Travels in the Steppes of the Caspian Sea, the Crimea, the Caucasus, &c. Xavier Hommaire de Hell

whilst Trebizond alone annually sends out more than 50,000,000 worth of English goods into the various adjoining countries.

CHAPTER V.

       Table of Contents

      NAVIGATION, CHARGE FOR FREIGHT, &c. IN THE BLACK SEA.

      Of all the seaboard of the East, the coasts of the Black Sea are those from which the expense of freight are the greatest. Different circumstances combine in producing this effect. 1. The amount of importation being inconsiderable, most of the vessels must arrive in ballast, or with a very scanty cargo. 2. The vessels are exposed to long delays in the Archipelago, and still more so in the Dardanelles and the Bosphorus. Fifty days may be taken as the average duration of the voyage from Marseilles, Genoa, Leghorn, or Trieste, to Odessa. It does not take longer to reach America from the same ports, by a voyage at once less difficult and more lucrative. 3. The Black Sea is situated at the extremity of the inland seas of Europe, and its coasts, which have little traffic, especially with each other, offer few resources to merchant vessels; so that if there is nothing profitable to be done at Odessa or Taganrok, a ship has no alternative but to take freight at ruinously low prices, or to return in ballast, and retrace some hundred miles of a route on which it has already incurred such delays. Certain merchants often take advantage of the distressing position of the masters, and for many years past, a part of the profits on some goods sent to the Mediterranean, has regularly consisted in the sacrifices to which the shipowner has been compelled. 4. The passage through the Straits of Constantinople subjects vessels freighted in the Russian ports for those of the Mediterranean, to a quarantine which, besides consuming from thirty-five to forty days, always entails considerable expense. It is generally reckoned that it takes a vessel fully six months to accomplish the voyage both ways between a Mediterranean port and Odessa, and to get pratique again, even supposing it to have tolerably favourable winds, and to obtain cargo almost immediately in the Black Sea, a thing which unhappily occurs very seldom. Now a Mediterranean brig of 275 tons, or 200,000 tchetverts' burden, has a crew that costs at least 800 rubles a month for wages and keep. If we add to this, for wear of rigging, insurance, and harbour-dues 400 rubles, we shall have more than 1200 rubles a month for ordinary expenses, without reckoning what storms and other casualties may occasion. Thus the cost of a six months' voyage will amount to 7200 rubles.

      Before 1838, the average price of freight in paper rubles was as follows:

		Per Tchetvert.	Per 2000 Tchetverts, or 275 Tons.
For	Constantinople	1.40	2,800
	Trieste	2.33	4,666
	Leghorn	2.66	5,332
	Genoa	4.25	8,500
	Marseilles	2.40	4,800
	Holland	5.75	11,500
	England	7.00	14,000

      From this table it appears that the freights did not pay the ordinary expenses of the vessels, with the exception of those bound for England, Holland, and Genoa, under the Sardinian flag.

      Odessa has hardly any intercourse with the portion of the Black Sea coast subject to the Sultan, but it often furnishes cargoes for the banks of the Danube, to vessels of not more than twelve feet draught. These vessels usually proceed to Galatz and Ibraïla. Those which have no return cargo, touch at Toultcha and Isacktcha, to take in firewood; others ship a cargo at Galatz and Ibraïla, for Constantinople and the Mediterranean. Good prices for freight are generally procured in the Danube, particularly of late years. The progress of agriculture in the principalities, and the facilities met with in their ports, attract foreign captains, and many of them have entirely forsaken Odessa for Galatz.

      The government supplies, the war in the Caucasus, and private speculations likewise afford employment to a certain number of vessels between Odessa and the Russian provinces of the Black Sea, and the Sea of Azov. The prices of freight in these cases depend on the greater or less demand, but they are always kept very low by the competition of Kherson lodkas (large coasting vessels). These lodkas ply at a very cheap rate, but they are exposed to risks which ought to make them less sought after than better built and better commanded vessels. The passage from Odessa to Taganrok, is tedious and expensive, above all for vessels which are obliged to be accompanied with lighters, in order to pass the Straits of Kertch where the waters are low, and must then anchor in the Taganrok-roads, at a distance of ten from the shore. We may confidently estimate the voyage between Taganrok and Odessa both ways, as of two months' duration.

      Thus navigation is hardly more prosperous than trade itself. If it Has hitherto maintained a part of its activity, this must be attributed to the great number of vessels belonging to the Mediterranean, to the influence of a past period, fertile in profit, and to commercial routine. Nevertheless, a revolution is gradually taking place, and already many vessels that formerly frequented the Russian ports, have found means to employ themselves advantageously on the Ocean. We find their names mentioned in foreign journals, in the shipping intelligence from America and India, and it is probable they are quite as successful there as others that have not yet chosen to visit the coasts of Southern Russia.

CHAPTER VI.

       Table of Contents

      AGRICULTURE AND MANUFACTURES OF SOUTHERN RUSSIA—MINERAL PRODUCTIONS—RUSSIAN WORKMEN.

      In justification of its prohibitive system, the government alleges the protection and encouragement it owes to native industry. Now it is evident that absolute exclusion cannot favour industry. The high tariff, it is true, seems to secure a certain market for Russian manufactures; but it results from it that those manufactures, being kept clear of all competition, are worse than stationary; for the manufacturers, whose number is very limited, agree among themselves to turn out exactly the same sort of workmanship, and in the same proportion. Moscow is now the centre of all the manufactures of silk, cotton, and woollen stuffs, shawls, &c.; yet, in spite of all the privileges secured to those establishments by the tariff, a great number of them have failed of late years. Their goods have become so bad that they could no longer compete in sale with smuggled articles. In 1840, or 1841, the emperor made a journey to Moscow, on purpose to preside over the meeting of manufacturers; but unfortunately ukases and proclamations are inefficient to create a body of manufacturers; the imperial desires in nowise altered the face of things.

      There are at this day, in Russia, two great branches of manufacturing industry, one of which, employing the raw materials furnished by the soil, such as iron, copper, and other metals, belongs properly to Russia, and has no need to fear foreign competition. It is true we cannot speak very highly of the Russian hardware and cutlery, but they find a sure sale, the inhabitants caring more for cheapness than quality. The most important manufactures of this sort are established at Toula, and in the government of Nijni Novgorod; the materials are furnished