Longtemps « seul maître à bord après Dieu», le capitaine n’exerce plus aujourd’hui son autorité de la même manière, ce qui ne signifie d’ailleurs pas que cette dernière soit remise en question. Le particularisme de sa fonction en fait un personnage tout à fait spécifique à bord. Ce dernier caractère le place dans une certaine mesure, sur un même plan que le marin âgé de moins de dix-huit ans, personnage indispensable tant pour son rôle traditionnel que pour son activité à bord du navire.Sa position à bord en fait un marin différent des autres membres de l’équipage. Il a autorité sur l’ensemble de l’équipage. Même si cette autorité, comme c’est d’ailleurs le cas pour les chefs d’entreprise à terre ne s’exerce plus avec la même rigueur que dans le passé, elle n’en demeure pas moins. Marin, responsable de l’expédition maritime, mandataire commercial de l’armateur, préposé nautique, le capitaine a vu son rôle évoluer au fil du temps. D’un point de vue réglementaire, ses fonctions à bord, et sa position font qu’il conserve une situation originale, l’ensemble de la réglementation du travail maritime ne pouvant, de ce fait, lui être appliquée / Long "only master after God," the captain's authority is no longer present in the same way, which does not, moreover, that the latter is questionable. The specificity of its function is a very specific character on board. This last character is placed in a certain extent, on the same plane as the sailor who is under eighteen years of age, character essential for both its traditional role for its activity on the ship. Its position on board is a marine different from other crew members. He has authority over all of the crew. Although this authority, as is also true for business leaders on the ground no longer exercised with the same rigor as in the past, it nonetheless. Marin, head of maritime shipping, commercial agent of the owner, attendant water, the captain has seen its role evolve over time. From a regulatory point of view, his duties on board, and its position makes it retains a unique situation, the entire maritime labor regulations can not, therefore, be applied to him

Les propriétés du bois de pin maritime varient aux niveaux chimique, anatomique et mécanique. Six types de bois peuvent être trouvés au sein d’un même arbre : bois précoce, bois tardif, bois de couronne, bois de base, bois de compression et bois opposé. Au cours de cette thèse, nous avons testé l’hypothèse selon laquelle la variabilité phénotypique des propriétés de bois, serait liée à l’expression différentielle des protéines lors de la xylogénèse. Par une approche protéomique basée sur l’électrophorèse bidimensionnelle et la spectrométrie de masse en tandem (LC ESI MS/MS), nous avons identifié 165 protéines différentiellement exprimées le long d’un gradient d’âge cambial (bois juvénile vs. bois mature) ainsi que 93 protéines différentiellement exprimées au cours de la saison de végétation (bois de printemps vs. bois d’été) chez le pin maritime. Une analyse chimique complémentaire des échantillons a été réalisée par pyrolyse analytique. Nos résultats montrent que le xylème secondaire formé en début de saison ainsi que celui qui est initié par un cambium jeune présentent une sur-expression de protéines participant à la division cellulaire. Dans le xylème issu d’un cambium âgé ou formé à la fin de l’été nous avons mis en évidence des protéines impliquées dans la défense cellulaire (dont le rôle serait de retarder la mort cellulaire programmée), ainsi que des protéines impliqués dans la biosynthèse des éléments constitutifs de la paroi. Cette étude contribue à renforcer nos connaissances sur les acteurs moléculaires intervenant lors de la xylogénèse. Elle ouvre par ailleurs des pistes de recherche sur la détection de gènes impliqués dans le contrôle génétique des propriétés du bois dans un objectif de sélection assisté par marqueurs. / Wood properties in maritime pine are highly variable at chemical, anatomical and mechanical levels. Six types of wood can be found in a single tree, early wood, late wood, crown wood, base wood, compression wood and opposite wood. In this thesis report, we tested the hypothesis that the observed variability at the phenotypic level, can be bound to the differential expression of proteins during the process of wood formation. We use the tools of proteomics, Bidimensional electrophoresis and LC ESI MS/MS for the discovery of 165 proteins differentially expressed in a cambial age gradient, (from base wood to crown wood), an 93 overexpressed proteins in a seasonal gradient (from early wood collected at the beginning of the growing season, to late wood, collected at summer) Complementary, chemical characterization of the samples was performed using analitycal pyrolisis. Our results showed that the secondary xylem formed at the beginning of the growing season, and the xylem formed by a young cambium, present a overexpression of proteins participating in the intense cell division, characteristical of those tissues, e.g. Biogenesis of cytoskeleton and hemicelluloses, RNA transcription, synthesis, folding and modification of proteins. In the xylem formed at the base of the trunk and at the end of the growing season we have found an over-expression of proteins from cell defense (they role will be to delay programmed cell death) and cell wall formation related proteins e.g. lignin biosynthesis. This study contributes to reinforce our knowledge over the molecular actors involved in the xylogenesis process. It opens, in another hand , research guides for the detection of genes involved in the genetic control of wood properties towards an objecive of marker assisted selection.

