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3
Ibidem. p. 2

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Sobre el peso de la arroba castellana, ver Alvear Sanín José. Manual del Río Magdalena, Bogotá:
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6
Alvear Sanín José Op. cit. p. 85

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. Germán Arciniegas. El caballero de El Dorado. Bogotá: Compañía Grancolombiana de Ediciones;
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10
Urrutia Miguel, Arrubla Mario. Compendio de Estadísticas Históricas de Colombia. Bogotá: Universidad
Nacional; 1970.

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12
Alvear Sanín José. Ibidem. p.78.
13
Lemaitre Eduardo. Historia del Canal del Dique. Bogotá: COBE; s.f. p. 13.
14
Alvear Sanín José. Op. cit. p. 59

41
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15
Lemaitre Eduardo. Op. cit. p. 19.
16
IDEHA. Plan de Restauración Ambiental del Ecosistema del Canal del Dique. (copia en mimeógrafo) 6.1.
p.1

42
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Alvear Sanín José. Op cit. p.63
18
Caminos Reales de Colombia. Cap viii. Disponible en: www. lablaa.org. Consultado: marzo 18/2007

43
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19
El camino de los incas. Disponible en: http://unv.Condipsola.gov.ar/antropol/oran.htm. Consultado: mayo
4/2007
20
Serrer Ramón María, en conferencia recogida en las Memorias del Seminario Patrimonio ¿què
patrimonio? Bogotá: Invías; 1996, p. 76.

44
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21
Bateman Alfredo. La Ingeniería, las Obras Públicas y el Transporte en Colombia. Bogotá: Lerner; 1986. p.
62.
22
El real era una moneda de plata de 3,38 gm, equivalente a un octavo de peso. Véase: Barriga Villalba M.
Historia de la Casa de la Moneda. Tomo II, p. 11. En: Banco del Comercio. Introducción al Estudio
delPoder Adquisitivo en Colombia. Bogotá: Banco del Comercio; 1974. p 161. Un novillo valía 6 pesos o 48
reales, una vaca, 4 pesos o 32 reales. Media botella de aguardiente valía un real.
23
Bateman Alfredo. Op cit. p. 64-65.
24
Ibidem. p. 66.

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25
Serrer Ramón María. Op. cit. p.84.
26
Bateman Alfredo. Op.cit. p. 83.

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Caminos reales de Colombia. Cap ix. Disponible en: www. lablaa.org. Consultado: mayo 6/2007

48
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28
Bateman Alfredo. Op.cit. p. 85

49
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29
Ospina Vásquez Luis. Industria y Protección en Colombia. Medellín: Editorial Santa Fe; 1955. p.31.
30
Urrutia Miguel, Arrubla Mario. Op. Cit. p. 3.
31
Ospina Vásquez Luis. Op.cit. p.33

50
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32
Ibidem. p. 38
33
Ibidem. p.37.

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34
Urrutia M, Arrubla M. Op. cit. p.131.
35
Banco del Comercio Op. cit. pp. 175, 181, 191.
36
Urrutia M, Arrubla M. Op. cit. p. 158.

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38
Ibidem. p. 45.

58
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39
El Santander equivaldría a 1´476.000 dólares del 2007 y el Gran Bolívar a 738.000.

59
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40
Gómez Picón Rafael. Magdalena Río de Colombia. Bogotá: Nuevo Mundo; 1951. p. 168.

60
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41
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 103.

61
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62
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63
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42
Pérez Arbeláez Enrique. Hilea Magdalenesa. Bogotá: Contraloría Nacional; 1948. p.111.

64
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43
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 115.

65
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44
Alvear Sanín José. Op. cit. p. 166
45
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit., p. 109

66
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46
Junguito Roberto. La deuda externa en el siglo xix. Bogotá: Tercer Mundo- Banco de la República; 1995.
p.11.
47
Ibidem. p.56.
48
Ibidem. p.65.

67
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49
Villegas Jorge, Yunis José. La guerra de los mil días. Bogotá: Carlos Valencia; 1978. p. 49.
50
Alvear Sanín José. Op. cit. p. 169.

68
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69
 , $ '
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51
Parsons James. La Colonización Antioqueña en el Occidente Colombiano. Bogotá: Carlos Valencia; 1979.
p.195
52
Ibidem. p. 199.

70
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53
Idem.

71
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72
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54
Al final de su vida publicó el Compendio de Geografía General, Política, Física y Especial de los Estados
Unidos de Colombia, dedicado al Congreso General de la Unión, por Tomás Cipriano de Mosquera, gran
General de la Unión Colombiana, Imprenta Inglesa y Extranjera de H. C. Panzer, 93, London Wall, E.C.,
1866.
55
Bateman Alfredo. Op. cit. p. 171.
56
Santa María Peter. Origen, Desarrollo y Realización de la Escuela de Minas de Medellín. Medellín: Diké;
1994. p.49.

73
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57
Ospina Vásquez Luis. Op.cit. pp. 218-219.
58
Molina Luis Fernando. Legislación Colombiana sobre Caminos de Herradura 1823-1905. Disponible en
www. lablaa.org. Consultado mayo 7 de 2007.

74
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75
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76
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59
Este tema será discutido posteriormente cuando tratemos de las concesiones de tierras otorgadas a los
promotores de ferrocarriles.

77
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60
Los pocos pobres que viajaban, lo hacían a pie, como Marco Fidel Suárez en 1875, cuando se trasladó a
vivir a Bogotá
61
Villa Vélez Eduardo. Un Viaje de Medellín a Bogotá. Medellín: L. Vieco e hijas; 2004. p.25.

78
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62
Jose de Jesús Alviar Arellano. Mompox, 1820. Profesor de matemáticas en Pamplona, 1837; de latín en
Mompox, 1840; se gradúa como abogado en Bogotá en 1845, pero gozaba de muy buena fama como médico.
Secretario de Gobierno en la fugaz presidencia de Zaldúa. Le tocó llamar al Primer Designado, al morir el
Presidente el 21 de diecimbre de 1882. Después casó en Santo Domingo con doña Mariana Ramírez Johns.
Fue magistrado en Medellín largos años y murió en esa ciudad en 1907.

79
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63
Villa Vélez Eduardo. Op. cit. p. 56

80
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64
Sánchez Sabogal Fernando. Op.cit. p. 2.

81
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65
Caicedo d´Elhuyart Nicolás. Papel Periódico Ilustrado. 28 de Octubre de 1886. No estamos en capacidad
de saber si ya los intereses de Honda estaban detrás del cierre de ese camino tan superior al otro para la
comunicación entre Santa Fe y Cartagena, que más tarde se hará patente y que será denunciada inclusive por
el Arzobispo Virrey.

82
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66
Véase: Banco del Comercio. Op. cit.

83
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67
Ferro Medina Germán. A Lomo de Mula. Bogotá: Fondo Cultural Cafetero; 1994. p. 106.

84
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85
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86
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87
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68
Echeverri Coronado Hernán. José María Villa, un genio desconocido. Medellín: Cámara de Comercio;
2000. p. 43.
69
Ibidem. p 45.
70
Columbia Encyclopaedia.

88
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71
Echeverri Coronado Hermán. Op. cit. p.52.

89
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72
Ìbidem. pp. 63 y siguientes.
73
Ìbidem. p. 70.
74
Cerca de 1`680.000 dólares de 2007.
75
Echeverri Coronado Hernán. Op. cit. pp. 107 y siguientes

90
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76
Papel Periódico Ilustrado. Nº 59. Año III. 15 de febrero de 1884. p. 175.

91
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77
Ibídem.
78
Papel Peródico Ilustrado año iv nº 84. 5 de febrero de 1885. p. 190.

92
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93
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79
Ortega Alfredo. Ferrocarriles Colombianos. Bogotá: Imprenta Nacional; 1922. p. 100.
80
Idem.

94
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81
Felipe Pérez, citado por Alfredo Ortega, Op.cit. p.89
82
Junguito Roberto. Op. cit., p. 164.
83
Ortega Alfredo. Ferrocarriles Colombianos. Op, cit. p. 103.
84
En este asunto concuerda Junguito con Alfredo Ortega, que le sirve de fuente, pero ninguno de los dos hace
juicios de valor sobre estas negociaciones. V. Ortega Alfredo. Op. cit, p. 103 y Junguito Roberto. Op. cit,
p.163.

95
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85
Ortega Alfredo. Ferrocarriles Colombianos. Op. cit. p. 105.
86
Unos 410 millones de dólares de ese año.

96
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97
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87
El cuadro completo ha sido recogido en Junguito Roberto. Op. cit. p 33.

98
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88
Samper José María. Historia de un Alma. Bogotá: Biblioteca Popular de Cultura Colombiana; 1948. p. 138.

99
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89
Royo José Manuel. Nueva Jeografía Universal, Cartagena: en casa del autor; París: Ch Bouret, edición de
1881.

100
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101
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90
Con las notables excepciones de Barba Jacob (no siempre), de Silva y Valencia y, desde luego, de León de
Greiff, el más sonoro poeta de la lengua española.
91
Bateman Alfredo. Op. cit. pp. 23 ss.
92
Ibidem. p. 95.

102
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93
Poncet permaneció en Colombia y fue concesionario del camino de Honda, que por eso se llamó durante
muchos años “de Poncet”. Zadwazki estableció su familia en Cali, donde sus descendientes han sido
conocidos como políticos y periodistas.
94
Bateman Alfredo. Op. cit. p. 116.
95
Como Nicolás Caicedo d´Elhuyar, Antonio Dussán Manrique, Indalecio Liévano, Alejandro Ortega,
Manuel H. Peña, Fidel y Rafael Pombo, Manuel Ponce de León, Alejandro Sarniento y Juan Francisco
Urrutia.
96
Entre ellos, Luis Tisnés, José María Villa (…) enviado por el Presidente Berrío a estudiar a Norteamérica,
Esteban Álvarez, profesor de geometría descriptiva y matemáticas; Eugenio Lutz (francés); Roberto White;
Víctor y Juan J. Molina, Gracialiano Acevedo, Fernando Isaza, Antonio Restrepo Eusse, Camilo Botero
Guerra, Pedro Herrán

103
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97
Santa María Peter. Op. cit. p. 64.

104
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98
Pesaba 4.500 Kg y remolcaba casi 13 toneladas a 21 Km/hora. Un siglo más tarde, los ferrocarriles
colombianos avanzaban a 20 Km/hora !!!

105
 - ! ?# H : - " # # "
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99
Mayor Mora Alberto. Francisco Javier Cisneros y el Inicio de las Comunicaciones Modernas en Colombia.
Bogotá: Banco de la República; El Áncora; 1999. p. 23.
100
Sánchez Sabogal Fernando. Op cit. p.2.

106
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101
Ibidem. p.7.

107
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102
Disponible en http://dl.ket.org/latin3/mores/techno/roads/construction.htm. Consulta: mayo 15 de 2007.

108
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103
Alexander von Humboldt, citado por Serrer Ramón María. Op. cit. p.74., dirá de algún terrible camino de
los nuestros: “que se parece al que va de Airolo al hospicio de San Gotardo”.

109
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104
Disponible en http://www.tiscali.co.uk/reference/encyclpaedia/hutchinson/m0037709.html. Consultado
mayo 12 de 2007.
105
Sánchez Sabogal Fernando. Op. cit. p.11.

110
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106
Como la calzada romana.

111
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107
A finales del siglo xx, de acuerdo al Calendario Atlante de Agostini, los Estados Unidos disponen de 5
millones de kilómetros de carreteras interestatales; 1´300.000 kilómetros de vías municipales y 65.000
kilómetros de autopistas. La red ferroviaria, sin embargo, se ha reducido a 278.000 kilómetros.

112
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108
Oxford Economic Atlas. Oxford University Press, 1937

113
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109
Serrer Ramón María. Op. cit. p.75.

114
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110
Lemaitre Eduardo. Panamá y su Separación de Colombia. Bogotá: Banco Popular; 1971. p.71.
111
Ibidem. p.73.

115
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112
Su apodo de Mascachochas no tiene nada que ver con la senilidad. Se lo había ganado por el temblor
permanente que le produjo un balazo en la mandíbula durante las guerras de independencia

116
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113
Lemaitre Eduardo. Panamá y su separación de Colombia. Op. cit. p. 75.

117
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118
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119
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114
En 1891, menos del 6% de los niños asistían a uno o dos años de escuela

120
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115
Dos millones de libras, es decir 10 millones de dólares de 1873, equivalen a algo así como 171 millones de
dólares de 2007,
116
En esas condiciones, el costo promedio por kilómetros de ese ferrocarril sería de £ 10.843 (54.218
dólares) ¡y los 20 millones de pesos de endeudamiento para construirlo equivaldrían a 360 millones de dólares
de 2007!
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117
Camacho Roldán Salvador. Estudios. Bogotá: Selección Samper Ortega; 1907. p. 129
118
Junguito Roberto. Op cit. p. 169.

124
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119
Ortega Alfredo. Op. cit., p. 296.
120
Ìbidem, p. 55.

125
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121
Ibidem. p. 300, sin tener en cuenta lo que nos narrará tres páginas después, donde se contradice porque el
ferrocarril de Sabanilla´también fue una calamidad para nuestras finanzas.

127
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122
Ibidem. p. 303.
123
Idem.
124
Esos 835.000 pesos que se pagaron por ese ferrocarril equivaldrían hoy a 19 millones de dólares, mientras
había costado apenas el equivalente de 5.7 millones de dólares actuales. No olvidar que para 1888 el tipo de
cambio era de 0.699.

128
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129
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130
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125
Junguito Roberto. Op. cit. p. 230.

131
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126
Presentada el pasado 16 de mayo, cuyos temas principales son los antecedentes, inicios, construcción,
leyes, contratos, aspectos técnicos, propietarios, longitud, estaciones, puentes túneles, locomotoras, vagones
y estadísticas. Véase: eliogalessio@perutren.org. Consultado: mayo 29 de 2007.

