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bangkokjacknews · 3 years

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Sunday Mysteries: The Bermuda Triangle

Try to See It from My Angle: The Bermuda Triangle - What is it about this infamous stretch of ocean (and sky) that causes ships and planes to vanish without a trace? At ten past two in the afternoon of 5 December 1945, five US Navy Avenger torpedo bombers took off from the naval air station at Fort Lauderdale, Florida. The commander of Flight 19, Lieutenant Charles Taylor, had been assigned a routine two-hour training flight of fifteen men on a course that would take them out to sea sixty-six miles due east of the airbase, to the Hen and Chicken Shoals. There the squadron would carry out practice bombing runs, then fly due north for seventy miles before turning for a second time and heading back to base, 120 miles away. Their plotted flight plan formed a simple triangle, straightforward to execute, and Lieutenant Taylor and his four trainee pilots headed out into the clear blue sky over a calm Sargasso Sea. Even though everything seemed set fair, some of the crew were showing signs of anxiety. This was not unusual during a training flight over open water. Less usual was the fact that one of the fifteen crewmen had failed to show up for duty, claiming he had had a premonition that something strange would happen on that day and that he was too scared to fly. And, within a few minutes after take-off, something strange did happen. First, Lieutenant Taylor reported how the sea appeared white and ‘not looking as it should’. Then, shortly afterwards, his compasses began spinning out of control, as did those of the other four pilots, and at 3.45 p.m., about ninety minutes after take-off, the normally cool and collected Taylor contacted Lieutenant Robert Cox at Flight Control with the worried message: ‘Flight Control, this is an emergency. We seem to be off course. We can’t make out where we are.’ Cox instructed the pilot to head due west, but Taylor reported that none of the crew knew which way west actually was. And that too was highly unusual as, even without compasses and other navigational equipment, at that time of day and with the sun only a few hours from setting, any one of them could have used the tried and tested method of looking out of the window and following the setting sun, which will always lie to the west of wherever you find yourself. Just over half an hour later, Taylor radioed Flight Control again, this time informing them he thought they were 225 miles north-east of base. His agitated radio message ended with him saying, ‘It looks like we are …’ and then the radio cut out. By then they would have been desperately low on fuel, but the five Avengers had been designed to make emergency sea landings and remain afloat for long enough to give the crew the chance to evacuate into life rafts and await rescue. A Martin Mariner boat plane was immediately sent out to assist Flight 19 and bring the men back; but as it approached the area in which the stricken crew were thought to have been lost, it too broke contact with Flight Control. None of the aircraft and none of the crew were ever found and the official navy report apparently concluded that the men had simply vanished, ‘as if they had flown off to planet Mars’. To this day, the American military has a standing order to keep a watch for Flight 19, as if they believed it had been caught up in some bizarre time warp and might return at any time. At least, that is how the story goes. And it would have had a familiar ring for some, as it wasn’t the first time a mysterious disappearance had been reported in the area. On 9 March 1918, the USS Cyclops left Barbados with a cargo of 10,800 tons of manganese (a hard metal essential for iron and steel production) bound for Baltimore on the east coast of America. The following day, Lieutenant Commander G. W. Worley, a man with a habit of walking around the quarterdeck clad in nothing but his underwear and a hat and carrying a cane, reported how an attempted mutiny by a small number of the 306-man crew had been suppressed and that the offenders were below decks in irons. And that was the last anybody ever heard from Captain Worley or any of his crew. The 20,000-ton Cyclops simply vanished from the surface of the sea, into thin air. The conclusion at the time was the ship had been a victim of German U-boat activity, but when investigations in Germany after the end of the First World War revealed that no U-boats had been located in the area, that theory was ruled out. Instead, speculation ranged from the suggestion – proffered quite seriously – by a popular magazine that a giant sea monster had surfaced, wrapped its tentacles around the entire ship, dragged it to the ocean bed and eaten it, to the rumour, UFO hysteria in full swing (see ‘The Famous Aurora Spaceship Mystery’), that the