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The Panama Canal (Spanish: Canal de Panamá) is a major ship canal that traverses the Isthmus of Panama in Central America, connecting the Atlantic and Pacific Oceans. Construction of the canal was one of the largest and most difficult engineering projects ever undertaken. It has had an enormous impact on shipping between the two oceans, obviating the long and treacherous route via the Drake Passage and Cape Horn at the southernmost tip of South America. A ship sailing from New York to San Francisco via the canal travels 9,500 km (6,000 miles), well under half the distance of the previous 22,500 km (14,000 mi) route around Cape Horn.[1] Although the concept of a canal near Panama dates back to the early 16th century, the first attempt to construct a canal began in 1880 under French leadership. After this attempt failed, the project of building a canal was attempted and completed by the United States in Panama in 1914, when the canal opened. The building of the 77 km (48 mi) canal was plagued by problems, including disease (particularly malaria and yellow fever) and landslides. As many as 27,500 workers are estimated to have died during construction of the canal.
Since opening, the canal has been enormously successful, and continues to be a key conduit for international shipping. Each year more than 14,000 ships pass through the canal, carrying more than 203 million tons of cargo. By 2002 about 800,000 ships had used the canal altogether.[2]
The canal can accommodate vessels from small private yachts up to fairly large commercial ships. The maximum size of vessel that can use the canal is known as Panamax; an increasing number of modern ships exceed this limit, and are known as post-Panamax vessels. A typical passage through the canal by a cargo ship takes around nine hours. 14,011 vessels passed through in 2005, with a total capacity of 278.8 million tons, making an average of almost 40 vessels per day.[3]
The canal consists of seventeen artificial lakes, several improved and artificial channels, and two sets of locks. An additional artificial lake, Alajuela Lake, acts as a reservoir for the canal. The layout of the canal as seen by a ship transiting from the Pacific end to the Atlantic is as follows:[4]
A schematic of the Panama Canal, illustrating the sequence of locks and passagesDue to the local geography the main direction of sailing is North-West, whereas the global direction from Pacific to Atlantic is East.
From the beginning of the buoyed entrance channel in the Gulf of Panama, ships travel 13.2 kilometres (8.2 mi) up the channel to the Miraflores locks, passing under the Bridge of the Americas
The two-stage Miraflores lock system, including the approach wall, is 1.7 kilometres (1.1 mi) long, with a total lift of 16.5 meters (54 ft) at mid-tide
The artificial Miraflores Lake is the next stage, 1.7 kilometers (1.0 mi) long, and 16.5 metres (54 ft) above sea level
The single-stage Pedro Miguel lock, which is 1.4 kilometres (0.8 mi) long, is the last part of the ascent with a lift of 9.5 meters (31 ft) up to the main level of the canal
The Gaillard (Culebra) Cut slices 12.6 kilometres (7.8 mi) through the continental divide at an altitude of 26 metres (85 ft), and passes under the Centennial Bridge
The Chagres River (RÃo Chagres), a natural waterway enhanced by the damming of Lake Gatún, runs west about 8.5 kilometres (5.3 mi), merging into Lake Gatun
Gatun Lake, an artificial lake formed by the building of the Gatun Dam, carries vessels 24.2 kilometers (15.0 mi) across the isthmus
The Gatún locks, a three-stage flight of locks 1.9 kilometres (1.2 mi) long, drop ships back down to sea level
A 3.2 kilometer (2.0 mi) channel forms the approach to the locks from the Atlantic side
Limón Bay (BahÃa Limón), a huge natural harbour, provides an anchorage for some ships awaiting transit, and runs 8.7 kilometers (5.4 mi) to the outer breakwater |
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