Strait between England and France. Analysis of navigation support for vessel navigation along the route: Port of Genoa. Origin of the strait, historical events

English Channel

General information. This guide, consisting of two issues, gives a description of the English Channel, or the English Channel.

Issue 1 describes the northern coast of the English Channel from Cape North Foreland (5P23"N, 1°27"E) to Cape Cornwall (50°08"N, 5°43"W) and the Isles of Scilly, belonging to the United Kingdom Great Britain and Northern Ireland. Issue 2 provides a description of the southern coast of the English Channel from the Franco-Belgian border to Cape Penmark (47°48"N, 4°22"W), which belongs to the French Republic.

A developed network of navigation equipment and a significant number of noticeable points ensure navigation along the English Channel day and night. High banks with characteristic peninsulas and capes make it easier to navigate using radar observation data. The most difficult sailing conditions are found in the Pas de Calais, or Dover Strait, which is the eastern and narrowest part of the English Channel, due to the presence of banks and strong tidal currents.

Due to heavy shipping traffic, the greatest threat when sailing in the English Channel is the risk of collision, especially in low visibility conditions. Vessels traveling through the strait must take into account that it is crossed by ships traveling at high speed between English and French ports.

Shores. The northern coast of the English Channel, which is the southern coast of the island of Great Britain, is predominantly rocky and cliffy. According to the nature of the relief, it is divided into two parts: eastern and western. The border between them runs along the meridian 3°00" west. Along the eastern part of the northern coast of the strait stretches a long chain of chalk mountains of the Downs, no more than 300 m high. To the west of the meridian 3°00" west. debt, the coast is getting higher; there are mountains up to 619 m high, made of red sandstone and other hard rocks.

In many places, the hills come close to the sea and form high and steep headlands, visible from a great distance. In places where the mountains are far from the coast, there are low plains with clay and sandy shores near the sea. The slopes of the hills, as well as low areas of the coast, are in some places covered with monotonous vegetation. There are few forests here.

The northern coast of the English Channel from Cape North Foreland to Cape Selsey Bill (50°43" N, 0°47" W) is slightly indented. To the west of Cape Selsey Bill, several bays and bays jut into the coast. The most important among them are Portsmouth Bay, Southampton Water, Lyme, Plymouth and Mounts bays.

Approximately from the middle of the northern coast of the English Channel, the high, narrow and prominent Portland Peninsula protrudes, connected to the coast by a low isthmus.

The ends of many peninsulas are high and prominent. The capes that protrude most significantly from the coast are North Foreland, South Foreland (51°08"N, 1°22"E), Dungeness (50°55"N, 0°59"E), Beachy Head (50°44"E) N, 0°15"E), Selsey Bill, St. Catherines (Isle of Wight), Bill of Portland (50°W N, 2°27" W), Start (50° 13" N, 3°38 "W", Lizard (49°58" N, 5°12" W) and Land's End (50°04" N, 5°43" W).

The steep and rocky shores are bordered by a narrow strip of drying reefs and rocks. The low-lying areas of the coast are relatively shallow and bordered by drying sandbanks.

The northern shore of the strait is cut by many short rivers, of which the main ones are the Rother, Ouse, Frome, Aix, Dart, Taymar and Fal; The depths at the mouths of these rivers are usually large. Some ports and harbors located on such rivers are accessible to large ships. From a great distance, the wide mouths of the rivers Aix and Fal give the impression of a break in the coastline.

The southern coast of the English Channel in the area from the Franco-Belgian border to the port of Le Tréport (50 ° 04 "N, 1 ° 22" E) is low and sandy, and further to the S to the mouth of the Seine River there is a high cliffy coast. West of the mouth of the Seine River, the southern shore of the Bay of Seine is predominantly low but steep.

The eastern part of the southern coast of the English Channel to the Cotentin Peninsula (49°30" N, 1°35" W) has a flat-hilly topography, and its western part, with the exception of the Cotentin Peninsula, is more elevated, predominantly rocky, composed of granite, sandstone and shale. The landscape of the Brittany Peninsula (48°30" N, 4°30" W) is an alternation of small cultivated plots of land with meadows and groves.

Several bays and bays jut into the southern coast of the English Channel east of the Cotentin Peninsula, including the bays of the Seine and Saint-Malo. To the S of the Brittany peninsula stretches the highly rugged, high, rocky western coast of France; The bay in which the Brest roadstead is located juts into this shore.

From the southern coast of the English Channel, capes Gris-Nez (50°52" N, 1°35" E), Antifer (49°41" N, 0°10" E), Barfleur (49°42" N, G16) stand out "W) and cape (49°44"N, 1°56"W), which is the northwestern tip of the Cotentin Peninsula.

Along the entire southern coast of the English Channel, steep and rocky sections of the coast are bordered by drying reefs, and low sandy areas are bordered by drying sandbanks. The coast to the west of the Cotentin Peninsula is fringed by numerous islands, islets and rocks and has a skerry character; Navigation along this coast is the most difficult from a navigation point of view.

The southern coast of the English Channel is cut through by many rivers, of which the Seine River is the most important for navigation. The most significant navigable rivers after the Seine are the Somme, Orne, Rane, Treguier, Morlaix, Abervrac and On (listed from east to west). The mouths of the rivers on the eastern part of this coast are usually blocked by sand bars through which channels have been dug, while the mouths of the rivers on the western part are blocked by many dangers, between which the fairways run. The rivers of the described region are characterized by slight fluctuations in water level and weak currents.

Islands and straits. Off the northern shore of the English Channel is the Isle of Wight, separated from the coast by the deep-sea strait of the Solent. The height of the southern part of the Isle of Wight reaches about 240 m. To the north, the height of the island gradually decreases. There are several islands and rocks off its coast.

On the northern side of the entrance to the English Channel from the west, 24 miles SW from Land's End, are the Isles of Scilly, which are a large group of islands, surface and submerged rocks.

Off the southern coast of the English Channel immediately west of the Cotentin Peninsula lie the Channel Islands: Alderney, Guernsey, Sark and Jersey, between which there are deep passages. Between the island of Alderney and the Cotentin Peninsula there is a deep-water Strait of the Race of Alderney, and between the Island of Jersey and the western coast of the Cotentin Peninsula there are narrow shallow passages.

Near the northwestern tip of the Brittany peninsula is the island of Ouessant, and in the strait between the island and the mainland there is a vast shallow area through which there are several passages accessible to the navigation of small ships.

About 24 miles south of the island of Ouessant are the cliffs of the Highway de Seine. Between these rocks and the mainland coast there is the Ra de Seine passage, which in clear weather and taking into account strong tidal currents can be used by small and medium-sized ships to shorten the journey from the port of Brest to the ports of the Bay of Biscay and back.

