For many years, the month of September has provided a focused period for celebrating the maritime sector, raising awareness about its critical role in trade and the economy, and addressing challenges related to safety, security, and environmental sustainability. Greece, a global maritime leader, managing approximately 20% of the world's shipping fleet, thanks to its long maritime tradition and strategic geographical position, once more asserted its important role at the international events that took place in September 2025.

The most important of these events is the global celebration of World Maritime Day stands, observed on the last Thursday of the month to highlight the importance of shipping safety, maritime security, and the marine environment. Other notable events included the London International Shipping Week (LISW) and the 11th Ship IT Conference in Athens. On the occasion of World Maritime Day, the Embassy of Greece in London also hosted a high-level panel discussion on maritime security.

Greece Strengthens Maritime Ties at London International Shipping Week

On 15–16 September, Minister of Maritime Affairs and Insular Policy, Vassilis Kikilias, visited the UK for London International Shipping Week (LISW25), reaffirming Greece’s global maritime leadership and advancing cooperation with key UK and international partners.

On September 16, Minister Kikilias participated in a keynote panel at the Capital Link Shipping and Marine Services Forum, where he emphasized Greece’s leading role in global shipping and its vital contribution to international trade and economic growth.

In a meeting with the Secretary-General of the International Maritime Organization (IMO), Arsenio Dominguez, the day before, discussions focused on the shipping industry’s energy transition and the importance of coordinated global action, leaving no one behind, particularly the industry.

During his visit, the Greek Minister also held his first meeting with the UK Minister for Transport (responsible for maritime policy), Keir Mather MP, to explore ways to further strengthen Greece–UK maritime relations, building on long-standing ties between our two countries.

Finally, in talks with senior officials from the UK Border Security Command, shared migration challenges were addressed, with Minister Kikilias highlighting the vital work of the Hellenic Coast Guard.

Panel Event on Maritime Security and International Cooperation at the Hellenic Residence

On 24 September, the Embassy hosted a high-level panel discussion at the Hellenic Residence in London titled “Setting the Compass: International Cooperation for Maritime Security.” Held on the eve of World Maritime Day 2025, the event brought together IMO Secretary-General Arsenio Dominguez, senior officials, industry leaders, and academics for an in-depth exchange on maritime security.

In his opening remarks, HE Yannis Tsaousis, Greece's Ambassador to the UK, highlighted Greece’s longstanding role as a leading maritime nation and reaffirmed its commitment to maritime security—both during its 2025–2026 term on the UN Security Council and during its current and prospective membership in the IMO Council. He also referenced key areas for international cooperation outlined by Prime Minister Kyriakos Mitsotakis during the high-level UN Security Council debate hosted by Greece in May 2025.

The panel discussion, moderated by Ms Elisabeth Braw, Senior Fellow at the Atlantic Council, featured Mr Arsenio Dominguez (IMO), Ms Rosie Seville (UK Permanent Representative to the IMO), and Mr Dimitris Monioudis (member of the Greek Shipping Cooperation Committee). They explored today’s maritime security landscape and emphasized the vital role of international collaboration across public and private sectors, alongside the framework of international law.

From the policy sphere, the evening expanded to first-hand perspectives from the open seas via a live connection with Captain Athanassios Moschos aboard the Greek vessel Athens 04, sailing across the Atlantic. The voices of the younger generation were also heard, with remarks by Ms Faye Papadimitriou, who attended the May 2025 UNSC debate.

Ambassador Yannis Tsaousis Joins Panel at LISW25 to Mark Clean Maritime Day

The London International Shipping Week (LISW) is a global maritime event which showcases the UK's shipping industry to an international audience. Ambassador Yannis Tsaousis participated in a panel at the UK’s Department for Transport (DFT) & Innovate UK Business Connect event marking Clean Maritime Day on September 18, where he exchanged views on maritime decarbonization.

The Greek Ambassador and Permanent Representative to the IMO, emphasized, among others, that Greece has consistently engaged constructively at the national, EU, and international levels—working closely with partners within the IMO—to advance shipping’s energy transition in a sustainable and realistic way. He also stressed that global cooperation, including the active involvement of industry stakeholders, is essential to ensuring the effectiveness of maritime decarbonization.

11th Ship IT Conference 2025 in Athens

The 11th Ship IT Conference 2025, was successfully concluded on Tuesday, September 30, 2025. Throughout three sessions, more than 220 participants engaged with 40 distinguished speakers, exploring how intelligent and digital technologies enhance both business and operational objectives within a cyber-secure shipping environment.

This year’s event featured among its keynote speakers Stefanos Gkikas, Deputy Minister of Maritime Affairs & Insular Policy, who spoke about green transition and digitalization as the two key pillars shaping the ministry’s strategy, in alignment with environmental, social, and corporate governance (ESG) objectives. He further highlighted Greece’s active participation in the “Clean Energy Marine Hubs” initiative on the international stage. The initiative aims to mobilize the shipping industry to unlock global production, transport, and use of low-carbon marine fuels.

Source: Newsletter of the Embassy of Greece in London, July-September 2025; Hellenic Ministry of Maritime Affairs & Insular Policy

Photos (except where noted): John Kolikis

Read also via Greek News Agenda: Greek shipping remains world’s leading maritime force; Greek Shipping: An important global actor in line with the Greek maritime spirit; ΒΟΟΚ ΟF THE MONTH: “Nautical Logbook – Sailing Through the Timeline” by Dimitris Balopoulos

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Nestled in the heart of Mykonos, in the historic area of Tria Pigadia, the Aegean Maritime Museum, is a cultural institution dedicated to safeguarding and celebrating Greece's profound connection to the sea.  Established in 1983 and opening its doors to the public in 1985, the Aegean Maritime Museum is a private non-profit institution focused on the preservation, study, and promotion of Greek naval history and tradition, particularly that of the Aegean's merchant fleet.

The museum's historical significance is multifaceted, beginning with its visionary founder, Georgios Drakopoulos, a native of Mykonos. His pioneering efforts in establishing the museum were recognized with an award from the Academy of Athens in December 1987. The physical home of the museum itself also carries a rich history. It is housed in a traditional 19th-century Cycladic building that once belonged to the legendary Captain Nikolaos Sourmelis. Captain Sourmelis played a crucial role in aiding the Cretans during their struggle against the Ottomans, using his merchant ship, the "ENOSIS," to provide significant assistance. This historical residence imbues the museum with an authentic connection to the maritime past it strives to preserve.

A Treasure Trove of Naval History

The museum boasts one of the most significant collections of naval history in Greece. Its extensive exhibits span a vast timeline, from the pre-Minoan era to the early 20th century. Visitors can explore a diverse array of artifacts, including: ship models, historical maritime documents, rare engravings and maps, ancient artifacts, nautical instruments, fittings, and tools, coins with naval themes, dating from the 5th century BC to the 5th century AD.

Further enriching its offerings is a continuously expanding naval library, which houses approximately 5,000 rare editions, manuscripts, and photographic archives. The museum's outdoor space also features marble replicas of tombstones from Delos and Mykonos, depicting scenes of shipwrecks and sailors lost at sea, adding a poignant dimension to the exhibits.

Preservation of living historical exhibits

The Aegean Maritime Museum holds the distinction of being the first museum in Greece to undertake and complete the rescue and preservation of living historical exhibits. These remarkable artifacts include:

• The "Armenistis" Lighthouse of Mykonos (built in 1890)

Perched on the northwestern tip of Mykonos, the Armenistis Lighthouse was one of the largest and most iconic lighthouses of the Aegean. It was first lit on September 19, 1891, built in response to a maritime tragedy that shocked both Greece and the international community.

In 1887, the British steamship Volta ran aground on the northern coast of Mykonos. The accident claimed the lives of 11 out of 22 crew members, sparking international outcry. In the aftermath, the then–Prime Minister of Greece, Charilaos Trikoupis, ordered the construction of a lighthouse at Cape Armenistis to ensure that such disasters would not be repeated.

The original lighting mechanism, built by Sautter Lemonier and awarded at the Paris International Exhibition, operated with kerosene. The system vaporized the fuel and, through a specially designed optical assembly, produced a powerful light visible up to 30 nautical miles away. The beam stood 184 meters above sea level and 12 meters above the base of the building, providing sailors with a much-needed beacon of safety in the once treacherous waters of the central Aegean.

For nearly a century—from 1890 until 1983—the Armenistis Lighthouse shone continuously, guiding countless ships safely through the region.

In 1983, the lighthouse was modernized and automated, replacing the old optical system with more efficient technology that no longer required the presence of a lighthouse keeper.

Fortunately, the story of the original mechanism did not end there. In 1987, the Aegean Maritime Museum requested its preservation. After extensive restoration work, the historic device—complete with its lenses, pulleys, lamps, and fittings—was relocated to the museum’s lush garden, where it is proudly displayed and in working order once again.

•  The Aegean type sailing ship "Evangelistria," built in 1940

The “Evangelistria” is one of the last authentic Aegean sailing vessels of the traditional perama type. It was built in Syros in 1940 by the renowned shipwright Mavrikos and his sons, commissioned by the Mykonian captain Antonis K. Bonis.

With a capacity of around 90 tons, an overall length of 20 meters, and a beam of 6.38 meters, the vessel was a remarkable feat of craftsmanship. It carried two masts with sails totaling 220 square meters. In its prime, the Evangelistria was not only a reliable merchant ship but also a magnificent presence on the Aegean Sea, turning heads wherever it appeared.

For decades, it served as a vital link between the islands of the Aegean, transporting essential goods and supplies. During World War II, despite the dangers of wartime, the Evangelistria continued to sail, delivering food and provisions to the islands and even reaching as far as Thessaloniki.

A symbol of maritime tradition and resilience, the Evangelistria remains a testament to the artistry of Aegean shipbuilding and the seafaring spirit of Greece.

