સુએઝ નહેર એ ઇજીપ્તમાંથી પસાર થતી માનવનિર્મીત નહેર છે, જે રાતા સમુદ્ર અને ભુમધ્ય સમુદ્રને જોડે છે. તેને નવેમ્બર ૧૮૬૯માં ખુલ્લી મુકવામાં આવી હતી. સુએઝ નહેરનો મુખ્ય ઉદ્દેશ્ય યુરોપ અને એશીયા વચ્ચે આફ્રીકાનું ચક્કર લગાવ્યા વગર જલ પરીવહનનો હતો. તેનું ઉત્તર ટર્મિનસ છે પોર્ટ સઈદ અને દક્ષિણ ટર્મિનસ છે પોર્ટ તૌફિક, કે જે સુએઝ શહેરમાં આવેલું છે.

The canal is  long with Ismailia, on the west bank,  north of the half-way point. It consists of the northern access channel of , the canal itself of  and of the southern access channel of .
It is single-lane with passing places in Ballah By-Pass and in the Great Bitter Lake. It contains no locks; seawater flows freely through the canal into the Great Bitter Lake from both the Mediterranean Sea in the north and the Red Sea in the south, replacing evaporation.

The canal is owned and maintained by the Suez Canal Authority (SCA) of the Arab Republic of Egypt.

The canal may be used in time of war as in time of peace, by every vessel of commerce or of war, without distinction of flag.

History of Suez Canal 
Ancient west-east canals have facilitated travel from the Nile to the Red Sea. One smaller canal is believed to have been constructed under the auspices of either Senusret III or Ramesses II. Another canal probably incorporating a portion of the first was constructed under the reign of Necho II and completed by Darius.

2nd millennium BC 
Perhaps as early as the 12th Dynasty, Pharaoh Senusret III (1878 BC–1839 BC) may have had a west-east river dug through the Wadi Tumilat, joining the River Nile with the Red Sea. This allowed direct trade with Punt, and, indirectly, linked the Red Sea and the Mediterranean. (It is said that in ancient times the Red Sea reached northward to the Bitter Lakes and Lake Timsah.)

The reliefs of the Punt expedition under Hatshepsut 1470 BC depict seagoing vessels carrying the expeditionary force returning from Punt. This has given rise to the theory that, at the time, a navigable link existed between the Red Sea and the Nile. 

Evidence seems to indicate its existence by the 13th century BC during the time of Ramesses II.

Remnants of this ancient west-east canal, running through the ancient Egyptian cities of Pi-Ramesses, Bubastis and Pithom were discovered by Napoleon Bonaparte's cadre of engineers and cartographers in 1799.

Canals dug by Necho, Darius I and Ptolemy 
According to the Histories of the Greek historian Herodotus, about 600 BC, Necho II undertook to dig a 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. According to Pliny the Elder, Necho's extension to the canal was approximately 57 English miles, equal to the total distance between Bubastis and the Great Bitter Lake, allowing for winding through valleys that it necessarily had to pass through. The length that Herodotus tells us, of over 1000 stadia (i.e., over 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 us that the reason the project was abandoned was because of a warning received from an oracle that others would benefit by its successful completion.

Necho's project was finally completed by Darius I of Persia, who conquered Egypt. We are told 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 necessarily 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 miles north of Suez. The Darius Inscriptions read:

The canal left the Nile at Bubastis. An inscription on a pillar at Pithom records that in 270 or 269 BC it was again reopened, by Ptolemy II Philadelphus. In Arsinoe, Ptolemy constructed a navigable lock, with sluices, between the Heroopolite Gulf and 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.

Receding Red Sea and the dwindling Nile 
The Red Sea gradually receded over the centuries, its coastline slowly moving farther and farther southward away from Lake Timsah and the Great Bitter Lake to its present coastline today. 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 River, which had fed Ptolemy's west-east canal, had by that time dwindled, having choked up with silt.

Old Cairo to the Red Sea 
By the 8th century, we are told, a navigable canal existed between Old Cairo and the Red Sea, but accounts vary as to who ordered its construction—either Trajan or 'Amr ibn al-'As, or Omar the Great. This canal reportedly linked to the River Nile at Old Cairo and ended near modern Suez.

