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Introduction
19th century was the century of modernization for the entire world and for the The
Ottoman Empire. Especially, with the reign of Sultan Mahmud II and the Tanzimat, rapid
modernization made its mark. The key concept was centralization and centralization required
rapid access to every corner of empire. Transport and communications were the tools of
efficiency never seen before. The most revolutionary technological breakthrough was the
steam engine on both land and sea. Railroads connected continents into a web of such speed
that, from for example, Istanbul to Hejaz was accessible in just a month or so. However, the
first field where the steam engine was employed was the nautical technology. In 1802, the
first mechanically successful steamship, the Charlotte Dundas was built in Britain and in
1807, the first commercially successful steamer, Robert Fulton’s North River Steamer, started
to work in USA. About 20 years later, Steamship made its entry to the The Ottoman Empire.
In the subsequent decades, it revolutionized the Ottoman coasts and more importantly,
became a key tool of empire’s integration to the capitalist world system. Here, I’ll try to trace
this process.
The Ottoman Empire was a Mediterranean one and it could not live without
depending to the sea to a large degree. Empire’s economical heart was the Aegean archipelago
with its numerous islands and thousands kilometers of coastline. Later, from the end of 18th
century on, especially with the Russian incursion to the black sea, the volume of transport in
The trade routes, especially those in the Levant, were not changed since antiquity.
Ships from Europe were catching the North to East wind to reach Anatolian and Syrian coasts,
after descending to Egypt; they were following South to West wind to return to Europe. A
North-South route was connecting Black Sea to Mediterranean. Trade was conducted only in
Despite all their dependence to the sea, Ottomans, in the mercantile field, were not a
principle, which aimed to prevent famine and ensure self-sufficiency of provinces. The
obsession with the abundance of raw materials led to an official encouragement of import ad
discouragement of export, thus severely limiting the Ottoman flagged shipping in the age of
mercantilism.2 However, with the increased autonomy of provinces from 17th century on and
especially in 18th century; number of ships run by Ottoman subjects showed a considerable
increase. Yet, Muslim element in that merchant capacity was small. Most of Ottoman naval
merchant capacity was in the hands of Greek subjects. Phanariot shipping tycoons were
holding a near-monopoly of Ottoman trade with Europe and Morean Greeks were prominent
The official arrival date of steamship to the Ottoman Empire is 1828. However,
Ottoman authorities, especially navy, by no way were ignorant about the new invention before
1
A.Üner Turgay,”Trabzon” in “Doğu Akdeniz’de Liman Kentleri”,ed.Çağlar Keyder, Eyüp Özveren,Donald
Quataert, İstanbul 1994, pg 45-49
2
See Mehmet Genç, “Osmanlı İmparatorluğunda Devlet ve Ekonomi”, İstanbul 2003; for a general overview of
Ottoman economic thinking.
3
Barbara Jellavich, “A History of Balkans” Cambridge 1998,pg. 171-173
that date. In the Greek war of Independence, the privateer steamship Karteria, commanded by
an English officer caused considerable trouble to the Ottoman navy. On the other hand, there
were a few steamers among the Austrian transports chartered by Ottoman army to transport
troops.4 However, the first steamship to carry the Ottoman flag was the Sür’at. She was
English built as the sailing ship Swift in 1801 and transformed to paddle wheeler in 1822.5
When she arrived to Istanbul in 1828, she was bought by a group of Armenian merchants and
was presented to the sultan as a gift. She made quite an impression on the townsfolk who
named her simply as buğ gemisi: the steamship.6 Although Sultan Mahmud used Sür’at in a
number of his travels in the sea of Marmara, according to an observation by the American
shipwright Foster Rhodes who was working for the Ottoman Navy in 1830s, he was
perceiving steamships as little more than amusing toys.7 However, both Kapudan Pasha and
influential Rhodes were staunch advocates of steam powered ships. Indeed, Kapudan Pasha
Çengeloğlu Tahir has bought another British steamer, the Hilton Joliffe, from his own purse
right in 1828. Renamed Sagir, she served with the navy in the operations against Russians
during the war of 1828-29.8 His next move was to appoint the able Rhodes as the head of
Tersane-i Amire. Both knew that Ottoman shipbuilding capacity was thoroughly lacking even
the means to build steamship parts, let the ships themselves aside. So, Rhodes’ first task in his
agenda was to lay the necessary framework for repair and refitting facilities suitable to
steamers. He built the first steam engine workshops of the The Ottoman Empire at the
Aynalıkavak navy yard in 1835.9 An unexpected incident helped both to Kapudan Pasha and
to Rhodes in their efforts to promote steamships. In 1837, Sultan Mahmud was returning from
Izmit in the frigate Feyziye after participating to the launching ceremony of a new warship.