132
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127
Horna Hernán. Franciso Javier Cisneros: A Pioneer in Transportation and Economic Development in
Colombia (Tesis doctoral). Vanderbilt University, Nashville, Tennessee; 1970. p. 46.
128
Stewart Watt. Henry Meiggs: Yankee Pizarro. Durham: Duke University Press; 1946. Citado por Hernán
Horna. Op. cit. p. 33. Nótese la nada sutil identificación de Meiggs con Pizarro.
129
Véase Hernán Horna. Op. cit. p.43.
130
Ibidem. p. 45.

133
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131
Quien quiera hacerse una idea sobre las cifras mencionadas en este apartado, vale la pena considerar que
un dólar de 1895 representa 24.60 dólares de 2007. Perú debía entonces el equivalente de 3.050 millones de
dólares actuales.
132
Samper Miguel, citado por Junguito Roberto. Op. cit. p. 231.
133
www.perutren.org. Consultado: abril 17/2007

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135
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134
http://wwww.dl.ket.org/latin3/mores/travel/milspecs1.htm
135
Arias de Greiff Gustavo. La Segunda Mula de Hierro. Bogotá: editada por el autor; 2006. p. 48.

136
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137
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136
Ibidem. p. 104.
137
Cisneros Francisco Javier. Ferrocarriles de Vía Estrecha: Memoria. Nueva York: Hallet & Breen; 1872,
especialmente las páginas 82 y siguientes. Puede consultarse en la valiosa biblioteca de la Sociedad
Colombiana de Ingenieros, en Bogotá.

138
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Uno de sus ramales, el Durango and Silverton Narrow Gauge Railroad, todavía funciona como tren
turístico. V. Alvear Sanín José. El tren de la felicidad. El Mundo. Medellín, julio 12 de 2006. p.3.
139
En junio 1884, M. Harel, cuñado de Ferdinand de Lesseps, describió el ferrocarril del Cauca, que construía
en ese momento Cisneros, como “un juguete”. Véase: Horna, Hernán. Op. cit. p. 285.

139
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140
Arias de Greiff Gustavo. Op. cit. p. 104.
141
De donde se deduce que dicha locomotora posiblemente fue abandonada entre 1881 y 1889, años en los
cuales Francisco Javier Cisneros fue concesionario de dicho ferrocarril. £ 3.000 de 1889 equivalen a 342.000
dólares de hoy
142
FAES. Revista de Estudios Sociales. Junio de 1995. p. 214.

140
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143
Mayor Mora Alberto. Op. cit. p. 45.

141
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144
Ibidem. p. 54
145
Los escogidos fueron: José Jerónimo Triana, José Celestino Mutis, Alexander von Humboldt, Alejandro
López I.C., Agustín Codazzi, José María Villa, Manuel Uribe Àngel, Francisco José de Caldas y Aimé
Bonpland.
146
Lozano Pilar. Francisco Javier Cisneros, el que Comunicó con Carriles las Comarcas. Bogotá:
Colciencias-Panamericana; 1997.
147
Medellín: Academia de Historia; 1974.

142
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148
(Tesis doctoral). Faculty of the Graduate School of Vanderbilt University. Nashville, Tennessee; 1974.

143
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149
Horna Hernán. Op. cit. p.8.
150
Horna Hernán. Íbidem. p.9.
151
Mayor Mora Hernán. Op. cit. p.24.
152
Sarabia Hernández Nydia. Francisco Javier Cisneros y los Caminos de Hierro en Colombia. En: Cuba
Colombia, una Historia Común. Bogotá: Universidad Nacional – IEPRI; 1995. p. 103.

144
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153
Lozano Pilar. Op. cit. pp. 19 y siguientes.

145
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154
Echeverri Aquiles. El Ferrocarril de Antioquia o el Despertar de un Pueblo. Medellín: Editorial
Salesiana; 1974. pp. 17 y siguientes.
155
Horna Hernán. Op. cit. pp. 24 y siguientes

146
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156
Horna Hernán. Op. cit. p. 28.
157
Horna Hernán. Op cit. p. 32.

147
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158
Bravo Betancur José María. Francisco Javier Cisneros. Medellín: Cámara de Comercio; 2000. p. 40.
159
Horna Hernán. Op cit. p. 33.
160
Mayor Mora Alberto. Op cit. p. 25.

148
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161
Pérez Triana Santiago. Recuerdos de Francisco Javier Cisneros. Bogotá: El Repertorio Colombiano; 1899.

149
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162
Royo José Manuel. Op. cit. p. 149.

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163
Duque Betancur Francisco. Historia de Antioquia. Medellín: Gobernación de Antioquia; 1974. p. 799.
164
Íbidem. p. 805.

152
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165
Bravo Betancur José María. Op. cit. p. 41, transcribe las declaraciones de Cisneros para El Heraldo, de
Medellín nº 217.

153
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166
Esos 12.000 pesos equivalen a 217.000 dólares de 2007.
167
Bravo Betancur José María. Op. cit. p. 47.
168
Contrato aprobado ese mismo día por el Presidente del Estado, Recaredo de Villa, el Secretario
Delegatario Abraham García, y el Secretario de Hacienda, Luis M. Mejía Álvarez.

154
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155
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156
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169
Como quien dice borrar con el codo lo que se escribió con la mano.

157
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158
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170
Horna Hernán. Op. cit. p. 93.
171
Declaraciones de Cisneros a El Heraldo, de Bogotá; junio 1º de 1874, en Horna Hernán. Op. cit. p.93.
172
Esos 100.000 pesos anuales equivalen a 1´809.000 dólares actuales.

159
 " (" # $ ?# *( V( ?# "-
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173
Mayor Mora Alberto. Op. cit. pp. 69 y siguientes.
174
Leyenda que tiene una variante: Permítame la ropa –dice a su criado- porque estoy invitado a comer esta
noche en casa del General Mosquera.

160
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175
Echeverri Aquiles. Op. cit. p. 92.
176
Nicholls Iván. El transporte en Colombia entre 1922 y 1946. Copia en mimeógrafo. Bogotá: Banco de la
República; 1999. Probablemente, el señor Bell fue influido por la opinión de Alejandro López I.C. en el
sentido de que era mejor alternativa construir el ferrocarril siguiendo los valles del Porce y el Nus que
perforar el túnel de La Quiebra que él mismo había propuesto. Sobre este asunto, Véase Arias de Greiff
Gustavo. La Segunda Mula de Hierro. Op. cit. p. 71.

161
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177
Mayor Mora Alberto. Op. cit. pp. 47 y siguientes..
178
Por las frecuentes guerras civiles, los fabricantes de dinamita no despachaban este producto a Colombia
179
Horna Hernán. Op. cit. pp. 95-106.

162
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180
Vélez Fernando. Alegato ante el Tribunal de Arbitramento sobre el Ferrocarril de Antioquia. Bogotá:
Imprenta Nacional; 1895. p. 136.
181
Poveda Ramos Gabriel. Vapores Fluviales de Colombia. Op. cit. p. 130.

163
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182
Dos años antes, en carta a Luis Carlos Rico, el futuro Regenerador escribió; Abran mucho el ojo con
Cisneros. Estoy seguro de que introduce rifles para los Radicales con pretexto de suministros náuticos. Aquí
en Cartagena me quiso embaucar en 40.000 pesos (en asuntos del Canal del Dique) contra unos billetes
espurios de banco de Nueva York. Véase: Horna Hernán. Op. cit. p. 180.

164
 ?# HH:! " = # . " !
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183
Arias de Greiff Gustavo. Op. cit. p. 56.

165
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184
Ibidem. p. 55.
185
Hablando de las diferencias entre los señores Mason (concesionarios del ferrocarril del Cauca después de
la rescisión del contrato de Cisneros con esa empresa) y la Nación, Julián Uribe Uribe, ingeniero al servicio
de ese ferrocarril, afirma en sus Memorias: “Una deuda de gratitud sí tenemos con los Mason, y es la de haber
impulsado en el ferrocarril las obras de arte de carácter permanente, rompiendo para siempre con el pernicioso
de las provisionales, implantado por el señor Cisneros y practicado después por los que tuvieron ingerencia en
el ferrocarril (…) es posible que sin el ejemplo de los Mason (…) todavía estuviésemos haciendo puentes y
alcantarillas inverosímiles con maderas de mala calidad”. V. Uribe Uribe Julián. Memorias. Bogotá: Banco de
la República; 1994. p. 507.

166
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186
Ortega Alfredo. Op. cit. p. 260.
187
Mayor Mora Alberto. Op. cit. p. 33.

167
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168
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188
Camacho Roldán & Cía, Tamayo & Cía, J. & E. Cortés, Eugenio González. En: Horna Hernán.
Op. cit. p.47.

169
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189
Especialjmente Rufino Gutiérrez, Julio Mallarino, Estanislao Navia y el periódico El Conservador.
190
Ortega Alfredo. Op. cit. pp. 465 – 466.
191
Horna Hernán. Op. cit. p. 162

170
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192
Horna Hernán. Op. cit. p. 212.
193
Algunos de los pocos capitalistas colombianos de la época, incorporaban sus compañías en Londres para
arroparse con la bandera británica y disfrutar de la protección de Su Majestad frente al Estado colombiano.

171
 =0 % $
% $ = 0 !
$ $ ' '
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194
Supongo que hechas ex profeso, porque la subvención se pagaba por kilometraje, trapisonda denunciada
muchas veces en la historia de los ferrocarriles mexicanos, imitada seguramente en todo el continente.
195
Ortega Alfredo. Op. cit. p. 373.

172
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173
, " #"" ( '( . " !$ "# HH
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196
Ibidem. p.391.
197
Mayor Mora Alberto. Op cit. p. 44

174
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198
Arias de Greiff Gustavo. Op. cit. pp. 21y siguientes.
199
Pachón Álvaro, Ramírez María Teresa. La infraestructura de Transporte en Colombia durante el siglo xx.
Bogotá: B. de la R – FCE; 2006. p. 7.

175
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176
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200
Ortega Alfredo. Op. cit. p. 576.

177
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201
Según nos informa en bellísima página José Manuel Marroquín, El Camino de la Capital al Común,
Papel Periódico Ilustrado, 15 de julio de 1883.

181
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202
Ortega Alfredo. Op. cit. p. 569.
203
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 53.
204
La carretera de Cambao fue abandonada durante el Quinquenio, porque hacía competencia al Ferrocarril de
Girardot. Véase: Ospina Vásquez Luis. Op.cit. p. 279.

182
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Ibidem. p. 317.

183
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206
Idem.
207
Alvear Sanín José. Op cit. p. 161.

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188
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208
Nieto Caballero Luis Eduardo. Prólogo a Reminiscencias Tudescas, de Pérez Triana Santiago. Bogotá:
Minerva; 1935. p.9.
209
Arias de Greiff. Op. cit. p. 57.
210
Vélez Fernando. Op. cit. p.36.

189
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211
Ibidem. p. 163
212
Ibidem. p. 220.

190
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213
Ibidem. p. 151.

191
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214
Nadie rechazó a este señor, aunque había redactado las especificaciones para la construcción del
Ferrocarril de Antioquia, incorporadas al contrato de Punchard
215
Vélez Fernando. Op. cit. p. 222.
216
Ortega Alfredo. Op. cit. p. 538.

192
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217
Vélez Fernando. Op. cit. p. 250.
218
Como la tasa de cambio era 0.436, esa suma equivale a $ US 112.000.

194
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219
Para información detallada, Véase: Poveda Ramos Gabriel. Historia Económica de Colombia en el Siglo
XX. Medellín: UPB; 2005. p. 40.

195
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220
En todas partes se cuecen habas: En Gran Bretaña, hasta 1896, una persona debía caminar delante de los
vehículos autopropulsados, llevando en el día una bandera roja y de noche una lámpara

196
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221
Alvear Sanín José. Op. cit. p. 166
222
Poveda Ramos Gabriel. Historia Económica de Colombia en el Siglo XX. Op. cit. p. 146.

198
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223
Poveda Ramos Gabriel. Historia Económica de Colombia en el siglo xx. Op. cit. p. 27.
224
Villegas Jorge, Yunis José. La Guerra de los Mil Días. Bogotá: Carlos Valencia; 1978. p. 49.

202
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203
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225
Urrutia Miguel, Arrubla Mario. Op. cit. p. 155.
226
La falta de máquinas de escribir da idea de nuestro atraso. Perfeccionada desde 1874 por Philo Remington,
era una rareza en Colombia hasta el gobierno de Reyes, que ordenó comprar una para cada oficina pública.
No fueron muchas las que se compraron; en 1909 apenas se adquirieron doce por valor de 1,716 pesos.

204
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227
In extenso, ver Ospina Joaquín. Diccionario Biográfico.s.l: s.e; p. 78-80

206
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¡Pobre familia! Porque el sueldo del papá era de unos 400 pesos.

211
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229
El sueldo del Ministro(al parecer bastante buenos) era de 6.000 pesos al año

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Autoriza al gobierno para reglamentar y contratar la desecación de pantanos, que existan en el territorio de
la república, de la manera más conveniente y siempre que ello tienda al beneficio de la agricultura y la
salubridad de las poblaciones. Desde luego, la tierra “recuperada” se repartía entre el contratista y el gobierno

214
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Informe del Ministerio de Obras Públicas 1909. Bogotá: Imprenta Eléctrica; 1909. p. 247.

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232
Revista del Ministerio de Obras Públicas y Fomento 1907; 2(2).

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233
No hay constancia de que Reyes hubiera logrado llegar efectivamente a su patria chica en 1909 después de
la compra del automóvil para la presidencia y antes de su retiro en junio de ese año, salvo la narración de
Lemaitre en su biografía reverencial de Rafael Reyes, cuando dice, sin citar la fecha de ese viaje: “El
Presidente hizo entonces un famoso viaje a su tierra natal (…) en el primer automóvil que se introdujo en
Colombia. Y Boyacá no salía de su asombro” (Eduardo Lemaitre. Rafael Reyes. Bogotá: Iqueima; 1953. p.
279). Vale la pena anotar que ese automóvil no fue el primero en Colombia y que recorrer, por una carretera
primitiva y no bien terminada, 400 Km en un automóvil de esa época, era algo muy difícil. Por otra parte, la
Carretera Central del Norte por algo más de veinte años ocupará buena parte de la atención del Ministerio de
Obras.
234
Especificaciones que serán rebajadas por motivos de economía, en 1925, por el Ministro Laureano Gómez,
probablemente equivocado.

