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Panama Canal: Wider, Deeper, Longer (VIDEO)

Posted on Jul 2nd, 2014 with tags , , , , , , , , .

Panama Canal Wider, Deeper, Longerhttp://www.marineinsight.com/shipping-news/port-experts-doubt-panama-canal-expansion-will-game-changer/

Port Experts Doubt Panama Canal Expansion Will Be ‘Game Changer’

The expansion of the Panama Canal to accommodate a new generation of huge cargo ships is not likely to be “a game changer” for United States ports, John Reinhart, the CEO and executive director of the Virginia Port Authority, told an international audience of maritime economists in Norfolk on Wednesday, July 16. “But we still have to be ready,” Reinhart was quick to add during a panel discussion at the International Association of Marine Economists (IAME) Conference 2014 at the Marriott Waterside. The conference, July 15-18, is hosted by Old Dominion University, Dalhousie University in Nova Scotia, Canada, and Texas A&M University-Galveston. Once the Panama Canal expansion is completed, expected in early 2016, container ships with double the capacity of most of the larger ships now calling on U.S. ports will be able to pass through it, opening up an alternative – and very cost effective – way for cargo to travel between the Far East and North America. Currently, West Coast ports such as Los Angeles get the lion’s share of commerce between Far Eastern nations and the United States. But many observers of the shipping scene have predicted that a deeper and wider Panama Canal will result in more of this traffic from China and other nations in the Far East going to ports on the East Coast of the United States.

panama canal expansion

The IAME conference, which has 220 participants from all over the world, is organized around the title “Maritime Economics in a Post-expansion Panama Canal Era,” and it has been clear during the first two days of the meeting that the canal is topic No. 1 among the academics and industry experts in maritime trade. But at a panel discussion Wednesday featuring Reinhart and port executives from Los Angeles, Houston, New Orleans and Cartagena, Colombia, the prevailing word was: don’t expect big winners or losers among ports in the United States and the Caribbean. While Reinhart said he thinks the impact of the canal expansion “will be very modest,” he added proudly, “The Port of Virginia is big-ship-ready and we’re doing what we need to do to compete.” The Port of Virginia, as Reinhart noted, has main channels that are 50 feet deep and able to accommodate the new container ships that can carry 12,000 of the standard 20-foot shipping containers. (12,000 TEU is the term shippers use, for twenty-foot equivalent unit.) New York, the East Coast’s busiest port is busy now dredging channels that are only 37-45 feet deep. Unlike New York, Hampton Roads does not have bridge clearance issues on main shipping channels. (New York is raising the Bayonne Bridge at a cost of $1 billion so that bigger ships can pass underneath; that work is projected to take three more years.) Furthermore, Reinhart said limited space for the New York port to grow and truck/rail traffic congestion in and around Manhattan are factors that could favor Virginia as new shipping patterns emerge after the Panama Canal expansion. Geraldine Knatz, who retired earlier this year after eight years as executive director of the Port of Los Angeles, dismissed what she termed as the Panama Canal “hoopla,” and let the audience know that L.A. will fight to retain traffic after the canal expansion. “We really feel that L.A.’s biggest competitor in all this is Long Beach,” the port nearby in California, she said. Knatz acknowledged that port executives in L.A. are using the canal expansion to leverage concessions and support from government and industry partners such as the railroads. “We have a rallying cry, ‘Beat the Canal,’” she said. With help from the railroads, containers coming from China and passing through L.A. can get to destinations in the eastern United States faster than containers from China that are shipped through the Panama Canal and on to an East Coast port. Knatz said L.A. and Long Beach are also focusing on more than just deep channels to get the bigger ships to their ports. Efficient cargo handling may become the main determinant of where a 12,000 TEU ship will call, she added, and both L.A. and Long Beach are investing in automated terminals and other means to get ships unloaded or loaded more quickly. Roger Guenther, executive director of the Port of Houston, explained the dredging, addition of larger cranes and other enhancements that his facilities have undertaken to accommodate bigger ships. He also said he feels confident that Houston will get its share of the post-canal-expansion traffic due to the “energy sector renaissance in Texas.” Plastic resins made from fossil fuels are in huge demand elsewhere in the world, especially China, and containers filled with grains of this resin already make up about one-third of exports from Houston. Gary Lagrange, chief executive officer of the Port of New Orleans, said his facility will hold its own because goods coming in there can be barged to so much of America’s heartland. The timing of the conference – as work on the Panama Canal expansion, which began in 2007, is nearing completion – means that panels and research will focus on the very real issues faced by everyone in the maritime industry, said Wayne Talley, Frederick W. Beazley professor of economics and director of ODU’s Maritime Institute. Talley moderated Wednesday’s panel discussion featuring the port executives. “The $5.3 billion expansion of the Panama Canal is one of the biggest changes ever faced by the maritime industry. IAME is one of the leading organizations sharing information and scholarship on the impact of such a dramatic shift,” Talley said. The wider, deeper channels and locks are aimed at serving more massive vessels known as Post-Panamax ships. Over the next decade they should almost double the cargo the canal moves between the Atlantic and Pacific oceans. IAME is an international forum for the exchange of research and information among those interested in maritime and maritime-related issues. IAME conferences, in particular, provide opportunities for building and strengthening relationships between research and industry communities. Participants at this conference are from Greece, Australia, Canada, Korea, Switzerland, Italy, Taiwan, Belgium and Singapore. ODU’s expertise in port research stretches back decades, in part because of the university’s location near a major, deepwater port, but also because of the work of ODU faculty researchers. At a recent IAME annual meeting in Santiago, Chile, worldwide university rankings for port research over the past 30 years were presented. ODU was ranked eighth in the world in these prestigious rankings, second only to the University of Washington in the Western Hemisphere. “This is a very significant recognition,” Talley said. “It is an incredible honor for Old Dominion University and the local maritime community to host the world’s leading researchers in maritime issues, and have the opportunity to showcase the scholarly maritime research that is being done at ODU.” Reference: odu.edu

