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International Canal Zone: Difference between revisions
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The '''International Canal Zone''', is a territory in northern [[Levantia]] owned by the [[League of Nations]]. It encompasses the territory immediately surrounding the [[Grand Vandarch Canal]]. Since [[19XX]], the government of [[Yonderre]] has held administrative authority over the territory in conjunction with and in the name of the League. | The '''International Canal Zone''', is a territory in northern [[Levantia]] owned by the [[League of Nations]]. It encompasses the territory immediately surrounding the [[Grand Vandarch Canal]]. Since [[19XX]], the government of [[Yonderre]] has held administrative authority over the territory in conjunction with and in the name of the League. | ||
==Economic impact== | |||
{{Business logistics}} | |||
Upon its opening in [[1975]] the canal shifted the trade balance in [[Levantia]] north considerably. Whereas prior to that date all maritime trade going to the Vandarch had to go through [[Urcea]] and the [[Carolina-Grand Canal]], via the [[Sea of Canete]] which was the heaviest marine trafficked area in the world, the canal's northern placement reduced traffic in the [[Sea of Canete]] or made it a through point rather then a destination, and increased traffic in the [[Kilikas Sea]] 11 fold. Backwater islands like [[Suderavia]] and [[Wintergen]] became important ports of call at either end of the canal. | |||
The canal also had considerable economic impact on [[Hendalarsk]] which had previously only had limited access to maritime shipping and now was front and center of massive global supply route. The Vandarch coast of [[Faneria]] once devoid of significant ports, saw a new investment rush for new port facilities and shipwrights. Across the whole of [[Levantia]] shipwrights worked to {{wp|Lake freighter|design new ship types}} to optimize the new trade routes leading to a massive design war that saw massive growth in naval architecture firms throughout the late 70s and 80s. | |||
In general a level of wealth poured into northern [[Levantia]] and [[Kiro-Borealis]] that had not been seen before either from the exponentially lower shipping costs drawing less money out of those economies, or the easier access of those economies to southern [[Levantia|Levantine]] markets. Existing oceanic ports, especially in [[Faneria]] and [[Fhin?]] suffered from loss of this traffic, leading those countries to expanding their focus to international markets in [[Audonia]] and [[Crona]] | |||
In the early 21st century the canal was expanded and dredged to accommodate larger ships with the hope to reduce the other all number hull frames in passage to reduce congestion but increased tonnage. It wasn't until the canal traffic control was fully automated in [[2013]] that this goal was fully achieved. | |||
The International Vandarch Canal set a new record with annual revenue of $11.4 billion for the fiscal year that ended 30 June, [[2033]]. | |||
==Geography== | ==Geography== | ||
==History== | ==History== | ||
From the [[Carolina Grand Canal]]'s opening in [[1880]] until the Grand Vandarch Canal's opening in [[1975]], the nations along the [[Carolina Grand Canal]] enjoyed a monopoly on maritime shipping to the landlocked countries, and major port cities of the Vandarch. Because it was controlled by and run through the [[Holy Levantine Empire]]'s countries of [[Urcea]], Kronenia, and Hollona and Diorisia it gave the [[Holy Levantine Empire|Empire]], and [[Urcea]] specifically, a disproportionate level of economic power in that region. The beginning of the Grand Vandarch Canal followed the formal dissolution of the [[Holy Levantine Empire]], the end of the [[Second Great War]], and by extension the reduction of southern [[Levantia]]'s crushing hold on much of the continent. At the time it was celebrated by all northern [[Levantia|Levantine]] nations as a demonstration of modern, self-determinist northern [[Levantia]]. In southern [[Levantia]] it was met with a much cooler reception; nations along the [[Carolina Grand Canal]] were obviously not pleased to have their monopoly broken and the loss of considerable revenues in the form of passage fees and taxes. While it was loudly protested in [[Urcea]] for this reason, the economic loses would be stymying in Kronenia, and Hollona and Diorisia, who had faired far worse in the [[Second Great War]] and whose economies were not big enough to absorb the blow like [[Urcea]]'s. | From the [[Carolina Grand Canal]]'s opening in [[1880]] until the Grand Vandarch Canal's opening in [[1975]], the nations along the [[Carolina Grand Canal]] enjoyed a monopoly on maritime shipping to the landlocked countries, and major port cities of the Vandarch. Because it was controlled by and run through the [[Holy Levantine Empire]]'s countries of [[Urcea]], Kronenia, and Hollona and Diorisia it gave the [[Holy Levantine Empire|Empire]], and [[Urcea]] specifically, a disproportionate level of economic power in that region. The beginning of the