•  The cable steamship "Thales of Miletus," built in 1909

The vessel that would later be known as “Thales of Miletus” was originally built in 1909 at the Newport News Shipbuilding and Drydock Co. in Virginia, USA, under the name Joseph Henry, commissioned by the U.S. Government. In 1947, the ship was transferred from the United States to Greece, handed over to the Hellenic Telecommunications Organization (OTE), and renamed Thales of Miletus.

As the first Greek cable-laying ship, the Thales of Miletus played a vital role in modernizing communications across the Aegean and Ionian Seas. It was tasked with laying and maintaining submarine telephone cables between the Greek islands—a mission it carried out tirelessly until its retirement in 1983. During its long service, the ship laid 140 new cables and performed repairs on more than 630 existing lines, ensuring the steady flow of communication in an era when reliable telephony was still in its infancy for many island communities.

The Thales of Miletus holds a special place in maritime history as the oldest surviving cable ship in the world. Remarkably, it still preserves its original engine room, complete with two authentic steam propulsion engines. It also remains the oldest vessel registered in the Greek Shipping Registry with exceptionally high technical specifications for its time.

Today, the ship stands not only as a monument to Greek maritime and telecommunications history but also as a floating museum. Beyond its historic steam-powered cable-laying machinery, visitors can find fascinating exhibits that trace the evolution of telecommunications from the early 20th century. Onboard displays include optical telegraphs, radar equipment, and other instruments that mark milestones in the field.

Both the "Evangelistria" and "Thales of Miletus" are meticulously maintained and can be visited as floating museums.

Modernization and a Dynamic Future

Recognizing that cultural heritage is not a static imprint of the past but a dynamic axis of identity and development, the museum recently underwent a comprehensive modernization. This project, spearhead by the Museum itself and supported by a programmatic agreement between the Ministry of Culture, the Municipality of Mykonos, , included:

• Renovation of infrastructure while respecting its traditional 19th-century Cycladic architecture.

• Upgrading internal functionality and improving conditions for exhibiting and preserving artifacts.

• Introduction of new technologies, including the digitization of collections and the creation of a virtual tour via its new website.

• Implementation of a "phygital" approach, blending physical and digital spaces to offer an authentic and experiential visit.

This modernization effort, with significant technical, administrative, and political support from the Municipality of Mykonos, ensures that the museum can project its naval tradition to a global audience, from Mykonos to the most remote corners of the planet. It reinforces Mykonos's role as a hub of culture, history, and modern creativity leaving a legacy for future generations. Beyond its physical presence, the museum actively participates in international conferences, exhibitions, and events -such as Maritime Week, and engages in significant publishing activities related to Greek maritime history.

Through its extensive collection, unique live exhibits, and recent embrace of digital technologies, the Aegean Maritime Museum stands as a dynamic and revitalized institution, dedicated to preserving and showcasing Greece's rich maritime heritage and continually evolving to share its rich history with the world.

I.L.

All photos from Aegean Maritime Museum's Facebook page

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George Prevelakis is Professor Emeritus in Geopolitics at the Panthéon-Sorbonne University (Paris 1), Research Professor at CNRS (UMR Géographie-cités), Distinguished Visiting Professor at Hellenic American University and Archon of the Ecumenical Patriarchate of Constantinople. He specializes in European, Balkan and Eastern Mediterranean Geopolitics, in Diasporas and in Physical Planning. After leaving Greece in 1984, he has occupied teaching and research positions in Paris, Baltimore, Boston and London. During the academic years 2003-2005 he served as the Constantine Karamanlis Chair in Hellenic and Southeastern European Studies at the Fletcher School (Tufts university). He has served twice, in 2013-2015 and 2019-2023 as Greece’s Ambassador to the OECD.

He has been active in international media and think tanks on questions related to Balkan security and Geopolitics and is a frequent op-ed contributor to the Athens dailies Kathimerini and Ta Nea.  Among his latest publications are, “Pourquoi une nouvelle Entente balkanique?” (2010), “Who are we? Geopolitics of the Greek identity” (2017), "Wooden Walls” ("Ξύλινα Τείχη," in Greek, 2020) and “In the OECD: Geopolitical Theory and Diplomatic Action” (2024).

In this interview with Rethinking Greece* professor Prevelakis explores the evolving landscape of geopolitics and its impact on international organizations, arguing that the era of globalization is receding, with non-economic factors like religion and geopolitical tensions regaining prominence. He advocates for a "new Western doctrine" that balances acknowledging Western contributions with historical reflection and cooperation. He highlights the growing importance of seas and oceans in economy and in geopolitical strategy and proposes that Europe embrace an "archipelago" model of interconnected entities linked by sea, pointing out that Greece could be playing a leading role in this future, due given its maritime geography, historical engagement with seafaring, and robust merchant marine. Professor Prevelakis also discusses demographic shifts as drivers of history and population geography as a significant long-term factor influencing the evolution of humankind. Finally, he argues that smaller nations like Greece can leverage multilateral organizations through bold strategies, an example of which is the establishment, during his tenure, of the OECD Population Center in Crete, as a critical institution to address global challenges related to population dynamics.

You have served two terms as the Ambassador of Greece to the OECD. In your book, “In the OECD: Geopolitical theory and diplomatic action” you highlight the importance of geopolitics in international relations. How does the primacy of geopolitics, and what you call the “revenge of history and politics” affect OECD’s mission and priorities?

There is a growing consensus among experts that the contemporary world is undergoing a period of profound transformation, precipitated by the election of Donald Trump but rooted in gradual developments over the preceding years. The post-Cold War era is coming to an end, giving way to a dramatic reversal of conditions and values.

The previous era was characterized by an increasing openness to global circulation. Individuals could travel with relative ease, capital flowed across national borders, commerce flourished, and information was exchanged with minimal restrictions. These developments were encapsulated by the concept of globalization, a phenomenon extensively theorized by scholars such as Francis Fukuyama. In 1989, at the height of these transformations, Fukuyama published his seminal essay The End of History, positing that ideological conflicts would wane and that the world would move towards political and economic homogenization. This idea suggested that the "End of History" would coincide with the "End of Geography," as globalization was expected to transcend national and cultural distinctions. In this envisioned world, adherence to rules would take precedence over the exercise of force, with the enforcement of these norms largely dependent on the actions of a benevolent superpower—the United States.

However, this ideological framework proved to be flawed. One of its consequences was the marginalization of traditional geopolitical approaches. This oversight contributed to several miscalculations and failures in Western interventions worldwide, particularly those led by the United States. To comprehend the complexities of contemporary global developments and to devise effective strategies, a balanced approach that integrates legal, economic, and geopolitical analyses is essential.

While globalization has yielded numerous benefits, including remarkable economic growth and a reduction of global inequalities, it has also generated significant challenges. New forms of inequality and exclusion have emerged, exacerbating socio-economic disparities. The multiple crises of the past decade can, in part, be attributed to the unintended consequences of unregulated global flows. In response, the world is now shifting in the opposite direction, transitioning from integration to fragmentation and diversification. Non-economic factors are playing an increasingly prominent role in shaping global dynamics. Religion, for instance, has re-emerged as a crucial force in both domestic and international politics.

This shift from an economic-centric discourse to one emphasizing geopolitics was not initially anticipated within the Organisation for Economic Co-operation and Development (OECD). Along with a few colleagues, I sought to introduce geopolitical considerations into OECD discussions, often encountering resistance from an audience primarily composed of economists. However, ambassadors from countries that perceived themselves as directly threatened by post-imperial powers—such as Japan, Poland, and the Baltic states—were particularly receptive to these perspectives.

Despite the OECD’s predominant focus on non-geopolitical issues during my tenure as Ambassador, both the organization and its predecessor, the Organisation for European Economic Cooperation (OEEC), were originally conceived with a clear geopolitical rationale. Economic initiatives were not ends in themselves but rather means to achieve broader geopolitical objectives, including containing the Soviet Union and fostering positive relations with developing nations.

In the current global context, the OECD has the potential to play a pivotal role by re-engaging with its geopolitical foundations. This would not constitute a fundamental revision of its mission but rather a return to its original purpose, which had been overshadowed by the illusions of the past era. By embracing its geopolitical potential, the OECD can contribute more effectively to addressing the multifaceted challenges of today’s world.

The rise of China and other non-western powers is challenging the traditional dominance of the West; you argue that the world is entering an era of dichotomy between “the West and the rest” and you call for a ‘new Western doctrine’. What would this doctrine focus on? How would it work to ease the aforementioned division?

The relative economic weight of Western nations is diminishing, while many developing countries have experienced rapid economic growth. Consequently, the global economic balance of power is undergoing a significant transformation. Many non-Western countries increasingly assert their influence and express growing criticism and resentment towards Western powers.This critique is not without merit; historically, Western nations have often treated the rest of the world with exploitation, arrogance, and, at times, outright cruelty. However, while these grievances are justified, the resulting anger and resentment risk fostering division and could potentially lead to a breakdown of international cooperation.

A growing discourse surrounds the emergence of the so-called Global South, or even a broader Global South and East. This concept, rather than reflecting an empirical reality, appears to be constructed as a means of unifying opposition to Western dominance. Unlike the West, which has developed a degree of cohesion through institutions that facilitate cooperation, the Global South and East lack a comparable common framework. In fact, key nations such as China and India remain engaged in significant geopolitical conflicts. Given these internal divisions, it may be more accurate to refer to this grouping as the Rest rather than as a unified entity.

The increasing dichotomy between the West and the Rest presents significant risks for the World. Addressing this divide requires the development of a coherent ideological and political framework. A "new Western doctrine" should first and foremost adopt a balanced perspective on historical relations. It is essential to navigate between the extremes of traditional Western arrogance and the tendency to deconstruct Western history in a manner that disregards its significant contributions to human progress. In this regard, the Organisation for Economic Co-operation and Development (OECD) could provide an appropriate institutional setting for fostering such dialogue.