http://gcaptain.com/expanded-panama-canal-fundamentally-flawed-says-veteran-pilot/

panama canal expansion Captain Jose Claus, a Panama Canal pilot with 22-years of experience guiding ships along this vital passage, strongly believes the locks for the new Panama Canal have a fundamental design flaw that may have extraordinarily far-reaching and highly negative implications. In short, he believes they are under-engineered for the task they are about to perform. Initial engineering studies for the new Panama Canal brought engineers to Port of Antwerp to visit the largest Post-Panamax locks in the world, Berendrecht and Zandvliet.  At these locks, tugs are used maneuver the ships in and out of the locks rather than locomotives (mules).  Both locks measure 1,640 feet long and are 223 feet wide and 186 feet wide, respectively. The dimensions of the locks in Belgium are critically important because not only do they consider the maximum size of the vessel that will transit, but also the maneuvering tugs which will accompany these vessels alongside.  In the case of Berendrecht, the added width of the lock allows much larger Post-Panamax vessels to transit through with the assistance of tugs both fore-and-aft, as well as port and/or starboard.  Under flat calm conditions, a Post-Panamax ship could probably transit through the Zandvliet lock as well, however they don’t because of the difficulties in keeping the ship laterally centered in the lock while hooked up to the tugs fore-and-aft. This is the situation facing the new Panama Canal which will measure 1,400 feet long and 180 feet wide.  With new Panamax-sized ships designed to have a maximum beam of 161 feet, that leaves only 19 feet to spare on either side of the vessel, which is about half the beam of a typical tugboat.  Tugs will simply not be able to operate alongside Panamax vessels transiting the new Panama Canal. There are other consideration as well, notes Captain Claus. “The new Panamax lock on the Caribbean side is aligned more in the west-east direction which puts transiting vessels more broadside with respect to the prevailing winds.  In our dry season, 21 knots is normal and some days reach 30 knots, however in Antwerp, the navigation regulations note that maneuvers should be postponed above Beaufort Force 5, or 21 knots of wind.”  Considering the windage inherent to LNG tankers and large containerships, this is a major consideration. Without the use of locomotives such as those currently being used, Captain Claus is deeply concerned the new Panamax ships will not be able to be safely maneuvered through the canal.  “Instead of an hour and a half transit times, we may be looking at four hours in order to do this safely,” he notes in a phone call. More than doubling the transit times would subsequently half the number of ships that are able to transit and potentially ruin the business case for the canal, he notes. “Major delays on the Panama Canal would be catastrophic to Panama,” notes Claus. And indeed the entire shipping industry.  In speaking with a shipowner today, the biggest industry question is,  “What will the rates be to use the canal once expanded?” If Claus’ warning comes true, transits through the canal will fall while rates rise proportionally.
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The Panama Canal, squeezing ships through from the Atlantic Ocean to the Pacific and vice versa, has played a major role in the shipping world over the past years. As it proved to be a major destination for shippers, the Canal authorities have decided to double its capacity allowing for even more traffic to pass through.

