STUDENT REPORTS
THE ECONOMIC HISTORY OF VENEZUELA
REFERENCES USED.--History of South America, W. H. Koebel; With the
Trade Winds, Ira Nelson Morris; The Land of Bolívar, Statesman's
Yearbook, 1918-1919; Reports of International High Commission; Reports
of Minister of Finance (Venezuela); Official Gazette of Venezuela.
GEOGRAPHICAL
The United States of Venezuela occupies the northernmost part of South
America bounded on the ocean side by the Atlantic and the Caribbean
and on the land side by British Guiana, Colombia and Brazil. It has an
area of 393,976 square miles (1,020,396 kilometers) with a population,
however, of only 2,848,121 or approximately 7 to the square mile. This
is in striking contrast with the figures obtained from the United
States Census of 1920 which shows an average population of 35.5 to the
square mile.
Venezuela is divided geographically into four zones, the _llanos_ or
large plains and river valleys which afford excellent opportunities for
the raising of cattle, the _mountain section_, formed by three mountain
ranges, the _table lands_ or plateaus and the _mining zone_. Venezuela
covers the same extent of superficial area as France, Belgium, Holland,
Denmark, Switzerland, Portugal, the United Kingdom of Great Britain and
Ireland. The country is especially fortunate in having an immense coast
line which extends over 1,800 miles. It has 32 ports, some 50 creeks
and bays, 7 peninsulas and 7 straits. Besides the Lake of Maracaibo,
which is the largest and of special importance, there are also 204
smaller lakes, 60 rivers, 8 of which are of the first magnitude. Along
with the variety of physical features Venezuela has a variety of
climate which permits the raising of many crops of the tropical and
temperate zones.
POLITICAL
Venezuela was sighted by Columbus on his third voyage in 1498, when he
entered the Gulf of Paria and sailed along the Delta of the Orinoco.
In 1550 this territory became the Captain-generalcy of Caracas and
remained under Spanish rule until early in the nineteenth century.
The modern history of Venezuela dates from the year 1813 when Simón
Bolívar took up arms against the Spanish Government and finally
defeated them at the Battle of Boyaca on August 7, 1819. Two years
later at Carabobo the Royalist forces were entirely routed and an end
was put to Spanish control in South America.
Simón Bolívar is venerated in Venezuela as the father of his country,
a title which he richly deserves. He was born in Caracas in 1783 and
from his earliest years his life seemed to be dedicated to the cause
of freedom. As a young man he studied in France and was an eye witness
to many of the scenes of the French Revolution, so that the spirit of
freedom and revolt against despotic government was further intensified
in him.
After his victory over the Spanish forces in 1821 Bolívar was formally
appointed President of Colombia which then included the present
republics of Venezuela and Ecuador. In 1830 Venezuela separated from
Colombia and became an independent state. The remainder of Bolívar's
public career was devoted to tireless labor in behalf of his people
that they might enjoy a stable and beneficial government. He died at
Santa Marta on December 17, 1830, almost penniless after having labored
throughout his entire life in the interest of his native country.
On March 30, 1845, Spain recognized the independence of Venezuela in
the Treaty of Madrid.
A period of successive revolutions followed until finally in 1870
Guzman Blanco assumed control of the country as dictator. Evading
the provisions of the constitution which prohibits the election of a
President for successive terms, Blanco successfully arranged through
two decades for the nomination of some one of his colleagues who was to
hold office as a figurehead.
The people finally tired of this procedure and in 1889 there was a
revolt against the dictator which resulted in his overthrow. At the
elections which followed General Andueza Palacios was elected to the
presidency, but another revolution followed in 1891, during which
Palacios was unseated and General Crespo, his vanquisher, took up the
reins of government.
During the administration of General Crespo trouble arose with Great
Britain over the boundary between British Guiana and Venezuela.
President Cleveland intervened in 1895, urging arbitration and finally
in 1899 the matter was amicably settled. This difference with Great
Britain left certain memories with the Venezuelan people which for a
long time operated to the discouragement of British capital.
After another series of revolts, General Cipriano Castro became
president in 1900. Internal disturbances continued and in addition to
this misfortune, Castro ruled as a dictator, employing corrupt and
revolutionary methods which not only aggravated the domestic disease
but ruined credit before the nations of the world. In 1907 the Belgium
debt was repudiated and the following year trouble arose with Holland
regarding the harboring of refugees in Curaçao. Diplomatic relations
were also broken off with England, Italy and France during Castro's
administration. Finally, in 1908 he found it advisable to retire to
Europe and in his absence Juan Vicente Gómez, the Vice President, took
control and was installed as President in June, 1910. General Gómez
still exercises the supreme power in his capacity as Commander-in-Chief
of the Army.
PRODUCTS
(See Reports on Agriculture, Minerals, and Animal Industries.)
BANKS AND CURRENCY
There are four national banks in the country--the Bank of Venezuela,
the Bank of Caracas, the Bank of Maracaibo and the Commercial Bank.
These four banks issue paper currency, which is not legal tender,
although generally accepted as such.
Previous to the establishment of branch banks in Venezuela by foreign
concerns, the majority of import and export houses doing business in
the Republic were engaged in domestic and foreign banking business. As
a general rule, these merchants charged such a high rate of interest
that individuals could not improve their property nor prosper in their
regular agricultural pursuits.
In 1916 the Royal Bank of Canada opened a branch in Caracas and in
several other places in the country. Three years later the National
City Bank of New York entered the field and opened branches in Caracas
and Maracaibo. Other concerns which have opened branches are the
Anglo-Spanish-American Bank, Ltd., The Commercial Bank of Spanish
America, Grace & Co. of New York through their branch, the Venezuela
Commercial Company, and The Mercantile Bank of the Americas.
The currency is on a gold basis and gold coins of foreign countries are
accepted as legal tender. The coinage of silver and subsidiary metal is
restricted.
The bolivar, named in honor of the Liberator, is the monetary unit and
contains 1-1000 part of a kilogram of gold.
Gold coins are issued in 5, 10, 20, 50 and 100 bolivar pieces. Silver
coins are issued in 1, 2½, 5 bolivar pieces and 50 and 20 centimo
pieces. The smaller, token coins, are of nickel in 12½ and 5 centimo
pieces. The five-bolivar piece is commonly known as the "fuerte" and is
worth $.96½ in U. S. gold.
AIDS TO ECONOMIC DEVELOPMENT
Capital can be supplied in either of two ways: by investors from
foreign countries or through loans made by the government of Venezuela
to individuals who are unable to interest outside capital. For the
welfare of the country, the latter seems to be more advisable, as
it would reach a larger number of small farmers who are not in need
of large sums, and who moreover are not familiar with the financial
requirements of foreign investors.
A provision similar to the Federal Farm Loan Act passed in the United
States in July, 1917, would be of immense importance in aiding
agriculture enterprises.
The lack of immigration has long been a serious problem in the economic
development of this country; it can only be said that the government
has this question under discussion and probably something will soon
be done to induce immigrants to come to Venezuela where a multitude
of opportunities await them.[2] However, it will be necessary for the
government to assure this class of prospective citizens that the bulk
of desirable land is still in the hands of small holders and that the
power of the government is sufficient to protect the small farmers.
[2] See report on new Immigration Act, pp. 39-41.
In spite of the fact that the country is very sparsely settled, the
present railroad system is inadequate and large tracts of land are of
little or no value because of the expense of handling the products.
Obviously, the products of these areas can not successfully compete
in the world's markets, if the margin of profit has been absorbed
antecedently by high transportation expenses.
The oldest railroad is the Bolívar Railroad which was begun in 1873.
It is a 24-inch gauge, 176½ kilometers long and extends from Tuscasas
to Barquisimeto. The La Ciella line was authorized in 1880 and has a
91-meter gauge and a length of 81½ kilometers.
The most important road and one of the few which has paid any returns
is the La Guaira to Caracas line, which is about 23 miles long and was
built by British capital.
In passing it can truly be said that railroad development has been
retarded as much by political insecurity as by the undeveloped
industrial state of the country, the topography and the expense of
securing railroad equipment. However, the present administration is
giving considerable attention to this need and an extensive program of
wagon-road building is now in process of construction and plans have
also been perfected for extensive railroad expansion.
GOVERNMENT
The Republic of Venezuela was founded in 1830 by separation from the
other members of the "Free State" established by Simón Bolívar within
the limits of the old Spanish colony of New Granada. The Constitution
was modeled after that of the United States of North America, but
greater autonomy is allowed to provincial and local governments.
The chief executive is the President, elected for a term of six years,
assisted by six ministers and a Federal Council of 19 members. The
Federal Council is appointed by Congress every two years; the Council
chooses a President from its own members, who is also President of the
Republic. Neither the President nor members of the Federal Council can
be re-elected for the following period.
The legislative branch of the government is divided into two houses
called the Senate, whose members are elected for six years by the State
Legislatures, and the House of Representatives, whose members are also
elected for a six year-period, but by direct vote, one to each 40,000
inhabitants.
The country is divided into 20 States, 2 Territories and a Federal
District. The National Congress includes 40 Senators and 52
Representatives. Each state has an equal number of representatives,
each having a legislative Assembly, whose members are chosen in
accordance with its respective constitution.
PROSPECTIVE
Venezuela stands to-day upon the threshold of great interior
development especially in agriculture and cattle-raising. Her position
is similar to that of the United States after the Civil War when vast
areas, sparsely settled, lay awaiting the movement of population to
develop them. Her mineral resources are practically untouched and
opportunities await foreign capitalists who are familiar with the
development of new countries.
The political situation, however, should not be neglected. W. H. Koebel
in his "History of South America" says, "No state of South America
can show such a perpetual ferment, such a fog of unrest and strife
hanging over and choking its development as this." Whether or not the
past eight years of stable government and national prosperity has
demonstrated to the people of Venezuela the proper course to follow is
a question beyond the scope of the present inquiry.
In any event, the foreign investor will be well advised if he places
his capital in Venezuela only after mature consideration of the
political changes of the last two decades and the ability of the
present administration to carry through its policy of enlightened
development.
_James F. Costello._
POPULATION, IMMIGRATION, EDUCATION
REFERENCES:
Census Bureau, Caracas, Venezuela, July, 1920.
Memoria del Ministro del Fomento, 1920.
Confidential Report of Department of Commerce, 1919.
Memoria de Instrucción Pública, 1918, 1919, 1920.
Memoria de Obras Públicas, 1920, Vol. 1.
Encyclopaedia Britannica.
The last official census of Venezuela, which was completed in the year
1891, placed the population of the country at 2,323,527. According
to the Venezuelan Year Book of 1904, 10% of the people are white and
of European descent, but by far the larger part, possibly 70% of the
total, is a mixed race in which white and Indian blood prevail, the
remainder being pure Indian blood. It is not to be expected that the
new census, begun in August, 1919, will show any great changes because
of the three following reasons:[3]
1. The neglect of sanitation and hygiene in the past, which was
responsible for a heavy death rate.
2. The numerous civil wars and revolutions, which ended however some
fifteen years ago, when a reconstruction period commenced under the
present régime.
