JAN. 14, 1825.] Cumberland River. appropriation for the object contemplated by the bill. Permit me, also, to state, that it is much to be regretted that any allusion has been made to the general appro priations made for the benefit of the country heretofore. Sir, the Northern and Eastern parts of the Unior are much older than the West. The great population and situation of the country commanded the resources of the nation. And there are many expenditures of the public purse, from the nature of things, that will always be confined to those regions, such as building public ships, erecting forts on the Atlantic board, and on the Pacific Ocean, in those independent states that will spring out of the Oregon territory. For my part, sir, when a national object is necessary, and ought to be carried into effect, I shall not stop to inquire whether the money is to be expended on the South or the North side of the Potomac. In a republic like ours, forming a grand confederated Union, the important inquiry is, Has the measure called for, a tendency to promote the interest, honor, and happiness of the nation? Then, I trust, as we have not had occasion of having much of the public moneys distributed in the internal improvements of the West, I still will rely on the justice and magnanimity of the good old thirteen states, in enabling us to carry on our national improvements in the Western states. It will be recollected, Mr. Speaker, that, at the last session of Congress, a bill was introduced to improve the navigation of the Mississippi river. To that bill it was my intention to have offered the present proposition as an amendment But, knowing how much the whole Union is interested in the navigation of that grand river, and, lest the great object should be defeated by adding too many amendments of the kind, I did, at the requuest of some of my friends, and particularly my honorable friend from Kentucky, (Mr HENRY,) who so ably advocated the bill, abstain from offering the amendment, but with the express determination of presenting it to the House at this session. The bill passed, and is now a law of the nation, by a handsome majority. [H. of R. and the city of Pittsburg, and from Nashville to New It But, Mr. Speaker, there is still another topic connected with this subject, and, I trust, the House will allow me briefly to state it. There is on one of the streams of Cumberland, called Harpeth river, one among the finest sites for a national arinory in the United States, and, perhaps, in the world. The stream is large and bold. The country around it, to a great extent, abounds in the finest forest, and there is no end to the ore in its vicinity. Besides, I have been lately informed that stone coal has been found in the same neighborhood; and the country is considered very healthy. This great and ceriver, and can, with a trifling expense, be made navigable always when Cumberland is navigable. Indeed, when the latter river rises, the back water nearly reaches the site. The navigation of Cumberland from the mouth of this river is as good as the Ohio. The great impediment to the navigation of this important stream is what is called the Harpeth Shoals, above its mouth, which is much against the flourishing town of Nashville, and the upper country. I think, however, that 20,000 or $30,000 will be a sufficient sum to remove every obstruction in the river, high as Carthage. It may be objected, Mr. Speaker, that Cumberland ri-lebrated site is only twelve miles from the mouth of this ver is too local for the General Government to take it into the estimate of a general system of internal improvements. But, gentlemen have only to look at the map to see the great and central position of that noble stream. It is navigable about two or three hundred miles and upwards, and meanders a country of from four to five hundred miles. The country is remarkably fertile and healthy. It is the grand high road for the great body of the population of West Tennessee, in the transportation of their produce to the great emporium of the West, New Orleans; and, besides, it is equally claimed and enjoyed by a very important and interesting region of the Union, I mean that part of Kentucky known by the name of the Green River Country. This is a part of the republic very extensive, fertile in the extreme, and capable of sustaining an immense population. But to the Union, the river Cumberland is interesting in many points of view. The great water powers for machinery on the rivers and branches emptying into it are immense, and will, at no distant day, command the attention of the enterprising manufacturer and agriculturist. We have men of great public spirit amongst us, but there is a vast outlet for more. There are, in the vicinity of those streams, mountains of iron ore, which are inexhaustible, and of a quality equal, if not superior, to any in the United States. Sir, the boasted county of Cornwall, in England, cannot produce better iron. And, besides, the fertility of our soil is such, that hemp, tobacco, and cotton, grow in great perfection. The House will perceive, then, without any comments from