Port economics

Bibliographic data

Monograph

Identifikator:: 173564191X

URN:: urn:nbn:de:zbw-retromon-111718

Document type:: Monograph

Author:: Cunningham, Brysson http://d-nb.info/gnd/1055472266

Title:: Port economics

Place of publication:: London [usw.]

Publisher:: Pitman

Year of publication:: 1926

Scope:: IX, 134 S

Digitisation:: 2020

Collection:: Economics Books

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Document type:: Monograph

Structure type:: Chapter

Title:: Chapter IX. Port organization

Collection:: Economics Books

PORT ECONOMICS most distant port from which the vessel has arrived or to which it is bound. Pending adjustment of the amount due, the Port Rates Collector generally receives a deposit on account, sufficient, in his opinion, to cover the charge, and thereupon he furnishes a certificate to the Collector of Customs enabling the Entry of the vessel to be made. Clearance Outwards is not permitted until a receipt for the full amount of the rates has been produced for the inspection of the Customs officer. A vessel may be legally detained by a port authority until all rates have been paid. As regards rates on goods as apart from tonnage rates, it is the general practice for merchants and others, with a great number of transactions during the course of a year, to keep a Deposit Account with the port authority ; the balance in hand suffices to cover the amount due between periodical adjustments. The procedure is similar in principle to that of keeping an account at the bank to meet the presentation of cheques for payment. 2. The Canvassing Department endeavour to secure for the port as much traffic as possible, by soliciting business among merchants, and others, pointing out the advantages of the port and so attracting goods for export, as also by offering inducements in the way of better facilities for vessels arriving with imports. The field of their activities is the hinterland, which has been mentioned in Chapter I. The considerations which will induce merchants and ship- owners to select a port for shipment and discharge are various, and, in some cases, involved. Goods do not always go to the port nearest, geographically, to their ultimate destination for reasons which may not be apparent on the surface. Financial, commercial and insurance interests may cause a considerable deflection of route. London is the leading British market for wool, though the material ultimately goes to Yorkshire. Much rice is con- signed to Hong-Kong, for dispatch elsewhere. Indeed, many commodities find convenient centres for sale and dis- tribution at ports not on their direct route. Rubber and 102

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