The canal is currently undergoing a major upgrade as it expands to a new lane of traffic through the construction of a new set of locks. The existing locks allow the passage of vessels that can carry up to 5,000 TEUs. After the expansion the Post-Panamax vessels will be able to transit through the Canal, with up to 13,000 TEUs. The expansion will double the Canal’s capacity, having a direct impact on economies of scale and international maritime trade. In order to get a taste of what is going on on site, check out the ongoing developments: http://worldmaritimenews.com/archives/129117/panama-canal-wider-deeper-longer-video/ video
World Maritime News Staff July 2, 2014

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Mittwoch, 25. Juni 2014

Das Schwergutschiff "Sun Rise" brauchte für den Transport der vier Schleusentore aus Triest rund einen Monat. Foto: ACP

Der Ausbau des Panamakanals verzögert sich mittlerweile um rund ein Jahr – aktuell sind drei Viertel der Arbeiten abgeschlossen. Auch die Schleusensysteme nehmen Gestalt an. mm Mehr im THB
http://www.marineinsight.com/shipping-news/egypt-seizes-bomb-making-material-near-suez-canal/ http://gcaptain.com/egypt-seizes-bomb-making-material-near-suez-canal/
panama canal reuters logoCAIRO, May 14 (Reuters) – Fifteen tonnes of a material used to make explosives have been seized in a town straddling the Suez Canal, the Egyptian army said on Wednesday, one of the biggest such hauls since the start of a campaign against Islamist militants in the nearby Sinai. Five tonnes of the material were seized in a truck in Al Qantara East on the eastern bank of the canal, leading to a second seizure of 10 tonnes of the same material held in storage at an undisclosed location in Al Qantara West, on the opposite bank. In a short statement, the army said the truck was being driven by two men from the town of El-Arish, which borders the Palestinian Gaza Strip at the eastern edge of the Sinai Peninsula. The army gave no further details. Copyright Gcaptain The army launched a major campaign against militants in North Sinai last year following the military overthrow of president Mohamed Mursi of the Muslim Brotherhood, who was removed from power following mass protests against his rule. Attacks by Islamist militants have spiralled since Mursi’s overthrow. Bombings and shootings have killed several hundred soldiers and policemen in North Sinai and the more densely populated areas in the Nile Delta and Nile Valley. The Suez Canal is the fastest shipping route between Europe and Asia and a vital source of foreign exchange for an Egyptian economy battered by instability since the downfall of former president Hosni Mubarak in 2011. (Writing by Tom Perry) (c) 2014 Thomson Reuters, All Rights Reserved

Egypt Seizes Bomb-Making Material Near Suez Canal

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reuters logo USS_America_(CV-66)_in_the_Suez_canal_1981 The army launched a major campaign against militants in North Sinai last year following the military overthrow of president Mohamed Mursi of the Muslim Brotherhood, who was removed from power following mass protests against his rule. Attacks by Islamist militants have spiralled since Mursi’s overthrow. Bombings and shootings have killed several hundred soldiers and policemen in North Sinai and the more densely populated areas in the Nile Delta and Nile Valley. The Suez Canal is the fastest shipping route between Europe and Asia and a vital source of foreign exchange for an Egyptian economy battered by instability since the downfall of former president Hosni Mubarak in 2011. (Writing by Tom Perry) Copyright 2014 Thomson Reuters. Click here for Restrictions
  http://www.marineinsight.com/shipping-news/panama-says-earn-2-4-bln-less-forecast-canal-fees-2019/ Copyright marine insight

Panama Says To Earn $2.4 Bln Less In Forecast Canal Fees By 2019

LinkedIn
reuters logoPanama’s government will receive $2.4 billion less in revenue from its world famous canal over the next five years than it forecast nearly a decade ago, the country’s finance minister said on 14th May, citing changing cargo trends. Finance Minister Frank de Lima said less dynamic trade would also weigh on revenue, but played down the impact of delays to a multi-billion expansion of the canal this year. The expansion work was interrupted earlier this year due to a disupte over cost overruns and later by a national strike. panama canal expansion De Lima added that Panama’s public sector fiscal deficit was around 1.2 percent of gross domestic product in the first quarter of this year, broadly in line with the same period last year. (Reporting by Elida Moreno, Writing by David Alire Garcia; Editing by Simon Gardner) Copyright 2014 Thomson Reuters. Click here for Restrictions
http://www.marineinsight.com/shipping-news/cost-overrun-clash-endangers-huge-panama-canal-extension-project/ Copyright Marineinsight Bmrk.Btr. HP/Blog: auch andere haben Finanzierungs - Ausführungsprobleme , bisher lief der Ausbau telativ problemlos.Fazit  Wer von uns Menschen ist insbesondere bei so riesigen Projekten unfehlbar ????? Niemand .

