Hungary Is Now a Landlocked Country

Total Page:16

File Type:pdf, Size:1020Kb

Hungary Is Now a Landlocked Country 10th International Seminar on the Naming of Seas On the naming of some seas of Europe based on historical maps available in Hungarian libraries Béla Pokoly Commission on Geographical Names, Ministry of Agriculture and Regional Development (Budapest) 1. The name of the Adriatic Sea Hungary is now a landlocked country. However, in pre-World War I times, during the existence of the Austro-Hungarian Monarchy, and in medieval times, it used to have a coast on the Adriatic Sea. It is an arm of the Mediterranean Sea, and it separates the Apennine Peninsula from the Balkans (Fig. 1. M. Kogutowicz: Europe, Geographical atlas, 1910). Fig. 1. M. Kogutowicz: Europe, Geographical atlas, 1910 1 Therefore these two sea names are the first ones mentioned in written Hungarian documents. Until the mid-18th century the predominant language of documents was Latin. Therefore it is no surprise, that the first detailed Hungarian map, that of Lazarus, secretary of the archbishop of Hungary, whose first edition appeared in 1528, used Latin names for its generic terms (mons, lacus, comitatus etc.). This celebrated masterpiece of Hungarian map history contains some 1700 geographical names. A small portion of the Adriatic Sea appears on the map written Mare Adriaticum. (Fig 2. Lazarus’ Map of Hungary, Rome Edition, 1559) Fig 2. Lazarus’ Map of Hungary, Rome Edition, 1559 The widespread use of the name, based on Ptolemy’s authoritative maps figures in many of the cartographic works of the age. It comes from the town of Adria, (Hatria, Hadria, Atria) a 2 town in northern Italy. Known today as Mare Adriatico in Italian, Jadransko more in Croatian and Jadransko morje in Slovenian, in late medieval times, parallel with the peak of power of the city state of Venice, it had also often been referred to as Gulf of Venice (Golfo di Venetia, see Fig. 3. Giovanni Camocio’s map of 1568, or [Fig. 4.] that of Pierre Duval from 1670). Fig 3. Giovanni Camocio’s Europae Brevis,1568 3 Fig 4. Pierre Duval’s Europe Revue et augmentée,1670 In the Hungarian language „Adriatikom” was first used in 1559 in a world chronicle (Székely Estvan: Chronica ez vilagnac yeles dolgairól. Cracow). Following the decline of Venice, and especially after the Napoleonic wars, the classical name of the Adriatic Sea was rediscovered, and Golf of Venice came to signify consequently only the upper part of the sea between the Po Delta and the Istrian Peninsula. 2. Name variants of European Seas As a rule we may say that from the late middle age to the beginning of the 20th century sea names often had several variants not only in the various European languages but even in the same language. I would like to continue to illustrate this point with some maps of Europe from the 16th century to the present. Most of them by courtesy of the Hungarian National Széchényi Library, Budapest. My first example is that of Venice cartographer Giovanni Francesco Camocio’s Europae Brevis from 1568 (Fig. 3.). Not many sea names are given, but we may recognize Mare Germanico (North Sea), Mare Gotico (an infrequent use of „Gothic Sea” for the Baltic Sea), Mare di Genova (now Ligurian Sea, but its northernmost corner is still called Gulf of Genova). The Adriatic Sea is given, as we have seen, as Golfo di Venetia, while for the Black Sea we see the name Mare Maggiore (Mare Maius or Maior). 4 On Claudio Duchetti’s 1571 map of the rivers of Europe (Fig. 5.) the Rome cartographer uses Latin names instead of Italian ones: Oceanus Germanicus (North Sea), Oceanus Britanicus (English Channel/La Manche), Pontus Euxinus (Black Sea). Fig 5. Claudio Duchetti’s Map of the Rivers of Europe,1571 He is already employing the practice that we will see later: seas are named after territories, islands or countries with important relevant shorelines, most of which has no name today: Mare Africum, Mare Aegyptiacum, Syriacum Mare, Lybicum Mare, Balearicum Mare, even Carpathiu Mare (at the Isle of Carpathos, Greece). Some of these names are completely different today : Equitanicus Oceanus (now Bay of Biscay/Golfe de Gascogne), Mare Gallicum (now Gulf of Lions/Golfe du Lion) etc. Sixty years later, in 1631 Amsterdam Cartographer Henricus Hondius (Fig. 6.) named the Baltic Sea as Mare Balticum vulgo de Oost Zee (Baltic Sea or commonly the East Sea). 