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English Channel

The English Channel, also known as the Channel, is an arm of the Atlantic Ocean that separates Southern England from northern France. It links to the southern part of the North Sea by the Strait of Dover at its northeastern end. It is the busiest shipping area in the world.

It is about 560 km long and varies in width from 240 km at its widest to 34 km at its narrowest in the Strait of Dover. It is the smallest of the shallow seas around the continental shelf of Europe, covering an area of some 75000 km2.

The Channel aided the United Kingdom in becoming a naval superpower, serving as a natural defence to halt attempted invasions, such as in the Napoleonic Wars and in the Second World War.

The northern, English coast of the Channel is more populous than the southern, French coast. The major languages spoken in this region are English and French.

Names
The name first appears in Roman sources as Oceanus Britannicus (or Mare Britannicum, meaning the British Ocean or British Sea). Variations of this term were used by influential writers such as Ptolemy, and remained popular with British and continental authors well into the modern era. Other Latin names for the sea include Oceanus Gallicus (the Gaulish Ocean) which was used by Isidore of Seville in the sixth century.

The term British Sea is still used by speakers of Cornish and Breton, with the sea known to them as Mor Bretannek and Mor Breizh respectively. While it is likely that these names derive from the Latin term, it is possible that they predate the arrival of the Romans in the area. The modern Welsh is often given as Môr Udd (the Lord's or Prince's Sea); however, this name originally described both the Channel and the North Sea combined.

Anglo-Saxon texts make reference to the sea as Sūð-sǣ (South Sea), but this term fell out of favour, as later English authors followed the same conventions as their Latin and Norman contemporaries. One English name that did persist was the Narrow Seas, a collective term for the channel and North Sea. As England (followed by Great Britain and the United Kingdom) claimed sovereignty over the sea, a Royal Navy Admiral was appointed with maintaining duties in the two seas. The office was maintained until 1822, when several European nations (including the United Kingdom) adopted a 3 mi limit to territorial waters.

English Channel
The word channel was first recorded in Middle English in the 13th century and was borrowed from the Old French word chanel (a variant form of chenel 'canal'). By the middle of the fifteenth century, an Italian map based on Ptolemy's description named the sea as Britanicus Oceanus nunc Canalites Anglie (British Ocean but now English Channel). The map is possibly the first recorded use of the term English Channel and the description suggests the name had recently been adopted.

In the sixteenth century, Dutch maps referred to the sea as the Engelse Kanaal (English Channel) and by the 1590s, William Shakespeare used the word Channel in his history plays of Henry VI, suggesting that by that time, the name was popularly understood by English people.

By the eighteenth century, the name English Channel was in common usage in England. Following the Acts of Union 1707, this was replaced in official maps and documents with British Channel or British Sea for much of the next century. However, the term English Channel remained popular and was finally in official usage by the nineteenth century.

La Manche
The French name la Manche has been used since at least the 17th century. The name is usually said to refer to the sleeve (la manche) shape of the Channel. Folk etymology has derived it from a Celtic word meaning 'channel' that is also the source of the name for the Minch in Scotland, but this name is not attested before the 17th century, and French and British sources of that time are clear about its etymology. The name in French has been directly adapted in other languages as either a calque, such as Canale della Manica in Italian, or a direct borrowing, such as Canal de la Mancha in Spanish.

Geography

The International Hydrographic Organization defines the limits of the English Channel as:

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The Strait of Dover (Pas de Calais), at the Channel's eastern end, is its narrowest point, while its widest point lies between Lyme Bay and the Gulf of Saint Malo, near its midpoint. Well on the continental shelf, it has an average depth of about 120 m at its widest; yet averages about 45 m between Dover and Calais, its notable sandbank hazard being Goodwin Sands. Eastwards from there the adjoining North Sea reduces to about 26 m across the Broad Fourteens (14 fathoms) where it lies over the southern cusp of the former land bridge between East Anglia and the Low Countries. The North Sea reaches much greater depths east of northern Britain. The Channel descends briefly to 180 m in the submerged valley of Hurd's Deep, 48 km west-northwest of Guernsey.

There are several major islands in the Channel, the most notable being the Isle of Wight off the English coast, and the Channel Islands, British Crown Dependencies off the coast of France. The coastline, particularly on the French shore, is deeply indented, with several small islands close to the coastline, including Chausey and Mont-Saint-Michel. The Cotentin Peninsula on the French coast juts out into the Channel, with the wide Bay of the Seine (Baie de Seine) to its east. On the English side there is a small parallel strait, the Solent, between the Isle of Wight and the mainland. The Celtic Sea is to the west of the Channel.

The Channel acts as a funnel that amplifies the tidal range from less than a metre at sea in eastern places to more than 6 metres in the Channel Islands, the west coast of the Cotentin Peninsula and the north coast of Brittany in monthly spring tides. The time difference of about six hours between high water at the eastern and western limits of the Channel is indicative of the tidal range being amplified further by resonance. Amphidromic points are the Bay of Biscay and varying more in precise location in the far south of the North Sea, meaning both those associated eastern coasts repel the tides effectively, leaving the Strait of Dover as every six hours the natural bottleneck short of its consequent gravity-induced repulsion of the southward tide (surge) of the North Sea (equally from the Atlantic). The Channel does not experience, but its existence is necessary to explain the extent of North Sea storm surges, such as necessitate the Thames Barrier, Delta Works, Zuiderzee works (Afsluitdijk and other dams).

In the UK Shipping Forecast the Channel is divided into the following areas, from the east:
 * Dover
 * Wight
 * Portland
 * Plymouth

Geological origins
The full English Channel connecting the North Sea to the Western Atlantic via the Strait of Dover is of geologically recent origin, having formed late in the Pleistocene period. The English Channel first developed as an arm of the Atlantic Ocean during the Pliocene period (5.3-2.6 million years ago) as a result of differential tectonic uplift along pre-existing tectonic weaknesses during the Oligocene and Miocene periods. During this early period, the Channel did not connect to the North Sea, with Britain and Ireland remaining part of continental Europe, linked by an unbroken Weald–Artois anticline, a ridge running between the Dover and Calais regions. During Pleistocene glacial periods this ridge acted as a natural dam holding back a large freshwater pro-glacial lake in the Doggerland region, now submerged under the North Sea. During this period, the North Sea and almost all of the British Isles were covered by ice. The lake was fed by meltwater from the Baltic and from the Caledonian and Scandinavian ice sheets that joined to the north, blocking its exit. The sea level was about 120 m lower than it is today. Then, between 450,000 and 180,000 years ago, at least two catastrophic glacial lake outburst floods breached the Weald–Artois anticline. These contributed to creating some of the deepest part's of the channel such as Hurd's Deep.

The first flood of 450,000 years ago would have lasted for several months, releasing as much as one million cubic metres of water per second. The flood started with large but localised waterfalls over the ridge, which excavated depressions now known as the Fosses Dangeard. The flow eroded the retaining ridge, causing the rock dam to fail and releasing lake water into the Atlantic. After multiple episodes of changing sea level, during which the Fosses Dangeard were largely infilled by various layers of sediment, another catastrophic flood some 180,000 years ago carved a large bedrock-floored valley, the Lobourg Channel, some 500 m wide and 25 m deep, from the southern North Sea basin through the centre of the Straits of Dover and into the English Channel. It left streamlined islands, longitudinal erosional grooves, and other features characteristic of catastrophic megaflood events, still present on the sea floor and now revealed by high-resolution sonar. Through the scoured channel passed a river, the Channel River, which drained the combined Rhine and Thames westwards to the Atlantic.

The flooding destroyed the ridge that connected Britain to continental Europe, although a land connection across the southern North Sea would have existed intermittently at later times when periods of glaciation resulted in lowering of sea levels.

During interglacial periods (when sea levels were high) between the initial flooding 450,000 years ago until around 180,000 years ago, the Channel would still have been separated from the North Sea by a landbridge to the north of the Strait of Dover (the Strait of Dover at this time formed part of a estuary fed by the Thames and Scheldt), restricting interchange of marine fauna between the Channel and the North Sea (except perhaps by occasional overtopping). During the Last Interglacial/Eemian (115-130,000 years ago) the connection between the North Sea and the English Channel was fully open as it is today, resulting in Britain being an island during this interval, before lowered sea levels reconnected it to the continent during the Last Glacial Period. From the end of the Last Glacial Period, to the beginning of the Holocene rising sea levels again resulted in the unimpeded connection between the North Sea and the English Channel resuming due to the sinking of Doggerland, with Britain again becoming an island.

Ecology
As a busy shipping lane, the Channel experiences environmental problems following accidents involving ships with toxic cargo and oil spills. Indeed, over 40% of the UK incidents threatening pollution occur in or very near the Channel. One occurrence was the MSC Napoli, which on 18 January 2007 was beached with nearly 1700 tonnes of dangerous cargo in Lyme Bay, a protected World Heritage Site coastline. The ship had been damaged and was en route to Portland Harbour.

The English Channel, despite being a busy shipping lane, remains in part a haven for wildlife. Atlantic oceanic species are more common in the westernmost parts of the channel, particularly to the west of Start Point, Devon, but can sometimes be found further east towards Dorset and the Isle of Wight. Seal sightings are becoming more common along the English Channel, with both Grey Seal and Harbour Seal recorded frequently.