Les travaux réalisés lors de cette thèse s’effectuent dans le cadre du projet FIXAPIN. Ce projet, financé par la région Nouvelle Aquitaine, est mené en collaboration avec différentes entreprises (Gascogne Bois, Bardage Bois Neoclin, Lesbats Scieries d’Aquitaine, Scierie Labadie et FPBOIS) spécialisées dans le domaine du sciage du bois de pin maritime et l'Institut technologique FCBA. L’objectif du projet est de limiter voire d’empêcher l’exsudation de la résine généralement observée sur la surface des planches de bois de pin maritime utilisées en extérieur comme bardage. L’exsudation de la résine est un frein important à l’utilisation de ce bois en extérieur et ces recherches s’inscrivent dans une démarche d’amélioration continue de la qualité des produits de la filière du pin maritime.Le bois de pin maritime peut présenter un taux de résine supérieur à 10 % de sa masse. La résine est constituée d’environ 70 % de colophane (fraction solide) et de 30 % d’essence de térébenthine (fraction liquide et volatile). À la suite d’essais préliminaires, les recherches réalisées lors de cette thèse se sont concentrées sur l’optimisation du cycle de séchage du bois afin de fixer la résine dans les planches. Les propriétés thermiques de la résine associée à des analyses physico-chimiques ont été étudiées afin de mettre en place des procédures de séchage optimisées ayant pour but d’augmenter la température de ramollissement de la résine à un seuil supérieur à la température maximum atteignable par un bardage extérieur.Les résultats ont permis de démontrer l’efficacité d’un séchage/traitement thermique du bois à haute température (> 120 °C) permettant d’envisager la poursuite de ces travaux aux échelles pilotes puis industrielles. De plus, des séchages longs à basse température (< 60 °C) peuvent également représenter une voie prometteuse concernant le séchage du bois en séchoir traditionnel. / The work realised in the context of this thesis is carried out within the FIXAPIN project. This project, funded by the Nouvelle Aquitaine council, is carried out in collaboration with several companies (Gascogne Bois, Bardage Bois Neoclin, Lesbats Scieries d'Aquitaine, Scierie Labadie and FPBOIS) specialized in the sawing of maritime pine wood and the FCBA Technological Institute.The aim of the project is to limit or even to prevent the exudation of the resin generally observed on the surface of maritime pine wood boards used outdoors as wood siding. The resin exudation is a major constraint to the external use of this wood and this research project is part of a continuous improvement process of the maritime pine products quality.Maritime pine wood can have a resin amount greater than 10% of its mass. The resin consists approximately of 70% rosin (solid fraction) and 30% turpentine (liquid and volatile fraction). Based on preliminary tests, the research carried out during this thesis focused on optimizing the wood drying process in order to fix the resin in the wood boards. The thermal properties of the resin associated with physico-chemical analyses were studied in order to implement optimized drying procedures to increase the resin softening temperature to a threshold higher than the maximum temperature attainable by an exterior siding.The results have demonstrated the effectiveness of drying / heat treatment of wood at high temperature (> 120 ° C) to allow the pursuit of this work at pilot than industrial scales. Furthermore, long drying at low temperatures (<60 ° C) may also be a promising approach regarding the wood drying process in traditional kilns.

A Área Portuária do Maranhão, situada na costa ocidental da Ilha de São Luís, na Baía de São Marcos, constitui-se no segundo maior complexo portuário da América Latina e um dos maiores do mundo em termos de movimentação de carga. Esta área portuária abrange o Complexo Portuário de Ponta da Madeira, da CVRD - Companhia Vale do Rio Doce S. A., o Porto de Itaqui, da EMAP - Empresa Maranhense de Administração Portuária e o Porto da ALUMAR, da Alcoa, Alcan, BHPBilliton e Abalco. A caracterização da hidrosedimentologia do Canal de Acesso do Complexo Portuário do Maranhão foi conduzida a partir da compilação e análise dos dados de correntes existentes e da aplicação de modelagem computacional. A caracterização das conformações de fundo foi efetuada a partir da análise de mais de 20 anos de sondagens batimétricas nas áreas de interesse do Canal de Acesso. Com a caracterização da área pretende-se fornecer subsídios à Engenharia Portuária, possibilitando o planejamento de sondagens batimétricas e dragagens de manutenção do Canal. Este trabalho também contempla uma metodologia para fornecimento de previsão de campos de corrente, a partir dos resultados das simulações hidrodinâmicas, e o fornecimento de previsão da evolução e migração das conformações de fundo. A evolução das isóbatas na Área IV mostra que as formações de ondas de areia não evidenciam significativa mudança de posição com o tempo. Em compensação, a Área I, apresenta conformações de fundo com irregularidade da forma de onda, evidenciando que existe uma maior migração destas. O modelo de transporte de sedimentos indicou pequeno transporte resultante nas Áreas IV, III e II, que explica a reduzida migração dessas ondas quando comparadas com a Área I. A determinação das ondas críticas para cada Área constitui-se instrumento na operação portuária, permitindo redução da área hidrografada para definir a tomada de decisão quanto à nova dragagem. / The Maranhão Harbour Area is the second biggest harbour Complex of Latin America and one of biggest of the world in cargo handling is located at the western coast of São Luís Island in São Marcos Bay, this harbour area is composed by the Complex of Ponta da Madeira of CVRD - Companhia Vale do Rio Doce S. A., the Itaqui Harbour, of EMAP - Empresa Maranhense de Administração Portuária and the Alumar Harbour, of Alcoa, Alcan, BHPBilliton and Abalco. The hydrossedimentological characterization of the Access Channel of Maranhão Harbour Area was achieved from