Throughout most of the modern history of the Western hemisphere, explorers, engineers and merchants have been interested in finding or building a waterway that would connect the Atlantic and Pacific Oceans. By the early part of the sixteenth century most of these people had settled their attention on the Central American Isthmus. Several major commercial nations showed an interest in the project at one time or another, including France, Spain, Great Britain and the United States. Serious attention to building a canal started in the late nineteenth century with two areas, southern Nicaragua and central Panama becoming the two most logical sites for canal construction. By the middle of the 1880's the United States had private interests trying to start a canal in Nicaragua, while· the end of that decade saw the formation of a French canal in Panama. The United States seemed committed to a Nicaraguan canal.as late as 1901, yet the U.S. government eventually bought a concession, interceded in a revolution and built a canal through Panama. The purpose of this paper is to investigate the major characters in the struggle to determine a canal route and to build a canal, and to investigate the role played by the several presidential commissions established to discern both the feasibility of any canal and in the final analysis determine which canal route would be the best. Special emphasis was paid to the Isthmian Canal Commission of 1899-1901, popularly known as the Walker Commission.

For various reasons, the city of New Orleans has often been ignored in discussions of the New South movement. New Orleans politicians joined the movement during the Progressive Era, much later than other Southern municipal leaders. In becoming a New South city, the Crescent City was launched onto the international trade scene. By an examination of city leaders' efforts to gain federal rights to host an exposition in celebration of the Panama Canal, this study argues New Orleans not only became a New South city, but an international trade entrepôt. Though the exposition efforts failed, the efforts of the city to cultivate its business and hospitality potential served the city well.

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This thesis explores the controversial Panama Canal expansion proposals using an analytical framework developed by Herman Daly, an ecological economist at the University of Maryland and a critic of traditional models economic development. At a time when nearly every nation seeks to increase the size of its economy, Daly has been an ardent advocate of setting limits to economic growth, arguing that, as the earth is materially closed, there cannot be infinite growth of the consumption of material and energy resources within a finite (nongrowing) biosphere. These limits should be defined by the regenerative and waste absorptive capacities of the biosphere. My objective here is to test the feasibility of implementing a policy at the local resource management level that is guided by the recognition of ecological limits to economic growth. I employ a water management technique developed by The Nature Conservancy called the Range of Variability Approach (RVA) and test its utility in setting an ecologically-based limit to water withdrawal and river system modification in the Panama Canal watershed. (Abstract shortened by UMI.)

The transportation of containerized shipments will continue to be a topic of interest in the world because it is the primary method for shipping cargo globally. The primary objective of this study is to analyze the impact of the Panama Canal Expansion (PCE) on the trade flows of containerized shipments between the United States and its trade partners for US exports and imports. The results show that the Panama Canal Expansion would affect the trade flows of US imports and exports significantly. The major findings are as follows: (1) the PCE affects not only US domestic trade flows, but also international trade flows since inland transportation and ocean transportation are interactive, (2) delay cost and toll rate at the Panama Canal do not have a significant impact on trade volume and flows of US containerized shipments after the Panama Canal Expansion mainly because delay cost and toll rate at the canal account for a small portion of the total transportation costs after the PCE, (3) West Coast ports would experience negative effects and East Coast ports would experience positive effects from the PCE, while Gulf ports would experience no effects from the PCE, and (4) an optimal toll rate is inconclusive in this study because changes in toll rate at the canal account for a small portion of the total transportation costs and the PNC competes with shipments to/from Asia shipping to the US West. / Mountain Plains Consortium (MPC) / U.S. Department of Transportation (USDOT)

