Abstract A tourism genre that has developed in recent years is the nautical tourism, nautical tourism is described as a tourism genre that includes all activities in relation to water. Croatia is one country that has invested in and has good presumption for this type of tourism, and has also received an international recognition as a top destination within the nautical tourism genre. The purpose with this thesis is to increase knowledge about the nautical tourism development in Croatia, and to see if it would be possible to develop on Swedish conditions. Sweden is a destination with a large number of archipelagos, located in both inland lakes and along coastal areas. Stockholm archipelago is one of the world's largest archipelagos which has a long tradition as a tourist destination. Literature studies and a number of interviews with actors in the Croatian and the Swedish tourism industry have been made to enable this thesis. Based on this study, we have seen an increase of nautical activities in Croatia which has had positive impact on the country´s tourism industry and their citizen. When it comes to Sweden the study has shown that development of nautical tourism is possible, but in a smaller volume than in Croatia. Partly because of the short summer season and the image that is created around Stockholm archipelago.

Thesis (M.Ed.) -- Memorial University of Newfoundland. / Bibliography: leaves 217-220. Also available online.

Thesis (M.S. in Applied Science (Physical Oceanography))--Naval Postgraduate School, June 2005. / Thesis Advisor(s): Anthony J. Healey, Edward B. Thornton. Includes bibliographical references (p. 49). Also available online.

<p>Tisa nastaje spajanjem Crne i Bele Tise kod Rahova u Ukrajini. Osim kroz pomenutu zemlju ova reka teče jo&scaron; kroz Rumuniju, Mađarsku i Srbiju, dok na kraćoj deonici dodiruje teritoriju Slovačke. Povr&scaron;ina sliva Tise, koji je najvećim delom ravničarskog karaktera, iznosi 157.220 km2, od čega se u granicama Srbije nalazi 9.460 km2 slivnog područja. Ve&scaron;tačkim prosecanjem brojnih meandara tok Tise je skraćen za 453 km, tako da je dana&scaron;nja dužina reke 966 km. Kroz Srbiju Tisa teče izrazito meandarskim koritom dužine od 164 km.&nbsp; Tisa predstavlja najveću pritoku Dunava u koji se uliva naspram Starog Slankamena. Izgradnjom brana na Tisi i obrazovanjem hidroakumulacija na uzvodnim sektorima u velikoj meri su pobolj&scaron;ani uslovi plovidbe na ovoj reci.&nbsp; Upravo dobri plovidbeni uslovi predstavljaju glavnu predizpoziciju za razvoj nautičkog turizma. Prihvatni objekti nautičkog turizma su: nautička sidri&scaron;ta, privezi&scaron;ta, turistička pristani&scaron;ta, marine i nautičko-turistički centri. Glave predispozicije za razvoj nautičkog turizma u srpskom Potisju u prvom redu predstavljaju dobri plovidbeni uslovi na Tisi, tranzitna uloga ove deonice toka, kao i brojna prirodna i kulturna dobra u bližem i daljem priobalju reke. Ono &scaron;to nedostaje i zbog čega je nautički turizam u srpskom Potisju na veoma niskom nivou, jesu dobro opremljeni prihvatni objekti, uop&scaron;te vi&scaron;i nivo usluga i dobro osmi&scaron;ljena marketin&scaron;ka aktivnost.</p> / <p>The Tisa comes into being by merging of the Black and White Tisa near Rahovo in Ukraine. Apart from Ukraine, the river flows through Romania, Hungary and Serbia, being tangent to the territory of Slovakia in the shorter part of its flow. The river basin, mainly situated in the low land, covers the area of 157,220 km2, out of which 9,460 km2 is on the territory of Serbia. Artificially made meanders shortened the flow of the Tisa for 453 km, which contributed to its present length of 966 km. The Tisa flows in a 164 km long meandrous riverbed through Serbia. Generally, the direction of the flow in this sector is meridian, thus making the river a natural border between Banat in the east and Backa in the west. The Tisa is the largest of the Danube tributaries, joining the Danube at its 1,214.5th river kilometer near Stari Slankamen. Due to the wide scope of passive and active measures, undertaken with the aim to organize the water of the Tisa, the river system was significantly changed in comparison to the natural one. Apart from the artificial shortening of the flow and building dykes on riverbanks, the most significant changes in the river system were mainly influenced by dams built near Tiszal&ouml;k, Kisk&ouml;re, and Novi Becej, due to which three water steps were formed in the middle and lower river&rsquo;s flow. With the exception of the spring period of high water level, in other periods of the year the Tisa river regime is artificially directed, which is noticeable in the parts upstream of dams. However, due to the prevailing natural conditions, first of all climate conditions, it could be established that in lower part of the Tisa, the highest water levels and flow rates occur in spring reaching their maximum values in April and the lowest occur in autumn, reaching minimum values in October. Navigation conditions on the river are improved to large extent by building dams on the Tisa and making hydro accumulations in upstream sectors. On Serbian part of the river flow, the conditions are particularly good upstream the dam built near Novi Becej at 63th river kilometer. It is exactly the navigation conditions which represent the main predisposition for nautical tourism development. However, this rather attractive form of tourism in the world lately is not only connected with navigation and navigation course, but also with different activities on the banks and wider riversides, such as sports and recreational, cultural, entertaining, etc. For the needs of nautical tourism, various types of boats are used and various objects are built on river banks or on the river. The objects are used for accepting, supplying, protection, maintenance and repairing the boats used in tourism and also for providing navigators with different services. Accepting objects in nautical tourism are: nautical anchorages, moorings, tourist quays, marines and nautical tourism centers. Firstly, the main predispositions for nautical tourism development in Serbian Potisje are good navigation conditions on the Tisa, transit feature of this part of the flow, as well as numerous natural and cultural assets closer to or farther from riversides. The missing links, which leave nautical tourism in Serbian Potisje on very low level, are well equipped private accommodation, generally higher level of services and well planned marketing activities.</p>

