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ed, in the strongest manner imaginable, the propriety of this policy. It was seen from actual experience, that the money wasted in consequence of the want of national improvements, would have been sufficient to construct the chief of those of the most prominent character.

After the war, the spirit of internal improvement again revived. It rose up in the South; and on the 16th of December, 1816, on motion of Mr. Calhoun, a committee was appointed to inquire into the expediency of setting apart the bonus and nett annual profits of the National Bank, as a permanent fund for internal improve ments. On the 23d of the same month, a bill to this effect was reported.

On the 6th of February following, a motion was made to strike out all the first section after the enacting clause, and insert a bill differently expressed, "for the construction of roads and canals, and improving the navigation of water courses, in order to facilitate, promote, and give, security to internal commerce among the several States, and to render more easy and less expensive the means and provisions necessary for the common defence" the fund to be applied to such objects as Congress, with the assent of the States, might direct.

Mr. Calhoun moved to amend the amendment, by striking out the words "with the assent of the States," which being lost, the amendment was carried; and, on the 8th of February, 1817, the bill, as amended, passed the House of Representatives. After being agreed to in the Senate, it was sent for the approbation of Mr. Madison, who, on the 3d of March, 1817, rejected it on constitutional grounds.

On the re-consideration, there was still a majority of the representatives of the people in favor of the bill. This was the last act of Mr Madison's administration. Mr. Monroe being then Secretary of State, and President elect, probably accorded with his predecessor in the rejection of the bill, as, at the next session, the first of his administration, he gave his concurrent opinion in advance, without waiting to hear the arguments of the new Congress. On the 3d of December, 1817, this part of the message was referred to a committee, and on the 15th of December a report was made, in direct contradiction of the sentiments of the President. The resolution which closed it resting the power in question on the assent of the States, it was stricken out, and the House finally resolved, by a majority of 90 to 75, that Congress had power, under the Constitution, to appropriate money for the construction of post roads, military and other roads, and for the improvement of water courses. Motions to amend, by inserting "with the assent of the States," were negatived. Thus, it appears that, on the first opportunity, after the opinions of two Presidents were declared, the representatives of the people independently expressed their own sentiments to the country.

"During the same session, two resolutions were adopt ed-one directed to the Secretary of War, and the other to the Secretary of the Treasury, of nearly the same import, requiring them to report to the next session a plan for the application of such means as are within the power of Congress to the purpose of opening and improving roads, and making canals, together with a statement of the un dertakings of that nature, which, as objects of public improvement, may require and deserve the aid of the Government; and, also, a statement of works, of the nature above mentioned, which have been commenced; the progress which has been made in them, the means and prospect of their being completed; the public improvements carried on by States, or by companies or incorporations which have been associated for such purposes, to which it may be deemed expedient to subscribe or afford assistance; the terms and conditions of such associations, and the state of their funds; and such information as, in the opinion of the Secretary, shall be material in relation to the objects of this resolution."

"Ill health prevented the Secretary of the Treasury from acting on the subject; but the Secretary of War, on the 7th of January, 1819, made an interesting report: A judicious system (he said) of roads and canals, constructed for the convenience of commerce and the transportation of the mail only, without reference to military operations, is itself among the most efficient means for the more complete defence of the United States. Without adverting to the fact that the roads and canals which such a system would require, are, with a few exceptions, precisely those which would be required for the opera tions of war, such a system, by consolidating our Union, increasing our wealth and fiscal capacity, would add greatly to our resources in war. It is in a state of war, when a nation is compelled to put all of its resources in men, money, and skill, and devotion to country, into requisition, that its government realizes, in its security, the beneficial effects from a people made prosperous and happy by a wise direction of its resources in peace.' "But I forbear to pursue this subject, though so interesting, and which, the farther it is pursued, will the more clearly establish the intimate connexion between the defence and safety of the country, and its improve ment and prosperity, as I do not conceive that it constitutes the immediate object of this report."

