Greg

Extensive industry experience in the R&D defense sector. No personal stake in the current defense spending.

[Greg @Greg70639447]

For clarification, Dr. Salla…The peace agreement occurred around 10 July 2026 according to George. The dark fleet attack came out of time bubbles created prior to the agreement, per Dr. Katherine Milano. The moon base attack was coincidental with a conference on earth (Sedona, due to its high frequency allowing easier ET attendance) on 27 July. The dark fleet did not know the agreement had been signed and the attack therefore was a breach of it, making the dark fleet the ET enemy post agreement. The prior Area 51 attacks were not related to the moon base attack, therefore, as Lilly conjectured.

[Greg @Greg70639447]

https://t.co/PORk3OjUpU

[Greg @Greg70639447]

Comment from @turneraerospace https://t.co/qs1JmAcg4a via @YouTube

[Greg @Greg70639447]

For clarification, Dr. Salla��The peace agreement occurred around 10 July 2026 according to George. The dark fleet attack came out of time bubbles created prior to the agreement, per Dr. Katherine Milano. The moon base attack was coincidental with a conference on earth (Sedona, due to its high frequency allowing easier ET attendance) on 27 July. The dark fleet did not know the agreement had been signed and the attack therefore was a breach of it, making the dark fleet the ET enemy post agreement. The prior Area 51 attacks were not related to the moon base attack, therefore, as Lilly conjectured.

[Greg @Greg70639447]

From Grok: A deep diesel hydrotreatment (or hydrotreating/hydrodesulfurization) facility is a petroleum refining unit that removes sulfur and other impurities from diesel-range feedstocks under relatively severe conditions to produce ultra-low sulfur diesel (ULSD). https://t.co/4yQALNJnog
In the process, diesel fractions (from atmospheric distillation, cracked stocks such as light cycle oil, coker gas oil, etc.) are mixed with hydrogen and passed over catalysts (typically CoMo or NiMo on alumina) in fixed-bed reactors at elevated temperatures (roughly 300–400°C) and moderate-to-high pressures. Key reactions include:
• Hydrodesulfurization (HDS), converting organosulfur compounds to H₂S.
• Hydrodenitrogenation (HDN).
• Saturation of olefins and (to varying degrees) aromatics.
• Removal of metals and other contaminants. https://t.co/4yQALNJnog
“Deep” (or ultra-deep) treatment specifically targets residual refractory sulfur compounds (e.g., substituted dibenzothiophenes) to achieve very low sulfur levels—typically <10–15 ppm—required by modern environmental standards such as Euro V/VI, US EPA ULSD rules, Bharat Stage norms, and similar regulations. This is more demanding than conventional hydrotreating and often involves higher severity, specialized catalysts, and optimized reactor designs. https://t.co/zH7fu4rokP
The resulting ULSD burns more cleanly, substantially reducing sulfur oxide (SOx) and particulate emissions. It is compatible with modern diesel engines and after-treatment systems, improves fuel stability and cetane number (in some configurations), and supports lower overall air pollution. Facilities may also process streams for jet fuel or serve as pretreatment for further upgrading. https://t.co/i6gpmRBjDa
These units are standard in modern refineries to meet fuel-quality mandates and enable processing of heavier or higher-sulfur crudes while producing marketable clean diesel.

[Greg @Greg70639447]

@GeromanAT Washington correspondent dinner pause Friday night. Look out tonight!

[Greg @Greg70639447]

@China_V7 Where are they getting the midgets? Wizard of Oz? ;-)

[Greg @Greg70639447]

@anasalhajji Maybe because VLCC’s can’t traverse the Suez Canal due to draft, height, width restrictions…..

[Anas Alhajji @anasalhajji]

🚨 It’s happening! A COSCO VLCC fully laden with 2 million barrels of Saudi crude just made a sharp U-turn.

Oil prices are rising

[Greg @Greg70639447]

@OrwellDay Minority Report (2002)

[Greg @Greg70639447]

Maybe because VLCC’s can’t pass thru the narrow shallow Suez Canal?

