Opium is received in deposit, and sold by permission of government to the Chinese settlers alone. Swords, fire-arins, muskets, pistols, and all kinds of weapons (except cannon and side-arms), cannot be imported for consumption without special permission, but may be stored. Articles not mentioned in the tariff pay about 7 per cent. duty in Spanish vessels, and 14 per cent. in foreign vessels, upon the valuation fixed by the custom-house. If an article has no fixed market value, duties are levied on its invoice cost, with 25 per cent. added, except machinery, which is taxed 10 per cent. on invoice cost. Manufactures of countries west of the Cape of Good Hope, reshipped to these Islands from any port in Asia or Oceanica in Spanish vessels, will be charged 2 per cent. extra duty, except from Singapore, when one per cent. additional will be imposed. All manifests of vessels to ports in the Philippines must be certified by the Spanish consul or vice-consul in the port whence they sailed. Vessels without such certificate will be fined $200. The chief articles of trade in the Philippines are hemp, rice, tobacco, coffee, sugar, and sapan-wood; besides these, indigo, tortoise and mothero'-pearl shells, hides, horns, hide-cuttings, and mastich, are important items. The export of sugar in 1862 was 1,292,191 piculs, mostly to the United States, England and Australia, value about $4,000,000; of hemp, 471,899 piculs at $2,125,000; of coffee, 27,222 piculs at $500,000; and of rice 64,883 piculs at $100,000. Coins.-Accounts are kept in dollars, rials, and granos, in the following proportions: 34 Maravedis, or 12 granos make rial; I silver dollar or peso; The currency consists of Spanish gold and silver coins, and Mexican and South American silver dollars. The colonial mint recoins Mexican and South American doubloons into coins of one, two and four dollars. It buys gold 1000 fine at 4.22 cents per troy grain, provided the bullion is not under 880 fine, for which payment is made in small gold at par. The weights commonly in use are the picul and its parts. There are also the following Spanish weights : The vara, or measure equal to 334 English Measures.-The Spanish foot is about 11 English inches. It is divided into 12 pulgadas, each containing 12 lines. for cloth, is two feet, or 4 palmos, or 36 pulgadas, inches; 100 varas are equal to 923 English yards. Cotton goods and some other fabrics are however sold by the English yard. The corge is 20 pieces. The caban, a measure for grain, contains 37 cubic feet; a caban of rice weighs 123 lbs., and of paddy about 85 lbs. ; 16 Manila piculs equal 1 ton English weight. One ton weight of hemp measures just 2 tons of 40 cubic feet. PORT ILOILO IN PANAY ISLAND. The following observations relative to the passage from Manila to Iloilo, with a description of that port and the coast of Panay, are inserted as a supplement to the preceding general observations, as the trade with it is increasing. They are from Nicholas Loney, Esq. : Vessels bound from Manila, or from ports to the northward, may, during the N.E. monsoon, safely proceed towards Iloilo through the Mindoro Passage, and onward through the chain of islands off the northeast coast of Panay, for which charts of the Spanish "Comision Hidrografica" compiled by Don Claudio Montero, in 1857, would be useful. After passing Tablas and Romblon (which latter island possesses an excellent harbor, used by coasting vessels for completing wood and water, and much frequented by them as a port of refuge,) steer for the group of small islands, called collectively the Silanga, lying off the northeastern coast of Panay, a good mark for which is the high conical island named Pan de Azucar, or Sugar-loaf, which is visible from a great distance. In approaching these islands during the N.E monsoon, vessels should pass between the islets of Jintotolo and the Zapata-mayor; and during the S.W. monsoon, more in towards the Panay shore, between Olutaya and Zapato-menor. After leaving the Zapatos, the course is to the south or northward of the Gigantes, as preferred, and the channel through the group of islands is generally entered between Sicogon and Calaguan; from whence the route is continued between Culebra and the main, Pan de Azucar and Malangaban, inside Bulubadiangan and Tagubanhan islands; though for vessels of heavy draught of water, and for strangers, it may be found preferable to adopt the outside and broader passage between the group of islands and the island of Negros, keeping a lookout for the easily avoidable shoal water marked on the chart above referred to. If the inner route among the islands (which is always adopted by coasting vessels of all sizes) be taken, ships will find safe anchorage throughout the whole passage, more particularly at Pan de Azucar, and at Bacauan or La Concepcion, where assistance and supplies may be had if needed, through the Commandant of the district; and at Apiton, good water and live stock may also be obtained. After passing Tagabanan, and emerging into the broad channel between the coast of Panay and the island of Negros, the best course is to steer direct for the highest land visible on the