me, the great importance of this river to the United States. But, Mr. Speaker, this is not all. It is, at this moment, of deep interest to the great and patriotic state of Pennsylvania. There are now, I expect, from ten to fifteen steam boats running regularly between Nashville Mr. Speaker: When we look at the happy medium in which West Tennessee is situated, as it regards climate, soil, and health, and when we consider there is all the great materials for the establishment of a great armory on this interesting stream, there is another consideration of great moment. These water courses rarely, if ever, are frozen in winter. How important to the Union will it be, in case of a war, that we can, in the dead of winter, at a moment's warning, transport our arms and munitions of war to the seat of war in a campaign to the South. This is a consideration that ought to have weight with every gentleman who may have to act finally on this subject. For my own part, I do not hesitate to pronounce it the most eligible situation in the United States. Is it not remarkable, Mr. Speaker, that those Commissioners have not yet made their report on this subject? We were informed by the gentleman from Ohio, (Mr. BEECHER,) that it would be delivered to this House in six or eight days. It is now more than two weeks since the gentleman moved to lay my resolution on this subject, on the table. From a letter I have received from Pittsburg, and the session going off rapidly, I shall take the liberty of calling up the resolution on tomorrow. At all events, if it is not our good fortune to H. of R.] United States' Real Estate.-Chesapeake und Delaware Canal. have the armory where nature has pointed it out, I still hope, however, that the Government of the United States will enable us to improve Cumberland river; and if we are not allowed to furnish our armies with arms and munitions of war, yet I trust our citizens in Tennessee will be enabled to mingle their laudable efforts with their brethren of other Western States in supplying our armies, when the case may happen, and the city of New Orleans and Louisiana with the products of our land. Sir, I was highly gratified to hear, the other day, from an honorable gentleman from Virginia, (Mr. MERCER,) and who is a member of the Committee on Roads and Canals, that it is contemplated, by that committee, to offer to the House a general system of national improvements. Hoping, most sincerely, that they will take my proposition into consideration, I shall take the liberty now to move that the resolution lie on the table for a few days. The resolution was then ordered to lie on the table. The resolution offered by Mr. WARFIELD, calling for an account of real estate purchased by the United States, was taken up. Mr. WEBSTER observed, that the resolution proposed an inquiry that would be attended with great labor, and he should be glad to hear some of the reasons which induced the mover to desire it. Mr. WARFIELD replied, that the present resolution had in substance been offered by him at the last session of Congress-but too late in the session to obtain the report in answer to it. He had at that time explained his reasons, but perhaps the hon. member from Massachusetts had not been present-he would, therefore, now repeat them. He had taken the year 1776, as the period at which the statement was to commence, because he understood that previously to the adoption of the Federal Constitution, there were few cases of the purchase of real estate on behalf of the United States. Since that time, these purchases had been frequent, for the purposes of arsenals, forts, dock-yards, &c. In other instances, he believed the purchase had been made by consent of the states where the estate lay, and in other instances, without that consent. Where the latter was the case, he wished to ascertain by whom and to whom the title deeds had been executed-as, from information he had received, he was led to believe that, for part of the real estate in question, the United States would be found to have no valid title. It was certainly important to know what title the Government holds in its public property, and he did not suppose, after the House had once approved of, and adopted the resolution, its propriety would again be drawn in question: he had, therefore, not prepared himself to go into a detail in explaining it. The only reason he presumed that the information was not furnished at the last session, was, the late period at which the resolution was adopted. Mr. WEBSTER observed, in reply, that the resolution would impose on the public officers a task of vast extent and labor; and he doubted whether so much was necessary, even for the object of the mover, as now explained. Would it not be better to confine the inquiry to those cases where he supposed that investments had been incautiously made, without calling for a detailed statement of all the purchases of real property by Government, for forty years back? He would not, however, directly oppose the resolution. Mr. MERCER advocated the propriety and expediency of the resolution proposed. It might save tronble in