First of all, the Egyptian government has broadened it. In August 2014, Egypt started the construction of the new Suez Canal, including 35 kilometers of newly excavated river channels and the widening and deepening of 37 kilometers of existing river channels. It was officially opened on August 6, 2015. The results of it? The wider it becomes, the more it becomes blocked! The reason is that you have widened. In order to load more cargo, these ocean-going ships choose larger ships. It can be said that the river is wider and the boat is wider! In fact, the most fundamental reason is very simple, Scorpion Baba poison (only)! The Suez Canal, according to public information, calculates that Egypt receives 10 US dollars per ton of cargo. If a large ship carries 100,000 tons of cargo, then sailing along the Suez River, Egypt will receive about 1 million US dollars in income, with a total of 16,000 to 19,000 per year. The total annual toll revenue of the Suez Canal is about 5 billion U.S. dollars. It can be said to make money without broadening! This canal is so important and in the hands of Egypt, the United States is naturally very greedy. In 1963, the United States planned to build a new canal, temporarily named the Israel Canal, to replace the Suez Canal. Starting from the Negev Desert in Israel, it connects the Mediterranean Sea, the Dead Sea and the Red Sea, with a total length of 257 kilometers. Since this is an epic project, the manpower and material resources consumed are also astronomical. The Americans have a big brain and plan to use a nuclear explosion to dig a canal! How many? 520 nuclear bombs! According to statistics from foreign media, the total number of nuclear weapons in China is only between 300 and 360. The United States is ready to put in 520 nuclear bombs all at once! Because it was too shocking, and considering the hostility of Arab countries towards Israel, coupled with the serious radiation of nuclear weapons, the Americans just thought about it and didn’t dare to really do it. Monopoly and no competitors, Egypt naturally intends to lie down and win! If this Israeli canal is created, then Egypt will have the motivation to widen the Suez Canal again. However, if there is motivation, there is motivation, and there are still two things to say whether it can be expanded again. After all, such a large project must have a strong government, stable policies, and generation after generation to continue. In the world, apart from our government, facing such a huge infrastructure, I don’t believe that the second government can do it. Don’t believe it? Let me give you another example. At the junction of Thailand and Myanmar, there is a Kara Isthmus, which connects the Indian Ocean and the Pacific Ocean. Guess how much is the narrowest place? A mere 56 kilometers! Once opened, passing ships will save 1,200 kilometers compared to bypassing the Strait of Malacca! The voyage is shortened by 2-5 days. As long as it is opened, it is almost certain that it will greatly replace the important position of the Strait of Malacca and hit Singapore’s economy seriously! Of course Thais want to charge tolls, and they also have plans. How long is the plan? Not long, just over 300 years. Someone in Thailand has this idea since the 17th century, and has been thinking about it until now? Oh! The Suez Canal has been in operation for 10 years, still in the 19th century. In the 21st century, using my country’s strong infrastructure capacity, a Kra Canal can be built within three years.


By zhiwo

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6 months ago

It’s very professional and comprehensive that everyone has explained, but I can write anything, so I will insert it from another angle. Have you seen the height limit bar? For example, when crossing bridges or viaducts, there will be a height limit bar, the height limit is 2.2 meters, 2.3 meters…the height limit is 2.2 meters, and the truck is blocked by the height limit bar, such an accident Not uncommon. So just like this question: Why can’t these bridges be built higher? For example, it is built to 2.5 meters or 3 meters, but this raises another question: how high are these bridges built? The height of the car is 1.5 meters, the height of the SUV is 1.7 meters, the height of the small train is 2.2 meters, and the height of the large truck is 3.8 meters. Heavy truck 4 meters. The height of the tractor…… For example, I want to build the bridge to 4 meters, and then I have a crane higher than 4 meters. So there is no way. The higher your bridge, the higher the traffic passing by. To make another analogy, our mobile phone. I remember that when I was in school, the top-of-the-line mobile phone was equipped with 2G storage + 16G memory. With such a mobile phone to school, there must be a group of students around to watch. At that time, the software, pictures, and video memory were all small, but the memory was not enough after a period of time. After so many years of development, looking at now, 32G, 64G, 128G are everywhere, 256G, and even 512G. Although the memory seems to be large, downloading a software or game can easily be 1G, which may not be enough. Counting cached data, such a large amount of memory is still not enough. Even if you buy a mobile phone with the largest memory, can it drive you? You see, after so many years of development, it still cannot meet everyone’s needs. So no matter how wide your river can be, it is not a matter of minutes to build a larger ship with our country’s powerful construction capabilities. You are out of breath. If you really want to talk about widening, then it would be better to build a double channel, one can just use the other one.

