La composition, l’organisation et le fonctionnement de la marine de guerre vénitienne ont fait l’objet de nombreuses études pour l’époque médiévale et le XVIe siècle, mais les historiens ont largement négligé le XVIIe siècle. Pourtant, cette période joue un rôle crucial dans l’histoire maritime de la Sérénissime. Alors qu’à l’orée du XVIIe siècle, la marine vénitienne était exclusivement composée de galères, elle comprend cent ans plus tard une majorité de vaisseaux de ligne, tandis que les trirèmes vénitiennes, qui sont toujours utilisées en période de paix pour assurer la police de l’Adriatique et de la mer Ionienne, ne servent plus que de force d’appoint dans les moments de guerre.Le présent travail considère cette évolution, sous l'aspect soit opérationnel qui gestionnaire et d'organisation. À ce but, il a été réparti en deux tranches. En la première, on a parcouru les événements qui ont intéressé la marine vénitienne dans la période qui va de 1572 au 1699. Ici, jusqu'à 1635 environ, les principaux adversaires ne furent plus les Turcs, mais les force des Habsbourg, dans leur double déclinaison italique-espagnole et autrichienne, et seulement après le 1645 allèrent recommencer les conflits avec l'Empire Ottoman. Dans la seconde tranche du travail on a analysées les structures sur lesquels s’articulaient la marine vénitienne et ses hommes. En particulier on a distinguées les forces ordinaires de celles extraordinaires, en opérant une séparation nette entre les deux composants de la flotte et les correspondantes organisations. / The composition, the organization and the functioning of the Venetian Navy have been the subject of numerous studies for the medieval time and the XVIth century, but the historians have disregarded the XVIIth century. Yet, this period plays a crucial role in the maritime history of the Serenissima. Whereas to the verge of the XVIIth century, the Venetian Navy was composed exclusively of galleys, a hundred years later it consisted of a majority of ships-of-the-line, while the Venetian triremes, which were always used in period of peace to assure the police of the Adriatic and the sea Ionian, acted only by balancing force in the wars. The present work considers this evolution, under the aspect either operational then of administration and organization. To this purpose, it has been distributed in two sections. The first part looks at the events that interested the Venetian Navy in the period that go from 1572 to 1699. Here, until about 1635, the main adversaries were not anymore the Turks, but the Hapsburg forces, in their double Spanish-Italic and Austrian declination, and only after the 1645 the conflicts with the Ottoman empire were going to restart. The second part of the work analyses the structures on which were articulated the Venetian Navy and her tools and men. In particular it has distinguished the ordinary forces from those extraordinary, operating a clean separation between the two components of the fleet and the respective organizations.

CAPITULO 1 â Perfil dos carpinteiros artesanais de embarcaÃÃes a vela do litoral do estado do Cearà No contexto mundial, durante o sÃculo XV, a construÃÃo naval das embarcaÃÃes veleiras passaram por evoluÃÃes que propiciaram o empreendimento de grandes viagens. Chegando ao Brasil iniciou-se um longo processo de interaÃÃo construtiva das embarcaÃÃes locais com o conhecimento europeu. As jangadas inicialmente construÃdas sem velas evoluÃram e se propagaram por todo o nordeste e, principalmente no Cearà como embarcaÃÃo de pesca artesanal, evoluindo das jangadas de troncos Ãs atuais de tÃbuas, assim como ocorreu evoluÃÃo construtiva artesanal das canoas e botes. O litoral cearense foi percorrido no perÃodo de setembro de 2010 a maio de 2012, identificando-se in loco os tipos de embarcaÃÃes construÃdas, e localizando e entrevistando construtores artesanais de embarcaÃÃes a vela, foco principal deste trabalho. Foram entrevistados 36 carpinteiros de comprovado reconhecimento local, que responderam questionÃrio estruturado com perguntas direcionadas diretamente à identificaÃÃo do construtor artesanal, seu perfil profissional e da sua arte construtiva, permitindo registros fotogrÃficos, filmagens e gravaÃÃes. Os dados de cada questionÃrio foram transcritos para planilhas eletrÃnicas e analisadas, combinando com as gravaÃÃes de entrevistas transcritas e das filmagens. A pesquisa constatou a baixa escolaridade dos carpinteiros artesanais entrevistados, com 44% de alfabetizados e 42% de