Human history
The Channel is thought to have prevented Neanderthals from colonising Britain during the Last Interglacial/Eemian, though they returned to Britain during the Last Glacial Period when sea levels were lower. The Channel has in historic times been both an easy entry for seafaring people and a key natural defence, halting invading armies while in conjunction with control of the North Sea allowing Britain to blockade the continent. The most significant failed invasion threats came when the Dutch and Belgian ports were held by a major continental power, e.g. from the Spanish Armada in 1588, Napoleon during the Napoleonic Wars, and Nazi Germany during World War II. Successful invasions include the Roman conquest of Britain, the Norman Conquest in 1066 and the Glorious Revolution of 1688, while the concentration of excellent harbours in the Western Channel on Britain's south coast made possible the largest amphibious invasion in history, the Normandy Landings in 1944. Channel naval battles include the Battle of the Downs (1639), Battle of Dover (1652), the Battle of Portland (1653) and the Battle of La Hougue (1692).

In more peaceful times, the Channel served as a link joining shared cultures and political structures, particularly the huge Angevin Empire from 1135 to 1217. For nearly a thousand years, the Channel also provided a link between the Modern Celtic regions and languages of Cornwall and Brittany. Brittany was founded by Britons who fled Cornwall and Devon after Anglo-Saxon encroachment. In Brittany, there is a region known as "Cornouaille" (Cornwall) in French and "Kernev" in Breton. In ancient times there was also a "Domnonia" (Devon) in Brittany as well.

In February 1684, ice formed on the sea in a belt 4.8 km wide off the coast of Kent and 3.2 km  wide on the French side.

Route to Britain

Remnants of a mesolithic boatyard have been found on the Isle of Wight. Wheat was traded across the Channel about 8,000 years ago. "... Sophisticated social networks linked the Neolithic front in southern Europe to the Mesolithic peoples of northern Europe." The Ferriby Boats, Hanson Log Boats and the later Dover Bronze Age Boat could carry a substantial cross-Channel cargo.

Diodorus Siculus and Pliny both suggest trade between the rebel Celtic tribes of Armorica and Iron Age Britain flourished. In 55 BC Julius Caesar invaded, claiming that the Britons had aided the Veneti against him the previous year. He was more successful in 54 BC, but Britain was not fully established as part of the Roman Empire until completion of the invasion by Aulus Plautius in 43 AD. A brisk and regular trade began between ports in Roman Gaul and those in Britain. This traffic continued until the end of Roman rule in Britain in 410 AD, after which the early Anglo-Saxons left less clear historical records.

In the power vacuum left by the retreating Romans, the Germanic Angles, Saxons, and Jutes began the next great migration across the North Sea. Having already been used as mercenaries in Britain by the Romans, many people from these tribes crossed during the Migration Period, conquering and perhaps displacing the native Celtic populations.

Norsemen and Normans

The attack on Lindisfarne in 793 is generally considered the beginning of the Viking Age. For the next 250 years the Scandinavian raiders of Norway, Sweden, and Denmark dominated the North Sea, raiding monasteries, homes, and towns along the coast and along the rivers that ran inland. According to the Anglo-Saxon Chronicle they began to settle in Britain in 851. They continued to settle in the British Isles and the continent until around 1050, with some raids recorded along the channel coast of England, including at Wareham, Portland, near Weymouth and along the river Teign in Devon.

The fiefdom of Normandy was created for the Viking leader Rollo (also known as Robert of Normandy). Rollo had besieged Paris but in 911 entered vassalage to the king of the West Franks Charles the Simple through the Treaty of St.-Claire-sur-Epte. In exchange for his homage and fealty, Rollo legally gained the territory he and his Viking allies had previously conquered. The name "Normandy" reflects Rollo's Viking (i.e. "Northman") origins.

The descendants of Rollo and his followers adopted the local Gallo-Romance language and intermarried with the area's inhabitants and became the Normans – a Norman French-speaking mixture of Scandinavians, Hiberno-Norse, Orcadians, Anglo-Danish, and indigenous Franks and Gauls.

Rollo's descendant William, Duke of Normandy became king of England in 1066 in the Norman Conquest beginning with the Battle of Hastings, while retaining the fiefdom of Normandy for himself and his descendants. In 1204, during the reign of King John, mainland Normandy was taken from England by France under Philip II, while insular Normandy (the Channel Islands) remained under English control. In 1259, Henry III of England recognised the legality of French possession of mainland Normandy under the Treaty of Paris. His successors, however, often fought to regain control of mainland Normandy.

With the rise of William the Conqueror, the North Sea and Channel began to lose some of their importance. The new order oriented most of England and Scandinavia's trade south, toward the Mediterranean and the Orient.

Although the British surrendered claims to mainland Normandy and other French possessions in 1801, the monarch of the United Kingdom retains the title Duke of Normandy in respect to the Channel Islands. The Channel Islands (except for Chausey) are Crown Dependencies of the British Crown. Thus the Loyal toast in the Channel Islands is Le roi, notre Duc ("The King, our Duke"). The British monarch is understood to not be the Duke of Normandy in regards of the French region of Normandy described herein, by virtue of the Treaty of Paris of 1259, the surrender of French possessions in 1801, and the belief that the rights of succession to that title are subject to Salic Law which excludes inheritance through female heirs.

French Normandy was occupied by English forces during the Hundred Years' War in 1346–1360 and again in 1415–1450.

England and Britain: Naval superpower

From the reign of Elizabeth I, English foreign policy concentrated on preventing invasion across the Channel by ensuring no major European power controlled the potential Dutch and Flemish invasion ports. Her climb to the pre-eminent sea power of the world began in 1588 as the attempted invasion of the Spanish Armada was defeated by the combination of outstanding naval tactics by the English and the Dutch under command of Charles Howard, 1st Earl of Nottingham with Sir Francis Drake second in command, and the following stormy weather. Over the centuries the Royal Navy slowly grew to be the most powerful in the world.

The building of the British Empire was possible only because the Royal Navy eventually managed to exercise unquestioned control over the seas around Europe, especially the Channel and the North Sea. During the Seven Years' War, France attempted to launch an invasion of Britain. To achieve this France needed to gain control of the Channel for several weeks, but was thwarted following the British naval victory at the Battle of Quiberon Bay in 1759 and was unsuccessful (The last French landing on English soil being in 1690 with a raid on Teignmouth, although the last French raid on British soil was a raid on Fishguard, Wales in 1797).

Another significant challenge to British domination of the seas came during the Napoleonic Wars. The Battle of Trafalgar took place off the coast of Spain against a combined French and Spanish fleet and was won by Admiral Horatio Nelson, ending Napoleon's plans for a cross-Channel invasion and securing British dominance of the seas for over a century.

First World War
The exceptional strategic importance of the Channel as a tool for blockading was recognised by the First Sea Lord Admiral Fisher in the years before World War I. "Five keys lock up the world! Singapore, the Cape, Alexandria, Gibraltar, Dover." However, on 25 July 1909 Louis Blériot made the first Channel crossing from Calais to Dover in an aeroplane. Blériot's crossing signalled a change in the function of the Channel as a barrier-moat for England against foreign enemies.

Because the Kaiserliche Marine surface fleet could not match the British Grand Fleet, the Germans developed submarine warfare, which was to become a far greater threat to Britain. The Dover Patrol, set up just before the war started, escorted cross-Channel troopships and prevented submarines from sailing in the Channel, obliging them to travel to the Atlantic via the much longer route around Scotland.

On land, the German army attempted to capture French Channel ports in the Race to the Sea but although the trenches are often said to have stretched "from the frontier of Switzerland to the English Channel", they reached the coast at the North Sea. Much of the British war effort in Flanders was a bloody but successful strategy to prevent the Germans reaching the Channel coast.

At the outset of the war, an attempt was made to block the path of U-boats through the Dover Strait with naval minefields. By February 1915, this had been augmented by a 25 km stretch of light steel netting called the Dover Barrage, which it was hoped would ensnare submerged submarines. After initial success, the Germans learned how to pass through the barrage, aided by the unreliability of British mines. On 31 January 1917, the Germans resumed unrestricted submarine warfare leading to dire Admiralty predictions that submarines would defeat Britain by November, the most dangerous situation Britain faced in either world war.

The Battle of Passchendaele in 1917 was fought to reduce the threat by capturing the submarine bases on the Belgian coast, though it was the introduction of convoys and not capture of the bases that averted defeat. In April 1918 the Dover Patrol carried out the Zeebrugge Raid against the U-boat bases. During 1917, the Dover Barrage was re-sited with improved mines and more effective nets, aided by regular patrols by small warships equipped with powerful searchlights. A German attack on these vessels resulted in the Battle of Dover Strait in 1917. A much more ambitious attempt to improve the barrage, by installing eight massive concrete towers across the strait was called the Admiralty M-N Scheme but only two towers were nearing completion at the end of the war and the project was abandoned.

The naval blockade in the Channel and North Sea was one of the decisive factors in the German defeat in 1918.

Second World War

During the Second World War, naval activity in the European theatre was primarily limited to the Atlantic. During the Battle of France in May 1940, the German forces succeeded in capturing both Boulogne and Calais, thereby threatening the line of retreat for the British Expeditionary Force. By a combination of hard fighting and German indecision, the port of Dunkirk was kept open allowing 338,000 Allied troops to be evacuated in Operation Dynamo. More than 11,000 were evacuated from Le Havre during Operation Cycle and a further 192,000 were evacuated from ports further down the coast in Operation Aerial in June 1940. The early stages of the Battle of Britain featured German air attacks on Channel shipping and ports; despite these early successes against shipping the Germans did not win the air supremacy necessary for Operation Sealion, the projected cross-Channel invasion.

The Channel subsequently became the stage for an intensive coastal war, featuring submarines, minesweepers, and Fast Attack Craft.