vessel had been lifted, via giant intergalactic magnets, into outer space. And then, in 1963, eighteen years after the disappearance of Flight 19, it happened again. The SS Marine Sulphur Queen was on a voyage from Norfolk, Virginia, to Belmont in Texas. On 3 February, the ship radioed a routine report to the local coastguard to give her position: she was, at the time, sailing close to Key West in the Straits of Florida. Shortly afterwards she vanished. Three days later the coastguard, searching for any sign of the missing vessel, found a single life jacket floating in the sea. Since then, no other evidence of the Marine Sulphur Queen, its cargo or the 39-man crew has ever been found. Back in 1950, connections had already been made between the disappearance of Flight 19 and of the USS Cyclops: reporter E. V. W. Jones was the first to suggest mysterious happenings in the sea between the Florida coast and Bermuda. Two years later, Fate Magazine published an article by George X. Sand in which he suggested that the mysterious events – thousands of them, by his calculation – had taken place within an area that extended down the coast from Florida to Puerto Rico and in a line from each of these to Bermuda, creating what he called a ‘watery triangle’. His views were shared by one Frank Edwards, who published a book in 1955 called The Flying Saucer Conspiracy in which he claimed that aliens from outer space were also operating in the same area; hence the sky was incorporated into the ‘watery triangle’, which became known as the ‘Devil’s Triangle’. In 1963, following the disappearance of the Marine Sulphur Queen, journalist Vincent Gaddis wrote an article for Argosy magazine in which he drew together the many mysterious events that had taken place within the triangular area of sea and sky. This proved so popular that he expanded the article into a book, which he called The Deadly Bermuda Triangle, thereby coining the famous expression that was to become synonymous with unexplained disappearances the world over. Eleven years later, a book by former army intelligence officer Charles Berlitz, simply entitled The Bermuda Triangle, sold over 20 million copies and was translated into thirty different languages. In 1976 the book won the Dag Hammarskjöld International Prize for non-fiction and the world became gripped by Bermuda Triangle fever – and has been ever since. But it is worth noting that even as recently as 1964 the Bermuda Triangle, as we now know it, simply did not exist. Geographically, the Bermuda Triangle covers an area in the western Atlantic marked by, at its three points, Bermuda, San Juan in Puerto Rico and Miami in Florida – although, on closer study of the locations of some ocean disasters attributed to the myth, it would be easy to extend that area halfway round the world. The Mary Celeste, for example, has even been connected to the Bermuda Triangle, which would extend its boundaries closer to Portugal! But could there be any truth in the myth – some more prosaic explanation to account for the seemingly paranormal events? Is there anything about the actual geography of the area that might cause so many ships and aircraft to vanish apparently without a trace? To start with, the sea currents in the area are heavily affected by the warm Gulf Stream that flows in a north-easterly direction from the tip of Florida to Great Britain and northern Europe. The warm current divides the balmy water of the Sargasso Sea and the colder north Atlantic and is why the climate in northern Europe is much more moderate than might be expected, considering that Canada and Moscow are as far north as England. Once leaving the Gulf of Mexico, the Gulf Stream current reaches five or six knots in speed and this affects the heavy shipping in the area in many ways, including navigation. Inexperienced sailors, especially in the days before radar and satellite navigation, could very easily find themselves many miles off course after failing to measure the ship’s speed with sufficient accuracy, especially in the days when this was calculated by throwing from the bow of the ship a log attached to a rope and timing the appearance of each of a series of knots in the rope as it passed the stern. Failing to do this often enough while sailing in the fast-moving Gulf Stream could quite speedily lead to the crew of a ship becoming hopelessly lost in the vast Atlantic Ocean. Another effect of the fast-moving current would be to scatter the wreckage of lost ships and aircraft over a vast area, many miles from the site of an accident, making it well nigh impossible for rescue teams to locate survivors. Then there is the North American continental shelf which is responsible for the clear blue water of the Caribbean Islands. After only a few miles, the shelf gives way to the deepest part of the Atlantic Ocean, an area known as the Puerto Rico Trench. And at over 30,000 feet deep, nobody