analfabetos; a inexistÃncia de qualquer registro construtivo empregado; mÃdia de idade; media de tempo de trabalho e frequÃncia da distribuiÃÃo do tempo de trabalho entre os carpinteiros entrevistados; influÃncia e origem do aprendizado e ausÃncia de enquadramento funcional destes jà que nÃo se aposentam como construtores artesanais. Resultados importantes foram obtidos sobre o perfil do carpinteiro artesanal cearense, considerados importantes para a manutenÃÃo da tradiÃÃo cultural de suas tÃcnicas aplicadas à construÃÃo de embarcaÃÃes a vela, e que compÃem o patrimÃnio histÃrico e socioeconÃmico do estado. CAPITULO 2 â A construÃÃo dos diferentes tipos de embarcaÃÃes a vela do litoral do estado do Cearà As embarcaÃÃes a vela sÃo usadas na pesca desde a Idade MÃdia e foram introduzidas no Brasil no inÃcio do descobrimento. No CearÃ, a frota veleira à constituÃda por jangadas, paquetes, canoas e botes, e este estudo objetivou descrever os aspectos e processo construtivos destas embarcaÃÃes, e verificar a existÃncia de diferenciaÃÃo entre localidades quanto aos custos, tempo de construÃÃo, materiais, ferramentas manuais, posicionamento dos mastros com os tipos e tamanhos de vela e elaboraÃÃo de planos de linhas. A metodologia constou de levantamentos de dados in loco, no perÃodo de maio 2010 a dezembro de 2012, com entrevistas com 36 carpinteiros artesanais em 25 localidades de praia de dezoito municÃpios, e aplicaÃÃo de questionÃrios e registros por gravaÃÃo, fotografia e filmagem. O mÃtodo construtivo adotado pelos construtores à o do âesqueleto primeiroâ, ao qual os diversos componentes sÃo acrescentados. O principio para a construÃÃo dos botes triÃngulo e bastardo à o mesmo adotado por toda a forÃa de trabalho, que sÃo idÃnticos no aspecto construtivo e de estrutura de casco, diferem no tipo de mastro e vela, tendo o bastardo um mastro fixo com vela latina bastarda e o bote triÃngulo vela latina triangular. Os custos de construÃÃo variam em ordem decrescente para botes, jangadas, canoas e paquetes, determinados pelo comprimento da embarcaÃÃo e tipo de madeira. Pontualmente, registrou-se em Bitupità a existÃncia da vela quadrangular latina, denominada de âvela quatro punhosâ, envergada em mastro bastardo nas canoas de curral. CAPITULO 3 â A navegaÃÃo praticada por mestres marcadores nas embarcaÃÃes a vela no estado do Cearà A orientaÃÃo praticada a bordo de embarcaÃÃes veleiras para navegaÃÃo e pesca utiliza referÃncias de terra para compor as linhas de posiÃÃo denominadas caminho e assento que, ao se cruzarem, determinam o local desejado. Esta atividade vem acontecendo desde a existÃncia da jangada de piÃba e se perpetua por transmissÃo entre geraÃÃes. O estudo foi desenvolvido com mestres marcadores de trÃs localidades, Baleia, Fortaleza e Redonda, onde predominam canoas, jangadas e botes, respectivamente. A prÃtica desta modalidade de navegaÃÃo à idÃntica para os diferentes tipos de embarcaÃÃo e diferem pouco entre as localidades estudadas. O exercÃcio da orientaÃÃo exige que o mestre marcador tenha boa visÃo e memÃria para encontrar caminho e assento, alÃm de sofrer restriÃÃes na ausÃncia da luz solar. Essa atividade à iniciada pelos marcadores ainda na juventude, e esses conhecimentos sÃo adquiridos independentes do grau de instruÃÃo e se consolidam tanto pelo exercÃcio da pesca quando pela experiÃncia adquirida. A observaÃÃo de estrelas e planetas revela a direÃÃo do caminho de volta ao porto de origem tendo a estrela do porto vÃrias denominaÃÃes no litoral cearense. A falta de visibilidade do litoral, ocasionada por chuva, cerraÃÃo ou outros fatores, interfere negativamente na identificaÃÃo de pontos de referÃncia existentes no litoral. A marcaÃÃo terrestre vem sendo gradativamente substituÃda pelo uso do GPS na localizaÃÃo dos pesqueiros mais produtivos, com grande aceitaÃÃo pelos mais jovens. O baixo preÃo e eficiÃncia comprovada desse equipamento tÃm justificado sua difusÃo ao longo de todo o litoral do CearÃ. CAPITULO 4 â EmbarcaÃÃes a vela do litoral do estado do CearÃ, distribuiÃÃo espacial da frota e da produÃÃo pesqueira O Cearà possui 573 km de litoral, distribuÃdo por 20 municÃpios costeiros e conta com 113 localidades de pesca estuarina e marinha. Este estudo se baseia nos seguintes dados estatÃsticos do Programa ESTATPESCA a- composiÃÃo da frota por tipo de barco e municÃpio; b- produÃÃo de pescado por tipo de barco e municÃpio; c- produÃÃo das principais espÃcies de peixe por tipo de embarcaÃÃo. Foi feita a descriÃÃo das