Such were the views promulgated at the beginning of this century, but nothing was done until about 1850, when the pressure of circumstances again brought the isthmus into note.
Darien and Panama are in the Republic of New Granada, but north of these come the small states of Costa Rica, Nicaragua, Honduras, San Salvador, and Guatemala. All of these are inhabited by true Americans—native races who have to a considerable extent absorbed the slight admixture of European blood introduced by their conquerors. Some places are so inaccessible as to be virtually outside the pale of civilisation. The roads are nothing but mule tracks, full of quagmires where the animals have to wade up to their girths in mud—in fact, little better than the paths so well described by Lionel Wafer. The rivers are numerous, and, on account of the heavy rainfall, their currents are very strong, and all the more dangerous from the numerous sandbanks and rapids which obstruct their course. Since the states gained their independence they have passed through so many changes of government that at the beginning hardly a month passed without a revolution in one or the other. This went on until 1848 without interference from outside, but with the discovery of gold in California came an invasion of ruffians of all nations.
The old freebooters almost seemed to have come to life again. Hardy adventurers from all parts of the world rushed off to the new "El Dorado," woke the sleepy Nicaraguans on the San Juan river, and roused the people of Chagres. Over the isthmus of Panama or through the Nicaragua lake they flocked by thousands, necessitating the establishment of Transit Companies to provide them with mules, boats, and steamers. The easiest, although longest, route was through Nicaragua, which was controlled by the Vanderbilt Company, and during the time the "rush" lasted they took over two or three thousand per month. The Company had steamers on the lake to meet the throng of diggers as they arrived, and they passed through at regular intervals like a tide. The overland part of the route presented a strange spectacle, with their pack mules and horses. Men of all nationalities, armed with pistols and knives, which they were prepared to use on the Greasers (natives) at the slightest provocation, put these altogether in the background. A traveller has spoken of them as a string of romantic figures that could not be matched in any other part of the world. Some glowed with fervent passion, as if on fire, others were hard, cold, and rugged as the rocky passes they traversed, while a few were worn, old, and decaying, under the effects of the hardships and reverses of their stormy existence. Every line in their faces had a meaning, if it could only have been interpreted, telling of sin and suffering—of adventures more terrible than were ever portrayed by the pen of the romantic writer, and of experiences as fascinating as they had been dangerous.
Among the results of this rush through Nicaragua was the expedition of William Walker, the great filibuster of this century. With fifty-five men he went forth from California to conquer Central America, and in the end nearly succeeded. He got himself elected President of Nicaragua, but ultimately raised such a storm that he was brought to bay by some forces from Honduras and Costa Rica, and had to surrender to the captain of a British man-of-war, by whom he was handed over to his enemies to be shot.
With this wonderful traffic across the isthmus arose the old canal schemes, as well as a new one for a railway. Easy and rapid transit must be obtained in some way or other, and this time being in the age of steam, it naturally followed that the project for a railway gained immediate support. It was commenced in 1850, at which time the terminus on the Gulf side was settled, and the foundations of the new town of Aspinwall or Colon laid a few miles east of Chagres. The difficulties were enormous, on account of the marshy ground and the number of rivers to be crossed. The wooden bridges were almost immediately attacked by wood ants, floods carried away the timbers, but more distressing than all was the loss of life through sickness. Chinese labourers were imported in great numbers, only to fall victims to the same deadly climate which had given Porto Bello and the isthmus generally their evil reputation. However, the railway was completed in 1864, at the enormous cost of $7,500,000, although its length is only 47½ miles. Thus one part of the great project was carried out, and a good road provided for passengers and light goods, the annual value of which latter is now about £15,000,000.
But those in favour of a canal were not sleeping all this time. The old routes were again mooted, that through Lake Nicaragua being put down at 194 miles in length, while the other, since known as the Panama, was only 51. Dr. Edward Cullen, however, in 1850 went out and made some surveys, with the result that he advocated the old Darien line as the shortest and most practicable. He would start from the same Port de Escoces that witnessed the downfall of William Paterson's scheme, and which he said was a most commodious harbour for the terminus of a canal. The isthmus was here only 39 miles across, and free from many of the difficulties which beset the other routes.
As a result of Dr. Cullen's reports, in 1852 it was proposed to establish "The Atlantic and Pacific Junction Company," with a capital of fifteen millions sterling. The prospectus stated that the period had arrived when the spread of commerce and the flow of emigration to the western shores of America, Australasia, and China, demanded a passage more direct than those by way of the Cape of Good Hope and Cape Horn. Various projects had been formed for uniting the two oceans, but all these were open to the objection that they fell short of supplying a continuous channel from sea to sea, for vessels of all dimensions, by which alone transhipment could be obviated. Sir Charles Fox, Mr. John Henderson, Mr. Thomas Brassey, and Dr. Cullen had received a concession of territory from New Ganada to the extent of 200,000 acres, on condition that a deposit of £24,000 be made within twelve months. It was believed that the work could be completed for twelve millions.
The Times spoke disparagingly of the new Company, and this probably prevented its acceptance by the financial world. The line, it said, had not been actually surveyed, but only superficially examined, and, after all, if it were finished, it could only come into competition with the Nicaragua Canal, every foot of which had been the subject of precise estimates, and which would only cost four millions. Several letters from the projectors and supporters of the Company followed, with other leaders, the result being that the Darien Canal never went beyond a project. Presently also the rush for California abated, and the railway met the wants of the passengers; all the canal schemes were therefore again shelved for a time.
Then came an almost Utopian project for a ship railway, the cars of which would run down into the water, take up the largest vessel, and carry it over without trouble or difficulty. This met with little encouragement, and was soon dropped.
In 1879 Ferdinand de Lesseps, who had achieved such a glorious success with the Suez Canal, took up the matter of a canal between the two oceans, and summoned a congress of savants, engineers and seamen, to inquire into and discuss the questions of its possibility, and of the most suitable place for its excavation. A number of projects were considered, among them that of Dr. Cullen, brought forward by M. de Puydt, which, however, did not receive much attention, as there was a difference of opinion as to the reliability of the figures.