After many appropriations for the repairs of the Cumberland road, and other acts of Congress manifesting their steady pursuit of this subject, a select committee, in 1822, was raised, which, on the 2d of January, brought in a report, accompanied with a bill to procure the necessary surveys, plans, and estimates, to be made, of the routes of such roads and canals as the President might deem of national importance, in a commercial or military point of view, for the transportation of the mail.

In 1823, it was partially acted on, and, on the 30th of April, 1824, it became a law. The object of this bill was to obtain information, and lay a solid foundation for the improvement of the country by the aid and direct action of the General Government.

Mr. Monroe signed the bill; and, in the same session; he approved of the act authorizing a subscription to the stock of the Chesapeake and Delaware Canal Company.

At this period, Mr. Monroe seems to have yielded to the current of public opinion, as far as is necessary for most practical purposes.

The survey bill was considered as the precursor to all future improvements. Its design was to obtain an accu rate knowledge of the topography of the country, by the examination of scientific men, under the direction of the President, who were to make plans, &c. of such objects as the President should direct, reserving to Congress to select in succession the routes which they might deem the most urgent, and of the highest national importance, to be first executed.

In virtue of this act, many important parts of the coun try have been explored, of whose capacities for improve ment we were ignorant. The spirit of this act accorded with the practice of France and other countries, where every information of this kind is considered valuable, and collected and deposited in their respective bureaux, It was not expected that every survey made should be acted on immediately; many years, it was known, would pass away, before all could be effected. Still, the in formation was desirable, and advantageous to the Union, the States, and individual enterprise; it afforded a store of knowledge, at all times accessible, and free of ex pense.

The proceedings of the engineers produced effects of salutary importance. They were every where welcom ed: States were awakened from their lethargy; and, a ed by the science of which they were in possession,co.m panies arose, to whom they imparted their valuable as

Report on Internal Improvement.

sistance, and the people became inspired with a desire of enjoying the natural advantages of their country,and, in accordance with this spirit, were acting with increased animation in the promotion of its best interests.

[21st CoNG. 2d SESS.

The committee are aware of no instance in which Con

gress can distribute money generally among the States, unless it be in the case of education, which is clearly dis tinguishable from that of internal improvements.

Congress has established the military academy; it has also agreed with the land purchasers in the new States to allow a certain proportion of the soil in each township for the benefit of schools, without indicating the mode and manner of instruction. Education in every stage is designed to qualify the rising generation for all the ends of citizenship. In the improvement of the mind, whether by common schools or the elevated seminaries of learning, there can be no departure from nationality.

The assistance given by the General Government to the Chesapeake and Delaware Canal, deserves here especial notice. It had been in contemplation for more than half a century. The first attempt failed; the second had to contend with unforeseen embarrassments; and, notwithstanding the boldness and energy of those conducting it, to say the least, it is probable that individual enter prise would have sunk under the many obstacles which were presented, and the work have been abandoned,had not the United States interposed, and aided, by their liberal subscription, for stock in the Company. The value of this noble improvement to the nation, as a link of the Atlantic canal along the sea coast, cannot be too high-ments. ly appreciated.

The Louisville and Portland canal, and the Dismal Swamp canal, were equally indebted to the countenance and protection of the Federal Government.

The committee will quote the words of the present Executive, from his message, to show its equal application to the power of the United States oyer internal improve

"The power to impose duties originally belonged to the several States. The right to adjust those duties with a view to the encouragement of domestic branches of industry is so completely incidental to that power, that it is President Monroe deemed an avenue over the Allegany difficult to suppose the existence of the one without the mountains of such national magnitude that the route of other. The States have delegated their whole authority the Chesapeake and Ohio Canal was the first which he over imports to the General Government, without limitacaused to be surveyed under the act of the 30th of April, tion or restriction, saving the very inconsiderable reserva1824. This magnificent undertaking has likewise re- tion relating to the inspection laws. This authority havceived the countenance of the United States, by the sub-ing thus entirely passed from the States, the right to ex scription to its stock of a million of dollars.

ercise it for the purpose of protection does not exist in them; and consequently if it be not possessed by the General Government, it must be extinct.