The narrow waters of the Channel were considered too dangerous for major warships until the Normandy Landings with the exception, for the German Kriegsmarine, of the Channel Dash (Operation Cerberus) in February 1942, and this required the support of the Luftwaffe in Operation Thunderbolt.

Dieppe was the site of an ill-fated Dieppe Raid by Canadian and British armed forces. More successful was the later Operation Overlord (D-Day), a massive invasion of German-occupied France by Allied troops. Caen, Cherbourg, Carentan, Falaise and other Norman towns endured many casualties in the fight for the province, which continued until the closing of the so-called Falaise gap between Chambois and Montormel, then liberation of Le Havre.

The Channel Islands were the only part of the British Commonwealth occupied by Germany (excepting the part of Egypt occupied by the Afrika Korps at the time of the Second Battle of El Alamein, which was a protectorate and not part of the Commonwealth). The German occupation of 1940–1945 was harsh, with some island residents being taken for slave labour on the Continent; native Jews sent to concentration camps; partisan resistance and retribution; accusations of collaboration; and slave labour (primarily Russians and eastern Europeans) being brought to the islands to build fortifications. The Royal Navy blockaded the islands from time to time, particularly following the liberation of mainland Normandy in 1944. Intense negotiations resulted in some Red Cross humanitarian aid, but there was considerable hunger and privation during the occupation, particularly in the final months, when the population was close to starvation. The German troops on the islands surrendered on 9 May 1945, a day after the final surrender in mainland Europe.

English Channel migrant crossings (2018–present)
There is significant public concern in the UK about illegal immigrants coming on small boats from France. Since 2018, the English Channel has seen a major increase in number of crossing.

Population
The English Channel coast is far more densely populated on the English shore. The most significant towns and cities along both the English and French sides of the Channel (each with more than 20,000 inhabitants, ranked in descending order; populations are the urban area populations from the 1999 French census, 2001 UK census, and 2001 Jersey census) are as follows:

England

 * Brighton–Worthing–Littlehampton: 461,181 inhabitants, made up of:
 * Brighton: 155,919
 * Worthing: 96,964
 * Hove: 72,335
 * Littlehampton: 55,716
 * Lancing–Sompting: 30,360
 * Portsmouth: 442,252, including
 * Gosport: 79,200
 * Bournemouth & Poole: 383,713
 * Southampton: 304,400
 * Plymouth: 258,700
 * Torbay (Torquay): 129,702
 * Hastings–Bexhill: 126,386
 * Exeter: 119,600
 * Eastbourne: 106,562
 * Bognor Regis: 62,141
 * Folkestone–Hythe: 60,039
 * Weymouth: 56,043
 * Dover: 39,078
 * Walmer–Deal: 35,941
 * Exmouth: 32,972
 * Falmouth–Penryn: 28,801
 * Ryde: 22,806
 * St Austell: 22,658
 * Seaford: 21,851
 * Falmouth: 21,635
 * Penzance: 20,255

France

 * Le Havre: 248,547 inhabitants
 * Calais: 104,852
 * Saint-Malo: 50,675
 * Lannion–Perros-Guirec: 48,990
 * Saint-Brieuc: 45,879
 * Boulogne-sur-Mer: 42,537
 * Cherbourg: 77,789
 * Dieppe: 42,202
 * Morlaix: 35,996
 * Dinard: 25,006
 * Étaples–Le Touquet-Paris-Plage: 23,994
 * Fécamp: 22,717
 * Eu–Le Tréport: 22,019
 * Trouville-sur-Mer–Deauville: 20,406

Channel Islands

 * Saint Helier, Jersey: 28,310 inhabitants
 * Saint Peter Port, Guernsey: 16,488 inhabitants
 * Saint Anne, Alderney: 2,200 inhabitants
 * Sark: 600 inhabitants
 * Herm: 60 inhabitants

Culture and languages

The two dominant cultures are English on the north shore of the Channel, French on the south. However, there are also a number of minority languages that are or were found on the shores and islands of the English Channel, which are listed here, with the Channel's name in the specific language following them.

 * Celtic Languages
 * Mor Breizh, Sea of Brittany
 * Mor Bretannek
 * Muir nIocht, Merciful Sea

 * Germanic languages
 * English
 * het Kanaal, the Channel. (Dutch previously had a larger range, and extended into parts of modern-day France as French Flemish.)

 * Romance languages
 * La Manche
 * Gallo: Manche, Grand-Mè, Mè Bertone
 * Norman, including the Channel Island vernaculars:
 * Anglo-Norman (extinct, but fossilised in certain English law phrases)
 * Auregnais (extinct)
 * Cotentinais: Maunche
 * Guernésiais: Ch'nal
 * Jèrriais: Ch'na
 * Sercquais
 * Picard

Most other languages tend towards variants of the French and English forms, but notably Welsh has Môr Udd.

Shipping
The Channel has traffic on both the UK–Europe and North Sea–Atlantic routes, and is the world's busiest seaway, with over 500 ships per day. Following an accident in January 1971 and a series of disastrous collisions with wreckage in February, the Dover TSS, the world's first radar-controlled traffic separation scheme, was set up by the International Maritime Organization. The scheme mandates that vessels travelling north must use the French side, travelling south the English side. There is a separation zone between the two lanes.

In December 2002 the MV Tricolor, carrying £30m of luxury cars, sank 32 km northwest of Dunkirk after collision in fog with the container ship Kariba. The cargo ship Nicola ran into the wreckage the next day. There was no loss of life.

The shore-based long-range traffic control system was updated in 2003 and there is a series of traffic separation systems in operation. Though the system is inherently incapable of reaching the levels of safety obtained from aviation systems such as the traffic collision avoidance system, it has reduced accidents to one or two per year.

Marine GPS systems allow ships to be preprogrammed to follow navigational channels accurately and automatically, further avoiding risk of running aground, but following the fatal collision between Dutch Aquamarine and Ash in October 2001, Britain's Marine Accident Investigation Branch (MAIB) issued a safety bulletin saying it believed that in these most unusual circumstances GPS use had actually contributed to the collision. The ships were maintaining a very precise automated course, one directly behind the other, rather than making use of the full width of the traffic lanes as a human navigator would.

A combination of radar difficulties in monitoring areas near cliffs, a failure of a CCTV system, incorrect operation of the anchor, the inability of the crew to follow standard procedures of using a GPS to provide early warning of the ship dragging the anchor and reluctance to admit the mistake and start the engine led to the MV Willy running aground in Cawsand Bay, Cornwall, in January 2002. The MAIB report makes it clear that the harbour controllers were informed of impending disaster by shore observers before the crew were themselves aware. The village of Kingsand was evacuated for three days because of the risk of explosion, and the ship was stranded for 11 days.

Ferry

The ferry routes crossing the English Channel, include (have included):-
 * Dover–Calais
 * Dover–Dunkirk
 * Newhaven–Dieppe
 * Plymouth–Roscoff
 * Poole–Cherbourg
 * Poole–Jersey and Guernsey
 * Poole–Saint Malo
 * Portsmouth–Cherbourg
 * Portsmouth–Jersey and Guernsey
 * Portsmouth–Le Havre
 * Portsmouth–Ouistreham
 * Portsmouth–Saint Malo
 * Rosslare–Cherbourg
 * Rosslare–Roscoff
 * Weymouth–Saint Malo
 * Brighton Marina to Dieppe (using the SeaJet for a 100 minute crossing)

Channel Tunnel
Many travellers cross beneath the Channel using the Channel Tunnel, first proposed in the early 19th century and finally opened in 1994, connecting the UK and France by rail. It is now routine to travel between Paris or Brussels and London on the Eurostar train. Freight trains also use the tunnel. Cars, coaches and lorries are carried on Eurotunnel Shuttle trains between Folkestone and Calais.

Tourism

The coastal resorts of the Channel, such as Brighton and Deauville, inaugurated an era of aristocratic tourism in the early 19th century. Short trips across the Channel for leisure purposes are often referred to as Channel Hopping.

Renewable energy
The Rampion Wind Farm is an offshore wind farm located in the Channel, off the coast of West Sussex. Other offshore wind farms planned on the French side of the Channel.

History of Channel crossings
As one of the narrowest and most well-known international waterways lacking dangerous currents, the Channel has been the first objective of numerous innovative sea, air, and human powered crossing technologies. Pre-historic people sailed from the mainland to England for millennia. At the end of the last Ice Age, lower sea levels even permitted walking across.

By boat
Pierre Andriel crossed the English Channel aboard the Élise, ex the Scottish p.s. "Margery" in March 1816, one of the earliest seagoing voyages by steam ship.

The paddle steamer Defiance, Captain William Wager, was the first steamer to cross the Channel to Holland, arriving there on 9 May 1816.

On 10 June 1821, English-built paddle steamer Rob Roy was the first passenger ferry to cross channel. The steamer was purchased subsequently by the French postal administration and renamed Henri IV and put into regular passenger service a year later. It was able to make the journey across the Straits of Dover in around three hours.

In June 1843, because of difficulties with Dover harbour, the South Eastern Railway company developed the Boulogne-sur-Mer-Folkestone route as an alternative to Calais-Dover. The first ferry crossed under the command of Captain Hayward.

In 1974 a Welsh coracle piloted by Bernard Thomas of Llechryd crossed the English Channel to France in 13$1/2$ hours. The journey was undertaken to demonstrate how the Bull Boats of the Mandan Indians of North Dakota could have been copied from coracles introduced by Prince Madog in the 12th century.

