COLOMBIA: PORTS AND TRANSPORTATION
SEA AND RIVER PORTS
Foreign commerce is carried on chiefly through five ports, Buenaventura
on the Pacific; on the Caribbean, Cartagena, Puerto Colombia, Santa
Marta, and Riohacha. Besides these are Tumaco far south on the Pacific,
and Villamizar in Santander on the river Zulia, near the boundary of
Venezuela, well situated for trade with that neighboring country.
=Puerto Colombia=, the chief seaport of the country, is situated a
little west of the mouth of the Magdalena River. Although with a
notable pier a mile in length, the place is small, merely a landing
port for the greater city on the Magdalena, to which leads a railway
17¹⁄₂ miles long.
=Barranquilla= is frequently mentioned as the port instead of Puerto
Colombia, since it contains the national custom house through which at
least 60 per cent of the commerce of the country passes. Yet it is not
a real seaport, being 15 miles up the river, which is inaccessible to
ocean steamers. When a channel is dredged through the Boca de Ceniza
so that such steamers can reach Barranquilla, it will be of great
advantage to commerce. This work, previously arranged for, but blocked
by the outbreak of the European War, may soon be accomplished.
It might have been better to make use of the “Dique,” a natural river
channel 60 miles long extending from Calamar to the sea 15 miles
south of Cartagena. This is now used in the rainy season by river
steamers, though swamps near Cartagena present difficulties. Intended
improvements in the channel from Sincerín, where there is a large sugar
plantation and refinery, will make it navigable for boats of a few
hundred tons. Beginning at the “Dique” rich agricultural land extends
south.
=Cartagena=, the port second in importance, has a fine natural harbor
and excellent wharfage facilities; the custom house depots alongside
are among the best in South America. It is less than 2000 miles to New
York (4500 to Liverpool) and 266 from Colón.
=Santa Marta=, northeast, is finely located on a good harbor. Like
the ports already mentioned, it has weekly steamers to New York, New
Orleans, and also to England.
=Riohacha=, population 10,000, still farther east, is a poor port of
much less importance. Merely an open roadstead, it is seldom visited by
steamers but is frequented by sailing vessels from Curaçao and other
points.
=Buenaventura=, the chief Colombian port on the Pacific, with a
population of 9000, is situated on an island in the Bay of the same
name, which can accommodate vessels of 24 foot draft. A new pier, 679
feet long, just completed, has twin docks and two railway approaches;
on one side water is 28-44 feet deep. The place is regularly visited by
steamers and is an important port of entry for the rich Cauca Valley.
=Tumaco=, farther south, a town of 15,000, is a port of some importance
for southern Colombia, the bay receiving ships of 21 foot draft, which
are served by lighters.
=Villamizar= on the River Zulia through that and the Catatumbo is
connected with Lake Maracaibo and the Caribbean.
=Orocué=, population 2500, on the Meta, and =Arauca= on the Arauca
River, may be reached by steamer from Ciudad Bolívar on the Orinoco and
so communicate with the sea.
INLAND TRANSPORTATION
It is evident that the physical conformation of Colombia is such as
to render extremely difficult the construction of railways or indeed
roads of any kind. Lack of capital, and internal disturbances have
contributed to retard development in this direction. The rivers
therefore have been of prime importance for inland travel and
transport. While these are supplemented by local railways and cart
roads, the greater part of transportation over this extensive territory
is, aside from the waterways, accomplished by means of pack and saddle
animals over _caminos_ or bridle paths of varying degrees of excellence.
