Canal Route Research Articles

The Northern Sea Routes and Korea's Trade with Europe: Implications for Korea's Shipping Industry

Melting Arctic waters have brought about global opportunities and challenges. One distinctive opportunity presented by the increasingly ice-free Arctic Ocean is its availability for shipping cargos between Europe and Asia. In adopting highly simplified assumptions of the Northern Sea Route (NSR) being navigable and economical enough for shipping and NSR completely substituting for the incumbent Suez Canal route, this paper analyzes the maximum number of voyages possible for the transshipment of container cargo throughput for Korea's trade with Europe, particularly with Europe-17 and Europe-7. Our analysis shows the number of voyages range from over 2,900 to as little as 237 for Europe-17, depending on vessel sizes, when NSR is available for the whole year. With NSR opening for three months, the corresponding figures vary between 727 and 60 for Europe-17, and the figures for Europe-7 are between 2,725 and 222 and 682 and 56 voyages, respectively.

Proposing a common platform of shipping cost analysis of the Northern Sea Route and the Suez Canal Route

Maritime trade between East Asia and Northwest Europe using the Northern Sea Route (NSR) has been recently increasing, because ship operators may take advantage of the shorter sailing distance of NSR whose navigable season has become longer because of retreating Arctic sea ice. As Arctic sea ice continues to retreat because of global warming, the NSR is now approximately 40 per cent shorter than the Suez Canal Route (SCR) for such trade. In 2013, shipping on the NSR marked a record 10 year-high volume of 1.36 million tons with 71 voyages. Accordingly, comparative analyses of estimated shipping cost via the NSR and the alternative conventional routes, especially the SCR, have been carried out. Furthermore, NSR/SCR-combined shipping, that is, when a vessel transits the NSR during the warmer months and the SCR in the colder months, has already been proposed as a realistic scenario for Arctic shipping in the previous studies. Since assumptions used in the cost estimations vary among the studies, as discussed by Lasserre, there remain some difficulties when comparing estimated shipping costs. This study aims at establishing a common platform of a wide range of cost estimation assumptions, through clarifying and analysing the cost components contained in the current literature. In addition, interviews with NSR shipping professionals were conducted concerning the NSR fee on an unofficial basis, since typically such fees are determined based on negotiations between ice breaker escort service provider and shipping company. An empirical analysis revealed that NSR/SCR-combined shipping of container cargo between East Asia and Northwest Europe can be commercially feasible.

Proposal of new return flow analysis by replacement-in-order method for paddy irrigation water

Return flow and repeated use of irrigation water for paddies is the most important issue in the Asian monsoon region, because sometimes this water is applied in greater quantity than that of evapotranspiration plus percolation. A new return flow analysis, the “replacement-in-order method”, which introduces a unique numbering system for very complicated irrigation and drainage networks, is proposed for the main canal with the dual purposes of irrigation and drainage. The method is applied to the Shichika irrigation district in the ordinal (season) irrigation period, resulting in a return flow ratio of 45 % for the entire area. Of this amount, 25 % is available for irrigation again. The remaining 20 % is unavailable, because the return flow discharged directly into a canal lacking a diversion weir in the drainage system, or into the Japan Sea. The return flow ratio is very different at the main canal location, from no return flow to 88 %. With the aid of the above method, theoretical analysis of return flow for paddy irrigation water can be done. This includes the deterministic return flow ratio inside and outside the irrigation area, plus precise information of return flow ratios at various main canal locations and routes of irrigation and drainage water.

Optimal alignment of a canal route

The paper describes a method of optimising the alignment of an irrigation canal. Several alignments may be possible between the source and destination of a canal, but cost minimisation is important. Canal alignment costs include the cost of earthworks in embankments and excavations. Formulation of the cost function for earthworks is difficult in undulating terrain. In the present study, the topography of a given area is expressed as a double Fourier series to overcome this problem. The cost function is then formulated for the canal route, taking account of the longitudinal profile of the canal as it crosses the terrain. To arrive at a minimum cost route of a canal, several alignments can be evaluated by subdividing each alignment into segments.

