Marble partners careers

MARBLE A.G.E CAREER Marble Red of France
Villerambert 11160 CAUNES-MINERVOIS
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Kinds of marbles

Marbles of careers in Palace

According to the book MARBLES DE CARRIÈ LMBO IN PALACE text of Pascal Julien.

displacements by terrestrial way were operated only in the event of obligation, when a waterway did not pass near the careers. Such transport indeed did not écessitaient considerable means and a vice of energy which often involved complications with the populations.

In career, handling was done initially by swing by the dash printed with blocks of small and average size, successively reversed on their slices using levers and of grips, of the bars of steel bent out of spatula. This process made it possible to release the scheme of work to gather the blocks near the point of loading. They could be raised with levers or jacks to be installed on logs, in order to be moved by rolling, on especially prepared grounds.

the sledges required a more important handling, to change the stringer, formed by two or three beams in the shape of shœs. The block was raised using levers or of gears jacks, and it was also possible to hoist it with a hoist suspended under a goat, made up by large beams posed in beam. The block was bound by cords to the structure of wood and the unit was slipped on the ground which, according to its nature and its declivity, was reinforced lubricated cross-pieces of wood, posed perpendicularly, as that was still practised until in second half of the XX ème century to Carrara marble. The sledges were also used to leave the parts of the difficult sites, from où one drew them with attelages.

Solidement attached, the sledge advanced on cross-pieces posed on the ground, but it was retained by strong cords that one rolled up several times around these piles, by making them slip only gently. Several men were necessary to this man&œlig; uvre called smoothing, to ensure the ropes and to guide the sledges by the side, using levers. Alternatively, the chief of stringer made detach the cords to change them pile, one of it always remaining in tension. The block went down thus little by little, on several hundred meters.

the last phases of the descent took place by traction of the b&œlig; ufs lorque the slope was not sufficient. B&œlig; ufs which was also used for the charois.

the carriages were to be extremely solid, because an average block reached three to four tons. It was thus necessary to conceive the special ones, with four wheels and raised plate, for the transport of blocks or columns which exceeded sometimes six or seven tons. It was the case for the haulage contractors between Caunes and Narbonne. In minervois, it was with the order that carters ensured the convoys in Languedoc or to the sea, with carriages with two or four bandaged wheels of iron, trailed by mules, horses ferrés.

Les difficulties of crew went hand in hand with those which the ways presented. Those Ci started as of the career, where was made ramps approach to the quay of loading. By 1684, the States of Languedoc had received the order to finance since Caunes a way by where one can make convey the marbles which one draws from this career for Louvre.

In 1748, the way was still impracticable and the bridge was even likely to collapse by the large marble burdens which one was obliged to pass there. The business sucita reports, expert testimonies and recourse, until are found 14,000 books. The Count de Mérinville, whose way served its seignery, will undertake to conclude the restoration of it then the monitoring, and maintenance was given by it under contract to a individual. The repair of the bridge of Redorte, which dœs not serve on the way as the marbles of Roy, was returned to the diocese, charged with the roads communes.

the rafting of the marbles

Once extracted and related to the banks, the marbles were placed on rafts. Those were made by their drivers which cut, conveyed and assembled the barrels. Rare are the indications on the manufacturing of these radeaux.

Forts, but however enough short to pass everywhere, they were composed of seven to eight trunks of fir tree at least, strongly bound, an average length of 11 meters, of a diameter from 25 to 60 centimetres, dry of at least a year. Placed on this structure, the blocks were boxed, cased and tightened by wood held by iron ankles, which protected from the clashes with rocks and avoided with the ragiers being wounded. The rafts required out of tumultuous water, an important crew, extremely of an owner and ten to fourteen oarsmen, according to the poids.

Les raftmen hardly appreciated these imposing marble masses which put their life in danger or at the very least their health. Indeed, the descent could not be done, because as of weights enormous which inserted the rafts, that at the time as of high waters, for the short period of the snowmelt, and the ragiers always had the foot in water when they are charged, a water particularly glaciale.

the arrival in Toulouse was done with the Garaud port, upstream of the city. The marbles were again deposited on the ground, with the place known as of Bourdette, for the sale of the barrels of the rafts. In the event of need, the blocks could then be weighed, as Pierre Monge in 1609 using the public weight did it, in order to evaluate the price of the transport.