3. Comparative lack of immigration, the actual increase being balanced
by the yearly total of emigration of Venezuelans to foreign countries.
[3] In 1917 the population was estimated as 2,848,121. The last census,
1919-1920, may show some increase.
The future, however, holds brighter prospects due to the fact that
remedies have been found for the first two causes, and energetic
efforts are being made to increase immigration, as will be shown in
detail later.
Within an area of approximately 394,000 square miles the greater part
of the people is found in the regions of Lake Maracaibo, the Federal
District of Caracas and along the Coast, the Southern and interior
sections being to a great extent unknown and unexplored. The region of
Barquisimeto in the state of Lara is the most densely populated area,
while in Apure far to the south is found low swampy land, sparsely
populated, interlaced with a network of rivers, which in the rainy
season cover the entire country with a blanket of water, making travel
impossible for months and mail deliveries most difficult and irregular.
The agricultural zone extending along the coast and inland to the
Orinoco, employs 20% of the population in this pursuit alone, and
contains all the important cities of Venezuela, with the exception
of Ciudad Bolívar. The largest city is Caracas, with a population
(including the Federal District) estimated to-day at 137,687, an
increase of 47,687 since 1891. Its sea-port is La Guaira, connected by
a railroad winding around 23 miles of mountains. The second port of
importance is Puerto Cabello in the vicinity of Valencia, the second
largest city of Venezuela, which has a population estimated at 64,681.
Maracaibo with 48,480 is the third largest city in Venezuela, being
second in the country in business importance. This last district ought
to have the heaviest increase in the future due to the location of the
mines and petroleum wells in this area which attract the majority of
immigrants, while its heavy coffee exportations offer a wide field for
investment and employment.
Mérida, and Barcelona with its port of Juanta which serves the coal and
salt mining regions, are two important populous regions while other
cities varying in population from 10,000 to 50,000 are Ciudad Bolívar,
Barquisimeto, Trujillo and Juanare.
A glance at the following data, with the last two reports approximately
estimated, will serve to show the increase.
1891 official census 2,323,027 Ratio per square kilometer 22
1911 " " 2,743,833 " " " " 26
1917 " " 2,848,121 " " " " 27
The most heavily populated districts are:
Federal District 137,687 Density per square kilometer 70.2
Carabobo 193,234 " " " " 43.9
Nueva Esparta 52,431 " " " " 39.6
Trujillo 185,624 " " " " 24.4
The least populated states are:
Bolívar 69,938 Density per square kilometer .03
Apure 30,008 " " " " .04
The territories which have had no increase since 1891:
Amazonas 45,097 Density per square kilometer .02
Delta-Amaeuro 9,243 " " " " .02
Revised statistics June 19, 1920, for the city of Caracas:
Catedral 12,229
Altagracia 14,280
Santa Teresa 6,050
Santa Rosalia 19,284
Candelaria 13,344
San Juan 16,436
La Pastora 11,409
San Jose 6,688
--------
Total 90,720
Remainder of District 46,967
--------
District total 137,687
Yearly increase of population estimated from comparative statistics of
births, deaths, immigration and emigration:
1910 28,091
1911 30,310
1912 11,797
1913 24,050
1914 24,988
1915 12,904
1916 9,589
1917 20,359
1918 8,308
1919 20,590
IMMIGRATION
The nationalities that immigrate to Venezuela, in order of numbers, at
the present time are Americans, Germans, Italians, Spaniards, Syrians,
Hollanders, with few French and English. Of these, the Spaniards,
Italians and Syrians alone, with a few odd exceptions, become citizens.
Before the war, Germany furnished the preponderant immigrant element
but to-day the Germans are coming in fewer numbers, and Americans are
increasing proportionately.
The reasons for the American increase are mainly the establishment of
three branches of the Royal Bank of Canada in Venezuela in 1916; the
National City Bank of New York with two branches, one in Caracas the
other in Maracaibo, and the Mercantile Bank of America with branches in
the same two cities. As mentioned above, the petroleum activities in
San Lorenzo in the Maracaibo district, the mines and coffee ventures,
also brought many Americans.
The lack of immigration in the past has been due mainly to sanitary
conditions, and the internal troubles of the country. The foreigner,
if unmolested long enough to build up a profitable business, faced the
danger of having it swept away, and his life endangered during one
of the frequent revolutionary outbreaks prior to the present régime.
However, great efforts are being expended to promote immigration as
vitally necessary for the future successful upbuilding of the country,
for Venezuela relies for her increase in population upon this source
and consequently several methods have been pursued to attain this end.
A glance at the laws of immigration formulated January 7, 1893, will
show the favorable inducements offered foreigners.
The Decree of 1893 created a Board of Immigration to promote
colonization. The Board is known as the Central Board of Immigration
and established subordinate boards throughout the country. These
societies, state societies, as well as private companies, were
authorized to make the following favorable concessions to induce
foreigners to come and colonize unused lands.
1. Payment of the immigrant's passage by land and sea, from the
place of embarkation to any of the main immigrant depots. The
National Government may also pay the passage of the immigrant
from the place of residence to the place of embarkation.
2. Payment of landing expenses and board and lodging for thirty
days after arrival.
3. Admission free of duty of their wearing apparel, domestic
utensils, and instruments of trade.
4. Exemption of any payments for necessary passports.
SPECIAL PROVISIONS
All rights accorded by law to aliens are guaranteed, and if naturalized
they are exempt from military duties, except only in case of foreign
wars.
Special provisions were also made in behalf of individuals and
companies organizing colonies for settlement in Venezuela.
The manner of making contracts with immigrants is carefully specified
in the following manner:
(_a_) Those who purchase lands during the first two years of
their settlement, shall not be bound to pay the price thereof
until after the expiration of four years, counted from the day
actual possession is taken. They can not dispose of the land,
however, during this period.
(_b_) The title is not to be determined until the stipulated
price is paid and the required cultivation and residence proved.
Special provisions and concessions were also made for the colonization
of public lands by private individuals and companies.
There is an annual appropriation in the National Budget to promote this
project. At the time of this writing, Mr. Simon Barcelo is in Europe,
traveling through the different countries inducing immigrants to come,
and acting as a forwarding agent. The result of his endeavors is being
manifested in the increased number of immigrants arriving within recent
months.
Venezuela's immigration is bound to increase in the future, for
advertisement is bringing results. The subjoined statistics will show
that this is not the only problem confronting the Government, for the
balance of immigration and emigration is only slightly in favor of
the former, as many Venezuelans leave the country yearly for the West
Indies, the United States and Europe. Whereas before the war, the
majority of the youths were educated in Europe, and travelers naturally
sought Europe, difficulty of communication and transportation during
the war turned the stream toward the United States, and the present
popularity of Americans in Venezuela bids fair to perpetuate this
condition of affairs.
_Year_ _Immigration_ _Emigration_
1910 8,273 7,233
1911 9,204 7,219
1912 9,615 7,981
1913 11,617 10,708
1914 10,610 9,742
1915 9,818 8,770
1916 8,596 7,639
1917 7,857 7,182
1918 6,153 5,841
1919 12,433 12,897
PUBLIC EDUCATION
Education in Venezuela is free, and in the six primary grades is
compulsory, the schools from the ages of 7 to 14 years being maintained
by the National Government, State, or Municipality, the Department
of Education being under the direct supervision of the Minister of
Public Instruction, with subordinate officials forming a board. In
1908 Mr. Guillermo Todd, a distinguished Venezuelan educator, was sent
to the United States, where he spent two years in the larger cities
inspecting the school system, the normal schools and universities. On
his return he was appointed superintendent of schools, and reorganized
the system, introducing many American ideas and methods which largely
prevail to-day.
The maintenance of the educational system depends upon the receipts
from stamps, from post-cards and letters, from fines collected from
violators of the instruction laws; from taxes upon inheritances,
imposts upon tobacco leaves and manufactures, and from the proceeds of
the revenue stamps placed upon boxes of cigars.
During the school year of 1919 there were founded two primary schools
with three teachers each, two with two teachers and nine schools
with one teacher. Two schools were suspended and eleven changed into
co-educational with one teacher, while thirteen schools changed their
location. Heretofore education has followed the population only.
Outside the cities, towns and large cities near the coast there were
scant educational facilities, and the rural population was to a large
extent uninstructed, there being no schools nor teachers. During
1917 a movement was inaugurated to establish rural schools in all
industrial districts, and migratory schools of this kind are now in
operation in Frujillo, in Mario El Cantado and Caracas, the states
and municipalities have taken the matter in hand. On September 19,
1919, a decree was passed by the National Government to offer a bonus
in the form of wages, of from 100 to 200 bolivares ($20.00 to $40.00)
to competent persons possessing a certificate of primary elemental
instruction, who would enroll and teach children below fourteen years
of age the rudiments of education in localities of small population
where there were no public schools nor teachers. The bonus to be
received varied according to the number of pupils enrolled; many small
classes are now in operation throughout the rural districts.
The Obligatory Instruction Law compelling children from 7 to 14
years of age to attend class has been rigidly enforced by Government
decree during 1919; a list of offending parents is compiled and they
are visited by educational officers, and fined if found guilty of
not sending their children to school. By an order of June 20, 1919,
English is to be henceforth taught in all primary schools, in view
of its present importance as a commercial language. On September 1,
1919, appropriation being made, two new Manual Training Schools were
founded, one at Mérida, the other at San Cristobal. Physical training
is now considered an important part of the training, and at least a
half-hour a day is spent in calisthenics and gymnastic training. In
1918 the Boy Scouts movement was proposed, and introduced into the
schools of Maracaibo, where under the supervision of Mr. W. Douglas
it has been intertwined with the courses of the public educational
institutions. This movement is now receiving national prominence, and
gained favorable commendation in the Memoria de Instrucción Pública
(1918).
According to the latest data, there are approximately 1,500 primary
schools in Venezuela with 50,000 pupils enrolled, but the system is
laboring under the difficulty of a lack of teachers, due to inadequate
compensation. The children attend school six days a week, but on
Saturday have class in the morning only. The curriculum consists
of a daily lecture or assembly, elements of the Spanish language,
arithmetic, the legal system of weights and measures, rudiments of
etiquette and hygiene, moral and civic instruction, gymnastic exercises
or national songs, and elements of manual training. The afternoon
classes embrace writing, geography, history, topics of the day and
gymnastic exercises.
The Secondary Education of Venezuela is not as generally widespread, in
proportion, as primary education. There are 102 schools of this class
corresponding to high schools in the United States; 58 are for boys,
38 for girls, and 4 are co-educational. Some are grouped into Federal
Colleges and Normal Schools annexed to Federal Schools in Caracas and
Valencia.
Caracas is nominally the center of education in Venezuela. Here are
found two normal schools, one for men and one for women, and two
national schools of arts and trades, one for each sex. In 1917 Schools
of Commerce were instituted at Caracas, Maracaibo, Puerto Cabello,
Curúpano and Ciudad Bolívar. These are similar to our own commercial
schools, teaching languages, bookkeeping, stenography, accounting and
the like. Besides, there are found throughout the country thirty-four
schools of higher instruction, and twenty-one subsidized by the
Government.
