Referring to the remarks which, at the opening of this Journal, have been directed to the circumstance of the navigation of the Murray having been left so long unserviceable, in spite of the early exploration of the river, I am gratified to find myself supported in my conclusions by the high authority of the Lieutenant-Governor of the Province, whose opinions, extracted from a letter to a Mr. Hull, a gentleman at that time interested in forming a company to purchase land in the vicinity of the River Murray, are thus declared:

Writing from Government House, June 29, 1852, Sir Henry Young observes:—

“That this extensive navigability of the River Murray should have remained so long unserviceable to the Continent of Australia, and especially to South Australia, within whose territory flow so many hundred miles of its course to its final exit on the Southern Ocean, requires some explanation to persons ignorant, perhaps, of the first and present condition of this infant Colony; and figuring only to their own imagination how the labour, wealth, art, science, and enterprise, teeming in Great Britain, would, without loss of time, have been engaged in improving this gigantic ‘water privilege.’ The memorable and important discovery of the River Murray by Sturt, and the arduous and courageous exploration of it, which his enterprise first carried to the ocean, and his fortitude retraced, despite the uncertainty of ever safely returning through a wilderness peopled with unknown tribes, no doubt gave a powerful incitement to the subsequent colonization of South Australia.

“In the early days, however, of the plantation of this Colony, the impracticability of the sea-mouth of the River Murray—its shifting and narrow channel—its fearful surf and heavy rollers—its unmitigated exposure to the swell of the Great Southern Ocean—the disappointments and fatal accidents which attended all attempts, save one, to enter it from the sea—the ignorance then felt of the power and disposition of the aborigines on its banks—the supposed insufficient depth of water through Lake Alexandrina—the absence in those days of steamers of light draught of water, adapted to the navigation of rivers—the then scanty number of Colonists, who found for their immediate purposes a more than sufficient extent of agricultural and grazing land adjacent to Port Adelaide, Gulf St. Vincent; all these causes sufficed to render the solitary instance of the success of Captain Pullen, in 1841 (in entering the river from the sea, in a little cutter of thirty tons, which has never made its exit again), unproductive of further efforts in South Australia at that time, to penetrate the interior of New Holland from the sea by the navigation of the Murray. Nor was this great object, whilst left unachieved for all practical purposes by enterprise from hence, likely to engage the attention of the less-interested Colonists of New South Wales. Indeed, the squatters on the Australian Continent—those useful pioneers of colonization—were otherwise profitably employed. The occupation of new country, which led to the settlement of Port Phillip, in 1837, and of Twofold Bay, in 1839, had been carried, in 1840, 300 miles to the north, beyond and behind Moreton Bay—whilst to the south and west, sheep and cattle stations extended beyond Port Phillip to the very confines of South Australia; thus, colonization and the attendant investment of commercial speculation were chiefly directed to these outlets to the sea, alongside the eastern side of the ridge of mountains parallel to the Pacific, between the 26° and 32° of latitude.

“An inspection of the map of New Holland will show that the streams which rise from the eastern side of this mountain ridge (aback of Sydney) have but comparatively a short course to the sea; moreover, from this side of the ridge the descent to the sea is steep and difficult. The ports north of Sydney are Moreton Bay, the Clarence River, and Port Macquarrie; south of Sydney, Bateman’s Bay, Twofold Bay, Port Phillip, and Portland Bay. Whilst, therefore, the remote interior, on the opposite or western side of this mountain ridge, can have no other exit to the sea, eastward than the above-mentioned ports, accessible only by a long, expensive, and difficult land-carriage, it is obvious that the export of wool could not, beyond certain limits of distance, be continued with profit, because of the difficulty and cost of transport to its places of shipment: and this limit to the wool-producing region becomes practically the terminus of the squatter’s enterprise—the boundary of the location of Europeans—the end of the war on the wilderness; because the beginning of a solitude untenanted by civilised man. But, when we again revert to the map, and view the western side of this mountain ridge, it is at once perceived that there is a remedy for this arrest of the progress of settlement. The waters of the Darling River, after a long circuitous course, unite themselves with the River Murray, and, reinforced with other tributaries, maintain continuous course to the Southern Ocean, near Port Elliot. The great trade, then, which is likely to result from the steam navigation of the River Murray, comprises all that present and future pastoral produce on the western side of the mountain ridge, aback of Sydney, which it will be difficult and costly to send for shipment to the enumerated ports on the coast line of New South Wales and Port Phillip.”

