This new system, which was in fact an interdict upon the Sea of Azof, told of course in favour of Kertch. But the factitious prosperity of that town appears to us to have already reached its utmost limit, and we doubt much that the best devised or most stringent orders can ever give to its port those elements of commercial prosperity which nature has refused to it. Hence we see, that to avoid the delay and cost of the Kertch quarantine, the merchants of Taganrok and the neighbouring towns, use lighters almost exclusively to carry their goods to the vessels moored in the Cimmerian Bosphorus. On their arrival in the channel, these lighters are put into the hands of the crew belonging to the vessel to be freighted, and their men remain on shore during the trans-shipment. This being accomplished, the lighters are fumigated for twenty-four hours, and then taken back by the lightermen to the Sea of Azof. All these operations, however, are tedious, costly, and uncertain; and the only reason why the merchants have adopted this plan of proceeding is, that they all are reluctant to incur the great expenses of storing their goods in Kertch, and that the paucity of lighters, together with the irregularity of the winds, and the many shoals in the Sea of Azof, render shipments extremely expensive, so that no additional charge could be easily borne. At the opening of the navigation in 1839, freight between Taganrok and Kertch cost as much as four rubles per tchetvert of wheat, and 1-1/2 in the course of the summer. M. Taitbout de Marigny, who has paid great attention to all these matters, estimates the freight charges in question as equivalent on the average to those usually paid to Black Sea vessels bound for the Archipelago.[78]
A remarkable result of this whole system of quarantine and customs is as follows. Suppose two vessels start simultaneously from the Mediterranean, the one for Taganrok, the other for Odessa, and that the latter failing to obtain a cargo, shall quit Odessa after its fifteen days' quarantine, and sail for the Sea of Azof: there is every probability that after remaining at Taganrok long enough to take in its cargo, it will on its return still find the first vessel in the Kertch roads, waiting to complete the formalities required before it can enter the Sea of Azof. Such measures as these, would inevitably keep aloof from the ports of the Sea of Azof, and even from that of Kertch, every vessel that was sure of its cargo beforehand. It is needless to insist afresh in this place on the superiority of Theodosia, considered as a general entrepot of the goods arriving in the Sea of Azof, and of those which might have flowed directly into its port through the Isthmus of Arabat.
As for the commercial resources belonging intrinsically to the town of Kertch, it is enough to look at its situation at the extremity of a long, depopulated, and sterile peninsula, and its distance from every route, whether political or commercial, to be assured that they must be quite futile. Seven years after the creation of its port, the annual customs' revenue had not risen above 1200 rubles. In 1840, the whole quantity of corn that had issued from the town of Kertch since its origin, whether directly or through the medium of its entrepots, scarcely amounted to 5000 tchetverts, and the receipts of the custom-house for the same year were but 695,130. If from this sum we deduct 551,108, the amount of the excise on salt destined exclusively for Russian consumption, and a further considerable sum produced by other imposts, there will remain an exceedingly small amount to represent the nett commercial revenue. The port of Kertch has, therefore, by no means fulfilled the grand expectations so foolishly conceived of it; it has ruined the great city of Theodosia, robbed the Crimea of its commercial importance, cut off all chances of prosperity from the ports of the Sea of Azof, and crippled navigation; and all this without any profit worth speaking of to itself, and without the least prospect of ever rising above the low condition in which it is doomed to vegetate, both by its geographical situation, and the nature and configuration of the adjacent regions.