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But what happens when the vehicle you’re driving is the size of a small city and doesn’t actually come equipped with brakes?

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Given the level of traffic typically seen in the Suez Canal — when there’s no pandemic this can be an average of 106 towering container vessels and hulking cruise ships each day — it’s perhaps surprising that such an incident doesn’t happen more often.

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Captain Yash Gupta helms container vessels that cross the world’s oceans. He’s been working at sea for almost 20 years.

“One day, you see the water is just calm and the ship is rock steady. You wake up in the morning and you see it’s a storm coming in and waves of maybe five meters, six meters, eight meters. You never know.”

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He says the wind effect is uncontrollable because the ship is in water. It’s not possible to hit the brakes in the same way you’d stop a moving car.

“Look around yourself, wherever you are sitting – everything you see, or you touch, has been on a ship in its life.”

He says this high demand means container ships are built to accommodate speeding up and slowing down in as short amount of time as possible, to avoid delays.

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“It’s a steering wheel with a lot of electronics involved,” explains Gupta. “When the wheel is turned it gives electronic signals to the rudder which turns as per the command given.”

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“You can’t just start increasing your speed. Otherwise, the distance between the two vessels will become less and less and less, and then you will ultimately go and collide,” says Gupta.

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“They have expertise in transiting through the Suez Canal,” explains Gupta. “This pilot has to be on board the vessel and he navigates the vessel. He basically assists the captain.”

However, the overall responsibility for safely transiting the vessel still lies with the captain, says Gupta.

Crucially, the Suez pilots are experts in the area’s topography. They know the tides, they know the water depth, they’re familiar with the width of the canal.

Once ships are transiting the canal, they generally cannot overtake one another, although in some spots the canal is wider, and vessels are permitted to overtake.

“The pilot says to the other vessel: ‘Okay, I’m going to overtake you, you give me some room, you go on one side or you want to increase the speed, decrease the speed,’” explains Gupta.

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“They have a bigger radar and a bigger navigation equipment. They are monitoring the movement of all the ships as a whole and they coordinate the activities.”

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“There are some areas in the canal which are narrower than the rest,” he says. “Tugs are usually used as ‘escorts’ in such areas for big ships.”

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Cruise ships transiting the Suez Canal or other narrow waterways experience many of the same challenges as container ships.

“The higher the vessel, the more windage, the more susceptible you are to the effects of the wind, so that all that has to be taken into consideration,” says Captain David Bathgate, who heads up ships for Seabourn Cruise Line, a luxury cruise line owned by Carnival.

Bathgate has decades of seafaring experience under his belt, having worked on general cargo vessels, bulk carriers, container ships and oil tankers over his career.

“Being in charge of the vessel is a hugely rewarding and satisfying experience,” Bathgate tells 【 - Free Predictions 】 Travel.

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“Then you’ve got the planning, constructing the route itself through the various sections,” he explains. “Then you’ve got the execution, actually doing the job, taking the vessel there.”

Finally, monitoring involves keeping tabs on the vessel en route and making sure the ship is on track, and taking any corrective actions if needed.

Bathgate says each voyage plan will be checked by at least four people, including senior navigator officers and an environmental officer.

Before navigating a narrow passage, such as the Suez, Bathgate’s team will make sure they are conscious of the waterway’s depth, width and what he calls, “any additional navigational hazards within.”

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“The weather is one of the perhaps one of the most important aspects of these passages in constrained waters, in terms of wind speed, and visibility,” says Bathgate.

“In the Suez, for example, one of the key hazards would be sandstorms, so very quickly and without warning, very strong winds can creep up with significant quantity of sand and reducing visibility.”

Bathgate also notes how ships transit the canal in a numbered convoy, so when they approach the canal, they anchor and await confirmation of their time slot.

“Invariably cruise ships, we are generally given the number one in the convoy and we’re quite often followed by the large container ships which are on a critical timeline,” he says.

Container ship captain Gupta explains that cruise ships usually get priority because of their numbers of passengers and because they are working within tight timeframes. This is the case not just in the Suez, but in other waterways, he says.

Usually two or three Suez pilots will board a cruise ship to help with transit, and Bathgate notes sometimes pilots may switch halfway through.

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“From full speed, just putting the engines to stop and letting the ship coast as it were, it would take 15 minutes, and 1.75 miles, for us to stop,” says Bathgate.

“However, if we wanted to do a crash stop by putting the engines full astern, then it would take us just under five minutes, and the distance we would travel is only three quarters of a mile. So for the size of vessel, that’s quite impressive figures.”

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Pam Broadhead transited the Suez Canal in November 2019, on Marella Discovery, an 11-deck TUI cruise ship. The vessel, traveling from Malaga in Spain to Dubai, entered from the north entryway and traveled south.

“Our ship was the first ship to sail through so it was an early alarm to be on deck to see the sunrise,” she tells 【 - Free Predictions 】 Travel, recalling passengers drinking coffee and eating croissants as they watched the sun appear on the horizon.

“After seeing the sunrise we sat on our balcony with coffees watching as the boats (all of them container ships) passed by us in a constant convoy. Most fully laden with containers.”

Occasionally, the passengers spotted local fishing boats, dwarfed by the Marella Discovery and most other ships in the convoy.

Broadhead and her husband had hoped for a good view of the Mubarak Peace Bridge – a road bridge that crosses the canal, and links Asia and Africa – but early morning fog impacted the range of vision from the ship, which meant this wasn’t possible.

“But just going underneath it felt quite moving. I think being of a generation that is aware of the Suez crisis possibly made it more of a moment,” she says.

“At one point, visibility was barely a few meters into a bank of white cloud, making it impossible to see the canal edges or even the water or other ships but we continued silently cruising through with all the other ships following,” she says.

“Thankfully, the fog dissipated around the halfway point and there was plenty to see from there on.”

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