Σελίδα 1 από 4 123 ... ΤελευταίαΤελευταία
Εμφάνιση αποτελεσμάτων σε εξέλιξη 1 έως 10 από 33

Θέμα: Oesterreichischer Lloyd (Austrian Lloyd, Αυστριακό Λλοϋδ)

  1. #1
    Εγγραφή
    Mar 2008
    Περιοχή
    Κεφαλλονιά
    Μηνύματα
    3.180

    Προεπιλογή Oesterreichischer Lloyd (Austrian Lloyd, Αυστριακό Λλοϋδ)

    Πρόσφατα, έλαβα το βιβλίο

    "Austrian Post Offices Abroad - Part One"

    το οποίο διαπραγματεύεται την ιστορία των Αυτοκρατορικών Αυστριακών Ταχυδρομείων στη Ανατολική Μεσόγειο και τη Μέση Ανατολή. Περιέχει ορισμένες πολύτιμες για μας αναφορές, σχετικά με τα πρώτα τακτικά δρομολόγια προς το Ιόνιο και την Ελλάδα από το Αυστριακό Lloyd!

    Η πρώτη επαφή του Αυστριακού Lloyd με την Ελλάδα, έγινε μόλις 2 χρόνια μετά την ίδρυσή του! Στις 16 Μαϊου του 1837, το πλοίο Arciduca Lodovico (1836, 310 t), εγκαταλείπει την Τεργέστη για την Κωνσταντινούπολη όπου και καταφθάνει μετά από μόλις 2 εβδομάδες, στις 30 Μαϊου! Το δρομολόγιο που ακολουθεί είναι Αγκώνα - Κέρκυρα - Πάτρα - Πιραιάς - Σύρος - Σμύρνη. Το δρομολόγιο είναι 2 φορές το μήνα.

    Στις 10 Μαϊου του 1848 εγκαινιάζεται το απευθείας δρομολόγιο μεταξύ Τεργέστης και Αλεξανδρείας, με μοναδικό ενδιάμεσο σταθμό την Κέρκυρα. Πρώτο πλοίο στη γραμμή ήταν το Italia (1847, 730 t).

    Από το 1840 κιόλας, υπάρχει εβδομαδιαίο δρομολόγιο (Ionian Islands Express Line) μεταξύ Τεργέστης - Κέρκυρας - Παξών - Λευκάδος!!! Από το 1858 προστίθενται η Πρέβεζα και η Σαγιάδα.

    Το 1853 αρχίζει η επονομαζόμενη Ελλαδίτικη γραμμή για Λουτράκι, μέσω Αγκώνας - Μπρίντιζι - Κέρκυρας - Αργοστολίου - Ζακύνθου - Πάτρας - Ιτέας.

    Από το 1854 καθιερώνεται η λεγόμενη Αλβανική γραμμή, από την Τεργέστη μέσω διαφόρων Δαλματικών λιμανιών μέχρι τη Ζάκυνθο!

    Παρακάτω συνοπτικά τα υπόλοιπα δρομολόγια της εταιρείας για Ελλάδα:

    - Τεργέστη - Κωνσταντινούπολη, μέσω Κερκύρας και Σύρου, ταχεία γραμμή

    - Τεργέστη - Κωνσταντινούπολη, μέσω Κερκύρας - Σύρου - Πειραιά - Ναυπλίου - Χίου - Τσεσμέ - Σμύρνης - Μυτιλήνης - Μπαπού Κουλέ - Τενέδου

    - Τεργέστη - Σμύρνη, μέσω Αγκώνα - Κέρκυρας - Ιθάκης - Ζακύνθου - Κυθήρων - Σύρου - Χίου

    - Η λεγόμενη Θεσσαλική γραμμή, από την Κωνσταντινούπολη για τη Στυλίδα, μέσω Θεσσαλονίκης - Carizza (λιμάνι της Λάρισσας, το γνωρίζει κανείς; ) - Βόλου

    Υπήρχαν, προς μεγάλη μου έκπληξη, επίσης τοπικά δρομολόγια στο Αιγαίο:

    - Σύρος - Ρόδος

    - Σύρος - Χανιά - έθυμνο - Ηράκλειο

    - Πειραιάς - Καλαμάκι

    - Πειραιάς - Ύδρα - Σπέτσες - Ναύπλιο

    - Πειραιάς - Χαλκίδα!!!

    Αυτά προς το παρόν :mrgreen: Δεν είμαι τόσο καλός στο γράψιμο, όπως π.χ. ο εξαίσιος φίλος Νικόλαος αλλά ελπίζω να μην σας κούρασα υπερβολικά

  2. #2

    Προεπιλογή

    Παράθεση Αρχική Δημοσίευση από Appia_1978 Εμφάνιση μηνυμάτων
    Πρόσφατα, έλαβα το βιβλίο

    "Austrian Post Offices Abroad - Part One"

    το οποίο διαπραγματεύεται την ιστορία των Αυτοκρατορικών Αυστριακών Ταχυδρομείων στη Ανατολική Μεσόγειο και τη Μέση Ανατολή. Περιέχει ορισμένες πολύτιμες για μας αναφορές, σχετικά με τα πρώτα τακτικά δρομολόγια προς το Ιόνιο και την Ελλάδα από το Αυστριακό Lloyd!



