is well spent, the wind generally remains fresh from the same quarter for upwards of twenty-four hours, and finally backs round to the S.W., when it gradually breaks up.

Off

When drawing up to Pulo Condore from the S.W., the regular soundings when distant from it about forty or fifty miles are 18 to 17 fathoms, which will be carried close up to its western extreme. its southern and eastern sides in a N.E. direction upwards of seventy miles, even bottom in from 18 to 19 fathoms will be found, while in a northern direction between it and the Cambodia rivers, there are regular depths from 14 to 15 fathoms, the water shoaling gradually as the low lands at the mouth of the rivers are approached.

When the East end of Pulo Condore is brought to bear South with a westerly wind and lee current, steer northward, and the ship will soon gain the edge of the bank fronting the Cambodia rivers, and extending to the mouth of the Saigon River.

Strong freshes run out of these rivers during this monsoon, and join the sea current, whereby ships are obliged to keep the edge of the bank aboard to prevent being set to leeward of the meridian of Cape St. James. The lead should be kept constantly going while steering along the edge of the bank, keeping in not less than 10 fathoms. Should the water begin to shoal, keep off to the eastward, when it will soon deepen, as the soundings are pretty regular about here.

Continue along the edge of the bank with these soundings until Cape St. James is brought to bear about N.E., then steer direct for it, to avoid the coral patch off the cape.

Having arrived at Cape St. James, proceed on and anchor in midchannel off point A. if the tide is ebbing; if not, brace up and work to windward in a N.W. direction until point A. is brought to bear S.E.b.E., and the group of trees on point B. W. 4 N., or the frigate W. N., then work up for the mouth of the river on these bearings, keeping the lead constantly going and not shoaling the water under 7 fathoms.

This is the rainy season at Saigon, and the prevailing winds are from the West and S. W. Ships are able to partly drop and sail up the river in this monsoon. But when under canvas be prepared for heavy squalls with rain from the West and S.W., which travel across the southern part of Cambodia from the gulf of Siam. The tides also are stronger and of longer duration now than in the N.E.

monsoon.

Having arrived at the frigate and complied with the regulations, at a favourable opportunity get away at low water with a westerly or south-westerly commanding breeze, and proceed up the river, making short tacks, if necessary, in the upper part of this reach between points E. and D.

When standing over to either side of the river above the branch C., do not shoal the water to less than 10 fathoms; but having rounded point E., in working approach either side to any distance as both shores are steep to.

When close to the four arms, the water deepens suddenly from 12 to

17 and 20 fathoms, and it would be advisable to pass these rivers under canvas, until beyond the influence of their conflicting currents, and shoaler water is met with.

In kedging or sailing past these rivers with the flood, keep in or about mid-channel, and be guarded against the tide, which sets strong from the N.W. arm into the small river below point J. Having cleared the small river at J., proceed, sailing or kedging, according to the size or handiness of the ship. The flood tide at the rivers K and L enters the main branch, consequently ships passing their mouths will be set on the opposite shore.

Having passed the point O., if under sail, I would advise taking it in, and kedging past the coral bank, with the anchor under foot in the manner formerly mentioned, as it very seldom happens in this monsoon that a ship can luff round the point P. and clear the bank.

In passing this bank with a fresh wind, and flood tide, take great care to starboard the helm quickly when rounding the painted tree off the point P., as the tide sets from that point directly into the opposite bight, and ships from neglect of this precaution would be apt to tail on the West end of the bank. Having cleared it, proceed, and pass the mouth of the river at R. closely, as the flood tide sets out of it over to the opposite bank.

When under sail or kedging, pass the point S. in mid-channel, and make directly over to the letter U., as the flood rushes out of the river at S., and sets over to the point T., sweeping the tail of the Danger Bank. Ships are very apt to be set on the South end of this bank when kedging past, if the point of the river opposite S. be not kept close aboard.