Speaking of Port Elliot, in the enclosure to the same Despatch (No. 77), his Excellency continues:—

“With respect to Port Elliot, the criticisms which have been passed, in doubt of its capaciousness and safety, are such only as new and untried ports frequently receive until they become better known. Until this experience shall have been gained, it is satisfactory to know that Captain Lipson, R.N., the Naval Officer of the Province, after frequent visits to it, and enquiries respecting its character, reports two vessels of from 500 to 1,000 tons may lie at the existing moorings, which are in six and four fathoms of water respectively, sufficiently sheltered by the breakwater to be considered in a safe anchorage; that, after the port is better known, five or six large ships may anchor there; and that it would probably prove safe to extend the anchorage, for large ships, much farther out. A remarkable verification of this last-expressed opinion has recently been furnished to Captain Lipson in the case of the Ameer, a vessel of 400 tons, which in a gale of wind, blowing in on the shore, came to anchor outside the moorings, and beyond the shelter of the breakwater, where she remained safely, although greatly underhanded, both as to the number and the efficiency of the crew. Ever since the Colony has been founded, coasters have been in the habit of going in and out of Port Elliot, at all seasons of the year, whenever freights have offered, and no accident has ever happened, or has any vessel ever been driven on shore, although furnished, as they generally are, with very inferior ground tackle. The holding ground, then, being thus proved to be so good, even outside of the moorings, it is only necessary to place additional moorings beyond the site of the present ones, whenever the exigencies of commerce may require this accommodation. The trade of Port Elliot will, however, probably for a long while, in connection with the River Murray, not require more tonnage than can, at any one time, at present safely find anchorage there. Of the readiness with which mails may be landed at Port Elliot, as compared with mails to be landed (especially in winter time) in Gulf St. Vincent, and of the great use, to vessels bound to Port Elliot, of the Sturt Light, on Cape Willoughby, Kangaroo Island, it is only necessary that I should refer you to Captain Lipson’s report, published in the Government Gazette of the 10th February last:”—

Extracts from the Report of Captain Lipson on Port Elliot.

“Harbour Master’s Office, Port Elliot.

“I know, from long experience of this coast, that the strong winds, which prevail during the winter, are from south-west, west, and north-west, and that when the wind shifts to south it invariably moderates; and being assured, by all the masters of whalers in that district, that the south or south-east winds were only during the summer months, and that the shelter from the Murray beach prevented any fetch into Port Elliot, I feel assured that, after a time, it will be found quite safe to extend the anchorage for large ships further out. * * * * * * *

“Port Elliot lies in lat. 35° 32' 45 south, and long. 138° 43' 15 east, and is about six miles from Rosetta Head. The new lighthouse on Cape Willoughby, Kangaroo Island, is situated in lat. 35° 49' 20 south, long. 138° 43' 15 east; and, with respect to it, Port Elliot bears north 55 east, twenty-nine miles. I do not consider it necessary to give any particular sailing directions for making this port, as there is nothing remarkable with regard to headlands, &c., to point out to the attention of mariners. As a port of refuge from south to north-west, which are our usual winter winds, I have never met a person who did not acknowledge the safety and ease of riding under the island. In proof of this, ever since the Colony has been founded, our coasters have been in the habit of going in and out at all seasons of the year, whenever freights have offered, and no accident has ever happened, or has any vessel ever been driven on shore, although furnished, as they generally are, with very inferior ground tackle.”

Referring to the eligibility of Port Elliot as a mail-station, Captain Lipson’s report thus concludes:—

“It must be well known to those who are in the habit of trading between Adelaide and the different ports along the coast, that, now there is a good light on Cape Willoughby, with the west and northwest gales which blow so frequently during the winter season, they may go into Port Elliot, and oftentimes back again, either to Van Diemen’s Land or Port Phillip, in less time than they could beat through Backstairs Passage; besides the difficulty of returning down the Gulf against the south-west gales. I have no hesitation in saying, that two mails may easily be delivered at Port Elliot, for one at Port Adelaide, during the winter months, &c.

“I have, &c., “THOS. LIPSON, “Naval Officer and Harbour Master.

“Hon. the Colonial Secretary.”

NAVIGATION OF THE MURRAY.

Message No. 24, from His Excellency the Lieutenant-Governor to the Legislative Council.

Lieutenant-Governor Sir Henry Young has the gratification to announce to the Legislative Council the arrival, at the Goolwa, of the first river-borne wool, the produce of the vast basin of the Murray.

In congratulating the Council on this auspicious commencement of the steam navigation and commerce of the great River Murray, the Lieutenant-Governor is happy to state that Captain Cadell’s voyage reached to one hundred and fifty miles beyond Swan Hill, a distance of about fourteen hundred and fifty miles from the sea; and was also extended to sixty miles up the Wakool—an important branch of the Murray. The first cargo comprises wool of the Murray, the Darling, the Murrumbidgee, and the Wakool Rivers.

H. E. F. YOUNG, Lieutenant-Governor.

On board the Lady Augusta steamer,

Goolwa, October 14, 1853.