"Our political system would thus present the anomaly of a People stripped of the right to foster their own industry, and to counteract the most selfish and destructive policy which might be adopted by foreign nations. This surely cannot be the case: this indispensable power, thus surrendered by the States, must be within the scope of the authority on the subject expressly delegated."

Acts passed to improve the navigation of the Ohio river, by removing bars and other impediments; to free the Mississippi from the danger of snags and sawyers, and for the clearing of many other rivers. In accordance with the same spirit, the Cumberland road, without reference to the assent of the State, was continued from Canton, in Ohio, to the Muskingum river, at Zanesville, in that State; and additional provisions were occasionally made for the repairs of this road, and its further extension; a variety of roads in the territories, and for military purpo-- To apply the above where the object of any internai ses, had been effected; and at the last session, Congress improvement embraces two or more States, the commitpassed laws to subscribe for stock in the Maysville and tee will observe, that, antecedent to the Union, the States, Lexington Turnpike Company, by a vote in the House as separate sovereignties, could have entered into negoof Representatives of 96 to 87; for stock in the Washing-tiations and treaties to execute any extended line of road or ton and Frederick Turnpike Company, by a vote of 74 to 39; and for stock in the Louisville and Portland Canal Company, by a vote of 80 to 37.

In the two last cases, there was little if any doubt as to the nationality or expediency of the object; and the principle of the policy alone governed the members. They present the fairest test of the opinion entertained by the representatives of the people, concerning the propriety of subscribing for stock in private companies. Wherein, then, it is most respectfully asked, consists evidence of a change in the public mind on this interesting subject' It may be presumed that the message alludes to those public prints which justified the veto on the Maysville road bill? Is it not a fair answer, that the opinion, thus partially ascertained, was founded on a belief that the road was of a local, and not a national character. Whe. ther it was or was not, is immaterial at the present moment; because it never was pretended, by the friends of internal improvements, that Congress had power over mere local and State objects; and, for this reason, they have always disputed the right to distribute money, generally, among the States, for internal improvements, as the money, in that case, might be expended on local objects, over which Congress had no authority. The act to set apart the bonus and dividends of the Bank of the United States, to be divided among the States according to the ratio of their representation, retained in Congress the control over the objects on which the money was to be expended. This, alone, sustained its constitutionality. Lands have also been granted for the same purpose for specified objects.

canal; but, after its adoption, they were excluded from forming any compact with each without the consent of Congress. The States, then, have wholly surrendered the power under which alone they could have effected great leading and permanent roads or canals, for their mutual accommodation, and cannot regain it by the mere exercise of their own wills. If the power be not extinct it is wholly within the control of the United States; and must fall within the scope of the authority over the subject expressly delegated to Congress, and be directly incidental to them.

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Again the power to regulate commerce among the States is granted in the same words with that to regulate commerce with foreign nations. In the one case, it is agreed that imports can be cheapened by public works; the same reason will apply to the power to cheapen the transportation of inland trade, that being of importance equal to foreign commerce; and the power must be as necessarily incidental to the express power.

This directly incidental power carries with it the full means of execution and protection, and does not rest on the undefined tenor of continued and uninterrupted usage, which is said to have been employed "at the expense of harmony."

The committee will pursue this subject ro farther than to say that, in their opinion, the same constitution which legalizes the removal of brambles for the free pas sage of the surveyor's chain, gives equal right to construct the contemplated work. That there is no partition of power. If Congress can act at all, it can act with effect; if it can make a road or a canal, it can employ the

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accustomed means of the country to keep the work in repair.

In relation to the subject of internal improvements, that there is a line between national and merely State objects, of a sound and practical meaning, is generally admitted; and where this line is, the wisdom of Congress must decide in each case as it arises.

With no pretension of describing the precise line, the committee will suggest that an object of national improve ment may be entirely within a State, as a road to a fortification, such as that from New Orleans to Fort St. Philip, in Louisiana; or perhaps a better illustration is supplied by the Delaware and Raritan canal, lying wholly in the State of New Jersey. The object may embrace parts of two States, as a bridge over a river dividing the States; in this instance, Congress could erect the bridge, if necessary for any national purpose. In every case where the improvement is to take a wide range through many States; in instances within a State where an object is considered as a link of an extended line; and in all cases where its end is to connect, by artificial means, the grand geographical divisions of the country; to draw the line, it must be expected, will sometimes give rise to debate, but not more frequently, nor of a more perplexing nature, than will occur in attempting to draw the line of correct legislation on various other subjects.

