The Railway Discussion 1902. 47 
siderable distances, such as required for crossing the Essequebo by a single span. 
The chief objection to this scheme of reaching Bartica, however, lies in the 
additional handling involved : there being five loadings and dischargings, as 
compared with one by the steamer route, all of which, as I have already 
pointed out, add considerably to the cost of transport. 
Leaving Bartica, the route of the proposed central trunk line would take a 
ascending curve round by the back of Bartica Point towards the high land 
at the back of Kalacoon and thence along the ridge of the watershed between 
the Essequebo and Mazaruni Rivers ; crossing the Potaro River just below the 
mouth of the Couriebrong close to Potaro Landing, thence in a southerly 
direction crossing the Siparuni below the mouth of the Takoutu, on across the 
Purro-birro and the Rupununi Rivers and their tributary streams, tapping 
the great Rupununi savannahs, along the watershed of the Rewa River, 
crossing the Quitaro and Cassikitu Rivers to the upper reaches of the Esse- 
quebo, “close to the Brazilian boundary, a total distance of about 420 miles. 
This would form the great Central Trunk Line, with branches right and left 
as found necessary in the future development of the district. Already a cart 
road has been formed along the proposed route, a distance of some 30 miles 
from Bartica, and so far as can be ascertained no serious engineering diffi- 
culties are likely to present themselves along the entire route. 
The first of the branch lines to be constructed would doubtless be one to the 
Mazaruni diamond fields, branching from the main trunk line 30 or 40 miles 
north of the Potaro, bending round towards the Mazaruni, crossing the Semang 
and Karamang Rivers, skirting the Merume mountains and touching the Maza- 
runi River close to the mouth fa the Merume River, clear above the numerous 
and dangerous falls in the Mazaruni, the length of this branch line being about 
90 miles. 
Another main trunk line, about 140 miles in length, might start from Cartabo 
Point, about 8 miles from Bartica, traversing the watershed between the 
Cuyuni River on the right and the Mazaruni, Puruni and Cartoonie Rivers 
on the left, tapping rich mineral country on either side, and reaching on to the 
Venezuelan boundary close by the mouth of the Acarabisi River, through 
which connection might be made with the Barama and Barima districts : 
though probably the present steamer route to the North West district via 
Morawhanna will be found the more convenient mode of approach to, at 
least the lower reaches of, the Barima and Barama Rivers. The Noith 
West district is so well watered by these two rivers and their tributaries 
that there would appear to be no necessity there for any main trunk line, short 
local railways as portages and accommodation lines to special mining centres, 
being probably all that would be required for many years to come. 
We now come to consider the class of railway to adopt, and I unhesitatingly 
recommend one of standard gauge, 4ft. 8} ins., for at least the main trunk line. 
Suitable timber can be had on the spot, so to speak, for sleepers, and bridges 
crossing the smaller streams, imported steel or iron structures being preferable 
for the larger rivers. Inthe absence of roads of any sort at present in the 
