14,586
edits
International Canal Zone: Difference between revisions
m
→Economic impact
m (→Administration) Tags: Mobile edit Mobile web edit Advanced mobile edit |
|||
| (4 intermediate revisions by 2 users not shown) | |||
| Line 49: | Line 49: | ||
}} | }} | ||
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. | ||