Tag Archives: Gatun Locks

Educational, Eric's Posts, Leslie's Posts, Panama Canal

Panama Canal Quest – Part III, Kandu’s Rodeo

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Returning from our instructive two-day stint as volunteer line-handlers, we quickly went into preparation, not only for the canal transit, but also for our 4-day crossing to Costa Rica and beyond. Eric and Bryce rearranged exterior gear (extra anchors and outboard motor) to clear Kandu’s topside and provide easier access. They also obtained enough diesel to last through the Canal, into northern Costa Rica, and eventually southern Mexico.

Food preparation we learned was a very important aspect of the transit as it’s a requirement that we furnish quality hot meals to the two advisors and our professional line handlers (2 extra young hungry men), including sealed water-bottles (water from boat tanks could harbor unintended bacteria) plus the ‘quality’ meals needed to include meat, i.e.: breakfasts with eggs and sausage. Because I was also acting as a line handler (Remember: we were required to have 4 handlers plus the captain), I heavily provisioned and pre-cooked several dishes (as Captain Bill Broyle had done) before disembarking from Shelter Bay Marina.

Our rented lines and fenders arrived the day before our departure, giving us plenty of time to set them up. In fact, our passage through the locks would be rather prosaic having already motored through the locks on the same make of boat – Tayana V42’. And unlike our last experience, little wind was predicted to shove us around.

Transit day 1, fully prepared to leave the marina and start our adventure, at noon we welcomed aboard our two hired line handlers. Upon our request, we were thrilled to have Santiago Zorrilla join us. As instructed by our transit agent, we casted off our dock lines around 1:00 pm, left the marina, anchored in the bay off the yellow buoy, and notified the Port Authority of our readiness. They responded with our advisor’s expected arrival time.

Kandu greeting our first advisors on the Caribbean side of the Panama Canal.

Two hours later we received not one, but two, advisors: a trainer and his trainee. “Two for the price of one,” the senior advisor proclaimed with a kindly grin. Once aboard and introduced, we awaited permission to proceed. The advisors combed over their documentation, a list of all the ships transiting the canal that day. Over their walkie-talkie radios, they were told which commercial ship would be our ‘lock-buddy’ and at what time we needed to be at the first lock.

Captain Eric Rigney helms ready!

The advisors kindly asked us to weigh anchor and head quickly to the bridge, several miles away. Having done all this before, but with less wind interference and with two experienced professional line-handlers, a relaxed mood pervaded onboard. We knew the next challenge would be just past the bridge where we’d perform the ‘dance of the raft.’ 

It wasn’t until our anchors were up and we were in motion did we see who our rafting buddy-boats would be: two French catamarans. Would we be the center boat flanked by cats, or would we be on the end? Only time would tell. As we passed the bridge, approaching the first of three locks, with no pesky winds pushing us in strange directions, we were calmly instructed to raft up with the larger cat in the middle. First the little blue cat rafted to the port side of the large white cat. Their line-handlers were not as skilled as ours, and this took a bit of time. The fact that the little blue cat had tires instead of fenders indicated they were on a budget. But we had time. Being large and sturdy, the middle catamaran easily powered and steered the two, holding position as we gently came up to her starboard side and rafted.

Kandu rafted and ready for the Gatun Locks.

Once all were secured into a single raft, I heard the familiar voice of the same advisor that had so adeptly guided our raft with Captain Bill. Our circumstances couldn’t have been more superb. As he instructed the three captains, but mostly the center cat captain, the raft proceeded directly into the locks behind our commercial ‘lock-buddy’ ship. Messenger lines were cast, caught, and tied to our rented dock line bowlines without ado.

Lock line handler running the messenger line down the lock.

The canal workers walked along the lock chamber at our forward pace, holding the other end of the messenger lines. On the advisor’s signal, the lock workers pulled their messenger lines up and with them, our extra-long dock lines as our line-handlers eased them out. Once the bowline of the dock line was draped over the bollard, our line-handlers, one forward and one aft, quickly took in the slack and secured their respective lines. Our line handlers, Santiago and Juan, were in full control, so Bryce and I were able to take videos and pictures to capture the moment.

