100 Years of Shipping through the Isthmus of Panama by Dr. Timothy]. Runyan n August 1914 one of the greatest achievements in the history of engineering was opened. The Panama Canal -a passage between the oceans that had been dreamt of since Vasco Nunez de Balboa had first crossed the Isthmus and sighted "the Sea of the South" 400 years earlier-was hailed as one of the Wonders of the Modern World. But the applause was muted. August 1914 was also when Europe collapsed into the Great War, and that terrible event overshadowed the Canal by far. Even so, the success of the Canal builders has shaped the history and economy of the world for the last century. The demand for a canal across Panama had been spurred by American westward expansion, the California and Alaskan gold rushes and the uncertainties and expense of conducting trade between the American east coast and Asia. New York to San Francisco via Cape Horn is about 13,000 miles by ship. Demand for an easy and economical passage that avoided the perils and expense of the passage around Cape Horn was high enough that it inspired dozens of schemes to move people and goods across the narrow barrier of Central America. First, in 1855, a railroad was constructed across Panama that enabled passengers and their goods to be hauled over the mountainous ridge separating the coasts-saving nearly two-thirds of the distance of the journey around South America. Constructing the railway was an enormous engineering challenge. In the end, it took more than five years to build, at six times the estimated cost. Still, coupled with the advent of reliable steam ships that could move against wind and current, journeys to the American west coast or elsewhere in the Pacific became more predictable and affordable. The railroad attracted thousands to head west via Panama. As efficient as the rail link might be, however, the dream of creating a canal that would permit vessels to cross the Isthmus of Panama without the time and expense of unloading and reloading continued. The
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vision of such a canal had never been far from mariners' minds since Balboa first crossed Panama in 1513. But serious consideration for the placement of a canal often focused, not on the Panama route, but on Nicaragua. The Panamanian alternative was effectively blocked by Panama's position as a Spanish colony. So the N icaragua route was the one picked by wealthy investor Cornelius Vanderbilt and his partners. Once Colombia (which included Panama and was known as the Republic of New Granada) gained independence from Spain, Panama came into play. New Granada opened bidding for land to build a canal in 1834-but rival European bidding and complications from existing treaties stymied any progress. While a railroad could be built privately with US money, a canal required international treaties and government involvement. In the end, it was the French who won permission to start construction. The chief engineer, Ferdinand De Lesseps, had made his name as the man who built the Suez Canal. Raised in the upper ranks of society, the son of a French diplomat, he showed great promise in school and attended the greatest engineering school of the day, the Ecole Polytechnique. Serving in the diplomatic corps in Egypt and looking for an opportunity, he managed to befriend ruler Muhammed Said, who was looking for a "big project." De Lesseps
persuaded Said that he should build the Suez Canal and that De Lesseps was the man to do it. He further argued it should be built at sea level with no locks. De Lesseps went on to manage the complications of funding as well as construction. When the canal opened in November 1869, it instantly became a wonder of the world. (De Lesseps himself was clearly a man of remarkable energies. Within days of the opening of the Suez Canal, the 64-year-old widower married the 20year old daughter of a wealthy friend and went on to father 6 sons and 6 daughters with her.) When the prospect of a canal linking the Atlantic and Pacific came to the fore in Europe, De Lesseps wanted the job. He proposed the Panamanian Canal be built at sea level-like the Suez. Many engineers objected-pointing out that Egypt was flat and sandy, while Panama was rocky and mountainous jungle. More through force of will than engineering acumen, De Lesseps prevailed. The digging started early in 1882. From the beginning, the French encountered obstacles that tried the capacities of all. Yellow fever and malaria both took a terrible toll, as did the punishing work in tropical conditions. This was the largest engineering effort since the building of China's Great Wall, and, arguably, Panama was the far
1his 1881 map shows a sea-level Panama Canal, which was first attempted by the French beginning in 1881. 1he French abandoned the effort in 1889. 12
SEA HISTORY 148, AUTUMN 2014