OFFICIAL

HANDBO

'l;Zr OF THE,

PANAMA

CANAL

1915

S.S. ANCON PASSING CONTINENTAL DIVIDE, AUG

OFFICIA L

H AND BOO

PANAMA

CANAL

1915

GOVERNMENT WASHINGTON PRINTING OFFICE

CONTENTS.

P

Introductory.------------.----.------.-------------

5

D istances saved .- . . . . . ._. .-. . .-

7

Distances saved in trade routes between important 

Tables of distances and time saved by canal route. 

How a vessel is handled through the canal. 

Methods of depositing Panama Canal tolls in Unite

foreign countries.-------------. 

Local agents unnecessary-.-----------------------

Government pilots necessary----------------------

Time required for transit.-------------------------

Towing vessels through locks by towing locomotives

2

Handling of ships in locks. 2

Tug service.-----------------------------------

2

Facilities for shipping. . . . . . . . . . . . . 

2

Facilities frsipn-------------------------- -- 

2

Large dry dock at Balboa----------------------------.---. 2

Fuel-oil handling plants.--------------------------

2

Coaling plants. . .--- 

2

Water supply for ships. ----------------------------

General supplies---------.-.--.--------------------

2

Repairs.---------------------.-.-------------------

2

Hotel and hospital accommodations and cable conn

2

Method of application for supplies---------------

2

Savingsin Tolls. Tonnage Tolls Levied Time Panama Rates Prices Charges Saving Officials cited Panama collected .required of cost. of in where on for from Canal toll.----------------------- measurement supplies------------------------.----.costargo Canal services-.-----------------------------whom vessels ----------------------------------. to tonnage.---------------------------to of and tonnage.----------.-.-.-. measure May operation tonnage passenger have .---------------------------1. in 1915.--------.----------commercial vessels ued by certificates carrying use canal.------------at of Isthmus.-----operations canal-speci30may capacity-----------be obtaco22i3w30
4 CONTENTS.

Sailing ships.------------------------------------

Use of canal by sailing ships. 

Savings effected. .---.-.------

The canal and the Navy---------------------------

Effectiveness of Navy increased--------------

Monetary saving to United States--- -----------

Features of construction------------------- ---------

Location of canal.------------------------------

Principal features of canal construction ---------.

Gatun Dam.---------------------------

Gatun Spillway---------------------------

Hydroelectric station.---------------------

Gatun Lake---------------------------------

Gaillard Cut.------- ------.---.-----.----

Miraflores Lake----------------------------

Locks----------------.-------. 

Traffic routes--------------------------------------

First six months of canal operation-deslination 

their cargo tonnage- ------.---------------

Coastwise trade of United States--- .--------

Nature of traffic between various points-------

Principal commodities shipped via canal -------- 

Tabulation showing distribution of cargo tonnage 

Canal tonnage in terms of railway traffic-------
INTRODUCTORY.

Since the golden age of discovery inaugu

bC

bus the quest for an all-water way from E

t

F

East, across Atlantic and Pacific, has been 

w

The idea has possessed the minds of nav

business men, admirals, and Governments. D

p

ects for the forcing of the passage have been 

t

sands of lives have been lost in the efforts.

On May 4, 1904, the Government of the U

t

possession of a strip of land 10 miles wid

r

the Isthmus of Panama and called the 

Z

August 15, 1914, the Panama Canal was ope

tc

This began the era of operation. This is t

r

zation of the actual condition to which we h

bl

forward so long. To tell something of th

ci

tion, how it is managed, the distances it savewtr

ing economy in operation of vessels using t

c

t

handbook. ways the trade is moving, aIre some of the pt5

OFFICIAL HANDBOOK

OF THE

PANAMA CANAL

DISTANCES SAVED.

From Colon, on the Atlantic side 'of the 

ama, to Balboa, on the Pacific side, the d

around South America, is 10,500 nautical 

the canal that distance is reduced to less tha

4

The difference in length of these routes. 

r

resents the maximum distance that can be 

by use of the canal. This maximum is mor

graphically than commercially because ves

b

Pacific coast by way of the Strait of Ma

skirt the entire Atlantic coast of South Am

b

strike across the Caribbean, if from the Un

central Atlantic, if from Europe, and pro

direct route consistent with commercial ad

saving is not purely hypothetical. The t

R

employed in the Atlantic entrance of the 

ferred to the Pacific entrance by way o

M

voyage required 126 days, and the Reliance h

times made the transit from ocean to ocean i

p

areas: instance, through distance canal. svedome ing the 'round-the-continent The What back distance 96642*O-5- of by great the the counts of is and vessels nearer savings 13.135 use United that forth in of substituting 2 could to the miles between the on States the route grat commercial canal, be great by in saved Atlantic Colon tradeMagellan the regular Pacific by canal 7,873 but and routes, value port port theradeBalbhas naurouobodNbrI
8 OFFICIAL HANDBOOK OF PANAMA 

5,262 miles by the canal. The water distan

ports is two-fifths what it used to be.

So far in the use of the canal, over 40 

vessels which have passed through it have 

the coastwise trade of the Tinited State

saving about 7,800 miles on each trip. 

speed be taken at 10 knots, they have aver

over a month at sea on each voyage from 

Where formerly the round trip of a 10-kno

about 55 days' actual steaming, the time 

same trip for the same vessel is now redu

days.

The next heaviest traffic through the can

Pacific coast of the United States and Eu

makes San Francisco nearer to Liverpool 

saving of two-fifths of the old journey 1y 

distance between San Francisco and Gi

reduced from 12,571 miles to 7,621 miles, 

miles or 39 per cent of the former distance.

From San Francisco to Buenos Aires, vi

Magellan, is approximately 7.610 miles 

than the route through the canal, by whic

8,941 miles. To Rio de Janeiro, the distanc

8,609 miles; by the canal 7.885 miles. To 

the eastern proniontorv of South America

Magellan is 9,748 miles: via the canal 6,746 

the distances via Magellan and via the can

5,642 middle using canal 7.277 the former. York the From With United canal;- miles, miles. and the is Africa, reference San nearer Stait by States to respectively. way Francisco The Iquique, the to ofto and of new Valparaiso Magellan, distance the the the route to onerade island west Freetown, of by isis between coast by of the less the11,380 Barbado3,717 great most thanof o the miSom
OFFICIAL HANDBOOK OF PANAMA CA

4,139 miles; and to Guavaquil bv 7,405 mile

York to Guayaquil the present distance of 

approximately 27 per cent of the former di

miles.

As to the Far East, New York is nearer 

by 3,768 miles than formerly by way of the S

the latter route is 18 miles shorter than the 

for vessels plying between New York and Ho

York is 41 miles nearer Manila bv Panama 

and 3,932 miles nearer Sydney by Panama. 

now, by virtue of the Panama Canal, nearer t

to Yokohama by 1,880 miles, and nearer than 

Sydney by 2,424 miles.

The foregoing are typical instances of th

routes effected by the opening of the canal. 

lations of distances are given in the appende
Reduction (in nautical miles) efected by the Panama Canul in length of all-water routes between ports of the Atlantic-Gulf seaboard of the

United States and Pacific ports, American and foreign.

FromPort- os Ne - ali. Nor-Ch - . Jack- Port Pen- Mo- New Gal- Remarks.

an Yr. odel- ore. folk. toin. Ire a. - Ta1, sacola. bile. Vc (Me.).'oil- orlc pia. vile, pa.las ol

Sitka. 7,663 7,676 7,873 7,948 8,020 8,020 8,234 8,267 8,301 8,748 8,821 8,834 8,868 8,1940 ViaSanFrancisco. Di'erencebetween

Panamna and 1Kagellan routes.

Port Town- 7,663 7,676 7,873 7,948 8,020 8,020 8,234 8,267 8,301 8,748 8,821 8,834 8,868 8,940 Do.

send.

Portland,Oreg 7,663 7,676 7,873 7,948 8,020 8,020 8,234 8,267 8,301 8,748 8,821 8,834 8,868 8,940 Do.

San Francisco. 7,663 7,676 7,873 7,948 8,020 8,020 8,234 8,267 8,301 8,748 8,821 8,834 8,868 8,940 Do.

San Diego. 7,673 7, 686 7,883 7, 958 8, 030 8,030 8,244 8, 277 8, 311 S,758 8,831 8,844 8,878 8,930 Do.

Acapulco.-.7,871 7,884 8,081 8,156 8,228 8,228 8,442 8,475 8,509 8,956 9,029 9,042 9,076 9,148 Do. 0 San Jose de 8, 125 8,138 8,335 8,410 8,482 8,482 8,696 8,729 8,763 9,210 9,283 9,296 9,330 9,402 Do.

Guatemala.

Honolulu. 6,400 6,413 6,610 6,685 6,757 6,757 6,971 7,004 7,038 7,485 7,558 7,571 7,605 7,677 Do.