current data review and analysis for numerical modeling application. The bottom sand waves description was made from more than 20 years bathymetrical surveys in the interest Areas of the Access Channel. The purpose of this characterization was to improve Harbour Engineering activities, the planning and scheduling of depth surveys campaigns and dredging maintenance. This thesis also provides an approach to get current patterns predictions from the results of the hydrodynamical simulation, and for the prediction of the evolution and the migration of sand waves. The Area IV bottom evolution shows that the sand waves have not significative temporal position shifting. Otherwise, in Area I bed forms have more irregular pattern, showing major wave migration. The sediment transport model pointed to a small sediment transport rate in Area IV, III and II, explaining the smaller migration pattern of these waves when compared with Area I. The critical wave definition in each Area can be an harbour operation tool, reducing the surveyed area needed to take a new dredging maintenance decision.

La réorientation stratégique des États-Unis vers l’espace indo-pacifique a été accompagnée par un regain d’intérêt pour ce qui est des questions maritimes. A la différence des théâtres principaux de la Guerre Froide, la géographie stratégique et économique de la région est fortement marquée par ses larges océans, ses détroits congestionnes, et ses eaux contestées. En conséquent, les profils nivaux des deux grandes puissances émergentes asiatiques, l’Inde et la Chine, ont attire une quantité non négligeable de travaux académiques. Cependant, alors que diverses études se sont focalises sur le rôle de la marine chinoise en tant que composante d’une stratégie militaire plus globale, jusqu’a récemment la majorité des explorations détaillées de la puissance navale indienne se sont penches sur la marine indienne elle-même, plutôt que sur la question de comment la quête de la puissance maritime s’articulait au sein d’une “grande stratégie” (grand strategy) plus compréhensive. Se basant sur plusieurs années de travail de terrain en Inde, en Chine, au Sri Lanka, ainsi qu’aux États-Unis, et plus d’une centaine d’entretiens avec des officiers de la marine indienne, ainsi qu’avec des responsables gouvernementaux ou militaires indiens, chinois, pakistanais, ou américains ; cette thèse vise a donner lieu a une meilleure compréhension-a la fois plus nuancée et aboutie-des tenants et des aboutissants de la modernisation navale indienne. Pour être plus précis, cette thèse tente de fournir une réponse a un paradoxe particulièrement troublant: la non juxtaposition, ou le « désalignement » (misalignment) constant entre la stratégie militaire indienne et la géographie maritime du pays. En effet, la position enviable de la péninsule indienne au centre de l’océan indien devrait, a priori, suggérer une prédisposition naturelle pour l’exercice de la puissance maritime. Depuis l’Independence, cependant, la marine indienne, d’une manière consistante, a été la moins bien financée des branches militaires indiennes, et a fréquemment lutté pour remplir un éventail exigeant de missions avec seulement des ressources très limitées. Il est certes vrai que, depuis deux décennies a peu près, le trajectoire de la marine indienne a pris un virage que l’on pourrait qualifier de positif, a la fois en terme de financement, et en terme d’acquisitions. Cela étant dit, la branche dite « Cendrillon » (Cinderella Service) continue de capter la portion la plus infime du budget de défense indien, qui persiste a nettement favoriser une armée indienne particulièrement lourde en effectifs humains. En 2013, par exemple, la marine indienne a seulement reçu 16 % du budget de défense, alors que l’armée a perçu a peu près 58 %, et l’armée de l’air 26%. Depuis plus d’une demie-décennie, des officiers de marine ont affirme a de multiples reprises, au cours de conversations avec cet auteur, que la part de budget de la marine s’élèverait éventuellement a 25 % du budget global, seulement pour voir leurs espoirs brises. La question fondamentale, donc, a laquelle cette thèse s’évertue a répondre est la suivante : cette tendance persistera t’elle, ou peut-on s’attendre a ce qu’une combinaison de facteurs provoque une refonte graduelle de la stratégie militaire indienne, ainsi que du schéma d’acquisitions et financement de son outil militaire ? / The United States’ strategic reorientation towards the Indo-Pacific has been accompanied by a heightened interest in matters maritime. In contrast to the primary theaters of the Cold War, the region’s strategic and economic geography is strongly defined by its wide oceans, narrow chokepoints, and meandering waterways. As a result, the naval profiles of Asia’s two great rising powers, India and China, have attracted a hitherto unprecedented level of scholarly attention. However, while various studies have focused on the role of China’s navy within its wider military strategy, until recently most detailed explorations of India’s growing naval power primarily focused on the Indian navy itself-rather than on how the quest for seapower fit into New Delhi’s emerging grand strategy. Building on several years of research in India, China, Sri Lanka, and the United States, and over one hundred interviews of Indian naval officers and government officials, both serving and retired, this dissertation aims to provide a deeper understanding of the context and ramifications of India’s naval rise. In particular, it seeks to explain a troubling paradox: the continued misalignment of New Delhi’s military strategy with its maritime geography. Indeed, the country’s enviable position at the heart of the Indian Ocean, along with its peninsular formation and extensive coastlines, would seem to suggest a natural predisposition towards the exercise of naval power. In reality, however, India’s navy since independence has consistently been the most poorly funded of its military services, and has frequently struggled to make do with limited resources. While the navy’s fortunes have taken a positive turn over the past two decades, both in terms of funding and procurement, the so-called Cinderella service still only captures the smallest portion of the overall defense budget, which remains heavily skewed toward the nation’s manpower-intensive Army. In 2013, for example, the Indian Navy only captured 16% of the defense budget, whereas the Army captured approximately 58%, and the Air Force 26%. Over the past five years, Indian naval officers have repeatedly assured this author that the Navy’s share would eventually rise to 25% of the overall defense budget, only to be sorely disappointed. The core question this dissertation endeavors to address is whether this trend will persist, or whether various factors will combine in order to provoke a gradual rebalancing of the nation’s military strategy and force structure.

