In this calculation, out of 124 stations, seventy only have been put down as cattle stations, or unlikely to send their wool to Adelaide.
A third estimate of produce likely to go to the Adelaide market, and taking Swan Hill as a depôt, would bring in a very large quantity of wool,viaLake Lalbert to Swan Hill.
The stations producing this wool are situated on the Rivers Loddon, Avoca, Avon, Richardson, and the Wimmeira country, towards Lake Hindmarsh; and a good road, with a little trouble, might be made available to Lake Lalbert, which is distant only twenty-five miles from Swan Hill.
From the above enumeration, it is evident that the opening of the Murray navigation by steam cannot be otherwise than most advantageous to the interests of the settlers.
In previous years they were necessitated to forward their wool by dray to Melbourne, at a cost of £40 or £45 per ton. In many cases these drays, instead of bringing back the annual supplies of provisions, &c., have been detained, broken down, or delayed by the loss of bullocks, or other difficulties. The settlers are now to pay £20 or at most £25 per ton for the same purposes, and even this freight will gradually come down. In a word, as has been before observed, “the steamer has quite set the squatters on their legs again,” many of them having actually resolved, in consequence of the difficulties attending labour and transport, to abandon their runs.
It may, at the same time, be mentioned that, in all probability, the steamer’s profit returns will be highly remunerative, which, indeed, would be requisite, as the daily expenses during our stay have been estimated at £30.
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 wasthis 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.”
“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 wasthis 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:”—
“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 lighthouseon 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.”
“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 lighthouseon 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.”
“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.”
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 importantbranch 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 theLady Augustasteamer,Goolwa, October 14, 1853.
On board theLady Augustasteamer,
Goolwa, October 14, 1853.
Address of the Legislative Council to his Excellency the Lieutenant-Governor.
To His Excellency Sir Henry Edward Fox Young, Knight, Lieutenant-Governor of Her Majesty’s Province of South Australia, &c. &c.
May it please your Excellency—
The Legislative Council has experienced sincere gratification in the announcement made to it by your Excellency, of the arrival, at the Goolwa, of the first river-borne wool, the produce of the vast basin of the Murray.
The opening up of the navigation of the Murray has long been anxiously desired; and your Excellency’s earnest and undeviating exertions to promote that important object well deserve the warmest thanks of this Council and of the Colonists of South Australia.
Your Excellency’s personal superintendence of the first practical experiment—which has resulted in demonstrating that that great river is navigable by steam, for commercial purposes, for at least fourteen hundred and fifty miles of its course—must necessarily connect the name of your Excellency with that successful enterprise; and the Council think that so great a public service should be appropriately acknowledged.
The Council, therefore, requests your Excellency to cause three Gold Medals to be engraved, with suitable device and inscriptions—commemorating the auspicious opening up of the steam navigation and commerce of the Murray, and the first arrival at the Goolwa of river-borne wool. And the Council requests that—as the Lieutenant-Governor of South Australia, whose personal exertions promoted this great enterprise, and in whose administration it originated and has been successfully accomplished—your Excellency would be pleased to receive one of the said Medals.
And the Council further requests that your Excellency will be pleased to cause one of the said Medals to be conferred on Captain Francis Cadell, who completed the first commercial voyage, as owner and commander of theLady Augustasteamer andEurekabarge, with a cargo of Murray wool; and the remaining medal may be deposited with the records of the Legislature of South Australia, under whose sanction the necessary pecuniary aid was voted in encouragement of the steam navigation of the River Murray.
JOHN MORPHETT, Speaker.
Legislative Council Chamber, Adelaide,21st October, 1853.
Legislative Council Chamber, Adelaide,
21st October, 1853.
Reply of His Excellency the Lieutenant-Governor.
Mr. Speaker and Gentlemen—
I receive with great gratification the Address which you have presented to me.
In conformity with your request, I shall cause Medals of South Australian Gold to be struck, in commemoration of the opening up of the commerce and navigation of the river Murray.
I shall have great pleasure in conferring on Captain Cadell the Medal by which the Lieutenant-Governor and Legislature desire to distinguish him with honour, in having successfully accomplished the first commercial steam voyage on the river Murray.
I concur with you in deeming this important event to be worthy of permanent record in the annals of South Australia; and I shall cause a commemorative medal to be placed conspicuously among the public archives.