On trouve sur les côtes de l’estuaire du Saint-Laurent des vestiges de quai dont la ressemblance mutuelle suggère leur contemporanéité. Les vestiges de ces «quais du gouvernement » relatent une importante conjoncture (1870-1930) caractérisée par l'intégration des localités côtières dans une économie interrégionale. Le quai, autrefois lieu d'interface entre la ruralité et le cabotage, devient pour l'archéologue une occasion de retracer les éléments entrant dans sa conception et sa réalisation. L’observation des éléments architecturaux permet de distinguer les traits architecturaux associés aux quais du gouvernement parmi l’ensemble des techniques de construction déjà employées dans l’estuaire au XIXe siècle. / In the St. Lawrence estuary, there are many ancient wharves whose mutual resemblance of their remains suggests they are contemporaneous. The remains of the “government wharves” relate an important conjecture (1870-1930) formed by the integration of the coastal localities in an interregional economic network. The wharf, formerly an interface between the rural land and the estuarial cabotage, presents an opportunity for the archaeologist to recognize the architectural character of the conception and the realization of the wharves. The examination of their frame construction allows us to distinguish the architectural character of the government wharves among the techniques already employed in the estuary in the 19th century.

Les textiles techniques enduits sont de plus en plus utilisés pour des applications telles que les structures gonflables, les airbags ou les voiles de parachutes. Ces textiles performants et de faible grammage, sont constitués d’un renfort en tissu polyester thermoplastique (polyéthylène téréphtalate (PET)) ou polyamide (PA) et d’une matrice généralement en PVC. Cependant les contraintes environnementales imposent d’envisager une substitution au PVC, nocif et difficilement recyclable. Les polyuréthanes thermoplastiques représentent des candidats potentiels à cette substitution, mais l’absence d’adhésion inhérente à l’incompatibilité chimique avec le tissu constitue l’un des principaux verrous.Les travaux de cette thèse s’inscrivent dans le cadre du projet INOVANEX ayant pour objectif de réduire l’impact environnemental de textiles enduits types PVC / PET conventionnels par substitution isoperformante d’enduction polyuréthane thermoplastique TPU/ PET suivant une démarche d’éco-conception.Les travaux ont consisté à :1) Améliorer l’adhésion de l’enduction TPU sur le tissu PET via une augmentation de la température d’extrusion. Cette augmentation de la température a été rendue possible grâce à l’ajout de PEBD dans la matrice TPU (avec et sans compatibilisant) pour maintenir une viscosité suffisamment importante pour que le film puisse être extrudé.2) Étudier les propriétés rhéologiques et mécaniques des mélanges TPU/PEBD avec et sans ajout de compatibilisant3) Améliorer l’adhésion du TPU sur le tissu en effectuant des prétraitements du renfort et étudier la tenue en service des matériaux ainsi développés Les recherches menées ont montré une augmentation importante de la force d’adhésion de l’enduction sur le tissu pour les deux méthodes suivies. L’étude de la compatibilisation du mélange TPU/PEBD a montré une forte diminution de la tension interfaciale et une augmentation de la résistance à l’amorçage de la déchirure des mélanges avec ajout du compatibilisant. / Coated technical textiles are widely used for several industrial applications. A lot of producers use the extrusion calendering process to produce coated fabrics because it is one of the cheapest processes. Most of these coated fabrics are made with a polyester fabric and a polyvinyl chloride coating but in order to reduce the environmental impact, the producers are willing to substitute PVC by thermoplastic polyurethane (TPU). However, a technological lock of the calendering of TPU on polyester fabric is the ability to get a good adhesion of the coating on the fabric.This PhD has been realized in collaboration with the different partners of the INOVANEX project which aim is to reduce the environmental impact of PVC coated textiles by the substitution with TPU coated textiles.The main steps of the PhD were:1) Increase the peel strength of the coating on the fabric by increasing the extrusion temperature. It was possible to increase the extrusion temperature thanks to a blend with TPU and LDPE. The LDPE enabled us to maintain the viscosity of the extruded sheet high enough to get a good film2) Study the rheological and mechanical properties of the TPU/LDPE blends with or without compatibilizer3) Increase the peel strength of the TPU on the fabric thanks to several treatments on the fabric before the extrusion of TPU. Study the in-service strength of the materials that have been developed.The results showed a strong adhesion of the coating on the fabric for both studied methods. The study of the compatibilization of the blend has shown an important decrease of the interfacial tension and a strong increase of the resistance to crack ignition with the addition of the compatibilizer.

