The United States is a nation founded upon a maritime heritage that allowed for the early colonies to form, trade, expand their frontiers and defend themselves. The material remains of this legacy are dispersed across the continent in inland waters, along coasts, and in the depths of the sea. This dissertation aims at presenting a structural overview and assessment of efforts designed at preserving, enhancing, and learning from the material remains of this maritime heritage. The study reviews national and state laws and regulations that apply to such resources, which together create a mosaic of preservation mandates. Discussion of the legal framework is enhanced through incorporation of current issues and examples, and leads to a better understanding of the research element of the study based on a maritime heritage questionnaire distributed to over 100 organizations nationwide. The maritime heritage questionnaire serves as the fundamental original research component of the dissertation, and through it this overview incorporates input from organizations in the public sector, universities, museums, non-profit organizations, avocational groups, and cultural resource management firms. These diverse perspectives offer insights into the current state of the field, identify legislative or other gaps, and suggest areas where efforts need to be redoubled in order to preserve the nation's tangible connection with its maritime past. Together, the legislative overview and professional stakeholder input lead to a set of proposals through which the preservation of the nation's submerged and coastal maritime heritage resources can be enhanced.

Figurant parmi les grands musées nationaux, le musée de la Marine est le plus ancien musée d’histoire maritime en France, dont les origines remontent au milieu du XVIIIe siècle. Fondé à partir de la collection de modèles de bateaux donnée au roi Louis XV par l’académicien Henri Louis Duhamel du Monceau en 1748, le musée Dauphin ouvre au Louvre en 1827 sous Charles X, à destination avant tout des élèves de l’école d’ingénieurs constructeurs de la Marine dans une finalité d’instruction. L’approche monographique et institutionnelle permet de mettre en évidence trois grands moments de l’histoire de ce musée : la lente genèse du musée naval (1748-1827) dans le contexte des Lumières et d’une culture scientifique et technique ; la longue période du musée naval au palais du Louvre (1827-1939) au cours de laquelle se forge l’identité de l’institution autour de collections techniques et ethnographiques à vocation pédagogique ; le transfert du musée au palais de Chaillot et son expansion au XXe siècle avec la modernisation du site parisien, l’extension de ses collections aux cinq marines et la constitution d’un réseau des musées des ports (1939-1971). Devenu établissement public administratif en 1971, le musée national de la Marine se transforme à la fin du XXe siècle pour devenir le grand musée maritime du XXIe siècle. Cette étude s’attache à cerner les enjeux sociaux, culturels et idéologiques qui ont présidé à la création et au développement de ce musée, à interroger le statut de ses collections, entre technique, art et instrument de propagande ou de communication, et enfin à analyser la question plus large du rôle du musée dans la société française, d’un lieu de représentation du pouvoir à un espace au service du public. / One of the major national museums, The Marine Museum is the oldest museum of maritime history in France, whose origins date back to the mid-eighteenth century. Founded from the collection of boat models given to king Louis XV by the Academician Henri Louis Duhamel du Monceau in 1748, the Dauphin Museum (as it was called) opened in the Louvre in 1827 under the reign of Charles X ; primarily intended for teaching purposes to the construction engineers of the Navy. The monographic and institutioal approach highlights three major moments in the history of this museum : the slow genesis of the naval museum (1748-1827) in the context of the Enlightenment and of the development of scientific and technical culture ; the long period of the naval museum at the Louvre Palace (1827-1939), during which the identity of the institution is based on technical and ethnographic collections for educational purposes ; the transfer of the museum to the Palais de Chaillot and its expansion in the 20th century with the modernization of the Paris site, the extension of its collections to the five Navies and the creation of a network of port museums (1939-1971). Having become a public administrative institution in 1971, the National Marine Museum was transformed at the end of the 20th century into the great maritime museum of the 21st century, as it is now. This study seeks to identify the social, cultural and ideological issues that led to the creation and the development of this museum, to question the status of its collections, between technique, art and propaganda or communication instrument, and finally, to analyze the broader question of the museum's role in French society, from a place of representation of power to a space in the service of the public.

