Trade route
Opened in 1869, the canal let ships pass from the Mediterranean to the Red Sea instead of sailing round Africa, cutting about 8,900 km from the voyage between London and the Arabian Sea. It became the main lane for steamers, tankers and container ships between Europe and Asia, though closed in 1956–57 and 1967–1975.
The Suez Canal (; Egyptian Arabic: قناة السويس, Qanāt as-Suwais) is an artificial sea-level waterway in Egypt, connecting the Mediterranean Sea to the Red Sea through the Isthmus of Suez and dividing Africa and Asia (and by extension, the Sinai Peninsula from the rest of Egypt). The 193.3-kilometre-long (120.1-mile) canal is a key trade route between Europe and Asia.
In 1858, French diplomat Ferdinand de Lesseps formed the Compagnie de Suez for the express purpose of building the canal. Construction of the canal lasted from 1859 to 1869 and it officially opened on 17 November 1869. It offers vessels a direct route between the North Atlantic and northern Indian oceans via the Mediterranean Sea and the Red Sea, avoiding the South Atlantic and southern Indian oceans and reducing the journey distance from the Arabian Sea to London by approximately 8,900 km (5,500 mi), to 10 days at 20 knots (37 km/h; 23 mph) or 8 days at 24 knots (44 km/h; 28 mph). The canal extends from the northern terminus of Port Said to the southern terminus of Port Tewfik at the city of Suez. In 2021, more than 20,600 vessels traversed the canal (an average of 56 per day).
The original canal featured a single-lane waterway with passing locations in the Ballah Bypass and the Great Bitter Lake. It contained, according to Alois Negrelli's plans, no locks, with seawater flowing freely through it. In general, the water in the canal north of the Bitter Lakes flows north in winter and south in summer. South of the lakes, the current changes with the tide at Suez.
The canal was the property of the Egyptian government, but European shareholders, mostly British and French, owned the concessionary company which operated it until July 1956, when President Gamal Abdel Nasser nationalised it—an event which led to the Suez Crisis of October–November 1956. The canal is operated and maintained by the state-owned Suez Canal Authority of Egypt. Under the Convention of Constantinople, it may be used "in time of war as in time of peace, by every vessel of commerce or of war, without distinction of flag." Nevertheless, the canal has played an important military strategic role as a naval short-cut and choke point. Navies with coastlines and bases on both the Mediterranean Sea and the Red Sea (Egypt and Israel) have a particular interest in the Suez Canal. After Egypt closed the Suez Canal at the beginning of the Six-Day War on 5 June 1967, the canal remained closed for eight years, reopening on 5 June 1975.
The Egyptian government launched construction in 2014 to expand and widen the Ballah Bypass for 35 km (22 mi) to speed up the canal's transit time. The expansion was intended to nearly double the capacity of the Suez Canal, from 49 to 97 ships per day. At a cost of LE (Egyptian Pound) 59.4 billion (US$9 billion), this project was funded with interest-bearing investment certificates issued exclusively to Egyptian entities and individuals.
The Suez Canal Authority officially opened the new side channel in 2016. This side channel, at the northern side of the east extension of the Suez Canal, serves the East Terminal for berthing and unberthing vessels from the terminal. As the East Container Terminal is located on the Canal itself, before the construction of the new side channel, it was not possible to berth or unberth vessels at the terminal while a convoy was running.
Ancient west–east canals were built to facilitate travel from the Nile to the Red Sea. One smaller canal is believed to have been constructed under the auspices of Senusret II or Ramesses II. Another canal, probably incorporating a portion of the first, was constructed under the reign of Necho II (610–595 BCE), but the only fully functional canal was engineered and completed by Darius I (522–486 BCE).
James Henry Breasted attributes the earliest-known attempt to construct a canal to the first cataract, near Aswan, to the Sixth Dynasty of Egypt and its completion to Senusret III (1878–1839 BCE) of the Twelfth Dynasty of Egypt.
The legendary Sesostris (likely either Pharaoh Senusret II or Senusret III of the Twelfth Dynasty of Egypt) may have constructed the ancient canal, the Canal of the Pharaohs, joining the Nile with the Red Sea (1897–1839 BCE), when an irrigation channel was constructed around 1848 BCE that was navigable during the flood season, leading into a dry river valley east of the Nile River Delta named Wadi Tumilat. (In ancient times, the Red Sea may have reached northward to the Bitter Lakes and Lake Timsah).
