Panamax

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File:Panama Canal Miraflores Locks.jpg
Two Panamax ships seen almost touching the walls of the Miraflores Locks.
File:Agua Clara Locks 09 2019 0822.jpg
Neopanamax ship passing through the new Agua Clara Locks

Panamax and New Panamax (or Neopanamax) are the size limits for ships traveling through the Panama Canal. The limits and requirements are published by the Panama Canal Authority (ACP) in a publication titled "Vessel Requirements".[1] These requirements also describe topics like exceptional dry seasonal limits, propulsion, communications, and detailed ship design.

The allowable size is limited by the width and length of the available lock chambers, by the depth of water in the canal, and by the height of the Bridge of the Americas since that bridge's construction, along with the clearance under the Atlantic and Centennial Bridges since their constructions in 2019 and 2004 respectively. These dimensions give clear parameters for ships destined to traverse the Panama Canal and have influenced the design of cargo ships, naval vessels, and passenger ships.

Panamax specifications have been in effect since the opening of the canal in 1914. In 2009, the ACP published the "New Panamax" specification,[2] which came into effect when the canal's third set of locks, larger than the original two, opened on 26 June 2016. Ships that do not fall within the Panamax-sizes may be called post-Panamax, super-Panamax, or Capesize.

The increasing prevalence of vessels of the maximum size is a problem for the canal, as a Panamax ship is a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships transit in daylight. Because the largest ships traveling in opposite directions cannot pass safely within the Culebra Cut, the canal effectively operates an alternating one-way system for these ships.

Ship dimensions

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File:Panama Canal watching clearance.jpg
An officer monitors the clearance of the cruise ship MS Ryndam as she traverses the lock.
File:Panamax container ship.JPG
Panamax container ship
File:Missouri panama canal.jpg
Template:USS, one of the Lua error in package.lua at line 80: module 'Module:WPSHIPS utilities/data' not found.s, makes a very tight fit as she passes through the Miraflores Locks of the Panama Canal in October 1945.

Panamax is determined principally by the dimensions of the canal's original lock chambers, each of which is Template:Cvt wide, Template:Cvt long, and Template:Cvt deep. The usable length of each lock chamber is Template:Cvt. The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks and is Template:Cvt at a Miraflores Lake level of Template:Cvt. The clearances under the Bridge of the Americas at Balboa, the Centennial Bridge near the Culebra Cut, and the Atlantic Bridge in Colon, are the three limiting factors on a vessel's overall height for both Panamax and Neopanamax ships; the exact figure depends on the water level.

The maximum dimensions allowed for a ship transiting the canal using the original locks and the new locks (New Panamax) are:[1]

Length

Overall (including protrusions): Template:Cvt. Exceptions:

  • Container ship and passenger ship: Template:Cvt
  • Tug-barge combination, rigidly connected: Template:Cvt overall
  • Other nonself-propelled vessels-tug combination: Template:Cvt overall;

New Panamax increases the allowable length to Template:Cvt.[2]

Width (beam)

Width over outer surface of the shell plating: Template:Cvt. General exception: Template:Cvt, when draft is less than Template:Cvt in tropical fresh water.

New Panamax originally allowed a width of Template:Cvt.[2] This was expanded to Template:Cvt during June 2018.[3]

Draft

The maximum allowable draft is Template:Cvt in tropical freshwater (TFW). The name and definition of TFW is created by ACP using the freshwater Lake Gatún as a reference. The salinity and temperature of water affect its density, and hence how deep a ship will float in the water. The lake's water has a density of 995.4 kg/m3, at Template:Cvt.[4] The physical limit is set by the lower (seaside) entrance of the Pedro Miguel locks. When the water level in Lake Gatún is low during an exceptionally dry season, the maximum permitted draft may be reduced. Such a restriction is published three weeks in advance, so ship loading plans can take appropriate measures.

