




































CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
©2021 Master Journals 

   
  Accepted 25th May, 2021 &  Published 31th May, 2021  

 

 
 

 

CURRENT RESEARCH JOURNAL OF HISTORY                           
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WATER TRANSPORT IN KARAKALPAKSTAN: HISTORY AND MODERNITY 
 

Aman Jarylkapovich Matjanov 

Assistant, Karakalpak State University 

 

INTRODUCTION 

Thanks to the selfless work of many generations 
of scientists, the lands of the Aral Sea region 
were discovered; the most valuable historical 
materials on the activities of the Aral and Amu 
Darya flotillas were introduced into scientific 
circulation [1]. 

At the first conference on the study of the 
productive forces of the Karakalpak ASSR (1933) 
A.M. Komkov analyzed cartographic sources on 
the history of the Aral Sea and the Amu Darya, 
starting with route surveys by I. Muravin (20th 
century) and A.I.Butakov (1849) to 30 -x years of 
the twentieth century [2, p. 230-246]. 

B.V.Andrianov notes that the tsarist government 
believed that the effect of fish farming and sea 
transport is much less than the effect of 
economic development and especially irrigated 
agriculture [3]. M.Y. Yuldashev devoted one 
article to the history of the Aral flotilla [4, pp. 30-
39]. The Aral flotilla, the problems of fishing was 
also the object of research by A.S. Sadykov [5, pp. 

62-67]. In the works of K. Sarybaev, great 
attention is paid to the Amu Darya River and 
canals [6]. “The Amu Darya state shipping 
company, J.Ubbiniyazov notes, together with the 
Central Asian and Tashkent-Orenburg railways, 
contributed to the strengthening of trade and 
economic relations between the coastal cultural 
zone of the Bukhara, Khiva khanates and the 
Amudarya department with Russia” [7, pp. 62-
64]. M.S. Seytimbetov in the context of studying 
the modes of transport of Karakalpakstan also 
paid great attention to the activities of the 
flotillas [8]. 

THE MAIN FINDINGS AND RESULTS 

In the works of S.S.Saimanov and S.A. 
Sulaimanov, the problem we are studying has 
also been illuminated [9, pp. 64-65]. 

Admiral A.I.Butakov has priority in founding a 
shipping company on the Aral Sea. In his reports 
addressed to General Obruchev, he repeatedly 
emphasized that the navigation in the Aral Sea 
from north to south is “it is always easy and can 
be accomplished quickly on sailing ships, but on 

ABSTRACT  
 
The article discusses the development of water transport in Karakalpakstan, which is important in the 
development of economic relations of the region with neighboring regions. The pioneers in the development 
of this industry in the Aral Sea region are the Aral and Amu Darya flotillas. At the same time, the article 
provides statistical data on cargo turnover at the beginning of the twentieth century. 
 
 
KEYWORDS: - Water transport, Karakalpakstan, Aral flotilla, Amu Darya, steamer, Petro-Aleksandrovsk, 
Chardjui. 
 
 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
©2021 Master Journals 

   
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the other hand, the path from south to north with 
the prevailing northerly winds is very difficult, 
and especially on flat-bottomed ships ... 
Steamships are needed to successfully navigate 
the Aral Sea” [10]. 

Butakov proposed to build two 40-horsepower 
iron steamers for the Aral Sea at the Ural 
factories. Such ships were ordered by a Swedish 
company. In 1852, Butakov delivered the 
disassembled steamer Perovskiy (displacement 
140 tons) and the iron steam longboat Obruchev 
(16 tons) to Raim. In the spring of the next year, 
“Perovsky” and “Obruchev”, which initiated the 
creation of the Aral flotilla, were launched. 

