Maritime Heritage

Com este pequeno trabalho procura-se esboçar uma síntese interpretativa do processo de formulação das embarcações tradicionais do Estuário do Tejo como construtos culturais, na sequência da sua obsolescência funcional como modos de transporte. Uma perda de funcionalidade ocorrida em resultado da modernização do sistema de transportes da Região de Lisboa e das evoluções técnicas e tecnológicas nos transportes, em particular das embarcações utilizadas para o transporte fluvial de mercadorias (tráfego local) no Estuário do Tejo.
No Capítulo I apresenta-se um breve enquadramento da região do Estuário do Tejo, por forma a perceber as especificidades deste território e, bem assim, melhor compreender o papel desempenhado pelas embarcações tradicionais neste contexto.
No Capítulo seguinte (Capítulo II), desenvolve-se uma nota explicativa de síntese dos diferentes tipos de embarcações tradicionais de carga do Estuário do Tejo que perduraram até meados do século XX, apresentando-se de seguida (Capítulo III) uma análise sobre a organização económica e funcional desta região e sobre o papel desempenhado pelas embarcações tradicionais enquanto veículos essenciais às transacções comerciais que lhe estão subjacentes.
No Capítulo IV exploram-se os principais factores que se entende terem justificado a perda de utilidade prática destas embarcações, os quais residem, mormente, no desenvolvimento do sistema regional de transportes. Face a esta obsolescência funcional procura-se interpretar, no Capítulo V, o processo de valorização cultural e de patrimonialização das embarcações tradicionais do Estuário do Tejo no período subsequente ao declínio da sua actividade no transporte de mercadorias.
Por fim (Capítulo VI), analisa-se o trabalho que tem vindo a ser desenvolvido pela Associação Naval Sarilhense (ANS) na preservação, divulgação e promoção do património marítimo-fluvial do Estuário do Tejo. Uma associação que muito tem contribuído para este desígnio, em especial no que se refere às embarcações tradicionais e às memórias e testemunhos vivos a elas associados – os Marítimos e Fragateiros do Tejo .
A presente publicação incide, assim, no estudo das embarcações tradicionais utilizadas no transporte fluvial de mercadorias e passageiros que navegaram, de um modo geral, até à década de 60 do século XX (muito embora algumas embarcações tenham perdurado nestas funções até à década de 1970). Com efeito, quer as embarcações tradicionais de pesca (e.g. Muleta do Seixal, Bote da Tartaranha), quer as embarcações “primitivas” (i.e. que antecederam técnica e historicamente as embarcações existentes no período em análise – e.g. Barco de Moios, Barca de Aldeia Galega, Barco dos Moinhos), não são objecto deste trabalho.
Este trabalho foi desenvolvido ao abrigo do “Programa de Investigação sobre as Embarcações Tradicionais do Estuário do Tejo” integrante do Protocolo de Cooperação entre a Associação Naval Sarilhense e o Instituto de Dinâmica do Espaço (Faculdade de Ciências Sociais e Humanas – Universidade Nova de Lisboa).

Μουσειολογικές προτάσεις για τη διαχείριση και επανερμηνεία της ναυτικής κληρονομιάς του νησιού Η Άνδρος διαθέτει πλούσια και πολυδιάστατη ναυτιλιακή ιστορία. Μνείες σχετικές με τη ναυτιλιακή δραστηριότητα των Ανδριωτών καταγράφονται από τα τέλη του 18ου αιώνα. Η ανάπτυξη της ναυτιλίας του νησιού αφορούσε κυρίως τη Χώρα, της οποίας οι κάτοικοι ήταν ναυτικοί στη συντριπτική τους πλειονότητα, καθώς και το χωριό Στενιές. Κατά τη διάρκεια του 19ου αιώνα, η ναυτιλία του νησιού επωφελήθηκε ως προς την ανάπτυξή της από την παρακμή των παραδοσιακών ναυτικών κέντρων, τη μετοίκηση στο νησί Χιωτών εμπόρων και Ψαριανών ναυτικών, την πρακτική της συμπλοιοκτησίας, τη δραστηριοποίηση του στόλου της στο θαλάσσιο εμπόριο σιτηρών από τα παραδουνάβια λιμάνια, καθώς και τη συμμετοχή της ανδριώτικης παροικίας στο χρηματοπιστωτικό και ναυπηγικό κέντρο που αποτέλεσε η Σύρος για το νεότευκτο ελληνικό κράτος. Η βασική τομή στην ιστορία κάθε ναυτότοπου, η στροφή στον ατμό, επισυνέβη για την Άνδρο το 1882. Έκτοτε, ο ατμήρης 1