The tariff to protect American industry is declared by the President constitutional, but does he prescribe the exact limit required for this object? Congress can impose direct taxes, yet, in the exercise of this power, excesses would be real grievances.

But a road or canal, even of a doubtful character as to its nationality, would benefit the country; so it would seem that no federal power can be exercised with less cause of alarm.

corporated companies, in which a sovereign State is interested. The traveller gains an equivalent, and is not heard to complain. To say nothing of the consequent ruin of State enterprises, if the citizens should be treated better by any mode of internal improvement, under the auspices of the General Government, than by the laws and institutions of their respective States, their affections might be unwarily weaned from the one and bestowed upon the other. As yet, such favor has not been extended, even to American genius The inventor of the most valuable discovery has to pay for his patent. With reference to the rule of revenue, it is provided by the Constitution that all duties, imposts, and excises, shall be uniform throughout the U. States; but the paying of tolls is clearly a tax of no description. A valuable consi deration being received, it is no collection of revenue. It is only a profit on the revenue on hand. It is as much a contract as the purchase of public land, in which case the buyer is to pay for the value he receives; and in like manner the scientific inventor has to purchase his patent. Respecting the impropriety of subscribing for stock in private companies, this committee, and former commit. tees, and both Houses of Congress, have deemed that the most eligible and least objectionable mode of effect. ing many of the improvements of the country. The opinion has been as generally entertained, that the direct agency of the Government should be resorted to only in cases where States or private companies had not sufficient interest or means to induce them to embark in their execution.

The committee cannot discover how any deception could be practised in this mode of expenditure, more than in the direct application of the public money. No circumstance respecting the former can be better concealed. The United States' engineers can give as accu In adverting to the message, the committee will not ex-rate information in the one case as in the other. In each, anine it by paragraphs, for fear of committing any error. A particular part of it can be better interpreted in connexion with the whole; they will only make allusion to some of the ideas conveyed by it, concerning which there can be no mistake; leaving the application of their general observations, where they come in collision with any part of it, to the judgment of the House, to be con

sidered as an answer.

The President, after carefully revolving in his mind the whole subject, has formed these opinions-that it is improper and inexpedient to subscribe for stock in private associations; that, unless an entire stop be put to the practice, certain bad consequences will follow; and that the course heretofore pursued to advance the internal improvements of the country, is the worst, perhaps, that could exist.

Among the reasons for these opinions, it is asserted, that, when an improvement is effected by the funds of the Union, the citizens ought to enjoy it without being compelled to pay tolls; that money so raised ought to be subject to the rule of revenue; that discredit might result from the Government's embarking with its constituents in joint stock associations, and that, in certain instances, the control of a portion of the public funds would be delegated to an authority unknown to the Con stitution.

To these objections and reasonings the committee reply, in the first place, that, if it is constitutional to subscribe for the stock of private companies, which does not appear to be controverted, none of the agencies thereunto appertaining can be alien to the Constitution.

In regard to the idea that the citizens, respecting public improvements, ought to be exempt from tolls or any imposition of that character, this doctrine would apply to the States with the same force as it would to the Federal Union. In the States, however, it is the universal prac tice to receive tolls from those who use the roads of in

the same inducements will exist for additional appropria tions, when the first have proved inadequate. Besides, when subscriptions are made, Congress will have the opinion of State Legislatures, and the guarantee of private subscriptions of stock, as to the importance of the undertaking, before they are begun; and in conducting them afterwards, the advantage of the vigilance and zeal of interested and enterprising individuals. In what manner disguise could be practised, the committee are at a lost to conjecture. It must be admitted that unforeseen obstacles will occasionally obstruct the progress of such improvements, and call for additional aid, in defiance of the skill, foresight, and honesty of man. The Chesa peake and Delaware Canal, and the Louisville and Portland Canal, afford instances of uncommon occurrence. In the first, the embankment for a considerable dis tance, sunk about one hundred feet; and the latter had to be excavated through a solid rock of unusual and unexpected hardness.

