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C. Northcote Parkinson

Cyril Northcote Parkinson (30 July 1909 – 9 March 1993) was a British naval historian and author of some 60 books, the most famous of which was his best-seller Parkinson's Law (1957), in which Parkinson advanced the eponymous law stating that "work expands so as to fill the time available for its completion", an insight which led him to be regarded as an important scholar in public administration and management.

Early life and education
The youngest son of William Edward Parkinson (1871–1927), an art master at North East County School and from 1913 principal of York School of Arts and Crafts, and his wife, Rose Emily Mary Curnow (born 1877), Parkinson attended St. Peter's School, York, where in 1929 he won an exhibition to study history at Emmanuel College, Cambridge. He received a BA degree in 1932. As an undergraduate, Parkinson developed an interest in naval history, which he pursued when the Pellew family gave him access to family papers at the recently established National Maritime Museum. The papers formed the basis of his first book, Edward Pellew, Viscount Exmouth, Admiral of the Red. In 1934, then a graduate student at King's College London, he wrote his PhD thesis on Trade and War in the Eastern Seas, 1803–1810, which was awarded the Julian Corbett Prize in Naval History for 1935.

Academic and military career
While a graduate student in 1934, Parkinson was commissioned into the Territorial Army in the 22nd London Regiment (The Queen's), was promoted to lieutenant the same year, and commanded an infantry company at the jubilee of King George V in 1935. In the same year, Emmanuel College, Cambridge elected him a research fellow. While at Cambridge, he commanded an infantry unit of the Cambridge University Officers' Training Corps. He was promoted to captain in 1937.

He became senior history master at Blundell's School in Tiverton, Devon in 1938 (and a captain in the school's OTC), then instructor at the Royal Naval College, Dartmouth in 1939. In 1940, he joined the Queen's Royal Regiment as a captain and undertook a range of staff and military teaching positions in Britain. In 1943 he married Ethelwyn Edith Graves (born 1915), a nurse tutor at Middlesex Hospital, with whom he had two children.

Demobilized as a major in 1945, he was a lecturer in history at the University of Liverpool from 1946 to 1949. In 1950, he was appointed Raffles Professor of History at the new University of Malaya in Singapore. While there, he initiated an important series of historical monographs on the history of Malaya, publishing the first in 1960. A movement developed in the mid-1950s to establish two campuses, one in Kuala Lumpur and one in Singapore. Parkinson attempted to persuade the authorities to avoid dividing the university by maintaining it in Johor Bahru to serve both Singapore and Malaya. His efforts were unsuccessful and the two campuses were established in 1959. The Singapore campus later became the University of Singapore.

Parkinson divorced in 1952 and he married the writer and journalist Ann Fry (1921–1983), with whom he had two sons and a daughter. In 1958, while still in Singapore, he published his most famous work, Parkinson's Law, which expanded upon a humorous article that he had published in the Economist magazine in November 1955, satirising government bureaucracies. The 120-page book of short studies, published in the United States and then in Britain, was illustrated by Osbert Lancaster and became an instant best seller. It explained the inevitability of bureaucratic expansion, arguing that 'work expands to fill the time available for its completion'. Typical of his satire and cynical humour, it included a discourse on Parkinson's Law of Triviality (debates about expenses for a nuclear plant, a bicycle shed, and refreshments), a note on why driving on the left side of the road (see road transport) is natural, and suggested that the Royal Navy would eventually have more admirals than ships. After serving as visiting professor at Harvard University in 1958, the University of Illinois and the University of California, Berkeley in 1959–60, he resigned his post in Singapore to become an independent writer.

To avoid high taxation in Britain, he moved to the Channel Islands and settled at St Martin's, Guernsey, where he purchased Les Caches Hall. In Guernsey, he was an active member of the community and was committed to the feudal heritage of the island. He financed a historical re-enactment of the Chevauche de Saint Michel (Cavalcade) by the Court of Seigneurs and wrote a newspaper article about it. He was an official member of the Royal Court of Chief Pleas in his quality of Seigneur d'Anneville as he had acquired the manorial rights of the Fief d'Anneville. Attendance at the Royal Court of Chief Pleas is considered very important in Guernsey, as it is the island's oldest court and its first historical self-governing body. In 1968 he purchased and restored Anneville Manor, the historic manor house of the Seigneurie (or fief) d'Anneville, and in 1971 he restored the Chapel of Thomas d'Anneville pertaining to the same fief. His writings from this period included a series of historical novels featuring a fictional naval officer from Guernsey, Richard Delancey, during the Napoleonic era. In the novel, Richard Delancey was Seigneur of the Fief d'Anneville.

In 1969 he was invited to deliver the MacMillan Memorial Lecture to the Institution of Engineers and Shipbuilders in Scotland. He chose the subject "The Status of the Engineer".

Parkinson and his 'law'
Parkinson's law, which provides insight into a primary barrier to efficient time management, states that, "work expands so as to fill the time available for its completion". This articulates a situation and an unexplained force that many have come to take for granted and accept. "In exactly the same way nobody bothered and nobody cared, before Newton's day, why an apple should drop to the ground when it might so easily fly up after leaving the tree," wrote Straits Times editor-in-chief, Allington Kennard, who continued, "There is less gravity in Professor Parkinson's Law, but hardly less truth."

Parkinson first published his law in a humorous satirical article in The Economist on 19 November 1955, meant as a critique on the efficiency of public administration and civil service bureaucracy, and the continually rising headcount, and related cost, attached to these. That article noted that, "Politicians and taxpayers have assumed (with occasional phases of doubt) that a rising total in the number of civil servants must reflect a growing volume of work to be done." The law examined two sub-laws, The Law of Multiplication of Subordinates, and The Law of Multiplication of Work, and provided 'scientific proof' of the validity of these, including mathematical formulae.

Two years later, the law was revisited when Parkinson's new books, Parkinson's Law And Other Studies in Administration and Parkinson's Law: Or The Pursuit of Progress were published in 1957.

In Singapore, where he was teaching at the time, this began a series of talks where he addressed diverse audiences in person, in print, and over the airwaves on 'Parkinson's Law'. For example, on 16 October 1957, at 10 a.m., he spoke on this at the International Women's Club programme talk held at the Y.W.C.A. at Raffles Quay. The advent of his new book as well as an interview during his debut talk was covered in an editorial in The Straits Times shortly after, entitled, "A professor's cocktail party secret: They arrive half an hour late and rotate." Time, which also wrote about the book, noted that its theme was "a delightfully unprofessional diagnosis of the widespread 20th century malady — galloping orgmanship." Orgmanship, according to Parkinson, was "the tendency of all administrative departments to increase the number of subordinate staff, irrespective of the amount of work (if any) to be done", as noted by The Straits Times. Parkinson, it was reported, wanted to trace the illegibility of signatures, the attempt being made to fix the point in a successful executive career at which the handwriting becomes meaningless, even to the executive himself.

Straits Times editor-in-chief Allington Kennard's editorial, "Twice the staff for half the work", in mid-April 1958, touched on further aspects or sub-laws, like Parkinson's Law of Triviality, and also other interesting, if dangerous areas, like "the problem of the retirement age, how not to pay Singapore income tax when a millionaire, the point of vanishing interest in high finance, how to get rid of the company chairman," etc. The author supported Parkinson's Law of Triviality — which states that, "The time spent on any item of an agenda is in inverse proportion to the sum involved," with a local example where it took the Singapore City Council "six hours to pick a new man for the gasworks and two and a half minutes to approve a $100 million budget." It is possible that the book, humorous though it is, may have touched a raw nerve among the administration at that time. As J. D. Scott, in his review of Parkinson's book two weeks later, notes, "Of course, Parkinson's Law, like all satire, is serious — it wouldn't be so comic if it weren't — and because it is serious there will be some annoyance and even dismay under the smiles."