New Panamax increases allowable draft to Template:Cvt;[2] however, due to low rainfall, the Canal Authority limited draft to Template:Cvt when the new locks opened in June 2016, increasing it to Template:Cvt in August, "based on the current level of Gatun Lake and the weather forecast for the following weeks."[5]

Height

Vessel height is limited to Template:Cvt measured from the waterline to the vessel's highest point; the limit also pertains to New Panamax in order to pass under the Bridge of the Americas at Balboa harbor.[6] Exception: Template:Cvt when passage at low water (MLWS) at Balboa is possible.[citation needed]

Cargo capacity

A Panamax cargo ship would typically have a DWT of 65,000–80,000 tonnes, but its maximum cargo would be about 52,500 tonnes during a transit due to draft limitations in the canal.[7] New Panamax ships can carry 120,000 DWT.[8] Panamax container ships can carry Template:TEU, with Template:TEU for New Panamax vessels.

Records

The longest ship ever to transit the original locks was San Juan Prospector, now Marcona Prospector, an ore-bulk-oil carrier that is Template:Cvt long, with a beam of Template:Cvt.[9] The widest ships to transit are the Lua error in package.lua at line 80: module 'Module:WPSHIPS utilities/data' not found. and Lua error in package.lua at line 80: module 'Module:WPSHIPS utilities/data' not found. battleships, which have a maximum beam of Template:Cvt, leaving less than Template:Cvt margin of error between the ships and the walls of the locks.[10]

Routes

Major Panamax bulk trade routes include Brazil to China, Australia to China, U.S. to China, China to China, and Australia to India.[11]

Expansion

Script error: No such module "Labelled list hatnote". As early as the 1930s, new locks were proposed for the Panama Canal to ease congestion and to allow larger ships to pass. The project was abandoned in 1942.

On October 22, 2006, the Panama Canal Authority (with the support of the Electoral Tribunal) held a referendum for Panamanian citizens to vote on the Panama Canal expansion project. The expansion was approved by a wide margin, with support from about 78% of voters. Construction began in 2007, and after several delays, the new locks opened for commercial traffic on 26 June 2016.[12]

Neopanamax

Construction of another set of larger locks led to the creation of the "Neopanamax" or "New Panamax" ship classification, based on the new locks' dimensions of Template:Cvt in length, Template:Cvt in beam, and Template:Cvt in depth.[2] Naval architects and civil engineers began taking into account these dimensions for container ships.[13] With the new locks, the Panama Canal is able to handle vessels with overall length of Template:Cvt, Template:Cvt beam (increased by the Canal Authority effective 1 June 2018 to Template:Cvt, to accommodate ships with 20 rows of containers) and Template:Cvt draft,[2] and cargo capacity up to Template:TEU;[14] previously, it could only handle vessels up to about Template:TEU.[15] The Neopanamax standard accommodates ships up to 120,000 DWT.[8]

Impact on world ports

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United States

File:Bayonne Bridge 2 deck with ship.agr.jpg
Navigational clearance under the Bayonne Bridge in New York harbor was increased to accommodate New Panamax ships by building a new, higher roadway inside the arch and then removing the lower roadway.
File:Bayonne bridge with higher clearance DSCN3425 (35449151160).jpg
Bayonne Bridge with old roadway removed over the water

Several ports, including the ports of New York and New Jersey, Norfolk, and Baltimore, all on the East Coast of the United States, have already increased their depth to at least Template:Cvt to accommodate New Panamax ships; in 2015 the Port of Miami achieved the same in a project known as the "Deep Dredge"[16] and is the closest deepwater port to the Panama Canal in the US. In 2017, the Port Authority of New York and New Jersey raised the clearance of the Bayonne Bridge to Template:Cvt, at a cost of $1.7 billion, to allow New Panamax ships to reach container port facilities at Port Newark–Elizabeth Marine Terminal.[17] Previously, only GCT Bayonne, Global Container, could handle the New Panamax ships.

