climate, together with the short duration of the winter. In Baltimore, Philadelphia, New York, and Boston, however, they have succeeded, and continue to flourish. Breweries are also to be found in large numbers throughout the state of New York; and there is scarcely a village in it where good ale cannot be procured. Along the banks of the Hudson river, almost every town has one or more breweries, and some of these are of a considerable size. At Albany, the business is carried on to a great extent. Beer was brewed in Philadelphia previous to the revolutionary war. The manufacture of porter was introduced here after the peace; which was soon followed by that of ale. These two articles are now generally manufactured; and beer, properly so called, is rapidly going into disuse. A continued extension of the business of brewing has been taking place in Pennsylvania, and throughout the western country. We find breweries at all the principal towns along the banks of the Ohio. At Pittsburg, Wheeling, and Cincinnati, there are a number, which not only supply those places and the surrounding country, but furnish large quantities for export down the Ohio and the Mississippi. And large quantities are exported from the northern to the southern states generally, where their consumption is fast taking the place of that of ardent spirits.

The quality of the malt liquors manufactured in the United States has improved in the last few years, and will now not suffer by a comparison with the best foreign. From the great abundance and low price of the staple articles from which they are made, no temptation exists to adulterate them. The public, consequently, are furnished with a pure and wholesome beverage.

Nearly all the beer, ale, and porter, which are imported in the United States, is brought to us from Great Britain. A small portion of what is imported is re-exported, for the most part to the island of Cuba. The countries to which the corresponding articles of domestic production are chiefly exported, we have no means of stating with any accuracy; since they are classed together with cider in the annual statements of the commerce of the United States, made to Congress by the Secretary of the Treasury. We may mention that this class of our products is chiefly exported to the British North American Colonies, Cuba, Texas, the British West Indies, and Mexico.-Am. Ed.]

ALEXANDRIA, so called from its founder, Alexander the Great, the principal sea-port of Egypt, on the coast of the Mediterranean. It is situated about 12 miles W. of the Canopic mouth of the Nile; the Pharos being in lat. 31° 12§ N., long. 29° 53′ E. The situation of this famous city was most admirably chosen. Until the discovery of the route to India by the Cape of Good Hope, Egypt formed the natural seat of the commerce between the eastern and western worlds; and Alexandria, was placed in the most favourable position in Egypt for an emporium. It is the only port on the whole northern coast of that country where there is, at once, deep water, and security for shipping throughout the year. The ports of Rosetta and Damietta, the former on the west, and the latter on the eastern arm of the Nile, are both difficult of entrance, each having a bar, upon which there is always a dangerous surf. Ships bound for Alexandria avoid this serious inconvenience; and by means of an artificial navigation, stretching from the city to the western branch of the Nile, it has for a while at least, almost the same facilities of internal navigation that are enjoyed by the cities referred to.

It may be proper, however, to mention that this artificial communication with the Nile has not always been open. It existed in antiquity, but fell into decay during the barbarism of more modern times. After being shut up for some centuries, it has been re-opened by Mohammed Ali, who has dug a canal from Alexandria to Foûah on the Nile, about 27 miles above Rosetta. This important work is 48 miles in length, 90 feet in breadth, and from 15 to 18 feet deep. It was opened in 1819; but owing partly to the nature of the ground, partly to some defects in its construction, and partly to the mud deposited by the water of the Nile, it is difficult to keep in repair; and cannot now, it is said, be navigated except during the period of the inundation. Its free navigation at all periods would, however, be of the greatest advantage, not to Alexandria only, but to all Egypt; and it is believed that this might be secured by facing the canal with brick, and putting it otherwise into good order.