His celebrity did not remain local. Parkinson travelled to England, arriving there aboard the P&O Canton, in early June 1958, as reported by Reuters, and made the front page of The Straits Times on 9 June. Reporting from London on Saturday 14 June 1958, Hall Romney wrote, "Prof. C. N. Parkinson of the University of Malaya, whose book, Parkinson's Law has sold more than 80,000 copies, has had a good deal of publicity since he arrived in England in the Canton." Romney noted that "a television interview was arranged, a profile of him appeared in a highbrow Sunday newspaper, columnists gave him almost as much space as they gave to Leslie Charteris, and he was honoured by the Institute of Directors, whose reception was attended by many of the most notable men in the commercial life of London." And then, all of a sudden, satire was answered with some honesty when, as another Reuters release republished in The Straits Times under the title "Parkinson's Law at work in the UK," quoted, "A PARLIAMENTARY committee, whose Job is to see that British Government departments do not waste the taxpayer's money, said yesterday it was alarmed at the rate of staff increases in certain sections of the War Office. Admiralty and Air Ministry..." In March 1959, further publicity occurred when the Royal Navy in Singapore took umbrage at a remark Parkinson had made during his talk, about his new book on the wastage of public money, in Manchester, shortly before. Parkinson is reported to have said, "Britain spent about $500 million building a naval base there [Singapore] and the only fleet which has used it is the Japanese." A navy spokesman, then, attempting to counter that statement said that the Royal Navy's Singapore base had only been completed in 1939, and, while it was confirmed that the Japanese had, indeed used it during the Second World War, it had been used extensively by the Royal Navy's Far East fleet, after the war. Emeritus Professor of Japanese Studies at the University of Oxford, Richard Storry, writing in the Oxford Mail on 16 May 1962, noted, "The fall of Singapore is still viewed with anger and shame in Britain."

On Thursday 10 September 1959, at 10 p.m., Radio Singapore listeners got to experience his book, Parkinson's Law, set to music by Nesta Pain. The serialised program continued until the end of February 1960. Parkinson, and Parkinson's law, continued to find its way into Singapore newspapers through the decades.

University of Malaya
Singapore was introduced to him almost immediately upon his arrival there, through exposure in the newspaper and a number of public appearances. Parkinson started teaching at the University of Malaya in Singapore at the beginning of April 1950.

Public lectures
The first lecture of the Raffles Professor of History was a public lecture given at the Oei Tiong Ham Hall, on 19 May. Parkinson, who was speaking on "The Task of the Historian," began by noting the new Raffles history chair was aptly named because it was Sir Stamford Raffles who had tried to found the university in 1823 and because Raffles himself was a historian. There was a large audience, including Professor Alexander Oppenheim, the university's Dean of the Faculty of Arts.

The text of his lecture was then reproduced and published over two issues of The Straits Times a few days later.

On 17 April 1953, he addressed the public on "The Historical Aspect of the Coronation," at the Singapore YMCA Hall.

Sponsored by the Malayan Historical Society, Parkinson gave a talk on the "Modern history of Taiping" at the residence of the District Officer, Larut and Matang on 12 August 1953.

Sponsored by the Singapore branch of the Malayan Historical Society, on 5 February 1954 Parkinson gave a public lecture on "Singapore in the sixties" [1860s] at St. Andrew's Cathedral War Memorial Hall.

Sponsored by the Seremban branch of the Historical Society of Malaya, Parkinson spoke on Tin Mining at the King George V School, Seremban. He said, in the past, Chinese labourers were imported from China at $32 a head to work the tin fields of Malaya. He said that mining developed steadily after British protection had been established and that tin from Negri Sembilan in the 1870s came from Sungei Ujong and Rembau, and worked with capital from Malacca. He noted that Chinese working side-by-side with Europeans did better with their primitive methods and made great profits when they took over mines that Europeans abandoned.

Arranged by the Indian University Graduates Association of Singapore, Parkinson gave a talk on "Indian Political Thought," at the USIS theatrette on 16 February 1955.

On 10 March 1955, he spoke on "What I think about Colonialism," at the British Council Hall, Stamford Road, Singapore, at 6.30 p.m. In his lecture, he argued that nationalism which was generally believed to be good, and colonialism which was seen as the reverse, were not necessarily opposite ideas but the same thing seen from different angles. He thought the gifts from Britain that Malaya and Singapore should value most and retain when they became self-governing included debate, literature (not comics), armed forces' tradition (not police state), arts, tolerance and humour (not puritanism) and public spirit.

Public exhibitions
On 18 August 1950, Parkinson opened a week-long exhibition on the "History of English Handwriting," at the British Council centre, Stamford Road, Singapore.

On 21 March 1952, he opened an exhibition of photographs from the Times of London which had been shown widely in different parts of the world. The exhibition comprised a selection of photographs spanning 1921 to 1951. 140 photographs were on display for a month at the British Council Hall, Singapore, showing scenes ranging from the German surrender to the opening of the Festival of Britain by the late king.

He opened an exhibition of photographs taken by students of the University of Malaya during their tour of India, at the University Arts Theatre in Cluny Road, Singapore, 10 October 1953.

Victor Purcell
Towards the end of August, Professor of Far Eastern History at Cambridge University, Dr. Victor Purcell, who was also a former Acting Secretary of Chinese Affairs in Singapore, addressed the Kuala Lumpur Rotary Club. The Straits Times, quoting Purcell, noted, "Professor C. N. Parkinson had been appointed to the Chair of History at the University of Malaya and 'we can confidently anticipate that under his direction academic research into Malaya's history will assume a creative aspect which it has not possessed before.'"

Johore Transfer Committee
In October, Parkinson was appointed by the Senate of the University of Malaya to head a special committee of experts to consult on technical details regarding the transfer of the University to Johore. Along with him were professor R. E. Holttum (botany), and acting professors C. G. Webb (physics) and D. W. Fryer (geography).

Library and Museum
In November, Parkinson was appointed a member of the committee for the management of Raffles Library and Museum, replacing Professor G. G. Hough who had resigned.

In March 1952, Parkinson proposed a central public library for Singapore as a memorial to King George VI, commemorating that monarch's reign. He is reported to have said, "Perhaps the day has gone by for public monuments except in a useful form. And if that be so, might not, some enterprise of local importance be graced with the late King's name? One plan he could certainly have warmly approved would be that of building a Central Public Library," he opined. Parkinson noted that the Raffles Library was growing in usefulness and would, in short time, outgrow the building that then housed it. He said, given the educational work that was producing a large literate population demanding books in English, Malay and Chinese, what was surely needed was a genuinely public library, air-conditioned to preserve the books, and of a design to make those books readily accessible. He suggested that the building, equipment and maintenance of the public library ought to be the responsibility of the municipality rather than the government.

T. P. F. McNeice, then-president of the Singapore City Council, as well as leading educationists of the time, thought the suggestion "an excellent, first-class suggestion to meet a definite and urgent need." McNeice also agreed that the project ought to be the responsibility of the city council. Also in favour of the idea was Director of Education A. W. Frisby, who thought that there ought to be branches of the library which could be fed by the central library, Raffles Institution Principal P. F. Howitt, Canon R. K. S. Adams (Principal of St. Andrews School) and Homer Cheng, the president of the Chinese Y.M.C.A. Principal of the Anglo-Chinese School, H. H. Peterson, suggested the authorities also consider a mobile school library.

