17. On the management of estates of others, on the amount received, 2 1-2 per cent.

18. On procuring freight, or advertising as the agent of owner or
commanders, on the amount of freight, whether the same passes
through the hands of the agent or not, 5 per cent.

19. On chartering ships for other parties, 2 1 2 per cent.
20. On making insurance, or writing orders for do., 1-2 per cent.
21. On settling insurance losses, total or partial, and on procuring
return of premium, 1 per cent.

22. On debts, when a process at law or arbitration is necessary, 2 1-2
per cent.--And if received by such means, 5 per cent.

23. On bills of exchange noted or protested, 2 per cent.

24. On collecting house rent, 5 per cent.

25. On ships' disbursements, 2 1-2 per cent.

26. On negotiating loans on respondentia, 2 per cent.

27. On letters of credit granted for mercantile purposes, 21-2 per cent. 28. On purchasing or selling government securities, or on exchanging or transferring the same, 1-2 per cent.

29. On delivering up do., 1-2 per cent.

30. On all advances not punctually liquidated, the agent to have the option of charging a second commission, as upon a fresh advance, provided the charge be only made once in the same year.

31. On transhipping all goods or produce, except the following, I per cent.

32. On transhipping whole chests of cassia, cassia buds, aniseed, cam-
phor, nankeens, and gunny bags, per package, I dollar.

33. At the option of the agent, on the amount debited or credited
within the year, including interest, and excepting only such items,
on which at least 2 1-2 per cent, has been charged, 1 per cent.
i
This charge not to apply to paying over a balance due on an ac
count made up to a particular period, unless where such balance is
withdrawn without reasonable notice.

Warehouse Rent per Month.

Chests of opium or silk, bales of woollens, pipes of wine or brandy,
leaguers of arrack, &c., I dollar.

Bales of Indian piece goods, cotton, and gunny bags, 50 cents.
Cases of European piece goods, trusses of woollens, &c., 25 cents
Hogsheads of liquor, 1-2 chests of wine, &c., 40 cents.
Pepper, rice, coffee, sugar, saltpetre, &c., 10 per cent.
Iron, tin, tutengue, spelter, copper, lead, &c., 5 per cent.
All other goods, not mentioned, to pay accordingly, or by measure-
ment, at the rate of, per ton of 50 cubic feet, I dollar.

Trade of Singapore.-The following Tables are taken from the official statements published in the Singapore Chronicle, 27th of September, 1832. The sums are expressed in sicca rupees, at the fixed

exchange of 210 sicca rupees per 100 Spanish dollars.

I. Total Account of Imports and Exports at Singapore for the Years 1823 to 1831-32.

II. Total Value of Imports and Exports, with the Places stated, to show the general Channel of Tran

Note.-Japan copper from Batavia is an article of transhipment to Calcutta, and occasionally to Bombay. III. Table showing the total Value of Cargoes exported to England, distinguishing Transhipments from Straits' Produce, in the Years 1829-30, 1830-31, 1531-32.

IV. Quantities of the principal Articles exported from Singapore, in the undermentioned Years.

Penang and Malacca are included.

+ Under this head is included Banca tin, which has been largely transhipped, but the state of the entries does not permit of its being distinguished.

VI. Corrected List of Cargoes to Europe, by Vessels which sailed from the Port during this Official

Year 1831-32.