In February 1873, Russian troops, consisting of 
four detachments (Krasnovodsk, Mangyshlak, 
Orenburg and Turkestan - more than 12,000 
people in total) and the Aral flotilla under the 
leadership of A.P. Sitnikov launched an offensive 
against Khiva. In 1862-1872 years, the Aral 
flotilla was replenished with 4 foreign steamers, 
a floating dock and 9 barges with a total carrying 
capacity of 55,800 poods. The ships were armed 
with 22 guns. On June 18, 1866, the flotilla's staff 
was first approved - 13 officers and officials, 344 
lower ranks (since January 1880 - 24 officers and 
officials, 548 lower ranks). In the period 1865–
1879 years, the flotilla transported 29146 
passengers and 1,724,414 pounds of cargo 
across the Aral Sea and the Syr Darya. 

The Aral flotilla, which took part on April 27 in 
the Khiva campaign in 1873, included two 
steamships: “Samarkand” and “Perovsky” with 
three barges. The crew consisted of 8 officers, 1 
doctor, 259 lower ranks, including two 
topographers [11]. During navigation in 1864, 
the Aral flotilla transported more than 170 tons 
of poods of various weights to different places on 
the Syrdarya line. 

The newspaper “Golos” in 1874 published a 
message from its correspondent from Chimbay, 
who wrote: “On July 25 at 4 pm the steamer” 

Perovsky “arrived in Nukus, appearing 
unexpectedly in front of the amazed inhabitants 
of the city” [12]. As the French geographer Elise 
Reklu emphasizes, “Since that time, navigation 
along the Lower Amu has never been 
interrupted, despite the obstacles encountered at 
the entrance to the river and the fast current, 
which the steamers hardly overcome” [13].  

Steamships successfully made long-distance 
voyages, towing two small barges with a carrying 
capacity of 2 to 7 thousand poods, for example, in 
1877 the steamer “Perovsky” with a tug of barge 
No. 8, 7,000 poods. I departed from Kazalinsk on 
April 1 to Kos-Aral and from there to the island 
“Nikolay”, taking a week for this voyage and 
stopping in the southern bay of the island. The 
steamer “Tashkent” could pass with barge No. 7 
with a load of 7000 poods, from Perovsk to 
Chinar in 3 weeks, and back with the same barge 
in 2 weeks. The rest of the ships of the Aral 
flotilla in 1877 began a campaign near Kazalinsk. 
At the end of March, the “Syrdarya” steamer 
could tow two barges No. 1 and 2 at once, lifting 
6,000 poods together, making a voyage from 
Kazalinsk to Perovsk in 15 days, and back - in 11-
12 days. Barges No. 3 and No. 4 raised up to 4000 
poods. And they were towed by the “Syrdarya” 
steamer. Barge No. 6 lifted up to 2000 poods of 
cargo. In 1877, a test flight was made from Petro-
Aleksandrovsk to Chardzhou. The newspaper 
“Turkestanskie vedomosti” wrote: “On March 22, 
1877 the steamer “Samarkand” set sail from 
Petro-Aleksandrovsk. I walked well up to 
Uchkuduk. On March 30 he approached the 
Kabakly fortress; on April 3 he continued his 
voyage, loading the firewood that had arrived on 
skiffs. On April 7, I approached Chardzhou. He 
made the return voyage faster, arriving in Petro-
Aleksandrovsk on April 18” [14]. 

Ships of deeper navigation could navigate along 
the Syrdarya than along the Amu Darya, and 
barges along the Syrdarya were easier to tow 
than along the Amu Darya. Steamers sailed along 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
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the Syrвarya with a tugboat and downstream, 
and barges also sailed by influx. 

On October 26, 1882, Adjutant General 
Chernyaev established a commission to abolish 
the Aral Flotilla. The Aral Flotilla, abolished by 
General Chernyaev, in 1884. Adjutant General 
Rosenbach had to restore again, since the ships 
for the Amu Darya flotilla had not yet been 
ordered. 

In the fall of 1884, the steam launch “Obruchev” 
was launched, which sailed between Kazalinsk 
and Perovsk. But the Syrdarya became shallower, 
as the mass of water broke through to 
Yanydarya, and therefore in 1884 Obruchev 
made only one flight to Perovsk and back. In the 
following years, the steamships of the Aral flotilla 
sailed annually until 1888, until a new Amu 
Darya flotilla appeared. 