One institution, founded June 30, 1919, may be interesting to note,
_viz_, the National Telegraph School of Caracas in which the first
pupils were enrolled from July 1 to 7, 1919. The school is situated in
the Federal Telephone and Telegraph Building.
The candidate must have the following qualifications:
1. Be a Venezuelan.
2. Over 15 years of age and under 25.
3. Have had elementary primary instructions and the certificate issued
for the same.
4. Be of good character.
5. Have no contagious diseases, and no physical defects.
6. In case he is a minor he must have the permission of his legal
guardian.
There are six National Universities, located in the following cities:
1. Central University of Caracas.
2. The University of the Andes at Mérida.
3. The University of Valencia in the State of Carabobo.
4. The University of Maracaibo in the State of Julia.
5. The University at Ciudad Bolívar in the State of Bolívar.
6. The University of Barquisimeto in the State of Lara.
The following courses are pursued in the Universities: Medicine, Law,
Political Science, Philosophy and Letters, Dentistry and Pharmacy.
The length of these courses is six years with the exception of
pharmacy, which is a four-year course.
Among the professional schools the following are of greater importance:
1. School of Engineering at Caracas.
2. School of Naval Construction at Puerto Cabello.
3. School of Political Science at San Cristobal.
4. School of Medicine in Caracas (founded December, 1915). A free
dispensary is attached, subsidized by public funds under the direction
of Civil Hospitals.
5. School of Dentistry, Caracas (1916).
6. School of Sciences (Physical, Natural and Mathematical) Caracas
(December, 1915).
7. School of Chemical Research.
Of the Academies the more important are:
1. Those of natural science, music, oratory and modern languages found
in the larger cities.
2. The Academy of Language in Caracas devoted to the national language
and literature.
3. The Academy of History in Caracas devoted to national history.
4. One seminary at Caracas,--the Catholic Seminary for Theology and
Canonical Jurisprudence.
Under "miscellaneous" we may consider the following:
The National Library of Caracas containing 50,000 volumes; a national
museum containing a valuable historical collection; the Cajigal
Observatory devoted to Astronomical and Meteorological work; the
libraries of Valencia and Maracaibo, and the Pasteur Institute in
Caracas.
Among the educational achievements of the past few years, the following
are worthy of mention:
1. Departments for engineering work.
2. Departments for the administration of budget.
3. Improvements in laboratories in physics, mineralogy, geology, botany
and zoology.
4. Enlargement of the libraries and improvement of the school of
medicine.
5. The schools of arts and crafts for men has 541 men enrolled. The
clever map making of the students should be especially noted.
6. The meteorological stations in Mérida, Maracaibo and Calabozo.
The appropriation for education for the fiscal year July 1, 1920 to
June 30, 1921, recently passed by the Venezuelan Congress, contains the
following items:
_Bolivares_
1. Ministry 120,580
2. National Council of Instruction 119,016
3. Primary Education 2,465,542
4. Secondary Education 259,240
5. Normal Education 203,940
6. Board of Inspection 135,600
7. Superior Instruction and Institutes
of University Extension 373,781
8. Special Instruction 326,672
9. Celebrations and Entertainments 143,940
10. General Costs 180,000
----------
Total Bs. 4,328,181
It may be said in conclusion that Venezuela fully recognizes the
importance of sound educational institutions and every effort is being
expended to bring about the desired results through legislation. The
work is slowly materializing but assuredly progressing. By far the
greatest problem is the lack of professors. Educational progress has of
necessity been retarded in the past but as the era of prosperity of the
country has been gradually, but surely, dawning, this important branch
has not been neglected, and a brighter future is before the Venezuelan
youths which will preclude the necessity of going abroad, as they have
done in the past, to complete their training.
The country has need of highly educated men; it is determined to
provide the institutions necessary to satisfy these needs.
_Thomas F. Morris._
PORTS OF VENEZUELA
With an increasing commerce and steady betterment of domestic economic
conditions, the ports of Venezuela are rapidly assuming a position that
for continued development and general good condition has never been
equalled in the history of the country. All countries recognize the
vital economic value of ports and with few exceptions can gauge their
own prosperity by the nature and number of their harbors. Few countries
are more dependent upon their ports than Venezuela. Because of poor
inland communication with neighboring countries, and an inability to
maintain itself, largely due to lack of manufactures, and due also to
a marked dependence upon the outside world for the marketing of its
products, this nation is to a high degree reliant upon its foreign
commerce and hence, in turn, upon its ports.
Fortunately, Venezuela has a long coast line of 3,020 kilometers,
indented with 32 harbors, 50 small bays and many coves. The most
important ports in the approximate order of importance are: La Guaira,
Maracaibo, Puerto Cabello, Ciudad Bolívar, Carúpano, Puerto Sucre, La
Vela, Cristobal Colón, Caño Colorado, Guanta, Pampatar, Imataca and
San Antonio del Táchira. At the present time many of the best natural
ports and the most favorably situated are still undeveloped or occupy
a secondary position. This is partially due to the lack of development
of their naturally rich and fertile hinterlands, difficulties of
transportation and unsympathetic government legislation. However,
remedies are now being applied and it can safely be predicted that
certain of the minor ports will soon outstrip the older and better
developed ones. A brief survey will serve to show the general nature
and economic status of some of the better known ports.
Chief in importance is LA GUAIRA which, connected with Caracas by 24
miles of railroad, stands as the commercial center of Venezuela and
will be treated in more detail later.
MARACAIBO
Situated on a fresh water lake of approximately the same size
as Lake Erie, the Port of Maracaibo drains a large hinterland.
Coffee and petroleum are its two important exports. Besides
that of Venezuela, much coffee of Colombian origin is exported
from the port. It may also be noted that there is an ever
increasing exploitation of petroleum and a corresponding demand
for harbor facilities. Physically the port enjoys a great
advantage in being located on a large lake fed by numberless
rivers.
The lake itself could accommodate vessels of thirty-foot draft,
while three of the largest rivers, the Catatumbo, Lulia and
Escalante can be travelled by river steamers of fair size.
The two former streams are navigable as far as Villamizar in
Colombia, and afford a fine transportation route for the coffee
and other products of Santander. However, the port suffers a
great disadvantage, as the main channel leading into the port
is obstructed by a bar. The depth of water on this bar ranges
from seven feet at low tide to twelve feet at high tide. The
project of dredging the channel seems to be entirely feasible
and if accomplished would add greatly to the general prosperity
of Venezuela.
PUERTO CABELLO
Deriving its name from the fact that its waters were considered
so placid that a vessel might anchor within its protection
sustained by a single strand of hair, Puerto Cabello remains
the most sheltered port of Venezuela. Equipped with a floating
dock 282 feet long, 80 feet wide and 21 feet high, it is
able to take care of vessels up to 2,000 tons and has proved
especially serviceable for the small steamers that serve the
coast cities of Venezuela and Colombia. Coastwise vessels of
light tonnage are constructed here and repairs of an extensive
nature may be made. Many improvements to the ship building
plant and repair docks are under way and the new floating
dry dock when completed will permit the docking of vessels
up to 4,000 tons, which means that it will be capable of
accommodating practically all vessels that touch Venezuelan
ports. The average depth of the harbor is 28 feet. Cattle are
an important export, large consignments being made from the
surrounding country. A frozen meat establishment controlled by
English interests is of considerable value to the port, the
meat being shipped to England in special ships. Puerto Cabello
is 20 miles distant from Valencia and has railroad connections
with both it and Caracas. Other exports besides cattle are
coffee, cacao, dyewoods, hides, skins, and copper ores.
CIUDAD BOLÍVAR
A river port situated on the right bank of the Orinoco 240
miles above its mouth, Ciudad Bolívar is the commercial center
of the Orinoco basin. A bar which blocks the river channel
prevents ships of more than twelve feet draft from navigating
the harbor. Due to the large quantity of sand deposited by
the river and its tributaries, dredging is practically an
impossibility. Vessels of less than twelve feet draft can go
up the Orinoco as far as San Fernando de Apure. The principal
exports are cattle, horses, mules, tobacco, cacao, rubber,
tonka beans, bitters, hides, timber and other forest products.
The port has connections with government land lines, regular
communication with the lower and upper Orinoco and steamship
lines to New York and the Antilles. The government imposes a
surtax of 30% on imports from the West Indies which greatly
diminishes the commerce of the port.
MINOR PORTS
=Carúpano= is well located for commerce, being on the Caribbean
coast at the opening of two valleys. It is the commercial
center of the rich and populous hinterland of the valleys
of Tunapui and Pilar and the valuable forests of Coiguar.
The principal exports are coffee, cacao, cotton and forest
products. Although possessing fair wharves, the harbor is very
open and cargo must be moved in lighters and launches to the
piers. Traffic is almost entirely of a coastwise nature with La
Guaira.
=Guanta= is one of the eastern ports of the country and has an
excellent natural land-locked harbor. Its wharf can accommodate
trans-Atlantic steamers, although commerce from abroad is
light. The wooden pier, formerly in very bad condition, is
being replaced by one of concrete. Guanta is connected by
twenty-four miles of railroad with the coal mines of Naricuse
and furnishes fuel for coastwise vessels. Large numbers of
cattle are raised in the surrounding country and upon the
completion of improvements the harbor should have a very bright
future. By a government decree of 1917 the port was closed to
import commerce and depends almost entirely upon exports for
its functioning.
=Puerto Sucre= is situated west of the city of Cumaná at a
distance of less than a mile. It is equipped with a wooden
pier constructed by the Cumaná and Carúpano Pier Company. The
depth of water varies greatly and the loading and unloading of
vessels is accomplished in lighters belonging to the company.
The commerce of the port is small, most being undertaken with
the neighboring ports of Venezuela.
=La Vela= borders on a low swampy region and is connected by
railroad with Coro. Except for a small coastwise trade with
Puerto Cabello, the port enjoys little commercial activity.
Coal mines are near by and with their future exploitation an
increase in commerce may be expected. The waters of the harbor
are unusually rough and lighters must be used for discharging
cargo.
[Illustration: RANCHO GRANDE
THE ROAD THROUGH THE MOUNTAINS]
[Illustration: PORT OF OCUMARE DE LA COSTA ON THE CARIBBEAN]
While there are many other ports besides those mentioned above, their
commerce is so light and in such a poor state of development that more
consideration need not be given them here. For the most part, their
commerce is entirely coastwise and is carried on principally in small
sailing vessels. The fundamental obstacle to their future progress
and indeed to the progress of the entire nation seems to be lack of
population--a difficulty which the government is striving hard to
overcome by furnishing immigrants with free transportation, and paying
passport expenses.
SPECIAL PORT ACTIVITIES
At present there are no free ports in Venezuela and despite many
rumors and much discussion the establishment of a free port, at least
for some time, seems improbable. However, the Minister of Finance
has recommended the installation of bonded warehouses at some port
centrally located on the coast mainly for the better accommodation of
coastwise trade. Cargoes could be placed for a long period of time in
the proposed warehouses and the charges collected with the movement of
goods. The advantage of such a plan would be principally the ability
of profiting from market conditions and the fluctuation of prices.