    Αυτά προς το παρόν :mrgreen: Δεν είμαι τόσο καλός στο γράψιμο, όπως π.χ. ο εξαίσιος φίλος Νικόλαος αλλά ελπίζω να μην σας κούρασα υπερβολικά
    Mas kourases? Ti les? Auta einai kataplhktika nea stoixeia.... Se eyxaristoume idiaterws!

  3. #3

    Προεπιλογή

    Παράθεση Αρχική Δημοσίευση από Appia_1978 Εμφάνιση μηνυμάτων
    Πρόσφατα, έλαβα το βιβλίο

    "Austrian Post Offices Abroad - Part One"

    το οποίο διαπραγματεύεται την ιστορία των Αυτοκρατορικών Αυστριακών Ταχυδρομείων στη Ανατολική Μεσόγειο και τη Μέση Ανατολή. Περιέχει ορισμένες πολύτιμες για μας αναφορές, σχετικά με τα πρώτα τακτικά δρομολόγια προς το Ιόνιο και την Ελλάδα από το Αυστριακό Lloyd!

    Η πρώτη επαφή του Αυστριακού Lloyd με την Ελλάδα, έγινε μόλις 2 χρόνια μετά την ίδρυσή του! Στις 16 Μαϊου του 1837, το πλοίο Arciduca Lodovico (1836, 310 t), εγκαταλείπει την Τεργέστη για την Κωνσταντινούπολη όπου και καταφθάνει μετά από μόλις 2 εβδομάδες, στις 30 Μαϊου! Το δρομολόγιο που ακολουθεί είναι Αγκώνα - Κέρκυρα - Πάτρα - Πιραιάς - Σύρος - Σμύρνη. Το δρομολόγιο είναι 2 φορές το μήνα.
    Arciduca Lodovico

    Here is a great early ship! Günther Schatzdorfer writes:
    Am 26. Mai 1837 - neun Jahre nach- dem Ressel am selben Ort mit dem Experiment seiner Schiffsschraube gescheitert war (siehe auch Seite 5) - legte der Raddampfer "Arciduca Lodovico" vom Molo San Carlo in Triest ab. Das Schiff mit seinen 310 Bruttoregistertonnen, einer Länge von 42 Metern, verfügte über eine Maschine von - nach heutigen Gesichtspunkten geradezu lächerlichen - 100 PS und brachte 53 Passagiere und 25 Besatzungsmitglieder mit einer Reisegeschwindigkeit von 8 Knoten (also nicht ganz 15 km/h) nach Istanbul, das damals Konstantinopel hieß. Dort kam man am 30. Mai an. Dies war der Beginn der regulären Personenschifffahrt auf der Adria.
    Can you imagine? 310 tons, 42 m long, 100 PS horsepower, 53 passengers, 25 crew and .. most importantly... 8 knots!!! From Trieste to Istanbul.

    And here are a nice painting and a drawing

    Arciduca Ludovico.jpg

    Arciduca Ludovico 2.jpg

  4. #4

    Προεπιλογή Passenger Ships from Tergeste (Trieste) to Piraeus in the 1830s to 1870s

    Παράθεση Αρχική Δημοσίευση από Appia_1978 Εμφάνιση μηνυμάτων
    Πρόσφατα, έλαβα το βιβλίο

    "Austrian Post Offices Abroad - Part One"

    το οποίο διαπραγματεύεται την ιστορία των Αυτοκρατορικών Αυστριακών Ταχυδρομείων στη Ανατολική Μεσόγειο και τη Μέση Ανατολή. Περιέχει ορισμένες πολύτιμες για μας αναφορές, σχετικά με τα πρώτα τακτικά δρομολόγια προς το Ιόνιο και την Ελλάδα από το Αυστριακό Lloyd!

    Η πρώτη επαφή του Αυστριακού Lloyd με την Ελλάδα, έγινε μόλις 2 χρόνια μετά την ίδρυσή του! Στις 16 Μαϊου του 1837, το πλοίο Arciduca Lodovico (1836, 310 t), εγκαταλείπει την Τεργέστη για την Κωνσταντινούπολη όπου και καταφθάνει μετά από μόλις 2 εβδομάδες, στις 30 Μαϊου! Το δρομολόγιο που ακολουθεί είναι Αγκώνα - Κέρκυρα - Πάτρα - Πιραιάς - Σύρος - Σμύρνη. Το δρομολόγιο είναι 2 φορές το μήνα.
    May I also add a wonderful article by Antonis Virvilis of the Greek Philatelic Federation about travel from Trieste to Piraeus in those days (and with the same ship)?