Les marbles repataient only when they could take seat on new rafts, formed for merchants of Bordeaux. Immediately they were to cross another passelit, that of the reserve of the mills of the castle, which was nothing vis-a-vis the terrible test which expected them a little further, the passelit of Bazacle. There arranged to supply the powerful mills of Toulouse, a reserve placed on a natural roadway caused a jump of more than three meters in height on a fast slope. The glaze of the mill of Bazacle, which makes so perilous the transport of the marbles of Roy, was often described as impracticable cascade où there were many shipwrecks, and où had sometimes to be recovered lost blocks.

Radeliers and marines were numerous with the wire of the Garonne, to ensure an important traffic. However, in period of war, they disappeared suddenly in 1692, Small was without crews to descend the marbles to Bordeaux, because one had enlisted there of force most of the sailors who arrived in convoy to serve the naval army, which gave such a terror. In addition to these difficulties, the gravel pits, the rocks, the islands, or even of the leaning trees could constitute unexpected dangers.


To make as well as possible the waterways navigable had always been a royal concern, and the administration had taken care of it. In 1693, a report regretted of frequent shipwrecks on the Garonne, bus the edges without way, are encumbered trees and trunks, the piles of old dams are not torn off.

the preserved cards of Hippolyte Matis understand those of the course of the Garonne. Large-sized, they consist of twelve parts adding up nearly fourteen meters length, of Pyrénéees in Bordeaux. It are drawn up with the feather on a draft with the pencil, are raised green, red, yellow washings and ochre and comprise, with each title, a comment on the navigability of the portion presented. They are the first complete and precise representation of the Garonne, but also of its accesses. With such statements, the duke of Antin could easily locate the places of which it treated unceasingly, in particular, clearly indicated on the third map of the river, the junction of the royal channel of Languedoc above Toulouse, with the locks which made it possible to make pass on the Garonne the boats charged with the marbles of Minervois.

A two miles of Caunes, the way of the marbles ended close to the village of Puichéric, with the lock of the Needle, où were built a quay of transshipment then a port with warehouse, completed in 1721. By 1684, the rights of car to discharge for the royal marbles were fixed at six sums of money per quintal for each traversed mile.

the sums which had by the royal administration were thus important, because the port of Puichéric was with 23 miles of Toulouse. The states of payment give an idea of the importance of the traffic, in particular for its strongest period, of 1685 to 1689. According to these documents, in four years, they were at least 60,000 cubic feet of marbles of the Minervois which forwarded by the channel, that is to say some 2,200 cubic meters. For this transport, tens of conventions had passed with boatmen toulousins who were to charge with the lock with Puichéric and to discharge with the mouth from the Garonne, où the channel joined the river. The chalans, or coureaux, employees belonged to the marines under contracts or to the company. They were long, narrow and flat-bottomed, the length of eleven canes, width nine steps or approximately (20 meters X 2 meters) furnished with a control surface, mast, tilhac and oars. These boats could carry five to six blocks.

Although surer than in river, navigation was to take into account the periods of dry settings and maintenance of the channel, at the time of low waters of August and September. It yeut there too of the shipwrecks.

Arrived at the Garonne, the boats were charged on the banks with this one, then they were reloaded on broad rafts, extremely of about forty large wooden beams of fir tree. After Toulouse, a calmer course made it possible to place several rafts at the car, with crews on the first and the last only. Another difficulty was born at the time of too strong rains. The Garonne left its bed, flooded the plains and drowned all the reference marks, with the risk to lose a raft far from the banks and to fail themselves in the event of fast fall. Conversely, blocks could be left in edge of river by the raftmen to relieve their rafts during low waters, they remained there then a long time, because to recover them asked considerable means. In the same way, of the too low courses often the departures of Toulouse delayed.