On the road to Istanbul, a storm broke out. If a British and an Austrian steamer nearby had not
4
Fevzi Kurtoğlu, “Çengeloğlu Tahir Paşa”, İstanbul 1944, pg 152-154
5
Bernd Langendsiepen&Ahmet Güleryüz, “1828-1922 Osmanlı Donanması”, İstanbul 2000, pg 212
6
Langensiepen&Güleryüz, pg 3
7
Langensiepen&Güleryüz pg 1
8
Langensiepen&Güleryüz pg 3
9
Langensiepen&Güleryüz pg 1
taken Feyziye to tow, she would be driven ashore. After that incident, Sultan Mahmud was
seriously convinced to the need of steamships and immediately ordered “a series of” steamers
to be built. Design development and construction was instructed to Rhodes and Charles Ross,
another American who was his partner, in charge of Aynalıkavak yard. The first Ottoman built
steamer Eser-i Hayır was launched in 24 November 1837. Two others, Mesir-i Bahri and
Tahir-i Bahri followed her respectively in 1838 and 39.10 Steam power was permanently in the
Although the first Ottoman steamers were bought or built first for sultan’s personal
service and for war, the advantages of promoting merchant steamship capacity was well
evident. Steamships, with their independency from wind and currents, were far superior to
sailing ships in both speed and safety, provided there were enough coaling stations and repair
facilities (early machines were quite crude and were rapidly worn out).
First regular steamship passenger and merchandise transport by state hand started in
1844 with Mesir-i Bahri working between Istanbul and Marmara ports and Eser-i Hayır in
Bosphorus.11 A few years later (around 1850), almost simultaneously with the Şirket-i Hayriye
(The Ottoman Navigation Company) was established as the official state company for
shipping in other imperial domains. Upon the accession of Sultan Abdülaziz to the throne in
1861, Fevaid-i Osmaniye Şirketi was renamed İdare-i Aziziye. With sultan Abdülhamid II’s
reign, it was again changed, this time to İdare-i Mahsusa in 1877 and finally became Osmanlı
10
Langensiepen&Güleryüz pg 1
11
Ercüment Kuran,”XIX. Yüzyılda Osmanlı Devleti’inde Deniz Ulaşımı:İdare-i Mahsusa’nın Kuruluşu ve
Faaliyeti”, in “Çağını Yakalayan Osmanlı” ed. Ekmeleddin İhsaoğlu, İstanbul 1998, pg 159
Seyr-i Sefain İdaresi in 1910 and was attached to ministry of marine.12 Yet, with the start of
open support to steam technology by the state more than a decade before the establishment of
the company, Ottoman subjects who owned enough capital to run steamers had already started
to work with them. For example, there were two privately owned steamers that were running
between the black sea ports in 1839. However, Austrian Lloyd Company with his superior
infrastructure soon overtook the steam transport in the black sea and the government had to
intervene with state owned steamers to relive coastal population dependent to regular
shipping.13 Similarly, In the Mediterranean and Aegean lines, Austrian and British companies
quickly claimed their supremacy; even sweeping Ottoman state owned shipping aside.14
However, in the lake and river shipping, Ottoman state and privately owned steam ships were
somewhat more successful. Perhaps, the entry prohibition to major inland waterways for
foreigners was effective in that outcome.15 Yet, on the international open waterway of Danube,
a private company, İdare-i Nehriye (The Riverine Navigation Office) founded during the
governorship of Midhat Pasha, was successfully competing with Austrian rivals, doubling the
number of its ships in short time; reaching to a total of seven steamers in 1869 with two big
By the end of Abdülaziz’s reign, there were 23 passenger ships owned by the
state company. During Abdülhamid’s reign this number increased to 80, but by the declaration
of second constitutional era this number was down to just 16 ships, most of them old and
rotten.17 The causes of that decline can be tied into two principal factors: challenge from
European shipping companies and lack of Ottoman capital, qualified personnel and means of
industrial production.
