Here are a few excerpts from a book I recently read, "The Path Between the Seas: The Creation of the Panama Canal, 1870-1914," by David McCullough.
The truth is that all the canal projects proposed, every cost estimated, irrespective of the individual or individuals responsible, were hopelessly unrealistic if not preposterous. Every supposed canal survey made by mid-century was patently flawed by bad assumptions or absurdly inadequate data. Assertions that the task would be simple were written by fools or by men who either had no appropriate competence or who, if they did, had never laid eyes on a rain forest.
The idea of digging down to sea level was thoroughly unrealistic if one understood the terrain and ought to be discarded without further fuss. Those who talked of diverting the Chagres River in some fashion were sadly misinformed and deceiving themselves. They were allowing the triumph at Suez to distort their capacity to see things for what they were. Suez and Panama must not be regarded as comparable, he said. The environmental conditions were opposite in the extreme. “At Suez there is a lack of water, the terrain is easy, the land nearly the same level as the sea; in spite of the heat, it is a perfectly healthy climate. In tropical America, there is too much water, the terrain is mostly rock, the land has considerable relief, and finally the country is literally poisoned.” To act in the same manner in places of such opposite character, he declared, would be to “outrage nature” instead of to benefit by it, “which is the primary goal of the engineer.”
Roosevelt, however, looked upon the canal quite differently than de Lesseps had, differently, in fact, than nearly everyone. It was very well for others to talk of it as the dream of Columbus, to call it a giant step in the march of civilization, or to picture as de Lesseps so often had its immeasurable value to world commerce. Roosevelt was promoting neither a commercial venture nor a universal utility. To him, first, last, and always, the canal was the vital—the indispensable—path to a global destiny for the United States of America. He had a vision of his country as the commanding power on two oceans, and these joined by a canal built, owned, operated, policed, and fortified by his country. The canal was to be the first step to American supremacy at sea.
Others in the Cabinet fell into line, without apparent qualm, nor with anything approaching Roosevelt’s solemn air of righteousness. Attorney General Knox, having been asked by Roosevelt to construct a defense, is said to have remarked, “Oh, Mr. President, do not let so great an achievement suffer from any taint of legality.” At another point, during a Cabinet meeting, Roosevelt talked of the bitter denunciations in the press, then entered into a long, formal statement of his position.
When he had finished, the story goes, he looked about the table, finally fixing his eye on Elihu Root. “Well,” he demanded, “have I answered the charges? Have I defended myself?” “You certainly have, Mr. President,” replied Root, who was known for his wit. “You have shown that you were accused of seduction and you have conclusively proved that you were guilty of rape.”
Sailing days for Panama were occasions remembered for years afterward, with thousands of women gathered at the wharf to bid the men farewell. “I never saw so many Negro women in my life,” wrote the correspondent. “All of them in their gayest Sunday clothes, and all wailing at the top of their voices.” Royal Mail steamers sailed with every inch of space occupied, the number on board generally averaging seven or eight hundred. The nearly twenty thousand men recruited at Barbados during the years of construction represented 10 percent of the island’s population and approximately 40 percent of all the adult males. Virtually every able-bodied man went off to build the Panama Canal and the money they sent home to the island was something over $300,000 a year.
But it was also in the closing years of the task that the great locks took form for all to see and they were the most interesting and important construction feats of the entire effort. They were the structural triumphs at Panama. In their overall dimensions, mass, weight, in the mechanisms and ingenious control apparatus incorporated in their design, they surpassed any similar structures in the world. They were, as was often said, the mighty portals of the Panama Gateway. Yet they were something much more than monumental; they did not, like a bridge or a cathedral, simply stand there; they worked. They were made of concrete and they were made of literally thousands of moving parts. Large essential elements were not built, but were manufactured, made in Pittsburgh, Wheeling, Schenectady, and other cities. In a very real sense they were colossal machines, the largest yet conceived, and in their final, finished form they would function quite as smoothly as a Swiss watch. They were truly one of the engineering triumphs of all time, but for reasons most people failed to comprehend.
Theodore Roosevelt never returned to Panama; he never saw the Panama Canal. The passage of the Pacific fleet through the locks in 1919 took place seven months after his death. Nor did he live to see the United States pay Colombia an indemnity of $25,000,000 (in 1921) for the loss of Panama, a move that had been initiated during the Wilson Administration, much to Roosevelt’s fury.
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