Canal Watershed: Frequently Asked Questions

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What is a watershed?

A watershed is a land area where rainfall and ground water drains into a common body of water, which may be a river, lake, or the ocean. The boundaries of a watershed are set naturally by divides or ridges at the highest elevations, from which the water flows into a river or lake.

What is watershed management?

 

Watershed management is the an iterative, integrated process applied by humans to utilize and protect the natural resources of a watershed, for the purpose of obtaining an optimum and sustainable production of water.

 

The concept of an integrated watershed management requires a carefully coordinated partnership in the utilization of water, land, and natural resources, to achieve the best equitable and sustainable social and economic benefits for the inhabitants of the watershed.

 

It also involves the organization of the land and the integrated management of natural resources with a vision for sustainable development over the long term.The basis of watershed management is the sound utilization by humans of the natural resources available in the watershed, along with the appropriate, all-encompassing efforts to educate the public, and the establishment of mechanisms for coordination between agencies and communities.

 

What are the objectives of watershed management?

• The improvement of socioeconomic conditions of the users of water and natural resources..
• The conservation of natural resources according to the country’s established policies and strategies.
• A greater productivity of natural resources, and their maintenance, to meet the country’s requirements.
• The restoration of areas that have degraded.
• The enforcement of a hydrologic regime.
• To seek a technical complementation by public and private organizations linked to watershed management

What are the benefits of managing watersheds?

• The supply of water for human consumption.
• The availability of enough water volume for other uses (irrigation, transportation, etc.)
• The availability of natural recreation and research areas.
• The conservation of natural resources and biological diversity.
• The conservation and protection of soils against erosion.
• The protection of water sources against pollution and sedimentation.

What is the vision of ACP with regard to the watershed?

 

To become a world leader on sustainable development by conserving the Canal Watershed.

What is the mission of ACP with regard to the watershed?

 

To administer and conserve Canal water resources, participate actively in the protection of the environment and the sustainable development of the Canal Watershed.

What is the chronology of the creation of the watershed?

 

Actually, a watershed is not “created”; it is a geographically distinct natural land area. The description below is the chronology of the actions that have been taken to legally define the Panama Canal Watershed boundary coordinates and of other legal measures for its establishment.

December 1993: In preparation for the orderly transfer of the Canal to the Republic of Panama in 1999, the Panama Legislative Assembly passed, by a majority vote, the first legislation on the Canal, a new Constitutional Title. This created the legal framework that would be subsequently developed with laws and regulations to allow the continued efficient operation of the Panama Canal under a Panamanian administration.
May 1995: A newly inaugurated Panama Legislative Assembly ratified, by a majority vote, the Constitutional Title passed by the previous Assembly. This Title establishes, in its Article 310, that the Panama Canal Authority is responsible for the administration, maintenance, use, and conservation of the water resources in the area known as the Panama Canal Watershed. Article 13, 5 of the new Title also establishes that the Board of Directors of the Panama Canal Authority has the power and duty to propose the boundaries of the Panama Canal Watershed, for the approval of the Panama Cabinet Council and the Panama Legislative Assembly. In its Article 317, the Constitutional Title also establishes that the Panama Canal Authority will regulate the matters covered by the Title.
June 11, 1997: After a wide consultation with the country’s civilian and political circles, Organic Law 19 on the Panama Canal Authority was passed whereby the Panama Canal Authority is established and organized, in compliance with the provisions of Article 317 of the Political Constitution of the Republic of Panama. This law establishes the organization and operation of the Panama Canal Authority with the objective of “making the Canal a safe and profitable enterprise, a pillar in the human, social, and economic development of the country”.
With this preamble, Law 19 assigns to the Panama Canal Authority the responsibility of operating, managing, using, and conserving the water resources of the Panama Canal Watershed, and requires that it administer the water resources in such a manner as to ensure a water supply for the communities adjacent to the Canal (Panama, San Miguelito, Colon, Arraijan and La Chorrera). Article 18, 6, also assigns to the Board of Directors of the Panama Canal Authority the responsibility of proposing the boundaries of the Canal Watershed for approval by the Panama Cabinet Council and the Legislative Branch.
June 1999: In compliance with the Constitution and Law 19 – and in preparation for the imminent transfer of the Canal and the new responsibility of conserving and managing the water the Canal organization would have thereafter– the Board of Directors of the Panama Canal Authority proposed the boundaries of the Canal Watershed for approval by the Panama Cabinet Council and Legislative Assembly.
August 18, 1999: After three debates, the Panama Legislative Branch, by majority vote, passed Law 44, which reflects the sole purpose of defining the boundaries of the Panama Canal Watershed. Such boundaries, as defined by this law, added some 212,000 hectares westward from what was traditionally known as the Canal Watershed, and named it the Western Region of the Watershed. Law 44 thereby established that the Watershed has a surface of 552,761 hectares encompassing 11 districts and 48 corregimientos in the provinces of Panama, Colon and Cocle.
June 21, 2006: The Official Gazette publishes Law No. 20, whose Article 21 reads: “Law 44 of 1999, whereby the boundaries of the Panama Canal Watershed are approved, is hereby revoked.”

What are the boundaries of the Panama Canal Watershed?

 

The current boundaries of the Panama Canal Watershed are geographically defined by the highest elevations of the hills and mountains that flow into Gatun Lake. These natural boundaries are those of the watershed of the Chagres River, which were dammed in 1914 by Gatun Dam during the construction of the Canal. For the purposes of allowing the Panama Canal Authority to manage and administer, the Miraflores Lake sub-basin has been included in the Panama Canal Watershed.

 

How many regions are there in the Panama Canal Watershed?

 

The Canal Watershed is divided in three hydrographic regions, the smallest being the Miraflores Lake sub-basin, located on the southern end of the Watershed, into which the shortest rivers drain, such as the Cocoli, Grande, Camaron and Cardenas rivers. The Alahuela (Madden) Lake sub-basin region is located on the eastern side of the Canal Watershed, into which flow the Boqueron and Pequeni rivers, as well as the waters from the uplands of the Chagares River and those of other minor streams such as La Puente, Salamanca and Las Cascadas. The main water region is that of Gatun Lake, which occupies the central and western parts of the Watershed. Rivers Gatún, Ciri Grande, Trinidad, the middle course of the Chagres and other minor rivers such as Caño Quebrado, Los Hules, Pescado, Paja, Baila Monos, Frijoles, Agua Salud and Mandinga drain into Gatun Lake.