<p>Arbetet handlar om sjömätning, både hur det går till i dag och hur det gick till förr. Jag har också forskat i alternativa metoder som skulle kunna komplettera konventionell sjömätning.</p><p>Syftet med mitt arbete var att ta reda på hur många oupptäckta grund det finns kvar i den Svenska skärgården.</p><p>Metoden för att få fram bra och trovärdiga uppgifter har varit att intervjua personer som på ett eller annat sätt sysslar med sjömätning. För att kunna beskriva sjömätningens historia har jag tagit hjälp av litteratur.</p><p>Resultatet av min undersökning är att sjökortet i huvudsak stämmer någorlunda med verkligheten. Det finns dock vissa undantag, ofta stämmer sjökortet sämre i skärgårdar där få yrkesfartyg opererar.</p> / <p>This essay is about hydrography, I will investigate how it is done, both today and from a historic perspective. I have also done some research in alternative methods that may complete conventional hydrography. The purpose with this essay was to investigate how many unknown dangerous shoals there is left in the Swedish archipelago.</p><p>The method to receive good and trustworthy information has been to do some interviews to people that in one way or another are practising hydrography.</p><p>To be able to describe the history of hydrography I have had some literature as an aid.</p><p>The result of my investigation is that the nautical chart is mainly comparable to the reality; however, there are some exceptions. The nautical charts is often less reliable in archipelagos were professional shipping is unusual.</p>

Nautical archaeology has made remarkable advances since its inception half a century ago, but one area in need of more attention is the examination of cultural aspects of seafaring. This dissertation advances understanding of eighteenth- through early-twentieth century British and American maritime culture by exploring traditional memorialization practices. Interpretations are based primarily on analysis of 412 maritime memorials recorded during two archaeological surveys in Great Britain and the United States. In addition, primary accounts from the Age of Sail are utilized to place maritime memorialization into its proper cultural and historical context. Research reveals three major themes in Anglo-American maritime memorialization. First, memorials show a striking concern for the dangers and hardships of life at sea. Numerous memorials describe the perils of the natural world and the group values that mariners developed to cope with the ever-present possibility of sudden death. Such values include attention to duty, courage, group loyalty, self-sacrifice, and pride. Second, maritime communities faced the problem of commemorating those who never returned from the sea. Many sailors were lost at sea or died aboard ship or in distant lands. In the vast majority of such cases, the body was never returned home, and many did not receive proper burial. As a result, family members and fellow sailors created memorials to honor the lost and to symbolically lay the deceased to rest. Evidence indicates, however, that such attempts were not entirely satisfactory. Many epitaphs lament the fact that empty graves cannot provide an adequate substitute for missing bodies. Finally, investigation revealed a significant increase in religious sentiment on maritime memorials from the mid-nineteenth century until the end of the Age of Sail. It is suggested that the increase in maritime religious sentiment was linked to nineteenth-century religious reform movements. The prevalence of religious imagery and inscriptions on maritime memorials during this time, however, probably does not indicate that most sailors became religious. Rather, most religious maritime memorials were erected by sailors' families. This suggests that maritime families turned to religion as a source of comfort when faced with the deaths of loved ones at sea.