5 Fig 6. Henricus Hondius’ Europa Exactissime Descripta, 1631 As we know for Germans, Danes, Norwegians, the Dutch, even for Finns this body of water is called „East Sea” in their languages, although the Estonians, for whom it lies to the west, it is called the West Sea (L’ääne m’eri). For the rest of the world now, and for international shipping (IHO), it is the Baltic Sea (French: Mer Baltique). It should be noted, however, that it used to be named Mare Suebicum or Svevicum , and sometimes Mare Goticum in the Middle Ages, referring to these Germanic people (Suevs, Goths). To increase the variety of names of this sea, we may also add, that on old medieval maps, based on Ptolemy’s work, names of „Mare Sarmaticum” (Sea of the Sarmatians) and „Mare Germanicum” also appear. Interestingly the North Sea is not yet called by this name even by the Dutch Hondius (he has Oceanus Germanicus), although Dutch cartographers already used the name de Noord Zee at least a hundred years before. The sea north of Norway and Russia, known since the mid-19th century as Barents (IHO: Barentsz) Sea, is called Myrmanskoy More – an interesting exception from the Latin sea names. The city of Murmansk was only founded in 1915, but the coast itself, known as Murman Coast (a corruption of ’Normann’), gave the sea its old name. Alternative names include Mer de Moscovie (=Moscow Sea, by Duval 1670, Sanson 1681), and even from earlier times Petzorzke More (Mercator, mid-16th c.) or Petzorke Mare (Hondius, 1595), referring obviously to the River Pechora that empties into it. My next illustration is a map of Europe by the French royal geographer Pierre Duval from 1670 (Fig. 4.), who expands the practice mentioned about the Italian Duchetti, by borrowing the name of the sea from the land it is adjacent to, e.g. Mer de Portugal, Mer de France, Mer 6 de Danemarq, Mer d’Espagne. His sea names sometimes refer to cities: Mer de Marseille, Mer de Genes (Genova), Mer d’Alger (Algiers). Using (rightly) the name Mer Blanche (White Sea) for the inlet from (present) Barents Sea, he again applies it as an alternative to the old form of the Aegean Sea, Archipelago (Archipel). Some – but not many – names he got right, like Mer Baltique, Mer Ioniene (Ionian Sea), Mer d’Irlande (Irish Sea) or Mer d’Alemagne (the later North Sea). Of the abundant examples of nautical names with the specific element coming from the name of a country or nation few remain in use today: among them Irish Sea and Gulf of Finland are used universally, while Norwegian Sea, a standard IHO name, usually does not feature on German maps (Europäisches Nordmeer). 3. On the names English Channel and La Manche On Duval’s map the sea channel between Britain and France has the familiar name variants La Manche ou Mer Britannique (Mare Britannicum or Oceanus Britannicus). The current English name (in general use since the early 18th century) probably derives from the desig- nation “canal” in Dutch sea atlases of the late 16th century. Earlier names had included Oceanus Britannicus and the British Sea, and the French have regularly used La Manche (in reference to the sleevelike coastal outline) since the early 17th century. (www.britannica.com). While for the French name there are some early cartographic uses like Duval’s 1670 map (Fig. 4.), (or Philipp Cluver’s The Kingdom of England from 1629) for the well-known English name „English Channel” I was not able to find an older map use earlier than 1730. Steps of development of the emergence of the name „English Channel”: Date Map Name 1511 Ptolemy’s Venice Edition Britannicus Oceanus 1548 George Lily”s Britannia Insula Mare Britannicum 1562 Ptolemy’s Venice Edition (J. Meletius) Mare Anglicum 1610 John Speed’s England The British Sea 1669 A New Mapp of the Kingdom of England and the The British or Narrow Sea Principalitie of Wales by William Berry 1693 Robert Morden in Patrick Gordon's Geography The Channel Anatomiz'd: England and Wales 1700 John Senex A New Map of England The British Channel 1730 Thomas Kitchin England and Wales English Channel 4. The Black Sea and others Georg Matthäus Seutter of Augsburg, in line with medieval traditions, still uses Latin names in his nice detailed map of Europe (1729) but introduces some local forms, too (Fig. 7.). 7 Fig 7. Georg Matthäus Seutter’s Map of Europe, 1729 He precisely describes e.g. the Black Sea as Pontus Euxinus hodie (today) Mare Nigrum, but adds that in „Turcis” it is Cara-Denghiz, while in „Rhutenis” (Polish-Ruthenian) it is Czarno Morzo. For the North Sea the familiar alternatives Mare Germanicum vulgo de Noord Zee, for the Baltic the variants Mare Balticum vulgo de Ost Zee also appears. Looking at the Channel reveals yet another German precision, as we can read Oceanus Britannicus Gall. La Manche Belg. Canaal. As for the Barents Sea the form Moscoviticum Mare is preferred here. Over a hundred years after Pierre Duval, another French Cartographer, Jean Janvier drew a map of Europe in 1780 (Fig. 8.), showing the state boundaries, but contrary to his predecessor, he used very few sea names.