 

To what agency was the responsibility for the management and conservation of the Panama Canal Watershed assigned?

 

The Political Constitution of the Republic of Panama and the Organic Law of the Panama Canal Authority have assigned the responsibility for the management, maintenance, use, and conservation of the water resources of the Panama Canal Watershed to the Panama Canal Authority, due to the importance of water for the operation of the waterway. The Panama Canal Authority is also required by law to administer the water resources to ensure enough water supply for the population in the adjacent cities of Panama, Colon, La Chorrera, and Arraijan.

 

Is there a high level committee to coordinate the efforts by the Panama Government to protect the Watershed?

 

The Comisión Interinstitucional de la Cuenca Hidrográfica del Canal (CICH) (Panama Canal Watershed Interagency Committee) has been established to coordinate the work of Panama Government agencies and of the Panama Canal Authority to conserve the region’s natural resources.

 

What are the agencies involved in the CICH committee?

• The Panama Canal Authority (ACP)
• The Panama Ministry of Government and Justice (Ministerio de Gobierno y Justicia - MINGOB)
• The Panama Ministry of Housing (Ministerio de Vivienda - MIVI)
• The Ministry of Agricultural Development (Ministerio de Desarrollo Agropecuario - MIDA)
• The Panama National Environmental Protection Authority (Autoridad Nacional del Ambiente - ANAM)
• The Panama Ministry of Economy and Finance (Ministerio de Economía y Finanzas - MEF)
• Two non governmental organizations:
  • Caritas Arquidiocesana, and
  • Fundación NATURA.
  
  

What are the objectives of CICH?

• Obtain resources and promote initiatives for financing through national and international sources.
• Promote the sustainable development of the Panama Canal Watershed. 

What are the sustainable development goals of the Panama Canal Watershed?

• Promote an active participation by the community and improve interagency coordination mechanisms
• Conserve the quantity and quality of Panama Canal Watershed resources in order to provide a water supply for the population, human activities, and Canal operations
• Recover, protect, and conserve biodiversity, and natural and cultural resources
• Consolidate and carry out plans, programs, projects and activities within the Panama Canal Watershed in a coordinated manner, to improve the quality of life of the inhabitants of the Watershed areas

Are studies being conducted in the Panama Canal Watershed at this time?

 

Studies are being conducted at the present time to determine the value of the water in the Panama Canal Watershed, by evaluating its potential in view of the future demands for drinking water for the population and for the operation of the waterway. These studies will also help define the best way to achieve a development that may result in real and tangible benefits for all the inhabitants of the Watershed. No decision will be made without giving prior consideration to the impact the various alternatives may have on Watershed residents.

 

What type of dissemination has been given to Panama Canal Watershed issues?

 

Between the years 2000 and 2005, the Panama Canal Authority held a series of meetings, round table discussions, and workshops with approximately 850 residents and local authorities of the Watershed and its surrounding areas.

 

Also, 121 meetings were held throughout the country to provide information various sectors, such as the civilian population, the Catholic Church, political parties, business groups, and the Panama Government.

 

Some of the means used to disseminate information about the Panama Canal Watershed are: El Faro, a biweekly magazine published by the Panama Canal Authority in the local newspapers; the Panama Canal Authority website (www.pancanal.com); the Comisión Interinstitucional de la Cuenca Hidrográfica del Canal de Panamá – CICH website (wwww.cich.org), and strategically located information booth throughout the country.

Is the Panama Canal Watershed being excessively deforested?

 

The Panama Canal Authority and the Panama National Environmental Protection Authority (Autoridad Nacional del Ambiente - ANAM) are conducting a forest cover surveillance program in the Panama Canal Watershed. This study shows very low deforestation rates inside the Watershed in the last 5 years, with an average loss of 30 to 40 hectares per year. Such deforestation occurs mainly in fragmented secondary growth, stubble, and underbrush areas for which ANAM grants permits for subsistence farming. At this time, as a result of the Panama Canal Authority reforestation programs and the work of other Government agencies, private companies, and conservation groups, in addition to the natural regeneration process, it can be said that the vegetation cover in the Watershed is keeping a dynamic balance. If deforestation rates are maintained or fall, and the reforestation programs are continued, the trend will be toward a slow recovery of the forest.

Are the rivers in the Watershed polluted?

 

The results of the surveillance and quality control follow up programs which the Panama Canal Authority conducts in the Watershed show that the water quality at the hydrology stations is between good and excellent, and qualifies for various uses. The parameters that have been analyzed were within acceptable limits with regard to their respective guideline values, showing a healthy condition of the water system, as well as of its capacity for self-purification.

Panama Canal Administration Building and Monument : Frequently Asked Questions

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When was the Administration Building built?

The construction of the current Administration Building started in March 1913 and was completed on June 30, 1915.

Who was the architect who designed the Administration Building?

 

The architect was Austin Lord, of the firm Lord, Hewlett and Tallet of New York, and Mario J. Schiavoney was his assistant in Panama.

Where was the Administration Building located previously?

The Administration Building had been located in the town of Culebra until 1915.

Who painted the murals of the Administration Building?

 

The murals in the rotunda were painted by W. B. Van Ingen of New York, assisted by Berry and Ira Ramsen. The paintings were done in New York on 958 square feet of canvas, and depict one of the world’s most monumental works: the excavation and construction of the Panama Canal.

What was the cost of construction of the Administration Building?

 

The total was of $879,000.

When was the Governor's House built?

 

The current Governor’s House was built in Ancon in 1914 at a cost of approximately $16,300.

Where was the Governor's House previously located?

 

In 1906, the Governor’s House had been located in the town of Culebra, near the Culebra Cut works.

When was Goethals' monument constructed?