Lock line handler having secured our bowline around the canal bollard.
Santiago Zorrilla securing Kandu’s bow.
Bryce Rigney transiting the Panama Canal on sv Kandu.

As the water level in the chamber raised, Santiago and Juan compensated by tightening the loosing dock lines, keeping the raft in the middle of the lock. Captain Eric and our advisors hardly had anything to do!

This sequence repeated itself two more times before we exited the third and final of the Gatun locks.

Kandu and crew waiting fo their lock-buddy commercial ship in Pedro Miguel Lock.

Fortunately this time, we had plenty of daylight left to enjoy a bit of Lake Gatun as we motored to the over-night mooring buoy. Surrounded by lush greenery, Lake Gatun is a peaceful sanctuary for water-birds, howler monkeys and alligators (no swimming). Surprisingly, the passing ships make very little noise.

Boats wishing to transit the canal are required to maintain a minimum speed of 5 knots (6 mph). If not, the owner must make other arrangements to transport his/her yacht from one ocean to the other, usually by truck. But even at 6kts, we’re not able to transit the canal in one day. We’re required to moor to one of two mooring buoys specifically designed to hold two sailboats each. Two miles west of the last lock, the mooring buoys are large, made of PVC plastic, and very sturdy. Two to three people can jump onto one without concern of tipping. And the plastic surface makes it possible to tie up without scratching your boat. With fenders positioned amid ship to keep us off the buoy, the professional line-handlers run one rented line from the bow, through the mooring buoy’s extra-large shackle, and back to the center of the boat. A second line is run from the stern through the same shackle on the mooring buoy, and again to the boat’s center. If another boat is to share the mooring, a common occurrence, the line-handlers tie both bows and sterns together, one line each, so that bow and stern of both boats remain equidistant from each other through the night.

Bryce Rigney, Juan and Santiago securing Kandu to Gatun Lakes large overnight buoy.
Kandu moored in Gatun Lake, Panama.

The meals that I prepared in advance turned out perfectly and aplenty especially considering that we had two unforeseen ‘trainee’ advisors to feed. Yes, even on our second day transit, we had the good fortune to have another trainer-trainee set. I served chicken and vegetable curry with rice plus salad for dinner the first night, sausage and egg breakfast with pre-fried onion potatoes for the second day’s breakfast, grilled ham and cheese sandwiches with coleslaw for lunch, and spaghetti with a heavy meat and tomato sauce for the second night’s dinner, all accompanied with tons of salty snacks, cookies, candy bars and even soft drinks. Eric, Bryce and I felt spoiled ourselves with all the naughty eatin’!

The second day offered a little different scenario. Whereas the advisors of the previous day seem to be in sync and in accord, this day would prove otherwise. Unbeknownst to us, the day-two advisor now on the little blue cat had previously been suspended for issues related to his poor advisory skills. This was his first day back after a year. Once each boat had its respective advisor(s) on board, we untied from the mooring buoys and headed off, with great haste, to the first lock more than 25 nautical miles away. Independently but in casual line up, each boat made its way to the Pacific side of Lake Gatun. As we approached another large spanning bridge ahead of the next set of locks, it signaled again the staging area for rafting-up, but unlike last time, the little blue cat didn’t wait for the large white cat, and proceeded directly to the entrance of the first lock, Pedro Miguel. This was particularly odd behavior considering we were nearly 30 minutes ahead of schedule. Our ‘lock-buddy’ ship saw the little blue cat and proceeded to approach the lock, narrowing our gap.

The white cat and we sped up, but the inexperience of the line-handlers on both cats and the naughty advisor acting on his own, nearly crushed the blue cat’s stern into the wall, which delayed their ability to receive us. As we all approached too closely the steel barrier of the lock’s entrance, we were asked by the white cat’s line-handlers to turn around, go out, and come back when they were ready for us. Our advisor spoke via radio to the pilot on our commercial ‘lock-buddy’ ship to ask his/her intentions. The ship pilot said they’d have the tugs push the ship up against the wall to allow us all to exit, re-group, raft, and re-enter. Our advisor thanked the pilot and asked the other advisors to come out into wider waters. At the same time, our advisor asked Eric to motor full throttle away from the lock, past the ship before the thrust of the tugs pushed us into the wall. The advisor on the little blue cat then hailed our ‘lock-buddy’ ship’s pilot and said they were ready to go without us.