In his Meteorology, Aristotle (384–322 BCE) wrote:
One of their kings tried to make a canal to it (for it would have been of no little advantage to them for the whole region to have become navigable; Sesostris is said to have been the first of the ancient kings to try), but he found that the sea was higher than the land. So he first, and Darius afterwards, stopped making the canal, lest the sea should mix with the river water and spoil it.
Strabo wrote that Sesostris started to build a canal, and Pliny the Elder (23/24–79 CE) wrote:
165. Next comes the Tyro tribe and, the harbour of the Daneoi, from which Sesostris, king of Egypt, intended to carry a ship-canal to where the Nile flows into what is known as the Delta; this is a distance of over 60 miles (100 km). Later the Persian king Darius had the same idea, and yet again Ptolemy II, who made a trench 100 feet (30 m) wide, 30 feet (9 m) deep and about 35 miles (55 km) long, as far as the Bitter Lakes.
In the 20th century, the northward extension of the later Darius I canal was discovered, extending from Lake Timsah to the Ballah Lakes. This was dated to the Middle Kingdom of Egypt by extrapolating the dates of ancient sites along its course.
The reliefs of the Punt expedition under Hatshepsut, 1470 BCE, depict seagoing vessels carrying the expeditionary force returning from Punt. This suggests that a navigable link existed between the Red Sea and the Nile. Recent excavations in Wadi Gawasis may indicate that Egypt's maritime trade started from the Red Sea and did not require a canal. Evidence seems to indicate its existence by the 13th century BCE during the time of Ramesses II.
Remnants of an ancient west–east canal through the ancient Egyptian cities of Bubastis, Pi-Ramesses, and Pithom were discovered by Napoleon Bonaparte and his engineers and cartographers in 1799.
According to the Histories of the Greek historian Herodotus, about 600 BCE, Necho II undertook to dig a west–east canal through the Wadi Tumilat between Bubastis and Heroopolis, and perhaps continued it to the Heroopolite Gulf and the Red Sea. Regardless, Necho is reported as having never completed his project.
Herodotus was told that 120,000 men perished in this undertaking, but this figure is doubtless exaggerated. According to Pliny the Elder, Necho's extension to the canal was about 92 kilometres (57 statute miles), equal to the total distance between Bubastis and the Great Bitter Lake, allowing for winding through valleys. The length that Herodotus tells, of over 1,000 stadia (i.e., over 183 kilometres or 114 miles), must be understood to include the entire distance between the Nile and the Red Sea at that time.
With Necho's death, work was discontinued. Herodotus tells that the reason the project was abandoned was because of a warning received from an oracle that others would benefit from its successful completion. Necho's war with Nebuchadnezzar II most probably prevented the canal's continuation.
Necho's project was completed by Darius I of Persia, who ruled over Ancient Egypt after it had been conquered by his predecessor Cambyses II. It may be that by Darius's time a natural waterway passage which had existed between the Heroopolite Gulf and the Red Sea in the vicinity of the Egyptian town of Shaluf (alt. Chalouf or Shaloof), located just south of the Great Bitter Lake, had become so blocked with silt that Darius needed to clear it out so as to allow navigation once again. According to Herodotus, Darius's canal was wide enough that two triremes could pass each other with oars extended, and required four days to traverse. Darius commemorated his achievement with a number of granite stelae that he set up on the Nile bank, including one near Kabret, and a further one a few kilometres north of Suez. Darius the Great's Suez Inscriptions read:
King Darius says: I am a Persian; setting out from Persia I conquered Egypt. I ordered to dig this canal from the river that is called Nile and flows in Egypt, to the sea that begins in Persia. Therefore, when this canal had been dug as I had ordered, ships went from Egypt through this canal to Persia, as I had intended
— Darius Inscription
The canal left the Nile at Bubastis. An inscription on a pillar at Pithom records that in 270 or 269 BCE, it was again reopened, by Ptolemy II Philadelphus. In Arsinoe, Ptolemy constructed a navigable lock, with sluices, at the Heroopolite Gulf of the Red Sea, which allowed the passage of vessels but prevented salt water from the Red Sea from mingling with the fresh water in the canal.
In the second half of the 19th century, French cartographers discovered the remnants of an ancient north–south canal past the east side of Lake Timsah and ending near the north end of the Great Bitter Lake. This proved to be the canal made by Darius I, as his stele commemorating its construction was found at the site. (This ancient, second canal may have followed a course along the shoreline of the Red Sea when it once extended north to Lake Timsah.)
The Red Sea is believed by some historians to have gradually receded over the centuries, its coastline slowly moving southward away from Lake Timsah and the Great Bitter Lake. Coupled with persistent accumulations of Nile silt, maintenance and repair of Ptolemy's canal became increasingly cumbersome over each passing century.