La dématérialisation est une opération liée à une technologie consistant à remplacer un support matériel tangible par un procédé électronique. Par exemple le connaissement dématérialisé est détaché de son support matériel historique à savoir le papier. Le passage de la frontière numérique implique des changements et soulève des questions intéressantes, que la thèse se propose d’examiner sous l’angle du droit maritime. À travers une approche interdisciplinaire, les concepts sont clarifiés pour procéder à une qualification du document numérique et montrer les variations et les similitudes terminologiques autour des notions de document original, de copie, de signature électronique, d’archivage, d’intégrité et d’authenticité ; proposés par la Loi type sur le commerce électronique et la Loi type sur la signature électronique. Le statut du document électronique est analysé, en évaluant conjointement sa valeur probante et informationnelle. Confrontant les principes à la pratique, la thèse prend la mesure du débat sur la dématérialisation des titres négociables. Compte tenu des incertitudes, controverses et contradictions relevées, on souligne la nécessité d’une réforme homogène et transversale pour mieux encadrer les pratiques de numérisation et ainsi permettre une véritable reconnaissance de la dématérialisation du document valant titre de propriété. Il convient de rappeler que le point de vue proposé est basé sur le droit de tradition civiliste, en particulier le droit Français et Africain, étant donné la place centrale que l’écrit occupe sur le terrain probatoire. La qualification technique et juridique du document électronique et la copie numérique passe nécessairement par l’examen des notions de support et de langage informatique. En l'occurrence, on observe que si ces notions sont communes à la technique et au droit, elles n’y sont pas exactement comprises de la même manière. On ne manquera pas de souligner les convergences et les divergences à cet égard et la nécessité cruciale de clarifier le sens que l’on donne aux concepts lorsqu’on touche à une question technique comme la dématérialisation ou la preuve des actes juridiques. Si la dématérialisation a posé des difficultés par le passé, c’est à cause du support de l’écrit et de la notion d’orignal électronique. Dans le contexte d’aujourd’hui, le support est inopérant face au concept d’équivalence fonctionnelle. L’original n’est pas une notion tributaire du papier ou du support électronique : un original peut désormais être un écrit électronique revêtu d’une signature électronique, les notions classiques d’écrit et de signature ayant été adaptées en ce sens par le législateur. / Dematerialization is a technology-based surgery that involves replacing a tangible physical medium with an electronic process. For example, the dematerialized bill of lading is detached from its historical material medium, namely paper. The passage of the numerical border involves changes and raises interesting questions, which the thesis offer to look from the angle of maritime law. Through an interdisciplinary approach, the concepts are clarified in order to qualify the digital document and show terminological variations and similarities around the concepts of original document, copy, electronic signature, archiving, integrity and authenticity; proposed by the Model Law on Electronic trade and the Model Law on Electronic Signature. The status of the electronic document is analyzed, jointly assessing its probative and informational value. Confronting the principles with practice, the thesis takes the measure of the debate on the dematerialization of negotiable securities. In view of the uncertainties, controversies and contradictions noted, the need for a homogeneous and transversal reform is emphasized in order to better regulate the digitization practices and thus allow genuine recognition of the dematerialization of the document holding the title of ownership. It should be recalled that the point of view proposed is based on the right of civil law tradition, in particular French and African law, given the central place that writing occupies on the evidentiary ground. The technical and legal qualification of the electronic document and the digital copy necessarily require an examination of the notions of support and computer language. In this case, we observe that if these notions are common to the technique and the law, they are not exactly understood in the same way. We will not fail to emphasize the convergences and divergences in this respect and the crucial need to clarify the meaning that we give to concepts when we touch on a technical question such as the dematerialization or proof of legal acts. If the dematerialization posed difficulties in the past, it is because of the medium of writing and the concept of moose electronic. In the context of today, support is ineffective in the face of the concept of functional equivalence. The original is not a notion dependent on the paper or the electronic medium: an original can now be an electronic writing with an electronic signature, the classical notions of writing and signature having been adapted in this sense by the legislator.

