1. The island of Andros, early 20th century.
2. Postcard of the port of Argostoli, Cephalonia, early 20th century.
3. Postcard of the island of Syros, early 20th century.
4. Postcard of the island of Ithaca, early 20th century.
5. The port of Piraeus, early 20th century.
6. A steamship under repair at Neorion shipyard, Syros island, during the time period of the Naval Conference in Syros in early 20th century.
7. Correspondence referring to repairs on a steamship at Neorion shipyard, Syros island.
8. Characteristic correspondence of a Piraeus-based company offering services to the marine industry.
9. Issue of the Greek Government Gazette referring to the establishment of the first steamship company in Greece in 1857.
10. The postal steamship OMONOIA, built in 1860 in the United Kingdom, was one of the first steamships built for the Hellenic Steam Navigation Co, that operated in Hermoupolis, Syros since the mid-19th century.
11. Correspondence referring to bunker coal activity of Greek enterprises.
12. Correspondence referring to bunker coal activity of Greek enterprises.
13. Correspondence referring to bunker coal activity of Greek enterprises.
14. The title page of the book concerning the works of the Maritime Conference held in Syros on 1 September 1902.
15. Postcard from early 20th century depicting a steamship transiting the Suez Canal.
16. The steamship D. NEGROPONTES, built in 1902 for A. K. Saliaris from the island of Chios.
17. The steamship DESPINA G. MICHALINOS, built in 1907 for Michalinos & Co., pictured in Sunderland docks.
18. An early 20th century panoramic postcard of Varna depicting among other ships the Greek steamship MARIE Z. MICHALINOS, built in 1902 for Michalinos & Co.
19. The Greek steamship MARIETTA RALLI built in 1891 and was the first steamship acquired in 1905 by Oinoussian shipowners maintaining the same name.
20. Constantinos J. Hadjipateras, Panaghiotis M. Lemos (standing right) and Constantis D. Pateras, three of the nine Oinoussian partners of the steamship MARIETTA RALLI, with Greek banker Xenophon Siderides from Constantinople (standing left), who provided finance for the acquisition of the ship.
21. On board the MARIETTA RALLI. Pictured right is Christos M. Lemos, first captain of the steamship, as well as one of her nine co-owners.
22. The 1892-built steamship ARGO, acquired by J. L. Vatis & Co. in 1901.
23. The 1892-built steamship ODYSSEUS, acquired by George C. Dracoulis in 1903.
24. Dracoulis and Gratsos families in 1908. Third from the top left is George Dracoulis and on the extreme right his brother-in-law captain George Gratsos.
25. The 1896-built steamship ORION, acquired by G. Psiachi and A. J. Krinos in 1908.
26. Master mariner and shipowner John P. Goulandris (1840-1927).
27. Advertisement of the shipbuilders of the Greek passenger liner PATRIS, built for the National Steam Navigation Co. Ltd. of Greece in 1909.
28. Master mariner and shipowner Petros J. Goulandris (1877-1931).
29. Master mariner and shipowner Constantis M. Lemos (1855-1930) from the island of Oinoussai, his wife Despina and three of their children.
30. Article from the Greek magazine Eikonografimeni , dated April 1908, referring to master mariner Dimitrios Moraitis from the island of Andros, owner of the first Greek ocean liner MORAITIS.
31. Press cutting from the British magazine The Shipping World, dated 6 January 1909, depicting the passenger liner ATHINAI, built in 1908 to the order of Dimitrios Moraitis.
32. Postcard of New York City, which attracted a great number of Greek immigrants, in early 20th century.
33. Postcard of Ellis Island in New York, a “gateway” of immigrants in the United States in early 20th century.
34. The 1909-built PATRIS, the first passenger liner owned by the National Steam Navigation Co. Ltd. of Greece.
35. Epaminondas C. Embiricos’ personal card.
36. Epaminondas C. Embiricos (1858-1924), who offered invaluable services to Greek steamship activity.
37. The steamship EUGENIE S. EMBIRICOS, built in 1907 in the United Kingdom in the interest of Stamatis G. Embiricos, from the island of Andros.
38. The Greek pavilion at the Exposition Maritime Internationale in Bordeaux in 1907.
