Foreign trade zones (or free ports)

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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 2. The free ports of Europe

Collection:: Economics Books

FREE PORT OF HAMBURG 195 mous overseas trade can not be overestimated. The free harbor, with its extensive storage accommodations, its low warehousing costs and handling charges, its facilities for repacking, refinishing, or actually manufacturing in the free port, constitutes the very center of Ham- burg’s commercial life, and Hamburg’s position as the leading port of northern Europe is inextricably bound up with the free port. It is impossible to disassociate Hamburg from the free port, even in one’s mind, as historically and commercially they are one. Should the free port be abolished, an unthinkable step, Hamburg would no longer be able to maintain its position as a world factor in the various com- modity markets, such as rice, jute, crude rubber, cocoa beans, hides and skins, and so forth. The port doubtless would continue to be used, but merely as a port of entry for goods being shipped into Germany. The paramount importance of the free port is indicated by the jealousy with which the free-port privileges were guarded when Hamburg became a part of the German Empire. Influence of the free port on the development of the merchant marine.— It is not believed that the existence of the free harbor at Hamburg has directly assisted in the development of Germany’s merchant marine, though its influence in increasing shipping has indirectly had an enormous effect in this direction. ale Port charges, tonnage dues, ete. Port charges: Marks Harbor dues, per net cubic meter... - .-- 0.10 Sailing and motor vessels up to 400 net cubic meters, sailing vessels of more than 400 net cubic meters, vessels of all kinds trading in the Baltic and North Seas (including Norway, United Kingdom, French ports as far as Le Havre), per net cubic meter ....-.—-_..--- Half of these charges are payble for vessels carrying goods of low commercial value, such as timber, stones, cement, sand, ore, herrings, ete., vessels not arriving from sea and leaving the port for sea; vessels arriving in ballast from sea but leaving the port loaded with cargo; vessels, cargo of which were exclusively taken on board in German ports; vessels entering the port for bunkering purposes, for repairs, on account of ice, bad weather, damage, etc., or arriving in ballast and leaving the port in ballast are free of any charge. Tonnage dues, payable per net cubic meter for each day vessels take up their berth alongside the quay for loading and/or discharging purposes: Forall vessels _ coor co comma = mmm - RO | | For vessels trading between Hamburg and Spain, Portugal, Morocco, and Mediterranean ports, after the fourth voyage... _. __. ._____ For vessels trading between Hamburg and west and north European continental ports, including United Kingdom ports, after the tenth VOYage omen -- [I No tonnage dues will be charged for vessels exclusively loading goods discharged from other vessels alongside the same quay.

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