The execution of this plan depends solely upon the legislation of the
government and will be officially considered in the near future.
Of far greater importance is the proposed project of transforming
Puerto Ocumare de la Costa from a small harbor with very little
commerce into a leading port capable of becoming a formidable rival
of La Guaira. For the accomplishment of this the former port would
have to be connected by railroad with Maracay, a distance of 43 miles,
and goods shipped to the territory which La Guaira now supplies.
The railroad would be very difficult to construct as it would have
to traverse a mountainous country and would take years to complete.
Engineers are considering the feasibility of the undertaking. The
reason for the new project is generally believed to be the raise in
rates of the La Guaira Harbor Corporation brought about by changing
from weight to volume measurement of cargo. The company justifies its
charge advance on the grounds that it was necessitated by the increase
in wages due to strikes. However, the government insists that the
raise is entirely out of proportion to the increase in salary paid.
The new rates impose an increase in charge of 37½% on coffee, 87⅓% on
cacao and 300% on hides. Proportionate increases are made on many other
articles.
It is needless to say that if the plan is carried out it will directly
or indirectly affect a large portion of the country. And whether the
economic advantages, such as new harbor development, the opening up
of new lands, and the increased mileage of railroads will justify the
disadvantage of large expenditures and risks involved is a question
that time alone can answer.
PORT OF LA GUAIRA
Formerly considered one of the most dangerous harbors on the Caribbean
coast, La Guaira is to-day Venezuela's leading port and the recipient
of a large volume of commerce both from Venezuela and abroad. Its
prosperity may be assigned to several causes. By reason of its
proximity to Caracas, the capital and chief city of the republic, the
port enjoys a great commercial advantage, as Caracas is a center of
transportation activities. Again, the harbor besides being favorably
located can accommodate vessels of large draft and possesses harbor and
warehouse facilities of an extensive nature. Government legislation has
also accomplished much to assure its preeminence as certain laws now in
force operate to divert much commerce to La Guaira that would normally
go to other Venezuelan ports.
The port works and equipment are owned by the La Guaira Harbor
Corporation, an English company that has undertaken improvements
totalling $5,000,000 and that have changed the harbor from a natural
to an artificial port. Before the improvements, the port was an open
roadstead--unsheltered and very dangerous. At the present time it is
protected by a stone and concrete sea wall, constructed from an average
depth of 29½ feet and rising 19½ feet above water. This protection
is ample and ships may move about and anchor in complete safety. The
sheltered area of the harbor is 75 acres and has an average depth of
from 28 to 30 feet. Entrance is made between the buoy at end of pier
No. 5 and buoy No. 4 placed at a distance of 300 feet. The maximum
range of tide is approximately 3 feet. Vessels of 23-foot draft can
safely navigate the harbor.
Landing is made at jetties inside the breakwater and the cargo is
loaded on cars and taken to warehouses. The jetties are three in number
and can accommodate three large or four small steamers. These jetties
are all equipped with railway facilities. Bunkerage is not available
and vessels must coal from lighters or cars on wharf. The port can
supply only a limited amount of coal, mostly Cardiff briquettes. Fuel
oil can not be obtained, but is available in large quantities at
Curaçao, 60 miles distant.
The population of the port is estimated at 26,000. The climate is
very hot with an average temperature of 84°. The prevailing winds are
northeast by southwest.
Though but 8 miles from Caracas, 24 miles of winding railroad through
the mountains are necessary to connect the port with the capital. The
line is owned by an English company, has a gradient of 4% and is of
3-foot gauge. From Caracas the Great Railroad of Venezuela operates a
road to the city of Valencia which in turn is connected by a third line
to Puerto Cabello.
The principal exports of the port are coffee, cacao and hides which are
sent principally to the United States, with which commerce is greatly
increasing. Much cacao of the better grade is exported to France.
The imports are textiles, chemicals, machinery, hardware, paper
products, drugs and medicines, of which 75% come from the United
States. Large return cargoes are difficult to get and at times
absolutely unobtainable.
The following statistics may serve to show the volume of commerce of
the port:
MOVEMENT OF CARGO FROM THE PORT OF LA GUAIRA
_1918_ _1919_
_Metric_ _Metric_ _Increase_
_Tons_ _Tons_ (_M. T._)
Foreign imports 25,384 38,843 13,459
Foreign exports 26,186 30,632 4,445
Coastwise trade 55,446 64,195 8,748
-------- ------- -------
Total movement 107,017 133,671 26,654
MOVEMENT OF PASSENGERS FROM LA GUAIRA
_Year_
1915 8,216
1916 8,707
1917 9,976
1918 9,897
1919 15,974
MOVEMENT OF CARGO FROM PORT OF LA GUAIRA BY YEAR SINCE 1905
_Year_
1905 92,489
1906 89,299
1907 93,548
1908 63,012
1909 74,414
1910 81,525
1911 91,996
1912 105,844
1913 116,116
1914 110,498
1915 104,583
1916 113,351
1917 123,963
1918 107,017
1919 133,671
PILOTAGE AND TOWAGE
Pilotage is not compulsory and is little used as entrance to the harbor
is easily made. When signalled for, the pilot boards the vessel about 2
miles off shore and proceeds to the port. Towage is very seldom used,
the only tug available being owned by the harbor corporation. The
charge for towage is $50 for a distance of from 4 to 6 miles off shore.
Mooring and shifts within the harbor are made from swinging buoys and
with the vessel's own equipment of capstan and winches. A mooring
charge of $0.0286 per net ton register is collected by the harbor
corporation both on steamers and sailing vessels.
LIGHTERAGE AND CARTAGE
The port is equipped with six lighters of 30 ton capacity, all of
which are owned by the corporation. They are principally used when the
mole is overcrowded and for the handling of large packages. Vessels
carrying explosives or other dangerous cargo must anchor just inside
the breakwater and discharge their goods into lighters.
Cartage for local delivery is accomplished by means of small
two-wheeled carts; most of the cargo, however, is handled by the
railroad with which the jetties are all connected.
STEVEDORING
Harbor conditions, on the whole, are satisfactory. When experienced,
the help is skillful and efficient but unfortunately is hard to obtain.
The employees have no union and are for the most part mulattoes. The
regular hours of work are from 7 A. M. to 4:30 P. M., while overtime
(daylight) is from 4:30 P. M. to 6:30 P. M.
The cost of discharging cargo is 60c. per hour during the regular
hours. For overtime in daylight the rate is increased 40c. and in night
time 60c. Tally clerks receive $3.00 per day with 40% increase for
overtime in daylight and double time after 9:00 P. M.
The time rate for handling cargo is about 20 metric tons per hour by
gang of 20 men. The discharging rate varies according to the nature
of the cargo as it can not be placed on the wharf faster than the
employees of the Customs House can check it.
PORT CHARGES
Of first importance are the charges collected by the government, which
include the following: An export tax on coffee, cacao, etc., which
is paid by the exporter, the vessel not being charged; a tax by the
captain of the port to the value of $2.41; interpreter's service,
which, however, is not compulsory, $6.18; port doctor fee $9.65 for
steamers and $4.83 for sailing vessels; pilotage, if taken, for
steamers $16.21, sailing vessels $11.58; government stamps, $1.93.
Vessels are boarded by the port doctor and a bill of health is required
from the Venezuelan Consul at the last port, also lists of passengers
and crew.
The port possesses an under-equipped hospital and a fee of $3.86 is
collected by the hospital association from each large vessel entering
or leaving the harbor. If proceeding to another domestic port a bill of
health is required and a charge of $2.35 is made by the government.
The municipality collects a water charge of $46.32 whether water is
taken on or not. If additional water is desired, a further charge of
77c. a ton is made. Other charges are made by the Harbor Corporation
including $0.0386 per net ton register for mooring and a similar sum
for each metric ton loaded or discharged during regular hours.
WHARVES AND WAREHOUSES
The breakwater pier is equipped with 3 jetties of concrete
construction, with a vessel clearance of 2,000 feet. The length of
jetty No. 1 is 70 meters, while that of No. 2 and No. 3 combined is
215 meters. Their width is 15 meters and the depth of water at low tide
is 30 feet. The jetties have a capacity of 6,000 tons of general cargo.
The pier is equipped with ten revolving steam cranes, the largest of
which is of 12 ton capacity with boom radius of 60 feet at an angle of
45°. The remaining cranes are of 5 and 3 ton capacity respectively.
The port has four warehouses with a total floor space of 5,134 square
meters. All are in charge of the government and are in good condition.
Strict regulations are in force and the Custom House processes are of a
character to discourage commerce.
The national tariff is highly protective, the government receiving
a large percentage of its revenues from this source. Few goods are
admitted free and those likely to compete with home industry are
severely taxed.
DOCUMENTS
Necessary for port doctor:
Bill of health.
List of crew (register).
List of passengers.
Necessary for customs authorities:
Ship's register (sometimes demanded).
Consular dispatch from Venezuelan Consul, consisting of one
sealed package with general manifest of cargo, consular
invoices, bills of lading, etc.
Two copies of crew list.
Two copies of the passenger list.
Two copies of the list of provisions and stores.
Two copies of the "Sobordo" in hand.
Two copies of the B/L sealed by Venezuelan Consul in the last
port.
Necessary for agency:
Vessels bringing cargo from United States ports:
1 copy of manifest.
1 set of ship's export declarations.
1 set ship's papers (from American vessels).
_Paul Babbitt._
OCEAN, CABLE AND RADIO COMMUNICATION WITH VENEZUELA
Venezuela, northernmost of the South American republics, comprises an
area of 393,976 square miles, including vast mineral resources and land
well suited for agricultural pursuits and cattle raising. Among the
principal agricultural products which Venezuela raises in sufficient
quantity for export to other parts of the world are coffee, cocoa,
sugar, tobacco and rubber. Other exports are gold, hides and skins.
Among the principal imports we find cotton goods, wheat flour, and,
in short, all manufactured articles used in the tropics except shoes,
laundry soap, candles, matches, salt, ready-made clothing and similar
articles upon which tariff rates are prohibitive.[4]
[4] United States Commerce Reports (No. 48-A), 1920.
It is within my province here to discuss communication facilities
between Venezuela and other countries, both in regard to steamship
facilities, and cable and wireless communication, for the purpose of
determining whether or not the existing lines of communication are best
suited to promote commerce between Venezuela and the countries to which
and from which she exports and imports products.
The first point to be considered is that of shipping communications,
since it is in ships that foreign commerce must be carried. In the
following pages we shall briefly discuss Venezuelan ports, volume of
shipping entering and leaving these ports and the countries and lines
owning and operating these ships.
The principal Venezuelan ports in order of their importance are La
Guaira, Maracaibo, Puerto Cabello and Ciudad Bolívar.[5]
[5] Reports of Trade Commissioner Bell, Commerce Dept.