Given the multiple contemporary threats facing humanity—including existential risks—it is imperative to prioritize intellectual and political efforts aimed at fostering collaboration. Constructive engagement between the West and the Rest cannot be achieved without a well-conceived ideological and political foundation, supported by a conducive institutional framework. The persistence of aggressive, unilateral approaches to global challenges is unlikely to alleviate tensions. In contrast, a collective and cooperative strategy is more essential than ever in addressing the complexities of the modern international order -or disorder.

In your book “In the OECD: Geopolitical Theory and Diplomatic Action” you emphasize the growing importance of seas and oceans. Could you expand on that concept and outline its advantages?

The seas and oceans have played a fundamental role in human history. Naval battles have decisively influenced the rise and fall of empires. Through maritime routes, ideas have circulated globally, and religions have expanded their influence. The sea enabled the Greeks to extend their cultural model across the Mediterranean, laying the foundation for Western civilization. Spain, Portugal, England, France, and other European nations later replicated this Greek maritime and colonial expansion on a global scale due to their naval prowess.

Today, the significance of the sea is greater than ever before. In addition to its historical role in navigation and trade, technological progress and economic growth present new maritime challenges. The increasing ability to extract resources from greater oceanic depths has transformed the sea into not only a medium for transportation but also a significant source of valuable materials. Consequently, maritime domains are acquiring characteristics traditionally associated with land, leading to territorial disputes over maritime areas. The concept of the "territorialization of the sea" encapsulates this evolving reality, which has profoundly impacted geopolitical relationships, such as those between Greece and Turkey in recent decades.

The maritime economy is expanding at a much faster rate than that of continental regions. Food production, mineral extraction, and energy generation have become prominent additions to traditional maritime industries, such as transportation. The expansion of global trade in the era of globalization has led to remarkable growth in the merchant marine sector. The Greek-owned fleet, in particular, has benefited significantly from the new opportunities presented by a more interconnected world. Simultaneously, the merchant marine has played a structural role in globalization. The advent of containerization and technological advancements in shipping have exponentially increased the capacity for transporting energy and goods, facilitating the rapid economic growth associated with globalization. While globalization has largely resulted from political decisions aimed at reducing trade barriers, the efficiency and fluidity of maritime transportation have been crucial in enabling its success.

Despite its economic benefits, rapid global growth has led to severe environmental challenges, with the maritime domain playing a central role in these developments. On the one hand, the world's oceans face significant pollution, much of which originates from land-based sources. The increasing concentration of populations in coastal cities has exacerbated this environmental degradation. Beyond pollution, climate change also poses a serious threat to oceanic stability. Rising temperatures alter the physical conditions of marine ecosystems, triggering a cascade of climatic and environmental disruptions.

The growing strategic importance of maritime domains, combined with shifting geopolitical trends, has intensified global focus on naval power. The principle of freedom of the seas, once considered secure, is increasingly contested. Recent crises, such as Houthi attacks on more than 60 vessels in the Red Sea, the impact of the Ukrainian conflict on grain shipments through the Black Sea, and U.S. President Donald Trump's remarks regarding the Panama Canal, underscore the fragility of global maritime security. These challenges have profound implications for the global economy.

The control of sea lanes and the strategic use of naval power—whether for offensive or defensive purposes—have long been fundamental to military strategy. However, in the emerging post-globalization era, naval capabilities are gaining even greater prominence. Heightened geopolitical tensions have led major powers, including the United States and China, to significantly expand their naval investments.

Finally, an essential yet often overlooked dimension of maritime significance is its role in digital infrastructure. A vast amount of global data transmission occurs via undersea cables that connect continents and nations. This digital interconnectivity further reinforces the strategic and economic importance of the maritime domain in the contemporary world.

In summary, the seas and oceans are central to global economic, environmental, and geopolitical dynamics. As new technological and strategic developments emerge, maritime domains will continue to shape the course of international relations and economic development in the twenty-first century.

Why do you advocate for Europe embracing the "archipelago" concept of interconnected entities linked by sea? How do you see Greece leveraging its maritime heritage and geographic position to lead in this paradigm shift?

With the exception of certain seafaring nations such as Britain, the geographical perspectives of most Europeans have been predominantly continental. The role of Germany in shaping geographical theory cannot be underestimated. Maybe under this influence, the European project, which emerged after the Second World War within the strategic and geopolitical framework of the transatlantic alliance, has gradually assumed a more continental character. Following the end of the Cold War, numerous Central European countries joined the European Union. Alongside the reunification of Germany and Brexit, these geopolitical transformations have significantly altered the European Union’s spatial configuration. Consequently, the Union’s center of gravity has increasingly shifted toward the east and the north, distancing itself from the Atlantic Ocean and the Mediterranean Sea.

This ongoing trend toward the continentalization of Europe may become even more pronounced if the war in Ukraine concludes with a relative victory for Russia and if the United States adopts a more isolationist foreign policy. Through both gradual and abrupt changes, the European project risks diverging from its foundational values.

Historically, Europe’s global influence in the 19th century and its role as a pioneer of civilization were largely shaped by its engagement with the seas and oceans. Europe’s openness, its spirit of adventure, and the curiosity of its populations were fundamental to the development of a distinctive culture—diverse yet unified by an outward-looking perspective.

Geography has played a crucial role in shaping this historical European trajectory, a process that can be traced back to Ancient Greece. Contrary to the modern perception of Greece as a land-based entity, the Ancient Greek world was a network of small regional entities interconnected by the sea. This spatial organization reflected the archipelagic nature of Greek civilization. The Ancient Greek Archipelago was not solely composed of islands but also included coastal plains separated by mountains and linked by maritime routes.

Europe has largely followed the Greek model. From a physical geographical perspective, it also possesses an archipelagic structure. The European continent, particularly to the east of the Elbe River, consists of peninsulas and regions connected to the seas and oceans via river networks, thereby embodying an amphibious character. Much like Greece, this archipelagic Europe has historically been politically fragmented. This division fostered a spirit of competition, exploration, and freedom. Conversely, the more continental values that characterize the eastern parts of Europe, including the vast Russian landmass, have traditionally been more conservative, hierarchical, and less inclined toward adventurous endeavors.

At the current European crossroads, the question of choosing between a continental or maritime orientation has resurfaced. The contemporary trend toward global fragmentation and increasing competition among major geopolitical blocs may suggest that a continental stance offers greater security. This dilemma echoes the ancient debate attributed to Themistocles: should the "wooden walls" serve as a fortification behind which protection is sought, or as ships that provide mobility and opportunity? Europe now faces a critical decision—whether to capitalize on the growing importance of maritime dynamics or to retreat behind its continental boundaries. Will it position itself as a continent or as an archipelago?

This debate holds particular significance for Greece. Given its maritime geography, historical engagement with seafaring, and robust merchant marine, Greece is naturally aligned with an archipelagic vision of Europe. From a strictly geopolitical perspective, however, Greece occupies a precarious position between its traditional maritime allies (the United States, the United Kingdom, and France) and the nations that may assume a dominant role in a continentalized Europe (Germany and Russia), with which Greece maintains strong ties through its membership in the European Union and religious links.

Nonetheless, Greece has the potential to play a pivotal role in shaping the future character of Europe. Its historical connections to the wider oceanic world, its longstanding tradition of dialogue with other Mediterranean civilizations, and its diasporic culture equip Greece with unique capabilities to contribute to Europe's openness.

Additionally, the significance of the Greek merchant marine provides the country with a strategic advantage in both global and European affairs. However, to fully leverage its archipelagic strengths, Greece must work to mitigate the continental tendencies embedded within its state culture.

You consider population movements as the driving force of history. What are the main challenges demographic issues pose in this current conjecture?  Considering the growing significance of diasporas, how can Greece better engage with its global diaspora to support its geopolitical and economic objectives?

Population geography is arguably one of the most significant long-term factors influencing the evolution of humankind. Demographic developments, closely linked to physical geography, health conditions, migration patterns, and population densities, account for many of the forces shaping historical trends. These trends manifest in both short-term phenomena, such as the impact of invasions, and long-term transformations, exemplified by the rise of historical powers like ancient Egypt or contemporary China.

In the present era, one of the most pressing challenges is the unprecedented speed of demographic change, which rapidly alters established equilibria. A striking example is the demographic shift between Europe and Africa. In 1950, Europe's population was more than twice that of Africa. Today, Africa’s population is approximately double that of Europe, and projections for 2100 suggest that Africa may have between five and six times as many inhabitants as Europe. Demographic trends are dynamic and often unpredictable, influenced not only by material conditions, which are relatively easier to forecast, but also by cultural factors, such as matrimonial behaviors, which shape population growth and structure.

The imbalances created by rapid demographic shifts generate migration pressures. Population movements are also driven by climatic factors and geopolitical tensions. Migrations are contributing to instability within host societies. This phenomenon is reflected in the growing support for right-wing political parties in various regions.

In the previous era, that of globalization, migrations played a significant role in fostering economic growth in host countries, despite political tensions. Diasporas have become increasingly important in the global economy, both as results and as agents of globalization. However, it remains uncertain to what extent this trend will be affected by political decisions influenced by rising xenophobic attitudes.

Given these dynamics, it is evident that population challenges are critical for the future. There is an urgent need for comprehensive research and analysis of population dynamics to formulate effective national and global policies. Such policies should aim to mitigate tensions, preserve the benefits of migration, and develop strategies to protect vulnerable populations.

Regarding the Greek diaspora, numerous efforts have been made to integrate it into the strategic initiatives of the Greek state. However, most of these efforts have not yielded significant results. Notably, little research has been conducted to analyze the reasons for these failures. Instead, similar strategies and rhetoric are repeatedly employed, often leading to predictable outcomes. The decision to live in the diaspora frequently stems from dissatisfaction with conditions in Greece. Consequently, unless these underlying conditions change, the diaspora's potential contributions will remain constrained. In this context, the issue of meritocracy is particularly critical in shaping the relationship between the diaspora and Greek academic institutions.