Ports, &c.-The ancient city was situated a little more inland than the modern one, opposite to the small island of Pharos, on which was erected the lighthouse, so celebrated in antiquity.-(Cæsar de Bello Creili, lib. iii. cap. 112.) This island was, partly by artificial means, and partly by natural causes, gradually joined to the land by a mound, and on this the new town is principally built. The isthTus and island have now the form of a T, its head being N. E. and S. W. A square castle or tower, built on a small islet or rock, at the extremity of a mole projecting from the north-east angle of the city, is still called the Pharos, and a light is regularly exhibited upon it. On each side of the city there is a port. That on the western, or African side, called the Old Port, is by far the largest and best. It stretches from the town westwards to Marabout, about six miles, and is about a mile and a half wide. It is bounded on the north, partly by the western tongue or angle of the island on which the city is partially built, and partly by rocks and sand banks. It has three entrances. The first, or that nearest the city, having 17 feet water, is about two miles S. W. from the large building, situated a little to the westward of the town, called the palace; but it is too narrow and difficult to be attempted by any one not thoroughly acquainted with the port. The eastern side of the second or middle entrance is marked by buoys which lie about two miles and three quarters S. W. from the palace; it is about a quarter of a mile wide, and has, where shallowest, 27 feet water. The third or western entrance has its westera boundary within about three-eighths of a mile fpom the east end of Marabout island; it is about balf a mile wide, and has from 25 to 27 feet water in its shallowest places. This last is the best en

trance. Ships, when in, may anchor close to the town in from 22 to 40 feet water, and there is good anchorage in deep water all along the shore. Foreigners were formerly excluded from this port; but this prohibition no longer exists."

The new or Asiatic harbour is on the eastern side of the town. A rock called the Diamond lies a little to the east of the Pharos tower; and ships entering the port ought to have this rock about a cable's length on the right. If they get much further to the left, they will come in contact with a shoal which stretches westward from the Pharillon, or little tower, on the east side of the port. The water immediately within the port S. W. from the Pharos is from 30 to 40 feet deep; but the space for anchorage is very limited, and is exposed to the northerly gales; and the ground being foul and rocky, hempen cables are very apt to chafe, and several accidents have happened in consequence to ships unprovided with iron cables. Ordinary tides rise 2 feet; but during the overflow of the Nile the rise is 4 feet. Variation 13° west.-(See Plan of Alexandria, by Lieut. Falbe.)

Ancient and Modern City.-Under the Ptolemies and Romans, Alexandria was the first commercial city in the world. It suffered greatly by its reduction by the Saracens in 640; but it continued to be a place of considerable commercial importance till the despotism of the Mamelukes and Turks, and the discovery of the route to India by the Cape of Good Hope, completed its ruin. Under the Ptolemies, the population is believed to have amounted to about 300,000, and the city was adorned by a vast number of magnificent structures. At present the population varies with the seasons of the year, but, when greatest, it is not supposed to exceed 25,000; and may vary between this amount and 16,000 or 8,000. The appearance of the modern town is most unpromising. "It may be justly said, that in the new city of Alexandria we find a poor orphan, whose sole inheritance has been the venerable name of its father. The vast extent of the ancient city is contracted in the new, to a little neck of land between the two ports. The most superb temples are changed into plain mosques; the most magnificent palaces into houses of a bad structure; the royal seat is become a prison for slaves; an opulent and numerous people has given way to a small number of foreign traders, and to a multitude of wretches, that are the servants of those on whom they depend: a place formerly so famous for the extent of its commerce, is no longer any thing more than a mere place of embarking, in fine, it is not a phoenix that revives from its own ashes, it is, at most, a reptile, sprung from the dirt, the dust, and corruption with which the Alcoran has infected the whole country."-(Norden's Travels, Eng. trans. 8vo ed. p. 37.) There is reason, however, to think that this striking description, though accurate at the time when it was written (1737), conveys too unfavourable an idea of the present state of Alexandria. The vigorous government of Mohammed Ali, by introducing comparative security and good order into Egypt, has latterly revived the commerce of Alexandria, which has again become a place of considerable importance in the trading world. '

Trade of Alexandria.-The imports principally consist of cotton stuffs, timber, hardware, iron and tin, tobacco, machinery, ammunition, silk goods, woollens, staves, &c. The exports consist of raw cotton, wheat and barley, rice, linen, flax, linseed, sugar, coffee (from the Red Sea), drugs, gums, salammoniac, saffron, wax, &c.