The Mountbatten class hovercraft (MCH) entered commercial service in August 1968, initially between Dover and Boulogne but later also Ramsgate (Pegwell Bay) to Calais. The journey time Dover to Boulogne was roughly 35 minutes, with six trips per day at peak times. The fastest crossing of the English Channel by a commercial car-carrying hovercraft was 22 minutes, recorded by the Princess Anne MCH SR-N4 Mk3 on 14 September 1995,

By air
The first aircraft to cross the Channel was a balloon in 1785, piloted by Jean Pierre François Blanchard (France) and John Jeffries (US).

Louis Blériot (France) piloted the first aeroplane to cross in 1909.

On 26 September 2008, Swiss Yves Rossy aka Jetman became the first person to cross the English Channel with a Jet Powered Wing, He jumped from a Pilatus Porter over Calais, France, Rossy crossed the English Channel where he deployed his parachute and landed in Dover

The first flying car to have crossed the English Channel is a Pégase designed by the French company Vaylon on 14 June 2017. It was piloted by a Franco-Italian pilot Bruno Vezzoli. This crossing was carried out as part of the first road and air trip from Paris to London in a flying car. Pegase is a 2 seats road approved dune buggy and a powered paraglider. The takeoff was at 8:03 a.m. from Ambleteuse in the North of France and landing was at East Studdal, near Dover. The flight was completed in 1 hour and 15 minutes for a total distance covered of 72.5 km including 33.3 km over the English Channel at an altitude of 1240 m.

On 12 June 1979, the first human-powered aircraft to cross the English Channel was the Gossamer Albatross, built by American aeronautical engineer Dr. Paul B. MacCready's company AeroVironment, and piloted by Bryan Allen. The 35.7 km crossing was completed in 2 hours and 49 minutes.

On 4 August 2019, Frenchman Franky Zapata became the first person to cross the English Channel on a jet-powered Flyboard Air. The board was powered by a kerosene-filled backpack. Zapata made the 35.4 km journey in 22 minutes, having landed on a boat half-way across to refuel.

By swimming
The sport of Channel swimming traces its origins to the latter part of the 19th century when Captain Matthew Webb made the first observed and unassisted swim across the Strait of Dover, swimming from England to France on 24–25 August 1875 in 21 hours 45 minutes.

Up to 1927, fewer than ten swimmers (including the first woman, Gertrude Ederle in 1926) had managed to successfully swim the English Channel, and many dubious claims had been made. The Channel Swimming Association (CSA) was founded to authenticate and ratify swimmers' claims to have swum the Channel and to verify crossing times. The CSA was dissolved in 1999 and was succeeded by two separate organisations: CSA Ltd (CSA) and the Channel Swimming and Piloting Federation (CSPF), both observe and authenticate cross-Channel swims in the Strait of Dover. The Channel Crossing Association was also set up to cater for unorthodox crossings.

The team with the most Channel swims to its credit is the Serpentine Swimming Club in London, followed by the international Sri Chinmoy Marathon Team.

As of 2023, 1,881 people had completed 2,428 verified solo crossings under the rules of the CSA and the CSPF. This includes 24 two-way crossings and three three-way crossings.

The Strait of Dover is the busiest stretch of water in the world. It is governed by International Law as described in Unorthodox Crossing of the Dover Strait Traffic Separation Scheme. It states: "[In] exceptional cases the French Maritime Authorities may grant authority for unorthodox craft to cross French territorial waters within the Traffic Separation Scheme when these craft set off from the British coast, on condition that the request for authorisation is sent to them with the opinion of the British Maritime Authorities."

The fastest verified swim of the Channel was by the Australian Trent Grimsey on 8 September 2012, in 6 hours 55 minutes, beating a swim of 2007. The female record is held by Yvetta Hlavacova of Czechia, on 7 hours, 25 minutes on 5 August 2006. Both records were from England to France.

There may have been some unreported swims of the Channel, by people intent on entering Britain in circumvention of immigration controls. A failed attempt to cross the Channel by two Syrian refugees in October 2014 came to light when their bodies were discovered on the shores of the North Sea in Norway and the Netherlands.

By car
On 16 September 1965, two Amphicars crossed from Dover to Calais.

Other types
PLUTO was war-time fuel delivery project of "pipelines under the ocean" from England to France. Though plagued with technical difficulties during the Battle of Normandy, the pipelines delivered about 8% of the fuel requirements of the allied forces between D-Day and VE-Day.

title: English Channel


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Eiffel Tower

The Eiffel Tower (Tour Eiffel ) is a wrought-iron lattice tower on the Champ de Mars in Paris, France. It is named after the engineer Gustave Eiffel, whose company designed and built the tower from 1887 to 1889.

Locally nicknamed "La dame de fer" (French for "Iron Lady"), it was constructed as the centerpiece of the 1889 World's Fair, and to crown the centennial anniversary of the French Revolution. Although initially criticised by some of France's leading artists and intellectuals for its design, it has since become a global cultural icon of France and one of the most recognisable structures in the world. The tower received 5,889,000 visitors in 2022. The Eiffel Tower is the most visited monument with an entrance fee in the world: 6.91 million people ascended it in 2015. It was designated a monument historique in 1964, and was named part of a UNESCO World Heritage Site ("Paris, Banks of the Seine") in 1991.

The tower is 330 m tall, about the same height as an 81-storey building, and the tallest structure in Paris. Its base is square, measuring 125 m on each side. During its construction, the Eiffel Tower surpassed the Washington Monument to become the tallest human-made structure in the world, a title it held for 41 years until the Chrysler Building in New York City was finished in 1930. It was the first structure in the world to surpass both the 200-metre and 300-metre mark in height. Due to the addition of a broadcasting aerial at the top of the tower in 1957, it is now taller than the Chrysler Building by 17 ft. Excluding transmitters, the Eiffel Tower is the second tallest free-standing structure in France after the Millau Viaduct.

The tower has three levels for visitors, with restaurants on the first and second levels. The top level's upper platform is 276 m above the ground – the highest observation deck accessible to the public in the European Union. Tickets can be purchased to ascend by stairs or lift to the first and second levels. The climb from ground level to the first level is over 300 steps, as is the climb from the first level to the second, making the entire ascent a 600 step climb. Although there is a staircase to the top level, it is usually accessible only by lift. On this top, third level is a private apartment built for Gustave Eiffel's private use. He decorated it with furniture by Jean Lachaise and invited friends such as Thomas Edison.

Origin
The design of the Eiffel Tower is attributed to Maurice Koechlin and Émile Nouguier, two senior engineers working for the Compagnie des Établissements Eiffel. It was envisioned after discussion about a suitable centerpiece for the proposed 1889 Exposition Universelle, a world's fair to celebrate the centennial of the French Revolution. In May 1884, working at home, Koechlin made a sketch of their idea, described by him as "a great pylon, consisting of four lattice girders standing apart at the base and coming together at the top, joined together by metal trusses at regular intervals". Eiffel initially showed little enthusiasm, but he did approve further study, and the two engineers then asked Stephen Sauvestre, the head of the company's architectural department, to contribute to the design. Sauvestre added decorative arches to the base of the tower, a glass pavilion to the first level, and other embellishments.

The new version gained Eiffel's support: he bought the rights to the patent on the design which Koechlin, Nouguier, and Sauvestre had taken out, and the design was put on display at the Exhibition of Decorative Arts in the autumn of 1884 under the company name. On 30 March 1885, Eiffel presented his plans to the Société des Ingénieurs Civils; after discussing the technical problems and emphasising the practical uses of the tower, he finished his talk by saying the tower would symbolise "[n]ot only the art of the modern engineer, but also the century of Industry and Science in which we are living, and for which the way was prepared by the great scientific movement of the eighteenth century and by the Revolution of 1789, to which this monument will be built as an expression of France's gratitude."

Little progress was made until 1886, when Jules Grévy was re-elected as president of France and Édouard Lockroy was appointed as minister for trade. A budget for the exposition was passed and, on 1 May, Lockroy announced an alteration to the terms of the open competition being held for a centrepiece to the exposition, which effectively made the selection of Eiffel's design a foregone conclusion, as entries had to include a study for a 300 m four-sided metal tower on the Champ de Mars. (A 300-metre tower was then considered a herculean engineering effort.) On 12 May, a commission was set up to examine Eiffel's scheme and its rivals, which, a month later, decided that all the proposals except Eiffel's were either impractical or lacking in details.

After some debate about the exact location of the tower, a contract was signed on 8 January 1887. Eiffel signed it acting in his own capacity rather than as the representative of his company, the contract granting him 1.5 million francs toward the construction costs: less than a quarter of the estimated 6.5 million francs. Eiffel was to receive all income from the commercial exploitation of the tower during the exhibition and for the next 20 years. He later established a separate company to manage the tower, putting up half the necessary capital himself.

A French bank, the Crédit Industriel et Commercial (CIC), helped finance the construction of the Eiffel Tower. During the period of the tower's construction, the CIC was acquiring funds from predatory loans to the National Bank of Haiti, some of which went towards the financing of the tower. These loans were connected to an indemnity controversy which saw France force Haiti's government to financially compensate French slaveowners for lost income as a result of the Haitian Revolution, and required Haiti to pay the CIC and its partner nearly half of all taxes collected on exports, "effectively choking off the nation's primary source of income". According to The New York Times, "[at] a time when the [CIC] was helping finance one of the world's best-known landmarks, the Eiffel Tower, as a monument to French liberty, it was choking Haiti's economy, taking much of the young nation's income back to Paris and impairing its ability to start schools, hospitals and the other building blocks of an independent country."

