46 Timehra. 
to the upper waters of the Couriebrong—possibly reaching at the end the 
dimensions of an oil-motor driven Indian wood-skin !—the route would in- 
volve no fewer than thirteen changes or handling of goods between the Dem- 
erara River and the Mazaruni, made up as follows :— 
2 at Wismar, 2 at Rockstone, 2 at Tumatumari falls (low side), 2 at 
Tumatumari (top side) 2 at Couriebrong head, 2 at Semang head, and 
1 at Semang mouth : 
with possibly others to surmount the difficulties of shallows and falls in the 
Couriebrong and Semang, which we know little of at present. As is well- 
known and freely admitted, every “handling ’’ adds materially to the total 
cost of transport of goods in the Bush, as well as elsewhere. 
Coming back now to the possibilities of further railway development in the 
colony, I shall deal first with our coast lands. The East and West Coast rail- 
ways already supply the wants of our sugar estates on those coasts, the 
extension to Berbice taps the cattle ranches and farms of Mahaica, Mahaicony 
and Berbice, West Coast ; and all that remains to complete the coast connec- 
tion eastward is the Corentyne Railway between New Amsterdam and Skeldon, 
the route for which has been completely surveyed the construction awaiting a 
comprehensive water supply scheme for the fuller development of the rice 
industry, for the cultivation of which the Corentyne Coast seems to be pecu- 
liarly well adapted. A railway from Suddie to Devonshire Castle, for what I 
might call the re-development of the Essequebo or Aroabisce Coast, and the 
re-establishment of its many abandoned sugar estates, is a possibility of the 
future, when the abolishment of sugar bounties may lead to the rehabilitation 
of our Sugar Industry. At the present time, however, the hopes of the colony, 
are largely centred in the successful development of its mineral resources, its 
gold and diamond industries, so our thoughts naturally direct themselves 
towards the vast area of our hinterland, with its possibilities of hidden wealth, 
and of which so little is known beyond the mere fringes of our principal 
waterways, and even to that extent only within the last dozen years. A 
large influx of capital and population, with the necessary amount of ener- 
getic push, is what is required for the further development of this terra incognita, 
and the opening up of its hidden store-houses situated in the several districts 
of the vast interior. 
Having so far accepted Bartica as the main entrepot for the Essequebo, 
Mazaruni and Cuyuni districts, let us see how best to reach it from Georgetown, 
which, [ assume, will continue to be the chief port and capitel city of the colony. 
First, we have the existing Sproston direct steamer route, of abont six hours 
along the West Coast and up the Essequebo River, which, I venture to 
think, will be found the most convenient and cheapest mode of transport. 
As an alternative, however, we have a possible 40 miles extension of the 
West Coast Railway around Parika and up the right bank of the Essequebo 
to a point opposite Bartica, whence passengers and gouds would be transported 
across the Essequebo by steam ferry, or a wire rope way elevated high above 
the river. These wire rope ways are now largely used in many countries for 
short distances ranging up to say three miles, and are capable of spanning con- 
