Professional Documents
Culture Documents
CIV 4101 Project No.1 Final
CIV 4101 Project No.1 Final
CIV 4101 Project No.1 Final
Project No. 1
Transportation Engineering | CIV 4101
Lecturer Mr. M. Veecock
Title Page
Group Members
Name
Registration Number
Theomi Bunbury
13/0933/2645
Timothy McIntosh
13/0933/2210
Gary Ifill
13/0933/1781
Nkechi McPherson
13/0933/2060
Kitfai Sue
13/0933/1397
Stephen Liu
13/0933/2205
Aaron Melville
14/0933/2413
PAGE | 2
Table of Contents
1.0 Introduction ................................................................................................................... 4
2.0 Interview Notes ............................................................................................................. 5
2.1 Access to the area between Moleson Creek and Cow Falls ...................................... 5
2.2 River Course .............................................................................................................. 6
2.2 Boat Service between Moleson Creek and Cow Falls ............................................... 6
3.0 Location ........................................................................................................................ 7
4.0 Background ................................................................................................................. 10
5.0 Border Issues............................................................................................................... 13
6.0 Social Implications...................................................................................................... 17
6.1 Management and Education .................................................................................... 17
6.2 Development Strategy ............................................................................................. 17
7.0 Financing (River Transport) ....................................................................................... 18
8.0 Target Population ........................................................................................................ 19
9.0 Security (River Transport) .......................................................................................... 20
10.0 Economic Activities in the area ................................................................................ 21
11.0 Types of Vessels ....................................................................................................... 22
12.0 Factors affecting Service Implementation ................................................................ 23
13.0 Conclusion ................................................................................................................ 24
14.0 References ................................................................................................................. 25
PAGE | 3
1.0 Introduction
Transportation Engineering is the planning, designing, building, operation and
maintenance of facilities for any mode of transportation in order to provide for the safe,
efficient, rapid, comfortable, convenient and economical movement of people and goods.
Evidently, in Guyana, there are three main modes of transportation - arranged from the
most popular to least popular; transportation by land (taxi and minibus services), water
(water taxis and the ferry) and air (flight services). Based on location, cost, availability
etc., one mode of transportation can be preferred than the other. As such, in certain
sparsely populated areas, where the terrain is difficult to traverse, river transportation can
be considered feasible.
The need for river transportation in areas located away from the main port, Georgetown,
has become a growing venture. Although these areas are not as populated as the main
hub, residents should be able to move freely between locations since the movement of
people and goods is necessary.
The main section of interest for this report is the Corentyne River, specifically the area
between Moleson Creek and Cow Falls. The population in this area is mostly found along
the banks of this river; therefore, it is evident that the main mode of transportation should
be by boat, although to some extent, land transportation is preferred by a selected few.
With focus on the possibility of establishing river transportation from Moleson Creek to
Cow falls, several critical factors must be considered. Some of these factors, which will
be discussed in this report, are location, political and social implications, financial factors,
target population, main economic activities in the area and the type of vessels that should
be utilized for such a service.
PAGE | 4
PAGE | 5
Orealla, an Amerindian Village between Moleson Creek and Cow Falls, can be accessed
from the Ituni to Kwakwani Road by taking the left branch of the trail. Cow Falls can be
accessed by taking the right branch of the trail (as shown on the access map).
2.2 River Course
In the Corentyne River, between Moleson Creek and Cow Falls there are a number of
rapids/ falls this can be observed from the topographic map along the river. Mr.
Gonsalves noted that the sport of fishing is sometimes done between Orealla and Cow
Falls.
When asked about travelling from Moleson Creek to Cow Falls by river, Mr. Gonsalves
stressed on the difficulty that would be encountered when crossing the rapids as the boats
would have to be portaged in these areas.
2.2 Boat Service between Moleson Creek and Cow Falls
When asked about planning and development of a boat service between Moleson Creek
and Cow Falls, Mr. Gonsalves related that it would be difficult, however, it is possible.