Grand Vandarch Canal followed the formal dissolution of the [[Holy Levantine Empire]], the end of the [[Second Great War]], and by extension the reduction of southern [[Levantia]]'s crushing hold on much of the continent. At the time it was celebrated by all northern [[Levantia|Levantine]] nations as a demonstration of modern, self-determinist northern [[Levantia]]. In southern [[Levantia]] it was met with a much cooler reception; nations along the [[Carolina Grand Canal]] were obviously not pleased to have their monopoly broken and the loss of considerable revenues in the form of passage fees and taxes. While it was loudly protested in [[Urcea]] for this reason, the economic loses would be stymying in Kronenia, and Hollona and Diorisia, who had faired far worse in the [[Second Great War]] and whose economies were not big enough to absorb the blow like [[Urcea]]'s. | ||
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The first arrest made was of the Chief Mate who was found to have only 348 days on his Able Mate's license (365 are required to be rated as a Chief Mate), and 48 fraudulent days on his Chief Mate's license. He was however found not to have been at fault for the grounding and had acted admirably under the circumstances. He was arrested for fraud, reckless endangerment, and impersonating an officer representing the nation and crown of [[Burgundie]] on the high seas. For the first two crimes he was sentenced to 10 years hard labor and for the latter death by keelhauling at the conclusion of his initial sentence. | The first arrest made was of the Chief Mate who was found to have only 348 days on his Able Mate's license (365 are required to be rated as a Chief Mate), and 48 fraudulent days on his Chief Mate's license. He was however found not to have been at fault for the grounding and had acted admirably under the circumstances. He was arrested for fraud, reckless endangerment, and impersonating an officer representing the nation and crown of [[Burgundie]] on the high seas. For the first two crimes he was sentenced to 10 years hard labor and for the latter death by keelhauling at the conclusion of his initial sentence. | ||
==Administration== | ==Administration== | ||
The Vandarch International Canal Zone (ICZ) serves as a vital artery for global trade, linking the [[Vandarch Sea]] to the world's oceans via the [[Kilikas Ocean]]. The ICZ is administered jointly by [[Burgundie]] and [[Yonderre]] per the remit of the [[League of Nations]] as the International League Union of the Vandarch Canal Authority Commission (ILUVCAC) is a bilateral entity comprising representatives from both [[Burgundie]] and [[Yonderre]] as well as rotating assistant commissioners from various other countries. This commission is endowed with comprehensive authority over the canal's operations per the International Leagu Canal Building Resolution of 195X. The ILUVCAC's purview extends beyond mere navigation and traffic management. It encompasses a wide array of responsibilities, including doling out and overseeing maintenance contracts and strategic upgrades of the canal's infrastructure, enforcing the stringent environmental safeguards to minimize ecological impact, and conducting security measures to deter threats and ensure the safety of vessels and personnel. | |||
[[Burgundie]]'s involvement in the ILUVCAC was agreed upon as part of its [[Shipstory of Burgundie|rich maritime heritage]], the enshrinement of [[Freedom of the seas]] in its national pathos, it's avid commitment to [[Foreign Relations of Burgundie|supranational global improvement]] at the time of the canal's creation, it's vast [[Burgoignesc colonial empire|colonial experience]], and it's global [[Merchant Marine of Burgundie|trade network]]. [[Burgundie]] was also chosen because it has been a historical [[Foreign Relations of Burgundie|arbiter between the superpowers]] and was seen as a "safe" choice. Its naval prowess provides an indispensable layer of security for the canal. [[Navy of Burgundie|Burgoignesc naval assets]], seconded to the [[League of Nations]] lead a coalition of naval patrols that safeguard the canal's waters, deterring piracy, safeguarding navigation, and maintaining a vigilant watch against potential threats. | |||
Beyond security, [[Burgundie]]'s technical expertise in [[Grand Corps of Engineers|engineering and infrastructure management]] proves invaluable in maintaining and upgrading the canal's complex systems. [[Burgundie]]'s engineers and technicians, also seconded to the [[League of Nations]], drawing upon a wealth of experience in managing large-scale projects through it's many [[List of companies by industry in Burgundie|infrastructure companies]], ensure the canal's continued efficiency and resilience in the face of evolving challenges. Furthermore, [[Burgundie]]'s deep understanding of international trade dynamics allows it to promote the canal as a vital trade artery, advocating for equitable access for all nations and fostering economic growth in the region. | |||
==Demographics== | ==Demographics== | ||
[[Category: IXWB]] | [[Category: IXWB]] | ||