L’essor des transports à une échelle globale s’inscrit dans un phénomène de mondialisation et 90% des biens échangés au travers le monde sont effectués par voie maritime. La maritimisation se définit comme un processus de dépendance économique des états au trafic maritime due à ce phénomène de mondialisation (Vigarié 1983). Ce phénomène transforme les territoires, et principalement les espaces côtiers mais a également comme conséquence une territorialisation des espaces maritimes, à savoir une utilisation et gestion des espaces pour les activités humaines. L'utilisation de cet espace a augmenté depuis 1970 et principalement le transport, que ce soit via porte-conteneurs ou tanker (Rodrigue, Comtois, and Slack 2013). Cela forme ainsi un réseau de transport maritime et d’approvisionnement lié à l’emplacement des ports dans le monde et des routes maritimes les reliant. Cependant ce réseau s’étend sur un espace vaste et dynamique, l’espace maritime, qui peut générer des risques pour l’usage de l’espace à des fins de transports.Ce réseau d’approvisionnement est vulnérable face à certains événements (perturbations) pouvant affecter la performance du réseau d’approvisionnement (Achurra-Gonzalez et al. 2016) : les tempêtes, les pénuries, la piraterie maritime, les fermetures de canaux sont des événements ayant une influence sur l’efficacité d’un réseau d’approvisionnement. Cette vulnérabilité est liée à plusieurs facteurs (Wagner and Neshat 2010) : les variations de l’offre et de la demande, les risques économiques, et à la structure du réseau et de l’espace maritime, les risques géographiques. L’ensemble de ces risques peuvent être mesurés et quantifiés dans les caractéristiques topologiques, géométriques et relationnelles des graphes. Un graphe est un ensemble de noeuds relié par un ensemble de lien. Les graphes sont utilisés pour la formalisation des réseaux, notamment des réseaux de transports (Ducruet and Lugo 2013).Afin de tester les perturbations sur les caractéristiques du réseau, un système de simulation est mis en place. Pour cela, les perturbations sont modélisées par des objets spatio-temporels ayant une influence sur l’accessibilité à l’espace des navires. Au travers d’un système multi-agents (Ferber 1997), ces navires prennent des décisions face aux perturbations (changement de route, de destination, report ou annulation du voyage). Ces comportements individuels, une fois agrégés, par la pondération des noeuds et des liens du graphe, permettent d’évaluer les variations topologiques et géométriques du graphe en fonction des perturbations dans l’espace maritime, grâce à des indicateurs utilisés pour mesurer la vulnérabilité des réseaux (Gleyze 2005). Ainsi cette recherche permet de mieux comprendre l’influence de ces perturbations sur le fonctionnement d’un réseau d’approvisionnement dans un espace maritime. / Transportation on a global scale is due to the globalization process. Today, 90% of goods in the world are traded by sea. Maritimization is defined as a process of increased economic dependence of states on maritime traffic (Vigarié 1983). This phenomenon transforms territories, mainly the coastal areas, but also results in a territorialization of maritime spaces, which means a use and a management of maritime space for human activities. The use of this space for transportation has increased since 1970, whether through container ships or tanker (Rodrigue, Comtois, and Slack 2013). These trips have created a network which linked the locations of the ports in the world by the sea routes of shipping. However, this network extends over a vast and dynamic space, maritime space, which can generate risks for the use of space for transportation.This supply network is vulnerable to certain events (disruptions) that may affect the performance of the supply network (Achurra-Gonzalez et al., 2016): storms, shortages or maritime piracy have an influence on the efficiency of a supply network. This vulnerability is linked to several factors (Wagner and Neshat 2010): variations in supply and demand, which are economical risks, and the structure of the network and maritime space, which are geographical risks. All these can be measured and quantified by the topological, geometric and relational properties of graphs. A graph is a set of nodes connected by a link set. The graphs are used for the formalization of networks, notably transport networks (Ducruet and Lugo 2013).To test the disruptions on the characteristics of the network, a simulation system is used. In the simulations, disruptions are modeled by space-time objects having an influence on the accessibility of the vessels. Through a multi-agent system (Ferber 1997), these ships make decisions about disruptions (change of route, destination, postponement or cancellation of the trip). These individual behaviors, once aggregated by the weighting of the nodes and links of the graph, allow evaluating the topological and geometric variations which represent the influence of disruptions on the martitime network. Theses variations can be measured by indicators of the vulnerability of network (Gleyze 2005). This research allows us to improve the understanding on the influence of these disruptions on a network within a dynamic space.