future discussions, to have such a document to refer to. Had it been before the House last session when the survey bill was under consideration, or the bill for purchasing the lot at West Point, it would have saved much labor. It was desirable to know in what cases jurisdiction accompanied the property; and when it did not, where it was obtained with, and where without, the consent of the states. He did not think the task would [JAN. 14, 1825. be so very difficult. In the compendium of the laws at the end of the first volume, there was a printed list which contained most of the particulars-he was persuaded it would be found very useful. Mr. WOOD, of New York, believed that, three years ago, such a report had been made, and he moved to lay the resolution on the table. The question was taken, and it was decided in the affirmative-ayes 72, noes 56. So the resolution was laid upon the table. CHESAPEAKE AND DELAWARE CANAL. Mr. HEMPHILL moved to dispense with the orders of the day, for the purpose of taking up the bill "authorizing a subscription to the stock of the Delaware and Chesapeake Canal Company." The motion was carried, ayes 92. The House accordingly went into committee of the whole-Mr. TOMLINSON in the chair, on that bill. Mr. HEMPHILL (the chairman of the committee which reported the bill) rose. He said, the committee would perceive that the bill, which was now submitted to their consideration, authorized a subscription in behalf of the United States for 1500 shares, which is equal to $300,000, in the stock of the Chesapeake and Delaware Canal Company; the Government was to receive its proportion of the dividends, and the Secretary of the Treasury was to vote at any election for the Officers of the Company, according to the number of shares subscribed. The importance of the question presented by this bill, said Mr. H., will, I hope, justify me in occupying the attention of the committee for a short time. The subject of this canal, and the proceedings connected with it, are, I know, very familiar to some of the committee, but there are others I presume, who are not so well ac quainted with them; and, for this reason, I will take the liberty of giving as brief a history of the canal as I can. Soon after the system of canalling became so universal in England, and the benefits of canals so generally known, a canal to connect the waters of the Delaware with the Chesapeake Bay was contemplated, and many surveys to carry this design into effect, were made antecedent to the Revolution; when Mr. Latrobe survey ed the route, which was, I believe, in 1816, he mentioned that 32 surveys had been previously made-and I expect that there had been 10 or 15 surveys and examinations of the grounds since that period. The first Legislative step to effect the object was taken by the Legislature of the state of Maryland, who on the 7th of December, 1799, passed a law to incorporate a company by the name of the Chesapeake and Delaware Canal Company. This law proposed to cooperate with the states of Delaware and Pennsylvania; and these states, impressed with the importance of the subject, not only as it regarded themselves, but in its relation to the nation at large, did not hesitate to act conjointly with the state of Maryland, and they respectively passed laws to accomplish the object of a water communication between the waters of the Delaware and Chesapeake Bay. On this subject eleven laws have been enacted; but it will not be necessary for me to detain the committee by referring to them, except so far as to exhibit their leading provisions. The acts of the respective states authorized the opening of books for subscriptions to the amount of $500,000, in shares of $200 each; and incorporated the subscribers with ample powers to locate the route, to acquire the title to lands in the states of Mary land and Delaware, through which it should pass, and to cut and finish the canal, and to keep it in repair forever. The necessary regulations for the payment of tolls were prescribed by the respective acts. And it was stipulated, that the canal and works, when completed, should forever thereafter be esteemed and taken to be navigable, as a public highway, free for the transportation of all goods, commodities, or produce whatsoever, on payment of the tolls imposed by the acts, and that no additional toll or tax whatever, for the use of the water of the canal, and the works thereon, should, at any time, be imposed by all or either of the said states. Other arrangements took place between the states, some of which not bearing directly on the canal project, need not now be mentioned. I will refer to one which may be of importance, as connected with the prosperity of the canal: By the first Maryland act, of the 7th December, 1799, there is a provision that the act should be of no force or effect until a law be passed by the Legislature of Pennsylvania, declaring the river Susquehanna to be a highway, and authorizing individuals or bodies corporate to remove obstructions therein, at a period not exceeding three years, from the first day of March, 1800. A law to this effect was passed