By Gelina Harlaftis
Greek-owned transport has been on the best of the area fleet for the final two decades. Winner of the 1997 Runciman Award, this richly sourced examine lines the improvement 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 in recent times has been a end result now not of a few 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 complete heritage of improvement of contemporary Greek delivery ever released. it really is illustrated with a number of maps and pictures, and contains broad tables of basic facts.
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Additional info for A History of Greek Owned Shipping: The Making of an International Tramp Fleet, 1830 to the Present Day (Maritime History)
12 Growth of Black Sea grain trade. 5 million tons. 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.
2). 2). 11 Greek ships in British ports. 31 About 100,000 tons departed from the ports of the Azov Sea in 1841, a figure that increased ten-fold to more than 1,000,000 tons by the end of the century. 5 million in the mid-1890s. 12 Growth of Black Sea grain trade. 5 million tons. 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.
1, Cahier no. 9, Institut des Recherches Méditerranéennes, Université de Provence, 1987; ‘Annual Reports from British Consuls in Russian, Turkish, Rumanian and Bulgarian Ports on Trade and Navigation’, British Parliamentary Papers vol. 9, p. 145. 6 space. 3 shows in detail the maritime geography of general cargo from the ports of the eastern Mediterranean and the Black Sea. It is evident that ships with general cargo left almost exclusively from Constantinople, Smyrna, Patras, Zante, Cephalonia, Syria and Alexandria.