    The steamship connection of Trieste with Piraeus in 1837

    The German archeologist Ludwig Ross (1806-1859) arrived in Greece in 1832. After Otto’s arrival, he became member of his official retinue during the travels in Greece of the new king.

    Ross, initially undertook the management of the Archeological Service and restored the temple of the Wingless Victory in Acropolis, which was almost leveled over the years by wars. His accomplishment, with the technical means he had available and the limited knowledge of the times, is considered admirable. Later, in 1836, he occupied the chair of Archeology of Athens University which he left in 1845 for the chair of Archeology of the German University in Halle. Ross is rightfully considered one of the most important personalities in the cultural renaissance of Greece.


    One of his many books was also the one titled Erinnerungen und mittheilungen aus Griechenland (Remembrances and reports from Greece) published in Berlin in 1863, where the writer observes and notes with a clear-sight the prevailing situation in the newly formed nation.



    We present an interesting part related to communication difficulties with abroad during that period and the start of steamship connection of the commercial center of Trieste with the port of the Greek capital.


    The text that follows comes from the Greek edition published by Tolidis Bros, Athens in 1976 and is accompanied with additional explanatory and supplementary notes which, at the same time, enlighten the postal history of the times as well.

    ...............................
    In the summer of 1832, I needed the whole three months to remain in Trieste, until I was able to find a boat for Greece. As much as dense was the communication of Trieste with the Levant during the Greek struggle for independence and as much as it developed thereafter the national liberating war, the voyage was still a long trip (1). Naturally there was no mention of steamers. The first steamer was used only in 1837.


    ................................
    Finally after many deceits and long postponements –as it happens with the sailing ship trips- the time of our departure arrived and on July 12, I boarded the ship I was going to sail with. It was a small cutter from Hydra with a crew of 11 named “The Three Powers”. Besides me they were two merchants passengers from Chios island (2).


    During the same period [1837], for the progress of Greece, also something else new was entered in the life of the land. It was a very important contributor for its material development and is becoming more and more significant.


    I have often mentioned that our connection with Europe, during the early years, was served by incidental trips of warships and commercial boats. Only from 1835, after the creation of a company in Athens (3), Austria created a regular connection with Trieste with some warships, which it had transformed to roundtrip packet boats (4). But also this connection only in theory could be named a regular one. In the winter, when in the Adriatic the strong north winds prevailed, the officers, with this excuse, were resting in Bocce of Cattaro, and the boats were very late to arrive.

    I remember an instance where the Austrian consulate itself remained without news from Trieste for whole of 50 days. Finally the letters and the newspapers arrived which largely were old and had lost their interest.


    However, anyone who wished to travel from Greece to Germany could consider himself lucky if he could reach Trieste with one three-weeks trip, where, after a quarantine of 28 days stepped freely on the ground and could continue the journey (5).


    Therefore we considered, justifiably so, as a large advance the fact that on July 1837 the Austrian Lloyd of Trieste, whose soul was the genius von Brook, after some experimental trips, established a regular connection with Athens with steamships (6).

    In the beginning the vessels departed every 14 days. They required the whole 7 or 8 days for the trip, by circumnavigating Peloponnesus.
    And quarantine was always in force. Even so, what a relief! Now somebody was sure, if it did not come across stormy weather, to have his correspondence every two weeks. If the vessel departed immediately, the senders knew for example that now they needed only 13 days for the dispatch or receipt of news. They could go hunting or to local outings –something that was done frequently.


    After sometime, Trieste was obliged, despite the cries of indignation from France, Sardinia, Pope and Naples, to reduce the quarantine days from four weeks to 14 days. The next step I think was that the steamships sailed every week and this way the trips became shorter. Then the quarantine was lowered to 8 days and later to less. At the end it was eliminated for good. Only the presence of a health officer on the boat was required (7).


    From 1843 or 1844, a Lloyd vessel however, makes the trip to Corinth canal every 14 days(8). There the passengers and the merchandise are transported over an artificial road to Saronic Gulf where another boat receives them and takes them to Piraeus. Thus the trip from Trieste to Athens is limited to 4 or 5 days (9).


    It must be sufficiently emphasized that Austria with all these measures to facilitate the communication with the Levant, for the introduction of the steamships and the definite elimination of the quarantine was preceded by all, despite the partial resentment of its neighbors as well. Despite against its wish, France follows her gradually (10) and the Italian States resist as well (11) if together with quarantine their presence in the ports would be lost (12).





    Anthony Virvilis
    (President of the Hellenic Philatelic Federation)

    Source: http://www.siciliainformazioni.com/g...raeus-1837.htm

    What great ships and what great story!
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 12-05-2009 στις 03:50

  5. #5

    Προεπιλογή

    Παράθεση Αρχική Δημοσίευση από Nicholas Peppas Εμφάνιση μηνυμάτων
    May I also add a wonderful article by Antonis Virvilis of the Greek Philatelic Federation about travel from Trieste to Piraeus in those days (and with the same ship)?