As of April 2012, a controversy between Savannah, Georgia, and Charleston, South Carolina, over limited federal funding for dredging/deepening projects—including both state and federal lawsuits filed by environmental groups in both states opposing the techniques planned to be used in dredging the Savannah River—also revolves around attracting the business of carriers whose fleets include New Panamax vessels. Jacksonville, Florida, is pursuing its "Mile Point" project with the prospect of deepening the St. John's River in anticipation of Post-Panamax traffic; Mobile, Alabama, has completed the deepening of its harbor to Template:Cvt for the same reason; and other ports seem likely to follow suit.[citation needed]

The American conservative think tanks The Heritage Foundation and Cato Institute have cited the Foreign Dredge Act of 1906 as a factor in constraining American dredging capacity for expanding ports to accommodate post-Panamax ships.[18][19][20]

United Kingdom and Canada

Liverpool built a new container terminal, Liverpool2, where ships berth in the tidal river rather than in the enclosed docks, coinciding with the opening of the widened Panama Canal locks. In Halifax, Canada, a major expansion of the South End Container Terminal was completed in 2012, extending the pier and increasing the berth depth from 14.5 to 16 m (48 to 52 ft).[21]

Mexico

The port of Salina Cruz, in the state of Oaxaca, Mexico, has been expanded to obtain the capacity to receive Post Panamax ships.[22] This expansion forms part of the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) project which the Mexican government has been executing since 2019. This expansion, which began in January 2022,[23] consists of the creation of a new port with an access depth of Template:Cvt, a Template:Cvt long breakwater and a Template:Cvt wide mouth.[24] This new port is planned to be inaugurated on February 26, 2024.[22] Between January 2020 and June 30, 2023, the government spent over 3.8 billion Mexican pesos to this expansion.[23] The project's goal is to create a land-based route alternative to the Panama Canal, which has faced complications in recent years due to intense droughts. However, the port of Coatzacoalcos, Veracruz, is still Template:Cvt deep, but it has nonetheless been subjected to expansion and modernization to efficiently transport cargo.[25]

Impact on existing ships

File:Container Ship CMA CGM Theodore Roosevelt in NY Harbor on Sept 7, 2017 (36415318053).jpg
A New Panamax ship, the CMA CGM Theodore Roosevelt, about to transit New York Harbor via the heightened Bayonne Bridge

Due to the expansion, demand for Old Panamax ships has plummeted, resulting in ships being traded at scrap value. Some ships only seven years old have been sold for scrap,[26][27] and others have been widened.[28]

Comparison of sizes

Original locks Panamax Third locks[n 1] New-Panamax[n 1]
Length 320.04 m (1,050 ft) 294.13 m (965 ft) 427 m (1,400 ft) 366 m (1,200 ft)
Width 33.53 m (110 ft) 32.31 m (106 ft) 55 m (180 ft) 51.25 m (168.1 ft)[29]
Draft[n 2] 12.56 m (41.2 ft) 12.04 m (39.5 ft) 18.3 m (60 ft) 15.2 m (50 ft)
TEUs 5,000 13,000
Tonnage Template:DWT Template:DWT
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  1. ^ a b New Panamax sizes are published in the metric system.[2]
  2. ^ Draft in tropical freshwater (TF)
File:Ship measurements comparison.svg
Comparison of the bounding box of Panamax and Neopanamax with some other sizes in isometric view

Post-Panamax and Post-Neopanamax ships

Post-Panamax or over-Panamax denote ships larger than Panamax that do not fit in the original canal locks, such as supertankers and the largest modern container and passenger ships. The first post-Panamax ship was the RMS Queen Mary, launched in 1934, built with a Template:Cvt beam as she was intended solely for North Atlantic passenger runs. When she was moved to Long Beach, California, as a tourist attraction in 1967, a lengthy voyage around Cape Horn was necessary.[30] The first post-Panamax warships were the Japanese Yamato-class battleships, launched in 1940.[31] Until World War II, the United States Navy required that all of their warships be capable of transiting the Panama Canal. The first US Navy warship design to exceed Panamax limits was the Lua error in package.lua at line 80: module 'Module:WPSHIPS utilities/data' not found., designed circa 1940 but never built. The limit was specifically removed by the Secretary of the Navy on 12 February 1940, with the (never-realized) prospect of a new set of Template:Cvt wide locks to be built for the Canal.[32] The Lua error in package.lua at line 80: module 'Module:WPSHIPS utilities/data' not found.s were designed with a folding deck-edge elevator to meet Panamax limits; the limit did not apply to subsequent US aircraft carriers.[33]

