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The rejuvenation of waterways, including rivers and canals as well as riverbanks, has led to an almost explosive increase in the touristic colonization of these fluvial landscapes. In Europe, navigable rivers once used to transport freight have undergone a tourism inspired renaissance as river cruise routes. A similar renaissance has occurred in many of Europe's canal systems. This paper identifies four key elements that form the core of waterway tourism: the structural elements of waterways; the on-land experience; the on-water experience, and; the onboard experience. Structural elements include waterway capacity and use profile, the on-land experience refers to the use of riverbanks for recreation and tourism, the on-water experience refers to activities including swimming, fishing and recreational boating and, the onboard experience refers to the lived experiences of passengers on overnight waterway cruising. The discussion in this paper addresses two research issues related to the core elements of waterway tourism, testing of the canal lifecycle model and exploration of the lived experiences of river cruising in Europe.

This paper focusses on the aftermath of disruptions and the importance of the two largest canals (Suez and Panama), commenting on how during the pandemic the canal fees were lowered. Considering the ongoing efforts to decarbonize shipping, some of the ongoing disruptions will help reach these objectives faster.

Following a literature review of route choice in shipping, and a presentation of significant disruptions in recent years, the author deploys a simplified fuel consumption model and conduct case study analyses to compare different routes environmentally and economically.

The results explain why at times of low fuel prices as in 2020, canals provided discounts to entice ship operators to keep transiting these, instead of opting for longer routes. Considering the ongoing repercussions of the pandemic in supply chains, as well as the potential introduction of market-based measures in shipping, the value of transiting canals will be much higher in the coming years.

The main limitation in this work is that the author used the publicly available information on canal tolls, for the different ship types examined.

The envisioned model is simple, and it can be readily used for any ship and route (port to port) combination available, if ship data are available to researchers.

It is possible that canal tolls will increase, to account for the additional environmental benefits brought to ship operators.

The methodology is simple and transferable, and the author proposes several interesting research questions for follow-up work.

Much literature considers future impacts of the Kra Canal on shipping times and on individual countries. In this paper, the authors consider the maritime business potential of the Kra Canal for companies, ports and countries.

Based on a combination of a review of the extant literature, quantitative data from relevant calculations and qualitative data from semi-structured interviews with experts (n = 20) from four countries in the region, this paper contextualises the business potential of the Kra Canal through a PESTELE (political, economic, social, technological, environmental, legal and ethical) analysis before outlining a more targeted SWOT (strengths weaknesses, opportunities and threats) analysis to consider the potential for maritime business.

The PESTELE analysis reveals that there are a number of challenges related to the construction and possibility of the Kra Canal being built such as its impact on the political balance within the Association of South East Asian Nations (ASEAN) region. The SWOT analysis shows that the potential of the Kra Canal for maritime business is significant, and that the strengths and opportunities of increased route possibilities and reduced sailing times outweigh any weaknesses and threats.

Most studies into the Kra Canal focus on highly specific research targets or provide a particular perspective (e.g. historical). This paper, by drawing on two commonly used analytical frameworks, considers the canal for the first time from a wider context perspective as well as a specifically business one. Recommendations are made for policy makers and maritime businesses on the basis of the results.

The Suez Irrigation Canal is the source of drinking water to a large community. Complaints have been raised regarding the odor and unpleasant taste of drinking water. The problems encountered reveled enrichment of the Canal with nutrients, degraded water quality and nuisance caused by algal growth. This paper aims to investigate these claims by evaluating the interaction between water and sediment with ecological indicators.

Bioassessments were used as a primary tool to evaluate the biological conditions and identify the degree of water quality degradation in the Suez Irrigation Canal. The monitoring program integrates biological, chemical, and physical data assessment. Several field surveys were carried out to these areas during the period between March 2003 and February 2005 (over 23 months) for acquiring all possible information about the current situation and to explore the impact of human activities along the canal banks on the canal ecosystem. Seasonal variations of phytoplankton and zooplankton standing crop, species diversity as well as physico‐chemical characteristics of water, sediment, fish and aquatic weeds at the intakes of drinking plants and from the discharge of agricultural and domestic drains into the Canal were investigated.