Seagrass habitats in South Florida are exceptionally valuable. They play an important ecological role in the coastal environment by stabilizing sediment, providing habitat for other species and supporting a whole food web. The availability of light and nutrients in aquatic ecosystems are the driving factors behind seagrass distribution. Water quality has been known to influence the abundance, distribution and composition of seagrass beds. South Florida has extensive diverse coastal communities. Throughout its human development dramatic changes have occurred in its natural ecosystems. In South Florida, many examples of seagrass habitat loss are documented, with a variety of contributing factors. The present research investigates the spatial and temporal patterns in benthic vegetation of the North Biscayne Bay marine basin, located just south of the heavily urbanized Port of Miami. The area has been altered significantly through dredging projects to widen and deepen the channels around the port facilities in order to accommodate larger vessels. This study focuses primarily on environmental and physical conditions that are likely to alter the distribution of seagrass. The availability of light and nutrients in aquatic ecosystems are the driving factors behind seagrass distribution and therefore one may expect seagrass degradation if any drastic changes occurred in these parameters. Project data used were collected from the South Florida Fish and Invertebrate Assessment Network project (FIAN), an element of the greater Everglades Restoration Program. Additional Environmental and physical data were obtained from the South Florida Water Management District (SFWMD) and the National Ocean and Atmospheric Administration (NOAA). The FIAN Port of Miami (POM) study location is dominated by three species of seagrass: Thalassia testudinum, Syringodium filiforme, and Halodule wrightii. Analysis has shown that over the seven-year period, 2005 - 2011 the state of the seagrass has been fairly stable with minor perturbances (p > 0.05). There are some seasonal fluctuations evident in seagrass cover-densities, but minimal change was observed between the spring and fall (p > 0.05). Syringodium is the dominant species, followed by Thalassia and Halodule within the POM. Environmental and physical conditions from FIAN (salinity, temperature, sediment depth, turbidity, etc.) varied between years and seasons; however, most measurements remained in the ideal range for seagrass growth. Water depth, sediment depth, and turbidity were significant predictors of seagrass occurrence in the POM; however, water depth was the only major predictor of seagrass cover-density. The available environmental and physical data from the SFWMD showed minimal changes in the environmental and physical measurements across available sample years and are in the ideal range for seagrass. Turbidity has improved since the completion of the port construction and major weather disturbances (hurricanes) in 2005. Minimal changes were detected during the seven year study period (2005-2011) within the seagrass habitat of the heavily urbanized region of POM.

Cette thèse porte sur le rôle joué par les coûts du commerce dans la détermination des flux commerciaux. Les deux derniers chapitres examinent le rôle des coûts commerciaux non conventionnels tandis que les deux premiers évaluent l'impact des coûts plus communément associés aux échanges à l'intérieur d'un pays ainsi qu'entre différents pays. Le Chapitre 1 est le résultat d'un effort conjoint avec Jules Hugot. Dans ce chapitre nous estimons l'élasticité du commerce à la distance et son évolution depuis 1870 en utilisant quatre épisodes importants de l'histoire du commerce international: les ouvertures des canaux de Suez et de Panama et les postérieures fermetures et réouvertures du premier. Dans le chapitre 2, j'étudie l'effet d'une réduction des coûts de transport internes à un pays. Pour pallier à l'endogénéité du placement des infrastructures, j'exploite l'expérience naturelle fournie par l'ouverture des routes maritimes reliant les côtes est et ouest du Canada à travers le Canal de Panama. Le chapitre 3 documente l'impact négatif des visas de voyage sur les flux commerciaux bilatéraux. Afin d'estimer leur effet causal, j'exploite une expérience naturelle fournie par les modifications introduites à l'Annexe I des Accords de Schengen. Je montre que l'introduction ultérieure de visas pour entrer dans l'espace Schengen a considérablement réduit les flux commerciaux. Dans le chapitre 4, j'examine empiriquement l'impact des différences politiques sur les flux commerciaux. En suivant la représentation du spectre politique d'Eysenck, je montre que la distance séparant les pays sur les différentes dimensions de cet spectre politique a un impact négatif robuste sur les échanges bilatéraux. / This dissertation focuses on the role played by trade cost in the shaping of trade flows. While the last two chapters examine the role of unconventional trade costs, the first two assess the impact of more traditional domestic and international trade costs. Chapter 1 is a joint effort with Jules Hugot. In this chapter we estimate the elasticity of trade to distance and its evolution since 1870. For this purpose we take advantage of four important episodes in the history of international trade: the openings of the Suez and Panama canals and the later closure and reopening of the first. In Chapter 2 I study the effect of a reduction of domestic transport costs. To address the endogeneity of infrastructure placement, I exploit the natural experiment provided by the opening of intercoastal shipping routes connecting the west and east coasts of Canada through the Panama Canal. Chapter 3 documents the negative impact of travel visas on bilateral trade flows. In order to estimate their causal effect I exploit a natural experiment provided by changes in Annex I of the Schengen agreements. I show that the subsequent introduction of visas to enter the Schengen Space considerably reduced bilateral trade flows. In chapter 4 I examine empirically the impact of politics on trade flows. Following Eysenck's depiction of the political spectrum, I show that distance separating countries on the different dimensions of the political spectrum has a robust negative impact on bilateral exchanges.