Currency, Weights, Language, &c.-The currency and weights are simple and convenient. Merchants' accounts are kept in Spanish dollars, divided into 100 parts, represented either by Dutch doits, or by English copper coins of the same value. The weights in use (and almost every thing is sold by weight, as in China) are the Chinese picul of 100 catties, or 133 lbs. avoirdupois. Rice (the produce of Siam and the Archipelago) and salt are sold by the coyan of 40 piculs. Gold dust is sold by a Malay weight called the bungkal, which weighs two Spanish dollars, or 832 grains Troy. Bengal rice, wheat, and pulses of the same country, are sold by the bag, containing 2 Bengal maunds, or 1644 lbs. avoirdupois. Piece goods, &c. are sold by the corge or score. English weights and measures are frequently used in reference to European commodities. The mode of transacting business among the European merchants is simple and efficient. Instead of trusting their affairs to native agents, as in other parts of India, they transact them in person, with the occasional assistance of a Chinese creole, as an interpreter and broker. The European merchants transact business on their own account; but a great deal of their employment consists in acting as agents for houses in London, Liverpool, Glasgow, Amsterdam, Antwerp, Calcutta, Bombay, Madras, Canton, and Batavia. They are also agents for vari ous insurance offices at Calcutta and elsewhere, and policies of insurance to any extent may be effected without difficulty. The language of commercial intercourse, where any of the natives of the East are concerned, is universally Malay,-a simple and easy dialect, of which all the resident merchants have a sufficient acquaintance for the transacting of ordinary business. A newspaper, the Singapore Chronicle, is published once a week, and contains a price current, an account of arrivals and departures of shipping, and an official detail of all the exports and imports of the preceding week. The administration of justice is entirely English, there being a recorder's court for the settlement, in com mon with the two neighbouring ones of Penang and Malacca.

(Statement of the Value of the Import and Export Trade of Singapore, with the undermentioned Prices, in the Years 1836-37 and 1837-38.

Eastern Ports trading with Singapore.-As every thing that relates to the trade of the East is now becoming of the first importance to commercial men, we make no apology for

laying before the reader the following statements, taken from a late number of the Singapore Free Press, respecting the Eastern ports from which native ships arrive at Singapore. They are mostly all very imperfectly known even to residents at the settlement; and the names of some of them may now, perhaps, be learned for the first time by the English reader. Commencing with ports to the northward, those in China, from which junks (which are included among the native craft) arrive here, are, CANTON, TEW-CHEW, CHUNGLIM, and MACAO, in Canton province; AMOY and CHINCHEW in Fokien; and SEANGHAE and NINGPO, large commercial cities, in Chekeang province. They come also from HAILAM or HAINAN, which is subject to Canton. The average number of these vessels (some of which are of large burden, 300 to 400 tons), is 20 arriving here annually. The cargoes they bring are, however, only chiefly intended for the consumption of the numerous Chinese who are settled in Dutch and English colonies in these parts, as well as in the native states, and are re-exported thence by smaller vessels, to places where they may be mostly required. The only articles they bring, in any way required by Europeans, are raw silks, nankeens, and teas. These vessels likewise convey a large number of emigrants from China every year, probably from 4,000 to 5,000, most of whom, however, proceed to other places soon after landing here.

The ports in Cochin-china and Cambodia, from which similar vessels arrive, are KANGKAO and LOKNOI, in Cambodia, and TURON and SAIGON, in Cochin-china Proper. Anom or Anam, from which many vessels report themselves to come, is but a general name for either Cochin-china or Tonquin. The average number of vessels arriving from these ports are 40 annually, bringing, principally, sugar, rice, oil, salt, and some other articles of minor importance. These vessels are usually smaller than the Chinese and Siamese junks.

BANKOK and CHANTIBUN are the only two ports in Siam of any note, and from these about 30 to 40 junks and topes arrive annually. They are manned and owned almost entirely by Chinese residing in Siam, and bring, chiefly, sugar, rice, oil, iron pans, sticlac, gamboge, salt, indigo, paddy, tobacco, and sapanwood.

We have had too frequent occasion to notice the depredations and cruelties which every class of vessels from the places above mentioned have suffered at the hands of pirates every year, on their way to this port, which certainly contributes to check an increase of trade with the countries they come from.

The ports on the east coast of the Peninsula are SUNGORA and CALANTAN, subject to Siam; and TRINGANU, KEMMAMAN and PAHANG, independent states. There are other ports on this coast, but of little note; namely, Doongoon, Endau, Pakoh, Sadeelee, and Teloban. The produce usually brought here by pucats and other craft from those first mentioned consists chiefly of tin, gold dust, pepper, Malay sarongs and trowsers, bees' wax, hides, elephants' teeth. Junks occasionally touch at these ports, and we sometimes have the produce of Siam and China brought here from them. The average number of craft arriving thence may be about 120 or 130 annually.