Depths, relief and soil. The bottom of the English Channel gradually decreases from east to west and from both banks to its middle. However, in the western part of the strait, near the northern shore, the bottom is flatter than on the southern shore.

In the middle of the Pas de Calais Strait, which is the eastern entrance to the English Channel, there are several long shallow banks: Varne, The Ridge, Les Reidences, Bassurel; the soil on the banks is coarse sand and broken shells. These banks divide the narrow Pas de Calais Strait into two passages, in which vessel traffic separation zones have been established.

On the northern shore of the English Channel the bottom is quite flat. There are only a few rocky banks located up to 8 miles from the coast. Other dangers are located near the shore.

The bottom of the southern coast of the English Channel is uneven. There are many dangers near the shore that make approaching it difficult.

In some places on the approaches to the southern coast of the English Channel there are depressions with distinctive depths that help identify the vessel's position when sailing during poor visibility. On the approach to the Channel Islands from the NW there is a vast Heard depression, extending from NE to SW.

The edge of the continental shelf to the SW from the entrance to the English Channel is limited by an isobath of 200 m. Seaward of this isobath, the depths increase sharply. In good weather, the edge of the continental shallows can be identified by the ripples that form above it, and in stormy weather - by waves and a sharp change in the color of the water from dark blue to green. To the east of the edge of the continental shallows, the depths decrease evenly.

The soil in the English Channel is sand, gravel, stone, shell, chalk and silt. There is often a rock near the shore. In the western part of the strait, on its northern side the soil is darker than on the southern side, and the sand and stone are finer.

On the approaches to the strait from the west, the soil is predominantly fine or coarse sand and broken shells; In some places there are pebbles, gravel, small stones and here and there silt. The sand is mostly white, although yellow is found in some places. Yellow sand is located mainly south of the parallel of 49°30" north latitude, and yellow sand with black grains of sand is located north of this parallel.

Terrestrial magnetism. Magnetic knowledge in the English Channel is satisfactory. For this area, there is data from magnetic measurements from the Soviet expeditionary ship Zarya, aeromagnetic surveys from the United States under the Magnit project, and the State Observatory of Canada. A dense network of dotted lines of magnetic observations covers the coast.

The magnetic declination for the epoch of 1995 varies from 3.3°W in the northeast of the area (52°00"N, 2°00"E) to 5.8°W in the southwest of the area (49°00"N, 5°00" W). Isogon direction - NE - SW. No anomalies or anomalous points were found. The average annual change in declination is 0.13°.

The magnetic inclination varies from 66.9°N in the northeast of the region to 64.2°N in the southwest of the region. The direction of the isoclines is latitudinal.

The horizontal component of the Earth's magnetic field strength in the described region varies from 190 mOe in the northeast to 202 mOe in the southwest of the region. The direction of the isodynamics is latitudinal.

Navigation aids. In the English Channel, navigation equipment fully ensures the safety of navigation of ships both far from the coast and on approaches to bays, bays and river mouths. Under normal visibility conditions, reliable determination of the vessel's position is ensured by beacons and luminous signs. For orientation in conditions of limited visibility there are sound signaling installations. Radio navigation systems operate in the English Channel.

The Laurent-S and Consol systems in this area have low location accuracy and are not recommended for use.

In addition to the above-mentioned radio navigation systems, the Toran, Siledis and Rana P17 radio navigation systems have been deployed on the French coast. The Rana P17 system mainly covers the western part of the English Channel and provides vessel positioning with an accuracy of up to 200 m.

Many lightships and buoys are equipped with radar transponders. Shallows, banks and wrecks extending far from the shore, as well as fairways leading to ports located in the area, are protected by floating warning signs. For fencing, the IALA system, region A, has been adopted.

Lighting Oceanographic Data Acquisition (ODAS) buoys may be encountered in the English Channel.

In French waters, along with the IALA system (Region A), buoys fencing target practice areas may be painted white with a blue cross.

In French notices to mariners, buoys are often described by function or color; therefore, on English maps they may not be marked in the appropriate shape or type of top figure.

Oil and gas fields. Within the boundaries of the continental shelf of the two countries, production platforms and drilling rigs for the development of oil and gas fields could be installed in the English Channel. Drilling rigs are not shown on the maps; information about them is reported by radio to NAVIP and published in notices to seafarers. Attached to each side of the platform or rig is a yellow illuminated board with the name or number of the structure.

Navigation equipment. On production platforms and drilling rigs, lights are turned on and fog signals are given:

a) a white group flashing all-round light corresponding to the letter U (* *--) of Morse code; flashes repeat after 15 s, visibility range 10 miles;

b) red lights, operating synchronously with the above white light, are lit at the ends of structures; visibility range 2 miles;

c) the fog signal is a group of sounds corresponding to the letter U (**--) in Morse code; the signal is repeated after 30 s.

Approaches to drilling rigs, platforms and other structures in mining areas are protected by illuminated buoys. Aviation obstacle lights are installed at the top of the platforms.

If a platform or rig cannot be detected by radar at a distance of about 3 miles, radar reflectors are installed on it.

Most operational platforms, as well as all platforms located in the English sector, have security zones. In accordance with the 1964 Convention on the Continental Shelf, the radius of the safety zone is 500 m. Entry into the safety zone is prohibited except in the following cases:

a) repair of a submarine cable or pipeline near the zone;

b) delivery and removal of service personnel, ensuring their vital functions, inspection of the platform - in all cases, with the appropriate permission;

c) saving people and property;

d) due to bad weather or in distress.

Swimming mode. The English Channel is a former mine hazardous area open to shipping. Anchoring in former mine-hazardous areas is permitted only in special places; Fishing in these areas is permitted only if special instructions are strictly followed.

In the areas of the busiest shipping, namely in the Pas de Calais Strait and on the approaches to it, to the NW of the Casquets rocks (49°43" N, 2°23" W), to the NW of the island of Ouessant (48°28" N, 5°05" W), as well as to the E, S and W of the Isles of Scilly (49°57" N, 6°20" W), traffic separation systems have been installed; zones or separation lines and lanes are shown on maps. Navigation in these systems is regulated by rule 10 COLREG-72. However, this rule does not replace the requirement to comply with the rules for passing ships and to proceed at a safe speed, especially in conditions of limited visibility.

Between the traffic separation zones and the shores of the strait there are coastal navigation zones intended for small vessels. Sailing in some coastal navigation areas in France is subject to special rules.

In the English Channel there are numerous combat training areas for the armed forces of Great Britain and France.

Hydrometeorological essay. Hydrometeorological conditions for navigation of ships in the described area are unfavorable from October to March. During this period, strong winds and waves are often observed, and visibility is impaired due to precipitation and fog.

Navigation of vessels may be hampered by strong local winds that develop significant waves.