6 months ago

Since its opening 150 years ago, the Suez Canal has been regularly expanded and modernized, and now it can accommodate some of the largest supertankers in the world. Undertake about 10% of international maritime trade. The Suez Canal underwent a major expansion in 1955. It was only one year before Egypt’s nationalization. The Suez Canal Channel was expanded. 1. When the Sea Level Canal was first opened in 1869, its length was 164 kilometers and its depth was 8 meters. It can accommodate ships weighing 5,000 tons and having a depth of 6.7 meters, and can pass most of the ships around the world at that time. In 1887, the canal was modernized and navigable at night, doubling the capacity. 2. Expansion in the 1950s It was not until the 1950s that the waterway was substantially expanded, deepened and lengthened due to the requirements of shipping companies. By the time Egyptian President Gamar Abdul Nasser nationalized it in 1956, it was 175 kilometers long and 14 meters deep, capable of navigating a tanker with a capacity of 30,000 tons and a draft of 10.7 meters. 3. In the 21st century, a major expansion in 2015 brought the total length of the waterway to 193.30 kilometers and the water depth to 24 meters. After the expansion, the canal can pass a 240,000-ton supertanker, which is part of the largest ship in the world, with a draft of 20.1 meters. This expansion also added a new channel to the north of the canal. However, the ship blocking Suez was in the south, not in the scope of the expansion. Approximately 50 ships used the canal every day in 2019, compared with 3 in 1869. By 2023, traffic volume is expected to nearly double again, and two-way circulation will also reduce waiting time. The fastest route most of the oil transported by sea passes through the Suez Canal, which is the fastest route from the Atlantic to the Indian Ocean, for example, from the Gulf and London. Compared to another route that detours the southern tip of Africa (the Cape of Good Hope), it passes through the Suez Canal. The canal journey has been reduced by about half. But it requires high tolls. Most of the cargo from the Gulf to Western Europe is oil. The opposite direction is mainly products and grains from Europe and North America, which are sold to the Far East and Asia.

6 months ago

Every day about sixty or seventy boats pass. The important thing is true. I didn’t feel the busyness. During the epidemic, I would sit on the balcony and count the boats…
Widening requires a large amount of funds, and Egypt cannot afford it at present. Moreover, the Suez Canal, a sensitive area, was regained with great efforts back then, and foreign capital was not dared to be introduced. Therefore, broadening is not a priority, nor is it a strong demand.

