civ 4101 project no.1 final

7/25/2019 CIV 4101 Project No.1 Final

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Transportation Engineering | CIV 4101

Lecturer Mr. M. Veecock

FACULTY OF TECHNOLOGY

Department of Civil Engineering

Project No. 1


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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


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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


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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.


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2.0 Interview Notes

Interviewee: Mr. E. Gonsalves

Interviewers: T. Bunbury, G. Ifill, S. Liu, T. McIntosh, N. McPherson, K. Sue

2.1 Access to the area between Moleson Creek and Cow Falls

Bauxite Mining

In 1977, two bauxite entities namely the Linden Mining Enterprise Limited (LINMINE),

formerly known as the Guyana Bauxite Company Limited (GUYBAU), and the Berbice

Mining Enterprise Limited (BERMINE) were merged under the Guyana Mining

Enterprise Limited (GUYMINE)

LINEMINE + BERMINE = GUYMINE

The move of nationalizing both bauxite entities set the stage for a closely-knit unit

making it more economical to coordinate the functions of GUYBAU and BERMINE

under one holding.

As a result of this joint venture, the bauxite company GUYMINE established a physical

connection between the Linden Operations and Berbice Operations the road from Ituni

to Kwakwani with a pontoon service to cross the river.

Access from Georgetown to Moleson Creek

Georgetown Skeldon by air or overland, Skeldon to Moleson Creek by water.

Access from Georgetown to Cow Falls

Georgetown to Linden by air or overland, Linden to Ituni to Cow Falls by land.

Georgetown to Kwakwani by air or overland, Kwakwani to Cow Falls by land

(which takes 4-6 hrs).


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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.

Schedule for Transportation Since the demand is expected to be low, a survey

should be done to find out how many people want to travel and at what periods.

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.


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International Discussions Guyana owns the Corentyne River up to the high

water mark. Suriname and Guyana will need to have discussions about the boat

service.

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 57011 W and latitude 5046 N and Cow Falls at longitude 570

38 W and latitude 5

0

0 N.


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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.


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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 tonnesdeadweight (DWT). However,

recent improvements in the channel in the Berbice River have made it possible for ships

of up to 55,000DWT to dock there. Guyana's foreign trade is handled by foreign

shipping companies. The largest bulk exports arebauxite 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 movinglogs 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.
https://en.wikipedia.org/wiki/Deadweight_tonnagehttps://en.wikipedia.org/wiki/Deadweight_tonnagehttps://en.wikipedia.org/wiki/Bauxitehttps://en.wikipedia.org/wiki/Bauxitehttps://en.wikipedia.org/wiki/Deadweight_tonnagehttps://en.wikipedia.org/wiki/Deadweight_tonnage


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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, providedthat 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, andsoils 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.


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5.0 Border Issues

Guyana is the only English-speaking nation on the continent of South America. It

received its independence from the British in 1966. Brazil, Venezuela and Suriname are

her immediate neighbours. When Guyana became a nation in 1966, it retained the same

borders that the British had controlled. However, Suriname is claiming the forested

region which lies between the Kutari and New Rivers. The area is about 6,000 square

miles.

According to international convention, a river that lies from its source to its mouth within

one state should be viewed as a national river. The state in which it lies has full control

over it. However, other rivers may lie partly within the state and these have beendesignated successive or non-national rivers. Finally, there are rivers which form the

boundary between two or more states. These rivers have been termed Boundary Rivers.

The Guyana government bases its claims on maps which were printed in British Guiana

in 1913 and 1924 which placed the boundary between the two colonies along the thalweg

(deepest channel) of the Corentyne. This boundary was recognised by the Dutch in the

early 1930s. The Suriname government contends, however, that the Corentyne River is a

national river. In 1967, the government of Suriname stated that in a treaty signed in 1799between the Dutch and the British all of the territory west of the Corentyne river was

ceded to the colony of Berbice and the border was the left bank of the Corentyne from its

mouth to its source. The Suriname government claims that the Corentyne is a national

river which lies within its territory and not a boundary river.

When the Dutch West India Company gave Abraham van Pere permission to colonize

Berbice in 1627, no boundaries were demarcated. However, in 1662 twelve years after

Suriname was colonized by Lord Willoughby, Charles 11 of England gave him a charterdelineating the western boundary of that colony one mile west of the Coppename River.

Five years later, in 1667, Suriname was ceded by the English to the Dutch. In the 1680s

Van Pere of Berbice and Cornelis van Aersen van Somelsdyk, the governor of Suriname,

decided that Devils creek, situated west of the Corentyne River, would be the boundary

between their plantations and colonies.


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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.


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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 ofthe 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 Dutchthe 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.


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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.


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6.0 Social Implications

According to Leete & Sharil (2008), river transportation is essential for communities

especially the poor ones to access schools, clinics and markets. These social impacts tend

to have critical effect on those in consideration. Effective transport along the river can

help connect rural communities to urban areas and decrease isolation within these

neighbouring communities. In addition, river transport can aid in providing employment

opportunities not only for the people providing the service but also those who can easily

get to their workplaces on time without walking long trails.