While Parkinson had originally suggested that this be a municipal and not a government undertaking, something changed. A public meeting, convened by the Friends of Singapore – Parkinson was its President – at the British Council Hall on 15 May, decided that Singapore's memorial to King George VI would take the form of a public library, possibly with mobile units and sub-libraries in the out-of-town districts. Parkinson, in addressing the assembly, noted that Raffles Library was not a free library, did not have vernacular sections, and its building could not be air-conditioned. McNeice, the municipal president, then proposed a resolution be sent to government that the meeting considered the most appropriate memorial to the late king ought to take the form of a library (or libraries) and urged the government to set up a committee with enough non-government representation to consider the matter.

The government got involved, and a government spokesperson spoke to The Straits Times about this on 16 May, saying that the Singapore government welcomed proposals from the public on the form in which a memorial to King George ought to take, whether a public library, as suggested by Parkinson, or some other form.

In the middle of 1952, the Singapore government began setting up a committee to consider the suggestions made on the form Singapore's memorial to King George VI ought to take. G. G. Thomson, the government's public relations secretary, informed The Straits Times that the committee would have official and non-government representation and added that, apart from Parkinson's suggestion of a free public library, a polytechnic had also been suggested.

W. L. Blythe, the colonial secretary, making it clear where his vote lay, pointed out that Singapore at that time already had a library, the Raffles Library. News coverage notes that yet another committee had been formed, this time to consider what would be necessary to establish an institution along the lines of the London Polytechnic. Blythe stated that the arguments he had heard in favour of a polytechnic were very strong.

Director of Raffles Library and Museum, W. M. F. Tweedie, was in favour of the King George VI free public library but up to the end of November, nothing had been heard of any developments towards that end. Tweedie suggested the ground beside the British Council as being suitable for such a library, and, if the public library was built, he would suggest for all the books at the Raffles Library to be moved to the new site, so that the space thus vacated could be used for a public art gallery.

Right after, the government, who were not supposed to have been involved in the first place – the suggestion made by Parkinson and accepted by City Council President T. P. F. McNeice that this be a municipal and not government undertaking – approved the proposal to set up a polytechnic as a memorial to King George IV.

And Singapore continued with its subscription library and was without a free public library as envisioned by Parkinson. However, his call did not go unheeded. The following year, in August 1953, the Lee Foundation pledged a dollar-for-dollar match up to $375,000 towards the establishment of a national library, provided that it was a free, without-cost, public library, open to men and women of every race, class, creed, and colour.

It was not, however, until November 1960 that Parkinson's vision was realised, when the new library, free and for all, was completed and opened to the public.

Film Censorship Consultative Committee
That same month he was also appointed, by the Singapore Government, chairman of a committee set up to study film censorship in the colony and suggest changes, if necessary.

Their terms of reference were to enquire into the existing procedure and legislation relating to cinematograph film censorship and to make recommendations with a view to improving the system, including legislation. They were also asked to consider whether the Official Film Censor should continue to be the controller of the British film quota, and to consider the memorandum of the film trade submitted to the governor earlier that year.

Investigating, archiving and writing Malaya's past
At the beginning of December 1950, Parkinson made an appeal at the Singapore Rotary Club for old log books, diaries, newspaper files, ledgers or maps accumulated over the years. He asked that these be passed to the Raffles Library or the University of Malaya library, instead of being thrown away, as they might aid research and help those studying the history of the country to set down an account of what had happened in Malaya since 1867. "The time will come when school-children will be taught the history of their own land rather than of Henry VIII or the capture of Quebec. Parkinson told his audience that there was a large volume of documentary evidence about Malaya written in Portuguese and Dutch. He said that the arrival of the Pluto in Singapore, one of the first vessels to pass through the Suez Canal when it opened in 1869, might be described as the moment when British Malaya was born. "I would urge you not to scrap old correspondence just because it clutters up the office. Send it to a library where it may some day be of great value," he said.

In September 1951 the magazine British Malaya published Parkinson's letter that called for the formation of one central archives office where all the historical records of Malaya and Singapore could be properly preserved, pointing out that it would be of inestimable value to administrators, historians, economists, social science investigators and students. In his letter, Parkinson, who was still abroad in London attending the Anglo-American Conference of Historians, said that the formation of an archives office was already in discussion, and was urgent, in view of the climate where documents were liable to damage by insects and mildew. He said that many private documents relating to Malaya were kept in the U.K. where they were not appreciated because names like Maxwell, Braddell and Swettenham might mean nothing there. "The establishment of a Malayan Archives Office would do much to encourage the transfer of these documents," he wrote.

On 22 May 1953, Parkinson convened a meeting at the British Council, Stamford Road, Singapore, to form the Singapore branch of the Malayan Historical Society.

Speaking at the inaugural meeting of the society's Singapore branch, Parkinson, addressing the more than 100 people attending, said the aims of the branch would be to assist in the recording of history, folklore, tradition and customs of Malaya and its people and to encourage the preservation of objects of historical and cultural interest. Of Malayan history, he said, it "has mostly still to be written. Nor can it even be taught in the schools until that writing has been done."

Parkinson had been urging the Singapore and Federation Governments to set up a national archives since 1950. In June 1953 he urged the speedy establishment of a national archives, where, "in air-conditioned rooms, on steel shelves, with proper skilled supervision and proper precaution against fire and theft, the records of Malayan history might be preserved indefinitely and at small expense. He noted that cockroaches had nibbled away at many vital documents and records, shrouding many years of Malaya's past in mystery, aided by moths and silverfish and abetted by negligent officials.

A start had, by then, already been made – an air-conditioned room at the Federal Museum had already been set aside for storing important historical documents and preserving them from cockroaches and decay, the work of Peter Williams-Hunt, the Federation Director of Museums and Adviser on Aborigine Affairs who had died that month. He noted, however, that the problems of supervising archives and collecting old documents had still to be solved.

In January 1955 Parkinson formed University of Malaya's Archaeological Society and became its first president. Upon commencement, The society had a membership of 53 which was reported to be the largest of its kind in Southeast Asia at the time. "Drive to discover the secrets of S.E. Asia. Hundreds of amateurs will delve into mysteries of the past."

In April 1956 it was reported that "For the first time, a long-needed Standard History of Malaya is to be published for students." According to the news report a large-scale project, developing a ten-volume series, the result of ten years of research by University of Malaya staff, was currently in progress, detailing events dating back to the Portuguese occupation of 1511, to the, then, present day. The first volume, written by Parkinson, covered the years 1867 to 1877 and was to be published within three months thence. It was estimated that the last volume would be released after 1960. The report noted that, as at that time, Parkinson and his wife had already released two books on history for junior students, entitled The Heroes and Malayan Fables.

Three months passed by and the book remained unpublished. It was not until 1960 that British intervention in Malaya (1867–1877), that the first volume finally found its way onto bookshelves and into libraries. By that time, the press reported the series had expanded into a twelve-volume set.