Despite the challenges posed by state policies, the Greek diaspora continues to make substantial and positive contributions to Greece’s broader trajectory. It fosters openness within Greek society and enhances the perception of Greeks—and, at times, Greece itself—within host countries.

In your book, you showcase how a smaller nation like Greece can effectively leverage its position within multilateral organizations like the OECD, emphasizing the importance of bold initiatives, and the "strategy of the weak." Could you expand on that strategy?

In a multilateral organization such as the Organisation for Economic Co-operation and Development (OECD), the principle of equality among member states is firmly established, irrespective of population size or economic strength. All Permanent Representatives possess an equal voice and the same capacity to take initiatives. However, while no external barriers hinder member states from proposing bold initiatives or influencing the strategic direction of the Organization, internal constraints often arise. Smaller member states, in particular, may experience a sense of inferiority that leads to self-censorship.

Paradoxically, smaller member states have a greater need to adopt bold strategies compared to their larger counterparts. Only through such an approach can they overcome their inherent disadvantages. The concept of a "strategy of the weak"— borrowed from guerrilla warfare—can be applied to diplomacy. In the absence of substantial political or economic weight to rival that of larger states, smaller nations must act in unexpected ways, leveraging surprise to counterbalance their limitations. These initiatives must be striking in order to attract attention and maximize their impact.

The objective of such initiatives is not only to secure strategic advantages but also to enhance the country’s image. A pertinent example is Greece's bid for the position of OECD Secretary-General through the candidacy of Anna Diamantopoulou. Although Greece was ultimately unsuccessful, despite Diamantopoulou’s strong performance, this effort was not in vain. The campaign significantly altered perceptions of Greece within and beyond the OECD at a time when the country’s international reputation was at a low point. Greece transitioned from being seen as a passive recipient of foreign support and advice to a nation actively seeking leadership roles within the Organization. This ambitious campaign laid the groundwork for two subsequent successful initiatives that further enhanced Greece’s image: Kyriakos Pierrakakis’s election as President of the Global Strategy Group and the OECD Council’s approval of Greece’s proposal to establish the OECD Crete Population Center.

In the contemporary global landscape, a country’s image plays a crucial role in shaping economic, political, and geopolitical decisions. In the economic domain, investment decisions are particularly susceptible to perceptions and reputational considerations. Similarly, political and geopolitical choices are often influenced by subjective evaluations. By navigating an international organization with creativity and strategic acumen, a country can actively shape its global image. However, the strategic imperatives of smaller and larger countries differ fundamentally. While larger states tend to adopt more conservative approaches to safeguard their established positions, smaller states must assume greater risks to distinguish themselves and emerge from the constraints of relative obscurity.

One your biggest achievements as Greece's Ambassador to the OECD was the establishment of the OECD Center for Populations in Crete. How does the Center aim to address global challenges related to population dynamics, and what contributions will it bring to the OECD's existing work? What benefits does Greece, and the island of Crete, anticipate from hosting this center?

As previously discussed, population dynamics represent one of the most significant—if not the most critical—challenges facing contemporary societies and the global community both today and in the future. However, there is currently no institutional framework capable of examining and conceptualizing this issue in a holistic manner. Various aspects of population studies are addressed in separate disciplinary contexts. For instance, demography is studied independently from migration, while the economic consequences of population decline on the workforce are analyzed in a different academic field than the political implications of migration. There is a lack of a comprehensive perspective on the spatial distribution of populations, their dynamics, and migratory flows. Furthermore, cultural aspects are not sufficiently integrated with economic conditions, particularly in cases where demographic expansion occurs without corresponding economic growth. Finally, no systematic provisions exist to address emergencies affecting populations under stress or persecution.

Given the vast scope of this field, the need for a centralized hub to integrate the study of various facets of population challenges is increasingly urgent. This necessity led to the proposal of establishing such an institution in Greece. Any new institution requires a strong symbolic foundation, and Crete was identified as an ideal reference point for a global population center. Positioned between Europe, which faces a declining population, and Africa, which is experiencing rapid population growth, Crete symbolizes the essential connection between different demographic trends worldwide. Historically, Crete has served as a cultural crossroads, having been inhabited or influenced by Minoans, Mycenaeans, Greeks, Romans, Arabs, Venetians, Ottomans, Jews, and others, making it a powerful emblem of coexistence. Additionally, Crete occupies a significant place in human history and is recognized as a cradle of maritime navigation.

The OECD Crete Population Center, while situated in Greece, is not a Greek institution. This arrangement aligns with OECD principles, which dictate that its centers operate under OECD management and leverage its intellectual and political resources without becoming « nationalised ». Greece’s role is to serve as the host nation, facilitating the center’s operations. For the Crete Population Center to attain global significance, it must fully engage OECD resources, ensuring that it fulfills its intended role on an international scale.

Greece and Crete stand to benefit from the OECD Crete Population Center only if it evolves into a genuinely international hub. The annual conference that the center is mandated to organize must develop into a major global event in order to attract significant international attention to Greece and Crete. Achieving this objective, however, requires substantial resource mobilization by the OECD, which, at present, appears to be insufficient. Consequently, the OECD Crete Population Center currently relies on Greece’s limited financial, intellectual and human resources. By tolerating thus the « nationalisation » of its Crete Population Center, the Secretariat of the OECD has undermined the decision of its Council to create it.

President Trump’s recent statements regarding Gaza have forcefully revived the debate on population transfers, a historically significant issue that gained prominence following major global conflicts. Notable examples include the Greek-Turkish population exchange after the First World War, the large-scale transfers of German populations following the Second World War, and the displacement associated with the partition of India.

In this context, a well-established and influential OECD Crete Population Center would have served as an appropriate forum for such discussions. Had it been developed as originally envisioned, Crete might today be a focal point of international diplomatic attention.

*Interview to: Ioulia Livaditi

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The craft of building wooden boats is a living tradition that has been practiced across all Greece and through all historical periods. In the past it was one of the most prominent expressions of the maritime societies’ technology and craftsmanship with unique technical, typological and cultural characteristics, some of which date back to the Middle Ages and the Byzantine Times. There were many variations, or even different traditions, of boatbuilding that are linked tosea areas, lakes, rivers and lagoons.

The craft’s transmission from one generation to the next took place through empirical apprenticeship, which entails younger people learning the craft by working side by side with a master craftsman. Today empirical apprenticeship is still the only means of learning the craft. he Craft of Wooden Shipbuilding has been listed in the National Inventory of Intangible Cultural Heritage
of Greece.

As Katerina Velentza writes in her paper on Traditional Shipbuilding on the Island of Samos: "Traditional boats, as tangible cultural heritage assets, and the practice of wooden shipbuilding, as a traditional craft and intangible heritage, are expressions of local knowledge of the Aegean Sea communities.

For the Aegean Sea islanders, their attachment to the sea, their insular environment, as well as the availability of particular material resources, such as certain species of timber, resulted in the development of specific types of wooden watercraft and methods of shipbuilding that evolved through several centuries of human interactions with the surrounding natural environment.

The traditional wooden boats, known as kaikia (καΐκια in Greek, καΐκι in singular), were established technologically in the Aegean roughly in the 18th century. The local knowledge of creating and using these wooden boats was a defining element of the island populations and their maritime identities, present in all economic and social activities, until the second half of the 20th century.

With the rapid modernization of Mediterranean societies in the 20th century, the Aegean Sea, as many other maritime regions, saw the rapid reduction of traditional watercraft made of wood and propelled by sails or oars. This concurred with a transition to metal or fiberglass motorboats. The shift resulted in the loss of traditional maritime jobs, the development of touristic rather than maritime economies and the degradation of the marine environment from the extensive use of large-scale polluting fisheries, as well as cargo and tourist ships.

Currently, Greece is experiencing a sharp decline in wooden shipbuilding and use of traditional kaikia. One of the biggest threats to the tangible and intangible heritage assets related to this Greek shipbuilding tradition is the destruction of wooden fishing boats with subsidies provided by the government to enforce the ‘EU Regulation No 508/2014 of aims at reducing the fishing fleet and the environmental impact of the fisheries of each European state. In the last 25 years alone, about 11,000 boats have been lost, many of which were monuments of popular traditional shipbuilding."

Museum of Aegean Boatbuilding and Maritime Crafts

The Museum of Aegean Boatbuilding and Maritime Crafts (MNNTA) in Samos is a thematic technical museum based on the concepts of new museology, designed to operate through a network of educational and research activities. At the heart of the new Museum is both the rescue and promotion of the tangible and intangible heritage in shipbuilding and maritime crafts of the Aegean.

The Museum's exhibition presents key aspects of maritime craftsmanship as explored through ethnographic studies in the boatyards and ports of the Aegean and archeological research on Aegean shipwrecks. The museum's design aims to interpret the material remains and the intangible elements of boatbuilding tradition, focusing on the individuals behind the techniques and on the empirically transmitted knowledge, as well as the more technical aspects of boatbuilding.

The museum operates on four functional units in addition to the permanent exhibition. The first unit is focused on rescuing and exhibiting at least 12 types of boats representing the boatbuilding tradition of the Aegean. Traditional shipbuilding tools and over 300 exhibits are also a large part of the collection, which further includes a number of designs, shipbuilding models and molds. Other categories of exhibits include boat accessories, instruments and mechanisms onboard, logbooks and notarial documents, business records and other evidence from Aegean boatyards and shipping companies.

The Museum also preserves items of intangible cultural heritage, such as recorded or videotaped oral testimonies of craftsmen and sailors, archival photographs and film or video material of boatbuilding and maritime activities in the Aegean. The museum’s Archive of Oral includes recordings from 1984 until today from all over Greece and more than 200 interviews-personal testimonies on the life, employment, woodworking techniques, complementary professions, customs, and social practices of the people of the sea.

