Thèse--Droit--Paris, 1973. / En appendice, choix de textes législatifs. Bibliogr. p. 283-287. Index.

Thesis (M. A.), Memorial University of Newfoundland, 1998. / Bibliography: leaves 124-136.

Indemne…devrait être acheminée la marchandise à bon port ! Telle est la simple quintessence de la responsabilité du transporteur maritime. Or, la simplicité du principe ne signifie pas pour autant la commodité d’application. Si pour Marx, la marchandise est à la fois « la forme élémentaire et la forme universelle de la richesse », pour le transporteur maritime elle est à la fois la raison et la finalité. La raison de son existence économique ; et la finalité de son devoir juridique comme responsable du transport et de l’intégrité de celle-Ci. Terreau fertile aux conflits, la responsabilité du transporteur maritime marocain et français s’avère un véritable champ de mines. Cycliquement chamboulés, les régimes et règles de telle responsabilité demeurent confusément disséminés dans les droits d’ordre interne et les réglementations internationales, et sont complexes à appréhender. Dans une perspective juridico-Économique, la présente thèse s’est fixée le dessein de déconstruire l’archétype de la responsabilité du transporteur maritime, dans son « fondement » et sa « portée ». Autrement dit, de disséquer la contexture de ses règles, ses champs d’application et sa mise en œuvre. Se voulant d’ordre pratique, l’analyse s’efforcera de pénétrer le vif des intrications soulevées par les règles de responsabilité ; saisir les subtilités techniques et commerciales, au même titre que les difficultés et contestations élevées entre les transporteurs et les ayants droit quant aux dommages causés à la marchandise. / The good should be shipped safely to the desired port! That is the simple quintessence of the marine carrier’s liability. However, the simplicity of the principle does not mean the convenience of application. If, for Marx, the good is both “the basic form and the universal form of wealth”, for the marine carrier it is both the reason and the purpose. The reason of its economic existence and the purpose of his legal duty as responsible of the maritime transport and its safety.Fertile soil for conflicts, the liability of the marine carrier in Moroccan and French law is a real minefield. Cyclically turned upside down, schemes and rules of such liability remain confusingly scattered in the internal legislations and international regulations. In a legal and economic perspective, this thesis has set the aim to deconstruct the archetype of marine carrier’s liability in its “foundation" and "impact". In other words, analysing the layout of its rules, its scope and implementation. Intended as a practical thesis, the analysis and methodology used will seek to delve further in the issues raised by the liability rules; understand the technical and commercial subtleties as well as the difficulties and disputes raised between marine carriers and right holders for damages caused to the goods.

Le secteur maritime présente un besoin de surveillance et de sauvegarde qui concerne la sécurité des vies en mer, la protection de l'environnement ou encore la lutte contre le trafic illégal et le terrorisme. Parmi les moyens développés pour assurer cette fonction connue sous le nom de Vessel Traffic Service (VTS), le radar est une solution incontournable de localisation de cible en temps réel,détectant tous les obstacles aux alentours même dans les conditions de visibilité limitées. Cependant la détection de petites cibles dans le fouillis de mer reste très limitée pour un radar classique. Le radar cohérent est moyen d'améliorer cette détection de par son architecture tout état solide, permettant de conserver l'information de la phase du signal de l'émission à la réception. L'objet de cette thèse est de concevoir une architecture suivant ce modèle en bande X, à partir de composants disponibles à bas coût du domaine des télécommunications. La réalisation d'un prototype permet dans un premier temps de valider l'architecture par la mise en place de mesures caractérisant les éléments de la chaîne, puis après assemblage, de valider le système complet. La caractérisation des performances de détection se font en émission-réception, en présence de cibles exploitables. Ainsi, le radar est exposé à de différentes cibles (voitures, avions et bateaux) dans le but d'extraire et d'exploiter leur information Doppler. La validation du fonctionnement du prototype doit laisser envisager l'industrialisation de ce radar. Ainsi la miniaturisation de ce système se concrétise par le développement de cartes électroniques embarquées, assurant les fonctions allant du pilotage et du traitement, jusqu'aux composants liés à l'émission et la réception. La réalisation de ce module se ponctue également par une phase de tests dans des conditions opérationnelles en milieu maritime. / Maritime sector needs are oriented to surveillance and security which concern human safety, environmental protection or fight against illegal traffic and terrorism. Among the technologies developed to perform this function known as the Vessel Traffic Service (VTS), the radar remains a major solution enabling real-time target localization, and detecting all surrounding obstacles even in limited vision conditions. However, conventional radars are unable to detect small targets in the presence of strong clutter. The coherent radar presents a solution to improve the detection thanks to his solid state architecture, conserving the phase information of the signal from emission to reception. The purpose of this thesis is to design a new architecture according to this model, working in X band, and using low cost available components from telecommunications. The realization of a prototype helps to check the architecture by implementing measures to characterize channel components, and the global system check after assembly. The characterization of detection performances can be realized with emission-reception, in presence of workable targets. Thus, the radar is exposed to several kinds of targets, as car, plane, and boats to extract their Doppler information. The validation of the prototype let to consider an industrial version. For this, the miniaturization of the system is realized by the development of embedded electronic cards, providing several functions from control and processing, to X-band components used in emission and reception. The implementation of this module is also punctuated by a testing phase in maritime operational conditions.

