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

by Hubert Howe Bancroft

VARIOUS SCHEMES.

But the idea of an interoceanic canal was ever present.[XXXIV-30] Nothing was practically done, until the whole subject was discussed in 1875 at the congress of geographical sciences held in Paris, and a company was organized under General Türr for effecting the requisite explorations. Lucien N. Bonaparte Wyse, a lieutenant of the French navy, assisted by other engineers, was sent out to the Isthmus. The exploring commission effected their work thoroughly, and the section from Colon to Panamá was given the preference.[XXXIV-31] The Colombian government granted on the 18th of May, 1878, to the Civil International Interoceanic Association, residing in Paris, the exclusive privilege for ninety-nine years of constructing a canal between the two oceans, at the same time establishing the neutrality of the ports at the termini, and of the canal itself.[XXXIV-32]

De Lesseps, of Suez Canal fame, undertook in 1879 the task of constructing the canal, and the first meeting of the company, now called Compagnie Universal du Canal Interocéanique de Panama, took place in 1881. It was calculated that six hundred million francs, or be it $120,000,000, would cover the expense of construction and completion. One of the company's first acts was to establish in New York a branch board of directors, and another was to purchase the Panamá railway.[XXXIV-33] The works were commenced in October 1881.[XXXIV-34] The canal in course of construction follows the route of the railway, though keeping closer to the bed of the Chagres, which it is to cross again and again; on the Pacific side it will descend the Rio Grande Valley, and continue seaward to the island of Perico, a total length of fifty-four miles.[XXXIV-35]

DIFFICULTIES TO OVERCOME.

The works have been prosecuted with more or less vigor, by the use of powerful dredges, until the capital became exhausted, and their operations declined for many months, seeming to confirm predictions of failure.[XXXIV-36] However that may be, De Lesseps and his friends are confident that the opening of the canal will become an accomplished fact within eight years from the time of commencement.[XXXIV-37] There can be no doubt that a large portion of the original capital was wasted, and if rumor is not at fault much was misappropriated. But public confidence in De Lesseps remains unshaken in France, and he has been able to obtain by subscription abundant funds to continue the work,[XXXIV-38] and it is now being vigorously pushed. His calculation is that there will be business for the canal to the extent of 7,250,000 tons, yielding 6 or 7 per cent on 2,000 million francs, or 108,000,000 francs, equivalent to $21,600,000.

This is not the place in which to speak of the several northern railways across the continent. The Central American states—exclusive of Panamá, which has had that benefit since 1855—have made some progress in late years toward establishing railway communication between the two seas. Guatemala has one line from Port San José, on the Pacific, to the capital,[XXXIV-39] and another from Port Champerico, also on the Pacific, to Retalhuleu.[XXXIV-40]

CENTRAL AMERICAN RAILWAYS.

Measures had likewise been taken to communicate the capital by railroads with the northern sea, contemplating at the same time to build another line from Coban to the Polochic River. However, these projects, so far as I know, have been, since President Barrios' death, in abeyance. The Spanish court was repeatedly urged to open communications between Puerto Caballos and the bay of Fonseca.[XXXIV-41] Traffic on mule-back was carried on between both seas in colonial times; but what we know of the isthmus of Honduras is derived from the surveys made by the British Honduras Interoceanic Railway Company, and reported by their agent, E. G. Squier. As a practicable route for a ship canal, Honduras is out of the question; but the construction of a railroad was begun between Puerto Caballos or Cortés, on the Caribbean Sea, and Amapala in the bay of Fonseca,[XXXIV-42] through the valley of the Goascoran and Humuya rivers—232 miles. The road was graded, and a narrow-gauge track was built from Port Cortés to San Pedro, of about 37 miles in length. The work was suspended in 1871, and abandoned in 1873. Civil disturbances and lack of means have prevented its resumption. Several franchises have been granted in later years for continuing it; but nothing of a practical nature has resulted.[XXXIV-43]

Salvador has no territory on the Atlantic slope. She has a railroad between San Miguel and Port La Union; another line is being built from Port Acajutla to the heart of the coffee region of Santa Ana. It is possible that in the future the republic may be placed in communication, by railway, with the Atlantic, through the territory of her neighbors.

In Nicaragua the line between Corinto and Chinandega, and hence to Leon, was in operation in 1881-2. The work steadily progressed. The western section was opened to public service in 1884, connecting it with the steam-ship line on the lake. Thus was Managua, the capital, placed in rapid and cheap communication by steam with Corinto, the chief port of the republic. The whole line from Momotombo to Corinto was yielding six and four fifths per cent on the capital invested. In the eastern section the work was going on rapidly at the end of 1884, and 20 miles to Masaya would soon be finished. The government contemplated to have a direct railway line from Villa de la Paz to Managua, thus establishing a continuous communication between Managua and Granada.[XXXIV-44]