 

The marble monument to the memory of George Goethals was built on March 31, 1954 with Federal funds authorized by an act of the U.S. Congress.

Who made the commemorative Gaillard plaque?

 

The sculpted Gaillard bronze tablet was the work of the famous American artist James Earl Fraser, and was manufactured by the Kuntz Foundry of New York in 1927. On February 4, 1928, this plaque to the memory of Colonel David DuBose Gaillard was unveiled at Contractor’s Hill. The plaque was a gift from the Gaillard family.

What is the current toll paid for transiting the Canal?

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Tolls Assessment

Updated: 13-Nov-2010 Tolls are the fees paid by ships to use the Canal. In general, tolls are determined by ship measurements parameters. The adopted system follows the precept of article 315 of the Political Constitution of the Republic of Panama to the effect that the Panama Canal "shall remain open to the peaceful and uninterrupted transit of vessels of all nations," is consistent with the principles of International Law, and ensures equal treatment for all users of the waterway. The Panama Canal Authority has issued the required regulations to implement the new measurement and toll procedures and the setting of tolls, rates, and fees for the transit of vessels through the Canal. The tonnage measurement system in use in the Canal, for the most part, is known as Panama Canal Universal Measurement System (PC/UMS), following the rules of the 1969 International Convention on Tonnage Measurement of Ships. To determine net Canal tonnage, this system applies a mathematical formula for the measurement of total ship volume. A net Panama Canal ton is equivalent to 100 cubic feet of volumetric capacity. The appropriate rate is applied depending on whether the ship is laden or in ballast (empty). The "laden" rate is applied to ships carrying cargo or passengers, and the "ballast" rate is applied to ships that are not carrying passengers or cargo. For a ship to be applied the "ballast" (empty) rate, it may not carry fuel for its own consumption beyond the volume of the certified tanks with the official mark for liquid fuel. Other floating craft, including warships with the exception of military and naval transports; colliers; supply vessels; and hospital ships are charged on the basis of their actual displacement tonnage. One displacement ton is equivalent to one long ton or 35 cubic feet of salt water. In October 2002, Panama adopted a new Canal tolls structure. The structure in force until then, which dated back to 1912, was based on a rate per ton applicable to all ships. The change was based on ship size and type and provided for separate locomotive usage rates. This more equitable system that is now is applied according to the transit needs of each ship, allows each vessel to be charged for the specific services it uses. In 2005, the ACP implemented a change in its admeasurement system applicable only to full container vessels and those vessels with container-carrying capacity on-deck. The full container vessel adjustment modified the traditional measure utilized as the charge basis for these vessels, from PC/UMS Net Ton to a twenty feet container, or TEU (“twenty-foot equivalent unit”) and established the total TEU capacity, including on-deck, as the basis for the new charge. The implementation was conducted over three years, beginning on May 1, 2005, and culminating on May 1, 2007. For other vessel types with on-deck container carrying capacity, the ACP continues to apply the PC/UMS tonnage to measure the enclosed spaces and spaces below deck, and charge a per TEU fee to the actual number of containers carried on-deck, in accordance with the first table. Prior to the implementation of the new system the ACP charged full container vessels for a small portion (8.78%) of the cargo transported on-deck and applied the PC/UMS net ton to enclosed spaces and below deck. In 2007, continuing with the price differentiation efforts begun in 2002, the ACP modified its regulations for the admeasurement of vessels and the tolls system of the Panama Canal to more closely align Canal toll charges to the value of the route. In the case of passenger vessels, the ACP assessed tolls based on the maximum passenger capacity in accordance with the International Tonnage Certificate 69, or the vessel’s passenger ship safety certificate; vessels over 30,000 gross tons and whose PC/UMS ÷ maximum passenger capacity ratio is equal to or less than 33 were charged on a per berth basis.

 

The segmentation system by vessel type and size enhanced the possibility for the Panama Canal Authority to offer new products to the various market segments, and places it in a position to competitively improve its services to users. Likewise, it allowed the Canal to continue its modernization program in order to remain as a route of the first order for world trade, and a strategic resource for the social and economic development of Panama.
During informal consultations between November 2009 and April 2010, the ACP presented to the industry a price structure. Upon consideration of the suggestions received, the ACP developed a new proposal, choosing to postpone the implementation of the new tolls until January 2011.

On the basis of discussions with industry representatives, shipping lines, and government representatives, as well as the Canal’s own internal analysis, and in view of the the global economic situation, the ACP decided not to proceed with a tolls adjustment in 2010 and set January 1, 2011 as the new date for implementing the tolls for all segments except reefers.
Specifically, the ACP will calculate container segment tolls with a slight price adjustment to the capacity charge, and an additional new charge that would apply to the number of loaded containers aboard the vessel at the time of transit. The reefer segment increase portion applicable to the PC/UMS tons will be effective April 1, 2011.

Tolls in 2011 will be as follows:

Panama Canal Tolls and Transits: Frequently Asked Questions

Tour Suggested

Panama Canal Tour

City Tour and Panama Canal

Panama Canal Full Transit

Panama Canal Partial Transit

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How many times have the tolls been increased?

 

As of October 1, 2009, there have been 10 toll increases:

• July 8, 1974 - 19.7%
• November 18, 1976 - 19.5%
• October 1, 1979 - 29.3%
• March 12, 1983 - 9.8%
• October 1, 1989 - 9.8%
• October 1, 1992 - 9.9%
• January 1, 1997 - implementation in two (2) phases:
  • January 1, 1997 - 8.2%
  • January 1, 1998 - 7.5%
• October 1, 2002 - implementation in two (2) phases:
  • October 1, 2002 - 8%
  • July 1, 2003 - 4.5%
• May 1, 2005 - Adjustment per TEU with implementation in three (3) phases:
  • May 1, 2005
  • May 1, 2006 and
  • May 1, 2007
• July 1, 2007 - implementation in three (3) phases:
  • July and October 1, 2007 - 5.7% average
  • May and October 1, 2008 - 14.2% average
  • May and October 1, 2009 -10.1% average

 

What is the lowest toll paid to date?