Our advisor was frustrated. Considering the erratic behavior of the rogue advisor, our advisor suggested we’d be safer waiting and taking two more hours to transit than if we were to raft with an unpredictable advisor. Eric and I agreed, and besides, the commercial ship’s pilot, having accepted the blue cat advisor’s explanation, had already proceeded to enter the lock, closing us off. Kandu would go through the locks without another sailboat rafted to its side. All four dock lines would now have to be monitored, not just relying on our pros. But having already gone through the process so many times, I was confident in my line-handling abilities and excited by the additional responsibility.

Waiting a couple of hours being tied to the wall, we took the opportunity to video chat with a high school French class at Trent’s school in Southern California. Bryce being of their age and fluent in French, we just handed the phone to him. Not every day does a classroom get to speak with a sailboat in the midst of transiting the Panama Canal, right? Anyway, chat time over, our new ‘lock-buddy’ ship approached and the lock handlers appeared with their messenger lines. It was game day for the crew of Kandu. Bryce caught my messenger line and handed it over to me. I tied my bowline to the messenger line like a professional (even more quickly than the professionals, I think – lol!) and then stayed alert as the lock handlers walked our four lines down the chamber in step with Kandu. When signaled by our advisor’s whistle, I sent our aft starboard polypropylene dock line back to the lock handler which he secured to a giant bollard, then I quickly pulled-in the loose line and cleated it down. Yippee, I did it! And furthermore, I repeated my efforts to great effect 2 more times!

Kandu with Bryce Rigney and Santiago Zorrilla secured in Pedro Miguel Lock.
Juan handling the aft port dock line as our enormous lock-buddy ship approached.
Kandu’s two Canal advisors recounting Panama Canal stories to Leslie Rigney.

Eric actually had a bit of excitement steering us straight in the last lock, which tends to be the hardest. The last lock was squirrely with current not because of wind but because our ‘lock-buddy’ ship, while short, was enormous top to bottom, and side to side. So wide, only two feet of water on either of her sides separated it from the lock’s 100-year-old concrete walls. She encumbered the entire lock in depth and width, so that when from behind us she moved forward like a hydraulic plunger, the water in the lock pushed forcefully forward spiriting us erratically and rapidly toward the closed lock doors straight ahead. Eric steered Kandu in full reverse adjusting for the current, and still we came a little too close. Just 20 feet before the doors, us line handlers halted our forward progress with masterful handling of the lines!!! Whoop, whoop!

Although we had hoped to complete our transit by 4 p.m. that day, the situation with the rogue advisor caused a delay that didn’t have us leaving the last lock until twilight, just as it had been with Captain Bill. Another long day for all of us. Leaving the lock, I served spaghetti dinner to the handlers and the advisors. Now in the Pacific again after having been away for 2 years, we motored near to the Balboa Yacht Club, about 3.5 nm, the rendez-vous spot to drop off our line-handlers and the rented equipment. Once in pick-up position, it was another 45 minutes before our advisors were also collected. Exhausted and hungry, Eric, Bryce and I,  happily alone again on Kandu, proceeded toward the Balboa Yacht Club waters to find a mooring buoy for the next two nights.

That evening, under a full moon, securely moored in the dark water of the Balboa Yacht Club…after we ate our spaghetti with meat sauce and I had my celebratory glass of wine, I went outside for a quiet moment to soak it all in…to reflect on all that we had accomplished since Gibraltar. Somehow, I had the distinct feeling that I had been there before. Well, in fact, I had been there on s/v Taopaowith Captain Bill. Our passage through the canal went so smoothly comparatively, that it felt anti-climactic. I was actually embarrassed with myself for feeling let down. Eric, Bryce and I had talked about and planned our transit through the Panama Canal ad nauseum for five months since arriving in Gibraltar. And WE FINALLY DID IT! We transited the Panama Canal bringing us back into the Pacific Ocean, but now it was done. Mission Accomplished. Fait accompli. Quest over. I felt so weird inside, as if I was missing something. As if I had been engaged in an opera as the lead where the rehearsals and performances were finished and my ‘opera’ family built over three months had split-up. However, fortunately for me, my family in this production was still intact; Eric, Bryce, myself and Kanduwere all still together…for a little bit longer.