has ever been down there to clear up any mysterious disappearances. And furthermore, the continental shelf is home to large areas of methane hydrates (methane gases that bubble up through the water after being emitted from the seabed). Eruptions from any of these in the relatively shallow waters cause the sea to bubble and froth, affecting the density of the water and hence the buoyancy of vessels travelling on its surface. Scientific tests have shown that scale models of ships will sink when the density of the water is sufficiently reduced, which could account for the sudden disappearance of various craft within the area. Added to which, any wreckage might be carried away by the Gulf Stream and scattered across the Atlantic in no time at all. The Bermuda Triangle is also known to be an area of magnetic anomalies, or unusual variations in the earth’s magnetic field. Indeed this area of ocean is one of the two places on earth where a magnetic compass points to true north (determined by the North Star) rather than magnetic north (located near Prince of Wales Island in Canada). The only other place where true north lines up with magnetic north is directly on the other side of the planet, just off the east coast of Japan, an area known by Japanese and Filipino seamen as the ‘Devil’s Sea’. In both these areas, navigators not allowing for the usual compass variation between true and magnetic north will become hopelessly lost, and mysterious disappearances are equally common in the Devil’s Sea. But locals there do not blame UFOs or sea monsters; they blame human error. Christopher Columbus, the famous fifteenth-century navigator credited with ‘discovering’ the Americas, was one of the first people to recognize the difference between true and magnetic north; and he wasn’t at all fazed by the odd compass readings he seemed to be getting as he sailed between Bermuda and Florida over five hundred years ago. Magnetic anomalies are also thought to be responsible for the fog that appears to cling to aircraft and boats in the Bermuda Triangle and Devil’s Sea. In such cases, the fog gives the strange illusion that it is travelling along with the craft rather than that the vessel is travelling through it, creating a ‘tunnelling’ effect for the passengers on board. Many reports have been made of the disorientating effect of this curious fog. In one of the most celebrated instances, the captain of a tug towing a large barge reported that the sea was ‘coming in from all directions’ (due to methane hydrates, no doubt) and that the rope attached to the barge plus the barge itself, only a few yards behind the tug, appeared to have completely vanished, presumably shrouded in magnetic fog. Another natural phenomenon that might be held responsible for the strange disappearances in the region are hurricanes, notorious in the area of ocean between Bermuda and the Gulf of Mexico, in the middle of which lies the Bermuda Triangle. These must take their fair share of the blame in bringing down small aircraft and swallowing boats, sending the wreckage to the floor of the Atlantic in minutes and leaving no trace of the craft on the surface. So what really happened in the case of Flight 19, the USS Cyclops and the Marine Sulphur Queen? Let’s examine the first of these disappearances in a bit more detail. Squadron Leader Lieutentant Charles Taylor, although an experienced pilot, had recently been transferred to the air station at Fort Lauderdale and was new to the area. Added to which, he was a known party animal and had been out drinking the evening before the fateful day. A very hungover Taylor then tried to find someone else to take over as leader of the training flight – the only point of which was to increase the flying hours of the four apparent novices – but no other pilot would agree to stand in at such short notice. Shortly into the flight, Taylor’s compass malfunctioned and, unfamiliar with the area, he had to rely on landmarks alone. After nothing but open sea, the aircraft eventually flew over a small group of islands Taylor thought he recognised as his home – Florida Keys. Flight 19 was in constant touch with Flight Control and was told to head directly north which, Taylor thought, would take him straight back to base. But Flight 19 was not over Florida Keys in fact; it was over the Bermudan Islands – exactly where it should have been. Heading north simply sent the stricken aircraft out into the open Atlantic. Crew members were heard to suggest to each other they should immediately head west, as their compasses were actually working, but none of the trainees dared to contradict their leader. With a storm gathering and the sun not visible through the cloud, Taylor refused to listen to his subordinates, accepting the instruction from Flight Control instead. But when told to switch to the emergency radio channel, Taylor declined, stating that one his pilots could not tune