'Central Asia. Part V. A contribution towards the better knowledge of the History, Ethnography, Topography, and resources of part of Asiatic Turkey and Caucasia' [‎101] (116/360)

101
CAS
Infa rud flow the Lake of Enzelli, and the Suf^d Rud, Sliimerud, Langarud,
Shalmon, Belisar, Norud, Garason, Pul-i-rud, Gazi rud, Larthijan, Mazi rud,
Sirkerrehrud, Hassanabad, Usian, Miandeh rud, are also in Ghilan, while
the Sarkom Atchi rud, Turparu Sarimru, Bor-i-Shi, Nusaru, Kiarleheru,
Sher-i-rud, Vashek, Shah Kellan, Mazzur, Til-i-rud, Ukihsar, Izzarud, Pas-
sendeh Asp-i-chai, Leizabad, Til-i-rud Palengarud, Kellarurud, Nimakal md,
Norud, Rudpesh, Sardab rud, Chalus, Kerparusah, Hari rud Mazike rud,
Dusdike rud, Numakab rud, Alam rud, Kalheru, Alam rud Sulerdeh, Rustam
rud, Izzutdeh, Haraz, Jorlor, Siaru, Tegin, and the Kulbad are in Mazanderan,
and the Chiparkendi, Su-i-mahaleh, Kurd mahaleh ehai, Kora su. Many of
these rivers have water in them always, but others are dry, but all are danger
ous torrents after rain in the mountains, stopping communication till they
subside.
Of the West coast I have not much information. Chesney says the coast
of DaghistSn is shallow.
The Russian Government sends a vessel every year to survey the coast of
the Caspian as the soundings Measurements of the depth of a body of water. are continually altering. The sailors of the
Caspian fleet are made to serve alternately in this sea and in the Baltic.
The vessels used for the navigation of the Caspian may be divided into
five classes according to the character of their build. The first comprises
ships that visit all the ports of the Caspian indiscriminately; the second,
those that ply only in the neighbourhood of Astrakhan; the third, those
that confine themselves to the mouths of the Volga from Astrakhan to the
. sea; the fourth, the river boats that never quit the Volga; and the fifth,
those belonging to the Persian Provinces.
The ships that visit the ports of the Caspian are called ' shkooutes/ and
their hulls are not unlike those of Dutch vessels. They are built of bad
timber, and in defiance of all rules. Their number, though greatly ex
ceeding the demands of commerce, is not above eighty; they gauge from
1,000 to 2,000 hectolitres. Ship-owners generally buy old hulls in Nijni
Novgorod, and turn them into ' shkooutes/ without ever reflecting that their
craziness and want of regularity makes them exceedingly dangerous as sea
going vessels. And then the command of them is given to ignorant pilots,
who fill the office of Captains in all but the name. The crews consist of
from ten to sixteen, and these being chosen by the sole test of cheapness,
the result is that the navigation of the squally and formidable Caspian is in
very bad repute among merchants.
The ' shkooutes ' are employed in conveying Russian and Persian goods, and
the workmen, materials, provisions, and produce, belonging to the fisheries
situated between Salian, Siphitourinsk, Akhrabat, and Astarabad, and in
carrying victuals and stores to the garrisons in the eastern ports of the
Caucasus.
Of all these transports, those of the Crown alone afford the shippers any
chance of profit. The Russian authorities and merchants themselves confess
that there is no longer any thing to be got by conveying merchandise from
Astrakhan to Persia. Twenty years ago the freights obtained for heavy
goods were from I'SO roubles to 3 per pood, and from 6 to 10 roubles
for light and bulky goods. Now the freight for the former does not exceed
from 40 to 70 copeks, and that of the latter never amounts to one rouble.
The return charges cannot be stated with accuracy, since they depend on
the quantity of goods to be shipped, and the number of vessels ready to