Traditional sailing ships, as opposed to vernacular boats, evolved to consist of certain types of vessels that couldbe produced in the same way in different countries and were also sold between countries. They were usuallyengaged in longer voyages which often resulted in an international crew. The traditional sailing ships that sailinternationally today are still characterised by international crews. In my thesis I argue that traditional Westernsailing ships are part of a historically transnational maritime culture, and that their significance as transnationalcultural heritage lives on today. At the same time, traditional sailing ships have much to contribute to todays andfuture society. They are kind to maritime life, while proving to be useful instruments for achieving better mentalhealth, teamwork, and learning seamanship. Unfortunately, the great potential and importance of traditional shipsas transnational cultural heritage is rarely acknowledged, as today's heritage discourse is still strongly influencedby the hegemonic cultural discourse that author Laurajane Smith calls Authorised heritage discourse.Furthermore, today's maritime rules create both practical and economic difficulties for traditional sailing ships,as today's maritime rules are written for modern motorised ships that have completely different physical andeconomic conditions. Through interviews with primarily employees on the ships Götheborg and Tres Hombres,it appears that the greatest challenges are linked to the national regulations, and that there is a great need forpoliticians and officials to get involved in creating rules that are adapted to traditional ships. In addition, moremaritime officials with knowledge of sailing vessels are needed to achieve better safety when handling traditionalsailing vessels.Since traditional sailing ships often sail internationally, it is important that the regulations in different countriesare harmonised. One conclusion is that this is something that should be dealt with by the EU as the activities ofsailing ships are a common transnational cultural heritage that can contribute to more cooperation between theirmember countries and to strengthen international relations. / Traditionella segelfartyg till skillnad från allmogebåtar, utvecklades till att bestå av vissa fartygstyper som kundeproduceras på samma sätt i olika länder och även säljas mellan länder. De var oftast engagerade i längreseglingar vilket gärna ledde till en internationell besättning. De traditionella segelfartyg som seglar internationelltidag är fortfarande präglade av internationella besättningar. I min uppsats argumenterar jag för att traditionellavästerländska segelfartyg är del av en historiskt nationsöverskridande maritim kultur, och att deras betydelsesom nationsöverskridande kulturarv lever vidare än idag. Traditionella segelfartyg har samtidigt mycket att bidramed till dagens och framtidens samhälle. De är skonsamma mot havsmiljön, samtidigt som de har visat sig varaanvändbara instrument för att uppnå bättre psykisk hälsa, samarbetsförmåga, och att lära sig sjömanskap.Tyvärr uppmärksammas sällan traditionsfartygens stora potential och vikt som nationsöverskridande kulturarv,eftersom dagens kulturarvsdiskurs fortfarande är starkt präglad av den hegemoniska kulturdiskurs som forskarenLaurajane Smith kallar för Authorised heritage discourse.Samtidigt skapar, dagens regler för sjöfarten både praktiska och ekonomiska svårigheter för de traditionellasegelfartygen eftersom dagens sjöfartslagstiftning är skriven för moderna motordrivna fartyg som har helt andrafysiska och ekonomiska förutsättningar. Genom intervjuer med i första hand anställda på fartygen Götheborgoch Tres Hombres, framkommer att de största utmaningarna är kopplade till de nationella regelverken, och attdet finns ett stort behov av att politiker och tjänstemän engagerar sig i att skapa regler som är anpassadetraditionella fartyg. Samtidigt behövs det fler maritima tjänstemän med kunskap om segelfartyg för att kunnauppnå bättre säkerhet vid hantering av traditionella segelfartyg.Eftersom traditionella segelfartyg ofta seglar internationellt är det viktigt att regelverken i olika länderöverensstämmer. En slutsats är att detta är något som borde behandlas av EU då segelfartygen är ettnationsöverskridande kulturarv som kan bidra till mer samarbete mellan deras medlemsländer och styrkainternationella relationer.

L’any 1959 en Federico Foerster Laures, submarinista soci del CRIS (Centro de Recuperaciones i Investigaciones Submarinas), enviava una carta al Dr. Oliva, cap de l’arqueologia gironina i director del Museo Arqueológico Provincial de Girona, on li notificava la descoberta, a les aigües del Massís del Montgrí, d’un derelicte amb una gran quantitat de plats, que podrien de ser de gran interès per la realització d’un estudi arqueològic. Aquí va començar un treball que es perllongà fins l’any 1970 i que ha donat peu a diferents publicacions i estudis, a vegades contradictoris, sobre el jaciment que es coneix amb el nom d’Illa Pedrosa. Aquesta tesi doctoral que presentem és un estudi aprofundit del carregament que transportava el derelicte d’Illa Pedrosa en el moment del seu enfonsament. Aquest jaciment subaquàtic excavat per F. Foerster entre els anys 1959 i 1970, tot i que la direcció científica correspongué al Dr. Oliva, es pot considerar el primer derelicte excavat amb una metodologia amb intenció científica a les costes catalanes (Foerster 1975, 114). Els estudis preliminars del carregament del jaciment li donaven una cronologia al voltant de l’inici del segle I aC (Foerster 1975). Posteriorment altres autors li han donat cronologies més detallades i més antigues, com Morel, el qual el situà entre el el 150-140 aC. (Morel 1981, 63) o bé Sanmartí que l’inclou entre el 140-130 aC. (Sanmartí 1985, 155). Fins i tot hi ha autors que han vist en aquest jaciment una superposició de vaixells de diverses cronologies (Roman 1987). Aquestes divergències posen de manifest la necessitat d’un estudi aprofundit del derelicte, així com una revisió a fons dels seus materials. / Illa Pedrosa was a small ship, 10-12 meters length, with a heterogeneous cargo, that was doing some redistribution trade around Empúries and sunk in 140-130 b.C. The study of the shipment remains, especially the Campanian A ceramic and italic amphorae, it can be established that the ship departure from Empúries and made a north-south route. The results of the study of Illa Pedrosa wreck, together with the comparative analyses of other contemporaneous sites, especially those geographically close to it, such as Cala Galladera (Cadaqués, Alt Empordà) and Aiguablava VI (Begur, Baix Empordà), it can be establish a model about the organization of maritime trade in Northeastern Peninsula. These heterogeneous shipments, id est different products from different origins, are characteristics of the navigation return towards the secondary ports. This situation is explained by the theory of the redistribution trade between principal and secondary ports (Nieto 1988, Nieto et al. 1989). The costal navigation from the secondary ports supplied the main ports with homogeneous shipments. In contrast to this situation, the trips of return were adapted to the demands of the secondary ports, in particular related to the products that they can find stored in the main ports. This coastal navigation was an integral part of a large-scale redistribution from other main ports. The infrastructure of each main port was also used to the small-scale distribution of products between some secondary ports, which were located in the limits of their hinterland. The information provided by the study of Isla Pedrosa allows to developing the theory Illa Pedrosa of X. Nieto about the redistribution of products and maritime trade between the main and secondary ports (Nieto 1988, Nieto et al. 1989).