I shall not fail to seek Her Majesty’s gracious permission to accept from the Legislative Council the honour of one of the Medals for myself, as a memorial of the happy fortune by which I have been privileged to be a co-operator with the Council in opening up the steam navigation of the river Murray, and thereby establishing a bond of commercial and social union between three prosperous Colonies of Australia.
H. E. F. YOUNG.
Government House, October 24, 1853.
By His Excellency Sir Henry Edward Fox Young, Knight,Lieutenant-Governor of Her Majesty’sProvince of South Australia, and Vice-Admiral of the same, &c. &c.
(L S)H. E. F. Young.
(L S)
H. E. F. Young.
Whereas, in order to provide for the interests of future settlers, and the probable course of future settlement along the banks of the now-ascertained navigable waters of the River Murray, it is expedient, that as respects the River Murray, and its Lakes Alexandrina or Victoria and Lake Albert, in South Australia, there should be adopted and applied the principles recognised and acted upon in the Royal Order in Council of the 9th March, 1847, by which it was declared that in New South Wales and Victoria there shall not be included in leases for pastoral purposes any lands lying and being within the distance of three miles from the sea coast, and within the distance of two miles from either of the opposite banks of certain rivers then named in the above-mentioned Royal Order: And whereas, for these and other purposes, it is expedient that the portion of the Province of South Australia hereinafter described should be created a Hundred: Now, therefore, I, the Lieutenant-Governor, in the name and on the behalf of Her Most Gracious Majesty, byvirtue of the powers and authorities in me vested, do, by this my Proclamation, declare and appoint that the several parts of the said Province of South Australia, hereinafter more particularly described, and which are in part bounded by the shores of Lake Alexandrina or Victoria and Lake Albert, and by the banks of the River Murray, shall, from and after the first day of July next ensuing the date of this Proclamation, be, and I do by this my Proclamation constitute the same a Hundred of the same Province by the name of the “Hundred of the Murray:” And I do by this my Proclamation further proclaim and declare that—All those lands which lie within the distance of two miles from either of the two opposite banks of the River Murray, within the Province of South Australia, together with all those lands which lie within the distance of two miles from the north shore of Lake Alexandrina, between Salt Creek Trigonometrical Station and the Murray, and two miles from the east shores of Lakes Alexandrina and Albert, and also all the land in the County of Russell lying west of Lake Albert, as the same are respectively delineated in the public maps deposited in the office of the Surveyor-General of the Province, shall be within and shall constitute the said Hundred.
Given under my hand and the public seal of the said Province, at Adelaide, this ninth day of November, in the year of our Lord one thousand eight hundred and fifty-three, and in the seventeenth year of Her Majesty’s reign.
Given under my hand and the public seal of the said Province, at Adelaide, this ninth day of November, in the year of our Lord one thousand eight hundred and fifty-three, and in the seventeenth year of Her Majesty’s reign.
By command,B. T. FINNISS, Colonial Secretary.God save the Queen!
Colonial Secretary’s Office, Adelaide, Nov. 9, 1853.
The margins of Lake Alexandrina and Lake Albert, and each bank of the River Murray, for two miles inland, having been constituted and proclaimed the “Hundred of the Murray in South Australia:”
Notice is hereby given that applications will be received by the Surveyor-General for the survey of sections on the said lands, in blocks of 10, 80, and 640 acres, according to the wishes of intending purchasers.
Access from the back lands to the water, and necessary roads for the convenience of the public, will be reserved in the usual manner.
Purchasers of land will have the customary privilege of commonage within the Hundred, according to the regulations.
By His Excellency’s command,B. T. FINNISS, Colonial Secretary.