6 months ago

Technically, there is no problem in widening the Suez Canal. From an economic point of view, of course, you should not dig wide, because the scarcity is the most expensive! At present, the Suez Canal can meet demand without accidents. What is the significance of widening? Capital is not a philanthropist. It is not what capital is willing to do to invest huge sums of money to widen the river channel in order to avoid possible accidents. Politically, the scarcity and profit of the Suez Canal are the most important, especially scarcity. Broadening the river channel or adding new river channels will reduce this scarcity in disguise. A fragile river channel that is just a matter of Kayaou’s neck will be more important. What is in the interests of Egypt is actually more in line with the interests of the West to some extent, because the West is a net importer. The scarcity of the Suez Canal is reflected in its irreplaceability: There are currently three alternatives to the Suez Canal: the Arctic Waterway, the International North-South Transport Corridor, and the China-Europe Express. Arctic Waterway: The Arctic Waterway here refers to the Northeast Arctic Waterway that spans Asia and Europe, that is, the Siberian Waterway. It is a proposal put forward by Russia. From an objective point of view (economic and technical feasibility), it is indeed the most feasible However, most of this plan passes through the coast of Russia, and in winter, a large number of icebreakers are needed to support the opening of the waterway. Russia is the big brother in the global icebreaker field, unconditionally crushing any other country. Simply put, the biggest beneficiary of this waterway is Russia (that is Send money to Russia). From a political point of view, the West will never agree to this channel! ! International North-South Transport Corridor: This is a plan proposed by Iran, India and Russia, but it can no longer be regarded as a waterway. To be precise, it is a sea, rail, and public transport plan. Aside from politics, it cannot completely replace the canal (only part of it). Alternative), capacity is a big problem (transport time and cost are lower than the canal), and this route still has a certain degree of competition with China-Europe Express. Politically, Russia and Iran are inherently rejected by the West. Although this route overlaps with the One Belt One Road in Iran and is conducive to the advancement of the One Belt One Road, it involves India. willing. The red is the north-south corridor, and the blue is the canal route. China-Europe Express: This is the road part of the transportation plan that serves the Belt and Road Initiative. Also politically aside, it cannot replace the canal plan from an objective perspective (same as above, with capacity issues). It can only be used as a supplement and backup plan. The main transportation plan of the One Belt One Road is still the sea route through the canal. In summary, at least at present, the Suez Canal does not have the fungibility (monopoly), so of course it does not have the motivation to improve the service level (widen or increase the waterway).

6 months ago

The Suez Canal is widening, and Egypt has invested 8 billion U.S. dollars in the widening work. I walked through the Suez Canal very early. There is no problem of engineering difficulty here, but an economic account. The Suez Canal mainly serves Eurasian trade. There is also part of the transportation of petroleum and timber. Let’s look at Europe first. Europe has entered a postmodern society. Its production is generally high value-added products, and its development is slow. According to the forecast of the World Bank, the overall economic growth of Europe is hovering between 1.6% and less than 2%, and there is no expectation of huge growth. It is conceivable that its imports will not see large-scale growth. In addition, sea transportation is two-way transportation, and it is extremely uneconomical to run by air. Goods need to be transported in both directions. The Mediterranean Index of Global Shipping will not advance by leaps and bounds. The Suez Canal now accounts for more than 8% of global trade, and it is impossible for Europe to fly in by leaps and bounds. And what about Asia? Asia is a typical export-oriented economy and is far from an import economy. Then Asia must exchange large quantities of cheap goods for high value-added goods from Europe. The high value-added tends to be small, and the advantages of shipping are relatively weakened. In the current long-distance routes, large container liners need to stop at more points in order to block enough cargo so that the shipping will not lose money. Moreover, large-scale ships and modern ships are basically safe even if they navigate the westerly zone of the Cape of Good Hope. Therefore, this option has always been a mechanism to restrict the toll of the Suez Canal. If the capacity of the Suez Canal doubles (Egypt is the wishful thinking), then the result may not be optimistic, that is, the capacity of the Suez Canal exceeds actual demand, and maintenance costs increase, investment repayment pressure increases, and freight has to be reduced for repayment. The current navigation costs of the Suez Canal have fluctuated with the fluctuation of world crude oil prices, and the capacity has not been fully utilized, and there are seasonal reasons. Although the Suez Canal brings convenient, safe and fast shipping conditions, there is no free lunch in the world, and the Suez Canal charges high tolls. But this high amount can’t be fooled (constrained by the Cape of Good Hope). In fact, infrastructure construction is the same as other construction, and efficiency and benefit must be considered. In order to repay the demand, coupled with the huge increase in shipping capacity, Egypt may have to cut prices. Then the price/performance ratio is too bad. It is equivalent to learning Lei Feng. Many forecasts have now predicted that the Suez Canal widening project will be a deliberate loss-making business.