Guayaquil. 7,195 7,208 7,405 7, 480 7,552 7,552 7,766 7, 799 7, 833 8, 280 8,353 8,366 8,400 8,472 Do.

Callao. .-. 6,040 6,053 6,250 6,325 6,397 6,397 6,611 6,644 6,678 7,125 7,198 7,211 7,245 7,317 Do.

Iquique. 4,929 4,942 5,139 5,214 5,286 5,286 5,500 5,533 5,567 6,014 6,087 6,100 6,134 6,206 Do.

Valparaiso. 3,537 3,550 3,747 3,822 3,894 3,894 4,108 4,141 4,175 4,622 4,695 4,708 4,742 4,814 Do.

Coronel. 3,086 3,099 3,296 3,371 3,443 3,443 3,657 3,690 3,724 4,171 4,244 4,257 4,291 4,263 Do.

Yokohama. 3,353 3,435 3,768 3,938 4,116 4,116 4,575 4,649 4,771 5,581 5,658 5,671 5,705 5,777 Differencebetween routes viaPanama,

San Francisco, and Great Circle, and

via SueZ, Colombo, Singapore, hongkong, and Shanghai Shaighai. 1,461 1,543 1,876 2,046 2,224 2,224 2,1683 2,757 2,879 3,693 3,766 3,779 3,813 3,885 DiTerencebetween routes via Panama. n

San Francisco, Yokohama, andl via

Suez, Colombo, Singapore, and Hong- Z kong.

Ilongkong. 1-433 1-351 1-18 152 330 330 789 863 985 1,799 1,872 1,885 1,919 1,991 DkTerencebetweenroutes via Panama, San Francisco, Yokohama, and

Shanghai, and via Suez, Colombo, and Singapore. Ianila.'. 1-374 1-292 41 211 389 389 848 922 1,044 1,858 1,931 1,944 1,978 2,050 Diierence between routes via Panama

San Francisco, and Yokohama, andI

I via Suez, Colombo, and Singapore.
Adelaide.- 1,424 1,483 1,746 1,873 2,000 2,000 2,352 2,412 2,489 3,138 3,211 3,224 3,238 3,330 Diilerencebetweenroutes via Panama,

Tahiti, Sydney, and Melbourne, and

via St. Vincent and Cape of Good

Hope. Melbourne. 2,448 2,507 2,770 2,897 3,024 3,024 3,376 3,436 3,513 4,162 4,235 4,248 4,282 4,354 Di-Terence between routes via Panama, Tahiti and Sydney, and via St. Vincent, dape of Good Hope, and Adelaide.

Sydney. 3,610 3,669 3,932 4,059 4,186 4,186 4,538 4,598 4,675 5,324 5,397 5,410 5,444 5,516 Di-ierence between routes via Panama 

and Tahiti and via St. Vincent Cape 

a

of Good Hope, Adelaide, and Melbourne.

Diference between routes via Panama

Wellington.- 2,283 2,296 2,493 2,568 2,640 2,640 2,854 2,887 2,921 3,368 3,441 3,454 3,488 3,560 and Tahiti and via Straits of MagelH

lan.

1 Distance less via Suez.
Reduction (in nautical miles) efected by the Panama Canal in distances from European ports to the ports of the west coast of A merica and

to New Zealand.

From0

To-Liverpool. hamburg. Antwerp. Bordeaux. Gibraltar. Remarks.

Dis- Less via Dis- Less via Dis- Lessvia Dis- Lessvia Dis- Less via

tance. Panama. lance. Panama. tance. Panama. tance. Panama. stance. Panama.

Sitka. Magellan. 14,804 5,666 15,185 5,528 14,923 5,528 14,564 5,376 13,873 4,950 Via San Francisco.

ranama.-. 9,138 9,657 9,395 9,188 8,923

Port Town- Magellan. 14,272 5,666 14,653 5,528 14.391 5,528 14,032 5,376 13,341 4,950 Do.

send. Panama. 8,606 9,125 8,83 8,156 8,391

Portland, Magellan . 14,152 5,666 14,533 5,528 14,271 5,528 13,912 5,376 13,221 4,950 Do.

Oreg. Panama. 8,486 9,005 8,743 8,536 8,271 

SanFrancisco. Magellan. 13,502 5,666 13,883 5,528 13,121 5,528 13,262 5,376 12,571 4,950

Panama. 7,836 8,355 8,093 7,886 7,621

San Diego. Magellan. 13,110 5,676 13,491 5,538 13,229 5,538 12,870 5,386 12,179 4,960

Panama. 7,434 7,953 7,191 7,484 7,219

Acapulco. Magellan. 11,891 5,874 12,272 5,736 12,010 5,736 11,651 5,584 10,9G0 5,158

Panama.-. 6,017 6,536 6,274 6,067 5,872

San Jose do Magellan. 11,605 6,128 11,986 5,990 11,724 5,990 11, 365 5,838 10,674 5,412 Guatemala. Panama. 5,477 5,996 5,734 5,527 5, 262

Honolulu. Magellan. 13,679 4,403 14,000 4,265 13,758 4,265 13,439 4,113 12,748 3,687

Panama. 9,276 9,795 9.533 9,326 9,061

Guayaquil. Magellan. 10,582 5,198 10,963 5.060 13,701 5,060 10,342 4.908 9,651 4,482

Panama. 5,384 5,903 5.641 5,434 5,169

Callao. Magellan. 9,980 4,043 10,361 3,905 10,G09 3.905 9,740 3,753 9,049 3,327

Panama- . 5,937 6, 456 6, 194 5,987 5,722

Iquique. Magellan. 9,510 2,932 9,891 2,794 9,629 2,794 9,270 2,042 8,579 2,216

Panama. 6,578 7,097 6,835 6,628 6,363

Valparaiso. Magellan. 8,747 1,540 9,128 1,402 8,866 1,402 8,507 1,250 7,816 824

Panama. 7,207 7,726 7,464 7,257 6,992 Coronel. Magellan. 8,502 1,089 8,883 951 8,621 951 8,262 799 7,571 373

Panama. 7,413 7,932 7,670 7,413 7,198

Wellington. Suez. 12,989 1,564 13,353 1,409 13,091 1,409 12,732 1,257 11,702 489 Suez route via Aden, Colombo, King

George Sound, and Melbourne.

Panama. 11.425 11,944 11,682 11.475 11,213 Panama route via Tahiti.
Number of days saved, for vessels of different speeds, by the Panama Canal route between the Atlantic-Culf ports of the United States and

Pacific ports, American and foreign.

From0

New York, for vessels of- Charleston, for vessels of- Port Tampa, for vessels New Orleans, for vessels Galveston, for vessels of of- of- Gletn o esl f

ToM C,

Sitka. 35.9 32.3 26.8 22.9 20.0 37.6 33.8 28.1 24.0 20.9 40.0 35.9 29.8 25.5 22.2 40.5 36.4 30.2 25.9 22.6 40.8 36.7 30.5 26.1 22.7

Port Townsend. 33.9 32.3 26.8 22.9 20.0 37.6 33.8 28.1 24.0 20.9 40.0 35.9 29.8 25.5 22.2 40.5 36.4 30.2 25.9 22.6 40.8 36.7 30.5 26.1 22.7 0

Portland, Oreg. 35.9 32.3 26.8 22.9 20.0 37.6 33.8 28.1 24.0 20.9 40.0 35.9 2.8 25.5 22.2 40.5 36.4 30.2 25.9 22.6 40.8 36.7 30.5 26.1 22.7 0

San Francisco----------- 35.9 32.3 26.8 22.9 20.0 37.6 33.8 28.1 24.0 23.9 40.0 35.9 29.8 25.5 22.2 40.5 36.4 30.2 25.9 22.6 40.8 36.7 30.5 26.1 22.7

San Diego. 36.0 32.3 26.8 22.9 20.0 37.6 33.8 28.1 24.0 20.9 40.0 35.9 2.9 25.5 22.3 40.6 36.4 30.3 25.9 22.6 40.9 36.8 30.5 26.1 22.8

Acapulco. 36.9 33.2 27.5 23.5 20.5 38.5 34.6 28.8 24.6 21.5 40.9 36.8 30.5 26.1 22.8 41.5 37.3 31.0 26.5 23.1 41.8 37.6 31.2 26.7 23.3

San Jose de Guatemala. 38.0 34.2 28.4 24.3 21.2 40.2 35.7 29.7 25.4 22.1 42.1 37.9 31.5 26.9 23.5 42.6 38.4 31.9 27.3 23.8 43.0 38.7 32.1 27.5 24.0

Honolulu. 30.1 27.0 22.4 19.1 16.7 31.7 28.5 23.7 20.2 17.7 34.1 30.7 25.5 21.8 19.0 34.7 31.2 25.9 22.1 19.3 35.0 31.5 26.2 22.4 19.5

