In 1805-6, imports, five millions, three hundred and twenty-six thousand, three hundred and fifty-eight dollars; exports, five millions, one hundred and twenty-seven thousand dollars: in 1815-16, imports, two millions, five hundred and twenty-seven thousand, five hundred dollars; exports, four millions, two hundred and twenty thousand dollars: in 1825-26, imports, three millions, eight hundred and forty-three thousand, seven hundred and seventeen dollars; exports, four millions, three hundred and sixty-three thousand, seven hundred and eighty-eight dollars: in 1830-31, imports, four millions, two-hundred and twenty-three thousand, four hundred and seventy-six dollars; exports, four millions, three hundred and forty-four thousand, five hundred and forty-eight dollars: in 1831-32, imports, five millions, five hundred and thirty-one thousand, eight hundred and six dollars; exports, five millions, nine hundred and ninety-nine thousand, seven hundred and thirty-one dollars: in 1832-33, imports, eight millions, three hundred and sixty-two thousand, nine hundred and seventy-one dollars; exports, eight millions, three hundred and seventy two thousand, one hundred and seventy-five dollars.
COMMERCE.
It appears, from the foregoing statements, that the China trade, employing, annually, one hundred and forty first-rate vessels, and a large amount of capital, constitutes a very important branch of modern commerce: this trade has always been carried on, and still exists, under circumstances peculiar to itself: it is secured by no commercial treaties, regulated by no stipulated rules: mandates, and edicts not a few, there are on “record,” but these all emanate from one party; still, the trade lives, and, by that imperial favour which extends to “the four seas,” flourishes and enjoys no small degree of protection.
All vessels arriving on the coast of China, are, unless destined for the harbour of Macao, or the port of Canton, considered by the Chinese authorities, as intruders, and as such, must instantly depart. Year after year, however, vessels have found a safe and convenient anchorage at Lintin and its vicinity, where a large amount of business, including nearly the whole of the opium-trade, is transacted.
Those vessels that are to enter the Bogue, must procure a permit, and a pilot, at the Chinese custom-house, near Macao: the pilots, having received license to act, must proceed on board immediately, and conduct the vessel to the anchorage, at Whampoa.
As soon as the ship is officially reported at Canton, arrangements are made for discharging and receiving cargo, the whole business of which is sometimes accomplished in three weeks, but usually, it extends to two or three months. Before this business can proceed, the consignee, or the owner of the ship, must obtain for her a security merchant, a linguist, and a comprador; and a declaration must be given, except by those of the East India Company, that she has no opium on board. The security merchant, or individual who gives security to government for the payment of her duties, and for the conduct of the crew, must be a member of the co-hong; this company is composed at present, of twelve individuals, usually called hong-merchants: some of these men rank among the most wealthy and respectable inhabitants of Canton: they pay largely for the privilege of entering the co-hong: when they have once joined that body, they are seldom allowed to retire from the station, and, at all times, are liable to heavy exactions, from the provincial government. Formerly, the whole, or nearly the whole foreign trade, was in their hands: within a few years, it has extended to others who are not included in the co-hong; and who are commonly called outside merchants.
The linguists, so called, hold the rank of interpreters: they procure permits for delivering and taking in cargo; transact all business at the custom-house, keep account of the duties, &c.
The comprador provides stores, and all the necessary provisions for the ship, while she remains in port.
The port-charges consist of measurement-duty, cumshaw, pilotage, linguist and comprador’s fees. The measurement-duty varies: on a vessel of three hundred tons, it is about six hundred and fifty dollars, and on a vessel of about thirteen hundred tons, it is about three thousand dollars: the tonnage, however, affords no fixed criterion for the amount of measurement-duty. But, for all ships, the cumshaw, pilotage, linguist and comprador’s fees, are the same, amounting to two thousand, five hundred and seventy-three dollars.