Port of Corpus Christi
Port of Corpus Christi is the fourth-largest port in the United States in total tonnage. Port Corpus Christi is located on Corpus Christi Bay in the western Gulf of Mexico, with a straight 45-foot-deep channel; the port is located close to downtown Corpus Christi in Nueces County, but the port is not part of the city or the county. Port Corpus Christi operates without receiving county, or state tax dollars, it is governed by an unpaid board of seven citizens, three of whom are appointed by the Nueces County Commissioners Court, one by the San Patricio County Commissioners Court, three by the Corpus Christi City Council. Port Corpus Christi handles over 80 million tons of cargo annually. Environmental initiatives are handled through the port's Environmental Management System. To fight crime and terrorism, public safety at Port Corpus Christi is handled by the Port Corpus Christi Police Department and its state-of-the-art security center; the need to build a deep-water port for Corpus Christi was realized after the devastating hurricane of September 14, 1919.
Local business leaders realized that a deep-water port was a necessary catalyst to the local economy. Construction of Port Corpus Christi began. On September 14, 1926, seven years to the day after the devastating hurricane, an official "statewide" celebration of the opening of the Port was held. At that time, the three navigation commissioners were Robert Driscoll, John W. Kellam of Robstown, W. W. Jones; the first port commission was appointed in 1923 with three members. In 1973, a special act of the legislature increased the number of commissioners to five, in 1983, another special act of the legislature increased the number to seven. In the early days of the port, cotton was king. Nueces County and surrounding counties were among the state's leaders in cotton production. Four cargo docks were ready; the use of the port from its opening was so great, after only two years in 1928, the port went to the people with an issue of an additional $1.5 million in bonds to build two more cargo docks. In 1930, the channel was deepened to 30 feet.
In the early 1930s, large oil fields were discovered in San Patricio and neighboring counties. Refineries began to locate along the port. From the mid-1930s, the major portion of the tonnage moved through the port shifted from cotton to petroleum and petroleum products. In 1985, the Port of Corpus Christi was designated as a foreign trade zone and in 1986, the agreements were entered into with the first two users; the port's FTZ has subzones which include portions of the facilities of most of the refineries near the Port of Corpus Christi. A channel depth of 45 ft reached La Quinta Channel in 1975. By 1989, the 45-ft depth reached through the inner harbor, giving Corpus Christi the deepest waterway of any port in the Gulf of Mexico at the time; the late 80's and early 90's brought diversification efforts to enhance the economic foundation of the port by attracting new cargoes, including steel products, refrigerated cargoes, military equipment, cruise ships, forest products, automobiles and more.
Port of Corpus Christi handles break bulk cargo, project cargo and gas, dry bulk, refrigerated cargo, containerized cargo, among other commodities. Cotton was the main cargo in its early days, is still traded through the port today. Texas is now the top wind energy production state in the United States, producing more wind energy than all but five countries, thus creating an increased demand for wind turbines; these turbines are a main cargo moving through Port Corpus Christi. In 2009, the US Army Corps of Engineers approved the dredging of La Quinta Channel extension ahead of the construction of the La Quinta multipurpose facility; this facility will provide Port Corpus Christi with the ability to handle an estimated 1 million 20-foot equivalent units annually. The top 10 commodities traded in 2014 are: In January 2004, the Port of Corpus Christi Authority developed and implemented an environmental management system through a Port EMS Assistance Project, it was a partnership effort with American Association of Port Authorities, the U.
S. Environmental Protection Agency, Global Environment and Technology Foundation for 11 ports to develop an EMS modeled after the ISO 14001 standard; the development and implementation took two years to complete and since that time Port Corpus Christi has been maintaining an award-winning EMS program. In 2007 Port Corpus Christi received ISO 14001 certification of its EMS program and continues to maintain this certification. In 2010, Port of Corpus Christi received a grant from the EPA to repower its existing 1,000-horsepower locomotive switch engine with two 700-hp GENSET engines to help reduce diesel emissions at the port. In 2011, the construction of six wind turbines began on port property; this is projected to provide over 30 million kilowatt-hours of clean energy power per year
A berth is a designated location in a port or harbour used for mooring vessels when they are not at sea. Berths provide a vertical front which allows safe and secure mooring that can facilitate the unloading or loading of cargo or people from vessels. Berth is the term used in ports and harbors for a designated location where a vessel may be moored for the purposes of loading and unloading. Berths are designated by the management of a facility. Vessels are assigned to berths by these authorities. Most berths are alongside a jetty or a floating dock. Berths are either specific to the types of vessel that use them; the size of the berths varies from 5–10 m for a small boat in a marina to over 400 m for the largest tankers. The rule of thumb is that the length of a berth should be 10% longer than the longest vessel to be moored at the berth; the following is a list of berth types based on the method of construction: Solid Structure Berth In these berths, a solid vertical structure is created to contain fill material, brought all the way to the structure.