Artists' protest

The proposed tower had been a subject of controversy, drawing criticism from those who did not believe it was feasible and those who objected on artistic grounds. Prior to the Eiffel Tower's construction, no structure had ever been constructed to a height of 300 m, or even 200 m for that matter, and many people believed it was impossible. These objections were an expression of a long-standing debate in France about the relationship between architecture and engineering. It came to a head as work began at the Champ de Mars: a "Committee of Three Hundred" (one member for each metre of the tower's height) was formed, led by the prominent architect Charles Garnier and including some of the most important figures of the arts, such as William-Adolphe Bouguereau, Guy de Maupassant, Charles Gounod and Jules Massenet. A petition called "Artists against the Eiffel Tower" was sent to the Minister of Works and Commissioner for the Exposition, Adolphe Alphand, and it was published by Le Temps on 14 February 1887:

"We, writers, painters, sculptors, architects and passionate devotees of the hitherto untouched beauty of Paris, protest with all our strength, with all our indignation in the name of slighted French taste, against the erection... of this useless and monstrous Eiffel Tower... To bring our arguments home, imagine for a moment a giddy, ridiculous tower dominating Paris like a gigantic black smokestack, crushing under its barbaric bulk Notre Dame, the Tour Saint-Jacques, the Louvre, the Dome of les Invalides, the Arc de Triomphe, all of our humiliated monuments will disappear in this ghastly dream. And for twenty years... we shall see stretching like a blot of ink the hateful shadow of the hateful column of bolted sheet metal."

Gustave Eiffel responded to these criticisms by comparing his tower to the Egyptian pyramids: "My tower will be the tallest edifice ever erected by man. Will it not also be grandiose in its way? And why would something admirable in Egypt become hideous and ridiculous in Paris?" These criticisms were also dealt with by Édouard Lockroy in a letter of support written to Alphand, sardonically saying, "Judging by the stately swell of the rhythms, the beauty of the metaphors, the elegance of its delicate and precise style, one can tell this protest is the result of collaboration of the most famous writers and poets of our time", and he explained that the protest was irrelevant since the project had been decided upon months before, and construction on the tower was already under way.

Indeed, Garnier was a member of the Tower Commission that had examined the various proposals, and had raised no objection. Eiffel was similarly unworried, pointing out to a journalist that it was premature to judge the effect of the tower solely on the basis of the drawings, that the Champ de Mars was distant enough from the monuments mentioned in the protest for there to be little risk of the tower overwhelming them, and putting the aesthetic argument for the tower: "Do not the laws of natural forces always conform to the secret laws of harmony?"

Some of the protesters changed their minds when the tower was built; others remained unconvinced. Guy de Maupassant supposedly ate lunch in the tower's restaurant every day because it was the one place in Paris where the tower was not visible.

By 1918, it had become a symbol of Paris and of France after Guillaume Apollinaire wrote a nationalist poem in the shape of the tower (a calligram) to express his feelings about the war against Germany. Today, it is widely considered to be a remarkable piece of structural art, and is often featured in films and literature.

Construction

Work on the foundations started on 28 January 1887. Those for the east and south legs were straightforward, with each leg resting on four 2 m concrete slabs, one for each of the principal girders of each leg. The west and north legs, being closer to the river Seine, were more complicated: each slab needed two piles installed by using compressed-air caissons 15 m long and 6 m in diameter driven to a depth of 22 m to support the concrete slabs, which were 6 m thick. Each of these slabs supported a block of limestone with an inclined top to bear a supporting shoe for the ironwork.

Each shoe was anchored to the stonework by a pair of bolts 10 cm in diameter and 7.5 m long. The foundations were completed on 30 June, and the erection of the ironwork began. The visible work on-site was complemented by the enormous amount of exacting preparatory work that took place behind the scenes: the drawing office produced 1,700 general drawings and 3,629 detailed drawings of the 18,038 different parts needed. The task of drawing the components was complicated by the complex angles involved in the design and the degree of precision required: the position of rivet holes was specified to within 1 mm and angles worked out to one second of arc. The finished components, some already riveted together into sub-assemblies, arrived on horse-drawn carts from a factory in the nearby Parisian suburb of Levallois-Perret and were first bolted together, with the bolts being replaced with rivets as construction progressed. No drilling or shaping was done on site: if any part did not fit, it was sent back to the factory for alteration. In all, 18,038 pieces were joined using 2.5 million rivets.

At first, the legs were constructed as cantilevers, but about halfway to the first level construction was paused to create a substantial timber scaffold. This renewed concerns about the structural integrity of the tower, and sensational headlines such as "Eiffel Suicide!" and "Gustave Eiffel Has Gone Mad: He Has Been Confined in an Asylum" appeared in the tabloid press. Multiple famous artists of that time, Charles Garnier and Alexander Dumas, thought poorly of the newly made tower. Charles Garnier thought it was a "truly tragic street lamp". Alexander Dumas said that it was like "Odius shadow of the odious column built of rivets and iron plates extending like a black blot". There were multiple protests over the style and the reasoning of placing it in the middle of Paris. At this stage, a small "creeper" crane designed to move up the tower was installed in each leg. They made use of the guides for the lifts which were to be fitted in the four legs. The critical stage of joining the legs at the first level was completed by the end of March 1888. Although the metalwork had been prepared with the utmost attention to detail, provision had been made to carry out small adjustments to precisely align the legs; hydraulic jacks were fitted to the shoes at the base of each leg, capable of exerting a force of 800 tonnes, and the legs were intentionally constructed at a slightly steeper angle than necessary, being supported by sandboxes on the scaffold. Although construction involved 300 on-site employees, due to Eiffel's safety precautions and the use of movable gangways, guardrails and screens, only one person died.

Inauguration and the 1889 exposition

The main structural work was completed at the end of March 1889 and, on 31 March, Eiffel celebrated by leading a group of government officials, accompanied by representatives of the press, to the top of the tower. Because the lifts were not yet in operation, the ascent was made by foot, and took over an hour, with Eiffel stopping frequently to explain various features. Most of the party chose to stop at the lower levels, but a few, including the structural engineer, Émile Nouguier, the head of construction, Jean Compagnon, the President of the City Council, and reporters from Le Figaro and Le Monde Illustré, completed the ascent. At 2:35 pm, Eiffel hoisted a large Tricolour to the accompaniment of a 25-gun salute fired at the first level.

There was still work to be done, particularly on the lifts and facilities, and the tower was not opened to the public until nine days after the opening of the exposition on 6 May; even then, the lifts had not been completed. The tower was an instant success with the public, and nearly 30,000 visitors made the 1,710-step climb to the top before the lifts entered service on 26 May. Tickets cost 2 francs for the first level, 3 for the second, and 5 for the top, with half-price admission on Sundays, and by the end of the exhibition there had been 1,896,987 visitors.

After dark, the tower was lit by hundreds of gas lamps, and a beacon sent out three beams of red, white and blue light. Two searchlights mounted on a circular rail were used to illuminate various buildings of the exposition. The daily opening and closing of the exposition were announced by a cannon at the top.

On the second level, the French newspaper Le Figaro had an office and a printing press, where a special souvenir edition, Le Figaro de la Tour, was made.

At the top, there was a post office where visitors could send letters and postcards as a memento of their visit. Graffitists were also catered for: sheets of paper were mounted on the walls each day for visitors to record their impressions of the tower. Gustave Eiffel described the collection of responses as "truly curious".

Famous visitors to the tower included the Prince of Wales, Sarah Bernhardt, "Buffalo Bill" Cody (his Wild West show was an attraction at the exposition) and Thomas Edison. Eiffel invited Edison to his private apartment at the top of the tower, where Edison presented him with one of his phonographs, a new invention and one of the many highlights of the exposition. Edison signed the guestbook with this message: "To M Eiffel the Engineer the brave builder of so gigantic and original specimen of modern Engineering from one who has the greatest respect and admiration for all Engineers including the Great Engineer the Bon Dieu, Thomas Edison."

Eiffel made use of his apartment at the top of the tower to carry out meteorological observations, and also used the tower to perform experiments on the action of air resistance on falling bodies.

Subsequent events

Eiffel had a permit for the tower to stand for 20 years. It was to be dismantled in 1909, when its ownership would revert to the City of Paris. The city had planned to tear it down (part of the original contest rules for designing a tower was that it should be easy to dismantle) but as the tower proved to be valuable for many innovations in the early 20th century, particularly radio telegraphy, it was allowed to remain after the expiry of the permit, and from 1910 it also became part of the International Time Service.

For the 1900 Exposition Universelle, the lifts in the east and west legs were replaced by lifts running as far as the second level constructed by the French firm Fives-Lille. These had a compensating mechanism to keep the floor level as the angle of ascent changed at the first level, and were driven by a similar hydraulic mechanism as the Otis lifts, although this was situated at the base of the tower. Hydraulic pressure was provided by pressurised accumulators located near this mechanism. At the same time the lift in the north pillar was removed and replaced by a staircase to the first level. The layout of both first and second levels was modified, with the space available for visitors on the second level. The original lift in the south pillar was removed 13 years later.

On 19 October 1901, Alberto Santos-Dumont, flying his No.6 airship, won a 100,000-franc prize offered by Henri Deutsch de la Meurthe for the first person to make a flight from St. Cloud to the Eiffel Tower and back in less than half an hour.