6 months ago

I read a few answers and found that none of the key points were mentioned. I believe everyone understands the principle that things are rare and expensive. Developers will not sell them. Businessman playing hoarding. It’s all the same. Since the canal is so important, it must not be widened. It is not easy to control if it is widened. The strategic position will decline. Everyone knows that Hong Kong’s housing prices are the most expensive in the world, but why doesn’t the Hong Kong government build more houses? Learn from us to develop new areas. There is no land, it is impossible. Hong Kong has a lot of land, so why not develop it? After the development, Hong Kong’s old city is worthless, and the rent of hundreds of thousands of a year for those husbands’ houses will be worthless after the new district is built. It’s not that important anymore. Therefore, rich people do not agree to develop new areas. So the status quo has been maintained for several decades. One layer remains unchanged. Also, when the Hong Kong-Zhuhai-Macao Bridge was built that year, Li Ka-shing was the first to object. why? Because the terminal business in Hong Kong and Macau belongs to the Li family. The construction of the Hong Kong-Zhuhai-Macao Bridge is really not a good thing for them.

6 months ago

When a “ship” on the Suez Canal closed its throat not long ago, it is estimated that many people wanted to ask this question. This is essentially a game between costs and benefits. Let’s first look at how the costs and benefits of shipowners and freight companies affect the canal. In the 151 years since the Suez Canal was navigable, it has been widened several times. The river surface has gradually widened from 60 meters wide at the earliest to 313 meters wide today. However, each widening and transformation not only did not make it easier for ships to pass, but made it easier for ships to run aground. In order to reduce transportation costs, shipowners and carriers will customize the Suez Canal to pass through the canal whenever the river is wider and deeper. The size, weight and transportation volume of the ships will gradually change along with the Suez Canal. Larger, wider, and longer, greatly increase the risk of stranding and blockage. In 2015, the average deadweight of global cargo ships was about 93,500 tons, and by 2019, this number has risen to 119,000 tons. The stranded “Long Ci” is currently one of the largest cargo ships in the world, with a deadweight of about 200,000 tons and a length of 400 meters, which is equivalent to 121.2 stories tall, even higher than the USS Enterprise. It will be 58 meters long. The Suez Canal has also been stranded several times in the past ten years. Although the impact is not as great as this time, it is enough to cause headaches for the Egyptian government. So, soon after taking office in 2014, Egyptian President Abdul-Fattah Sisi ordered the construction of a 35-kilometer-long “New Suez Canal” (the orange line in the picture below) to let the area north of the Great Bitter Lake The waterway realizes two-way traffic to reduce the impact of stranded ships on the river passage. The Long Give is just stuck in the red one-way road. So why not just widen the entire route into a two-way road at once? The idea is very good, this is the problem of cost and benefit, that is, the problem of money. After the nationalization of the canal in 1956, the Egyptian government and the canal management office have always regarded the canal as a “money cow.” After the Arab Spring, Egypt regarded the new Suez Canal project as the “foundation of the country”. It not only cost a total of billions of euros under economic difficulties, but also shortened the original three-year construction period to one year. The goal is to “see the money sooner”. This kind of “quick temper” not only caused various loopholes and shrinkages in the quality of the project and supporting facilities. At that time, the “full two-way channel” originally advocated by experts was abandoned, which caused the embarrassment of the “specially blocked single channel section” this time. This is true even after Egyptian President Abdul-Fattah Sisi realized part of the two-way route for the canal in 2014. In addition, at the call of money, canal managers often raise their hands on “excessive” ships. As long as the money is in place, the “access standard” is like a spring. Many container ships that exceed the regulations often do not carry cargo in accordance with the regulations. After paying the full fees, the canal management often “turns a blind eye” to these overloaded vessels. Egypt probably thinks this way: if the canal is widened, the cost is astronomical. Isn’t it true that you can earn money from fees now? Why bother to make money in the future? Moreover, in the two-way widening project, the opening of the canal may be affected, and the losses will be relatively large whether it is to the transportation industry or to the tolls charged by Egypt itself. We must know that Abdul’s expansion project in 2014 cost a huge amount of 9 billion U.S. dollars, and a large part of this has been transferred to the freight company, which has to be “cooked” from the “tolls”. Therefore, Egypt is unlikely to re-widen the canal if it is not a last resort. Therefore, whether for shipowners and shipping companies, or for the Egyptian government, which collects tolls, whether the canal is widened or not widened, they are all in the middle of the game in which costs and benefits are eternal in business.