by the Legislature of Pennsylvania. The acts contain the usual provisions for the election of a President and Directors, for the transfer of the stock, the collection of the tolls, and the payment of dividends; and also authorizes the Company to increase the subscriptions whenever necessary. By virtue of the laws of these three states, a company was legally incorporated, who, in April, 1804, after causing many surveys to be made, located the canal in favor of what was called the Upper Route from Welsh Point to Christiana; the Elk river, with the resources of Christiana and White Clay Creeks, were supposed to contain a sufficiency of water. The waters of the Elk river were purchased, including the route of the feeder and the necessary lands; and the work to construct the feeder, commenced on the 2d of May, 1804; and was earnestly prosecuted during the years 1804-5, when a failure of funds compelled the Board, after the expenditure of about $100,000, to suspend the whole undertaking. The cause of this disaster is difficult now to trace; the Stockholders failed to pay their instalments, owing, in a degree, perhaps to the investments of their funds in the numerous Banks and Insurance Companies that were created about that period, which promised high and immediate profits; still the failure, it may be imagined, would not have occurred if the same practical knowledge and public spirit had existed then on the subject of Internal Improvements, which are now manifested almost every where. The Company, being without funds, made applications for aid whenever there appeared to be any hope of success, to Congress and to the Legislatures of the states of Maryland, Delaware, and Pennsylvania. The subject was introduced to the consideration of Congress, in 1806, by a memorial signed on behalf of the Company, which was accompanied by an able production entitled "Observations respecting the Chesapeake and Delaware Canal." Favorable reports, in the Senate, were made in 1806, '7, '9, '12 and '13, illustrating the great importance of the subject, and the advantages to be derived to the General Government, by a water communication from the Delaware to the Chesapeake Bay. [H. of R. session. In the mean time laws have passed favorable to the canal, in the states of Maryland, Delaware, and Pennsylvania. On the 18th of December, 1812, the Maryland Legislature enacted a law, the preamble of which I will be allowed to read-it is as follows: "Whereas, during the time of war against the United States of America, the completion of the work of the Chesapeake and Delaware Canal would be greatly beneficial to the United States, by forming the great link of an inland navigation of six or seven hundred miles, and, thereby establish a perfectly safe, easy, and rapid transportation of our armies and the munitions of war, through the interior of the country, and which would ever tend to operate as a cement to the union between the states; and, whereas the prosperity and the agricultural interest of the state of Maryland, the Commonwealth of Pennsylvania, and the Delaware state, are more deeply interested than their sister states, in the useful work of opening a communication between the Chesapeake Bay and the river Delaware, by means of the said Chesapeake and Delaware Canal-therefore, in order to enable the President and Directors of the said Canal to prosecute and finish the important work, be it enacted, &c." The first section of the act authorized a conditional subscription, on the part of the state of Maryland, and declared that if the United States should subscribe seven hundred and fifty shares, the Commonweath of Pennsylvania three hundred and seventy-five shares and the state of Delaware one hundred shares, in the Chesapeake and Delaware Canal Company, in such case, the Treasurer of the Western Shore was authorized to subscribe, in behalf of the state of Maryland, two hundred. and fifty shares. On the 25th of March, 1813, the Legislature of the state of Pennsylvania passed a law similar to the law of the state of Maryland, and embraced the preamble in full. It authorized a subscription to be made, on the part of Pennsylvania, of 375 shares, if the United States should subscribe 750 shares, the state of Maryland 250 shares, and the state of Delaware 100 shares. These laws never went into operation, as the United States and state of Delaware did not subscribe; and the project rested for a considerable time. In 1822, great exertions were again made, to revive the company, and to acquire new information and new subscriptions; and, in the year 1823, acts were passed, by which subscriptions, to the amount of $25,000, were obtained from the state of Delaware $50,000 from Maryland, and $100,000 from Pennsylvania, and new private subscriptions were made to the amount of $325,000. The whole ground was again explored, and every means taken to acquire the best information, at an expense of about $10,000; all which was submitted to the Board of examining Engineers, composed of General Bernard and Colonel Totten, of the United States' Engineer Department, and Judge Wright and Mr. White, two