39. The interior of the Greek pavilion at the Exposition Maritime Internationale in Bordeaux in 1907.
40. Postcard of the Exposition Maritime Internationale in Bordeaux in 1907.
41. Documents referring to the Exposition Maritime Internationale in Bordeaux in 1907.
42. Shipowner Leonidas A. Embiricos (1872-1947), co-founder of the National Steam Navigation Co. Ltd. of Greece. In 1916 he was elected first president of the Union of Greek Shipowners.
43. Leonidas Zarifis (1840-1923), one of the most prominent members of the Greek community in Constantinople. He was involved in various business activities, including shipowning, while also providing financing to several Greek seafarers to acquire their own steamships.
44. A 1902-advertisement of the Bank of Athens from the Ethnikon Imerologion Skokou (National Skokou Diary).
45. Announcement concerning the establishment of the commercial company Domestinis, Economou & Co. in Piraeus, who also became active as shipowners. One of its partners, George Domestinis, was one of the founding members of the Union of Greek Shipowners in 1916.
46. Characteristic sample of correspondence of the British company The Eastern Telegraph Company, Ltd. The operation of the company’s representative office in Hermoupolis, Syros, played a significant role towards the island’s establishment as the first important Greek maritime center during the era of steamships. The company’s building now has been staging the Merchant Marine Academy of Syros since the early 1960s.
47. A 1905-circular by British consulting engineers Douglas & Younger, promoting their services to Greek steamship owners.
48. A 1907-circular of ship agents Constantinos Svoronos & Sons in Kerch, Russia, promoting their services to Greek steamship shipowners.
49. A 1907-circular of the Piraeus shipping agency Mandakas & Co. mainly providing services to Greeks emigrating abroad.
50. A 1905-letter by Marseille-based chartering brokers Emile Cremieux to shipowner Pandaleon Foustanos in Syros, concerning accounts of his steamship SPARTI. It is worth mentioning that the company’s logo is also printed in Greek language, signifying the employment of a Greek-speaking individual.
51. A 1905-letter by the Greek enterprise Scaramanga & Co. shipping agents with offices at the Russian ports of Rostoff and Taganrog, addressed to captain Nicolaos Tomasos, master of the Greek steamship SPARTI. The letter refers mainly to chartering prospects of the ship.
52. A 1911-letter by the master mariner and shipowner George Nicolaou written on a letterhead of the London-based Greek enterprise A.A. Embiricos & Co. It refers to his primary agreement for the acquisition of the 1895-built British steamship BLYTHSWOOD for 14,000 pounds, which however was not carried through.
53. Panoramic view of Akti Miaouli in Piraeus at the beginning of the 20th century.
54. The port of Marseille, epicenter of many Greek entrepreneurs at the beginning of the 20th century.
55. The port of Cardiff, epicenter of many Greek entrepreneurs at the beginning of the 20th century.
56. The process of passenger boarding and shipment of cargo on a Greek passenger steamer, during a time period when Greece was lacking appropriate harbour infrastructure.
57. The port of Hermoupolis in the island of Syros at the time Greek shipping activity was transiting fast from sail to steam.
58. The port of Hermoupolis in the island of Syros at the time Greek shipping activity was transiting fast from sail to steam.
59. The port of Hermoupolis in the island of Syros at the time Greek shipping activity was transiting fast from sail to steam.
60. The port of Piraeus during a time when Greek shipping activity was fast transitioning from sail to steam.
61. The port of Piraeus during a time when Greek shipping activity was fast transitioning from sail to steam.
62. The port of Batum in Russia, center of important commercial and shipping activity for many Greek owners in early 20th century.
63. Letter from the Smyrna agency of the National Steam Navigation Co. Ltd. of Greece, dated 1910.
64. Letter by Piraeus-based shipping agents dealing with immigrants travelling to the US, dated 1906.
65. Letter by Embiricos Brothers, dated 1910, referring to their activity as coal merchants.