    Notes: Part 1



    1 - Trieste with a large flourishing Greek commercial community and strong cultural life, already from the 18th century, contributed greatly to the Greek struggle of Independence and was the most important base of dispatching supplies and the descent of the Philhellenes during the Revolution, despite the strong resistance and the strict control of the Austrian-Hungary to which it belonged (O. Katsiardi-Hering, The Greek community of Trieste (1751-1830), Athens 1986).

    Its proclamation in 1719 as a “free port” and its connection with Vienna –via Lubjiana- and to central Europe, was establishing Trieste as a very important commercial and postal center (Bruno Crevato-Selvaggi, “La Posta attraversi i secoli in Europa e in Venezia-Gulia” in Museo Postale e Telegrafico della Mitteleuropa, Trieste, Poste Italiane 1997, pp. 35-42).


    Other important sea routes that times were from the West to Greece; Marseilles (via Malta) and the Italian ports Genova and Livorno (from the west), Bari, Brindisi, Ancona and to a lesser degree Venice (from the east), with initial calls to the ports of the British ruled Ionian islands and Patras (in the west) and Nauplio, Syra and Piraeus (in the East). The dispatch of mail, naturally, followed the same routes.



    2 - The voyage to Hydra took 10 days, without calling at any other port.




    3 - He obviously means the contract of the French banker and entrepreneur Fransisco Feraldi who from August 29, 1833, begun with 6 sailing ships the transport of the mail to the interior, to Alexandria, Smyrne, Malta, Marseille, Livorno and Trieste. From May 17, 1834 with the renewal of the contract, 11 more sailing ships are available, two of which are for the support of the direct Nauplio-Trieste line (S. Nicolaides – A. Xanthopoulos, The first contracts of the Greek Post for the transport of the correspondence abroad 1833-1860, Philotelic Library HPS no. 11, Athens 1965).




    4 - The Austrian Lloyd Company (Lloyd Austriaco) was founded on September 3, 1835 by seven insurance companies with capitals provided by Rothchild, with the purpose of establishing and operating a sea route which it was to connect with steamers the Eastern Mediterranean –Alexandria and Constantinople- with Triest, the seat of the Company (R. E. Coons, Steamships, Statesmen, and Bureaucrats: Austrian policy towards the Steam Navigation Company of the Austrian Lloyd 1838-1848, F. Steiner, Wiesbaden 1975). It was expanded quickly in the entire Mediterranean, India and Far East. In 1838 it had 10 vessels, in 1846, 20 and in 1860, 61. In 1861 the building of its own shipyard was completed for the building of new ships and for the maintenance of the company’s fleet.

    In 1872 it was renamed Lloyd Austro-Ungarico but in 1891 retook the old name. In 1881 it branched out to New York, Brazil and Rio Plata lines as well. During its peak in 1886, had 86 owned vessels. During WW I its work was interrupted and in 1919 restarted as Lloyd Triestino, under Italian flag. Today it survives as Navigazione Italiana and from 1978 is used for transport of cargo exclusively.


    The biggest opponent of Lloyd was the French ferry company in claiming first place for the transport of passengers, cargo and naturally the mail to the ports of Levant. On July 8, 1851 France signed a contract for the operation of four lines to Italy, Levant, Egypt and Greece, with Compagnie des Messageries Nationales, the product of fusion of Ernest Simons’ company, which from 1796 carried out the Paris-Marseilles line by carriages and the ship owner M. Rostand. In 1852 it was renamed Companie des Services Maritimes des Messageries Nationales and in 1853 to Companie des Messageries Imperiales and bought its own shipyard. On August 1, 1871 it was renamed to Companie des Messageries Maritimes.

    The golden era of the company was the period from 1871 to 1914 when maintained routes in the Mediterranean, Black and Red Sea, in the Indian Ocean, the China Sea and in the North and South Atlantics as well as in between the wars (1920-30) with the luxury liners. The company was famous for its rich and sumptuous dinners that its passengers enjoyed. During WWI it lost 22 ships and during WW II half of its fleet. After the war many mergers led to the disappearance in 1977, of the company’s name.





    Anthony Virvilis
    (President of the Hellenic Philatelic Federation)

    Source: http://www.siciliainformazioni.com/g...raeus-1837.htm


    This is the first part of the notes of the previous article
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 12-05-2009 στις 03:51

  6. #6

    Προεπιλογή

    Notes: Part 2



    5 - The Italian ports from very early took strict protective measures against the transmission of infectious diseases that were endemic in the Levant. Trieste had two lazarettos, the San Carlo (1719-1768), and because of increased traffic, the newly constructed of Santa Teresa (1768). The last one was closed in 1868 for the construction of the new port and the new train station of Vienna-Trieste and was moved to new installations outside the city, where it took the name San Bartalomeo (Chiara Simon, La sanita marittima a Trieste nel Settecento, da Carlo VI a Maria Tereza (1711-1780), PhD dissertation, School of Philosophy and Literature- Historical section, Trieste University 2001).