 

The lowest tolls to date were paid by Richard Halliburton, who swam the Panama Canal in 1928. Halliburton paid only 36 cents.

Which vessel made the fastest transit through the Panama Canal?

 

The fastest transit was made by the U.S. Navy hydrofoil Pegasus, which crossed the Canal from Miraflores to Gatun in 2 hours 41 minutes in June 1979.

How many vessels have transited the Canal since its inauguration?

At the end of fiscal year 2010, 1,001,037 vessels had used the waterway since its opening on August 15, 1914.,

Panama Canal Physical Characteristic : Frequently Asked Questions

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What is the length of the waterway?

The length of the Panama Canal is 80 kilometers (50 miles) from the deep waters of the Atlantic to the deep waters of the Pacific.

 

 

What is the size of Gatun Lake?

 

Lake Gatun covers an area of 163.38 square miles and was formed by the construction of an earthen dam across the Chagres River which runs northward toward the Caribbean Sea.

 

What is the length of Culebra or Gaillard Cut?

 

Culebra Cut is 13.7 kilometers long and extends from Gatun Lake to Pedro Miguel Locks.

 

When was Madden Dam built?

 

Construction of Madden Dam started in February 1932 and was completed in 1935.

 

Why is it called Madden Dam?

 

Madden Dam was named in honor of Martin B. Madden, member of the U.S. Appropriations Committee from Illinois.

 

When was Gatun Dam built?

 

Construction of Gatun Dam started in 1906 and was completed in 1910.

 

What is the horsepower in a towing locomotive?

 

New locomotives weigh 50 tons each and operate with two traction units of 290 HP each, compared to the 170 HP units of the previous locomotive model.

 

How much did the first "mules" cost, and what is their current cost?

 

The first mules or locomotives cost $13,217 and were built by General Electric, an American company. Mitsubishi, a Japanese company, is the current manufacturer of Panama Canal locomotives, which cost US$2 million each.

 

What is the size of each lock chamber?

 

Each chamber is 110 feet wide by 1,000 feet long. The total volume of concrete used to build the locks was 3,440,488 cubic meters.

 

What is the size of each miter gate?

 

All gates are 65 feet wide by 7 feet deep. Their height, however, varies from 47 to 82 feet, depending on their location. Miraflores lock gates are the tallest, due to the variation in Pacific Ocean tides. There are 46 gates, and their weight is of 353.8 to 662.2 tons.

 

How is a lock chamber filled?

 

To fill a chamber, the lower lock valves are closed and the upper valves are opened. The water comes from Gatun Lake through long ducts, and enters the chamber through 20 holes in the chamber floor. To release the water from the locks, the upper valves are closed, and the lower valves are opened.

 

How long does it take to fill a lock chamber?

 

A Panama Canal lock chamber fills up in 8 minutes.

 

 

Where does the water that fills the lock chambers originate?

 

All water used in any lock chamber comes from Gatun Lake. This lake covers 163.38 square miles and was created when Gatun Dam was built. At one time, Gatun Lake was the largest artificial lake in the world.

 

How high above sea level is a vessel raised?

 

Ships are raised 85 feet over sea level. This is the level of Gatun Lake.

 

How many tugboats does the Panama Canal have?

 

Tugboats assist ships during their transit through the Canal, mainly when entering and leaving the locks, and during their transit through Culebra Cut, where great maneuverability and power are required. The current Panama Canal tugboat fleet totals 36 units.

Panama Canal History : Frequently Asked Questions

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Who completed the construction of the Panama Canal?

Colonel George W. Goethals has been credited with completing the construction of the Panama Canal. Goethals replaced John F. Stevens in April 1907.

How many employees were there during the construction of the Panama Canal?

 

Between 1904 and 1913, a total of 56,307 persons were employed during the construction of the Panama Canal; 11,873 were European; 31,071 were from the West Indies; 11,000 were from the United States; and there were 69 unclassified.

How many people died during the French and U.S. construction of the Panama Canal?

According to hospital records, 5,609 died of diseases and accidents during the U.S. construction period. Of these, 4,500 were West Indian workers. A total of 350 white Americans died. The actual worker death toll during the French construction period will never be known, as the French would only record deaths at the hospitals, which were a small percentage of the total. According to a report by Dr. Gorgas, it is possible that some 22,000 workers died during the French construction period.

 

 

What was the volume of material excavated during the construction of the Canal?

 

As of July 1, 1914, a total of 238,845,587 cubic yards of material had been excavated during the U.S. construction period. This volume, along with the 30,000,000 cubic yards excavated by the French, totals approximately 268,000,000 cubic yards, more than 4 times the volume originally estimated by Ferdinand de Lesseps for a sea level canal, and 3 times the volume excavated for the Suez Canal.

What was done with all the material?

 

The disposal of all the excavated material was a very important aspect of the excavation. Nearly hundreds of millions of cubic yards of earth and rock were moved and spread. Part of the material was used to turn an island into a peninsula 3 ¼ miles out on the Pacific Ocean, creating the Naos Island breakwater. Another part of the material was used to create nearly 500 acres along the Pacific Ocean coast to create the town of Balboa and the U.S. military post of Fort Amador. Despite all this, millions of cubic yards of earth were disposed of in the jungle. The largest disposal sites were at Tavernilla, Gatun Dam, Miraflores, and Balboa.

 

What were the major obstacles in constructing the waterway?

There were 4 major obstacles to the construction of a canal through Panama:

• A very complex mountain chain formation;
• The difficulties posed by the tropical jungle, with its annual average rainfall of 105 inches, and an average temperature of 80 degrees;
• The tendency of rivers to overflow; and
• The most mortal of all, malaria and yellow fever diseases, which were endemic in the area

Who had the idea of building a canal through the Isthmus of Panama?

 

The dream of building a canal through the Isthmus of Panama to join the Atlantic and the Pacific dated back to the beginning of the sixteenth century, when Vasco Núñez de Balboa crossed Panama in 1515, and discovered that only a narrow strip of land separated both oceans.

 

Emperor Charles V espoused the belief that there was no natural passage, and began efforts to build a passageway through the Isthmus.

