By Andrew R. Goetz, Lucy Budd
Creating a precise contribution to geographies of air delivery and aeromobility, this ebook examines the practices and strategies that produce specific styles of air delivery provision either locally and globally. In so doing, it updates the seminal contributions of Eva Taylor (1945), Kenneth Sealy (1957), Brian Graham (1995) to the examine of air delivery geography. major students within the box provide a different perception into the major advancements that experience happened within the box and the consequences that those advancements have had for geography, geographers, and international styles of prior, current and destiny air delivery.
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Extra info for The Geographies of Air Transport
Sample text
The establishment of a number of Russian state steam navigation companies meant that Russian ships no longer counted as Greekowned and it becomes impossible to distinguish those that actually were Greek. Lloyd’s Register provides us with convincing evidence that most Ottoman ships of more than 100 NRT were Greek. 35 The British consuls at various Black Sea ports provide abundant evidence that Ottoman ships in the Black Sea (which formed a very low percentage after the Crimean War) were Greek. The evidence provided by Sémaphore de Marseilles from 1840 to 1910 shows that all ships under the Ottoman flag that arrived at Marseilles were Greek-owned.
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.
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. 2 indicates that in 1850, 31 per cent, and in 1860, 57 per cent of all tonnage entering British ports from the eastern Mediterranean and the Black Sea was handled by Greek merchants. The Greeks in England were not only involved in bulk cargoes but also in this period handled most of the general trade from Alexandria, Constantinople and Smyrna.