Guayaquil. 33.7 30.3 25.2 21.5 18.7 35.4 31.8 26.5 22.6 19.7 37.8 34.0 28.3 24.1 21.1 38.4 34.5 28.7 24.5 21.4 38.7 34.8 28.9 24.7 21.6

Callao. 28.4 25.5 21.2 18.1 15.7 30.1 27.0 22.4 19.2 16.7 32.5 29.2 24.2 20.7 18.1 33.0 29.7 24.7 21.1 18.4 33.4 30.0 24.9 21.3 18.5

Iquique. 23.3 20.9 17.3 14.8 12.9 25.0 22.4 18.6 15.8 13.8 27.3 24.5 20.4 17.4 15.2 27.9 25.0 20.8 17.7 15.4 28.3 25.3 21.0 17.9 15.6

Valparaiso. 16.8 15.1 12.5 10.6 9.2 18.5 16.6 13.7 11.7 10.2 20.9 18.7 15.5 13.2 11.5 21.4 19.2 16.0 13.6 11.8 21.8 19.5 16.2 13.8 12.0

Coronel. 14.7 13.2 10.9 9.3 8.1 16.4 14.7 12.2 10.4 9.0 18.8 16.9 14.0 11.9 10.4 19.4 17.4 14.4 12.3 10.7 20.5 17.7 14.6 12.5 10.9

Yokohama. 16.9 15.2 12.6 10.7 9.3 20.7 18.5 15.4 13.1 11.4 25.3 22.8 18.9 16.1 14.0 25.9 23.3 19.3 16.5 14.4 26.2 23.6 19.5 16.7 14.5

Shanghai. 8.1 7.3 6.0 5.1 4.4 11.9 10.7 8.8 7.5 6.5 16.6 14.8 12.3 10.4 9.1 17.1 15.4 12.7 10.8 9.4 17.4 15.7 13.0 11.1 9.6

Hongkong. 3.1 2.8 2.2 1.9 1.5 7.8 7.0 5.7 4.8 4.2 8.4 7.5 6.2 5.2 4.5 8.7 7.8 6.4 5.4 4.7

Manila. . . . . . . 3.4 3.0 2.4 2.0 1.7 8.1 7.2 5.9 5.0 4.3 8.6 7.7 6.4 5.4 4.7 9.0 8.0 6.6 5.6 4.8

Adelaide. 7.5 6.7 5.6 4.6 4.0 10.4 9.3 7.7 6.5 5.6 14.0 12.5 10.4 8.8 7.7 14.6 13.1 10.8 9.2 8.0 14.9 13.3 11.0 9.4 8.1 >

Melbourne. 12.3 11.0 9.1 7.7 6.7 15.1 13.5 11.2 9.5 8.3 18.7 16.8 14.0 11.9 10.3 19.3 17.3 14.3 12.2 10.7 19.6 17.6 14.6 12.4 10.8

Sydney. 17.7 15.8 13.1 11.2 9.7 20.5 18.4 15.3 13.0 11.3 24.1 21.7 18.0 15.3 13.4 24.6 22.2 18.4 15.7 13.7 25.0 22.4 18.6 15.9 13:8 

Wellington. 11.0 9.9 8.1 6.9 6.0 12.7 11.4 9.4 8.0 6.9 15.1 13.5 11.2 9.5 8.3 15.6 14.0 11.6 9.9 8.6 15.9 14.3 11.8 10.5 8.7

CO
Nauinber of days sared, for vessels of differentt speeds, by the Panama Canal route between European ports and ports of Pacific America and

of New Zealand.

FromLiverpool, for vessels of-- Hambuirg, for vessels of- Antwerp, for vessels of- Bordeanx, for vessels of- Gibraltar, for vessels of- ToSika. 5.P 2. 9 . 25.1 0631. 2251. 9 13.0 25.1 2251. 1.4 139 24. 219 18. 1 m51. 42.11. 421.

Pt T.n. 25.7, 23.1 19.1 16.3 14.2 25.1 22.5 18.7 15. 0 13.9 25. 1 22.6 18.7 15.90 13.9 24.4 21.9 18.1 15.5 13.5 22.4 20.1 16. 7 14.2 12.3 Portlaowsendg. 25.7 23.1 19.1 16.3 14.2 25.1 22.5 18.7 15.9 1:3.9 25.1 22.5 18.7 15.9 1:3. 9 24.4 21.9) 18.1 15.5 13.5 22.4 20.1 16.7 14.2 12.3 z Poan Orsc. 25.7 23.1 19.1 16. 3 14.2 25.1 22.5 18.7 15. q 13.9 25.1 22.5 18.7 15.9 13.9 24.4 21.9 18.1 15.5 13.5 22.4 20.1 1G. 7 14.2 12.3 t San Frio. 25.7 23.1 19.2 16.4 14.2 25.1 22.5 18.7 15. U 13.9 25.1 22.5 18.7 15. f 13. 24.4 21. 9 18.1 15.5 13.5 22.4 20.1 16. 7 14.2 12.4

Acapulco,. 26. 7 23. 1) 11. 17.6 14.8 26-.0 2:3.4 19.4 16. (14-. 4 2G.0 .23.4 1:).4 16. C 14.4 2.5.3 22.8 18.9 IG. 1 14.1 23.4 21.0 17.4 14.8 12.9 San Jose do Guatemala. 27.8 25.0 20. 8 17.7 15.4 27. 2 241.4 20.3 17.3 15.1 27.2 24.41 20.3 17.3 15.1 26.5 23.8 1U.8 16.8 14.7 24.5 22.0 1S.3 15. 6 13.6 llonoluln . 1O.8 17.8 14.8 12. C 10.9 1 1.2 17.2 141.3 12.2 10. C 10.2 17.2 14.3 12.2 10.Gf 18.5 16.6 1,. 7 11.7 10.2 16.5 14.8 12.3 10.4 9.1 Guayaquil. . 23.6 21. 1 17.5 14.9 13. C 22.9 20.G 17.1 14.G 12.7 22. 9 20.6 17.1 14.6 12.7 22.2 11).9 16 .5 14. 1 12.2 20. 2 1S.2 15.0 12.8 11. 1 Callao. .-- 18.2 16.3 13.5 11.5 10.0 17.6 15.8 13. 1 11.5 ). 7 17.6 15.8 13.1 11.5 9'7 16.8 15.1 12.5Z, 10. (; 9.2 14.9 13.3 11.0 9.4 8.1 lquiqu:-. ---.-.-. 13.1 11.7 9.7 8.2 7.1 12.4 11. 1 9.2 7.8 6.8 12. 4 11. 1 9.2 7.8 6.8 11.7 10. 87 7. . 9. 7 8.7 7.2 6.1 .5.2 Valpa s. . 5.9 4.8 4.1 3.5 6. 0 5.3, 4.3 3.5 3.1 6. 0 5. 3 4.31 3.51 3.1 5.3 4. .8 3. ' aas .. '3 2 2. 3.3 2.0 2.3 1.9 1.6 Coroncl. 4-51 4. 0 3.3 2.7 2.3 3.13 2.4 2.8 2.3 1.9 3.9 3.4 2.8 2.3 1.9 3.1 2. 22 1. . 1.2 1.0 0.8 0.6 0.5 Wcllington. 6. 7 6.0 4.9 4.2 3. 5 6. 0 5.-3 4.4 3.7 3.2 i .0 5.3 4.4 3.7 3.2 5.3 4. 3. 3. 2. 1.7 1.5 1.2 0.6 0.5 4
S. S. CRISTOBAL CROSSING LINE OF OLD FRENCH CANAL ON WAY TO GATUN, AUGUST 3, 1914.
HOW A VESSEL IS HANDLED TH

CANAL.

For a steamship owner or agent to send 

the canal is one of the simplest matters in 

Practically all he has to do is to make a dep

ernment to cover the vessel's canal expens

ment will attend to everything else.-and 

as soon as the vessel has cleared from the ca

There are several ways by which money 

to cover canal charges. The simplest and 

the one usually followed is to make a de

sistant treasurer of the United States (the

large will, port of the United States). The a

make treasurer, Panama deposit patchort agent which Unted The of 16on through in all method will entry. to States, Canala request, arrangements say; foreign theave outlined the in canal which to connections New telegraph have cnal country. authorities will above York to a as deposit cable soon givethe His or with equally as notice the San cWashington placed it a vessel the simply presenFrancbank of easIwt
OFFICIAL HANDBOOK OF PANAMA C

the conduct of the rest of the business is in t

Goverm.nent.

Another method which may be followed 

deposit, but which is more complicated, is to 

high-grade bonds with the assistant auditor 

Canal in Washington as security and to m

draft. Drafts to the accepted value of the 

be accepted for conversion into cash, the val

being secured to the Government by its tenu

This arrangement is supposed to be especially 

companies having frequent sailings through 

A third method is to make payment in cash 

on the Isthmus. The probabilities are that t

not be used often, except in cases of yachts 

vessels, on account of the inconvenience and 

credit, to apply on future bills.