6 months ago

According to media reports, the much-watched “Long Give” stranded the Suez Canal, progress is still slow. Although more than 20,000 tons of sediment have been excavated, the stern of the ship has become loose, and the stern of the sediment has been removed, but it is still unclear when the freighter will be shallow. A sturdy “Changci” has a full load displacement of 220,940 dwt, a total length of 399.94 meters, a full width of 58.80 meters, a normal draft of about 16 meters, and can carry up to 20,000 standard containers and has a crew of 25 people. The Suez Canal has a total length of 193.30 kilometers, a depth of 24 meters, and an average width of 205 meters, of which the widest point is 345 meters. The average width between the channel buoys is 135 meters. It is divided into a 22-kilometer-long northern section, a 162.25-kilometer-long main section, and a 9-kilometer long section. The southern section. Although some parallel “bypasses” have been built, the Suez Canal is still a one-way channel in terms of the entire river section, and the southern section is even one-way all the way-the “Changci” is precisely stuck in the width only. On the 210-meter south section with no bypass, it can be described as a solid block. As of 12 o’clock on March 28, local time, according to the Egyptian Suez Canal Authority (SCA), a total of 369 ships of various types were blocked at both ends of the channel. Data show that in 2020, the Suez Canal will pass nearly 19,000 tons of ships, with a total tonnage of 1.17 billion tons, accounting for 10% of the global ocean trade, and about 50.5 ships passing through every day on average. Some shipping giants said that if the Suez Canal has been “congested”, they will have to detour the Cape of Good Hope. This means that each vessel will increase the cost of about 450,000 U.S. dollars and delay the voyage for 3 to 6 days. SCA said that for every day the canal is blocked, the loss to Egypt is about 12 to 14 million U.S. dollars. Professional organizations estimate that the total value of cargo carried by ships that are blocked at both ends of the channel every day is as high as 8.1 billion U.S. dollars. The report issued by the insurance company Allianz pointed out that every day of blockage will cause a loss of US$6-10 billion in global trade. Obviously, the Suez Canal must be reopened as soon as possible, otherwise no one can bear it. The more it “widens,” the more it gets blocked. The question is: Since this channel is so important and so afraid of blocking it, why not widen it and dig deeper? This really wronged the Egyptians and the European colonial authorities that previously managed the canal-the Suez Canal has been widening, deepening, and reforming for 151 years. The newly constructed Suez Canal is a single channel for the entire journey, with a draft of only 8 meters, and can only allow ships of about 60,000 tons to pass. However, since 2008, the maximum allowable draught has been relaxed to 19 meters, the maximum allowable ship width has been relaxed to 40 meters (previously 32 meters), the maximum allowable deadweight of ships has reached 240,000 tons, and the container loading capacity is 18,000. +2000TEU (The international unit of measurement is a container with a length of 20 feet). The latest renovation was announced as completed and delivered on August 6, 2015. Its main content is to widen and deepen the 37-kilometer-long old river channel, and at the same time excavate the so-called “New Suez Canal” with a width of 317 meters and a length of 35 kilometers. The “bypass” interval has been increased. But the reality is that the result of each renovation has greatly increased the risk of blockage. For this reason, shipowners, carriers, canal managers, and the Egyptian government are all responsible. As for shipowners and carriers, the third Middle East War caused the canal to be interrupted for 8 years. After the canal was opened for navigation in 1975, it tried to use “top grid ships”, that is, “monster ships” large enough to barely pass through the Suez Canal to keep transportation costs as low as possible. In this way, every time the canal is rebuilt and the standard of “release” is increased, shipowners and carriers will tailor the new enlarged “top box” accordingly. As a result, the wider and deeper the canal is transformed, the more “exaggerated” the size, weight and load capacity of the “top box” shuttles between them, and the risk of stranding and blockage also increases. On the other hand, since the “nationalization” of the canal, the Egyptian government and SCA have always regarded it as a “money cow”. After the “Arab Spring”, Egyptian President Sisi took the “New Suez Canal” project as the “fundamental of the country”, not only auctioned off a total of 8 billion euros during economic difficulties, but also forcibly shortened the original three-year construction period to 1. Years, its purpose is naturally to “see money soon.” This kind of “quick temper” not only caused various loopholes and “shrinkages” in the quality and supporting facilities of the project-the “full two-way channel” advocated by the original experts was abandoned, leading to the “special blocking of the single channel section”. awkward. In addition, driven by economic interests, the management of the canal often raises its hands on ships that “exceed the standard”. As long as the money is in place, the “standards of access” will be like a spring. According to the design, a container ship of 20,000 TEU should unload 2,000 TEU at the port of entry, and transfer it to the port of export by a barge or by rail, and then reload it back to the freighter, but in fact this rule is useless. After the incident, a crew member pointed out that many ore ships and bulk carriers with clear drafts that “crossed the line” were actually released after paying the full cost and using the “theoretical draft” to top their tanks. It is an accident, but hidden dangers always exist, and accidents are only a matter of time.” There are indications that the congestion of the Suez Canal will continue for some time, and the transformation will not be able to quench the thirst.