Malayan history syllabus
In January 1951 Parkinson was interviewed by New Zealand film producer and director Wynona "Noni" Hope Wright. He told of his reorganisation of the Department of History during the last term to facilitate a new syllabus. The interview took place in Parkinson's sitting room beneath a frieze depicting Malaya's history, painted by Parkinson. Departing from the usual syllabus, Parkinson had decided to leave out European History almost entirely in order to give greater focus to Southeast Asia, particularly Malaya. The course, designed experimentally, takes in the study of world history up to 1497 in the first year, the impact of different European nations on Southeast Asia in the second year, and the study of Southeast Asia, particularly Malaya, after the establishment of British influence at the Straits Settlements in the third year. The students who make it through and decide to specialise in history will then have been brought to a point where they can profitably undertake original research in the history of modern Malaya, i.e. the 19th and 20th centuries, an area where, according to Parkinson, little had been done, with hardly any serious research attempted for the period after 'the transfer' in 1867. Parkinson hoped that lecturing on this syllabus would ultimately produce a full-scale history of Malaya. This would include discovering documentation from Portuguese and Dutch sources from the time when those two countries still had a foothold in Malaya. He said that, while the period of development of the Straits Settlements under the East India Company were well-documented – the bulk of these archived at the Raffles Museum, local records after 1867 were not as plentiful and that it would be necessary to reconstruct those records from microfilm copies of documents kept in the United Kingdom. The task for the staff at the History Department was made formidable because their unfamiliarity with the Dutch and Portuguese languages. "I have no doubt that the history of Malaya must finally be written by Malayans, but we can at least do very much to prepare the way." Parkinson told Wright. "Scholars trained at this University in the spirit and technique of historical research, a study divorced from all racial and religious animosities, a study concerned only with finding the truth and explaining it in a lucid and attractive literary form, should be able to make a unique contribution to the mutual understanding of East and West," he said. "History apart, nothing seems to be of more vital importance in our time than the promotion of this understanding. In no field at the present time does the perpetuation of distrust and mutual incomprehension seem more dangerous. If we can, from this university, send forth graduates who can combine learning and ways of thought of the Far East and of the West, they may play a great part in overcoming the barriers of prejudice, insularity and ignorance," he concluded.

Radio Malaya programs
In March 1951 Parkinson wrote a historical feature, "The China Fleet," for Radio Malaya, offering a what was said to be a true account in dramatic form of an incident in the annals of the East India Company that had such an influence on Malaya and other parts of Southeast Asia in the early nineteenth century.

On 28 January 1952, at 9.40 p.m. he talked about the founding of Singapore.

Special Constabulary
In the middle of April 1951, Parkinson was sworn in as special constable by ASP Watson of the Singapore Special Constabulary at the Oei Tion Ham Hall, together with other members of the staff, and students who were then placed under Parkinson's supervision. The special constabulary, The University Corp, being informed of their duties and powers of arrest were then issued batons and charged with the defence of the University in the event of trouble. Lecturer in Economics, P. Sherwood, was appointed Parkinson's assistant. These measures were taken to ensure that rioters were dispersed and ejected if they trespassed onto university grounds. Parkinson signed a notice that noted that some of the rioters who took part in the December disorders came from an area near the University buildings in Bukit Timah.

These precautions were taken in advance of the Maria Hertogh appeal on Monday 16 April. The case was postponed a number of times,   after which it was finally heard at the end of July.

Anglo-American Conference of Historians
Parkinson departed Singapore on Monday 18 June 1951 for London, where he represented the University of Malaya at the Fifth Anglo-American Conference of Historians there from 9 to 14 July. He was to return in October at the start of the new academic year.

Resignation
In October 1958, while still on sabbatical in America – together with his wife and two young children, he had set off for America in May 1958 for study and travel and was due to return to work in April 1959 – Parkinson, through a letter sent from New York, resigned his position at the University of Malaya. K. G. Tregonning was at that time acting head of the history department.

Parkinson had not been the only one to resign while on leave. Professor E. H. G. Dobby of the geography department had also submitted his resignation while away on sabbatical leave. After deliberations, the university council had decided, before the university's new constitution came into force on 15 January, that no legal action would be taken against Dobby – the majority of the council feeling that there was no case against Dobby as his resignation occurred before new regulations governing sabbatical leave benefits were introduced. In Parkinson's case, however, the council determined that that resignation had been submitted after the regulations came into effect, and a decision had been made to write to him, asking that he report back to work before a certain date, failing which the council said it was free to take any action they thought appropriate.

In July 1959, K. G. Tregonning, acting head of the history department, and history lecturer at the University of Malaya since 1952, was appointed to fill the Raffles History Chair left vacant by Parkinson's resignation. There was nothing in the press about whether the matter between Parkinson and the university had been resolved, or not.

Later life and death
After the death of his second wife in 1984, in 1985 Parkinson married Iris Hilda Waters (died 1994) and moved to the Isle of Man. After two years there, they moved to Canterbury, Kent, where he died in March 1993, at the age of 83. He was buried in Canterbury, and the law named after him is quoted as his epitaph.

Published works

 * Richard Delancey series of naval novels
 * The Devil to Pay (1973)(2)
 * The Fireship (1975)(3)
 * Touch and Go (1977)(4)
 * Dead Reckoning (1978)(6)
 * So Near, So Far (1981)(5)
 * The Guernseyman (1982)(1)

 * Other nautical fiction
 * Manhunt (1990)

 * Other fiction
 * Ponies Plot (1965)

 * Biographies of fictional characters
 * The Life and Times of Horatio Hornblower (1970)
 * Jeeves: A Gentleman's Personal Gentleman (1979)

 * Naval history
 * Edward Pellew, Viscount Exmouth (1934)
 * The Trade Winds, Trade in the French Wars 1793–1815 (1948)
 * Samuel Walters, Lieut. RN (1949)
 * War in the Eastern Seas, 1793–1815 (1954)
 * Trade in the Eastern Seas (1955)
 * British Intervention in Malaya, 1867–1877 (1960)
 * Britannia Rules (1977)
 * Portsmouth Point, The Navy in Fiction, 1793–1815 (1948)

 * Other non-fiction
 * The Rise of the Port of Liverpool (1952)
 * Parkinson's law (1957)
 * The Evolution of Political Thought (1958)
 * The Law and the Profits (1960)
 * In-Laws and Outlaws (1962)
 * East and West (1963)
 * Parkinsanities (1965)
 * Left Luggage (1967)
 * Mrs. Parkinson's Law: and Other Studies in Domestic Science (1968)
 * The Law of Delay (1970)
 * The fur-lined mousetrap (1972)
 * The Defenders, Script for a "Son et Lumière" in Guernsey (1975)
 * Gunpowder, Treason and Plot (1978)
 * The Law, or Still in Pursuit (1979)

 * Audio recordings
 * Discusses Political Science with Julian H. Franklin (10 LPs) (1959)
 * Explains "Parkinson's Law" (1960)

title: C. Northcote Parkinson


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Canal

Canals or artificial waterways are waterways or engineered channels built for drainage management (e.g. flood control and irrigation) or for conveyancing water transport vehicles (e.g. water taxi). They carry free, calm surface flow under atmospheric pressure, and can be thought of as artificial rivers.

In most cases, a canal has a series of dams and locks that create reservoirs of low speed current flow. These reservoirs are referred to as slack water levels, often just called levels. A canal can be called a navigation canal when it parallels a natural river and shares part of the latter's discharges and drainage basin, and leverages its resources by building dams and locks to increase and lengthen its stretches of slack water levels while staying in its valley.

A canal can cut across a drainage divide atop a ridge, generally requiring an external water source above the highest elevation. The best-known example of such a canal is the Panama Canal.

Many canals have been built at elevations, above valleys and other waterways. 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.

The term was once used to describe linear features seen on the surface of Mars, Martian canals, an optical illusion.

Types of artificial waterways
A navigation is a series of channels that run roughly 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.

Structures used in artificial waterways
Both navigations and canals use engineered structures to improve navigation:
 * weirs and dams to raise river water levels to usable depths;
 * looping descents to create a longer and gentler channel around a stretch of rapids or falls;
 * locks to allow ships and barges to ascend/descend.

Since they cut across drainage divides, canals are more difficult to construct and often need additional improvements, like viaducts and aqueducts to bridge waters over streams and roads, and ways to keep water in the channel.

Types of canals
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, rivers, other canals or seas and oceans.
 * Those connected in a city network: such as the Canal Grande and others of Venice; the grachten of Amsterdam or Utrecht, and the waterways of Bangkok.