caracterÃsticas das embarcaÃÃes a vela do Cearà de uma forma mais detalhada que as dividiu em jangadas ocada e de isopor; paquetes ocado e de isopor; canoa de Paracuru; canoa de Moitas-Baleia; canoa de Camocim (bianas); Canoa de Acarau-PreÃ-BitupitÃ; canoas de currais de BitupitÃ; canoa-paquete de Fleixeiras-Guagiru e botes triangulo e bastardo. Os resultados mostram que os paquetes sÃo maioria numÃrica e com maior distribuiÃÃo geogrÃfica, destacam-se pela versatilidade, por serem leves para encalhe e movimentaÃÃo na faixa de praia, pela necessidade de pequena tripulaÃÃo e baixo custo de construÃÃo e manutenÃÃo. Os botes tÃm a menor abrangÃncia territorial, com o bastardo bem concentrados em Camocim e o triÃngulo com maior concentraÃÃo em IcapuÃ. A canoa tem predominÃncia exclusiva no litoral oeste e a jangada, no litoral leste. Em termos relativos, as embarcaÃÃes participaram da captura nas seguintes proporÃÃes: canoas = 45,3 %; paquete = 22,3 %; botes = 22,4%, destacando-se os municÃpios de Camocim, Itarema, Icapuà e AcaraÃ. Estes tÃm produÃÃo mais seleta, capturando espÃcies de maior valor comercial, a saber guaiÃba, cavala, pargo, sirigado, carapitanga e dourado. As jangadas vÃm perdendo importÃncia relativa na captura do pescado, mas ainda com destaque para os municÃpios de Fortaleza, Aquiraz, Beberibe Cascavel e Aracati. / CHAPTER 1 â Profile of the artisanal carpenters of sail crafts in Cearà State In a worldwide scenario, during the XV Century, the naval building of sail craft underwent an evolutionary development that enabled the undertaking of long-length voyages across the oceans. By arriving at Brazil, an intensive interaction process between local sail boat construction and that of European-derived knowledge. The sail rafts, at first built without sail, were deployed over the whole Brazilian northeast, mainly in Cearà State, as artisanal crafts, evolving from simple dugouts to the actual wooden ones as well as canoes and rowboats. For this research work, the Cearà Stateâs coast was surveyed from September, 2010 to May, 2012, taking in situ stock of all types of constructed crafts, and pinpointing and interviewing artisanal builders of sailboats, who are than main target population of this survey. To this aim, 36 accomplished carpenters, locally recognized as such, were required to answer a number of questionnaires directed toward a full appraisal of the artisanal naval builders, its professional profile and handicraft, for which photographic records, pictures and sound recordings were obtained. The derived data were transferred to electronic spreadsheets and then analyzed by crosschecking the recorded interviews and the movie pictures. This survey led to the following results: occurrence of low reading ability by the artisanal carpenters so that 44 per cent were found to be illiterate; non-existence of any kind of professional registration by the competent public offices; mean age of 22.1 years; high mean working time and frequency of distribution among the sampled population; factors of influence and origin of learning techniques and absence of functional framing, since they to do not retire as naval builders. Significant results were got as to the artisanal carpentersâs profile in Cearà State, which were deemed quite relevant for the maintenance of the folklore of their techniques applied to the construction of sail crafts, and round up the historic and socioeconomic heritage of the Cearà Stateâs coastline . CHAPTER 2 â Construction of different types of sail craft along Cearà Stateâs coastline The sailboats are used in fisheries since the middle ages and were introduced in Brazil at the beginning of its discovery. The Cearà Stateâs fleet is made up of rafts, canoes and boats whose study was meant for describing aspects of the building process and for ascertaining the existence of differentiation among fishing communities as to costs, construction time, basic materials, hand tools and positioning of masts according to boat size, sail types and setting of lining patterns. The methodology consisted of data surveys carried out locally, in the period from May, 2010 through December, 2012, by means of interviews with 36 artisanal carpenters in 25 fishing sites of 18 costal counties, by applying questionnaires and data gathering by recording, photography and movie pictures. The constructive technique consists of mounting a âprimary skeletonâ to which all other component parts are attached. The building principle of the triangle and