When it was decided to build the Trans-Caspian 
military railway from Ashgabat to the Amu Darya 
and further, in view of the difficulty of 
constructing a permanent bridge, it was planned 
to establish the Amu Darya flotilla, for which at 
first it was considered sufficient to build two 
steamships with two barges. 

At that time, the Aral flotilla consisted of: the 
steam launch “Obruchev”, the steamer 
“Tashkent”, “Perovsky”, “Syrdarya”, and “Aral”. 
The stability of these ships was due to the 
difficulty of transporting them disassembled 
from St. Petersburg across all of Russia, and most 
importantly through the quicksand of Kara-Kum. 
The steamer “Tashkent” was the most suitable of 
the available ships. It was decided to leave it at 
the Amu Darya flotilla [15]. 

This was the end of the history of the Aral flotilla. 
In the summer of 1891, a steamer of the Amu 
Darya flotilla delivered to Chardzhuy from 
Kazalinsk the remains of a four-powered steam 
engine with wires from the workshops of the 
former Aral flotilla; two boring machines, one 
planer, two lathes, and one screw cutter; three 
hydraulic presses for cutting metal punching 
holes. Other property of the Aral flotilla was sold 
for a pittance. So, for example: a water 
desalination tank was sold to the Kazaly local 
team for 10 rubles, an anchor of 15 poods, 10 
soot, chains and 200 soot. Kanata - sold to the 
lessee of the ferry for 427 rubles, etc. 

21,000 rubles were allocated for the delivery by 
dry route of the property left from the Aral 
flotilla to the Amu Darya, and the steamer 
Tsaritsa left this cargo in Chardzhui in 1891, 
having spent 7,000 rubles of oil. 

The Amu Darya military flotilla was founded on 
November 13, 1887. At the same time, in 1887, 
the British firm “Butz and Pompey” in St. 
Petersburg ordered 2 steamships and 2 barges. 
They were taken to Chardzhou disassembled and 
assembled in 1888 in railway workshops. The 
steamers were given the names "Tsar" and 
“Tsaritsa”, and the barges – “Petersburg” and 
“Moscow”. 

In 1888, tug-passenger steamships “Tsar”, 
“Tsaritsa”, barges Moskva and Petersburg (with a 
carrying capacity of 10 thousand poods) began 
sailing in the section from Petro-Aleksandrovsk 
to Kerki. The Amu Darya flotilla began 
transportation of goods and passengers in 1890.  

 

 

 

 

 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
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Transportation of goods and passengers of the Amu Darya flotilla in 1890-1914 [16] 

 

 

Years Cargo (poods) Passengers (people) 

1890-1894 97 746 1 687 

1895-1899 179 886 5 163 

1900-1904 411 832 12 704 

1905-1909 533 339 16 734 

1910-1914 726 600 No information 

1915-1917 1 290 000 14 451 

The entire freight turnover of the Amu Darya in 
1907 amounted to 3300 thousand poods, their 
distribution was as follows: 

• on the upper section of the route from 
Faizabad-Kala to Patta-Gissar, the turnover of 
goods was up to 100 thousand poods; 

• on average - from Patta-Gissar to Chardjuy - 
120 thousand poods; 

• in the lower section - from Chardzhui to the 
Amu Darya department and the Khiva 
Khanate - up to 2 million poods [17]. 

During the navigation period of 1907, ships of 
the Amu Darya flotilla transported 850 thousand 
poods, including 250 thousand poods of fuel oil, 
138 thousand poods of state and 462 thousand 
poods of private commercial cargo. About 2.5 
million poods of cargo were transported on local 
skiff-barges and camels. Consequently, private 
commercial cargo transported by the ships of the 
Amu Darya flotilla accounted for 15% of the total 
Amu Darya cargo turnover. 