civil engineers. These engineers unanimously determined on the route, in their opinion, the most eligi ble, beginning on the Delaware riv r, near Newbold's Landing, where an artificial harbor and tide-lock must be provided-the canal to be cut through St. George's Meadows to St. George's Dam, there to be lifted by a lock of eight feet; thence through St. George's Mill Pond, through the dividing ridge of the Peninsula, and through Turner's mill, to a lock of six feet fall at Turner's mill-dam; and thence, along Broad and Back The House of Representatives have also had the sub-creeks, to a tide-lock, near the mouth of Long creek. ject under consideration, at different terms, from the This report of the route, was unanimously adopted by year 1806 to the year 1824, and many resolutions have the President and Directors of the Chesapeake and Debeen adopted, and several committees to whom the sub-laware Canal Company. The canal is to be sixty feet ject had been referred, respectively reported bills to the House to authorize the subscription of stock. Bills of this description were reported in 1812, '13, and '18, and the bill now on the table was reported at the last It was recommended to grant to the Company certain quantities of land, from which source funds could be raised to complete the work; and, to this effect, several bills passed in the Senate-one in the session of the tenth Congress, and two in the eleventh Congress. wide at the water's edge, thirty-six feet at the bottom, and eight feet deep, and fourteen miles in length. It is sufficient for the passage of our coasting vessels, and will accommodate itself with the Dismal Swamp Canal. It is intended to create an artificial harbor on the Delaware, adjoining the canal, for the reception and protection of vessels. The execution of the work has been placed under the superintendance of Judge Wright, an engineer justly celebrated, and who has already performed the most eminent services to his country, by the practical and successful part he has taken in the execution of the greatest works in America. Contracts for the entire excavation of the canal have been executed. The land and water works on the whole line have been secured, and the work actually commenced on the 15th of April, 1824. The excavation and embarkment, on the eastern division of the canal, amounts already to 714,930 cubic yards, and, on the western division, to 158,806, making, in the whole, 873,796 cubic yards. This is equal to about thirty-seven miles of a canal of the usual dimen sions. On the section No. 5, on the deep-cut, which is to be seventy feet deep, the excavation amounts to 668,704 cubic yards; and three of the sub-contracts are finished to the depth of twelve feet, in a style, it is said, which is not inferior to any work of the kind in Europe. In this portion of the canal, more earth will be removed from the same extent of surface, than has ever been done in any part of the world. The Delaware tide-lock, which is a hundred feet long, between the gates, and twenty-two feet wide, and containing 40,000 cubic feet of solid masonry, is already completed. During the last summer months, there were from 1000 to 100 men employed, and about 200 teams, and many machines, which were invented by one of the contractors, for the purpose of excavating the St. George's Meadow. The memorial presented by the Company, represents the available funds at $700,000 [JAN. 14, 1825. kind, whether well or ill founded, it is exceedingly de- In the documents presented to Congress by the Chesapeake and Delaware anal Company, it is stated that General Washington, in the Revolutionary war, often lamented the want of a navigable canal from the Chesapeake to the Delaware. The difficulties of transporting his supplies across the Isthmus are said to have been exceedingly great, and nothing was more distressing than the detention to which he was subjected, when he arrived in the Isthmus, on his march to the south, for the want of wagons to transport his stores and heavy artillery from one water to the ether. Had a water communication existed, a landing of the British at Welch's Point, previous to the battle of Brandywine, might, it is very probable, have been defeated; and the same observation may apply to the predatory excursions of the enemy on the shores of the Chesapeake, and along the Susquehannah during the last war. The canal would also afford great facilities for the protection of this city. During the last war, the carriage of goods, tobacco, flour, cotton, and other bulky articles, across the Peninsula, made it necessary to use four distinct lines of transportation, at an expense of wagonage which has been estimated at 414,000 dollars in one year-about a third of the whole expense of the canal. As to its advantages to the country in times of peace, it is impossible to form any just estimate. The vessels which will be adapted to the canal can also pass through the Dismal Swamp canal, and will form a line of water communication that will embrace a wide and extended ange of interests, from North Carolina to Trenton, on the Delaware, including the towns