In terms of macroeconomic developments, the economic status in the Caribbean Region is largely driven by the global economy as well as developments in the US. Going forward, tourism is expected to remain as a key economic driver for the Caribbean region. Furthermore, the US is likely to continue to play a major influence. The bunkering industry in the Caribbean has been developing steadily for decades due to its popularity as a cruise ship destination and transshipments hub for east-west and north south cargo shipping routes. The enlargement of the Panama Canal is further expected to change competition dynamics between the region’s bunkering centers as a result of increase in shipping traffic and larger vessels. The shipping industry is the major demand driver for bunkering. It should be noted that both container liner and cruise sector as the two largest demand segments are concentrated. So in TL Blue Oceans LTD. our goals would be that our decision factors by ship operators with respect to bunkering operations and critical concerns can be summarized by 8 attributes: • 1 Bunker quality • 2 Market transparency (corruption free) • 3 Bunker price competitiveness • 4 Reliability and punctuality of bunker suppliers • 5 Bunkering facilities and services (adequacy and efficacy) • 6 Availability of all fuel grades including low-sulphur bunkers • 7 Location of port • 8 Government policies (e.g. quality control) and incentives

The thesis analyzes the role of Panama in international trade. The first chapter is dedicated to basic information about Panama. It describes its history and briefly describes the specifics of Panama's market. The second chapter discusses the business environment, its general characteristics. Its main ingredient is a special tax regime, because of which Panama is considered as a tax haven. It analyzes the economic situation in Panama and it is dedicated more to two major pillars of the economy of Panama, the Panama Canal and the Colon free zone. It focuses on potential investment opportunities in Panama, which are stimulated by tax incentives. Characteristic of the social environment focuses on the facilities of Panama's population as workforce and education level in the country. It describes the evolution of culture and Panama is characterized by its cultural peculiarities of the universal cultural dimensions of Hofstede. Also describes specifics relating to business dealings and activities associated with it. The technological environment draws attention to the technological amenities of the country, the government organizations that are specialized to promote its activities in this area. The third chapter deals with foreign trade of Panama. It describes the national strategy designed for the years 2004 to 2009, government institutions supporting the Panamanian foreign trade and agreements that Panama has signed for development of foreign trade. It also discusses evolution foreign trade indicators in 2008. The last chapter focuses on trade cooperation between Panama and the Czech Republic.

O processo de sedimentação e assoreamento reduz a profundidade e a capacidade dos lagos de armazenamento de água do Canal do Panamá, obrigando a realizar dragagens periódicas que aumentam os custos de operação. Esses processos são acelerados pela perda de cobertura florestal na bacia. O presente estudo teve por objetivo estimar o valor econômico associado à redução de sedimentos na floresta da bacia do Canal, através do método de custo evitado de dragagem. O efeito físico da cobertura florestal sobre a redução de sedimentos foi estimado a través de regressão linear de dados biofísicos de sete microbacias que dispõem de medições de produção de sedimentos: Chagres, Pequení, Boquerón, Gatún, Trinidad, Cirí Grande e Caño Quebrado. Os resultados mostram que cada hectare de floresta nesta área reduz em 14,76 t.ano-1 de sedimentos em suspensão. Adicionando sedimentos de fundo isso corresponde a 14,32 t.ha-1.ano-1 e a um valor econômico de USD 197,40 por hectare por ano. Concluiu-se que as florestas contribuem significativamente para mitigar o processo de assoreamento dos lagos de armazenamento de água para o funcionamento do Canal do Panamá, e essa contribuição pode ser valorada em USD 39.640.091 por ano, para toda a floresta da bacia. / Sedimentation and siltation reduce the lakes depth and capacity to hold water in the Panama Canal, requiring periodic dredging which increases the operation costs. These processes are accelerated by the loss of forests that cover the basin. This studys objective is to estimate the economic value associated with reduction of sediments in the Canal basin, based on the method of avoided dredging cost. The physical effect of forest on sediment reduction was estimated through linear regression of biophysical data for seven watersheds that have measurements of sediments yield: Chagres, Pequení, Boquerón, Gatún, Trinidad, Cirí Grande and Caño Quebrado. These results shows that each hectare of forest in this area reduces the sediments in suspension. By adding sediments from the bottom of the riverbed, this corresponds to 14.32 m3.ha- 1.year-1 and to an economic value of USD 197.40 per hectare per year. It was concluded that forests contribute significantly to mitigate the process of siltation of lakes water storage for the operation of the Panama Canal, and this contribution may be valued at USD 39,640,091 per year for the entire basin forest.