Foreign trade zones (or free ports)

Bibliographic data

Monograph

Identifikator:: 1801857903

URN:: urn:nbn:de:zbw-retromon-199077

Document type:: Monograph

Title:: Foreign trade zones (or free ports)

Place of publication:: Washington

Publisher:: United States Government Printing Off.

Year of publication:: 1929

Scope:: IX, 322 S; Ill., graph. Darst

Digitisation:: 2022

Collection:: Economics Books

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

Chapter

Document type:: Monograph

Structure type:: Chapter

Title:: Part 2. The free ports of Europe

Collection:: Economics Books

FREE PORT OF COPENHAGEN 89 “1rd v sing ated log 8 duc- aati ving ants l'ons 000 000 500 500 .. 000 ited edly hich she Teo .ary ited 18Ve ag of hip- ister sbely Tile ibt- the arly nee the mall and for zen. 5 to free gen, arry between Sassnitz, Germany, and Traelleborg, Sweden, the accessi- sility of Central Europe to the Baltic through Stettin, Danzig, and Koenigsberg, and the easy accessibility to the Baltic of light French and English craft, are factors of such importance as almost to dispose ’f the advantages of using the Copenhagen free port as an entrep6t for the distribution of European goods. The United States is thus eft as practically the only manufacturing country of capital rela- lonship to foreign trade which could advantageously use the Copen- lagen free port, but the postwar establishment of a direct freight service between American and Baltic ports and the maintenance by 3 Danish line of a similar service through Danzig, have greatly reduced the profits derivable from this source. The postwar develop- Tents in Russia have likewise greatly affected the Copenhagen free Jort’s expansion. Influence of free port on the development of the Danish merchant marine.~—~While the tonnage of Danish ships has steadily increased n the 34 years since the Copenhagen free port was established, it is 10t believed that the increase has been due in more than a minor degree to the free port. Speaking generally, Danish tonnage is “ployed either in the general carrying trade abroad or in the lelivery of goods from foreign ports for Danish consumption, and the transshipment of parts of cargoes discharged along with Danish Teight, in the free port is but an incidental part of the traffic. The transshipment trade, especially in so far as general merchandise is *oncerned, is more apt to be shared in by foreign ships than is the delivery of products for exclusive home consumption such as grain, foodstufls, mineral fuels, and fertilizers. It is to be observed, inci- lentally, that an appreciable amount of the materials just mentioned each Denmark through transshipment at Hamburg. It is interesting to note in regard to the question of Danish shipping, that statistics show that the actual number of Danish ships which tered the Copenhagen Harbor decreased between 1900 and 1922 (the last year for which the statistics are stated) the total number in the rst year mentioned being 13,274 and in the latter 10,936. The loss QU numbers, however, was offset by an increase in tonnage, the figures deing 2,146,000 tons against 2,527,000, respectively. The foreign hips entering the harbor also decreased from 7,760 to 4,727, but Mth increased tonnage, the figures being 1,196,000 tons against 1,236,000. Of the 4,727 foreign vessels which entered the harbor in 1922, 2,838 were Swedish, 281 Norwegian, 858 German, 244 Dutch, 179 English, 241 Finnish, 33 American, and 53 of other nationalities. The figures stated do not include the ferry boats operating between ‘he free port and Malmo, Sweden. . The following table represents the number of ships and the tonnage Wet registered) thereof, which entered the general harbor and the

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