220
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Idem.
236
Sánchez Sabogal Fernando. Op cit. p. 39.

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237
Informe del Ministerio de Obras Públicas, 1909. p. 247.
238
En la revista del Ministerio de Obras, año 1 nº 12 de 1906, p. 355, Alfredo Ortega, basado en la revista El
Industrial Uruguayo, afirma que los trenes con tractor gastan mucho combustible y deterioran los caminos
(…) No tienen un freno que detenga todos los carros (…) necesitan radio largo de giro (…) entonces Charles
Renard, aviador de globos, inventó un sistema con dos principios nuevos: la propulsión continua y la virada
correcta. En una palabra, la supresión de la tracción es reemplazada por la transmisión cinemática de la
fuerza motriz (…) el motor no es tractor (…) es una fábrica ambulante de fuerza motriz, la cual se transmite a
cada uno de los vehículos que componen el tren por medio de un eje longitudinal giratorio, quebrado en
varias partes por suspensiones universales que le permiten adaptarse a todas las sinuosidades del camino
(…) supresión del peso exagerado de los antiguos tractores, supresión del deterioro de los caminos,
economía de combustible y personal (…) Es el medio de transporte más fácil, más práctico y más económico
para los servicios de carga y pasajeros (…) con mayor confort y velocidad y regularidad del servicio.
Como puede verse, el Tren Renard era algo parecido a la piedra filosofal, a la cuadratura del círculo, al
movimiento perpetuo. Ante el desastre ferroviario, era bueno que los funcionarios soñaran …

222
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239
Equivalentes a 20´583.725 dólares de 2007.

225
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240
Discurso del presidente Rafael Reyes en la Exposición Ferroviaria de Bogotá, el 24 de octubre de 1907. In
extenso en: Pérez José Manuel. Memorandum Ferroviario. Bogotá: Imprenta Eléctrica; 1908

226
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241
Informe del Ministerio de Obras Públicas 1909.

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242
Memoria del Ministro de Obras Públicas al Congreso, 1911. p. 39.
243
El 20 de diciembre de 1913, el Ministro de Obras Públicas, Simón Araújo, en carta al gerente del
Ferrocarril de Girardot (The Colombian Central Railway), que ya iba en hipoteca de tercer grado, increpa:
“El gobierno de la patria colombiana ha hecho valiosas concesiones a una compañía que no ha desembolsado
un centavo de capital para invertir en la obra del ferrocarril” (Véase Memoria de Obras Públicas, 1915)

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244
Brew Roger. El Desarrollo Económico de Antioquia desde la Independencia hasta 1920. Bogotá: Banco
de la República; 1977. p. 97.

235
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245
Barnhart Donald S. Colombia Transportation Problems. (Tesis doctoral) University of Chicago; 1953.
p. 189.

236
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246
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 145.
247
Ibidem. p. 156.

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248
Citado por Pachón Álvaro, Ramírez María Teresa, Op. cit. p 155.

238
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249
En 1930 representaba el 91.34% de la carga exportada.

239
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Sánchez Sabogal Fernando. Op. cit. p. 13.

240
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251
Memoria de 1921. pp.244 y siguientes.

246
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252
En dólares de 2007: Camión 17.153; Llanta 630; Litro de gasolina en Bogotá 4.58

247
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253
Pérez Ángel Gustavo. Colgados de las Nubes. Historia de los Cables Aéreos en Colombia. Bogotá:
Bancafé; 1997.

249
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254
Gabriel Sanín Villa, recién egresado de la Escuela de Minas, quien carecía de la experiencia en cables que
tenía Mr. Lindsay. Sanín Villa aportará luego como senador ideas interesantes sobre el desarrollo vial de
Colombia.

250
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255
Ojalá la moda de los cables aéreos para transporte masivo no sea una solución tan peregrina y despalomada
como la de los cables de los años 20.

251
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252
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256
El sistema Whyte clasifica las locomotoras por el número de ruedas y por la disposición de las ruedas
motrices. Una máquina 2-6-0 tiene un par de ruedas bajo la trompa; 3 pares de ruedas motrices y cero ruedas
en la cola.
257
Pérez José Manuel. Memorándum Ferroviario. Bogotá: Imprenta Eléctrica; 1908. p.10.

253
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258
Cruz Santos Abel. Por Caminos de Tierra, Mar y Aire. Bogotá: Icollantas; 1970. p. 87. Publicado en 1970
por Icollantas para celebrar sus 25 años

254
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259
Hijo del ingeniero Paul C. Dewhurst, quien fue asesor del Ministerio de Obras Pública y diseñó una
locomotora adecuada para Colombia

255
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256
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260
History of the Baldwin Locomotive Works. Philadelphia, Pa: Baldwin Locomotive Works; 1924. p. 187
261
Arias de Greiff nos informa que a esta locomotora se le dio el nombre de Carlos Holguín, Encargado del
poder ejecutivo
262
Estas cifras indican una tasa de crecimiento del orden de 6- 7% anual, a juicio de Poveda, pero quizá puede
llegar más bien al 8- 9% anual.

257
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258
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259
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263
Ortega Alfredo. Ferrocarriles Colombianos. 2ª edición. Bogotá: Imprenta Nacional; 1932. p. 23.
264
Esa suma equivalía a 19 millones de dólares, que representan hoy 228´743.000 dólares

260
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265
Mariano Ospina Pérez, Laureano Gómez, Misael Pastrana Borrero y Virgilio Barco Vargas

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266
El gobierno era consciente de la necesidad del Ferrocarril del Carare para evitar la azarosa navegación del
Magdalena Medio. O de conectar primero a Bogotá con Bucaramanga y a ésta con Puerto Wilches, con el
mismo propósito de ahorrarse la navegación del Magdalena Medio.

262
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267
La administración Abadía sólo recibió un saldo de 211 dólares. Véase: Patiño Roselli Alfonso. La
Prosperidad a Debe y la Gran Crisis (1925-1935). Bogotá: Banco de la República; 1981. p. 37.
268
Memoria de Obras Públicas, 1926. p. xxvi. Esta suma equivale a unos 294 millones de dólares de 2007.
269
Patiño Roselli Alfonso. Op. cit. p. 37.

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270
Gómez Laureano. El Carácter del General Ospina. En: Obras Completas. Tomo III. Bogotá: Instituto
Caro y Cuervo – Editorial Presencia; 1989. pp. 28-60.

265
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271
Memoria de Obras Públicas, 1926. p. 8
272
Hasta el punto de que los presidentes de ambas Cámaras, en 1926 “convinieron en no dejar hablar al doctor
Laureano Gómez. Véase: Robledo Emilio. Vida del General Ospina. Medellín: Autores Antioqueños; 1959. p.
127.

266
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273
Ospina Pérez Mariano. Economía Industrial y Administración. Bogotá: Minerva; 1936. p. vii

269
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274
Durante esos años Antioquia tomó prestados 32.5 millones. Caldas 10.2. Cundinamarca 12. Valle 8.5.
Bogotá 8.7. Medellín 12. Cali 2.63. Véase Patiño Roselli Alfonso. Op cit. p.48
275
Los sucesivos ministros se quejarán, e inclusive demostrarán que la subvención superaba la inversión
realizada en las carreteras departamentales. Habrá que esperar hasta el primer gobierno de Alfonso López para
meter en cintura los departamentos.
276
Véase Patiño Roselli Alfonso. Op.cit. p. 47.

270
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Ibidem. pp 68-71.
278
Ibidem. p. 71

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Palacios Julio H. Historia de mi Vida. Tomo II. s.l: s.e; s.f. p. 149.

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Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 177.
281
Ibidem, p. 181.

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282
Ortega Alfredo (1922). Op. cit. p. 347.

282
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283
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 206.
284
Ibidem. p. 186.
285
Poveda ofrece amplia información sobre esta política en Vapores Fluviales en Colombia.Op. cit. pp. 186-
207

284
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286
Jaramillo Esteban. Colombia: Memoria Presentada ante la Conferencia Económica de la Sociedad de
Naciones. Ginebra: s.e; 1926. p. 39.
287
Gerenciada entre 1920 y 1926 por el expresidente Carlos E. Restrepo.
288
Como lo denunció Mariano Melendro, Superintendente de Navegación Fluvial, citado por Barnhart Donald
S. Op. cit. p. 157

285
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289
La desmedida especulación en fletes llegó a extremos como el de cobrar hasta 200 pesos por tonelada entre
Barranquilla y Bogotá. Véase: Melendro Mariano. Compañía Nacional de Navegación Navenal. Bogotá:
Imprenta Nacional; 1978. p. 18.

286
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290
Arias de Greiff Gustavo. La Segunda Mula de Hierro. Op. cit. p. 13.

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291
Citado por Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 150
292
Memoria de Obras Públicas, 1917. p. 14

288
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293
“Y es que después de la nefasta administración de la Berger se llegó a tener como un lugar común que
toda suma gastada en el río era un despilfarro y que todo dinero destinado al Magdalena era perdido”
Melendro Serna Mariano. Op. cit. p. 65.

289
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294
Ortega Alfredo. Ferrocarriles Colombianos. 2ª ed. Op. cit. p. 298.
295
Bogotá: Minerva; 1926.

290
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296
Julius Berger Konsortium. Memoria detallada. Bogotá: Minerva; 1926. p.243

291
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297
A pesar de su novedosa presentacion, por esos años en
Colombia, los flujos de carga no parecen consistentes.
(N.del A.)

292
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298
JBK. Op. cit. p. 242.

293
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299
Y a eso quedaron comprometidos luego, por el artículo 1 del contrato de abril 9 de 1926, suscrito entre el
Ministro de Obras, Laureano Gómez y el representante del JBK, Pedro M. Carraño
300
Como informa Alfredo Ortega, después de ocupar durante más de 25 años las más altas posiciones del
Ministerio de Obras. V. Ortega Alfredo. Ferrocarriles Colombianos. 2. ed. Op cit. p. 44.
301
Citado por Barnhart Donald S. Op. cit. p. 90.

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302
JBK. Memoria detallada. Op. cit. p. 313.

295
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No sería difícil pensar que en el ánimo del Ministro también influyó el deseo de amarrar a su sucesor,
porque apenas faltaban 3 meses y 28 días para finalizar el período
304
Equivalentes a 30´612.000 dólares de 2007
305
Tres empalizadas y accesos a Puerto Berrío. V: Barnhart Donald S. Op. cit. p. 89.
306
El doctor Gómez alcanzó a presenciar en Alemania los inicios del nazismo, lo que le permitió ser el primer
colombiano en denunciar esa doctrina en los términos más categóricos. En su libro El Cuadrilátero (1936),
analiza las grandes figuras políticas de su época (Mussolini, Hitler, Stalin, Gandhi), censurando los
dictadores, siendo implacable especialmente con el alemán, para concluir con la exaltación del pacifista indio.
307
No será la última vez que una prestigiosa firma alemana engañe, estafe y expolie a Colombia

296
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308
Patiño Roselli Alfonso. Op. cit. p. 66.
309
Gómez Laureano. Op.cit. Tomo IV. p. 24.

297
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310
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op.cit. p. 261.

299
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300
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311
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301
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312
Equivalentes a 42´248.000 dólares de 2007.
313
Melendro Serna Mariano. Op. cit. p. 152

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314
Véase Alvear Sanín José. Op. cit. pp. 63 y siguientes.

305
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Ortega Alfredo. Op. cit. 2ª ed. p. 313.

307
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316
Equivalentes a 87´247.000 dólares de 2007
317
Sobre el contrato con Ulen & Co, hemos seguido a Ortega. Op. cit. 2ª ed. pp 307-330.

308
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Pero popularmente es conocido como Puente Pumarejo.
319
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 315.

313
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320
En el Manual del Rio Magdalena el lector puede encontrar, en las pp. 259 y siguientes, las lamentables
estadísticas referentes a necesidades básicas insatisfechas (NBI) en las márgenes del gran río.
321
Ardila José Joffre. Desarrollo del Sistema de Transportes en Colombia. pp. 222 ysiguientes, citado por
Barnhart Donald S. Op. cit. p. 165.

314
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Ortega Alfredo. Op. cit. 2ª ed. p. 230.

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323
Horna Hernán. Op.cit. p. 158.
324
Ortega Alfredo. Op.cit. 2ª edición. p. 209.

318
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319
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325
Escobar Paulo Emilio. Bahías de Málaga y Buenaventura. Bogotá: Imprenta Nacional; 1921. p. 32. El
General Escobar también publicó, en 1926, una interesante monografía sobre los ferrocarriles colombianos.

320
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326
Ortega Alfredo. Op. cit. 2ª edición. p. 210.

321
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327
Memoria de Obras Públicas, 1926. p. xxxiii.

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328
Ortega Alfredo. Op. cit. 2ª ed. p. 211.

323
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329
Memoria de Obras Públicas, 1932, p. 95.

324
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330
Mc Greevy W.P. Historia Económica de Colombia. 2ª edición. Bogotá: Tercer Mundo; 1988. p 263.

326
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331
Forero José Ignacio. Historia de la Aviación en Colombia. Bogotá: Aedita; 1964. p. 34.

329
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332
Arias de Greiff Gustavo. Otro Cóndor sobre los Andes. Bogotá: p. 18.
333
Ibidem. p. 19.
334
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331
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335
Ibidem. p. 27.
336
Ibidem. p. 33
337
Echavarría Misas Guillermo. De la Mula al Avión. Medellín: Servigráficas; 1982. p. iii

332
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338
www. Spartacus.schoolnet.co.uk. Consultado: mayo 22/2007

333
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339
Los franceses, después de ver caer miles y miles de aviones, celebraron la paz con más de 3.000, listos
para volar.
340
Arias de Greiff. Otro Cóndor sobre Los Andes. Op. cit. p. 39.