Tidal currents, combined with strong wind waves or large swells in the open part of the strait and in some roadsteads, also create unfavorable conditions for navigation and mooring of ships.

At the mouth of the Seine River, a danger to ships at anchor can be represented by a "mascaret" - a shaft formed by a tidal wave.

In May - September, hydrometeorological conditions for ship navigation are more favorable: strong winds and waves are less common. However, at this time, fog can make navigation difficult for ships.

Tornadoes, which occur mainly in August and September, can also pose a danger to navigation.

Meteorological characteristics. The described area is located in the temperate climatic zone. The climate here is typically maritime. It is characterized by slight fluctuations in air temperature throughout the year, high humidity and cloudiness, significant amounts of precipitation and the predominance of westerly winds.

Winters are mild, with rare and short-lived frosts. The weather is usually cloudy and rainy, with frequent fog and strong winds.

Spring is relatively cold. The weather is less cloudy compared to winter; fogs and strong winds are observed less frequently than in winter.

Summer is cool. There are rare fogs, significant cloudiness, and moderate amounts of precipitation, falling mainly in the form of showers. Strong winds are rare and do not last long.

Autumn is relatively warm. The weather is cloudy; There are frequent fogs, strong winds and prolonged precipitation, which, however, is less intense than in summer.

The most significant factor in shaping the climate of the region described is atmospheric circulation. Its characteristic feature is the predominance of the powerful westerly transport of warm and humid masses of sea air of temperate latitudes, forming in the northern part of the Atlantic Ocean. The western transport is caused by very intense cyclonic activity that develops throughout the year on the front of temperate latitudes, passing through the entire ocean from the shores of North America to the shores of Europe.

In winter, cyclones usually travel east across the British Isles and the North Sea. As a result, a powerful flow of warm and humid air masses is created over the described area.

In summer, the westerly transport of air masses remains over the English Channel, although the paths of the cyclones shift somewhat in the meridional direction. As a result, the air masses brought by summer cyclones are relatively cool.

In the described area, there are mainly four types of weather: southwestern, northwestern, southeastern and anticyclonic.

The southwestern type of weather prevails in this area. This type of weather is characterized by the dominance of winds from the SW, especially strong in winter. The weather is usually cloudy and rainy.

The northwestern type of weather is observed mainly in winter, when cold and strong winds from the NW, which are often squally, prevail everywhere. With these winds, there is an alternation of cloudy, rainy weather with clear weather.

The southeastern type of weather occurs when air masses from the continent invade a given area. This type of weather is characterized by the predominance of winds from E to S, which cause warm, mostly dry weather in summer and cold or very cold winter.

Anticyclonic weather is observed when there is an anticyclone over the area being described. The weather is predominantly dry, warm, with slight haze in summer and frequent fog in winter.

The climate of the described area is significantly influenced by the North Atlantic Current, which brings large masses of warm water to the shores of Western Europe and enters the English Channel, which causes an increase in air temperature in winter and a slight decrease in summer.

Air temperature and humidity. The temperature regime of the described region is quite uniform; Only in winter does the air temperature drop noticeably from west to east.

In the coldest months of the year (January and February), the average monthly air temperature varies from 6 to 8 °C in the open part of the strait and from 4 to 8 °C on its coasts.

The absolute minimum air temperature is -18°C (port of Dunkirk, January).

In the warmest months of the year (July, August), the average monthly air temperature everywhere is 16--18 °C.

The absolute maximum air temperature is 38 °C (port of Le Havre, July).

From October to April, and in some places even to May, frosts are observed on the coast of Great Britain; their greatest probability is in January - March, and they are more often observed in the eastern part of this coast. The number of days with frost per year is small; the port of Falmouth, for example, recorded 15 such days.

The daily temperature variation in summer is more pronounced than in winter.

Relative humidity is high throughout the year. The average monthly humidity everywhere averages 75-85%, and in summer it is slightly lower than in winter. Daily fluctuations in relative humidity in winter do not exceed 5%, and in summer 20%.

Winds. In the open part of the English Channel, winds from SW and W dominate throughout the year.

In autumn and winter, winds from SW and W predominate in the English Channel (total frequency of 30-40%). In spring, winds are more changeable than in autumn and winter, but winds from SW, W, NE are most often observed (40-50%). In summer, in addition to winds from SW and W (35--45%), winds from NW (10--20%) are observed.

On the coasts of the English Channel, winds prevail from SW and W (total frequency of 25-50%). Of the winds in other directions, winds from N, NW and NE are most often observed, and in the ports of Le Havre, Dieppe and Cherbourg from October - November to February - March, winds from S (up to 26%) prevail.

The average monthly wind speed in the open part of the strait is mainly 5-9 m/s, and in winter it is higher than in summer. On the coasts of the strait it is 4-7 m/s, only on the Isles of Scilly and on the island of Huesan in December - February the wind speed increases to 9-10 m/s.

The diurnal variation of wind speed on the coasts is more pronounced in summer, with the highest speed occurring at approximately 13:00. In winter, the diurnal variation is very weakly expressed.

Calms are rarely observed. Their frequency everywhere usually does not exceed 5%, only in the ports of Brest and Southampton reaches 9-10%.

The frequency of wind speeds of 15 m/s or more in the open part of the strait from September to April is mainly 5-10%, and in summer it is no more than 5%. On the coasts of the strait, the average annual number of days with a wind speed of 17 m/s varies from 5 to 34. The average monthly number of days with such wind speed from October to February - March is mainly 1-3, and from March to September rarely exceeds 1 The exception is the ports of Boulogne, Falmouth and the Isles of Scilly, where in October - January this number increases to 4-6.

Strong winds most often blow from the SW and sometimes last 3-4 days in winter. In April and even in May, strong winds from the NE are sometimes observed in the eastern part of the described region, accompanied by snowfalls and blizzards. Wind speed from NE can reach 36 m/s, and from SW - 59 m/s. Sometimes storm winds from the SW, without weakening, change their direction to W, NW or NE (via N), and then blow again from the SW.

Local winds are common on the French coast, which residents usually associate with weather changes.

"Nord" is a cold and dry wind from the NE, observed in the very north of France in winter.

South of parallel 50° north. lat., especially in winter and autumn, winds called “naroe” and “suroe” are observed. Naroe is a strong gusty cold wind from N or W, usually accompanied by heavy cumulus clouds and showers. Suroe is a warmer and longer-lasting wind from SW or S, accompanied by heavy precipitation. On the coast of the Brittany peninsula there is a warm wind, less humid than the Xure, from the SW or from the W, which is called here “Xue”.