They can be constructed using either a gravity wall structure where the front wall of the structure uses its own weight and friction to contain the fill or with a sheet pile structure where an anchoring plate is used to contain the weight of the fill dirt. Open Structure Berth Open berths feature structures supported by piles set off shore from the natural extent of the land or the farthest extent of fill dirt; this style of berth can offer more flexibility in the specificity of construction but presents more complicated dredging projects afterwards and limits the amount of weight the berth is able to support and resist. The following is a list of berth types based on the method of geometry: Finger Pier Used to maximize the berthing space per length of waterfront. Finger piers are used for small to medium vessels associated with passenger travel. Finger piers can be used for dangerous cargoes such as military Equipment that can not be used with offshore berths because of the weight and equipment requirements.
In these instances long finger piers allow for far reach far off shore with access for rail or other cargo moving methods on the pier. Offshore Berth Used. Offshore berths are created for berthing of oil and gas vessels, they contain stand alone structures called dolphins which have fenders and bollards located to based on the geometry of the vessels which would call the berth. The following is a list of berth types based on cargo of the ships calling: Bulk Berth Used to handle either dry or liquid bulk cargo. Vessels are loaded using conveyor belts, and/or pipelines. Storage facilities for the bulk cargo are alongside the berth – e.g. silos or stockpiles. Container Berth Used to handle standard intermodal containers. Vessels are loaded and unloaded by container cranes, designed for the task; these berths will feature large areas of land for container handling near the berth and will have significant equipment on dock to facilitate rapid movement of containers on and off the vessels. Alongside the quay there is a large flat area used to store both the imported and exported containers.
General Berth Used to handle smaller shipments of general cargo. Vessels using these would have their own lifting gear, but some ports will provide mobile cranes to do this; these are common at smaller ports where special project cargo is common. Lay Berth A berth used for idle vessels. Vessels being put on the hook can use these as intermediate points between operational use and mothballing at an off shore mooring; these berths will feature little land side access or equipment except what is needed to secure the vessel. Lay-by Berth A general berth for use by vessels for short term waiting until a loading or discharging berth is available; these berths can feature basic amenities for fuel and utilities to sustain a crew and vessel until the destination berth is available. Liquid Berth Used to handle gas related products. Berths are placed offshore to keep safe zone of operation from rest of port operations. Vessels are loaded via loading arms containing the pipe lines. Cargo is the pumped back on shore through pipelines, which are submerged.
Storage facilities for the products are some distance away from the berth and connected by these pipelines. Marina Berth Used to allow the owners of leisure craft off their boats. Alongside pontoons and accessed by hinged bridges to the shore. Marina berths are built with modular capabilities to adjust the berth size for various shapes and sizes of recreational craft. Specialized equipment for keeping boats out of the water is a frequent feature; this allows the vessel to be removed from the negative effects of wave action on the hull and helps prevent organic growth on the hull. Z Berth Suitable for nuclear-powered warships, part of an operational Naval base or a building and refitting yard. All X-berths have as an integral part of their safety arrangements a permanent health physics department, a local emergency monitoring organisation and a local safety plan prepared under the auspices of a local liaison committee
La Porte, Texas
La Porte is a city in Harris County, United States, within the Bay Area of the Houston–Sugar Land–Baytown metropolitan area. As of the 2010 census, the city population was 33,800. La Porte is the fourth-largest incorporated city in Harris County; when La Porte celebrated its centennial in 1992, it was the home of Barbours Cut Terminal, operated by the Port of Houston Authority since 1977. Fifteen years the Port of Houston's newest addition, Bayport Terminal, was established just south of La Porte; the area around La Porte has served an important role in international trade since the 1970s. The area around modern La Porte gained fame early in Texas history as the location of the Battle of San Jacinto on April 21, 1836, which ended the Texas Revolution, establishing the independence of the Republic of Texas from Mexico; the San Jacinto Monument, in the unincorporated area of La Porte, commemorates the battle. During the early 20th century the 1920s and 1930s, La Porte's Sylvan Beach became a nationally known tourist destination attracting some of the nation's most well-known entertainers.