and landings on the rivers and waters of the state of North Carolina, emptying into the Albemarle and Pamptico Sounds; and, also, the numerous rivers of Virginia and Maryland, and the river Susquehannah, which empty into the Chesapeake Bay. And, at no distant day, it may be expected to form the central link of a grand inland navigation, of an immense extent, along and near the Atlantic coast. These are the circumstances under which the canal now presents itself, and I cannot but consider it of the highest concern, in a national light, that a second failure should not occur in the grand design of connecting the waters of the Delaware with the Chesapeake Bay, or that any unfortunate delay should take place in the prosecution of the work; it would dishearten spirited individuals, and produce an unhappy effect on the contemplated improvements of the country. Nothing is now wanting to insure success, but a participation on the part of the General Government, which will create an entire confidence, that the undertaking will be aecomplished in a seasonable time; for, when the opinion is firmly established that no casualty can be expected to impede the progress of the work, there will be no difficulty in raising more funds by private subscriptions. That the work will be finished, at some time a rational doubt can no longer be entertained; still, it may be apprehended, by many, who otherwise would be induced A system of internal improvements, which will opeto subscribe, that a dependence on private subscrip-rate advantageously to the General Government, and tions would be too precarious, and that the work may in a just proportion to the states, can be established; but, again be suspended, and the stockholders deprived, from the geography of the country, there are certain longer than they could afford, of a return of any profits objects of improvement which more peculiarly concern from their investments. To remove suspicions of this the United States, and these must be perfected princi The position and variety of public advantages to be derived from the canal, are satisfactory that it is not to be an object exclusively belonging to one or a few states; and if money should be appropriated for the general purpose of internal improvements, to be distributed among the states according to the ratio of representation, it would not be fair that the parts allotted to Delaware or Maryland, should be expended on this canal. Many of the states would be more benefitted by the canal than Delaware, through which it principally passes. pally by the Union at large; they cannot be embraced in any uniform system. Such cases are not numerous, but I think this is one of them. It is an object of a general character; it is truly national; it resembles the navigation of the Ohio and Mississippi rivers, in whose streams twelve or thirteen states are interested, and yet no one in a degree sufficient to induce it to undertake the perfection of the navigation of either of these rivers. The objects being considered of a national character, the General Government has commenced the perform ance of these great improvements, and, I believe, to the entire satisfaction of the nation. Besides, the canal is so constructed, that, if the General Government should hereafter wish it, the canal, by the simple operation of being cut deeper, may be made capable to admit the passage of large merchant vessels, or ships of war. I will not pretend to give any estimate of the probable profits to the stockholders; but, comparing it with other canals, which in their intancy yield handsome profits, and considering the extensive country, and numerous towns, and increasing trade, that will be connected with it immediately, and the far more extended range which it may embrace hereafter; when other contemplated canals in Jersey and other places shall have been made, it is not extravagant to put down the profits of the canal at a sum exceeding the legal rate of interest. The New York canals, as appears by the late message of the Governor of that state, have surpassed the expectations of their most zealous advocates. What, then, is asked of the General Government? Nothing, in substance, but its good will. It is solicited merely to countenance this great undertaking in the manner proposed, by which, as a stockholder, it will lose nothing, but, in a national point of view, will reap many and important advantages. [H. of R. And, as to the expediency of a Government becoming a stockholder in a corporation, experience has shewn that it is highly beneficial, and attended with no inconvenience. The practice of the states is full proof of this. In many instances, they encourage spirited individuals, by creating corporations, and subscribing as stockholders. Pennsylvania has repeatedly subscribed for stock in banks, bridges, and state roads; the result has been useful to such improvements and advantageous to the state. In my introductory remarks it has been one main object, to give a history of the proceedings concerning the canal, and in the conclusion of the little I have had to say, I come now to one consideration of