Steamships Prevail (1901-1911)

In the early 20th century, heralded the positive indications of the Greeks’ effort to accomplish the transition from sail to steam. The total carrying capacity of their steamers was almost equal to that of the sailing vessels and everything indicated that the predominance of steam would not take much longer.

The dynamic way in which steam shipping was developing had decisively enhanced the status and thus the economy of many Greek islands, mainly Syros, Cephalonia, Ithaca as well as Andros, the rapidly upcoming island in this sector. Besides the islands, the port of Piraeus had also immensely benefited from steamship activity, managing to become the most important industrial and commercial centre in Greece during the last two decades of the 19th century. The rapid development of Piraeus and its key role in trade routes to and from all of Greece gave an unexpected boost to the growth of Athens, the country’s capital. It is worth mentioning that at this time the road and railway networks were still under construction, placing more importance on shipping routes.

The successful operation of steamships and the profits gained by their owners, brought a different perspective to shipping activity and persuaded more Greeks to invest in this flourishing sector. Syros became the focal point of investment, as it was already a major commercial and industrial centre since the mid-19th century and the cradle of Greek steam shipping due to the fact that the first steamship enterprise was founded and operated on this island. It was in Syros that pioneering coalitions, involving a large number of local investors from diverse business sectors, were set up. A point of particular interest in such coalitions was the participation of a large number of master mariners, who in most cases served as masters on steamships acquired. The result was positive for all; investors enjoyed substantial profits which increased their personal fortunes and benefited their unrelated to maritime business ventures. At the same time, the establishment of these coalitions was beneficial to many worthy captains, who gradually became important shipowners themselves.

As time went by, more Greeks, and especially those coming from seafaring families, managed to acquire ageing steamships which were offered in the second-hand market at lower prices.

The rapid growth of Greek shipping began, however, to encounter difficulties when other traditional shipping powers became troubled by the presence of a dynamically evolving competitor, despite the fact that most of them were enjoying the support and protection of their governments. As a result, these powers increasingly applied pressure on Greek shipping for matters related particularly to insurance issues and maritime education, thus affecting its daily operation.

The need to resolve these issues was placed under consideration by the board of the Hermoupolis Commercial Association on the island of Syros as a large number of its members had invested heavily in steamships. They submitted a memorandum in April 1901, calling for the municipality to hold a Shipping Conference in Hermoupolis. The local council adopted the proposal and decided to set up a conference, which took place on September 1, 1902.

Major issues were raised at the conference, including the establishment of schools for the training of masters and engineers able to operate large steamers. They also discussed the adoption and implementation of legislation on maritime mortgages, the establishment of a Maritime Bank in Greece, the operation of Marine Insurance in the country and the ability to build steamships in Greece with state aid.

The conference failed to attract the attention of the government and consequently shipowners had to continue operating without any state support. This, however, proved highly beneficial for them in the long run, as they learned over time to solve most problems by themselves. The industry continued to progress and expand thanks to a healthy freight market and, above all, the complete trust that Greeks had placed in the sea. They extended and broadened their business boundaries steadily. Soon, the first Greek ships started to cross the Suez Canal and for the first time began to make trips both in the Indian and the Pacific Ocean.

Within a decade, the Greeks managed to create a powerful presence in global seaborne trade thanks to their exceptionally innovative business initiatives. These included, amongst others, the building of 55 steamships and the acquisition of 250 second-hand vessels. By the end of December 1911, the Greek-owned fleet comprised of approximately 350 steamships.

Throughout this period, many traditional master mariners of the sail era became steamship owners. One of them, Dimitrios Moraitis, from the island of Andros, went a step further and placed an order in British shipyards for the building of the first Greek oceangoing passenger ship, the MORAITIS which was delivered in 1907. This initiative, which was followed in 1909 by a similar one by the four sons of Andreas Embiricos, led to the establishment of a significant Greek transoceanic passenger service, which provided invaluable benefits to the then sensitive issue of Greek immigrants travelling abroad.

The first decade of the century was marked by the creative presence and work of a renowned personality, Epaminondas C. Embiricos. Throughout his entire career he promoted the interests of Greek shipping in his role as a politician, MP and Minister for the Navy from 1908 to 1909. He timely anticipated the need for the adoption of legislation to cover maritime mortgages and had the relative Bill drafted during his ministerial tenure before it was finally voted in 1910. Embiricos was instrumental to Greece’s participation in the famous Maritime Exhibition of Bordeaux in 1907, specially staged to demonstrate the achievements of all maritime nations since the introduction of steam. Finally, he was one of the co-founders of the Bank of Athens in 1893, which facilitated the acquisition of several Greek steamers, even before the adoption of the Law on maritime mortgages.

By the end of 1911, Greece was changing at a fast pace. The role of merchant shipping proved decisive during this period of change. It was only then that the country’s political leaders started appreciating its value; an especially the great statesman who was destined to change the course of the Nation, Eleftherios Venizelos.

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