in to that particular channel and that he did not want to lose contact with him. As a result of this, contact between Flight 19 and Fort Lauderdale became increasingly intermittent. After an hour of flying due north, and with no land in sight, Taylor reasoned he must be over the Gulf of Mexico, and with that made the right-hand turn, due east, he thought would bring his team back to the west coast of Florida. But instead, an hour north of Bermuda and flying over the Atlantic with Flight Control believing them to be close to the Gulf, this manoeuvre only served to take them further out to sea. Flight 19, miles away from where anybody believed them to be, would then have run out of fuel, ditched into the sea beyond the continental shelf, and been broken within minutes by the storm. The Mariner sent to look for them was, in fact, one of two that were sent to assist. The first arrived back at base safely but the second exploded shortly after take-off. (The Mariners, notorious for fuel leaks, were nicknamed ‘flying gas tanks’.) Radio contact had been lost twenty-five minutes into the flight and debris floating in a slick of spilt oil was found in the exact location the plane was though to have come down. In short, there was nothing mysterious about the accident after all. The official report at first stated that flight leader error was to blame for the loss of Flight 19, but this was then changed to ‘cause unknown’, giving rise to the mystery. Contrary to the fictitious version of events, nobody has ever stated, in an official capacity, that the aircraft simply vanished ‘as if they had flown off to planet Mars’. The disappearance of the USS Cyclops does remain a mystery, however, although heavy seas and hurricanes were reported in the area at the time. It is now thought that a sudden shift in its eleven-thousand-ton metal cargo was to blame, causing the ship to capsize with all hands on deck and sink to bottom of the ocean. In the case of the SS Marine Sulphur Queen, something Triangle enthusiasts rarely mention is that the cargo was made up of 15,000 tons of molten sulphur sealed in four giant tanks and kept at a heat of 275 degrees Fahrenheit by two vast boilers connected to the tanks via a complex network of coils and wiring. They also do not tell us that the T-2 tankers such as the Marine Sulphur Queen had a terrible record for safety during the Second World War and that within the space of just a few years three of them had previously broken in half and sunk. Indeed, a similar sulphur-carrying ship had vanished in 1954 under less mysterious circumstances, having spontaneously exploded before any distress call could be made. But what clinches it for me is one particular detail: the fact that officers on a banana boat fifteen miles off the coast of San Antonia near Cuba reported a strong acrid odour in the vicinity. The conclusion at the time, but overlooked later by Triangle enthusiasts, was either that leaking sulphur must have quickly overcome the entire crew and a spark then ignited the sulphur cloud, causing a fire that the unconscious crew were unable to put out, or that an explosion had torn through the boat, depositing the crew in the shark- and barracuda-infested waters. Either way, investigators decided the ship must have gone down just over the horizon from the banana boat whose crew had detected the sulphurous odour. In addition to natural phenomena, there are man-made ones to consider too when it comes to the Bermuda Triangle. Indeed, the Caribbean and southern Florida have long been a favourite haunt for pirates and it’s not exactly in their interests to report the ships they’ve sunk after looting their cargo or crew they’ve murdered in the process. Many unexplained disappearances would be far better explained by pirate activity than by extraterrestrial abduction or sea monsters lurking in the deep. The pirates of the Caribbean were not heroes but vicious murderers who took no prisoners and left no evidence of their piracy, and don’t let Johnny Depp or Keira Knightly seduce you into thinking otherwise. The main explanation for the mysterious events of the Bermuda Triangle is sheer invention. Indeed there are many examples of writers bending facts to suit their stories (notably in the case of the Loch Ness Monster and the Mary Celeste) or indeed pretty much every story I’ve covered in this book), which is hardly surprising since mysterious and ghostly goings-on can be very profitable (as I hope to find out), as everyone loves a good mystery. One of my favourite examples of this is the story of the incident in 1972 of the appropriately named tanker V. A. Fogg that was said to have been found drifting in the Triangle without a single crew member aboard. Everybody had vanished apart from the captain whose body was found sitting at his desk with a steaming mug of tea in front of him and a haunted look upon his face. Read the full article