6.1 Management and Education

There are some problems that arise due to river transportation and as such, management

and education can play a major role in reducing these issues. Community-based eco-

tourism can be implemented along the river communities as to help increase awareness of

sustainable river management.

For instance, an investigation in the development of potential and sustainable riverine

tourism in Bangladesh was done and in was found that some four million people are said

to earn their living transporting foods and passengers along the countrys waterways,

providing an estimated 60% of all employment in the transport sector lessons and

knowledge gleamed from UNDP global knowledge network (Leete & Sharil, 2008).

6.2 Development Strategy

It should be noted that for the development of the river transportation service, emphasis

must be placed on the lives and livelihoods of the various social groups from the

communities and how they will be affected. These transport development strategies is

ultimately a social issue and it also involves the technology that will be implemented andthe improvement of access and accessibility to valued goods and services for the people

of the community and those that will benefit from it.


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7.0 Financing (River Transport)

This River Transportation should be solely operated and maintained by the Government

of Guyana but they should not fund the entire project, since such projects can place a

heavy strain on the states financial resources. This can be made possible after the

Government of Guyana conducts a thorough feasibility study into the economic viability

of the implementing such a service in that particular area.

Thereafter, a proposal can be made to the Surinamese Government and also reputable

foreign N.G.Os organisation namely Inter Development Bank, USAID, UNAID, Oxfam,

UNDP, CDB etc., requesting monetary assistance amounting to a substantial sum to

offset the execution of the project.

This grant/loan will be paid subsequent to the operation of the facility, where the net

returns/ profits would repay these grants over a stipulated timeline thus at the completion

of the payments the Transportation service would be fully owned, maintained and

subsidised by Guyanas Government.

The Governments intervention financial wise in such a major project would seek to also:

Develop a stronger relationship with the Surinamese Government as it relates tostock exchanges/ trading especially with commodities frequently exported.

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.

Any cheap transportation service would gain majority of the commuters

preference whether foreign or local citizens. Relating to the latter, Guyana will

experience a boost in its Tourism industries in the long run given to the fact that

tourists would be encouraged to use the river service since it is more

economical/cheap.


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8.0 Target Population

Seddon stated that transport is a means to specific ends. It is ultimately to improve

peoples lives and livelihoods of people. Therefore, the population that will benefit from

the river transportation along the Corentyne River between Moleson Creek and Cow Falls

will be the villagers from Orealla, and those between Moleson Creek and Cow Falls.

These villages are currently accessed by trails and waterways.

In addition, the community population would have different needs and to some extent

demand for the river transportation. Whether it be the needs of children to travel to school

regularly or the need for adults and older people to access markets, clinics, health centres,

the need for men to travel and transport goods more easily or the need for women totravel, share news and gossip as well as work or the need for short distance visiting to

local village temples, mosques and other religious places.

However, between Orealla and Cow falls, these areas are known for sports such as

fishing and small-scale farming. Also, logging is active between the villages and may

thus contribute to the demand of the river transportation once it is feasible.


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9.0 Security (River Transport)

Maritime transportation is a critical and integral mode of transportation in the Orealla

Mission area, since the central hub for business and/or stock exchange is miles away in

the heart of the country. This sectors security risks are evident namely by attacks from

pirates and disasters (natural and industrial). How can we deal with such a situation?

Implementation of a more effective Coast Guard System

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.

Increase presence of the Disciplinary Forces

There are no evidences of a heavy presence of Disciplinary forces (Police and

Army) in neighbouring communities or directly at these river bordering points,

the GPF and GDF would have the necessary resources (tactically trained experts)

to observe any strange/ abnormal behaviour displayed by any individual/s that

pose as a potential threat and swiftly respond to save thousands of lives if that

may be the case.

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

In light of this the Guyana Meteorological Centre should develop a closer/

effective relationship with the transportation sector so as to properly informand publish all Public Advisories as it relates to any river storm, natural

disasters etc.


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Increase discussions/involvements with the Public and Private Sectors.

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.

10.0 Economic Activities in the area

The following is a list of the economic activities present in the area of interest- the

Corentyne River, specifically between Moleson Creek and Cow Falls.

Logging ( in Cow Falls area)

Fishing (mainly game fishing)


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11.0 Types of Vessels

Guyana, the land of many waters, will always be a challenging country to traverse.

Decades ago, the colonial administration devised a public road, river and rail transport

system. However, this assessment focuses on a river transportation network and the

planning necessary for such a network. Various vessels can be utilised in such a network

but however, each network may pose some constraint and as such the appropriate vessels

should be selected to confirm to conditions along the route such as the bathymetry of the

river bed, potential rapids, sand banks, sailing lanes, compromised channels and much

more to mention. The vessels that can be utilised in this river transportation network are

as follows:

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.


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12.0 Factors affecting Service Implementation

In the implementation of any transportation network and its consequent service to the

public and private sectors, several factors are to be taken into consideration and are as

follows:

Geographical location

Access points

Political implications

Social considerations

Economic activities in the area

Financing

Target population

Navigation along the route of the network.

Overview from the agencies in control

Existing infrastructure and future infrastructural developments

Security and safety regulations

Tidal and bathymetric data for the area

Proposed vessels to be utilised

Engineers Estimate


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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.


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14.0References

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,

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