chapter 15._

For an account of the Indian tribes of the Pampas.

See AMERICAN ABORIGINES: PAMPAS TRIBES.

PAMPELUNA: Siege by the French (1521).

See NAVARRE: A. D. 1442-1521.

PAMPTICOKES, The.

See AMERICAN ABORIGINES: ALGONQUIAN FAMILY.

PAN-AMERICAN CONGRESS, The.

See UNITED STATES OF AMERICA: A. D. 1889-1890.

PAN-HANDLE, The.

See VIRGINIA: A. D. 1779-1786.

PAN-IONIC AMPHICTYONY.

See IONIC AMPHICTYONY.

----------PANAMA: Start--------

PANAMA: A. D. 1501-1502. Discovery by Bastidas. Coasted by Columbus.

See AMERICA: A. D. 1498-1505, and 1500.

PANAMA: A. D. 1509. Creation of the Province of Castilla del Oro. Settlement on the Gulf of Uraba.

See AMERICA: A. D. 1509-1511.

PANAMA: A. D. 1513-1517. Vasco Nuñez de Balboa and the discovery of the Pacific. The malignant rule of Pedrarias Davila.

See AMERICA: A. D. 1513-1517.

PANAMA: A. D. 1519. Name and Origin of the city.

Originally, Panama was the native name of an Indian fishing village, on the Pacific coast of the Isthmus, the word signifying "a place where many fish are taken." In 1519 the Spaniards founded there a city which they made their capital and chief mart on the Pacific coast.

_H. H. Bancroft, History of the Pacific States, volume 1, chapters 10-11 and 15._

PANAMA: A. D. 1671-1680. Capture, destruction and recapture of the city of Panama by the Buccaneers.

See AMERICA: A. D. 1639-1700.

PANAMA: A. D. 1688-1699. The Scottish colony of Darien.

See SCOTLAND: A. D. 1695-1699.

PANAMA: A. D. 1826. The Congress of American States.

See COLOMBIAN STATES: A. D. 1826.

PANAMA: A. D. 1846-1855. American right of transit secured by Treaty. Building of the Panama Railroad.

See NICARAGUA: A. D. 1850.

PANAMA: A. D. 1855. An independent state in the Colombian Confederation. Opening of the Panama Railway.

See COLOMBIAN STATES: A. D. 1830-1886.

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PANAMA CANAL. PANAMA SCANDAL.

"The commencement of an undertaking [projected by Count Ferdinand de Lesseps, the builder of the Suez Canal] for connecting the Atlantic and Pacific oceans, through the Isthmus of Panama, was a natural result of the success achieved by the Suez Canal. Various sites have been proposed from time to time for the construction of a canal across the Isthmus, the most northern being the Tehuantepec route, at a comparatively broad part of the Isthmus, and the most southern the Atrato route, following for some distance the course of the Atrato River. The site eventually selected, in 1879, for the construction of a canal was at the narrowest part of the Isthmus, and where the central ridge is the lowest, known as the Panama route, nearly following the course of the Panama Rail way. It was the only scheme that did not necessarily involve a tunnel or locks. The length of the route between Colon on the Atlantic, and Panama on the Pacific, is 46 miles, not quite half the length of the Suez Canal; but a tide-level canal involved a cutting across the Cordilleras, at the Culebra Pass, nearly 300 feet deep, mainly through rock. The section of the canal was designed on the lines of the Suez Canal, with a bottom width of 72 feet, and a depth of water of 27 feet, except in the central rock cutting, where the width was to be increased to 78¾ feet on account of the nearly vertical sides, and the depth to 29½ feet. … The work was commenced in 1882. … The difficulties and expenses, however, of the undertaking had been greatly under–estimated. The climate proved exceptionally unhealthy, especially when the soil began to be turned up by the excavations. The actual cost of the excavation was much greater than originally estimated; and the total amount of excavation required to form a level canal, which had originally been estimated at 100 million cubic yards, was subsequently computed, on more exact data, at 176½ million cubic yards. The preliminary works were also very extensive and costly; and difficulties were experienced, after a time, in raising the funds for carrying on the works, even when shares were offered at a very great discount. Eventually, in 1887, the capital at the disposal of the company had nearly come to an end; whilst only a little more than one-fifth of the excavation had been completed. … At that period it was determined to expedite the work, and reduce the cost of completing the canal, by introducing locks, and thus diminish the remaining amount of excavation by 85 million cubic yards; though the estimated cost, even with this modification, had increased from £33,500,000 to £65,500,000. … The financial embarrassments, however, of the company have prevented the carrying out of this scheme for completing the canal; and the works are at present [1891] at a standstill, in a very unfinished state."

_L. F. Vernon-Harcourt, Achievements in Engineering,