    6 - Ross confuses dates. It is known that at 5 p.m of May 16, 1837, the first Austrian paddle-ship the Arciduca Lodovico (310 tones and 100HP, built in England in 1836) departed with 53 passengers and cargo, in the line Trieste, Ancona, Corfu, Patras, Piraeus, Syra, Smyrna, Constantinople where it arrived after 14 days on May 30. During her call to Syra had an exchange with another Lloyd’s ship, the Conte Kolowrat, (323 tones, built in 1837 - in 1852 was renamed Bosforo), who was undertaking the line Syra–Alexandria with calling at Chania, under the Egyptian rule Crete, and she was going to reach her destination also on May 30 (S. D. Tchilinghirian – W. S. Stephen, Austrian Post Offices abroad, Austrian Stamp Club of Gr. Britain, 1962, p. 16). In 1852 the first propeller driven steel boat of the Company (Smyrne 850 tones) is built and the next year propeller driven boats are placed in the routes of Levant (A. Virvilis, “A sketch of the postal communication between Greece and Egypt, 1833-1881” Philotelia no. 596/1999, p. 113).

    Unfortunately correspondence that was transported with the first trip of Arciduca Lodovico from Trieste to Greece or Turkey has not been located up to now. However, a letter from Constantinople to Syra which was transported by the return trip of the boat, with sender the diplomatic corps of Sardinia, dated June 2, 1837, having postmark of the Austrian agency of Lloyd in Constantinople and arrival date June 1, survives (Collectio auction no. 19, December 1996, lot 2117). It is also known an early letter from Smyrna to Venice on 2 December 1837, transported by Arciduca Lodovico till Triest and by another Lloyd ship to Venice (Franco Rigo (ed.), Trieste Venezia, il vapore nell’ ottocento, Venezia, 2002).

    The opening of the line to the Levant facilitated, as it was only natural, the communication. In 1838 Lloyds vessels transported totally 22.000 passengers, 71.000 letters, 28.000 luggage and 14.000 packets. Of great interest are the tariffs applied. The ticket for first class with bed in 1838 from Trieste to Corfu was 62 florins, and second class 42, to Piraeus 100 and 68, to Smyrna 113 and 77 and to Constantinople 125 and 86, respectively. (It should be noted that the parity of the Austrian florin was in 1855, 13.07 drachmae of the Otto’s period. The daily salary of a specialized worker was 4 drachmae). Beds were hired “if there were available”.

    The cost of meals was paid separately but it was to the privilege of the passenger to declare whether wants it or not, in order a place be reserved. The daily cost of a meal on board in the first class was 2.30 florins, in second class 1.30 and in the third class 0.30. For the first class of the lines to Piraeus and Constantinople the meals included the following: At the beginning in the morning, black coffee and a small portion of milk, upon special request.

    At breakfast it was served coffees, milk, eggs, butter two hot dishes, prochiuto, salamis, fruits, wine, white bread and thin rusks. At noon lunch was offered with soup, hors d’oeuvres, boiled veal with sauce or boiled chicken, steak, cabbage, grilled meat with salad, desert with a glass of sweet wine, fruits, cheese and coffee. Bread and wine of good quality at the lunch at will.

    Much simpler was the dinner restrained to tea, coffees, milk, butter, rum, or cognac with white bread and thin rusks. In the third class it was offered the same meals as the crew, which had to be “satisfactory and essential”, adopted to the way of life and the great fatigue suffered by the latter. For breakfast it was served cheese and rusks of good quality, for the meal, soup with rice or pasta and boiled veal, for dinner, boiled meat leftovers with potatoes and salad or cabbage.

    In festive days it was offered additional food including grilled meat with salad and a glass of wine. The crew beverage was the usual, one doze of wine mixed with two thirds of water. The use of wine was agreed to be without limit (Franco Rigo, op. cit., pp. 15-16).
    Source: http://www.siciliainformazioni.com/g...raeus-1837.htm


    This is the second part of the notes of the previous article
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 12-05-2009 στις 03:51

  7. #7

    Προεπιλογή

    Notes: Part 3

    7 - R. E. Coons, “Steamships and Quarantines at Trieste 1837-1848”, Journal of History of the Medicine and Allied Sciences, vol. 44, January 1989. A doctor always boarded the Lloyd’s boats as the ones of the Messageries who called at the Levant ports, for the early diagnosis of a possible infectious disease. Doctors onboard Lloyd vessels were equal in rank to the first officers and were receiving the same treatment. Over and above their medical and pharmaceutical duties, they were entrusted with the mail service and the health surveillance of those on board. Furthermore, the practice of guardians was applied in the Greek area since the creation of the Greek state although the relevant legislation codified the old practices only in 1845. Each vessel arriving from abroad, instead of remaining immobilized and without contact with the coast where certain days of quarantine was expected, could, at the expense of the passengers bring aboard one or two guards whom the local health office assigned, and continue its voyage in the Greek waters without calling at another port until the days of quarantine passed.