_La Guaira_, due to its geographical position as the port nearest the
United States and Europe (2,000 miles from New York and New Orleans),
together with the fact that it is near Caracas, the capital and
commercial centre of Venezuela, is the most important port in that
country. It is therefore a port of egress and entry for Caracas and
central Venezuela. Besides being the capital and largest city, Caracas
is, to a peculiar degree, the centre of the commercial and industrial,
as well as the political life of Venezuela. Practically every company
engaged in any sort of business maintains an office in Caracas, which
accounts in part for the importance of the nearby port of La Guaira.
Due to the importance of coffee and sugar growing in the district
around _Maracaibo_, this port is the second in importance in
Venezuela.[6] It is situated at the entrance of a great lake which
opens the way to a territory rich in coffee and sugar plantations as
well as in coal mines and petroleum fields. Its only disadvantage is
the fact that a shallow channel which must be dredged continually
prohibits the entrance of vessels of large tonnage at many periods of
the year.
[6] Consular reports from La Guaira and Maracaibo.
The next port in importance, that of _Puerto Cabello_, is the inlet
and outlet for a district containing three of Venezuela's largest
cities, Valencia, Barquisimeto and Coro. This region is preeminently
agricultural in its activities and its prosperity is largely dependent
on its export trade in coffee, cacao, hides, skins, copper ore and
frozen meat.
_Ciudad Bolívar_,[7] fourth in importance of the ports of Venezuela,
is situated on the Orinoco River, about two hundred miles above its
mouth. In every respect its commerce is very different from that of the
rest of Venezuela, depending not upon the products of manufacturing or
agriculture, but upon wild products of the forests; upon gold mined
and washed in Venezuelan Guiana, and upon hides which are rafted down
the Orinoco and its tributaries from southern Venezuela and eastern
Colombia.
[7] Consular reports from Puerto Cabello and Ciudad Bolívar.
In order to give a clear idea of the ships and tonnage entering and
leaving the various Venezuelan ports, as well as their nationalities,
I have compiled statistics from the official figures given by the
Minister of Hacienda for the year 1918, the last year for which
figures could be obtained. A study of these figures shows the relative
importance of the ports of the country as well as the volume of
commerce with foreign nations.[8]
SUMMARY
_Number of Ships Entering Each Port, January-June, 1918._
PORTS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
La Guaira 52 18 102,762 962 70 103,724
Maracaibo 12 39 9,522 4,380 51 13,902
Puerto Cabello 33 24 107,041 1,563 57 108,604
Ciudad Bolívar 14 1 3,118 9 15 3,127
Carúpano 14 14 17,145 184 28 17,329
Puerto Sucre 5 33 2,474 285 38 2,759
La Vela -- 33 -- 1,797 33 1,797
Cristobal Colón 13 36 13,250 1,307 49 14,557
Pampator 2 44 511 630 46 1,141
---- ---- -------- ------- ---- --------
Total 145 242 225,823 11,117 387 266,940
_Nationalities of Ships Entering These Ports, January-June, 1918._
FLAGS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
American 51 10 77,183 2,094 61 79,277
Colombian -- 6 -- 303 6 303
Spanish 7 -- 26,439 -- 7 26,439
French 6 -- 14,771 -- 6 14,771
Dutch 3 33 7,251 2,913 36 10,164
English 37 7 90,678 272 44 90,950
Italian 3 -- 16,962 -- 3 16,962
Norwegian 11 -- 13,505 -- 11 13,505
Venezuelan 27 186 9,034 5,535 213 14,569
---- ---- -------- ------- ---- --------
Total 145 242 255,823 11,117 387 266,940
_Number of Ships Entering Venezuelan Ports June-December, 1918._
PORTS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
La Guaira 72 53 112,498 4,835 125 117,333
Maracaibo 28 19 14,968 1,480 47 16,448
Puerto Cabello 27 25 111,369 915 52 112,284
Ciudad Bolívar 14 1 3,118 8 15 3,126
Carúpano 6 12 1,381 186 18 1,567
Puerto Sucre -- 15 -- 225 15 225
La Vela -- 16 -- 735 16 735
Cristobal Colón 12 34 7,720 1,148 46 8,868
Pampator -- 43 -- 762 43 762
---- ---- -------- ------- ---- --------
Total 159 218 251,054 10,294 377 261,348
_Nationalities of Ships Entering Venezuelan Ports,
June-December, 1918._
FLAGS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
Spanish 13 50,041 13 50,041
French 14 2 3,011 3,060 16 6,071
Dutch 3 28 1,914 1,693 31 3,607
English 27 4 73,319 81 31 73,400
Italian 6 33,924 6 33,924
Norwegian 4 6,184 4 6,184
Venezuelan 24 183 5,302 5,386 207 10,688
---- --- -------- ------ ---- ------
Total 159 218 251,054 10,294 377 261,348
_Number of Ships Sailing From Each Port, January-June, 1918._
FLAGS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
La Guaira 49 53 79,593 3,936 102 83,529
Maracaibo 69 121 29,560 11,987 190 41,547
Puerto Cabello 33 108 86,306 5,275 141 91,581
Tucacas 4 5 4,065 557 9 4,622
Ciudad Bolívar 14 1 3,512 9 15 2,521
San Felix 3 942 3 942
Barrancas 9 1 3,494 6 10 3,500
Carúpano 17 29 17,304 614 46 17,912
Rio Carila 15 2 1,096 16 17 1,112
Puerto Sucre 2 45 118 882 47 1,000
Guanta 13 9 5,515 511 22 6,026
La Vela 91 6,954 91 6,954
Cristobal Colón 6 361 10,200 5,421 367 15,621
Pampator 3 104 139 2,687 107 2,826
---- --- -------- ------ ---- ------
Total 237 930 241,844 38,855 1,167 280,699
_Nationalities of Ships Sailing from Venezuelan Ports._
FLAGS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
American 63 18 82,332 5,857 81 88,189
Colombian 4 257 4 257
Spanish 6 24,141 6 24,141
French 4 2 14,331 134 6 14,465
Dutch 23 131 17,445 11,019 154 28,464
English 56 8 48,391 407 64 48,798
Italian 3 15,441 3 15,441
Norwegian 15 19,038 15 19,038
Venezuelan 67 767 20,725 21,181 834 41,906
---- --- -------- ------ ----- ------
Total 237 930 241,844 38,855 1,167 280,699
_Number of Ships Sailing from Each Port, July--December, 1918._
PORTS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
La Guaira 45 48 93,167 3,449 93 96,616
Maracaibo 63 121 28,565 8,280 184 36,845
Puerto Cabello 34 135 105,769 2,521 169 108,290
Tucasas 1 9 1,021 746 10 1,767
Ciudad Bolívar 23 1 6,809 9 24 6,818
Barancas 2 17 481 249 19 730
Carúpano 14 23 6,626 578 37 7,204
Rio Cariba 4 6 280 107 10 387
Puerto Sucre 1 24 30 911 25 941
Guanta 6 12 2,080 845 18 2,925
La Vela -- 68 -- 3,903 68 3,903
Cristobal Colón 8 367 7,974 5,939 375 13,913
Pampator 4 137 111 4,445 141 4,556
---- ---- -------- ------- ---- --------
Total 205 968 252,913 31,982 1,173 284,895
_Nationalities of Ships Sailing from Venezuelan Ports._
FLAGS SHIPS TONNAGE TOTAL
_Steam_ _Sail_ _Steam_ _Sail_ _Ships_ _Tonnage_
American 60 7 81,078 1,659 67 82,737
Spanish 15 -- 57,788 -- 15 57,788
French 22 9 11,893 1,910 31 13,803
Dutch 17 106 9,404 5,859 123 15,263
English 44 10 53,090 696 54 53,786
Italian 4 -- 22,772 -- 4 22,772
Norwegian 7 -- 9,582 -- 7 9,582
Venezuelan 36 836 7,306 21,858 872 29,164
---- ---- -------- ------- ---- --------
Total 205 968 252,913 31,982 1,173 284,895
[8] United States of Venezuela: Ministerio de Hacienda; "Estadistica
Mercantil y Marítima."
As can readily be seen from these figures the chief commerce of
Venezuela is with American and European countries. The shipping service
is of two kinds--line service and tramp or charter service. The
former consists of actual steamship lines under an organized company,
operating on regular itineraries and on stated dates with regular rates
for freight, passenger and mail service. The latter refers chiefly
to sailing vessels of small tonnage, either engaged independently in
trade or under charter contract with firms or individual shippers for
a certain stipulated length of time, at certain rates mutually agreed
upon, and for stated cargoes and voyages.
Since, in this connection, line service is of the most importance
we shall first take up the various steamship lines operating between
Venezuelan ports and other ports of the world.
=TRANSATLANTIC COMPANY OF BARCELONA=
This is a Spanish line of steamships, having its home office
at Barcelona, Spain. It was established January 21, 1882,
and supplies a passenger, freight and mail service, making
one voyage each month at intervals somewhat irregular. Its
itinerary comprises the following ports:
Barcelona, Genoa, Puerto Rico, Habana, Puerto Limon, Colón,
Puerto Colombia, Curaçao, Puerto Cabello, La Guaira, Puerto
Rico, Barcelona.
The vessels in service are the Montevideo, Buenos Aires,
Lyaysi, Montserrat, Antonio Lopez, Manuel Calvo, Satrustyui.
Because of the length of time taken in transit this line does a
greater freight than passenger business. Its rates are governed
by those of other European steamship companies, since they are
united under a gigantic ocean-carriers' agreement, which will
be discussed later.
=COMPAGNIE GENERAL TRANS-ATLANTIQUE=
This is a French line, established June 27, 1872, with its home
office in Paris. It supplies a monthly service for passengers,
freight and mail. Its itinerary formerly was:
Nazaire, Point a Pitre, La Guaira, Puerto Colombia, Cartagena,
Colón, Puerto Colombia, Puerto Cabello, Port de France, St.
Nazaire and Bordeaux.
(N. B.--According to information recently received, this line
now also calls at Havre.)
The vessels in service are the Perón, Puerto Río, and Haiti.
The service is not as regular as could be desired and rates
are governed by the same conditions which apply to the Spanish
company previously mentioned.
=ROYAL DUTCH WEST INDIA MAIL=
This is a Dutch line, having its home office in Amsterdam,
Holland. Its service was crippled during the war, but it was
reestablished in October, 1919. It supplies a freight and
passenger service every fifteen days between the following
points:
Amsterdam, Holland, La Havre, La Guaira, Puerto Cabello,
Curaçao, Puerto Colombia, Cartagena, Puerto Limon and Cristobal.
The vessels now in service are the Stella, Crynssen, Styvessant
and Orange Nassam.
=HARRISON LINE=
This is a British line, established in June 28, 1875, with
its home office in Liverpool, England. It supplies a monthly
freight and mail service between the following ports:
Liverpool, Barbadoes, Trinidad, La Guaira, Puerto Cabello,
Curaçao, Puerto Colombia, Cartagena, Colón, Beloge, Puerto
Barrios, New Orleans, Galveston, Liverpool.
The vessels in service are the Dictator, Author, Orator,
Senator and Benefactor.
=LEYLAND LINE=
This is a British line, operating between the same ports as
the Harrison Line, and also has its home office in Liverpool.
