by Sophie Haworth
Firstly, the opening of the canal caused a clash of older ideas with modern technology. In 1869, Britain’s empire was at its peak, having officially colonised India the decade before. Though facing vast opposition within Britain to begin with, the new route opened easier access to the wider empires, permitting Britain to now impose a greater and more direct influence over their domain. It is undeniable that the creation of this new route enabled the expansion of empires, and more specifically the ‘Scramble for Africa’. Colonial powers could utilise the canal for easier and faster access to African territory, resulting in “90% of Africa …[being] under European control” (Boddy, 2020) by the outbreak of the First World War. The methods of colonisation were evolving, and it is clear that the easier access provided by the canal was utilised to enable further empirical advancement. By no means an outdated idea in 1869, imperialism was steadily increasing across the globe, with the influence of major powers (such as France and Britain) not peaking until the 1920s. However, with its roots in the 15th and 16th Centuries, it was undeniably an aged ideology. Its interaction with the newly completed canal is a pertinent demonstration of the (non-nautical) collision between old and new forces; in some ways, it can be said that the creation of the waterway acted to enable colonialism and its expansion, whilst simultaneously relying on colonialism to exist at all. Egypt, owned at the time by France and Britain, was heavily resentful of colonial rule. The extensive abuse of Egyptian farmers and labourers, suffered at the hands of the various canal companies, replicated similar themes which had pervaded the histories of these colonial leviathans. The opening of this new passage was to symbolise a new era for humanity - a more connected world, with increasing levels of interdependence between countries - yet, in so many ways it reinforced perceivably bygone ideologies. The use of forced slave labour, during the canal’s creation signified a stagnation in humanity’s history. Whilst gradually being eradicated, slavery was still a present force. Though Britain had officially abolished slavery in 1833, the practice was still rife across its empire, especially in their Indian territories. The opening of the Suez Canal signalled a time of great innovation and advancement, yet a continual reliance on historic tendencies reflected an era of commingling ages and ideologies.
It is also clear that the opening of the canal symbolised a new political era. The effective use of this tool relied on international cooperation and the maintenance of cordial relations between affected countries. The ownership shares of the canal were eventually sold to Britain six years after its completion, granting them control over this emergent channel, and with it, a significant amount of power. The international importance of this artificial waterway has been demonstrated on multiple occasions since its opening in 1869. In 1888, interested parties, including Britain, France and Turkey, signed the Constantinople Convention to prevent the politicisation of the passage, as well as designating the canal for free use and navigation at all times, in peace and war. All nations had a vested interest in the smooth running of this route, with global trade becoming increasingly reliant on its use. However, the rigidity of these agreements, and Britain’s position in control of the passage, were tested during World War One and Two. As a ‘protectorate’ (Milner, 2011) of Britain, the Suez Canal was guarded by troops during the war to ensure the enforcement of the Constantinople Convention. Successfully defended by Britain and her allies, the canal demonstrated the increasing strength of international cooperation, as well as a steadfast dedication to territorial integrity and neutrality. It demonstrated the contemporary commitment to providing military backup in order to uphold global agreements. Although not always a uniting presence, such as during the Suez Crisis of 1955 which damaged international relations between allies, the canal has continued to evolve with the ever-changing political and diplomatic atmosphere of the world; it has acted as a key example of the interaction of ageing and modern forces. Born of the imperial era, it now works to serve increasingly cooperative nations and their interests, who act to maintain its presence in the public domain. The Suez Canal therefore, in its seemingly dominant global presence, has provided a largely successful example of sustained and cooperative control of an international geographical tool. Increasingly pertinent with the Russia-Ukraine conflict, access to international waters and passages, such as access to the Black Sea through the Bosphorus Strait, have been under strain during turbulent diplomatic periods. To a high degree, international relations are dictated by maritime geography, and successful precedents set by the Suez Canal, specifically the importance of the neutrality of vital waterways, has been replicated across other passages, such as the Panama Canal. The modern management of Suez falls into international hands and responsibility, showing a clear evolution from its creation in the hands of private investors and companies. It signifies a movement into the internationalisation of globally important geographical and physical features, reinstating their ownership into the hands of the global population and inherently opening the world. The heightened reliance on and success of cross-national participation demonstrates how products of past eras are updated and able to be utilised in an increasingly modern world.
