wikipedia-Panama canal- emphasis, redactions, modifications, reductions are mine
The size of the locks determines the maximum size of a ship that can pass through them. Because of the importance of the canal to international trade, many ships are built to the maximum size allowed. These are known as Panamax vessels. A Panamax cargo ship typically has a DWT of 65,000–80,000 tonnes, but its actual cargo is restricted to about 52,500 tonnes because of the 12.6 m (41.2 ft) draft restrictions within the canal.[29] The longest ship ever to transit the canal was the San Juan Prospector (now Marcona Prospector), an ore-bulk-oil carrier that is 296.57 m (973 ft) long with a beam of 32.31 m (106 ft).[30]
Initially the locks at Gatun had been designed to be 28.5 m (94 ft) wide. In 1908, the United States Navy requested that width be increased to at least 36 m (118 ft), which would allow the passage of U.S. naval ships. Eventually a compromise was made and the locks were built 33.53 m (110.0 ft) wide. Each lock is 320 m (1,050 ft) long,
The 2006 third set of locks project will create larger locks, allowing bigger ships to transit through deeper and wider channels. The allowed dimensions of ships will increase by 25% in length, 51% in beam, and 26% in draft, as defined by New Panamax metrics.[32]
Despite having enjoyed a privileged position for many years, the canal is increasingly facing competition from other quarters.
On June 15, 2013, Nicaragua awarded the Hong Kong-based HKND Group a 50-year concession to develop a canal through the country.[60]
The increasing rate of melting of ice in the Arctic Ocean has led to speculation that the Northwest Passage or Arctic Bridge may become viable for commercial shipping at some point in the future. This route would save 9,300 km (5,800 mi) on the route from Asia to Europe compared with the Panama Canal, possibly leading to a diversion of some traffic to that route. However, such a route is beset by unresolved territorial issues and would still hold significant problems owing to ice.[61]
Water issues
The sea level at the Pacific side is about 20 cm (8 in) higher than that of the Atlantic side due to differences in ocean conditions such as water densities and weather.[64]
Future developments
the increasing numbers of larger-than-Panamax ships—will necessitate changes to the canal if it is to retain a significant market share. In 2006 it was anticipated that by 2011, 37% of the world's container ships would be too large for the present canal, and hence a failure to expand would result in a significant loss of market share. Close to 50% of transiting vessels were already using the full width of the locks.[65]
An enlargement scheme similar to the 1939 Third Lock Scheme, to allow for a greater number of transits and the ability to handle larger ships, has been under consideration for some time This proposal to expand the canal was approved in a national referendum by approximately 80% on October 22, 2006.[69]
Third set of locks project
Main article: Panama Canal expansion project
The current plan is for two new flights of locks to be built parallel to, and operated in addition to, the old locks: one east of the existing Gatun locks, and one southwest of the Miraflores locks, each supported by approach channels. Each flight will ascend from sea level directly to the level of Gatun Lake; the existing two-stage ascent at Miraflores and Pedro Miguel locks will not be replicated. The new lock chambers will feature sliding gates, doubled for safety, and will be 427 m (1,400 ft) long, 55 m (180 ft) wide, and 18.3 m (60 ft) deep. This will allow the transit of vessels with a beam of up to 49 m (160 ft), an overall length of up to 366 m (1,200 ft) and a draft of up to 15 m (49 ft), equivalent to a container ship carrying around 12,000 containers, each 6.1 m (20 ft) in length (TEU).
The new locks will be supported by new approach channels, including a 6.2 km (3.9 mi) channel at Miraflores from the locks to the Gaillard Cut, skirting Miraflores Lake. Each of these channels will be 218 m (720 ft) wide, which will require post-Panamax vessels to navigate the channels in one direction at a time. The Gaillard Cut and the channel through Gatun Lake will be widened to at least 280 m (920 ft) on the straight portions and at least 366 m (1,200 ft) on the bends. The maximum level of Gatun Lake will be raised from 26.7 m (88 ft) to 27.1 m (89 ft).
The new locks are expected to open for traffic in 2015. The present locks, which will be 100 years old by that time, will then be able to give engineers greater access for maintenance, and are projected to continue operating indefinitely. By early July 2012, however, it was announced that the canal expansion project had fallen six months behind schedule, leading the expansion to open in April 2015 rather than October 2014, as originally planned.[74]
It was announced in July 2009 that the Belgian dredging company Jan De Nul, together with a consortium of contractors consisting of the Spanish Sacyr Vallehermoso, the Italian Impregilo, and the Panamanian company Grupo Cusa, had been awarded the contract to build the six new locks. The contract will result in $100 million in dredging works over the next few years for the Belgian company and a great deal of work for its construction division.
Rival Colombia rail link
China is looking into constructing a 220 km (137 mi) railway between Colombia's Pacific and Caribbean coasts.[78][79][80][81]
Rival canal in Nicaragua
Main article: Nicaragua Canal
The Nicaraguan parliament has approved a plan to let a Hong Kong based company design and build a competing canal. According to the deal, the company will also be responsible for taking care of the canal during the next 50 years. The government of Nicaragua hopes this will boost the economy, but the opposition is afraid of failure.[82]
They hope to start working on it in late 2014.