Preliminary field investigations showed great amounts of discharged wastes at several locations to the canal water creating unique conditions, which vary with changes of volume and properties of the discharged wastes. Rotifer and green algae for example demonstrated seasonal variable response to the ecological variations. Myriophyllum spicatum, Potamageton nodsus and Polygonum Salicfolium were the most common types of recorded weed. The Myriophyllum spicatum is the dominant submerged plant. The canal was characterized by high concentrations of HCO₃^‐ as well as high pH >8.2 which provides a favorable habitat for the growth of Myriophyllum spicatum. The results illustrated the ability of using the aquatic weed as biomarkers for monitoring heavy metals contaminates in the canal. The evidence suggests that there is a degree of selectivity in metals uptake and partitioning within the plant compartments.

The current paper adopts the idea of utilizing multiple organism groups in the bioassessment to effectively detect ecological change when they occur in one of the most important waterways in Egypt. These different organism groups are suited for detection various stressors, providing warnings and detection of stress impacts at different scales. The study presented provides decision makers with important information that can assist them in making objective decisions related to the design of monitoring programs based on scientific research.

The Hamilton canal in the western province of Sri Lanka is a man-made canal situated in an area with immense anthropogenic pressures. The purpose of this study is to identify the quality variations of the water in Hamilton canal and human perception about the present status of the water of the canal.

Sampling has been carried out in seven locations in the canal during dry and wet periods for water quality analysis. In situ field-testing and laboratory analysis have been conducted for physicochemical, heavy metal, oil and grease analysis of water. Only Pb, Cd, oil and grease were tested in the canal sediments. The samples were analyzed as per the standard methods of the American Public Health Association (APHA) Manual: 20th edition. A semi-structured questionnaire survey has been carried out to assess the human perception on the water of the canal.

The results revealed that average EC, Turbidity, Total Hardness, TDS, F⁻, Fe²+, Cl⁻, SO₄²⁻ and PO₄³⁻ of the canal water remained above the threshold limits of inland water standards. Concentrations of Pb and Cd were also above the standards in some locations. Oil and grease were in a very high level in water and sediments.

The water of the canal has been affected by nutrient, heavy metal and oil and grease pollution at present. Discharge of domestic, industrial, municipal wastes and sewage are the prominent reasons which have encouraged the deterioration of the quality of water in the canal.

The purpose of this paper is to fit a logit model for dry bulkers transporting grains through the Panama Canal versus alternative routes destined to East Asia, originating on the US Gulf and East Coast. This is with the purpose of better understanding the attributes.

In this paper, grain transits both through the Panama Canal and alternative routes, which are examined, and a logit model is developed to explain the route decision from a carrier/vessel operator point of view.

Transit draft is the most important attribute in the route decision process for grains according to this study. Also, Panamax bulkers are the preferred vessel size into China, especially through the Cape of Good Hope route, impacting Panama Canal’s market share for grains.

This research used only a full year of grain traffic data approximating fiscal year 2018 (October 1, 2017 to September 30, 2018). Data will come mostly from the Panama Canal transit data and observations using IHS’s Market Intelligence Network (MINT).

This paper is highly dependent on visual observations of grains vessels through alternative routes using AIS data from MINT software.

The purpose of this study is to analyze the relationship between citizen participation and the level of trust in government’s decisions and policies; as well as examining the impact of disclosure of information on the level of citizens’ engagement with governments’ projects. In addition, testing the real motives behind Egyptian citizens’ participation in financing national projects. The study is applied to the “New Suez Canal,” which was finished in only one year opposing the three years implementation period suggested by some studies.