Recommended publications
  • North Sea Palaeogeographical Reconstructions for the Last 1 Ma
    Netherlands Journal of Geosciences —– Geologie en Mijnbouw |93 – 1/2| 7-29| 2014 doi: 10.1017/njg.2014.12 North Sea palaeogeographical reconstructions for the last 1 Ma K.M. Cohen1,2,3,*,P.L.Gibbard4 & H.J.T. Weerts5 1 Department of Physical Geography, Faculty of Geosciences, Utrecht University, P.O. Box 80115, 3508 TC Utrecht, the Netherlands 2 Department of Applied Geology and Geophysics, Deltares, Unit BGS, Princetonlaan 6, Utrecht 3 Department of Geomodelling, TNO Geological Survey of the Netherlands, Princetonlaan 6, Utrecht 4 Quaternary Palaeoenvironments Group, Department of Geography, University of Cambridge, Downing Place, Cambridge CB2 3EN, United Kingdom 5 Cultural Heritage Agency, Ministry of Education, Culture and Science, P.O. Box 1600, 3800 BP Amersfoort, the Netherlands * Corresponding author. Email: [email protected] Manuscript received: 3 February 2014, accepted: 2 May 2014 Abstract The landscape evolution of the southern North Sea basin is complex and has left a geographically varying record of marine, lacustrine, fluvial and glacial sedimentation and erosion. Quaternary climatic history, which importantly included glaciation, combined with tectonics gave rise to cyclic and non-cyclic changes of sedimentation and erosion patterns. Large-scale landscape reorganisations left strong imprints in the preserved record, and are important for the detail that palaeogeographical reconstructions for the North Sea area can achieve. In the spirit of the North Sea Prehistory Research and Management Framework (NSPRMF; Peeters et al., 2009), this paper provides background geological information regarding the North Sea. It summarises current stratigraphical and chronological frameworks and provides an overview of sedimentary environments. As we go back in time, the understanding of Quaternary palaeo-environmental evolution in the North Sea basin during the last 1 million years becomes decreasingly accurate, with degree of preservation and accuracy of age control equally important controls.