The museum is part of a wider effort to safeguard the boatbuilding craftsmanship and to permanently cease the subsidized destruction of traditional fishing boats.

The Vocational Training and Apprenticeship Program in Wooden Boatbuilding

In addition and in close collaboration with to Museum of Aegean Boatbuilding and Maritime Craft, a new Apprenticeship and Vocational Training program will operate in the island Samos. The programs is based on the framework recently established by the Ministry of Education and will be implemented collaboration with the University of the Aegean’s School of Sciences, also based on Samos.

This new boatbuilding educational program will operate from the new academic year (2024-2025) at the Museum of Boatbuilding and Maritime Crafts of the Aegean, with the aim of preserving and developing this inextricably linked to Greek identity craft. The program was presented last December, at the Library of the Aikaterini Laskaridis Foundation, in the presence of the Minister of Culture Lina Mendoni and the Minister of Shipping and Insular Policy Christos Stylianidis.

The program, funded of the Ministry of Culture with the amount of 210,000 euros, includes the pilot operation of an apprenticeship program, the organization and operation of which will be undertaken by the Lifelong Learning Center (KEDIVIM) of the University of the Aegean. The educational program will be of two years duration followed by one year of apprenticeship, in boatyards as at the Museum, especially in the maintenance of the wooden boats on display.

in her speech, minister Mendoni underlined that it is imperative that we establish permanent, multi-year, institutions for apprenticeship and teaching of the craft with a perspective of professional rehabilitation. “There are many examples from other countries, which indicate that wooden boat building based on traditional know-how can emerge as a modern practice, being integrated into sustainable business plans, as well as sustainable local development plans.

Today, Greek carpenters are carriers of know-how and practices, many of which are links in an ancient chain. Boat Carpentry, one of the great arts of modern Greece, requires special knowledge and a long apprenticeship. However, until now the young could only learn through experiential teaching, alongside the older craftsmen. Our primary goal in harnessing our woodworking heritage is to teach this craft to young people who are interested in it and believe in the value of perpetuating it. However, in order to do this, the economic and social acknowledgment of the wooden boats industry must first be restored," she explained.

For his part, the Minister of Shipping and Insular Policy Christos Stylianidis emphasized that "the rescue of traditional boats is intertwined with the rescue of the art of shipbuilding itself, and these will save the carnaya and the tarsanades (shipyards)". Because, as he explained, the traditional shipwright will maintain and repair the existing traditional boats, build new ones and pass on his craft to the next generation. “The wooden boat must remain alive. Either as fishing, tourist or commercial. And the work of the shipwright must be treated as a living art. And not as an art taught in some "elite" workshops, he stated.

Kostas Damianidis, scientific director of the Museum of Aegean Boatbuilding and Maritime Crafts

A few months before the first school of woodworking was opened in Samos, Greek newspaper "Kathimerini" visited Heraio, Samos and spoke with Kostas Damianidis, scientific director of the Museum of Aegean Boatbuilding and Maritime Crafts (MNNTA):

“On the south coast of the island, next to its most important archaeological site, in a quiet seaside settlement stands a building that looks as if it has come from Space. It is a new, state-of-the-art museum that houses a valuable archive of our great national art that is being lost, that of traditional shipbuilding. It is the Museum of Boatbuilding and Maritime Crafts of the Aegean (MNNTA), which is preparing to open its doors soon to show the public precious pieces of tangible and intangible heritage and also to inaugurate an apprenticeship school in woodworking.

There, Kostas Damianidis, scientific director of the new museum, opens the doors to us and offers us a brief tour of its exhibits and facilities. Above our heads, in the lobby of the museum, hang two rigs, one for salt water and one for fresh water, a papadia from the island of Hyrda, and a kurita. Outside the museum, just meters from the shoreline, a scaffolding installation awaits a series of historic exhibit boats, thirteen in all, that have been salvaged or reconstructed in recent years by the museum's research team.
As Kostas Damianidis tells us, "the biggest bet we want to win with this museum is its parallel and complementary function with the school of Wooden Boatbuilding. This is something that does not exist in Greece – it is rare even abroad.

That the life of the museum will be intertwined with the life of the school is an idea that gives a new dimension both to the museum experience and to the context of the education of young people in the craft. It is an approach that is actively supported by the competent department of Culture and we are advancing it together, step by step, together with the University of the Aegean and the Municipality of Eastern Samos. The viability of both the museum and the school will depend a lot on their harmonious coexistence and cooperation."

"It is a thematic technical museum that is a project of the Municipality of Eastern Samos and is financed by the operational program "Competitiveness, Entrepreneurship and Innovation 2014-2020", says the mayor of Eastern Samos Paris Papageorgiou to "Kathimerini". The goal is, as the mayor says, for the museum and the school to open during the 2024-2025 school year, as part of a program funded by the Ministry of Education. "The school is expected to offer two years of study and an additional year of apprenticeship alongside an experienced craftsman, in a shipyard anywhere in the country."

For his part, Kostas Damianidis states that he has no illusions: "I know that out of the 15 apprentices each year, only one or two will go to work in this field. But, with today's conditions, even two people every year becoming professional shipwrights in boatmaking, this will give a great breath of life to the field."

His optimism is also based on the new trends inspired by the threat of climate change: "Woodworking, among its various benefits, also contributes to the proper management of forests, since they must be felled in the right way in order for them to survive, but also to protect them from fire. In addition, a wooden boat has a lifespan of about the same as plastic, but its recycling is environmentally friendly. A plastic boat has materials that are not recycled – even burning it is poisonous. So, in my opinion, the production of wooden boats should also be supported institutionally.

And, of course, there is the obvious acknowledgment that the wooden boat is a valuable piece of cultural heritage that we should save in our seas. Throughout time, boats have always been something very attractive, even for the tourism that concerns us so much - just for the image of our landscapes themselves. Our wooden boats are a quality feature of our islands built and man-made environment.""

I.L., with information from Woodenboats.gr, Kathimerini and the Ministry of Culture; all photos from Woodenboats.gr and their Facebook page

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For the second consecutive time, Greece has been elected to the top spot of the Council of IMO, the International Maritime Organization. Greece secured the first place with 146 in 162 valid votes in Category "A" of the IMO Council, a global recognition of the reliability of Greece, which counts itself among the founding countries since 1958 as a provider of quality maritime services.

Category "A" is reserved for countries with the greatest stakes in the supply of maritime transport services. The successful outcome of the vote, held in the framework of the 33rd Assembly of the Organization, is due to the combined efforts of the Ministry of Maritime Affairs and Insular Policy and the Ministry of Foreign Affairs.

As Greece has been one of IMO's founding members since 1958 (with the exception of 1977) it is consistently elected in the "A" category due to the size of its merchant fleet. Recognizing the role of the IMO in regulating all matters relating to international shipping, Greece actively participates in the formation of maritime legislation with a constant presence in the work of the committees - subcommittees of the Organization, submitting proposals that regulate maritime activity in a realist manner. The purpose of the proposed regulations is their universal validity for all ships, regardless of flag (flag neutral) in addition to ensuring a level playing field.

On the occasion of Greece's re-election to the "A" category of the IMO Council, Christos Stylianidis, Minister of Maritime Affairs and Insular Policy, stated that "The re-election of Greece to the first place in the IMO "A" category for the second consecutive time is an extremely important achievement of our country at a critical and difficult time for international shipping. It confirms in the most emphatic way Greece's trustworthiness and reliability, as well as our country's excellent cooperation with the Organization and its member states. At the same time, it seals Greece's dynamic and leading role in world maritime transport, as well as its decisive and long-term contribution to the formation of international maritime policy and legislation, through the submission of pragmatic and realistic proposals and our continuous engagement and active presence in the work of the Committees - Subcommittees of the body. I express my heartfelt thanks to the IMO Member States who have honored us with their trust and vote. Greece, with a high sense of responsibility, will continue to play a leading role and support dynamically and constructively the implementation of IMO's goals for safe, energy efficient, "green" and sustainable international shipping [...].

The election process to appoint the 40 IMO Council members for the 2024 term was held on Friday, December 1, 2023. Elected in Category "A" were, in order of election: Greece, Italy, Japan, China, Norway, Panama, Dem. of Korea, United Kingdom, United States, and Liberia. The IMO Assembly is held every two years and is the supreme body of the Organization.

As a specialized agency of the United Nations, IMO is the global standard-setting authority for the safety, security and environmental performance of international shipping. As such, the Organization contributes to international action to address climate change by regulating GHG emissions from international shipping. In other words, it aims to create a level playing field so that ship operators can address their problems without compromising safety, security and environmental performance. This approach also encourages innovation and efficiency.

IMO measures cover all aspects of international shipping – including ship design, construction, equipment, manning, operation and disposal – to ensure that this vital sector for remains safe, environmentally sound, energy efficient and secure.

Source: Press release of the Ministry of Maritime Affairs and Insular Policy

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The Сentre of Maritime History of the Institute for Mediterranean Studies was founded in 2017 by Professor Gelina Harlaftis and Dr Apostolos Delis, and is the only research unit in Greece exclusively dedicated to the study of the historical evolution of the shipping industry. Τhe introduction of Greek Maritime History to academia in the 1990s posed for the first time a coherent scientific approach for the study of the historical evolution of the shipping industry. As we read in the volume Greek Maritime History - From the Periphery to the Centre, οver the last decades, Greek Maritime History has carved an impressive course from a handful of studies, dispersed and fragmented, into a prolific and comprehensive body of literature. Most importantly, Greek Maritime History in its current state, is mature enough to encompass the multilevel human interaction with the sea and make a productive contribution to the international research agenda. Furthermore, it provides an interpretational framework which is not exhausted in the Greek paradigm but can be implemented in different geographical, temporal and cultural contexts.