As a result of changing economics in the Houston area and beach erosion, the tourist business declined while industrial development in the area grew. During World War II and afterward, La Porte's economy shifted toward petroleum/petrochemicals and shipping, which developed as the dominant industries in the Pasadena-Baytown area; the community of La Porte was founded in 1892 as a speculative real estate venture by an investment group. A 22-acre public space known as Sylvan Grove was reserved by the waterfront; the area around Sylvan Grove soon was developed with amenities including bathhouses, boating piers, a Victorian hotel with a dance pavilion. La Porte became the most popular tourist destination in the Houston area. Sylvan Grove Park was acquired in 1896 by a company known as Adoue and Lobit and renamed Sylvan Beach. Cottage retreats were built around the waterfront. In 1900, the devastating Galveston Hurricane hit the shoreline damaging the community's attractions; as the Texas Oil Boom took hold beginning in 1901, neighboring Houston became home to many wealthy businessmen, La Porte rebuilt and re-established itself as a tourist center.
It was, damaged again by a major fire and another hurricane in 1915. The community rebuilt again. During the 1920s and 1930s Sylvan Beach Amusement Park became a nationally recognized destination, featuring beauty contests and regular performances by famous bands, in addition to a growing gallery of amenities; some of the most well-known performers of the era, including Guy Lombardo, the Dorsey Brothers, Phil Harris, Benny Goodman, appeared at the park. In the 1930s the park was revamped, with additions of a large boardwalk, amusement rides, many other attractions; the residential community remained small, supported by Sylvan Beach tourism and the nearby Bay Ridge community, an area of beachfront summer homes in neighboring Morgan's Point built by wealthy Houstonians. The beachfront began to physically shrink beginning around 1928 because of erosion from the wakes of shipping traffic, land subsidence resulting from the extraction of groundwater in the area due to development. Gas rationing in World War II slowed tourism.
A hurricane in 1943 destroyed most of the tourist attractions. Most of the damaged structures at Sylvan Beach were never rebuilt after this time, as the area was changing, La Porte's tourist industry declined. By the 20th century, erosion had eliminated the beach; as shipyards and industrial plants in World War II were developed in nearby communities such as Pasadena and Deer Park, the community's residents became more dependent on these businesses. The opening of the La Porte-Baytown tunnel in 1954 further spurred development; the establishment of the Johnson Space Center in the nearby Clear Lake Area, the Barbours Cut shipping terminal in neighboring Morgan's Point, the Bayport Industrial District within La Porte's jurisdiction have made the community successful as part of the Houston area's industrial heartland. Much of the history of La Porte's glory years as a tourist haven has been preserved by the La Porte Bay Area Heritage Society. Plans have been discussed for many years to restore La Porte's status as a tourist destination.
A project to restore the beachfront at Sylvan Beach Park began in 2009 and finished in 2013, with sand brought in from other areas and dredging operations. Other plans, including building a large hotel on the shoreline, have been discussed as well. According to the United States Census Bureau, the city has a total area of 20.0 square miles, of which 18.6 square miles is land and 1.4 square miles, or 6.91%, is water. La Porte has many small 1940s frame houses; the climate in this area is characterized by hot, humid summers and mild to cool winters. According to the Köppen Climate Classification system, La Porte has a humid subtropical climate, abbreviated "Cfa" on climate maps. La Porte contains many communities. Lomax was once a separate jurisdiction; as of the census of 2000, there were 31,880 people, 10,928 households, 8,578 families residing in the city. The population density was 1,683.3 people per square mile. There were 11,720 housing units at an average density of 618.8 per square mile. The racial makeup of the city was 81.39% White, 6.25% Black or African American, 0.48% Native American, 1.13% Asian, 0.08% Pacific Islander, 8.52% from other races, 2.15% from two or more races.