334
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341
Echavarría Misas Guillermo. Op. cit. p. 3.
342
Equivalentes a 59.382 dólares de 2007.
343
Casi 6 millones de dólares actuales.
344
Sobre los deslizadores ideados por Gonzalo Mejía, que eran unas lanchas rápidas propulsadas por un motor
de avión, Véase: Alvear Sanín Jose. Op. cit. pp. 176 y siguientes. Y Mejía Restrepo Héctor. Don Gonzalo
Mejía, Cincuenta Años de Antioquia. Bogotá: El Sello Editores; 1984. pp. 40-54 y 64-65.

336
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338
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339
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346
Echavarría Misas Guillermo. Op. cit. p. 31.

340
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342
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347
Arias de Greiff Gustavo. Otro Cóndor sobre Los Andes. Op. cit. p. 27.

343
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348
Después de 1945, British Overseas Airways Corporation (BOAC), ahora British Airways.
349
Kaemmerer se quedó en Barranquilla y aparece como socio fundador de Scadta

344
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350
Quien, como hijo de alemán nacido en Colombia, tenía también la nacionalidad germana.
351
Chronik zum Einsatz der F-13 in Kolumbien. Disponible en:www.junkers.de/ flugzeuge. Consultado: julio
20 /2007.
352
El Junkers F-13 tenía 9.6 metros de largo y 14.80 de envergadura. Pesaba 950 kilos vacío, su payload era
de 690 kilos, podía volar a 170 Km/hora. Autonomía de 1.400 Km. Techo 5.000 m.Piloteado por Annelise
Junkers (hija del constructor), había obtenido el récord mundial de altitud, alcanzando 6.700 metros. Llevaba
2 pilotos y 4 pasajeros

345
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353
A los pocos meses de fundada Scadta apareció en Barranquilla el ciudadano austriaco Peter Paul von
Bauer, quien buscaba “nuevos horizontes tras la derrota de su patria y las duras condiciones impuestas por los
vencedores”, como dice Arias de Greiff. Otro Cóndor sobre Los Andes. Op. cit. p. 70. Von Bauer, de familia
acaudalada y aristocrática, antiguo explorador del Amazonas, se enamora de Scadta, viaja a su país, vende
algunas de sus propiedades, regresa a Barranquilla y obtiene el completo control accionario de la compañía.
Ya en agosto de 1920 lo encontramos como gerente.

346
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354
Boy Herbert. Una Historia con Alas. Madrid: Guadarrama; 1955. p. 67.

347
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355
Ibidem. p. 69.

348
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349
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356
Título que ganó sirviendo a Colombia en la guerra contra el Perú.

350
/ " " * % # V %
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% ( 7: % " * % . " $ # V " %
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# "2 " "- %

/ * .# = "( < !
. " ! # +# P "- " )#" * ! # '
%

357
Equivalentes a 142.517 dólares de 2007.
358
Equivalente al 5% sobre el capital suscrito.

351
 # = 7 ' # B #
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359
Algunas veces los radiadores alemanes de los aviones fueron cambiados por radiadores de automóvil, que
tenían, aparentemente, mayor capacidad de enfriamiento.

352
0 62. C - D

+ ?# * . "( "( ! ?#
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353
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360
Suárez Marco Fidel. Sueños de Luciano Pulgar. Bogotá: Biblioteca de Autores Colombianos; 1954.
II Tomo p. 160
361
Farías Mendoza Alberto. Historia de la Aviación en Colombia. Bogotá: Círculo de Lectores; 1986. p. 26.

354
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362
Restrepo Juan Camilo, Betancur Luis Ignacio. Economía y Conflicto Colombo-Peruano. Bogotá: Villegas
Editores; 2001. p 145.
363
Equivalentes a 520 millones de dólares de 2007.

355
 $ - # & $ ,#
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356
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364
Ibidem. pp 26-27.

357
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365
Ibidem. p. 21.

358
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366
Arias de Greiff Gustavo. Otro Cóndor sobre Los Andes. Op cit. p. 109.

359
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367
Forero José Ignacio. Op. cit. p. 129.
368
Farías Alberto. Op. cit. p. 31
369
Ibidem. p. 40.

360
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370
Ibidem. p. 31.

361
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371
Arias de Greiff Gustavo. Otro Cóndor sobre Los Andes. Op. cit. p. 77, basado en Airlines of Latinamerica
since 1919, de REG Davis.
372
Forero José Ignacio. Op. cit. p. 287.
373
Como de costumbre, circularon toda clase de versiones, como la de que Gardel tenía un lío amoroso con
una amiga de su compañero de gira, Lepera, y que se habían liado a tiros en el avión. También se dijo que

362
 1 #2. G > ! # 4
+ $ < = 7 7 %

1 #5% # # . # ) * !
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Gardel había sobrevivido, pero que atrozmente desfigurado, había preferido esconderse para siempre de sus
admiradores. La muerte de Gardel consagró a Medellín como segunda capital mundial del tango.
374
Los trimotores Ford (basados en los trimotores Junkers G-23 y G-24), volaron a partir de 1926. Tenían
15.32 m de largo. Envergadura: 23.72. Velocidad de crucero 145 Km/hora. Autonomía de 885 Km. Techo
5640 m. Payload 1030. Piloto, copiloto, azafata y 9 pasajeros. Precio 42.000 dólares. Se fabricaron 199
unidades. Motores de 300 hp.

363
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375
Los bimotores Boeing 247. 15.7 m de largo. Envergadura. 22.6 m. velocidad de crucero 304 Km/hora.
Autonomía de 1.200 Km. Techo 7620 m. Payload 3400 K. Tren de aterrizaje retráctil. Motores de 550 hp. Se
fabricaron 75 unidades.
376
Farías Alberto. Op. cit. p. 23.
377
Después del ingreso de los Estados Unidos en la contienda, el gobierno colombiano ordenó la detención de
todos los alemanes en Colombia, en campos de concentración, incluyendo los que tenían nacionalidad,
esposas e hijos colombianos.

364
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365
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378
Farías Alberto. Op. cit. p. 46.

366
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379
Panagra era otra empresa del sistema, cuyos socios eran Panamerican y la naviera Grace Line

367
, 8 "# . " 6%"%! "#
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380
DC-3: dos motores de 1.200 hp c/u. 19.43 m de largo. Envergadura 29.11 m. Autonomía 1.845 Km. Tren
de aterrizaje retráctil. Payload 4500 Kg. Se fabricaron más de 10.000 unidades, especialmente en su versión
de transporte militar.
381
Farías Alberto. Op. cit. p. 50.

368
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369
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382
Algo así como el triple de lo que valía un automóvil en esa época.
383
Farías Alberto. Op. cit. p. 66.

370
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384
Cuatro motores de 1.450 hp cada uno. Velocidad de crucero 365 Km/hora. 28.6 m de largo. Envergadura
35.8 m. Payload 9.160 Kg.
385
Farías Alberto. Op. cit. p. 53.
386
253 pesos valía el tiquete.

371
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387
Arias de Greiff Gustavo. Otro Cóndor sobre Los Andes. Op. cit. p. 97.

372
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388
Forero José Ignacio. Op. cit. p. 305.

373
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389
Ibidem. p. 306.

374
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378
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379
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390
Un pillo redomado, denunciado por el representante Laureano Gómez en una magnífica
intervención ante la Cámara de Representantes en 1922. V. Gómez Laureano. Op. cit.
Tomo iv. pp. 35 y ss.
391
Ortega Alfredo. Op. cit. 1ª edición. pp. 531-556.

380
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392
Suárez Marco Fidel. Sueños de Luciano Pulgar. Bogotá: Biblioteca de Autores
Colombianos; 1954. Tomo 6. p. 55.
393
Idem.

381
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394
Suárez Marco Fidel. Op. cit. Tomo 2. pp. 272 y ss.
395
El señor Suárez escribe siempre Vilches, con suficiente razón.
396
Tomado de la Memoria de Obras Públicas de 1926. p. 36.
397
Suma que pasó a la administración Abadía Méndez.

383
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384
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398
Memoria de Obras Públicas de 1926
399
Idem.
400
Arias de Greiff Gustavo. La Otra Mula de Hierro. Op. cit. p. 78.

386
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401
Ibidem. p. 77.

387
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388
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402
Patiño Roselli Alfonso. Op. cit. p. 173.
403
Poveda Ramos Gabriel. Historia Económica de Colombia en el Siglo xx. Op. cit. p. 228.
404
Citado por Barnhart Donald S. Op. cit. p. 14.

389
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390
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405
Memoria de Obras Públicas de 1928. p. 16

391
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392
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406
Memoria de Obras Públicas de 1922. p 165.
407
Memoria de Obras Públicas de 1928. p. 25.

393
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408
Equivalentes a 15´959.260 dólares de 2007.
409
En la famosa diatriba de José Francisco Socarrás contra Laureano Gómez, se dice sobre
la manera de actuar del doctor Gómez: ¿Fuente de todos estos males? La misma, correr…
correr… sin atender a los técnicos En el cuadernillo de notas del famoso libro del profesor
Socarrás se reproducen documentos oficiales muy interesantes sobre los errores de gestión
del doctor Gómez pero se salta, sin fundamentación completa, a la afirmación de que la
“parsimonia” de la casa contratista le representó al fisco pérdidas del orden de 100.000
pesos en el puente de Girardot. Véase: Socarrás José Francisco.Psicoanálisis de un
Resentido. Bogotá: Planeta; 1997; pp. 288 y ss.

394
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395
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396
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410
Memoria de Obras Públicas de 1924, p. xxxviii.

397
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411
Ortega Alfredo. Op. cit. 2ª ed. p. 132
412
Idem.

398
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413
Equivalentes a 37´920.928 dólares de 2007.

399
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414
Al final del § 37 hemos advertido que la expresión “tren Renard” no es apropiada para
designar este “tren” de camiones.
415
López Alejandro. El Paso de La Quiebra en el Ferrocarril de Antioquia. Medellín,
1899, reimpreso por la Cámara de Comercio de Medellín; 1999.

400
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416
Alejandro López (1876-1940) vivió largos años en Inglaterra como cónsul y
representante de los ferrocarriles nacionales. Fue un autor respetado e influyente. En
Europa escribió sus libros Problemas Colombianos (1927), El Trabajo (1928) Idearium
Liberal (1928), El Desarrollo de la Usura (1933). Fugaz Ministro de Educación (68 días en
1937).
417
López Alejandro. Op. cit. p. 37.

401
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Estas operaciones explican las subvenciones otorgadas al Departamento de Antioquia
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Restrepo Camilo C. Mensaje del Gobernador de Antioquia a la Asamblea
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Gómez Laureano. Op. cit. Tomo 2. p. 280.
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Germán Uribe Hoyos (Rionegro, Antioquia 1871-Bogotá 1943). Escuela de Minas y
Rensselaer Institute. Ingeniero Jefe del Ferrocarril de Antioquia. Trabajó en el túnel de La
Quiebra.

414
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Memoria de Obras Públicas de 1930. p. 10.
433
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Barnhart Donald S. Op. cit. p. 124.

420
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435
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436
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437
Ibidem. p. 129.
438
Memoria de Obras Públicas, 1935. p.5.
439
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440
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423
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No podía ser de otra manera. Entre 1931 y 1944 prácticamente no se compraron
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442
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425
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443
Barnhart Donald S. Op. cit. p. 186.

429
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444
Pachon Álvaro, Ramírez María Teresa. Op. cit. p. 4.

430
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Mc Greevy. Op. cit. pp. 267 y siguientes.

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446
En 1925, en Medellín; automóviles 226. Camiones 132. Coches 132. Carretas 981.
Bicicletas 561. Motos 11, como nos cuenta Hernán Cárdenas Lince en un artículo aparecido
en El Mundo en enero 2007.

434
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435
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447
Quien al regresar al país,en 1918, después de su largo y voluntario exilio, exclamó con
ironía, al ver que la carretera proyectada hasta Cúcuta no había adelantado en esos nueve
años: ¡Hasta aquí llegamos los ladrones!

436
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448
Bogotá: Imprenta Nacional; 1930
449
Bogotá: Imprenta Nacional; 1930

437
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450
Uribe Ramírez Enrique. Caminos y Carreteras Nacionales. Bogotá: Imprenta Nacional;
1930.
451
Como quien dice un automóvil por cada 489 personas.

438
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452
Equivalentes a 419´799.650 dólares de 2007.

439
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453
Barnhart Donald S. Op. cit. p. 9. La cifra de 300 millones, sin embargo, debe analizarse
con cautela

440
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441
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443
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454
Ibidem. p. 16.

444
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455
Poco debió agradar a los congresistas la orden del Ministro Ospina Pérez de “no desviar
las carreteras de su ruta más conveniente para que pasa pro determinada localidad, por
importante que sea” Barnhart Donald S. Op. cit. p. 19.

445
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456
Sir Alexander permaneció en Londres, contrariamente a los que lo hacen figurar en
largas correrías por Colombia, como Nicholls. Véase Nicholls Iván. Op. cit. p. 40.
457
Idem.

446
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447
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458
Barnhart Donald S. Op.cit. p. 56.

449
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450
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459
Leyes 106 de 1927 y 28 de 1929.
460
Esta cifra verosímil, aportada por Barnhart, la acogemos, de preferencia a las fantásticas
de Uribe Ramírez (V. Barnhart Donald S. Op. cit. p. 16.)

451
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461
El himno de la carretera al mar puede leerse en Alvear Sanín José. Razones e Ilusiones.
El Mundo, Medellín; septiembre 6 de 2006. p. 3.

452
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462
Camilo C. rechazó asumir la presidencia alegando que faltaba suficiente tiempo para
realizar obra porque ya estaba próxima la expiración del período
463
V. Mensaje de Camilo C. Restrepo, Gobernador del Departamento de Antioquia, a la
Asamblea en sus sesiones extraordinarias de 1929. pp. 151 y siguientes

453
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464
Ibidem. p. 156.
465
Memoria de Obras Públicas de 1930, p. 21.
466
Durante el primer gobierno de Alfonso López Pumarejo, se organizaron numerosas
manifestaciones y protestas en Antioquia porque el gobierno nacional no apoyaba la
carretera al mar. El Presidente insistió en su tesis de que para Antioquia lo urgente y
conveniente era mejorar el acceso de sus productos al mercado nacional, en vez de
embarcar al país en aventuras costosas y no prioritarias.