[1]This poor man was unfortunately drowned, September 30th.[2]According to Balbi, the course of the Murray is nearly 3,000 miles.[3]This calculation can only be approximate.[4]Expeditions into the Interior of Australia: 2 vols.[5]The return of supplies taken each trip up the river, it is calculated, will be equivalent to about one-half the value of the cargo brought down; the orders for goods amounting already to £3,000 and upwards.[6]The dimensions of theLady Augusta(so called in honour of Lady Young), are as follows:—Extreme length on deck, 105ft.; extreme length of keel, 98ft. 6in.; depth of hold, 5ft 6in.; breadth of beam, 12ft.; on the cross guards, 21ft. She is built altogether upon the American principle and model, and cost about £5,000. Her engines, furnished from Sydney, are of twenty horse power each, and of best workmanship. Her total tonnage, including engines which weigh thirty tons, is ninety-one tons. Her beams and planking are of New Zealand pine, and her timbers are of honeysuckle. She draws 3ft. water when full, and 2ft. 4in. when light. She possesses accommodation for sixteen first-class passengers and half as many second. There is also accommodation in theEurekabarge, which tows alongside.[7]TheEurekalaunch is built of blue gum below, her upper planks of New Zealand pine, and her decks of Baltic deal. Entire length on deck, 106 feet; entire length of keel, 96 feet; breadth of beam, 12 feet; breadth of cross guards, 21 feet; depth of hold, 8 feet. Her dimensions were:—Estimated measurement tonnage, 87 tons; draught of water, with cargo, 3 feet; draught of water, without cargo, 13 to 15 inches. The deck, which is covered with an awning, is, from her peculiar construction, large enough for a vessel of 300 or 400 tons.[8]This man, for want of evidence, was released, and sent back from whence he came.[9]From those lakes, salt, in considerable quantities, is gathered and transported into the interior, or to the nearest towns.[10]October 4th, above Euston, three emus or cassowaries were observed swimming across the river. Amongst the Australian aborigines there has been an evident desire to preserve this gigantic bird, and for this purpose its flesh is forbidden, it is said, to their young men. The Europeans, however, hunt it down without any consideration, unless it be for the sake of its feathers or for a steak of its flesh. An emu, we are told, with a kick can kill a dog or break a horse’s leg, and to judge from the size of their claws (some of which we have on board) this can be no exaggeration. Dogs are, however, trained to seize them by the neck, and, in this way, overpower them easily.[11]The Darling, during more than half the year, would, it appears, be navigable for upwards of 150 miles from its junction with the Murray. A few years ago indeed, it was settled as far as Lake Minindie, a Government Reserve, 200 miles from the mouth; but the outrages of the blacks—the distance from an available market—or other causes—led to the abandonment of these runs. It has now only 50,000 sheep upon its banks; but would, it is said, depasture four times that number, and might be occupied up to Fort Bourke, 500 miles from the junction. The waters of the Darling, at times fordable, begin to rise about July, and subside again in February.[12]According to Mr. Jamieson, Mickie had a companion; and the native was alone.[13]In Victoria, as much as 35s. had been demanded for one day’s stabling and food for one horse.[14]These birds were afterwards brought on board and conveyed to Adelaide.[15]These “store” sheep, as they are called, are sent overland to be fattened on the banks of the river, whence the clip is easily transported to Adelaide.[16]In the Wakool we found three and a-half fathoms water.[17]As in some degree confirmatory of this last extract, it may be mentioned that on taking in wood, at the Great Bend, we were informed that, of the woodcutters who had been working for us, one had been a West India proprietor, and the other the nephew of a noble Earl, whose ancestors have borne a prominent place in Irish history.[18]It is worthy of remark, that the sheep on the Murray appear to be singularly exempt from disease—neither catarrh, scab, nor foot rot, being now known amongst them.[19]The nearest diggings to Swan Hill are the Koorong, about 100 miles distant.[20]On this voyage, up the Murray, has been remarked by more than one of our party the singular resemblance to Gothic arches presented by the overhanging trees. It is not impossible that the idea of their construction has thus originated; at any rate, of the notion we may, I think, say with the Italian,si non è vero è ben trovato.[21]The Company, it appears, allowed the passengers 8s. a-day during their detention.[22]Near this station, on the borders of a lake, is found a quantity of a kind of gypsum or talc, perfectly transparent, which possibly may yet be turned to some useful purposes.[23]Strange to say, the Wakool is stated in the dry season to be quite salt; if so, the salt springs must predominate over the waters of the Murray, of which it receives the “backwaters.”