See also

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References

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  1. ^ a b Page Module:Citation/CS1/styles.css has no content."Vessel Requirements" (PDF). Panama Canal Authority. Archived from the original (PDF) on December 28, 2021. Retrieved May 16, 2005.
  2. ^ a b c d e f g Page Module:Citation/CS1/styles.css has no content.Manuel E. Benítez, ACP (January 19, 2009). "Dimensions for Future Lock Chambers and "New Panamax" Vessels" (PDF). ACP. Archived from the original (PDF) on May 6, 2009. Retrieved May 2, 2010.
  3. ^ Page Module:Citation/CS1/styles.css has no content."Watch: Largest Vessel In Dimension To Pass Through Expanded Panama Canal". Marine Insight. May 16, 2019. As of June 2018, the Canal increased the beam from 49 meters to 51.25 meters due to the training and experience acquired by the team during the operation of the neopanamax locks in almost three years.
  4. ^ Page Module:Citation/CS1/styles.css has no content."Regulation on navigation in Panama Canal Waters" (PDF). The Panama Canal Authority. June 3, 1999. p. 10. Retrieved December 10, 2012.
  5. ^ Canal adds foot to maximum draft of neo-Panamax locks, Joseph Bonney, joc.com, Aug 08, 2016, Accessed December 11, 2016
  6. ^ OP NOTICE TO SHIPPING No. N-1-2010, Rev. 1 To: Steamship Agents, Owners and Operators Subject: Vessel Requirements Script error: No such module "webarchive". page 4. 16 April 2010 www.pancanal.com, accessed 10 April 2021
  7. ^ Page Module:Citation/CS1/styles.css has no content.Modern ship size definitions (PDF), Lloyd's register, archived from the original (PDF) on February 24, 2012.
  8. ^ a b Page Module:Citation/CS1/styles.css has no content."The New Panamax; 13,200-TEU Containership, 120,000 dwt Bulk Carrier". September 12, 2012. Retrieved January 4, 2014.
  9. ^ Page Module:Citation/CS1/styles.css has no content.Background of the Panama Canal, Montclair State University, archived from the original on April 21, 2009, retrieved February 8, 2006
  10. ^ Page Module:Citation/CS1/styles.css has no content."BB-61 Iowa-class". Retrieved January 4, 2014.
  11. ^ Page Module:Citation/CS1/styles.css has no content."Top Five Panamax Bulk Trades". February 7, 2017. Retrieved February 16, 2022.
  12. ^ Page Module:Citation/CS1/styles.css has no content."Panama Canal Opens $5B Locks, Bullish Despite Shipping Woes". The New York Times. Associated Press. June 26, 2016. Retrieved June 26, 2016.
  13. ^ Page Module:Citation/CS1/styles.css has no content.Propulsion Trends in Container Vessels (PDF), MAN B&W Two-stroke Engines, archived from the original (PDF) on November 17, 2008, retrieved April 30, 2009.
  14. ^ Page Module:Citation/CS1/styles.css has no content."Panama canal expansion, reordering maritime trade". CMA CGA. Retrieved October 9, 2017.
  15. ^ Page Module:Citation/CS1/styles.css has no content."'Maersk Djibouti' 5,000 TEU container ship" (PDF), Fleet, Rickmers Maritime, archived from the original (PDF) on July 15, 2011.
  16. ^ Page Module:Citation/CS1/styles.css has no content."Bill Johnson, Director of the Port of Miami, presented on the Port of Miami's Deep Dredge Project to the Miami Beach Chamber of Commerce's…". Archived from the original on November 21, 2018. Retrieved January 4, 2014.
  17. ^ Page Module:Citation/CS1/styles.css has no content."Navigational Clearance Project - Bayonne Bridge - The Port Authority of NY & NJ". www.panynj.gov. Archived from the original on October 7, 2018. Retrieved February 4, 2018.