When did the French begin construction?

On January 10, 1880, Count Ferdinand de Lesseps began the excavation work of the Canal with a blast at Culebra.

When did Gatun Lake join the Culebra Cut?

 

On the afternoon of October 10, 1913, U.S. President Woodrow Wilson pushed a button in Washington, D.C., to blast a dike at Gamboa. The signal, sent by telegraph from Washington to New York, then to Galveston, and from there to Panama, was almost instantaneous. Culebra Cut had almost totally been flooded and became an extension of Gatun Lake.

 

Who was the first pilot of the Panama Canal?

The first Panama Canal pilot was Captain John Constantine, a Greek national.

Bocas del Toro

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Tourism in the Bocas del Toro Islands is true ecotourism. It will satisfy the visitor looking for special spots, ecosystems or species

To whom are looking to practice some kind of activity we offer a wide diversity of water sports, jungle adventures and much more. Scuba diving, snorkelling, surfing, water skying, are only a few of the first mentionned, and Bocas del Toro as an archipelago is a big site to do it: coral reefs are everywhere, surfing beaches we have a dozen.

Talking about adventures, treking is a trend for people that wants to be in fit and, at the same time, do something fun. We have trails for all ages and interests, from the very difficult trail between Bahía Honda and the lagoon in the Marine Park to the easy walk of Red Frog or Zapatillas Cays trails.

Add something else to this attractions: Bocas del Toro is a mix of cultures, so, anywhere, you will find expressions of a wide diversity of races: ngobe indian communities offering beautiful handicrafts, afroantillean traditions that are expressed through meals and festivals, old spanish dances from the conquest time, modern caribbean music, all of this in one place.

Click here for more information about Bocas del Toro

Bocas del Toro Tourist Attraction

BBahia Honda is a community located at the heart of a bay, between the islands of Bastimentos and Sol

Bahia Honda is a community located at the heart of a bay, between the islands of Bastimentos and Solarte. Their houses are distributed along the coasts of both islands, not showing the typical image of the other communities of the region.

What we could consider the core of the village, on the Bastimentos Island, consists of a communal house, the primary school, the student's lunch room and a cozy restaurant, that offers to the visitors typical meals of the region as well as beautiful handicrafts.

The main occupations of their inhabitants are subsistence fishing and agriculture, being the tourism an activity that have being increasing lately.

The project, TIMORO groups several families of the community to handled the restaurant and a tour that became one of the main attractions of the islands, the "Sloth's Trail".

In order to arrive at Bahia Honda, call the Timorogo's phone to be pickedup or hire a boat in Bocas del Toro and after about 10 minutes of navigation you will be at the community restaurant where the visitor can make arrangements for a guided visit to the trail.

arte. Their houses are distributed along the coasts of both islands, not showing the typical image of the other communities of the region.

What we could consider the core of the village, on the Bastimentos Island, consists of a communal house, the primary school, the student's lunch room and a cozy restaurant, that offers to the visitors typical meals of the region as well as beautiful handicrafts.

The main occupations of their inhabitants are subsistence fishing and agriculture, being the tourism an activity that have being increasing lately.

The project, TIMORgroups several families of the community to handled the restaurant and a tour that became one of the main attractions of the islands, the "Sloth's Trail".

In order to arrive at Bahia Honda, call the Timorogo's phone to be pickedup or hire a boat in Bocas del Toro and after about 10 minutes of navigation you will be at the community restaurant where the visitor can make arrangements for a guided visit to the trail.

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The Expansion of the Panama Canal

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The Expansion of the Panama Canal (Third Set of Locks Project)  is a project that will double the capacity of the Panama Canal by 2014 by allowing more and larger ships to transit. Then-Panamanian President Martín Torrijos presented the plan on April 24, 2006 and Panamanian citizens approved it in a national referendum by 76.8% of the vote on October 22, 2006.

The project creates a new lane of traffic along the Canal by constructing a new set of locks. Details of the project include the following integrated components:

• Construction of two lock complexes—one on the Atlantic side and another on the Pacific side—each with three chambers, which include three water-saving basins;
• Excavation of new access channels to the new locks and the widening of existing navigational channels; and,
• Deepening of the navigation channels and the elevation of Gatun Lake's maximum operating level.

On September 3, 2007, after approval by the Cabinet, National Assembly and referendum, the Panama Canal expansion project officially started. Panama's then-president Martín Torrijos stated that the Canal will generate enough wealth to transform Panama into a First World country. The project is also expected to reduce poverty by about 30%, resulting in an 8% poverty rate in Panama afterwards.

Background

The capacity of the Panama Canal is determined by a number of factors, of which the most important is the size of the locks that raise and lower ships as they pass through the canal. The smallest dimensions of the locks are 110 ft (33.53 m) wide, 1,050 ft (320.04 m) long, and 85 ft (25.91 m) deep. Because of clearance issues, the usable sizes are somewhat smaller (for example, the maximum usable length of each lock chamber is about 1,000 ft (304.8 m). The maximum size of the ships that can transit the canal is known as the Panamax.

Since the 1930s, all of the Canal widening studies have determined that the most effective and efficient alternative to enhance Canal capacity is the construction of a third set of locks, with bigger dimensions than those of the locks built in 1914. In 1939, the United States initiated the construction of locks designed to allow the transit of commercial and war ships, whose dimensions exceeded the size of the existing locks. In 1942, after advancing the excavations significantly, the Americans suspended the third set of locks project because of the outbreak of World War II. In the 1980s, the tripartite commission formed by Panama, Japan, and the United States took up the issue again, and like the Americans in 1939, determined that a third set of locks with larger lock chambers was the most appropriate alternative for increasing Canal capacity. Today, the studies developed by the Panama Canal Authority (ACP) as part of its Master Plan, with a horizon to the year 2025, confirm that a third set of locks, larger than those existing now, is the most suitable, profitable and environmentally responsible way to increase Canal capacity and allow the Panamanian maritime route to continue to grow.

Throughout its history, the Canal has continually transformed its structure and adjusted to trade requirements and international maritime transport technologies. In this manner, the Canal has managed to increase its competitiveness in a sustainable manner.

