Reproductive strategy of the jellyfishAurelia aurita(Cnidaria Scyphomedusae) in the Suez Canal and its migration between the Red Sea and Mediterranean

2011 ◽  
Vol 14 (3) ◽  
pp. 269-275 ◽  
Author(s):  
Hamed A. El-Serehy ◽  
Khaled A. Al-Rasheid
Nature ◽  
1924 ◽  
Vol 113 (2846) ◽  
pp. 714-715 ◽  
Author(s):  
H. MUNRO FOX
Keyword(s):  
Red Sea ◽  

2021 ◽  
Author(s):  
Paolo G. Albano ◽  
Anna Sabbatini ◽  
Jonathan Lattanzio ◽  
Jan Steger ◽  
Sönke Szidat ◽  
...  

<p>The Lessepsian invasion – the largest marine biological invasion – followed the opening of the Suez Canal in 1869 (81 years BP). Shortly afterwards, tropical species also distributed in the Red Sea appeared on Mediterranean shores: it was the dawn of what would become the invasion of several hundred tropical species. The time of the Suez Canal opening coincided with an acceleration in natural history exploration and description, but the eastern sectors of the Mediterranean Sea lagged behind and were thoroughly explored only in the second half of the 20<sup>th</sup> century. Many parts are still insufficiently studied today. Baseline information on pre-Lessepsian ecosystem states is thus scarce. This knowledge gap has rarely been considered by invasion scientists: every new finding of species belonging to tropical clades has been assumed to be a Lessepsian invader.</p><p>We here question this assumption by radiocarbon dating seven individual tests of miliolids – imperforated calcareous foraminifera – belonging to five alleged non-indigenous species. Tests were found in two sediment cores collected at 30 and 40 m depth off Ashqelon, on the Mediterranean Israeli shelf. We dated one <em>Cribromiliolinella milletti </em>(core at 40 m, 20 cm sediment depth), three <em>Nodophthalmidium antillarum </em>(core at 40 m, 35 cm sediment depth), one <em>Miliolinella </em>cf. <em>fichteliana </em>(core at 30 m, 110 cm sediment depth), one <em>Articulina alticostata </em>(core at 40 m, 35 cm sediment depth) and one <em>Spiroloculina antillarum </em>(core at 30 m, 110 cm sediment depth). All foraminiferal tests proved to be of Holocene age, with a median calibrated age spanning between 749 and 8285 years BP. Only one test of <em>N. antillarum</em> showed a 2-sigma error overlapping the time of the opening of the Suez Canal, but with a median age of 1123 years BP. Additionally, a thorough literature search resulted in a further record of <em>S. antillarum</em> in a core interval dated 1820–2064 years BP in Turkey.</p><p>Therefore, these foraminiferal species are not introduced, but native species. They are all circumtropical or Indo-Pacific and in the Mediterranean distributed mostly in the eastern sectors (only <em>S. antillarum</em> occurs also in the Adriatic Sea). Two hypotheses can explain our results: these species are Tethyan relicts that survived the Messinian salinity crisis (5.97–5.33 Ma) and the glacial periods of the Pleistocene in the Eastern Mediterranean, which may have never desiccated completely during the Messinian crisis and which may have worked as a warm-water refugium in the Pleistocene; or they entered the Mediterranean Sea from the Red Sea more recently but before the opening of the Suez Canal, for example during the Last Interglacial (MIS5e) high-stand (125,000 years BP) when the flooded Isthmus of Suez enabled exchanges between the Mediterranean and the Indo-Pacific fauna. The recognition that some alleged Lessepsian invaders are in fact native species influences our understanding of the invasion process, its rates and environmental correlates.</p>


2019 ◽  
Vol 46 (3) ◽  
pp. 622-647
Author(s):  
Lucia Carminati

In April 1859, one hundred and fifty laborers gathered on Egypt’s northern shore. When pickaxes first hit the land to be parted from the Mediterranean to the Red Sea, not only was the Suez Canal initiated, but the coastal city of Port Said was also born. Two more cities, Ismailia (1862) and Port Tewfik (1867), were later founded along the waterway. This article analyzes the ways in which the environment of the isthmus of Suez changed upon the digging of the canal as well as the ideas that germinated around such changes. By relying on published memoirs, travel accounts, and archival documents, I explore how Western contemporaries viewed the isthmus desert and constructed narratives around the urbanization and the peopling of the area. I argue that they sanctioned the myth that Western initiative alone could transform the isthmus sands into flower gardens, thus disregarding realities on the ground.