454
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455
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467
Barnhart Donald S. Op. cit. p. 11.
468
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 67.

456
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457
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469
Memoria de Obras Públicas de 1946. p. 11.

458
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470
Memoria de Obras Públicas de 1945. pp. 3-4.

459
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471
Memoria de Obras Públicas de 1938, p. xvii

460
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> " " & *# ' ; $ ! #' " # * "(
# ." "." " T

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B # #"" ( "

472
Ibidem. p. x.

461
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Z H%

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0 - - - 1 " " # 2
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462
 7 " " ". $ #$(
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+ " " # # * "- " ( ?# B

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%

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%

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# # ! 7" ! # :%7FH - "# %

473
De acuerdo al Cuadro General de Salarios en: Urrutia Miguel, Arrubla Mario. Op. cit. p
45.

463
/ " ' % : # ( ! 7 " ! F
# # !7 7" ! 77! "V # T T %H # %

26. / " " "# " ( " "" ) * !

7 %

1 :> 2 "- ' * % % ( % %

464
/ * %H - "# %/ 7 ( * F% / !
! ?# / 4 - # #"" (
- "# %

0 "#2 *# *# # !
( " ' ! ?# '( " # %
/ " ( ?# " # " #$ " KKK%

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# ! " 2 " "
8 %

?# ! * 8 !
" #"- ." # 2 " ?# ?# # - "# $ #
%5 ) = # " " #"-
= " " 0 %

?# " / 4 !
( # *# " ' $ # 2 " ! ?#
# * "# 1 "# %

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- %

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" #"- - " % /
B , < $ ' % " ' " # #
" G " " $ " ! HF V ( ! ?#
" " ! # ! ; $/ #" %

474
En las estadísticas sobre automotores, se presenta gran discrepancia entre el Ministerio
de Obras y los Anuarios Generales de Estadística, de los cuales, por parecernos más
confiables, extraemos las cifras que aparecen en este capítulo

465
, . "( &% &% % #$ ?# #
* % + 2" " 8( -# ?# ?#
" 7%

/ 7 " "# %: - "# :! "#

/ 4 * # "# ::% %

/ ; < +1 " ! ; " # * ! "

" F% ! ?# @ $ "
# $" - "# ?# 2 # 8# *
= F%

, * 8 * $
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# %

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*( .# " ( 5 !

4 ; $
'
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( ./
% 0
"
0 0
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$ ./ %

0 $
0

475
Prácticamente había un vehículo por cada kilómetro de carretera.
476
Memoria de Obras Públicas de 1943. p. 45.

466
 <MM(

4 "# 7
. " . " $ " % /
+ $2 $ , + $ ) * 2 $
) % 2 ! # = -# ?# " "
2. " " %

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#. " " " "( ! # " "
?# " #"" ( $ " " " #
" %

+ 8 !; " # * T

1 ' $
5
./ 5 /

./ % ; & $ $
5 5

477
Memoria de Obras Públicas de 1943. pp. 42 y ss.
478
Memoria de Obras Públicas de 1945. p. xxiv
479
La historia de Icollantas se puede estudiar en Cruz Santos Abel. Op. cit. pp. 100 y
siguientes.

467
 $
"
<EK(

+ " " ?# ! '( "

# * $" " " " %

. ' *# ! - 2 ' *
"( $ . - * ." 2 # "
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480
Memoria de Obras Públicas de 1943. p. 18.
481
Sorprendente la escasez de motocicletas. ¿Serían muy caras?
482
En 1950 Argentina registraba 360.000, México 296.000, Venezuela 96.000, Uruguay
56.000 y Cuba 83.000

468
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1 ""#. ) * 2 4 ?# % Q !

469
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470
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471
0 #8.

5 " [ ' ! 7H! =

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483
Memoria de Obras Públicas de 1940. p. 166.

472
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484
Memoria de Obras Públicas de 1942. p. 333

473
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0 " . 7 7 %

+ # . "( " " ! 8 ?# < " +

' " % # ; < .#
* ) 9 ' ! *# " > " !
#" ,# 9* " $ H:%

485
Luis Ignacio Andrade (1894-1966), combativo político conservador del Huila. Después
de enviudar, ingresó a la comunidad claretiana donde se ordenó como sacerdote.

474
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486
Nicholls Iván. Op. cit. p. 26. Corroborado por Pachón y Ramírez. Op. cit. p. 237.

475
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476
 "( "( " " "( "
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"( " ' ! " ." $ "
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" "( $ $ "" ( < " #* A H %

487
Álvarez Restrepo Antonio. Testimonio de un Hijo del Siglo. Bogotá: Fondo Cultural
Cafetero; 1992. p. 141.

477
0 ##. + )

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> " :H % 7 %:_
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" " ! ?# % 4 . " " ' $
% 4 " ?# " " -# " !
"- $ #
= %J# "( $ 2 " ?# " 2 # "-
# " %

488
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 238.
489
Barnhart Donald S. Op. cit. p. 186.

478
 . ?# ?# # " ! .
"# ! "( ." " ! "#$ # "( "# 2 -
" *# %

!"#$%&"##'(

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%

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479
 8 . * ?#
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480
 " " * " ! "#
! "# " ( $ '
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" ! # " (%

. # ! # " * ! "
# "# ! . ( # % (
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2 2 " 2" ' 2 %

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8 " *( - ' *
BB%

# * ; +) ! 8 ! .#
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8( *# - " 4 "! ?# ( "#
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! / ( $ . "(
2# " * *# $ ." "(
" " %

+ ' . # ! * < " (

/" ( " ! * / ! . 5 " !
; !+ 0 < G2 ?# '! & . < *( $ # +
< * ! ?# " *( " " " "
" # " $. " %

+ # ! * . $ " ! ?# . "
" "( ?# ' ! " #
" " ( " ! ! "#$ " "
- * "# %

490
Currie Lauchlin. Bases de un Programa de Fomento para Colombia. Bogotá: Banco de
la República; 1951.

481
1 "'8. " # $ ! *1 ( # !
:

482
/ B . " ' "( " !
?# # " " $ '! 8 " ! 2
*# $. B !" . " ! . " $ " # %

/ " 8# # " ( )9&>!

B* 2! ! : $ : " _
( 1 " ! 2 "# "#
# %

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" $ 8 " ! ?# '2 # "( " ?#
" ! # . $ .# ! *
#$ "# !" # %

0 "%". 7 J- O

< + '- #" , # 5( ' " <

+1 " F! - 2 *# ?# "# ! # !
" & 1 " %

/ ; < +1 " 2 * , $ ! ?# "

* ( ! *# " #
"( " "( $ "( " %

"- "

) * 2 $ !
" #$ " $ '
# 0 !
"
%

1 "';% ) * 2% #
0 " !
:7%

491
Desafortunadamente, el marmolista que talló la placa en el Ministerio de Transporte,
donde se recuerdan los nombres de todos los ministros, grabó “Jorge Leyva Durán”,
confundiéndolo con uno de sus hijos, quien nunca se ha ocupado de los asuntos públicos.

483
 , $ "# " # * ; ! * " ."
" #* ( ! ?# " # # * (
; # ; %

+ 5( '" ; , $ #
#* " " " ( # !
"# " " # ! ?#
.# " ; )9&>

1 "'#% " # )9&> . " "( + G %

492
El autor deplora que los hijos del doctor Leyva no hayan respondido su solicitud en
relación a posibles archivos, memorandos, recuerdos de la gestión de su padre.

484
0 "%'. * J

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?#

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7$ 8( 4 '
= =
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493
Alvear Sanín José. Los Espectros de Panamá. Revista UCC nº 84, marzo 2004; p. 99.

485
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486
 "# $ " # * ! # " ' $
?# # " ! " 8 "#" (
1 " %

+ - " " ' "

- " $ " ?# '( * "# =
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%

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/ ?# < ( $ ?# , # " ( "

?# - * ( & 8 % / *# " ?#
* > 0 " "( " " ! ?# $ '
" ?# "" " # 1 " "
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487
 * 7 8# $ "- " * !
" '" ?# - 8# " 5 & 8 + % #
B * ( . #" # ! *
-# #"- $
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"# = ?# #* - . * BB%

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/ "# ; ; %

# ?# - $ = ! " # "
#" & ; < ! " #"-
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488
 "# @ " - ?# * ." " ! #" # $
! * - " " " "( !
!. " "( ! ' "( $" 1 " A %

1 "22. #"" ( * ) ?#

/ " ( *# # T % / #
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. " " " " " 1 "
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494
Piedrahita Arango Rubén. Una política en obras públicas. Bogotá: M.O.P.; 1955.
495
En vista de sus limitaciones financieras y de su escasez de equipos, solamente el 15%
del Plan Vial pudo ser ejecutado por contratistas nacionales. El 85% restante se confió a
firmas americanas, asociadas con ingenieros colombianos en muchos casos.

489
" " " ! ?# # 8 "#
% %/" '* $ 8 % :% /
"
# ' "( # " ?# @ 2
" ( " * *# # $ " # " "( "
" " # ?# *# . ?# # #
" " "# " % F% " "(
- 2 " # % % / "
"( > " $ "( # %

+ "# ( " .#
" "( ! ; * 8 . ' 1 "
" # # " "# T

$ & '

0 " ' ./
4 " ./
& '
&
%

'
0 0
'
./

+ - * * %/ $ * " "(
. #" # " ! # " - "
"( "- " # * . ! * .
!" ## %

, .# " ( * " = # ' %

/ ! # 2 ! - 2 2" ! "
. "# " = # $ 2 %

! " "" * * 2. " " "( ! #

"# %

, " ! # * ! # #* %0 - $ V (
" ?# *# %

490
+ " "# "# $
" # " " * $
D $ # ' " "# ! - $ ?# ! "# ! " !
8 %

1 "25. & " #"" ( ; '2

491
/! # * ! 8 ! #"- 8 ! $
' .# ' # # 8 ?# ?#
" "# $ # * . " # %/ " 2
- " " %

/ ?# " " " "( ! # # ?# H

: ! ( ::!
" #"" ( ( : =
*# %

/ ?# " " " 7% V (

" ! "# - %7: ! %
" $ % : " % + " "# $ :%
- "# ! 1 " * # # #
\

J " " B* " " #

%

/ : - " + G
" #"" ( " " $ "
% , "( " %H V ( ! " #$
8 "." " $ "( :_
$ " %

, " #"" ( # '( # . %

/ - " $ Z : % $ (
" $ ' 2. " %

/ :7 '( 8 "#" ( *# ! ?# (
@ *# "( + G A! "#
%

, " ( 7:

/ " ( 7 Z % %

, "# " # HZ:: % $ # #

HZ % %

492
 # " - ' # .# ' "
. #" # % # "# & 8 + ! # #
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! " ?# - ?# #
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# %

& # # " ! * ." B !

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+ G " ( " " " 8
# ; * $ %

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: V ( $ " #"" ( % 7 "
"." " 8 % 7% V ( ?# %:
%

, ?# 8# # B" * #
.# ' ' + G ! ?# *( = * "(
" = !" # " :H ( !
?# F ( %

1 "2$. +# * % * ;

493
0 "%5. *

+ ?# = - " ' 8 %

, ) * 2$) ?# 8 % "- $
- " " " " % , + $ ! ; !
#*# 7 ! ' 2 < $
3 !# ' ?# ;# " %

0 ?# " " "( .# #$

. " " # "
! 2 ." '
# %, 1 " $# ?# # * .
B " "" ( % " = ?#
" " " ! " . #$ %
, " "( 1 " B*# "( %

/ *# #* "( " %/ : # ( (
8 $ " * .# H% F7% / 1
8 " $ " " 7 % # %

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' 8 $ %HH " 8 % / :7_ 8 " $ F _
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2. " $ 7 " 2. " 2 " %

/ XQ "2 ! * F% % ) 7% % - %7% + 1 % %
* %H%

9*# # "( . 2. " 8

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" , F%

496
Los datos de aviación de las siguientes páginas los hemos tomado de: Piedrahita
Arango Rubén. Op. cit. pp. 57 y siguientes.

494
/ # ) * 2 * " T
%+ 2 8 ?# $ " %
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* % , ( 77 "- $ (B
= ) * 2! .# % ,
?# "# *# # *# %

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# # " %

+ !# # " .# " " #

" ; * 3$ ?# -" " "
* "( .# $ %

495
,# * " ( " " " Q
;" -$ / * !" . # "# # "
# ! 2 ?# " " / * 2$> ( %
/ ?# = . " # (
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497
La gran labor que el Ministerio de Obras Públicas desarrolló desde su fundación en
materia de edificios públicos (Capitolio, universidades, palacios nacionales, hospitales,
hoteles, etc.) ha merecido valiosos estudios, como: Niño Murcia Carlos. Arquitectura y
Estado (1905-1960), Bogotá: U.N.; 1992, ampliamente recomendado.

496
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498
Piedrahita Arango Rubén. Op. cit. p. 69.
499
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497
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500
Arias de Greiff Gustavo. La Segunda Mula de Hierro. Op. cit. p.86.

498
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Ibidem. p. 85.

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502
ALAF (1974) p. 39, citado por Pachón Alvaro, Ramírez María Teresa. Op. cit. p. 294.

500
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503
Piedrahita Arango Rubén. Op. cit. p. 119.

501
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Idem.
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Que representan 612 millones de dólares de 2007.

502
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506
Arias de Greiff Gustavo. La Segunda Mula de Hierro. Op. cit. p. 87.

503
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507
Memoria de Obras Públicas de 1958.

506
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508
Memoria de Obras Públicas de 1958. pp. 7 y siguientes.
509
La autopista de Bogotá registraba 530.871 pesos por kilómetro. Memoria de Obras
Públicas, 1958, p. 23.