 * Aqueducts: water supply canals that are used for the conveyance and delivery of potable water, municipal uses, hydro power canals and agriculture irrigation.

Importance
Historically, canals were of immense importance to commerce and the development, growth and vitality of a civilization. In 1855 the Lehigh Canal carried over 1.2 million tons of anthracite coal; by the 1930s the company which built and operated it for over a century ceased operation. 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 practically 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
Most ship canals today primarily service bulk cargo and large ship transportation industries, whereas the once critical smaller inland waterways conceived and engineered as boat and barge canals have largely 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, then began being replaced by using much faster, less geographically constrained & limited, and generally 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 increasingly diminished as the heating fuel of choice by oil, and growth of coal shipments leveled off. Later, 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 increasingly as road networks were improved, and which also had the freedom to make deliveries well away from rail lined road beds or ditches in the dirt which could not operate in the winter.

The longest extant canal today, the Grand Canal in northern China, still remains in heavy use, especially the portion south of the Yellow River. It stretches from Beijing to Hangzhou at 1,794 kilometres (1,115 miles).

Construction
Canals are built in one of three ways, or a combination of the three, depending on available water and available path:
 * Human made streams
 * A 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, stone, 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 from an external source, 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 becomes a new canal, serving both drainage of the surrounding polder and providing transport there. Examples include the . One can also build two parallel dikes in an existing lake, forming the new canal in between, and then drain the remaining parts of the lake. The eastern and central parts of the North Sea Canal were constructed in this way. In both cases pumping stations are required to keep the land surrounding the canal dry, either pumping water from the canal into surrounding waters, or pumping it from the land into the canal.
 * Canalization and navigations

 * A stream can be canalized to make its navigable path more predictable and easier to maneuver. Canalization modifies the stream to carry traffic more safely by controlling the flow of the stream by dredging, damming and modifying its path. This frequently includes the incorporation of locks and spillways, that make the river a navigation. Examples include the Lehigh Canal in Northeastern Pennsylvania's coal Region, Basse Saône, Canal de Mines de Fer de la Moselle, and canal Aisne. Riparian zone restoration may be required.

 * Lateral canals
 * When a stream is too difficult to modify with canalization, a second stream can be created next to or at least near the existing stream. This is called a lateral canal, and may meander in a large horseshoe bend or series of curves some distance from the source waters stream bed lengthening the effective length in order to lower the ratio of rise over run (slope or pitch). The existing stream usually acts as the water source and the landscape around its banks provide a path for the new body. Examples include the Chesapeake and Ohio Canal, Canal latéral à la Loire, Garonne Lateral Canal, Welland Canal and Juliana Canal.

Smaller transportation canals can carry barges or narrowboats, while ship canals allow seagoing ships to travel to an inland port (e.g., Manchester Ship Canal), or from one sea or ocean to another (e.g., Caledonian Canal, Panama Canal).

Features
At their simplest, canals consist of a trench filled with water. Depending on the stratum the canal passes through, it may be necessary to line the cut with some form of watertight material such as clay or concrete. When this is done with clay, it is known as puddling.

Canals need to be level, and while small irregularities in the lie of the land can be dealt with through cuttings and embankments, for larger deviations other approaches have been adopted. The most common is the pound lock, which consists of a chamber within which the water level can be raised or lowered connecting either two pieces of canal at a different level or the canal with a river or the sea. When there is a hill to be climbed, flights of many locks in short succession may be used.

Prior to the development of the pound lock in 984 AD in China by Chhaio Wei-Yo and later in Europe in the 15th century, either flash locks consisting of a single gate were used or ramps, sometimes equipped with rollers, were used to change the level. Flash locks were only practical where there was plenty of water available.

Locks use a lot of water, so builders have adopted other approaches for situations where little water is available. These include boat lifts, such as the Falkirk Wheel, which use a caisson of water in which boats float while being moved between two levels; and inclined planes where a caisson is hauled up a steep railway.

To cross a stream, road or valley (where the delay caused by a flight of locks at either side would be unacceptable) the valley can be spanned by a navigable aqueduct – a famous example in Wales is the Pontcysyllte Aqueduct (now a UNESCO World Heritage Site) across the valley of the River Dee.

Another option for dealing with hills is to tunnel through them. An example of this approach is the Harecastle Tunnel on the Trent and Mersey Canal. Tunnels are only practical for smaller canals.

Some canals attempted to keep changes in level down to a minimum. These canals known as contour canals would take longer, winding routes, along which the land was a uniform altitude. Other, generally later, canals took more direct routes requiring the use of various methods to deal with the change in level.

Canals have various features to tackle the problem of water supply. In cases, like the Suez Canal, the canal is open to the sea. Where the canal is not at sea level, a number of approaches have been adopted. Taking water from existing rivers or springs was an option in some cases, sometimes supplemented by other methods to deal with seasonal variations in flow. Where such sources were unavailable, reservoirs – either separate from the canal or built into its course – and back pumping were used to provide the required water. In other cases, water pumped from mines was used to feed the canal. In certain cases, extensive "feeder canals" were built to bring water from sources located far from the canal.

Where large amounts of goods are loaded or unloaded such as at the end of a canal, a canal basin may be built. This would normally be a section of water wider than the general canal. In some cases, the canal basins contain wharfs and cranes to assist with movement of goods.

When a section of the canal needs to be sealed off so it can be drained for maintenance stop planks are frequently used. These consist of planks of wood placed across the canal to form a dam. They are generally placed in pre-existing grooves in the canal bank. On more modern canals, "guard locks" or gates were sometimes placed to allow a section of the canal to be quickly closed off, either for maintenance, or to prevent a major loss of water due to a canal breach.

Canal falls
A canal fall, or canal drop, is a vertical drop in the canal bed. These are built when the natural ground slope is steeper than the desired canal gradient. They are constructed so the falling water's kinetic energy is dissipated in order to prevent it from scouring the bed and sides of the canal.

A canal fall is constructed by cut and fill. It may be combined with a regulator, bridge, or other structure to save costs.

There are various types of canal falls, based on their shape. One type is the ogee fall, where the drop follows an s-shaped curve to create a smooth transition and reduce turbulence. However, this smooth transition does not dissipate the water's kinetic energy, which leads to heavy scouring. As a result, the canal needs to be reinforced with concrete or masonry to protect it from eroding.

Another type of canal fall is the vertical fall, which is "simple and economical". These feature a "cistern", or depressed area just downstream from the fall, to "cushion" the water by providing a deep pool for its kinetic energy to be diffused in. Vertical falls work for drops of up to 1.5 m in height, and for discharge of up to 15 cubic meters per second.

History
The transport capacity of pack animals and carts is limited. A mule can carry an eighth-ton [250 lb] maximum load over a journey measured in days and weeks, though much more for shorter distances and periods with appropriate rest. Besides, carts need roads. Transport over water is much more efficient and cost-effective for large cargoes.

Ancient canals
The oldest known canals were irrigation canals, built in Mesopotamia c. 4000 BC, in what is now Iraq. The Indus Valley civilization of ancient India (c. 3000 BC) had sophisticated irrigation and storage systems developed, including the reservoirs built at Girnar in 3000 BC. This is the first time that such planned civil project had taken place in the ancient world. In Egypt, canals date back at least to the time of Pepi I Meryre (reigned 2332–2283 BC), who ordered a canal built to bypass the cataract on the Nile near Aswan. In ancient China, large canals for river transport were established as far back as the Spring and Autumn period (8th–5th centuries BC), the longest one of that period being the Hong Gou (Canal of the Wild Geese), which according to the ancient historian Sima Qian connected the old states of Song, Zhang, Chen, Cai, Cao, and Wei. The Caoyun System of canals was essential for imperial taxation, which was largely assessed in kind and involved enormous shipments of rice and other grains. By far the longest canal was the Grand Canal of China, still the longest canal in the world today and the oldest extant one. It is 1794 km long and was built to carry the Emperor Yang Guang between Zhuodu (Beijing) and Yuhang (Hangzhou). The project began in 605 and was completed in 609, although much of the work combined older canals, the oldest section of the canal existing since at least 486 BC. Even in its narrowest urban sections it is rarely less than 30 m wide.