North of parallel 50° north. lat. Winds “Viendoes” and “Biz” are observed. Viendoes is a warm westerly wind accompanied by intense rain, often with thunderstorms. Biz is a cold wind from N, NE or E. With this wind, dry, partly cloudy weather and a significant increase in atmospheric pressure are usually observed. Biz occurs most often in winter and spring.

Squalls are often observed in summer during thunderstorms.

Breezes are observed everywhere on the coasts of the strait. In summer, the sea breeze is better developed, and in winter, the coastal breeze is better developed. The sea breeze begins at 12-13 o'clock and continues until 19 o'clock; after a short lull, a coastal breeze begins, reaching its greatest development between 1 and 8 o'clock. The sea breeze is stronger than the coastal breeze; its speed sometimes reaches 7 m/s, and the speed of the coastal breeze does not exceed 3 m/s.

Fogs. The frequency of fogs in the open part of the English Channel in April - November is 1--3%; in December - March it increases to 5--7%. On the coasts of the strait, the average annual number of days with fog varies from 12 to 53. The average monthly number of days with fog generally does not exceed 4. The number of such days reaches 6 in the port of Le Havre in December - March, in the area of ​​​​Cape La Hague in June and July 5, and on the island of Uesan in May - September there are 5-8 days with fog per month.

The duration of fogs ranges from 4 hours to 2 days, sometimes more.

On the UK coast, the largest number of hours with fog per month is 64 (Isles of Scilly, June, July), and the smallest is 6 (the section of the coast between Cape Start and Lizard, January).

The fogs that occur over the open part of the strait are longer than the fogs over the coasts.

In the described area, mainly radiation and advective fogs are observed.

Radiation fogs occur more often in the cold season over individual land areas and can be carried into the strait by coastal winds. Sometimes these fogs cover a large area. There are known cases when fog was observed on the coast of Great Britain with a height of 1200 m and a length from the mouth of the Thames River to the port of Plymouth.

Advection fogs typically form in spring and summer with moderate winds from SW to W as warm, moist air passes over a relatively cold underlying surface. They can be very dense and occupy large areas. Moving with the wind, advective fogs suddenly and quite quickly envelop the English Channel in a thick, milky veil, the visibility of which can be less than 10 m. Advective fogs are very persistent and can persist for several days.

In the eastern part of the English Channel and in the Seine River estuary, evaporation fog is sometimes encountered in winter. They are formed in the presence of very cold air, anticyclonic weather and weak winds.

Visibility. Throughout almost the entire year, visibility of more than 5 miles prevails in the described area (frequency rate 70-80%, and in August up to 90%).

The frequency of visibility of 2 miles or less throughout the year varies from 5 to 15%, and in the eastern part of the strait it is greater than in the western; in July-August the frequency is no more than 5%.

Deterioration in visibility is usually caused by fog, haze and precipitation. For example, in the western part of the English Channel during rain, visibility decreases to several hundred meters.

Visibility of 2 miles or less is observed in any wind, but in the western part of the English Channel it occurs mainly in light to moderate winds from SW and W and in calm conditions. In some places on the coasts of the strait, visibility deteriorates sharply due to winds bringing smoke and fumes from industrial areas. So, for the port of Le Havre such winds are winds from NE to E, and for the port of Brest - winds from E to SE.

Radar observability. In the described area, normal radar visibility prevails from November to August, and increased visibility in September and October.

Cloudiness and precipitation. The average monthly cloudiness in the open part of the strait from October to March is 6-7 points, and from April to September does not exceed 6 points. On the coasts, cloudiness varies from 6 to 8 points, and in winter it is greater than in summer.

There is usually more cloudiness in the morning than in the afternoon; only from November to January it increases slightly during the day. Diurnal changes in cloudiness are small.

The frequency of cloudy skies (cloudiness 7-10 points) ranges from 45% in summer to 65% in winter.

During the year the number of cloudy days is 108-203. The average monthly number of cloudy days from October to February on the UK coast is 10--15, on the French coast 15--21, and on the island of Jersey 8--14. From March to September it is 7--11 on the UK coast, 12--18 on the French coast, and 6--9 on the island of Jersey.

The frequency of clear skies (cloudiness 0--3 points) varies from 15% in winter to 30% in summer.

The number of clear days per year is 22-63. The average monthly number of clear days on the coasts of the strait from April to September is 2-6, and on the island of Jersey 6-9. From October to March it generally does not exceed 5.

The average annual precipitation in the described area is 635-- | 1090 mm. The most precipitation falls from October to January, when the average monthly amount is 50-130 mm. From February to September, the average monthly precipitation is 30-90 mm. The average monthly number of days with precipitation of 1 mm or more ranges from 6 to 16.

Maximum daily precipitation is 130 mm (port of Brest, June).

Precipitation falls mainly in the form of rain, but in winter there is also snow. The average monthly number of days with snow from November to April is 1--5. Snow cover is unstable and lasts no more than 2 days; in some winters it lasts up to 7 days.

Special meteorological phenomena. Thunderstorms are rare and occur most often in summer. The average annual number of days with them varies from 2 to 16, and the average monthly number of days does not exceed 3.

Tornadoes are rare. A tornado is a whirlwind that has great destructive power and has a vertical or curved axis with a diameter of several tens of meters. The air pressure in it is reduced. A tornado looks like a dark cloud column. Its formation is associated with particularly strong instability of the atmosphere. First, a funnel-shaped process appears at the bottom of the cumulonimbus cloud, gradually descending down in the form of a cloud tube resembling a flexible hose. A column of dust from land or water spray from the sea rises towards him. Several tornadoes can descend simultaneously from one cumulonimbus cloud; in this case they have a small diameter. The speed of movement of the tornado is on average 10 m/s.

The wind speed in the tornado reaches 100 m/s. Rotational movement in it can occur both clockwise and counterclockwise. > The duration of tornadoes ranges from several minutes to several tens of minutes. They are usually accompanied by thunderstorms and rain.

Tornadoes are most likely in August - September. During this time, up to 5 tornadoes are sometimes observed.

Tornadoes often cause catastrophic destruction, and sometimes there are casualties.

Hail. On the northern coast of France, there are an average of about 15 hail days per year.

Hydrological characteristics.

The hydrological regime of the English Channel is determined by water exchange with the Atlantic Ocean and the North Sea, climatic conditions, coastal dissection and bottom topography.

The free water exchange of the English Channel with the Atlantic Ocean and the dominance of westerly winds throughout the year contribute to an increase in the salinity and density of water, as well as the penetration of ocean tidal waves and swell. The ocean tidal wave, combined with the shallowness of the area, causes a fairly large tide and very strong tidal currents, the speed of which in some places exceeds 9 knots. A tidal wave from the North Sea, meeting a tidal wave from the Atlantic Ocean, creates rotational currents in the Pas de Calais Strait and a very complex system of currents in the bays of the eastern part of the English Channel.