Larger oil tankers, especially VLCCs and ULCCs, often cannot transit the Suez Canal fully loaded because their deep drafts exceed the canal’s maximum of about 20.1 meters (66 feet), along with limits on beam width up to 77.5 meters, length around 400 meters, and air draft of 68 meters under the bridge. Suezmax tankers (120,000–200,000 DWT) are specifically designed to fit these dimensions and can pass fully laden, enabling significant daily oil traffic. Oversized vessels must either partially offload cargo at terminals or via the SUMED pipeline to reduce draft for transit or detour around the Cape of Good Hope, which avoids fees and restrictions but adds distance. These physical constraints stem from the canal’s geography despite major expansions like the 2015 widening and deepening project. Overall, while not all tankers are excluded, the Suez Canal remains a vital but size-limited route for global oil shipments.

[Greg @Greg70639447]

1. Larger oil tankers, particularly VLCCs and ULCCs, often cannot pass fully loaded through the Suez Canal due to physical size restrictions, mainly related to draft.
2. The canal allows ships with a maximum draft of about 20.1 meters (66 feet), which limits heavily loaded vessels.
3. Beam width is capped at around 77.5 meters (254 feet), though narrower ships can achieve the full draft.
4. Length is restricted to approximately 400 meters (1,300 feet), and air draft cannot exceed 68 meters (223 feet) because of the Suez Canal Bridge.
5. Suezmax tankers, typically 120,000–200,000 DWT and carrying up to over a million barrels, are designed to transit fully loaded within these limits.
6. Very Large Crude Carriers (VLCCs) and larger classes frequently have drafts that exceed the canal’s depth when fully laden.
7. Operators of oversized tankers may partially offload cargo at terminals or via the SUMED pipeline to lighten the ship for transit.
8. As an alternative, many large tankers route around the Cape of Good Hope to avoid restrictions and fees.
9. The canal’s constraints arise from its geography and depth, despite expansions like the 2015 project that increased capacity.
10. While not all oil tankers are barred, the Suez Canal still handles significant daily oil traffic through compliant vessels.

[Greg @Greg70639447]

Larger oil tankers (especially VLCCs and ULCCs) often cannot pass fully loaded through the Suez Canal due to physical size restrictions, primarily draft (how deep the ship sits in the water). Smaller or partially loaded tankers can transit, which is why the canal handles significant oil traffic (though many larger vessels choose alternatives). https://t.co/KjsAeXF1yk
Key Limits (Suezmax Class)
The Suez Canal has these maximum dimensions for safe transit (updated after expansions, with the current channel depth around 20–21 meters):
• Draft: Up to ~20.1 m (66 ft) — this is the main constraint for loaded tankers. https://t.co/KjsAeXF1yk
• Beam (width): Up to ~77.5 m (254 ft), but narrower beams (e.g., ~50 m / 164 ft) allow the full draft. https://t.co/KjsAeXF1yk
• Length: Up to ~400 m (1,300 ft). https://t.co/KjsAeXF1yk
• Air draft (height above water): Up to 68 m (223 ft), due to the Suez Canal Bridge. https://t.co/KjsAeXF1yk
Suezmax tankers (typically 120,000–200,000 DWT, carrying ~800,000–1+ million barrels) are specifically designed to fit these limits when fully loaded. https://t.co/MVY7MvwB3K
Why Larger Tankers Struggle
• Very Large Crude Carriers (VLCCs): ~200,000–320,000 DWT, often with deeper drafts when fully laden (e.g., >20.1 m). They usually cannot transit fully loaded. https://t.co/2kJpqXWCvk
• Ultra Large Crude Carriers (ULCCs): Even bigger (300,000–500,000+ DWT) — they almost never fit fully loaded.
• When too deep, operators may:
• Partially offload cargo (e.g., at Ain Sokhna or via the SUMED pipeline) to lighten the ship, transit, then reload.
• Route around the Cape of Good Hope (longer but avoids canal fees and restrictions). https://t.co/VNUQOACntG
These rules stem from the canal’s geography (no locks, but limited depth/width from dredging) and safety needs. The canal has been deepened and widened over time (e.g., major expansion in 2015), allowing more traffic, but it still can’t handle the biggest modern supertankers at full capacity. https://t.co/0FsFQ7GL7W
In short, it’s not that no oil tankers can pass — many do daily — but fully loaded very large ones exceed the canal’s depth limits and must adjust or detour. For the absolute latest rules, check the Suez Canal Authority’s navigation guidelines, as they can update with further dredging.