À la suite de notre travail de maîtrise, qui a porté sur la Representação do Outro na História de Japam de Luis Fróis, et toujours à partir du même texte long et complexe de Fróis, mais placé dans le contexte extrêmement significatif d’autres écrivains portugais traitant de l’Expansion en Orient - , nous avons souhaité orienter notre recherche dans une nouvelle optique visant à comprendre comment l’histoire de la mission chrétienne au Japon - que Fróis nous raconte en détail-, a eu, dès son origine, une très nette conscience de la nécessité de connaître l’Autre, son histoire particulière, ses traditions et sa culture. C’est à partir de cette connaissance, dont Fróis veut être le premier diffuseur pour ce qui est du Japon, que l’on pouvait concevoir une présence efficace des missionnaires et en particulier des jésuites, il s’agissait de connaître suffisamment bien les us et coutumes des autochtones pour parvenir à maximiser l’efficacité rhétorique et missionnaire au Japon et, en général dans tout l’Orient. C’est donc en suivant cette perspective que nous abordons l’œuvre monumentale de Fróis mais en prenant le théâtre Nô, résultat d’une conception religieuse et aristocratique de la vie, et qui à son tour, a été utilisé comme une des «armes théologiques» mise en œuvre par les jésuites dans leur mission au Japon. Sans l’interférence d’éléments d’autre nature, cette situation a permis que, dans une certaine logique permettant d’aborder l’autre, cette démarche a pu être entreprise en se centrant sur les éléments culturels – et c’est justement là que nous voulons développer l’étude de cas, à laquelle nous nous référons avec le plus de pertinence: le théâtre Nô. Il ne s’agit pas ici d’une stratégie isolée, mais plutôt d’une pratique bien spécifique qui a contribué, comme beaucoup d’autres, au travail de la mission chrétienne, selon la conception et la description de Valignano et Fróis. En effet notre objectif est de souligner la manière dont certains éléments culturels, apparemment éloignés de la mission d’évangélisation, ont eu finalement une présence et joué un rôle tout à fait central. C’est pour cette raison qu’ici le théâtre Nô peut être perçu comme une étude de cas, en le considérant comme une stratégie paradigmatique de la mission. L’Expansion Maritime, dans son ensemble et particulièrement dans le cas du Portugal, a été une grande aventure de l’altérité à l’aube de la culture moderne. C’est en considérant le caractère international de la Compagnie de Jésus et aussi son indépendance relative par rapport à n’importe quel pouvoir politique, que nous avons essayé d’aborder sa mission chrétienne et de mettre en évidence les affinités idéologiques et stratégiques moins pragmatiques dans sa relation avec l’autre. Cet ensemble de circonstances singulières a permis que, dès lors que l’approximation de l’autre devenait plus étroite, c’était la nature même de l’autre qui s’imposait avec une présence bien plus importante, bien au-delà de n’importe quel autre intérêt qui aurait pu résulter de ce contact. / Following the previous research made for the Master's Thesis “The Representation of the Other on Luis Frois' History of Japam", we departure now - using the same long and complex text – focusing mostly on the significant writers in the context of the Portuguese Expansion to the East to understand the history of the Christian mission in Japan. Minutely narrated by Fróis since its beginning, showcasing a profound need for a knowledge of the "other", of his peculiar history, his traditions and his culture. Fróis became one of the first heralds of this knowledge, that in regard to Japan, could allow an effective presence of missionaries, in Japan particularly and in the East in general. To know enough about the culture and its indigenous habits was of the upmost importance to him, as for every other missionary. On this depended the successes of his mission. Such is our approach to the monumental work of Fróis, paying special attention, to the Noh Theater, as a case study, the result of a religious and aristocratic conception of life. That was one of the "theological weapons" used by Jesuit missionaries in Japan. The separation of spurious commitments, allowed in the logic of the approach to the other, have been valued cultural elements - and is perhaps precisely where we intend to put the case study that we reported in the most cohesive manner, the Noh theater. Not as a loose strategy, but as a specific practice that contributed, like many others, to work for missionary activities, as Valignano and Fróis have conceived and described. In fact, what this study intends to do is to emphasize how certain cultural elements, the game seemed distant from the work of evangelization, were eventually present in it and sometimes constituted a fundamental piece. That's why the Noh theater, as a case study can be seen as a paradigm of the missionary strategy. The Maritime Expansion as a whole - and in the Portuguese case in particular - is the great adventure of the otherness at the dawn of modern culture. Given the international character of the Society of Jesus and its relative independence from any political power, we will try and approach its missionary work highlighting the ideological and less pragmatic strategic seams in its relationship with the other. This set of unique circumstances