Kandu moored at Balboa Yacht Club, Panama, looking back at the Bridge of the Americas..
On shore looking across the Balboa Yacht Club wharf as a container ship passes by.

Two days later, we set sail for northern Costa Rica.

By Leslie Dennis-Rigney with additions from Eric Rigney

 

Educational, Eric's Posts, Leslie's Posts, Panama Canal

Panama Canal Quest – Part II, Practice Run

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Four days before our own crossing, completely wide-eyed and excited for our educational trial-by-fire transit through the canals, Eric, Bryce and myself jumped aboard s/v Taopao around 12:30 in the afternoon for a two-day, one-night voyage through the Gatun and Pedro Miguel/Miraflores locks of the Panama Canal. Captain Bill Broyles was calm.

Captain Bill Broyles of s/v Taopao, Tayana V42′

He motored Taopao out of Shelter Bay Marina to anchor behind a large yellow buoy to await the advisor’s arrival along with the two other boats who would be traveling through the canal with us. Eventually, just before entering the two sets of three locks, we’d all raft tightly together, advancing and stopping as one unit inside the locks.

In addition to our family of three volunteer line-handlers, Captain Bill hired a professional line handler to complete the required quartet. Santiago was a master at handling the lines having done it 63 prior times. With a calm demeanor and twinkle in his eye, he helped the three of us fasten the rented fenders into the best positions and arrange in unencumbered 4-foot long coils, the four hefty 150-foot, 7/8” rented blue polypropylene dock lines which he purposefully left unattached, stoppered by a 4-foot long bowline at one end. My eyebrows raised in surprise seeing such a large loop not imagining its use. I tried to tie-off the loose ends of the coils to the boat, but Santiago gently stopped me (our communication was hampered by the fact that he spoke a little English and I speak even less Spanish) and signaled to leave it unfastened; that it would be okay. I shrugged and followed his lead.

Two hours after hailing the authorities that Taopao was in requisite anchored position outside Shelter Bay, waiting as the wind increased in force – that wind having already dislodged the anchor of one of our buddy-boats from the seafloor, the advisors finally boarded the three pre-arranged sailboats. Our agent immediately directed Captain Bill to weigh anchor and motor toward the Gatun locks following our commercial ‘lock-buddy’ ship, aided rapidly forward by 25-knot tailwinds. As we passed beneath the massively tall bridge under construction, the advisor alerted us to prepare for rafting.

We watched as the fiberglass cutter from Australia rafted its starboard side up along the port side of the steel ketch from Iceland, the longest of the three monohulls. Once secure, we gently pulled our port side to the starboard side of the steel ketch, without much ado even with the heavy downwind impetus. I attribute this success to the veteran line handlers and advisors who were alert and skillful. Now rafted tightly together, the lead advisor in the middle boat communicated orders to all three captains: “More thrust to starboard, reverse hard, neutral!” etc. Between the wind, current, and prop surge from the forward ship and two large tugs with whom we’d share the next three locks, it was quite the rodeo keeping the three squirrely mono-hulls moving carefully forward as one raft. Yet, steadily, we made our way behind our very large lock-buddy ship, buffered by the two large tugs. As our raft moved into the lock, four dock handlers holding coils of long brown jute-like messenger lines with a heavy ball called a ‘monkey’s fist’ attached to the end, got in position, signaling their readiness for us line handlers to catch and attach.

Center boat (steel) of our three-boat raft inside Gatun Lock with tug and ‘lock-buddy’ ship in front.