It supplies a semimonthly freight and mail service between
these ports. The vessels now in service are the Antillian,
Alexandrian, Median, Nortonian, Nobian Asian and Nossian.
These two British lines are most important as freight and mail
carriers, the passengers carried being relatively small in
number.
=LA VELOCE LINE=
This is an Italian line having its home office in Genoa, Italy.
It was established in 1890 and supplies an irregular freight,
passenger and mail service between the following ports:
Genoa, Marseilles, Barcelona, Teneriffe, Trinidad, La Guaira,
Puerto Cabello, Caracao, Puerto Colombia, Cartagena, Port
Limon, Colón and Genoa.
Its vessels in service are the Europa and Bologna.
=TRANSATLANTIC ITALIAN COMPANY=
This is another Italian company operating steamships between
that country and the Americas. It is a new company, the service
having been established August 10, 1920, with home office in
Genoa, Italy. Its itinerary comprises the following ports:
Genoa, Marseilles, Barcelona, Cadiz, Teneriffe, Trinidad, La
Guaira, Puerto Cabello, Curaçao, Puerto Colombia, Cristobal,
Balboa, Guayaquil, Callao, Mollendo, Arica, Casigua, Aristo,
Fagasta, Valparaiso and Genoa.
This line is equipped with three 12,000 ton motor vessels of
recent design; the San Georgio I, San Georgio II, and San
Georgio III, and supplies a passenger and freight service.
These ships carry merchandise and raw material from La Guaira
and Puerto Cabello to less accessible ports like Ciudad
Bolívar, and from the latter port to the northern coast this
company is rapidly increasing the number and tonnage of its
vessels and undoubtedly will be an important factor in the
commercial progress of Venezuela in the years to come.
* * * * *
In referring to the great European steamship lines which touch
Venezuelan ports I mentioned the fact that a combination to control
freight rates existed. This is simply an agreement by which these
companies agree on maximum and minimum rates to be charged on certain
classes of goods. Undoubtedly such pooling has its disadvantages, since
it tends to keep competition out of the field.
We come now to a consideration of the one American line operating
between New York and La Guaira, _i.e._, the "Red D Line" of steamships.
I have purposely saved this for the last since, in considering this
subject from an American viewpoint, it is naturally the most important.
This line carries the mail, passenger and freight from American ports
to those of Venezuela, and is responsible to a great extent for the
proper delivery of merchandise sold to Venezuelan companies by American
firms.
The Red D Line has its home office in New York City, with branch
offices in Caracas, San Juan, P. R.; Curaçao, W. I.; Puerto Cabello and
Maracaibo. It is under contract with the United States Government for
the transportation of mail, and supplies a weekly service between New
York, Porto Rico, Curaçao and Venezuela.
In regard to rates and charges, among the most important of this
company's regulations are the following:
(1) Rates are assessed per cubic foot, or 100 pounds ship's
option, except as otherwise provided.
(2) Packages containing different articles will be charged the
tariff rate for the highest class article contained therein.
(3) Packages of more than $100.00 in value must be noted on
ships receipts when such goods are offered at the pier. Charges
on packages of this kind will be in addition to tariff 3/4 of
1% on all values over $100.00 per package. This company will
not be liable in the event of loss or damage from any cause
whatever as detailed in bills of lading, for more than $100.00
per package unless such value is shown on shipping receipts and
extra freight paid thereon.
(4) Minimum charge to San Juan, P. R., $3.00; to Curaçao,
Maracaibo, Coro and Puerto Cabello, $5.00; to La Guaira, Ven.,
$5.00 plus wharf dues.
(5) Heavy or bulky packages by special arrangement only.
(6) This company requires two copies of bills of lading to
San Juan, P. R., and Curaçao, D. W. I., and five copies to La
Guaira, Puerto Cabello, Maracaibo and Coro, Venezuela.[9]
[9] Red D Line Freight Tariff No. A-1.
There are many additional regulations covering special cases, which it
is impossible to enumerate here. For those interested I would recommend
a copy of the Red D Line Freight Tariff No. 1-A, which may be secured
at any of this company's offices.
The ships now in service for this line are the Caracas, 3,000 tons;
Philadelphia, 2,500 tons; Merida, 630 tons, and the twin screw
steamers Maracaibo and Zulia, 1,800 tons each. Two additional vessels
for use on this line are now under construction in the States.
At the present time, however, it is to be regretted that comparatively
poor and irregular service exists between the two Americas. American
salesmen and business men operating in Venezuela constantly complain
of delays in forwarding mail and merchandise resulting in financial
loss for themselves and creating dissatisfied customers. Considering
the existing monopoly in communication, it is surprising that trade
between Venezuela and America has progressed to the extent that it
has. Venezuela is a rich country and can supply many varieties of
agricultural products to the United States; on the other hand, she must
look to the United States for manufactured goods, machinery, etc.,
to enable her to prosper. There is a wonderful opening for American
capital in the country of Simón Bolívar, but it never can be fully
realized until ocean communication between the two sister republics is
greatly improved.
CABLE COMMUNICATION
Cable communications with the exterior are at present monopolized by
the "French Company of Telegraph and Cables," through a concession
which lasts until 1929. This privilege is based on the first article
of contract which governs the Company's relations with the Government
of Venezuela; the privilege is exclusive and the controlling lines run
from La Guaira and La Vela, ports of Venezuela, to the Dutch Island of
Curaçao, thence to the Republic of Haiti, and thence to New York and
France. The price per word from Venezuela to New York is five bolivares
(approximately one dollar under normal exchange) but because of various
tariffs assessed by the company, and extra charges in delivery, the
rates usually exceed that figure. Moreover the service is poor and
uncertain, interruptions are frequent and a cable can not be depended
upon in matters of urgent importance. The company has not improved its
service and methods to meet the growing needs of an expanding business.
Something must be done to solve this difficulty of cable communication
before the potentialities of Pan-American trade can ever be realized.
But it can not be solved without the abolition or modification of the
present monopoly.
WIRELESS COMMUNICATION
Closely linked with the question of cable communication is the problem
of establishing wireless communication with foreign countries. In this
connection the recent severance of relations with Germany resulting
in a scarcity of materials and high prices greatly retarded the
installation of an improved wireless system with the outside world.
But on October 15, 1919, the government of the Republic of Venezuela
decided to call for bids for the construction of a wireless telegraph
station in the neighborhood of Caracas, the capital of the Republic.
The geographical situation of Caracas is as follows: Latitude North
10°-30'-24". Longitude 4°-25'-4" West of the Meridian of Greenwich. Its
altitude above the sea level is 922 meters and its distance from the
Caribbean Sea 10 kilometers. Caracas is separated from the coast by a
branch of the Andes Mountains which, in that part nearest to the city,
are 1,800 meters above sea level.
The technical conditions of the plant are:
(1) The station must be of sufficient capacity to communicate
with similar stations in Europe and the United States of
America.
(2) The station shall contain a plant for the emission of loud
voices and another plant for the emission of subdued voices
intended for communicating with wireless stations not yet
equipped with the system of loud waves.
(3) The necessary electric power will be furnished by a
private concern in the shape of 190 volt, 50 cycle, 3 phase,
alternating current as used in Caracas.
(4) Furthermore, the installation shall include a set of
reserve motors.
The bids must contain:
(1) The general plan of the plant and the necessary detailed
plans and cuts drawn on a convenient scale.
(2) A general description of the apparatus.
(3) The time necessary for its construction.
(4) Total cost of the station. The amount will be paid in
Caracas in quarterly installments, cash, at the end of each
quarter, in accordance with the progress of the work. The
government will retain 10% of the amounts of each payment,
which sum will be paid to the contractor after compliance with
the provisions of the next article.
(5) The assumption of an obligation by the bidder to manage
the station during six months after its completion as a proof
of delivery in good working order. After this has been proved,
the aforesaid 10% of the cost of the work will be paid to the
contractor.
[Illustration: BOLÍVAR'S HOME IN THE MOUNTAINS WITH STATUE OF
THE HERO, CAPTAIN RICAURTE]
[Illustration: ON THE ROAD FROM MARACAY TO CARACAS]
The bids must be sent to the Minister of Fomento of Venezuela
before the last day of June, 1920. On the last day of August,
1920, in a Cabinet Meeting, the bid which in the opinion of
the Federal Executive offers the greatest advantage will be
accepted, while the Government reserves the right to reject all
bids if it is deemed convenient.
Any responsible construction concern--national or
foreign--specializing in this work may send in a bid.
The importance of this proposed wireless station is very evident to
those interested in Venezuela, and its prosperity. By establishing
direct and efficient communication between this country and America and
Europe, it will open the way to vast trade possibilities.
Having thus discussed the three methods of communication which are of
paramount importance in foreign trade, we can not but realize that
Venezuela has been working under a serious handicap. However, she has
made great progress in the last decade and it is to be hoped that under
a wise government she will continue her sound trade policies and before
many years will take her proper place among the leading commercial
nations of the world.
_Philip D. Sullivan._
TRANSPORTATION FACILITIES
Pronounced improvements in the political, economic and social life of
the Republic of Venezuela have been effected within the last few years
by the construction, upon a broad and comprehensive scale, of a system
of national highways totalling, in extent of completed roads, 2,900
kilometers (approximately 1,800 miles). These have been specifically
designed to bear the burden of motor transportation both of passengers
and freight, as well as of all classes of vehicular and equestrian
traffic. Built primarily with a military objective, these roads already
have come to serve the routine needs of peace, while being at all
times available for the exigencies of war. They provide a means for
the quick mobilization of the Venezuelan army of 50,000 men at any
of the principal strategic points of the country. Infantry, cavalry
or artillery may with equal facility and despatch pass over any of
these roads to a given rendezvous. The broad, smooth highways compass
distances, grades and defiles that hitherto presented almost impassable
barriers to the quick and flexible movement of military forces.
If heretofore the army suffered from a lack of adequate transportation
facilities, the commerce of Venezuela too was woefully handicapped.
One of the greatest and most coveted of Venezuela's assets is her
magnificent coastline of hundreds of miles on the Caribbean Sea. To
realize the serious difficulties under which her rich interior labored
in seeking an egress to foreign markets, it need only be noted that
until the completion, during the last decade, of the highway system
with its three separate routes from three chief ports of the republic
to the capital and interior centers of industry, the country had the
use of only two railway lines. These lines were well constructed, it
is true, but offered an indifferent service at a prohibitive tariff
with amazingly excessive wharf and terminal charges. The only available
alternative to these consisted of old Spanish trails up and down the
mountain sides where the necessity of walking in single file hazarded
the necks of man and beast.
With respect to the technique of construction and maintenance of the
highways of the new system, local considerations and the requirements
of the major volume of traffic normally moving into or out of a given
section have been carefully taken into account. On the level stretches
of the extensive llanos in the interior, advantage has been taken of
natural dirt bases for roads that have come to sustain the burden of
the enormous production of cattle, grain, corn, coffee, cotton and
sugar sent forth from those fertile plains. On the precipitous mountain
slopes of the massive watershed that divides the highland llanos from
the sea, macadam has been the principal material used; this has been
true also in other mountain districts of the Republic. In general,
American and English principles of roadbed construction have been
employed and great numbers of steel bridges and not a few suspension
bridges have been designed, imported and set up by leading American
bridge-building corporations.