Two hundred years after the construction of Ptolemy's canal, Cleopatra seems to have had no west–east waterway passage, because the Pelusiac branch of the Nile, which fed Ptolemy's west–east canal, had by that time dwindled, being choked with silt. In support of this contention, one can note that in 31 BCE, during a reversal of fortune in Mark Antony's and Cleopatra's war against Octavian, she attempted to escape Egypt with her fleet by raising the ships out of the Mediterranean and dragging them across the isthmus of Suez to the Red Sea. Then, according to Plutarch, the Arabs of Petra attacked and burned the first wave of these ships and Cleopatra abandoned the effort. (Modern historians, however, maintain that her ships were burned by the enemy forces of Malichus I.)
The ancient canal was re-excavated by Roman emperor Trajan in the first century CE, who named it Amnis Traianus after himself. He reportedly moved its mouth on the Nile further south, at the site of what is now Old Cairo. By the time of the Arab conquest in 641, this canal had fallen out of use. The commander of the Muslim force, Amr ibn al-As, ordered that it be restored so as to improve connections between Egypt and Medina, the Muslim capital at the time. The Muslim canal was excavated further north from Trajan's canal, joining the Nile close to what is now the Sayyida Zaynab neighbourhood of Cairo. This canal reportedly ended near modern Suez. The site of the former Roman channel near the Nile was absorbed into the new city of Fustat.
A geography treatise De Mensura Orbis Terrae written by the Irish monk Dicuil (born late 8th century) reports a conversation with another monk, Fidelis, who had sailed on the canal from the Nile to the Red Sea during a pilgrimage to the Holy Land in the first half of the 8th century.
The Abbasid caliph al-Mansur is said to have ordered this canal closed in 767 to prevent supplies from reaching Arabian detractors. The Fatimid caliph al-Hakim is claimed to have repaired the Cairo to Red Sea passageway, but only briefly, c. 1000, as it soon "became choked with sand". The remaining section of the canal near the Nile, known as the Khalij, continued to serve as part of Cairo's water infrastructure until the 19th century. In later periods, the canal was closed with a dike for much of the year and reopened during the flood season.
The successful 1488 navigation of southern Africa by Bartolomeu Dias opened a direct maritime trading route to India and the Spice Islands, and forever changed the balance of Mediterranean trade. One of the most prominent losers in the new order, as former middlemen, was the former spice trading center of Venice.
Venetian leaders, driven to desperation, contemplated digging a waterway between the Red Sea and the Nile—anticipating the Suez Canal by almost 400 years—to bring the luxury trade flooding to their doors again. But this remained a dream.
— Colin Thubron, Seafarers: The Venetians (1980), p. 102
Despite entering negotiations with Egypt's ruling Mamelukes, the Venetian plan to build the canal was quickly put to rest by the Ottoman conquest of Egypt in 1517, led by Sultan Selim I.
During the 16th century, the Ottoman Grand Vizier Sokollu Mehmed Pasha attempted to construct a canal connecting the Red Sea and the Mediterranean. This was motivated by a desire to connect Constantinople to the pilgrimage and trade routes of the Indian Ocean, as well as by strategic concerns—as the European presence in the Indian Ocean was growing, Ottoman mercantile and strategic interests were increasingly challenged, and the Sublime Porte was increasingly pressed to assert its position. A navigable canal would allow the Ottoman Navy to connect its Red Sea, Black Sea, and Mediterranean fleets. However, this project was deemed too expensive, and was never completed.
During the French campaign in Egypt and Syria in late 1798, Napoleon expressed interest in finding the remnants of an ancient waterway passage. This culminated in a cadre of archaeologists, scientists, cartographers and engineers scouring northern Egypt. Their findings, recorded in the Description de l'Égypte, include detailed maps that depict the discovery of an ancient canal extending northward from the Red Sea and then westward toward the Nile.
After becoming Emperor of France in 1804, Napoleon contemplated the construction of a north–south canal to connect the Mediterranean with the Red Sea. By avoiding the silt-laden Nile, such a canal would be easier to maintain. But the plan was abandoned because of the erroneous belief that the Red Sea was 8.5 m (28 ft) higher than the Mediterranean, and the waterway would thus require the costly and time-consuming construction of locks to operate. This was the result of using fragmentary survey measurements taken during the aforementioned war.
As late as 1861, the unnavigable ancient route discovered by Napoleon from Bubastis to the Red Sea still channelled water as far east as Kassassin.
Text from the Wikipedia article “Suez Canal”, available under CC BY-SA 4.0.