The growth of wheat and the rearing of cattle, chiefly Merino sheep, are the main sources of wealth in these regions. The best cultivated tracts are, in the first place, those occupied by the German colonies, and next, the environs of Podolia and Khivia. But the most productive soil is, unquestionably, that of the north-east of the government of Iekaterinoslav, where the surface of the country is more varied and better irrigated. Unfortunately, the inhabitants have scarcely any markets for their produce.
The grand want of this part of the empire is, the means of transport. Within the sixty years or thereabouts, during which the Russians have been in possession of these regions, they have founded many towns and erected many edifices to accommodate the public functionaries; but they have completely forgotten the most important thing, the thing without which agriculture and trade can make no progress worth speaking of. There are no causeways anywhere; the roads are mere tracks marked out by two ditches a few inches deep, and a line of posts set up from verst to verst to mark the distance. But usually no account is made of the imperial track, and the wheel-ruts vary laterally over a space of half a league and more. With every fall of rain the course of the road is changed. In winter, when snow-storms and fogs prevail, travelling in New Russia is beset with serious perils. It is then so easy to wander from the route, that travellers are often in danger of losing themselves in the steppes, and dying of cold.
Bridges over the streams and rivers are as rare as causeways, and where any exist they are so defective, that drivers always try to avoid them, and so save their vehicles from the chance of being broken. Whenever the traveller is suddenly roused up from a sound sleep by a violent shock, he may be certain he is passing over a bridge or a fragment of a causeway. Spring and autumn are the seasons when he has most reason to curse the bad management of the Board of Bridges and Roads, for then the roads are impracticable: the smallest gully becomes the bed of a torrent, and communications are often totally interrupted. The consequence is that the transport of goods can only be effected in winter and during four months of summer. Nor must we allow ourselves to imagine that sledging is a very safe mode of carriage; the snow-storms cause great disasters, and if the winter be at all rigorous, an enormous number of draught oxen are lost.
Every one knows what fine rivers nature has bestowed on New Russia. The Dniestr and the Dniepr are two admirable canals, which, after having traversed the central parts of the empire and its most fertile regions, terminate in the Black Sea. Their navigation, if well managed, would certainly compensate largely for the difficulties in the way of constructing roads, and might amply suffice for the wants of the population. But, as we have said in our chapter on the commerce of the Black Sea, every thing in Russia bears deplorable proof of the supineness of the government. It must, however, be owned that it is not to be reproached in every case with want of the will to do better; for recently, upon the enlightened solicitation of Count Voronzof, it was determined to establish on the Donetz, one of the confluents of the Don, a steam-tug to take in tow the coal-barges of the government of Iekaterinoslav.
The two grand obstacles which, in our opinion, impede the accomplishment of useful works in Russia, consist in the self-sufficient incapacity of the ministry of finance, and in the peculation of the functionaries. Count Cancrine[9] may be an excellent bookkeeper; we grant that he possesses no ordinary talent in matters of account; but we believe, and facts demonstrate it, that his administration has greatly diminished the financial resources of the empire. The man possesses not one enlarged idea, no forecast; he sacrifices every thing to the present moment. Every item of expenditure must bring in an immediate profit, or he looks on it as money mis-spent; he can never be brought to understand that all capital expended in promoting agriculture and trade, returns sooner or later to the exchequer with large interest.
In 1840, a landowner, deeply interested in the navigation of the liman of the Dniestr, after many fruitless efforts, at last succeeded by stratagem in inducing him to establish a small steamer on those waters, in order to facilitate the commercial intercourse between Akermann and Ovidiopol. The salt works of Touzla, situated in the vicinity, were to advance the necessary funds to the directory of the steamer, and although that directory was entirely dependent on the government, it was, nevertheless, obliged to enter into an engagement for the repayment of the small sum advanced, within a specified time. The steamboat was set plying; but whether from mismanagement or from other causes, no profit was realised in the first few years; on the contrary, there was some loss. Angry expostulations on the part of the ministry soon followed; and for a while there was an intention of suppressing the new means of communication, though so highly important to both banks. Such is the behaviour of the ministry on all industrial or commercial questions. We shall have many other facts of the same kind to mention, when we come to speak of Bessarabia and the Crimea.
Now for an anecdote exemplifying the proceedings of the Board of Roads and Ways.[10] It was proposed by Count Voronzof in 1838, to have a bridge constructed over a brook that crosses the road from Ovidiopol to Odessa, and which is twice every year converted into a torrent. The chief engineer of the district having estimated the expense at 36,750 rubles, the scheme was discountenanced by the ministry, and the bridge remained unbuilt for four years. In 1841, Count Voronzof visited Bessarabia, and his carriage was near being overturned on the little old bridge by which the brook is crossed. "It is very much to be regretted," said he to M——i, who accompanied him, "that there is not a suitable bridge here; the ministry would not, perhaps, have refused to sanction it, if the engineers had been more moderate in their demands."
Some days afterwards M——i sent for an Italian engineer, and put into his hands a statement of all the measurements on which the government engineers had founded their estimate. The Italian asked at first 8400 rubles, and finally reduced his demand to 6475. M——i hastened to lay his proposal before Count Voronzof, who was amazed, and instantly accepted the terms. The bridge was to be forthwith constructed. It was not long before the chief engineer visited M——i, and beset him with reproaches and remonstrances, to which the former replied thus: "My good sir, I have not slandered you, nor do I bear you the least enmity. I wanted a bridge that I might visit my estate without danger. It is not enough to have a steamer on the liman of the Dniestr, unless one has also the means of making use of it. Your demand for the execution of the works was 36,750 rubles; another person, who has no desire to lose by the job, is content to perform it for 6475. I am sorry you think he has asked too little. Be that as it may, I shall have the bridge, and that was a thing I had set my mind on. Excuse me this once."
We see by this, with what difficulty useful improvements are effected in Russia. The most earnest and laudable purposes are constantly frustrated by the vices of the administrative system. Unhappily there never can be an end to the fatal influence and the tyranny everywhere exercised by the public functionaries, until a radical reform shall have taken place in the social institutions of the empire; but nothing indicates as yet that there is any serious intention of effecting such a system.