    [Show full text]
  • A Renewed Cenozoic Story of the Strait of Dover
    EXTRAIT DES ANNALES DE LA SOCIÉTÉ GÉOLOGIQUE DU NORD Ann. Soc. Géol. du Nord. T. 17 (2ème série) p. 59-80 T. 17 (2ème série), p. 59-80, Décembre 2010. LILLE A RENEWED CENOZOIC STORY OF THE STRAIT OF DOVER Une révision de l’histoire cénozoïque du Pas-de-Calais par Brigitte VAN VLIET-LANOË (*), Guillaume GOSSELIN (**), Jean-Louis MANSY (**)(†), Chantal BOURDILLON (****), Murielle MEURISSE-FORT (****)(**), Jean-Pierre HENRIET (*****), Pascal LE ROY (***), Alain TRENTESAUX (**) . Résumé. — Le détroit est potentiellement un élément du rift européen, subsident dès le Paléocène jusqu’au Quaternaire, mais surtout pendant la phase d’extension oligocène liée à l’ouverture de l’Atlantique Nord. Comme ce secteur de l’Europe correspond à une zone en inversion tectonique, le front varisque, l’extension n’a pas pu s’exprimer pleinement. L’inversion du front varisque a accommodé l’essentiel du raccourcissement imposé à la plate-forme occidentale de l’Europe par la formation des Pyrénées et l’ouverture de l’Atlantique Nord. La dépression du Boulonnais constitue dès l’Yprésien un golfe marin calqué sur une zone déjà partiellement évidée dès le Crétacé. Une réinterprétation des formations sédimentaires superficielles internes au Boulonnais montre l’existence d’une ouverture très précoce du détroit dès l’Eocène. Le Pas-de- Calais est ouvert dès la fin du Lutétien, pendant une partie de l’Oligocène et du Mio-Pliocène final, les faunes de ces deux étages étant identiques de part et d'autre du détroit. Il s’est refermé par épisodes pour des raisons tectoniques et eustatiques, à l’Oligocène final, certainement au Miocène inférieure et moyen, et à partir du Quaternaire ancien pour n’être ré-ouvert que tardivement à la veille du Dernier Interglaciaire.
    [Show full text]
  • Geography, Hydrography and Climate 5
    chapter 2 Geography, hydrography and climate 5 GEOGRAPHY 2.1 Introduction This chapter defines the principal geographical characteristics of the Greater North Sea. Its aim is to set the scene for the more detailed descriptions of the physical, chemical, and biological characteristics of the area and the impact man’s activities have had, and are having, upon them. For various reasons, certain areas (here called ‘focus areas’) have been given special attention. 6 Region II Greater North Sea 2.2 Definition of the region 2.3 Bottom topography The Greater North Sea, as defined in chapter one, is The bottom topography is important in relation to its effect situated on the continental shelf of north-west Europe. It on water circulation and vertical mixing. Flows tend to be opens into the Atlantic Ocean to the north and, via the concentrated in areas where slopes are steepest, with the Channel to the south-west, and into the Baltic Sea to the current flowing along the contours. The depth of the North east, and is divided into a number of loosely defined Sea (Figure 2.1) increases towards the Atlantic Ocean to areas. The open North Sea is often divided into the about 200 m at the edge of the continental shelf. The relatively shallow southern North Sea (including e.g. the Norwegian Trench, which has a sill depth (saddle point) of Southern Bight and the German Bight), the central North 270 m off the west coast of Norway and a maximum depth Sea, the northern North Sea, the Norwegian Trench and of 700 m in the Skagerrak, plays a major role in steering the Skagerrak.
    [Show full text]
  • Important-Straits-Of-The-World
    IMPORTANT STRAITS OF THE WORLD 2020 IASGRAM WWW.IASGRAM.IN 1 IASGRAM Bab-el-Mandeb The Bab-el-Mandebis a strait located between Yemen on the Arabian Peninsula, and Djibouti and Eritrea in the Horn of Africa. It connects the Red Sea to the Gulf of Aden. The Bab-el-Mandeb acts as a strategic link between the Indian Ocean and the Mediterranean Sea via the Red Sea and the Suez Canal. 2 IASGRAM Bass Strait: Bass Strait is a sea strait separating Tasmania from the Australian mainland, specifically the state of Victoria. There are over 50 islands in Bass Strait. Major islands include: King Island Three Hummock Island Hunter Island Robbins Island 3 civilmentors.com Bering Strait: The Bering Strait is a strait of the Pacific, which separates Russia and the United States slightly south of the Arctic Circle at about 65° 40' N latitude. The eastern coast belongs to the U.S. state of Alaska. The western coast belongs to the Chukotka Autonomous Okrug, a federal subject of Russia. 4 civilmentors.com Bosporus strait: The Bosporus also known as the Strait of Istanbul, is a narrow, natural strait .It forms part of the continental boundary between Europe and Asia, and divides Turkey by separating Anatolia from Thrace. It is the world's narrowest strait used for international navigation, the Bosporus connects the Black Sea with the Sea of Marmara, and, by extension via the Dardanelles, the Aegean and Mediterranean seas. 5 civilmentors.com Cook Strait: Cook Strait is a strait that separates the North and South Islands of New Zealand.