Under the guidance of Gelina Harlaftis, who holds the sole chair of Maritime History in Greece, a wide community of researchers and maritime historians who have been engaged in systematic and continuous interaction with international academia, created a de facto forum to develop international dialogue and collaboration. The boom of Maritime History and the rising interest among younger scholars and historians have created the academic cluster that is recently housed at the designated Centre of Maritime History of the Institute of Mediterranean Studies (IMS) in Crete.

Maritime studies in Greece are in a reciprocal relationship with the international agenda and have contextualised existing approaches towards Maritime History. The most resonant is the history of seas and oceans – that is, thalassology – which looks at the perception of the sea, beyond political borders. The sea is not conceived as a mere space that surrounds the land, but as a dynamic agent of change. This approach has been mostly implemented in the history of the Eastern Mediterranean and the Black Sea and has triggered a level of interaction between Maritime History and other academic disciplines, such as Economic Geography, Economic Sociology and Environmental History.

A definitive factor in the development of Maritime Studies has been the outreach to primary sources: an abundance of maritime archives were scattered across the maritime communities of the Aegean and the Ionian seas as well as an unprecedented outreach for archival sources was launched in major Mediterranean, Atlantic, Northern European and Black Sea ports following the routes of Greek ships in international destinations. This overwhelming task became feasible through large-scale research projects and international collaborations that combined macro and micro analysis in order to frame the larger picture but also cast light on the qualitative features of Greek shipping. The management and process of such a rich and versatile material was made feasible through the creation of maritime databases. The design of the databases was conceived through collaboration with other large-scale quantitative projects in Maritime History such as the Atlantic Canada Shipping Project, the Navigocorpus and the ‘Sound Toll Registers’ project.

Among the current research projects at the Centre for Maritime Studies are “SeaLiT: Seafaring Lives in Transition”, a project that explores the transition from sail to steam navigation and the effects of this technological innovation on seafaring populations in the Mediterranean and the Black Sea, between the 1850s and the 1920s, and NAVS, a project aims to bring out Greek maritime heritage through the use of new cutting-edge technologies: historical and traditional shipbuilding is digitally recorded and captured with a faithful and detailed three-dimensional display.

 

The international recognition of Greek Maritime History as a discrete scientific field dates back several years and belongs to the late Skip Fischer, professor at the Memorial University of Newfoundland. Fischer, due to his devotion and deep understanding of maritime history, as well as his perception of the field as editor-in-chief of the International Journal of Maritime History over several decades, had realised that Greek maritime historiography had flourished and borne fruit, and that a comprehensive presentation of its findings was timely, hence the publication of the volume Greek Maritime History - From the Periphery to the Centre. This book brings together a wide group of historians, researchers and scholars at different stages of their careers, who have been engaged in topics that are closely related to maritime history.

The research team of the Centre of Maritime History explores the history of the seas and focusing on the maritime history of the Mediterranean and the Black Sea from the ancient times to the present day in the following broader fields:

• economic and social maritime activities (seaborne trade, navigation, ports, shipping businesses, fishing, maritime communities, maritime labour, shipbuilding and maritime technology);
• geopolitics, war and violence at sea (maritime empires, naval forces, piracy);
• scientific activities related to the sea (oceanography, history of navigation);
• leisure and tourism related to the sea,
• the promotion of maritime literature and arts through the location, preservation, classification, processing and divulgation of archival sources related to maritime history, the publication of scholarly works in Greece and abroad and the organization of seminars, conferences and postgraduate studies programs.

The activities of the Centre of Maritime History are supported by the specialized maritime history library and archives of the Institute for Mediterranean Studies/FORTH.

Institute for Mediterranean Studies

The Institute for Mediterranean Studies (IMS) – based in Rethymno, Crete – was founded in 1985 and is one of the 10 Institutes of the Foundation for Research and Technology — Hellas (FORTH), one the leading research institutions in Greece. IMS’s purpose is to promote research in the humanities, social sciences, as well as the application of science and technology on cultural heritage and the environment. It is distinguished for its research in history and culture and is the only research or university institution in the country to have been awarded five European Research Center (ERC) Grants (2016, 2017, 2018, 2019, 2023) the only ever awarded to the humanities in Greece.

The IMS research programs focus on the history and culture of Greece and other countries of the Mediterranean and the Black Sea in various historical periods, from prehistory to modern times. To date, its research focuses on three research axes, 1) Mediterranean History, 2) Mediterranean culture, 3) Geoinformatics technology for Culture and Environment, and is undertaken by ten teams of researchers based in the Institution’s research sections, centers, and labs.

Gelina Harlaftis, Professor of Maritime History in the Department of History of the Ionian University has been the Director of the Institute of Mediterranean Studies of the Foundation of Research and Technology-Hellas (FORTH) since 2017.

The Institute for Mediterranean Studies will host the 6th Conference of the Mediterranean Maritime History Network (MMHN) in Rethymno in May 2024, Originally planned to take place in 2022, the event was rescheduled due to restrictions of COVID-19 pandemic. MMHN conferences are international events aimed to bring together historians, researchers and students to promote the development of Mediterranean Maritime History, fostering an exchange of ideas and knowledge.

I. L.

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This volume, a part of Brill’s Studies in Maritime History, presents Greek Maritime History and unravels the historical trajectory of a maritime nation par excellence in the Eastern Mediterranean. At the core of the book lies the rise of the Greek merchant fleet and its transformation from a peripheral to an international carrier. Following the evolution of Greek shipping for more than three centuries (17th-20th century), the book traces a maritime nation in its making and provides proof of a different, yet successful pattern of maritime development compared to other European maritime nations.

Greek-owned shipping holds a leading position in global shipping in the world’s dry bulk fleet and the world’s tanker fleet. The extraordinary course of the Greek shipping industry worldwide has attracted a great deal of public attention, especially in contrast to the small size of the Greek national economy. The contradiction of a nation that is small in spatial terms, yet has a big impact in the maritime realm, as has also been the case for Norway, has led to the ‘miracle of Greek shipping’ narrative. Due to the lack of a concrete scientific approach, the analysis of this impressive growth of the Greek shipping industry has relied mostly on a variety of traditional, if not metaphysical, interpretations such as the charisma of individual entrepreneurs or a genetic predisposition of Greeks towards the sea and the maritime industry that is still resonant to the present day.

The introduction of Greek Maritime History to academia in the 1990s counterposed a coherent scientific approach for the study of the historical evolution of the shipping industry. Over the last decades, Greek Maritime History has carved an impressive course and is in its current state, mature and well equipped enough to encompass the multilevel human interaction with the sea and contribute to the international agenda, methodology and research. The chapters of this volume, edited by Katerina Galani and Alexandra Papadopoulou, reflect the multidimensional, comparative, interdisciplinary and intertemporal capacity of Greek maritime historiography. The scope spans from the 16nth to the 20th century, as well as from the Eastern Mediterranean and the Black Sea to the Atlantic and the Indian Ocean. Furthermore, it covers a wide range of topics, from business history, technology and innovation to colonial and diaspora studies, naval history, fishing, maritime communities, shipping and trade.

A central analytical tool used in the volume is the social and economic networks that organized and coordinated trade and shipping through the formation of local, peripheral and international transport systems. Networks lie at the foundations of the business organisation of shipping and trade. Furthermore, networks have revealed the role of the small maritime communities of the Aegean and the Ionian seas that emerged during the sailing-ship era, in the making of Greek shipping. Beyond the history of major ports, the study of seafaring communities has been critical in deepening our understanding of the ‘geography’ and roots of powerful European shipping. Furthermore, it opens up new potential for interregional and transnational comparisons and brings about new questions on the existence of a common pattern of maritime development among Europe’s seas (the Mediterranean, North Sea, Baltic, and so on).

The relation between modern shipping and globalization is another contributing factor to the growth of Greek shipping. The international expansion of commercial and shipping networks was a crucial factor in the emergence of shipping as a global business, and in the role of sea transport in global interconnectedness. The consolidation and connectivity of local, peripheral and international transport networks that extended beyond the maritime region of the Eastern Mediterranean and the Black and Azov seas towards Western Europe and the Atlantic Ocean has been crucial in the rise of modern Greek shipping. The interplay between shipping and globalisation is reflected in recent studies conducted on the level of the markets, by probing maritime regions and their share of the global maritime industry, as well as on the level of the firms, mostly of diaspora entrepreneurs who have acted as architects of transnational networks.

Naming ceremony for M/T Sibella in 1952 

Volume Chapters and Contents

The chapters adopt a multidimensional and interdisciplinary approach – spanning from shipping and trade to piracy, technology, human resources and entrepreneurship – and reflect the main directions of Greek maritime historiography over the last thirty years.

Greek Maritime History: Navigating Greek Historiography in Domestic and International Waters: Gelina Harlaftis deservingly holds the first main chapter in this volume. In a dense description of the evolution of Maritime Studies in Greece and its current situation in research and teaching, she encapsulated the central methodological issues of the last decades of research and the consolidation of models applied to conceptualise the history of Greek shipping. She provides a synopsis of the main research findings, which have challenged long-standing impressions in the existing historiography, relating and justifying the growth of Greek shipping in the eighteenth century.

From Venetian to Ionian Protectionism|Research in the Early Modern Maritime History of the Greek Subjects of Venice: Gerassimos Pagratis, a medievalist and early modern historian of the Venetian Republic, presents recent findings on Greek shipping in the Ionian Sea, under the Venetian rule and the Septinsular Republic, while he offers a critical survey of the early modern historiography, pointing out the prevailing topics and approaches, as well as their strengths and limitations.

Caught Between Empires|Agency, Neutrality and a Middleman Minority: Katerina Galani addresses one of the key comparative advantages of the Greeks in the Mediterranean of the early modern period: their role as intermediaries in the empires. Finding their way through the cracks of the system, they became the principal sea carriers of the Ottoman Empire in the eighteenth century, and acted as economic brokers – that is, as agents and partners – for Western traders operating in the Levant.