The size of the locks determines the maximum size of a ship that can pass through them. Because of the importance of the canal to international trade, many ships are built to the maximum size allowed. These are known as Panamax vessels. A Panamax cargo ship typically has a DWT of 65,000–80,000 tonnes, but its actual cargo is restricted to about 52,500 tonnes because of the 12.6 m (41.2 ft) draft restrictions within the canal.[29] The longest ship ever to transit the canal was the San Juan Prospector (now Marcona Prospector), an ore-bulk-oil carrier that is 296.57 m (973 ft) long with a beam of 32.31 m (106 ft).[30]
Initially the locks at Gatun had been designed to be 28.5 m (94 ft) wide. In 1908, the United States Navy requested that width be increased to at least 36 m (118 ft), which would allow the passage of U.S. naval ships. Eventually a compromise was made and the locks were built 33.53 m (110.0 ft) wide. Each lock is 320 m (1,050 ft) long,
The 2006 third set of locks project will create larger locks, allowing bigger ships to transit through deeper and wider channels. The allowed dimensions of ships will increase by 25% in length, 51% in beam, and 26% in draft, as defined by New Panamax metrics.[32]
Despite having enjoyed a privileged position for many years, the canal is increasingly facing competition from other quarters.
On June 15, 2013, Nicaragua awarded the Hong Kong-based HKND Group a 50-year concession to develop a canal through the country.[60]
The increasing rate of melting of ice in the Arctic Ocean has led to speculation that the Northwest Passage or Arctic Bridge may become viable for commercial shipping at some point in the future. This route would save 9,300 km (5,800 mi) on the route from Asia to Europe compared with the Panama Canal, possibly leading to a diversion of some traffic to that route. However, such a route is beset by unresolved territorial issues and would still hold significant problems owing to ice.[61]
Water issues
The sea level at the Pacific side is about 20 cm (8 in) higher than that of the Atlantic side due to differences in ocean conditions such as water densities and weather.[64]
Future developments
the increasing numbers of larger-than-Panamax ships—will necessitate changes to the canal if it is to retain a significant market share. In 2006 it was anticipated that by 2011, 37% of the world's container ships would be too large for the present canal, and hence a failure to expand would result in a significant loss of market share. Close to 50% of transiting vessels were already using the full width of the locks.[65]
An enlargement scheme similar to the 1939 Third Lock Scheme, to allow for a greater number of transits and the ability to handle larger ships, has been under consideration for some time This proposal to expand the canal was approved in a national referendum by approximately 80% on October 22, 2006.[69]
Third set of locks project
Main article: Panama Canal expansion project
The current plan is for two new flights of locks to be built parallel to, and operated in addition to, the old locks: one east of the existing Gatun locks, and one southwest of the Miraflores locks, each supported by approach channels. Each flight will ascend from sea level directly to the level of Gatun Lake; the existing two-stage ascent at Miraflores and Pedro Miguel locks will not be replicated. The new lock chambers will feature sliding gates, doubled for safety, and will be 427 m (1,400 ft) long, 55 m (180 ft) wide, and 18.3 m (60 ft) deep. This will allow the transit of vessels with a beam of up to 49 m (160 ft), an overall length of up to 366 m (1,200 ft) and a draft of up to 15 m (49 ft), equivalent to a container ship carrying around 12,000 containers, each 6.1 m (20 ft) in length (TEU).
The new locks will be supported by new approach channels, including a 6.2 km (3.9 mi) channel at Miraflores from the locks to the Gaillard Cut, skirting Miraflores Lake. Each of these channels will be 218 m (720 ft) wide, which will require post-Panamax vessels to navigate the channels in one direction at a time. The Gaillard Cut and the channel through Gatun Lake will be widened to at least 280 m (920 ft) on the straight portions and at least 366 m (1,200 ft) on the bends. The maximum level of Gatun Lake will be raised from 26.7 m (88 ft) to 27.1 m (89 ft).
The new locks are expected to open for traffic in 2015. The present locks, which will be 100 years old by that time, will then be able to give engineers greater access for maintenance, and are projected to continue operating indefinitely. By early July 2012, however, it was announced that the canal expansion project had fallen six months behind schedule, leading the expansion to open in April 2015 rather than October 2014, as originally planned.[74]
It was announced in July 2009 that the Belgian dredging company Jan De Nul, together with a consortium of contractors consisting of the Spanish Sacyr Vallehermoso, the Italian Impregilo, and the Panamanian company Grupo Cusa, had been awarded the contract to build the six new locks. The contract will result in $100 million in dredging works over the next few years for the Belgian company and a great deal of work for its construction division.
Rival Colombia rail link
China is looking into constructing a 220 km (137 mi) railway between Colombia's Pacific and Caribbean coasts.[78][79][80][81]
Rival canal in Nicaragua
Main article: Nicaragua Canal
The Nicaraguan parliament has approved a plan to let a Hong Kong based company design and build a competing canal. According to the deal, the company will also be responsible for taking care of the canal during the next 50 years. The government of Nicaragua hopes this will boost the economy, but the opposition is afraid of failure.[82]
They hope to start working on it in late 2014.