The principal articles of importation into this country from Egypt are cotton, flax and linseed, senna, and gum. Of these, cotton is by far the most important. We began to import it in 1823; and since then the imports have been as follows:

In 1832, the French imported 25,807 bales of Egyptian cotton; the imports at Trieste during the same year were about 50,000 bales; and those at Leghorn and Genoa were, together, about the same as at Trieste. The bale of Egyptian cotton weighs about 220 lbs. This important trade owes its existence almost entirely to the exertions of the Pacha, by whom the cotton plantations have been established. The cotton exported is all long-staple, but of two sorts: one called in Egypt makko, and in England common Egyptian; the other, the produce of sea-island seed, called in Egypt Sennaar, and in England sea-island Egyptian. Besides these two descriptions, Egypt produces from 15,000 to 20,000 bales of short-staple cotton, similar in quality to that of Smyrna, and chiefly consumed in the country. The cotton brought from Egypt is found to be amongst the most useful that is grown: that raised from seaisland seed ranks next to American sea-island. The exports from this country to Egypt principally consist of cotton goods and twist, earthenware, iron and steel, arms and ammunition, &c. Their real value amounted, in 1831, to 122,8321.; but besides what goes direct, a good deal of British produce finds its way to Egypt at second-hand from Malta, Smyrna, &c. Constantinople and the islands of the Archipelago are the great markets for the wheat and other grain exported from Egypt, the quantity sent to them being sometimes very large. The supplies are, however, extremely uncertain. Every thing in Egypt depends on the Nile; and when it does not rise to the usual height, the crops are very much below an average. Beans are extensively cultivated, and have sometimes been brought to England, but rarely, if ever, with advantage to the importers. They are very inferior to English beans, and are peculiarly subject to the worm. No oats are raised in Egypt, the horses being entirely fed upon barley. Besides cotton, the Pacha has turned his attention to the culture of sugar, indigo, &c. The first has long been raised in Egypt, but the exports are not very considerable. Silk is grown to some extent. The date-palm thrives in every part of Egypt, and the fruit is largely exported. It is singular, that notwithstanding the luxuriance of many of its vegetable productions, Egypt should be entirely destitute of timber.-(Lords' Report of 1827, on the Price of Foreign Corn, Min. of Evid. p. 120., and private information.)

In 1831, there entered the port of Alexandria 1,215 ships, of the burden of 198,299 tons. Of these, the Austrian were the most numerous; next, the English and Ionian; and then the French, Sardinian, Spanish, &c.

Money.-Accounts are kept at Alexandria, as at Cairo, in current piastres, each piastre being equal to 40 paras, or medini, and each medino to 30 aspers. The medino is also divided into 8 borbi, or 6 forli. A purse contains 25,000 medini. The piastres struck in 1826 contain a great deal of alloy; 15 or 16 piastres = 1 Spanish dollar; hence 1 piastre = 3d. sterling, very nearly. Payments in transactions of any importance are generally made in Spanish dollars.

Weights and Measures.-The yard, or pik,= 26-8 English inches; hence 100 piks 74-438 English yards. The measures for corn are the rhebebe, and the quillot or kislor; the former-4-364 English bushels, the latter 4729 ditto. The cantaro or quintal = 100 rottoli, but the rottolo has different names and weights: 1 rottolo forforo=9347 lb. avoirdupois; 1 rottolo zaidino = 1·335 lb. ditto; 1 rottolo zauro or zaro 2:07 lbs. ditto; 1 rottolo mina≈ 1·67 lb. ditto.-(Manuel Universel de Nelkenbrecher.)