Of the climatic conditions, the greatest influence on the hydrological regime is exerted by storm winds, which contribute to the development of strong waves and cause significant surge level fluctuations off the coast.

The ruggedness of the coasts and the features of the bottom topography cause differences in the speed and direction of the tidal wave.

Level fluctuations and tides. Level fluctuations along the shores of the strait

The English Channel depends mainly on tidal and surge phenomena.

Cotidal lines.

The tides in the described area are semi-diurnal and shallow. Sometimes the influence of shallow water is so great that additional high and low waters appear, i.e., the tides become double semidiurnal. They are observed, although rarely, in the ports of Portland and Southampton.

High water is observed first off the western coast of the Brittany Peninsula, where it occurs 4 hours after the Moon passes through the Greenwich meridian. At Cape La Hague, full water occurs after 7 hours, at the port of Le Havre - after 9 hours 35 minutes, and at Cape Gris-Nez - after 11 hours 10 minutes after the Moon passes through the Greenwich meridian.

The average value of the quadrature tide varies from 0.5 to 5.2 m, and the spring tide - from 1 to 11.6 m.

The maximum theoretically possible tide is 15 m (Gulf of Saint-Malo).

Mascare is observed at the mouth of the Seine River. Mascare is a tidal wave 1--2.5 m high with a steep front slope. At the beginning of the tide, such a wave quickly spreads up the river in the form of a foaming shaft, sometimes accompanied by loud noise. Mascare reaches especially great heights in strong headwinds.

Surge level fluctuations are insignificant. Continued fresh winds cause the level to rise or fall by 0.3--0.6 m relative to the average sea level. Under extreme meteorological conditions, an increase or decrease in level of 2--3 m relative to the mean sea level may be observed.

Seiche level fluctuations are caused mainly by sudden changes in atmospheric pressure. Seiches are observed mainly in winter.

Currents. The current regime in the English Channel is formed under the influence of constant and tidal currents, as well as prevailing winds.

The permanent current is represented by a branch of the warm North Atlantic Current running from the Atlantic Ocean along the English Channel from west to east into the North Sea.

The speed of this current is on average 0.1-0.5 knots, its stability is generally less than 30%. With stable and strong winds from SW and W, its speed sometimes reaches 0.9 knots in the eastern part of the English Channel, and 1.5 knots at the capes of the Cotentin Peninsula.

Steady winds from N, NE and E reduce the speed of the constant current; sometimes the current has the opposite direction, the current speed then does not exceed 0.5 knots.

In autumn and winter, after strong, prolonged western storms, on the approaches to the English Channel from the west, a current is observed that follows from the Bay of Biscay to the N. This current is most clearly expressed from November to February, when its speed can reach 1.5 knots, then it weakens and completely disappears by August. When approaching Huesan Island, it is recommended to take into account the possibility of encountering this current.

Tidal currents are semidiurnal. In the open part of the English Channel, the direction of tidal currents coincides with the direction of the strait axis, and in the coastal zone it depends on the bends of the coastline and the bottom topography. The change in currents usually begins in the coastal strip, and after some time covers the open part of the English Channel. This is especially noticeable in the western part of the strait, where already 5 miles seaward of the islands and rocks bordering the coast, the change in currents can occur 3 hours later than off the coast between the islands of Huesan and Brea.

In different areas of the English Channel, current changes do not occur simultaneously. While in the western and eastern parts of the English Channel, "still water" - very weak currents - occurs approximately during half-high and low tide in the port of Dover, and the highest current speeds are observed during high and low water in the same port , in the middle part of the English Channel, “quiet water” occurs during high and low water in the port of Dover, and the highest current speeds are observed approximately during half-tide and half-low tide in the same port.

6 hours before the moment of high water in the port of Dover, on the line connecting Cape Manvieux (49°21" N, 0°37" W) with the port of Newhaven, the tidal current entering the strait from the Atlantic Ocean meets the tidal current coming across the strait from the North Sea. This rendezvous line then moves east for 6 hours and reaches the line connecting the port of Dunkirk with the North Foreland cape.

For 6 hours after the moment of high water in the port of Dover in the eastern part of the strait, the currents are directed to the W, with the exception of the Pas-de-Calais Strait, where for 4 hours after the same moment they follow to the E.

In the western part of the English Channel, bounded by lines connecting Cape Start with the Caskets Rocks and Land's End with the island of Uesan, the tidal current going east first turns into a current directed south, and then into an ebb current that follows to the west. A full rotation of the currents clockwise occurs in 12 hours 30 minutes.

On the western approaches to the English Channel, the current changes its direction greatly and completes a full circle in 12 hours and 30 minutes.

The speed of tidal currents in the English Channel is subject to significant changes, being greater near capes and less in bays. Thus, off the coast of Great Britain in the Pas-de-Calais Strait, the average speed of spring tidal currents 4 hours before the moment of high water in the port of Dover exceeds 3 knots and decreases to almost 1 knot after 3 hours. At Cape Bill of Portland after 2 hours after the moment of high water in the port of Dover, the average speed of spring currents reaches 7 knots, and 5 hours after the moment of high water at the same cape it does not exceed 1 knot. Between Cape Land's End and the Isles of Scilly and in the area of ​​these islands, the average speed of spring currents reaches 2.5 knots, in the middle part of the English Channel - 3.5 knots, and in the western part - 1.7 knots.

Off the coast of France in the Pas-de-Calais Strait, the average speed of spring tidal currents sometimes exceeds 3 knots, in the area between the Pas-de-Calais Strait and Cape Barfleur - 4 knots, in the Race of Alderney Strait and in the area of ​​the Channel Islands - - 5 knots In the Gulf of Saint-Malo it is usually 3-4.5 knots, but near the capes it increases to 5 knots. Near Uesan Island, the average speed of spring currents reaches 7 knots. The highest speed of spring currents is observed in the Race of Alderney Strait and is 10 knots.

The most detailed information about tidal currents is given in the Atlas of Tidal Currents of the North and Irish Seas, GUNIO MO, 1970.

Tidal currents are significantly influenced by the direction and strength of the wind. If the direction of the wind coincides with the direction of the current, then the speed and duration of the current increase, and its change is delayed. Headwinds reduce the speed and duration of the current and cause its earlier change. When long and strong winds change or when they suddenly weaken, currents usually arise, caused by the surge and surge of water and have a noticeable effect on tidal currents. Thus, off the coast of Great Britain, winds from S have a significant influence on tidal currents, and winds from SW have a significant influence on tidal currents off the southwestern coast of the Isle of Wight.

In the English Channel, ripples and whirlpools are observed in places.

Excitement. In the described area, waves with a height of less than 1.25 m predominate throughout the year, the frequency of which is 45-70%.