6 months ago

After the baptism in 2020, we seem to have been unaware of all kinds of accidents. However, a piece of news on March 23 this year still made people laugh. On March 24, 2021, Taiwan Zhongshi News Network and many other media reported that: Taiwan Evergreen Shipping’s ultra-large container ship “Changci” got stuck on the 23rd from Yantian, Shenzhen, China, to Rotterdam, the Netherlands. The Suez Canal has caused a major two-way traffic congestion on this world’s most busy canal. On March 25, local time, the Egyptian Suez Canal Authority stated that it had temporarily suspended traffic on the Suez Canal. The Changci freighter, which blocked the Suez Canal by oneself, was 400 meters long and nearly 60 meters wide, and could carry 20,000 containers. After a gust of wind, this freighter, which was already difficult to steer, ran sideways and ran aground, thus blocking the Suez Canal. For a while, I don’t know whether to sigh that the river is too narrow or the boat is too wide. The Long Give is the largest ship ever stranded on the Suez Canal, but the Long Give is not the first huge ship to be blocked in the Suez Canal. It is unpredictable whether it will be the last. The Suez Canal is responsible for approximately 12% of global trade volume, but this is not the first time it has had a major stranded event. In 2004, the “Tropical Radiance” ran aground on the Suez Canal, causing the waterway to be closed for three days. On February 25, 2016, a CAPESIZE bulk carrier named NEW KATERINA ran aground on the Suez Canal. There was a hole in the bow of the ship and a lot of water flooded. The accident forced the closure of the waterway. On April 28, 2016 (local time), the 153514DWT large container ship ran aground on the Suez Canal and suspended the canal, resulting in 8 ships stranded. On May 23, 2017 (local time), a Suez-type crude oil carrier named NEW LEGEND ran aground on the Suez Canal, which partially affected waterway traffic. On April 21, 2019, the container ship “APL DANUBE” ran aground on the Suez Canal, and traffic was once brought to a standstill. The Suez Canal is so important in maritime transportation. After many accidents, why not widen the channel and increase the traffic volume? In fact, the Suez Canal has been widening, deep excavation and transformation since its 151 years of navigation. However, each widening and transformation greatly increases the risk of blockage. Poor quality of renovation The Egyptian government and SCA (Suez Canal Authority) have always regarded the Suez Canal as a “money cow”. During the canal reconstruction process, the Egyptian President shortened the original planned reconstruction period from 3 years to 1 year, resulting in poor project quality and supporting facilities—the “full two-way waterway” plan advocated by the original experts was not implemented. Therefore, the Suez Canal’s ability to deal with accident risks has not been improved. Vessels may be overloaded. In fact, many container ships that exceed the regulations often do not carry cargo in accordance with the regulations. After paying the full fees, the canal management often “turns a blind eye” to these overloaded vessels. Therefore, after the incident, some crew members pointed out that the hidden danger of ship grounding has always existed, and this incident is not surprising. Because when the Suez Canal is widened, the size of ships will become larger and larger, so widening is not a solution to the problem. The reason is very simple, because before the Suez Canal was only a one-way street, later the canal was widened to a two-way street due to the problem of carrying capacity, but even so, the volume of cargo ships is getting larger and larger, so the canal is often blocked. occur. Why is the Suez Canal blocked? This time the ship jam was an accident, because the ship encountered strong winds while sailing on the Suez Canal. The high winds caused the ship to deviate from the channel, so the jam occurred. And this ship happens to be a very large ship, with a draft of 16 meters, which can be called a giant cargo ship, so the ship directly traverses the Suez Canal, and other ships cannot pass through. The economic drive determines the development of the Suez Canal. The ships passing through the Suez Canal are generally large cargo ships, because these cargo ships carry the task of delivering goods from the Asian continent to the European continent, so the volume of these ships is very large, and it is impossible to have small cargo ships, which also determines the Suez. The development of the canal was restricted by the economy. No company is willing to use small cargo ships for delivery. If you really want to solve the problem of ship congestion in the Suez Canal, it is likely to start with the size of the ship.

