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.
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.
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 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.