In the summer of 1991, St. Johns Expeditions, a Florida-based marine salvage company, discovered a shipwreck buried behind a shallow reef along the western edge of the Little Bahama Bank. The group contacted archaeologists to ascertain the significance of the discovery, and it was soon determined to be a Spanish ship dating to the 1500’s. The investigation of the shipwreck was entrusted to the author, working for the Mel Fisher Maritime Heritage Society (MFMHS), a not-for-profit research center based in Key West, Florida. Between 1992 and 1999, the MFMHS conducted six excavations to examine and document the shipwreck. Careful analysis of the shipwreck shows that the sizeable vessel sailed between 1555 and 1575 and had touched at Tierra Firme (Colombia and Panama) before sinking during a return voyage to Spain.
    By comparing the archaeological evidence to the historical record, it becomes clear that the St. Johns shipwreck is the Santa Clara, a 300-ton Carrera de Indias galleon owned by the famed Spanish mariner Pedro Menéndez de Avilés. While returning to Spain in October of 1564, the ship grounded on a reef in the western Bahamas and could not be freed. Its cargo of silver and the people on board were safely removed to an accompanying vessel, and the Santa Clara was abandoned. With the identity and specific circumstances of the shipwreck known, it serves as an important touchstone in the understanding of the early Spanish colonial system.

RPS was engaged by Hansen Yuncken, on behalf of Transport for NSW, to prepare a Statement of Heritage Impact (SoHI) to inform the proposed redevelopment of Balmain Thames Street Wharf as part of the Sydney Commuter Wharf Upgrade Program.

The purpose of the desktop study and SoHI was to gain an understanding of the maritime, historic, and Aboriginal heritage within the project area to: determine the potential for heritage items to be present within the study area; assess the significance of known or predicted heritage items within the study area; provide strategies for further evaluation where the nature, extent or significance of the cultural resource was not sufficiently well defined; assess the potential impact of the proposed development on the identified or predicted heritage items; and identify any requirements for further archaeological investigation.

The project has been completed and the new wharf operational. I authored the report on behalf of RPS.

Indonesia merupakan negara kepulauan terbesar di dunia, dan Indonesia juga merupakan negara dengan keberagaman budaya yang sangat banyak macamnya. Pada kesempatan ini akan membahas salah satu budaya Indonesia terutama di bidang kemaritiman, yaitu Larung Sesaji atau Petik Laut Sebutan di Jawa Timur. Petik laut atau Larung Sesaji dasarnya adalah sebuah upacara adat atau ritual sebagai rasa syukur kepada Tuhan, dan untuk memohon berkah rezeki dan keselamatan yang dilakukan oleh para nelayan.

SILVA, A. J. M. (2015), The fable of the cod and the promised sea. About Portuguese traditions of bacalhau, in BARATA, F. T- and ROCHA, J. M. (eds.), Heritages and Memories from the Sea, Proceedings of the 1st International Conference of the UNESCO Chair in Intangible Heritage and Traditional Know-How: Linking Heritage, 14-16 January 2015. University of Evora, Évora, pp. 130-143.

ABSTRACT
Salt cod (bacalhau in Portuguese) occupied  for centuries an important place in the diet of  the Portuguese, it is also true that we cannot understand this constant presence regardless of changes in fisheries, trade networks between  the North Atlantic and Southern Europe, drying techniques and the social context of consumption during the same period. This presentation  revisits different kinds of old and new sources that refute the idea of a simple continuity in the consumption,  fishing and drying  techniques of bacalhau. Mapping discontinuities in these
different historical contexts brings us to consider the collective memory built around the bacalhau as a social  force, more active  than ever. At the same time, this memory is itself the
product of a continuous process of reinvention, selective and labile, that constantly renegotiates the place that the “faithful friend” has in the imagination of communities that claim, in one way or another, their commitment to the idea of “portugality”.

