By Gelina Harlaftis
Greek-owned delivery has been on the most sensible of the realm fleet for the final 20 years. Winner of the 1997 Runciman Award, this richly sourced examine strains the advance of the Greek tramp fleet from the mid-nineteenth century to the current day. Gelina Harlaftis argues that the good fortune of Greek-owned transport lately has been a consequence now not of a couple of marketers utilizing flags of comfort within the Nineteen Forties, yet of networks and organisational constructions which date again to the 19th century. This research presents the main entire historical past of improvement of contemporary Greek transport ever released. it really is illustrated with quite a few maps and images, and contains broad tables of fundamental info.
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Extra resources for A History of Greek Owned Shipping: The Making of an International Tramp Fleet, 1830 to the Present Day (Maritime History)
1). 6 More specifically, Schilizzi, Papayanni and Tymbas handled 41 per cent of the tonnage that entered Liverpool in 1850 from Alexandria, Beirut, Constantinople, Galatz, Braila, Mariupol and Odessa. St. 2). Papayanni, a merchant and shipowner, was known as the carrier of Chiot merchants. 1 The Chiot commercial and maritime network, 1830s–1860s. 7 None the less, the London Customs Bills of Entry, which provide data on all ships entering the most important British ports from abroad, give extensive information about the activities of the Chiot network in England.
This chapter will deal with the Chiot phase, while the next will examine the Ionian phase. 1). 2) or started their careers in Chiot offices and had their support. None the less, the Chiot families were the largest and richest. The trade involved mainly bulk cargoes, such as grain, wool, cotton, linseed and tallow, from the eastern Mediterranean and particularly the Black Sea to western and northern Europe; manufactured goods, especially thread and textiles, were carried on return voyages from western Europe to the eastern Mediterranean.
And the amount of tonnage that left the Bulgarian ports Varna and Burghaz in 1886 more than doubled in ten years. Together with the growth of shipping went improvements in port and shipping facilities. Harbours were constructed and dredged, and obstructions barring the entrances of rivers and straits were removed, thus greatly improving the navigability of the Black Sea. At the other end of the trade, the main recipient countries of the Black sea grain exports and ships were France and England, followed by Germany, Holland and Italy.
A History of Greek Owned Shipping: The Making of an International Tramp Fleet, 1830 to the Present Day (Maritime History) by Gelina Harlaftis