He highlighted that key factors to consider include:
Demand for the transportation system predicted to be low. Persons who would
welcome this form of transportation are loggers, sports fishermen and residents in
the area. Loggers however, use the Ituni- Kwakwani road; residents are familiar
with the river and know how to get by, and the number of sports fishermen would
contribute minimally to the demand.
Cost the distance to cover is approximately 170 km; this is very long and
therefore will be costly. Also, detours around the rapids would increase the cost.
PAGE | 6
The interviewers were concerned with piracy and the possibility of sandbanks being an
issue. Mr. Gonsalves was of the opinion that piracy would be very low, if none at all, and
that sand banks may pose as a problem during the dry season as such, relevant data
should be acquired.
3.0 Location
Moleson Creek, also known as Morrison Creek, and Cow Falls are located in the East
Berbice - Corentyne region of Guyana located about 160 km and 210 km NE of
Georgetown respectively. Cow Falls is approximately 170 km upstream of the Corentyne
River from Moleson Creek. It is spatially bounded to the east by Suriname. The section
of the Corentyne River between Moleson Creek and Cow Falls stretches over stock
sheets 39 NE, 39 NW, 39 SE, 38 SW, 47 NW, 47 SE, 47 SW and 46 SE. Moleson creek
is centred at longitude 570 11 W and latitude 50 46 N and Cow Falls at longitude 570
38 W and latitude 50 0 N.
PAGE | 7
PAGE | 8
PAGE | 9
4.0 Background
Transportation is the movement of people, animals and goods from one location to
another. Transport is important because it enables trade between persons, which is
essential for the development of civilizations. The goal for any business owner is to
minimize transportation costs while also meeting demand for products. Transportation
costs generally depend upon the distance between the source and the destination, the
means of transportation chosen, and the size and quantity of the product to be shipped. In
many cases, there are several sources and many destinations for the same product, which
adds a significant level of complexity to the problem of minimizing transportation
costs. Modes of transport include air, rail, road, water, cable, pipeline and space.
Water transport is the cheapest and the oldest mode of transport. The first kinds of water
transport were probably some types of canoes cut out from tree trunks. Earlier boats and
ships relied on being rowed and wind for propulsion, or a combination of both. Water
transportation operates on a natural track and hence does not require huge capital
investment in the construction and maintenance of its track except in case of canals. The
cost of operation of water transport is also very less compared to other modes of
transportation while taking into consideration that it has the largest carrying capacity and
is most suitable for carrying bulky goods over long distances. It has played a very
significant role in bringing different parts of the world closer and is indispensable to
foreign trade. The transport sector in Guyana comprise of the physical infrastructures,
docks and vehicle, terminals, fleets, ancillary equipment and service delivery of all the
various modes of transport. The transport services, transport agencies providing these
services, the organizations and people who plan, build, maintain, and operate the system,
and the policies that mold its development.
PAGE | 10
In Guyana where the road infrastructure is poorly advanced, water transportation serves
as the main mode of transportation. Moreover, with the widespread decentralization of
economic activity that is being proposed by the government, and with the corresponding
development of the interior regions of the country, the demand for water transportation
might increase rather than diminish. The infrastructure that supports water transport in
Guyana is located along the banks of the navigable rivers, namely, the Essequibo River,
Demerara River and Berbice River. In addition to the wharves and stellings that provide
coastal and inland linkages, there are facilities that handle both the country's overseas and
local shipping requirements.