Then-President Torrijos in his speech on April 24, 2006, announcing the project, said that "…to say it in a graphic manner, [the Canal] is like our 'petroleum'. Just like the petroleum that hasn't been extracted is worthless, and that in order to extract it you have to invest in infrastructure; the Canal requires to expand its capacity to absorb the growing demand of cargo, and generate more wealth for Panamanians".

Cargo volume

On the basis of ACP's projections, during the next 20 years, cargo volume transiting the Canal will grow at an average of three percent per year, doubling 2005's tonnage by the year 2025. As such, providing the Canal with the capacity to transit larger vessels will make it more efficient by allowing the transit of higher cargo volumes with relatively fewer transits and less water use.

Historically, the dry and liquid bulk segments have generated most of the Canal's revenues. Bulk cargo includes dry goods, such as grains (corn, soy and wheat, among others), minerals, fertilizers, coal, and liquid goods, such as chemical products, propane gas, crude oil and oil derivatives. Recently, the containerized cargo segment has replaced the dry bulk segment as the Canal's main income generator, moving it to second place. On the other hand, the vehicle carriers segment has become the third income generator, replacing the liquid bulk segment. Shipping industry analysis conducted by the ACP and top industry experts indicate that it would be beneficial to both the Canal and its users to expand the Canal because of the demand that will be served by allowing the transit of more tonnage.

The question is, however, whether the trend upon which the Panama Canal Authority makes those projections can continue for a generation.

The growth in Panama Canal usage over the past few years has been almost entirely driven by increased U.S. imports from China passing through the canal en route to ports on the U.S. East and Gulf Coasts. But it is increasingly recognized in both the United States and China that this imbalance in trade is unsustainable and will be reduced in some sort of adjustment in the coming years, though it is important to note that any such imbalance need not be made up by physically shipped goods, but could be made by other trade such as intellectual property as China upgrades its intellectual property protection laws. The ACP, however, presumes that it will not only not be adjusted, but will continue to grow for a generation as it has for the past several years. One of the central points of the canal expansion proposal's critics, most prominently made by former canal administrator Fernando Manfredo, is that it's unrealistic to attempt to predict canal usage trends over a generation, most improbable to expect that U.S. imports from China will continue to grow as they have the past few years over a generation, and irresponsible to bet Panama's financial future on such a projection.

Competition

The most direct competition to the Canal is from alternative routes which present options for the transport of cargo between the same geographical points of origin and destination.

The opening of the Northwest Passage to commercial traffic could pose an alternative to the Canal in the long term. It is thought that global warming is likely to open the passage for increasing periods of time, making it attractive as a major shipping route. However the passage through the Arctic Ocean would require significant investment in escort vessels and staging ports. Therefore the Canadian commercial marine transport industry does not anticipate that this route will be a viable alternative to the Panama Canal within the next 10 to 20 years.

The two main current competitors of the Panama Canal are the U.S. intermodal system and the Suez Canal. The main ports and merchandise distribution centers in these routes are investing in capacity, location, and maritime and land infrastructure to serve Post-Panamax container ships and handle their cargo volumes. According to the ACP, the growing trend to use such ships in transcontinental routes competing with the canal is irreversible. If so, by the year 2011, approximately 37% of the capacity of the world's container ship fleet will consist of vessels that do not fit through the current canal, and a great part of this fleet could be placed in routes that compete with Panama.

The proposal states that strengthening its competitive position will allow the canal to accommodate demand and serve its customers. If the canal were to have the capacity to serve the growing demand, Panama could be transformed into the most important connectivity hub in the continent by joining together at the isthmus the north–south continental routes with the east-west transcontinental routes. Accordingly, the canal will continue to be viable and competitive in all of its routes and segments, and contribute significantly to Panama's development and growth while maintaining its position as one of the main world trade routes.

Predictions

According to the ACP, the canal will reach its maximum sustainable capacity between the years 2009 and 2012. When it reaches this capacity it will not be able to continue to handle demand growth, resulting in a reduction in the competitiveness of the Panama maritime route

As approved by the Panamanian people, construction for the expansion project is slated to conclude by 2014. All creative means will be employed by the ACP to stretch capacity until the construction is done.

The proposed expansion of the canal by the construction of a third set of locks will allow it to capture the entire demand projected through 2025 and beyond. Together, the existing and new locks will approximately double the capacity of the present Canal.

Critics such as former legislator Dr. Keith Holder, co-author of the legislation that created the ACP, point out that canal usage is seasonal and that even during the few months when it is most crowded the bottleneck that slows traffic is not the locks but the narrow Culebra Cut, in which there is a limited capacity for large ships to pass one another.

Although the Canal is reaching its maximum capacity, the ACP clarifies that this does not mean that ships will be unable to transit the Canal. However, it does mean that the Canal's growth capacity will stagnate and that it will not capture additional cargo volumes.

The former head of the Panama Canal's Dredging Division, Thomas Drohan, who is a critic of the expansion plan, discounts allegations that this is a problem in the short term—he argues that if the supply of any good or service becomes short, any business can raise its price for it and this would apply to Panama Canal tolls as much as it does to petroleum.

The project

Locks

The Canal today has two lanes each with its own set of locks. The proposal consists of adding a third lane through the construction of lock complexes at each end of the Canal. One lock complex will be located on the Pacific side to the southwest of the existing Miraflores Locks. The other complex will be located to the east of the existing Gatun Locks. Each of these new lock complexes will have three consecutive chambers designed to move vessels from sea level to the level of Gatun Lake and back down again. Each chamber will have three lateral water-saving basins, for a total of nine basins per lock and 18 basins total. Just like the existing locks, the new locks and their basins will be filled and emptied by gravity, without the use of pumps. The location of the new locks uses a significant portion of the area excavated by the United States in 1939 and suspended in 1942 because of the start of World War II. The new locks will be connected to the existing channel system through new navigational channels.