island of Guimaras, care being taken to clear the Pepitas rock. In case the outside and broader passage should be taken, the North Gigante should be passed at a distance of at least 2 miles, as discolored water has been reported at from 1 to 14 mile. After passing the Gigantes, steer in for the island of Pan de Azucar, passing to the eastward of the islands of Malangaban, Bulubadiangan, and Tagubanhan, and between the latter and the small island of Anauayan, which has a clear channel of 1 mile wide; entering the straits between Negros and Panay, steer on by the land, avoiding the Pepitas rocks, which lie some distance from the shore and are a-wash, and giving Point Tomouton on the island of Negros, a berth of at least three miles. After passing the Calabazas islets and Pepitas rock, and sighting the blockhouse of Banate (erected, like many others, along the Philippine coasts, for defence against the pirates of the Sulu Sea,) the course is due south until sighting a group of seven remarkable rocks, called the Siete Pecados (Seven Sins,) which lie between the north end of Guimaras and the Panay shore; a direct course for these should then be made, taking care to keep the lead going, to avoid the Iguana bank. On approaching Point Dumagas, attention is requisite to avoid the shoal water, which extends to some distance, and is steep to. On opening the channel between Guimaras and Iloilo, and on getting the Siete Pecados rocks to bear W. S., steer direct for them, passing between these and the Panay shore. There is no passage, except for small vessels, between the Siete Pecados Rocks and Guimaras Island. This course will clear the Iguana bank, lying to the S.E. of the Pecados, which has 1 to 2 fathoms water on it. The lead is a good guide in entering this channel, the depths of water being 6, 7, 8, 11, and 15 fathoms, until the Pecados Rocks are passed to the southward, when the water deepens to 18 and 19 fathoms. Having passed the rocks, the south shore should be kept on board, to avoid the shoal water on the Panay side. When the fort, which is 1 mile to the west of the entrance of the river Iloilo, bears W. S. W., steer for it, anchoring as convenient in 10 or 12 fathoms, of a mile off shore to the eastward of the river. Anchorage. The best anchorage, and the one least exposed to the sweep of the tides, is to bring the guard-house on the south point of the river to bear W. S., a short half mile from it, avoiding the extensive mud flat to the northward. The Dutch barque Billiton completed her loading with the fort bearing S. W. W., and the Bantay (a small bamboo watch-box) near the port entrance of the river, bearing N. W. N. The ship was out of the strongest currents, with this advantage that the cargo-boats could always easily reach her and return. During the S.W. monsoon, when the surf is sometimes heavy, it is desirable for boats not to keep too near the starboard entrance of the river. Strangers, during the S. W. monsoon, generally proceed though the Mindoro Straits, and along the west coast of Panay (coasting vessels, however, always use the passage to the east of that island), close along the coast of Antique, because the west monsoon is not very regular, and does not often blow strongly between Guigos Archipelago and Panay, or to the north of Basilan. To the north, and along the east coast of Mindoro, the passage is safe and easy; and if vessels meet with strong S. W. winds near Tablas, there is time then to keep off, and proceed along the east coast of Panay. The west coast of Panay may be approached with safety anywhere to the southward of the isle of Batbatan (which is very steep, and where under point Lipata, is the only safe anchorage for large vessels during the S.W. monsoon,) and the isle of Maralison, which has a reef to the east and west. The south coast of Panay is free from dangers till near the village of Otong, and the wind scarcely ever blows on the land. The coast of Guimaras, to the north of Point Balingasag, or to the north of Port St. Ana, is likewise safe. The bights along the coast have deep water, and vessels can work close in shore, or from point to point, with perfect safety, but generally there is no good anchorage, as the coast is steep, and the holding-ground is not good. In passing the S. W. point of Panay during the night, do not close the islands of Nogas and Jurao Jurao, as both these islands have reefs round them to the southward. When clear of those islands round the S. W. point of Panay, and not too much to the south, vessels may then safely steer N. E. by E. 32 miles without any danger, but after running that distance they should heave-to during the night; or if the night is very clear, run towards the coast of Panay, keeping the lead going, and as soon as the water shoals, anchor till daylight, because, by keeping over to the Guimaras shore (particularly during the N. E. monsoon) they will find no anchorage, and will lose ground. It is necessary to follow the above instructions very carefully, because the Otong bank stretches out more to the west and south-west than is shown on the chart, and is yearly increasing; and also because the tide runs very