In 1910, Father Theodor Wulf measured radiant energy at the top and bottom of the tower. He found more at the top than expected, incidentally discovering what are known today as cosmic rays. Two years later, on 4 February 1912, Austrian tailor Franz Reichelt died after jumping from the first level of the tower (a height of 57 m) to demonstrate his parachute design. In 1914, at the outbreak of World War I, a radio transmitter located in the tower jammed German radio communications, seriously hindering their advance on Paris and contributing to the Allied victory at the First Battle of the Marne. From 1925 to 1934, illuminated signs for Citroën adorned three of the tower's sides, making it the tallest advertising space in the world at the time. In April 1935, the tower was used to make experimental low-resolution television transmissions, using a shortwave transmitter of 200 watts power. On 17 November, an improved 180-line transmitter was installed.

On two separate but related occasions in 1925, the con artist Victor Lustig "sold" the tower for scrap metal. A year later, in February 1926, pilot Leon Collet was killed trying to fly under the tower. His aircraft became entangled in an aerial belonging to a wireless station. A bust of Gustave Eiffel by Antoine Bourdelle was unveiled at the base of the north leg on 2 May 1929. In 1930, the tower lost the title of the world's tallest structure when the Chrysler Building in New York City was completed. In 1938, the decorative arcade around the first level was removed.

Upon the German occupation of Paris in 1940, the lift cables were cut by the French. The tower was restricted to German visitors during the occupation and the lifts were not repaired until 1946. In 1940, German soldiers had to climb the tower to hoist a swastika-centered Reichskriegsflagge, but the flag was so large it blew away just a few hours later, and was replaced by a smaller one. When visiting Paris, Hitler chose to stay on the ground. When the Allies were nearing Paris in August 1944, Hitler ordered General Dietrich von Choltitz, the military governor of Paris, to demolish the tower along with the rest of the city. Von Choltitz disobeyed the order. On 25 August, before the Germans had been driven out of Paris, the German flag was replaced with a Tricolour by two men from the French Naval Museum, who narrowly beat three men led by Lucien Sarniguet, who had lowered the Tricolour on 13 June 1940 when Paris fell to the Germans.

A fire started in the television transmitter on 3 January 1956, damaging the top of the tower. Repairs took a year, and in 1957, the present radio aerial was added to the top. In 1964, the Eiffel Tower was officially declared to be a historical monument by the Minister of Cultural Affairs, André Malraux. A year later, an additional lift system was installed in the north pillar.

According to interviews, in 1967, Montreal Mayor Jean Drapeau negotiated a secret agreement with Charles de Gaulle for the tower to be dismantled and temporarily relocated to Montreal to serve as a landmark and tourist attraction during Expo 67. The plan was allegedly vetoed by the company operating the tower out of fear that the French government could refuse permission for the tower to be restored in its original location.

In 1982, the original lifts between the second and third levels were replaced after 97 years in service. These had been closed to the public between November and March because the water in the hydraulic drive tended to freeze. The new cars operate in pairs, with one counterbalancing the other, and perform the journey in one stage, reducing the journey time from eight minutes to less than two minutes. At the same time, two new emergency staircases were installed, replacing the original spiral staircases. In 1983, the south pillar was fitted with an electrically driven Otis lift to serve the Jules Verne restaurant. The Fives-Lille lifts in the east and west legs, fitted in 1899, were extensively refurbished in 1986. The cars were replaced, and a computer system was installed to completely automate the lifts. The motive power was moved from the water hydraulic system to a new electrically driven oil-filled hydraulic system, and the original water hydraulics were retained solely as a counterbalance system. A service lift was added to the south pillar for moving small loads and maintenance personnel three years later.

Robert Moriarty flew a Beechcraft Bonanza under the tower on 31 March 1984. In 1987, A. J. Hackett made one of his first bungee jumps from the top of the Eiffel Tower, using a special cord he had helped develop. Hackett was arrested by the police. On 27 October 1991, Thierry Devaux, along with mountain guide Hervé Calvayrac, performed a series of acrobatic figures while bungee jumping from the second floor of the tower. Facing the Champ de Mars, Devaux used an electric winch between figures to go back up to the second floor. When firemen arrived, he stopped after the sixth jump.

For its "Countdown to the Year 2000" celebration on 31 December 1999, flashing lights and high-powered searchlights were installed on the tower. During the last three minutes of the year, the lights were turned on starting from the base of the tower and continuing to the top to welcome 2000 with a huge fireworks show. An exhibition above a cafeteria on the first floor commemorates this event. The searchlights on top of the tower made it a beacon in Paris's night sky, and 20,000 flashing bulbs gave the tower a sparkly appearance for five minutes every hour on the hour.

The lights sparkled blue for several nights to herald the new millennium on 31 December 2000. The sparkly lighting continued for 18 months until July 2001. The sparkling lights were turned on again on 21 June 2003, and the display was planned to last for 10 years before they needed replacing.

The tower received its 200,000,000th guest on 28 November 2002. The tower has operated at its maximum capacity of about 7 million visitors per year since 2003. In 2004, the Eiffel Tower began hosting a seasonal ice rink on the first level. A glass floor was installed on the first level during the 2014 refurbishment.

Material

The puddle iron (wrought iron) of the Eiffel Tower weighs 7,300 tonnes, and the addition of lifts, shops and antennae have brought the total weight to approximately 10,100 tonnes. As a demonstration of the economy of design, if the 7,300 tonnes of metal in the structure were melted down, it would fill the square base, 125 m on each side, to a depth of only 6.25 cm assuming the density of the metal to be 7.8 tonnes per cubic metre. Additionally, a cubic box surrounding the tower (324 m × 125 m × 125 m) would contain 6,200 tonnes of air, weighing almost as much as the iron itself. Depending on the ambient temperature, the top of the tower may shift away from the sun by up to 18 cm due to thermal expansion of the metal on the side facing the sun.

Wind and weather considerations
When it was built, many were shocked by the tower's daring form. Eiffel was accused of trying to create something artistic with no regard to the principles of engineering. However, Eiffel and his team – experienced bridge builders – understood the importance of wind forces, and knew that if they were going to build the tallest structure in the world, they had to be sure it could withstand them. In an interview with the newspaper Le Temps published on 14 February 1887, Eiffel said:

"Is it not true that the very conditions which give strength also conform to the hidden rules of harmony?... Now to what phenomenon did I have to give primary concern in designing the Tower? It was wind resistance. Well then! I hold that the curvature of the monument's four outer edges, which is as mathematical calculation dictated it should be... will give a great impression of strength and beauty, for it will reveal to the eyes of the observer the boldness of the design as a whole."

He used graphical methods to determine the strength of the tower and empirical evidence to account for the effects of wind, rather than a mathematical formula. Close examination of the tower reveals a basically exponential shape. All parts of the tower were overdesigned to ensure maximum resistance to wind forces. The top half was even assumed to have no gaps in the latticework. In the years since it was completed, engineers have put forward various mathematical hypotheses in an attempt to explain the success of the design. The most recent, devised in 2004 after letters sent by Eiffel to the French Society of Civil Engineers in 1885 were translated into English, is described as a non-linear integral equation based on counteracting the wind pressure on any point of the tower with the tension between the construction elements at that point.

The Eiffel Tower sways by up to 9 cm in the wind.

Ground floor
The four columns of the tower each house access stairs and elevators to the first two floors, while at the south column only the elevator to the second floor restaurant is publicly accessible.

1st floor

The first floor is publicly accessible by elevator or stairs. When originally built, the first level contained three restaurants – one French, one Russian and one Flemish — and an "Anglo-American Bar". After the exposition closed, the Flemish restaurant was converted to a 250-seat theatre. Today there is the Le 58 Tour Eiffel restaurant and other facilities.

2nd floor
The second floor is publicly accessible by elevator or stairs and has a restaurant called Le Jules Verne, a gourmet restaurant with its own lift going up from the south column to the second level. This restaurant has one star in the Michelin Red Guide. It was run by the multi-Michelin star chef Alain Ducasse from 2007 to 2017. As of May 2019, it is managed by three-star chef Frédéric Anton. It owes its name to the famous science-fiction writer Jules Verne.

3rd floor
The third floor is the top floor, publicly accessible by elevator.

Originally there were laboratories for various experiments, and a small apartment reserved for Gustave Eiffel to entertain guests, which is now open to the public, complete with period decorations and lifelike mannequins of Eiffel and some of his notable guests.

From 1937 until 1981, there was a restaurant near the top of the tower. It was removed due to structural considerations; engineers had determined it was too heavy and was causing the tower to sag. This restaurant was sold to an American restaurateur and transported to New York and then New Orleans. It was rebuilt on the edge of New Orleans' Garden District as a restaurant and later event hall. Today there is a champagne bar.

Lifts
The arrangement of the lifts has been changed several times during the tower's history. Given the elasticity of the cables and the time taken to align the cars with the landings, each lift, in normal service, takes an average of 8 minutes and 50 seconds to do the round trip, spending an average of 1 minute and 15 seconds at each level. The average journey time between levels is 1 minute. The original hydraulic mechanism is on public display in a small museum at the base of the east and west legs. Because the mechanism requires frequent lubrication and maintenance, public access is often restricted. The rope mechanism of the north tower can be seen as visitors exit the lift.

Equipping the tower with adequate and safe passenger lifts was a major concern of the government commission overseeing the Exposition. Although some visitors could be expected to climb to the first level, or even the second, lifts clearly had to be the main means of ascent.

Constructing lifts to reach the first level was relatively straightforward: the legs were wide enough at the bottom and so nearly straight that they could contain a straight track, and a contract was given to the French company Roux, Combaluzier & Lepape for two lifts to be fitted in the east and west legs. Roux, Combaluzier & Lepape used a pair of endless chains with rigid, articulated links to which the car was attached. Lead weights on some links of the upper or return sections of the chains counterbalanced most of the car's weight. The car was pushed up from below, not pulled up from above: to prevent the chain buckling, it was enclosed in a conduit. At the bottom of the run, the chains passed around 3.9 m diameter sprockets. Smaller sprockets at the top guided the chains.