Duties. With the exception of the commercial monopolies of the Pacha, and the arbitrary principles on which he fixes the prices of commodities, there is nothing objectionable in his policy as to commerce. The duties on imports are only 3 per cent. We believe, however, that a small increase of the customs duty would compensate the Pacha for the abolition of most of his monopolies; and there can be little doubt that his subjects would be materially benefited by the change.

Policy of the Pacha. It is to be regretted that Mohammed Ali, who, in many respects, is one of the most extraordinary persons of the age, should have no just idea of the principles, by the adoption of which his plans of improvement might be perpetuated, and industry be rendered really flourishing. He leaves nothing to the discretion and enterprise of individuals. He may, indeed, be said to be the sole proprietor, manufacturer, farmer general, and wholesale merchant of Egypt. He has monopolised the entire foreign trade of the country; and has fixed the price to be paid for every article to the cultivator, and the price at which it is to be sold to the foreigner. Hence the extension of cultivation, and the growth of commerce and manufactures, have been of no real advantage to the bulk of the nation; and hence, also, the risk, in the event of the reins of government falling into less vigorous or able hands, that the fabric of apparent prosperity which the Pacha has been attempting to raise, may fall to pieces: but we would fain hope that the influence of the many intelligent Europeans now in Egypt, and the observations which the Egyptians sent to England and France by the Pacha cannot fail to have made upon the advantages resulting from the security of property and the freedom of industry, may be instrumental in paving the way for the gradual introduction of a more enlarged and liberal system.

Ancient Trade of Alexandria.-As already remarked, Alexandria was, for a long series of years,-first under the Greek successors of Alexander, and subsequently under the Romans, the principal entrepôt of the ancient world. Most part of the traffic between Asia and Europe that had at a more early period centered at Tyre, was gradually diverted to this new emporium. An intercourse between the ports on the eastern coast of Egypt, and those on the opposite coast of Arabia, had subsisted from a very early period. That between Egypt and India was more recent. It was at first carried on by ships, which having sailed down the Red Sea from Myos Hormos and Berenice, coasted along the Arabian shores till they reached Cape Rasselgate, whence a short course brought them to India near the mouth of the river Indus. This was the course followed during the dynasty of the Ptolemies: but about 80 years after Egypt had been annexed to the Roman empire, Hippalus, the commander of an Egyptian ship trading to India, having observed the regular shifting of the trade winds, ventured to sail with the western monsoon from the Straits of Babelmandeb right across the Arabian Ocean; and was fortunate enough, after a prosperous voyage, to arrive at Musiris, in that part of India now known by the name of the Malabar coast. Having taken on board a cargo of Indian produce, Hippalus returned in safety with the eastern monsoon to Egypt. This discovery was deemed of so much importance, that the name of the discoverer was given to the wind which had carried him across the ocean to India: and how trifling soever this voyage may now appear, those who consider that Hippalus had no compass by which to direct his course, and that owing to this circumstance, and the otherwise imperfect state of the art of navigation, the ancients seldom ventured out of sight of land, even in seas with which they were well acquainted, will be forward to admit that his enterprise and daring were nowise inferior to his success; and that he was well entitled to the gratitude of his contemporaries and the respect of posterity.

From the epoch of this discovery, fleets traded periodically from Egypt to Musiris, conveying the products of Europe to India, and conversely. The Indian goods having been landed at Myos Hormos and Berenice, were thence conveyed by caravans to Coptos (the modern Kenné), on the Nile, where they were put on board lighters and sent to Alexandria, whence they were distributed all over the western world. The goods sent to India were conveyed to Myos Hormos and Berenice by the same route. Myos Hormos was situated on the shore of the Arabian gulf, about a degree to the north of the modern port of Cosseir. The distance from it to Coptos, in a straight line, is about 70 English miles. Berenice was situated a good way further to the south, being nearly under the tropic. It was built by Ptolemy Philadelphus. Its distance from Coptos is stated by Pliny at 258 Roman miles; the different resting places on the road were determined by the wells, and the journey occupied about 12 days. Ptolemy seems to have preferred this station to Myos Hormos, though the land carriage to Coptos was so much further, from its greater proximity to the Straits of Babelmandeb, and its lessening the voyage up the Red Sea.