Proceeding to Borneo, we find a great variety of ports, from which vessels report themselves, of which the following is a list:- BANJERMASSIN, BALEMBANGAN, BURNAI, COTI, MEMPAWA, MATTAN, PONTIANAK, PASSEIR, PEGGOTAN, SARAWAK, SAMBAS, SUCCADANA, Brissil, Batulichen, Buncalan, BinCooloo, Calakak, Coti-ringin, Cooboo, Chinkel, Kayong, Monterado, Mukah, Mahto, Oyak, Pambuang Sadong, Sampit, Tekrang, and Tannah Darat. Some of these are well known, others only by the names reported: the locality of the latter is also but little understood. Those with which trade is principally carried on are Brunai, or Borneo Proper, Banjermassin, Pontianak, Sambas, Coti, Passier, Peggotan, and Sarawak. The productions commonly brought here from Borneo, in general, are, ratans, birds' nests, bees' wax, tortoiseshell, gold dust and diamonds, biche de mer, pearl and raw sago, camphor, rice and paddy, mother of pearl shells, garro and lakka woods, pepper, seaweed, mats, ebony and antimony ore. The number of boats arriving here annually from all the above places average about 150 or 160. The boats which come from the southern and eastern ports are commonly manned by Bugis, who seem to be the principal carriers in the Archipelago, and, next to the Chinese, are the most enterprising and industrious of the traders in these regions. They are considerably less tainted with piracy than the Malays.

CELEBES is the parent country of the Bugis, which name, though properly belonging only to one of the tribes on Celebes, is applied generally to all traders from that island, from the east and south-east coasts of Borneo, and from the islands to the southward and eastward of it. Of these tribes, by far the most considerable in point of improvement and numbers are the Bugis of Wajo or Tuwajo, a country near the centre of Celebes, and situated up the Bay of Boni. The ports in Celebes from which prahus arrive here are Bonirati, Bugis Pari-pari, Wajok, Bugis Pemana, Kailie, Macassar, Mandhar, and Sangye. They usually bring sarongs-the produce of their own looms-ratans, wax, tortoiseshell, pearl shells, seaweed, biche de mer, coffee, birds' nests, sandal and bookoo woods, and other articles of minor importance. The number of vessels arriving here from the above places average about 50 or 60 annually.

The islands to the eastward and southward of Celebes, from which the Bugis bring cargoes to this port, are chiefly Bootoon, Enday or Flores, Selayer, Timor, Booroo, Lombok, Sumbawa, Amboyna, Ceram, and even from the Aroos and Papua. The articles are the same as those from Celebes, with the addition of kayu-pooteh oil, birds of paradise, and wild nutmegs. The vessels arriving from these places may average about 30 every year.

The island of Bali, or Bally, contains several ports, from which upwards of 50 prahus annually arrive here the principal of these are Baliling, Bali Badong, Sasak, Saliparang, and Ampanan; they bring rice, oil, hides, tobacco, sarongs, wax, birds' nests, and biche de mer. In this trade, we believe, the Bugis are likewise the principal carriers.

