Vigo in those great galleons for which the English seamen used to lie in wait. On the Atlantic coast there was held once a year a great fair which lasted six weeks, and to which trading folk came by sea from far and wide. Nearly all the manufactured goods which were consumed in Peru and all down the west coast were sold and bought here. Little else broke the monotonous annals of these remote provinces except the exploits of the English sea-rovers who carried on the war of Protestantism against Spain for the benefit of their own pockets. Sir Francis Drake, the least sordid and most gallant among them, began his exploits by establishing himself in a creek on the Atlantic side of the Isthmus, and thence took Nombre de Dios with a ridiculously small force, and laid ambushes for the silver-carrying mule trains that crossed from Panama, raiding at intervals such Spanish ports as his small force enabled him to capture. In one early expedition, he climbed a tree on a hilltop, and seeing the Pacific from it, fell on his knees and prayed God to give him life till he could sail upon that sea in an English ship – a prayer which was amply fulfilled when he issued from the Straits of Magellan and ravaged the coasts of Peru in 1578. In the last of all his cruises it was in his ship off Puerto Bello that he died in 1596. Eighty years later, Morgan, the famous English buccaneer, gathered a large force of adventurers and seafaring ruffians, crossed the Isthmus by sailing in small boats up the Chagres and thence after a short land journey falling upon Panama, which he took and pillaged, bringing back his booty to the Caribbean Sea. The city was burned, whether by him or by the Spaniards remains in doubt, and thereafter it lay deserted.
Thirty years after Morgan's raid the commercial possibilities of the Isthmus fascinated a Scotsman who had more than the usual fervour and less than the usual caution of his nation. William Paterson, the founder of the Bank of England, led a colony, chiefly composed of Scottish people, and well supplied with Scottish ministers, to a place near Acla in the Gulf of Darien, on the Atlantic side of the Isthmus, one hundred miles southeast of Colon, meaning to make it a great centre of trade over both oceans. They went out, however, imperfectly equipped and ignorant of climatic conditions. Many perished from disease; King William III gave them no support; the Spaniards at last attacked and compelled the surrender of the few who remained. Thereafter nobody disturbed the subjects of the Catholic king. New Panama, planted in a better site where the roadstead is a little deeper, although too shallow for the ocean liners of our own day, continued to enjoy a certain prosperity as the gateway to all western South America, for there was and could be no land transit through the trackless forests and rugged mountains that lie along the coast between the Isthmus and the Equator. But the decline and decay of the colonial empire of Spain under the most ill-conceived and ill-administered scheme of government that selfishness and stupidity ever combined to devise, steadily reduced the importance of the city. Nothing was done to develop the country, which remained, outside Panama and a few other ports, an unprofitable solitude. Neither did the extinction of the rule of Spain, which came quietly here because the local governor did not resist it, make any difference. Occupied with domestic broils, the new republic, first called New Granada and now Colombia, had not the capital nor the intelligence nor the energy to improve the country or develop the commercial possibilities of the Isthmus. This was a task reserved for children of the race which had produced Drake and Morgan.
Thus we come down to the events which have given Panama its present importance. In 1846 Mexico was forced to cede to the United States, as the price of peace, the territories which now constitute the States of California, Nevada, Arizona, and New Mexico. Soon afterwards gold was discovered in California, and a great inrush of settlers followed. There was urgent need for some shorter and safer route to San Francisco than the voyage round Cape Horn or the waggon trail over plains and mountains from the Missouri. Three enterprising Americans obtained in 1848 a concession of the right to build a railway across the Isthmus. The line was opened in 1855, and had, till taken over by the United States government, paid higher dividends continuously (an average down to 1895 of about 15 per cent per annum) than any other line in the world. Being exposed to no competition, it could charge what fares it pleased. A better service of passenger steamers began to run from Panama southward as well as northward; and thenceforward, despite its deadly climate, the Isthmus became a world highway. Though the subsequent opening of railroads across the North American continent reduced the passenger traffic from the eastern United States to California via Panama, the goods or freight traffic continued; and as trade to western South America increased, so the old idea of constructing an interoceanic canal took more definite shape and led to the propounding of scheme after scheme. Finally, in 1878, the success which Ferdinand de Lesseps had achieved at Suez encouraged him to form a company in France to make a sea-level waterway through the Isthmus. This company, formed without sufficient preliminary investigation of the conditions and the cost, collapsed in 1889, having exhausted its funds. A second one, formed in 1894 to resume and complete the enterprise, failed in its turn, after spending many millions, and in 1904 transferred all its rights and interests, together with its plans and its machinery, to the United States government, who, after about two years usefully spent in examining the problem they had to face, began in 1907 that effective work of digging and lock-building which they expect to complete in 1913. They had for some time been trying to obtain a grant from the republic of Colombia of the strip of land required for the excavation of the Canal, but could not secure terms which they thought reasonable. Then, in 1903, a revolt took place at Panama against the authority of Colombia, and the new republic of Panama, which forthwith emerged, gave to the United States a perpetual lease of a strip of ten miles wide, being the space through which the purposed canal was to run. This strip – now called the Canal Zone – is forty-five miles long, with an area of about 448 square miles. The United States Government is practically supreme in it, – though it has been held not to be a part of the United States for the purposes of the Constitution, – and rules it by a Commission under the War Department, being also owner of more than two-thirds of its surface. In return for the lease it has paid a large sum to the little republic and guaranteed its independence. With the strip it has also acquired four small islands, deemed valuable strategically, which lie a little way off the shore opposite the Pacific end of the Canal. They are now to be fortified to protect the approach. The colonial city, with its picturesque fort looking out over the sea, its pretty little plazas planted with trees, its winding old-fashioned streets and big dark churches, stands within the Canal Zone, but is administered by its own government, being the capital of this smallest of all the South American republics. The poorer classes occupy themselves with fishing and sitting in the shade, the upper classes with politics. There is hardly any cultivated land near, but it is hoped that on the high undulating ground some miles to the west the cultivation of vegetables and fruits and whatever else passing vessels may need will presently be established.
Of the Canal itself a few words must now be said, just enough to convey some preliminary general notion of it to those who two years hence, when the time for its formal opening arrives, will be deluged with details.
It will be fifty miles in length, from deep water to deep water, though only forty from tide-end to tide-end. The minimum bottom width will be three hundred feet, the minimum depth forty-one feet, the breadth and depth being, however, for the larger part of its length, greater than these figures. Its highest point above sea-level will be eighty-five feet at the surface of the water and forty feet at the bottom, the depth at this point being forty-five feet; i. e. it will be cut down through the dividing ridge of the Continent to a point forty feet above the two oceans.
The simplest way to realize its character is to consider it as consisting of four sections which I will call (a) the Atlantic Level, (b) the Lake, (c) the Cutting, and (d) the Pacific section (in two levels separated by a lock). The Atlantic Level is a straight channel, unbroken by locks, of eight miles, from deep water at the mouth of the shallow Bay of Limon, a little west of Colon, to Gatun, where it reaches the valley of the Chagres River. Now the Chagres River had always been reckoned as one of the chief difficulties in the way of making a canal. It occupied the bottom of that natural depression along which all surveyors had long ago perceived that any canal must run. But the difficulty of widening and deepening the river channel till it should become a useable canal, was a formidable one, because in the wet season the river swells to an unmanageable size under the tropical rains, sometimes rising over forty feet in twenty-four hours. This difficulty was at last met and the stream ingeniously