the subject | which I dread the most. It is the danger that amendments may be proposed, by even the friends of the general measure, to embrace other objects, and so to load the present bill as to cause a failure of the whole, without its being so designed. This has been the fate of the measure heretofore. I will, however, indulge the hope, that the public feeling which generally exists in favor of internal improvements, and the improved state of expe. rience as to the practicability and utility of public works in this country, will induce honorable members to permit the question to be taken on this bill upon its own merits, and not to expose it to any unnecessary risk. It is really distinguishable from any object that can be named, inasmuch as the work is partly executed, and as no further information is necessary, no State laws are to be obtained, and its national importance is so apparent that no one can deny it. If the General Government is seriously disposed to aid, in certain instances, the internal improvements of the country, no spot could be selected freer from objections, for a beginning. objects of his own. They were fairly considered on their respective merits alone. I think I have good reason to anticipate a favorable result in this respect from the laudable disposition that I have heard it mentioned in conversation, and it may prevailed in Congress at the last session, when the bills be asked again, it the stock is likely to become lucra- to improve the navigation of the Ohio and Mississippi ritive, why do not the citizens of Pennsylvania, and of vers were under discussion. No member, that I recolPhiladelphia in particular, fill up the subscriptions? Ilect, attempted to carry with those bills, other favorite answer, in the first place, that it is not certain that they will not, if means cannot be obtained elsewhere. In the second place, I beg leave to inform the committee that the citizens of Philadelphia have invested about seven millions of dollars in public improvements, and it cannot be expected that they can undertake to complete every public work, although it may be profitable. Penn sylvania has constructed about 18,000 miles of turnpike roads, and made numerous and expensive bridges, and has improved the navigation of the Schuylkill, and is now embarked extensively in canalling. The object of this bill, it is true, lies near those I represent, but since I have had the honor of a seat here, I have been uniform in giving my support to the internal improvements of the country. I have, on no occasion, refused to vote for any measure of improvement, because it was not connected with something near home; and the same spirit appears to have animated the members generally, at the last session. I have been induced to make the remarks which I But this particular object, as I have already mention-have done, respecting any amendments to connect the ed, is not exclusively a state object. The Legislature bill with other objects, although a little out of place, beof Pennsylvania, and the citizens in their individual ca- cause I have understood that, in this way, this interestpacity, have done their share. Still, more may be ex-ing project had often been defeated. pected from them to aid in the completion of this important work. In introducing this bill to the consideration of the committee, I have abstained from any remarks on the Against bestowing the countenance of the Govern- general subject of improving a country by canals, and ment in the manner proposed, there is no constitutional will now only observe that, in very many instances, they objection, upon any of the principles heretofore assum-have entirely changed the appearance of the country ed as to the powers of the General Government through which they pass, by giving to its interior parts, On the subject of the Bank of the United States, it in a great degree, the advantages of coasts, and bringing was insisted, on the one side, that the General Govern- the whole country into a sort of compactness that cannot ment could not create a corporation; but no such pow-be accomplished by any other means. They conquer er is claimed here, the corporation being created by competent state authorities. the inconveniences that naturally exist between the extreme parts of á nation, and, by the facilities which they always afford they excite industry, in a most surprising manner. The improvements on the Ohio and Mississippi have commenced without any co-operation of the states, but, as respects this canal, the consent of the states has been Our greatest difficulty is to begin, and that has been given. There is nothing that can leave a doubt as to the case in most nations; and this seems strange to me, the powers of Congress to act on this occasion. It is for, as soon as public works are executed, they are conembraced within the construction given to the constitusidered the highest blessings that can be be bestowed on tion by the President, in his communication respecting a country, and the authors of them go down to posterity the Cumberland road. with more lasting glory than could be attained by any |