In ordinary cases, the construction of roads and canals is reduced to strict rules, and contracts can be formed with reasonable certainty. Throughout the Union, such works are now executed by such contracts; which in corporated companies are as capable of making as the Government, and much more likely to execute with vi

gor.

The Committee on Roads and Canals, in 1825, after describing what they considered improvements of the first class, proceeded as follows: "The Committee, however, are of opinion, that there is a secondary class of cases, in which the General Government and States can act conjointly by the subscription of stock on the part of the United States in companies incorporated in the respective States for internal improvements."

"The plan proposed, after much reflection, has been deemed the most judicious of any that can be devised. It is a plan of encouragement, and in its operation will

Report on Internal Improvement.

not interfere with objects of the first class. It will excite the States to incorporate companies for such objects as will be sufficiently national to induce Congress to countenance them. It leaves Congress to decide in each case, when presented, upon its own circumstances and merits. The Committee cannot conceive how the General Government can aid in the internal improvements of the country, in most cases, with greater propriety than by subscriptions in companies incorporated by the respective States. Congress will have the opinion of the United States' engineers, who will make the necessary surveys, plans, and estimates; and it will have the opinion of the State in each case, and intelligent stockholders, as to the importance and probable profit of each work; and, finally, Congress will exercise its own judgment on the utility and national character of the work. The prosecution of the works, besides, will be conducted by interested individuals, with less expense and delay than perhaps it could be done by the public."

[21st CONG. 2d SESS.

tion of this, the Chesapeake and Delaware canal would absorb the equal distribution to which the State of Delaware would be entitled for perhaps a half century, while this State is far less benefitted by the construction of the canal than many other sections of the Union.

Fair and important considerations may, likewise, induce more than a proportional expenditure of money in certain divisions of the country. For instance: while the erection of public works on the seaboard cheapens importation, and diffuses a general benefit among consumers, whether in the exterior or interior of the country, it must be acknowledged that the expenditures on lighthouses, beacons, fortifications, &c. afford an additional advantage to those sections of the nation wherein they are erected, by the circulation of large sums, amounting, in fact, to many millions, among the people of those districts.

The new States do not enjoy corresponding advantages; and any degree of equal benefit, in this respect, cannot The plan of subscribing for stock in companies has, be effected, unless more than the representative propor also, the advantage of augmenting the expenditures on tion of the funds of the Union be expended among them. public works far beyond the sum invested by the Gene- As internal improvements are the only objects of magniral Government. Congress may adopt the principle, tude alike advantageous to the new States and to the that no subscription shall be made to any incorporated Union, it is by acting on these alone that Congress can company until a certain proportion, say two-thirds, of equalize the public benefits of the country. The new the estimated expense be subscribed by a State or by in- States have no unsettled land to constitute a fund for this dividuals. By this plan, ten millions belonging to the purpose, and the nett proceeds of the sale of public lands United States would cause the expenditure of thirty mil- will avail very little towards the execution of their leadlions on public undertakings; and, in time, Congressing roads. The rise and condition of the western States might dispose of their stock, and use the same fund to have, in an eminent degree, augmented the power and aid in other works. consequence of the Union. The citizens of these extensive regions have purchased our wild lands, and converted them into useful farms. The intercourse between them and the Atlantic States is daily increasing. For the mutual enjoyment of the internal commerce thence arising good roads and canals are indispensable. It is true, the old States, with few exceptions, have prosecuted their own improvements to a great extent without federal aid; but many of these States possessed funds derived from the sales of public lands, and other sources not attainable in the West. It will be no more than an act of generous and good feeling in the Atlantic States to aid their younger sisters. A passage from the late message of the Governor of Pennsylvania we admire for its public spirit and truly American patriotism. It is as follows:

The practice of subscribing for stock in private companies by State sovereignties, has long and extensively prevailed; they have joined their constituents in creating banks, and in promoting improvements. Without any disparagement to the General Government, State sovereignties, in this respect, stand on the same footing, and would be equally subject to inconveniences, if such really existed. The States of Pennsylvania, Maryland, and Delaware, subscribed for stock in the Chesapeake and Delaware Canal Virginia and Maryland subscribed to the stock of the Chesapeake and Ohio Canal; and the practice has been approved by four or five distinct Congresses. To impair a principle so long acted upon, it would seem to the Committee to require a train of abuses and inconveniences plainly to be laid before the people. How can any discredit result from the Government's embarking with its constituents in the great work of national improvements?