Tüm dünyada kıyılar yüzyıllar boyunca insanlara bir barınak sağlamış, sınırlardan bağımsız bir kültür yaratmış ve denizcilik kültür mirasını oluşturmuştur. Jeolojik ve iklimsel sebeplerle kıyıların doğal bağlamları sürekli evrim geçirmektedir. İnsan eliyle oluşmuş etkenler de denizcilik mirasının özgün doğal, fiziksel, sosyal, kültürel ve ekonomik bağlamlarını değiştirmiştir. Gelişen teknolojilerle denizcilik mirası ve deniz fenerlerine olan ihtiyaç azalmıştır. Bu durum yıkımlarının da önünü açmıştır.
Üç tarafı denizlerle çevrili Türkiye antik dönemden bugüne zengin bir denizcilik kültür mirasını oluşturmuştur. Mirasa dahil olan ögeler somut ve soyut değerlere sahiptir. Ancak özgün bağlamların değişmesi bu değerler için bir tehdit kaynağıdır.
1920lerden itibaren denizcilik kültür mirasının korunması ve yönetimi için uluslararası çevrelerde yasal ve teknik düzenlemeler başlamış, 1980lerde de akademik çalışmalar yoğunlaşmıştır. Türkiye’de yasal düzenlemeler ise, mimari koruma ve kıyı alanlarının yönetimi olarak iki farklı koldan gelişmiştir. 1960lardan itibaren kıyı kullanımlarında turizm ve inşaat sektörünün gelişimine ağırlık verilmiştir. Ancak mimari koruma ve planlama yasaları bütünleşik hale gelememiştir. Bu durum denizcilik kültür mirasını planlama, karar alma ve yönetim sürecinden dışlamıştır. Mirası belgeleyen tamamlanmış bir envanter yoktur. Kıyılarda artan yapılaşmanın miras üzerindeki etkileri saptanmamıştır. Başka bir deyişle denizcilik mirasının korunması ve yönetimi Türkiye’de göreceli olarak yenidir ve halen tartışmaya açıktır.
Akdeniz’de önemli bir noktada bulunması ve deniz seyrine uygunluğu nedeniyle Türkiye kıyıları antik dönemden itibaren pek çok deniz fenerine sahip olmuştur. Roma ve Osmanlı İmparatorluğu ile Türkiye Cumhuriyeti dönemlerinde inşa edilen bu fenerlerin bugünkü sayısı 442dir. Fenerlerden 22 tanesi tescillenerek korumaya alınmıştır. Diğerleri için kapsamlı bir değerlendirme bulunmamaktadır. Buna karşın 2006 yılından bu yana deniz fenerleri kiralanarak farklı işlevler yüklenmekte ve ciddi müdahaleler görmektedir.
Bu çalışma, Türkiye denizcilik kültür mirası ve özellikle deniz fenerlerinin anlam ve değerlerini tartışmaktadır. Koruma ve yönetim politikalarına dair prensipler geliştirmek araştırmanın temel amacıdır. Bildiride sırasıyla; denizcilik kültür mirasının tanımı ile gelişimi, mirasın ve deniz fenerlerinin korunması ile yönetimi için yapılan uluslararası ve ulusal çalışmalar, Türkiye denizcilik kültür mirasının belgelenmesi için araştırma kapsamında hazırlanan envanter irdelenmektedir. Deniz fenerlerinin mimari, bölgesel, sosyal ve kültürel özellikleri ile değerlerinin belirlenmesi, güncel bağlam ve uygulamalardan kaynaklanan sorunların saptanması bir sonraki bölümde ele alınmaktadır. Akdeniz ve Ege kıyıları deniz fenerleri ile fenercileri üzerine yürütülen çalışmalar bu bölümün temelini oluşturmaktadır. Bildirinin son bölümünde koruma ve yönetim prensipleri üzerine öneriler tartışılacaktır.