The Abbasid Caliph al-Mansur is said to have ordered this canal closed so as to prevent supplies from reaching Arabian detractors.
 ૮૦૦મી સાલ્થી એમ્ કહેવાય્ છેકે સુએઝ્ કનાલ કેરો અને લાલ દરીયા વચ્ચે હાજર હતી. જોકે કોને એને બાન્ધવાનો હુકમ કર્યો એ બાબતમા હજુ ખુલાસો નથી થયો. ઇતીહાસના ભાવે આ કનાલ નાયલ નદી અને નવુ સુએઝ્ને જોદે છે.

Repair by Tāriqu l-Ḥākim 
Al-Hakim bi-Amr Allah is claimed to have repaired the Old Cairo to Red Sea passageway, but only briefly, circa 1000 AD, as it soon "became choked with sand." However, we are told that parts of this canal still continued to fill in during the Nile's annual inundations.

Mehemet Ali is said to have ordered this canal closed in 1811.

Napoleon discovers an ancient canal 
Napoleon Bonaparte's interest in finding the remnants of an ancient waterway passage culminated in a cadre of archaeologists, scientists, cartographers and engineers scouring the area beginning in the latter months of 1798. 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.

Later, in the second half of the 19th century, French cartographers would again record the discovery of the remnants of yet another ancient north-south canal running past the east side of Lake Timsah and ending near the north end of the Great Bitter Lake.This second canal may have followed a course along the ancient shoreline of the Red Sea when the Red Sea once extended north to Lake Timsah. Unknown, however, is when this ancient canal was constructed and by whom and whether it was a waterway or a pure defence against the east.

Napoleon had contemplated the construction of another, modern, north-south canal to join the Mediterranean and Red Sea. But his project was abandoned after the preliminary survey erroneously concluded that the Red Sea was  higher than the Mediterranean, making a locks-based canal too expensive and very long to construct. The Napoleonic survey commission's error came from fragmented readings mostly done during wartime, which resulted in imprecise calculations.

Though by this time unnavigable, the ancient route from Bubastis to the Red Sea still channeled water in spots as late as 1861 and as far east as Kassassin.

Construction by Suez Canal Company 
In 1854 and 1856 Ferdinand de Lesseps obtained a concession from Sa'id Pasha, the viceroy of Egypt, to create a company to construct a canal open to ships of all nations, according to plans created by Linant de Bellefonds, a French engineer and high level official of the Egyptian administration of canals, bridges and roads, and by Austrian engineer Alois Negrelli. The company was to operate the canal for 99 years from its opening. De Lesseps had used his friendly relationship with Sa'id, which he had developed while he was a French diplomat during the 1830s. The Suez Canal Company (Compagnie Universelle du Canal Maritime de Suez) came into being on 15 December, 1858 and work started on the shore of the future Port Said on 25 April 1859.

The excavation took some 10 years using forced labour of Egyptian workers during a certain period. Some sources estimate that over 30,000 people were working on the canal.

The British recognised the canal as an important trade route and perceived the French project as a threat to their geopolitical and financial interests. The British Empire was the major global naval force and officially condemned the forced work and sent armed bedouins to start a revolt among workers. Involuntary labour on the project ceased, and the viceroy condemned the slavery, halting the project.

Angered by the British opportunism, de Lesseps sent a letter to the British government remarking on the British lack of remorse a few years earlier when forced workers died in similar conditions building the British railway in Egypt.

Initially international opinion was skeptical and Suez Canal Company shares did not sell well overseas. Britain, the United States, Austria and Russia did not buy any significant amount of shares. All French shares were quickly sold in France. A contemporary British skeptic claimed:

The canal opened to shipping on 17 November, 1869. Although numerous technical, political, and financial problems had been overcome, the final cost was more than double the original estimate.

The canal had an immediate and dramatic effect on world trade. Combined with the American transcontinental railroad completed six months earlier, it allowed the entire world to be circled in record time. It played an important role in increasing European penetration and colonisation of Africa. External debts forced Said Pasha's successor, Isma'il Pasha, to sell his country's share in the canal for £4,000,000 to the United Kingdom in 1875, but French shareholders still held the majority. Prime minister Benjamin Disraeli was accused by William Gladstone of undermining Britain's constitutional system, due to his lack of reference or consent from Parliament when purchasing the shares with funding from the Rothschilds. 

