Carúpano, far to the east of La Guaira, is the only other port of importance which is visited by large ocean steamers. Although as warm as Puerto Cabello, it has a much more healthful climate. With no real harbor, merely an open roadstead, serving the State of Sucre, it is a port of call for several lines of steamers. The cargo must be transported in lighters.
Ciudad Bolívar, though far up the Orinoco River, as the official port of entry for half the country, serves an extensive region. It communicates with the outside world by weekly steamers of shallow draught to the Port of Spain, as also by coasting vessels. The steamers returning cross the Gulf of Paria, follow up the Caño Macareo to the Orinoco, and up that river to Bolívar.
Maracaibo, the fifth port with foreign trade, though called a seaport is not exactly on the sea; being located on the west shore of a broad channel 6-12 miles wide and 30 long which connects Lake Maracaibo with the Gulf of Venezuela. The city has fine wharves on a beautiful bay, a smooth roadstead with water 30 feet deep; but unfortunately the sand bar at the entrance of the channel confines the passage to ships drawing only 11 feet, with conditions growing worse. As the city is now the second port of the country with the largest export trade including some from Colombia, it has been proposed either to dredge one of the entrance channels, or to make use of the fine natural harbor of Cojoro on the Gulf, capable of accommodating the largest steamers, and to connect this port with Maracaibo by a railway about 100 miles long. At present the foreign trade is carried on by national, Dutch, and Spanish steamers, and by American boats of the Red D Line. Freight not destined for the United States is largely carried to the Dutch Island Curaçao, where transfer is made to ships of other lines. Sailing vessels also carry much produce.
These primary ports, except Carúpano, all have docks where ships come alongside. A new freight and passenger service from New Orleans to Venezuelan ports has been installed by the W. R. Grace Company.
A number of smaller ports are served generally by smaller craft, steam or sailing vessels, which transfer freight to the primary ports for ocean traffic. Some of these are: La Vela (56 miles from Curaçao), the port of Coro, capital of Falcón; Tucacas, in the same State, important as serving the copper mines of Aroa; Carenero, in Miranda, east of Caracas; Guanta, long the port of Barcelona and neighboring coal mines; Cumaná in Sucre, a mile from the mouth of the Manzanares River; and Pampatar on Margarita Island. At Turiamo, a natural harbor between La Guaira and Puerto Cabello, a public bonded warehouse is to be erected, and connection will be made with the Grand Central Railway. At Ocumare de la Costa port and harbor works are to be constructed by the Government and a railway connecting the port with Maracay, 43 miles distant.
Inland Transportation
The railway development of Venezuela is small, the longest line being 111 miles in length, and the total mileage about 650. There is therefore a little over a foot of railway for each inhabitant. Most of the lines are from a port to the interior; all are of narrow gauge, but of varying widths. Most of the existing lines were laid, 1881-1893. Unfavorable legislation prevented further construction until after a change in the laws; later the Great War interfered. Rates are very high on all the railways, yet most of them are unprofitable.
The La Guaira-Caracas Railway is exceptional, having a large amount of traffic, more of import freight than of export. The British-built Railway climbs to a height of over 3000 feet to surmount the ridge on the south side of which is Caracas, a two hours’ ride, one of intense interest and beauty. While the tracks of the Harbor Corporation are of the same gauge as the railway, these cars do not go to the steamer’s side, so that much freight is unnecessarily handled twice. Railways now electrified serve the suburbs on either side.
Caracas is served by two other railways, but these are of different gauge.
The Central Railway, the station of which is two miles across the city, runs from Caracas east and south towards Ocumare on the Tuy River; 46 miles to San Francisco de Yare are completed; the remaining 15 are in construction. Both of these roads were difficult to build, the many bridges, tunnels, and viaducts needed making them very expensive. The maximum grade is about 4 per cent. The latter road follows down the Guaire valley, passing Petare, a town of Miranda, only seven miles from Caracas.