Scale and scope of maritime cargoes through the Arctic Passages

This paper investigates the sources of goods being shipped through the Arctic passages, and trade generated in the Arctic, including oil and gas exploitation. Furthermore, it assesses the present situation for maritime cargo shipped from the Far East to Northwestern Europe and North America. Two main types of cargo are predicted to pass through the Arctic passages in the future. First, about 10 million t of liquefied natural gas will be delivered from Russia and the Nordic Arctic to the Far East by 2030. Second, there will be two-way trade flow of containerized cargo from the Far East to Europe and the United States through the Northeast, Central and Northwest Passages. This will relieve pressure on present routes from the Far East to Northwestern Europe and North America. If Arctic navigation is technically possible in all seasons and shipping costs fall to those of ordinary ships, then assuming an equal share of shipping volume with the traditional canal routes, the maximum container freight passing through the Arctic passages by 2030 will be approximately 17.43 million TEUs (Twenty-foot Equivalent Units) per year, which is 85% of the volume transported on traditional canal routes in 2011. We conclude that there will be large-scale gas transportation through the Northeast Passage in the near future, and transit shipping across the Arctic will focus more on container transportation. The differences in shipping costs between Arctic routes and traditional canal routes are also compared.

The Economy Analysis of Sailing in the Arctic Northeast Passage

As the global temperature warming, the ice zone of Arctic is shrinking gradually. In summer, the waterway that can be used to sail has appeared in arctic waters. Based on the analysis of ice condition of the Northeast Passage, the cost accounting of ice enhanced vessel and the cost accounting of voyage cost, this paper comprehensively analyzes the required freight rate (RFR) of sailing. By comparing the Suez Canal routes with the Northeast Passage routes, an analysis for the sailing economy of the arctic Northeast Passage can be given.

A competitive analysis of Panama Canal routes

After more than a decade of continuous growth of the container segment at the Panama Canal, the situation has changed mainly due to the effects of the Great Recession in U.S. Canal research indicated that the drop in the number of liner services through the waterway was mainly due to segment consolidation and subsequent service rationalization as well as the reduction in cargo volumes geared to the USA. All these changes made it extremely important to analyse the relative competitiveness of the Panama Canal route in comparison with all competing routes. A Panama Canal Route Competitive Analysis Model was developed to assess the competitiveness of maritime routes that use the Panama Canal against alternative routes based on total transportation expenses. Maritime transportation costs are derived from alternative route itineraries applied against different vessel types and vessel size. Inland transportation costs are obtained from market rates for three different modes of transportation: rail, truck and barge. The model has the flexibility to update the general variables based on the most recent information available. One of the main findings of this study is that the value of Canal routes increases in times of heightened fuel prices.

琵琶湖疏水建設に関わる鴨東線路と土地取得の実態

Biwako canal in Kyoto City was constructed in the period from 1885 to 1890 in order to supply water for irrigation systems and develop the utilization of water power, transportation by ship and so on. There were 2 routes on the canal, the one was the route in Ohtoh area beside eastern district of Kamo river for the transportation and later also for hydroelectric power, the other was the route of north-east area of Kyoto for the irrigation. The expropriation performance of the canal was discussed in this paper depended on the maps drawn in the construction and the cadastre on expropriation. The new city planning in the Ohtoh area, especially road networks along the canal was designed, and the canal route was determined to decrease flow rate and to choose the low cost expropriation.

Regional Traits and Mobility of the Design Culture in Ancient China and the starting point for design education in contemporary China