20.45% of the population were Hispanic or Latino of any race. There were 10,928 households out of which 43.2% had children under the age
Galveston Bay Area
The Galveston Bay Area known as Bay Area Houston or the Bay Area, is a region that surrounds the Galveston Bay estuary of Southeast Texas in the United States, within Houston–The Woodlands–Sugar Land metropolitan area. The term refers to the mainland communities around the bay and excludes Galveston as well as most of Houston. Part of the pirate kingdom of Jean Lafitte, this area played a role in the early history of Texas having been the site of some early rebellions against Mexican rule and the site of the victory of the Texas army over the Mexican army during the Texas Revolution. Ranching interests became early economic drivers around the bay; as the nearby cities of Galveston and Houston developed as commercial centers, the Bay Area communities became part of a principal commercial corridor between the cities. The Bay Area is the location of NASA's Lyndon B. Johnson Space Center which houses the Christopher C. Kraft Jr. Mission Control Center; the City of Houston's official nickname as "Space City" is derived from this.
In addition, a large tourist attraction for area visitors is Space Center Houston. The landscape around the bay features a mix of swamps, industrial facilities, tourist attractions, historic sites; the area's developing population is ethnically diverse with a growing international community. The communities host cultural events ranging from musical theater to fairs and rodeos; the bay itself supports a commercial fishing industry and features one of the highest concentrations of marinas in the nation. On land the area holds numerous historic sites such as the San Jacinto Monument, many parks and nature preserves such as the Armand Bayou Nature Center; the shores of Galveston Bay are home to communities. The region is part of the larger Houston–Sugar Land–Baytown Metropolitan Area. Though the term Bay Area in its broadest sense refers to all communities near the shoreline, some sources, such as the Bay Area Houston Economic Partnership, use more limited definitions referring more to the clusters of communities nearest to Houston.
The following communities lie on the shores of Galveston Bay proper and Trinity Bay, the two main components of the Galveston Bay complex: Anahuac, Baytown, Beach City, Kemah, La Porte, Morgan's Point, Shoreacres, Texas CityThe BAHEP and the Clear Lake Area Chamber of Commerce include the following additional communities in their membership: Clear Lake superneighborhood of Houston, Clear Lake Shores, Deer Park, Dickinson, El Lago, League City, Nassau Bay, Taylor Lake Village, Webster. Some additional communities such as La Marque, adjacent to Texas City, are treated as bayside communities by some sources; the Bay Area can be sub-divided based on the histories and economic connections of the different communities. The Pasadena–Baytown area, including Deer Park and La Porte, straddles the Houston Ship Channel and has since the world wars been defined by the heavy industry along its shores; the two towns have distinct histories with Baytown having become tied to the oil industry earlier and Pasadena having a longer history tied to ranching and agriculture before petrochemicals came to dominate.
But in modern times their fortunes have been tied by their cores of heavy industry. The Clear Lake Area includes numerous communities and municipalities surrounding Clear Lake between Pasadena and the bay; this area owes its recent growth and prosperity directly and indirectly to the Johnson Space Center, has been traditionally characterized by a large white collar workforce and its prolific middle- and upper-middle-class neighborhoods. The area is sometimes seen as the heart of the Bay Area in spite of the relative youth of its history; the Texas City area includes La Marque and surrounding communities. Until this area and Galveston together were treated by the federal government as a metro area distinct from Houston; the area's prosperity revolves to a great degree around the Port of Texas City and the heavy industry around it. The bayside region of Chambers County encompasses the shoreline of Trinity Bay, on the northeast side of the bay complex; this area includes Anahuac as its largest community.
Some of the area remains semi-rural and oriented to agriculture and commercial fishing but petroleum and chemical processing are significant industries as well. Urban development is more limited giving the area rural atmosphere; this area's history is somewhat distinct from the other areas around the bay as it is not part of the once crucial commercial corridor between Galveston and Houston. Prior to European settlement the area around Galveston Bay was settled by the Karankawa and Atakapan tribes, who lived throughout the Gulf coast region. Spanish explorers such as the Rivas-Iriarte expedition and José Antonio de Evia charted the bay and gave it its name. In 1816 the pirate Louis-Michel Aury established a settlement on Galveston Island but was soon succeeded by the pirate Jean Lafitte. Lafitte transformed Galveston and the bay into a pirate kingdom establishing bases and hide-outs at locations such as Trinity Bay, Clear Lake, Eagle Point. In 1821, the United States Navy ousted Lafitte and the colony was abandoned.