[24]The Royal Australian Bank have two other sheep stations in the vicinity of the Wakool, as also two cattle stations on the Neimur and Murray; the whole being under the superintendence of Mr. Walter Murray.[25]It is not fair to inflict upon the public the minutiæ of one’s daily ailments; but when one has not enjoyed a day’s health for five years—have suffered partial blindness for four years—and for nearly two years have lain down nightly with the chance of falling into a fit—as has been my case, I think this note may be pardoned.[26]I crave the forgiveness of these gentlemen, if I have incorrectly quoted their opinions or their words; but am reminded, as I write, of the witty words of Voltaire, when told that Admiral Byng had been shot by order of the British Government,—“C’est pour encourager les autres.”[27]The Captain called it a spiral rock, and I understood there is only four feet water over it.[28]The excellent arrangement of which (small as it is), it is but just to say, was chiefly due to the exertions of Mr. Younghusband’s valet, groom, and coachman; for, I believe, “James” combines these three capacities in his own person.[29]The trees on the Murray being of large size and lofty growth, it cannot be doubted that timber cutting and rafting in all its branches will erelong be introduced on the stream; on parts of which saw mills might with advantage be erected: the timber, when cut down and sawn, being formed into large rafts, and floated down, as on the rivers of Europe and America.[30]The result of this expedition to the Colony of South Australia may truly be called the discovery of the Golden Fleece; for by the successful achievement of the navigation of the Murray by Captain Cadell’s steamer, Sir Henry Young has obtained an immediate increase to the exports of the Province of certainly 1,000,000lbs. of wool, of the value of about £80,000. I limit the amount to about this sum, because, for another twelve months, I doubt the steamer being able to carry the estimated quantity of wool even from Swan Hill—and amounting, with two years’ clip, to £162,000—unless, indeed, the boats navigated, as is expected, from England, for the Murray, should arrive. But when the boats are equal to the freight, I conceive the addition to the exports of South Australia will not fall short of £350,000.[31]For these statistics, with much other information, I am indebted to Mr. Jamieson, of Mildura.
[1]This poor man was unfortunately drowned, September 30th.
[2]According to Balbi, the course of the Murray is nearly 3,000 miles.
[3]This calculation can only be approximate.
[4]Expeditions into the Interior of Australia: 2 vols.
[5]The return of supplies taken each trip up the river, it is calculated, will be equivalent to about one-half the value of the cargo brought down; the orders for goods amounting already to £3,000 and upwards.
[6]The dimensions of theLady Augusta(so called in honour of Lady Young), are as follows:—Extreme length on deck, 105ft.; extreme length of keel, 98ft. 6in.; depth of hold, 5ft 6in.; breadth of beam, 12ft.; on the cross guards, 21ft. She is built altogether upon the American principle and model, and cost about £5,000. Her engines, furnished from Sydney, are of twenty horse power each, and of best workmanship. Her total tonnage, including engines which weigh thirty tons, is ninety-one tons. Her beams and planking are of New Zealand pine, and her timbers are of honeysuckle. She draws 3ft. water when full, and 2ft. 4in. when light. She possesses accommodation for sixteen first-class passengers and half as many second. There is also accommodation in theEurekabarge, which tows alongside.
[7]TheEurekalaunch is built of blue gum below, her upper planks of New Zealand pine, and her decks of Baltic deal. Entire length on deck, 106 feet; entire length of keel, 96 feet; breadth of beam, 12 feet; breadth of cross guards, 21 feet; depth of hold, 8 feet. Her dimensions were:—Estimated measurement tonnage, 87 tons; draught of water, with cargo, 3 feet; draught of water, without cargo, 13 to 15 inches. The deck, which is covered with an awning, is, from her peculiar construction, large enough for a vessel of 300 or 400 tons.
[8]This man, for want of evidence, was released, and sent back from whence he came.
[9]From those lakes, salt, in considerable quantities, is gathered and transported into the interior, or to the nearest towns.
[10]October 4th, above Euston, three emus or cassowaries were observed swimming across the river. Amongst the Australian aborigines there has been an evident desire to preserve this gigantic bird, and for this purpose its flesh is forbidden, it is said, to their young men. The Europeans, however, hunt it down without any consideration, unless it be for the sake of its feathers or for a steak of its flesh. An emu, we are told, with a kick can kill a dog or break a horse’s leg, and to judge from the size of their claws (some of which we have on board) this can be no exaggeration. Dogs are, however, trained to seize them by the neck, and, in this way, overpower them easily.