that allowed the approach to the other have weighed over the other in himself, in what he has idiosyncratic, impenetrable and inviolable, to the detriment of the interest that could stem from that contact. / Na sequência do trabalho desenvolvido na Tese de Mestrado sobre a Representação do Outro na Historia de Japam de Luís Fróis, propomo-nos agora, e utilizando o mesmo longo e complexo texto de Fróis, tentar, embora contextualizando-o no quadro de um conjunto extremamente significativo de outros escritores portugueses sobre a Expansão no Oriente, compreender como a história da missionação cristã do Japão, que Fróis minuciosamente nos narra, desde o início incorporou uma funda necessidade de conhecimento do outro, da sua história peculiar, das suas tradições e da sua cultura. Só esse conhecimento, de que Fróis se faz um dos primeiros arautos no que ao Japão diz respeito, poderia permitir uma eficaz presença dos missionários, em particular jesuítas, no Japão, e no Oriente em geral. Importava-lhe, pois, como a todos os outros missionários, conhecer o suficiente sobre a cultura e os hábitos autóctones para poder ter o máximo de eficácia retórica e missionária no Japão. É este o processo que vamos seguir na nossa aproximação à monumental obra de Fróis, detendo-nos, como estudo de caso, no que é o Teatro Nô, fruto de uma concepção religiosa e aristocrática da vida, e que foi uma das “armas teológicas” utilizada pelos Jesuítas na missionação do Japão. A separação aqui de compromissos espúrios permitiu que na lógica da aproximação ao outro se tenham valorizado os elementos culturais – e é talvez justamente aí que pretendemos colocar o estudo de caso a que nos reportamos de forma mais coesa, o teatro Nô. Não como uma estratégia solta, mas como uma prática específica que contribuiu, como muitas outras, para o trabalho de missionação, tal como Valignano e Fróis o conceberam e descreveram. Na realidade, o que este trabalho pretende fazer é sublinhar a forma como certos elementos culturais, à partida parecendo distantes do trabalho de evangelização, estiveram afinal presentes nele e por vezes constituíram uma peça fundamental. É por isso que o teatro Nô, sendo um estudo de caso, pode em nosso entender ser considerado como uma estratégia paradigmática da missionação. A Expansão Marítima no seu conjunto, e no caso português em particular, é a grande aventura da alteridade no dealbar da cultura moderna. Tendo em conta o carácter internacional da Companhia de Jesus e a sua relativa independência face a qualquer poder político, tentaremos abordar a sua missionação procurando evidenciar as costuras ideológicas e estratégicas menos pragmáticas na sua relação com o outro. Esse conjunto de circunstâncias singulares permitiu que na aproximação ao outro tenha pesado mais o outro em si mesmo, no que ele tem de idiossincrático, intransponível e inviolável, em detrimento do interesse que poderia decorrer desse contacto.

A Área Portuária do Maranhão, situada na costa ocidental da Ilha de São Luís, na Baía de São Marcos, constitui-se no segundo maior complexo portuário da América Latina e um dos maiores do mundo em termos de movimentação de carga. Esta área portuária abrange o Complexo Portuário de Ponta da Madeira, da CVRD - Companhia Vale do Rio Doce S. A., o Porto de Itaqui, da EMAP - Empresa Maranhense de Administração Portuária e o Porto da ALUMAR, da Alcoa, Alcan, BHPBilliton e Abalco. A caracterização da hidrosedimentologia do Canal de Acesso do Complexo Portuário do Maranhão foi conduzida a partir da compilação e análise dos dados de correntes existentes e da aplicação de modelagem computacional. A caracterização das conformações de fundo foi efetuada a partir da análise de mais de 20 anos de sondagens batimétricas nas áreas de interesse do Canal de Acesso. Com a caracterização da área pretende-se fornecer subsídios à Engenharia Portuária, possibilitando o planejamento de sondagens batimétricas e dragagens de manutenção do Canal. Este trabalho também contempla uma metodologia para fornecimento de previsão de campos de corrente, a partir dos resultados das simulações hidrodinâmicas, e o fornecimento de previsão da evolução e migração das conformações de fundo. A evolução das isóbatas na Área IV mostra que as formações de ondas de areia não evidenciam significativa mudança de posição com o tempo. Em compensação, a Área I, apresenta conformações de fundo com irregularidade da forma de onda, evidenciando que existe uma maior migração destas. O modelo de transporte de sedimentos indicou pequeno transporte resultante nas Áreas IV, III e II, que explica a reduzida migração dessas ondas quando comparadas com a Área I. A determinação das ondas críticas para cada Área constitui-se instrumento na operação portuária, permitindo redução da área hidrografada para definir a tomada de decisão quanto à nova dragagem. / The Maranhão Harbour Area is the second biggest harbour Complex of Latin America and one of biggest of the world in cargo handling is located at the western coast of São Luís Island in São Marcos Bay, this harbour area is composed by the Complex of Ponta da Madeira of CVRD - Companhia Vale do Rio Doce S. A., the Itaqui Harbour, of EMAP - Empresa Maranhense de Administração Portuária and the Alumar Harbour, of Alcoa, Alcan, BHPBilliton and Abalco. The hydrossedimentological