    The other possibility was the passengers to remain onboard accompanied by a guard, until the required days of isolation passed, instead of disembarking and remain in the facilities of the lazaretto –not such a particular pleasant situation-, a practice which the British first applied in the Ionian islands (The Ernst Gardner case in Α. Virvilis, «The lazaret of St. Georgios of Salamis», Philotelia no. 591/1999, p. 118).

    The guards, usually retired seamen, watched if the passengers showed any symptoms of infectious disease and reported the pertinent. Relative descriptions are found in the memoirs of many travellers (E. M. Grosvenor, Narrative of a yacht cruise in the Mediterranean during the years 1840-1841, London 1842 and A. Papanikolaou-Christensen, Christiane Luth: A Danish in Otto’s Court, Hermes, Athens 1988).



    8 - The route Trieste, Ancona, Corfu, Patras, Vostitsa (Aighion), Loutraki and from there Kalamaki, Piraeus, begun on July 1, 1843 and continued, with several calling changes until 1858. From Loutraki the passengers and the mail bags were transported to Kalamaki by carriages, where a boat of the Company transported them to Piraeus. In October of 1843, the famous Austrian traveller Ida Pfeiffer sails from Piraeus to Kalamaki onboard Baron von Kubek (320 tons with 75HP, built 1842) and from Loutraki to Trieste with Hellenos (?) (120HP). (Ida Pfeiffer, A woman’s journey round the world, London 1852).

    The short overland trip, Loutraki-Kalamaki, was not always an easy one. On August of 1844, thieves ambushed the carriage and robed the passengers and the cargo. Newspaper Athina of 12 August mentions “The Lloyd coach directed from Loutraki to Kalamaki was robbed by approximately 70 robbers. It is supposed that their intention was to capture the diplomatic mail as well“ (M. Constantinis, The Posts in Greece, Hellenic Post, Athens 2002, p. 234 and U. Del’ Bianco, Il Lloyd Austriaco e gli annulli maritime dell’Austria-Ungheria, Sorani, Milano 1978, vol. II, pp. 114 and 306).



    9 - Del Bianco who examined the Lloyd Archives, recording also the dates of timetables, mentions that the duration of the Trieste-Piraeus trip, via Loutraki, was 6 days (U. Del’ Bianco, op. ct., p. 114). From January 1850, according to the New Timetable of the Lloyd’s Steamers, which was also published in the Greek Government Gazette, three lines were established. The first, as the premier one, with calling at Brindisi also (14 days to Piraeus), the second, the express line, Trieste, Corfu, Syra (7 days), Smyrna and Constantinople and the third which linked the connections from Syra to Piraeus (twice a week). The Syra-Piraeus leg was taken place at night and the boat was arriving in Piraeus at sunrise.

    Known vessels which at different times carried out this route were Lloyd’s Arciduca Lodovico (it is the same boat that inaugurated the Trieste-Constantinople line and was pulled out of circulation in 1868) (Henry M. Baird, Modern Greece, A narrative of a residence and travels in that country, New York 1856, p. 371), the boats of Messageries Imperiales Tagus (787 tones, built in 1837), Pericles (582 tones, built in 1852) and Eurotas (620 tons built in 1836) and the Greek ones Maximilian, (180 tons with 2X20HP built in 1837) and Omonia (565 tons with 94 HP).



    10 - France had every reason to fear. Recent example also –with the publication of Ross’ book- was the cholera epidemic, the result of the Crimean War, which started in Marseilles in 1854 and was transported to Piraeus –with the occupying armies- and to Athens the summer of the same year (B. Anninos, «The cholera of 1854» in Historical Notes, Hestia, Athens 1925).



    11 - Until the 19th century, Italy as well as the entire Europe had paid a big price for the cholera epidemics. The opening of the maritime routes toward the Levant, added another big danger. The Italian States had undertaken strict measures at their ports, in conjuction with their land borders. (Luciano De Zanche, Storia della disinfezione postale in Europa e nell’area Mediterranea, Padova 1977).



    12 - The observation of Ross reveals the intense competition of the interested nations, but also of the companies, for the development of the commercial routes with the Levant but also the fears of transmission of infectious diseases, especially the plague, typhoid and cholera. The duration of the isolation in quarantine at the harbours of Syra and Triest was one of the main weapons of the antagonism (see analytically R. E Coons, op. cit.)