Waves with a height of 2-3.5 m are more often observed from September to February, when their frequency reaches 21%.

The frequency of waves with a height of 3.5 m or more from December to February is 15%, and from June to August does not exceed 3%.

The maximum wave height in the very west of the English Channel is 25 m. Strong waves in this area are usually caused by winds from SW, W, NW and NE. Such waves are often accompanied by strong surf. On the northern coast of the Cotentin Peninsula, winds with counter tidal currents create high and steep waves. Off Huesan Island, large waves are observed with strong winds from SW to NW. At Cape Antifer they are observed during high tide during storms from N and NE, and during low tide during storms from SW and W. A strong swell coming from the Atlantic Ocean and the North Sea is observed even in calm conditions. Most often, the swell is observed from SW and W, and in the eastern part of the strait from NE. In the described area, in some places

Temperature, salinity and density of water. The temperature of the surface layer of water throughout almost the entire year increases from east to west and in February is

6--10°C, and in August 16-17 C.

The salinity of the surface layer of water throughout the year ranges from 34 to 35.3 °/oo.

In the coastal zone, in bays and bays, salinity decreases as a result of river flow. Seasonal changes in salinity are small and do not exceed 0.5 °/oo-

The density of the surface layer of water varies in February from 1.0270 to 1.0275, and in August from 1.0255 to 1.0260.

Transparency and color of water. The conditional transparency of water in the described area is 10-20 m, and it increases from east to west. In some areas, transparency reaches 30 m.

The color of the water in the western part of the English Channel is blue, and in the eastern part it is greenish-blue.

Icing of ships. In the Pas-de-Calais Strait, slow icing of ships is possible in very harsh winters.

The English Channel or English Channel is a strait located between France and Great Britain. The countries are connected by a road running under water. It ranks third on the list of longest railway tunnels. In ancient times, the strait had other names, for example, Oceanus Britannicus, Canal da Mancha, La Manica or Ermelcanal. The French say English Channel, which means “sleeve,” but what do the British call the bay? They prefer a name like the English Channel. The length of the strait is 578 km, the width at the narrow point is 32 km, at the wide one it reaches 250 km, and flows into the Pas de Calais. The average depth of the strait is 60 meters, and the maximum can be up to 170.

Cities located in the strait

The world map shows that denser populations are found on the shores of England. The city of Portsmouth has 422 thousand inhabitants, Southampton - 304, and Plymouth - 259 thousand people. The largest city near the English Channel in France is Le Havre. The population there is almost 250 thousand people. Calais has a population of 100 thousand and Boulogne-sur-Mer less than 90 thousand people.

Crossing the strait by swimming

Swimmers from all over the world are trying to conquer the English Channel by swimming through the narrowest part (Pas de Calais, the width of the strait is 32 km). Weather conditions complicate this process, because the water temperature in summer does not rise above 18 degrees. Waves and wind sometimes reach 4 points on the Beaufort scale. In addition, sometimes the current changes due to the ebb and flow of the tides. At the moment, a little more than 1 thousand people swam across the strait. Some facts about this:

1. Matthew Webb was the first man to swim the English Channel in 1875. The swim took almost 22 hours. The first woman in history was a resident of the United States of America, Gertrude Ederle, who completed the journey in 14 hours and 39 minutes in 1926.
2. The population of the Soviet Union had never participated in such an unusual sport. However, 12 years ago, Russian resident Pavel Kuznetsov swam across the English Channel in 14 hours and 33 minutes. Besides him, several other compatriots tried their hand. The record was set by Yuri Kudinov, who covered the distance in just 7 hours and 5 minutes.
3. British resident D. Cobell distinguished himself with the slowest swim. He spent almost 29 hours swimming across the bay.
4. Philippe Croizon is the first man without arms and legs to swim across the strait. The man used special prosthetics, thanks to which he did not drown. The swim took 14.5 hours.

The first people reached Britain by land. But about 8,500 years ago, the sea level rose and in place of the land “bridge” a strait was formed, known to us as the English Channel (from the French la manche - “sleeve”), and to the British as the English Channel (“English channel”). And a couple of centuries ago, people remembered what sport was, and the strait became an obstacle that could be conquered...

...swimming

The mustachioed captain of the British merchant fleet, Matthew Webb, once read a story in the newspaper: a swimmer tried to swim across the English Channel, but he failed. “So I can do it!” - decided 27-year-old Webb and began training in cold water. On August 25, 1875, Matthew drank an energy drink of his own invention (cherry brandy with chicken eggs), rubbed himself with dolphin fat and stepped into the water. There were incidents along the way (Matthew received a severe burn from contact with a jellyfish) and difficulties (he hung out off the French coast for five hours, waiting for the strong tidal waves to subside). But 21 hours and 45 minutes after the start, the tired Englishman set foot on French soil. Webb drowned eight years later while trying to swim across. MH warns: not all sports are good for your health.

...by plane

In 1908, the British newspaper Daily Mail announced a reward - £1,000 would be given to the first person to cross the English Channel by plane. The first attempt, made by the Frenchman Hubert Latham, failed - Hubert was caught by sailors somewhere in the middle of the strait. Another Frenchman, Louis Bleriot, took to the air in a Bleriot XI monoplane of his own design on July 25, 1909. This aircraft, for example, did not have a throttle (the engine operated in one mode, carrying the pilot over the water at an average speed of 70 km/h at an altitude of about 80 m). And Louis adjusted his course, looking from above exactly where the sea vessels were heading. But everything worked out right for him in the end: after 37 minutes of flight, Louis Bleriot landed the plane safely on the English coast.

...on the coracle

Bernard Thomas lived all his life in the tiny Welsh town of Llechryd - he fished in the local Teifi River and made coracles, local boats made of willow twigs. Thomas turned 51 when he made his name in history: in 13 and a half hours, Bernard crossed the English Channel on one of his coracles. Thomas tried to draw attention to the popular story in Wales about Prince Madog, who in 1170 with like-minded people sailed (on coracles, of course) to North America.

...without arms and legs

26-year-old Frenchman Philippe Croizon once climbed onto the roof of his house to repair a TV antenna and received a significant electric shock. Doctors cut off Croison's arms (up to the elbows) and legs (he was left without feet). 16 years after the incident on the roof, the disabled man threw himself into the English Channel, but not to drown himself. 14 hours after launch, on September 18, 2010, he floated out on the other side. To cross the strait, 42-year-old Philip used special prosthetic arms and legs.

...fastest

Picture this: On September 8, 2012, Trent Grimsey, a member of the Australian open water swimming team, strokes the coast of France. Its yellow cap either disappears under the waves, then appears again on the surface. A boat goes nearby; the sailor periodically hangs signs overboard - messages for the future record holder. “You have to do what you set out to do,” his mother tells the swimmer. Well, he did - he crossed the English Channel in a record 6 hours and 55 minutes.