The book presents papers by archaeologists, anthropologists, historians and heritage specialists and highlights the multi-layered meaning of maritime cultural landscapes. The authors shift the emphasis from understanding heritage in its local context to discussing it across the waters of  the Arabian Sea. The relationship between the sea and the land underlines the centrality of the coast; the communities who inhabited the space between the ocean and the hinterland; their histories and attempts at constructing their cultural environment. An important component of this cultural landscape is monumental architecture and archaeological sites, as also their inter-linkage with travelling groups who moved both across the sea, as well as on routes into the interior.
A common concern that all papers share is with definitions of maritime heritage; different articulations of social and political power; and regional and local nautical traditions. One of the objectives of this volume is to underscore the important role of World Heritage, especially sites and monuments located along the coasts that have already been identified as national treasures by individual Nation States. The objective is to bring these coastal monuments and structures into dialogue with those located across the Ocean for a holistic understanding of maritime cultural heritage of the western Indian Ocean. It is suggested that this dialogue across the seas, would help in the protection and preservation of a maritime heritage known for its ‘outstanding universal value’.

La idea de maritimidad nos conduce hasta un entramado amplio y complicado, repleto de manifestaciones socioculturales, cuya localización y análisis permite comprender diferencias y variaciones en comparación con un pasado reciente. La complejidad propia de nuevas situaciones, aparecidas en el entorno de la Ría y Abra de Bilbao, enmarcada en procesos de cambio, no es óbice para la investigación antropológica, tratando de comprender la configuración y en definitiva las bases de la construcción de la cultura y de la sociedad propias del litoral y de la mar.
En este contexto la patrimonialización adquiere un grado sobresaliente. Primero a través del trabajo propio de instituciones como el museo y también de otras contextualizadas popularmente. El mundo arrantzale, conjuntamente con las demás esferas del día a día, comparte las mismas puestas en valor. Se hacen manifiestas una serie de expresiones públicas cuyo lenguaje no es solamente estético, sino que traza una correspondencia con aspectos de la vida cotidiana en cuya base encontramos situaciones y relaciones específicas.
En este entramado de constructos patrimoniales, llegaremos a descubrir una tipología que nos permite ordenar las distintas realizaciones. Entre ellas destacará el papel adquirido por un “patrimonio silencioso” o “subyacente”, plasmado por medio de letreros, pinturas murales y otros objetos y recursos que llegan a cumplir funciones de carácter identitario y al mismo tiempo de refuerzo o recreación de la memoria social.

In December 1990, on the beach of a small town on the northern coast of Barcelona (Cat-alonia), the town’s last professional fishing boat was burned. It was the last testimony of the town’s long history of fishing, a trade abandoned and replaced by tourism as the main source of employment and wealth along this coast. While the townspeople remained indif-ferent, only a local photographer, acting as a chronicler, photographed this bonfire. Thirty years later, on precisely the same beach, an association of volunteers to protect and pro-mote the local fishing heritage was born. Some of their activities are focused on the resto-ration of what they call “traditional boats”. But, what is a traditional boat? What ideas and representations are behind a traditional boat?  In this paper I intend to reflect on the vision of the agents of the patrimonialization of traditional sailing about why some boats are ul-timately considered to be traditional boats. I rely on a survey distributed to the members of all the voluntary associations in Catalonia created in the last years to promote and con-serve the region’s maritime heritage to learn their ideas about what is a traditional boat. Based on these data, I will propose some reflections around the concepts of tradition, rep-etition and continuity

A lighthouse in the wrong place can be worse than no lighthouse at all.Although well built and properly manned by dedicated staff the location of the Cape St George Lighthouse was chosen in haste. There was little or no input from those qualified to position the lighthouse correctly. There was also no check made that the contract builders built the lighthouse where it was intended. This lighthouse remained in service for 39 years but probably caused more ships to be wrecked than it saved.

A study about defensive architecture of moles and sea forts.
Nautical defensive buildings located in Puerto Real (Spain) which are compared
with similar contemporary buildings located in Hispanic territories. Boths building are linked with Ignacio Sala and Próspero Verboom,
who where great Spanish Navy Enginiers at XVIIIth century. We evaluate
the possibility of creating new categories to catalog these buildings as fortified pier-mole and sea-fort with mole.

Estudio de arquitectura defensiva en muelles y fuertes costeros. Edificios para uso de la defensa naval localizados en Puerto Real (España). Se trata del muelle fortificado de la ciudad y el fuerte costero con muelle denominado castillo de San Luís del Trocadero. Ambos están relacionados con grandes ingenieros militares de la Ilustración como son Próspero Verboom e Ignacio Sala. En el análisis se comparan con fortificaciones en territorios hispánicos.  Se considera necesario crear una categoría propia para este tipo de edificios para garantizar su protección.