Continue on and give point V.* a close shave in passing, as the greater bulk of the flood tide runs to the northward, which is apt to carry vessels beyond the mouth of the smaller river, and with a head wind would lose a tide or so in getting back again. Whereas by hugging the point close, a couple of tacks will easily clear the reach, then bear away for Saigon and drop up to the shipping at leisure.

From Saigon to Canjio the ebb tide from the main branch enters the minor rivers and flows in a circuitous direction to the sea: whilst the flood, on the contrary, empties itself into the principal stream, the small river at J. being the only exception.

Saigon to Singapore,-S. W. Monsoon.

Ships leaving Saigon city in the S.W. monsoon, find little difficulty in getting down to Cape St. James, as the prevailing winds are almost invariably favourable for most of the reaches in the river.

When large ships cannot be worked through the smaller reaches, or are obliged to kedge, in consequence of foul winds, &c., the directions

Ships dropping up or down this part of the river should, if possible, avoid the deep bight to the westward of point V., and keep close to the opposite point; as there are some obstructions in the bottom of that bight, by which vessels have lost their anchors.

already given for dropping down in the N.E. monsoon will be applicable. During settled weather in this monsoon the sea breeze sets in from S. W., South, S.E., and sometimes E.S.E. at Cape St. James. From Canjio work out of the bay with the ebb tide to the cape, following the directions already given for the N.E. monsoon. Many good passages have been made by keeping the Cambodia coast aboard as far as the Brothers or Pulo Oby, and then crossing the guif of Siam with a strong north-westerly wind until the Malay coast is reached, and afterwards working with the tides, keeping close inshore, by passing inside of the Timoan Group Siribuat and Pulo Sibu,* and thence to the straits of Singapore, taking advantage of the regular tides and the land and sea breezes which prevail during settled weather in this

monsoon.

This route is generally adopted by ships from Siam and sometimes from Saigon; but the passage to the eastward of the Great Natuna is considered the best, particularly for large vessels.

Ships leaving St. James should take every advantage of the North and N.E. winds which frequently blow at night, and in some parts of the day, within a short distance of the coast, by running to the S.W., until the regular monsoon breaks them off to the S.E. These local winds often carry ships forty or fifty miles to the S. W. of Pulo Condore without any interruption.

While standing over to the S.E. the full strength of the S.W. current will be met with about the Charlotte Bank; it gradually decreases and becomes slightly favourable when the Great Natuna is brought to bear S. W.

Hereabouts S.E. and easterly winds will generally be met with, and smart sailing ships frequently pass through the channel between Subia and Low Island, and fetch direct into the straits of Singapore.

Strong westerly winds with rain frequently happen during the early part of this monsoon, and from this cause or by fetching 2° or 3° to the eastward of the Great Natuna with scant southerly winds after leaving the Cambodia coast, dull sailing vessels have often made the northern part of Borneo about the meridian of Cape Siric. When this is the case, make for the Api passage, keeping the N.W. coast of Borneo aboard from Tanjong Datoo until the Boorong Islands are reached. This will be accomplished without difficulty, for strong land and sea breezes prevail, and the current is weaker near the coast. The current in the offing runs strong to the northward and through the Api passage. Ships coming through this passage should never shoal their water to less than 12 or 14 fathoms between Tanjong Datoo and Tanjong Api, and should never pass them nearer than two

*The inside channel extending from Pulo Sibu to Siribaut, and formed by a chain of islands and rocks parallel to the main, is a good and safe one, having but few hidden dangers, and good anchorage all the way through. The large scale Admiralty charts for this part of the Malay peninsula are very

correct.

Many vessels through leaving the coast of Borneo too soon, have fetched no higher than Pulo Aor or Pulo Timoan.

NO. 1.-VOL. XXXII.

C

or three miles, but should be ready to anchor in it and on any other part of the coast, as the tides are greatly influenced by the currents, which often change without warning.

Leaving the Boorong Island, pass either North or South of the Tambelan group. Should the wind be scant from the S.W. after leaving these islands, steer as high as possible, and endeavour to make Pulo Panjang, off the East side of Bintang Island.

