"تقارير إدارية ١٩٣١-١٩٣٥" [و‎‎١‎٧‎٤] (٤١٦/٣٤٧)

11
The above shipment were for legitimate consumption and represented
an increase of nearly one thousand cases compared with the previous twelve
months. They were shipped to the following destinations f—
Japan 220 cases.
Germany
France .
England
Sweden
Straits Settlement
China (Macao)
400 „
396 „
120 „
1 cases.
1001 cases.
500
The cost per case of opium was (fixed by the monopoly in 1935 at £106
to £115 according to the quantity purchased. This compares favourably
with the prices ruling in the preceding year i.e., £128 to £130 per case
f. o. b. Bushire. In spite of this however exports of opium to the Far
East remained practically the same during the year under review as in
1934. A representative of the monopoly was sepcially sent to China and
Japan on two occasions to enquire into this lack of demand and to try and
stimulate sales. Their efforts apparently met with little success. The
question of price seems to be the stumbling block rather than lessened
demand and if the Monopoly Department wishes to increase its sales to the
Far East it will have to reduce prices still further.
Apart from the shipments mentioned above a consignment of 500 cases
was shipped from Bushire in October and suspected to be for illegimate
consumption. The opium was loaded on board a Japanese steamer named
the “Manju Maru” and consigned to the Far East. \
Exchange rates. —Average rates of exchange during 1935 which were
78 rials and 5-83 rials per £1 and rupee respectively remained practically
the same as those of the preceding year. At the commencement of the year
under review they stood at 74 rials to the pound sterling and 6-04 rials per
rupee. There was a marked appreciation in the value of the rials in the
spring when the rate rose to 53 rials to the £1 and 4*33 rials per rupee.
This however proved to be only a temporary improvement and the rate
steadily declined until by the end of the year it was 90 rials and 6-51 rials
to the pound and rupee respectively.
Communications and Transport .—The British India Steam Navigation
Company maintained its usual services of fast and slow mail steamers
between Persian Gulf ports and India during the year, and enjoys practi
cally a monopoly of this traffic.
Besides the above service there are monthly services of cargo steamers
operated by the Strick, Hansa (German) and Ellerman and Bucknall steam
ship lines. These steamers carry freight between Europe and Persian
Gulf ports. The Italian Lloyd Triestino Company runs a service of cargo
vessels to the Gulf ports every two months. A new service was inaugurated
at the beginning of the year, i.e., the Osaka Shosen Kaisha Line ^ 1C ^
maintains a monthly service between the Far East and Gulf ports. ere
have been rumours of the inauguration of yet another line etween e
Netherlands East Indies and Gulf ports but this has not yet materialised.
Internal transport was undertaken more and more by motor cars and
wries in spite of the low freight rates ruling. In fact the motor ve ic t
as completely ousted the time, honoured donkey as a means of ^ sp
xcept for those narrow tracks where motors cannot pass. p .
3 still subject to floods in winter with the result that Bushire iscut o^
eriodically from the interior. The road from Bushire to Shiraz continues
o deteriorate and is in an appalling condition; up to e en o y
o attempt had been made to improve it.