The Separation of Traffic at Sea

This report was first published in the Journal in 1966 (Vol. 19, p. 411). In its reprinted form it has been abridged by omitting detailed recommendations for the establishment of separation areas and recommended routes in the Baltic, the North Sea, the Dover Strait, and the English Channel to Gibraltar. These recommendations were included in the original section 7. The report is followed by comments from Norman Cockcroft.In 1961 the Institutes of Navigation in Great Britain and France, with the Deutsche Gesellschaft fur Ortung und Navigation, formed a representative Working Group to go into the question of regulating traffic in converging areas at sea with particular reference to the Dover Strait. The Group's Report, which was published in October 1962, made certain proposals for routing traffic in the area which were accepted, in April 1964, by the Maritime Safety Committee of the Inter-Governmental Maritime Consultative Organization.

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1.—The Competitors and the Result

Aeronautical journal (London England 1897) ◽

10.1017/s2398187300146730 ◽

1906 ◽

Vol 10 (40) ◽

pp. 50-51

Keyword(s):

Great Britain ◽

North Sea ◽

English Channel ◽

Long Distance ◽

The North ◽

The North Sea ◽

The Way

No fewer than seven nations tried to win the Gordon Bennett Cup in the race which started from the Tuileries Gardens, in Paris, on September 30th. But the wind was in an unfavourable direction for the accomplishment of a long distance record. To some, the English Channel barred the way, to some, the North Sea.The cup offered for the greatest distance covered has been accorded to the American aeronaut, Mr. Frank P. Lahm, who descended 15 miles north of Scarborough.It will be seen in another part of this Journal that in December next, Members of the Aëronautical Society of Great Britain will hear an account of the Gordon-Bennett race from Colonel J. E. Capper, who took part in the race, having accompanied Mr. Rolls in the “ Britannia.” In this account, therefore, it will suffice to merely tabulate the competitors and results.

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The Separation of Traffic at Sea

Journal of Navigation ◽

10.1017/s0373463300047585 ◽

1966 ◽

Vol 19 (4) ◽

pp. 411-450 ◽

Cited By ~ 1

Keyword(s):

Great Britain ◽

Working Group ◽

Deutsche Gesellschaft ◽

Maritime Safety ◽

Safety Committee

In 1961 the Institutes of Navigation in Great Britain and France, with the Deutsche Gesellschaft für Ortung und Navigation, formed a representative Working Group to go into the question of regulating traffic in converging areas at sea with particular reference to the Dover Strait. The Group's Report, which was published in October 1962, made certain proposals for routing traffic in the area which were accepted, in April 1964, by the Maritime Safety Committee of the Inter-Governmental Maritime Consultative Organization.

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The Ship Canal between the North Sea and the Baltic

Scientific American ◽

10.1038/scientificamerican11141891-13224asupp ◽

1891 ◽

Vol 32 (828supp) ◽

pp. 13224-13224

Keyword(s):

North Sea ◽

The North ◽

The North Sea ◽

The Baltic

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Further Investigation upon the Water Movements in the English Channel. Drift-Bottle Experiments in the Summers of 1927, 1928 and 1929, with Critical Notes on Drift-Bottle Experiments in General.

Journal of the Marine Biological Association of the United Kingdom ◽

10.1017/s0025315400051869 ◽

1930 ◽

Vol 17 (1) ◽

pp. 241-275 ◽

Cited By ~ 15

Author(s):

J. N. Carruthers

Keyword(s):

Wind Speed ◽

North Sea ◽

English Channel ◽

The North ◽

Different Types ◽

The North Sea ◽

The Common ◽

Relationship Of ◽

Great Simplicity ◽

Simple Surface

In July–August of three different years common surface-floating bottles were set adrift at International Station E2 (49° 27' N.—4° 42' W.). With them, various types of drag-fitted bottles were also put out. The journeys accomplished are discussed, and the striking differences as between year and year in the case of the common surface floaters, and as between the different types in the same year, are commented upon in the light of the prevailing winds. An inter-relationship of great simplicity is deduced between wind speed and the rate of travel of simple surface floating bottles up-Channel and across the North Sea from the results of experiments carried out in four different summers.