    [Show full text]
  • Dover Strait Implementation Plan
    Final report 2014 Dover Strait Implementation Plan Dover Strait Implementation Plan Contents Introduction p. 2 Area covered by the plan p. 2 Vision for Dover Strait p. 3 Key areas for action p. 5 The opportunity to act in a collaborative way p. 6 A rich natural and cultural heritage p. 12 Climate change and the development of a sustainable transport corridor p. 18 1 Cover image supplied by LUC. Introduction This document represents the shared vision of Pas-de-Calais Council and Kent County Council for the maritime and coastal area known as Dover Strait or Pas de Calais. It presents a strategic guideline on how that vision may be achieved, through committed joint actions. It has been drawn together based upon experience and knowledge at the local level, combined with exploration of cross border management of straits from across Europe. The actions presented in this document are going to be jointly implemented by Pas-de-Calais County Council and Kent County Council; the two authorities will particularly support relevant actions and projects taken forward by the stakeholders who helped develop the plan. Kent County Council and Pas-de-Calais County Council are involved in the European Straits Initiative (ESI), a partnership of local authorities bordering European Straits. This initiative aims at a better recognition of the straits specificities at European level and at developing cooperation projects and exchange of experiences between the different partners. In this framework, NOSTRA project was approved in 2012 by the INTERREG IV C programme; the aim was to show how a cross-border governance of straits based on an integrated and inclusive approach can improve public policies in respect of biodiversity and natural heritage and can allow sustainable economic development.
    [Show full text]
  • Action Plan of Dover / Pas De Calais Strait
    ACTION PLAN OF DOVER / PAS DE CALAIS STRAIT Picture: E. Desaunois, Pas-de-Calais County Council Coordinated by PAS-DE-CALAIS COUNTY (FRANCE) AND KENT COUNTY COUNCIL (UNITED-KINGDOM) MARCH 2018 1 INTRODUCTION This cross-border action plan has been jointly designed by Kent County Council and Pas-de- Calais County Council, partners of PASSAGE project, and many stakeholders involved on each side of the Strait of Dover/Pas de Calais. PASSAGE project is aiming to develop a low-carbon transition at the scale of 6 European straits and 5 maritime border regions. The first phase of the project (April 2016-March 2018) was focused on the diagnosis and the identification of levers for action. The second phase of the project (April 2018-March 2020) will be dedicated to the implementation of this action plan. This action plan is aiming to trigger a low-carbon transition of the Strait of Dover/Pas de Calais, based on the evidence provided by the carbon emissions’ study carried out by I Care & Consult in the framework of PASSAGE project. After defining the functional perimeter of the strait based on its main activities, the study proposes an evaluation of emissions generated by each type of activity. These activities include those that are common to every territory and not specific to a strait (industries, urban and tourism activities); as well as activities that are specific to the strait, that is to say: . Port activities . Maritime traffic . Channel Tunnel traffic . In-land traffic (road, rail, waterways) generated by the ports and the tunnel. For the first time, the study highlights that these latter activities; those specific to the Strait of Dover/Pas de Calais, represents 31% of the total emissions emitted in the strait area.
    [Show full text]
  • Operation Overlord (D-Day)
    Operation Overlord from the Esri GeoInquiries™ collection for U.S. History Target audience – U.S. History learners Time required – 15 minutes Activity Explore the geography and significance of the D-Day invasion. Social Studies C3: D2.His.1.9-12. Evaluate how historical events and developments were shaped by unique Standards circumstances of time and place as well as broader historical contexts. C3: D2.His.2.9-12. Analyze change and continuity in historical eras. C3: D2.His.3.9-12. Use questions generated about individuals and groups to assess how the significance of their actions changes over time and is shaped by the historical context. Learning Outcomes • Students will identify key locations and explain the Allied troop movements of the D-Day invasion. • Students will evaluate the impact of the D-Day invasion. Map URL: http://esriurl.com/historygeoinquiry13 Ask Where was the Atlantic Wall? ʅ Click the link above to launch the map. ʅ Click the button, Bookmarks. Select Atlantic Wall. – During the war, Nazi Germany controlled 1.8-2.2 million square miles across Europe. ʅ With the Details button underlined, click the button Show Contents of Map (Content). ʅ Check the box to the left of the layer name, The Atlantic Wall. ? Use the Measure tool to estimate the length. (See Tooltip, page 2.) How long was it? [3200-3500 miles] ʅ Select the Calais bookmark. Open and read the Map Note. Click the image. ? What was the purpose of the wall? What made it difficult to penetrate? [It was designed to prevent an Allied invasion and bomb England.