The improved route from Caracas to Guatire has made the latter
accessible at all times to the capital. The route from Caracas to
Barquisimeto supplies a direct road from the capital to the center
of the Venezuelan Andes, while the one from Maracay to Ocumare de
la Costa leads directly to the sea at the point of juncture of the
two greatest highways, opening the way to the agricultural and cattle
raising industries of the central region of the Republic.
The Great Eastern Highway leads from Caracas through the states of
Miranda, Auzoategui and Bolívar to the mineral region of interior
Guayana. The Great Western Highway connects the center of the Republic
with the remotest western regions, leading from Caracas to Valencia,
San Carlos, Guanare, San Antonio de Caparo and San Cristobal. It
crosses the most densely populated part of Venezuela and promises
to be, in the near future, the principal artery of communication.
Telegraphic connection is constantly maintained between the road
engineers and the minister of public works. The highway from Turmero
to Calabozo is likely to become the bond of union between the great
eastern and western highways. It has maintained traffic for the first
time in the llanos during the rainy season, thus furnishing a constant
outlet for the wonderful productivity of this region. Steam rollers
and other standard mechanical apparatus have been employed in the
construction work, while recently the authorities have commenced to
use the superficial petrolization process for laying the dust and
counteracting the impairment of the roadbed by the rapidly increasing
automobile traffic.
The equipment of the highways has brought to the fore another
characteristic and interesting Venezuelan institution--the road
workmen--who fulfill a dual function in the task they assume when a
road or section is completed: that of attending to, or assisting in,
its upkeep or repair, guarding against violation of the regulations
laid down for its use by the public, and otherwise policing a stretch
that is three kilometers upon macadam roads and two kilometers upon
natural dirt roads. The "peones camineros" represent but another and
latter-day application to public service of the marvelously faithful,
intelligent and efficient common labor of the country.
The mileage mentioned above is practically for motor vehicles and is
constantly used by the 2,000 passenger cars in active service. Had the
new road system been inspired and carried into execution by American
builders for the advancement of their own people's interests, they
could scarcely have served more thoroughly the purpose of American
commerce. From the outset, these roads have operated to strengthen this
country's position as a producer and exporter of automobiles. Thus a
vital public improvement, undertaken by the Venezuelan Government,
operated primarily to establish an altogether new market for one of the
chief industrial products of the United States. Yet despite the fact
that the capital of Venezuela, Caracas, has a population of 100,000
and boasts of having 1,000 automobiles or one car for every hundred
citizens, relatively few motor-trucks are to be seen there or, in fact,
elsewhere in Venezuela.
Nevertheless, it requires neither seer nor prophet to foresee
practically unlimited opportunities throughout the land of Bolívar
for every kind and class of American manufactures, from agricultural,
mining and factory machinery to the smallest articles of merchandise;
and this as the direct result of the building and extension of the
Venezuelan highway system. For transporting these manufactures from
ship's side to interior communities--some of them Spanish colonial
settlements that have flourished for almost four hundred years but
which until now have not known American importations--there is only one
logical and available instrument,--the American motor-truck.
RAILROADS
The standard gauge of the United States and Canada, 1.435 meters
between rails, was adopted by the National Congress of 1912, an act
necessary for any great capacity of railroad transportation as well as
the assurance of an immediate and adequate supply of materials.
Laws were promulgated June 12, 1917, and June 4, 1918, for the
concession, construction and operation of railroads by domestic and
foreign companies or individuals, containing the following provisions:
1. That all enterprises be approved by the National Congress;
that all controversies be settled in Venezuelan courts; that
one-half of the employees be from Venezuela, and that no
interest be guaranteed by the government on capital invested.
2. That complete plans of any railroad project be submitted to
the minister of public works prior to beginning operations,
and that deposits of money be placed in the national treasury
as a guarantee of integrity.
3. That regulations and standard measurements be carefully
observed; also provisions for roadbeds, crossings, etc.
4. That the right be reserved to the National Government to
take over railroads after forty years of service, if desired.
5. That rival lines in close proximity to those already
constructed be prohibited, and that branches or prolongations
of existing lines be permitted in accordance with regulations.
6. That rates fixed by owners be approved by the public
ministry; that mails be carried free, and that reductions be
allowed to government employees; and materials destined for the
improvement of public works shall be transported at reduced
rates.
7. PRIVILEGES: that no oppressive taxes be levied on railroads;
that a fair proportion of unclaimed lands be conceded to
railways; that free transportation be allowed railway
construction material; that railways be permitted to erect
telegraph and telephone lines provided the government be
granted gratuitous use of them; and that the employees be free
from military service, except in case of international war.
There are twelve railroad systems in Venezuela at the present time with
a combined length of 600 miles and 40 millions of dollars invested
capital.
1. =The Bolívar Railroad Company= owned and financed by the
English with a working capital of $5,914,075 was the first
railroad of Venezuela. The road is 88½ kilometers long, the
gauge 0.61 meters. It has 165 bridges and 20 stations; the
route is from Tucacas to Aroa. The number of passengers carried
in 1919 was 24,408, and during the same period freight amounted
to 38,820 tons.
2. =The La Guaira-Caracas Railroad= is over 23 miles in length
and carries the greatest part of the products of the country;
it serves more than half of the central part of the republic.
This railroad is the most important railroad in Venezuela,
because it has direct connection with the Valencia and Puerto
Cabello Railroad and the railroad going to Ocumare de la Costa.
The length is 35.5 kilometers, the gauge 0.915 meters. There
are 10 bridges, 8 tunnels and 9 stations and the route is from
La Guaira to Caracas. It is owned by the English with a capital
of $4,175,000. The number of passengers carried in 1919 was
73,305 and freight amounted to 76,335 tons.
3. =The Valencia-Puerto Cabello Railroad Company= is the second
most important railway in Venezuela and performs the same
service as the La Guaira to Caracas Railroad. It is owned and
financed by the English with a working capital of $4,141,000.
It has a length of 54 kilometers, the gauge is 1.07 meters and
there are 23 bridges, 1 tunnel and 6 stations along the route
from Valencia to Puerto Cabello. The number of passengers
carried in 1919 was 53,990 and freight amounted to 55,121 tons.
4. =The Grand Railroad of Venezuela= is owned and financed by
Germans with a working capital of $15,000,000. The length is
179 kilometers, the gauge 1.07 meters, there are 212 bridges,
86 tunnels and 25 stations. The route is from Caracas to
Valencia. The number of passengers carried in 1919 was 211,442
and freight amounted to 76,335 tons. The rolling stock of
this road consists of 18 locomotives, with a combined weight
of 720 tons, 30 passenger coaches, 68 flat cars, 60 box cars
and 19 stock cars. The passenger tariff equals 6¼ cents per
mile for second class and 7.78 cents for first class. Freight
rates are equivalent to 15.65 cents per ton mile. The freight
traffic is small and nearly half the revenue is from passengers
carried. The management attempted some development work in tree
planting, the introduction of new crops, and the improvement of
stock, but the grasshopper plague affected the results.
5. =The Guanta-Barcelona Railroad= is owned and financed by a
Venezuelan company with a working capital of $300,000. This
road is 18.5 kilometers long, the gauge 1.07 meters; there
are 4 bridges and 6 stations. The route is from Guanta to
Barcelona. The number of passengers carried in 1919 was 13,553
and freight amounted to 28,863 tons.
6. =The Railroad of Carenero= is owned and financed by
the French with a working capital of $1,576,800. It is 33
kilometers long, the gauge 0.915 meters; there are 57 bridges
and 5 stations; the route is from Carenero to San José. The
number of passengers carried in 1919 was 20,037 and freight
amounted to 6,923 tons.
7. =The Maiquetia-Macuto Railroad= is owned and financed by the
English with a working capital of $100,000. The length is 7
kilometers, the gauge 0.915 meters; there are 8 bridges and 4
stations. The route is from Maiquetia to Macuto. The number of
passengers carried in 1919 was 430,668 and freight amounted to
2,563 tons.
8. =The Central Railroad of Venezuela= is owned and financed by
the English with a working capital of $3,484,500. The length
is 60 kilometers, the gauge 1.07 meters; there are 23 bridges,
14 tunnels and 7 stations; the route is from Caracas to the
station Tereza. The number of passengers carried in 1919 was
326,945 and freight amounted to 22,971 tons.
9. =The La Ceiba Railroad= is owned and financed by a
Venezuelan Company with a working capital of $1,600,000. The
length is 81.5 kilometers, the gauge 0.915 meters; there are
43 bridges and 5 stations; the route is from La Ceiba to
Roncayolo. The number of passengers carried in 1919 was 9,649
and freight amounted to 21,706 tons.
10. =The La Vela-Coro Railroad= is owned and financed by the
Venezuelan Government with a capital of $208,000. The length is
13.5 kilometers, the gauge 0.915 meters; there are 8 bridges
and 3 stations; the route is from La Vela to Coro. The number
of passengers carried in 1919 was 6,681 and freight amounted to
10,828 tons.
11. =The Grand Railroad of the Táchira= is owned and financed
by a Venezuelan Company with a capital of $1,500,000. The
length is 115 kilometers, the gauge 1.07 meters; there are 3
bridges and 13 stations; the route is from Uraca to Táchira.
The number of passengers carried in 1919 was 19,070 and freight
amounted to 19,562 tons.
12. =The Santa Barbara-El Vigia Railroad= is owned and financed
by the Venezuelan Government with a working capital of
$600,000. The length is 60 kilometers, the gauge 1.07; there
are 37 bridges and 3 stations; the route is from Sta. Barbara
to El Vigia. The number of passengers carried in 1919 was
11,940 and freight amounted to 17,821 tons.
On several of the main roads traffic is lighter now than twenty-five
years ago, and notwithstanding the fact that rail transportation costs
no more than that by pack mule, scarcely any of the railway enterprises
have earned a fair return upon the capital invested, though certainly
transportation has been quickened and rates have been steadied, if
not cheapened. The principal reasons for this lack of earning power
lie in the sparseness of the population, and its distribution along
a long narrow strip of territory skirting the seaboard, a condition
which leads to the building of unconnected lines with short hauls.
Contributory reasons are the moderate producing and consuming power of
the people, and the general refusal of the lines to grant low rates for
the transportation of commodities of small value.
The waterways of Venezuela, numerous and general as they appear on the
map, are singularly disappointing on closer investigation. The great
Orinoco is a fine natural highway, it is true, as far as Pericos, some
600 miles from the mouth, but here the river is broken by the rapids
of Atures, and beyond by those of Maipures, hence it is impossible for
large boats to pass through to the upper river. The Apure, Arauca,
and Meta are, of course, useful means of communication with the
Colombian border regions and the southwestern llanos, but the numerous
tributaries on the north side are generally too variable in depth for
permanent traffic, and those on the south, as we have seen, are broken
up by rapids for practically their whole length.