Returning westerly, we come to Java, from various well-known ports of which upwards of 60 native craft, independently of square-rigged vessels, annually frequent this harbour, bringing the productions of that valuable and fertile island, principally rice, sugar, tobacco, cachang or peas, tamarinds, hides, cubebs, Battic handkerchiefs and salendongs. We go next to SUMATRA, from the various ports on the east coast of which the greatest number of native craft frequenting this port arrive, amounting on an average to between 300 to 400 annually. The names of these ports are, Acheen, Apong, Assahan, Batu bara, Bukitbatu, Billah, Ayeretam, Campar, Delli, Gawang, Indragiri, Jambie, Kitaman, Langkat, Lampung, Manda, Merba, Pulo Padang, Panai, Palembang, Rantow, Rittee, Siac, Subee, and Tabing Tingie. The greatest portion of boats come from Apong, Manda, Rantow, and Tabing Tingie, with raw sago. The next in number are those from Campar, Jambie, and Siac, bringing coffee, rice, wax, rattans, ivory, gold dust, benzoin, dragons' blood, lakka wood, and a few other articles. From Palembang come the lacquered basons and ceeree boxes so much in request among natives; and the best ratan mats are made there. The coast near Siac furnishes in great abundance the Trubo, or fishroe,

*The places mentioned in this statement, of which the names are in capitals, are either well known to Europeans by long report or actual intercourse; while those in italics remain, so far as we have ascertained, not only unvisited by, but are only recently known by name to them: few or none of them earlier than the foundation of this settlement.

so universally used, and affords our principal supply of sago, which has now become an article of commerce at Singapore.

The names of the petty places on the west side of the Malayan Peninsula, opposite the Sumatra shore, between this and Penang, are-Batu Pahat, Benook, Beladong, Dooyong, Brooas, Muar, Padang, Poontian, and Panghie; while the principal ports, besides Malacca and her dependencies, are-Perak, Salengore, Lingin, and Lookoot. From the former very few articles, and those only of trifling value, are brought here, consisting chiefly of fowls, cocoa nuts, paddy, fruit, &c.; but the other ports all furnish tin in large quantities, besides several other articles of less importance. The whole of this coast, however, bears a bad name for piracy. The number of prahus arriving here from all the places above named amounts to about 100 every year.

Of the neighbouring islands, RHIO is the one with which we carry on the most extensive and constant trade; the number of boats or rather trips of a regular set of Chinese boats, called sampan pucats, employed in the trade, being about 300 every year. They bring chiefly pepper and gambier, the produce of Bintang. From LINGIN, or LINGA, also, we have upwards of 70 or 80 boats arriving annually, bringing a great variety of useful produce, but principally pepper, tin, ratans, &c. BILLITON sends about 25 boats yearly, which bring biche de mer, seaweed, tortoiseshell, wax, &c.

BUNGORAN (or Great Natunas) and SEANTAN (or N. Anambas) are the next in importance, from which 30 or 40 vessels trade with this settlement. The other islands are-Pulo Awore, Benawang, Condore, Carimons, Jamaja, (or S. Anambas), Pulo Laut, Laboo, Leboc, Meppar, Nongsa, Sarassan, Sinkip, Soobie, Tajam, Timblan, Timiang, Tingih, Trong, Carimata, Ungaran, and some others.