[Greg @Greg70639447]

Larger oil tankers (especially VLCCs and ULCCs) often cannot pass fully loaded through the Suez Canal due to physical size restrictions, primarily draft (how deep the ship sits in the water). Smaller or partially loaded tankers can transit, which is why the canal handles significant oil traffic (though many larger vessels choose alternatives). https://t.co/KjsAeXF1yk
Key Limits (Suezmax Class)
The Suez Canal has these maximum dimensions for safe transit (updated after expansions, with the current channel depth around 20–21 meters):
• Draft: Up to ~20.1 m (66 ft) — this is the main constraint for loaded tankers. https://t.co/KjsAeXF1yk
• Beam (width): Up to ~77.5 m (254 ft), but narrower beams (e.g., ~50 m / 164 ft) allow the full draft. https://t.co/KjsAeXF1yk
• Length: Up to ~400 m (1,300 ft). https://t.co/KjsAeXF1yk
• Air draft (height above water): Up to 68 m (223 ft), due to the Suez Canal Bridge. https://t.co/KjsAeXF1yk
Suezmax tankers (typically 120,000–200,000 DWT, carrying ~800,000–1+ million barrels) are specifically designed to fit these limits when fully loaded. https://t.co/MVY7MvwB3K
Why Larger Tankers Struggle
• Very Large Crude Carriers (VLCCs): ~200,000��320,000 DWT, often with deeper drafts when fully laden (e.g., >20.1 m). They usually cannot transit fully loaded. https://t.co/2kJpqXWCvk
• Ultra Large Crude Carriers (ULCCs): Even bigger (300,000–500,000+ DWT) — they almost never fit fully loaded.
• When too deep, operators may:
• Partially offload cargo (e.g., at Ain Sokhna or via the SUMED pipeline) to lighten the ship, transit, then reload.
• Route around the Cape of Good Hope (longer but avoids canal fees and restrictions). https://t.co/VNUQOACntG
These rules stem from the canal’s geography (no locks, but limited depth/width from dredging) and safety needs. The canal has been deepened and widened over time (e.g., major expansion in 2015), allowing more traffic, but it still can’t handle the biggest modern supertankers at full capacity. https://t.co/0FsFQ7GL7W
In short, it’s not that no oil tankers can pass — many do daily — but fully loaded very large ones exceed the canal’s depth limits and must adjust or detour. For the absolute latest rules, check the Suez Canal Authority’s navigation guidelines, as they can update with further dredging.

[Greg @Greg70639447]

Larger oil tankers (especially VLCCs and ULCCs) often cannot pass fully loaded through the Suez Canal due to physical size restrictions, primarily draft (how deep the ship sits in the water). Smaller or partially loaded tankers can transit, which is why the canal handles significant oil traffic (though many larger vessels choose alternatives). https://t.co/KjsAeXF1yk
Key Limits (Suezmax Class)
The Suez Canal has these maximum dimensions for safe transit (updated after expansions, with the current channel depth around 20–21 meters):
• Draft: Up to ~20.1 m (66 ft) — this is the main constraint for loaded tankers. https://t.co/KjsAeXF1yk
• Beam (width): Up to ~77.5 m (254 ft), but narrower beams (e.g., ~50 m / 164 ft) allow the full draft. https://t.co/KjsAeXF1yk
• Length: Up to ~400 m (1,300 ft). https://t.co/KjsAeXF1yk
• Air draft (height above water): Up to 68 m (223 ft), due to the Suez Canal Bridge. https://t.co/KjsAeXF1yk
Suezmax tankers (typically 120,000–200,000 DWT, carrying ~800,000–1+ million barrels) are specifically designed to fit these limits when fully loaded. https://t.co/MVY7MvwB3K
Why Larger Tankers Struggle
• Very Large Crude Carriers (VLCCs): ~200,000–320,000 DWT, often with deeper drafts when fully laden (e.g., >20.1 m). They usually cannot transit fully loaded. https://t.co/2kJpqXWCvk
• Ultra Large Crude Carriers (ULCCs): Even bigger (300,000–500,000+ DWT) — they almost never fit fully loaded.
• When too deep, operators may:
• Partially offload cargo (e.g., at Ain Sokhna or via the SUMED pipeline) to lighten the ship, transit, then reload.
• Route around the Cape of Good Hope (longer but avoids canal fees and restrictions). https://t.co/VNUQOACntG
These rules stem from the canal’s geography (no locks, but limited depth/width from dredging) and safety needs. The canal has been deepened and widened over time (e.g., major expansion in 2015), allowing more traffic, but it still can’t handle the biggest modern supertankers at full capacity. https://t.co/0FsFQ7GL7W
In short, it’s not that no oil tankers can pass — many do daily — but fully loaded very large ones exceed the canal’s depth limits and must adjust or detour. For the absolute latest rules, check the Suez Canal Authority’s navigation guidelines, as they can update with further dredging.