During the fall of 1973, the newly formed (American) Institute of Nautical Archaeology conducted its first systematic underwater survey of the southwestern coast of Turkey with the goal of locating the first shipwreck to be subsequently excavated by the Institute. Of the 18 wreck sites identified during the survey, a site off Sheytan Deresi (Devil’s Creek) proved to be the one that attracted George Bass, director of the survey, as most meriting further study. During the excavation that followed in September and October 1975, the site produced a number of complete and fragmentary ceramic vessels that formed the main artifact assemblage. Although the ceramic vessels brought to light at Sheytan Deresi have been studied by George Bass, Roxani Margariti and others since the 1975 excavation, locating precise parallels for the assemblage proved a difficult task and resulted in a less than full understanding of the site. The following thesis represents a renewed effort to answer a number of questions still surrounding the Sheytan Deresi site. In addition to expanding the extensive search for parallels undertaken by Bass and Margariti, recent research has involved a number of scientific analyses, including petrographic analysis of the ceramic assemblage, luminescence dating of ceramic fragments, and elemental examination of the fabric through neutron activation analysis and energy dispersive spectroscopy. The use of three-dimensional modeling has been adopted for the purposes of site interpretation. Although the impact of this more holistic approach cannot be entirely foreseen at this time, a number of interesting hypotheses regarding the site can now be suggested. It appears that the ceramic assemblage, which is now conclusively of a single origin, may be of a specialized maritime nature, and likely belongs to the Middle Bronze Age, reminiscent of, but entirely similar to, regional types of Anatolian and Cretan vessels. These tentative conclusions, as well as an examination of the site itself, suggest that the (Minoanizing) ceramic assemblage of Sheytan Deresi stood witness to a fairly small Middle Bronze Age coastal trading vessel that capsized rounding a dangerous cape, not far from its point of origin. We are still not in a position to fully comprehend the wrecking event that took place at Sheytan Deresi, but we are now firmly on course towards reaching that objective.

The Uluburun shipwreck was discovered in 1982 when a Turkish sponge diver informed the Institute of Nautical Archaeology (INA) of his discovery of metal biscuits with ears. INA archaeologists recognized this as a description of oxhide ingots, a clear indication of a Late Bronze Age site. This find was of considerable interest as very little is known about seafaring, long distance trade, and ship construction during the Late Bronze Age, except for a glimpse provided by the Cape Gelidonya shipwreck excavated in 1960 by George Bass. The site at Uluburun revealed only a handful of disarticulated ship fragments; nevertheless, a meticulous study of these timbers and the distribution of the cargo and shipboard items on the seabed resulted in a hypothetical, but carefully guided, reconstruction of the ship and the lading of its cargo. The artifacts recovered from the Uluburun shipwreck are unlike those discovered on land in quality of preservation as well as the quantity found. Items pertinent to this study include 354 copper oxhide ingots (approximately 10 tons), 152 copper bun ingots (nearly 1 ton), 110 tin ingot fragments (approximately 1 ton), 175 glass ingots (approximately 0.3 tons), 150 Canaanite jars (approximately 2 tons if filled with water), 10 large storage jars (pithoi) (approximately 3.5 tons if filled with water), approximately 51 Canaanite pilgrim flasks, 24 stone anchors (3.3 tons), nearly 1 ton of ballast stones, and the hull remains itself. Two computer programs, Rhinoceros and PHASER, were used to visually model the artifacts and ship in three-dimensions and to systematically test various hull shapes and lading arrangements in a range of hydrostatic conditions. Tests showed that a hull measuring 15 x 5 x 2 m would be capable of carrying the estimated 20 tons of cargo and shipboard items recovered from the wreck at a draft of 1 m, with sufficient freeboard to allow six passengers to stand on one side of the vessel without compromising the stability of the ship. / Institute of Nautical Archaeology