strongly on both sides of it. With the flood-tide against a N. E. monsoon vessels can easily work up in short tacks under Guimaras shore. The best mark at present (1863) to clear the west edge of the Otong Bank, is the village of Otong on the Panay coast, not brought to the west of north, until the fort of Iloilo bears N. E. E., from which bearing steer straight for the fort, or a little to the south of it, but be careful in working up never to bring the fort east of N. E. E. In thick or hazy weather, when you cannot see the fort, which is very seldom the case, do not bring the point of Bondulan on the coast of Guimaras to the east of N. E. E. Keeping the fort a little open from this point is the best leading mark with a fair wind. When past Point Bondulan, with a fair wind, keep the fort a little on the port bow, but in working up, never bring the fort to the east of N. E. E., because the bank is steep, and shoals suddenly from 9 to 24 fathoms. The island of Guimaras forms, in front of Iloilo, a sheltered passage, running nearly north and south, of a breadth varying from 24 to 6 miles, with deep water and good anchorage. The southern entrance to this passage is much narrowed by the Otong bank; which extends a considerable distance from the Panay shore, and contracts, for about a mile, the available channel at this part to the breadth of about 24 miles. This shoal is fast becoming an island. There is, however, no obstacle to large vessels during the S. W. monsoon (especially as the channel is to be buoyed,) the passage being quite clear; and in the N. E. monsoon they can work or drop through with the tide, keeping well over towards Guimaras, the coast of which is clear, with deep water quite close in, and anchoring, if necessary, on the edge of the shoal, which affords good holding ground, and may be safely approached. The whole of this part of the coast is, in fact, safe anchorage during the N. E. monsoon when bound to the port of Iloilo, and if it should blow hard in the southern channel, a vessel may proceed to the port of Buluanga, or Santa Ana, on the S. W. side of Guimaras, which is easy of access, capable of admitting vessels of the largest tonnage, and affords good shelter under almost any circumstances. Tides. It is high water at Iloilo, full and change, at 12h. Springs rise nearly 6 feet. The stream runs at about 2 knots through Iloilo channel. The flood sets to the northward. Variation of the compass scarcely perceptible. Depth of Water-Port Iloilo, situated on the southern shore of Panay Island, is well protected, and naturally good. Large vessels may enter with safety. The depth of water on the bar, at the entrance to the river Iloilo, is about 5 fathoms at low water; but at a short distance within, it decreases to 15 feet, and then deepens again. The rise of the tide being 5 feet, a vessel drawing 16 to 18 feet can easily enter or leave, and when, as is proposed, a dredging machine is employed to clear away the mud, which has been allowed to accumulate at the shallow parts near the entrance, vessels of almost any draught will be able to complete their cargoes inside. Vessels of 700 tons register have loaded part cargoes alongside the jetties. The custom is for vessels to load to 14 or 15 feet in the river, and complete their cargoes outside. To enter the River and inner port of Iloilo.-Although the land is low at the entrance, the mouth of the river is distinctly seen, being marked by four large beacons, one on the port, and the others on the starboard side. On entering, keep the port beacon close on board, after passing which, steer for the point on the starboard hand, giving it a berth of 40 feet, keep the east bank close on board until after the second point is passed, then close the port side to the wharf or anchorage. The banks of the creek being soft mud, there is little or no risk to be apprehended from grounding. Proceeding about 1 mile up the creek, which varies in breadth from a half to three quarters of a mile, vessels bring up at the jetties, and have the great advantage of discharging and loading at the stores without employing boats. Beyond this point the creek reaches as far as Molo, to which place coasting vessels formerly could proceed by passing through a drawbridge. A new bridge has lately been constructed, but the movable drawbridge designed to allow vessels to proceed to Molo is not yet completed. Beef and Water.-French beef is cheap and very good, and by giving a few days' notice 200 or 300 bullocks could be procured, each weighing about 200 lbs., at the rate of about $7 a bullock. Good water can always be got to the north and south of the village called Tilat, on the opposite shore of Guimaras, or N. E. by E. of the anchorage, where there are both streams and springs. The best plan is to take up the casks at high water on the beach, and, with the help of the natives, fill them ready to go off with next tide, taking care to leave a little before high water, so as to be sure of reaching the ship near the fort, for the tide changes very suddenly, and runs down very strong. Repairs. The American ship Mountain Wave, of 693 tons, was hove down, coppered, caulked, and supplied with a new bowsprit in 1861. A vessel of 1,000 tons has lately been launched from Iloilo. Port Dues.