12
Kuran, pg 161
13
Mübahat S. Kütükoğlu,”Osmanlı Buharlı gemi İşletmeleri ve İzmir Körfezi Hamdiye Şirketi” in “Çağını
Yakalayan Osmanlı”, pg 166-167
14
Kütükoğlu, pg 170
15
Kütükoğlu, pg 178
16
Kütükoğlu pg 176-177
17
Kuran, pg 161
European shipping companies were active in Ottoman waters nearly two decades
before the establishment of regular Ottoman flagged steam shipping. They were benefiting
from a far superior financing net and capital accumulation; they had enough trained personnel
and technological quality superiority to run their ships effectively. For example, Hayrullah
efendi, an Ottoman alumnus of Tanzimat period recounted in his travel log Yolculuk Kitabı,
the luxury of Austrian Danube passenger steamers and commented that the Şirket-i Hayriye
was allowing European companies to run their ships cheaper than that of any sailing with
Ottomans trying to rival them were hampered by the lack of infrastructure, capital
and access to advanced technology. Corruption also was playing its part, especially in state
controlled shipping. Reports about the Hamidiye Vapur Şirketi of Izmir give us the sorry
picture. This was a state backed but privately owned company established in 1883 to execute
inter-gulf shipping in place of foreigners who even took over that small scale navigation.
However just about a decade after, steamers of the company were reported to be in miserable
condition, totally unsafe for use. Incompetence of their crews were resulting in many
accidents nearly every week.19 Corruption of company managers combined with the loss of
value suffered by company shares as a result of continuous accidents eventually caused the
Conclusion
By the last quarter of 19th century, Ottoman authorities recognized the difficulty of
rivaling Europeans without infrastructure and gradually retired from direct shipping, choosing
18
Kuran, pg 161-162
19
Kütükoğlu, pg 201-203
20
Kütükoğlu, pg 204-205
instead investing to port and shipyard facilities and to training qualified personnel. The early
works by Foster Rhodes were already mentioned. Personnel training was also considered at an
early date and it was decided in 1842 to send a number of students to Britain for technical
education.21 Unfortunately both of those early self-sufficiency attempts were to fail. Machine
workshops proved to be capable of only doing basic engine revisions and repairs but the
empire’s lack of industry prevented production of even spare parts and soon Ottoman marine
investment that gave more positive results was the building of modern port facilities such as
steam powered cranes, dry-docks, entrepots and lighthouses to major coastal cities (apart from
Istanbul) and towns such as Izmir, Zonguldak, Trabzon and Beirut. Meanwhile, various
technical schools working under supervision of mercenary European naval instructors were
training a new generation of Ottoman naval personnel.22 This building program reached to its
climax during the reign of Abdülhamid II. Ironically, while state owned shipping had shrunk
because of that policy shift, private entrepreneurship benefited. Profiting from rapidly
spreading shore facilities and increased safety of Ottoman waters (the massive Ottoman naval
expansion and reform during 19th century was a major factor in suppressing the piracy,
endemic at the start of the century), a number of private investors established companies and
gradually increased Ottoman flagged shipping.23 Thus, at the demise of Sultan Abdulhamid II,
the empire had a more or less ready base and plenty of potential for a major nautical leap and
this was done indeed, surprisingly successfully, in the short years before the First World War.
Bibliography
21
Mücteba İlgürel, “Buharlı Gemi Teknolojisini Osmanlı Devletinde Kurma Teşebbüsleri” in “Çağını Yakalayan
Osmanlı”, pg 142
22
One of them, Henry Felix Woods was active all throughout Abdülhamid’s reign and was responsible for most
of those reforms. He left a vivid account of hamidian naval history in his memoirs. See Henry F. Woods
“Türkiye Anıları”, İstanbul 1976
23
Kuran, pg 162
ed. İhsanoğlu, Ekmeleddin; “Çağını Yakalayan Osmanlı”,İstanbul 1998
ed. Keyder, Çağlar; Özveren, Eyüp; Quataert, Donald; “Doğu Akdeniz’de Liman Kentleri”,
Istanbul 1994
Langensiepen, Bernd & Güleryüz, Ahmet; “Osmanlı Donanması 1828 – 1922“, İstanbul 2000