By whichever method the advance paym

should be amply sufficient to cover the estima

as an*y other probable expenses, such as fo

cable messages, etc. Whatever balance is d

after the vessel's expenses have been paid w

him, by check on the Treasurer of the United 

after the vessel has cleared from the canal. 

expressely requests it, any balance due him w

credit, to apply on future bills.

Some owners or agents who may have been 

simple canal arranged ments important That the Isthmus arrangements, minimum transaction delay canal is can the arend clone to with of transit be organization neither is prompt lok tends delay. to most handled, local as provide after outlined to ofnecessary expeditiously method banks complicate The the the have handles ship, the introduction to above, interests by pay normoney employed by which te the and theirrough interfering desirable. situation of to ship's teir when of their bills.pay locaa thhb
18 OFFICIAL HANDBOOK OF PANAMA 

methods of handling business by the ca

connection therewith.

When the ship enters the harbor of eith

ports it is boarded by officers of the cana

bill of health and clearance, see that its c

measurement is properly made out, and as

vessels needs in the matters of fuel, supp

handle the lines during the passage of the 

matters are immediately reported to the 

Port, who gives the necessary orders to ins

ance on the vessel's needs and directs its 

canal whenever it is ready.

In all stages of its transit of the canal th

on board a Government pilot. There is no 

age on vessels going directly through the c

ping to discharge cargo or passengers at th

The pilot is on board in an advisory ca

quired to confer with the master of the v

the benefit of his knowledge and advice as 

the vessel in the various reaches, but the m

acquainted with the peculiarities of his ve

of answering the heln, is responsible for 

the vessel, except when she is passing throu

The handling of a vessel during its tran

like the handling of a railway train on 

course is equipped with all requisite sign

mooring, like sidings, and a system of c

cooperation approximately starting arrives telephoned each tween phone in Captain The As series. station soon transit pointssystem and tof as the along the from all departs the of along connecting other 3 the Port the theours vessel the time thstations canal from line, at several starts are the of line, all so requires each the spent poithat the along points which on status of important its there in of the about these of transit includthe entranof contcouris traexlop1
GATUN LOWER LOCKS, LOOKING NORTH FROM MIDDLE LOCKS, MAY 6, 1913.
20 OFFICIAL HANDBOK OF PANAMA 

level channels and Gaillard (formerly " C

speed of vessels is limited to 6 knots; thr

they may make 10, 12, and 15 knots, acco

of the channel. A vessel may clear from 

p

which it enters and, after passing throug

locks, put direct to sea without further sto

The handling of a vessel all through th

the locks, is essentially the same as its han

charted channel where observance of sig

r

turns is necessary. The canal channel th

accurately charted, fully equipped with a

and governed by explicit rules with wh

p

course, are thoroughly familiar.

In the locks, the vessel is under the contro

ating force. As the vessel approaches the l

in charge at the control house indicates by 

erated signal at the outer end of the app

vessel shall enter the locks, and, if so, on w

shall keep back or moor alongside the ap

everything is ready for the transit of the 

approaches the center approach wall, which 

p

ing about a thousand feet from the locks p

thrown out, and connections are made with 

ing locomotives on the approach wall.

The vessel then moves forward slowly u

entrance chamber, when lines are thrown 

side and connections are made with towing 

trolhe of erful cogs equipped the No side thre of slightly the the trouble prompt chamber; over wall.ith on affairs, vessel vesel, forward each the with a has Six paying rck through vessels. secured pulling wal two a been locomotives slip of running aft, of out experienced amidships, drum the against the and holding and chamber. lock along holding and takingre slipping chamber. towing which the in the used maintainher The in vessel center of for do by windhead lochamTthitkpr
OFFICIAL HANDBOOK OF PANAMA 

The water within the lock chamber pro

entrance chamber, is brought to the level o

proach, the gates toward the vessel are op

chain is lowered, and the locomotives man

into the chamber and bring it to rest. Th

closed, the water raised or lowered, as the ca

level of that in the next chamber, the gates 

are opened, and the vessel moved forward. 

are made at Gatun, two at Miraflores, an

Miguel.

When the vessel has passed into the appr

the end of the locks, the lines from the tow

on the side wall are first cast off, then thos

motives on the approach wall, and the vesse

own power.

Towing is not ordinarily required in any p

except in the locks, for steam or motor vess

for sailing ships or vessels without motive 

rate of $15 per hour. If the channel in the 

turbed by a slide, tugs may be used to handle 

narrow places, but in such cases there is n

service to vessels of less than 15,000 gross to
FACILITIES FOR SHIPPI

In line with its policy of making the 

serviceable in a commercial sense, the Gov

ping it with all requisite facilities to minim

delays and expenses of vessels passing thro

The facilities are now ample for the pre

for the lack of a large dry dock. The conc

placed for the permanent dry dock at B

accommodate the largest vessels afloat, and 

by the end of 1915.

Extensive fuel-oil handling plants, with 

nected tanks belonging to individuals an

well as those erected by the Government, 

lished at both terminals of the canal. Oi

to ships at the rate of 1,200 barrels per ho

The permanent coaling plants, now unde

1)oth terminals, will each be able to load co

vessels at the rate of 2,000 tons per hour. 

Atlantic entrance is to have a storage ca

over 400,000 tons, and that at the Pacific e

systems safeold crane and loading pleted to lighters, a capacity Water vessels for piers. at 22at early the and drinking the and or is are of supplied from dcks The coal has in loading from 200,000 1916. been wharf cars water purposes is lighters from drawn tons. alongside cranes. purified. The at in the the inGatun present at Both from mains an the Atlantic These t untreated Pacific will Lake the wharvesmeans on plantbe rguthe entris eneo
. .GATUIN SPILLWAY DAM. OPENING OF SEVEN GATES, LOOKING WEST FROM EAST ABUTMENT, D
24 OFFICIAL HANDBOOK OF PANAMA 

GENERAL SUPPLIES.

As The Panama Canal and the Panama R

are together operating a large number of v

of classes, from tugs to ocean-going passe

vessels, supplies for practically any kind 

on hand on the Isthmus. Such supplies 

ships using the canal, or calling at the ter

storehouses at Cristobal and Balboa have 

ard lubricants, light and heavy hardware, 

cellaneous ship-chandlery supplies.

Foodstuffs and the general variety of 

dled by the commissary department of Th

may be purchased for ships. The fact th

partment is supplying regularly most of th

ing apparel of approximately 50,000 people 

its operations are on a scale which can 

needs of ships now coming to the canal. Pr

lower than the retail prices in the United 

about 10 per cent higher than the wholesale 

compare favorably with prices in any port 

A large stock of fresh meats, vegetabl

groceries, bakery products, etc., is always 

vance arrangements can be made for supp

obtainable in the markets of the world.

Ice may be purchased in any reasonable 

Laundry is handled quickly. No adva

sels, largest least sence quird, it laundry and other with Except is the receive received. two corresponding end of crank and canal by a days for of rail lrge it ship's the shops the shafts back for A to canal. limitations dry the laundry vessel the by can dispatch, and plant work. dock, the doPassengers' entering longest REPAIRS. practically time cant and imposed but Cristobal be itline of thisreturned it ready laundis lathesny shafcanaat preor pr
OFFICIAL HANDBOOK OF PANAMA C

a vessel might bring. Sufficient materials, i

h

billets and all sizes of plates and angles, are k

h

meet every probable need. The foundry can 

ings up to 5 tons in weight, and iron casting

u

as well as brass castings of any ordinary size

The shops at Balboa are equipped with a 54

h

forging press, an open-side extension plane

to plane 132 inches wide, 96 inches high, an

lathes large enough for ordinary line-shaft 

usual accessories of fully equipped machine, b

fitters' shops. The shops alongside the dry 

M

I-lope can do small machine work of moderate 

p

tically any plate work likely to be required. 

to the delay necessary to transport parts to 

facilities of the Balboa shops are also availa

Mount Hope. The Mount Hope Dry Dock 

drawing 131 feet of water and 300 feet long

p

dry dock now tinder construction at Balbo

vessel that can pass through the canal.

The Balboa shops contain a plant for th

oxygen and acetylene, and both they and the M

Hope are equipped with tools for all kinds 

welding. Compressed air, steam, water, oil, 

rent are available at the repair wharves in 

quantity required. Locomotive and wreck

available at the wharf side for lifting, and b

with a lifting capacity of 40 tons may be brou

if have be cost on cover Ancon, HOTEL Contracts The made necessary. the can been overhead Hotel AND basis by adjoining berected The HOSPITAL furnished for of Washington Two expenses, Panama actual doingand Balboa, floating ACCOMMODATIONS are cost repair from Canal, prescribed practically at TIONS. of and the Colon derricks work repairs, though shops. te andt by ready Hotel of a estim

plus The AND the staCh

2

pp
26 OFFICIAL IANDBOOK OF PANAMA 

Taboga Island, are owned and operated b

for the accommodation of the traveling 

tions can be made in the same way as a

hotels.