The stretches of sandy beaches along the Minho coast, interrupted by the Cávado, Neiva, Lima, Âncora and Minho rivers, dotted with rocky and pebbly areas in Areosa, Montedor, Gelfa and Moledo, comprise the remote end point of the north coast of Portugal.Today the region is led by the agricultural-fishing communities of farmer-fishermen: the farmers of seaweed that also collect the pilado, small crabs that, after drying in the sun, were also used as fertiliser for growing potatoes and corn, before the introduction of mechanisation in agriculture and industrial chemical fertilisers. Because of this, it is not possible to put the colonisation of the coastal area of this region into perspective without relating it to the appearance of the fishing ports, the majority of which have come down to the present, or of the distribution of techniques and instruments of skilled fishermen without relating them to the inherent process of dissemination. The dissemination of the cultural lines is inseparable from the material and written culture, from the imagination, from technology, from navigation and from the knowledge of the sea in general. The fishing and agricultural-fishing communities developed a different complexity from that of the rural communities of the interior, making the boat their most significant asset and ownership value. We compare the rural architecture of the region, designed since the end of the 18th century for cattle and corn and we consider the ox-cart and the corn crib (espigueiro) as the highest expression of a functional construction model that invariably characterises it. As the result of being a workboat, it is also a main figure in a model of material culture produced by the fishing universe. There is no uniformity here in the rural universe and in the same village we find boats with a flat bottom or with a keel, carvel or clinker built, ships with stem and sternposts or ships with the bow and the stern cut simply in panels. They are as truly traditional as the ox-cart or the centuries-old corn crib, but their variety and the existence of Atlantic and Mediterranean models in the same place can only be understood through the sharing of knowledge, through the adoption of the best that each model could offer, considering the practical uses of the boat, of the influences that allow incorporating in these communities the habits and customs of neighbouring or distant places. This point of view contradicts the "isolation" and "living outside the norm" that specialised studies often tend to identify in traditional fishing communities. Within the same area, the vitality of the traditional systems of apprenticeship and the passing on of knowledge and wisdom permits the adoption of the best technological progresses. Accordingly, this is in great part responsible for the introduction of improvements in the boats that decisively changed them, resulting in new methods of construction, new materials and new nautical models. The few boats that survived without adopting these improvements comprise the universe of traditional boats today. Almost all are unique examples that we are going to review. We found their shipyards, the last shipyards for construction of wooden ships.

RPS was engaged by Hansen Yuncken, on behalf of Transport for NSW, to prepare a Statement of Heritage Impact (SoHI) to inform the proposed redevelopment of Huntleys Point Wharf on the northern shore of the Parramatta River, as part of the Sydney Commuter Wharf Upgrade Program.

The purpose of the desktop study and SoHI was to gain an understanding of the maritime, historic, and Aboriginal heritage (both on land and underwater) within the project area to: determine the potential for heritage items to be present within the study area; assess the significance of known or predicted heritage items within the study area; provide strategies for further evaluation where the nature, extent or significance of the cultural resource was not sufficiently well defined; assess the potential impact of the proposed development on the identified or predicted heritage items; and identify any requirements for further archaeological investigation.

The project has been completed and the new wharf operational. I authored the report on behalf of RPS.

The chanted fish auction of Montgat is analysed as a vivid manifestation of Catalan maritime heritage. This example of a reverse auction retains elements of the traditional first sale of fish, in clear opposition to the general  digitisation of fish auctions. An IPEC research project has gathered information on the last Catalan chanted fish auction and compared it with the modern auction in Palamós.

Grounded in critical heritage studies and drawing on a Pacific Northwest Coast case study, Maritime Heritage in Crisis explores the causes and consequences of the contemporary destruction of Indigenous heritage sites in maritime settings. Maritime heritage landscapes are undergoing a period of unprecedented crisis: these areas are severely impacted by coastal development, continued population growth and climate change. Indigenous heritage sites are thought to be particularly vulnerable to these changes and cultural resource management is frequently positioned as a community’s first line of defense, yet there is increasing evidence that this archaeological technique is an ineffective means of protection.

