May  I,  >897.]  THE  TROPICAL 
Mr.  Waring  examined  the  country  form  Manaar 
or  rather  Taladi  via  Madawachchi  and  Anuradhapura 
to  Kurunegala,  a total  of  132  miles  which  he  would 
probably  estimate  to  cost  on  light  broad-gauge  about 
li7,260,000 — making  a total  of  113.5,640,000  for  the 
Ceylon  portion  and  the  crossingon  the  broad-gauge;  but 
to  this  would  have  to  be  added  if  the  broad-gauge 
were  adopted  on  the  Indian  side  100  miles  of  new 
line  to  Madura  and  alterations  of  lines  for  38  miles 
to  Dindigul  and  (in  Mr.  Shadbolt’s  opinion*)  next  100 
miles  new  broad  line  to  Palghaut — in  all  an  outlay  of 
about  R17,000,000 — making  a total  outlay  of  1152,610,000 
(£3,290,000)  for  487  miles  and  making  the  railway 
distance  between  the  cities  of  Madras  and  Colombo 
by  broad  gauge  821  miles. 
On  the  other  hand,  taking  thj  metre-gauge  as  run- 
ning from  Madras  to  Madura,  Mr.  Shadbolt  esti- 
mates for  100  miles  to  Pamban  at  114,177,460  ; the 
“ crossing  ” us  above  58  miles  at  1128,100,000  and  then 
for  145  miles  from  Mannar  to  Colombo,  Mr.  Shadbolt 
allowed  11100,000  a mile— he  not  having  been  over  the 
country,  while  Mr.  Waring  (following his  assistant  Mr. 
Oliver  who  surveyed  part  of  the  route)  put  it  under 
1185,000  for  a broad  gauge.  For  a metre-gauge  there- 
fore, Mr.  Shadbolt  should  find  R65,000  per  mile  suffi- 
cient and  we  get  for  149  miles  (more  accurate  than 
145)  a total  of  119,685,000 — giving  a grand  total  for  307 
miles  of  R41, 962,460  (£2,926,655)  and  the  distance 
between  the  cities  of  Madras  and  Colombo  by  metre- 
gauge  650  miles. 
Mr.  Waring  suggests  a shorter  route  by  a new 
broad  gauge  line  being  made  between  Dindigul  and 
Kudimudi  and  a mixed  rail  utilised  on  each  side. 
The  distance  from  Madras  to  Colombo  would  then 
be  about  714  miles.  But  we  do  not  know  how  the 
Madras  authorities  would  favour  this  proposal;  where- 
as a line  to  Palghaut  has  actually  been  projected. 
SUM.MAEY  or  Arguments  in  he  Route,  &c. 
I w uld  now  briefly  sum  up  what  may  be  said  about 
the  route  for  an  iudo-Coloinbo  line  : — 
(1) .  That  the  Coast  line  from  Manaar  (possibly  via 
Anuradhapura-Puttalam)  to  Colombo  is  by  far  the  most 
direct  and  healthiest  for  through  travellers. 
(2) .  That  it  can  be  on  metre-gauge  without  interfer- 
ing with  the  established  the  Ceylon  Railway  system. 
(3) .  That  it  can  be  constructed  by  a private  Syndi- 
cate without  adding  to  the  financial  responsibility  of 
the  Colony. 
(4) .  That  it  will  serve  a very  important  coconut- 
growing country — part  of  it  extremely  populous — and 
and  also  open  up  very  desirable  new  land  for  palms, 
between  Chilaw  and  Puttalam  (and  inland  therefrom) 
which  the  natives  are  eager  to  buy. 
(5) .  It  will  give  ready  access  to  the  Pearl  Fishery 
grounds  (and  also  to  Dutch  Bay). 
(6) .  Bring  the  coolies  by  a safe  route  and  drop 
them  at  a depot  North  of  the  Kelani  whence  they  can 
• Mr.  Shadbolt’s  opinion  is  as  follows  - 
(1) .  The  line  must  be  on  the  metre  gauge.  The 
whole  of  Southern  India  is  occupied  by  this  gauge. 
(2) .  The  line  must  run  direct  to  Colombo  and  not 
be  hampered  and  depreciated  by  trying  to  work  it 
in  with  existing  lines. 
(3) .  With  regard  to  Adam’s  Bridge  the  shoals  have 
a tendency  to  increase  and  become  more  stable  and 
a form  of  construction  should  be  adopted  which  would 
encourage  this.— See  “ Report  ” for  views  on  the  water 
currents. 
These  are  three  points  in  which  I fancy  I (Mr. 
Shadbolt)  differ  essentially  from  Mr.  Waiing. 
The  following  are  matters  of  speculation  rather  than 
observation  : — 
(4) .  I believe  the  natural  position  of  Colombo  en- 
sures it  a future  of  immense  importance.  Its  situa- 
tion will  make  it  for  Asia  what  L ondon  is  to  Ein-ope. 
(5) .  'The  political  value  of  the  raihvay  would  be 
enormous  with  regard  to  the  Far  East  in  allowing 
the  military  resources  of  India  to  be  concentrated  at 
such  a commanding  point. 
(6) .  The  fear  of  Ceylon  being  administratively 
merged  in  India  is  absolutely  puerile  and  rests  on 
nothing.  The  idea  of  Madras  annexing  anything  is 
almost  unthinkable. 
AGRICULTURIST.  ^8^ 
easily  move  to  the  upcountry  line  or  afterwards  be 
carried  to  Kalutara,  etc. 