Cost Overrun Clash Endangers Huge Panama Canal Extension Project

reuters logoWork on the massive Panama Canal extension project may be suspended after a clash between the builders and the Panamanian authorities about $1.6 billion in cost overruns, according to a statement from the building consortium on Wednesday.
The cost overruns on the $3.2 billion canal extension, one of the world’s largest construction contracts, should be met by the Panama Canal Authority (PCA) under the terms of the contract, argued the consortium comprised of Spain’s Sacyr, Italy’s Impregilo, Belgium’s Jan De Nul and Panama’s Constructora Urbana, SA. Image credits: constructiondigital.com However, the PCA rejected the complaints by the consortium, known as Grupo Unidos por el Canal. “Regardless of what kind of pressure is put on the PCA, we will maintain our demand that Grupo Unidos por el Canal respects the contract that they themselves accepted and signed,” the head of the PCA, Jorge Quijano, said in a statement. The PCA added that if the consortium was not capable of honoring its agreements, the authority would initiate “mechanisms from the contract that would allow the work to be completed.” It did not explain what those would be. The consortium said the overruns were the result of unforeseen events during construction, something which was “normal” in these kind of projects. The group said it believes the PCA had “failed in its obligations as set out in the contract as well as in the inexactitude of the information provided to the consortium to carry out the project.” Under the terms agreed, the PCA has another 21 days to comply with the requirements, it added, during which work will continue. No one at Sacyr was immediately available for further comment. Problems with the Panama project come at a bad time for Sacyr, whose total net debt stood at 6.9 billion euros at the end of September, more than three times its market capitalisation. Copyright 2013 Thomson Reuters. Click for Restrictions

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der_suezkanal_geh__rt_neben_dem_panama The Shipping Industry Must Continue To Take Reasonable Security Measures Through The Suez Canal Copyright Marine insight ship in suez canal
Shipowners and Charterers should continue to take normal precautionary security measures when transiting through the Suez Canal, said Andrew Varney, Managing Director Port2Port Maritime Security in a recent webcast discussion: “Is the Suez Canal Safe for Shipping?” with the US Journal of Commerce.
With Egypt receiving in excess of $5bn from vessels transiting the canal, and the waterway providing obvious cost savings in transit times, Andrew said that, “The security of the Suez Canal is paramount and clearly something to safeguard. The risks to transiting the canal are manifest – political instability, physical attack, or commercial uncertainty – where in places the canal is only 150m wide and 24m deep and should a vessel be disabled or sunk, it would block this vital seaway for at least two weeks.” With the brazen RPG attack on the Cosco Asia in September this year, this clearly demonstrates how susceptible vessels are to rocket and small arms fire. And with anotherincident occurring only recently where approximately 35 Egyptian policemen were wounded when a car blew up near their base in the Suez Canal city of Ismailia, insecurity and instability remains in the region. ship in suez canal He continued to state how a closure of the canal might affect the Shipping Industry financially, specifically with the effect on Maritime Contracts. “A central concern would be the frustration of existing shipping and charter party contracts, and whether a closure of the Suez Canal would indeed render those contracts unable to be performed. US and UK courts have routinely held that where vessels are not trapped, but merely required to seek an alternate route around the Suez Canal, the charter party will not be frustrated and the ship-owner might be required to perform the contract.” The current situation in Egypt does not presently involve hostilities with other nations, a key factor in past closings of the canal. As such, breakdown clauses, exceptions clauses, and war clauses in charter parties would likely not relieve performance under the charter. The onus is still very much upon both the Ship-owner to manage the risks to the vessel, but also the Egyptian Government to maintain a safe transit corridor. Private Armed Security cannot be used in the Canal, moreover, unarmed advisors can and are being used in an advisory role should an incident occur. The Private Security Industry stands ready to assist clients operating in the area, but only within National and International legal frameworks. Andrew Varney concluded, “The Suez Canal remains a high risk area, where it is in everyone’s interests to safeguard vessels and seafarers, however the continued instability is a worry where Ship owners and Charterers should take all reasonable steps to mitigate the risks to transiting this key shipping lane.” Image Credits: thetimes