In the 5th century BC, Achaemenid king Xerxes I of Persia ordered the construction of the Xerxes Canal through the base of Mount Athos peninsula, Chalkidiki, northern Greece. It was constructed as part of his preparations for the Second Persian invasion of Greece, a part of the Greco-Persian Wars. It is one of the few monuments left by the Persian Empire in Europe.

Greek engineers were also among the first to use canal locks, by which they regulated the water flow in the Ancient Suez Canal as early as the 3rd century BC. There was little experience moving bulk loads by carts, while a pack-horse would [i.e. 'could'] carry only an eighth of a ton. On a soft road a horse might be able to draw 5/8ths of a ton. But if the load were carried by a barge on a waterway, then up to 30 tons could be drawn by the same horse. — technology historian Ronald W. Clark referring to transport realities before the industrial revolution and the Canal age.

Hohokam was a society in the North American Southwest in what is now part of Arizona, United States, and Sonora, Mexico. Their irrigation systems supported the largest population in the Southwest by 1300 CE. Archaeologists working at a major archaeological dig in the 1990s in the Tucson Basin, along the Santa Cruz River, identified a culture and people that may have been the ancestors of the Hohokam. This prehistoric group occupied southern Arizona as early as 2000 BCE, and in the Early Agricultural period grew corn, lived year-round in sedentary villages, and developed sophisticated irrigation canals. The large-scale Hohokam irrigation network in the Phoenix metropolitan area was the most complex in ancient North America. A portion of the ancient canals has been renovated for the Salt River Project and now helps to supply the city's water.

The Sinhalese constructed the 87 km (54 mi) Yodha Ela in 459 A.D. as a part of their extensive irrigation network which functioned in a way of a moving reservoir due to its single banking aspect to manage the canal pressure with the influx of water. It was also designed as an elongated reservoir passing through traps creating 66 mini catchments as it flows from Kala Wewa to Thissa Wawa. The canal was not designed for the quick conveying of water from Kala Wewa to Thissa Wawa but to create a mass of water between the two reservoirs, which would in turn provided for agriculture and the use of humans and animals. They also achieved a rather low gradient for its time. The canal is still in use after renovation.

Middle Ages
In the Middle Ages, water transport was several times cheaper and faster than transport overland. Overland transport by animal drawn conveyances was used around settled areas, but unimproved roads required pack animal trains, usually of mules to carry any degree of mass, and while a mule could carry an eighth ton, it also needed teamsters to tend it and one man could only tend perhaps five mules, meaning overland bulk transport was also expensive, as men expect compensation in the form of wages, room and board. This was because long-haul roads were unpaved, more often than not too narrow for carts, much less wagons, and in poor condition, wending their way through forests, marshy or muddy quagmires as often as unimproved but dry footing. In that era, as today, greater cargoes, especially bulk goods and raw materials, could be transported by ship far more economically than by land; in the pre-railroad days of the industrial revolution, water transport was the gold standard of fast transportation. The first artificial canal in Western Europe was the Fossa Carolina built at the end of the 8th century under personal supervision of Charlemagne.

In Britain, the Glastonbury Canal  is believed to be the first post-Roman canal and was built in the middle of the 10th century to link the River Brue at Northover with Glastonbury Abbey, a distance of about 1.75 km. Its initial purpose is believed to be the transport of building stone for the abbey, but later it was used for delivering produce, including grain, wine and fish, from the abbey's outlying properties. It remained in use until at least the 14th century, but possibly as late as the mid-16th century. More lasting and of more economic impact were canals like the Naviglio Grande built between 1127 and 1257 to connect Milan with the river Ticino. The Naviglio Grande is the most important of the lombard "navigli" and the oldest functioning canal in Europe. Later, canals were built in the Netherlands and Flanders to drain the polders and assist transportation of goods and people.

Canal building was revived in this age because of commercial expansion from the 12th century. River navigations were improved progressively by the use of single, or flash locks. Taking boats through these used large amounts of water leading to conflicts with watermill owners and to correct this, the pound or chamber lock first appeared, in the 10th century in China and in Europe in 1373 in Vreeswijk, Netherlands. Another important development was the mitre gate, which was, it is presumed, introduced in Italy by Bertola da Novate in the 16th century. This allowed wider gates and also removed the height restriction of guillotine locks.

To break out of the limitations caused by river valleys, the first summit level canals were developed with the Grand Canal of China in 581–617 AD whilst in Europe the first, also using single locks, was the Stecknitz Canal in Germany in 1398.

Africa
In the Songhai Empire of West Africa, several canals were constructed under Sunni Ali and Askia Muhammad I between Kabara and Timbuktu in the 15th century. These were used primarily for irrigation and transport. Sunni Ali also attempted to construct a canal from the Niger River to Walata to facilitate conquest of the city but his progress was halted when he went to war with the Mossi Kingdoms.

Early modern period
Around 1500–1800 the first summit level canal to use pound locks in Europe was the Briare Canal connecting the Loire and Seine (1642), followed by the more ambitious Canal du Midi (1683) connecting the Atlantic to the Mediterranean. This included a staircase of 8 locks at Béziers, a 157 m tunnel, and three major aqueducts.

Canal building progressed steadily in Germany in the 17th and 18th centuries with three great rivers, the Elbe, Oder and Weser being linked by canals. In post-Roman Britain, the first early modern period canal built appears to have been the Exeter Canal, which was surveyed in 1563, and open in 1566.

The oldest canal in the European settlements of North America, technically a mill race built for industrial purposes, is Mother Brook between the Boston, Massachusetts neighbourhoods of Dedham and Hyde Park connecting the higher waters of the Charles River and the mouth of the Neponset River and the sea. It was constructed in 1639 to provide water power for mills.

In Russia, the Volga–Baltic Waterway, a nationwide canal system connecting the Baltic Sea and Caspian Sea via the Neva and Volga rivers, was opened in 1718.

Industrial Revolution

The modern canal system was mainly a product of the 18th century and early 19th century. It came into being because the Industrial Revolution (which began in Britain during the mid-18th century) demanded an economic and reliable way to transport goods and commodities in large quantities.

By the early 18th century, river navigations such as the Aire and Calder Navigation were becoming quite sophisticated, with pound locks and longer and longer "cuts" (some with intermediate locks) to avoid circuitous or difficult stretches of river. Eventually, the experience of building long multi-level cuts with their own locks gave rise to the idea of building a "pure" canal, a waterway designed on the basis of where goods needed to go, not where a river happened to be.

The claim for the first pure canal in Great Britain is debated between "Sankey" and "Bridgewater" supporters. The first true canal in what is now the United Kingdom was the Newry Canal in Northern Ireland constructed by Thomas Steers in 1741.

The Sankey Brook Navigation, which connected St Helens with the River Mersey, is often claimed as the first modern "purely artificial" canal because although originally a scheme to make the Sankey Brook navigable, it included an entirely new artificial channel that was effectively a canal along the Sankey Brook valley. However, "Bridgewater" supporters point out that the last quarter-mile of the navigation is indeed a canalized stretch of the Brook, and that it was the Bridgewater Canal (less obviously associated with an existing river) that captured the popular imagination and inspired further canals.