How to swim across the English Channel on your own

In its entire history, just over 1,000 people have swam across the English Channel - less than . Do you want to join the elite, or even set a record? Since 1995 (after several deaths), France has introduced a ban on swims that start from its shores, so now athletes set off exclusively from Great Britain.

You must inform the Channel Swimming and Piloting Federation (cspf.co.uk) about your intention; for 250 euros, the federation will help organize and register the swim. You can cross the canal only when accompanied by a boat (with a doctor and a representative of the association); renting a boat will cost 1,000 euros or more. Keep in mind that swimmers are not allowed to wear wetsuits, but a special fatty composition of Vaseline and lanolin can be applied to the body. During the swim, the athlete should not touch objects (people, boats), so food and drinks are handed to him from the boat on a sliding pole.

32 kilometers is the width of the English Channel at its narrowest part, the “strait within the strait” of Pas de Calais. But due to strong currents and heavy ship traffic, athletes usually have to travel 50 kilometers or more.

The first Russian to conquer the English Channel

Muscovite Pavel Kuznetsov actually just wanted to lose weight. I went to the gym and put myself on a diet. Then he took up swimming and got so carried away that he decided to conquer not our “I’m losing weight...” section, but the whole English Channel. Pavel prepared for the swim for about two years. Starting on August 22, 2006, it moved for 14 hours and 33 minutes at a pace of 61–63 strokes per minute, the last hours in a sea state of 4 points and in complete darkness.

The swim, important for our country, ended on August 23 at 01:20 at night on the beach near the French city of Calais (read more about this story on Kuznetsov’s website paulkuz.ru). In the photo - Pavel after the finish.

Pavel Kuznetsov about how he swam across the English Channel:

“...For some reason, my thighs froze the most. And towards the end, I felt a sharp pain in my right hand. I endured for about forty minutes, then I couldn’t stand it and asked for painkillers. They handed me two tablets on a long pole. I finished in deep darkness: I stood up and felt the sand under my feet. At that moment I felt like the happiest person. Because he swam? Because everything ended well? I don’t know why...”

15-18ºC is the water temperature in the English Channel in summer and early autumn, when swims are most often organized.

Thanks to school geography lessons, most of us remember where the English Channel is located - between England and France. And perhaps its only well-known attraction is the grandiose tunnel dug at the end of the last century under the waters of the canal. Meanwhile, the strait has always played an important role in the life of states on both its banks. Now it is a strategically important shipping route, and its coasts and islands are an object of interest for tourists from all over the world.

Geographical position

The most important shipping strait, located between Great Britain and France, connects the North Sea with the Atlantic Ocean. The length of the English Channel (from Pas de Calais) is 578 kilometers, the depth reaches 172 meters. The width ranges from 250 kilometers in the east, on the Atlantic side, to 32 kilometers in the west.

The waters of the strait are replete with islands and shoals, which greatly complicate navigation. In addition, the English Channel is characterized by significant (up to 12 meters) fluctuations in water levels between high and low tides. The third inconvenience is the strong (up to 3 km/h in narrow places) current caused by the prevailing westerly wind. But, despite all this, the English Channel is a strait that has the most intensive cargo shipping in the world: goods are transported through it from the ports of the North Sea and Baltic states to other continents, as well as in the opposite direction.

Story

The English Channel (from the French La Manche - arm) is the French name for the strait. The British simply call it the English Channel. For both states, throughout their history this waterway played a very important role. Since ancient times, it has been the shortest route to both the British Isles and the Baltic Sea. But even more important than the ability to connect was the fact that the channel could separate, that is, be a natural defense against the enemy. This was especially true for England, which for many centuries feared invasion from the continent. It is known that the English Channel did not become an obstacle either for the Romans, or for the Normans, or for William of Orange, but many no less ambitious conquerors remained unknown precisely because fast, shallow waters abounded in their path.

The island state at various times held defenses in the English Channel against the fleets of Spain, France and Germany. Neither Napoleon nor Hitler were able to conquer Britain, protected by the Royal Navy. Even the invention of airplanes in the 20th century did not make it possible to land troops sufficient for effective military operations. And the English Channel remained English during both the First and Second World Wars.

Legal status

The English Channel is an international strait because it is located on the territory of two states. The Convention on the Law of the Sea contains a general rule according to which any watercraft or aircraft have free right of passage through international straits. This rule also applies in the English Channel. Coastal countries do not have the right to arbitrarily prohibit foreign ships from passing through their territorial waters, but they can regulate the procedure for navigation.

To ensure the safety of navigation and prevent coastal pollution, the maritime departments of England and France have adopted a number of regulatory documents. Restrictions have been established for disabled ships, for tankers with oil products, mandatory duty of crew members on VHF radio stations, and pilotage in ports and harbors off the British coast.

Coastal attractions

Since the English Channel is a strait with very intense shipping, its coastline can hardly be called a tourist Mecca. The companions of our civilization - noise and dirt - combined with the strong wind usual for these places can scare away many. Ancient coastal cities, such as French Cherbourg or English Dover, may be of interest to tourists.

On the French coast, it is worth seeing the ruins of the Atlantic Wall fortification, built by the Germans during World War II, and the memorial in honor of the landing of the Allied troops in Normandy. While in these parts, it is worth visiting the Brittany peninsula - lighthouses preserved from ancient times are another attraction of the French coast of the English Channel.

Channel Islands

The opposite of the coast are the islands scattered in the waters of the strait. There are no ports rumbling day and night, caravans of caravans reaching out to ships, and other delights of a developed transport infrastructure. The islands live in a traditional way of life (on the island of Sark, until 2008, governance was carried out by a council of elders - the last stronghold of feudalism in modern Europe). Here you can enjoy fresh milk from local cows or fish that the English Channel gives to Norman fishermen.

The strait not only feeds, but also entertains: strong winds are a disappointment for beachgoers, but a joy for windsurfers. And the fortresses - a memory of the centuries of struggle between England and France for dominance in the strait - have been preserved here better than on the coast.

Channel Tunnel

The idea of ​​connecting Albion with the continent with a tunnel under the bottom of the strait was born at the beginning of the nineteenth century. But given the level of technology at that time, this was pure projection.

In the twentieth century, they took the matter more seriously; in 1955, construction work even began, which, however, was curtailed for economic reasons. And only in 1986, specialists from two countries developed a project that was implemented eight years later.

According to this project, the structure consists of three tunnels: two railway tunnels and a technical one located between them. Construction was carried out between the English Dover and the French Calais, because the width of the English Channel is the smallest here. But the object still turned out to be grandiose: 50 kilometers in length, 38 of which pass directly under the bottom of the strait. The depth of the tunnel is 45 meters under the bottom of the English Channel.