Piracy in the Aegean|Aspects and Contradictions of Stereotypes: Dimitris Dimitropoulos raises the issue of the perils of the sea in the seventeenth and eighteenth centuries through the records of the Aegean Islands, with an eye to demographic, social and economic changes. Drawing upon contemporary sources and the existing literature, he challenges the long-standing negative assertions on piracy and corsairing and proposes a wider interpretation that encompasses the different nuances of the terms and practices across time and space.

 "The arrival of Karaiskakis in Phalero. Oil on canvas", Konstantinos Volanakis (1837-1907)

Three chapter in this volume form a distinct thematic unit and are dedicated to the study of the Black Sea and the Azov Sea, mirroring the growing interest of Greek historians in this maritime region over the last decades. The rise of modern Greek shipping since the late eighteenth century has been intertwined with the development of the Black Sea as an international market. Therefore, the Black Sea economy has been placed at the centre of historical research by examining its position and relations with international trade, the rise of diaspora merchant communities and their role as conduits of trade and shipping to the global economy, the economic development of port cities and the formation of transport networks.

The Black Sea in the Global Economy of the Nineteenth Century|Introducing the Black Sea Historical Statistics: The chapter by Alexandra Papadopoulou and Socrates Petmezas presents the series of the ‘Black Sea Historical Statistics’ (BSHS) that span from 1812 to 1914. BSHS was created as part of a larger interdisciplinary project and focuses mostly on providing hard evidence on the development of trade and shipping from and to the Black Sea for over a century.

The Creation of the Main Export Port of Crimea: Port Policy, Traffic, Infrastructure in the Port of Theodosia: Anna Sydorenko examines the development of port systems on the south coast and their connection with the hinterland and foreland during the integration of the Black Sea market in the global economy. Through the case study of Theodosia in the Crimea, the chapter follows the construction and operation of a port that served grain exports and probes the political, economic and geo-political factors that promoted its development.

Beyond the Mediterranean: Greek Family Business and the Familiarity of the Black and Azov Seas Maritime Space: The importance of the Black Sea in the development of Greek shipping is further analysed by Evrydiki Sifneos, an esteemed scholar who sadly passed away during the preparation of this book. Sifneos had worked extensively on the multifaceted history of the Black Sea, and here she examines the city of Taganrog in the Azov Sea, which hosted a sizeable maritime community of the Greek diaspora.

The Advent of Steam Navigation in Greece in the Nineteenth Century: Apostolos Delis focuses on the early stages of steam shipping in Greece through the records of the first Hellenic Steam Navigation Company. During thirty years of service, the chapter argues, the Company contributed to the diffusion of innovation in iron shipbuilding and marine engineering in Greece. At the same time, it introduced passenger shipping, the modernisation of maritime communications and the geographical cohesion of the Greek state and its connection to international markets.

The Introduction of Maritime Technology in Greek Fisheries: Diving Suites in Sponge Fishing in the Aegean: Evdokia Olympitou’s chapter describes the adoption of new techniques in sponge fishing in the islands of the Aegean. The author examines the introduction and the establishment of a mechanical diving method, the so-called ‘skafandro’ that intensified production while at the same time evoking a range of social and economic changes in the sponge-diving populations of the Aegean.

Business Groups’ Diversification Strategy: The Case of Ralli Bros Diversifying in Shipping: Focusing on a case study from the Greek diaspora, Katerina Vourkatioti investigates the evolution of family business into international business groups. Vourkatioti, through the rich and understudied business archive of the Ralli Bros, probes one of the most prominent families of the Greek diaspora, who flourished within the context of the British Empire in the twentieth century, analyzing thier strategy of diversification from trade to shipping as a means of expansion and survival of the business group.

Greek Shipping in the Twentieth Century: The Human Resources: The competitive advantage of Greek shipping in the twentieth century is investigated by Ioannis Theotokas through the factor of human resources. Entrepreneurs who engage in the shipping market, seafarers and crews and shipping officers ashore create a critical resource for Greek shipping, with a cost-effective operation and management of the fleet that overcomes disadvantages related to capital shortage.

The Development of Naval History in Greece, 1989–2020: Zisis Fotakis focuses on the development of modern naval history in Greece, explaining the limited interest of Greek academia in naval history and presenting its corresponding accomplishments and omissions. He also sketches the substantial interest in modern naval history of the Greek public and the Ministry of Defence. The doubling numbers of maritime museums in Greece and the substantial expansion and better preservation of Greek naval records could promote further research into modern naval history in the country.

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The Corinth Canal, the iconic 19th-century engineering project separating the Peloponnese from the Greek mainland, reopened to shipping early this July after an 18month closure for repair works. The Canal is the shortest and safest sea route for vessels coming from Ionian, Adriatic and southern Italian ports, as well as for ships passing through the Strait of Messina and heading to ports in the eastern Mediterranean and the Black Sea, and vice versa. Travelling to Piraeus from Patras via the Canal takes a vessel 100 nautical miles, but with the Canal closed, a vessel is obliged to sail around the Peloponnese and cover 295 nautical miles.

An impressive Canal

The first phase of the restoration involved the cleaning of the canal and a slope relief work after large-scale landslides occurred in November 2020 and again in January and February 2021. The Canal reopened on July 4 and during the first week of operation, almost 400 vessels have transited the canal and nearly 7,000 transits are expected in October, according to the managing company Corinth Canal S.A.

During a normal year, in 2019 for example, 11,417 vessels transited the Corinth Canal, with 55% of transits related to tourism, a fact that highlights the importance and potential of the project for the wider region following the repair works. The channel is used by all kinds of vessels, from small tourist craft to large merchant vessels, cruise ships and tankers. For cruise ships in particular, sailing through the canal is one of the great travel experiences.

The man-made Corinth Canal, that cuts through the narrow Isthmus of Corinth making the Peloponnese an island, is quite impressive when viewed from the air and really fascinating when crossed by vessel. The Canal is 6.4 Km in length while its width is 24.6 m. at sea level and 21.3 m. at the bottom level. Its depth range is from 7.5 to 8 meters. The rock walls, which rise 90 m. above sea level, are at a near-vertical 80° angle.

The history of the Canal

The tyrant of Corinth Periander, in 602 B.C., was the first to conceive the idea of connecting the Gulf of Corinth with the Saronic Gulf through a canal in the isthmus of Corinth with the aim to avoid the dangerous circumnavigation of the Peloponnese and to shorten the route. This project was abandoned mainly because of the enormous technical difficulties and Periander instead constructed a simpler and less costly overland portage road, named the Diolkos or stone carriageway, along which ships could be towed from one side of the isthmus to the other.

The Diolkos saved ships sailing from the Ionian Sea to the Aegean Sea a dangerous sea journey round the Peloponnese - [Photo:Davide Mauro, CC BY-SA 4.0, via Wikimedia Commons]

The concept of the Canal though intrigued a significant number of leaders, in the course of history, such as the Roman dictator Julius Caesar, Caligula the third Roman Emperor, or the emperor Nero, who was the first to attempt to construct the canal, personally breaking the ground with a pickaxe and removing the first basket-load of soil in 67 B.C. The Venetians also considered it in 1687 after their conquest of the Peloponnese, but they did not initiate a project.

 Canal construction (1882-1893) - [Photo: Public domain, via Wikimedia Commons]

The idea of a Canal was revived after Greece gained formal independence from the Ottoman Empire in 1830, but it was not until 1882, following the opening of the Suez Canal in 1869, that the construction of the Corinth Canal started. The construction of the Canal was one of the ambitious projects of the Greek Prime Minister Charilaos Trikoupis to modernize the country and its economy. The construction was completed on 25 July 1893 after 11 years' work.

The Corinth Canal as tourist attraction

In autumn, when vessel transits are very limited, the Canal will shut down for a few months and the second phase of the project will start for completion of works to mitigate landslides and stabilize the banks. Upgrade projects also include fencing along the Canal and construction of a 3.5 km paved footpath, with the support of the local authorities. These projects can contribute to the development of the region, giving visitors safe access to the Canal that is already a tourist attraction, further enhancing the place as tourist destination. The modernization of the Canal infrastructure will include a new intuitive portal and advanced e-commerce services, more personalized services, online notifications (arrivals/transits), and online ticketing.

In combination with upgrade works in the wider area, Greece in 2024 will be boasting a modernized hub for maritime transport which will further support the local tourism industry, said in the press George Zouglis, General Manager of Corinth Canal S.A. The Corinth Canal is one of the flagship projects in Greece’s recent history. Along with the restoration plan, a modern development plan will be drafted, aiming to maximize the Canal’s role not only in the wider region’s development, but also in the country’s economy. The 32-million-euro restoration project is being carried out by the Ministry of Infrastructure and Transport and Hellenic Corporation of Assets and Participations S.A.

Photos: Corinth Canal S.A

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Greek shipowners control more than one-fifth of the world’s entire fleet, and continue expanding: according to the data in the annual report of the Union of Greek Shipowners (UGS) for 2021-2022, Greek shipowners control 5.514 vessels, or 21% of the global fleet in deadweight ton (dwt) terms. The total capacity of the Greek-owned fleet has actually grown 45,8% from 2014, and since the outbreak of the COVID-19 pandemic its capacity has grown by 7,4%. Greek-owned merchant fleet transports cargoes between third countries with more than 98% of its fleet capacity, making it being the world’s largest cross trader.

“In the fluid global environment, shipping has functioned and is functioning as a beacon of stability,” said in her message the president of the Union of Greek Shipowners, Melina Travlos, adding that “Greek shipping, which ranks first in the world with almost 21% of the world’s tonnage and accounts for 59% of the European Union fleet, has a responsibility to undertake and support initiatives in order to inform the wider public about the strategic importance of the industry and the need for its prioritization by the political leaders worldwide”.

Greek shipping is predominantly engaged in bulk/tramp shipping, an entrepreneurial sector that maintains characteristics of perfect competition: a very large number of private, mainly small and medium-sized Enterprises (SMEs), compete globally for business on a daily basis, with flexible and lean administration, transparent access to information, and low entry and exit costs.

