Foreign trade zones (or free ports)

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Monograph

Identifikator:: 1028407564

URN:: urn:nbn:de:zbw-retromon-47263

Document type:: Monograph

Author:: Link, Henry Charles; Thorndike, Edward L. http://d-nb.info/gnd/118802127

Title:: Employment psychology

Place of publication:: New York

Publisher:: MacMillan

Year of publication:: 1924

Scope:: 1 Online-Ressource (XII, 440 Seiten)

Digitisation:: 2018

Collection:: Economics Books

Usage license:: Get license information via the feedback formular.

Chapter

Document type:: Monograph

Structure type:: Chapter

Title:: Part I. Psychological tests

Collection:: Economics Books

FREE PORT OF SALONIKI : 277 the tie are nie ive in ‘he [On of its Vm as for he ia Lo on ri- 01 he 1a to ad he 50 av of a= al er nb 0- wv d. od sk 1- eS 12 parties pledged themselves mutually not to hinder the transit of goods and not to discriminate in their treatment of goods passing respectively through the Yugoslav zone and through an eventual Greek free zone. Supplementary protocols regulating such matters as posts, telegraphs and telephones, veterinary service, and customs procedure were signed at Athens on October 6, 1923. Following the ratification of the convention of May 10, 1923, between Greece and Yugoslavia in regard to the establishment of the Yugoslav free zone at Saloniki, the area allotted for the zone was formally handed over to a Yugoslav commission composed of high Government officials on March 6, 1925. This commission remained in Saloniki for a short time after taking over the zone for the purpose of elaborating the plans of work to be undertaken for its operation, such as the construction of docks, new railway lines, warehouses, etc. Although this free zone area was formally taken over by the Yugo- slav authorities in accordance with the provisions of the convention of May 10, 1923, and its accompanying protocols, Yugoslav interests immediately from the beginning did not agree with many of the clauses of the convention. In the first place it was contended that the area of the zone was too limited to take care of the anticipated traf- fc; secondly, the Yugoslav free zone, being surrounded by the Greek {ree zone, it has no direct communication with the city itself; and thirdly, there remained the question of the ownership of the Saloniki- Guevgueli railway line into Yugoslavia, a line of prime political and economic importance. These are the main points on which the Yugoslav Government has been endeavoring to obtain modifications. In the fall of 1926, during the government of the dictator, General Pangalos, a defensive treaty of friendship and conciliation and several conventions were signed at Athens between Greece and Yugoslavia. The treaty itself was to remain in force for a period of three years and was subject to renewal. It was drawn up within the terms of the covenant of the League of Nations on the basis of the maintenance of the territorial arrangement in the Balkans as defined by the existing peace treaties. The treaty was purely of a defensive nature. Under the conventions which were signed at the same time the railway between Saloniki and Guevgueli was to become Greek, Yugo- slavia agreeing to cede to Greece its rights in this railway in return for a payment of 20,000,000 French francs. The line was to be controlled by the Greek director of the Macedonian railways, with whom a representative of the Yugoslav railways would collaborate for facili- tating Yugoslav transit trade. All disputes would be subject to the arbitration of a French umpire to be appointed by the League of Nations. The conventions provided that the frontier station at Guevgueli would be common to both parties, the duties of their respective officials

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