(Detailed PDF Map)
- Isthmus of Tehuantepec. Represents the shortest distance between the Gulf of Mexico and the Pacific Ocean with a width of about 200 km. This route served as a dry canal from 1907, but the option was abandoned shortly after the opening of the Panama Canal. However, the rail route between the ports of Coatzacoalcos (Gulf of Mexico) and Salina Cruz (Pacific) is still operational (operated by Ferrosur) and the dry canal option could be reopened as a logistics corridor.
- Guatemala. A 372 kilometers double track rail project, including an highway, linking two greenfield ports on the Atlantic and Caribbean coasts. These ports are expected to be able to accommodate ships above 8,000 TEUs. The holding company, Corredor Interoceanico de Guatemala, is responsible for the project, with most of the infrastructure set on a Build, Operate, Transfer (BOT) scheme.
- Honduras. A dry canal project to connect Amapala island in the Pacific with Puerto Castilla, a container port on the Caribbean, 280 km apart. There is also a proposed sub-branch of the corridor in El Salvador, connecting the port of La Union.
- Nicaragua. The concept of a dry canal was spearheaded by Nicaragua in the 1990s, but it failed to gain enough support. The Nicaragua Interoceanic Canal Company (CINN), funded by private interests, was set in 2001 to develop the option of the dry canal. However, in 2012 the Nicaraguan government moved in the direction of the construction of a transoceanic canal.
- Costa Rica. The project aims at developing more effective road connections between the Caribbean and Pacific coasts of Costa Rica, particularly towards the Limon Moin facility, which is being expanded. This project thus does not portray itself as an alternative to the Panama Canal, but as a strategy to improve the mobility of national imports and exports.
- Panama Canal Railway. The only operational dry canal, which was reopened in 2001 and account for an annual volume exceeding 350,000 TEUs. The dry canal offers an opportunity to reposition containers between container ports on the Caribbean and Pacific sides of the Canal.
- Colombia. Involves a 220 km rail link connecting two greenfield ports on Colombia’s Pacific and Atlantic coasts. Its proximity to the Panama Canal makes the transoceanic option a difficult value proposition. In this case, a rail corridor more effectively connecting the ports of Cartagena and Buenaventura would be more relevant to the commercial interests of Colombia.