The Railway Discussion 1902. 5D 
development, and in undertaking the survey of the line of country between 
Tumatumari and the mouth of the Semang, the Guvernment is doing the proper 
thing, as it isthe only way of determining whether the first branch line suggested 
by Mr. Hill is practicable or not, and also the cost at which a railway could be 
constructed. With this knowledge at its disposal the Government will be able 
to decide whether a light railway is possible, and, if not, surely a road would be 
the next best thing as it would serve asa forerunner to the branch line if 
carefully traced and constructed. A road from Bartica, running far enough to 
tap the clear waters of the Mazaruni, could never be (except perhaps for the 
first few miles) of any permanent value even if that town were made the 
“jumping off ” ground to the interior and Mr. Hill’s line adopted. It is palpa- 
ble, therefore, that those who advocate the Bartica-Mazaruni road are actually 
urging the Government to adopt the very system which they so strongly 
condemn. 
The surveys should, in my opinion, be continued, firstly from Tumatumari 
southwards to the Potaro Landing, and then northwards to Omai following 
the course which the great trunk line would take. Then, as the finances of the 
colony permitted, these lines could be constructed. Surveys of this kind, 
however, should be carried on with judgment, and in a systematic manner, 
otherwise a fruitless expenditure may result. It is a well-known maxim in 
engineering that £100 spent on good surveys may save from £1,000 to £10,000 
in the construction of either roads or railways, which should be borne in mind. 
I was surprised in reading Mr. Hill’s paper that while at the outset he deplored 
the fact of a break gauge in the colony, he should recommend at the end of his 
paper the adoption of the “ Lartigue ” system, which entails not only a break 
of gauge, but what is still worse, an entirely new type of railway. A double- 
rail line, however, narrow the gauge, can always be adapted, as circumstances 
require, to be standard-gauge, and although laid with light rails could carry 
the rolling stock of a main line, if light locomotives are used on the branch line. 
We have a type of locomotives now on the Bridgetown and St. Andrew’s 
railway in Barbados capable of hauling 200 tons on a gradient of 1 in 60, which 
is not too heavy for even 30 lb. rails. These are 8 wheels coupled, built by 
Messrs. Baldwin & Co., Philadelphia. 
The “ Lartigue ” system does not afford the advantages which a hght double 
railline does, as it cannot be converted to the standard-gauge were it necessary 
to do so, and would cost a great deal more than a light line of equal capacity. 
Its estimated cost is put down by the owners of the system at £3,000 a mile 
under ordinary circumstances, and it is a remarkable fact that although it 
was introduced 25 years ago the Listowell and Ballybunnion is the only line that 
was ever constructed. It has never found favour with engineers. I do not 
agree with Mr. Dorman that a 3ft. 6in. gauge railway could be built in the in- 
terior of British Guiana for £1,500 per mile. I consider £2,500 for a 3 ft. 6 in. 
and £1,800 for a 2 ft. Gin. gauge to be nearer the mark. A standard-gauge line 
from Bartica as suggested by Mr. Hill would not cost less than £6,000 a mile, 