As the starboard most vessel, we would have to catch the lock lines and eventually secure the starboard side of the raft. Santiago and I were in the starboard aft position, Eric and Bryce starboard forward. The lock line handlers use a special technique for throwing their messenger lines. You can see the large targets and overhead rails they use for practice.  Frustratingly, our forward lock handler had to throw his messenger line three times before the monkey fist arrived close enough for Bryce and Eric to catch (hmm – that dock handler didn’t play enough baseball when he was young!). Knowing that the aft attachments are the most important in stopping the forward motion of the raft against the strong aft winds, Captain Bill and I were relieved Santiago had secured it as the raft approached closer and closer to the tugboats. However, a loose bow could spell trouble for our port side sailboat buddy. Catching the third attempt, Eric quickly tied the messenger line with a bowline to the head of the heavy-duty dock line as Bryce rapidly fed it out. In short order, the lock handlers on the wall hooked the large blue polypropylene loops around gigantic bollards high above us. Eric and Bryce, Santiago and I, wasting no time, pulled-up the slack and secured our lines thus stabilizing the starboard side of the raft. Whew! That first time was mentally taxing since the three of us, Eric, Bryce and myself didn’t know what to expect. Even though Bill had volunteered a few days before, this was his first time as captain . . . never stress-free.

Panama Canal Gatun Lock Steel Doors closing behind us.

Shortly after, the massive hollow steel doors closed behind us. The surrounding lock waters began to rise requiring constant adjustment tightening the lines until the lock chamber was full and our raft reached its level. This exercise repeated two more times until we exited the last of the three elevating locks entering into Gatun Lake and unhooked from the other two boats. Already twilight, we zoomed over to the large plastic mooring, where we’d spend the night. It was fully dark by the time our three boats were settled down on moorings in Lake Gatun, one of the largest man-made bodies of water. The advisors on all three boats were soon after collected by a pilot boat. I heated up the pre-cooked dinner, served the meal and performed the galley clean-up. Exhausted, we all headed straight to bed in order to be perky for the next day’s adventures scheduled some time after 7 a.m. We would be required to motor full speed for 3 hours through Lake Gatun to the Pedro Miguel/Miraflores locks, re-raft with the other two monohulls, and instead of being brought up into the lake, we would be lowered into the Pacific. The Miraflores locks were reported by other sailors as the most difficult due to a strong surge and a venturi wind effect whistling through the canals.

The next day, following our crew’s sunrise breakfast, I prepared the advisor’s requisite hot egg breakfast for our second-day advisor, a different person from the day before. After jumping from the bow of the pilot boat which had taxied him to us and some quick introductions, we were off and motoring at a decent clip of 6 knots. In the lock chambers, instead of being in front of our raft as was the case coming up into the lake, our ‘lock-buddy’ ship would enter behind us. When getting ready to raft this time, instead of the three of us tying up in the channel as we’d done before, it was decided by the advisors that the most port boat of our raft would attach first to the wall just outside the lock, then the steel boat to him, and then us to the steel boat. This put the port boat in an unfavorable position, with a great possibility of being pushed into the cement wall. The heavy winds at our back turned this into an erratic operation. The middle steel boat approached its port neighbor too fast and the bows almost touched before the aft rafting lines were exchanged and secured. It was nerve-wracking to witness. Our turn also brought us in hot, even though Captain Bill was motoring in reverse. We came together with the sterns almost hitting. I quickly positioned myself to push us off the steel boat and fortunately two other line handlers were alert and stepped in – disaster was averted. As the excitement was occurring, I heard a few expletives shrieked behind me by the mentally stretched Captain Bill. Whew! That was close! Poor Captain Bill was drenched in perspiration!

With our raft secured and ‘lock-buddy’ ship approaching, the port boat cast off its wall lines. After much shouting and orders given, we entered the empty lock: Pedro Miguel. Once lowered to the next lock level, we exited without incident. The lead advisor skillfully guided our raft a few short miles to the Miraflores locks, the final two. Without another hitch, all three boats survived the 30-hour transit experience unscathed. Whoopee! It was a success.

Captain Bill Broyles thrilled to exit the last Miraflores lock just before de-rafting.