Exploring themes of colonial dislocation and displacement, Hutchings positions North American archaeology as neoliberal statecraft: a tool of government designed to promote and permit the systematic clearance of Indigenous heritage landscapes in advance of economic development. Presenting the institution of archaeology and cultural resource management as a grave threat to Indigenous maritime heritage, Maritime Heritage in Crisis offers an important lesson on the relationship between neoliberal heritage regimes and global ecological breakdown.

МИРОВЫЕ ТРЕНДЫ И МУЗЕЙНАЯ ПРАКТИКА В РОССИИ: сборник статей международной научной конференции. Ответственный редактор Сундиева А.А.. 2019
Издательство: Российский государственный гуманитарный университет (Москва)


Издавна люди осваивали прибрежные территории. Торговля, миграции, рыбалка и многие другие черты хозяйствования на водном пространстве сосуществуют наравне с наземными аграрными традициями. В ходе исследований наземного культурного наследия часто используют термин «культурный ландшафт». Подходы, сопрягающие подводное наследие и прибрежную зону как особый природно-культурный комплекс, в настоящее время отсутствуют, несмотря на присутствие активной зарубежной практики в этом отношении. Основная концепция, стирающая границы между сушей и морем, разрабатывалась шведским ученым Кристером Вестердалем с конца 1970-х гг. и описана термином «maritime cultural landscape». Сейчас концепция активно развивается и популярна в странах Скандинавии и Западной Европы. Активное развитие морской археологии и изучения морского наследия требует адаптации данной концепции и ее ввода в научное поле. В данной статье выдвинута концепция «Прибрежного культурного ландшафта» как особой формы культурного наследия с целью его дальнейшего изучения, сохранения и освоения.

Since ancient times people have mastered the coastal areas. Trade, migration, fishing and many other features of management in the water area coexist on a par with land agricultural traditions. The term «cultural landscape» is often used in studies of terrestrial cultural heritage. There are currently no approaches linking the underwater heritage and the coastal zone as a special natural and cultural complex, despite the presence of active foreign practice in this regard. Since the late 1970s the basic concept that blurs the boundaries between land and sea has been developed by Swedish scientist Christer Westerdahl and is described by the term «maritime cultural landscape». Now the concept is actively developing and popular in Scandinavia and Western Europe. The active development of marine archaeology and the study of marine heritage require the adaptation of this concept and its introduction into the scientific field. This article proposes the concept of «Coastal cultural landscape» as a special form of cultural heritage for the purpose of its further study, conservation and development.

Este estudio pretende examinar el origen de la legendaria consideración del tramo de la costa gallega conocido como Costa de la Muerte o Costa da Morte (A Coruña, España). Esta abrupta y rocosa costa, extendida desde las islas Sisargas a la ría de Muros, se convirtió durante el siglo XIX en escenario de numerosos naufragios. Gracias a una aproximación interdisciplinar, mediante una combinación de fuentes históricas, periodísticas y literarias, se ofrece un detallado análisis sobre los significados e implicaciones de esta leyenda. Los escritos de Richard Ford, George Borrow, Jules Michelet, Rosalía de Castro, Emilia Pardo Bazán, Fernando Gallego de Chaves y José Mas son las principales fuentes en la que se basa este intento de reconstrucción racional. Como consecuencia, esta aportación aspira a comprender el origen y fortuna de un singular patrimonio marítimo, hoy convertido también en atractivo turístico. Palabras clave: Galicia, costa, naufragios, leyenda, patrimonio marítimo.

Maine Maritime Museum is pleased to announce its symposium “Leadership” on April 4, 2020. The symposium is interdisciplinary and seeks presenters from history, art history, nautical archaeology, ecology, maritime law, and other fields. We encourage presenters to approach the theme of “leadership” in broad and creative ways. Possible topics include, but are not limited to, the role of captains in successful (or unsuccessful) voyages, how designers and entrepreneurs redefined shipbuilding, how influential artists shaped popular images of the sea, and how pioneers of conservation effected change.