From the coastal areas, the ships of the Amu 
Darya flotilla transported agricultural products 

to Russia, and back from Russia - industrial 
goods. During the navigation period of 1914, the 
ships of the Amu Darya flotilla transported 
457,620 poods of cargo to European Russia, 
including raw cotton - 21,937, leather - 1,627, 
astrakhan - 250, sheepskin - 1,679, linseeds - 
5,213, wool - 3 391, silk cocoons - 408 pounds. 
From Russia to Bukhara, Khiva and the Amu 
Darya department in the same period, the Amu 
Darya flotilla delivered the following cargoes (in 
poods): agricultural implements - 252, kerosene 
- 16 538, timber materials - 27 363, various 
manufactures - 2292, sugar - 15 387 and etc. 

In 1913, the Amu Darya military flotilla had 6 
steamers and 13 metal barges with a carrying 
capacity of up to 10 thousand poods. The owners 
of the ships on the Amu Darya were private 
individuals and the Khiva joint-stock company. 
The revival of trade and the penetration of 
Russian capital deep into Central Asia caused an 
increase in the volume of river traffic. On the 
Amu Darya, there was navigation on skiffs - large 
undecked boats with a carrying capacity of 5-50 
tons. 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
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In 1913, there were about 1.5 thousand of them. 
Against the current of the river, skiffs swam with 
the help of a rope, which was pulled from the 
bank. This type of transport, despite its 
primitiveness, played an important role in the 
transportation of goods along the Amu Darya, 
transporting up to 40-50 thousand tons of cargo. 
The departure of goods along the river in 1913 
was 129 thousand tons and the arrival - 74 
thousand tons [18]. 

Along with the military flotilla, private 
shipowners were also involved in the 
transportation of goods in the Aral Sea and the 
Amu Darya. The largest was the Khiva society, 
owned by the Volga merchants Sirotkiny and 
Lapshin. Society “Khiva” had 5 self-propelled 
ships, 5 sailing ships and 4 wooden barges on the 
Aral Sea. On the Amu Darya, his fleet consisted of 
3 steamers, 1 self-propelled and 4 non-self-
propelled barge.  

The Amu Darya military flotilla was formed again 
in February 1920 under the command of G.G. 
Pinsky, commissar S.Kramm (February - April 
1920) with subordination to the Turkestan front. 
The main base was in the city of Chardzhou. 

The names of I. I. Amelin, A. A. Abramova, P. N. 
Advolotkina, N. Ya. Arzamastseva, I. A. 
Baramykina, F. S. Bedinova, B. Betutova, M. F. 
Borodina, N. V. V. Bushueva, D. D. Golovyashkina, 
M. M. Goltsera, N. V. Glukhova, S. E. Grebneva, D. 
D. Efremova, D. N. Ivanova, V. A. Kovash, M. G. 
Krasnikhina, E.K. Krumina, F.V. Kuroshina, A.G. 
Levina, N.V. Leitgold, M.G. Morozova, M.G. 
Mikhailyukova, S.E. Mangusheva, I.N. 
Mitrofanova, E. E. Poluzina, S. Ya. Rosalova, M. A. 
Pyankova, I. V. Popova, V. A. Pershina, A. L. 
Timoshenko, F. P. Tishkova, N. Tikhonova, N. I. 
Tolstykh, N. S. Frolova, F. F. Khroni, N. A. 
Shaidakova, N.M. Yurochkin and others are 
inscribed in golden letters in the chronicle of the 
Amu Darya military flotilla. 

 

CONCLUSION 

70 years after the disbanding of the Aral flotilla, 
on the basis of the Uzbek subdivision of the 
Central Asian Shipping Company, production 
associations were created: “Termez River Port”, 
“Khorezm River Fleet”, “Karakalpak River Fleet” 
under the “Uzautotrans” corporation. 

The water transport of Uzbekistan now numbers 
about 150 motor ships, barges, dredgers, floating 
excavators, port cranes and other technical 
equipment. The total length of Uzbekistan's 
waterways is about 1000 km. Economic goods 
are mainly transported through Termez-
Hairaton, Sharlavuk-Turtkul, Khojeyli-Turtkul, 
Khojeyli-Beruniy, Karatau-Takhiatash. As you 
can see, there are important ports on the 
territory of the Republic of Karakalpakstan. In 
1998, the river fleet of Uzbekistan transported 
over 1 million tons of cargo. 