It cannot be expected that the General Government would ever associate itself with companies merely with a view of pecuniary speculation; and by the report of the Committee on Roads and Canals in 1825, and the bill accompanying it, a provision was introduced, allowing the State or States creating the companies to purchase, at pleasure, the stock of the United States in such companies.

"Although extensively engaged in the construction of works of internal improvement within her own limits, and at her own individual expense, Pennsylvania has uniformly, with a magnanimity and a spirit of patriotism which does her honor, advocated and maintained the constitutional right of the General Government to aid in the construction of works of internal improvements of a national character, tending to bind, and to connect more closely together, the remote parts of our widely extended territory; to multiply the facilities of communication between the different parts of the Union; to diminish time and distance in the intercourse of its citizens with each other; Congress, it is believed, will never be disposed to act to beget, by means of such intercourse, feelings of amity, without the co-operation of the States, except in a na- kindness, and friendship, instead of those sectional jeational work, in which the States or individuals, for want lousies, local prejudices, and unkind and uncharitable of interest or adequate resources, are unwilling to embark, prepossessions, which a want of free and friendly interor, if commenced, are unable to continue and complete. communication is always seen to produce; and generally Such cases, in the opinion of the committee, may be to increase the comforts and promote the prosperity and considered as of the first national class, and cannot be in-happiness of the people of the United States." cluded under any specific system.

If we descend from this elevation, and confine ourselves to the narrow, parsimonious pursuits of gain, no policy more substantial could be devised. What roads or canals, except cross roads for neighboring purposes, can be made in the west, which will not benefit the States on the

The action of the Government in the first class will require other direct appropriations, to be expended under the agency of the United States, or subscriptions for stock in private companies. In this class, also, it is obvious, and by none denied, that no rule of equal distribu-Atlantic? tion can be adopted. The localities of the country will require that much larger sums should be expended in some parts of the country than in others. As an illustra

In what direction will they look for their sales and barter? It must certainly be towards the seas and manufacturing districts. All their national highways will be cal

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culated to meet the eastern improvements, namely, those The following passage in the President's message early of New York, Pennsylvania, Maryland, Virginia, North attracted the attention of the committee: That the exand South Carolina, and Georgia. The Cumberland road, penditures heretofore made for internal improvements the Chesapeake and Ohio canal, the canals of James river, amount to upwards of five millions of dollars," and that of Roanoke, and others, yet farther to the south, are all the estimated expense of works of which surveys have designed to conquer the mountains between these two been made, together with that of others projected and great sections of our common country. partially surveyed, amounts to more than "ninety-six milIn the secondary class of cases, Congress can appro-lions of dollars." The committee, apprehending some priate money to national objects with as judicious ar- mistake on this head, directed their chairman to offer rangements among the States as the true interest of the a resolution requesting the President to transmit to Concountry will demand. They can, as in the bill of 1816, gress a statement of the expenditures heretofore made fur for the gradual increase of the Navy, set apart a fund for internal improvements, specifying the several works, and the gradual improvement of the country, and appropriate the expenditures of each also, a statement of the esti so much per annum to be applied to national undertak- mated expense of the works of internal improvement for ings to be completed or towards the discharge of ex- which surveys have been made; together with a like penses incurred on national objects already executed by statement of the estimated expense of other works pro. the several States. Under such a provision, States which jected and partially surveyed. have led the way in improving the face of the country In compliance with this request, the President trans can, in part, be reimbursed for their valuable exertions. mitted a report from the Secretaries of War and Trea No tribunal can be so competent to regulate these na-sury, from which it appears that the meaning of the Pre tional concerns as Congress; they bring intelligence from sident comprehended objects which the committee, here the various parts of the nation, and can impart to each tofore, had not included under the head of internal improveother a knowledge of the course of trade, and of the ments. Their idea was, that the term internal improve bearings which particular improvements will have on ments did not embrace works affording facilities to foreign each other, for the good of the whole. commerce; that the popular acceptation confined it to roads and canals in the interior of the country, and to the clearing of rivers above tide water,