--On foreign vessels arriving and leaving in ballast, 12 cents per ton; with cargo inwards or outwards, 25 cents per ton. Manifest.-A fine of $200 is exacted in all cases on ships arriving without this document properly certified by the Spanish authorities. Wages. The wages of laborers average from 12 cents to 18 cents a day; carpenters, 18 to 25 cents a day; caulkers, 25 to 374 cents. Produce. The country round Iloilo is well cultivated; the inhabitants are quiet and industrious. The chief exports are sugar (principally to Australia in 1862) sapan-wood, tobacco, hides, hemp, rice, and native-made piece-goods. Total export of sugar from Manila to Australia in 1862, was 12,125 tons. The women weave large quantities of goods from the fibres of the pine-apple leaf, and from cotton, silk and hemp. The country in the neighbourhood, and on the opposite coast of Negros, is very fertile and well adapted for sugar plantations, the number of which has much increased of late years, since the opening of the port to foreign trade. Section 6. MALAYAN STATES, SINGAPORE, &c. THE chief silver coins throughout Ultra-gangetic India are the rupee and dollar. The natives of the Archipelago formerly exchanged articles for gold or silver by weight; and the Achinese once coined a gold piece, worth about 27 cents. The only native coin among the Malays is one called piti, made of tin, somewhat larger than the Chinese cash, and cast in the same way with a hole; about 1280 of them are exchanged for a dollar. Foreign moneys have free access into these states, especially Spanish or Mexican dollars, and the copper duiten, once in use at Batavia. In places under the British government, the rupee, with its subdivisional annas and pice, have been introduced; but they have not become the commercial currency, except at Penang. At SINGAPORE, the government accounts are kept in rupees of 16 annas and 192 pice. Commercial accounts are kept in dollars and cents. The current copper money is a mixture of Dutch doits, pice of East Indian coinage, and coin of private manufacture of equal value with the doit; all which pass under the name of pice, a term derived from the Javanese word pichis. Ten pice make 1 fanam; and from 31 to 32 fanams make 1 ringit or dollar; a Spanish dollar is reckoned at 2 rupees 3 annas. MALACCA has the same currency as Singapore, with the addition of a few old Dutch moneys, viz., the rix dollar and guilder, and their subdivisional parts. The rix dollar is a nominal coin, in which accounts used to be kept, of from 19 to 20 fanams, or about 192 doits. The guilder or rupee has the value of 12 fanams; half rupees and schillings are also met with. The copper coins are the cent, half cent, and quarter cent. At PENANG, the currency is less mixed than at Singapore and Malacca. Accounts are kept for the most part in rupees, annas, and pice, and copangs, which is a nominal money of the value of ten pice; 10 copangs equal a dollar. Dollars always pass current. Gold coins, other than English sovereigns, are rarely met with in the Straits. The same denominations for moneys, weights and measures prevail, with various degrees of relative distinction, throughout most of the native Malay states. Weights. The commercial weights in use between Europeans and natives, are the Chinese picul, catty, and tael.* A little discrepancy exists in the weight of the picul and catty in some places; and there is a distinction between the Chinese and Malay picul; the latter is equal, at Penang, to 142 lbs. av., and is used only to weigh tin and pepper. This discrepancy arises from the use of the bahr, which varies considerably in weight, and is divided into 3 Malay piculs; the bahr is equal at Penang to 421 catties. By the Malay picul, goods are purchased from native vessels; but they are re-sold by the Chinese picul. By the coyan of 40 Chinese piculs, grain and salt are sold; a bag of salt weighs 100 lbs. av., but one of rice or gram weighs 164 lbs. The coyan at Penang is a measure; 45 piculs of rice, or 43 of salt, make a measurement coyan. Gold thread at Penang is sold by the catty of $36 weight, or 31 oz. 4 dwts. The Chinese dotchin (sz'ma) is commonly met with; but among merchants, English weights and scales are generally used; and in fact, wherever Europeans have colonized or settled in Malaysia, they have fixed the imperfect native measures and weights, either by making them the standard, or by supplanting them with their own. Gold dust is weighed by the bunkal, equal to $2, or 832 grs. troy, which is divided into 16 miams, each miam containing 12 sagas; a catty of gold is 127 of the *The word picul is derived from the Malay word piknul, which, like its equivalent tan in Chinese, means a load or burden; mace and tael are derived, through the Malayan mas and tail, from the Hindu masha and tola; cash comes from caixa, the Moorish name of the tin coin found at Malacca by the Portuguese in 1511, and brought there from the Malabar coast; catty or kati is the Malayan pound, and candareen or kondrin is likewise Malay. |