Our volunteering adventure was not over. While we packed our day-bags and made sure not to leave anything behind, Bryce transferred our camera’s photo images to Captain Bill’s computer, a great souvenir for the gentle captain. Passing under the Bridge of the Americas in the dark, Eric, Bryce, and I along with Santiago, the 3 other line handlers from one of our partner boats, including all the rented dock lines and fenders from the two boats, were dispatched away by Balboa Yacht Club’s hired water taxi. The advisor remained on board, waiting for the pilot boat to fetch him. Once on the smaller wooden pedestrian dock and overpass, I soon realized I grabbed a bit too much gear along with my own backpack, not realizing how far I’d be carrying the load. Fortunately, most of my burdens were relieved by the other line handlers and I made it across the wharf and up to the top of the street without stumbling in the dim light. Once the rented gear was discharged behind a pick-up truck, Santiago directed us how to make our way back to Shelter Bay Marina by bus and taxi as per agreed with Captain Bill.

Getting home from the Balboa Yacht Club, having never done it before, was its own two-hour adventure. We eventually hailed a wonderful taxi to take us to the bus terminal. After a bit of a broken Spanish scramble in the terminal, we made our way to a local bus, leaving immediately for Colon. The driver motioned us aboard. With no empty seats, we exited the bus confused. However, while signaling us to re-enter, the driver handed us two cloth-covered buckets to serve as stools between the two rows of seats. Bryce sat on the floor.  With recorded Colombian salsa playing, we were off and running. An hour or so later, the bus dropped us three off at a stop where we could catch another taxi to Shelter Bay. We had been warned of the dangers of Colon, especially at night, especially for tourists, so we eagerly awaited the chance to hail a taxi. An older local woman, positioned herself ahead of us. Ten long minutes later, she hailed the first empty cab to pass by. She and the driver spoke, exchanging looks our way. She asked in English our destination and translated to the driver. She motioned us over to take this taxi, she’d catch the next one. We insisted she take it, as I guess she saw “target” written all over our faces. What a kind thing to do. After negotiating the price, we entered the almost working taxi, and were off…never mind that little of the car functioned. What was important was that the driver knew how to keep it running the 45 challenging minutes over windy, pot-holed, unlit, dirt roads. Feeling sorry for him, Eric paid him more than was agreed. We returned to Kandu tired but mentally prepared for our own future challenges.

Panama, Panama City, the Bridge of the Americas (Puente de las Americas) over the Panama Canal access channel on the Pacific Ocean side, the Miraflores Locks in the background (aerial view)

By Leslie Dennis-Rigney with additions from Eric Rigney

Educational, Eric's Posts, Leslie's Posts, Panama Canal

Panama Canal Quest – Part I, Arrival and Legend

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Arriving in Gibraltar marked the beginning of the back half of our circumnavigation. From Gibraltar on, in conversation with other cruisers, the first question was: “Are you planning on cruising the Caribbean or passing through the Panama Canal?” North or West? Our answer: West with the winds – we were to be carried along those critical westbound trade winds, funneling us across the Atlantic, pushing us over South America’s Northern coastline and brought furiously into battle with Colombia’s Caribbean winter storm-force winds. With a California-bound ETA of May 2019, wanting to arrive prior to the commencement of the Mexican hurricane season (May-Nov), the next prodigious hurtles on the map included crossing the Atlantic, getting past the Colombian coastline, and navigating through the Panama Canal.

OnTheWorldMap.com

Departing from Gibraltar on Sept 15th, we made the customary pre-Atlantic crossing landfalls: Morocco, and the Canary and Cape Verde Islands. We were on time leaving Gibraltar, but were held up in Morocco, waiting for engine parts and installing them. We left on Halloween. Our visit in the Canary Islands went without hitch, but in Cape Verde we were held up an additional week. Our US mail just missed the inter-island weekly flight. While in our marina slip, we celebrated Thanksgiving with Moroccan tagine and pumpkin pie. Once the mail was in our anxious hands, December 9thwe departed Mindelo, Cape Verde; the beginning of our third, and last, ocean crossing.

