1948 imports and exports

Title

Creator

Philippines. Bureau of the Census and Statistics

Language

English

Year

1949

Rights

In Copyright - Educational Use Permitted

Fulltext

VEGETABLE OIL PRODUCTS Honolulu — U.S.A. 121 Canada China 537 Japan — Saigon, Straits, India 3 Africa 294 S. America 208 WINES & LIQUORS Honolulu 229 U.S.A. 5 China 33 Japan 395 Saigon, Straits, India — TRANSIT CARGO U.S.A. 610 China 127 N. E. Indies 29 Saigon, Straits, India 1,354 GENERAL MERCHANDISE Honolulu 887 U.S.A. 53,965 Canada — China 13,703 Japan 24,140 N. E. Indies 3,713 Saigon, Straits, India 3,327 Europe 4,070 Australia 2,223 Africa 9.766 S. America 5,183 70 Inter-Island Shipping ' 2 By G. F. Vander Hoogt Manager, Everett Steamship Corporation 55 739 'T * HE Philippine Shipowners’ Association has re* See “The Bus Terminals Proposal” by Frank S. Tcnny, in the February issue of this Journal. | cently protested to government authorities cong9 cerning the practice of using Philippine Naval _ Patrol ships for transporting government cargo be229 tween inter-island ports, particularly cement, which 14 is now exclusively being shipped in this manner from Cebu to Manila. 264 3,377 314 51 (Mostly Army Surplus) 600 46,813 406 16,529 47.855 4,044 6.582 1.2’77 4,299 5,342 10 This practice is in direct competition with inter island shipping and greatly affects its interests. It is hoped that the Government will discontinue this practice in the interest of fostering the country’s privately operated merchant marine. GRAND TOTAL.................... 1,564.421 * 1,821,881 » Land Transportation (Bus Lines) By L. G. James Vice-President and Manager, A. L. Ammen Transportation Co., Inc. * Includes bales at 8 to the ton and board feet at 140 to the ton. 1948 Imports and Exports Bureau of the Census and Statistics Total trade ................................. .1948 Pl ,774,819,524 1947 1,553,797,312 Imports ....................................... 1,136,409,068 1,022,700,608 Exports ....................................... 638,410,456 531,096,704 Ten Principal Imports ■1948 1947 1. Cotton and manufactures . .. . P137,363,424 153,442,226 2. Rayon and other synthetic textiles .................................. 105,019,904 90,584,900 3. Grains and preparations ... 84,110,422 98,834,050 4. Mineral oils (petroleum products) ............................. 68,503,810 36,842,052 5. Automobiles, parts of, and tires .............................. 63,910,034 51,414,052 6. Iron and steel and manu factures ................................ 55,888,764 46,144,372 7. Tobacco and manufactures . 49,391,482 43,962,246 8. Dairy products ..................... 45,824,662 42,625,172 9. Paper and manufactures ... 44,714,054 38,887,2'46 10. Machinery, machines and parts of (except agricultural and electrical) ................... 43,170,350 36,422,882 383,541,310 Other imports ....................... . 438,512,162 Ten Principal Exports 1. Copra ........................................ 309,400,124 354,415,334 2. Abaca, unmanufactured .... 60,294,087 63,432,374 3. Desiccated coconut ............... 57,491,099 19,054,656 4. Sugar ...................................... 41,580,077 4,081,188 5. Coconut oil ........................... 40,738,581 13,940,603 6. Embroideries ......................... 13,917,276 2,335,116 7. Pineapples, canned ............... 7,648,327 8. Copra meal or cake ........... 7,425,325 4,391,434 9. Chromite ................................ 5,191,779 446,500 10. Rope ........................................ Other exports (including 4,066,577 2,904,520 re-exports) .............................. 46,891,007 66,095,079 IN official and in business circles, there has been a con siderable discussion on the proposal to provide bus terminal facilities within the City of Manila and/or its suburbs. These facilities would consist of a central station or stations to serve the incoming and outgoing buses of operators cover ing lines between Manila and provincial points. They would likewise serve as pick-up points for urban and interurban operators and would, in theory, eliminate a portion of the present traffic congestion which constitutes a major problem. Operators of buses serving city lines and those covering lines between Manila and the outlying provinces are almost unanimously opposed to the suggested plan. Operators of “jitneys”, “jeepneys”, and similar small public utility vehicles are, generally speaking, in favor of it. From the viewpoint of the operator serving lines between provincial points and Manila, there is nothing that the central terminal proposal has to offer, either by way of increase in facility of operation or by way of benefit to public interest. Many of these companies have a substantial capital invest ment in their own terminals, constructed at high cost under post-war conditions, through the use of which, the interests of their patrons are, in general, efficiently and satisfactorily served. To compel these companies to abandon their own ter minals and utilize the facilities of a central terminal or termi nals operated by the City or the National Government, would result in great financial loss to them. The original suggestion regarding central terminals was to provide two such facilities, one south and one north of the Pasig River, thus to eliminate provincial buses from bridge traffic as well as from the more congested of the city’s streets. Urban buses and other public utility vehicles would provide shutttle-services, transporting incoming and outgoing passen gers between terminals and markets, etc. The disadvantage to the public convenience are apparent: 1. The necessity of disembarking at a point far from market facilities. This would affect public transportation originating at southern provincial points to a greater extent than that from the north.2. The necessity of paying cargadores for handling pro duce and other forms of baggage, as well as the risk of loss of such goods through pilferage and looting. 3. The necessity of paying an extra charge for transpor tation from the terminal to market or other destination. 4. The increased risk from the operations of pickpockets who would find a congested bus terminal a very profitable field in which to do business. Under present conditions, most operators have practically eliminated this hazard at their own terminals. 5. The delay caused by transferring from one carrier to another. 113

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