Port Of Thessaloniki Research Articles

The Jewish workers in the port of Thessaloniki (1939-1943): Their war experience as workers, Greeks and Jews

This article explores the last chapter in the long history of the Jewish port workers in the waterfront of Thessaloniki—the World War II years. The Jewish blue-collar workers and white-collar workers shared a common history, and at the same time, each had a different story to tell on the drama of the war. Their everyday experience in the roles of workers, soldiers, non-combatants, and as Greek civilians reveals the Jewish role in shaping the space of the wartime port during three periods: Greek neutrality (September 1939 to September 1940), the Greek-Italian War (October 1940 to March 1941), and German occupation from April 1941 to March 1943, when the port became an ‘Aryan’ space.

Influence of meteorological conditions on noise dispersion in the Port of Thessaloniki

Abstract Although noise dispersion models are widely used for the assessment of noise levels across different domains, the influence of meteorological conditions on environmental noise is usually neglected even though modelling requirements often list meteorological data as a key part for conducting successful modelling exercises. In order to evaluate the magnitude of influence of meteorological conditions on noise dispersion, different meteorological scenarios have been tested. The meteorological parameters that have been addressed include wind speed and direction, air temperature and atmospheric pressure. The simulations have been performed using data obtained from the Port of Thessaloniki, which include standard noise data (locations of noise sources and barriers, noise power levels of individual sources), as well as yearly averages and extremes for the meteorological parameters. Wind speed and direction have been shown to have a major influence on environmental noise levels. The modelled difference in levels due to changes in wind speed and direction reached 7 dB in several receivers indicating an effect that should not be neglected. Air temperature and atmospheric pressure had very little influence on noise levels. In conclusion, when addressing and modelling environmental noise levels, wind speed and direction must be properly accounted for and should not be neglected.

Assessing the performance of intermodal city logistics terminals in Thessaloniki

Abstract This paper presents a comparative analysis of two urban intermodal freight transport terminals focusing on last mile distribution: the port of Thessaloniki (ThPA) and Kuehne + Nagel (K+N) distribution center in Thessaloniki. Through the pairwise comparison of the two different supply chain interchanges, a decision support tool is provided to the terminals’ operators and their customers and partners, namely shippers, forwarders, transport companies, users or customers. The evaluation of the terminals’ performance is elaborated based on a tailored multi criteria Key Performance Indicator (KPI)-based assessment framework, while the selection and significance (weight) of the incorporated criteria and respective KPIs is predetermined by the involved stakeholders through a multi stakeholder participation scheme using the pairwise comparison according to the Analytic Hierarchy Process (AHP) approach. ThPA terminal is ranked first according to its performance pertaining to the role of an intermodal interchange for the wider geographical area of Thessaloniki, however K+N terminal’s performance index was slightly lower, while in several KPIs and criteria it seems to perform better.

Assessing the Contribution of Urban Freight Terminals in Last Mile Operations

Abstract This paper introduces a multi-stakeholder multi-criteria evaluation framework, which can be used for the assessment of the last mile distribution performance of urban freight terminals. To this end, a comparative analysis is conducted addressing two Greek urban intermodal freight terminals located at the port of Thessaloniki (ThPA) and Kuehne+Nagel (K+N)’s premises. The assessment of the terminals’ performance relies on a tailored multi-criteria Key Performance Indicator (KPI)-based evaluation framework, whereas the selection and significance of the incorporated criteria and KPIs is predetermined by the relevant responsible stakeholders, who imposed their viewpoint through an analytic hierarchy process. Results showed that ThPA was ranked first according to its performance pertaining to the role of an intermodal interchange; still, K+N’s performance index was only 8.5% lower than ThPA’s, while in specific KPIs it seems that it performs in a better way.

Urban Freight Terminals: A Sustainability Cross-case Analysis

The purpose of this paper is to present a comparative analysis of two urban intermodal freight transport terminals focusing on last mile distribution; the port of Thessaloniki (ThPA) and Kuehne + Nagel (K+N) distribution center. The paper enables the pairwise comparison of different intermodal freight transport nodes acting as interchanges in a supply chain with a special focus on the last mile distribution. The final “product” of the analysis is the creation of an auxiliary or subsidiary tool to potential decision makers (e.g. shippers, forwarders, transport companies etc. users or customers of the two terminals within the supply chain). The evaluation of the terminals’ performance is elaborated based on a tailored multi criteria key performance indicator KPI-based assessment framework, while the selection and significance (weight) of the incorporated criteria and KPI's is predetermined by the involved stakeholders imposing their point of view through an analytical hierarchy method. ThPA terminal ranked first according to its performance pertaining to the role of an intermodal interchange, however K+N terminal's performance index was slightly lower, while in several KPIs and criteria it seemed to perform better.