Eric Rigney holding our snail mail which finally arrived in Cape Verde!

The Atlantic crossing went very well. Sixteen days later, two days ahead of schedule, we arrived in French Guiana, traveling up the muddy river half a day before grabbing a mooring buoy in the currents of St. Laurent du Maroni. Although already behind schedule, we took time to visit a few sites most significantly the infamous prison headquarters or Transportation center where Papillon passed through.

However, we couldn’t dally too long in any one place. Our Caribbean cruising was minimal, remaining in the southern waters lightly exploring: Suriname, Tobago, Grenada, Bonaire, Curacao, and Colombia. Throughout our 1-2 week stays, as sailors exchanged itineraries which sailors often do, our pending Panama Canal transit invariably came up, and along with it their horror stories of other sailboats that had gone before; how boats nearly smashed against the cement walls, into other boats and/or the lock’s massive, 100-year-old steel doors.

After Curacao, the next beast facing us was the Colombian coastline, not pirates, but  . . . wind. Eric and I were concerned about the notorious winds of December-March aka Christmas winds that blow consistently 25-40 knots, often accompanied by a short, steep swell, tuned to swamp boats. An expert Caribbean cruiser and long-time charter captain, Glen Hurd of s/v Sundance who we met while cruising in Indonesia, spoke of them as being the worst conditions he had ever experienced in all his cruising days. To become better educated, I contacted my UCLA college friend Chris Landsea who now is chief of NOA’s marine branch (Tropical Analysis and Forecasting over the Tropical Atlantic, Caribbean Sea, Gulf of Mexico, and Tropical East Pacific). As long as I have known him, his interest circled around weather, especially hurricanes. He was the perfect manto calm our anxiety. Chris suggested that we access NOA weather forecasts at the below following websites, thus augmenting the information we generally gather from mobile weather aps: Windy, Predict Wind, and AYE tides.

https://www.nhc.noaa.gov/marine/forecast/enhanced_atlcfull.php  (Marine Composite page – winds, waves, features out through 3 days)

https://www.nhc.noaa.gov/marine/offshores.php  (Offshore Zone text forecasts – out through 5 days west of 55W)

https://www.nhc.noaa.gov/text/MIAHSFAT2.shtml (High Seas Forecast – warnings and locations of high seas/winds out through 2 days west of 35W)

Wind images in the Caribbean and specifically over Colombia

Before planning to leave any anchorage or port, Eric consults the weather. Our navigation plans are always centered around the weather. We have learned that a forecast is generally fairly accurate up to 3 or 4 days. After that, conditions can easily vary from predictions, that’s why it’s so important to travel during known periods of a region’s good weather. For example, when getting ready to travel into the Mediterranean, we had to forego visiting Thailand and Sri Lanka to insure we would arrive within the Gulf of Aden and the Red Sea’s safe seasonal weather window; February through mid-March.

It was definitely windy sailing across the top of Colombia and even when tied up in the marinas. We sailed into Colombia from Curacao with only our staysail flying. In Santa Marta Marina, boats share space between two docks, each tying one side of their boat to a pontoon. Kandu was docked on the leeward pontoon and a smaller, lighter boat occupied the windward pontoon. The marina’s pontoons are short and not supported by pilons, so they move around a lot. Two days later, in 35-40 knot gusting winds and marked swell, 20-ton Kandupopped one of her fenders and was going to get damaged rubbing up hard against and/or break the pontoon. Which, in fact, another boat did break a pontoon that night. We deployed all our fenders, including Big Bertha, our huge red one, and removed much of Kandu’s windage (canopy, tying our dinghy flatter, lifting horizontally the solar panels).

Kandu in Santa Marta Marina, Colombia, proudly displaying Big Bertha – our red fender!