In the mid-eighteenth century the 3rd Duke of Bridgewater, who owned a number of coal mines in northern England, wanted a reliable way to transport his coal to the rapidly industrializing city of Manchester. He commissioned the engineer James Brindley to build a canal for that purpose. Brindley's design included an aqueduct carrying the canal over the River Irwell. This was an engineering wonder which immediately attracted tourists. The construction of this canal was funded entirely by the Duke and was called the Bridgewater Canal. It opened in 1761 and was the first major British canal.

The new canals proved highly successful. The boats on the canal were horse-drawn with a towpath alongside the canal for the horse to walk along. This horse-drawn system proved to be highly economical and became standard across the British canal network. Commercial horse-drawn canal boats could be seen on the UK's canals until as late as the 1950s, although by then diesel-powered boats, often towing a second unpowered boat, had become standard.

The canal boats could carry thirty tons at a time with only one horse pulling – more than ten times the amount of cargo per horse that was possible with a cart. Because of this huge increase in supply, the Bridgewater canal reduced the price of coal in Manchester by nearly two-thirds within just a year of its opening. The Bridgewater was also a huge financial success, with it earning what had been spent on its construction within just a few years.

This success proved the viability of canal transport, and soon industrialists in many other parts of the country wanted canals. After the Bridgewater canal, early canals were built by groups of private individuals with an interest in improving communications. In Staffordshire the famous potter Josiah Wedgwood saw an opportunity to bring bulky cargoes of clay to his factory doors and to transport his fragile finished goods to market in Manchester, Birmingham or further away, by water, minimizing breakages. Within just a few years of the Bridgewater's opening, an embryonic national canal network came into being, with the construction of canals such as the Oxford Canal and the Trent & Mersey Canal. The new canal system was both cause and effect of the rapid industrialization of The Midlands and the north. The period between the 1770s and the 1830s is often referred to as the "Golden Age" of British canals.

For each canal, an Act of Parliament was necessary to authorize construction, and as people saw the high incomes achieved from canal tolls, canal proposals came to be put forward by investors interested in profiting from dividends, at least as much as by people whose businesses would profit from cheaper transport of raw materials and finished goods.

In a further development, there was often out-and-out speculation, where people would try to buy shares in a newly floated company to sell them on for an immediate profit, regardless of whether the canal was ever profitable, or even built. During this period of "canal mania", huge sums were invested in canal building, and although many schemes came to nothing, the canal system rapidly expanded to nearly 4,000 miles (over 6,400 kilometres) in length.

Many rival canal companies were formed and competition was rampant. Perhaps the best example was Worcester Bar in Birmingham, a point where the Worcester and Birmingham Canal and the Birmingham Canal Navigations Main Line were only seven feet apart. For many years, a dispute about tolls meant that goods travelling through Birmingham had to be portaged from boats in one canal to boats in the other.

Canal companies were initially chartered by individual states in the United States. These early canals were constructed, owned, and operated by private joint-stock companies. Four were completed when the War of 1812 broke out; these were the South Hadley Canal (opened 1795) in Massachusetts, Santee Canal (opened 1800) in South Carolina, the Middlesex Canal (opened 1802) also in Massachusetts, and the Dismal Swamp Canal (opened 1805) in Virginia. The Erie Canal (opened 1825) was chartered and owned by the state of New York and financed by bonds bought by private investors. The Erie canal runs about 363 mi from Albany, New York, on the Hudson River to Buffalo, New York, at Lake Erie. The Hudson River connects Albany to the Atlantic port of New York City and the Erie Canal completed a navigable water route from the Atlantic Ocean to the Great Lakes. The canal contains 36 locks and encompasses a total elevation differential of around 565 ft. (169 m). The Erie Canal with its easy connections to most of the U.S. mid-west and New York City soon quickly paid back all its invested capital (US$7 million) and started turning a profit. By cutting transportation costs in half or more it became a large profit center for Albany and New York City as it allowed the cheap transportation of many of the agricultural products grown in the mid west of the United States to the rest of the world. From New York City these agricultural products could easily be shipped to other U.S. states or overseas. Assured of a market for their farm products the settlement of the U.S. mid-west was greatly accelerated by the Erie Canal. The profits generated by the Erie Canal project started a canal building boom in the United States that lasted until about 1850 when railroads started becoming seriously competitive in price and convenience. The Blackstone Canal (finished in 1828) in Massachusetts and Rhode Island fulfilled a similar role in the early industrial revolution between 1828 and 1848. The Blackstone Valley was a major contributor of the American Industrial Revolution where Samuel Slater built his first textile mill.

Power canals
A power canal refers to a canal used for hydraulic power generation, rather than for transport. Nowadays power canals are built almost exclusively as parts of hydroelectric power stations. Parts of the United States, particularly in the Northeast, had enough fast-flowing rivers that water power was the primary means of powering factories (usually textile mills) until after the American Civil War. For example, Lowell, Massachusetts, considered to be "The Cradle of the American Industrial Revolution," has 6 mi of canals, built from around 1790 to 1850, that provided water power and a means of transportation for the city. The output of the system is estimated at 10,000 horsepower. Other cities with extensive power canal systems include Lawrence, Massachusetts, Holyoke, Massachusetts, Manchester, New Hampshire, and Augusta, Georgia. The most notable power canal was built in 1862 for the Niagara Falls Hydraulic Power and Manufacturing Company.

19th century
Competition, from railways from the 1830s and roads in the 20th century, made the smaller canals obsolete for most commercial transport, and many of the British canals fell into decay. Only the Manchester Ship Canal and the Aire and Calder Canal bucked this trend. Yet in other countries canals grew in size as construction techniques improved. During the 19th century in the US, the length of canals grew from 100 mi to over 4,000, with a complex network making the Great Lakes navigable, in conjunction with Canada, although some canals were later drained and used as railroad rights-of-way.

In the United States, navigable canals reached into isolated areas and brought them in touch with the world beyond. By 1825 the Erie Canal, 363 mi long with 36 locks, opened up a connection from the populated Northeast to the Great Lakes. Settlers flooded into regions serviced by such canals, since access to markets was available. The Erie Canal (as well as other canals) was instrumental in lowering the differences in commodity prices between these various markets across America. The canals caused price convergence between different regions because of their reduction in transportation costs, which allowed Americans to ship and buy goods from farther distances much cheaper. Ohio built many miles of canal, Indiana had working canals for a few decades, and the Illinois and Michigan Canal connected the Great Lakes to the Mississippi River system until replaced by a channelized river waterway.

Three major canals with very different purposes were built in what is now Canada. The first Welland Canal, which opened in 1829 between Lake Ontario and Lake Erie, bypassing Niagara Falls and the Lachine Canal (1825), which allowed ships to skirt the nearly impassable rapids on the St. Lawrence River at Montreal, were built for commerce. The Rideau Canal, completed in 1832, connects Ottawa on the Ottawa River to Kingston, Ontario on Lake Ontario. The Rideau Canal was built as a result of the War of 1812 to provide military transportation between the British colonies of Upper Canada and Lower Canada as an alternative to part of the St. Lawrence River, which was susceptible to blockade by the United States.

In France, a steady linking of all the river systems – Rhine, Rhône, Saône and Seine – and the North Sea was boosted in 1879 by the establishment of the Freycinet gauge, which specified the minimum size of locks. Canal traffic doubled in the first decades of the 20th century.

Many notable sea canals were completed in this period, starting with the Suez Canal (1869) – which carries tonnage many times that of most other canals – and the Kiel Canal (1897), though the Panama Canal was not opened until 1914.