    Characteristic of the competition is the report of the French Consul in Athens, who since 20th August 1842, underlines the importance of the Austrian activity and writes “It would a great competition of our Athens line…. No passenger anymore directed to France or the northern Italy would be boarded to our vessels from Syra or Piraeus.

    Everybody would naturally take advantage of the Ancona and Trieste line, where a simple restriction of seven days at the first port and three at the second which will be reduced to five and to one respectively by deducting the days of incoming and outgoing, reduces the endless quarantine which our vessels coming from Egypt or Turkey are subject in Malta” (Β. Tsokopoulos, Piraeus, 1835–1870, Introduction to the history of the Greek Manchester, Kastaniotis, Athens 1984, p. 156).

    The antagonism was carried out in all levels. Following the relatively contemporary description of French writer Edmond About “The Lloyd’s ships travel generally somewhat better than ours [the French]. However I do not advise anyone to take them. The ship, the cabins, the beds, the kitchen, all have a doubtful cleanliness. The Greeks who are not known to be delicate, take, by preference, the Lloyd’s ships because they cost less and especially, because the administration makes deals with them….. All the Company’s [Messageries Imperiales] ships are sound and comfortable.

    The officers are well brought up, courteous with the people, obliging to the ladies” (Εdmond About, La Grece Contemporaine, Paris 1855).
    One of the means of attracting passengers was also the services offered onboard the ship. The famous writer Theophile Gautier who traveled on September of 1852 from Smyrna via Syra to Piraeus with Lloyd’s vessel “Imperatore”, (700 tones, built in 1850), describes: “The Austrian ships who service the lines of the Levant, in order to accommodate the customs of their eastern customers, on the deck –where usually the captain and the first class passengers have the exclusive privilege to take their walk- have an area enclosed with net at the height of the arms, which they call seraglio. With this arrangement the Turks protect their women from associating with the dogs the infidels and travel without putting to test their inborn jealousy.

    Certainly you understand that this part of the ship is the most interesting and the most picturesque”. (Three French romantics in Greece: Lamartine–Nerval–Gautier, Athens 1990). Another traveler during the short trip from Syra to Piraeus on August 8, 1884 –quite few years after L. Ross’ times- describes the first class meals on Lloyd’s boat Vorwaerts, (2,380 tones built in 1878) as follows: ‘’On the ship the appetizers cover the table, they include the famous caviar, thick marmalade, fish roe, then huge plates, at the end pudding so heavy that the stewards have difficulty to carry. At 8 at night, tea with sweats, at 7 in the morning coffee, at 10 a complete breakfast, at 1 the lunch which consist of tea, meats, ice creams etc, a fact which means within 13 hours five small and large dinners.

    ’’ (L’abbe Leon Gauthey, L’ Orient, notes de voyage et d’etudes des moeurs, Chardles 1886). The tradition of excellent meals offered on board the Levant ships was continued at the later years. The great Greek poet C. Cavafy, following his first voyage from Alexandria to Athens in June-July 1901 with the ship El Kahira of the Egyptian Company Khedivian Mail Lines, returned to Alexandria via Patras and Brindisi with the ship Scilla of the Italian Company Rubattino and from there to Alexandria with Bohemia of Lloyd (4318 tons built 1896). He writes in his Diary: “We are compelled to this roundabout way by the absence of direct communication (by Russian or Egyptian steamer) between the Piraeus and Alexandria”.

    The experience from the three ships are detailed in his diary in English: “The “El Kahira” is a very good ship. Our cabins excellent […].The ”Scilla” of Rubatino, a wretched ship. Though each of us has a cabin of two births all to himself there is scarcely place to move in it […]. I had tea at 3 p.m. We sailed at 5 p.m. Dinner was served on deck. Prince Nicolas sat at the captain’s right hand side. The food was very good. I am sorry I cannot say that the sleeping accommodation was also very good. It was horrible. A very torture. I hardly slept a couple of hours […].This “Bohemia” is a splendid ship. We have each a cabin of two births.

    The cabins are large and airy. The dining room is very large; and there is an excellent smoking room and a very pleasant drawing room […]. Yesterday (the 3d August), I passed quite agreeably on the “Bohemia”. The weather is excellent and the food perfect […]. Lunch and tea and dinner were very good […]”. (C. P. Cavafy, Works, Prose, 3rd vol. Fikiris, Athens 1982).
    Source: http://www.siciliainformazioni.com/g...raeus-1837.htm


    This is the third part of the notes of the previous article.
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 12-05-2009 στις 03:52

  8. #8

    Προεπιλογή The Lloyd Austriaco Fleet in 1848

    The Lloyd Austriaco Fleet in 1848


    Die Flotte des Österreichischen Lloyds im Jahre 1848
    (ausschließlich Raddampfer)

