Gilpin observer., 1912-12-12

quickly effected on the one hand, and,
ON the other, that the burden on the
general taxpayers Of the country will
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 II they do not
impair navigation they should be al
lowed to take for themselves the en-
tire profits of the waterpower 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 1t must be apparent that
there may be a profit beyond rea-
sonably liberal return upon the pri-
vate investment which is potential
asset of the government in carrying
out comprehensive policy Of water
way development. 1t is no objection
to the retention and use Of such an
asset by the government that COM
prehenslve 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 jurisdic-
ton. In my opinion constructive
craftsmanship requires that legisla-
ton should be enacted which will per
NIT the development Of navigation in
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
the general dam act should be 80
amended as to make this possible. l
deem it highly important that the ma
ton should adopt consistent and
harmonious treatment of these water
power projects, which will preserve
for this purpose their value to the
government, whose right 1t 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-
gressed most satisfactorily. About
81 per cent Of the excavation work has
been completed, and more than 90 per
0f 70 oil ho q
ts in place. In view of the great in
terest which has been manifested as
to some slides in the Culebra Cut, l
| am glad to say that the report OF Col
Goethals should allay any apprehen-
sion on this point. 1t is gratifying to
! 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 pressures
will have been finally adjusted and
the growth of vegetation will minimize
erosion in the banks of the cut, the
slide problem will be practically
solved and an ample stability assured
| for the Culebra Cut.
Although the official date Of the
opening has been set for January l.,
1915, the canal will, in fact, from
present indications, be opened for
| shipping during the latter half Of 1913
| No fixed date can as yet be set. but
shipping interests will be advised as
soon as assurances can be given that
vessels can pass through without un-
necessary delay.
Recognizing the administrative prob
| lem in the management OF the canal.
| congress in the act OF August "a, 1912.
has made admirable provisions for
/ executive responsibility in the control
of the canal and the government of
| the Canal Zone. The problem Of most
efficient organization Is receiving care
full consideration, SO that a scheme OF
organization and control best adapted
| to the conditions of the canal may be
formulated and put in operation as ex-
| peditiously as possible. Acting under
the authority conferred on me by con-
gress, I have, by executive proclama-
ton, promulgated the following sched-
ule of tolls for ships passing through
the canal, based upon the thorough
report Of Emory r. Johnson. special
commissioner on traffic and tolls:
1. On merchant vessels carrying
passengers or cargo $1.20 per net YES
sci ton-each 100 cubic feet--of actual
| capacity.
2. On vessels In ballast without
passengers or cargo. 40 per cent less
| than the rate of tolls for vessels with
passengers or cargo.
g. Upon naval vessels. other than
transports, colliers. hospital ships. and
supply ships, so cents per displace-
ment ton.
4. Upon army and navy transports,
colliers, hospital ships. and supply
ships. $1.20 per net ton, the vessels
to be measured by the same rules as
are employed In determining the net
| tonnage of merchant vessels.