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Temperature, Salinity and Plankton in the Eastern North Atlantic and Coastal Waters of Britain, 1957.: I. The Characterisation and Distribution of Surface Waters

Journal of the Fisheries Research Board of Canada ◽

10.1139/f63-052 ◽

1963 ◽

Vol 20 (3) ◽

pp. 789-826 ◽

Cited By ~ 11

Author(s):

B. McK. Bary

Keyword(s):

North Sea ◽

North Atlantic ◽

Coastal Waters ◽

Water Bodies ◽

English Channel ◽

Oceanic Water ◽

Climatic Fluctuations ◽

The North ◽

The North Sea ◽

Eastern North Atlantic

Monthly temperature-salinity diagrams for 1957 have demonstrated that three surface oceanic "water bodies" were consistently present in the eastern North Atlantic; two are regarded as modified North Atlantic Central water which give rise to the third by mixing. As well in the oceanic areas, large and small, high or low salinity patches of water were common. Effects of seasonal climatic fluctuations differed in the several oceanic water bodies. In coastal waters, differences in properties and in seasonal and annual cycles of the properties distinguish the waters from the North Sea, English Channel and the western entrance to the Channel.The geographic distributions of the oceanic waters are consistent with "northern" and "southern" water bodies mixing to form a "transitional" water. Within this distribution there are short-term changes in boundaries and long-term (seasonal) changes in size of the water bodies.Water in the western approaches to the English Channel appeared to be influenced chiefly by the mixed, oceanic transitional water; oceanic influences in the North Sea appear to have been from northern and transitional waters.

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Model calculations of the effects of present and future emissions of air pollutants from shipping in the Baltic Sea and the North Sea

Atmospheric Chemistry and Physics Discussions ◽

10.5194/acpd-14-21943-2014 ◽

2014 ◽

Vol 14 (15) ◽

pp. 21943-21974 ◽

Cited By ~ 4

Author(s):

J. E. Jonson ◽

J. P. Jalkanen ◽

L. Johansson ◽

M. Gauss ◽

H. A. C. Denier van der Gon

Keyword(s):

Baltic Sea ◽

North Sea ◽

Years Of Life Lost ◽

Ship Emissions ◽

The Baltic Sea ◽

Model Calculations ◽

The North ◽

Before And After ◽

The North Sea ◽

The Baltic

Abstract. Land-based emissions of air pollutants in Europe have steadily decreased over the past two decades, and this decrease is expected to continue. Within the same time span emissions from shipping have increased, although recently sulphur emissions, and subsequently particle emissions, have decreased in EU ports and in the Baltic Sea and the North Sea, defined as SECAs (Sulphur Emission Control Areas). The maximum allowed sulphur content in marine fuels in EU ports is now 0.1%, as required by the European Union sulphur directive. In the SECAs the maximum fuel content of sulphur is currently 1% (the global average is about 2.4%). This will be reduced to 0.1% from 2015, following the new IMO rules (International Maritime Organisation). In order to assess the effects of ship emissions in and around the Baltic Sea and the North Sea, regional model calculations with the EMEP air pollution model have been made on a 1/4° longitude × 1/8° latitude resolution, using ship emissions in the Baltic Sea and the North Sea that are based on accurate ship positioning data. The effects on depositions and air pollution and the resulting number of years of life lost (YOLL) have been calculated by comparing model calculations with and without ship emissions in the two sea areas. The calculations have been made with emissions representative of 2009 and 2011, i.e. before and after the implementation of stricter controls on sulphur emissions from mid 2010. The calculations with present emissions show that per person, an additional 0.1–0.2 years of life lost is estimated in areas close to the major ship tracks with present emission levels. Comparisons of model calculations with emissions before and after the implementation of stricter emission control on sulphur show a general decrease in calculated particle concentration. At the same time, however, an increase in ship activity has resulted in higher emissions and subsequently air concentrations, in particular of NOx, especially in and around several major ports. Additional model calculations have been made with land based and ship emissions representative of year 2030. Following a decrease in emissions, air quality is expected to improve, and depositions to be reduced. Particles from shipping are expected to decrease as a result of emission controls in the SECAs. Further controls of NOx emissions from shipping are not decided, and calculations are presented with and without such controls.