I. Regional design culture as a result of integrating multiple sources of design cultureRegional traits of design culture in ancient China were built on the basis of multiple sources of contributing factors such as diverse natural conditions, various modes of production and a plurality of colourful lifestyles.The middle reaches of the Yellow River, the north and south of the Yanshan region, the eastern coastal areas, the middle reaches of the Yangtze River and the downstream region of the Yellow River each displayed distinctive characteristics that contributed to design culture in ancient China.I.I Formation and evolution of the pluralistic yet holistic design culture with the Han culture at its coreDuring the Warring States period, regional cultures underwent integration. At the end of this period, The First Emperor Qin established an unprecedented unified empire. Later on, Liu Bang established the Han Dynasty, which laid the foundation for the ethnic Han people bonded by the Han culture.Ancient design culture of the Han culture exhibits certain sustaining characteristics: Chinese characters were used as the main communications toolConfucianism, Buddhism, and Taoism complemented one another in design philosophyUrban planning featured palace houses, places of worship streets and marketplaces in a flat checkerboard style layoutBuildings adopted predominantly wood frame based architectural stylesDraperies, curtains, and screens were frequently installed as combination furnishingsEating utensils such as bowls, plates, pots and cups were usually made of porcelainJade accessories served as the principal items of decorationsLiterati art and folk art reinforced each other in arts and craftsLoose apparel was commonly worn by the upper class, who observed rituals and practised re-refined mannersTransportation vehicles such as sedans and boats carried hierarchical markingsOver the different historical periods, the Han culture centred in the interior of China interacted with a plurality of cultures practised by a vast variety of ethnic peoples living in the surrounding regions. By absorbing exotic cultures throughout its long history of development, a pluralistic yet holistic design culture with the Han culture at its core came into being.I.II Rise and fall of major urban centres along transportation arteries vis-à-vis mobility of design cultureIn the pre-Qin period, rivers functioned as the main transportation linkage for people residing in different regions. Little wonder that early Chinese cities were mostly built on the riverbanks.With the opening of the Silk Road, exchanges on a massive scale came to pass between the east and the west of ancient times.Emperor Yang of the Sui Dynasty ordered the construction of the Grand Canal, which strengthened contacts and exchanges between north and south China. Prosperous commercial centres emerged along the canal route, shifting the economic centre of gravity gradually from the north to the south.Since the Sui Dynasty, there was a gradual expansion of maritime traffic, giving rise to a series of important ports along the coast. After the Qing Dynasty lost the Opium War, coastal areas transformed themselves into start-up places for Qing government-run enterprises and new businesses operated by the nationalistic bourgeoisie. Shanghai gradually emerged as the first metropolis of the Orient, which also became the breeding centre for China’s modern design culture.I.III The starting point for design education in contemporary ChinaIn the past 100 years or so, the Chinese design culture has experienced the evolution and transformation from the classical to the modern. Development of design education in contemporary China is linked to that of the outside world. Inside China, Chinese design culture is pluralistic yet holistic, absorbing foreign cultures through various channels. In terms of internal and external strategies, Chinese design culture would be well advised to promote “harmony without uniformity”. “Harmony without uniformity” underlines why Chinese design culture has survived and prospered. It should therefore serve as the starting point for our design education.

Study of carbonate sedimentary rocks as engineered dry fills

During feasibility studies for the planned 75 km long Arabian Canal project, Dubai, United Arab Emirates, the reuse of a variety of calcareous sedimentary rocks was investigated so as to inform the specification for bulk earthworks operations associated with plot development adjoining the canal route. Laboratory and field testing were undertaken through a series of large-scale earthwork compaction trials. The practicalities were investigated of compacting weak rocks at natural moisture content, taking into account that in situ moisture contents are typically dry of the optimum. With such large earthworks volumes, maximum thickness of fill layer, high productivity and consistent compaction were key considerations. Fundamental parameters controlling compaction were assessed, such as particle density, grading, and applied compactive effort, degree of saturation and final air voids, along with the performance of the fills. The results enabled the specification for the bulk earthworks to be developed making use of permissible air voids, and so permitting maximum potential for reuse of all fill types without the addition of water.

New York: Transportation Connections Along the Erie Canal Route

Important transportation routes pass through New York State using lowlands and rivers. Students will examine a route that connects the Atlantic Ocean with the Great Lakes and learn what factors inf...