Even remained as the threat of the marbles lost in the bed, like two columns and large blocks fallen to broad from Blagnac as Small vainly tried to recover during years


after weeks of rafting, sometimes tumultuous, sometimes interminable, through poles, of blunders, oars, veils, human and animal towing, the rafts and boats charged with marbles approached Bordeaux, (after more than two hundred and forty kilometers of course from Toulouse). it was then necessary to calculate their progression according to the tides, whose force was felt until Saint-Macaire, in order to arrive at the good moment to attérir in Bordeaux).

the wearing of Bordeaux, which was out of water with each ebb, made delicate handling of products weighty, with important losses. at the XVI ème century and until the years 1670, the marbles arrived at Chartrons, height of the gardens of the convent of the Carthusian one.

the ideal was to coordinate the arrival of the blocks with the presence of a boat ready with transport, but this case of figure was rare. not only there was no question for the raftmen of expecting a ship, but moreover, they did not hesitate to get rid of their loads without worrying to form éceuils for the boats in approach. losses and abandonments many, were accentuated by the long periods of war which often prevented any departure towards Paris and hardly incited with recoveries, at the point to let invade in an anarchistic way this part of the port.

it arrived that the rafts made shipwreck and that the marbles fell into the river.

the entrepreneurs of the Chantemerle company joined a merchant of Rouen, in 1686, to buy to the Holy Agnes , of a port of 300 barrels, at the cost of 9,000 books. they also used in great number of the gribanes from 60 to 100 barrels which were sent to Bordeaux wine, along the coasts. from July 1685 to November 1688, 68 buildings of all tonnages carried of Bordeaux 41,780 cubic feet of marbles of Languedoc. loadings and unloadings were carried out with the expenses of the entrepreneurs.

anxious to rationalize transport, the duke of Antin chose in 1712, for the modification of a royal flute, Bellone , from 200 to 250 barrels, which was especially reinforced for the campaigns which started by 1713. for the loading and handling of the marbles, it had been equipped with ropes, hoists, pulleys and pulley blocks of all kinds as well as four masts for a goat of 50 feet top, of four jacks, grips and crowbars and several ends of masts for rollers. On April 15th, 1714, it was charged with 90 blocks which arrived in Le Havre of Grace on May 4th. on July 5th, it was of return for the second rotation. After leadbeing led until height of Pauillac, in the Gironde, it was joined there by barges from Bordeaux. it charged between 31 blocks with morello cherry with Caunes. what made in all more than 100 m ² and nearly 300 tons of marble on an only one journey. the smallest block weighed approximately 400 kgs, whereas heaviest showed more than 7.5 tons.

A Bordeaux wine, because of tides, it was necessary to place the blocks on rafts or barges which accosted the ships. The store of the marbles was provided with elements of lifting powerful but relatively light, easy to move and use. it was provided out of jacks and levers, pulleys or geared down as in all the elements of a high goat of almost thirteen meters which was used with a portable capstan and a hoist of reserve.


of tens of ropes, thick slings, cables, ropes, hawsers or moorings represented one of the most important expenditures in transport of the marbles. the loading required many carpenters, operations and sailors that it is for Bellone or any other ship when it was not operational any more, after its travel from the Gironde.

labour to make the cargo was employed step by step, which will be extremely expensive, but contracts of handling had also signed with entrepreneurs who undertook the whole of the operations, of the rafts to the boats, to Rouen. the loading was done with slings which one bound the blocks and with goats which one established on the bridge of the ships to raise the marbles with hoists or the capstan of the edge in order to then descend them at bottom from hold. there, they were rolled and arranged on the stays. it was necessary to observe to put the large blocks at bottom of hold and the small tops, waited until we broke fault of having taken this precaution, like had advised it Tarlé in 1712. the blocks were then fastened of wood, blocked between them and on all the sides with beams and corners of fir tree.

the ships left Bordeaux put for some, a few weeks to reach Le Havre of Grace, for others more than three months. according to their draught, those which arrived at broad from Le Havre of Grace were to discharge there or could go up the estuary of the Seine then the river to Rouen. those which could not engage there were lightened of their cargo on flat-bottomed barges.

the loading of the barges, arrived at Rouen, was arranged on the ground, close to the convent of Cordeliers, is transhipped on gribanes, the long ones and narrow flat-bottomed boats. the deposits were provisional, because the departures towards Paris posed few problems, apart from too low waters.

