Suezmax is a naval architecture term for the largest ship measurements capable of transiting the Suez

Canal, and is almost exclusively used in reference to tankers. Since the canal has no locks, the only
serious limiting factors are draft (maximum depth below waterline), and height due to the Suez Canal
Bridge. The current channel depth of the canal allows for a maximum of 20.1 m (66 ft) of draft,[1] meaning a
few fully laden supertankers are too deep to fit through, and either have to unload part of their cargo to
other ships ("transhipment") or to a pipeline terminal before passing through, or alternatively avoid the Suez
Canal and travel around Cape Agulhas instead. The canal has been deepened in 2009 from 18 to 20 m (60
to 66 ft).
The typical deadweight of a Suezmax ship is about 240,000 tons and typically has a beam (width) of 50 m
(164.0 ft). Also of note is the maximum head room"air draft"limitation of 68 m (223.1 ft), resulting from
the 70 m (230 ft) height above water of the Suez Canal Bridge.Suez Canal Authority produces tables of
width and acceptable draft, which are subject to change.[2] Currently the wetted surface cross sectional area
of the ship is limited by 945 m2, which means 20.1 m (66 ft) of draught for ships with the beam no wider
than 50.0 m (164.0 ft) or 12.2 m (40 ft) of draught for ships with maximum allowed beam of 77.5 m (254 ft 3
in).
Similar terms of Panamax, Malaccamax and Seawaymax are used for the largest ships capable of fitting
through the Panama Canal, the Strait of Malacca and Saint Lawrence Seaway,
respectively. Aframax tankers are those with a capacity of 80,000 metric tons deadweight (DWT) to
120,000 DWT. The term "capesize" refers to bulk carriers of size unable to traverse the Suez Canal and
needing to go around the Cape of Good Hope but the recent deepening of the canal permits most ships of
this class to traverse the canal. Future plans of deepening draft to 70 ft may lead to redefining of Suezmax
specification as has happened in the case of Panamax specification consequent to plans to upgrade
the Panama Canal.

Panamax and New Panamax are popular terms for the size limits for ships traveling through the Panama
Canal. Formally, the limits and requirements are published by the Panama Canal Authority (ACP) titled
"Vessel Requirements".[1] These requirements also describe topics like exceptional dry seasonal limits,
propulsion, communications and detailed ships design.
The allowable size is limited by the width and length of the available lock chambers, by the depth of the
water in the canal and by the height of the Bridge of the Americas. Ships that do not fall within the
Panamax-sizes are called Post Panamax. The limits have influenced those constructing cargo ships,
giving clear parameters for ships destined to traverse the Panama Canal.
"Panamax" has been in effect since the opening of the canal in 1914. In 2009 the Canal management
published the "New Panamax",[2] that will be in effect when the third lane of locks, larger than the current
two, are operational from 2014.
The increasing prevalence of vessels of the maximum size is a problem for the canal as a Panamax ship is
a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and
requiring that these ships transit in daylight. Because the largest ships traveling in opposite directions

cannot pass safely within the Gaillard Cut, the canal effectively operates an alternating one-way system for
these ships.

An Aframax ship is an oil tanker smaller than 120,000 metric tonnes and with a breadth above 32.31 m.
[1]
The term is based on the Average Freight Rate Assessment tanker rate system. Aframax class tankers
are largely used in the basins of the Black Sea, the North Sea, the Caribbean Sea, the China Sea and
the Mediterranean. Non-OPEC exporting countries may require the use of tankers because the harbors
and canals through which these countries export their oil are too small to accommodate very-large crude
carriers and ultra-large crude carriers.