The main port of Georgetown, located at the mouth of the Demerara River that comprises
of several wharves, most of which are privately owned. Draught constraints limit the size
of vessels using Georgetown's harbour to 15,000 tonnes deadweight (DWT). However,
recent improvements in the channel in the Berbice River have made it possible for ships
of up to 55,000 DWT to dock there. Guyana's foreign trade is handled by foreign
shipping companies. The largest bulk exports are bauxite and sugar, and the largest
volume imports are petroleum and wheat flour. Other important break-bulk exports
include rice and timber. Containers are used but because they are not part of the internal
transport system, they are loaded and unloaded at the ports. Rivers are used for moving
logs and account also for a significant share of those persons who travel to the interior. It
is estimated that about 1,000 kilometers of waterways in Guyana are utilized for
commerce in Guyana. In addition, drainage canals are important transport channels for
collecting sugar on the estates and for personal travel.
PAGE | 11
The Government's Transport and Harbour Department provides scheduled ferry services
in the Essequibo and Demerara rivers. Small privately owned river-craft (speed boats)
supplement these services. Since the opening of the Berbice River Bridge in December
2008 the Transport and Harbour Department has reduced its service to only one round
trip daily between Rosignol and New Amsterdam. Currently the only ferry service
consistently showing profit is The Parika-Adventure. There is also a ferry linking Guyana
and Suriname crossing the Corentyne River from Springlands (at Corriverton in Guyana)
to Nieuw Nickerie, a town in Suriname. Service for the remainder, in particular The
North West services, the Government provides a cross-subsidy funded out of the profits
that are always realized by the Harbour Branch of the Transport and Harbours
Department. Nevertheless, ferry operations have the potential to be profitable, provided
that capital investments are made to improve their physical assets. With the establishment
of a Maritime Administration and subsequently a National Sea Ports Authority the ferry
operations may be privatized or operated as a commercially viable independent agency.
The overall inadequacy of Guyanas transportation system goes against its social and
economic development in several ways. First, it increases production costs and, therefore,
reduces competitiveness, particularly in the mining and forestry sectors. Second, it
inhibits the capacity to fully utilise those natural resources (gold, timber, diamonds, and
soils suitable for agriculture) that are not located on the coastland. Third, by severely
limiting communication between those who live on the coast and those who inhabit the
hinterland, it effectively divides the country into two almost unbridgeable cultures.
Fourth, it acts as a barrier to the unity of the country in both a physical and spiritual sense
because they are not unified physically. Guyanese seem to find it difficult to think as
Guyanese, to act as if they are one nation. Fifth, it restricts the coastal population's
penetration of the interior, and forces coast landers to live in a cramped and crowded
manner on the coast, struggling and competing for land-space and other amenities, while
more suitable areas are available farther south. And sixth, failure to occupy the greater
part of the country might tend to bolster some of the claims of Guyana's neighbours to its
territory.
PAGE | 12
However, there is no record of this agreement and it is not binding because it was not
ratified by the authorities in the Netherlands. The legality of their agreement was
questioned by Governor Van Batenburg of Berbice in a despatch sent to the Directors of
Berbice in the Netherlands in 1794. It was also questioned by the owners of plantations in
Berbice. On receiving a reply from the Directors of Berbice, Governor Van Batenburg
decided that the western bank of the Corentyne River would be the boundary of the
colony of Berbice. He accepted the Willoughby charter which set Surinames boundary
one mile west of the Coppename River.
In 1796, Britain gained control of the colonies of Demerara-Essequibo and Berbice. In
1799, an agreement was signed between the Governors of Suriname and Berbice. It stated
that the entire west coast of the Corentyne would belong to Berbice while Suriname
would retain the post on the west bank of the river and the islands in the Corentyne River.
Suriname refers to this agreement to support its contention that the Corentyne is a
national river and not a border river. It is claimed that where a state possesses a river,
and cedes the territory on the other side of it, making the river the boundary, that state
retains the river, unless there is an express provision for the relinquishment of the rights
over the soil and jurisdiction over the bed of the river.
