Before there was talk in the United States about a highway to span the full length of the American hemispheres, there was talk (as far back as the 1880s and even earlier) of a Pan-American railroad to make a direct connexion with its continental neighbours. This ultimately came to nothing but the idea of a Pan-American highway caught on in the 1920s. With the US pushing the proposal, the 6th International Conference of American States gave its approval in 1928.

ყą۷ıʑą (℘ɧơɬơ: ɛҳ℘ɛཞɬ ۷ąɠąცơŋɖ) 

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Once work got started in the mid-Thirties on the first section of the highway—3,400 miles, connecting México to Panama1⃞—progress was slow due to multiple factors – disruption of war, the availability of money (the project increasingly depended on the injection of American funding), diplomatic issues, the problem of getting governments to cooperate. While México built and financed its own part of the section (opened 1950), the smaller Central American states required US aid to complete their’s (opened 1963)…and even then the Chepo to Yaviza (the Panama terminus point) stretch, a distance of 139 miles, took 20 years to build [Miller, Shawn W. “Minding the Gap: Pan-Americanism’s Highway, American Environmentalism, and Remembering the Failure to Close the Darién Gap.” Environmental History 19, no. 2 (2014): 189–216. http://www.jstor.org/stable/24690556.].

Road trippers on the PAH who make it as far as Yaviza find that the highway comes abruptly to an end where it meets to the Darién Gap, 66-mile strip of largely impenetrable jungle, rainforest, swamp and marsh land. If motorists want to continue on the PAH they must ship their vehicle by cargo ferry to Turbo (in northern Columbia) where the Highway resumes.

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Natural barriers of the Gap
American road builders faced a Herculean task in attempting to construct a road across the Gap. Geography and climate were a constant impediment…swamps and jungles and incessant seasonal rain produced unstable soils, making highway construction in Darién virtually an engineering “mission impossible”. Compounding the extreme topographical landform were the inherent dangers from jaguars, snakes and other poisonous creatures. Topping it off, Darién Gap’s “no man’s land” status, outside of any controlling authority, made it a haven for dangerous anti-government groups (Columbian drug cartels, leftist (FARC) guerrillas, right-wing paramilitaries).

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Environmental focus
Later problems upped the degree of difficulty for the road builders. From the early Seventies they started to get a lot of heat from environmental groups. The California-based Sierra Club waged a successful campaign against the highway, raising environmental and health issues. Opponents of the road argued that it would cause irreparable harm to a sensitive area, eco-system damage, deforestation, pose biological threats and spread tropical diseases, and they were aided by the recent passage of US environmental impact laws.

Further thwarting the road builders’ plans was the realisation that the deeper threat of adverse change was not the building of a road through the Darién Gap per se. Establishing road infrastructure in the Gap would bring a raft of unwelcome by-products. Transportation access would facilitate the incursion of loggers, ranchers, farmers, cattle grazers, poachers of wild animals. Moreover, the highway would spawn the construction of many secondary roads throughout the Gap. The Sierra Club also voiced concerns for the culture of the area’s indigenous native communities—the Kuna, Emberá and Wounaan tribes—to safeguard their right to protection of their homeland (Miller).

Once the construction work on the Darién Gap actually commenced, the Atrato River Basin with its swampy wetlands proved a monumental stumbling block, the idea to build a very long bridge over it was eventually jettisoned after the failure to locate a solid earth foundation.

While the nature of the environment and taking into account the effect on local indigenous cultures were impediments to the Darién construction project’s progress, the crucial factor in the anti-highway legal case was the threat of foot-and-mouth disease being transmitted north from South America, sufficient for US federal judges to shut down highway construction for nearly two decades. The Sierra Club’s key argument was that “the Gap served as an essential prophylactic against dangerous microbes” (Miller).

Dariénistas
The absence of a road across the Darién Gap has never stopped adventurers (labelled Dariénistas) from trying to navigate vehicles over its forbidding terrain. A host of adventure junkies have attempted it with only a small number succeeding. The first automobile expedition to make it entirely overland used specialised vehicles and relied on winches, levers and help from indigenous peoples, a journey taking over two years to travel just 125 mi (Miller).

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“America’s greatest foreign development project”
Today, the PAH is somewhat of a sleeper among American history topics (with a negligible output of books on the subject cf. prolific number of narratives on that other great American enterprise overseas, the Panama Canal). A few historians recently have drawn attention to its largely-overlooked importance – at a time when America was still engaged in its official isolationist stance in foreign affairs, the PAH during the interwar period was the US’s largest global development project…more remarkedly FD Roosevelt allocated the money to kickstart the Central American highway project from New Deal funds during the Great Depression![Maureen Harmon, ‘The Story of the Pan-American Highway’, Pegasus, Summer 2019, www.ucf.edu]. US motives were mixed, PAH (together with the earlier Panama Canal project) is where “the ideals of Pan-Americanism intersected with an expansionist compulsion (by America) to reach new, foreign markets” Eric Rutkov, The Longest Line on the Map: The United States, the Pan-American Highway, and the Quest to Link the Americas, (2019)]. This duality runs through the history of the Highway…promoted as an example of good neighbourly cooperation and mutual advantage by successive American presidents, the blatant self-interest of the US was transparent. Making such a supra-state highway a reality was necessary to expand the lucrative market for American automobiles. The proposal by Washington to build the PAH came at a time (1920s) when the US was the dominant global force in motor vehicle production. The PAH from the American perspective was primarily about the selling of the country’s automobiles…and having the road infrastructure in place was the precondition for US automakers to reap the sales bonanza to come2⃞(Miller).

℘ɧơɬơ: ۷ıʂıɬƈɛŋɬཞơáɱɛཞıƈą.ƈơɱ 

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Endnote: “Tricky Dicky” Nixon, fan of the Pan-American Highway
Richard Nixon made the PAH something of a personal project, first as vice-president he talked Eisenhower into boosting American funding for the project. “Cold warrior” Nixon saw its construction as good for regional stability and a way of guarding against the spread of communism in the Americas. As president Nixon got behind efforts to bridge the Darién Gap, even (unrealistically) calling for its completion by 1976.

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1⃞ known locally as the Inter-American Highway
2⃞ in the Seventies the US government cloaked its over-the-top endorsements of the PAH project in the guise of highway safety education programs