William Smith and the development of engineering geology in England

William Smith started his career in a world where much was known of geological matters and, with the publication of Hutton's Theory of the Earth , knowledge was being tempered by understanding. His early training as a surveyor gave him the skills of accurate observation and recording together with a geographically wide experience that enabled him to recognize that strata could be ordered, and outcrops correlated, by the fossils that they contained. He first recorded this new concept in 1797 and used it to create the world's first geological map (of the area around Bath) in 1799 and the first geological map of England and Wales in 1815. The national map was not only geologically detailed and accurate but also showed collieries, mines, canals and reclaimed land. Smith's intention was for it to show where to look for (and not look for) minerals. Thus, his recognition of ordered correlatable strata, his creation of the first geological map, his expertise in draining land, stabilizing landslides and planning canal routes amply demonstrates his ability to create, and apply, the 3D geological model that is a prime requisite in modern engineering geological practice. Therefore, he should be regarded as the first engineering geologist of the modern world. This paper will demonstrate the validity of this assertion.

Climbing the Mountain: The Allegheny Portage Railroad

In this article the author describes the historical Allegheny Portage Railroad, built in Pennsylvania between Philadelphia and Pittsburgh in the earlier 19th century as an economic competitor for the Erie Canal trade route. Despite many technical complications with building a canal over the Allegheny mountains, the state of Pennsylvania proceeded by connecting two stretches of canal on the east and west with a railway through the mountainous regions where a canal would not be feasible. Also required of the line was the first railway tunnel constructed in the U.S. The railway was divided into two sections: levels and planes. The former of these were flat regions in the mountains where the railcars could be pulled along by horses and locomotives. Much of these loads were intermodal carriages designed to carry cargo by boat along the canal as well as on the rail. Plane regions were slopes where railcars were hauled using stationary steam engines and ropes. While the system was never a success economically for the state, the inventiveness and originality of the design are noted as an important landmark in the history of transportation in the U.S.

Feasibility of a Sea Route through the Canadian Arctic

One predicted consequence of global warming is the thinning of Arctic sea ice. This raises the question whether the fabled Northwest Passage can be used for year round ship traffic, and whether the distance saved by using the polar route justifies the incremental investment in ice-breaking ships. A conceptual study using computer simulation was conducted to evaluate the Northwest Passage versus the Panama Canal routes between eastern North America and Japan. Recent historical ice conditions were modelled stochastically to calculate ship transit time. The economic performance was then evaluated by estimating the port-to-port shipping cost component of the overall required freight rate, again using stochastic modelling for a variety of cost factors. The most critical economic variable is the incremental capital cost between an ice capable and a standard Panamax ship. Shipping from St John's Newfoundland to Yokohama is economic through the Northwest Passage even with an incremental capital cost of 80%. Extending the route to New York would make the Northwest Passage non-competitive. We report the sensitivity of the port-to-port shipping cost for a number of economic factors, with capital and fuel cost being the most significant.

극동-북미간 운송비용 분석에 관한 연구 - 파나마운하 확장과 북미 랜드 브릿지를 중심으로 -

최근 파나마 운하 확장이 국민투표로 결정됨에 따라 2014년부터는 12,000TEU급의 선박의 통행이 가능해진다. 파나마운하의 규모적 한계 때문에 포스트 파나막스급이상의 선박들은 파나마 운하대신 아메리칸 랜드브릿지 및 다른 운송루트를 이용해야 했다. 그러나 파나마 운하 확장이 확정됨에 따라 향후 극동-북미 간 운송루트의 변화가 불가피할 것으로 예상된다. 따라서 본 연구는 극동-북미 간을 운행하는 선박의 규모별 루트별 총운송비용을 분석하여 두 구간의 경쟁력을 검토한다. It was decided by national vote in Panama to expand the Panama canal. Therefore 12,000TEU sized vessel can pass the canal from 2014. The Far East-North America shipping route, over than post panamax size vessels have to use other routes such as Mini land bridge instead of using the panama canal due to limitation of canal size. Therefore, some changes in the transport route in Far East-North America are expected duo to expansion of Panama canal. The objective of this paper is to analyze the transport cost between Far East and North America then compare the competition between panama canal route and land bridge route.