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hudsonespie · 6 years

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10 Important Panama Canals Facts Everyone Should Know

“Have you ever crossed Panama Canal?” One of many questions we mariners encounter while interacting with landlubbers, if they are smart enough not to ask questions like “where do you sleep at night on ship?”.

Panama Canal is perhaps one the most remarkable feats of engineering ever conceived by the whole of mankind. Its sheer size tells a beautiful tale about human endurance, determination and accomplishment. As a seafarer, I would say we are a privileged lot who get to see the Panama Canal in a very intimate way by actually sailing through it. Thus it would not be wrong to mention that it is a kind of moral obligation for us mariners to know few intricate facts about it.

1. Who Built The Panama Canal?

Everyone knows that the Panama Canal was built by the United States of America, but very few know that work was in fact started by the French. It was Mr Ferdinand de Lesseps, a French diplomat who first started the work back in 1881. The work had to be stopped in the year 1894 because yellow fever and malaria claimed lives of an estimated 22,000 workers and spending nearly USD $ 287 million bankrupted Mr Ferdinand de Lesseps.

The left over work was undertaken by Americans in the year 1904 after helping Panama cede from erstwhile ‘Greater Colombia’. Under the able leadership of Mr John Frank Stevens and later Major George Washington Goethals as chief engineer, they were able to complete the work in 10 years. It was on 15th August 1914, full two years before the target year of 1916, when the Panama Canal was officially inaugurated.

Related Read: A Brief History of the Panama Canal

2. Which was the first vessel to cross the Panama Canal?

As per records available, the first ship to cross Panama Canal was SS Ancon. She was an American flag cargo and passenger ship owned by Boston Steam Ship Company. She was about 150 meters in length, 18 meters in beam, about 9600 Gross Registered Tonnage and drew a draft of about 8.8 meters. She played a very important role in building the canal by ferrying workers, construction material and notably massive amounts of cement from New York to Panama for construction of Panama Canal.

3. How much time is saved by crossing the Panama Canal?

Panama Canal was first envisioned by Charles V Holy Roman Emperor and king of Spain in the year 1534. He was convinced that a canal across the isthmus of Panama would greatly reduce the distance between Spain and Peru, thus giving them a military advantage over Portuguese. Though it took nearly four centuries for his dream to materialize, since its inauguration, Panama Canal has reduced the sailing distance from Atlantic to Pacific and vice versa by a huge 8000 nautical miles (approximately). If we sail with an average speed of about say 15 knots, then it will be 22 long days!

On contrary, it takes just around 8 to 10 hours to cross the Panama Canal. Panama Canal not only saves money and time for owners and ship operators but in fact, it helps in saving huge amounts of CO2 emissions and thus helping the shipping industry to reduce its carbon footprint.

4. How much does it cost to transit the Panama Canal?

Panama Canal authorities calculate tolls by using a system called Panama Canal Universal Measurement System (PC/UMS), which is based on international standard of vessel measurement established by International Convention of Measurement of Ships 1969. To determine net Canal Tonnage a mathematical formula is applied for calculating the total ship’s volume. A net Canal tonnage is 100 cubic feet of volumetric capacity. Then depending upon whether the ship is laden or in ballast, appropriate rate is applied. Warships and other Naval Auxiliary vessels are charged on the basis of their displacement tonnage. One displacement ton is equivalent to one long ton or 35 cubic feet of salt water.

For practical purpose, a typical IMO type III chemical tanker of around 50,000 DWT, laden pays around USD $ 135,000 in toll, whereas an LNG tanker of neo Panamax size 83,000 DWT laden pays around USD $ 260,000 in toll. The smallest amount of toll was paid by Mr Richard Halliburton in the year 1928 of USD $0.36 for swimming across the canal.

Related Read: Different Types of Tankers: Extensive Classification of Tanker Ships

5. How do the locks at the Panama Canal work and why are they there in the first place?

There is a total of twelve locks in the Panama Canal system. From Pacific entrance to the canal, first set of locks are known as Miraflores locks. It is a two-step flight which lift or lowers ships 54 feet above the mean sea level. Then comes Pedro Miguel locks. It is a single step flight which lift or lowers ships 31 feet above mean sea level. Pedro Miguel locks then lead to Gatun lake via Culebra cut. The final lock is known as Gatun Lock. It is a three-step flight which lift or lowers ships 85 feet above the mean sea level and opens to the Atlantic Ocean. All three set of locks are in a pair so as to ensure at least in principle for ships to pass in opposite directions.

The main purpose of these locks is to ensure that Gatun lake does not flow outwards to the Atlantic or the Pacific Ocean. This ensures that there is sufficient draft available at all times for ships to pass.

Locks work on the basic principle of gravity and floatation. The height difference between Gatun lake and Pacific & Atlantic Oceans causes water to flood and empty the locks through culverts. Huge valves control the flow of water. The entire system is managed by control centre located at respective lock gates. When lock gates flood, the ship which is floating inside lock gate rises with rising water level and then enters the consecutive lock gate for further rise. The same technique is used to lower the ship by emptying the lock gates.

Related Read: How the Water Locks of Panama Canal Work?

6. What is the maximum draft allowed to transit the Panama Canal?

Every year ACP (Autoridad del Canal de Panamá) or Panama Canal Authority issues notice giving details of size and draft limitation for vessels intending to transit the Panama Canal. With the opening of new locks for commercial traffic since 26 June 2016, there are different requirements for ships transiting old and new locks. Old locks are referred to as Panamax locks whereas new locks are referred to as neo-Panamax locks.