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Thinlip grey mullet Liza ramada (Mugilidae) caught in a

Fauna norvegica ◽

10.5324/fn.v26i0.571 ◽

2008 ◽

Vol 26 ◽

Author(s):

Bror Jonsson ◽

Nina Jonsson

Keyword(s):

North Sea ◽

Total Mass ◽

First Year ◽

English Channel ◽

Grey Mullet ◽

Font Size ◽

Growth Season ◽

The North ◽

The North Sea ◽

First Year Of Life

Two individuals of thinlip grey mullet Liza ramada were collected in a southern Norwegian brook (58° 22’ N, 8° 37’ E) on 12th September 2007. The fish were 8.7 and 9.0 cm in total length, 6 and 7 g in total mass, and most probably in their first year of life. The nearest known spawning area of the species is south of the English Channel, meaning that they had probably moved at least 900 km across the North Sea during their first growth season. To our knowledge, this is the first published observation of the catadromous thinlip grey mullet from a Scandinavian freshwater course.

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Ontstaan en vroege ontwikkeling van Kampen

Tijdschrift voor Historische Geografie ◽

10.5117/thg2020.2.001.kree ◽

2020 ◽

Vol 5 (2) ◽

pp. 66-87

Author(s):

JOHANS C.G. KREEK

Keyword(s):

North Sea ◽

Bulk Carrier ◽

The Baltic Sea ◽

The North ◽

12Th Century ◽

The North Sea ◽

Ex Nihilo ◽

The Baltic ◽

The Town ◽

River Ijssel

The emergence and early development of Kampen The town Kampen, at the mouth of the river IJssel (The Netherlands), seems to have originated in the 12th century ex nihilo. To explain this enigmatic start, many theories have been proposed. This article attributes its origin to a series of events, that started with the silting up of the Limjefjord after 1120 in the north of Jutland. This fjord was an important connection between the North Sea and the Baltic Sea for the small boats of the Frisian trade. The silting up of the fjord was a direct reason for the creation of the cog, a larger bulk carrier, that could circumnavigate Cape Skagen. Moreover, it could also take a shortcut over high seas to the mouth of the Vlie, and over the Almere to the mouth of the river IJssel. From there, the smaller Frisian ships used to sail over the IJssel to the German Rhine area, which was impossible for the seagoing cog. Therefore, the introduction of the cog prompted the foundation of a port for transshipment in the first half of the 12th century. This means Kampen did already exist as a settlement, when a storm surge in 1170 turned the Almere into the Zuiderzee and the settlement could take advantage of this environmental change.

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Investigations Upon the Water Movements in the English Channel. Summer, 1924

Journal of the Marine Biological Association of the United Kingdom ◽

10.1017/s0025315400058410 ◽

1927 ◽

Vol 14 (3) ◽

pp. 685-721 ◽

Cited By ~ 9

Author(s):

J. N. Carruthers

Keyword(s):

North Sea ◽

English Channel ◽

Average Speed ◽

Southern North Sea ◽

The North ◽

Westerly Winds ◽

The North Sea

In July, 1924, 250 floating, and an equal number of bottom-trailing, bottles were put out at selected places in the western English Channel. Fifty of each type were put out at each of the two routine Stations E2 and E3, and the same number was “liberated” at each of three selected stretches along the steamship route from Southampton to St. Malo. Those surface bottles, which did not strand locally, travelled rapidly up Channel towards the North Sea and across it. Many bottles arrived in the Skager-Rack after performing their journey of some 700 miles at the rate of 6 miles a day and more. An adequate study of wind conditions, as recorded at several stations along the length of the Channel and at one station in the southern North Sea, revealed the fact that there was, for some 5½ months (counting from the time of liberation of the bottles), an almost uninterrupted predominance of south-westerly winds—as recorded at all stations considered. The whole area of the Channel was swept by south-westerly winds of average speed of some 9 miles a day for at least 5½ months subsequent to the time of putting out of the bottles. July, 1924, had (according to the Falmouth Observatory records) the largest proportion of westerly winds experienced for 54 years; 20 days of this month had winds with westerly components. The association of the unusually persistent westerly winds with the rapid travel of surface bottles towards and across the North Sea is interesting.

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