Electric Tramways from the custom-house to the Athens station; from the station to the Zea harbour; also from the station, from the harbour (Karaïskakis Sq.), or from the Rue de Socrate to New Phálēron (p. [528]).
Steamboat Agents. Messageries Maritimes, Vamvakaris, Rue de Miaulis 30 b; North German Lloyd, Roth & Co., Rue de Tsamadú 21; German Levant, Frangopulos; Austrian Lloyd, S. Calucci, Quai de Tshelebi, to the W. of Karaïskakis Sq.; Società Nazionale, A. Vellas; Russian Steam Navigation & Trading Co., Mussuris.
British Consul, C. J. Cooke; vice-consul, J. Joannidis.
The Piraeus, Gr. Peiraieus (pronounced Piræévs; pop. 71,500), the time-honoured seaport of Athens (comp. p. [506]), became a mere village after its destruction by Sulla in 86 B. C., and in the middle ages even lost its name, but within the last few decades has developed into a prosperous town. Its trade now exceeds that of Patras. The harbour, the ancient Kantharos, admits the largest vessels. Spacious quays, an exchange, a theatre, wide and regular streets, and over a hundred factories have been constructed.
Its antiquities are few compared with those of Athens. The chief are parts of the fortifications, such as a wall defended by towers, ascending the peninsula of Eétioneia, to the W. of the harbour. It is reached from the station in 8 min. by walking round the shallow N. arm of the harbour (the ‘blind harbour’ of antiquity). On the hill it is pierced by a gateway between two round towers.
A broad and easy path ascends the Munychia Hill (280 ft.), to the E. of the town (20 min.), whence we overlook the various basins of the Great Harbour, the round Zea Bay at the S.W. foot of the hill, the Munychia Harbour at the S.E. base, and to the E. of the latter the broad Phaleron Bay, where the Athenian ships lay down to the time of the Persian wars. We may return by the Zea Bay, noticing remains of ancient boat-houses at the beginning of the Rue du Serangeion, and regain the station by tramway.
From the Piræus to Athens (5 M.) the electric Railway (p. [503]) is the quickest conveyance, but as it lies low and runs through cuttings and tunnels near the city it affords little view.
New-comers had better take a Carriage. The new route (1½ hr.; fare, with luggage, 8–10 dr.), though longer, is in better condition, and is therefore preferred by the drivers. At first running alongside the railway it reaches New Phaleron (p. [528]); it then skirts the bay of Phaleron at some little distance from the shore. Later proceeding inland it follows the broad new Boulevard Syngrós, which commands an excellent view of the Acropolis and leads in a straight line as far as the Olympieion (p. [509]).—The old route (1¼ hr.; fare, with luggage, 6–7 dr.) follows the ‘Long Walls’ (p. [506]) which once connected the Piræus with Athens. On the left is Mt. Ægaleos (p. [494]), while on the right appears the bay of Phaleron. We cross the generally dry bed of the Kephisos (p. [505]), and then pass the limits of the ancient olive-grove that occupies the plain of the Kephisos. Leaving behind a hill which conceals the Acropolis we at once come in sight of the Theseion, the Areopagus, and the Acropolis. The houses of the city, which we reach at the Dipylon (p. [522]), all too soon exclude this splendid view. Athens, see p. [502].
78. From Venice or Trieste to Athens (and Constantinople) viâ Brindisi and Patras.
From Venice to the Piræus (Athens), Società Nazionale (Line XII, Venice, Brindisi, Patras, and Constantinople), from Venice on Sat. aft. (returning from Piræus Frid. foren.), to Patras in 4½, to the Piræus in 5 days (fare 195 or 134 fr.).