However, the agreement did not specifically state where the boundary would lie between
the two colonies. In 1814 Demerara-Essequibo and Berbice were ceded to Britain and in
1831 were united into a single colony British Guiana. In 1841, the British government
employed Sir R.H. Schomburgk to survey the boundaries of British Guiana. Schomburgk
explored the Corentyne River and discovered the Kutari and Curuni rivers which united
to form the source of the Corentyne River. Consequently, Schomburgk drew a map
showing the Kutari River as the source of the Corentyne. For the rest of the nineteenth
century Schomburgks map was used as a model by Dutch and English cartographers.
PAGE | 14
In 1871, Barrington Brown, a geologist, discovered a river to the west of the Kutari River
which he named the New River. He measured the Kutari River and found that it was 75
yards wide. When he measured the New River it was 272 yards wide. Brown concluded
that the New River was larger than the Kutari and that the latter was just a branch.
However, he drew a map showing the Kutari as the source and the New River as a
tributary of the Corentyne. W.L. Loth published a map of Suriname fixing the New River
as the source of the Corentyne in 1899. On October 3, 1899 the Arbitral Tribunal on the
British Guiana-Venezuela boundary dispute made a statement to the effect that the
Guiana border ended on the eastern side at the source of the Corentyne River called
Kutari. The Dutch authorities objected to this declaration. They claim that Barrington
Browns pronouncements show that the New River should be regarded as the source of
the Corentyne and should be considered the boundary instead of the Kutari River. Lord
Salisbury of the United Kingdom declared in 1900 that for years the Kutari River had
been accepted as the boundary by both the Dutch and the English. He stated that it was
too late for the decision to be changed.
In the twentieth century the debate continued unabated. In 1929, the Dutch became more
determined to exercise jurisdiction over the entire river because geologists felt that there
was the possibility that oil existed in the Corentyne River. During talks with the Dutch
the British requested that the Kutari be identified as the Southern line of the boundary
and that Guyanese receive certain rights as users of the rivers. However, although a draft
treaty was prepared, it was never signed because war broke out in Europe. In 1962, the
Dutch asked for negotiations for a new draft. They once again requested the cession of
the New River Triangle to Suriname. They asked that the boundary be drawn down the
middle of the river. Just before independence was granted to British Guiana, the Dutch
and the British held discussions about the border issue. British Guiana continued to claim
the New River Triangle. Lord Walston who represented the British government stated:
on the New River Triangle Her Majestys Government maintain very firmly their
sovereignty over the territory of British Guiana as defined by its present frontier.
Therefore, when Guyana became independent she would retain the same borders.
PAGE | 15
In 1967, the government of Guyana discovered that the Suriname government had sent a
land survey party into the New River Triangle. The Surinamese land survey party was
ordered to evacuate. The government of Guyana had not permitted the government of
Suriname to conduct a survey in the New River Triangle. The two governments agreed
that Suriname would not enter the New River Triangle again. Subsequently, Suriname
occupied the New River Triangle without the permission of the government of Guyana. A
camp and an airstrip were discovered by a Guyana Defence Force patrol in August 1969.
The Surinamese soldiers fired at the Guyanese, but the latter prevailed and the
Surinamese were forced to flee across the border. The Guyanese soldiers discovered a
well-furnished camp which could accommodate 50 men.
The government of Guyana sent letters of protest to the Netherlands and Suriname about
this violation of Guyanas territorial integrity. Subsequently, a military outpost, Camp
Jaguar, was established in the New River Triangle. Since the 1970s there has been no
incursion into the New River Triangle. The governments of Guyana and Suriname have
maintained fairly harmonious relations since 1975 when Suriname received her
independence from the Netherlands.
PAGE | 16
PAGE | 17
Create avenues for Development, since the local manufacturers would have a
more cheaper/economical mean of exporting their produces due to the fact that the
tariffs attached to the utilisation of the service would not be as expensive as if the
service was to be privatised.
PAGE | 18
PAGE | 19
The GDF - Coast Guard Arm can effectively play their part by continuously
monitoring the water ways for any unregistered cargo or boat that may try to gain
illegal entrances either for contraband operations, pirate attacks or terrorism.