beyond Rouen, the reinforced gribanes of platforms in fir tree went up the course of the Seine slowly, hauled by horses. the convoying of the marbles to Paris was carried out by boatmen of Rouen, who worked with the loading. Paris has the marbles were unloaded a long time with the ports of the conference or the counter. this last was closest to Louvre, with respect to the galleries of the castle, and it was created a store in the vicinity, which comprised a deposit and a workshop of implementation. the court of the castle was then named the court of Marbles. the rough rocks which were deposited there by the carrying ones sharpened for this purpose there were put in work and set out again, worked or outlined to be completed in the sculptors or monumental masons of the king.

downstream, the port of the conference will develop for the reception of the marbles with the building site of Tileries, in second half of the XVI ème century, then remained installed around for their déchargement.

free space made of it the main port used in second half of the XVII ème century. the blocks and columns were placed in a department store, said Bridge-Turning, created at the end of the esplanade of Tileries by Catherine de Médicis.

thus a block extracted from Caunes was initially charged on a carriage, then deposited on a raft starting from the lock of the Needle close to Puichéric. arrived at Montréjeau, it was arranged on the ground then placed on another raft, it was then discharged in Toulouse and put on a new raft to Bordeaux where it again was discharged and arranged in store. When the sea was free, it was placed on a pontoon to be raised on a ship and gotten out thoroughly of hold.

with the harbour of Grace, it was transferred on a barge which carried it to Rouen, where it embarked on a gribane which went up the Seine. arrived at Paris, it was put on the ground, moved and finally deposited in a store.

the HARBOUR
the harbour is a port city of the North-West of France located on Right Bank of the estuary of the Seine in the department of the Seine-maritime and the High-Normandy area. This city became one of the largest French ports by the development of the trade with America. In spite of the crushing argument of the revolutionary period (1789-1815), the port still developed with a transatlantic connection, in particular, thanks to the rise of The United States.

Actuellement it is the second French port after that of Marseilles for the total traffic, and the first French port for the containers.

It is François 1er who founded the port and the city of Le Havre. (Francipolis). In spite of the difficulties related on the marshy ground and the storms, the port of Harbour accommodates its first ships in October 1518. François 1er signed the charter of foundation of the city. The large tower, defends the entry of it. The king moves him even in 1520, makes perpetual the privileges of the Native of Le Havre and gives them its own armorial bearings made up of a salamander. It is under this king that the first building site naval is open in 1524.

In June 1523, Giovani de Verrazano leaves of Le Havre on board the Dauphine one for the Western Indies and discovers the site of New York which it names New Angouleme in tribute to François 1er the silent partner of forwarding.

the modernization of the port begins with the XVII ème century, on order of the cardinal of Richelieu, governor of the city. Le Havre affirms its maritime and international vocation during this same century. At the beginning of the reign of Louis XIV, Colbert decides to renovate the harbour infrastructures: work lasts 14 years. In 1669, the minister inaugurates the channel of Le Havre with Harfleur, called too Vauban channel.

the port of Le Havre occupies northern bank of the estuary of the Seine on Handle. Its situation is favorable for several reasons: it is on one of the most attended seas sphere. Deep water port, it is accessible to all types of ships and whatever their size, 24 hours a day.

CHANNEL OF TANCARVILLE
This channel is a French channel which connects Le Havre to Tancarville and allows a deviation of the estuary of The Seine.

As of the end of the XVII ème century, a channel built by Vauban, connected Harfleur in Le Havre, avoiding with the boats descending from Harfleur the last meanders of the river Basks in the sun and navigation in the estuary of the Seine.

But with the XIX ème century, it is not sufficient any more. The Seine is gradually channeled by means of locked mobile stoppings, and accepts increasingly large boats to Paris and beyond that. The estuary remains a critical zone, and the need is felt a ship canal which would skirt it. New work directly connects Harfleur to the new channel which is commissioned in 1887. The channel Vauban d' Harfleur is then given up, and its influence will serve in the years 1960 with the establishment of the fast track RN15.

the channel, which extends on 25 km from Tancarville in Le Havre, is fed by the Seine with Trancarville and the Crack with Harfleur. Its single lock, to its entry with Tancarville presents a gauge of 180 m on 23 Mr. the damping of the channel is of 3.50 m, and the headroom under the works of 7 Mr.