‘More calculated to mislead than inform’: travel writers and the mapping of Central America, 1821–1945

This paper examines maps produced by and for travelers to Central America between 1821 and 1945, a genre of cartography rarely considered either by historical geographers or scholars of travel literature. The paper argues that during first half of this period, travelers initially considered map production as a key element in a travel account, preparing maps for future consideration rather than using them to travel. With the advent of the railroad, steamship, automobile, and airline, 20th century travelers became map consumers rather than producers. Between 1821 and 1945, the content of travelers' maps also evolved. Initial travelers to independent Central America mapped political geography, emphasizing state boundaries established in the region's independence (1821–1839). Subsequent travelers surveyed the interior for purposes of commercial development (1839–1886), focusing on transit—railroad and canal routes, mining, and colonization. By the late 19th century, with geographically accurate maps available to a general public in atlas and other forms, travelers contributed ‘personalized’ maps that no longer intended to represent accurate topography but other scientific knowledge or entertainment, and by the mid-20th century, maps became the work of publishers while travelers produced photographs and illustrations.

The Welland Canals and Their Communities: Engineering, Industrial, and Urban Transformation

For over 170 years the Welland Canals have been a major industrial catalyst and an important agent of urban evolution, spawning a series of distinct communities along the length of the canals between Lake Erie and Lake Ontario. Four Welland canals have crossed Southern Ontario's Niagara Peninsula since 1829, and each update fostered a renewed economic expansion. The most recent change came in 1959, when the new St. Lawrence Seaway system opened the canal and the Niagara Peninsula to the Atlantic Ocean. The Welland Canals and Their Communities is an in-depth examination of the history and influence of each canal. It traces the changes over time in engineering elements such as the canal route, its water supply and flow, and its form, including locks, weirs, bridges, and other structures that have successively modified both the landscape and drainage pattern of its regional surroundings. In addition to these marine elements, John N. Jackson looks at the movements of vessels, the changing types of ships that have used the canal, and the economic character of trading flows within and through the canal to provide a detailed portrait of the interaction between transportation and land use at both the local and regional level. The changing canal scene and the evolution, form, and character of the canal communities provide the dual emphasis of Jackson's narrative, which concludes with an appreciation of the canal system and its potential at a time when heritage and tourist concerns rise to the fore across the Niagara Peninsula.

Determination of Optimal Canal Layouts in Irrigation Schemes

The aim of this study was to search for an appropriate model approach for the selection of irrigation canal routes using transshipment technique. In the implementation of model, selection of The Optimal Canal routes among the alternatives and determination of optimum canal capacities were targeted. Study was carried in the Gaziantep-Hancagiz Irrigation Project of the GAP. The results of the research showed that there is no any significant difference between existing network and new irrigation network according to total canal length but on the other hand, the foundation cost of recommended network is lower.

The Military Regimes of Panama

The period of Panamanian history which is commonly referred to as that of the “military regime” (1968-1989) can be divided into two, and clearly distinct, phases. During the first stage (1968-1982), the military regime was engaged in trying to resolve the contradiction posed by two incompatible commitments: the commitment to pursue a national project of capitalist development on the one hand, and a commitment to support US interests on the isthmus on the other. To many observers, Panama assumed this latter commitment when it became a signatory of the Torrijos-Carter Treaties concerning the Panama Canal. The second stage (1983-89) witnessed some significant changes in this agenda, particularly the regime's abandonment, for the most part, of the project for national development, replacing it with a program to militarize the Canal route.

Revolution and Recognition: A British Perspective On Isthmian Affairs During the 1920s

With the end of the First World War, American hegemony in the Western Hemisphere appeared to be an unquestioned fact of international life. The defeat of Germany, in combination with the wartime weakening of Great Britain and France, had created a situation whereby the major economic and political competitors of the United States were unable, at least in the short-run, to exercise the degree of influence they had enjoyed in the years before 1914. Given the strategic considerations involving the isthmian canal route, the circum-Caribbean region was the area within the Western Hemisphere where the influence of the United States was especially strong, a point born out by the existence of virtual American protectorates in Cuba, Haiti, the Dominican Republic, Panama, and Nicaragua. Accordingly, when viewed from an immediate post-World War I perspective, one might have anticipated that the United States would have had relatively little difficulty in maintaining a regional Pax Americana.