The =Magdalena River= is the main artery of traffic, its normal
transportation being more than doubled because of the important
railways leading to or branching from the River. As its mouth is
navigable only for light launches, nearly all freight and travel comes
by rail either from Puerto Colombia to Barranquilla, 17 miles, or from
Cartagena to Calamar, 65 miles. However, Barranquilla has some traffic
with Santa Marta by means of steam launches of light draft through
channels of the delta. By the Cartagena railway freight is shipped
without cartage to Calamar within five days. At this town of 10,000,
there is a good pier, but poor hotel accommodations for the traveler,
who may be compelled to wait some time for a steamer. The river has a
width of from half a mile to a mile, and an average depth of 30 feet,
but in the dry season shoals sometimes prevent for a month the ascent
of the river by steamer. Much time is consumed in loading wood for
fuel, as well as in other calls, and part of the way is unsafe for
navigation at night. This at least has been the case, but recent and
prospective dredging both on the Magdalena and the Cauca promise much
better conditions in the future.
The Magdalena, the regular route of travel for Bogotá, is navigable
about 600 miles, to La Dorada on the west bank, for steamers of 500
tons. The facilities for comfort for the six to nine days’ journey
(which has been prolonged to three weeks in periods of low water)
include staterooms with electric lights; but passengers must now carry
their sheets, pillows, and mosquito netting; and some take food to
supplement the table fare, or make purchases en route. It is reported
that 100 eggs were bought for $2.00 in February, 1919. If the five
gliders drawing but a few inches, which have been ordered in France for
the Magdalena, prove a success, facilities for travel will be immensely
improved. A hydroplane service for passengers and mail, Barranquilla
to Girardot, is now in regular operation. Other service elsewhere is
proposed.
At La Dorada, the terminus of the sail on the lower river, a change
is made to the railway 70 miles long, which was built to Ambalema,
population 7000, to avoid the Honda Rapids. Overlooking these is the
busy town of Honda, population 10,000, in the Department of Tolima, for
300 years an important centre of trade. A suspension bridge crosses
the river from which, by a rough bridle path, until 1908 most of the
traffic went to Bogotá 67 miles distant. Some freight still goes over
this trail to Bogotá, or to Facatativá, 45 miles, a two days’ ride, as
well as a few tourists, better to enjoy the scenery, to escape the heat
of the valley, or more likely, when compelled by the upper river being
too shallow for steamer traffic.
Usually the railway is left at Puerto Beltrán, altitude 755 feet,
population 2000 (just below Ambalema), where a 100 ton steamer is taken
for the 100 miles on the shallower stream above to Girardot, a new
town, population 13,000, on the east bank, with ten hotels, and rapidly
growing in commercial importance.
From Girardot, altitude 1000 feet, to Facatativá, population 11,000,
the Colombia National Railway climbs the East Cordillera about 8000
feet in a distance of 82 miles on the way to Bogotá. Twenty-five miles
more on the Sabana Railway, a road of a different gauge, brings one to
the capital, having made six changes from the ocean steamer: first to
the railway at the port; next to a steamer on the lower river; third
to the railway at La Dorada; at Puerto Beltrán to a smaller steamer
for Giradot; fifth to the railway to Facatativá; thence to the one to
Bogotá.
Aside from the traffic to the capital, the Magdalena with its 500
tributaries is of enormous service. The boats call at many small places
(sometimes a single house) along the river, from which mule trails
(or a stream) lead to interior towns in the various Departments. The
first river port of importance, about 70 miles from Barranquilla, is
Calamar, where travelers and freight from Cartagena are taken on board.
Magangué, population about 15,000, is the next considerable town.
Between Magangué and Banco the Cauca enters the river.
Up the Cauca steamboats run 170 miles to Caceres; also on one of its
branches, the Nechi. Through most of its length the Cauca is nearly
parallel to the Magdalena, but confined in a narrow valley its course
is far less smooth. Above Valdivia navigation is prevented by a stretch
of 250 miles of narrow cañon and rapids; in the upper valley is another
navigable section of 200 miles, from Cali to a little below Cartago.
Being disconnected from the Caribbean this section must seek an outlet
on the Pacific.
The San Jorge River, nearly parallel with the lower Cauca and entering
the Magdalena a little farther down, is navigable for 112 miles.