Among the visible remarkable works since the channel, one cannot overlook the suspended bridge of Tancarville, and the stayed girder bridge of Normandy, which dœs not span however the channel: the first crosses the Seine a few tens of meters upstream of the entry of the channel and the lock, the second crosses the estuary to the south of the alluvial plain whereas the channel runs to north of this one is a few four away kilometers and is crossed by a opening bridge.


ROUEN
Is a commune of the North-West of France crossed by the Seine and chief town of the department of the Maritime Seine and High Normandy.

In the beginning, the city was located on Right Bank of the Seine. Today, it includes the left bank (Saint-Sever District in particular, in the south of the river) and the Lacroix island. The north of the city (Hauts de Rouen), very undulating, is dominated by a plate, où one finds part of the cities of urban area.

La the Seine covers 179 ha of the surface of the city.

the wearing of Rouen was one of the most important French ports of importation of citrus fruits and tropical fruits. The transformation of the port into made the first exporting European cereal port. A terminal for containers has also found place in the port activity.

With the Middle Ages, the prosperity of Rouen rested mainly on the river trade of the Seine. merchants rouanais held since Henri II the monopoly of navigation on the Seine downstream from Paris. An important urban revolt burst and was cruelly repressed by the royal troops. The taxes were increased and the abolished privileges of Rouen for the trade on the Seine.

At the beginning of the XVI ème century, Rouen became the French main port of trade with Brazil, mainly for the dyes of draperies.

the XVI ème centuries was prosperous with the trade of the textile and the activity of the port.


the SEINE
Is a French, long river 777 km, which is thrown in the English Channel between Le Havre and Honfleur.

the Seine is shared in several parts:

the crossing of Paris or the Parisian Seine

the Basse-Seine, from Paris to Rouen

the Maritime Seine, of Rouen with the English Channel

the Seine is a very important inland waterway, connecting Paris to the English Channel. So two of the most important river ports of France are there: Paris (port of Gennevilliers) and Rouen which is also an important seaport.

the maritime Seine, as well as part of low The Seine are subjected to the mode of the tides, which gœs up until the stopping of Installations in the Eure (60 cm of marling). One could still observe until in the years 1960 an imposing wave which could reach 4 m at the time of the spring tides and which one calls mascaret, more locally bars. The phenomenon reached its maximum with Caudebac-in-Caux, at semi distance approximately between the harbour and Rouen. It practically disappeared following the alterations made to the river (dredging), damming up and modification of the estuary.

the installation of the Seine in inland waterway, with many stoppings, has creates as many obstacles on the way being opposed migrating fishes.

the Seine is navigable on most of its course.

the Low Seine, with the maritime direction of the term, i.e. of the sea to the bridge Guillaume Le Conquérent in Rouen is accessible to the ocean liners (up to 280 m of length and 150,000 tons). On this part of river, long of approximately 120 km, the three only existing bridges (Bridge of Normandy, Bridge of Tancarville and Pont of Brotonne) offer a head room of 50 m and it river is constantly dredged to allow the boats having a draught of 10 m to circulate. Taking into account the number limited of bridges, several vats allow also to cross the river.

Between Rouen and Paris, the Seine was channeled with the XIX ème century, seven locked stoppings located at Installations-Amfreville Under-the-mounts, Notre-Dame (of Garenne (the Eure), Méricourt, Andrésy, Bougival, Chatou (Yvelynes) and Suresnes (Haut-de-Seine)) allow the navigation of barges railcars (350 T of freight) known as motorized boats of Freycinet gauge, 38.5 meters, motorized barges of rivers (from 800 to 1350 T of freight) of 48 with 70 meters, of convoys of thorough barges (from 3,000 to 10,000 T of freight) and of fluvio-maritime coasters (4,000 T of freight) these barges transport, inter alia things, of the containers, the cars, the oil products, cement etc

HISTORY
From the XVI ème century, the supply fuel wood of Paris was done by rafting on Yonne and the Seine starting from the forests of Morvan.