    [Show full text]
  • Marine Archaeology Technical Report
    Hornsea Project Three Offshore Wind Farm Hornsea Project Three Offshore Wind Farm Preliminary Environmental Information Report: Annex 9.1 – Marine Archaeology Technical Report Date: July 2017 Annex 9.1 – Marine Archaeology Technical Report Preliminary Environmental Information Report July 2017 Environmental Impact Assessment Preliminary Environmental Information Report Liability Volume 5 This report has been prepared by RPS, with all reasonable skill, care and diligence within the terms of their contracts with DONG Energy Power (UK) Ltd. Annex 9.1 – Marine Archaeology Technical Report Report Number: P6.5.9.1 Version: Final Date: July 2017 This report is also downloadable from the Hornsea Project Three offshore wind farm website at: www.dongenergy.co.uk/hornseaproject3 DONG Energy Power (UK) Ltd. 5 Howick Place, Prepared by: RPS London, SW1P 1WG Checked by: Julian Carolan and Kieran Bell © DONG Energy Power (UK) Ltd, 2017. All rights reserved Accepted by: Julian Carolan Front cover picture: Kite surfer near one of DONG Energy's UK offshore wind farms © DONG Energy Hornsea Approved by: Sophie Banham Project Three (UK) Ltd., 2016. i Annex 9.1 – Marine Archaeology Technical Report Preliminary Environmental Information Report July 2017 Table of Contents List of Figures 1. Introduction .......................................................................................................................................................... 1 Figure 2.1: Location of Hornsea Three (the marine archaeology study area), the former Hornsea Zone and
    [Show full text]
  • Read the Dover Strait Action Plan
    ACTION PLAN OF DOVER / PAS DE CALAIS STRAIT Picture: E. Desaunois, Pas-de-Calais County Council Coordinated by PAS-DE-CALAIS COUNTY (FRANCE) AND KENT COUNTY COUNCIL (UNITED-KINGDOM) MARCH 2018 1 INTRODUCTION This cross-border action plan has been jointly designed by Kent County Council and Pas-de- Calais County Council, partners of PASSAGE project, and many stakeholders involved on each side of the Strait of Dover/Pas de Calais. PASSAGE project is aiming to develop a low-carbon transition at the scale of 6 European straits and 5 maritime border regions. The first phase of the project (April 2016-March 2018) was focused on the diagnosis and the identification of levers for action. The second phase of the project (April 2018-March 2020) will be dedicated to the implementation of this action plan. This action plan is aiming to trigger a low-carbon transition of the Strait of Dover/Pas de Calais, based on the evidence provided by the carbon emissions’ study carried out by I Care & Consult in the framework of PASSAGE project. After defining the functional perimeter of the strait based on its main activities, the study proposes an evaluation of emissions generated by each type of activity. These activities include those that are common to every territory and not specific to a strait (industries, urban and tourism activities); as well as activities that are specific to the strait, that is to say: . Port activities . Maritime traffic . Channel Tunnel traffic . In-land traffic (road, rail, waterways) generated by the ports and the tunnel. For the first time, the study highlights that these latter activities; those specific to the Strait of Dover/Pas de Calais, represents 31% of the total emissions emitted in the strait area.