The Convention of Constantinople in 1888 declared the canal a neutral zone under the protection of the British; British troops had moved in to protect it during a civil war in Egypt in 1882. They were later to defend the strategically important passage against a major Ottoman attack in 1915. Under the Anglo-Egyptian Treaty of 1936, the United Kingdom insisted on retaining control over the canal. In 1951 Egypt repudiated the treaty, and in 1954 the UK agreed to remove its troops, and withdrawal was completed in July 1956.

Suez Crisis 

After the United Kingdom and the United States withdrew their pledge to support the construction of the Aswan Dam due to Egyptian overtures towards the Soviet Union, Egyptian President Gamal Abdel Nasser nationalised the canal in 1956 and transferred it to the Suez Canal Authority, intending to finance the dam project using revenue from the canal, while at the same time closing the Gulf of Aqaba to all Israeli shipping by closure of the Straits of Tiran. This provoked the Suez Crisis, in which the UK, France and Israel hatched a plan to invade Egypt. The intention was for Israel to invade on the ground, and for the Anglo-French partnership to give air and other support, later to intervene to resolve the crisis and control the canal. 

To stop the war from spreading and to save the British from what he thought was a disastrous action, Canadian Secretary of State for External Affairs, Lester B. Pearson, proposed the creation of the very first United Nations peacekeeping force to ensure access to the canal for all and an Israeli withdrawal from the Sinai. On 4 November 1956, a majority of nations at the United Nations voted for Pearson's peacekeeping resolution, which mandated the UN peacekeepers to stay in the Sinai Peninsula unless both Egypt and Israel agreed to their withdrawal. The United States backed this proposal by putting financial pressure on the British government, which then agreed to withdraw its troops. Pearson was later awarded the Nobel Peace Prize.

As a result of damage and ships intentionally sunk under orders from Nasser the canal was closed until April 1957, when it was cleared with UN assistance. A UN force (UNEF) was established to maintain the neutrality of the canal and the Sinai Peninsula.

Arab-Israeli wars of 1967 and 1973 
In May 1967 President Nasser ordered the UN peacekeeping forces out of the Sinai Peninsula, including the Suez Canal area. Despite Israeli objections in the United Nations, the peacekeepers were withdrawn and the Egyptian army took up positions on the Israeli border, closing the Straits of Tiran to Israeli shipping. The canal itself had been closed to Israeli shipping since 1949, except for a short period in 1951-1952.

These actions were key factors in the Israeli decision to launch a pre-emptive attack on Egypt in June 1967, and to capture the Sinai Peninsula to the Suez Canal. After the 1967 Arab-Israeli war, also called the Six Day War, the canal was closed by an Egyptian blockade until 5 June 1975. As a result, fourteen cargo ships known as "The Yellow Fleet" remained trapped in the canal for over eight years. In 1973, during the Yom Kippur War, the canal was the scene of a major crossing by the Egyptian army into Israeli-occupied Sinai, and in the later stage of the war, an crossing by the Israeli army into mainland Egypt. Much wreckage from this conflict remains visible along the canal's edges.

The UNEF mandate expired in 1979. Despite the efforts of the United States, Israel, Egypt, and others to obtain an extension of the UN role in observing the peace between Israel and Egypt, as called for under the Egypt-Israel Peace Treaty of 1979, the mandate could not be extended because of the veto by the USSR in the security council, at the request of Syria. Accordingly, negotiations for a new observer force in the Sinai produced the Multinational Force and Observers (MFO), stationed in Sinai in 1981 in coordination with a phased Israeli withdrawal. It is there under agreements between the United States, Israel, Egypt, and other nations. .

Capacity 

The canal allows passage of ships up to 62 feet draft or 210,000 deadweight tons and up to a maximum height of 68 m above water level and a maximum beam of 254 ft 3 in (under certain conditions). Improvements are planned to increase draft to 22 m (72 ft) by 2010, allowing passage of fully-laden supertankers. 

Some supertankers are too large. Others can offload part of their cargo onto a canal-owned boat to reduce their draft, transit, and reload at the other end of the canal.

Alternatives 
The main alternative is travelling around Cape Agulhas at the south of the African continent. This is the route for ships which are too large, and was the route before the canal was constructed and when the canal was closed.
In the early twentyfirst century this route is often taken due to increasing piracy in Somalia and the high canal dues.