Oil Spill Modeling Aiming at the Protection of Ports and Coastal Areas

Oil spill models are used worldwide to provide preventive measures in assessing risks of actual and potential damage to natural resources from spills, and also in assisting coastal facilities and local authorities in their strategic development of oil spill mitigation planning and response. Numerous oil spill simulation models exist in the bibliography. They vary in complexity, applicability to location and ease of use. A synoptic presentation of the types of oil slick models internationally applied in operational mode is done, focusing on the model developed by Aristotle University of Thessaloniki. The current study elaborates on that oil slick numerical model which simulates the transport and weathering (due to a number of physicochemical processes evolving with time) of an oil spill that accidentally occurred in a coastal area, coupled with a 3D hydrodynamic model. The model is applied in a semi-confined water body, namely Thermaikos Gulf, in N. Greece, which contains the Port of Thessaloniki, a potential source of accidentally spilled oil. Findings of the present study highlight the existing experience on the subject and denote the applicability of such models in either tracing the source of a spill or in predicting its path and spread, thus proving their value in real-time crisis management.

Professional characteristics of the Jewish guild in the Muslim world: Thessaloniki dockers at the end of the Ottoman era

This article focuses upon the Jewish dockers of Ottoman Thessaloniki. At the beginning of the twentieth century, the loading and unloading of merchandise between ships and docks in the port of Thessaloniki was dominated by Jewish manpower. This dominance should be considered, first of all, in relation to the pre-industrial regulations of the Ottoman labour market. Work on the Thessaloniki docks was operated by veteran guilds of Jewish labourers (registered according to ethnic or family affinity) who managed to distribute all the specific spheres of work among themselves (the gedik principle). They demonstrated a high standard of professionalism (the hisba value) and created a well-organized welfare system. These outdated regulations still maintained their validity in spite of the legal abolition of the guild system (1860), and the emergence of the industrial labour market. The second reason for Jewish prosperity derived from the political turmoil of that period. Against the background of the Macedonian Question and the Western semi-colonization of Macedonia, the Jewish dockers should be seen as part of an ethnic group which clearly defined itself as supporting the preservation of the Ottoman regime in the Southern Balkans. As such, the Ottoman regime counted them as a loyal and useful element in maintaining its interests in the docks, and in exchange came to their aid when modernization of the infrastructures might have thrown many of them out of work in the port.

In the shadow of the Macedonian issue international realignments and Balkan repercussions: From the Greek-Yugoslav agreements of 18 june 1959 to the 1960 crisis in relations between Athens and Belgrade

The 1960s were a decade of important developments in the Balkans. Skopje?s stirring up of the issue of the supposed "Macedonian" minority led to a series of diplomatic clashes between Greece and Yugoslavia, culminating in the 1960-1962 crisis. A major role in developments in the Balkans was played by the Soviet Union, which, directly or indirectly, greatly influenced the shaping of Yugoslav foreign policy. The crisis began in August 1960 when for the first time since 1950, the Yugoslavia Foreign Ministry publicly raised the question of protecting the rights of the "Macedonian minority". While the Athens-Belgrade crisis was not serious enough to lead them to break off diplomatic relations, it did have a catalytic effect on the shaping of Bulgarian policy with regard to the Macedonian question. After the restoration of democracy in Greece (1974), and despite her need for support from Yugoslavia on the Cyprus issue, the Karamanlis government did not repeat the "mistakes" of 1959. Belgrade, having secured in 1975 a renewal of the agreement on the free zone in the Port of Thessaloniki, did not insist on signing a border agreement. The Macedonian question had become of no more than academic interest in the discussions of politicians on both sides of the border, and the crisis of 1960-62 merely a forgotten flareup.

Views For The Development Of The Port OfThessaloniki Based On The Cost Of The ServingProcess

In this paper an analysis of the serving process in the Port of Thesaloniki is presented using as instruments the methods of Queuing Theory and Mathematical Statistics. The aim is to estimate the serving cost and find the optimal number of servers in order that the cost would be the minimum. To achieve this goal the port is modelled as a serving mechanism. By processing a large amount of data, the approximate distributions of the arrival flow and serving time are estimated and tested. Also, the idle server cost and the cost of ships waiting to be served are defined. Then we find the model of Queuing Theory, which best describes our serving model. It is shown that the number of servers in the Port of Thessaloniki at the present is sufficient in one part and exceeds the optimal in the other parts. Based also on results from forecasting techniques we conclude that the further development of this port must not continue with increasing the number of the servers.