Security is not only limited to terrorist and pirates attack; natural disasters also pose an
adverse effect on personal security of transportation users. How can we deal with such a
situation?
Effective, Accurate and Timely Public Advisories
PAGE | 20
Secondly, the coordination of all stake holders, state and local Governments is
primary in combating disasters (natural and industrial) when they present
themselves. This can be achieved when all of these entities react swiftly,
enhancing their first response capabilities, increase vigilance, and effectively
implementing measures to reduce the catastrophic effects of these disasters.
PAGE | 21
Barges the movement of cargo inland and the movement of produce be it logs,
minerals or agricultural produce outland are done mainly by barges. Generally,
barges are either pushed or towed by towboats on the inland waters and require
standard operating depths of at least 9 ft. (approximately 3 m). There are three
major types of barges are employed on the inland and inter-coastal waterways,
namely, the open hopper, the covered dry cargo, and the tank barge. The open
hopper barge is utilized to transport cargo that does not need protection from the
elements, such as coal, sand, and gravel. Cargoes that need protection, such as
grain, are shipped on covered dry cargo barges. Tank barges carry liquid
commodities, such as petroleum and chemicals. (National Spatial Data
Infrastructure, 2015)
Water Taxis These are similar to a bus service that is offered both commercially
and for private transportation purposes. In Guyana, water taxis are evident mostly
in urban areas and in some rural areas. The services offered by a water taxi are
similar to operations by a bus service such as scheduled stops to various locations
and special jobs. Water taxis in essence operate on demand and in some cases on
a schedule. The water taxis generally comprise of a timber framed boat with
timber sheds, lifeguard jackets, and outboard engines in accordance with the
Transport and Harbours Department with respect to Guyanas geography.
PAGE | 22
Geographical location
Access points
Political implications
Social considerations
Financing
Target population
Engineers Estimate
PAGE | 23
13.0 Conclusion
The need for river transportation in the Moleson Creek - Cow Falls area has gained the
attention of many; therefore, this report was established in order to assess the factors
governing the implementation of such a service in the area aforementioned. Such factors
included border issues, social implications, financial implications, target population,
security, prevalent economic activities in the area and the type of vessel that can be
utilized. Based on the information gathered on these key areas, it can be concluded that
the implementation of river transportation in the vicinity of the Moleson creek Cow
Falls area is feasible.
PAGE | 24
14.0 References
Black, W. R., 2000. SOCIAL AND ECONOMIC FACTORS IN TRANSPORTATION,
Washington DC: Transportation Research Board.
Cedric Joseph, Harold Sahadeo, Rudolph Collins, Odeen Ishmael. "History of the
Republic of Guyana." The Guyana - Suriname Boundary:A Historical Review, 2000.
Homeland Security, 2007 Critical Infrastructure and key resources sector-specific plan
as input to the National Infrastructure Protection Plan, Transportation Systems,
Available from: https://www.hsdl.org/?view&did=474328/. [September, 26, 2015]
Leete, R. & Sharil, N., 2008. Reflections from Sarawak's River - Improving River
Transport for Poor Communities. Kuala Lumpur: United Nations Development
Programme (UNDP).
Munro, Arlene. "The Guyana-Suriname boundary dispute, 1627-1969." 2002.
National Development Strategy. "Chapter 38." TRANSPORT DEVELOPMENT, 1996.
National Development Strategy. "Chapter 8." Transport, 2000.
National Spatial Data Infrastructure, 2015. National Spatial Data Infrastructure - Federal
Geographic Data Commitee. [Online]
Available at: https://www.fgdc.gov/nsdi/nsdi.html
[Accessed 27 September 2015].
Seddon, D., 2002. Transport Links. [Online]
Available at: www.transport-links.org/.../322_David%20Seddon%20Paper%201.pdf
[Accessed 27 September 2015].
PAGE | 25