Before the canal's opening in 1869 goods were sometimes offloaded from ships and carried overland between the Mediterranean and the Red Sea.

Operation 

The canal has no locks due to the flat terrain, and the minor sea level difference between each end is inconsequential.

There is one shipping lane with passing areas in Ballah-Bypass near El Qantara and in the Great Bitter Lake.
On a typical day, three convoys transit the canal, two southbound and one northbound. The first southbound convoy enters the canal in the early morning hours and proceeds to the Great Bitter Lake, where the ships anchor out of the fairway, awaiting passage of the northbound convoy. The northbound convoy passes the second southbound convoy, which moors in Ballah-Bypass . The passage takes between 11 and 16 hours at a speed of around . The low speed helps prevent erosion of the canal banks by ships' waves.

By 1955 approximately two-thirds of Europe's oil passed through the canal. About 7.5% of world sea trade is carried via the canal today. In 2008, a total of 21,415 vessels passed through the canal and the receipts from the canal totaled $5.381 billion. Average cost per-ship is roughly $250,000.00

New Rules of Navigation that constitute an improvement over the older ones were passed by the board of directors of the Suez Canal Authority (SCA) to organise vessels’ and tankers’ transit that came into force as at 1 January 2008.

The most important amendments to the Rules include allowing vessels with 62 ft draught to transit and increasing the allowed breadth from 32m up to 40m following improvement operations, as well as imposing a fine on vessels using divers without permission from outside the SCA inside the canal boundaries.

The amendments also allow vessels loaded with dangerous cargo, such as radioactive or inflammable materials, to transit after bringing conformity with the latest amendments provided by international conventions.

The SCA will also have the right to determine the number of tugs required to assist warships transiting the Canal to achieve the highest degree of safety during transit.

Connections between the shores 
From north to south connections are:
 The Suez Canal Bridge, also called the Egyptian-Japanese Friendship Bridge, is a high-level road bridge at El Qantara. In Arabic, al qantara means "the bridge". It has a  clearance over the canal and was built with assistance from the Japanese government and by PentaOcean Construction.
 El Ferdan Railway Bridge  north of Ismailia was completed in 2001 and is the longest swing span bridge in the world, with a span of 340 m (1100 ft). The previous bridge was destroyed in 1967 during the Arab-Israeli conflict.
 Pipelines taking fresh water under the canal to Sinai, about  north of Suez, at .
 Ahmed Hamdi Tunnel south of the Great Bitter Lake was built in 1983. Because of leakage problems, a new water-tight tunnel  was built inside the old one, from 1992 to 1995.
 The Suez Canal overhead line crossing powerline was built in 1999.

A railway on the west bank runs parallel to the canal for its entire length.

Environmental impact 

The opening of the Suez Canal in 1869 created the first salt-water passage between the Mediterranean and Red seas. The Red Sea is about  higher than the eastern Mediterranean , so the canal serves as a tidal strait that pours Red Sea water into the Mediterranean. The Bitter Lakes, which are hypersaline natural lakes that form part of the canal, blocked the migration of Red Sea species into the Mediterranean for many decades, but as the salinity of the lakes gradually equalised with that of the Red Sea, the barrier to migration was removed, and plants and animals from the Red Sea have begun to colonise the eastern Mediterranean. The Red Sea is generally saltier and more nutrient-poor than the Atlantic, and the direction of flow is generally from the Red Sea to the Mediterranean, so the Red Sea species have advantages over Atlantic species in the salty and nutrient-poor eastern Mediterranean. Accordingly, most Red Sea species invade the Mediterranean biota, and only few do the opposite. This migratory phenomenon is called Lessepsian migration (after Ferdinand de Lesseps) or Erythrean invasion. The construction of the Aswan High Dam across the River Nile in the 1960s reduced the inflow of freshwater and nutrient-rich silt from the Nile into the eastern Mediterranean, making conditions there even more like the Red Sea, worsening the impact of the invasive species.

Invasive species originated from the Red Sea and introduced into the Mediterranean by the construction of the canal have become a major component of the Mediterranean ecosystem, and have serious impacts on the Mediterranean ecology, endangering many local and endemic Mediterranean species. Currently about 300 species from the Red Sea have been identified in the Mediterranean Sea, and there are probably others yet unidentified. The Egyptian government's intent to enlarge the canal have raised concerns from marine biologists, fearing that this will worsen the invasion of Red Sea species in the Mediterranean. .

