History of Central America, Volume 3, 1801-1887 / The Works of Hubert Howe Bancroft, Volume 8

by Hubert Howe Bancroft

The idea of uniting the two oceans, by means of a canal across the isthmus of Nicaragua, occupied the attention of the Spanish court from a very early day after the conquest to the last years of its occupation of the country.[XXXIV-13] Since the separation of Central America from the crown, the canal scheme has ever been uppermost in the minds of her rulers and thinking men, and many scientific engineers and capitalists of Europe and America have taken a deep interest therein. But for divers reasons nothing was accomplished toward establishing an adequate interoceanic communication, in any form, down to 1849.[XXXIV-14] This year a new arrangement was made with Cornelius Vanderbilt and Joseph L. White of New York, in which the government of the United States, through its representative, E. George Squier, became concerned. This arrangement gave rise to complications with Great Britain, which were finally settled by the Clayton-Bulwer treaty to perpetually guarantee the neutrality of the canal to be constructed. The contractors failed to carry out their agreement as regarded the construction of a canal, but established the Accessory Transit Company, and by means of steamers on the two oceans, and on the river San Juan and Lake Nicaragua, rendered valuable service in the transportation of passengers. The matter was given in detail, in connection with the relations of that company with the Nicaraguan government, including its history from the date of the foundation till 1869, when it ceased to exist. However, their engineer, O. Childs, made a survey of the route for a canal in 1851, and recommended one from the mouth of Lajas River to Port Brito, traversing the Rio Grande Valley.[XXXIV-15] Since that time many schemes have been contemplated, and contracts entered into, but none of them have given the desired result.[XXXIV-16]

ACROSS MOSQUITIA.

I have yet to mention Pim's scheme, advanced in 1853, of building a railway from Punta Mico on the Atlantic to San Miguelito, on the eastern shore of the lake, traversing Mosquitia. A company was formed, but the project was soon found to be impracticable.[XXXIV-17]

No efforts have been spared ever since by Nicaragua and American citizens to bring about the accomplishment of the long-expected canal, under the impression that it is the most desirable, feasible, and least expensive route. The assistance of the United States government has been solicited, and treaties made to afford facilities, but the American congress has thus far refused to do anything, except send commissions to explore the several lines, and their reports seem to be favorable.[XXXIV-18] The last treaty concluded between the two governments with reference to a canal was rejected by the United States senate. The last survey made under the auspices of the American government was that of Engineer Menocal, of the United States navy, who, with other officers, visited Nicaragua in January 1885. His report was presented in November of that year. The plan of this commission had been at first to convert the river San Juan above its junction with the Sarapiqui into an extension of the lake by constructing a dam 74 feet high, but it was found impracticable. The proposed route extends from San Juan del Norte to Brito. The total length is 169.8 miles, of which 38.98 miles will be excavated canal, and 130.82 navigation by Lake Nicaragua, the river San Juan, the basin of the river San Francisco, and seven locks. Lake Nicaragua will be connected with the Pacific by a canal, and with the Atlantic by slackwater navigation in the river San Juan, by a short section of canal from the San Juan to the basin of the San Francisco, by navigation through this basin, and by a canal thence to the Caribbean Sea. The route has been divided into three divisions, the western, eastern, and middle.[XXXIV-19] The cost was carefully estimated, including a contingent of 25 per cent, at $64,043,697. De Lesseps is of opinion, however, that a canal with locks would be inadequate to pass the traffic that will frequent it, and would suffer from uncertainty of sufficient water to supply the lockage and evaporation.[XXXIV-20]

PANAMÁ ISTHMUS.

One of the four routes suggested by Antonio Galvao to the king of Spain, for cutting a canal to join the two oceans, was the Isthmus of Panamá.[XXXIV-21] Soon after New Granada threw off the Spanish yoke, several surveys of Panamá and Darien were made, and canal projects recommended;[XXXIV-22] two of them, deemed the most important, were that of Lloyd's to build a railroad from Panamá or La Chorrera to the Trinidad River, a tributary of the Chagres; and that of a sluiced canal recommended in 1843 by Garella and Courtines, who studied the Isthmus under a commission of the French government. And there were other projects.[XXXIV-23]

The attention of the United States government was directed to the subject of interoceanic routes as early as 1825. In 1835 the executive was requested by the senate to enter into negotiations with the Central American states and New Granada, conducive to treaties for the protection of Americans who might attempt opening the communication between the two oceans. A treaty was made by the United States with New Granada on the 12th of December, 1846, under which the latter guaranteed to the former "the right of way or transit across the Isthmus of Panamá, upon any modes of communication that now exist, or that may be hereafter constructed." The United States government on its part guaranteed to New Granada the neutrality of the Isthmus, and the rights of sovereignty and property over its territory.[XXXIV-24] At last an American company, being stimulated by the great traffic across the Isthmus, took up the matter of a railway.[XXXIV-25]

PANAMÁ RAILWAY.

The termini resolved on were Colon on the Atlantic, and on the Pacific, a little to the eastward of the city of Panamá, quite clear of the suburbs. The work was begun in January 1850, and finished on the 28th of January, 1855. Its total length is 47 miles, 3,020 feet. The line is a single one, but has four very commodious sidings; namely, Gatun, 7½ miles from Colon; one near Barbacoas, 22 miles; one at Matachin, 30 miles; and one at the summit, 37 miles. There are stations at every four miles. The undertaking was a bold one, and was successfully carried out under the able and energetic superintendence of George M. Totten.[XXXIV-26] The actual cost, as per construction account, was eight million dollars. The road has been improved from year to year. Articles of the coarsest and heaviest description, as well as ordinary merchandise, have been constantly conveyed over it. The road began to yield some income since 1852, when it had reached Barbacoas. I give in a note some statistics on receipts and expenditures.[XXXIV-27] The company from the beginning of its operations had a line of telegraph between Panamá and Colon. In 1881 the railway was sold to the company organized to construct a canal for $17,500,000, being at the rate of $250 per share. Adding other items, and interest on annual instalments, the share-holders received about twenty million dollars.[XXXIV-28]

A survey made by United States officers in 1866, through Chiriquí, showed that it was practicable to build a railway through the cordillera. The harbors of Chiriquí and Sheperd on the Atlantic, and of Golfito in Golfo Dulce, were favorably reported upon by Commodore F. Engle.[XXXIV-29]