In 1684, the king Louis XIV inaugurate la machine of Marly installed in the bed of the Seine with Bougival to pump the water of the river in order to feed the dancing waters of the park of Versailles. Built between 1681 and 1682, it was undoubtedly one of the machines most complex of its time. She never managed to provide the expected flow, but fontionna 133 years before being replaced in 1837 by several more powerful successive pumps, until électo pumps in 1968.

PARIS
Ranges at the center of the Paris basin, on a loop of the Seine, between two of its confluences. The position of Paris to a crossroads between terrestrial and river commercial routes.

Louis XIV chooses Versailles like residence in 1667, before moving the seat of the government there in 1682; Colbert takes over Parisian management and makes the shuttle between Paris and Versailles. During his reign, the sun king Soleil comes only twenty-four times to Paris, primarily for official ceremonies, thus marking towards the city a hostility that hardly appreciate the Parisians.

The PARISIAN CHANNELS
They constitute a canal system located at Paris and the neighbourhoods, in France, which extends on 130 km from ways from water and understands many technical works such as locks, structures and factories of pumps of water.

This network was carried out by the town of Paris, pursuant to a decree of February 29th floréal year X (May 19th, 1802) of the first consul Napoléon Bonaparte, in order to feed drinking water Paris and to facilitate the transport of the goods and people. Since 1962 the major part of the channel of Ourcq is not used any more for the transport of the goods and the length of the network accessible to the barges is limited to 22 km.

MARBLES WITH the CASTLE OF VERSAILLES
The blocks of marbles are descended to the wearing of Bordeaux by the Garonne on several rafts attached between them. These rafts thus charged are exempted rights of toll. From Bordeaux, they are conveyed by boats towards Le Havre, or if the draught of the ship allows it to Rouen. But the long periods of war which mark the reign of Louis XIV (1672 - 1678), war of Holland (1688 - 1697), war of the league of Augsburg (1701 - 1714) war of succession of Spain will limit the traffic marime on the Atlantic facade.

The blocks go up then the Seine on barges and are unloaded in the wearing of Saint-Germain, Marly, Saint-Cloud, Sevres or Paris (Port of the Conference). Those unloaded in Paris are stored (in Paris, on the island of the city or with the quay of the Small towers) then conveyed by carriage until the deposit of Versailles.

Marble samples

Samples of marbles


The samples presented here are those of the principal varieties exploited in France, the XVI ème century to the XVIII ème century and of some marbles acquired out of kingdom, among the most snuffed. Y were associated ancient marbles famous, but not used then (the Roman breach and large the antique), as of which for certain were employed little but whose nature and localization were forgotten, like the Baudéry Saint, California, green and the red of the mill, the saveloy. The identifications were made by crossing samplings in career, the geological analyses, the data histories and studies of monuments.

Minervois & Languedoc Incarnates 1 & incarnates 2
Egalement called marble of the Languedoc or red of Languedoc (XVII ème century) rosso di Francia or miscio di Francia (XVII ème century, Italy). Several careers open on the communes of Caunes Minervois (Aude) and Cat-like (Herault) limited Use during Antiquity and the intensive time médiévalle starting from the XVII è me century (Stefano Sormano 1615) Issued royal careers in 1692, currently three careers in exploitation, including two by an Italian company.
Incarnat 1

Incarnat 2


Minervois & Languedoc Turquin
Egalement called blue turquin (XVII ème century) or marble of Narbonne (confused sometimes with a close variety of Saint Nazaire). Variation of the facies of incarnates, with a red drawing on the orange one and from the white interfered gray. Same geographical characteristics and histories that incarnates it.
Turquin


Minervois & Languedoc California
Egalement called mottled gray or gray agate. Careers open on the commune of Caunes Minervois, as of the XVIII ème century, currently abandoned.
California


Minervois & Languedoc Green of the Mill
Carrière of the commune of Caunes Minervois (Aude) opened with the XVIII ème century, currently abandoned.
Vert of the Mill