At Banco, a town of 7700 on the Magdalena, a smaller boat may be taken
up the Cesar River coming from the northeast; at Bodega Central,
population 4000, one up the Lebrija towards Bucaramanga, to which there
is another route by way of Puerto Wilches beyond. From the latter a
railway, long ago planned and in operation for 12 miles, is now in
construction, imperatively necessary for the development of this part
of the country. The distance is 90 miles. From La Ceiba, 70 miles up
the Lebrija, a mule trail leads to Ocaña, population 20,000, as well
as one to Bucaramanga, which is also reached by a shorter route from a
point 22 miles up the shallower Sogamoso when that is practicable.
The first railway above Calamar, found at Puerto Berrío, population
1000, nearly 500 miles south of Barranquilla, leads to the important
city of Medellín. This, the oldest road in Colombia, has a break where
a 15 mile ride is necessary across the mountains. When the tunnel
contracted for is completed the entire length of the road will be 120
miles. Its prospects are excellent. A second railroad has Medellín, the
Amagá, running 23 miles south towards the rich Cauca valley, which it
will soon reach. These two roads are said to carry more freight than
any others in the country.
From Mariquita, population 6000, on the Dorada Railway, an aerial
Ropeway Line goes up to Manizales, in Caldas, an excellent service for
freight. From Manizales a railway is building towards the Cauca River;
15 miles open, 1921.
From the Magdalena River opposite Girardot, where a bridge is being
constructed, the Tolima Railway extends a distance of 99 miles to
Ibagué.
Above Girardot the steamers in high water run up to Neiva, at times a
little beyond. Here and higher, small boats and rafts are in general
use.
=Cartagena=, in addition to its connection with the Magdalena River,
has commercial relations with the surrounding districts, including the
Chocó region, which might be served directly by ocean steamers were
it not for the fact that the Atrato River is barred to them by sand
at its mouth, though navigable within, 280 miles to Quibdó. As only
boats of three or four feet draft can pass, and as there is no good
port on the Gulf of Urabá, commerce is carried on through Cartagena by
transshipment, as to cities on the Sinú River also.
From =Buenaventura=, the chief Pacific port, a railway leads over the
West Cordillera, 100 miles, to the important city of Cali. From here
the road branches south 21 miles towards Popayán, and east 16 miles to
Palmira, population 27,000, then north towards Buga, population 13,555,
and Cartago, population 21,500. From Buenaventura, steamboats run up
the San Juan River 140 miles, which with its tributaries has 300 miles
of navigable channels, for boats of 7 or 8 foot draft only, on account
of sandbars at its delta.
From =Tumaco= several steamers ply on the Patía and other rivers to
Barbacoas and other towns for many miles.
Transportation by the tributaries of the Amazon has already been
referred to, and that by the Meta and Orinoco. To Puerto Villamizar
on the Zulia, there is a railway from Cúcuta, 45 miles long. From
this road much traffic of the Department, Santander del Norte, is
transferred to steamers running down the river to Lake Maracaibo in
Venezuela.
OTHER EXISTING RAILWAYS AND PLANS
In connection with the plantation railways, one 60 miles long runs
from Santa Marta to Fundición, from which point a continuation has
been talked of to Banco on the Magdalena, at the mouth of the Cesar
tributary. At present it is thought better to extend the line 30 miles
toward Ariguani, a district with water for banana irrigation, timber,
and good cattle land; and later to Valle de Upar to tap the rich copper
and coal deposits found there.
A plan has been presented by Americans for a railway from Bahia Honda,
an excellent harbor near the end of the Goajira Peninsula, to pass
through good timber and cattle lands and Valle de Upar, ultimately to
reach Bogotá. A branch would go from Tunja to a port opposite Berrío,
and cross roads, from Cúcuta to Tamalameque and from Puerto Wílches
to Bucaramanga. The work requiring six years would be financed by
Americans.