On May 6, 1994, the Queen of Great Britain and the President of France cut a symbolic ribbon, launching the operation of the world's largest underwater tunnel, called the Eurotunnel.

English Channel swimming

But it is not only by train that you can cross this strait. Many people decide to swim across the English Channel. The first whose achievement was officially confirmed was Captain Matthew Webb, who swam across the strait in 1875. And among women, the championship belongs to Gertrude Ederle, who crossed the English Channel in 1921 (photo of the heroine below).

Since then, many records have been set for swims from England to France and back. The fastest swimmer is considered to be Bulgarian P. Stoychev, who completed the task in less than seven hours. Antonio Arbertondo from Argentina swam across the strait in both directions without a break. To date, about 900 people are known to have crossed the English Channel by swimming.

The Thames, on which the English capital London stands, was a left tributary, on the banks of which lies the German River. When they melted, sea levels rose, and vast areas became the bottom of the English Channel. Britain became an island. However, the idea of ​​​​reconnecting the two most important parts of Europe by land has long been the cherished dream of the inhabitants of the Old World.

For two centuries, scientists have been developing different ways to overcome the English Channel. The tunnel project was first proposed more than 100 years ago, in 1802. Albert Mathieu proposed a project for crossing the English Channel, and the next year a similar plan arose on the other side, in England. True, at that time they were more inclined to build a bridge that would pass over the strait. This gigantic structure was supposed to consist of five-kilometer spans suspended above the sea on heavy-duty cables. The idea was rejected - such gigantic bridges had never been built before, and experts doubted: would the structure be reliable? There were also completely unusual proposals. For example, about erecting artificial islands throughout the entire strait, and from these islands stretching bridges that connect with each other. But this was an even more unrealistic project. It was decided to stop at building an underground road.

The idea of ​​building a road leading from France to England had many opponents. Many people said that in the event of a war between two countries, this tunnel could be used against the enemy. However, even then this objection was considered absurd. After all, if there is a threat of attack, it is very easy to quickly block the tunnel by blowing up or filling up even a small part of it. And the troops at the exit of the tunnel are more of a convenient target than a formidable force.

For a long time everything remained at the level of projects and plans. They started thinking seriously about building a tunnel only in 1955. They even started construction and started digging pits. However, nothing came of this venture. Two years later, the energy crisis forced workers and engineers to abandon the dug pits, which quickly filled with rainwater. Only 11 years later, the governments of England and France announced that they were ready to again consider the possibility of a land connection between the two. But with one condition - all work must be carried out by private companies at their own expense.

9 of the best projects were selected, and for a whole year there was serious debate about which one deserved more attention. A year later, according to the majority, the best was chosen. It was supposed to lay railway tracks and highways for cars next to each other. However, the road under the strait had to be abandoned. First, a car accident in a tunnel is much more likely than a train crash. But the consequences of such an accident in a long underground “pipe” can be serious and paralyze traffic for a long time. Secondly, an armada of cars rushing into the tunnel would inevitably fill it with exhaust fumes, which means a very powerful ventilation system would be required to constantly clean the air. Well, thirdly, it is known that traveling in a tunnel tires the driver. We decided to go with the design, which was described in the 1960 project and finalized in the mid-70s.

Work began on the English coast in December 1987, and on the French coast three months later. Huge machines with rotating cutting heads laid a kilometer a month. In total, the construction of the tunnel took three years.

The tunnels were laid, on average, 45 meters below the seabed. When the two halves of the service tunnel were separated by only 100 meters, a small tunnel was dug by hand to connect them. Until the moment of docking, 120 mine locomotives removed rock from the faces, monthly traveling a distance equal to two distances around the earth. The workers met at the end of 1990.

The completion of the two railway tunnels took place on June 28, 1991. However, do not think that the construction was completely completed. Only the central tunnel was completed. And it was still necessary to dig a second, service tunnel, and also lay rails. More than 2,000 companies took part in the international competition for the right to receive an order for rails for the strait. French customers preferred those made in Russia.

The tunnel was completely opened relatively recently - on May 6, 1994. Queen Elizabeth II herself and President Mitterrand took part in its opening. After the ceremonial part, the Queen took the train and arrived from London Waterloo station to the town of Calais on the French coast. In turn, Mitterrand arrived there from the Gare do Nord station in Paris via Lille. As the locomotives of the two trains stopped nose to nose, the two heads of state cut the blue, white and red ribbons to the sounds of their countries' national anthems, which were performed by the band of the French Republican Guard. Then the British and French delegations in Rolls-Royce cars crossed the tunnel to the British coast, to the town of Folkestone, where exactly the same ceremony took place as on the French side.

Features of the Channel Tunnel

In reality, there are three tunnels: two railway tunnels (one receives trains from France to England, the other from England to France) and one performs operational functions. Currently, this is the fastest route from London to Paris or (about 3). Passenger trains depart regularly from London Waterloo and take you to Paris's Gare du Nord or Brussels' Midi-Zuid.

The diameter of each tunnel is 7.3 meters, the length is about 50 kilometers, of which 37 pass under the water column. All tunnels are clad in dense concrete frames, the walls of which are about 40 centimeters.

Special trains with platforms for cars and carriages for passengers depart every hour. In total, 350 electric locomotives pass through the tunnel per day, which makes it possible to transport more than 200,000 tons of cargo. Cars use the tunnel trains as a moving highway. They enter the carriage at one end and exit at the other after a 35-minute journey. Electric locomotives reach speeds of up to 160 kilometers per hour.

There are many incidents associated with the Channel Tunnel. For example, on October 12, 2003, an unknown person was discovered there who lived in a tunnel for ... 2 years, occasionally coming to the surface to stock up on food and water. It is strange that it was not discovered earlier, since a system of internal surveillance cameras is stretched along the entire length of the tunnel.

The following year, an emergency occurred: an employee of the English branch of Eurostar discovered 15 people on the railway tracks. Some of them were wounded, one very seriously. According to a British police spokesman, illegal immigrants (presumably Turks) were most likely found in the tunnel. Apparently, intending to get to England, they climbed into one of the carriages of the freight train while still on the mainland, and then jumped off while moving in the place where the train slows down a little at the exit of the tunnel.

However, such violations are suppressed. For this purpose, there is a serious security service working 24 hours a day.

The entire project cost £10 billion - twice as much as planned. A year after its official opening, Eurotunnel announced losses of £925 million - one of the biggest negative amounts in British corporate history. Additionally, in 1996, freight traffic through the tunnel was suspended for 6 months due to a fire caused by a truck that caught fire.

Although the tunnel project was very expensive and the costs have not yet been recouped, the structure still represents an example of modern engineering excellence, taking safety and functionality into account in equal measure.