Following its declaration of independence from Spain the new nation of Mexico moved to colonize its northern territory of Texas by offering land grants to settlers both from within Mexico and from the nearby United States. Small settlements such as Lynchburg and San Jacinto were established around the bay and in 1830 Mexican authorities created a customs and garrison po
Gulf Intracoastal Waterway
The Gulf Intracoastal Waterway is the portion of the Intracoastal Waterway located along the Gulf Coast of the United States. It is a navigable inland waterway running 1,050 mi from Carrabelle, Florida, to Brownsville, Texas; the waterway provides a channel with a controlling depth of 12 ft, designed for barge transportation. Although the U. S. government proposals for such a waterway were made in the early 19th century, the Gulf Intracoastal Waterway was not completed until 1949. Locations along the Gulf Intracoastal Waterway are defined in terms of statute miles east and west of Harvey Lock, a navigation lock in the New Orleans area located at 29.909°N 90.084°W / 29.909. The Hathaway Bridge in Panama City, for example, is at mile 284.6 EHL. The Queen Isabella Causeway Bridge at South Padre Island is at mile 665.1 WHL. The Gulf Intracoastal Waterway crosses or meets, in some cases is confluent with, numerous other navigable rivers and waterways, they include: Apalachicola River Atchafalaya River Bayou Lafourche Bayou Terrebonne Calcasieu River Calcasieu Ship Channel Delcambre Canal Houston Ship Channel Industrial Canal Lower Mississippi River Mississippi River-Gulf Outlet Canal Mobile Bay Pearl River Sabine-Neches Waterway Neches River Sabine Lake Sabine River Santa Rosa Sound The Rigolets Vermilion River Many of the busiest ports in the United States in terms of tons of cargo are located on or near the Gulf Intracoastal Waterway.
Notable ports on or near the waterway include: Florida Apalachicola, Florida Carrabelle, Florida Panama City, Florida Pensacola, FloridaAlabama Mobile, Alabama - Ranked 9th busiestMississippi Gulfport, Mississippi Pascagoula, Mississippi - Ranked 21st busiestLouisiana Baton Rouge, Louisiana - Ranked 10th busiest Houma, Louisiana - Ranked 88th busiest Intracoastal City, Louisiana Lake Charles, Louisiana - Ranked 12th busiest Larose, Louisiana Morgan City, Louisiana New Orleans, Louisiana - Ranked 7th busiest Port Allen, Louisiana Port of South Louisiana - Ranked as busiest port in the United StatesTexas Beaumont, Texas - Ranked 4th busiest Brownsville, Texas - Ranked 72nd busiest Corpus Christi, Texas - Ranked 8th busiest Galveston, Texas - Ranked 48th busiest Houston, Texas - Ranked 2nd busiest Port Arthur, Texas - Ranked 18th busiest Port Lavaca - Point Comfort, Texas - Ranked 50th busiest Texas City, Texas - Ranked 14th busiest Victoria, Texas - Ranked 73rd busiest Waterways along and crossings of the Gulf Intracoastal Waterway IHNC Lake Borgne Surge Barrier Gulf Intracoastal Waterway West Closure Complex
Canals, or navigations, are human-made channels, or artificial waterways, for water conveyance, or to service water transport vehicles. In most cases, the engineered works will have a series of dams and locks that create reservoirs of low speed current flow; these reservoirs are referred to as slack water levels just called levels. A canal is known as a navigation when it parallels a river and shares part of its waters and drainage basin, leverages its resources by building dams and locks to increase and lengthen its stretches of slack water levels while staying in its valley. In contrast, a canal cuts across a drainage divide atop a ridge requiring an external water source above the highest elevation. Many canals have been built at elevations towering over valleys and other water ways crossing far below. Canals with sources of water at a higher level can deliver water to a destination such as a city where water is needed; the Roman Empire's aqueducts were such water supply canals. A navigation is a series of channels that run parallel to the valley and stream bed of an unimproved river.
A navigation always shares the drainage basin of the river. A vessel uses the calm parts of the river itself as well as improvements, traversing the same changes in height. A true canal is a channel that cuts across a drainage divide, making a navigable channel connecting two different drainage basins. Most commercially important canals of the first half of the 19th century were a little of each, using rivers in long stretches, divide crossing canals in others; this is true for many canals still in use. Both navigations and canals use engineered structures to improve navigation: weirs and dams to raise river water levels to usable depths. Since they cut across drainage divides, canals are more difficult to construct and need additional improvements, like viaducts and aqueducts to bridge waters over streams and roads, ways to keep water in the channel. There are two broad types of canal: Waterways: canals and navigations used for carrying vessels transporting goods and people; these can be subdivided into two kinds:Those connecting existing lakes, other canals or seas and oceans.