Οι παραδοσιακές τέχνες αποτελούν αναπόσπαστο κομμάτι κάθε προβιομηχανικής κοινωνίας,
ενώ οι τεχνίτες δείχνουν πώς μεταλαμπαδεύεται η εξειδικευμένη γνώση από γενιά σε γενιά. Η γνώση
είναι άρρηκτα δεμένη με την τέχνη: εξελίσσονται μαζί κι επηρεάζονται από κοινωνικο-οικονομικούς
παράγοντες όπως η ύφεση ή η ευημερία του τόπου. Αρκετοί ερευνητές μελέτησαν τις παραδοσιακές
τέχνες της Κύπρου και τα επαγγέλματα που σχετίζονται με την καθεμιά. Από αυτές, η ξυλοναυπηγική
δεν έχει καταγραφεί ως τώρα ενώ η κοινότητα των καραβομαραγκών συρρικνώνεται συνεχώς. Η
συγγραφέας πραγματοποίησε επιτόπια καταγραφή της τέχνης, αρχίζοντας με την κοινότητα των
καραβομαραγκών της Λεμεσού. Το παρόν άρθρο παρουσιάζει τα πρώτα αποτελέσματα, τους
προβληματισμούς, και κάποιες προτάσεις για την προστασία μιας παραδοσιακής τέχνης που εμπίπτει
τόσο στην Άυλη όσο και στην Ενάλια Πολιτισμική Κληρονομιά.

The traditional boats of Tagus Estuary (fragatas, varinos, botes-fragata, botes, botes de meia-quilha, cangueiros, faluas, barcos de água-acima, canoas and catraios) played, until the middle of last century, an important role in goods transportation between Tagus banks (from raw materials to finished products, including the supply of fresh products and cereals and firewood for the bread ovens of Lisbon, transport of salt, wine or cork, as also the waste produced in the country’s capital). The supplying of Lisbon and the operations of loading and unloading of ships anchored in the Port of Lisbon were two major activities of these sailing boats. Thus, it was possible to develop a fluvial fleet which reached hundreds of traditional boats.
Until the decade of 1960, the conservation of a large part of these boats was a result of its practical utility as a mode of transport. However, some factors determined its decline. The gradual introduction of motorized boats, including the use of motorized barges played an important role in this decline. The modernization of the regional transportation system also contributed, in a determinant way, to the functional obsolescence of the Tagus traditional boats. In fact, the development of the regional road network, in particular the establishment of road links between the two river banks and the gradual increase of the motorization rate, stimulated the modal transference favouring road transport of goods.
The loss of practical utility by these boats resulted, in a first moment, in its abandonment in the estuary edges. However, the recognition of Tagus traditional boats as material objects that constitutes heritage elements symbolically representatives of a riverine culture (which also includes an associated way of life – intangible heritage) favoured the social and institutional assumption of the cultural elements as parts of the local identity of riverine territories.
It is considered that the cultural valuation of these boats in the context of its functional obsolescence occurred in accordance with two approaches: the patrimony approach and, more recently, the productive approach. The first one is related with the recovery of these boats as attributes of a culture and of ancient ways of life, where these heritage elements acquire symbolic and also educational value (the recovery and conservation of Tagus traditional boats by the City councils, Nautical Clubs and citizens, for recreational activities, are included in this approach). The second approach is related with the valuation of these boats as cultural resources for the development of economic activities, namely tourism.
This paper analyses this process of formulation of the Tagus traditional boats as cultural constructs, in the context of the evolution of transports technological applications and in the scope of the modernization of Lisbon Area transportation system, aspects that determined the obsolescence of those boats as means of transport.

В статье рассмотрено современное состояние сети морских музеев в Российской Федерации, их профили, ведомственное подчинение, территориальное расположение. Результаты
представлены в форме диаграмм. // The article discusses the current state of the network of maritime museums in the Russian Federation, their profiles, departmental subordination, territorial location. The results are presented
in the form of diagrams.

Aquest llibre ens apropa al paper rellevant de les dones en les comunitats assentades al litoral, tant a nivell social i econòmic, com a nivell simbòlic i cultural. Històricament, les dones s’han ocupat de tasques com la comercialització del peix, la indústria conservera, la reparació i fabricació d’arts de pesca, la gestió econòmica dels grups domèstics o fins i tot del comerç marítim transatlàntic. També han tingut un paper important en l’imaginari cultural, des de la imatge de la dona que espera a la platja la tornada d’una barca, fins a la sirena que simbolitza el perill del mar. En els darrers anys, tant des de les institucions museístiques i acadèmiques com des de la societat civil, s’han dedicat esforços a conèixer i posar en valor el patrimoni marítim del nostre país. Tot i així, el paper de la dona en l’àmbit marítim català és encara poc conegut. Aquest estudi proposa una aproximació al tema a partir de tres grans àmbits: el valor del rol de les dones en les societats pesqueres tradicionals, les imatges culturals que associen la dona i el mar, i la visió actual de dones que estan vinculades al mar des de diversos vessants com el científic, laboral, esportiu, de viatges... L'objectiu no és pas esgotar un tema tant vast i variat, sinó oferir un punt de partida que serveixi per revisar la feina feta fins ara i que alhora pugui inspirar futures recerques en aquest camp encara força inexplorat.

