to 88ft (26.8m) by the end of the rainy season in November.

Allowable vessel draught is back to normal at 50ft (15.24m). There are now 35 transits slots per day, up from a low of 24, with a full return to the normal 36 slots just days away, on September 1.

Vessel traffic will recover with a lag, said Vasquez.

“It is the market that responds to this, not something you see immediately. Assigning vessels and assigning contracts is a process and the lead time associated with that is critical. So, if it took about four to five months for the market to adjust downward, we’re assuming it will take five to six months for the market to readjust upwards.”

Monthly transit data for July shows that neopanamax containerships have fully recovered from transit restrictions, and that VLGC traffic has largely recovered. Panamax bulker transits are still down, and liquefied natural gas (LNG) traffic via the neopanamax locks remains sharply down.

“For LNG shipping, reliability and having a specific price was critical,” said Vasquez. “Time is more critical to them than anything else.”

The ACP’s new long-term slot reservation programme is geared toward giving LNG shipping customers, in particular, more certainty on transits starting in 2025.

ACP to meet its FY24 net income target

One might have predicted that the ACP would fall short of its profit target this fiscal year as a result of unprecedented transit restrictions. Not so, according to Vasquez.

The loss of revenue from transit restrictions was offset by “windfall revenue” during October-December 2023 from congestion surcharges (the ACP’s fiscal year runs from October to September). Expenses have also been reduced.

As a result, “net income is going to be very much in line with what we proposed in our budget, even though the composition of revenues and expenses is somewhat different”, he said.

The budget for the next fiscal year, which was just submitted to Panama’s congress, assumes improved results through an anticipated average of 34-35 transits per day compared to a budgeted average of 30 transits per day in the current fiscal year (actual transits have been much lower, averaging 26.3 per day in October 2023-July 2024).

“We feel very comfortable that we will meet our targets for 2025. We believe the operation is going back to normal,” Vasquez said. “We also think vessel composition is moving toward larger vessels, so we will get more volume per transit compared to the previous year.

“Now, if you look beyond 2025, we are very cautious. The climate cycles are more frequent and we have to take that into account when we present our long-term view, because as I said, the chances are that within the new four years, we will have another El Nino – and we remain rainfall dependent.”

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Panama Canal to Launch Long-term Slot Booking System in Fall

Taking lessons from what it learned in 2023, the Panama Canal Authority (ACP) believes it will be ready if it must encounter another drought.

The authority expects another El Niño-driven drought within the next four years, Panama Canal administrator Ricaurte Vásquez Morales told reporters Monday.

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According to Vásquez, the canal isn’t expecting to have new infrastructure before the next major drought. The canal’s planned $1.6 billion Indio River reservoir project would take six years, and would need at least 18 months before construction could even start. The authority still needs to gain approval from the 12,000 people who live near the river’s basin. If built, the new reservoir would provide capacity for an additional 11 transits in the event of another drought period.

“The frequency (of droughts) is faster now than it has been in the past,” Vásquez said.

Recently, vessels have been arriving at the canal with larger cargo volumes, allowing the authority to cut water usage while keeping tonnage stable, Vásquez said. He said the ACP will work with shippers to ensure ships arrive at the canal with the most cargo possible.

The Panama Canal’s average tonnage per transit has increased to 43,000 metric tons this year from about 38,000 tons in 2023, as it reduces water utilization.

The ACP already announced a return to 36 vessel transits per day as of Sept. 1., progressively having increased the amount allowed through the canal in 2024. This number is a far cry from the nadir of 22 ships that could be booked last December, when the transit restrictions were at their peak.

This move essentially brings the Panama Canal back to its maximum sustainable capacity, in which approximately 36 to 38 vessels per day can pass through the 50-mile waterway.

On August 15, the canal lifted draft restrictions back to their normal maximum draft of 50 feet for Neopanamax locks, which facilitate the movement of container ships longer than 966 feet.

The agency may need to bring back the draft restrictions during the 2025 dry season, which lasts from January to May, Vásquez said, but it will seek to avoid using daily transit restrictions.

With the year-long restrictions lifted for the remainder of the May-to-November rainy season, the ACP has launched a long-term slot allocation (LoTSA) initiative for Neopanamax vessels to increase transit certainty and flexibility within the canal.

The long-term transit reservation system offers booking slot packages for different market segments, such as container ships, liquefied natural gas (LNG) vessels and liquefied petroleum gas (LPG) vessels. The system allows customers to secure transit slots up to a year in advance.

Participants bid through a sealed auction process, with the first year covering booking dates from Jan. 5, 2025, to Jan. 3, 2026. The first auction for container ships take place Oct. 1, with five total auctions taking place that month. LNG and LPG vessels will be able to make first bids on Sept. 9.

Each slot has a base price of $200,000. Slots will be allocated based on the bidding results and the timing of bids. For example, the highest bidders on slots 70 to 60 days before transit get priority.

The system allows shippers to swap out of their slot for free up to eight days before the reserved transit date. Slots can also be transferred to vessels within the same alliance.

Making a more efficient reservation system has been a major goal of Vásquez since the restrictions were put in place starting last May. As water levels at Gatún Lake dwindled throughout late 2023, the canal even began holding auctions in which shippers could bid for transit slots. Only about 70 percent of transits were booked in advance prior to the drought, he noted.

As of Wednesday, water levels at the manmade, rainfall-fed Gatún Lake have a depth of 85.8 feet, which is nearly two feet deeper than August’s 83.9-foot average since 2019. The water levels are an almost six-foot improvement over the 79.6-foot depth on Aug. 28, 2023.

Vásquez said he expects long-term vessel traffic to return as the water levels keep rising, but at a slower pace.

“It is the market that responds to this, not something you see immediately. Assigning vessels and assigning contracts is a process and the lead time associated with that is critical,” Vásquez said. “So, if it took about four to five months for the market to adjust downward, we’re assuming it will take five to six months for the market to readjust upwards.”

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