    Schiffsname Gebaut in Stapellauf Tonnage (in t) PS
    Arciduca Francesco Carlo Venedig 1833 133 40
    Arciduchessa Sofia Triest 1833 141 50
    Maria Dorotea Triest 1834 212 70
    Ferdinando I. Triest 1836 284 100
    Arciduca Ludovico London 1837 310 100
    Arciduca Giovanni London 1837 349 120
    Principe Metternich Triest 1837 473 140
    Conte Mittrowsky Triest 1837 237 60
    Elleno (ex Principe Metternich) Triest 1837 357 120
    Baron Eichhoff Triest 1837 361 100
    Mahmudiè Triest 1838 467 120
    Dalmata (ex Conte Stürmer) Triest 1838 211 60
    Stambul Triest 1838 620 160
    Conte Stürmer (ex Seri Pervas) Triest 1839 469 140
    Barone Kübeck Triest 1842 229 70
    Arciduca Federico Bristol 1842 394 120
    Imperatore Triest 1843 545 160
    Imperatrice Triest 1844 545 160
    Conte Kolowrat Triest 1845 330 100
    Austria Triest 1847 763 360
    Trieste Triest 1847 448 160
    Venezia Triest 1847 448 160
    Italia Triest 1847 728 260
    Germania Triest 1847 728 260
    Source: http://de.wikipedia.org/wiki/%C3%96s...chischer_Lloyd
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 12-05-2009 στις 04:20

  9. #9

    Προεπιλογή

    Παράθεση Αρχική Δημοσίευση από Appia_1978 Εμφάνιση μηνυμάτων
    Πρόσφατα, έλαβα το βιβλίο

    "Austrian Post Offices Abroad - Part One"

    το οποίο διαπραγματεύεται την ιστορία των Αυτοκρατορικών Αυστριακών Ταχυδρομείων στη Ανατολική Μεσόγειο και τη Μέση Ανατολή. Περιέχει ορισμένες πολύτιμες για μας αναφορές, σχετικά με τα πρώτα τακτικά δρομολόγια προς το Ιόνιο και την Ελλάδα από το Αυστριακό Lloyd!


    ......

    - Η λεγόμενη Θεσσαλική γραμμή, από την Κωνσταντινούπολη για τη Στυλίδα, μέσω Θεσσαλονίκης - Carizza (λιμάνι της Λάρισσας, το γνωρίζει κανείς; ) - Βόλου
    CARIZZA

    In the late 1800s, the port of Larissa was Tsayezi, today's Stomio just south of Tempe. [See for example, http://en.wikipedia.org/wiki/Stomio,_Larissa]. The port is referred a lot in late 1800s documents. For example, this small port was used by clandestine Greek and Greek-Cretan forces that were entering Macedonia in the Macedonian Struggle of 1904-06 and is mentioned often in a book that I am reading now: O Makedonikos Agon kai ta eis Thrakin Gegonota, Ekdosis Dieu0unseos Istorias Stratou, Athens, 1979 (in Greek).

    But what you discovered as Carizza is today's Karitsa, about 5 km SE of Tsayezi, a truly natural port for Larissa back in those days... See map below.

    Karitsa.jpg
    Τελευταία επεξεργασία από το χρήστη Nicholas Peppas : 13-05-2009 στις 00:03

  10. #10
    Εγγραφή
    Mar 2008
    Περιοχή
    Κεφαλλονιά
    Μηνύματα
    3.180

    Προεπιλογή

    Αγαπητέ μου φίλε Νικόλα,

    εγώ σου δίνω ένα μικρό δαχτυλάκι και εσύ μεγαλουργείς πάλι

    Πάρα πολύ ενδιαφέρουσες οι νέες πληροφορίες σου και σε ευχαριστώ για την ενημέρωση σχετικά με τα τότε λιμάνια της Λάρισσας!

    Καταπληκτικό επίσης και το άρθρο που παραθέτεις.

    Για τους νεότερους φίλους μας να αναφέρουμε, ότι το Oesterreichischer Lloyd είναι βεβαίως το μετέπειτα Lloyd Triestino.

    Τις επόμενες ημέρες θα επανέλθω με περισσότερες πληροφορίες από το εν λόγω βιβλίο. Παρεπιπτόντως, για όποιον ενδιαφέρεται, το βρήκα στο ebay!

Σελίδα 1 από 4 123 ... ΤελευταίαΤελευταία

Δικαιώματα - Επιλογές

  • Δεν μπορείτε να αναρτήσετε νέα θέματα
  • Δεν μπορείτε να αναρτήσετε απαντήσεις
  • Δεν μπορείτε να αναρτήσετε συνημμένα
  • Δεν μπορείτε να επεξεργαστείτε τις αναρτήσεις σας
  •  
  • BB code είναι σε λειτουργία
  • Τα Smilies είναι σε λειτουργία
  • Ο κώδικας [IMG] είναι σε λειτουργία
  • [VIDEO] code is σε λειτουργία
  • Ο κώδικας HTML είναι εκτός λειτουργίας