The new lock chambers will be 1,400 ft (426.72 m) long, by 180 ft (54.86 m) wide, and 60 ft (18.29 m) deep. They will use rolling gates instead of miter gates, which are used by the existing locks. Rolling gates are used in almost all existing locks with dimensions similar to those being proposed, and are a well-proven technology. The new locks will use tugboats to position the vessels instead of locomotives. As in the case of the rolling gates, tugs are successfully and widely utilized for these purposes in locks of similar dimensions.

Navigational channels

According to the plan, a 3.2 km (2.0 mi)-long access channel will be excavated to connect the new Atlantic locks with the existing sea entrance of the Canal. To connect the new Pacific-side locks with the existing channels, two new access channels will be built:

• The north access channel, which will connect the new Pacific-side lock with the Gaillard Cut, circumventing Miraflores Lake, and which will be 6.2 km (3.9 mi) long; and,

• The south access channel, which will connect the new lock with the existing sea entrance on the Pacific Ocean, and which will be 1.8 km (1.1 mi) long (see figure 5). The new channels will be at least 218 meters (715 ft) wide, both on the Atlantic and Pacific sides, which will permit Post-Panamax vessels to navigate in these channels in a single direction at any time.

Gatun Lake raised 1.5 feet (0.46 m)

All Canal elevations are referred to Precise Level Datum (PLD), which is close to Atlantic and Pacific entrance mean sea level. The maximum operational level of Gatun Lake will be raised by approximately 0.45 meters (1.5 ft) — from the present PLD level of 26.7 meters (87.5 ft) to a PLD level of 27.1 meters (89 ft). Combined with the widening and deepening of the navigational channels, this component will increase Gatun Lake's usable water reserve capacity and will allow the Canal's water system to supply a daily average of 165,000,000 US gal (625,000,000 L; 137,000,000 imp gal) of additional water. This additional water volume is enough to provide an annual average of approximately 1,100 additional lockages without affecting the water supply for human use, which is also provided from Gatun and Alhajuela Lakes.

Construction timeline

The construction of the third set of locks project is slated to take between seven to eight years. The new locks could begin operations between fiscal years 2014 and 2015, roughly one hundred years after the canal first opened.

Finances

The main purpose of the Canal expansion program is to increase Panama's ability to benefit from the growing traffic demand. This growing demand is manifested both in increased cargo volume and vessel size that will use the Panama route. In this sense, the Canal, with a third set of locks, will be able to manage the traffic demand forecast beyond 2025, and total revenues for that year, adjusted for inflation, will amount to over USD $6.2 billion.

Estimated cost

The cost to construct the third set of locks is estimated by the ACP at approximately US $15 to 25 billion. This estimate includes design, administrative, construction, testing, environmental mitigation, and commissioning costs. Additionally, this cost includes contingencies to cover risks and unforeseen events, such as those that might be caused by accidents, design changes, price increases, and possible delays, among others. The most relevant program cost is that of constructing the two new lock complexes – one on the Atlantic side and the other on the Pacific side – with estimated costs of approximately US $1.110 billion and US $1.03 billion each, plus a US $590 million provision for possible contingencies during their construction.

Opponents contend the project is based on uncertain projections about maritime trade and the world economy. Prof. R.N. Mendez, an economist who works for the University of Panama, alleged that the economic and financial projections are based on manipulated data. Independent engineers, most notably Humberto Reynolds and Tomas Drohan Ruiz, the former head of Engineering and Dredging of the Panama Canal, say that the project will cost much more than currently budgeted and that it is too risky for Panama.

M.A. Bernal, professor at the University of Panama, thinks that confidence in the budget of the Panama Canal Authority is undermined because of engineering and consultancy firm Parsons Brinckerhoff's involvement. Parsons Brinckerhoff is best known for the Big Dig in Boston, which ended up costing three times the estimated amount with several structural and safety concerns.

Estimated profit

According to the ACP, the third set of locks is financially profitable, producing a 12% internal rate of return. The third set of locks project is self-financed and its financing will be separate from the Government's financing. The state will not guarantee or endorse any loans undertaken by the ACP for the project's execution. With tolls increasing at an annual average rate of 3.5% for 20 years, and according to the most probable traffic demand forecast and construction schedule, the external financing required will be mainly temporary and on the order of USD $2.3 billion to cover peak construction activities between 2009 and 2011. With the cash flows generated by the expanded Canal, investment costs will be recovered in less than 10 years and financing could be repaid in approximately eight years.

What "self-financing" actually means, however, is disputed. At least half of the money needed for the canal expansion project will have to be borrowed, and the ACP does not calculate the interest on that as part of the project's costs.

The ACP's revenue projections are based on suppositions about increase in canal usage and the willingness of shippers to pay higher tolls instead of seeking competing routes, both of which critics question.

Environmental Impact

The ACP claims in the proposal that the third set of locks project is environmentally viable. It has been found that all possible adverse environmental impacts can be mitigated through existing procedures and technology, and no immitigable or permanent adverse impacts on the population or the environment are anticipated. There are no elements within the scope of the project that will compromise its environmental viability, such as communities, primary forests, national parks or forest reserves, relevant patrimonial or archaeological sites, agricultural or industrial production areas, or tourist or port areas. The project will not cause permanent or irreversible impacts on water or air quality. The proposed water supply program fulfills the objectives of maximizing the water capacity of Gatun and Alhajuela Lakes, and applies the most efficient water utilization technology at the locks so no new reservoirs will be required. Consequently, it will not be necessary to relocate communities. The entire area directly affected by the project is located within ACP operational and administrative areas.

Critics to the project contend there are a lot of environmental topics to be considered. For example: link between El Niño (ENSO) and global warming threat to water supplies. The ACP has commissioned a number of studies by a number of consultants about water supply and quality issues, and some like Eric Jackson (editor of the Panama News internet newspaper), Gonzalo Menendez(former head of the National Environmental Authority or ANAM by its Spanish initials), Ariel Rodriguez (University of Panama biologist), former Vice Minister of Public Works Grettel Villalaz de Allen and others are some of the most prominent critics of the canal expansion plan from the point of view of water quality issues. Jackson contends that ACP's public statements often do not match the findings of their studies. He says that the Delft Hydraulics, WPSI Inc, and DHI studies all say that no matter what is done to mitigate the problem, the water saving basins feature of the proposed new locks would increase the intrusion of salt water into Gatun Lake, from which about half of Panama's population takes its drinking water. The chosen method to partially mitigate this problem is to "flush" the new locks with fresh water from Gatun Lake — but that tends to defeat the proposed new locks’ water saving feature and raises questions about the security of the urban water supply.