Ancon Hospital is equipped with 800 bed

35,000 cases a year, in which approximat

operations are performed. Its staff of ph

geons includes men of marked experience 

several experts in tropical medicine. The 

from neighboring countries and from ship

regular work.

Direct cable connections extend from th

York and to the west coasts of Mexico, C

America. The radio stations at Colon a

commercial business.

METHOD OF APPLICATION FOR SU

Steamship captains or agents desiring th

Panama Canal in the way of supplies, rep

ceive prompt response on communicating 

of the Port at Balboa or Cristobal. Ship

cate their wants by radio in advance of ar

organization, having made ample prepara

vessels, is desirous of giving prompt and sa

on a businesslike basis without unnecessary 

The Captain of the Port will furnish in

at from may of agents, of gard placed, tion The Bills present regularly the to be time to following deputy if clearing so frent placing -for desired. to that all with time: established various supplies collectors he ship, orders, is orders. may PRICES services, etc. partial be will and lines at able Bills OF thebe should list will SUPPLIES. but to submitted ports for keep of they b suppliebe the submfor track notiare chthc
OFFICIAL HANDBOOK OF PANAMA 

Coal.-At Cristobal, from lighters, trim

b

or from cars alongside wharf, handled by 

p

ton, $5.40; use of steam hoist and crane, p

Balboa the price is $1 more per ton, either 

Fuel oil.-Regular sales, $1.25 per barrel

Water.-Delivered at dock, 25 cents pe

minimum charge, $3.

General supplies, foodstufs, etc.-Prices 

than retail prices in the United States. Wh

be obtained from the offices of the port capt

Ice.-At Cristobal, 30 cents per 100 poun

cents per 100 pounds.

Laundry.-The following representative p

fair idea of charges. For passengers: Dr

shirts, 10 cents each; socks, 5 cents per pai

each. For ships: Waiters' coats, 10 cents e

b

cents each; trousers and jackets, 5 cents ea

sheets, tablecloths, napkins, towels, 1 cent e

CHARGES FOP, SERVICES.

Barges and lighters.-With towing mach

over, $2.25 per hour; without towing mach

over, 90 cents per hour; under 400 tons, 30 c

p

The charge for barges or lighters will 

kind and class of service rendered, time in 

in connection with handling freight and ca

hour, $5 for vessel $18 tion Sailing over feet,Dry Launches.-Larger JIWharfage.-All for the forthereof, per 100 and each docked docking each firstvesels, foot, but $2.50 succeeding subsequent per day, less with 124 at for 100 foot than and cents. steam iount another each feetlaunches, of hour; $25 200 day. length, Hope.-For in succeeding or foreet, length vessel, smaller motor each for measured per $50 or the vessels, hour. launchefoot, subsequvessel less, forfist 10 ovpthdp
28 OFFICIAL HANDBOOK OF PANAM

Diver's service.-For the first four h

thereof from time of arrival at point of d

f

subsequent hour $10.

Freight.-Rates for handling freight 

ut

kind and class of services required. Fre

h

the terminal ports either by the Panam

t

agents of vessels.

Tugs.-For, harbor work, shifting be

piers or locks, and short tows, $15 per h

Ft

through the canal 4 cents per displaceme

t

per net Panama Canal ton; minimum 

t

through the canal $150.

Pi.otage.-Charges are based upon the 

rate per foot or fraction of foot exceedin

,case pilot is taken on outside of the Atlan

b

extra charge of $10 is imposed. There is n

p

age when a vessel goes direct through the 

ping at either terminal port to take on or 

passengers. Through passengers will b

t

without affecting the status of the vessel in tr

Tolls.-On merchant vessels carrying p

per net ton (each 100 cubic feet) of actua

$1.20.

On vessels in ballast without passengers 

p

t

75 cents.

On naval vessels, other than transport

h

ships, and supply ships, per displacement t

vessels, on space charged. ands 'On Additional For arethe supply Army is employed space passngers, per included ships, net occupied; and charges ton, in the Navy in no determining $1.20. vessel the specific are per transports, net net made to charge tonnage be vssel the measurefor net collieton, is deck uptomhtrbpt
OPENING OF THE PANAMA CANAL. S. S. ANCON IN GAILLARD CUT, LOOKING NORTH FROM CERRO LUISA, AUGUST 15, 1914.
SAVINGS IN COST.

Fundamentally, the saving to a vessel 

canal in place of a longer route is the diffe

cost of the voyage over the longer route 

the canal route, in which latter must be i

tolls. The actual cost per day at sea on an

by various factors, chief among which are 

and of supplies which must be taken aboar

factors, as may be judged from the descri

for vessels at the canal, and the broad

weather, conditions at sea, and connection

trade areas, are generally favorable to the 

son with alternate routes. The advantage o

of goods is in most cases an appreciable con

For a specific voyage between two port

canal or by an alternate route, the cost 

number of vessels according to their indiv

operation. All cases can not be covered b

The following typical instances are, howev

general conditions:

route tns 5.280 the viamiles. clays United Castle, By With canal, the ofon 30miles from using which raw Suez On the reference States San ofa outward Galveston cotton, The Canal speed passed Francisco, travel to Panama to the isand of the voyage betwen through typical. Far to 10 the trade and Yokohama knots Canal, Est, most alone. the thesee from thise Great diccanal this ports. the voyagwith meanvessCirc

Atl

sailon 
OFFICIAL HANDBOOK OF PANAMA 

The Penrith Castle is 361 feet long, 42.6 

17.6 feet in mean draft, has a net registered 

by the rules of measurement of the British 

and is propelled by a three-cylinder, triple-

with 24, 40, and 67 inch cylinders and 45-

crew numbers 28, officers and men. Its o

May be approximated at $230 per day on th

The saving of 22 days at sea amounts, 

saving of $5,060. The tolls collected at the 

(at $1.20 per ton on 3,418 tons, including 

load)-should not be deducted from the sa

alent amount would have been collected at 

If the vessel had elected to go by way 

Magellan, it would have had to travel app

miles, or 5,777 miles farther than by the 

the cost, on the basis followed above, wou

the cost by the canal, including tolls, by $1,5

of Good Hope route would have increased 

7,700 miles over the canal voyage and wo

least $3,258.40 more than the use of the can

Concerning the traffic between the Pac

United States and Europe, the following 

tion based on the transit of 17 vessels of 

laden with grain from San Francisco and 

European ports, principally in Great Brita

saved by the use of the canal in place 

Magellan was about 5,550 miles for each 

speed of 10 knots, the saving in time at 

United vessel operation-$278.46-multiplied or Thef under Panama accordingly, rated In $1,544.58. Trade the average at by the States, $0.09 traffic Canal the measurement-was rules $4,860. use net pr between involving was offor tonnage net the 4,050 If the registered the the canal over measurement tons, of Atlantic average 3,094; the 40 was by and ton, per 17 the 23, and the pr thevessethe cent averless avePacof dieavavo
32 OFFICIAL H1IANDBOOK OF PANAMA 

through the canal, an idea of the saving 

from the case of one of the American Haw

the Arizonan, for instance: On the basis 

knots, the canal saves the Arizonan about 

each voyage from coast to coast. The A

tively large vessel, 470 feet long by 57.2 fee

has carried as much as 11,780 tons of cargo 

on one of her voyages. The canal tolls l

sage are $7,891.20. The cost of operating 

A

sea may be taken at $450 a day. For 2

$11,700, from which the subtraction of th

saving of approximately $3,808 per voyage

Similar instances might be cited wit

given are indicative of the great elemen

will be introduced into some of the more i
TOLLS.

To offset, at least in part, the cost of the m

operation of the canal and the interest on the 

in it, the Government charges tolls on the 

make use of it.

Tolls are levied on the basis of the cargo 

p

carrying capacity of each vessel. The de

capacity is embraced in a set of rules of meas

sels for The Panama Canal, according to wh

nage of a vessel is the units of interior space o

or 2.83 cubic meters, which may be devoted to 

or passengers.

The interior cargo-carrying capacity or ne

is the primary basis on which tolls are levi

b

additional charge for open space on deck oc

or deckload.

A vessel may be measured for its Panama 

bIv the surveyor of any port of the United St

of the rules for measurement have been sent 

ments sels appointed certificates; checkan 36 and viously tional hours, measure which the therrors. of issued ship'sif certificates all foreign arrive the and and the certificate certificate masters the crtificate principal at officials cana the issued furnish of incanal mintains national an may at vessels maritime hour other without the measure ordinarilconstrucunless regitry, ports. a countrstaff a ceit vbpp
34 OFFICIAL HANDBOOK OF PANAMA 

Gross tonnage, according to The Panam

r

i

eludes, in general, the total capacity of the 

t

cal contents of all spaces below the upper de

p

manently covered or closed-in spaces on or 

t

excepting spaces specifically designated fo

such measurement.

