Heritage Afloat
Action in Europe: The Barcelona Charter
Getting a fair deal for historic ships in Europe is one of our main
objectives: most or our national regulations are European or international
in origin. Heritage Afloat is the UK representative at the European
Maritime Heritage Congress (EMH) which puts the case for historic
vessels in discussions in Brussels and with individual member states.
One example is with the problems historic vessels can sometimes face
when they travel to foreign ports. Following intensive work by EMH,
Hereitage Afloat hosted the preparatory meeting in London that led
to the formal signing of a Memorandum of Understanding between 6 EU
member states, including the UK, in Wilhelmshaven in September 2000.
Under this agreement ports in the signatory states will accept
the home country's safety certification if it allows the vessel to
proceed to foreign ports. This is a helpful start, but we need to do
more.
To help historic vessels secure a better understanding from all public
authorities across Europe, the EMH is developing the Barcelona Charter.
The Barcelona Charter
The purpose of the Barcelona Charter is to set out a Code of Good
Practice for owners and operators of traditional vessels along the
lines of the Athens Charter drafted by architects and museum technicians
in 1931 (as amended in Venice in 1964) to give guidance on the restoration
of historic monuments. Over the years The Venice Charter (as the Athens
Charter is now known) has been accepted by public authorities as the definitive
guide.
The EMH believe that such a charter for our floating heritage is long overdue
and have adapted the terms of the Venice Charter as appropriate in a new Barcelona
Charter as agreed at the EMH congress in Barcelona in 2001. EMH have extended the
proposed scope of the Charter to include the traditional seamen's skills which many
consider as important as the vessels themselves. Another feature of the Charter is
that it makes clear that retaining traditional design and features in a vessel is
not simply a personal choice but in the public interest - that is apart of the
heritage value. Such recognition is important when arguing the case for exemption
from draconian or superfluous safety measures as well as when attempting to negotiate
public grant funding.
We hope that the adoption of this Charter will show to Government agencies that
vessels complying with its terms are giving due recognition to the public interest
in the conservation of both artefacts and skills.
The Terms of the Barcelona Charter
Definitions
ARTICLE 1.
The concept of maritime heritage afloat embraces the single traditional
ship in which is found the evidence of a particular civilisation or significant development
as well as traditional sailing, seamanship and maritime workmanship. This applies both to
larger ships and to more modest craft of the past, which have acquired cultural significance
with the passing of time.
ARTICLE 2.
The preservation, restoration and operation of traditional ships
must have recourse to all the sciences, techniques and facilities, that can contribute
to the study and safeguarding of the maritime heritage afloat.
Aim
ARTICLE 3.
The intention in preserving and restoring traditional
ships in operation is to safeguard them whether as works of art, as
historical evidence or as a demonstration of traditional skills.
PRESERVATION
ARTICLE 4.
It is essential for the continued survival of traditional
ships in operation that they be maintained on a permanent basis.
ARTICLE 5.
Making use of traditional ships for some socially
useful purpose always facilitates their preservation. Such use is
therefore desirable but it must not (significantly) change the
exterior layout of the ship. Modifications demanded by a change
of function should be kept within these limits.
ARTICLE 6.
A traditional ship is inseparable from the history to
which it bears witness and from the waters it sailed. Therefore its
home port and area of operation ideally should be in the regions of
its former usage.
RESTORATION
ARTICLE 7.
The process of restoration is a highly specialised
operation. Its aim is to preserve and reveal the aesthetic, functional,
and historic value of traditional ships and is based on respect for original
material and authentic documents. lie restoration in any case must be preceded
and accompanied by a historical study of the ship.
ARTICLE 8.
The restoration of traditional ships will best be accomplished by
means of traditional materials and techniques. Where traditional materials or techniques
prove inadequate, the consolidation of traditional ships in operation can be achieved by
the use of modem materials for conservation, the efficacy of which has been shown by
scientific date and proved by experience.
ARTICLE 9.
The restoration of a traditional ship does not require that the ship
shall be restored to the original building year. Some ships have a great historical
value in a later period of their former time of working. Restoration to any period
should be executed only after thorough consideration of the quality of the historical
and technical documentation available for the chosen period.
ARTICLE 10.
Obligatory navigation - and safety equipment must integrate
harmoniously with the whole, but at the same time must be distinguishable from
the original so that restoration does not falsify the artistic or historic evidence.
ARTICLE 11.
Additions cannot be allowed except in so far as they do not
detract from the interesting parts of the ship, its traditional setting and the
balance of its composition.
ARTICLE 12.
In all works of restoration there should always be precise
documentation in the form of analytical and critical reports, illustrated with
drawings and/or photographs and other appropriate media. Every stage of the
work of dismantling, treatment, re-assembly and addition of new parts, as well
as technical and structural features identified during the course of the work,
should be included.
EMH Cultural and Safety Council
Helsingor 20 April 2002.