507
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508
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509
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510
Memoria de Obras Públicas, 1958, p. 25.
511
En los años 50 se construyó la carretera entre Barranquilla y Santa Marta. La Ciénaga
Grande era el más bello cuerpo de agua imaginable. Sus abundantes manglares le permitían
ser el criadero de aves y de vida acuática más fecundo de Colombia. pero por la delgada
lengüeta de la Isla Salamanca, se hizo pasar la carretera, afectando la interfase entre el río

510
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Magdalena, los manglares y los humedales, salinizando los suelos y extinguiendo los
manglares. El resultado ha sido calificado justamente de ecocidio. Uno de los lugares más
hermosos del mundo se convirtió en el paisaje más desolador y triste de Colombia.

511
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512
Memoria de Obras Públicas, 1958. p. 94.

516
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513
Ibidem. pp. 94 y siguientes.
514
Anuario General de Estadística, 1960. p. 701.

518
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515
Memoria de Obras Públicas de 1959. p. 129.

519
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520
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516
Nicholls Iván. Op. cit. p. 43.
517
Memoria de Obras Públicas de 1959. pp. 86 y siguientes.

522
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525
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518
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519
Breve Historia del Puerto de Barranquilla. Barranquilla: IDEHA, s.f. pp.
7-8.

528
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529
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520
Memoria de Obras Públicas, 1947. p. 16.

530
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532
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521
Andrade Luis Ignacio. Memoria de Obras Públicas, 1948. pp. Xii y ss.
522
Que no es otra cosa que el work to rule de los países de habla inglesa

533
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523
Memoria de Obras Públicas, 1959. p. 116.

534
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524
Luis Fernando Jaramillo, Ministro de Obras, en el Seminario Puertos de Colombia,
Bogotá, mayo 8 de 1987.

535
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525
Estaba presidido por el doctor César Ordóñez Quintero, antiguo Senador, muy cercano
al Presidente de la República. En representación del sindicato, Jorge Tadeo Lozano como
árbitro. Por la Empresa Puertos de Colombia, actuó José Alvear Sanín.

536
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537
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538
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539
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526
Sin embargo, hemos omitido las diferentes propuestas sobre cobro de impuesto de
valorización por construcción de carreteras, porque tan justa iniciativa ha tropezado
siempre con intereses que pocas veces han permitido su cobro.
527
Uribe Ramírez Enrique. Op. cit. pp. 17 y siguientes

540
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541
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528
Anuario General de Estadística de 1960. p. 691.
529
Garcés Córdoba Bernardo. Memoria de Obras Públicas, 1970. pp. ii- 1.

542
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530
Reproducido en la Memoria de Obras Públicas, 1970. pp. A1-A12.

543
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544
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545
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531
Para Duverger: Les partis politiques en Amérique Latine sont de clientèles dans le sens
roman du terme

546
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532
Álvarez Restrepo Antonio. Testimonio de un Hijo del Siglo. Bogotá: Fondo Cultural
Cafetero; 1992. p. 269.

547
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533
Inciso 2º, artículo 80, Constitución.Nacional. (1968)
534
Inciso 6º, in fine, artículo 80 C.N. 1968

548
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549
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535
Entonces Argelino Durán Quintero comentaba a Donald S. Barnhart: Es bueno que
ahora no esté sesionando el Congreso, porque si lo estuviera no sería posible adelantar el
programa de construcción de carreteras recomendado por la Misión Currie y financiado por
el BIRF
536
Durán Quintero fue secuestrado y asesinado por las guerrillas de las FARC.
537
Memoria de Obras Públicas, 1974. pp. 3 y siguientes.

550
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551
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538
Memoria de Obras Públicas, 1974 . p. 43.
539
Equivalentes a 71´583.000 dólares de 2007.

552
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540
Una ley de honores dio el nombre de Laureano Gómez a ese puente. Sin embargo, se le
conoce popularmente como puente Pumarejo, en recuerdo de un político local que está lejos
de haber servido tanto a Barranquilla como el combativo líder conservador.
541
Memoria de Obras Públicas, 1974. p. 176
542
Datos tomados del Anuario General de Estadística, 1948.

553
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543
Los primeros VW llegaron en 1955 a 2.600 pesos, unos 1.035 dólares, equivalentes a
7.945 dólares de 2007.

555
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557
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558
 ?# # @ # # $A! - "#
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1 :;

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8 !
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/ = $ * # - "# " :
%

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- ! /"# $G '# %

+ ! - ' #"- . " "( #

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B "( - "# ! ?# #" ."
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559
$'. + ?# # F

1 T " .

560
 $2. + #"" ( " " ,

1 : " .

$5. G # ( =

F %F: % _
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%H

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, " - "# $ 8 #"- ?#

* " % # * " *#
#" ! ?# " ( - "# .2" "
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561
 $$. G - "#

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0 ""#. F 7- 3

# " = "# H ! *#
' - " # ! *# ' "
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" %

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V ( # #$ B ! "( 2
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.2" %

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* " /" ! " " # "
" ; < +1 " "# . "
# * ( $ "( " ?# -
. " # .# # %

562
 # $ " 1 " ! # #
; 8 _ * 1 " $ #
" "( +9) #$ %
/ = * + 0 < ! # " "(
+9) .# % _% ) 8 " ( - %: _% / : $
:H! " * ! *( - %F7_%

/ " ! ?# " " ! * " ,

& 1 " ( ?# %7 _ # # $
* ; +9) 2 % _

/ " " 8 * ,( ' ; "- !

# # $$) ) "#

$6. + # # < +1 " H:

L S S ,H
! P (
7% 7 %FF_ % _
: % 7H :% F_ %::_
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1 T+ # # 0 "

2 " 1 " - : !
- " # ?# = " 8 # # "
8 "# * * %

544
Para apreciar la magnitud del esfuerzo fiscal en obras públicas, debe tenerse en cuenta
que en dólares de 2005 el presupuesto del MOP valía 152 millones en 1926. En 1930 era de
130 millones. En 1958 fue de 591 millones. Al finalizar el gobierno de López Michelsen

563
/ #" " ( $ # !. - " ?# ?# "
$ ?# # * $ # " # " - : :%

/ *# * " * 3# "
" = 2 . ,( ' ; "- -
H%

! # * ! "( H V (
" $ * " ' 2 ( " "( #
%

, "# > G 0 " " *

# " " # %, * ( 7% %
* ( $ H%

" ' * ,( '! :7_ "# >G0 "

# " # ! . $ *
_ * > %

$
0 $ 0 +
' >< IG>M
$ ( 4
0

$ 9<>(

/ ; " "# ( B " 8

# " " %

/ : 8 - " " 7 :$ $F
F ! " > G 0 " ! * ( ; .# "

era de 590 millones. Cuando concluye el de Turbay, el presupuesto del MOP alcanzaba los
798 millones. En 1986 había bajado a 368 millones.
545
Nuevamente llamamos la atención del lector sobre los Anexos 1 y 2, donde encontrará
información graficada sobre la relación entre el presupuesto nacional, presupuesto de obras
públicas y PIB; así como información desde 1905 hasta 2005, de los grandes capítulos del
gasto público.
546
Memoria de Obras Públicas de 1978. p. 2.

564
 * ' ! $ " # 8 $ '* ! #$ "
- * ' " %

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. ! ?# * # ( ?#
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; 8 7Q D + ( *# " ' D
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># "( H Q

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1"# $ . " G '# %

/ " ; * " #$( # $) " %

/ '( 1 < . " $

( $, " %

( # -* ( :: Q %

/ +# * $ +# ) $ "2 F Q %

"# ( " 3 > " 2 %: Q %

547
Memoria de Obras Públicas, 1978. p .4.

565
, ) * 2G " " ! . " !
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# # ! $ # . " "( )9
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566
 ' %
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H $ H ! ?# #8 "(
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# % Q " " %

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' % F7 " ! " " <
$ <"" ! "#$ "." " 8 %

* " .# "# "(

; ) * 2! " #$ # +# # . %

! " B( "# "

B* 8 " ?# = - + ! *# - !
, , " ' 9 *# ! $ - 5
! : Q ?# " " ?# " - %

/ " ! " ; +# # . +# * 3
5# # > " 2 ) * 2! Q " ! =
# "." " ! - " 8 # - %

/ ; $ +# # . ! " #$ #
; * ! % : %

< ?# "( " "( .# " ) * 2

G " " ! ?# - 8 "( #
* ' " H%
" " #$ # # ' "( $ " #"" (
1 " ; ! ?# # Q %

+ 1 " ! # ?# %
! " )9 %

/ > " .# " # %,

# " # ( 7: ( ! ?#

548
Memoria de Obras Públicas, 1982. p. 2.
549
140 millones de dólares, equivalentes a 297 millones de dólares de 2007.

567
 "( # $ 8( ?# .# ' * ?#
-# #" %

1 "$;. G #" + %4 F # $ #"

" ) * 2 G " " %

568
1 "$#. 1 ; + ) ! G " " !
!F Q % / * : " ) * 2G " " %

0 "'". H H <

/ H $ HF! "( ) "# " ( " *

. " 1 " %

/ .# > 9 ' ! #" = *# 3 2

) '+ :: %/ 1 .# " * & . * %

550
Cuya Memoria de Obras Públicas es la única, de las cien consultadas, que puede
calificarse de pésimo informe, por su brevedad y deficiente análisis de los asuntos

569
 . "# " ( " ?# " " '
"( ) "# ! # " ' $ " ! " ( "
" # # 1 " %

C ' " " ! # $ . #

" "( ; ; ! "# *(
0 "( ! . " " # " #
*( %

7 $ .# " /
; G # 2 / ;G ! " # 5 "(
?# $ " ; !" # " !
"#$ ( " #"" ( # ; ; %

# . " '
0 " + "( " " . "
$ " !$ 2 " # #
. " # $ " " ( " ! / ;G '
# 8 %

+ * " ! " $( # * ?# 2
= " * *# " . '
+ /" 5 ! " #* * =
"2 " # " "( "# " > " "
( ! " # G" & 1 " %

, / ;G ! " # " = "( $

' "( $ " ! $ ( ! # #
' "" ( " ) ) "# %

; * "" H ! / ;G " ( # #
" . 2 " " # ; !3 $j !" .
. " ; %

" " (# # " . "

% 3 T P %) %

2 6K
IGMG/ ' , 4
A ; $
B B '
$

570
 & = " $

'
0 ./
A ' "
C $ R % )
T)/ %
5
0 %
T P % ) 7 0
=
" 899I(

# % 5 & 1 "
T

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! 996(

@ # A . * ! #"- * # . " $(
$ " ! ?# *1 / ;G Z: %
8 $ %/ " " " #
" = # " ! * / ;G " ( 8 .
4 +1 " ; 3 " T

$ ' 0

> E ./
0 $ %

0 I9
99:(

/ + ) "# "# # " " # !

# + "( 0 " $ ;

551
Contraloría General de la República. Evaluación de la gestión financiera y legal del
Metro de Medellín, Bogotá; 1994. p. 206.
552
Idem.
553
Acevedo J, Salazar J C, Castañeda W. El Metro de Medellín. Bogotá: FONADE/
Instituto SER; 1993. pp. 26, 160.

571
3 " ! ?# " " " $ " $ # . "
* . ' 1 " %

, ' "( # ! ?# 2 - ?# " "

" " " - 2 *
# . :: ! #" "
" / %

A % % % " "
! (
&
$ * 7N
! 4 0 8999(

/ " # ( <0+/ ! " H ! ?#

( # / ;G 0 "( !
# " " "( " " " T

$ '
) ) '

&
./ 0 "
$ 99>(

" "- * " 8 " *

+ "( $ " ( " #"" ( # " 2" " :: !
"# - ?# = $ ?# # # $ (
" "( ! " ! * " * !
$ "( " -
. #" # " ::H%

554
V. Urrutia Montoya Miguel. “El Banco Mundial nunca ha financiado Metros”. El
Tiempo. Bogotá; feb 1º de 1988.
555
Acevedo J, Salazar JC, Castañeda W. Op. cit. p. 40.
556
Sin comentarios…
557
Según el informe la Contraloría General de la República. Metro de Medellín. Impacto en
las Finanzas Nacionales y Sostenibilidad de su Operación. Bogotá; 2001. p. 35, “atiende
aproximadamente el 12.5% del mercado de transporte colectivo del área de influencia
directa (Bello, Medellín, Envigado y Sabaneta)”.
558
En agosto de 1987 se calculaba que los costos del Metro de Medellín ya equivalían a la
construcción de 8.000 Km de vías pavimentadas de primera categoría, o a la construcción
de 25 aeropuertos como el de Rionegro. Remitimos al lector a un comentario aparecido en

572
/ H . H7! " # :: (
= $ " #"" ( # ; @ A! G
# 2! ( " " "( %

, " "( " ( 7 8# *# % " "# $

#. " " #
"# B # = % / " ! " !
" ' 2 = # ." %

J" " " # # ?# " # !

# / ;G ! " ." "(
/ " 6 5% % % 3%:: ! " #' . %5%! 8# "(
" # 2 ! 4 Y F:F F
" = $" #"" ( ; ; !
" . %5%! ; 0 %5%!
/ " $ 2 % %! "V - .. # P %5% $ #""
$ % %

B " " ?# 8 2 " . = " #"

# ! " $ '( " " *
# . % + ; ;
8# "( / " 6 5% % %3% %
:F

+ " # 8# " " ( " ! / ;G (

' $ . "( " ! ?# 8( @ A! $ #
" 1 " ! " # " # $
" 8# %

/ ." " " "( " #8 2

?# # " "( " ! ?# .# %:F
( ! 7 " = :F%

+ * # " # ;
; ! # %

la página de opinión de El Colombiano, Medellín, 26 de agosto de 1997. Cfr. Evaluación

del patrimonio vial, realizada por Invías en 1996 (Véanse § 142 y nota 627).
559
Acevedo J, Salazar JC, Castañeda W. Op. cit. p. 55.
560
Idem.
561
Contraloría General de la República. Op. cit. p. 33.

573
0 "''. 9 H 9 O

, " " * G * ) " G * ! *

4 0 " ! " ' ;9 #" "
" ! "( " ; < +1 " :H%
+ .# ; * "# # ! ! " ) * 2!
" )9&> "( $/ 8 , %

) " " ( " 1 " % , = !

