The rationale for the construction of the canal was strategic and geopolitical, as the US government considered the project for the purpose of having just one fleet to defend the country’s shores in both the Atlantic and Pacific Oceans (McCullough 1977). First, the canal was built by the US without targeting Canadian economic outcomes.
2020, Hornbeck and Rotemberg 2021, Maurer and Rauch 2022), the specific case of Canada is interesting for two reasons. Though we are not the first to ask this question (Maurer and Yu 2008, Fajgelbaum and Redding 2014, Donaldson and Hornbeck 2016, Flückiger et al. 2022), we study how the opening of the canal affected county-level and aggregate manufacturing output, input use, and productivity in Canada from 1910 to 1939. We overcome this difficulty by studying how the Panama Canal, one of the most prominent engineering projects of the 20th century, transformed the economic geography of the Western hemisphere. In practice, this implies that we face a complication disentangling the projects’ benefits from the underlying causes or trends that motivated them. Decision makers might target places where the returns of these investments, economic or political, are higher. This leads us to ask: How do changes in transportation costs affect the location of economic activity and productivity dynamics?Ī key challenge that arises when addressing this question is that the placement of these projects is unlikely to be random. (2020) indicates that closing the Panama Canal today would reduce global welfare by 3.3%.
The construction of the Suez and Panama Canals led to reductions in transportation costs that dramatically widened the range of economic opportunities available to what were, then, remote places. Perhaps more importantly, they may have shaped the spatial distribution of economic activity. The episode served as a reminder of the obvious: the world’s great man-made waterways play a central role in today’s economy. Although the canal was blocked for a relatively short time, the event disrupted supply chains around the world and altered maritime traffic patterns. Kane Basin, the widest section of the strait, is characterized by a gradient in windspeed with higher speeds in the center of the basin and lower winds in the eastern basin that is the result of sheltering by the steep topography of the upstream Washington Land peninsula.On 23 March 2021, the Ever Given ran aground in the Suez Canal. Higher windspeeds occur in the vicinity of Smith Sound and are associated with a left-hand corner jet. We show that model resolution plays a role in the representation of both the mean and extreme winds along the strait through the ability to represent this ageostrophic flow. The strait has a width that varies from ∼40 to ∼100 km and as such the wind field is typically ageostrophic and controlled by the pressure gradient in the along-strait direction. Here we use weather station data from the region as well as two reanalyses and an operational analysis with nominal horizontal resolutions that vary from ∼30 to ∼2.5 km to characterize the wind field in the vicinity of the strait. However, its remote location has limited our knowledge of the winds along the strait.
The winds that blow along the strait play an important role in modulating ice and water exports from the Arctic Ocean as well as in helping to establish the Arctic's largest and most productive polynya that forms at its southern terminus. Nares Strait is the long and narrow strait bounded by steep topography that connects the Arctic Ocean's Lincoln Sea to the North Atlantic's Baffin Bay.
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