Pliny says that the cost of the Indian commodities brought to Rome through Alexandria was increased a hundred fold (centuplicato veneant) by the expence of carriage, &c. We suspect that this is a rhetorical exaggeration, meaning merely that their price was very materially enhanced. If the increase was to any thing like the extent mentioned, it must have been owing to the imposition of oppressive tolls and duties, for it could not possibly have been occasioned by the mere expenses of conveyance.*—(Plin. Hist. Nat. lib. vi. cap. 23.; Ameilhon, Commerce des Egyptiens, pp. 161–176. &c.; Robertson's Ancient India, note 20. &c.)

Besides this important traffic, which supplied Rome and the western world with the silks, In the 16th century, the cost of Indian commodities brought to Western Europe by way of Alexandria and Aleppo was about three times the cost of those brought by the Cape of Good Hope.-(See post, EAST INDIA COMPANY, History of.) But Egypt was then occupied by the Mamelukes and Turks, who threw every sort of obstacle in the way of commerce, and loaded it with the most oppressive exactions.

spices, precious stones, and other products of Arabia and India, a great trade in corn was carried on from Alexandria to Rome. Egypt, for a lengthened period, constituted the granary from which Rome, and afterwards Constantinople, drew the principal part of their supplies; and its possession was, on that account, reckoned of the utmost consequence. Augustus employed merchantmen of a larger size than any that had previously traded in the Mediterranean, to convey the corn of Egypt to Ostia. They were escorted by ships of war. The fleet received the names of sacra and felix embole; and enjoyed several peculiar privileges, The ships belonging to it were the only ones authorised to hoist the small sail called supparum, when they drew near the coasts of Italy. Some of the fast-sailing vessels attached to the fleet were sent on before, to give notice of its approach; and a deputation of senators went down to Ostia to receive the ships, which anchored amid the acclamations of an immense number of spectators. The captains were obliged to make oath that the corn on board their ships was that which had been delivered to them in Egypt, and that the cargoes were entire as shipped.-(Huet, Commerce et Navigation des Anciens, cap. xlviii.; Seneca Epist. cap. 1xxvii. &c.)

Intercourse with India by Alexandria.-These few details will, perhaps, serve to give a faint idea of the importance of Alexandria in the commerce of antiquity. It is impossible, indeed, for any one to glance at a map of the world, or of the ancient hemisphere, and not to perceive that Egypt is the natural entrepôt of the commerce between Hindostan and Europe. Nothing but the barbarism in which it has been so long involved, could make the intercourse with India and the East be wholly carried on by the Cape of Good Hope. The difficulty of navigating the Red Sea seems to have been much exaggerated. Generally speaking, its western side is shallow and infested with coral reefs; but on the Arabian side the water is deep and unobstructed; and vessels availing themselves of the proper seasons for sailing up and down the sea, may navigate it expeditiously, and in perfect safety.-(See Captain Chesney's Report in Papers relating to India, printed by order of the House of Commons, August 16, 1832.) We have, therefore, little doubt that, in the event of good order and civilisation being again established in Egypt, some considerable portion of the Indian trade will revert to its ancient channel. There is not, we apprehend, much reason to think that the project entertained by the Ptolemies, of cutting a canal across the Isthmus of Suez, will ever succeed. The distance is not great, but, notwithstanding this circumstance, and the flatness of the ground, the fact of its consisting almost wholly of moveable parched sand, presents obstacles to the undertaking, that Volney (Voyage en Syrie, &c. cap. xi) and other good judges, have declared insuperable. The route by Cosseir (nearly the same as that by Myos Hormos) seems, all things considered, to present the fewest obstacles. The water in the port of Cosseir is deep, and the anchorage pretty good.-(Chesney's Report.) The distance from Cosseir to Kenné (Coptos) may be taken at about 70 English miles; and it would not be very difficult to construct a road between these points. After reachingKenné, the goods would, as of old, be embarked on the Nile for Alexandria, &c. Hence the importance, in a general point of view, of the civilisation of Egypt. Even were it productive of no other consequences than the facilitating of the correspondence between Europe and the East, it would not be easy to overrate its importance; but the fair presumption undoubtedly is, that other results would follow; and that the Mediterranean ports would in future derive the principal part of their Indian commodities by way of Alexandria. The more westerly European ports would continue, we believe, to use the present channel of intercourse with India.

