HIGHWAYS OF WATER  by Peter Synan

Introducing his subject, Peter explained that his research in preparation for his book (about to be published), "Highways of Water", had been undertaken from a number of viewpoints.

• Transport, in general, in Gippsland and the place of shipping within that system; competition between the various systems, inter-region rivalry between south and north Gippsland, and inter-town rivalry between Sale and Bairnsdale (which developed into a real war of words);

• Why shipping was the primary form of access into Gippsland; how the provision of the railway, then, later. roads, changed the balance and eventually forced shipping on the lakes out of the transport system.

• Town loyalties; for instance, the Sale Steamboat Company was formed in the 1890's when the previous company went into liquidation, because the people of Sale feared that the trade centre would move from Sale to Bairnsdale.  The new company cost £7,000, raised locally in support of their town.  The company operated for about 38 years, simply out of loyalty because it never made any money.

• The importance of using waterways to export produce from the Gippsland region;

• Problems of navigation using the natural entrance until 1889 and the opening of the artificial entrance.

• The environmental effects of the opening of the artificial entrance.

Boats of the Sale Steamboat Company, operating from Melbourne, began using the lakes in a systematic way in about 1864, using the natural entrance.  There were 4 main destinations:

1. Sale - actually the Latrobe Wharf, until the canal and swing bridge were built.

2. Through Lake Wellington to Clydebank which acted as the port for Sale (1864-187)) after the mouth of the Latrobe had silted up.  Sale wasn't too happy about that as it entailed a 14 mile haul from Clydebank.  This stopped after the canal and swing bridge made access to Sale possible.

3. Redbank, on the Avon, was used as the port for Stratford in the very early days.

4. Up the Tambo, some 15 miles, to Mossiface where there was an extensive wharf, about 70 yards long.  This served the Bruthen, Deptford, Cassilis, and Omeo areas.

After 1864, Port Albert was being by-passed except when the natural entrance made entry into the lakes too difficult. The bar would normally close up for about 3 months of the year but sometimes this would extend to 6 months.

Rivalry between north and south Gippsland was the most controversial issue in Gippsland during the late 19th century, Port Albert claiming that the lakes were not viable for shipping because of the shallow and shifting bar at the natural entrance.  Eventually the Government took action, and the H.M.C.S. "Victoria" was sent to survey the entrance.  It had arrived in Victoria in 1856 for defence as well as survey purposes.  Owing to bad weather, the entrance was missed, but when it reached Gabo Island, the Victoria turned around and eventually made its report.

When the report was issued it turned out to be quite negative, stating that the coast was too exposed and too much would have to be spent.  However, a strong supporter of the Lakes system, Mr. Dawson, claimed that the survey had in fact been made of the mouth of the Snowy River, and this was later acknowledged by the State Government.

Further reports were made on the entrance and its conversion to a permanent opening.  The artificial entrance, designed by Sir John Coode, was eventually opened in 1889.  Work had begun in 1874, continued until 1876, then lapsed until it started again in 1883.  The original structure was of timer and extended further out to sea.  Exposure to rough weather and damage by the teredo worm weakened the timber, and in 1896 the outer section was washed away.  In 1903-1913 the entrance was virtually re-built, using concrete masonry, stabilized by rock.  It was not as long as before but it still has problems and still has to be dredged continuously to maintain a shipping passage.

Hops from the Bairnsdale hop gardens were a main crop from that area and farmers from the whole region were looking for outlets for their produce, particularly the Sydney market.  They were therefore strong advocates for the construction of the artificial entrance.

After the coming of rail to Sale, in 1878, there was a real tourist boom.  Excursions from Melbourne came by rail to Sale where they transferred to waiting steamers to enjoy a trip on the lakes.  Guest House accommodation was available for overnight or longer stays before taking the steamer back to the railhead.   As well, many Gippsland organizations and clubs had regular excursions and picnics to the Lakes.

Fishing, both inside the lakes, and outside, also played an important part in the local economy.

It is ironical that the opening of the artificial entrance was a contributing factor to the decline of shipping in the lakes.  The water level dropped, and partly due to the clearing of the water catchments, silting up took place. Although some boats of shallower draught were introduced, the problems could not be overcome.

Peter illustrated his talk with many interesting transparencies - maps showing the main routes, ports, and other geographical features, paddle boats and steamers on the lakes, Port Albert in the 1880's and Sale in the early days, aborigines fishing, early settlers and early holiday homes and many other views of the lakes and environs.

Our speaker had such a wealth of information that we couldn't possibly do it justice, so we strongly recommend our readers to obtain a copy of Peter's book, "Highways of Water" , printed by Landmark Educational Supplies, of Drouin.