Minervois & Languedoc Red of the Mill
Carrière of the commune of Caunes Minervois (Aude) opened with the XVIII ème century, currently abandoned.
Rouge of the Mill


Minervois & Languedoc Morello cherry
Egalement called morello cherry of Italy (XVIII ème century). Named eye of partridge when some gognatites are filled with microcristallized calcite. Careers open on the communes of Caunes Minervois, (Aude) and Cat-like Minervois (Herault) by Claude Félix issued around 1712 royal careers in 1692. Actuellemant, one exploited by an Italian company.
Griotte


Minervois & Languedoc Saveloys
Carrière open on the communes of Caunes Minervois, (Aude) opened with the XVIII ème century, currently abandoned.
Cervelas


Minervois & Languedoc Saint Baudéry
Egalement named marbled of gray of flax and dawn (XVII ème century) rosy of Cazedarnes (XIX ème century) Career close to the castle of Baudéry Saint, on the commune of Cazedarnes (Herault) opened with the XVII ème century (Michel Martin 1686) currently abandoned.
Saint Baudéry


Minervois & Languedoc Saint Nazaire
Egalement called roquebrun (XVII ème century) or red of Languedoc. Career on the commune of Saint Nazaire de Lavardez (Herault) opened with the XVII ème century (Georges Balmier around 1622) currently closed. Marble often confused with incarnates.
Saint Nazaire


the Pyrenees Happy Saint
Principale variety: gray, common white and white sculptor, also called white of ice (XV ème century) or Greek marble (XVIII ème century). Commune of Happy Saint (the High Garonne). Careers ouvertent during Antiquity, exploited with the Middle Ages, reopened with (XVI ème century) (D. Bertin around 1550). Currently exploited for aggregate.
Happy Saint


the Pyrenees Roman Breach
Commune of Lez (the High Garonne). Career close to that of Happy Saint., open during Antiquity, reopened with the XIX ème century, currently abandoned.
Roman Brèche


the Pyrenees Large Antique
Egalement called deep mourning (XIX ème century). Commune of Aubert (Ariège). Career open starting from the IV ème century (marmor celtium, exported in Rome then Costantinople in great quantities). Possibly reopened with the XVI ème century, lost with (XVII ème and XVIII ème centuries). Explotée at the XIX ème and XX centuries, currently closed.
Grand Antique


the Pyrenees Small Antique
Egalement called black pompéen (XX ème shekel). Commune of Héchettes (the High Pyrenees). Career open to (XVI ème century) (Dominique Bertin, around 1550), very active with (the XVII ème and XVIII ème centuries, with exports to Italy. Exploited with the XIX ème and XX ème, currently closed.
Petit Antique


the Pyrenees Campan Large Mixes
Lieu says Espiadet, plate of Payolles, commune of Holy Marie de Campan (the High Pyrenees). Also exist in variety known as ribboned. Career open during the Antiquity, exploited with the Middle Ages, reopened with the XVI ème century (D. Bertin, around 1550). Issued royal career, exploited in 1662 until the XX ème century, currently closed.
Large Campan Mixes


the Pyrenees Campan Green
Egalement called verd verd (XVII ème century). cipolino mandolato in Italy, where it is imported as of the II ème century. Same caracteritic geographical and histories that the large campan mélage.
Green Campan


the Pyrenees Rosé Vert de Campan
(XIX ème century). Same called mauve morello cherry of Campan. Same geographical characteristics and histories that the campan large mixture.
Rosé Vert de Campan


the Pyrenees Red of Cierp
Egalement called ox blood. Communes of Signac and Cierp (the High Garonne). Career open to the XVII ème XVIII ème centuries) (Dominique Bertin, around 1550), currently exploited for aggregate.
Rouge of Cierp


the Pyrenees Sarrancollin
Egalement called gray agate), marble of Antin (XVIII ème century). Communes of Ilhet and Beyrède open to the XVI ème centuries (Claude Félix Tarlé 1712, named variety marble of Antin). Issued royal careers in 1692, currently exploited Pa the socity Plo.
Sarrancollin


the Pyrenees Breach of Sauveterre
Egalement called gray breach or breach of the Pyrenees (XVII ème century). Careers on the communes of Barbazan and Sauveterre (the High Garonne), misrtes around 1600 (Pierre Souffron), currently abandoned, some nonlocalised.
Brèche of Sauveterre