At

Whether these anticipations are ever destined to be realised, it is impossible to say; but the progress already made by Mohammed Ali in introducing a better order of things into Egypt, and the present state of the Ottoman empire, which seems fast falling to pieces, would appear to warrant the conclusion that important changes may be expected in the East. all events, the brief statements now made, can hardly be deemed out of place in a work intended to exhibit, however imperfectly, the history, principles, and channels, as well as the details of commerce.

ALICANT, a sea-port town of Spain, in Valencia, in lat. 38° 20′ 41′′ N., long. 0° 30′ W. Population about 14,500, and declining. The port is an open and spacious bay, between Cape de la Huerta on the north-east, and Isla Plana on the south, distant from each other S. W. and N. E. about 10 miles. Ships may enter on any course between these points, steering direct for the castle, which stands on an eminence about 400 feet high. Those of considerable burden moor N. and S., distant from to 1 mile from shore, in from 4 to 8 fathoms water; they are exposed to all winds from E. N. E. to S. by W.; but the holding ground is good, and there is no instance during the last twenty years of a ship having been driven from her moorings. Small craft lie alongside the mole, which is already 320 yards in length, and is to be projected still further into the sea. There are no pilots. The trade of Alicant, though still considerable, has declined much within the last few years; a consequence partly of the emancipation of America from the Spanish yoke, but more of the oppressive duties laid on the importation of most articles of foreign produce in Spain-(see BARCELONA), and the extensive smuggling carried on from Cadiz and Gibraltar. Its exports

consist principally of barilla, almonds, wine, and raisins, with small quantities of olives, olive oil, brandy, figs, salt, wool, silk, anise, &c. The barilla of Alicant, which is of the finest quality, is almost wholly taken off by England. The exports amount to from 50,000 to 90,000 quintals. The celebrated sweet wine, tent (vino tinto), is exported from this port, principally for Brazil; a little dry wine goes to Gibraltar. Almonds, of which about 10,000 quintals are exported, go mostly to Hamburgh. The raisins are not of the finest quality; those brought to England are principally used in confectionary. Oil, which was formerly sent in large quantities to South America, is now comparatively neglected. Dates are exported, and are not unfrequently sold here as Barbary dates. The imports consist principally of linen, salted fish, tobacco, grain, iron, timber, sugar, coffee, indigo, cochineal, cotton and cotton stuffs, &c. The linens, of which from 350,000 to 500,000 yards are annually imported, are furnished almost wholly by France and Genoa. In 1831, there entered the port of Alicant 157 foreign vessels, of the burden of 16,715 tons; of these were British 54, burden 5,719 tons; French 45, burden 3,080 tons; Sardinian 40, burden 4,166 tons; Swedish 5, burden 1,350 tons, &c.

It was stated in the former edition of this work, that large quantities of Benicarlo wine were shipped at Alicant for Cette: but this is a mistake; almost all the Benicarlo being shipped from the northern ports of Valencia, and principally from Benicarlo, whence it has its name. (Ingliss's Spain in 1830, г. 342.)