Piracy in the Eastern Seas.-We regret to have to state that piracy has been of late exceedingly frequent in the seas to the eastward of the Straits of Malacca, and even in the Straits themselves. It has always, it is true, prevailed to a less or greater extent in the Eastern Seas; but latterly the number of pirates has rapidly increased, and they have prosecuted their depredations with a boldness and success that require immediate attention. In so far as we can judge from the statements in the Singapore and Canton papers, we seem, to say the least of it, to have manifested the most singular indifference to the spread of this great and growing evil. In 1824, we bound ourselves by treaty with the Dutch to co-operate with them for the suppression of piracy in the Eastern Seas. It is affirmed that, until very recently, we did little or nothing towards the fulfilment of this engagement, though we are far more interested in the suppression of piracy than any other people. Hitherto the trade of Singapore has chiefly suffered from piratical attacks; but, besides waylaying the smaller junks and ships of the Chinese, Siamese, &c., the pirates, emboldened by impunity, have recently attacked some British ships in the Straits of Malacca, and have actually captured some ships in the seas more to the eastward, inflicting the most horrid barbarities on the unhappy passengers and crews. The Andromache ship of war destroyed in June, 1836, a nest of pirates; but, until the naval force in the seas in question be considerably strengthened, and, especially, till some armed steamboats be sent to the assistance of the other vessels, the nuisance will not be materially diminished, much less suppressed. It would really seem, from the little attention that the subject has attracted in this country, as if it were imagined that the trade of the Eastern Seas is of little or no value. But we are within the mark when we affirm, that from ten to twelve millions' worth of British property (including the trade between India and Canton) is annually conveyed through the Straits of Malacca, and the other Eastern Seas infested by pirates. The trade from England to China, already of vast importance, and increasing more rapidly perhaps, than any other department of our commerce, is wholly carried on through the channels referred to; and, as we do not hesitate to send powerful squadrons to secure far less valuable interests in other quarters, it is not easy to see why we should not send some half-dozen steamers to protect this great and growing trade, as well as that which we carry on with the Philippine Islands, New South Wales, &c., from the depredations of a piratical banditti. Nothing but the employment of steamers will be able effectually to abate the evil of piracy. The infinite number of small islands in the Eastern Seas, the difficulty of their navigation, and our little acquaintance with any but the principal lines of intercourse, afford the greatest facilities for the escape of pirates from ordinary cruisers. But steam ships could follow them into their haunts; and the pirates would not be able to escape from them, as they frequently do from sailing vessels, by taking to their oars while their pursuers are becalmed. Except when defending our own shores, the navy is never so legitimately employed as in the defence and extension of commerce. Its protection is one of the most important duties which government has to discharge; and, considering the immense naval force at our disposal, it may well excite astonishment that piracy in the Eastern Seas-one of the great highways by which commerce is carried onshould have been allowed to attain to such a magnitude, and that the reiterated complaints of the merchants and others, who have suffered by its prevalence, should have been so little attended to. A very little outlay on the part of government might make, in so far at least as piracy is concerned, the navigation of the Eastern Seas quite as safe as that of the Channel; and the advantages thence resulting to our trade would, in a very short period, far more than countervail the little sacrifice required at the outset.

Besides putting down piracy in the Eastern Seas, government should take the necessary measures for obtaining accurate information with respect to them, and the ports and countries to which they afford access. We know very little indeed of many, or rather, we should say, of most, of the islands to the east of Malacca; and yet several of them are of great extent, and they all abound in valuable products; and might, it is probable, were we better ac quainted with their ports and capabilities, furnish the means of carrying on an extensive and

advantageous commerce. Had utility been at all attended to in such matters, the exploration of New Guinea, and of the seas and numberless islands in its vicinity, would have taken precedence of many late expeditions.

The following paragraph, taken from the Canton Repository for March, 1836, corroborates what has been now stated:

"The value of the trade which annually passes through the Chinese Sea, and the number of persons employed in it, present a striking contrast to the paucity of the means of protection afforded us from our father-lands.' The number of British vessels that arrived in China during 1834 was 156. The total of British trade for the year 1833-34, opium included, was about 46,953,586 dollars; and that for 1834-35 was still greater. The number of American vessels which arrived in China during 1833-34 was 80, and the total of the trade is estimated at 19,775,003 dollars; the number of vessels, and total of imports and exports for 1834-35, were nearly the same amount. The number of Dutch vessels that come to this port we cannot state; but the total of the Netherlands trade with China, in 1829-30, was 8,026,243 dollars. Besides these, there is also a considerable amount of Portuguese, Spanish, French, Hamburgh, Danish, and Swedish trade annually. The trade of Manilla, already amounting to several millions, is on the increase. The number of square-rigged vessels that imported to Singapore during 1834-35 was 517, which exceeded any former year; that of native craft was 1484, which is less than in either of the two preceding years. The number of Dutch, foreign, and native vessels which cleared from Java in 1833 was 1720, with a tonnage of 199,193 tons.

