Directory_and_Chronicle_1931 — Page 690

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MUKDEN-HARBIN

UNITED MOTORS CORPORATION-37, Chi-

yoda-dori

I. I. Kovalevsky, manager

UNITED STATES DEPT. OF COMMERCE-

16, San Djing Loo; Teleph. 247; Tel. Ad: Amcomat; Western Union Code

John J. Ehrhardt, trade commissioner C. E. Christopherson, assist. do.

Fu-Ch'üan Chou | Chen Hsing Ch'in Chiu-Heng Lee Fanny S. Azarchi (See American Trade Commissioner)

WOLTER & CO., CARL, Import, Export and Commission Agents Chingli Szu Ting Kai

—

YALI IMPORT AND EXPORT CO., LTD.

P. Hansen

H. H. Iben K. Geisselhart Fr. Theile

H. Rutz

YAMATO HOTEL (S.M.R.)—Tel. Ad: Yamato

Ꭼ .

HARBIN

Harbin, the junction of the railways from Irkutsk to Vladivostock, and from Harbin to Kwangchengtze, where the latter joins the Japanese line to Dalny, has been made the seat of the Chinese Maritime Customs House to control the railway traffic by means of sub-stations at Manchuria Station on the western frontier and Suifenho (Pogranit- chnaia) on the eastern frontier. Its situation on the railway is within comparatively easy land communication with large grain-producing districts as yet but sparsely populated and far from being fully cultivated, though development is increasing. It is on the banks of a river navigable for large but shallow-draught steamers, and is in direct and uninterrupted communication for six months during the year with the fertile land about Petuna S.W. and of Sausing N.E.; also with vast districts watered by the Amur river and those on the banks of the less important Ussuri River, near Habarovsk. The expectations of a record year in 1929 for trade in the Harbin district were doomed to disappointment by a chain of unfavourable events, of which the climax was the Sino-Soviet crisis during the latter part of the year. The imposition of an export surtax and the withdrawal of the one-third duty reduction on shipments via Suifenho adversely affected the bean and cereal trades, shipments being diverted via Dairen, where the export surtax remained inoperative. Shipments via Changchun to South Manchurian ports assumed more importance than formerly owing to greater facilities for transport by rail. The reopening of the Sungari to traffic after the winter months was not attended by the usual rush for outward freight space, dissensions between shippers and freight-brokers, who were endeavouring to create a monopoly, holding up outward cargo movements for some six weeks. Subsequently, owing to the Sino-Soviet crisis, all commercial activity on the river was at a standstill, and even rumours to the effect that a settlement was to be expected were apathetically received. The full effect, therefore, of recent modifications in Customs procedure, which should prove increasingly beneficial to North Manchurian trade, have not yet made themselves felt. This change in procedure consists in South Manchurian ports now being authorised to recognise North Manchurian cargo as duty paid, provided it is accompanied by through bill of lading from Harbin, is covered by a Harbin Customs duty-paid certificate, and no repacking takes place en route and Chinese goods shipped from Shanghai to Harbin via Vladivostock, and vice versa, no longer lose their native identity. The unusual trading conditions outlined above make any comparison of movements of commodities with those of previous years invidious. It might perhaps be noted, however, that the efforts of the Soviet mineral oil interests to gain a strong foothold in Manchuria were responsible for an increased importation of Russian kerosene oil and that the gradual adoption of foreign methods of cultivation in up- country districts and general industrial developments created a healthy demand for agricultural and electrical machinery. The net value of the trade of the district, as shown by the Maritime Customs returns, was Hk. Tls. 3,202,659,402, as compared with Hk. Tls. 104,757,349 in 1928, Hk. Tls. 90,044,789 in 1927, Ék. Tls. 76,891,478 in 1926, Hk.

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