bastard boats is the same as adopted by the whole of the labor force, which are identical as to their constructive pattern and hull framework, but differ as to the types of masts ands sails, namely the bastard one having a fixed mast and a storm jib, and the triangle one having a triangular storm jib. The construction costs vary in a decreasing order for boats, rafts and canoes, as determined by the craft length and kind of timber. Somewhat exceptionally there was identified in BitupitÃ, Barroquinha county, the existence of a square storm jib named âfour-fist sailâ, bent up as a bastard mast in the fish-weir canoes. CHAPTER 3 â The navigation practiced by master position markers on board sail boats in Cearà State The orientation carried out on board sailboats for navigation and fishing makes use of landmarks in order to compose the position lines named pathway and outpost that, while intercrossing, determine the sought after site. This activity has been taking place since the very early existence of the sail raft and it endures itself from generation to generation. This study was undertaken by master markers in some fishing localities, namely Baleia, Fortaleza and Redonda where canoes, sail rafts and boats are respectively predominant. The practice of this kind of navigation is similar for the various types of boats and diverges from one another very little among the studied landing points. The exercise of orientation requires that the master marker has got good eyesight and memory in order to find out the pathway and the outpost, besides undergoing setbacks from the absence of sunlight. That activity is started when the fisherman is still young, and his long-lived expertise is acquired independently of the educational degree as it is derived from both the fishing chores and the accumulated experience. The observation of stars and planets reveals the way back to the home port whose identifying star receives many nominations along Cearà Stateâs coastline. The lack of visibility brought about by rain, clouding, and other factors meddle with the identification of conspicuous landmarks. This age- old technique has been gradually replaced by the use of GPS devices for pinpointing the most productive fishing grounds, with a high degree of acceptance by the young generation. The low purchase price and the proved efficiency of that equipment has accounted for the diffusion of their advantages among the fishing communities of Cearà State. CHAPTER 4 â Sail crafts in Cearà Stateâs coastline: fleet and fishing production spatial distribution The Cearà Stateâs coastline spreads over 573 km distributed by 20 coastal counties, and 113 estuarine and marine fishing communities. This study is based on the following statistical data gathered through the ESTATPESCA Program: fleet composition by types of boat and county; fish production by type of boat and county; catch composition of the main fish species by type of boat. A detailed description of the sailboats in Cearà was presented in order to provide information on a number of variants of their main types, namely hollow raft, styrofoam-fulled rafts, canoe from Paracuru, canoe from Moitas-Baleia; canoe from Camocim; canoe from AcaraÃ-PreÃ-BitupitÃ; canoe from Bitupità fish-weirs, canoe-raft from Fleixeiras-Guagiru, triangle boat and bastard boat. The results show the small raft holds a numeric majority and a wider geographic distribution, standing out by being lighter to anchor on the beach sand, requiring fewer crew, and entailing lower construction and maintenance costs. The boats show a narrower territorial range, with the bastard ones being concentrated in Camocim county and the triangle ones more frequent in Icapuà county. The canoe and the large-sized raft hold an outstanding predominance on the western and the eastern sides of Cearà Stateâs coastline, respectively. In relative terms, the main types of fishing craft took part in the caches according to the following proportions: canoes = 45.3 per cent; small raft = 22.3 per cent; boats = 22.4 per cent. Among their home counties stand out Camocim, Itarema, Icapuà and AcaraÃ, the ones that boast a more exclusive fish production made out of such species as yellowtail snapper, king mackerel, Caribbean red snapper, black grouper, dog snapper and dolphin. The large-sized rafts have shown of late a tendency for playing a lesser part in fish catching, but they are still relevant in such Cearà Stateâs counties as Fortaleza, Aquiraz, Beberibe Cascavel and Aracati.