As mentioned above, Greek-owned fleet represents 59% of the European Union (EU)-controlled fleet, with more than 75% of the EU-controlled fleet being active in the bulk/tramp sector. One third of the Greek-controlled fleet flies an EU Member State flag.

On a national level, Greek shipping remains a strategic advantage, which is particularly important to the country’s economy: Maritime transport contributes more than 3% of gross added value and comes up to almost 7% of gross domestic product (directly and indirectly), offering some 200,000 jobs, per the UGS report. Shipping also offers significant net inflows to the Greek economy: In 2021 inflows in the Greek payments balance from maritime transport not only exceeded the 2019 levels, following the 2020 recession from the pandemic, but were also the highest recorded since 2008, topping 17 billion euros.

Greek shipowners are constantly investing in new, energy efficient ships and in environmentally friendly equipment, with the average age of the Greek-owned fleet (9,99 years), being lower than the global average (10,28 years). Newbuilding orders from Greek shipowners amount to 173 ships (from 104 ships the year before); more than one third of the oil tankers and almost one out of six LNG carriers currently being built in the world will be delivered to Greek shipowners. Greek shipowners have steadily been investing in larger vessels, which also exhibit greater efficiency and environmental gains due to the economies of scale they provide. 

In her message, Ms. Travlos noted that shipping, as an industry is drastically minimizing pollutants, adopting an environmental and efficient mode of operation, while constantly investing in a new and environmentally certified technologies, with the Greek-owned fleet, leading the way in environmentally friendly new ships. She added that: “Greek shipping, as a leader, utilizing its accumulated know-how, remains a herald of developments, always with realistic proposals and substantial goals, such as the research and development of alternative, environmentally friendly maritime fuels.

At national level, we cooperate with the State to preserve the competitiveness of the Greek-owned fleet [..] The choice of the Greek flag, the modernization of the Greek Ship Register, as well as the choice of shipping companies to be based in Greece, all constitute a common goal of the State and the shipping industry. In addition, it remains our priority to communicate to the younger generation the prospects of choosing seafaring as a profession. To achieve this goal, we work with the responsible academies, organizations and the State, aiming at a reform of the maritime education system.[..] In a demanding environment, Greek-owned shipping stands ready and strong to meet national and international challenges with prudence, realism, vision and knowledge as a global leader in shipping”.

Big in Japan: 70 Yeas of Greek Shipbuilding Activity in the Land of the Rising Sun

Maritime historian and creator of online maritime museum Greek Shipping Miracle, George M. Foustanos, has written a new book, “Made in Japan,” which was published recently in English. Apart from a study of the vessels built for Greek shipowners in Japanese shipyards, the book showcases how the history of Greek shipping is connected to global history.

The book aims to explore the relatively unknown story of Greek shipowners’ role in the emergence of Japan as a leading shipbuilding power after the end of World War II. The 70 years of Greek shipbuilding activity in Japan begun in 1952, when the first mass shipbuilding order was given to the Hitachi Zosen K.K. of Osaka by the Giannis M. Karras group. Since and up till now, 1,900 ships of Greek interests have been built in the Japanese shipyards, which means one every 13 days on average.

According to Foustanos, the catalyst that led to the explosive post-war development of Japanese shipyards was the introduction of shipbuilding technology from the United States, with particular emphasis on new methods for welding and for the mass production of ships. This know-how has allowed the continuous improvement of construction time in the Japanese shipyards, giving impetus to an industry that, despite its low cost of labor, could not until then compete with European shipyards -mainly because of the high costs involved in transporting raw materials for shipbuilding to Japan.

However, as Foustanos notes, there was still a critical factor to be resolved, which was finding customers to place orders of shipbuilding for export. At this juncture, the role of Greek shipowners proved crucial. With successive orders placed since the end of 1951, mainly by Greek shipowners based in the United States, large tankers war being built in Japan, under Liberian flags and chartered to major US oil companies. In less than five years, and specifically in 1956, thanks to the continuous mass orders of Greek shipowners, Japan surpassed the all-powerful British shipbuilding industry in ship production.

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With an impressive pavilion under the slogan “Greece of Tomorrow, Today” Greece participated in the Expo Dubai 2020 aiming to showcase the competitive advantages and areas of innovation of the country under the strategic transformation of the Greek economy. The Expo 2020, the largest event ever staged in the Arab world, had been postponed by a year because of the covid19 pandemic and it was held from October 1, 2021, to March 31, 2022 in the United Arabic Emirates. The event is considered one of the most important exhibitions in the world as World Expos traditionally provide a platform to showcase the greatest and latest innovations from around the globe. The Greek participation was organized by Enterprise Greece, the official investment and trade promotion agency of the Greek state operating under the auspices of the Greek Ministry of Foreign Affairs.

The Greek pavilion

Aiming to illustrate that Greece has started to find its way toward economic development and innovation, the Greek pavilion was inspired by the myth of the Cretan maze and Ariadne’s thread. Revolving around the labyrinth of the Greek mythology, the Greek presence in Expo 2020 narrates the story of a country that has found its path, demonstrating all of its achievements, playing thus a vital role in the investment environment.

The invisible Ariadne’s thread in the Greek pavilion connects all of Greece’s comparative advantages from culture and tourism to innovation and human capital, linking the present and the future of Greece. In this concept, the pavilion is divided into eight interconnected thematic pillars representing the different comparative advantages of Greece offering an integrated perspective of a country that is constantly progressing and evolving. The Greek pavilion welcomed more than half a million visitors that had the opportunity to virtually explore and discover Greece’s culture, beautiful landscapes but also Greece’s tech and innovation future through different Augmented Reality applications.

The Greek pavilion revolved around the following thematic pillars:

Technology / Innovation
Technology and Innovation were at the peak of the Greek presence in the Expo 2020. Digital transformation of the Greek state has been a top priority for the Greek government. Through the digitalization and simplification of administrative procedures, the country aims to transform its economic model attracting more investments and ameliorating quality of life. At the same time the Greek ecosystem of research and innovation has a particularly extroverted dynamic to present.

Energy / Environment
The transition to a “green” Greece has already begun. A new energy policy, with “green” strategies to reduce dependence on fossil fuels and increase the share of renewable energy sources in the Greek power mix, is becoming a priority, with the aim of protecting the environment. Astypalea, Tilos, Ai Stratis are energy autonomous islands, just to mention a few examples of the ongoing “green revolution” in the country.

Agri-food
The food and agricultural products sector has always been one of the most important export sectors in Greece, with a particularly strong presence in the international markets. The unique qualities of Greek agricultural products constitute the basis of the Greek and Mediterranean Diet contributing also to the exceptional Greek gastronomy.

Shipping, Supply Chain & Infrastructure
Greece has a significant maritime tradition and Greek shipping services are of international renown, as Greek ship-owners hold the largest merchant fleet in the world. In addition, the country’s geographical position at the crossroads of three continents (Europe, Asia and Africa), has made Greece a strategic transportation hub playing a vital role in regional logistics.

Culture / Tourism
Greek culture has been synonymous to Classical Greece and antiquity, but current arts and culture movements are highlighting the country’s dynamism, inspiration and creativity. Apart from the Acropolis and innumerable other archeological sites, Greece has much to offer in modern art, too. At the same time Greece is the ideal travel destination, whether you prefer to explore the country or you are rather into luxury vacation, Greece has it all. Cultural and religious tourism, health and medical tourism, nautical tourism and even thematic winter tourism are just some of the areas that will help Greece attract numerous visitors and complement the famous Greek tourism product.

Human Capital
Greece has remarkable human resources with multiple skills, qualifications and talents contributing to the attraction of business investments in the country. In addition, Greece has set up a business-friendly environment with significant incentives attracting already the interest of a great number of powerful international business groups.

Industry
Industry in Greece has started to become stronger and more competitive in the international environment operating successfully in fields such as heavy industry, waste management and energy storage. Adapting to the current challenges, industry in Greece follows a green and sustainable growth model pursuing adequate digital transformation.

Health
With a highly skilled workforce and well-established R&D and manufacturing capability, the Greek Life Sciences and Pharmaceuticals industry exhibits significant growth potential both in serving the internal market, as well as in expanding its reach beyond national borders.

The Greek pavilion as a hub of dialogue and exchange of ideas about the future of Greece

During the Expo 2020 a series of events took place at the Greek pavilion with the aim to present and promote Greece’s comparative advantages and investment opportunities hosted by several ministries and regions of the country. The Ministry of Foreign Affairs along with Enterprise Greece and the Municipality of Mykonos organized the event “Α Universal Narrative of Light - From Apollo’s Delos to a brighter future” aiming to showcase that modern Greece is an open and extrovert country sharing the values of international cooperation and intercultural dialogue. Making reference to the Cycladic light of the archeological site of Delos the organizers presented how the past of the country illuminates its future, linking the cultural heritage of Greece with its modern identity.

The Ministry of Development and Investment organized two major events. The first event was about the emerging Greek ecosystem of research & innovation and the second-one about the strategic investments and the investment opportunities in Greece. The aim of the events was to showcase the dynamism of the Greek start-up ecosystem exploring investment and synergies opportunities with the business environment of the United Arab Emirates.

Greek gastronomy events, concerts, virtual visits to museums and a series of events concerning the promotion of Greece as tourism or filming destination were also organized by the Ministry of Tourism, the regions of Greece and competent institutions.

Read also via Greek News Agenda:

The Digital Transformation “bible” of Greece (2020-2025)

Big technology investments to improve Greece’s innovation and digital footprint

“Politeia” Innovation Center to promote R&D ecosystem in Greece

Greek Shipping: An important global actor in line with the Greek maritime spirit

Thessaloniki, Greece’s first UNESCO City of Gastronomy

Greece: A Filming Destination on the Rise

The “Smart Green Island” of Astypalea

Greece’s Green Agenda on Energy and Climate

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