However, one of the leading environmental organizations in Panama, ANCON (National Association for Nature Conservation) says that the studies and projections of operation of the Third Lock, including the water saving basins, state in a credible manner that there will be very low levels of salinization of waters of Gatun Lake and that these levels would preserve the biologic separation of the oceans with the safekeeping of the biodiversity and water quality for human use.

Employment generation

According to the ACP, the Canal expansion's impact on employment will first be observed in the jobs directly generated by the economic boom experienced during the years of its construction. Approximately 35,000 to 40,000 new jobs will be created during the construction of the third set of locks, including 6,500 to 7,000 additional jobs that will be directly related to the project during the construction's peak years.

However, officials state that the most important impact on employment will be medium and long term and will come from the economic growth brought about by extra income generated by the expanded Canal and the economic activities produced by the increase in Canal cargo and vessel transits – all of these contributing to fully leverage the advantages of Panama's geographic position.

The labor required for construction of the third set of locks will, in its vast majority, be done by Panamanians. To ensure the availability of Panamanian labor necessary for the third set of locks project and its connected activities, the ACP and public and private authorities will work jointly to train the required workforce with sufficient lead time, so that it has the necessary competencies, capabilities and certifications. The amounts necessary to carry out these training programs are included in the cost estimates of the project.

Critics dismiss this as pure demagogy, noting that by the ACP's own studies at the peak of construction there will be fewer than 6,000 jobs created and that some of these will be highly skilled posts filled by foreigners because there are no Panamanians who are qualified to fill them.

Among those who oppose the canal expansion proposal is Panama's construction workers' union, SUNTRACS. The union's secretary general, Genaro Lopez, argues that while some construction jobs would be created by the project, the debt that Panama incurs to build a third set of locks would not be defrayed by increased canal usage and thus an increased part of canal revenues would go toward paying the debt, reducing the waterway's contributions to the national government's general fund and in turn reducing money for road projects, public schools, police protection and all other government services.

Critics also claim the project lacks an accompanying social development plan. Then-President Torrijos has since accepted the request to develop one with the mediation of the United Nations Development Programme.

Voices supporting the project

ANCON (National Association for Nature Conservation) has given its approval of the environmental studies of the proposal and stated some recommendations if the project is approved. The following have also endorsed the proposal:

• The Nature Conservancy
• La Prensa newspaper, in an editorial note.
• Chamber of Commerce, Industries and Agriculture.
• The government-aligned CONATO (National Council of Organized Workers).
• Former presidents Martin Torrijos (project was approved under his leadership), Mireya Moscoso and Ernesto Pérez Balladares.
• President Ricardo Martinelli (took office after construction of the project commenced, but before it ended).
• Panama City's former mayor Juan Carlos Navarro.
• Ruben Blades, the politician, lawyer, singer and actor.
• Singers including Mach and Daddy, Karen Peralta and others.
• Stanley Heckadon, the former director of the INRENARE agency that was the predecessor of the National Environmental Authority.
• Panamanian boxing world champions Roberto "The Spider" Vásquez, Celestino "Pelenchín" Caballero and legend Roberto Durán.
• Panama athletes including Carlos Lee, Mariano Rivera, Roberto Vasquez, Vicente Mosquera, Maestrito Córdoba and Danilo Pinnock.
• Former Miss Universe Justine Pasek, writer Rosa María Britton and painter Olga Sinclair.
• Canal customers, many in the maritime industries and in Panama's and the world's business communities.
• 76.8% of Panamanian voters in a referendum; the turnout was 43%.

Voices against the project

Former President Jorge Illueca, former sub-administrator of the Panama Canal Commission, Fernando Manfredo, shipping consultant Julio Manduley and industrial entrepreneur George Richa M. say that the expansion is not necessary; they claim that the construction of a mega-port on the Pacific side would by itself be sufficient to meet probable future demand. The logic behind this is that said port would be the second port (the first being Los Angeles) deep enough in the American Pacific capable of handling post-panamax ships. As Panama is already a natural trading route, it would be able to handle the movement of containers from the Pacific to the Atlantic side via railroad, where containers would be reloaded to other ships for worldwide distribution. In addition, the following organizations and people oppose the project:

• The Council on Hemispheric Affairs (COHA) stated in a press release that under the Torrijos government, the expanding Panama Canal will not likely serve the needs of the vast majority of Panamanians. Much of the benefits will be tied to the commercial interests of the country's accountants, bankers and lawyers, as well as their U.S. counterparts, and world trade. They also say that the administration's rampant corruption and other flaws raise questions about Panama's capacity to supervise such an enormous project. COHA has received some letters which point out factual errors and plans to modify its statement to reflect this.
• Former President Guillermo Endara and his Vanguardia Moral de la Patria Party,MOLIRENA, a conservative, business oriented party that normally gets about 10 percent of the vote.
• Most of the Panamanian left and most of the labor movement, including for example CONUSI(National Independent Syndicate Union) and FRENADESO (National Front for the Defence of Social and Economic Rights).
• Most members of the nationalistic Panameñista Party (Grettel Villalaz de Allen and Gonzalo Menendez, mentioned above, and former legislator Gloria Young are prominent examples).
• Some environmentalist leaders and groups: Biodiversidad Panama, whose principal leader is University of Panama biologist Ariel Rodriguez, and former National Environmental Authority director Gonzalo Menendez.
• Proponents of Liberation Theology, in part because they suspect that poor farmers among whom they have a social base would be adversely affected. The canal expansion issue has aggravated the breach between this mainly Catholic strain and the Catholic hierarchy. This group has chosen the radical Catholic priest Father Conrado Sanjuras as its principal spokesperson for relations with the Electoral Tribunal.