    [Show full text]
  • Has the Construction of the Channel Tunnel Been a Factor of Rapprochement of the Cities of Calais and Dover and of Their Respective Regions? Odile Heddebaut
    Has the construction of the Channel tunnel been a factor of rapprochement of the cities of Calais and Dover and of their respective regions? Odile Heddebaut To cite this version: Odile Heddebaut. Has the construction of the Channel tunnel been a factor of rapprochement of the cities of Calais and Dover and of their respective regions?. 1er Colloque Vingt années sous la Manche, et au-delà, Apr 2015, Lille, France. hal-01355614 HAL Id: hal-01355614 https://hal.archives-ouvertes.fr/hal-01355614 Submitted on 23 Aug 2016 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Vingt années sous la Manche, et au-delà : Géographie et économie des transports Jeudi 19 mars 2015 Odile HEDDEBAUT, Researcher, (IFSTTAR) The French Institute of Science and Technology for Transport, Development and Networks Tel: +33 (0)3 20 43 83 57 E-Mail: [email protected] Has the construction of the Channel tunnel been a factor of rapprochement of the cities of Calais and Dover and of their respective regions? Abstract This article examines the possibility of two towns separated by a national border and a physical border as the English Channel to become closer following the construction of a specific transport infrastructure joining them.
    [Show full text]
  • Year-Long Measurements of Flow Through the Dover Strait
    OCEANOLOGICA ACTA- VOL. 16- N°5-6 Dover Strait Year-long measurements of flow H.F. radar Acoustic Doppler Current profiler through the Dover Strait Tidal flux Pas-de-Calais by H.F. Radar and acoustic Doppler Radar HF Doppler acoustique Courantomètre current profilers (ADCP) Flux de marée David PRANDLE Proudman Oceanographie Laboratory, Bidston Observatory, Birkenhead, U3 7RA,UK. ABSTRACT Contaminants from the Channel flow through the Dover Strait into the North Sea where they represent a significant fraction of the enhanced concentrations observed along the continental coast. Despite numerous previous investigations, the magnitude of this net flow and its dependency on various forcing factors remain uncertain. The new UK H.F. Radar system, OSCR (Ocean Surface Current Radar) developed for measuring nearshore surface currents offers a clear opportunity of establishing the magnitude and nature of this flow. Starting in July 1990, H.F. Radar observations were made in the Dover Strait for five months from the French coast overlapping (for two months) with five months from the English coast. These measurements involved fully-automised monitoring of surface currents at 700 locations every 20 minutes. A bottom-mounted ADCP was moored continuously for the same period in the middle of the Strait. Tidal current atlases were produced from the radar measurements showing ellipses for seven major constituents at up to 160 locations in the strait, examples for the two major constituents Mz and S2, are shown in Figures 2 and 3. A net 3 tidal (M2) residual flow of 36,000 m s-1 into the North Sea was calculated from a combination of the Mz tidal ellipse data with the Mz tidal elevation distribution.
    [Show full text]
  • Sediment And; Pollution Interchange
    7 Rapp. P.-v. Réun. Cons. int. Explor. Mer, 181: 7-14. 1981. THE MASS-BALANCE OF SUSPENDED MATTER AND ASSOCIATED POLLUTANTS IN THE NORTH SEA D. E ism a Netherlands Institute for Sea Research (NIOZ), P.O. Box 59, 1970 AB Den Burg, Texel, Netherlands INTRODUCTION Deposition is estimated from the distribution of fine­ The material in suspension in the North Sea comes grained deposits in the North Sea and from present from a variety of sources: rivers, coastal erosion, sea- knowledge of the rate of sedimentation in these areas. floor erosion, primary and secondary production, the A full discussion is given in Eisma (in press b). Ideally, atmosphere, the North Atlantic Ocean, the Channel, supply, expressed in million tonnes (dry weight) per and the Baltic. Pollutants enter the North Sea mostly year, should be equal to the sum of estimated depo­ from the same sources but chiefly from rivers and the sition and estimated outflow, expressed in the same atmosphere, as well as from direct discharges. They unit. interact or mix with the material in suspension and with bottom sediments. Complex processes are in­ volved, including adsorption, flocculation, precipita­ THE MASS-BALANCE OF SUSPENDED MATTER IN THE tion, and aggregation. This results in high concentra­ N ORTH SEA tions of trace metals and organic pollutants in parti­ The concentrations of suspended matter in the culate matter, the concentrations in suspended matter Atlantic flowing into the North Sea around Shetland and bottom deposits usually being several orders of are of the order of 0-1 to 0-2 mg -1-1 with an average magnitude higher than those of material in solution.
    [Show full text]