Internal improvements accommodate themselves to all the leading interests of the nation; by their facilities the farmers will be enabled to produce more and sell cheap. er; by them foreign imported articles will reach the consumers in the interior at reduced prices. But with none are they more intimately connected than with the manufacturing interest, as they will cause a diminution of the expenses of transportation to and from their factories; and, in time, will enable the proprietors to bear, without injury, a reduction in the tariff. Thus, while the duties on imports supply, in part, the means of internal improvement, those improvements, good roads and navigatures for internal improvements." ble canals, to a still greater extent, lessen the cost of those imports to the consumer, and, in enhancing the value of his produce, enlarge his means of comfort and enjoyment.

It appears from the Treasury documents, that the item of "five millions of dollars and upwards," for internal improvements, embraces not only expenditures for roads and canals, but also the expenditures of the Government, since its commencement, "in building piers, improving and preserving ports, bays, and harbors, and removing obstructions to the navigation of rivers."

The opponents to the immediate execution of internal improvements, speak, repeatedly, of judicious plans and systems, without disclosing their ideas upon any practicable scheme to supplant that which they condemn. The sincerity of their motives is not questioned, although the tendencies of their scruples cause only procrastination, and leave us equally as unenlightened. What system have the States adopted to regulate improvements between the different parts of their respective territories, better than that hitherto pursued by the United States?

The wisdom and experience of the legislative bodies constitute the tribunals which govern as the objects are presented.

It has also been urged that the project of national improvements with the funds of the Union creates corrupt passions and excites vicious practices. If the mere alle gation of corruption is to check the prosecution of internal improvements, it will interpose a barrier against all public works; for it is equally applicable, whether the improvements are to be completed by the States or by the Federal Government. The human heart will remain unchanged, and the motives of influence can never be eradicated. If a road is to be located for sixty or one hundred miles, the individuals interested in the route will be actuated by the same zeal, and practice the same means of gratifying their wishes, whether the improvement is to be effected by a county, by a State, or by the United States. Whenever a State engages largely in public undertakings, motives of interest can, with equal propriety, be ascribed to the members of the State Legislatures, as to the representatives of the same people in Congress.

The latter objects, and others of a similar character, made up nearly one half of what is called “expendi

In reference to the item of ninety-six millions of dollars and upwards, the communication, in answer to the call of the House, arranges the works into three distinct classes-works commenced by the General Government; works not commenced, for which surveys and estimates have been made; works projected and partially surveyed; the estimates for the last class being conjectural. The first class includes all the works commenced by the General Government, and amounts only to three millions seven hundred and thirty-two thousand dollars, embracing altogether about fifty distinct works; forty-three of which are building piers, improving bays and harbors, and removing obstructions to the entrance and navigation of rivers. The other works contained in this class are roads now under construction, all of which, except the Cumberland road, are in the territory of Michigan.

The estimated expense of the second class is near fifty millions. It embraces fifty-four works, of which thirtyseven are for the improvements of harbors, opening the navigation of rivers, and the erection of piers and breakwaters. The other seventeen are surveys and estimates of routes for roads and canals.

With reference to the remaining class, estimated also at about fifty millions, it is made up of all the variety of works embraced in the other two classes. It is conjectural, and founded on no ascertained data.

The works executed or commenced for the benefit of foreign commerce have emanated from the Committee on Commerce.

As to internal improvements proper, the President is authorized by the act of the 30th April, 1824, to cause the necessary surveys and estimates to be made, and most of them have originated from this Executive source. There are but few instances in which Congress would be expected to bear the whole estimated expense. Under the head of the second class, the Chesapeake and Ohio Ca

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