Shipping Charges.-These vary according to the burden of the ship, and the country to which she belongs. On a ship of 300 tons unloading and loading mixed cargoes, they would be, including consul age, as follows:

1

Custom-House Regulations.-A manifest of the cargo, the ship's tonnage, and number of crew, must be presented within 24 hours after pratique being given, when two officers are put on board to prevent smuggling. The consignees then make entry of the articles consigned to them, and obtain an order to land and bring them to the Custom-house, where they are inspected, and the duties ascertained; but before obtaining this order, the consignees must produce a certificate of origin from the Spanish consul at the port of lading, if it be in a foreign country, for without this the entry is not allowed, and the goods are deposited in the Custom-house until it be obtained. When the discharge is completed, the Vessel is searched by the surveyor, who reports having done so to the collector. To load the whole or part of an outward cargo, the master has to report his intention to the collector, who gives his order permitting goods to be shipped, and the shippers make their specific entries. When the vessel is loaded, the waiting officers make their return to the collector; who, on being presented with the receipts of the captain of the port and of the Pratique office for their respective charges, grants his clearance, upon which a bill of health is obtained, and the vessel is clear for sea.

Warehousing System.-Goods that may be legally imported, may be deposited in bonded warehouses for twelve months, paying, in lieu of all charges, 2 per cent. ad valorem, but at the end of the year they must be either taken for home consumption or re-shipped. The 2 per cent. is charged, whether the goods lie for a day or the whole year. In charging duties, no allowance is made for waste or damage is the warehouses.

Rates of Commission are usually 24 per cent. on sales and purchases; per cent. is commonly charged on the negotiation of bills. Goods are commonly sold at three months' credit. Ordinary discount at the rate of 6 per cent. per annum.

Alicant is not a favourable place for repairing ships, and provisions of all sorts are scarce and dear, Vessels with foul bills of health, or coming from an infected or suspected place, though with clean bills, are usually ordered to Port Mahon to perform quarantine. But vessels coming with clean bills obtain, under ordinary circumstances, immediate pratique.

Money.-Accounts are kept at Alicant in libras of 20 sueldos; each sueldo containing 12 dineros; the libra, also called the peso, 10 reals: and a real of Alicant 272 maravedis of plate, or 51-2 ma

ravedis vellon. The libra may be valued at 3s. 6d. sterling, and the real at 44d. ditto. Weights and Measures.-The cargo=24 quintals = 10 arrobas. The arroba consists either of 24 large pounds, or of 36 small ditto; the latter having 12 Castilian ounces to the pound, the former 18. The arroba 27 lbs. 6 oz. avoirdupois; but at the Custom-house the arroba = 25 lbs. of 16 oz. each,

The principal corn measure is the cahiz or caffise, containing 12 barchillas, 96 medios, or 192 quartillos. The cahiz≈7 Winch. bushels, nearly.

The principal liquid measure is the cantaro of 8 medios, or 16 quartillos. The cantaro = 3.05 English wine gallons. The tonnelada or ton contains 2 pipes, 80 arrobas, or 100 cantaros. The yard or vara, divided into 4 palmos, is 29.96, or very nearly 30 English inches. (Consul's Answer to Circular Queries; Ingliss's Spain in 1830, vol. ii. p. 304. &c.; Kelly's Cambist, &c.) ALIENS. According to the strict sense of the term, and the interpretation of the common law, all individuals born out of the dominions of the crown of England (alibi natus) are aliens or foreigners.

It is obvious, however, that this strict interpretation could not be maintained without very great inconvenience; and the necessity of making exceptions in favour of the children born of native parents resident in foreign countries was early recognised. The 25 Edw. 3 stat. 2. enacts, that all children born abroad, provided both the parents were at the time of their birth in allegiance to the king, and the mother had passed the seas by her husband's consent, might inherit as if born in England. And this relaxation has been carried still further by several modern statutes: so that all children born out of the king's legiance, whose fathers, or grandfathers by the father's side, were natural born subjects, are now deemed to be themselves natural born subjects; unless their ancestors were outlawed, or banished

• This is the consul's statement. Mr. Ingliss represents the exports as considerably greater.