Ubani Canal
| Canal | |
|---|---|
| Length | 816 km (507 mi) |
| Maximum boat length | 300 m (984.25 ft) |
| Maximum boat beam | 34 m (111.5 ft) |
| Maximum boat draft | 15 m (49.21 ft) |
| Locks | 25 up, 25 down |
| Navigation authority | Ubani Canal Operations Commission |
| History | |
| Original owner | Compagnia del Canale Ubani |
| Construction began | January 7, 7563 |
| Date completed | December 15, 7607 |
| Geography | |
| Start point | Elmisi |
| End point | Bogaye |
| Connects to | Phasian Ocean (Vovodaran Sea) from Ovestan Sea (Tanga Moji Sea) and vice versa |
The Ubani Canal is a ship canal that links the Ovestan Sea to the Phasian Ocean across Negasi in southern Tharna. The total route is 816 km (507 mi) long, but it makes use of approximately 678 km (421 mi) of existing waterways, such as rivers and lakes. Although some of the waterways required dredging or other improvements, the canal system only relies on 138 km (86 mi) of "constructed" waterways. The canal's route involves elevation changes of some 626 m (2,054 ft) over its course, necessitating 25 locks on each of the upward and downward sides of the route.
Despite its length, the Ubani Canal remains the shortest ship connection between the Ovestan Sea and Phasian Ocean. While the canal does not directly link to either the Ovestan or Phasian, it does so through the Tanga Moji-Mirodenian-Zalelsan Seas and Vovodaran Sea, respectively.
History
Auresia decided to build a canal across present-day Negasi to link the Ovestan Sea to the Phasian Ocean after discovering how far inland they could go on the Babukar River. The river empties into Abavo Bay at the west end of the Tanga Moji Sea and is navigable for some distance inland. Even so, the planned route involved considerable changes in elevation and a substantial dug canal distance to connect existing rivers. The TBD would be responsible for courting and bringing in added domestic and international investment. The TBD was formed to build and operate the planned waterway. While the cost and sheer magnitude of the engineering required for the project was exceptional, the world's great powers of the time saw the potential trade benefits. Ithrien, for example, was early to support the TBD effort and other countries, such as TBD provided funding from early on.
Construction began on the first set of locks in 7563. Other work included dredging portions of the Babukar River to ensure the ability of the passage of vessels to the planned maximum draft of 15 m (49.21 ft). Building the locks was daunting work, considering the great elevation changes involved, even with a central cut to shave off some 95 m (312 ft) from the total elevation change needed. The tropical climate presented impediments to the work, as well, especially in constructing the canal's western portion, the longest man-made portion of the waterway.
While work continued fairly consistently over the decades, construction was delayed, and even stopped for many months, during the Great Scourge (7598-7603). Afterwords, completion became a new priority, and the waterway was completed before the end of 7607. A ceremony to open the canal took place on December 14, 7607. The first official transit of the canal by the TBD took place starting on December 15, 7607. The ship sailed westward and entered the Vovodaran Sea some 34 hours later on the evening of December 16th.
Canal
Geographically oriented generally north-to-south, because it connects the Ovestan Sea in the east to the Phasian Ocean in the west, the canal is often considered as an east-west canal. In this regard, Bogaye, where the Kotenga River empties into the Gbalugu Bay, is often incorrectly referred to as the western end of the canal when it is actually the southern terminus. Similarly, Elmisi, on the Tanga Moji Sea, is commonly called the eastern end of the canal despite being almost due north of the Phasian Ocean end of the canal.
Layout
Tolls
Canal usage tolls contribute significantly to the economy of Negasi, as do ancillary services, such as ships services. Tolls vary on the size of the vessel, with minimum tolls depending on the ship's rated capacity or its fully-loaded weight. In this manner, the ship's capacity determines its minimum toll charge while its loaded capacity determines its maximum toll charge.