Titre de la Thèse : L'établissement des chemins de fer dans les Balkans à l'époque ottomane : structuration de l'espace et organisation des échanges (1856-1913)Rejoindre l'Orient, voici sans doute l'une des obsessions de l'Occident. Peut-être l'épopée d'Alexandre le Grand a t-elle contribué à construire cet objectif quasi mystique. Quoi qu'il en soit, le XIXe siècle est celui de sa rationalisation. L'invention de la locomotive et celle du navire à vapeur permettent d'amorcer un processus de mise en réseau du monde. Sur les cinq continents, les villages, les villes et les ports s'interconnectent progressivement, engendrant une mondialisation des flux commerciaux et humains. Ce mouvement est orchestré par les grandes puissances européennes, dont le pouvoir est fondé sur la conquête de nouveaux marchés et sur l'importation des matières premières essentielles à leur essor. Londres et Bombay forment alors deux pivots incontournables, permettant de rediriger les flux en circulation à l'échelle trans-continentale. Entre ces deux points, Suez joue le rôle d'interface entre la mer Rouge et la Méditerranée. Au cours de la seconde moitié du XIXe siècle, l'espace balkanique est progressivement intégré à ce système-monde. L'introduction du rail y induit une profonde redéfinition des rapports de force, que ceux-ci soient d'ordre économique, militaire ou politique. A ce titre, la mise en place de voies ferrées dans les Balkans, à l'époque sous domination de l'Empire ottoman, résulte d'une imbrication de stratégies d'influence, s'exprimant à différentes échelles. Cette thèse se propose de les mettre en lumière. / Reaching the East : this is undoubtedly one of the obsessions of the West. Maybe Alexander the Great's conquests contributed to forge this quasi-mystical aim. Wherever it comes from, the XIXth century is the one of its rationalization. Inventions such as steam locomotive and steamship allow to begin a global networking process. On five continents, villages, cities and ports, are progressively interconnected, generating a globalization of human and trade flows. This movement is orchestrated by the major European powers, whose expansion is based on the conquest of new markets and on the importation of natural resources required for their development. London and Mumbay play at that time a pivotal role, allowing to reroute flows in circulation at the inter-continental scale. Between these two major cities, Suez is an unavoidable crossing point between the Mediterranean and the Red Sea. During the second half of the XIXth century, the Balkan space is progressively integrated to this world-system. In that region, the introduction of railway induces a radical restructuring of power relations, whether political, economical or military. For this reason, the establishment of railways in the Balkans results from an interlacing of influencing strategies, articulated at various scales. This thesis sets out to highlight them.

Sailboat winches are used to help sailors manipulate the control lines that control the position and shape of the sails. Unlike most winches sailboat winches usually only have the ability to winch in the rope, but not to reverse. To reverse the line a sailor needs to manually manipulate it, this is both inconvenient and can also be a safety hazard. This master’s thesis will focus on the development of a self-locking braking system that will be used to allow a sailboat winch to reverse. The goal of the thesis is to design a braking system that works with a modified version of the E40i winch produced by Seldén. The braking system that was developed during this thesis is made up of two main parts, a one-way mechanism and a brake. The type of one-way mechanism that was chosen was an overrunning roller clutch. For the brake a wet disk brake was chosen with an outer diameter of 50mm and an inner diameter of 28.8mm. A 3D model of the braking system has been generated and materials have been selected so that the system is ready for prototyping and physical testing.