Uzbekistan envisages, together with the 
countries of Central Asia, the creation of transit 
transport corridors, which will provide them 
with access to seaports and will contribute to the 
revival of the ancient highway of the Great Silk 
Road. The water transport of Uzbekistan now 
numbers about 150 motor ships, barges, 
dredgers, floating excavators, port cranes and 
other technical equipment. The total length of 
Uzbekistan's waterways is about 1000 km. 

REFERENCES 

1. Review of Russian travels and expeditions to 
Central Asia. – Tashkent: Central Asian State 
University Publishing House, 1955-1962. 
Part 1-4; B.V. Lunin History of Uzbekistan in 
sources. Uzbekistan in the messages of 
travelers and scientists (20-80s of the 19th 
century). – Tashkent: FAN, 1990, etc.  
(Обзор русских путешествий и 
экспедиций в Среднюю Азию. - Ташкент: 
Изд-во САГУ, 1955-1962. Ч.1-4; Лунин Б.В. 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
ISSN 2767-472X 
©2021 Master Journals 

   
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История Узбекистана в источниках. 
Узбекистан в сообщениях 
путешественников и ученых (20-80-е 
годы Х1Х в.).- Ташкент: ФАН, 1990 и др.) 

2. Komkov A.M. (1934) Cartographic study of 
the Karakalpak Autonomous Soviet Socialist 
Republic. – Karakalpakstan: Proceedings of 
the first conference on the study of the 
productive forces of the Karakalpak 
Autonomous Soviet Socialist Republic. Vol 2. 
Leningrad: Publishing House of the Academy 
of Sciences of the USSR. (Комков А.М. 
Картографическая изученность ККАССР 
//  Каракалпакия. Труды первой 
конференции по изучению 
производительных сил Каракалпакской 
АССР. Т.2. Ленинград: Изд-во АН СССР, 
1934.) 

3. Andrianov B.V. (1969) Ancient irrigation 
systems of the Aral Sea region (in 
connection with the history of the 
emergence and development of irrigated 
agriculture). – Moscow. (Андрианов Б.В. 
Древние оросительные системы 
Приаралья (в связи с историей 
возникновения и развития орошаемого 
земледелия). - Москва, 1969.)  

4. Yuldashev M.Y. (1961) To the history of the 
Aral flotilla. Social sciences in Uzbekistan, 
Tashkent. No 12. – pp. 30-39. (Юлдашев 
М.Ю. К истории Аральской флотилии // 
Общественные науки в Узбекистане, 
Ташкент, 1961. №12. - С. 30-39.)   

5. Sadykov A.S. (1959) Notes on the history of 
fishing in the Khiva Khanate. Proceedings of 
the Tashkent State University. New series. 
Issue 150. – Tashkent: – pp. 37-43; It’s the 
same. An attempt to organize the “Darga-
Darya” partnership of Khiva kayushniks 
(1912-1914). Proceedings of the Tashkent 
State University. New series. Issue 196. - 
Tashkent, 1962. - P.62-67. (Садыков А.С. 

Заметки к истории рыболовства в 
Хивинском ханстве // Труды ТашГУ. 
Новая серия. Вып. 150. - Ташкент, 1959. - 
С.37-43; Его же. Попытка организации 
товарищества хивинских 
каюшников«Дарга-Дарья» (1912-1914) // 
Труды ТашГУ. Новая серия. Вып. 196. - 
Ташкент, 1962. - С.62-67.) 

6. Sarybaev K. (1965) Karakalpakstan dajer-
suukatnasyklary. – Nukus: Karakalpakstan; 
It’s the same. To the history of irrigation of 
Karakalpakstan. – Nukus: Karakalpakstan 
1971; It’s the same. The agrarian question in 
Karakalpakia (late XIX - early XX centuries). 
- Nukus: Karakalpakstan. 1972. (Сарыбаев 
К. Каракалпакстандажер-
суукатнасыклары.- Нукус: 
Каракалпакстан, 1965; Его  же. К истории 
орошения Каракалпакстана.- Ну¬кус: 
Каракалпакстан 1971; Его же. Аграрный 
вопрос в Кара¬калпакии (конец XIX- 
начало XX вв.).- Нукус: Каракалпак¬стан. 
1972.) 