The principal deductions from the gros

t

t

determination of the net tonnage include, i

which serve for the navigation of the shi

i

p

spaces devoted to the use of officers and crew

i

ply, boatswain's stores, feed-water tanks, a

in around the funnels for the admission o

t

the engine and fire rooms. No space not i

i

t

gross tonnage is ever deducted in the dete

t

net tonnage.

The canal system of designation of tonn

what from the systems in practice in the U

various foreign nations and from that for t

m

of vessels for the Suez Canal. The classi

for registry are at such variance that it wa

t

out a separate plan for the measurement 

t

canal which should be fair to all, irrespe

p

registry.

On loaded commercial vessels the toll ch

i

p

net canal ton, plus $1.20 per 100 cubic f

provided that the sum of these charges sh

n

amount equivalent to a charge of $1.25 pe

n

t

vessel, Vessels as measured going for United States regist

shall of tourement on ingly, could gers-that canal In the space, the commercial be contain ton, product the basis collected. for they 100 provided is, American of ordinarily two in cubic of weight through operations, ballast-will the and feet that vessel's regitry one-half or rate called the ifof steamship 40 net canal this space be cubic a by tonsnage to amount charged without 75 occupiefeet of incentsagencaacap7pnitmttbtAmt
GENERAL VIEW OF PEDRO MIGUEL LOCKS FROM LUISA HILL, JUNE 6, 1914.
36 OFFICIAL HANDBOOK OF PANAMA 

mercial basis of 40 cubic feet to the ton. 

ideally compact loading, the canal toll of 

canal space would be equivalent to a charge 

ship's ton of cargo. As a matter of experie

which have so far used the canal, with gre

loading, the toll charge has averaged approx

per ton of cargo as declared in the ship's 

heavier the loading in proportion to capacity 

cost per ton of cargo. The steamship Hi

5,378 net canal tons, paid $6,453.60 in tolls 

the canal on November 14 on the way from 

to London. She was laden with 12,000 to

which, accordingly, the cost per ton was a

cents.

The Panama Canal, however, has no direc

proportionate loading of vessels carrying ca

canal, or in the nature of the cargo, other th

other commodities requiring precautions 

liable to menace the safety of the canal. 

tirely flat, on the simple basis of cargo-ca

and there are no complicated tariffs.

The first tolls were collected on May 18, 

opening of the canal to ocean-going vesse

sessed on loaded barges towed through the 

The actual collection of tolls (less $11,551.2

tween that date and May 1, 1915, may be 

follows:

Prior Aug. Sept. Oct. Nov, Dec. Jan.Mar. Apr. Feb1 115 1 1 1 to Total------------------------------------- to tto to to Aug. 31,0-------------------------------------

31--0--------------- 31----------------------------------31-------------------------------------28-------------------------------------30-------------------------------------31 ------------------------------------1915--------------------------------

15. 1914----------------------------

-----------------------------------------------------
SAILING SHIPS.

Prior to the opening of the canal it was 

that the new route would not be used by sail

v

there has been very little discussion of the r

t

canal to sailing traffic.

To date half a dozen sailing vessels have g

t

t

canal. Something of the cost of handling t

the canal may be judged from these figures 

t

p

of the schooner Zeta and the barkentine Jo

E

went through the canal well laden and may b

r

typical of the traffic:

The Zeta is a wooden three-masted schoone

l

32 feet in the beam, and 12 feet deep. She i

r

335 net tons, Lloyds' measurement, and at 313 n

t

measurement. Her expenses in transiting t

Tolls, $520.80; tug service, $150; total, $670.

T

v

was carrying 600 tons of lumber; her expe

ip

through the canal amounted to $1.118 per ton 

The John Ena is a four-masted steel bark

3

long, 48 feet in the beam, and 25 feet deep. T

r

net rates canal $3,432.95. the laden 75 can the To From cents total tonnage actual be it date, steam were:handled at the per expenses 2,609 passage On under forgoing ton of vessels Tolls, a this through net of cargo conditions prorate of cargo havetons. $3,130.80; vessel instances the ofthe been carried. at 4,400 canal is Expenses of 78 2,706; canal equivalent cents average tug it tons is is concernedeconomicservice, seen the per of for loadipetrocanton. thagoito mttttvA3
38 OFFICIAL HANDBOOK OF PANAMA 

greater importance, admitting of less certa

mination, is the relative time which it w

vessel to reach the Isthmus and its ultima

comparison with the passage over the l

routes around the Horn or the Cape of Go

On the Atlantic side, according to saili

time of transit of an average sailing ves

York and the Isthmus may be approxim

The time from the English Channel to the 

oned as 30 days for a yearly average; the h

to Europe is taken at 40 days. Limon Ba

sible to sailing vessels at all times of the 

-may generally expect a fair wind for ente

On the Pacific side vessels may genera

wind offshore on -departing from the Isth

May to November, and somewhat stronger f

April. Vessels entering the Gulf of Pan

invariably encounter head winds, often ver

difficulty in beating up to the canal. Off sh

side the regular trades may not be expec

hundred miles off shore. Sailing directions 

consulted by all sailing masters, particula

the wind and currents on the Pacific side. 

given, tugs may be obtained from the cana

The average time of a sailing vessel from 

from round be Francisco the days York days,conume summerailing aroundAccordingly rated rturn from 110 including torip Cape vessels at season. about San to is October between 120 about 115 considered Horn Francisco days: 57 theo a days. Theday31 days go ttime is the by days April. in 140 generally from On in two to way may the of days; the be this from ports transit New canal. of between be winter basis the the accepted April reckoned by York Horn of The return the way mont37 a to nrto a
PEDRO MIGUEL LOCKS. DREDGING FLEET PASSING SLIDE, FROM DECEMBER EAST CHAMBER 2, 1913. INTO GAILLARD CUT ON WT
40 OFFiCIAL HANDBOOK OF PANA

The extent to which sailing vessels wi

be dependent on many conditions in t

but it appears that under normal condit

is favorable to them. For instance, on th

York to San Francisco under average 

might be expected to save 80 days at sea

that a vessel of 2,000 tons net may be o

cost of $75 per day. The charges for p

through the canal would approximate 

charges be subtracted from the saving o

$75 per day, or ,.000, the net saving to 

be $3,300.

In the case of such a vessel the savin

would cover its canal expenses. Betwe

the normal expectation of saving by w

days, is a leeway of 44 days: that is, i

the canal and then had his vessel arrive 4

pared to the normal voyage over the ro

" break even." If the vessel arrived 30 

normal time. he would be benefited to th

at sea, which, at $75 per day, is equivalen
THE CANAL AND THE NA

The opening of the canal has greatly in

tiveness of the Navy of the United States. 

the distance between the central points of 

Pacific coasts from 13,000 to 5,000 miles and 

the problem of coaling on a cruise from c

has made possible the concentration of 

entrance of the canal which, with a crui

knots, could reach the center of the Pacifi

and the center of the Atlantic coast in 5 da

Where formerly the fleets stationed opp

of each coast were, from a cruising point 

apart as opposite sides of the world, they 

as if one were off New York and the 

Aires.

With regard to the monetary saving to t

resulting from the availability of the can

it is apparent that the distance and time b

have been reduced to less than two-fifths o

ures. The cost of coast-to-coast movem

payment accordingly, of a monetary The tGovernment strategic is in standpoint. for effect importance though to a another. transfer vessels of the of canal the money Navis 
FEATURES OF CONSTRUCT

The Isthmus of Panama connects the t

through an elbow or segment of an arc ru

and west. The canal runs more nearly nor

t

east and west, and the Pacific end of it is ea

t

A

end. The starting point in Limon Bay lies 

9

2

north by longitude 790 56' west, and the 

t

canal, in the Bay of Panama, lies at 30 54' n

b

7

West.

The distance by air from shore to shore of t

n

p

of the Isthmus is about 30 miles. The cana

i

4

n

miles in length from deep water to deep 

p

through a varied and picturesque country, 

p

r

and where Gaillard Cut' goes through the 

D

vide the lowest point was formerly some 7

level. The route selected has, in general, fo

t

v

of the Mindi and Chagres Rivers on the Atl

t

divide, and the valley of the Rio Grande on t

P

Sea-level channels were dredged inward fr

the canal as far as practicable-that is, fro

i

which the were levels, and the Gatun, the in 1 the Th President Pacific Pedro other, 42formed is " Atlantic one, with Culebra approximately the Miguel, dated Gatun northward surface by Cut Miraflores southward April damming " Lake, wasith 27, 85 renamed to 1915. 8 feet surface Lake, extending miles to Miraflores, the above Gatun-and " waters GaiUl extending long, 542 ird sea feet from forms of Cut and levethe ab" btwlrhMlPMttEo
- a

PEDRO MIGUEL LOCKS. LOCKAGE OF 85-FOOT PILES RAFTED FROM BALBOA TO EAST BREAKWATER, ATLANTIC ENTRANCE,

LOOKING SOUTH FROM CONTROL HOUSE, APRIL 8, 1914.
44 OFFICIAL HANDBOOK OF PANAM

of the Gatun Lake. The locks at Miraflo

and Gatun are used as elevators for rai

vessels between the levels mentioned.