6 months ago

After the construction of the Suez Canal, the voyage from Europe to Asia was shortened by nearly 10,000 kilometers, and there was no need to go to the Cape of Good Hope. Distance is money, children, if the Suez Canal is made wider, not only will it be able to accommodate more ships passing by, the incident like this “Long Give” will not happen. As everyone knows, the Suez Canal is already widened. Egypt’s current attitude towards widening the Suez Canal can be summarized in four words: no motivation. When the Suez Canal was dug in 1869, it was 162.5 kilometers long, 52 meters wide, 22 meters wide at the bottom, and only 8 meters deep. In this way, more than 400 million francs have been spent, but fortunately, most ships in the world were still able to pass. Later, there were more and more ships, and they became bigger and bigger, and larger ships could not get through. After the 20th century, Egypt also knew that this was a river paved with “money”, so it continued to renovate the Suez Canal and excavate new rivers. Intermittently, the water is now 24 meters deep, and the world’s largest container freighter can also pass, and it’s easy to run an aircraft carrier. In that case, why is it stranded? Because the long-giving number is really too! Big! Up! The length of the Long Give has reached 400 meters, which is equivalent to the height of the Empire State Building in New York, while the width of the Suez Canal is between 345 meters and 280 meters. In other words, the Changci can only go straight in one direction, but this time due to strong winds (the specific reason is still being investigated), the Changci lay in the canal diagonally before cutting off the channel. Freighters of this class should belong to the first echelon of the current shipping industry, and only run aground under extreme conditions, and from the situation in previous years, this situation is minimal, so even if the river is not widened , It will not affect the passage of most freighters. If it is really a super freighter that is so big that it is against the sky, then you can go around the Cape of Good Hope. Can I not make you money? As the saying goes, the wool comes from the sheep. The toll for the Suez Canal is now 300,000 US dollars once, and the fuel cost will increase by 470,000 US dollars when bypassing the Cape of Good Hope. If the Egyptian government expands and builds it again, then the river crossing fee will definitely increase. In this case, many ships would rather detour around the Cape of Good Hope. No one will have trouble with money. The expansion of the Suez Canal will inevitably take time and effort, but the benefits will be minimal. The Egyptian government is not a well-rounded master, so naturally it will not do such thankless work. However, after this incident, it is estimated that the countries that depend on the Suez Canal are still a little bit awkward. It’s okay that they haven’t encountered a stranded situation before. Now that they have been blocked for so many days, they are definitely still scared. No, many countries are asking about China-Europe Express trains? Compared with the uncertainty of sea transportation, land transportation is indeed much easier to use. The speed of railway is two or three times that of sea transportation, but the cost is so much, so land transportation cannot replace sea transportation for a while. The black swan incident after the Suez Canal has also sounded a wake-up call for all countries. Normally, it’s okay. If it’s a wartime situation, the small gutter may still overturn the big ship, so plan b is required. Compared with other routes, the China-Europe Express train is indeed less troublesome and effortless. I have to say that my country’s One Belt One Road initiative is really a pioneering undertaking.

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