The =Sabana Railways= are of great importance. Besides the railway to
Facatativá, two others lead from Bogotá, one south about 20 miles to
Sibate, one north about 40 miles to Zipaquirá and Nemocón, population
5000. From Zipaquirá, population 10,000, a road is being continued to
Chiquinquirá, population 22,500, in Boyacá, whence it is planned to
carry it down the Carare Valley to the Magdalena. Reaching the river
below La Dorada, handlings of freight will be saved, and the time of
the trip from Barranquilla greatly shortened.
The =Tolima Railway= it is expected to prolong to the Cauca Valley over
the Quindio Pass to Palmira on the Pacific Railway by way of Zarzal
at the foot of the Pass. Bogotá will then be connected by an all rail
route with the Pacific at Buenaventura, a distance of 210 miles.
A contract has been made for a railway, to be completed in 1923, from
Ambalema (Beltrán) to a point on the Tolima Railway, to give Tolima
direct connection with the Lower Magdalena. A railway from Beltrán to
Flandes opposite Girardot is said also to have been arranged for.
A much desired rail connection is from Cúcuta to the Magdalena.
Although a road to the river port, Tamalameque, 265 miles above
Barranquilla, would pass through a dense tropical forest with few
inhabitants save wild Indians, to avoid paying tribute to Venezuela by
bringing the freight of Santander del Norte out by Barranquilla might
prove well worth while; and a new rich forest country might thus be
opened. A cart or motor road is already under construction.
The =Pacific Railway=. Besides the cross country connection from the
Cauca Valley to the Magdalena, it is expected to prolong the existing
road from Buenaventura to Cali, farther down the Cauca Valley to the
Medellín, Amagá, Cauca Railway (Amagá, a city of 10,000), the latter
soon to be completed to the Cauca River; this link with the Magdalena
Valley may be formed first. The Cauca Valley Road now running south
towards Popayán will later be prolonged to Pasto and thence to the
Ecuadorian frontier, there to join the Pan American all rail route,
which may be concluded through Ecuador and Peru before the northern
connection is made through Panamá to Colombia.
Among other railways planned is one from Medellín to Cartagena by way
of Monteria.
ROAD TRANSPORTATION AND BUILDING
Road building in Colombia is only less difficult than railways; hence
few good roads exist. The Central Northern extends 200 miles or more
towards Bucaramanga; as far as Sogamoso, population 16,500, 140 miles,
it is used by automobiles, the best stretch of road in the Republic. A
Northeastern Road extends for some distance. The Carretera de Cambao
leads from that Port on the Magdalena 130 miles to Bogotá, thereby
avoiding the changes by way of La Dorada. A road from Bogotá to Pasto,
the Southern, is partly in use or in construction. From Pasto it is
being continued to Tumaco and may be to Ibarra in Ecuador. A road
with parts in service leads from Pasto by way of Mocoa towards Puerto
Asis on the Putumayo, important for national defense as well as for
the development of the region. A road from Pamplona, an old town,
population 14,000, in Santander del Norte, is partly made towards the
Casanare region. In Antioquia several roads diverge from Medellín.
The Cauca Valley has a few, on one of which from Palmira to Buga auto
service is established. Other roads are in various sections, as the
important highway building from Cúcuta to the Magdalena. Many bridges
have recently been constructed.
Aside from the river traffic by steamers and small boats, the greater
part of travel and transport over this extensive territory is by means
of horses and mules on _caminos_ or bridle paths of varying degrees
of excellence, many of them extremely poor, at times almost or quite
impassable; a few paths are for foot passengers only. The best known
_camino_ is from Ibagué over the Quindio Pass to Cartago in the Cauca
Valley. Another ancient way of great importance is from Neiva across
the _paramos_ of the Central Cordillera to Popayán. A network of these
_caminos_ overspreads the well settled part of the country, the meshes
greatly varying in size.