Les voitures d’eau, selon la jolie expression des insulaires de l’ile aux Coudres en Charlevoix, sont ces petits bateaux de bois qui ont sans mollir participé à la construction du pays, du XVIIIe au XXe siècle.
Or, qu’en est-il de ces navires, de ces « goélettes » ? À moteur ou à voiles ? Toutes petites ou grandes ? À la pêche ou au fret ? À Montréal, Rimouski, Tadoussac ou Gaspé ? Toujours à l’ouvrage ?
Voici qu’en conférence illustrée (une heure), l’auteur répond à ces questions et raconte quelques ancêtres, marins du géant fleuve et des voitures d’eau.

The paper introduces some data and reflections drawn from the R&D Project Ethnological Heritage, Society and Maritime Culture which over three years studied the current heritagization of maritime culture in Spain. The resulting classification of actions carried out in Catalonia shows the diversity and dynamism of intangible maritime heritage. This analysis should be approached without avoiding the concept of tradition.

Desde 2008, el Museu Marítim de Barcelona ha puesto en marcha un proyecto de reforma integral no sólo de su presentación museográfica sino también de su modelo museológico. Pieza clave de este proceso ha sido la revisión del discurso y las formas de transmisión de éste que debían adoptar la nueva museografía. Este proceso de análisis ha impulsado tanto los proyectos de investigación, especialmente, el dedicado a las Reales Atarazanas de Barcelona, como la reformulación del lenguaje museográfico que ha de sustentar una nueva manera de explicar la historia marítima de Barcelona y Catalunya, de forma más próxima a la ciudadanía, resaltando sus valores y haciendo hincapié en la importancia de lo "marítimo" en la vida cotidiana de las comunidades asentadas junto al mar.

**The full paper is availble on request.**

The ancient harbour of Amathus is located in the south coast of Cyprus, situated at the west of Ayios Tychonas village in Limassol District. The outer harbour lies at a depth of 4 metres, expanding for 100 metres from the shore and is dated in the 4th-3rd century BCE. The underwater investigations in the outer harbour were conducted in the 1980s by an archaeological team led by Dr. Jean-Yves Empereur. Several years later, in 2005, the Department of Fisheries and Marine Research published a report on creating an artificial reef that would include the ancient harbour. Ten years have passed since then and the reef was established but imposed great stress on the site. The current difficulties faced and the possibilities of turning the harbour into an underwater park or preserve are discussed, based on underwater heritage management developments. In that regard, the relationship between sustainable development, the stakeholders, the submerged landscape treatment and management were considered to establish the management possibilities and future prospects of the site.

Founded in 1909, Dalian Maritime University (DMU) is China’s 'Cradle of Navigators.' China's National Key University and an International Maritime Organization (IMO) Centre of Excellence, DMU has a high international reputation and international cooperation agreements with affiliated organizations in over 250 countries. In recognition of the critical need to preserve China's navigation culture, DMU established the Centre for Maritime History and Culture Research in 2008. Charged with safeguarding China’s intangible maritime cultural heritage, the Centre is home to more than 21 academics.

This short paper will highlight the vital work of this safeguarding pioneer. The article will outline the Centre's aims and objectives, provide detail of its current research program, outreach and education activities, and describe two key safeguarding projects. Supported at the highest levels in China, these projects are the: 'Documentation of the Globalization of Sino-foreign Maritime Cultural Exchange (Ocean Cultures)’ funded by China's Ministry of Education; and 'Chinese Water Transport' funded by China's Ministry of Transport. Both projects document, protect, preserve and promote China's navigation culture, and its long history and tradition of Sino-foreign maritime exchange, which commenced in 111 BCE.