Construction of the Suez Canal was preceded by cutting a small fresh-water canal from the Nile delta along Wadi Tumilat to the future canal, with a southern branch to Suez and a northern branch to Port Said. Completed in 1863, these brought fresh water to a previously arid area, initially for canal construction, and subsequently facilitating growth of agriculture and settlements along the canal.

Timeline 
 Circa 1799 — Napoleon Bonaparte conquered Egypt and ordered a feasibility analysis. This reported a supposed  difference in sea levels and a high cost, so the project was set on standby.
 Circa 1840 — A second survey found the first one incorrect. A direct link between the Mediterranean Sea and the Red Sea would be possible and not be as expensive as expected.
 30 November 1854 - The former French consul in Cairo, Ferdinand Marie de Lesseps, obtained the first licence for the construction and subsequent operation during 99 years from the Viceroy.
 6 January 1856 - Lesseps was provided with a second, more detailed licence.
 15 December 1858 - Lesseps established the "Compagnie Universelle du Canal Maritime de Suez" (Said Pacha acquired 22% of the Suez Canal Company, the remainder controlled by French private holders).
 25 April 1859 — Official start of the canal construction .
 16 November 1869 — The Suez Canal opened; operated and owned by Suez Canal Company.
 25 November 1875 — Britain became a minority share holder in the Suez Company, acquiring 44% of the Suez Canal Company. The remainder were controlled by French syndicates.
 25 August 1882 — Britain took control of the canal.
 2 March 1888 — The Convention of Constantinople renewed the guaranteed right of passage of all ships through the Suez Canal during war and peace (which rights were already part of the licences awarded to Lesseps.
 14 November 1936 — Suez Canal Zone established, under British control.
 13 June 1956 — Suez Canal Zone restored to Egypt.
 26 July 1956 — Egypt nationalised the Suez Canal; all Egyptian assets, rights and obligations of the Suez Canal Company were transferred to the Suez Canal Authority.
 5 November 1956 to 22 December 1956 — French, British, and Israeli forces occupied the Suez Canal Zone.
 22 December 1956 — Restored to Egypt.
 5 June 1967 to 10 June 1975 — Canal closed and blockaded by Egypt, against Israel, sparking the Six-Day War.
 10 June 1975 — Suez Canal reopened.
 1 January 2008 — New rules of navigation passed on by the Suez Canal Authority come into force.

Presidents of the Suez Canal Company (1858-1956) 
Before nationalisation:
 Ferdinand de Lesseps (15 December 1858 – 7 December 1894)
 Jules Guichard (17 December 1892 – 17 July 1896) (acting for de Lesseps to 7 December 1894)
 Auguste-Louis-Albéric, prince d'Arenberg (3 August 1896 – 1913)
 Charles Jonnart (19 May 1913 – 1927)
 Louis de Vogüé (4 April 1927 – 1 March 1948)
 François Charles-Roux (4 April 1948 – 26 July 1956)

Chairmen of the Suez Canal Authority (1956-present) 
Since nationalisation:
 Doctor Mohamed Helmy Bahgat Badawy (26 July 1956 – 9 July 1957)
 Engineer Mahmoud Younis (10 July 1957 – 10 October 1965)
 Engineer Mashhour Ahmed Mashhour (14 October 1965 – 31 December 1983)
 Engineer Mohamed Ezzat Adel (1 January 1984 – December 1995)
 Admiral Ahmed Ali Fadel (22 January 1996 – Present)

British Vice-Consuls of Port Suez (1922-1941) 
 G. E. A. C. Monck-Mason, 1922 – 1924
 G. C. Pierides (acting), 1924 – 1925
 Thomas Cecil Rapp, 1925 – 1926
 Abbas Barry (acting), 1926 – 1927
 E. H. L. Hadwen (acting to 1930), 1927 – 1931
 A. N. Williamson-Napier, 1931 – 1934
 H. M. Eyres, 1934 – 1936
 D. J. M. Irving, 1936 – 1940
 R. G. Dundas, 1940 – 1941