From the initial station in Limon Bay, o

the canal runs almost due south 7 miles in 

reaching to the valley of the Chagres at G

great Gatun Dam, nearly a mile and a h

gap through the western end of the Quebra

dam is an artificial ridge formed by pump

core of dredged clay and sand between 

toes " of rock and earth. Its constructio

bottoms, was considered the most difficu

canal. The top was smoothed over with e

of the slope on the lake side, lying betw

above and 10 feet below the normal w

been riprapped with hard rock to protect 

sion.

As completed, Gatun Dam is about half 

base and 100 feet wide at the top, which 

sea level. It contains 10,728,965 cubic yar

12,229,104 cubic yards of dry fill, a tota

yards, which is more than one-sixth of th

from Gaillard Cut to date.

Near the center of the dam is a concrete 

charging the surplus waters of the lake in

nel of the Chagres. The discharge channe

machinery ter control raised at operating mounted are posed gates and end The the ofaccordingly is 1,200 top are maximum and 808 top the from of by machinery installed feet is feet lowered of spillway this regulating accessible the a long; long, at dam switchboard elevation piers elevation by between dam, being in and is means by gates the and 69 means the and in body of feet 89 vrtical down 20 ofspillway the in the may feet,chains feet of above of theorm lake. through a the orbe high, tunneconcrhydrrundam sea 2 damof opfeT
OFFICIAL HANDBOOK OF PANAMA 

which is situated on the east side of the sp

channel. When all the gates are open the di

is greater than any known rate of run-off f

watershed. Dropping down the 60-foot slop

striking against the baffle piers at the bo

makes a turbulent fall which is one of the 

of the Isthmus.

The hydroelectric station uses water from 

driving three turbo-generators of 2,000-k

each, which supply electricity for the opera

and spillway machinery, the terminal sho

facilities, and for the lighting of the lock

villages and fortifications. Transmission o

effected through four substations and a conn

age transmission line which follows the m

Panama Railroad.

Gatun Lake, impounded by Gatun Dam, 

164 square miles when its surface is at the n

of 85 feet above sea level, and is the largest ar

lake in the world. The area of the watersh

the lake is 1,320 square miles. During th

from April to the latter part of December, 

this basin exceeds considerably the consum

and the surplus is discharged through the sp

Dam. Toward the end of the rainy season th

lake is raised to about 87 feet above sea le

be made beginning season tion, each 58 are operating consumption It afford surface the is lockages used day clculated and i case. a in surplus one and with spite elevation allowing depth of a This day. the cross and day the of that or during dry is when evaporation the usereserve filling 41 of a when season greater consumption passages of atthe the last is this supply dry shorter the employed, number fll 79 level are of reserve season, length feet to vessels in sections at has keep of excess at the whicis in lockbeen of the thsuthpht
46 OFFICIAL HANDBOOK OF PANAM

'The creation of the lake made it possibl

45 feet deep with its bottom at 40 feet a

following the valley of the Chagres as 

miles of channel were thus completed w

excavation. At the same time the lake, 

far up the valleys of the Chagres and its 

the currents of the rivers before they reac

and decreases silting to a minimum.

At Gamboa the Chagres Valley turns 

and the line of the canal leaves it for the 

the Continental Divide. Gaillard Cut, fo

way between the opposite slopes of the d

long, 300 feet wide at the bottom, and fro

depth. The great depth of the Cut is 

magnitude of the slides, which are break

to the pressure of the material. The elem

of slides are encountered in almost any 

trenching through earth; the great dep

Cut has caused similar breaks even in or

The slides are responsible for 35,158,225 c

tional excavation to February 1, 1915. 

total excavation from the Cut has been 

yards. The Cut is an arm of Gatun La

is accordingly 40 feet above sea level.

At the south end of the Cut, on the P

divide, the waters are held back by Pedro 

Lock. flresLocks, the fet always from wuld length water hill Below Pacific on above Gatun Lke, levels, lower of which the The be Pedro the kpt sea west east. dam entrance through Lake, the canal and effect level. Miguel at to surface is is the full as channel of the 1,400 Its which channel. to earth, lock, depth Locktransit of area fill feet thethrough which the it protected and is by latter completely long, between 1.88 channel The supplyinDam is squarit set surfaless extenis by is at Mp1t
-

Owy

GALLR CUT. DEEPES EXAVTE PORTIO OF Z4 PANAM CAAL SHOIN GODHL RGTAD
48 OFFTCIAL HANDBOOK OF PANAMA 

is impounded by an earth dam 2,700 feet 

with Miraflores Locks from the west, and b

way dam to the east of the locks, 500 feet l

mounted eight regulating gates similar to t

Spillway.

The transits between the several levels 

tween the Atlantic and Gatun Lake, betw

(Gaillard Cut) and Miraflores Lake, an

flores Lake and the Pacific-are effected by 

locks of concrete and gates of steel.

Three sets of locks were built-one set i

levels at Gatun, a set with one lift at Ped

set with two lifts at Miraflores. The dif

overcome at the three places are, respectiv

542 feet, the latter varying according to 

Pacific, the figure given being for mean tid

Each lock consists of two parallel cham

a double-tracking of the channel and allow 

opposite directions to use the same fligh

taneously. All of the chambers have the s

feet, and width, 110 feet; the depth of w

varies from approximately 81 feet when 

locked down and 45 feet when a boat is bei

there is always a mininum depth over the g

At the upper and lower ends of each 

center wall was extended approximately 1

a long pier, against which entering vess

bersfore funnel-shaped the helical heavy gates through side end into The flare of chambers. walls is which timbers. entering springs channels the the effected walls were cnter botoms cut entrance. to are the The offf flared though form wall fitted chambers the of flow the buffers out is flow lock Both of with side fttd culverts at water of are of the for stips and water with the cnter-ablocked the into angle center runninlocks of vessand antro
- -W LMMIRAFLORES LOWER LOCKS. LOWER MAIN GATES, JULY 5, 1913.
50 OFFICIAL HANDBOOK OF PANAM

into the chambers through lateral culve

the floors of the chambers and emptying 

verts are controlled by valves.

In all 92 leaves, forming 46 gates of t

,sed in the three sets of locks. Each leaf 

that when two are swung together to f

they meet in the center of the 110-foot 

angle. The leaves are so set that this junc

upstream against the downward pressu

this pressure accordingly forces them fi

affords an element of safety, since a gate 

until the water on both sides has been equ

range from 47 to 82 feet in height, acc

and they weigh from 390 to 730 tons each. 

occur only at the lower end of Miraflores 

are necessary on account of tidal conditio

The leaves are hinged to anchorages in 

swung back and forth like ordinary gates

by machines driven by electric motors. I

of mechanism in the locks is actuated by e

has made possible a central control by w

at a central switchboard can cause every 

lock equipment except the running of 

motives, tors dams.riding which onthem, are under and the the control handling of 
TRAFFIC ROUTES.

During the first six months of canal 

August 15, 1914, to February 15, 1915, it 

least 95 out of every 100 ships using the can

over four great trade routes.

These were the routes of coastwise tra

Atlantic and Pacific coasts of the United S

between the Pacific coast of North America 

route between the west coast of South A

Atlantic coast of the United States and Eur

quently proceeding along one of these coasts 

other) ; and a route between the Atlantic co

States and the Far East, including Australi

land.

During the first six months 496 ocean-goin

through the canal. The way they were goin

carried by them may be summarized in this 

Route. 

coast United Europe South Uniedt Far Miscellaneous Vessels UnitedThe EastTotal---.----. America States without States to to of heaviest United United routings-. coastwise. and Atlantic coastwise, Pacific the to cargo United States Europe -.-- States United coast coast trffic, --. eastbound westbound---. Pacific States.Atlantic to to to South -Europe--.---.------ Far -----. coast and ---------------------------------- from States, coast-.---------------------. America.-------------. East.--. Europe. ------------------------------. the .-. has Pacific .consisted .----------.- coast .-. .-
52 OFFICIAL HANDBOOK OF PANAMA 

canned fruit and fish, lumber, wine, pineap

and other items of the general produce of t

adjacent inland areas. The return leg of th

t

f

t

Atlantic to the Pacific coast of the United 

h

sisted principally of coal, structural iron, m

above all, a great variety of merchandise. 

i

i

may be gained from the following note, w

i

the Canal Record of March 24, 1915:

As an example of the great variety of goods 

i

t

w

bound United States coastwise trade, it is interes

n

the items in the cargo of 4,500 tons carried by th

P

H

through the canal March 10 on the way from New Y

t

L

A

and San Francisco. Among the items listed by t

m

t

partial cargo declaration form supplied by The P

w

Battery cells, caustic soda, olives, chemicals, eart

lard, liquors, structural steel, machinery, refined p

v

oils, paint, paper and paperware, pianos, rubbe

stamped ware, textiles, tobacco, wooden ware, m

thread; and the declaration was finished with " B

t

smoll lots of various articles."