7. Ubbiniyazov J. (1980) Amudarya flotilla and 
its importance in trade relations of the 
Khorezm oasis. Bulletin of the KKFAN 
UzSSR. No 4. – pp. 62-64. (Уббиниязов Ж. 
Амударьинская флотилия и ее значение в 
торговых отношениях Хорезмского 
оазиса//Вестник ККФАН УзССР. 1980. 
№4.- С.62-64.) 

8. Seytimbetov M. Diary of M.N. Chernyshevsky 
“Through Ustyurt to Central Asia” and its 
meaning. (Сейтимбетов М. Дневник 
М.Н.Чернышевского«Через Усть-Урт в 
Среднюю Азию» и его значение// 
Каспий-Арал өңириниңтарихи-
мәденимураларыатамасындағыхалық-
аралық конференция материаллары. 
Актау,2007.) 

9. Saimanov S., Sulaimanov S. Ways of 
communication of the Khiva Khanate with 



CURRENT RESEARCH JOURNAL OF HISTORY 2(5): 47-53, May 2021      
DOI: https://doi.org/10.37547/history-crjh-02-05-13 
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other countries in the XIX century. Bulletin 
of the Karakalpak Branch of the Academy of 
Sciences of the Republic of Uzbekistan., 
2007, No. 3, pp. 64-65; Saimanov S., 
Sulaimanov S. About fishing in the Amu 
Darya and the Aral Sea // Bulletin of the 
Karakalpak Branch of the Academy of 
Sciences of the Republic of Uzbekistan. 
2008. No 4. (Сайманов С., Сулайманов С. 
Пути сообщения Хивинского ханства с 
другими странами в XIX в.// Вестник 
ККОАН РУз., 2007, №3, С. 64-65; Сайманов 
С., Сулайманов С. О рыболовстве в 
Амударье и Аральском море// Вестник 
ККАОНРУз. 2008.  №4.) 

10. Central State Archives of the Republic of 
Uzbekistan. f. I-715, op. 1, d.9.  sheets 134-
135. (ЦГА РУз., ф. И- 715, оп. 1, д. 9, лл.134-
135.) 

11. Central State Archives of the Republic of 
Uzbekistan. f.I-2740, op. 2, d.50. sheet 16. 
(Там же,  ф.И-2740, оп. 2, д.50, л.16.) 

12. Golos, 1874, No 231. (Голос, 1874, №231.) 

13. Reclus E. (1898) Earth and people // New 
world geography. B.M. T. 6. – p. 357. (Реклю 
Э. Земля и люди // Новая всемирная 
география. Б.м. Т.6. 1898. - С.357.) 

14. Turkestanskie vedomosti, 1877, no. 38 
(Туркестанские ведомости, 1877, №38) 

15. Central State Historical Archive, file 1396, 
op. I, d.232,  sheet. 477. (Центральный 
государственный исторический архив, 
ф.1396, оп.I, д.232, л.477.) 

16. Central State Military Archives, file 400, 
op.1, file 41, sheets 135-137; f.1369, op.1, 
d.4, l.1-2. (Центральный государственный 
военный архив, ф.400, оп.1, д.41, л.135-
137; ф.1369, оп.1, д.4, л.1-2.) 

17. Turkestanskie vedomosti. 1908. No. 
212,213,219,220,221. (Туркестанские 

ведомости. 1908. №№ 
212,213,219,220,221.) 

18. Central State Archives of the Republic of 
Uzbekistan., File I-1369, op.1, d. sheets, l.2. 
(Центральный государственный архив 
Республики Узбекистан., ф.И-1369, оп.1, 
д.11, л.2.) 

 