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Der Suezkanal gehört neben dem Panama-Kanal zu den wichtigsten künstlichen Handelsstraßen der Welt. Mit einer Länge von ca. 165 km verbindet der Suez-Kanal das Mittelmeer mit dem Roten Meer und verkürzt den Seeweg zwischen Europa und Indien bzw. Südostasien um mehr als 7.000 km. Im 19. Jahrhundert waren Großbritannien und Frankreich im asiatischen Raum noch vorherrschende Kolonialmächte und deshalb besonders an der Verkürzung des Seewegs durch den Bau eines Kanals interessiert. Das Vorhaben an der Landenge von Suez einen Durchstich zu vollziehen war jedoch schon viel älter. Die Idee des Kanalbaus Bereits die alten Ägypter arbeiteten an einer maritimen Verbindung vom Nil zum Roten Meer. Im 13. Jahrhundert v. Chr. begann auf Anordnung durch den Pharao Ramses II. der Bau eines solchen Kanals. In den folgenden 1.000 Jahren wurde diese Wasserstraße aber immer wieder vernachlässigt und erst im 6. Jahrhundert n. Chr. erfolgte eine Wiedereröffnung des inzwischen verschütteten Kanals durch den Kalifen Amr Ibn el As. Ab 800 n. Chr. versandete dieser Kanal allerdings erneut. Danach gab es immer wieder Ansätze in Form von Gutachten und Projekten über eine Verkehrsverbindung zwischen den beiden Meeren, welche aber nie umgesetzt wurden. Auch unter Napoleon Bonaparte, der nach seiner Invasion in Ägypten eine Wasserverbindung zwischen Mittelmeer und Roten Meer schaffen wollte, wurde der Kanal nicht realisiert. Die von Napoleon Bonaparte eingesetzte Kommission berechnete den Wasserstand beider Meere fehlerhaft und befürchtete aufgrund der daraus resultierenden Niveauunterscheide erhebliche Schwierigkeiten beim Bau des Kanals. Im Jahr 1846 stellte eine Studiengruppe von Franzosen, Briten und Österreichern fest, dass die Höhenlage beider Meere annähernd identisch ist und somit ein schleusenfreier Bau eines Kanals bei Suez möglich sei. Der Bau des Kanals Der französische Diplomat und Ingenieur Graf Ferdinand Marie Vicomte de Lesseps (1805 - 1894) ergriff im Jahr 1854 die Initiative für den Bau eines Kanals bei Suez und wurde daraufhin vom ägyptischen Vizekönig Said Pascha mit der Projektierung und Umsetzung zur Anlage dieser Wasserstraße beauftragt. Vier Jahre später wurde die Suez-Gesellschaft gegründet, welche die Befugnis zum Bau des Kanals sowie eine Betreiberkonzession für 99 Jahre erhielt. Dann sollten die Eigentumsrechte an die ägyptische Regierung zurückgehen. Das Kapital für den Bau stammte vorwiegend aus ägyptischen und französischen Quellen, wie z. B. Aktien. Die britische Regierung wahrte ihr Interesse am Suezkanal durch den Erwerb des ägyptischen Aktienpakets im Jahre 1875. Der eigentliche Baubeginn der Wasserstraße war der 25. April 1859 nach den Planungsentwürfen des österreichischen Ingenieurs Alois von Negrelli. Beim Graben des Kanals von Port Said nach Suez wurden die natürlichen Gewässer wie der Timsah-See sowie der Große und Kleine Bitter See in den Trassenbau mit eingebunden. In den Seen sind die Ausweichstellen für entgegenkommende Schiffe vorgesehen, da der Kanal überwiegend nur als Einbahnstraße befahren werden kann. Während der zehnjährigen Bauzeit mussten zusätzliche Kanäle gebaut werden, um die neugegründeten Städte Port Said, Ismalia und Port Thewfik sowie die zeitweise mehr als 30.000 Fronarbeiter mit Süßwasser zu versorgen. Graf Ferdinand de Lesseps überwachte während dieser Zeit den Bau selbst und ging letztendlich als Vater des Suezkanals in die Geschichte ein. Nach der Fertigstellung der künstlichen Wasserstraße im März 1869 wurde am 17. November 1869 vor mehr als 6.000 geladenen Gästen der Suezkanal feierlich eröffnet. Der italienische Komponist Verdi komponierte anlässlich der Freigabe des Suezkanals für den Schiffsverkehr die Oper "Aida", die