Through Finland in Carts

by Mrs. Alec-Tweedie

The fire burns for ten days and nights, during which time it is never left, a man always staying beside the tervahauta to see no accident disastrous to the tar happens. As the heat inside increases, the tar gradually begins to drop through the wooden pipe into barrels below, and from sixty to two hundred of them may be extracted from one kiln load. Needless to say, one man cannot move the filled barrel and replace it with an empty one, so, whenever such a change becomes necessary, by means of a shrill whistle he summons a companion to his aid; at other times he sits alone and watches for hours together the smouldering flames.

Making the barrels is another Finnish trade, and the peasants, who manufacture them in winter, get from eightpence to tenpence each, for they have to be very strong. It is, indeed, much more difficult to make a tar-barrel than a water-cask.

Here ingenuity has to come to the peasant's aid; each barrel, when filled, weighs about four hundred pounds, and has to be conveyed from the forest country to the nearest waterway or town. Finns rise to the occasion, however. They take thick pieces of wood, on to which a kind of axle is securely attached, and adjusting them by means of ingenious pegs fixed at both ends of the barrel, where the side pieces of wood project beyond the actual top and bottom, the cask itself practically becomes its own wheels. Wooden shafts are fixed from the axle to the horse's collar, and though, with his queer load, the little ponies are not beauties to look at, they are marvels to go, trotting along over tree trunks and stony boulders to the nearest waterway, the barrels following—carriage and wheels in one.

After many vicissitudes this tar arrives at the end of its land journey—but if that be on the frontier of Russia, it may still have two hundred and fifty miles of river, lake, and rapid to traverse before it reaches Uleåborg, where it is transhipped to England, America, and Germany.

It had been arranged that we were to descend the wonderful rapids from Kajana to Uleåborg, a day and a half's journey; but we wanted to taste something of the ascent as well,—there is no down without an up, and we thought we should like to try both. The tar-boats that go down the Oulunjoki river, heavily laden with their wares, take two or three days, and have to come up again empty; this is the heaviest and most tiring part of the whole performance to the boatmen, and cannot be accomplished under two or three weeks. They sometimes bring back five hundred or six hundred pounds of salt or flour, for although they take down twenty-five or thirty times as much as this in weight, they cannot manage more on the return journey, when, to lighten the boat as much as possible, they even take off the top planks or bulwarks and leave them behind at Uleåborg, putting new bulwarks a foot broad made of half-inch plank before the next downward voyage.

A tar-boat is a very peculiar craft, and, when one sees it for the first time, it seems impossible that anything so fragile can travel over two hundred miles by river, rapid, lake, and cataract. The boats are generally from thirty-five to forty-five feet long, but never more than four feet wide, or they could not be steered between the rocks of the swirling cataracts. They are pointed at both ends like a gondola, but it is not the narrowness and length that strike terror into the heart of a stranger, but rather the thinness of the wood of which they are built. The boat is made of the planks of well-grown trees, which planks, though over a foot wide, are sawn down to three-quarters of an inch thick, so that in the strongest part only three-quarters of an inch divides passengers and crew from the water, that water being full of rocks and swirling whirlpools. Four planks a foot wide and three-quarters of an inch thick, as a rule, make the sides of a tar-boat, not nailed, be it understood, but merely tied together with pieces of thin birch twig! Holes are bored, the birch threaded through, securely fastened, and then, to make the whole thing water-tight, the seams are well caulked with tar. This simple tying process gives the craft great flexibility, and if she graze a rock, or be buffeted by an extra heavy wave, she bends instead of breaking.

From all this it will be inferred the boat is extraordinarily light, or it could never be got home again—but when twenty-four or twenty-eight barrels, each weighing four to five hundred pounds, are in it, the water comes right up to the gunwale, so an extra planking of a foot wide is tied on in the manner aforementioned, to keep the waves out, and that planking is only half an inch thick. Therefore the barrels are only divided from the seething water by three-quarters of an inch, and the waves are kept back by even a slighter barrier.

It is amazing that such a long fragile craft can survive that torrent of water at all.

When the last boats go down in October, ice has already begun to form, and they frequently suffer very much from its sharp edges, for which reason the perils of those late journeys are often hideous. When the tar-barrels reach Kajana from the forests they are only worth from twelve to eighteen marks each, and if one considers the labour entailed to get them there, it seems remarkable that any profit can be made out of the trade. Very cleverly the heavy tubs are lifted by a crane into the boat, which is just wide enough to take them in twos and twos lengthwise—three or four perhaps being placed on the top of all. The biggest cargo consists of twenty-eight barrels. Before the tubs are really shipped they are tested, as wine is tested, to see that the quality is all right, and that they are worth the perilous carriage. So many of these boats ply backwards and forwards during July, August, September, and October, that sometimes as many as a hundred will pass Kajana in one day. This gives some idea of the industry and its enormous importance to that vast tract of country. Indeed, from 50,000 to 70,000 barrels find their way down the Uleåborg river alone during these months.

Owing to the courtesy of Herr Fabrikor Herman Renfors, to whom the Governor of the Province had kindly given us an introduction, we went a mile and a half up the rapids and through a couple of locks in his private tar-boat, just for the experience. The heat being tropical, we did not start till six P.M., when we found Herr Renfors waiting at the entrance to the first lock, as arranged, in a real tar-boat, which he was steering himself, for, being an enthusiastic fisherman, he goes out alone for days at a time, and can steer up or down the rapids as well as any pilot. No one who has not seen a rapid can realise the nerve this requires. Seats had been roughly put in for us to sit on, otherwise, as a rule, except for the oarsmen's bench and the barrels, these boats are absolutely empty. Our friend, the steersman, sat at the bow, and with a sort of oar, held in position by a rope of plaited straw fixed a little on one side, guided the fragile bark. First we had to go into a lock. Any one acquainted with a nice wide shallow Thames lock may think he knows all about such matters; but in reality he does nothing of the kind. For this Finnish lock, and there are two of them close together, is very long, forty-five feet being required for the boat alone, and nearly as much for the rush of water at each end to prevent that single boat being swamped. As the rise of water is over twenty feet, the lock is some forty feet deep and only six or seven feet wide. The walls are tarred black, and, although the sun blazed outside, when we entered this long narrow vault the air struck chill and cold, and it was so dark and weird that it seemed like going into an underground cellar, or an elongated coffin. As those massive wooden doors closed behind us, we felt as though we were about to be buried alive in a well, or were enacting some gruesome scene fitted for Dante's wondrous pen when dipped in ink of horror. The gates slammed. The chains grated. The two oarsmen steadied the boat by means of poles which they held against the sides of those dark walls, the steersman with another pole kept her off the newly shut massive wooden door—and then—oh! we gasped, as a volume of water over ten feet descended a little in front of us, absolutely soaking the oarsmen, and showering spray over every one.