  18. ^ Page Module:Citation/CS1/styles.css has no content.Loris, Nicolas. "This 113-Year-Old Law Is Hurting American Ports". Heritage.org. The Heritage Foundation. Archived from the original on August 2, 2019. Retrieved August 23, 2022.
  19. ^ Page Module:Citation/CS1/styles.css has no content.Grabow, Colin (April 29, 2022). "To New Critics of the Foreign Dredge Act: Welcome Aboard!". Cato.org. Cato Institute. Retrieved August 23, 2022.
  20. ^ Page Module:Citation/CS1/styles.css has no content.Tosi, Gregory (March 19, 2021). "How to Make US Ports Competitive Again | RealClearPolicy". www.realclearpolicy.com. Retrieved August 23, 2022.
  21. ^ Page Module:Citation/CS1/styles.css has no content.Power, Bill (February 13, 2012). "$35m port terminal project nearing completion". Halifax Chronicle-Herald.
  22. ^ a b Page Module:Citation/CS1/styles.css has no content.Sabanero, Axel (February 13, 2024). "Tren del Istmo: estos son los buques masivos que llegarán al puerto de Salina Cruz". Radio Fórmula (in español). Retrieved February 14, 2024.
  23. ^ a b Page Module:Citation/CS1/styles.css has no content.Silva Alanis, Pedro (September 2, 2023). "Tren interoceánico, al 90%; muelle de Salina Cruz, al 30%". El Imparcial de Oaxaca (in español). Retrieved February 14, 2024.
  24. ^ Page Module:Citation/CS1/styles.css has no content.Pamplona, Fabian (October 17, 2023). "Corredor Interoceánico: Semar informa sobre avances en los puertos de Coatzacoalcos, Salina Cruz, Chiapas y Dos Bocas" [Interoceanic Corridor: the Secretariat of the Navy reports on progress on the ports of Coatzacoalcos, Salina Cruz, Chiapas and Dos Bocas]. Diario del Istmo (in español). Retrieved February 14, 2024.
  25. ^ Page Module:Citation/CS1/styles.css has no content.Ríos, Jose (February 13, 2024). "Corredor Interoceánico: ¿cómo son los buques que llegarán a Salina Cruz?" [Interoceanic Corridor: what are the characteristics of the ships which will arrive at Salina Cruz?]. Diario del Istmo (in español). Retrieved February 14, 2024.
  26. ^ Page Module:Citation/CS1/styles.css has no content.Robertson, Jamie (March 1, 2017). "Why a ship worth $60m was sold as scrap". BBC News.
  27. ^ Page Module:Citation/CS1/styles.css has no content."Maersk scrapping eight Panamax ships". www.joc.com. December 19, 2016.
  28. ^ Lutz Müller, Olaf Doerk: Verbreiterung von Panamax-Containerschiffen. In: Schiff & Hafen, Vol. 8/2017, pp. 12–17
  29. ^ Increase in Maximum Beam for Vessels in the Neopanamax Locks (ADVISORY TO SHIPPING No. A-11-2018) Script error: No such module "webarchive". 14 April 2018 www.pancanal.com, accessed 10 April 2021
  30. ^ Page Module:Citation/CS1/styles.css has no content.Tramp to Queen: The Autobiography of Captain John Treasure Jones. The History Press. 2008. ISBN 978-0752446257.
  31. ^ Page Module:Citation/CS1/styles.css has no content."Yamato Class Battleship – Japan (Pacific 1940)". Retrieved January 4, 2014.
  32. ^ Page Module:Citation/CS1/styles.css has no content.Friedman, Norman (1985). U.S. Battleships: An Illustrated Design History. Annapolis, Maryland: Naval Institute Press. p. 332. ISBN 978-0-87021-715-9.
  33. ^ "70 years of schemes to improve and enlarge the Panama Canal", p. 1 (Essex-class aircraft carriers were the "last fleet carriers capable of passing through the canal’s original locks"). The paper is linked from Dr. Roger's website, Panama Canal, web.mst.edu, accessed 10 April 2021

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