In the 19th century, a number of canals were built in Japan including the Biwako canal and the Tone canal. These canals were partially built with the help of engineers from the Netherlands and other countries.

A major question was how to connect the Atlantic and the Pacific with a canal through narrow Central America. (The Panama Railroad opened in 1855.) The original proposal was for a sea-level canal through what is today Nicaragua, taking advantage of the relatively large Lake Nicaragua. This canal has never been built in part because of political instability, which scared off potential investors. It remains an active project (the geography has not changed), and in the 2010s Chinese involvement was developing.

The second choice for a Central American canal was a Panama Canal. The De Lessups company, which ran the Suez Canal, first attempted to build a Panama Canal in the 1880s. The difficulty of the terrain and weather (rain) encountered caused the company to go bankrupt. High worker mortality from disease also discouraged further investment in the project. DeLessup's abandoned excavating equipment sits, isolated decaying machines, today tourist attractions.

Twenty years later, an expansionist United States, that just acquired colonies after defeating Spain in the 1898 Spanish–American War, and whose Navy became more important, decided to reactivate the project. The United States and Colombia did not reach agreement on the terms of a canal treaty (see Hay–Herrán Treaty). Panama, which did not have (and still does not have) a land connection with the rest of Colombia, was already thinking of independence. In 1903 the United States, with support from Panamanians who expected the canal to provide substantial wages, revenues, and markets for local goods and services, took Panama province away from Colombia, and set up a puppet republic (Panama). Its currency, the Balboa – a name that suggests the country began as a way to get from one hemisphere to the other – was a replica of the US dollar. The US dollar was and remains legal tender (used as currency). A U.S. military zone, the Canal Zone, 10 mi wide, with U.S. military stationed there (bases, 2 TV stations, channels 8 and 10, Pxs, a U.S.-style high school), split Panama in half. The Canal – a major engineering project – was built. The U.S. did not feel that conditions were stable enough to withdraw until 1979. The withdrawal from Panama contributed to President Jimmy Carter's defeat in 1980.

Modern uses
Large-scale ship canals such as the Panama Canal and Suez Canal continue to operate for cargo transportation, as do European barge canals. Due to globalization, they are becoming increasingly important, resulting in expansion projects such as the Panama Canal expansion project. The expanded canal began commercial operation on 26 June 2016. The new set of locks allow transit of larger, Post-Panamax and New Panamax ships.

The narrow early industrial canals, however, have ceased to carry significant amounts of trade and many have been abandoned to navigation, but may still be used as a system for transportation of untreated water. In some cases railways have been built along the canal route, an example being the Croydon Canal.

A movement that began in Britain and France to use the early industrial canals for pleasure boats, such as hotel barges, has spurred rehabilitation of stretches of historic canals. In some cases, abandoned canals such as the Kennet and Avon Canal have been restored and are now used by pleasure boaters. In Britain, canalside housing has also proven popular in recent years.

The Seine–Nord Europe Canal is being developed into a major transportation waterway, linking France with Belgium, Germany, and the Netherlands.

Canals have found another use in the 21st century, as easements for the installation of fibre optic telecommunications network cabling, avoiding having them buried in roadways while facilitating access and reducing the hazard of being damaged from digging equipment.

Canals are still used to provide water for agriculture. An extensive canal system exists within the Imperial Valley in the Southern California desert to provide irrigation to agriculture within the area.

Cities on water
Canals are so deeply identified with Venice that many canal cities have been nicknamed "the Venice of…". The city is built on marshy islands, with wooden piles supporting the buildings, so that the land is man-made rather than the waterways. The islands have a long history of settlement; by the 12th century, Venice was a powerful city state.

Amsterdam was built in a similar way, with buildings on wooden piles. It became a city around 1300. Many Amsterdam canals were built as part of fortifications. They became grachten when the city was enlarged and houses were built alongside the water. Its nickname as the "Venice of the North" is shared with Hamburg of Germany, St. Petersburg of Russia and Bruges of Belgium.

Suzhou was dubbed the "Venice of the East" by Marco Polo during his travels there in the 13th century, with its modern canalside Pingjiang Road and Shantang Street becoming major tourist attractions. Other nearby cities including Nanjing, Shanghai, Wuxi, Jiaxing, Huzhou, Nantong, Taizhou, Yangzhou, and Changzhou are located along the lower mouth of the Yangtze River and Lake Tai, yet another source of small rivers and creeks, which have been canalized and developed for centuries.

Other cities with extensive canal networks include: Alkmaar, Amersfoort, Bolsward, Brielle, Delft, Den Bosch, Dokkum, Dordrecht, Enkhuizen, Franeker, Gouda, Haarlem, Harlingen, Leeuwarden, Leiden, Sneek and Utrecht in the Netherlands; Brugge and Gent in Flanders, Belgium; Birmingham in England; Saint Petersburg in Russia; Bydgoszcz, Gdańsk, Szczecin and Wrocław in Poland; Aveiro in Portugal; Hamburg and Berlin in Germany; Fort Lauderdale and Cape Coral in Florida, United States, Wenzhou in China, Cần Thơ in Vietnam, Bangkok in Thailand, and Lahore in Pakistan.

Liverpool Maritime Mercantile City was a UNESCO World Heritage Site near the centre of Liverpool, England, where a system of intertwining waterways and docks is now being developed for mainly residential and leisure use.

Canal estates (sometimes known as bayous in the United States) are a form of subdivision popular in cities like Miami, Florida, Texas City, Texas and the Gold Coast, Queensland; the Gold Coast has over 890 km of residential canals. Wetlands are difficult areas upon which to build housing estates, so dredging part of the wetland down to a navigable channel provides fill to build up another part of the wetland above the flood level for houses. Land is built up in a finger pattern that provides a suburban street layout of waterfront housing blocks.

Boats
Inland canals have often had boats specifically built for them. An example of this is the British narrowboat, which is up to 72 ft long and 7 ft wide and was primarily built for British Midland canals. In this case the limiting factor was the size of the locks. This is also the limiting factor on the Panama canal where Panamax ships were limited to a length of 289.56 m and a beam of 32.31 m until 26 June 2016 when the opening of larger locks allowed for the passage of larger New Panamax ships. For the lockless Suez Canal the limiting factor for Suezmax ships is generally draft, which is limited to 16 m. At the other end of the scale, tub-boat canals such as the Bude Canal were limited to boats of under 10 tons for much of their length due to the capacity of their inclined planes or boat lifts. Most canals have a limit on height imposed either by bridges or by tunnels.

Lists of canals

 * Africa
 * Bahr Yussef
 * El Salam Canal Egypt
 * Ibrahimiya Canal Egypt
 * Mahmoudiyah Canal Egypt
 * Suez Canal Egypt
 * Asia
 * see List of canals in India
 * see List of canals in Pakistan
 * see History of canals in China
 * King Abdullah Canal in jordan
 * Qanat al-Jaish in iraq
 * Europe
 * Danube–Black Sea Canal (Romania)
 * North Crimean Canal (Ukraine)
 * Canals of France
 * Canals of Amsterdam
 * Canals of Germany
 * Canals of Ireland
 * Canals of Russia
 * Canals of the United Kingdom
 * List of canals in the United Kingdom
 * Great Bačka Canal (Serbia)
 * North America
 * Canals of Canada
 * Canals of the United States
 * Panama Canal

Lists of proposed canals

 * Eurasia Canal
 * Istanbul Canal
 * Nicaragua Canal
 * Salwa Canal
 * Thai Canal
 * Sulawesi Canal
 * Two Seas Canal
 * Northern river reversal
 * Balkan Canal or Danube–Morava–Vardar–Aegean Canal
 * Iranrud

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title: Canal