The filling up of the rocks extending from the
Sumner beach would form a resisting wall to
the stream, which would be diverted towards
the western elbow, forming an acute-angled
channel to the westward. The bar would, by
the same cause, be nearer the western shore,
and therefore shoaler.

By looking at the plan it will be seen that
the bar is at present in nearly a central position
between the west and south shores, and therefore naturally in the deepest or best position.
Therefore if, on the other hand, the suggestion
of blowing up the rocks above-mentioned were
carried out, the effect would be to straighten
the course of the stream, but at the same time
leading it along a shallow beach, forming a bar
in shoaler water. The only other suggestion
I have heard, is the filling up of the rocks above
to narrow the channel there, but I think at such
a distance the only result would be to slightly
hollow out the opposite embankment, and the
effect below would be imperceptible. Any other
disposition of the bar would be less advantageous to the port, it being, as I have already
mentioned, midway between the west and south
shores, and naturally in the deepest site.

I find that this river is not subjected to freshets, as it takes its rise in a swamp in the plains,
and being unconnected with the mountain
ranges is therefore less liable to changes by sudden and rapid streams. This is in favour of
its navigation, and for such a small embouchure
a bar of 5 feet at low water may be considered
as a favourable entrance; and in my opinion—
with due care—may be made available for the
purposes of transporting cargo in safety from
Port Victoria to Christchurch.

Having witnessed the heavy and generally
impassable bars along the west coast of these
Islands, upon which we have lately been employed, and upon which we would scarcely look
for an opportunity of crossing in a boat, I may
in comparison state that we crossed the Sumner bar the day we wished to do so; that the
following day we were engaged almost entirely
upon it; and that two days after (the day it was
most convenient to return) we also again
crossed it without a break in our open boats.
This was viewing it under favourable circumstances; and why should any vessel attempt it
under any other, when there is a port within
three miles, and judgment upon the feasibility
of entry can be ascertained before leaving?

It therefore appears to me that if cargo is
wet or damaged upon the Sumner bar, it must
be from recklessness. The bar is certainly exposed to occasional gales, but is exempt in a
great degree from the hindrances on the west
coast, where the ocean wave is constantly impelled on the coast, constituting a continual
break even in calm weather.

The great difficulty however in this river appears to be getting out, and the danger of
being set through the rocks at the entrance, but
it is possible in sailing vessels to avoid this, for
we find that by keeping close to the north spit,
a vessel would not be set through the rocks, but
out in the channel.

And in conclusion, Sir, I cannot recommend
any money being laid out beyond a perch at
the elbow, and leading marks over the bar. I
consider it as at present an available channel
for the transport of goods by decked vessels

from Port Victoria, when commanded by competent persons, who are acquainted with it, and
I should suggest that some local enactment
should establish the safety of carriage, by enquiries into the character of the vessel, the
stowage, and the master’s efficiency.

Throughout these suggestions I have been
desirous of preventing the Province from entailing expenses, which will I think appear to
you (as to me) of doubtful advantage; but, Sir,
it appears to me that this rising Province will
not long be satisfied with the present communication between the Port of Lyttelton and
Christchurch, and I think the establishment of
a small short substantial paddle-wheel steamer
will be found an invaluable (indeed necessary)
adjunct to the prosperity of Canterbury, and
there is ample room for such a vessel to turn.

A small tug would answer admirably.

I also beg to suggest the propriety of appointing a nominal pilot to the Sumner; in
case so I do not think it necessary that he
should be at present a salaried pilot, but that
the nomination should be given to a person
who might in consideration of present or future
fees and emoluments hold the situation, and as
conservator of the river, to remove snags and
other nuisances as occasion requires; he would
also place beacons for leading over the bar; he
could prevent mischief being done in the discharge of ballast in the river, &c., by being
empowered to prevent it.

In connexion with this recommendation I
mention Mr. George Day’s name, whom you
appointed to accompany me, and whom I find
an intelligent active man, and who, although
occupied on his own account upon other duties,
is frequently here, and would be willing and is
quite competent to act, if I may use the expression, as honorary pilot or river conservator.

I have the honor to be, Sir,
Your most obedient servant,

BYSON DRURY,
Commander and Surveyor.

His Honor the Superintendent
of Canterbury.

Provincial Secretary’s Office,
Christchurch, 14th Dec. 1854.

HIS HONOR THE SUPERINTENDENT
directs the republication of the following
Notification from the New Zealand Government Gazette of the 24th of October last,
for general information.

By order of His Honor the Superintendent,
H. G. GOULAND,
Provincial Secretary.

Colonial Secretary’s Office,
Auckland, 10th Oct., 1854.

His Excellency the Officer administering the
Government has been pleased to appoint

John B. Bennett, Esq.,
to be the Registrar-General for New Zealand,
and Registrar for the District of Auckland,
under the Marriage Act, 18th Victoria.

By His Excellency’s command,
ANDREW SINCLAIR,
Colonial Secretary.