Yellow Provence of Trets
Egalement called jasper of Provence, or jasper of TreTs (XVII ème century). Career on the commune of Trets (Bouches du Rhône to, the Holy hermitage Jean of the Puy. Open career during the medieval time, reopened with the XVII ème century (Lazare Veyrier 1684), exploited with the XIX ème century, currently abandoned.
Jaune of Trets


Provence Pourcieux de Trets
Egalement called poussious (XVII ème century). Career on the commune of Pourcieux (VAr), with various facies. This variety, exploited as of Antiquity, recovery with the XIX ème century and nowadays given up, is very close to the one of the facies of the yellow of Trets.
Pourcieux de Trets


Holy Provence Beaume
Egalement called jasper and brocatelle of Holy the Balsam (XVII ème century). A site open to the village of the plan of Homps (VAr around 1674, abandoned with the XIX ème century, another career open on the side of the Holy Rammer, the commune of Riboux (VAr around 1684).
Sainte Beaume


Provence Breach of Alep
Egalement called breach Mesdames, with the XVIII harlequin or imperial. Open careers XVIII ème century on the commune of Tholonet around 1712 and the commune of Sain Antonin 1756. A close variety, known as breach of Menphis, was open on the commune of the EP Mirabeau around 1730. Currently closed or given up.
Brèche of Alep


Boubonnais & To combine Bourbonnais
Commune of Saint Leon (To combine). Career open to the XVII ème century (Liegeard 1669) currently nonlocalised.
Bourbonnais


Hainaut & Red Belgium of France
Carrière of Curbstone and the Hole with rocks or hole of Versailles open on the commune of Rancid (Belgium). Closed since 1952.
Rouge of France


Sicily & Italy Jasper of Sicily
Egalement called Diasporo tenero or Libeccia di Trapani. Commune of Trapani, Sicily. Several careers open to the XVII ème century, currently always in exploitation.
Jaspe of Sicily


Catalonia & Spain Brocatelle of Spain
Egalement called Jaspi de Tortosa. Open careers during Antiquity on the commune of Tortosa, presenting several facies, more or less yellow and purple. Currently, majority of closed sites.
Brocatelle of Spain


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* In geology, the term of facies (of Latin which means aspect) It refers to the morphological description of the crystals



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* Exploited career
* Port monumental mason

Marbles of Mesozoic age (between less 245 and less 65 million years)
1- Roman breach of Baixas (66)
2 - Marble of Saint-Happy (31)
3 - Marble of Montoussé (65)
4 - Marble of Bénou (64)
5 - Marble of Uchentein (09)
6 - Marble of Arudy and Izeste (64)
7 - Marble of Sarrancolin (65)
8 - Breach of the Cape Romain (11), 9- Breach of Aubert (09).

Marbles of paleocene age (between less 65 and less 56 million years)
10- Eastern breach of Baixas (66)
11 - Breach of Verdun (09)
12 - Roman Breach of Saint-happy (31)
13 - Portor of the Pyrenees - Troubat (65)
14 - Breach of Médous (65).

Marbles of the Hercynian chain (between less 360 and less 250 million years)
White marbles:
15 - Céret, Amélie the Baths (66)
16 - Py (66)
17 - Canaveilles (66).
Red marbles Marbles number combinations:
18 - Caunes-Minervois (11)
19 - Saint-Pons-of - Thomières (34)
20 - Saint Nazaire-with-Ladarez (34)
21 - Cat-like-Minervois (34)
22- Villefranche-of-Conent (66).
Marbles morello cherries:
23 - Belloc-Villefranche-of-Convent (66)
24 - Estours (09)
25- Espiougue (09)
26 - Hurdy-gurdy-Louron (65)
27 - Cierp-Gaud and Signac (31)
28- Campan-Espiadet (65)
29 - Hautacam (65). Granite of Sidobre: 30 - (81)