66

While such is the annual amount of trade carried on in these seas, employing in the foreign vessels more than 10,000 seamen, what care have our governments shown for its protection? Not one of his Brittanic Majesty's ships is stationed in the Chinese Sea; not one is yet stationed even at Singapore, though an occasional visitor makes a sweep among the pirates. The Americans have done nothing here since the bloody affair of Quallah Batoo; it is said, however, that these seas are henceforth to be one of the stations for the American navy. A wide range, indeed, will two or three small men-of-war have from the Cape of Good Hope to Japan! The Portuguese here, we understand, have no naval armament whatever. It is long since a French man-of-war has visited these seas. The Spaniards at Manilla have a number of small craft called pontines, for the destruction of the piratical Malays who infest the sea to the southward of Luconia. These are characterised by a writer in a late number of the Canton Free Press as particularly successful in the capture of shells and turtles, but most inefficient in the destruction of the pirates. The Dutch alone have done anything effectual towards the suppression, and their activity in this respect is worthy of all praise. In Java, and generally in all places contiguous to their possessions, they have either suppressed or greatly checked piracy, and, were it not the tendency of their severe and restricted government to make as many outlaws, as they destroy, no deduction need be made from their praise. They alone have systematically attempted to put down lawless misrule in these seas, and make them, what the Creator designed them to be, the highway of nations."—Sup.)

Trade of Java.-Since the article BATAVIA was printed, we have received a number of the Singapore Chronicle, containing the following account of the quantities of the principal articles exported from Java in 1830, 1831, and 1832. It shows a very rapid progress. There wants nothing but good management to render Java by far the most valuable of all the Eastern possessions belonging to any Euro

(See Journal of an Embassy to Siam and Cochin China, by John Crawfurd, Esq., chap. xix.; Return of the Population of British India, in Report of the Select Committee of the Commons, 1831; Report of the Select Committee of the Commons, for 1830; and Singapore Chronicle, passim.)

SINOPE, a town of Asia Minor, on the S. coast of the Black Sea, lat. 42° 2′ 30′′ N., lon. 35° 9′ 45′′ E. Population uncertain, probably from 8,000 to 10,000. Sinope is situated on a low narrow isthmus, connecting the high rocky promontory of Ada with the main land. Its port, which is the best on this coast, on the south side of the town, is protected from the N. and N. E. gales by the isthmus and promontory already mentioned. Ships anchor within mile of the town, in from 13 to 17 fathoms; or nearer to it, in from 5 to 7 fathoms. There is a roadstead on the north side of the isthmus, but it is open and exposed. Sinope is one of the principal stations of the Turkish fleet; and there are docks and arsenals for its accommodation and outfit. Its exports are inconsiderable, the principal being timber, salt, cordage, fish oil, &c.

In ancient times, Sinope was a city of great wealth, magnitude, and importance. It was the birthplace of Diogenes, the Cynic; and Mithridates made it the capital of his dominions. After its conquest by the Romans under Lucullus, it became the seat of a colony; and continued for a lengthened period to enjoy a good deal of consideration.

Should civilization and the arts once more revive in the ancient Pontus, and the other countries to the south of the Black Sea, the excellence of its port could not fail to restore to Sinope some portion of its former grandeur. Éven now a considerable intercourse is beginning to take place with the countries E. and S. of Sinope. Diarbeker, on the Tigris, in lat. 37° 54' N., lon. 39° 53′ 45′′ E., is one of the principal seats of Eastern commerce; and caravans set out regularly from it for Aleppo, Smyrna, and Constantinople: but any one who consults a map of Asia Minor, and of the contiguous countries, will see at once that Trebisond and the neighbouring ports on the S. E. coast of the Black Sea are the natural channels through which Armenia, Koordistan, and the north-western parts of Persia may best maintain an intercourse with Europe. We shall afterwards show that the danger to vessels in the roads of Trebisond has been very much exaggerated.-(See TREBISOND.) In the event, however, of the commerce with the countries referred to becoming of any considerable importance, Sinope would be an advantageous entrepôt to which goods might be brought, and whence they might be conveyed in proper vessels, and at proper times, to the other ports. At all events, it is of material importance