Madagascar Is Particularly
Mentioned, As Supplying Large Exports Of Elephants' Teeth.
Marco Polo's description of the vessels of India is very full and minute:
as he sailed from China to the Indian islands in one of these vessels, we
may suppose it is perfectly accurate.
According to him, they were fitted up
with many cabins, and each merchant had his own cabin. They had from two to
four masts, all or any of which could be lowered; the hold was divided not
merely for the purpose of keeping distinct each merchant's goods, but also
to prevent the water from a leak in one division extending to the rest of
the hold. The bottoms of the vessels were double planked at first, and each
year a new sheathing was added; the ships lasted only six years. They were
caulked, as modern ships are; the timbers and planks fixed with iron nails,
and a composition of lime, oil, and hemp, spread over the surface. They
were capable of holding 5000 or 6000 bags of pepper, and from 150 to 300
seamen and passengers. They were supplied with oars as well as sails: four
men were allotted to each oar. Smaller vessels seem to have accompanied the
larger ones, which besides had boats on their decks.
When the power of the Romans was extinguished in Egypt, and the Mahomedans
had gained possession of that country, Aden, which had been destroyed by
the former in the reign of Claudius, resumed its rank as the centre of the
trade between India and the Red Sea. In this situation it was found by
Marco Polo. The ships which came from the East, did not pass the straits,
but landed their cargoes at Aden; here the _trankies_ of the Arabs,
which brought the produce of Europe, Syria, and Egypt, received them, and
conveyed them to Assab, Cosir, or Jidda: ultimately they reached
Alexandria. Marco Polo gives a magnificent picture of the wealth, power,
and influence of Aden in the thirteenth century.
When the Christians were expelled from Syria, in the beginning of the
fourteenth century, and, in order to procure the merchandize of the east,
were obliged to submit to the exactions of the sultan of Egypt; Sanuto, a
Venetian, addressed a work to the Pope, in which he proposed to suppress
the Egyptian trade by force. In this work are many curious particulars of
the Indian trade at this time; and it is highly interesting both on this
account, and from the clear-sighted speculations of the author. It appears
to have produced a strong sensation; and though his mode of suppressing the
Egyptian trade was not followed, yet, in consequence of it, much more
attention was paid to Oriental commerce. According to him, the productions
of the East came to the Venetians in two different ways. Cloves, nutmegs,
pearls, gems, and other articles of great value, and small bulk, were
conveyed up the Persian Gulf and the Tigris to Bassora, and thence to
Bagdat; from which they were carried to some port in the Mediterranean. The
more bulky and less valuable articles were conveyed by Arabian merchants to
the Red Sea, and thence across the desert and down the Nile to Alexandria.
He adds, that ginger and cinnamon, being apt to spoil on shipboard, were
from ten to twenty per cent. better in quality, when brought by land
carriage, though this conveyance was more expensive.
From the works of Sanuto, it appears that sugar and silk were the two
articles from their trade in which the Saracens derived the greatest
portion of their wealth. Cyprus, Rhodes, Amorea, and Marta (probably
Malta), produced sugar; silk was the produce of Apulia, Romania, Crete, and
Cyprus. Egypt was celebrated, as in old times, for the fineness of its
flax; European flax was far inferior. The Egyptian manufactures of linen,
silk, and linen and silk mixed, and also the dates and cassia of that
country were exported to Turkey, Africa, the Black Sea, and the western
ports of Europe, either in Saracen or Christian vessels. In return for
these articles, the Egyptians received from Europe, gold, silver, brass,
tin, lead, quicksilver, coral, and amber: of these, several were again
exported from Egypt to Ethiopia and India, particularly brass and tin.
Sanuto further observes, that Egypt was dependent on Europe for timber,
iron, pitch, and other materials for ship building.
As his plan was to cut off all trade with the Saracens, and for that
purpose to build a number of armed galleys, he gives many curious
particulars respecting the expence of fitting them out; he estimates that a
galley capable of holding 250 men, will cost 1500 florins, and that the
whole expence of one, including pay, provisions, &c. for nine months, would
be 7000 florins. The seamen he proposes to draw from the following places,
as affording the most expert: Italy, the north of Germany, Friesland,
Holland, Slavia, Hamburgh, Denmark, Sweden, and Norway.
In the year 1335, Pegoletti, an Italian, wrote a system of commercial
geography; in this, the route taken by the merchants who brought produce
and manufactures from China to Azof is particularly described. "In the
first place," he says, "from Azof to Astracan it is twenty-five days
journey with waggons drawn by oxen; but with waggons by horses, only ten or
twelve. From Astracan to Sara, by the river, one day; from Sara to
Saracanco, on the north-east coast of the Caspian Sea, eight days by water;
thence to Lake Aral, twenty days' journey with camels. At Organci on this
lake there was much traffic. To Oltrarra on the Sihon, thirty-five or forty
days, also with camels; to Almaley with asses, thirty-five days; to Camexu,
seventy days with asses; to a river, supposed to be the Hoangho, in China,
fifty days with horses; from this river the traveller may go to Cassai, to
dispose of his loading of silver there, and from this place he travels
through the whole of Cathay with the Chinese money he receives for his
silver; to Gambelecco, Cambalu, or Pekin, the capital of Cathay, is thirty
days' journey." So that the whole time occupied about 300 days.
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