HF $ HH! "# ( "- * ?# = ,#
> ! ?# #" ( ,#' + " < = '! -
- 1 " ?# - 8 " " * %

, " ?# - ! " " # #

1 " ?# ?# .# ' . " ! " #( #
"( ) " G * %

" " ! "# HF

" #"" ( $ " "( " " ! ?#
" ( : %7 F :F %

# % B
HH V ( % ' * % 7 V ( %
. :7 V ( $ - ( :V (
%

/ # ! # '
1 " %/ ; - " * ." #
! 2 "# ! # * ! >
G 0 " ! "#$ "# -
2" " ( ! " "( ! 8 " #
! "( " ' ! "
# # " "" ( = ! ' $ 8 "#" (
! "# # " # ( ! # 2. "
?# " " " %

562
1.138 millones de dólares, equivalentes a 1.788 millones de dólares de 2007.

574
 1 "6%. 9 * 8 %
1 T; < +1 " ! % %:

; $ # * ' "( ." " !

?# *# 2 ! "
"# ! 8 !" +# T

)
% 0 0

./
' 6KX ' !
:K 9KX
0 6KX
$ ./ '
' ./ '

./9>:(

G = ! ?# $
. % # ?# " ( ?# " #
- ! E H%

563
Memoria de Obras Públicas, 1990. p. 287.

575
 1 "6". 2 # FH H
1 T < +1 " !

+ " ,#' + " * ?# " #

# ! " #* ( > " .# " %

/ * - * B "( $ HH! ?#
* . "# B " # # ?#
" 1 " . %

& . "# ! * "( " :HF H !

?# ( ?# "( / > " 0 "
%

,# * ! " :HH H " ( / G

> ! " "( ! ! " "( $
B ( . %

576
 " # "( ! " :H = ! # '( " "(
" > % % >! % %!
" " ' "( %

J " : H * '( > + "

> " 0 " ! "( " ( " $
" $ # . D$ * ' *
' " $ " " " *
. " %

, * ' " #"" ( # ?# =

. !- " #"- %

# # = ! . " * . "( * #
# ( ! " #$ #
" %

#' * " "( " . ." !

" - ' # $ " ! #
"# -# $ $ 8 " #"" ( -
* # " 8 * % , !
" - "- > " + "." ! $ ) !
> " ?# ! - "2 " ?#
- 2?# # " # %

= 7 - H ! . "
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O 2 " '
# # " \

/ . !" ! .# "(
" ( ) " % N# '2 #" ( .# 8 ! (
# " 2 ! "#
#$ %

/ ! * G * ) " "
" " ; ; !" F: (
"( $ ?# $ " " %:
( " "
* " / ;G $ 0 "( %

577
 * ! * .# #. " " '
( " ?# %

, $ ; ! # * ! # "
; ! ( -# ; ) * 2!
?# # "# ' T

" $
& 0
' 5
' %
' 0
EKX '
(

) 8 2 " ) * 2! "# "

+ * ! "( " " " " #"
. 8 % , #
2 .# # " " %

/ ; < $ " ) * 2" #$ # " (

" " " 8# # # $ .
" ! ! " (
*# " # :F ! "#
"# # *
$%

, " $ " ; ) * 2 $ "# ".

B " ; ;! # 2 * %/
#8 " ." "( # "
# * = " #"" ( ; "
; ! " ' ( # ?# = . "" (
$ ?# " "
$ . 7% ( %

, 2 # * G * ) " .#
"( " ; * ?#
+# # $ - 2 " " # * # % :Q %

564
Ibidem. p. viii.

578
 # "( ) " " #$ ; " $
+ ! HQ $ = * ) $ "2 $ !
Q % / " " " " ; * ; $ !
# * !# $ " 2 # ' !" B"
"." " %

/ " ; * F%7:F %

/ # ?# " # ' "(

?# # 2. " " ' 2 %

1 "6'. " ; * %
1 T < +1 " !

579
4 # 8 " B( ) * 2 $ )# # ! ?#
# = ) " .# - # :: V ( %,
"- " ! " !
' 7%::7 %

< ! 0 ! %:H
- "( ! $ %7: ) * 2$; %

/ " " " $ ' "( #

# B $ = ! 1 "
# * %+ '( ! * # ( #
8 " ( . %

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"# > G 0 " % # = 2 ! 8
" ' _ * > %

/ # ! 1 ; < * " !
" # B" " %

0 "'2.

># / 4 " ( # ( #
"" ! ?# $ - # # ( " H
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?# 1 - " ' $ %

/ /# *# *# # ! " # " $
# ( " $ " %

" ! : /# . " ' "(

T 5 ) = $ > " F - - "# !
<"" 7%

* ! - ' "( *# #
" 9 ! $> " # / 4 %

/ ( - " # # " 77 %

580
J " , ! * # " 7 $ ; B"
# " HF! - # - "# " 7
- %

/ ! * BB # ( ( - " ?# !
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:%7 $ # ! - # " F- %

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# ( T

$8. ' "( - "# :

> %7 B H%F
- % ) %H
% = %H
1 % + HF%7
J H L % , H %
%H , F %H
) 4 %F )3 HH%7
:%F

1 : * ! :

G ". 2 " ! "

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$;. # ( " % - !

*
H 7 J H L 7H
) -
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" ! - $ ?# "# ?# / 4

581
- $ - "# $ ( :: ! ?# " ?#
2 _ ?# # %

?# ' # ! "
" " ! ' $ *# " # 1%

/ " " " . . 8 .

## ! " ?# *#
# ." " #"" ( $ "( %

/ * "# ! " " ' 2 2 # % 1 !

" " ! #" ! * #
" .# # - "# "# %0 ?#
" " ' 2 " # - * *
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: ! " "# #*
" * '% E !. ( ?# 2 " # 2"
" .# '% E 7 %

?# # " * . "
" #$ '%E ! * #" #
* " " # $ " 8 " %

/ ! 2 _ " * ( " %

" = " " B "( " ( " "#

2 . " .# " ! =
" "( " * 8(
*# " 8 T H_% > " :_% & ; * H_%

+ . B "( ! " ( ! ?# # *
! " * #$ $ "
#$ * ! # # " *
1 !* $" " %

/ # "( " " / 4 ! #$

B ! . " ' " : _ " *
%/ " ! /# ! " ! : ' % 7

582
 XQ ! " XQ . " $ F
XQ .# :F:%

/ " " ! /# F_ " *

" ! :_ ! F_ " ' D " 8 #$
?# * %

G ! " " " .# #

. " " . "# $ ?# - 2 ?# " #
?# B "( $ " ! " #$
( D$ " " .
# ! ?# # . " " "( &
; * " . " $" %

* ! " " ( "# ?# #

" $ #

) T,

0"'5. *

/ - ?# "# * "(
; * ! ?# . " 2*
:FF! ?# ; * * - # -
:_ 2. " . # :F %

B" "( /* ! *1 - 2! $ #
2 * ! ?# # %+ 0

565
Buske Lee B. Multimodal International Transportation in the U.S. Western Europe and
Latin America. Austin: University of Texas; 1998. p. 43.
566
Para conocer el transporte por otros ríos, recomendamos al lector la obra clásica e
insuperable de Gabriel Poveda Ramos, Vapores Fluviales en Colombia; y el libro de
Mariano Melendro Serna, Compañía Nacional de Navegación, Fundación y Desarrollo,
1945-1972, que narra la labor de colonización y fomento realizada por esa interesante
empresa oficial al servicio especialmente de los territorios nacionales.
567
Currie Lauchlin. Op. cit. p. 32

583
 ?# * $ . "# ! ; * ! " !
B $ " " %

/ 1 ! #"- 2 ?# " / ! "

?# - " * - " > " 2 "
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+ .# " * " . ! ?# $ !
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$ ' B "( * )# # '% E :F

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" " * ) ?# $
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! $ ! $ " ( ! "
%

# * ! 8 .# "
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1 $ * % -
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F " ' Z F % " * :_
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568
Pachón Álvaro, Ramírez María Teresa. Op. cit. pp. 276 y siguientes.

584
/ ; * ! ?# : F % ! " '
Z: % HF : ! * "1 :F! "#
' Z F % $ 7F7% 7 8 %

/ # . B( % = ! " * '
$ 1 8 #" 2 ". * ." !- #
?# F 8 %FHH :F %

:F! # " * *(
# ! " "# ! ?#
) " 8 . * ! ?# * " *
" "( $ #" " ( %

;#"- " ! - _ "

- " # ! 1 = " ( $ " ! #"
"#$ " " " ( " ! - ."
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:% _: %

0 " "# - % / F
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1 "62. 9 "
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IG>I ,

569
Este número de personas se refiere a las transportadas por las navieras. Los que se
transportan por el río en cortas distancias, en chalupas y botes, nunca han sido registrados
estadísticamente.
570
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 401.

585
/ F " ; * *# *
* ! " # 7 ! ?# '2 #?# 2 * $
- ; * ! 0 >#
%

+ # " . $ * " ! 8 #?# " # # = ! .#

2 " # #
%

/ *# " ! " 2
# *^ !$ ?# * # '( #
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0 "'$. * 1

3 "( . " # " " ( *

?# . " * ." %

; . " B* ! * ! 2 .
# # # ' "( % + " # - $
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" " - - ?# " %

/ " ( ?# " " % 1

" " ( $ " 2. " 8
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?# ! ?# " * !
" "# " ( "# $ "# .# " " ( "
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571
Poveda Ramos Gabriel. Vapores Fluviales en Colombia. Op. cit. p. 490.

586
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572
En 1946 el salario ferroviario equivalía al 263.4% del pagado en 1940, “cifra muy por
encima de los índices del costo de la vida”. V. Memoria de Obras Públicas, 1947. p. 268.
573
La deuda por prestaciones sociales (cesantías, jubilaciones) ascendía entonces a 12
millones de pesos, cuando las utilidades de los ferrocarriles nacionales en 1946 fueron de
1´698.340 pesos
574
Alfonso Dávila Ortiz, quien fuera gerente de los Ferrocarriles Nacionales, trae una lista
de las principales prestaciones y de los regímenes especiales de los ferroviarios. V. Dávila
Ortiz Alfonso. Nueve Años de Política Ferroviaria. Bogotá: Guadalupe; 1986. p. 100.

587
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575
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 294.

588
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589
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576
Dávila Ortiz Alfonso. Op. cit. p. 101.
577
Esta determinación inconcebible no se compadece con la seriedad que marcó la mayoría
de los actos de gobierno de Alberto Lleras Camargo.
578
El Ferrocarril de Antioquia tenía 49 locomotoras a vapor en buen estado de
funcionamiento, para 317 Km de vías, al momento de su venta, frente a las 308 que tenían
los Ferrocarriles Nacionales para 3.245 Km de vías.

590
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591
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579
En dólares de 1960 la Nación ofrecía 13´233.000 de dólares (91.7 millones de 2007), y
Antioquia pedía 36´000.000 de dólares (250 millones de 2007)
580
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 287.

592
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581
Arias de Greiff Gustavo. La Otra Mula de Hierro. Op. cit. pp. 94-95.
582
Ibidem. p. 104

593
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583
Memoria de Obras Públicas, 1960. p. 182.

594
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584
Memoria de Obras Públicas, 1982. p. 9
585
Memoria de Obras Públicas; 1986. p. 13.

595
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596
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597
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586
Ordinal 3, artículo 150, C. N.

598
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587
Artículo 339 de la Constitución Nacional.
588
Inciso 2, artículo 341 de la Constitución Nacional. Como el texto anterior es confuso, no
queda claro si se refiere al inciso 3º del artículo 341, o al artículo 342 de la Constitución.

599
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589
Inciso 4º, artículo 341, C.N.

600
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590
Inciso 2º, artículo 339, C. N.

601
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602
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591
A estos se sumará, a partir de 2003, el Instituto Nacional de Concesiones, INCO

603
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604
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605
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606
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607
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609
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593
Ministerio Alemán de Transporte (v. Alvear Sanín José. Manual del Río Magdalena, Op. cit. p. 296?
594
Excluyendo carbón

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Memoria de Obras Públicas, 1990. p. iii.

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597
En dólares de 2005, el presupuesto del Ministerio de Obras ha rebajado de 798 millones
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618
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Ministerio de Transporte. Oficina de Planeación. Plan Maestro de Transporte,
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599
Ibidem. pp. 2-3.
600
Ibidem. pp. 2-4.

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Ibidem. pp 2-9 y siguientes.

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603
Ibidem. pp 4-2 y siguientes.

627
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604
Incidentalmente puede observarse que, hasta 2005, los recaudos por combustibles
superan la suma de los presupuestos de inversión del subsector Mintransporte (Aerocivil,
Invías, INCO) (v. nota 8 Anexo 2).

631
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605
Tobiagrande-Puerto Salgar, una obra que será realidad. En: Actualidad y Proyección,
edición especial “Invías 10 Años”. Bogotá: INVÍAS; 2003. p. 58.
606
Ministerio de Transporte. Oficina Asesora de Planeación. Diagnóstico del Sector
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641
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Ibidem. p. 45.

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Según información suministrada en septiembre de 2007 por el Ministerio de Transporte

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609
Ibidem. p. 40.

648
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649
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610
Actualmente los dos ferrocarriles carboníferos movilizan el 99% de la carga que se
mueve por ese modo, lo que inclina a pensar que solamente se justifican trenes carboníferos
en este país, y que muchos de los planes de rehabilitación del resto de la red solamente son
costosas quimeras sin rentabilidad posible.
611
En la Unión Europea se destina actualmente el 1.2% del producto comunitario bruto
para proyectos ferroviarios, sobre todo para los nuevos trenes de alta velocidad, destinados
al transporte de pasajeros y cuya red presentará fuerte competencia al avión.
612
Para seguir de cerca los numerosos proyectos ferroviarios actuales se recomienda la
frecuente consulta de www.railwaygazette.com (The Railway Gazette International)

650
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613
Cuyos socios son DRAGADOS, TECSA y RENFE (España), RITES (India), y
ODINSA e IMPOCARGA (Colombia).
614
Diagnóstico del sector Transporte, Op. cit. p. 61.

