Panama Canal

699 Cruises availables At departure or passage at this port

Azamara Club Cruises (30 Cruises)

Crystal Cruises (22 Cruises)

Cunard (41 Cruises)

Holland America Line (99 Cruises)

Cruise HAL Holland America Line ms Nieuw Amsterdam ship

ms Nieuw Amsterdam

2106 Passengers
86273 tons
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ms Nieuw Statendam.

ms Nieuw Statendam

2666 Passengers
99902 tons
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Cruise HAL Holland America Line ms Oosterdam ship

ms Oosterdam

2024 Passengers
82820 tons
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Lindblad Expeditions (51 Cruises)

National Geographic Quest

National Geographic Quest

135 Passengers
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MSC Cruises (24 Cruises)

msc magnifica cruise ship

MSC Magnifica

3223 Passengers
95128 tons
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Norwegian Cruise Line (34 Cruises)

Oceania Cruises (44 Cruises)

Ponant (38 Cruises)

Le Bellot.

Le Bellot

184 Passengers
9 tons
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Princess Cruises (57 Cruises)

Cruise PCL Princess Island Ship

Island Princess

2200 Passengers
92822 tons
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Regent Seven Seas Cruises (31 Cruises)

Seabourn Cruise Line (32 Cruises)

Seabourn Quest.

Seabourn Quest

32000 tons
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Viking Ocean Cruises (55 Cruises)

Viking Mars.

Viking Mars

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Viking Octantis.

Viking Octantis

634 Passengers
30150 tons
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Windstar Cruises (75 Cruises)

Star Legend.

Star Legend

502 Passengers
12995 tons
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Star Pride.

Star Pride

502 Passengers
12995 tons
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Wind star.

Wind Star

249 Passengers
5307 tons
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Panama Canal, Panama | Cruise Port Guide

There are port calls where no one leaves the ship, and yet they rank among the most eagerly awaited in a cruiser's life. A full transit of the Panama Canal is the perfect example: eight to ten hours to go from one ocean to the other, 80 km of locks, lake and a cut carved through the mountains. From early morning, the forward decks fill with passengers seeking the best view — and they are right to arrive early.

A four-century-old dream

The Spanish were already talking about linking the two seas across the isthmus in the 16th century. It took the resounding failure of a first French attempt, followed by an American project of unprecedented scale, for the canal to finally open in August 1914. Since 2000, the canal has belonged fully to Panama, which doubled its capacity in 2016 with new locks for giant ships. Crossing the canal means sailing through this history — and the narration broadcast on board, often provided by a commentator who joins the ship for the occasion, recounts its episodes throughout the day.

The ballet of the locks

On the Caribbean side, the three chambers of Gatún raise the ship about 26 m, driven by gravity alone: no pumps, the lake water does all the work in a few minutes per chamber — and each transit returns about 200 million litres of fresh water to the sea. Electric locomotives, the famous mulas, accompany the hull along the walls — in the historic locks, there are sometimes only a few dozen centimetres to spare on each side. Another feature unique in the world: the canal pilot takes actual command of the ship here, the only place where a captain officially hands over control of their vessel.

The lake, the cut and the Pacific

Next comes the long crossing of Gatún Lake, a freshwater sea fringed with forest where container ships and bulk carriers pass in the opposite direction. Then the passage narrows: the Culebra Cut, a trench dug through the continental divide, was the deadliest section of the construction — the rock walls then slip by within easy view. The Pedro Miguel lock and the Miraflores locks with their last two chambers finally lower the ship to the level of the Pacific, and the Bridge of the Americas appears on the horizon: the exit gate.

Stages of the transit

StageWhat you experience
Gatún LocksClimb through three chambers, about 26 m
Gatún LakeSailing between forested islands
Culebra CutTrench through the continental divide
Pedro Miguel then MirafloresDescent to the Pacific in three chambers
Bridge of the AmericasEnd of the route, heading for the ocean

Deck tips

  • Get up early: entering the first lock is the highlight of the morning.
  • Alternate viewpoints — the bow for the approach to the gates, the aft decks to gauge the distance travelled.
  • Heat and humidity all day: hat, water and breaks in the shade.
  • Port or starboard balcony, it does not matter: both banks have their own show.
  • Binoculars are useful on the lake: frigatebirds above the anchorages and forested shores to study in detail.

On the way out

When the last gate opens onto the Pacific, a particular silence hangs over the decks. In a single day, everyone has seen from the inside how a century-old structure moves mountains of water without a single lifting motor. You have not set foot anywhere, and yet you have crossed a continent. Few itineraries can say as much.

Frequently Asked Questions

Eight to ten hours, for 80 kilometres of locks, lake and cut carved through the mountain. Nobody goes ashore: this is a call experienced entirely from the decks.
Get up early and take the bow: entering the first lock is the high point of the morning, and the forward decks fill from first light. Then alternate viewpoints — the aft decks let you measure how far you have come. Port or starboard hardly matters; both banks have their show.
By water gravity alone, with no pumps. On the Caribbean side, the three Gatún chambers lift the ship about 26 metres, taking a few minutes per chamber. Each transit returns roughly 200 million litres of fresh water to the sea.
The electric locomotives that guide the hull along the lock walls. In the historic locks, sometimes only a few tens of centimetres of clearance remain on each side.
The canal pilot. It is the only place in the world where a captain formally hands over the conduct of his vessel: the pilot takes effective command for the whole transit.
The three Gatún chambers on the Caribbean side, the long crossing of Lake Gatún, the Culebra Cut carved through the continental divide, then the Pedro Miguel lock, the Miraflores reservoir and its final two chambers, which lower the ship to Pacific level. The Bridge of the Americas marks the exit.
The trench carved through the continental divide, the deadliest section of the construction. Rock walls slide past within easy view from the decks.
It opened in August 1914, after the resounding failure of a first French attempt and an American construction effort of unprecedented scale. The Spanish were already discussing linking the two seas in the sixteenth century. Since 2000 the canal has belonged fully to Panama, which doubled its capacity in 2016 with new locks for giant vessels.
Hat, water and shaded breaks: heat and humidity last all day. Binoculars help on Lake Gatún, for frigatebirds above the anchorages and the forested shores. Narration is often provided on board by a commentator who embarks for the occasion.
Not necessarily. Both banks have their show, and the best of it happens on the open decks, where you can move as the stages change. A fixed balcony costs you half the day.