On the other hand, if we take the positive value of the river
highways, rather than their actual extent, we shall see that they are
of considerable importance; the rivers of Guayana and of the eastern
llanos may be of little use for large boats, but the Orinoco forms
a great, central artery, from which roads, and perhaps eventually
railways, can diverge to the limits of the basin. Some of the llano
tributaries, too, are navigable for steamers, and thus the State
of Apure is now kept in communication with the outside world. Then,
too, there is the great advantage accruing to the State of Zulia from
its central lake, with its many tributary navigable rivers, along
which large boats can travel throughout the greater part of the State
and on to the boundaries of those of the Andes, as well as into the
neighboring republic of Colombia. Along most of these natural and
easily utilized lines of communication there are already services of
steamers, nothing very advanced, it is true, but still a beginning.
The most important of the accessible regions of the country are the
great plains stretching from east to west of the Orinoco and Apure
rivers, well suited to cattle raising, the rich alluvial region east of
Lake Maracaibo and the rich agricultural region around Lake Valencia.
Although these vast plains are open ranges covered with natural grasses
for cattle feeding, conditions, in general, are not those prevailing
in the Argentine Republic. The climate is much more tropical; tropical
diseases are prevalent, and the river valleys are subject to overflow
in times of high water. The higher lands farther north along the foot
hills of the coast range generally lack sufficient water during the dry
season of the year, which is December to June. Much could be done to
remedy this by the introduction of water through modern irrigational
devices.
The future of Venezuela depends primarily on her own people, upon whom
devolves the duty of developing in a conscientious and painstaking
manner the many resources of their country. It is certain that in the
task which lies before them they will need and obtain assistance of
foreign capital and advice, and in this, if American enterprise is
alive to a great opportunity, we as a nation should bear no small part.
_Edward Fanning._
AGRICULTURE IN VENEZUELA
The Agricultural Zone of Venezuela covers about 300,000 square
kilometers, according to recent statistics, and extends from the
Atlantic Ocean to Colombia, embracing the territory between the
Caribbean seacoast and the plains of the Orinoco towards the south of
the country.
Venezuela has fertile soil, perfect adaptability to the growth and
maturity of everything that is essential to the existence of man
and beast, mild climate, with temperatures varying according to
the elevation of the land and latitude, and strategic geographical
position. These favorable conditions designate Venezuela as one of the
most attractive and advantageous regions for agricultural pursuits.
Twenty per cent of the population are engaged in agricultural work,
but this proportion is far from being sufficient for an extensive
development of the natural resources of this vast area. It is
estimated that a population one hundred fold greater could derive a
comfortable subsistence from this agricultural region. This vast area,
including such a great number of square kilometers, should become one
of the most prosperous, rich and accessible agricultural fields of
the world following an increase in population, greater and improved
transportation facilities, and with the introduction of new methods of
cultivation and more general application of modern machinery.
The principal agricultural products of Venezuela are: coffee, cacao,
sugar, tobacco, India-rubber, tonka-beans, cotton, corn, vanilla, wheat
and kindred products.
The vegetable seeds are also numerous and consist of vetches, bean
seed, peas, beans, peanuts and okra.
The vegetable plants consist of: cabbage, cauliflower, melons,
asparagus, turnips, radishes, beets, egg plants, garlic, pepper,
celery, carrots, cresses, onions, spinach, lettuce and artichokes.
The fruits of Venezuela, of which there are many different species,
include: oranges, large sweet lemons, limes, plantains, pineapples,
pomegranates, figs, grapes, strawberries, plums, breadfruit, chestnuts,
mangoes, zapotes, parchas, medlars, tamarinds, cactus fruit,
mandarines, and a great variety of bananas of a very high quality.
There is a vast region available for the raising of bananas, but, up
to the present no use has been made of it and there is a very small
amount of capital invested in the production of this fruit ($100,000 in
American gold).
COFFEE
The cultivation of coffee in Venezuela began in 1784. At the present
time, it is estimated by experts that there are about 260 million
coffee trees under cultivation, which place Venezuela second among the
coffee growing countries, according to recent statistics.
Coffee is produced in the temperate climate regions of the Republic
from five hundred to two thousand meters above sea level. It is
estimated that coffee trees last from forty to fifty years, yielding
an average crop of one-eighth of a kilogram of coffee beans per tree.
Sixteen million dollars are invested in coffee trees in Venezuela at
the present time.
CACAO
Venezuela possesses one of the choicest cacao zones of the world. The
natural cacao (Theobroma edenda,--edible food of the Gods) is a seed
from a tree indigenous to the soil of Venezuela. From this seed the
chocolate of commerce is made. As the cacao tree requires for full
development and good crops a temperature of 80 degrees Fahrenheit, and
a moist air, therefore the Venezuelan lands along the coast of the
Caribbean Sea, sloping from the mountain tops to the shore, and which
are bedewed by the exhalation of the sea and irrigated by the many
rivers coursing down the valleys, are found to be well adapted in all
respects to the very profitable cultivation of cacao. It is, however,
also found and cultivated in other parts of Venezuela.
About two hundred trees may be planted in one hectare (about two and
one-half acres) and they must be protected from the sun by shade trees
until they have acquired normal size. Five years after having been
planted the trees begin to bear two crops a year, ripening in June and
December. The average life of a tree is about forty years. The seed is
similar to a shelled almond; about sixteen of these seeds are enclosed
in an elongated pod ribbed like a musk melon. The pods are of a yellow
and red color and when they become ripe turn purple. On being gathered
and heaped in piles on the ground, after a few days they ferment and
burst; then the seeds are shelled, washed and housed.
There are two grades of cacao grown in Venezuela, namely,--the criollo,
which is the native cacao, and the trinitario, which was originally
imported from the Island of Trinidad. The criollo, a very high grade,
grows especially well in the valleys situated near the sea, where the
temperature is warm and moist.
The demand for this product in Europe before the war was considerable
and large quantities were exported annually. In Spain and Italy cacao
is used in the form of chocolate, whereas in France, England and the
former German Empire, it is chiefly used in the manufacture of sweets
and confections, but its use is becoming so varied and extensive that
it will soon be a staple article of consumption as universally needed
as coffee or tea. Venezuelan cacao also finds a ready market in the
United States where it is known as Caracas and Maracaibo Cacao.
As the cacao-yielding region in the world is comparatively restricted,
the planters of this staple need not fear the increasing competition
which has been met in the cultivation of other staple products. At
the present time it is estimated that $12,400,000 are invested in the
cultivation of cacao in Venezuela.
TOBACCO
Tobacco, discovered by the Spaniards in Yucatan, was introduced from
there to the West Indies and thence transplanted to Venezuela, where
it is most successfully cultivated in Capadare, Yaritagua, Mérida,
Cumanacoa, Guanape, Guaribe and Barinas. Excellent tobacco is grown
near Cumaná, that from Guacharo being considered exceptionally good.
The plant thrives best in humid and fertile soil. Cultivation requires
about six months in Venezuela before it is ready for the market, and
while the cost of cultivation is not large, great care is required.
Some tobacco is exported from Venezuela, chiefly to Havana, where it is
mixed in the manufacture of Havana cigarettes.
The different classes of tobacco grown in Venezuela are distinguished
according to the regions where they are produced. These regions are
_Maturin:_
This grade of tobacco is produced chiefly in Venezuela and is used in
the manufacture of Venezuelan cigarettes. It is one of the better known
classes of tobacco entering foreign trade. This class of tobacco has:
1. Leaves which are light with relation to their bulk.
2. Medium strength, agreeable aroma.
3. It will keep in good condition for a maximum of two years but then
begins to rot and completely loses its strength.
_Capadare:_
This class of tobacco is considered to be better than the Maturin
tobacco. It maintains its strength and does not rot until three or more
years after it has been gathered. It has a very agreeable taste and its
weight as compared with its bulk is greater than that of the Maturin
tobacco and does not burn as fast as the latter. It is classified into
first and second class tobacco by the gatherers.
_Salon:_
On account of the very fine leaves and aroma which this tobacco
possesses it is used as the outer leaf in making fine cigars. It burns
well, is light in relation to its bulk and is classed by the gatherers
as Cover, Inner-cover and Core tobacco.
_Golfero:_
This region is on the shores of the Gulf of Cariaco and has recently
been planted with Havana tobacco seeds and is now producing a superior
quality. It has strength, aroma of a fine quality and burns very
well. It lasts about two years without rotting and on account of its
steady strength and agreeable aroma, it is very much demanded by the
manufacturers of cigarettes. It is divided into Principal, Half-tree
and Sprouts.
_Guaribe:_
This tobacco is rather strong, has an agreeable taste and aroma but as
a general rule does not burn well. It is used in the manufacture of
cigarettes, in small proportions, in order to give strength. It is also
divided into Principal, Half-tree and Sprouts.
_Cocorote_:
This tobacco is mostly used in the manufacture of cigarettes. It has a
delicate leaf, is light in weight, has considerable strength and good
taste. It is classified as Cover, Inner-cover and Core tobacco.
_Guacharo_:
This tobacco is produced near the Gulf of Cariaco in the vicinity
of the Guacharo Caves. It has an exceptional and superior strength,
a better taste and finer aroma than any other tobacco, not only of
Venezuela but of any place in the world where tobacco is cultivated.
There is only a small supply of this kind of tobacco because it will
not grow in any other region on account of the very mature strata
formation. The leaf is small and delicate; there is consequently
a great demand for it from the cigar manufacturers. Cigarette
manufacturers can not make use of it because the quantity produced is
too small.
PRODUCTION OF TOBACCO
The annual production of the different classes of tobacco in Venezuela
varies a great deal according to the conditions of the season and
the demand for the product. The approximate output between the years
1914-1919 was estimated at more than 3,000 tons from the different
regions. The average production above referred to is liable to increase
to a considerable extent provided the demand requires it, as soil fit
for tobacco cultivation is plentiful. The price of tobacco naturally
varies with the supply and demand and an increase of exports of tobacco
contemplated in the near future will tend to increase the prices. The
total value of tobacco exported from Venezuela in 1917 amounted to more
than $50,000; in 1918(?) the exportation amounted to more than $800,000.
The total amount of capital invested in Venezuela in the cultivation of
the tobacco plant is estimated at $2,000,000.
INDIA RUBBER
Rubber, which was discovered in French Guiana in 1758, is called
"caucho" or "goma elastica," in Venezuela. The rubber produced in the
Orinoco, Cassiquiare and Rio Negro sections of Venezuela comes from
forests of Heveas. There are other species of rubber trees but their
sap is less elastic and much thicker. The tree is found in plentiful
quantities throughout the Guiana section and the Andes Range, and in
some States of the East, West and South of Venezuela. More than twenty
tribes of Indians inhabiting the Amazon territory of Venezuela gather
rubber and prepare it, but, as a general rule, in a very primitive
manner.
In the Orinoco region the Hevea tree produces from 40 to 50 grams of
juice; in that of the Rio Negro from 80 to 100 grams and in that of the
Cassiquiare from 125 to 150 grams per tree.