British Consuls of Port Suez (1941-1956) 
 R. G. Dundas, 1941 – 1942
 H. G. Jakins, 1942 – 1944
 W. B. C. W. Forester, 1944 – 1946
 Frederick Herbert Gamble, 1946 – 1947
 E. M. M. Brett (acting), 1947 – 1948
 C. H. Page, 1948 – 1954
 F. J. Pelly, 1954 – 1955
 J. A. D. Stewart-Robinson (acting), 1955 – 1956
 J. Y. Mulvenny, 1956

Governors of the Suez Canal Zone 
 14 November 1936 – 24 July 1939: ?
 24 July 1939 – 7 May 1941: Sir Archibald Wavell
 7 May 1941 – 7 August 1942: Sir Claude John Eyre Auchinleck
 7 August 1942 – 19 February 1943: Harold Rupert Leofric George Alexander
 19 February 1943 – 6 January 1944: Henry Maitland Wilson
 6 January 1944 – June 1946: Sir Bernard Charles Tolver Paget
 June 1946 – June 1947: Miles Christopher Dempsey
 June 1947 – 25 July 1950: Sir John Tredinnick Crocker
 25 July 1950 – April 1953: Sir Brian Hubert Robertson
 April 1953 – 28 September 1953: Sir Cameron Gordon Graham Nicholson
 28 September 1953 – 13 June 1956: Sir Charles Frederic Keightley

Supreme Allied Commander 
During the Suez Crisis:
 5 November 1956 - 22 December 1956: Sir Charles Frederic Keightley

Popular culture 
 Suez, a film made in 1938, starred Tyrone Power as de Lesseps and Loretta Young as a love interest. An epic, it is very loosely based on history.
 The Suez Canal appears in the 1962 film Lawrence of Arabia, where it marks the end of T. E. Lawrence's march across the Sinai Peninsula to report to his superiors in Cairo.
 The Suez crisis is mentioned in the 1989 hit song, "We Didn't Start the Fire" by Billy Joel
 Michael Palin visited the Suez Canal in 1988 as part of his TV adventure series, Around the World in 80 Days.
 The Suez Canal is also a map in the game Battlefield 2142.
 The idea of the Suez Canal is mentioned in the Asterix book, Asterix and Cleopatra, when Asterix offers the future assistance of the Gaulish people should Egypt consider a passage linking the Red Sea and the Mediteranean. 1900 years later, this offer was taken up!

See also 
 List of Lessepsian migrants
 Panama Canal
 Pharaoh (historical novel by Bolesław Prus, incorporating motifs of an ancient Suez Canal)
 Suez Crisis
 Suezmax
 Wikisource:Constantinople Convention of the Suez Canal

References

Sources 
 Britannica (2007) "Suez Canal", in: The new encyclopaedia Britannica, 15th ed., 28, Chicago, Ill. ; London : Encyclopaedia Britannica, ISBN 1-59339-292-3
 Galil, B.S. and Zenetos, A. (2002). "A sea change: exotics in the eastern Mediterranean Sea", in: Leppäkoski, E., Gollasch, S. and Olenin, S. (eds), Invasive aquatic species of Europe : distribution, impacts, and management, Dordrecht ; Boston : Kluwer Academic, ISBN 1-4020-0837-6 , p. 325–336
 Garrison, Ervan G. (1999) A history of engineering and technology : artful methods, 2nd ed., Boca Raton, Fla. ; London : CRC Press, ISBN 0-8493-9810-X
 Oster, Uwe (2006) Le fabuleux destin des inventions : le canal de Suez , TV documentary produced by ZDF and directed by Axel Engstfeld (Germany)
 Sanford, Eva Matthews (1938) The Mediterranean world in ancient times, Ronald series in history, New York : The Ronald Press Company, 618 p.

External links 

 સુએઝ નહેરનું અધિકૃત વેબસાઇટ
 Darius the Great's Suez Inscriptions 
 Constantinople Convention of the Suez Canal, 1888 
 Encyclopedia of the Orient: Suez Canal * Entrance of the Suez Canal - 1882
 Plan of the Suez Canal - 1882 
 Suez Canal Container Terminal at Port Said
 સુએઝ નહેરનું ચિત્રદર્શન 
 Opening of the Suez Canal, 1869 
 Bibliography on Water Resources and International Law Peace Palace Library

સુએઝ નહેર 
Macro-engineering