Still, the wind continued to force Kandu firmly against the dock. We had little ability to tie and pull her windward side off the dock. With a bit of ingenuity, Eric unbolted an unused dock cleat from another slip and moved it onto the main dock, and then attached at a 45-degree angle another spring line from the center of the boat. Finally, with our combined strategies in effect, we managed to lessen the amount of strain Kandu placed against the pontoon and her hull side. With stories of Colombia’s Caribbean winter winds firmly validated, we again experienced their force once more tied to a dock, this time in Barranquilla’s Puerto Valero Marina. Attached to the leeward side of the leeward end-tie, the wind now blew Kandu away from the dock, so much so, our bow chock sheared. That same morning, with storm-force winds forecast over the next 10 days without break, we decided to take it on and head toward our next ‘bear in the woods.’ Adios Christmas Winds, hola Canal! Although initially hesitant to leave the marina, once under way, Kandu handled well the 25-30 knot winds with its following swell. Remember, Kandu has a canoe stern, so steep seas wrap unfettered around her backside, unlike flat, open, and sugar-scoop sterns which can get pushed around, or at times, flooded.

The Atlantic crossing and the Colombian Christmas winds behind us, transiting the Panama Canal was now forefront on our minds. Most landing decisions, once made, require some form of preparation and research into requirements and procedures. Coming to transit the canal, first on the list was reserving a slip in the closest and safest Caribbean-side marina, Shelter Bay, and then handling the usual processing through customs and immigration.

Chart plotter image of Kandu on the Caribbean side of the the Panama Canal with AIS boat signatures.

Complications to transit the canal included: selecting and contacting a canal agent, learning how to work with canal advisors who would guide us through the canal passage, obtaining line handlers (volunteer vs. professional), and understanding the various transit charges and costs.

Once we docked in Shelter Bay Marina, Eric met with our agent and obtained our crossing date. To remove some of the mystery, we decided we’d volunteer as line handlers aboard another sailboat. Fortuitously, we found a single-hander Bill Broyles with a boat model similar to ours, a Tayana V42, aft cockpit, named SV Taopao. Even before volunteering as line-handlers, we thought it would be helpful to see the locks up close and learn something about the history and engineering behind this world marvel. So, we took the hour and half bus ride into Panama City and paid a visit to the Miraflores Locks Visitor Center, and also happened to see the adjacent IMAX movie theater Panama story that played a specially created and beautifully executed IMAX movie chronicling its history.

The visitor center is an excellent cutting-edge museum of the Panama Canal’s records starting from the late 1800’s. The exhibit also included material about the newest adjacent locks constructed between 2006 and 2017 built to accommodate the present-day ever larger container ships. I loved how the museum walked me through challenges and frustrations of the early French trials spearheaded by the charismatic diplomat Ferdinand de Lesseps who had led the successful building of the Suez Canal. Shockingly, upwards of 21,000 workers died during those first tumultuous years mostly from yellow fever and malaria. Feverishly scientists worked on figuring out the cause of the deaths. At one point, doctors thought the diseases were spread by ants. Tuna cans were then placed under each bedpost filled with water, which deterred the ants but also provided mosquitos the perfect place to breed…right in the hospitals.

The French government, almost bankrupted in 1889 due to the heavy outlays incurred financing the construction of the canal, was defeated by the challenge and the construction company sold its contract to the American Federal Government; the US financial arrangement was spearheaded by President Theodore Roosevelt in 1903. At the time, Panama was part of Colombia. Colombian leaders refused to support the new arrangement. Americans in their fashion, negotiated with some Panamanian revolutionaries to declare independence from Colombia promising to support them with a navy warship. Colombia sent their own troops, but with the Americans already in position backing the revolutionaries and other smartly played moves by the revolutionaries, Panamanian independence was affirmed with minimal casualties on November 3, 1903.

President Theodore Roosevelt gettin’ it done!

The Americans, with a West Indies labor force, started work on site in 1904. The canal was completed with little fanfare on August 15th, 1914, just after World War II commenced. It cost the United States a total of US$352 million and an additional 5,600 deaths to build today’s 24-hour a day operating canal. Quite the dramatic beginning to mark one of today’s ‘Wonders of the World,’ still considered one of the most extraordinary feats of engineering of all time!

Gatun Locks of Panama Canal from Caribbean into Gatun Lake.

By Leslie Dennis-Rigney with additions from Eric Rigney