Enter Singapore Straits by the South Channel, giving the N.E. point of Bintang good berth of two and a half to three miles when rounding it, to avoid the Postilion Reef and the strong irregular tidal currents about there. In the S. W. monsoon the southern shore of the strait is the weather side, and ships coming in should keep it aboard, and be cautious in passing the mouth of Rhio Straits, as the flood tide sets directly into it.

The following are the regulations of the commercial port of Saigon : Duties of Captains on arrival.

Art. 1. It is strictly forbidden to introduce any arms or munition of war into Cochin China.

2. Ships destined for Saigon will anchor on their arrival in the bay of Cape St. James near the guard ship. They will communicate with her on their bills of lading, &c., and will make a declaration of the arms and ammunition on board for the defence of the ship.

Before leaving the anchorage of Cape St. James for Saigon, the captains will receive from the officer commanding the guard ship a pass, stating that the above mentioned requirements have been complied with.

3. He will moreover receive (the case requiring it) a paper stating the quantity of arms and ammunition on board. These same quantities are to be reproduced at his departure, in accordance with the permit, unless properly accounted for by their legal disposal, under a fine of 100 dollars, and its legal disposal as provided against the illicit sale of gunpowder and munitions of war.

The vessel breaking this article will be detained until the fine is paid or the deficiency is properly accounted for.

4. Ships proceeding up or down the river must receive the visits of the French ships of war.

The suppression of opium will render it necessary that one or two of their officers should be on board vessels while in the river. These officers will go on board the moment the vessels arrive.

5. Vessels destined for Saigon, on coming down the river are forbidden to leave the main branch of it to follow under any pretence whatever any of the several streams leading from it. The breaking of this regulation will incur a severe fine.

6. Captains of vessels on arriving at Saigon will receive directions from the captain of the port as to their berths and how they are to be secured. They will conform with the present regulations for the

safety of the port as well as concerning their crews landing that will be communicated to them by that officer.

7. Excepting under unavoidable circumstances merchant ships will never be fastened to the post fixed below the South fort. The space

set apart for the merchant shipping is comprised between this and the Chinese river.

Merchant ships will have the jib booms run in and the lower yard arms topped up. A clear space through which vessels may freely pass will be preserved on the left bank of the river.

Duties of Commanders in Port.

8. As soon as the ship is perfectly secured, her commander will repair to the office of the captain of the port, to whom he will produce his pass from the guard ship at Cape St. James, as well as other papers, the manifest, list of men, bill of lading &c. He is not to commence his commercial proceedings until he has permission from the captain of the port.

9. Commanders are required to send to the chief officer of police a list of the names of all their passengers.

European passengers are to be informed by the commanders that they are to appear at the police office within twenty-four hours after the ship's arrival.

Passengers of Asiatic origin are not to quit the ship without special permission of the chief officer of police.

Every infraction of this article will be followed by a fine on the commander of 20 to 50 dollars, independently of the tax levied on Asiatics landed without authority.

All false declarations will incur a fine of 50 dollars.

10. All vessels anchored at Saigon are required to pay in the first eight days after their arrival, anchorage dues of half a dollar for every ton of measurement. The tonnage for sailing vessels is determined by the order of 18th of November, 1837, and for steamers by that of 18th of August, 1839. The ship and her cargo will be held responsible for payment of anchorage dues.

French and Spanish vessels are exempt from anchorage dues as well as those those freighted by the French government and those in ballast.

11. The payment of this duty clears the ship from all dues of customs as well as import and export dues on commerce. Opium only is admitted on a duty of 10 ad valorem, pending the forbidding of opium.

The introduction or attempt at introducing this article fraudulently, will incur, besides the confiscation of the article, a fine of 50 to 200 dollars.

12. Ships of all nations will pay, in the course of eight days after their arrival at Saigon, light dues of 3 cents per ton of measurement. This duty will be paid but once a year by the same ship or junk. The following vessels are exempt from this duty.

Ships of war of all nations.