[Greg @Greg70639447]

Larger oil tankers (especially VLCCs and ULCCs) often cannot pass fully loaded through the Suez Canal due to physical size restrictions, primarily draft (how deep the ship sits in the water). Smaller or partially loaded tankers can transit, which is why the canal handles significant oil traffic (though many larger vessels choose alternatives). https://t.co/KjsAeXF1yk
Key Limits (Suezmax Class)
The Suez Canal has these maximum dimensions for safe transit (updated after expansions, with the current channel depth around 20–21 meters):
• Draft: Up to ~20.1 m (66 ft) — this is the main constraint for loaded tankers. https://t.co/KjsAeXF1yk
• Beam (width): Up to ~77.5 m (254 ft), but narrower beams (e.g., ~50 m / 164 ft) allow the full draft. https://t.co/KjsAeXF1yk
• Length: Up to ~400 m (1,300 ft). https://t.co/KjsAeXF1yk
• Air draft (height above water): Up to 68 m (223 ft), due to the Suez Canal Bridge. https://t.co/KjsAeXF1yk
Suezmax tankers (typically 120,000–200,000 DWT, carrying ~800,000–1+ million barrels) are specifically designed to fit these limits when fully loaded. https://t.co/MVY7MvwB3K
Why Larger Tankers Struggle
• Very Large Crude Carriers (VLCCs): ~200,000–320,000 DWT, often with deeper drafts when fully laden (e.g., >20.1 m). They usually cannot transit fully loaded. https://t.co/2kJpqXWCvk
• Ultra Large Crude Carriers (ULCCs): Even bigger (300,000–500,000+ DWT) — they almost never fit fully loaded.
• When too deep, operators may:
• Partially offload cargo (e.g., at Ain Sokhna or via the SUMED pipeline) to lighten the ship, transit, then reload.
• Route around the Cape of Good Hope (longer but avoids canal fees and restrictions). https://t.co/VNUQOACntG
These rules stem from the canal’s geography (no locks, but limited depth/width from dredging) and safety needs. The canal has been deepened and widened over time (e.g., major expansion in 2015), allowing more traffic, but it still can’t handle the biggest modern supertankers at full capacity. https://t.co/0FsFQ7GL7W
In short, it’s not that no oil tankers can pass — many do daily — but fully loaded very large ones exceed the canal’s depth limits and must adjust or detour. For the absolute latest rules, check the Suez Canal Authority’s navigation guidelines, as they can update with further dredging.

[Greg @Greg70639447]

Why can’t tankers full of oil pass through the Suez Canal?

https://t.co/w4uepubW7o

[Greg @Greg70639447]

X seems to censor videos of storms created by NEXRAD radars.

[Greg @Greg70639447]

NEXRAD storm creation. Dulles International Airport, 6 July 2026. Approximately 9-10 pm, Eastern.

[Greg @Greg70639447]

See here

[Greg @Greg70639447]

https://t.co/ezfZUSvSLb