2017 ◽  
Vol 8 (3) ◽  
pp. 898 ◽  
Author(s):  
Salem Y. Lakhal ◽  
Souad H’Mida

Israel and China have finalized a project plan initiated in 2012. This project received the green light from Israeli cabinet in March 2014. With this venture, China will build a cargo railway line connecting the port of Eilat in the Red Sea to the ports of Ashdod and Haifa on the Mediterranean coast in Israel. This project will be a shipping alternative to the Suez Canal. This statement is the corner stone of this paper and considered an hypothesis to be verified within this paper. The methodology used is based on the concept of “market position.” The main conclusion, theoretically, the Red-Med railway could be an alternative to the Suez Canal for in the 4,000 TFE Vessels containers transportation as far as costs are concerned. However, other concerns, such as the security in the Suez Canal and the risk of its shutdown, must be considered too.


2014 ◽  
Vol 17 (4) ◽  
pp. 454-462
Author(s):  
Hamed A. El-Serehy ◽  
Fahad A. Al-Misned ◽  
Nasser S. Abdel-Rahman ◽  
Khaled A. Al-Rasheid

Zootaxa ◽  
2021 ◽  
Vol 4956 (1) ◽  
pp. 1-108
Author(s):  
DANIEL GOLANI

This checklist of the Mediterranean fishes of Israel enumerates 469 species which is an addition of 62 species since the previous checklist of 2005. This new checklist includes 58 Condrichthys and 411 Osteicthys species. Most newly-recorded species are of Red Sea origin (Lessepsian migrants)—38 species, 25 species are from previously poorly investigated habitats, mainly deep water, while two species reached the Mediterranean most likely by ballast water and two are aquaculture escapees.                The dramatic increase in the number of Lessepsian migrants (an average of 2.5 species per year) is most likely due to the increased water influx between the Red Sea and the Mediterranean, following the recent opening of the new parallel, 72 km, “new canal” and the enlargement of other parts of the Suez Canal. 


1982 ◽  
Vol 35 (3) ◽  
pp. 460-465
Author(s):  
Nabil Hilaly

It is recorded that Egypt was the first country to dig a canal to promote world trade; the first canal was dug in the reign of Pharaoh Senusret III (1887–1849 B.C.), to link the Mediterranean Sea with the Red Sea through the Nile delta. This canal, often abandoned due to silting, was reopened for navigation by later Pharaohs and finally by Amro Ibn El Ass in A.D. 640 after which it remained open for 150 years.


Author(s):  
David Abulafia

The first part of this article discusses the different approaches to Mediterranean history. People talk of the Mediterranean and refer to the waters that stretch eastward from the Straits of Gibraltar, linked to the Red Sea by the man-made channel of the Suez Canal and to the Black Sea by the natural channel of the Dardanelles and Bosphorus. The discussion insists that the study of Mediterranean history encapsulates many important aspects of world history: it involves the investigation of connections between societies separated by extensive physical space, focusing on commercial networks, the building of empires, and the movement of peoples, These phenomena can be traced across the surface of the sea across which Europe, Africa, and Asia meet one another and over which Christianity and Islam have vigorously competed for dominion. The second part of this article focuses on the development of the ‘classic Mediterranean’ over time.


1981 ◽  
Vol 34 (1) ◽  
pp. 150-151
Author(s):  
R. A. Cahill
Keyword(s):  
Red Sea ◽  

While navigation in the Suez Canal and the Gulf of Suez has been given much study and has attracted considerable comment in recent years there has been comparatively little said about the Red Sea. In view of the very marked increase in traffic in this area and the attendant upsurge of vessels calling at Red Sea ports, particularly Jeddah, more study of the problems of navigating in this body of water would seem warranted.


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