ironischerweise erst ein Jahr später vollendet und uraufgeführt wurde. Der Kanal und die Weltpolitik Auf die Bühne der Weltpolitik kehrte der Suezkanal im Juli 1956 zurück, als der damalige ägyptische Präsident Gamal Nasser den Suezkanal eigenmächtig verstaatlichte und somit die sog. Suez-Krise hervorrief. Ursache für diese drastische Maßnahme waren gebrochene Finanzierungszusagen der USA, Großbritanniens und Frankreichs für den Bau des Assuan-Staudamms am Nil. Durch die Verstaatlichung des Suezkanals sollte eine wichtige Einnahmequelle für Ägypten erschlossen werden. Bereits 1950 sperrte die ägyptische Regierung die Wasserstraße für Schiffe mit für Israel kriegswichtigen Gütern. Infolgedessen intervenierte Israel im Oktober 1956 mit militärischer Unterstützung aus Großbritannien und Frankreich, welche die Schiffe mit Öllieferungen aus dem Nahen Osten benötigten. Unter weltweiten Protesten wurde die Suezkanal-Zone besetzt. Die ägyptische Regierung antwortete mit der Versenkung der zu diesem Zeitpunkt im Kanal befindlichen 40 Schiffe. Wenig später übernahmen UN-Truppen die Kontrolle und Beräumung der Wasserstraße, worauf sich die israelischen Truppen aus Ägypten wieder zurückzogen. Der Kanal blieb somit in ägyptischer Hand und diente der Finanzierung ehrgeiziger Projekte des Präsidenten Gamal Nasser. Im Sechs-Tage-Krieg 1967 geriet u. a. die ägyptische Sinai-Halbinsel unter israelische Kontrolle, wobei der Suezkanal die Frontlinie bildete. Infolge der durch Kampfhandlungen versenkten Schiffe im Suezkanal wurde die Wasserstraße erneut für den maritimen Handelsverkehr gesperrt. Die Rückgabe der Sinai-Halbinsel wurde 1974 vertraglich geregelt, jedoch kam der Abschluss des Friedensvertrags zwischen Ägypten und Israel erst 1979 zustande. Der Suezkanal wurde jedoch bereits 1975 von den Wracks beräumt und für den internationalen Schiffsverkehr wieder freigegeben. Während der achtjährigen Sperrung des Suezkanals wurden weltweit neuartige Supertanker konstruiert, die wegen der Schließung andere Routen auf den Weltmeeren nutzen mussten. Aufgrund der zu geringen Wassertiefe des Suezkanals konnten diese Schiffe auch nach der Wiedereröffnung den Kanal nicht nutzen. Trotz wiederholter Vertiefungen der Wasserstraße in den nachfolgenden Jahren, steht die ägyptische Regierung gegenwärtig vor der Aufgabe, den Suezkanal aufwändig auszubauen, um eine Nutzung für alle Schiffsgrößen zu ermöglichen. Bis ins Jahr 2010 wurde der Kanal im Zuge dessen auf 24 m vertieft, sodass seit Anfang 2010 Schiffe mit einem Tiefgang von max. 66 Fuß (ca. 20,1 m) den Kanal passieren können. Die maximale Beladung der Schiffe beträgt seither 240.000 DWT (dead weight tonnage). So ist der Kanal mit etwa zwei Dritteln der weltweit eingesetzten Tanker, gut 96 % der Massengutfrachter sowie 100 % der Containerschiffe vollbeladen befahrbar. Weitere Machbarkeitsstudien zielen auf die Möglichkeit ab, auch Schiffen bis zu einem Tiefgang von 72 Fuß (ca. 22 m) die Durchfahrt zu ermöglichen. Damit könnten auch voll beladene VLCC`s (Very Large Crude Carriers) bzw. ULCC`s (Ultra Large Crude Carriers) abgefertigt werden. Heute durchfahren ungefähr 55 Schiffe täglich die Passage von Suez. Die Zahl der Durchfahrten ging im Zuge der Wirtschaftskrise 2009 im Vergleich zum Vorjahr allerdings um 19,6 % auf 17.228 zurück. Zahlen für das Jahr 2010 zeigen entsprechend der anziehenden Konjunktur jedoch eine wieder steigende Zahl von Schiffen, die den Kanal benutzen.    
Dieser Eintrag wurde veröffentlicht in Täglicher Hafenbericht Hamburg, Der Kanal, Entwicklung Containerschifffahrt von 2006 - 2016, Vergleich NOK Panama Suezkanal, Schifffahrt, Aktuelle News von g.goettling. Permanenter Link des Eintrags.

Über g.goettling

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