[11]The Darling, during more than half the year, would, it appears, be navigable for upwards of 150 miles from its junction with the Murray. A few years ago indeed, it was settled as far as Lake Minindie, a Government Reserve, 200 miles from the mouth; but the outrages of the blacks—the distance from an available market—or other causes—led to the abandonment of these runs. It has now only 50,000 sheep upon its banks; but would, it is said, depasture four times that number, and might be occupied up to Fort Bourke, 500 miles from the junction. The waters of the Darling, at times fordable, begin to rise about July, and subside again in February.
[12]According to Mr. Jamieson, Mickie had a companion; and the native was alone.
[13]In Victoria, as much as 35s. had been demanded for one day’s stabling and food for one horse.
[14]These birds were afterwards brought on board and conveyed to Adelaide.
[15]These “store” sheep, as they are called, are sent overland to be fattened on the banks of the river, whence the clip is easily transported to Adelaide.
[16]In the Wakool we found three and a-half fathoms water.
[17]As in some degree confirmatory of this last extract, it may be mentioned that on taking in wood, at the Great Bend, we were informed that, of the woodcutters who had been working for us, one had been a West India proprietor, and the other the nephew of a noble Earl, whose ancestors have borne a prominent place in Irish history.
[18]It is worthy of remark, that the sheep on the Murray appear to be singularly exempt from disease—neither catarrh, scab, nor foot rot, being now known amongst them.
[19]The nearest diggings to Swan Hill are the Koorong, about 100 miles distant.
[20]On this voyage, up the Murray, has been remarked by more than one of our party the singular resemblance to Gothic arches presented by the overhanging trees. It is not impossible that the idea of their construction has thus originated; at any rate, of the notion we may, I think, say with the Italian,si non è vero è ben trovato.
[21]The Company, it appears, allowed the passengers 8s. a-day during their detention.
[22]Near this station, on the borders of a lake, is found a quantity of a kind of gypsum or talc, perfectly transparent, which possibly may yet be turned to some useful purposes.
[23]Strange to say, the Wakool is stated in the dry season to be quite salt; if so, the salt springs must predominate over the waters of the Murray, of which it receives the “backwaters.”
[24]The Royal Australian Bank have two other sheep stations in the vicinity of the Wakool, as also two cattle stations on the Neimur and Murray; the whole being under the superintendence of Mr. Walter Murray.
[25]It is not fair to inflict upon the public the minutiæ of one’s daily ailments; but when one has not enjoyed a day’s health for five years—have suffered partial blindness for four years—and for nearly two years have lain down nightly with the chance of falling into a fit—as has been my case, I think this note may be pardoned.
[26]I crave the forgiveness of these gentlemen, if I have incorrectly quoted their opinions or their words; but am reminded, as I write, of the witty words of Voltaire, when told that Admiral Byng had been shot by order of the British Government,—“C’est pour encourager les autres.”
[27]The Captain called it a spiral rock, and I understood there is only four feet water over it.
[28]The excellent arrangement of which (small as it is), it is but just to say, was chiefly due to the exertions of Mr. Younghusband’s valet, groom, and coachman; for, I believe, “James” combines these three capacities in his own person.
[29]The trees on the Murray being of large size and lofty growth, it cannot be doubted that timber cutting and rafting in all its branches will erelong be introduced on the stream; on parts of which saw mills might with advantage be erected: the timber, when cut down and sawn, being formed into large rafts, and floated down, as on the rivers of Europe and America.
[30]The result of this expedition to the Colony of South Australia may truly be called the discovery of the Golden Fleece; for by the successful achievement of the navigation of the Murray by Captain Cadell’s steamer, Sir Henry Young has obtained an immediate increase to the exports of the Province of certainly 1,000,000lbs. of wool, of the value of about £80,000. I limit the amount to about this sum, because, for another twelve months, I doubt the steamer being able to carry the estimated quantity of wool even from Swan Hill—and amounting, with two years’ clip, to £162,000—unless, indeed, the boats navigated, as is expected, from England, for the Murray, should arrive. But when the boats are equal to the freight, I conceive the addition to the exports of South Australia will not fall short of £350,000.
[31]For these statistics, with much other information, I am indebted to Mr. Jamieson, of Mildura.