Installing lifts to the second level was more of a challenge because a straight track was impossible. No French company wanted to undertake the work. The European branch of Otis Brothers & Company submitted a proposal but this was rejected: the fair's charter ruled out the use of any foreign material in the construction of the tower. The deadline for bids was extended but still no French companies put themselves forward, and eventually the contract was given to Otis in July 1887. Otis were confident they would eventually be given the contract and had already started creating designs.

The car was divided into two superimposed compartments, each holding 25 passengers, with the lift operator occupying an exterior platform on the first level. Motive power was provided by an inclined hydraulic ram 12.67 m long and 96.5 cm in diameter in the tower leg with a stroke of 10.83 m: this moved a carriage carrying six sheaves. Five fixed sheaves were mounted higher up the leg, producing an arrangement similar to a block and tackle but acting in reverse, multiplying the stroke of the piston rather than the force generated. The hydraulic pressure in the driving cylinder was produced by a large open reservoir on the second level. After being exhausted from the cylinder, the water was pumped back up to the reservoir by two pumps in the machinery room at the base of the south leg. This reservoir also provided power to the lifts to the first level.

The original lifts for the journey between the second and third levels were supplied by Léon Edoux. A pair of 81 m hydraulic rams were mounted on the second level, reaching nearly halfway up to the third level. One lift car was mounted on top of these rams: cables ran from the top of this car up to sheaves on the third level and back down to a second car. Each car travelled only half the distance between the second and third levels and passengers were required to change lifts halfway by means of a short gangway. The 10-ton cars each held 65 passengers.

Engraved names

Gustave Eiffel engraved on the tower the names of 72 French scientists, engineers and mathematicians in recognition of their contributions to the building of the tower. Eiffel chose this "invocation of science" because of his concern over the artists' protest. At the beginning of the 20th century, the engravings were painted over, but they were restored in 1986–87 by the Société Nouvelle d'exploitation de la Tour Eiffel, a company operating the tower.

Aesthetics
The tower is painted in three shades: lighter at the top, getting progressively darker towards the bottom to complement the Parisian sky. It was originally reddish brown; this changed in 1968 to a bronze colour known as "Eiffel Tower Brown". In what is expected to be a temporary change, the tower is being painted gold in commemoration of the upcoming 2024 Summer Olympics in Paris.

The only non-structural elements are the four decorative grill-work arches, added in Sauvestre's sketches, which served to make the tower look more substantial and to make a more impressive entrance to the exposition.

A pop-culture movie cliché is that the view from a Parisian window always includes the tower. In reality, since zoning restrictions limit the height of most buildings in Paris to seven storeys, only a small number of tall buildings have a clear view of the tower.

Maintenance
Maintenance of the tower includes applying 60 tons of paint every seven years to prevent it from rusting. The tower has been completely repainted at least 19 times since it was built, with the most recent being in 2010. Lead paint was still being used as recently as 2001 when the practice was stopped out of concern for the environment.

Communications

The tower has been used for making radio transmissions since the beginning of the 20th century. Until the 1950s, sets of aerial wires ran from the cupola to anchors on the Avenue de Suffren and Champ de Mars. These were connected to longwave transmitters in small bunkers. In 1909, a permanent underground radio centre was built near the south pillar, which still exists today. On 20 November 1913, the Paris Observatory, using the Eiffel Tower as an aerial, exchanged wireless signals with the United States Naval Observatory, which used an aerial in Arlington County, Virginia. The object of the transmissions was to measure the difference in longitude between Paris and Washington, D.C. Today, radio and digital television signals are transmitted from the Eiffel Tower.

Digital television
A television antenna was first installed on the tower in 1957, increasing its height by 18.7 m. Work carried out in 2000 added a further 5.3 m, giving the current height of 324 m. Analogue television signals from the Eiffel Tower ceased on 8 March 2011.

Height changes
The pinnacle height of the Eiffel Tower has changed multiple times over the years as described in the chart below.

Taller structures
The Eiffel Tower was the world's tallest structure when completed in 1889, a distinction it retained until 1929 when the Chrysler Building in New York City was topped out. The tower also lost its standing as the world's tallest tower to the Tokyo Tower in 1958 but retains its status as the tallest freestanding (non-guyed) structure in France.

Transport
The nearest Paris Métro station is Bir-Hakeim and the nearest RER station is Champ de Mars-Tour Eiffel. The tower itself is located at the intersection of the quai Branly and the Pont d'Iéna.

Popularity

More than 300 million people have visited the tower since it was completed in 1889. In 2015, there were 6.91 million visitors. The tower is the most-visited paid monument in the world. An average of 25,000 people ascend the tower every day (which can result in long queues).

Illumination copyright

The tower and its image have been in the public domain since 1993, 70 years after Eiffel's death. In June 1990 a French court ruled that a special lighting display on the tower in 1989 to mark the tower's 100th anniversary was an "original visual creation" protected by copyright. The Court of Cassation, France's judicial court of last resort, upheld the ruling in March 1992. The Société d'Exploitation de la Tour Eiffel (SETE) now considers any illumination of the tower to be a separate work of art that falls under copyright. As a result, the SNTE alleges that it is illegal to publish contemporary photographs of the lit tower at night without permission in France and some other countries for commercial use. For this reason, it is often rare to find images or videos of the lit tower at night on stock image sites, and media outlets rarely broadcast images or videos of it.

The imposition of copyright has been controversial. The Director of Documentation for what was then called the Société Nouvelle d'exploitation de la Tour Eiffel (SNTE), Stéphane Dieu, commented in 2005: "It is really just a way to manage commercial use of the image, so that it isn't used in ways [of which] we don't approve". SNTE made over €1 million from copyright fees in 2002. However, it could also be used to restrict the publication of tourist photographs of the tower at night, as well as hindering non-profit and semi-commercial publication of images of the illuminated tower.

The copyright claim itself has never been tested in courts to date, according to a 2014 article in the Art Law Journal, and there has never been an attempt to track down millions of people who have posted and shared their images of the illuminated tower on the Internet worldwide. However, the article adds that commercial uses of such images, like in a magazine, on a film poster, or on product packaging, may require prior permission.

French doctrine and jurisprudence allows pictures incorporating a copyrighted work as long as their presence is incidental or accessory to the subject being represented, a reasoning akin to the de minimis rule. Therefore, SETE may be unable to claim copyright on photographs of Paris which happen to include the lit tower.

Replicas

As one of the most famous landmarks in the world, the Eiffel Tower has been the inspiration for the creation of many replicas and similar towers. An early example is Blackpool Tower in England. The mayor of Blackpool, Sir John Bickerstaffe, was so impressed on seeing the Eiffel Tower at the 1889 exposition that he commissioned a similar tower to be built in his town. It opened in 1894 and is 158.1 m tall. Tokyo Tower in Japan, built as a communications tower in 1958, was also inspired by the Eiffel Tower.

There are various scale models of the tower in the United States, including a half-scale version at the Paris Las Vegas, Nevada, one in Paris, Texas built in 1993, and two 1:3 scale models at Kings Island, located in Mason, Ohio, and Kings Dominion, Virginia, amusement parks opened in 1972 and 1975 respectively. Two 1:3 scale models can be found in China, one in Durango, Mexico that was donated by the local French community, and several across Europe.

In 2011, the TV show Pricing the Priceless on the National Geographic Channel speculated that a full-size replica of the tower would cost approximately US$480 million to build. This would be more than ten times the cost of the original (nearly 8 million in 1890 Francs; ~US$40 million in 2018 dollars).

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Eiffel Tower


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Ethical egoism

In ethical philosophy, ethical egoism is the normative position that moral agents ought to act in their own self-interest. It differs from psychological egoism, which claims that people can only act in their self-interest. Ethical egoism also differs from rational egoism, which holds that it is rational to act in one's self-interest. Ethical egoism holds, therefore, that actions whose consequences will benefit the doer are ethical.

Ethical egoism contrasts with ethical altruism, which holds that moral agents have an obligation to help others. Egoism and altruism both contrast with ethical utilitarianism, which holds that a moral agent should treat one's self (also known as the subject) with no higher regard than one has for others (as egoism does, by elevating self-interests and "the self" to a status not granted to others). But it also holds that one is not obligated to sacrifice one's own interests (as altruism does) to help others' interests, so long as one's own interests (i.e., one's own desires or well-being) are substantially equivalent to the others' interests and well-being, but they have the choice to do so. Egoism, utilitarianism, and altruism are all forms of consequentialism, but egoism and altruism contrast with utilitarianism, in that egoism and altruism are both agent-focused forms of consequentialism (i.e., subject-focused or subjective). However, utilitarianism is held to be agent-neutral (i.e., objective and impartial): it does not treat the subject's (i.e., the self's, i.e., the moral "agent's") own interests as being more or less important than the interests, desires, or well-being of others.

Ethical egoism does not, however, require moral agents to harm the interests and well-being of others when making moral deliberation; e.g., what is in an agent's self-interest may be incidentally detrimental, beneficial, or neutral in its effect on others. Individualism allows for others' interest and well-being to be disregarded or not, as long as what is chosen is efficacious in satisfying the self-interest of the agent. Nor does ethical egoism necessarily entail that, in pursuing self-interest, one ought always to do what one wants to do; e.g., in the long term, the fulfillment of short-term desires may prove detrimental to the self. Fleeting pleasure, then, takes a back seat to protracted eudaimonia. In the words of James Rachels, "Ethical egoism ... endorses selfishness, but it doesn't endorse foolishness."