The researcher depended on secondary and primary data as well in working on this paper. She used secondary data gathered from scholars and from domestic and international institutions. Then, she conducted a field study and collected data through distributing 384 Likert Scale questionnaires containing 34 self-administered among respondents to test the following: 1. Citizens perceptions regarding the level of trust in government’s decisions and policies. 2. The impact of citizens’ trust on their willingness to participate in governments’ projects. 3. Is ‘public service motivation’ (PSM) behind citizens’ willingness of participating in national projects. 4. Is the ‘high expected profit of Suez Canal Investment Certificates’ behind citizens participation in national projects.

H1 and H2 have been accepted as trust, transparency and citizen participation proved to be important pillars of building a participatory government. Moreover, citizens’ participation in national projects encouraged national and international enterprises to invest in the canal provision. H3 and H4 are accepted and the statistical study revealed dual contradicting results regarding the motive of citizens’ financial participation in the New Suez Canal project. The justification for the contradiction is that right after the 2011 up-rise, Egyptian citizens were overwhelmed with patriot emotions and feelings pushing them to participate in national projects. At the same time this patriot drive was moderated by the “performance-based rewards and citizens” self-interests’ pushed by the Egyptian government (offering a high-interest rate for Suez Canal Certificates at that time). Citizens might be motivated to participate in national projects triggered by many factors: public service drive – patriotism or self-interest.

The study needs further deeper investigation and empirical pieces of evidence to answer the following questions: would different participatory actions result differently in other circumstances? Do individuals’ levels of PSM vary over time? Besides, the researcher needs to find ways to test PSM against various motives such as self-interest, which needs to be confirmed empirically.

The author came up with important recommendations for central government and decision-makers in Egypt and is based upon the study’s statistical results. The most important recommendations were: central government and decision-makers should frame a policy designed to promote citizens’ participation in decision-making drawing on the guidelines for civil participation in political decision-making. Decision-makers in the central government should work local and regional authorities to update and improve local and regional regulations concerning the participation of citizens in local public life and promote a culture of democratic participation shared by communities and local authorities. Performance-based rewards (high-interest rate) are moderating the citizens’ public service motivation (PSM – patriot sense) and citizens may be motivated by different factors such as public service drive – patriotism or self-interest.

The study is tackling an important issue, which is civil participation in political decision-making. It is also discussing promoting cultural awareness regarding the importance of democratic participation shared by communities and local authorities. The study came up with certain findings proving Egyptian civil society’s willingness in participating with the government in national projects; believing in its socio-economic benefits.

Finally, the study is of value, as it could be considered a pilot study representing the outcomes of citizen participation in national projects; in addition, it can be considered as a road map to policymakers. Moreover, the findings provide a set of recommendations and policies for governments and decision-makers to undertake tangible actions to accelerate citizen participation in further projects and decisions and be able to establish a democratic system in developing countries.

The purpose of this study is to find out the future development of the Panama Canal after opening of the new waterway (third set of locks project), in terms of the change of cargo throughput, further deployment of fleets by the shipping companies and competition for the canal.

The research of this paper is based on an empiric study by collecting the relevant data from annual report of the Panama Canal Authority, publications related to the same field. Graphs pertaining to toll revenue also are made based on statistical data provided by the Panama Canal Authority.

The findings show that the opening of the new waterway of the Panama Canal generates more toll revenue for Panama government by allowing mega-vessels to transit, expediting further economic development of the country largely from behind. At the same time, shipping operators also can enjoy earning more revenue by deploying New Panamax vessels transiting the Canal.

Ingenuity in tabling the users of the Panama Canal by incorporating the logo marks of the shipping companies/implication is drawn through empirical analysis to provide the shipping companies and ports authorities concerned with more understanding toward the very significance of the new waterway expansion of the Panama Canal.

Historically, Panama has always been “a place of transit.” While technically the isthmus formed part of Colombia in the nineteenth century, it was linked geopolitically to the United States soon after the California gold rush, beginning in the late 1840s. The first attempt at building a canal ended in failure in 1893 when disease and poor management forced Ferdinand de Lesseps to abandon the project. The U.S. undertaking to build the canal could only begin after Panama declared itself free and broke away from Colombia in 1903, with the support of the United States.