The enterprise. [volume] (Harlem, Mont.) 1899-1926, 1912-12-12

be very much reduced Private in
terests seeking permits to build water
power dams in navigable streams
usually urge that they thus improve
navigation, and that If they do not
impair navigation they should be al
lowed to take for themselves the en-
tire profits of the water-power de-
velopment. Whatever they may do
by way Of relieving the government
of the expense of improving naviga-
ton should be given due considera-
ton, but it must be apparent that
there may be q profit beyond a rea-
sonably liberal return upon the pr1-
vate investment which is a potential
asset Of the government In carrying
out q comprehensive policy Of water
way development. 1t is no objection
to the retention and use Of such an
asset by the government that COM
prehensive waterway policy Will In
clude the protection and development
of the other public uses of water,
which cannot and should not be ig-
nored in making and executing plans
for the protection and development Of
navigation 1t is also equally clear
that inasmuch as the water power
thus created is or may be an incident
Of general scheme of waterway I'M
provement within the constitutional
| jurisdiction of the federal govern
| ment, the regulation of such water
power lies also within that jurisdfc-
! ton In my opinion constructive
| craftsmanship requires that leglsla-
| ton should be enacted which will per-
NIT the development of navigation III
| these great rivers to go hand IN hand
with the utilization Of this by-product
of water power, created in the course
Of the same Improvement, and that
tie general dam act should be SO
amended as to make this possible. l
deem it highly important that the ma
| ton should adopt a consistent and
| harmonious treatment of these water
power projects, which will preserve
for this purpose their value to the
government, whose right it is to grant
the permit Any other policy is equiv
alent to throwing away most val
| liable national asset.
The Panama Canal
During the past year the work OF
construction upon the canal has pro,
crossed most satisfactorily. About
81 per cent of the excavation work has
been completed, and more than SO per
cent of the concrete for all the locks
Is in place. In view Of the great in
terest which has been manifested as
to some slides in the Culebra Cut,
am glad to say that the report OF Col
Goethals should allay any apprehen
sion on this point. 1t is gratifying tc
note that none of the slides which oc
Cured during this year would have in
terfered with the passage of the ships
had the canal in fact, been in opera
ton, and when the slope pressureF
will have been finally adjusted ant
the growth of vegetation will minimize
erosion in the banks of the cut, the
slide problem will be PRACTICAL.
solved and an ample stability assured
for the Culebra Cut.
Although the official date of thu
opening has been set for January l
1915, the canal will, in fact, from
present indications, be opened TO
shipping during the latter half of 1913
No fixed date can as yet be set, bu
shipping interests will be advised a
soon as assurances can be given tina
vessels can pass through without ur
necessary delay.
Recognizing the administrative prot
| re tho
congress in the act of August "a, l9l-
has made admirable provisions TO
/ executive responsibility in the contro
of the canal and the government c
, the Canal Zone. The problem of mos
, efficient organization is receiving care
full consideration, so that a scheme {
organization and control best adapte
to the conditions OF the canal may 3
formulated and put in operation as e.
: peditiously as possible. Acting undo
, the authority conferred on me by col
: gross, | have, by executive proclam'
: ton, promulgated the following sche'
: ule Of tolls for ships passing throug
: the canal, based upon the thoroug
l report of Emory r. Johnson, specl'
| CO1uullSBlOucl VA llSL anu SOAAo'
/. On merchant vessels carryin
passengers or cargo, $1.20 per net We
sci ton-each 100 cubic feet--of actu
capacity.
2. On vessels in ballast witho
s passengers or cargo, 40 per cent lie
O than the rate Of tolls for vessels wi
r passengers or cargo.
r 9. Upon naval vessels, other thu
y transports, GOLFERS, hospital ships, al
l. supply ships, so cents per displac
u ment ton.
y 4. Upon army and navy transport
g GOLFERS, hospital ships, and supp
h ships, $1.20 per net ton, the vesse
It to be measured by the same rules
It are employed in determining the n
q tonnage of merchant vessels.
If Rules for the determination of tt
If tonnage upon which toll charges a
D. based are now in course Of prepal
e. tion and will be promulgated in q