Those connected in a city network: such as the Canal Grande and others of Venice Italy. Aqueducts: water supply canals that are used for the conveyance and delivery of potable water for human consumption, municipal uses, hydro power canals and agriculture irrigation. Canals were of immense importance to commerce and the development and vitality of a civilization. In 1855 the Lehigh Canal carried over 1.2 million tons of anthracite coal. The few canals still in operation in our modern age are a fraction of the numbers that once fueled and enabled economic growth, indeed were a prerequisite to further urbanization and industrialization – for the movement of bulk raw materials such as coal and ores are difficult and marginally affordable without water transport; such raw materials fueled the industrial developments and new metallurgy resulting of the spiral of increasing mechanization during 17th–20th century, leading to new research disciplines, new industries and economies of scale, raising the standard of living for any industrialized society.
The surviving canals, including most ship canals, today service bulk cargo and large ship transportation industries, whereas the once critical smaller inland waterways conceived and engineered as boat and barge canals have been supplanted and filled in, abandoned and left to deteriorate, or kept in service and staffed by state employees, where dams and locks are maintained for flood control or pleasure boating. Their replacement was gradual, beginning first in the United States in the mid-1850s where canal shipping was first augmented by began being replaced by using much faster, less geographically constrained & limited, cheaper to maintain railways. By the early 1880s, canals which had little ability to economically compete with rail transport, were off the map. In the next couple of decades, coal was diminished as the heating fuel of choice by oil, growth of coal shipments leveled off. After World War I when motor-trucks came into their own, the last small U. S. barge canals saw a steady decline in cargo ton-miles alongside many railways, the flexibility and steep slope climbing capability of lorries taking over cargo hauling as road networks were improved, which had the freedom to make deliveries well away from rail lined road beds or ditches in the dirt which couldn't operate in the winter.
Canals are built in one of three ways, or a combination of the three, depending on available water and available path: Human made streamsA canal can be created where no stream presently exists. Either the body of the canal is dug or the sides of the canal are created by making dykes or levees by piling dirt, concrete or other building materials; the finished shape of the canal as seen in cross section is known as the canal prism. The water for the canal must be provided like streams or reservoirs. Where the new waterway must change elevation engineering works like locks, lifts or elevators are constructed to raise and lower vessels. Examples include canals that connect valleys over a higher body of land, like Canal du Midi, Canal de Briare and the Panama Canal. A canal can be constructed by dredging a channel in the bottom of an existing lake; when the channel is complete, the lake is drained and the channel becom
A waterway is any navigable body of water. Broad distinctions are useful to avoid ambiguity, disambiguation will be of varying importance depending on the nuance of the equivalent word in other languages. A first distinction is necessary between maritime shipping routes and waterways used by inland water craft. Maritime shipping routes cross oceans and seas, some lakes, where navigability is assumed, no engineering is required, except to provide the draft for deep-sea shipping to approach seaports, or to provide a short cut across an isthmus. Dredged channels in the sea are not described as waterways. There is an exception to this initial distinction for legal purposes, see under international waters. Where seaports are located inland, they are approached through a waterway that could be termed "inland" but in practice is referred to as a "maritime waterway"; the term "inland waterway" refers to navigable rivers and canals designed to be used by inland waterway craft only, implicitly of much smaller dimensions than seagoing ships.
In order for a waterway to be navigable, it must meet several criteria: it must be deep enough to accommodate vessels loading to the design draft. Vessels using waterways vary from small animal-drawn barges to immense ocean tankers and ocean liners, such as cruise ships; the European Conference of Ministers of Transport established in 1953 a classification of waterways, expanded to take into account the development of push-towing. Europe is a continent with a great variety of waterway characteristics, which makes this classification valuable to appreciate the different classes of waterway. There is a remarkable variety of waterway characteristics in many countries of Asia, but there has not been any equivalent international drive for uniformity; this classification is provided by the UN Economic Commission for Europe, Inland Transport Committee, Working Party on Inland Water Transport. A low resolution version of that map is shown here. Media related to Waterways at Wikimedia Commons Blue Book on European inland waterways - access to the Blue Book database.
The objective of the “Blue Book” is to establish an inventory of existing and envisaged standards and parameters of "E-waterways" and ports in Europe and to show, on an internationally comparable basis, the current inland navigation infrastructure parameters prescribed on the Agreement on Main Inland Waterways of International Importance Waterscape - Britain's official guide to canals and lakes