Among the bridle-paths there are a few with cobble-paved surfaces, dating back to early colonial times, but these have fallen into disrepair, and in Guayana they have been disused for so long that their whereabouts is often unknown, save where the Indian trails cross or follow a bit of the old paving here and there. For the rest the way is generally passable, but sometimes up to the animal’s belly in mud; here there are bridges over the mountain torrents, there none; the deeper streams may have ferries, but to be held up by an extra heavy fall of rain is no uncommon event. The Government spent nearly £80,000 on the Public Works Department in 1908-9, but since not all even of this small sum is devoted to actual road-making or other improvements, it will be seen that things are being only gradually improved; and it may be long yet before the asphalt and rock of the country are applied to the betterment of the uninspiring yet all-important roadways, at once one of the simplest and one of the most efficient methods of developing the nation’s natural resources.
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, and 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 south-western 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 as compared with the number of streams indicated on a map, we can 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—all this without speaking of 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 neighbouring republic of Colombia. Along most of these natural and easily utilised lines of communication there are already services of steamers—nothing very advanced, but still a beginning.
There are twelve ports with custom-houses for trade and communication with the outside world, but that number includes the new one of Imataca, on the Caño Corosimo, in the Delta territory, established August 14, 1911. Puerto Cabello ranks first for number of vessels, La Guaira second, and Carúpano third; all, except Caño Colorado, have regular wharves, adequate custom-houses, &c. The total number of vessels received in the year 1909 was 645, with an aggregate tonnage of 937,689, of which two-thirds were steam-propelled. It is interesting to compare the standing of the various countries in tonnage of steamships, as given in the following table:—
| Nationality. | Tonnage. | Number of Vessels. |
|---|---|---|
| Dutch | 212,375 | 151 |
| United States of America | 155,269 | 85 |
| British | 149,565 | 67 |
| French | 149,114 | 36 |
| German | 106,257 | 53 |
| Italian | 71,760 | 21 |
| Spanish | 43,785 | 13 |
| Norwegian | 30,978 | 42 |
| Venezuelan | 10,651 | 158 |
| Swedish | 4,808 | 7 |
| Russian | 2,346 | 7 |
| Danish | 778 | 3 |
| Colombian | 3 | 2 |
Thus Holland is far ahead in point of numbers, though by no means first in trade, while France comes above Germany, even though the imports from the latter are much greater. The small number of Spanish vessels speaks eloquently as to the fitness of Spain to retain her South American colonies by force after her decline.
Finally, for communication with the outside world, these are the following chief lines and the ports they run to:—
| Nationality. | Line. | Ports. |
|---|---|---|
| Dutch | Koninglijke W. I. Mail | Amsterdam to Carúpano, Cumaná, Guanta, La Guaira, Puerto Cabello, and Curaçao |
| U.S.A. | Red “D” | New York to La Guaira, Puerto Cabello, Curaçao, and Maracaibo |
| British | R.M.S.P. | Puerto Cabello to Southampton (when so announced) |
| British | Harrison | Liverpool to La Guaira and Puerto Cabello |
| British | Leyland | The same |
| French | Cie. Gén. Transatlantique. | Bordeaux to Carúpano, Pampatar, La Guaira, and Puerto Cabello |
| German | Hamburg-Amerika. | Hamburg to Cumaná (Puerto Sucre), Pampatar, Guanta, La Guaira, and Puerto Cabello |
| Italian | La Veloce | Genova to La Guaira and Puerto Cabello |
| Spanish | Cia. Transatlantica Española | Barcelona to La Guaira and Puerto Cabello |
| Venezuelan | “Nacional” | Maracaibo, via all ports except Cristobal Colón, and Caño Colorado, to Ciudad Bolivar |
The most usual route from England is of course via Trinidad, travelling to Port-of-Spain by the R.M.S.P. and on by Dutch, French, or other line to La Guaira; the Red “D” route, via New York, may be quicker, if other services do not suit, but it is less pleasant, owing to the longer time spent in northern (and stormy) latitudes.