characterization of the Access Channel of Maranhão Harbour Area was achieved from current data review and analysis for numerical modeling application. The bottom sand waves description was made from more than 20 years bathymetrical surveys in the interest Areas of the Access Channel. The purpose of this characterization was to improve Harbour Engineering activities, the planning and scheduling of depth surveys campaigns and dredging maintenance. This thesis also provides an approach to get current patterns predictions from the results of the hydrodynamical simulation, and for the prediction of the evolution and the migration of sand waves. The Area IV bottom evolution shows that the sand waves have not significative temporal position shifting. Otherwise, in Area I bed forms have more irregular pattern, showing major wave migration. The sediment transport model pointed to a small sediment transport rate in Area IV, III and II, explaining the smaller migration pattern of these waves when compared with Area I. The critical wave definition in each Area can be an harbour operation tool, reducing the surveyed area needed to take a new dredging maintenance decision.

This thesis aims to examine how and why a continental-oriented China has shifted its maritime strategic orientation and naval force structure from its coast toward the far seas in an era of interdependent international system. Generally, China is an ancient continental land power with an incomplete oceanic awareness. With the transformation after the Cold War of China’s grand strategy from landward security to seaward security, maritime security interests have gradually become the most essential part of China’s strategic rationale. Undoubtedly, the quest for sea power and sea rights has become Beijing’s main maritime strategic issue. Given China’s escalating maritime politico-economic-military leverage in the Asia-Pacific region, its desire to become a leading sea power embodying global strategic thinking means that it must expand its maritime strategy by developing its navy and preparing for armed confrontation in terms of international relations realism. Conversely, Beijing’s maritime policy leads at the same time towards globalization, which involves multilateralism and strategic coexistence of a more pragmatic kind. / This research analyses Chinese maritime strategy in the Asia-Pacific by asking: ‘Whither the Chinese maritime strategy in the ever changing Asia-Pacific security environment since the PRC was established in 1949?’ In general, contemporary China’s national security strategy is closely connected with its maritime strategy and with its comprehensive security plan for its economy, its energy supplies and its sovereignty. According to China’s view of its security environment, the traditional territorial scramble is changing from control of the land to the control of territorial waters, of maritime strategic resources, and of critical sea lanes. As a result, maritime economic competition has become a key focus for many nations. Given this, it is understandable that China’s maritime expansion from the coast to the high seas is part of its strategic approach. As a consequence, this study asks: ‘In order to shape a Sinocentric maritime security environment for China’s rising sea power, how has Beijing’s approach to maritime strategic expansion shifted from one of military antagonism toward one of strategic coexistence in the region.’ / In recent years, Beijing has, purposefully, changed its maritime strategic thinking from Maoist-style coastal defence activities to offshore defence and ultimately a far sea defence. Importantly, this strategic aspiration is clear in China’s recent national defence white papers. According to the 2004 Defence White Paper of China, Beijing clearly acknowledges a shift from China’s traditional land power to a maritime power and its priority apropos the building of the People’s Liberation Army Navy (PLAN) for winning command of the high sea and for conducting strategic counter-strikes. Meanwhile, according to China’s 2006 Defence White Paper, Beijing clearly states that China’s security concerns energy, resources, finance, information and international shipping routes are mounting. To achieve a comprehensive maritime capacity, the PLAN’s mission is urgent. It is to extend China’s offshore capabilities and to increase its maritime strategic depth. In the recent 2008 Defence White Paper, Beijing emphasizes that struggles for strategic resources, strategic locations, and strategic dominance have intensified. This implies that the PLA has shifted the focus of ground force operations from regional defence toward trans-regional mobility. This infers that the direction of maritime strategy must shift from offshore defence to far sea defence / In a few words, maritime strategy is a grand-strategic opportunity, only littoral states are fortunate enough to have. China is one such state. With China’s politico-economic-military use of the sea growing in recent years, the natural expansion of its maritime strategic ambitions and long-range power projection capabilities have generated much concern. Regarding the maritime security dilemma in the Asia-Pacific, undeniably, the crux of the problem is whether an emerging maritime China can play the role of a responsible stakeholder there.