My thesis is a space to display the parts of a ship hull excavated from the ground along the waterfront in Old Town Alexandria, Virginia. My thesis is about finding a way to display these ship hull parts in a way that not only contextualizes and informs the public about them, but also respects their part in the history of the Potomac River and the neighboring buildings. These found ship hull parts (from here they will be referred to as the "found ship") amount to one third of the hull of a late 18th century merchant ship that was scuttled along the waterfront of Alexandria to extend the shoreline and to create more useable land. It was one of four found over a period of three years between 2015 and 2018. It was the largest, being approximately 102 feet long, 25 1/4 feet in beam, and 11 feet deep; it was believed to be three-masted, fully rigged (or ship rigged), with the main mast estimated to have been at least 100 feet tall. It is also estimated to be flat-floored and to be able to carry up to 264 tons. The recovered remains are 85 feet long and 30 feet wide. It is my goal to display the found ship in a publicly accessible manner that not only represents the history correctly, but also respects the context of both today and its time. To display the found ship, I will need to either display it as-is (some old pieces of wood) or as a part of a fully reconstructed vessel. Both present challenges and advantages but will be unique design additions to the project. Regardless of how I choose to display the found ship, I must display it somewhere. To do this, I need to design a building that not only allows it to be displayed, but that does so in a way that is respectful to it the context of the city and river themselves. I will design a building on a site immediately adjacent to West's Point Park on the Potomac Waterfront. / Master of Architecture / The Alexandria waterfront is full of history. A lot of it is visible: the row houses, the street grid, the old buildings and piers. Even more of it is invisible, lying unseen below the ever-changing waterfront and the earth beneath it. Here, in the depths of the mud that makes up the waterfront of Old Town Alexandria, Virginia, lay the remains of four of water-going vessels. Of these, three were small boats and barges, not being capable of sailing on the open ocean. The fourth, however, is an ocean-going vessel, a ship. This found ship was a merchant ship and is only partially intact – most of the ship is gone (the decks, the masts, rigging, and sails, and any other parts of the structure), but a portion, roughly thirty percent, is still intact, although very fragile. When I learned of this archaeological find, I immediately wanted to know more, and to display it somewhere. It was my goal to design a building in Old Town Alexandria, Virginia, to not only house the found ship in some way, but to allow the community to come and learn about it and the rest of the city and region. I also wanted to design a building that was more than a museum, but a place for people to gather, and as a place people wanted to come back to. I hope you enjoy reading about it as much as I have enjoyed researching and designing it.

This thesis explores the concept of heritage within the context of the maritime environment of Aotearoa/ New Zealand. Three case studies, The New Zealand National Maritime Museum in Auckland, TSS Earnslaw which operates on Lake Wakatipu from a base in Queenstown and the Port of Lyttelton, Canterbury, are used to investigate the relationship between the international literature of heritage and the expression of maritime heritage in Aotearoa/ New Zealand. The research is focussed through the investigation of the presentation, and management of maritime heritage. The relationship between the concept of heritage as a global phenomenon and its expression in relation to the maritime heritage of Aotearoa/ New Zealand is discussed using the information obtained through fieldwork. The themes of mobility and conflict are identified as significant in the explanation of the role played by maritime heritage in the interaction between society and its maritime past.

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Si l'institution d'un Consulat de la mer à Civitavecchia en 1742 s'inscrivait avec retard dans un mouvement de réappropriation de l'exercice de la justice, l'événement symbolisait à la fois les prétentions romaines en matière de mercantilisme et les contradictions de son application pratique. Cette création institutionnelle devait en effet composer avec une ambigüité propre aux ports francs : être à la fois une porte d'entrée au commerce international et le filtre des échanges étrangers. Dans un contexte où le commerce ‘actif' devenait la ligne politique du pouvoir, le quotidien des acteurs économiques s'apparentait plutôt à une réinterprétation sociale des règles locales. Les agents institutionnels étaient en effet très souvent liés aux protagonistes du commerce. Acteurs économiques et institutions étaient alors à même d'incarner les normes avec un haut niveau de flexibilité. À ce titre, dans un contexte de création et d'affirmation d'une identité ‘étatique', l'insertion initiale des capitaines étrangers par l'intermédiaire de l'appareil normatif réglant les trafics maritimes romaines concrétisait la patiente accumulation de savoirs informels et la construction d'un réseau d'intermédiaires stratégiquement positionnés. Des savoirs qui furent un tremplin professionnel et économique mêlant pluriactivité et stratégies d'interprétation institutionnelle. Jouant en effet sur leur condition de stranieri ayant la capacité d'agir comme sudditi pontifici, ces capitaines et marins devinrent par la suite des opérateurs marchands économiquement profitables et incontournables. / If the creation of the Consolato del mare court of Civitavecchia in 1742 was the late expression of an ancient and global movement for the restoration of a State-controlled justice, it also epitomizes the pontifical contradiction in the application of mercantilism. This institution was however facing the free ports ambiguity: at the same time opened to international trade and supposed to screen foreign activity. Above all, the mercantilist political context pushed the economic actors to a daily reinterpretation of local rules. Indeed, institutional agents were usually connected with the protagonists of trade. Therefore, economic actors and institutions were able to enforce justice with a high degree of flexibility. As such, in a context of creation and assertion of a State identity, the initial insertion of foreign captains by the means of normative apparatus regulating papal maritime trade gave concrete expression to the slow accumulation of informal skills and the development of a network of strategically positioned go-betweens. Such skills revealed to be a professional and economic stepping stone, combining diversified activities and institutional interpretation strategies. Using their condition of stranieri, with the ability to act as sudditi pontifici, these captains and seamen became economically profitable and crucial merchant actors.