651
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615
Ibidem. p. 62.

653
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616
En los “estudios” se hablaba de un potencial de 2´100.000 toneladas anuales.

654
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617
El Mundo, Medellín; agosto 16/2007

663
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664
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618
INVIAS. Patrimonio Vial. Bogotá: Invías; 1997.
619
Ibidem .p. 7.

666
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620
Ibidem. pp. 35 y siguientes.

667
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621
A partir de entonces se registra notable progreso: En 2005, la red nacional comprende
16.750 Km 12.365 pavimentados (73.82%). Sin pavimentar 4.386 (26.18%). En buen
estado 50%. En regular estado 28%. En mal estado 22%. (v. Ministerio de Transporte.
Oficina de Planeación. Diagnóstico del sector Transporte. Op. cit. p.40 y siguientes.
622
Ibidem. p. 12.

668
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623
Invías. Patrimonio Vial. Op. cit. pp. 12-13.

669
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670
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624
Ibidem p. 31.
625
Tasa de cambio a diciembre de 1997: 1.140,45 por US $ (Banco de la República)
626
Esta cifra corrobora la desmesura de las “inversiones” en los 29 Km del Metro de Medellín, que entonces
ya superaban los 2.500 millones de dólares, y las estimadas para el Metro de Bogotá, afortunadamente
cancelado (v. § 150).

671
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627
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 407, cuyo importante libro, La Infraestructura del
Transporte en Colombia en el Siglo XX, publicado en 2006 por el Banco de la República, se detiene en 1996.

672
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628
Ver § 72.

673
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629
DNP. Estadísticas Históricas de Colombia. Bogotá; 1998- cuadro 9-12-a.
630
M.O.P.Diagnóstico del Sector Transporte. Op. cit. p. 132.

674
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631
Ministerio de Transporte. El Transporte en Cifras. 1996. pp. 37-38.
632
Ministerio de Transporte. Diagnóstico del Sector Transporte. Op. cit. p. 134.
633
DNP. Estadísticas Históricas de Colombia. Op. cit. Cuadro 9-12.a.

675
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676
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634
Pachón Álvaro, Ramírez María Teresa. Op. cit. p. 415.
635
Ministerio de Transporte. Diagnóstico del Sector Transporte. Op. cit. p. 141.

677
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678
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636
Parra Bernardo. “Avianca hace pérdidas volando”. Finanzas, junio 1995. p. 8.

679
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637
Que tres años más tarde podrá ceder al socio estratégico, Synergy. (v. Federacafé, Boletín de prensa, 18-
III-2004).

680
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681
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682
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638
El Mundo. Declaraciones del General Héctor Campo Plata, Gerente de Satena, con motivo de la
inauguración de la ruta Medellín-Montería en rueda de prensa el 18 de octubre de 2007.

683
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639
Documento Conpes 2782.

684
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640
Ibidem, p. 2, para los criterios de fijación de la contraprestación
641
Ibidem. p. 5.

685
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686
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687
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642
TEUS: Un TEU es la capacidad de carga de un container standard marino. Para efectos prácticos se puede
considerar que un TEU equivale a un container
643
Los Panamax representan hoy por hoy apenas el tercio de la flota mundial. Vease: Ministerio de
Transporte. Diagnóstico del Sector Transporte. Op. cit. p. 102.

688
/ - "- * " "( + 2!
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@3# AF

;%. " " *" *# "

1 : ;% % A 1 , = F

1 ";"% " 3# %
1 T ;% % A 1 , = 6KK>

644
Para un excelente resumen de las embarcaciones modernas y de la operación portuaria, recomendamos al
lector: Ministerio de Transporte. Diagnóstico del Sector Transporte. Op. cit.

689
, # " + # - B" T
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645
Ibidem. p. 21.
646
Ibidem. p. 100.

690
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691
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692
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693
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694
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: ! # " "# "( ! ?#
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3 %

647
Las ganancias netas de la SPR de Cartagena, en el primer semestre de 2006 fueron de 12.482´362.964
pesos, frente a ingresos operacionales de $ 81.367´053.340; mientras la SPR de Barranquilla tuvo en igual
período ingresos operacionales de 37.943 millones de pesos y ganancias netas por 5.063 millones de pesos.

695
/ * 5 * 3 - "# # . ?#
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696
 1 ";;. #" 2 G 8 3#

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697
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698
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648
Invías. Volúmenes de Tránsito. Bogotá: Invías; 2003. p.87.
649
Invías. Invías 10 Años, Actualidad y Proyección. Op. cit. p. 24.

699
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700
 ?# - # "- 1 <"" !
F: # '(
B" "( # 1 *# H%:: Q * # $ :
2 ! "#$ 8 " " * (* "
= %

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B" "( 1 , , ! # " "
, ! .# # " ( #$ " %

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( ! "# # #$ " . "(
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650
El Túnel de Occidente, en la carretera Medellín-San Jerónimo-Turbo, de 4.6 Km de longitud, se inició en
noviembre de 1997 y se concluyó en 2004 con una inversión de 310.000 millones de pesos. Constructores:
Impregilio Topo/ Mincivil- Estima.

701
/ 1 ! ?# $ " '
F%: ! #$ "
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+ " #" " " !

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2 # F %: $
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702
 $ " - $# " " " " !"
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< . %

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8 % / . " ! $ - : !
B 8 ! $ # " " - . !
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651
Invías. Invías 10 Años. Actualidad y Proyección. Op. cit. p. 28.
652
Sobre el complejo de obras entre Cajamarca y Calarcá recomendamos la exposición del Ministro de
Transporte en el IV Congreso de la Cámara Colombiana de la infraestructura. Cartagena: noviembre 8 de
2007.

703
0"58. 9 - '%"#

/ = : * " ( "# @G (
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*# * ! # %

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704
 & % /

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653
Ibidem. p. 13.

705
;6. ; G (

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706
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707
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708
 !
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654
Ibidem. p. 27.

709
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+ " - " " " *#

# 8 !" " ?# #" ( -
" ! "# *# "#
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! " # " ! *#

710
 " ' # D "" !
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0 "5;. * H 4

, "# ) * 2! ?# " H " %H77 - ! (

H:% HH ! "# * /
# " $ # " ) * 2! " " ; % P%P% & !
( # " ) ?# ! " " ( " #
# % ;% & 8( /
4 $" " " " ! ( #T

./ ' ; + 3 R( 4
+ , ' %
( ; 4 ! ;$
'
$
; 1 , ;$
4 ) ) ;
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655
Papel Periódico Ilustrado. 1º de mayo de 1885.

711
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656
Papel Periódico Ilustrado. 1º de mayo de 1885.

712
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657
Rodríguez Baquero Luis Enrique, Nuñez Cetina Saydi. Empresas Públicas de Transporte en Bogotá, Siglo
XX. Bogotá: Alcaldía Mayor de Bogotá; 2003. p. 29.

713
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658
Papel Periódico Ilustrado, 1º de mayo de 1885.
659
Papel Periódico Ilustrado, 1º de mayo de 1885.
660
Rodríguez Luis Enrique, Gutiérrez Cetina Saydi. Op. cit. p. 33.

714
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661
Ibidem. p. 36.
662
Rueda Vargas Tomás, citado en: Rodríguez Baquero Luis Enrique, Nuñez Cetina Saydi. Op. cit. p. 29
663
Equivalentes a 17´576.000 dólares de 2007

715
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664
Rodríguez Baquero Luis Enrique, Nuñez Cetina Saydi. Op. cit. p. 47.
665
Ibidem. p. 56.

716
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666
Ibidem. P. 62.
667
Algunos ejemplos: en Chicago los retiraron de servicio en 1947. En Nueva York, Londres y Buenos Aires
desaparecieron en 1952. En Boston, en 1958. En Berlín, los rieles de la última línea se levantaron en 1967 y
en Madrid en 1972. Sin embargo, países como Hungría, Holanda y Austria conservaron sus tranvías. En los
últimos veinte años han hecho su aparición tranvías modernos articulados, silenciosos, especialmente en
Francia y Alemania, para servir líneas con mayor eficiencia que los buses y para evitar inversiones muy
grandes en trenes ligeros.

717
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?# ?# = ! # "1 # " "# " ?# -
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668
Los mejores estudios sobre el Metro de Medellín, que recomendamos ampliamente son: 1. Los de la
Contraloría General de la República: Evaluación de la Gestión Financiera y Legal del Metro de Medellín
(Manuel Francisco Becerra, 1994) y Metro de Medellín, Impacto en las Finanzas Nacionales y Sostenibilidad
de su Operación (Carlos Ossa Escobar, 2001). 2. La serie dedicada al tema por la Contraloría General de
Medellín: I Tomo. Una Decisión no Planificada (Bernabé Montoya Goméz, 1994). II Tomo. Testimonio
Fiscal del Metro (Carlos Atehortúa, 1996)- III Tomo. Testimonio Fiscal del Metro (Gerardo Domínguez
Giraldo, 2000). 3. El Metro de Medellín, una Ilusión costeada por todos los Colombianos (Jorge Acevedo,
Juan Carlos Salazar y Wigberto Castañeda, publicado por el Instituto SER de Investigación y el Fondo
Financiero de Proyectos de Desarrollo (FONADE). 4. El Negocio del Metro, Consideraciones sobre una
Decisión Apresurada, una Obra no Planificada, una Contratación Leonina y una Financiación Usuraria
(Premio Diners de Periodismo Económico/ George Canning Award, 1991, José Alvear Sanín. Medellín; Señal
Editora; 1991)

719
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%

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" " ! ?# - F::

( H ! %F ( HF! "( , $ :
HF! $ ; ! ?# ( ?# " / ;G
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669
Artículo 5º, ley 75 de 1986.

720
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670
Por esos años se construyeron nuevos tramos del Metro de Madrid (30 millones de dólares/Km), Bilbao
(44.38 millones de dólares/Km), Lisboa (21.87 millones de dólares/Km) y Barcelona (15 millones de
dólares/Km), mientras en Medellín el kilómetro salía a 83.73 millones de dólares/Km (!!!). Véase: Contraloría
General de la República. El Metro de Medellín, Impacto en las Finanzas Nacionales y Sostenibilidad de su
Operación. Bogotá: 2001.
671
Contraloría General de Medellín. Testimonio Fiscal del Metro III. Medellín; 2000. p. 318.
672
Un tribunal internacional de arbitramento, convocado por el Consorcio Metromed, y aceptado por
ETMVA, al parecer de manera irregular (porque estaban vencidos los términos para intentar acciones y
porque la Corte Constitucional había declarado que la competencia era de la jurisdicción contencioso-

721
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/ " " ! B = / ;G ! #
( " $" " ?# " "# $
! F %

+ 8 ! * ?# " = #
. " D ?# ! 2 # D . " " #
* # ! 2 D " " - "
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/ 7 " 7! / ;G %F ( T
0 "( ! # % ( ! ?# - " "
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* # # $ " "
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administrativa), condenó el 22 de noviembre de 2007 a la ETMVA a pagar a los constructores el equivalente

de 160 millones de dólares por concepto de reclamaciones adicionales. Por otro lado, parece que hay
únicamente sentencia de primera instancia para la ETMVA por 168 millones de dólares contra el Consorcio
Metromed y las aseguradoras, de muy difícil recaudo. En cambio, en la demanda de reconvención de ETMVA
contra el Consorcio, por 525 millones de dólares, después de diez años de inactividad, el Tribunal
Administrativo de Antioquia apenas acaba de ordenar pruebas. Se ignora aún si el fallo del Tribunal
Internacional precluye la acción en contra de Metromed.
673
Contraloría General de la República. Op. cit. p. 28.
674
Ibidem. p. 11.

722
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675
Guhl Ernesto, Pachón Álvaro, Urrutia Miguel, Valencia Catalina, Kain John. Transporte Masivo en
Bogotá. Bogotá: DNP- FONADE-Universidad de Los Andes; 1992.

724
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676
Ibidem. p. xiv.
677
Urrutia Miguel. En: Guhl Ernesto, Pachón Álvaro, Urrutia Miguel et al. Op. cit p. 322.

725
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678
Guhl Ernesto, Pachón Álvaro, Urrutia Miguel et al. Op. cit. p. 243.

726
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679
Alcaldía Mayor de Bogotá- Transmilenio. Transmilenio, la Joya de Bogotá. Bogotá: Panamericana; s.f. pp.
16-17
680
Ibidem. p. 39.

728
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681
Había que descartar de una vez por todas la idea del Metro, consideraba Peñalosa, por considerarla no sólo
nociva económicamente, sino incómoda para la ciudadanía, que tendría que aguantarse por no sé cuántos
años, la destrucción vial de la ciudad”. Véase: Alcaldía Mayor de Bogotá- Transmilenio Transmilenio, la Joya
de Bogotá. Op. cit. p. 26.

729
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682
Alcaldía Mayor de Bogotá- Transmilenio. Transmilenio, la Joya de Bogotá. Op. cit. p. 41

731
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683
Documento Conpes 3093. pp. 2-3
684
Ibidem. p. 5
685
Esta primera línea ya superaba en los “estudios” hasta el costo bien inflado del Metro de Medellín. En esas
condiciones, “congelando” su costo, un sistema Metro de 380 Km costaría 38.000 millones de dólares de
2000 (!!)

732
 #5. + . * 0 "( $

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686
En septiembre 30 de 2003 TM ya tenía 739 vehículos (troncales y alimentadores) y estaba movilizando el
17% de los viajes en transporte público 1´300.000 por día.
687
El futuro del sistema TM quedó en entredicho por la elección de Samuel Moreno Rojas como alcalde de
Bogotá en octubre de 2007, por haber éste prometido en su campaña un Metro y la suspensión de

733
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Transmilenio. El gobierno nacional, sin excluir un posible componente Metro para Bogotá, ha indicado la
necesidad de efectuar detenidos estudios para evitar determinaciones apresuradas.
688
En 2003 TM registraba 1.278 visitantes de 37 países.

734
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735
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689
Editorial El Tiempo, 17 de marzo de 2004.

736
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