(7) .  Such  a line  worked  by  a private  Company 
under  certain  regulations  as  to  charges,  would  give 
the  Ceylon  and  Home  Governments  as  w'ell  as  the 
public  a much-needed  check  (by  way  of  comparison) 
on  some  of  the  existing  Ceylon  Government  lines,  as 
to  outlay  in  upkeep,  re[.air8,  working  expenses,  etc. 
(8) .  This  Coast  line  would  also  enable  us  in  Ceylon 
to  c:impare  the  merits  and  demerits  of  the  two  gauges 
with  reference  to  the  opening  of  the  North  and  East 
of  the  island. 
(9) .  It  should  be  a great  advantage  to  have  the 
same  Syndiciite  making  and  working  the  line  on  both 
sides  of  the  Adam’s  Bridge  Viaduct. 
(10) .  It  is  impossible  for  any  impartial  Anglo-Indian 
or  Aiiglo-Ceylon  resident  to  approve  of  the  roundabout 
interior  route  from  Manaar  to  Kurunegala,  to  Polgaha- 
welaand  thence  Colombo,  with  its  unhealthy  drawbacks 
for  many  months,  as  compared  with  the  more  direct 
sea-coast  line  for  an  Indo-Ceylou  railway.  How  would 
it  do  to  take  Anglo-Indian  invalids  through  the  most 
feverish  part  of  Ceylon  ? 
(11) .  It  is  certain  that  a great  part  of  the  direct 
coast  line  will  have  eventually  to  be  made  even  for 
local  irqliic.  It  will  pay  belter  than  the  line  to  Galle; 
and  we  all  know  how  expensive  it  is  to  keep  up  a 
Canal  crossed  by  rivers  often  in  flood — and  how 
slow  the  traffic  is  by  boats.  Steamers  and  coaches 
cannot  overtake  the  passenger  traffic  between  Colombo 
and  Negombo  and  Chilaw,  and  steamers^can  run  only 
to  Kelauiya — 3 to  4 miles  from  the  heart  of  Colombo. 
(12) .  'There  is,  of  course,  the  immense  importance 
of,  a direct  line  from  South  India  to  the  heart  of 
Colombo  with  its  grand,  fully  protected  Harbour  and 
Dock-to-be. 
(13) .  And,  also,  the  scope  for  settling  some  of  the 
surplus  population  of  Souih  India  in  the  region 
easlw.u’d  from  Manaar,  ruttalam  and  Chilaw. 
(14) .  As  regards  extending  from  Kurunegala  North- 
wards, nearly  every  authority,  who  has  thought  of 
this,  is  agreed  that  a tramway  (speed,  8 or  10  miles 
an  hour)  on  the  existing  excellent  North  road  would 
amply  suffice  to  serve  traffic  and  develop  the  country, 
a.s  far  as  Jaffna. 
Tlt.AFFIC  estimates. 
I next  come  to  Estimates  of  Traffic  for  the  proposed 
line.  'These  have  never  been  the  subject  of  a pro- 
per enquiry.  'The  only  published  approximation  is 
by  Mr.  Shadbolt,  the  Indian  Engineer  referred  to. 
He  first  calcul'ted  that  in  order  to  secure  a net  re- 
turn of  4 percent,  on  his  total  estimated  outlay 
from  Madura  to  Colombo  of  R48,700,000,  the  gross 
receipts  must  amount  to  R3, 900,000  per  annum.  But 
in  the  first  place,  I have  shown  that  with  correct- 
ions on  the  Ceylon  side  which  Mr.  Shadbolt  never 
inspected,  his  total  cost  should  be  reduced  to 
1141,962,460  ; and  in  the  2nd  place,  Mr.  Shadbolt’s 
estimate  of  the  emigrants  and  immigrants — based  on 
figures  of  some  years  back — is  far  below  the  mark 
of  the  present  day  ; while,  indeed,  the  number  coming 
to  Ceylon  from  South  India  is  now  likely  every  year  to 
increase — the  Ceylon  planters  at  this  moment  wanting 
50,000  to  100,000  more  labourers.  As  regards  goods 
traffic  it  is  very  difficult  to  form  even  a guess  ; but  I 
should  certainly  expect  Travancore  and  South  India 
tea  generally  to  find  its  way  to  the  Colombo  mar- 
ket by  rail,  as  also  a certain  proportion  of  rice  and 
other  produce.  Mr.  Shadbolt  took  no  account  (as  he 
points  out)  in  his  estimate  of  first-class  passenger 
traffic,  or  of  local  traffic,  both  on  the  Indian  and 
Ceylon  side.  Now  for  the  line  from  Madura  to 
Pamban  by  itself,  there  is  an  estimate  of  traffic 
showing  a net  return  of  13  55  per  cent,  on  the  capi- 
tal outlay.  No  doubt  this  takes  account  of  pilgrims 
to  Rameswaram  and  emigrants  to  Ceylon.  On  the 
Ceylon  side,  I am  clear  that  a line  from  Colombo 
to  Puttalam  ought  to  yield  5 per  cent,  on  its  cost 
simply  from  local  traffic.  'That  being  the  case  and 
looking  to  the  many  ways  in  which  the  convenience 
and  utility  of  the  junction  line  would  be  realized — 
in  military  movements  for  instance — I think  it  would 
be  safe  to  say  that  a net  mipimmu  retiu'u  of  3 yes 
4 