Ethical egoism is often used as the philosophical basis for support of right-libertarianism and individualist anarchism. These are political positions based partly on a belief that individuals should not coercively prevent others from exercising freedom of action.

Forms
Ethical egoism can be broadly divided into three categories: individual, personal, and universal. An individual ethical egoist would hold that all people should do whatever benefits "my" (the individual's) self-interest; a personal ethical egoist would hold that they should act in their self-interest, but would make no claims about what anyone else ought to do; a universal ethical egoist would argue that everyone should act in ways that are in their self-interest.

History
Ethical egoism was introduced by the philosopher Henry Sidgwick in his book The Methods of Ethics, written in 1874. Sidgwick compared egoism to the philosophy of utilitarianism, writing that whereas utilitarianism sought to maximize overall pleasure, egoism focused only on maximizing individual pleasure.

Philosophers before Sidgwick have also retroactively been identified as ethical egoists. One ancient example is the philosophy of Yang Zhu (4th century BC), Yangism, who views wei wo, or "everything for myself", as the only virtue necessary for self-cultivation. Ancient Greek philosophers like Plato, Aristotle and the Stoics were exponents of virtue ethics, and "did not accept the formal principle that whatever the good is, we should seek only our own good, or prefer it to the good of others." However, the beliefs of the Cyrenaics have been referred to as a "form of egoistic hedonism", and while some refer to Epicurus' hedonism as a form of virtue ethics, others argue his ethics are more properly described as ethical egoism.

Justifications
Philosopher James Rachels, in an essay that takes as its title the theory's name, outlines the three arguments most commonly touted in its favor:
 * "The first argument," writes Rachels, "has several variations, each suggesting the same general point:
 * "Each of us is intimately familiar with our own individual wants and needs. Moreover, each of us is uniquely placed to pursue those wants and needs effectively. At the same time, we know the desires and needs of others only imperfectly, and we are not well situated to pursue them. Therefore, it is reasonable to believe that if we set out to be 'our brother's keeper,' we would often bungle the job and end up doing more mischief than good."
 * To give charity to someone is to degrade them, implying as it does that they are reliant on such munificence and quite unable to look out for themselves. "That," reckons Rachels, "is why the recipients of 'charity' are so often resentful rather than appreciative."
 * Altruism, ultimately, denies an individual's value and is therefore destructive both to society and its individual components, viewing life merely as a thing to be sacrificed. Philosopher Ayn Rand is quoted as writing that, "[i]f a man accepts the ethics of altruism, his first concern is not how to live his life but how to sacrifice it." Moreover, "[t]he basic principle of altruism is that man has no right to exist for his own sake, that service to others is the only justification for his existence, and that self-sacrifice is his highest moral duty, virtue or value." Rather, she writes, "[t]he purpose of morality is to teach you, not to suffer and die, but to enjoy yourself and live."
 * All of our commonly accepted moral duties, from doing no harm unto others to speaking always the truth to keeping promises, are rooted in the one fundamental principle of self-interest.
 * It has been observed, however, that the very act of eating (especially, when there are others starving in the world) is such an act of self-interested discrimination. Ethical egoists such as Rand who readily acknowledge the (conditional) value of others to an individual, and who readily endorse empathy for others, have argued the exact reverse from Rachels, that it is altruism which discriminates: "If the sensation of eating a cake is a value, then why is it an immoral indulgence in your stomach, but a moral goal for you to achieve in the stomach of others?" It is therefore altruism which is an arbitrary position, according to Rand.

Criticism
It has been argued that extreme ethical egoism is self-defeating. Faced with a situation of limited resources, egoists would consume as much of the resource as they could, making the overall situation worse for everybody. Egoists may respond that if the situation becomes worse for everybody, that would include the egoist, so it is not, in fact, in their rational self-interest to take things to such extremes. However, the (unregulated) tragedy of the commons and the (one off) prisoner's dilemma are cases in which, on the one hand, it is rational for an individual to seek to take as much as possible even though that makes things worse for everybody, and on the other hand, those cases are not self-refuting since that behaviour remains rational even though it is ultimately self-defeating, i.e. self-defeating does not imply self-refuting. Egoists might respond that a tragedy of the commons, however, assumes some degree of public land. That is, a commons forbidding homesteading requires regulation. Thus, an argument against the tragedy of the commons, in this belief system, is fundamentally an argument for private property rights and the system that recognizes both property rights and rational self-interest—capitalism. More generally, egoists might say that an increasing respect for individual rights uniquely allows for increasing wealth creation and increasing usable resources despite a fixed amount of raw materials (e.g. the West pre-1776 versus post-1776, East versus West Germany, Hong Kong versus mainland China, North versus South Korea, etc.).

It is not clear how to apply a private ownership model to many examples of "commons", however. Examples include large fisheries, the atmosphere and the ocean.

Some perhaps decisive problems with ethical egoism have been pointed out.

One is that an ethical egoist would not want ethical egoism to be universalized: as it would be in the egoist's best self-interest if others acted altruistically towards them, they wouldn't want them to act egoistically; however, that is what they consider to be morally binding. Their moral principles would demand of others not to follow them, which can be considered self-defeating and leads to the question: "How can ethical egoism be considered morally binding if its advocates do not want it to be universally applied?"

Another objection (e.g. by James Rachels) states that the distinction ethical egoism makes between "yourself" and "the rest" – demanding to view the interests of "yourself" as more important – is arbitrary, as no justification for it can be offered; considering that the merits and desires of "the rest" are comparable to those of "yourself" while lacking a justifiable distinction, Rachels concludes that "the rest" should be given the same moral consideration as "yourself".

Notable proponents
The term ethical egoism has been applied retroactively to philosophers such as Bernard de Mandeville and to many other materialists of his generation, although none of them declared themselves to be egoists. Note that materialism does not necessarily imply egoism, as indicated by Karl Marx, and the many other materialists who espoused forms of collectivism. It has been argued that ethical egoism can lend itself to individualist anarchism such as that of Benjamin Tucker, or the combined anarcho-communism and egoism of Emma Goldman, both of whom were proponents of many egoist ideas put forward by Max Stirner. In this context, egoism is another way of describing the sense that the common good should be enjoyed by all. However, most notable anarchists in history have been less radical, retaining altruism and a sense of the importance of the individual that is appreciable but does not go as far as egoism. Recent trends to greater appreciation of egoism within anarchism tend to come from less classical directions such as post-left anarchy or Situationism (e.g. Raoul Vaneigem). Egoism has also been referenced by anarcho-capitalists, such as Murray Rothbard.

Philosopher Max Stirner, in his book The Ego and Its Own, was the first philosopher to call himself an egoist, though his writing makes clear that he desired not a new idea of morality (ethical egoism), but rather a rejection of morality (amoralism), as a nonexistent and limiting "spook"; for this, Stirner has been described as the first individualist anarchist. Other philosophers, such as Thomas Hobbes and David Gauthier, have argued that the conflicts which arise when people each pursue their own ends can be resolved for the best of each individual only if they all voluntarily forgo some of their aims—that is, one's self-interest is often best pursued by allowing others to pursue their self-interest as well so that liberty is equal among individuals. Sacrificing one's short-term self-interest to maximize one's long-term self-interest is one form of "rational self-interest" which is the idea behind most philosophers' advocacy of ethical egoism. Egoists have also argued that one's actual interests are not immediately obvious, and that the pursuit of self-interest involves more than merely the acquisition of some good, but the maximizing of one's chances of survival and/or happiness.

Philosopher Friedrich Nietzsche suggested that egoistic or "life-affirming" behavior stimulates jealousy or "ressentiment" in others, and that this is the psychological motive for the altruism in Christianity. Sociologist Helmut Schoeck similarly considered envy the motive of collective efforts by society to reduce the disproportionate gains of successful individuals through moral or legal constraints, with altruism being primary among these. In addition, Nietzsche (in Beyond Good and Evil) and Alasdair MacIntyre (in After Virtue) have pointed out that the ancient Greeks did not associate morality with altruism in the way that post-Christian Western civilization has done. Aristotle's view is that we have duties to ourselves as well as to other people (e.g. friends) and to the polis as a whole. The same is true for Thomas Aquinas, Christian Wolff and Immanuel Kant, who claim that there are duties to ourselves as Aristotle did, although it has been argued that, for Aristotle, the duty to one's self is primary.

Ayn Rand argued that there is a positive harmony of interests among free, rational humans, such that no moral agent can rationally coerce another person consistently with their own long-term self-interest. Rand argued that other people are an enormous value to an individual's well-being (through education, trade and affection), but also that this value could be fully realized only under conditions of political and economic freedom. According to Rand, voluntary trade alone can assure that human interaction is mutually beneficial. Rand's student, Leonard Peikoff has argued that the identification of one's interests itself is impossible absent the use of principles, and that self-interest cannot be consistently pursued absent a consistent adherence to certain ethical principles. Recently, Rand's position has also been defended by such writers as Tara Smith, Tibor Machan, Allan Gotthelf, David Kelley, Douglas Rasmussen, Nathaniel Branden, Harry Binswanger, Andrew Bernstein, and Craig Biddle.

Philosopher David L. Norton identified himself as an "ethical individualist", and, like Rand, saw a harmony between an individual's fidelity to their own self-actualization, or "personal destiny", and the achievement of society's well-being.

title: Ethical egoism