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

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Chapter

Document type:: Monograph

Structure type:: Chapter

Title:: Part 1. General analysis

Collection:: Economics Books

FOREIGN TRADE 20NES islative decree dated December 22, 1927, authorized the ports of Savona, Genoa, Leghorn, Naples, Brindisi, Pari, Ancona, Venice, Trieste, Fiume, Palermo, Messina, Catania, and Cagliari to be declared either entirely or partly free. No action has thus far been taken under this decree to establish free ports or to enlarge these already in existence. A free port was authorized in Vigo, Spain, in 1918, and the organization approved in 1923, but no steps have been taken to put into effect the provisions of the charter. At Hango, Finland, a free port was authorized in 1921, but it was taken over by the Government before it was quite completed and is now operated as an ordinary port. Laws and regulations regarding the establish-~ ment of free ports in Latvia and the control of same were enacted by the appropriate authorities prior to 1921, but no further steps were taken or are contemplated for their establishment. The question of establishing free ports has been discussed in Norway, Czechoslovakia, Portugal, and in Ireland. Canada has studied the subject also, and there has been some talk of making Colon, Panama, a free port. In addition to the foregoing, there are free ports at Cuxhaven, Altona, Kiel, Bremerhaven, Koenigsburg, Brake, Geestemunde and Norden- ham, Germany; Almeria, Spain; Cueta, Spanish Morocco; and Budapest, Hungary. As Hamburg is to-day the most important free port of the world, it is interesting to note the circumstances which led’ to the establish- ment of the free port. In his report on the port of Hamburg, Dr. Edwin J. Clapp makes clear some of the conditions which existed prior to the establishment of the free port. The following is quoted from his report: Steamship connection between Hamburg and foreign ports falls into two periods, which are divided by the year 1871, the date of the foundation of the German Empire. At this date Hamburg had one oversea line, the line of the Hamburg-American Co. to New York. For part of its trade with other ports it was dependent on casual (framp) service, offered only when a shipload of goods, usually bulk goods, presented itself. For regular connection, such as the importer of valuable wares or the manufacturer or his exporter must have, Hamburg was dependent on England, principally London. This transchipment traffic accounted for a large portion of its trade with England and * * * in 1869 arrivals from England amounted to 60 per cent of the tonnage of ships entering Hamburg. Such casual and indirect connections are the rule in all trade relations which are not enough developed to support direct, regular lines. The fact that half the steam tonnage of the world is still in tramp steamers testifies to the demand that still exists for casual service. The large transshipment trade of Hamburg and London to Scandinavia and the Baltic serves those ports that can not yet exchange regularly full shiploads with the particular countries to which they transship via London and Hamburg. It was from such a state of dependency as this that Hamburg had to free itself. The significance to a part of direct oversea connection with all parts of the world is perhaps better understood in Europe than in America. European

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