From the west coast of the United State

t

Europe, over half the traffic ivas in grain, an

t

b

w

in the same sort of general produce whic

t

bulk of the eastbound American coastwise t

F

vessels carried western grain to Europe du

t

f

months of canal operation. They transpo

t

of wheat and 134,145 tons of barley. Exp

i

b

Atlantic Pacific the bushels grain. about cargohandise Numbers " one inThe quantities time ballast" one-seventh has trade coast of in coast which of beenarley, the vessels from and from were traffic of mostly make return. an that Europe the the 5,752,402 haveggregate in up from coal United Atlantic grain. gone This the direct and the bushels bulk through of States ws those west to to over load the of especiof coast sorts t 11,9whthe wthe wtbhbtETmtftPtn
- r-~,MIRAFLORES LOCKS. S. S. ADVANCE GOING SOUTH WEST, ON AUGUST TRIP THROUGH 9, 1914. CANAL. SPILLWAY IN FORE
54 OFFICIAL HANDBOOK OF PANAMA 

The traffic from the west coast of South 

Atlantic coast of the United States has h

single item nitrates. Of this item, 204,441 

through the canal during the first six mon

the greater part going to the United State

been another important item, amounting 

41,300 tons. Other items distinguished b

fuel oil and benzene, amounting to 10,799 

about 18,000 tons, of which 13,360 tons cam

ships. In addition to these, there was an 

100,000 tons of general cargo, a great v

produce, in which ores, wool, hardwoods, an

worthy.

The traffic to South America through the 

first six months was less than one-half of 

frcm the west coast which passed through th

laden vessels which made the transit on thei

coast carried 128,922 tons of cargo. This 

chinery, structural material, clothing, and a 

general merchandise.

Shipments from the Atlantic coast of th

to the Far East included 87,857 tons of refin

other petroleum products, 38,239 tons of 

162,686 tons of a great variety of manufa

which machinery, structural steel, railroa

textiles have been considerable items. Abo

ports America, coming Chinese vessels vessels rattan, vessels Japan, has through The During been in routes whichpassing bamboo, cleared China, through groceries, Europe the unexpectedly discharging the canal go just first for and through silk, orutthe matting, described directly Australia return Vladivostok. six over tallow, canal cargo heavy. the months this frst from antimony, thereea, canal wereand route to wool, the only andNew usedth The during load Far Far Pacifireloadetc. vegettwo trade Zealby in EaEita
OFFICIAL HANDBOOK OF PANAMA C

The 13 miscellaneous vessels not to be classified 

cipal routes included 4 vessels of a whaling fl

from Magdalena Bay to Norway; several stra

Central American coasting trade, and severa

ing coal to undeclared destinations.

The half dozen leading commodities shipp

canal during the first half year were, in orde

nage, grain, nitrates, coal, refined petroleum 

ber, and cotton. These six commodities toge

to approximately one-third of all goods shipp

canal.

Grain shipments amounted to 303,124 ton

but 13,733 tons were shipped from the we

United States and Canada. Of the other 13

tons were barley shipped from Valparaiso to 

and 7,533 tons were wheat shipped from S

Brunswick, to New Zealand.

The grain shipments from the west coast o

ica consisted of 155,246 tons of wheat (5,74

and 134,145 tons of barley (6,170,000 bushe

approximately 11,914,000 bushels.

Nitrates shipped from the west coast of 

to various ports in the United States and Eu

to 204,441 tons.

Coal, all moving to the Pacific, amounted 

Of this quantity, 83,081 tons were shipped fro

seaboard of the United States and 68,664 

United tons, seaboard and Britain. shipped 600 from of Clumbia. Refined Shipments the tons 14,599 of the United Kngdom. which from of west ptroleum (shipped tons the of States coastthe 87,857 United were lumber west from except and of shipped tons North Staes coast amounted other Gulfport 6,891 were America. all products to from tons shipped China, were to to Talara, from 56,078 PanamamoushippJapOf froN
56 OFFICIAL HANDBOOK OF PANAM

Raw cotton shipments amounted to 38,

r

from the Atlantic seaboard of the United 

East. Over 70 per cent of the cotton pa

canal was consigned to Japan.

The total cargo handled through the ca

year was 2,367,244 tons. In the month 

February 15 nearly 1,000,000 tons mor

through the canal, and the total up to Ap

tons. Its proportionate distribution over t

p

r

is about the same, as shown in the followi

Vess

United States coastwise, eastbound--------------------- 

United States coastwise, westbound---------------------- 

North Pacific coast to Europe. 3 

Europe to North Pacific coast ----- 21 6S,043 .

South and Central America to United Statesand Europe 

United States and Europe to South and Central America. 

3

Atlantic coast to Far East-------------------. 

3

Far E ast to A tlantic coast. . 

4 

4

Miscellaneous routings.---------------------------------- 

Vessels without cargo.------------------- 

Grand total ---------------------.-.- -. 

Up to April 1, 1915, the canal had been 

and a half months. Through that perio

cargo averaged 432,802 tons a month, whi

r

over 5,000,000 tons a year.

is the year freight per will thatrough was in An illuminating. a mile be 635,057 month Panama the year expression noted between the railroad of was almost tons) track cnal that Railroad withinthe During of ; was the than as during in this seaboards much through other supposed any handled 9,000 quantity the the words, as other fiscal therffic month of tons to the railroad in year 643,178 railroad that be of termof IsthhanenththMrh
AUGUST 15, 1914.
58 OFFICIAL HANDlOK OF PANAMA 

Tie trains of the Panaia Railroad en

through freigHit were made rip of from 18 

carrying ini the atgrtQettV :loHiit :)0 tons. 

000 tons of calrgo across the Istlulls in a y

require the operatic of : ! trains a day. 

dispatchinii a trai iia eai way everv hour and a quiarter. 

trains passing a giveii pot about every 40 

every hoi- of the veai. i Th 14.28. tra

handling this traffic would uaye. at 800 fe

gate length of over 2,142 miles. greater 

from New York to Colon. III a single tra

reach from New York to Chiicago and ba

York to Cicano m(d then down to New O

several hundred miles of train to spare.

During the mithi of' March. 1915. the l

through the caial I1aI an average of 5.0

Thus the vessels conta iid. oil aI average, 

of goods each.

The locoiotiyes aid tr ils of the Pan

about the a Ventiy iII freight work. A c

maximum terms ol railw \vayV t raflic is affo

trip made last year by what was called t

locomotive, the Matt II. Shamy," of the Er

was termed " three engines in one," and on 

dled a train of 55 cars of coal. said to have 

train ever ha led from Baltimore to Ph

locomotive. This train carried 4.012 tons. 

the average load on each sip going throug
c A p18 ,,EA,V5 A 5079 

ra,,del oro COLO t Ie rteo N1\onQ e de 1os

do10! Toro INs ICCSpof

_____ 05 I. ' * C.C Qury

c 'reI NA - NA. Pt. cal Port

Pe~'rome 0 er/asSanu naventras-A Vnoa, 0 Saxim M

Ssant, 4 0 sanxgue Lo F f P VAMA CerroBruja

Sact c c &aieOf c Wles ,u/

Naranjos 1_- 

Muerto Lcer a ossa de

Pt~4%s

B.de J.m___

c -A Pt.Tor

N~ronito RI TOB

Naranjia( Sta.Rita Mt.

20' PtTortu uilla - 170

fort Loren o(Ruin es C

PP

Pt\Diego 11.

Gr TUes -ali Ctaoan

' o h .L .O F PN M 

Ar ea of Gatun Ldake at 1 e-

/ev 1'Ft.,/63.385,yM,.L

royL amboanrtL

Ra eP~if( LLL U/oI /.'. .g . -o . .l~nm (~

KI Basneis 

/0re~v of COLO I ZuE [St N O / ' er

RLo 

ro aloa t

THE aNM CANALi

- MA SHOING traisecocu no 

Miles e. T% t

o ~~~~MR ORES2 abgl oo ~ ~ ~ io' ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ X m 04N/uEW~ RMGEN/C o4'l\a CSntr E-:N UA\~r: ND e;W F.3 !!*T~t: U.GE.1M:44-.=:LEdi --


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