As of year, 2018 maximum draft for Panamax locks is 12.04 meters (39 feet 6 inches) Tropical Fresh Water (TFW). Tropical Fresh Water (TFW) is 0.9954 gms/cc at 29.4°C (85°F). Maximum draft for neo-Panamax locks is 15.2 meters (49.87 feet) Tropical Fresh Water (TFW).

7. What are pre-arrival preparations required before transiting the Panama Canal?

Panama Canal is one of the most important waterways of the world. To ensure continued safe transit of vessels there are very strict regulations which control the entire transit system of the Panama Canal. Canal transit should be booked via the agent, who would also send the list of pre-arrival documents. These documents are required for vessel clearance upon arrival. Vessels arriving the Atlantic or Pacific anchorages are required to contact the Port Entry Coordinator (PEC) in Cristobal or Flamenco signal stations on VHF Channel 12 before the evolution takes place. Upon arrival at either Atlantic or Pacific anchorages, Panama Canal Authority (ACP) inspectors board the vessel to carry out pre transit inspection. It is important that all bridge equipment, steering gear, mooring winches and associated equipment, main engine and various other auxiliary machines are working in good order so as to avoid any delays or rejection during ACP inspection.

Image credit: micanaldepanama.com

Panama Canal is in ECA (Emission Control Area) thus before transit change over from HFO (Heavy Fuel Oil) to LSMGO (Low sulphur marine gas oil) may be required depending on ship type. Ship’s crew should also be familiar with PCSOPEP (Panama Canal Ship Board Oil Pollution Emergency Plan). PCSOPEP notification drill and oil spill drill in accordance to PCSOPEP should also be carried out prior arrival.

Related Read: 10 Points to Remember When Transiting a Narrow Channel

8. Navigation in Panama Canal And Its Challenges

Navigating the Panama Canal can be challenging. Though Panama Canal pilots are known for their thorough professionalism and skilled navigation, still responsibility for safe navigation lies with ship’s master and crew. Special care should be taken especially when a vessel is in the lock and the locked gate open. The sudden gush of water creates an effect which local pilots call ‘The Hydraulic Effect’, this pushes the vessel astern and full main engine power is required to maintain the position. During this, the forward and aft station duty officer should be in constant communication with bridge and should inform the condition of lines passed by mules.

The other section where special care should be exercised is the ‘Culebra Cut’ also formally known as the ‘Gaillard Cut’. This is a narrow stretch of Panama Canal which cuts through the continental divide in Panama. Sharp cut and narrow passage make it tricky and challenging.

9. Honorary Pilots

It is interesting to note that Panama Canal Authority (ACP) appoints few honorary pilots, generally masters, who have successfully completed 100 transits through Panama Canal. Most recently Capt. Sonjoy Sen of WWL (Wallenius Wilhelmsen group) received honorary Panama Canal Pilot’s Licence back in 2015.

Commodore Ronald Warwick master with Cunard Liners who has commanded RMS Queen Marry II was awarded honorary pilot of Panama Canal by Panama Canal Authority (ACP) for crossing Panama Canal for more than 50 times.

10. Competitors of Panama Canal

Although presently Panama Canal is the only canal between the Pacific and the Atlantic Ocean, there is also a proposal for another canal which would cut across Nicaragua. It is to be known as Nicaragua Canal. Back in 2006 President of Nicaragua Enrique Balaños announced his intention of building this canal. In 2012 Nicaraguan government together with Hong Kong Nicaragua Canal Development Investment Company (HKND Group) signed a memorandum of understanding in which HKND Group would finance the entire project and after completion of the project would operate it. However, the Hong Kong Nicaragua Canal Development Investment Company (HKND Group) became bankrupt after 2015-16 Chinese stock market turbulence. This together with local and environmental activists protest brought this project to its knees. In spite of this present Nicaraguan government is committed for construction of this canal. If ever this project becomes a reality, it may give Panama Canal a serious competition.

Reading about the Panama Canal gives one just a glimpse of this magnificent piece of engineering marvel. Its true beauty can only be captured and felt by actually sailing through it. We hope all fellow seafarers will sail through it at least once in their lifetime and experience Panama Canal in all its glory.

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

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