Since its completion in 1869, the waterway has been a catalyst for developing international trade. Though very different to thalassic trade in the 19th Century, modern-day international trade is still heavily reliant on maritime trade, with the Suez seeing a vast quantity of these goods; Prisoners of Geography, (Marshall, 2016, p132) states that ‘8% of the world’s entire trade’ passes through the canal every day. It is hard to overestimate the dominating role this artificial channel plays in international trade, thus reemphasising the crucial importance that its sovereignty and integrity are maintained. The unique value of the canal was demonstrated by its blockage in 2021, in which the canal lost over £10 million/day. For every day in which the ship ‘Ever Given' was stuck in the passage, it is estimated that $9.6 billion of goods were held up (Harper, 2021), proving the international commercial significance of the Suez Canal. Its economic prevalence has been a continuous theme ever since it opened, with the reliance on maritime shipping unlikely to ever be replaced by alternative modes of transport due to its relative ease and cost, partially due to the shortened passage allowed by the canal. However, what was also demonstrated by the Ever Given incident was the continued reliance on aged development. Not only has maritime trade existed for 7000 years, but the canal is also a historic geographical feature. Though vastly artificial, the canal route is an extension of the original physical inlets and existent features of the area. As such, and without the updation and expansion of the channel for modern ships and uses, the Suez struggles to cope with the demand for maritime passage. This is a recurring feature amongst many international passages, artificial or naturally occuring, such as the Panama Canal and Bosphorus Strait, which suffer from being too narrow to accommodate current needs. In fact, the Panama Canal in particular misses out on “30% of the cargo transport market share, due to it simply being too narrow” (Pattara, 2016). This illustrates the constant need for modification of the original passage; at its creation the channel was between 61 and 91 metres wide (Fisher and Smith, 2023). Over time, the dimensions and thus capabilities of the canal have been increased to allow the easier passage of larger ships, with the current width now exceeding 200 metres. However, this does not prevent the Suez Canal Authority from only allowing two-way travel across certain stretches of the waterway; a key weakness of the canal itself, and a reminder of the changing needs of the canal, shipping, and the world as a whole. The Suez Canal must evolve with the world around it in order to accommodate modern needs.
The canal’s importance in the oil and petroleum industry not only demonstrates a continued global reliance on fossil fuels, but an evolution of the purpose of the canal. Before commercial aircraft, the Suez saw a maximum of 940,000 passengers embark on the voyage in a year. Now, with its purpose predominantly focused on cargo ships, and specifically oil and petroleum, the utilisation of the canal has changed. According to the BBC, around 1 million barrels of oil traverse the crossing every day, making the passage vital for the smooth running of industry across the globe. However, in direct opposition to this, global opinion has been increasingly environmentally conscious, a new and modern force seemingly unknown to the shipping industry; according to the Financial Times, it is estimated that “200 of the largest ships produce as much sulphur as all the world’s cars”. By enabling this, the Suez Canal is directly implicated in its environmental impacts, and as such has established ‘The Green Canal’, an attempt to make its presence less detrimental to its surroundings. This is a pertinent example of its evolution; created out of slave labour and imperialism, the canal is now far more ethically conscious and aware of its presence and example on a global scale. The Suez Canal Authority states that it is “studying providing incentives for vessels that use green energy” (“SCA - The Green Canal”), as well as an array of other measures currently being considered to decrease the negative impact of its day-to-day use. However, it can be argued that inherently, the canal has always been a more environmentally conscious alternative; by cutting transit time by nearly 9 days, the Suez Canal Authority states it has prevented an excess 31 million tonnes of CO2 entering the atmosphere (“SCA - The Green Canal”). There is also a clear environmental trade-off between expansion, in order for greater volumes of ships to use the shortened, and thus less damaging route, and maritime and land preservation in Egypt to consider. Whatever view is held, it is undeniable that the conscious efforts of the organisation and their users to be more environmentally sensitive is a clear move away from its origins and previous actions, continuing to demonstrate the interactions between evolving forces.
It can be said that the Suez Canal epitomises the progress of humanity, without eradicating its own history and problematic past. A great engineering feat, it demonstrates the collective power of nations and of individuals, and has acted to streamline international trade. Though its historical roots have permitted wholly problematic actions, including the use of forced labour and the allowance of increased imperialistic tendencies, it has embraced modernity and advanced with the world, in order to accommodate an ever changing global atmosphere. Decisive from its outset, and by no means peaceful in its history, the canal has managed to morph into an international tool for diplomacy, trade and efficiency, serving the entirety of the world. Permitted by the ‘old’ forces of powerful empires and colonialism, it has worked to help modernise many aspects of our contemporary society. Inherently progressive, whilst also staying true to its maritime trading origins, it embodies the combination of historical and current forces working in the world.
TOTAL - 2115 words
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