Mr. J. M. HUMPHREY. I have but very little time, and I prefer not to be interrupted. The Federal Government has given both lands and money‘in aid of works of internal improve ment, but in all those cases the donation was in aid of either the State government or some corporation created by the State or Federal Government, but in no case has the Federal Government assumed the power by its own officers or aggents to enter and occupy the territor of teState without its consent for any such i purpose as contemplated in this bill. Upon t 15 question of constitutional power I desire to cal the attention of the House for amoinent to the fact that when the Convention that framed the Constitution was in session, this very question arose as to the power of the Federal governmentto construct canals and engage in works of internal improvement in the States, and to what took place in that Convention. I read from Madison Papers, 3rd volume. page 1576; " Dr. FRANKLIN moved to Add after the words ‘ppst roads, ’article 1 section8 a powertoproVido fo"r cutting canals where deemed necessary.’ Mr. Winsox 2nded the motion. "Mr.SuimiuN objected. The expensein such casesWlll fall on the U.S., and the benefit accrue to the places where the canals may be cut. “Mr.WILSON. Instead of being an expenseto the U.S.theymay be made a source of rcvenue. “Mr. Manisou suggestedan enlargementof the motioninto a power to grant clinrters of incorporation where the interests of the U.S.might require and the lcuislnlire provisionsof individual States may he incompetent.’His primary object was. however.H)500"“! an OMY communication OLWGED the States. which the free intercourse now to be opened seemed to call for. The political obstacles being removed, a removal of the natural ones.as far as“possible, oughtto follow. "Mr. Easnoimn 2nded the proposition. Mr. [use then ht, the power unnecessary. “Mr. WI‘SQN. this necessa to preventa State from obstructin the generalwe fare., di v“iMder.dlime. in States will be prqudioed and into partiesby it. In Philadelphia and NewYork it Wlll be referred to the establishmentof a bank, which has been a subject of contention in thosecities. In other places it will be referred to mercantile monopolies. v “Mr. WiLsoN mentioned the importance of facilitating by canals the communication with the western settlements. As to banks.he did not think with Mr. King that the power in that point of Viewwould incite the prejudices and parties aprehended. As to mercantile monopolies, they are a eadyincluded in“the power to regulate trade. Single Colonel Mason was for liniiting the‘power to the caseot'eanals. 110 was afraid o monopolies of every sort, which he did not think were by any means already implied by the Constitution as supposedby Mr. ilspn., “ The motion hair"; so modifiedps to admit a distinct question, specifying and hunted to the caseof can 5. “Pennsylvania. Virgini Georgia, e 3 NewHampshire Massachusetts.onnecticut, cw.lersey, Delaware. 'Maryland, NCarolina, SCarolina. no 8. “ The other part fell, of course, as including the powerrejected. This is what was said, and this is the action of the Convention that framed this very constitution in which latitudinarian constructionists are seeking to find the power to go into the States and throw overboard the guarantees of that instrument, and to assume (powers, which, if they be successfully asserte and put into execution, will render the whole system of internal improvements or of incorporations for that purpose by the States valucless. The incorporation of companies by State governments to construct railroads and canals would be a waste of paper; no individuals could be found to invest money upon the strength of such legislation. Again, Mr. Speaker, in the year 1817 this very question was raised. James Madison, then POTUS, have his opinion upon the exercise of this power y congress. I quote his words from his message vetoing the act of Congress entitled “ An act to set apart and pledge certain funds for internal improvements.” “Having considered the bill this day presentedto me entitlpd ‘An act to set apart and pledge certain funds for internal improvements.‘and which sets apart and pledgesfunds' for constrncting roads and canalsand improving thenavigation ofwater courses. in order to tacilitate, promote, and give security to internal commerceamong the several States an to render more easy and less expensive the means and EFOYlSIPDS for the commondet'cnsc, aImconstrained y tho‘ nsugerablo difficulty I feel in reconciling the bill with the Constitution of the U.S.to return it with that objectionto the HoRep, in which it originated. “ The legislative powersvestedin Congress are specified and enumerated in the8th section of the 1st article of the Constitution; and itdoes not appear that the power proposed to he exercised by the bill is among itnhteerepnruemtaetiroant.ewdpitohwiners or that.it falls. by any inst the powertomakelaws necessary and proper for carrying into execution theseor other powers vested b this bonstitution in the governm ent of the U.S. The power to regulatecommerceamongthe several States cannot include a powertoconstructroads and canalsand to improve thif nnvigation of water courses, in order to facilitate. promote and secure such n. comincrco without a latitude of construction departing from the ordinary import of the terms. strengthened by the known inconveniences which doubtless led to the grant of this remedial power to Co“n' ross. ‘0refer the power in question to the clause ‘to provide for thccornmon doense and sencrnl wclfare, would becontrary to the establishc and consistent rules of interpretation. as rendering the special and careful enumeration of powers whichfollow the clause nugatory and improper. such a view of the Constitution would have th ceffectof giving to congress a general power of legislation, instead of the ctined and liniited one hitherto understood to belong to them. the terms‘ common defense and generalwelfare'cin bracing everyobjectand notwithin the purview of a legislative trust. It w0uld have the effectof subjecting both the Constitution and laws of the several States seindeadll by cases not specifically exemptedto be laws of Congress.it being expressly declled that the Constitution of the U.S and laws made in pursuance thereof shall be the supreme law of the land and the judges of every State shall be bound thereby.anything in the constitution iuogr.’laSwuscohf aa.nvyie State Constitution, ofitn wailtlhy, would have tho effect of excluding the judicial authority of the U.S. from its pnrticipation in guarding the boundingbetween the legislative powers of the Generaland the State governments. Inasmuch as questionsrelating to the general welfare being questions of policy and expediency are unsusceptiblo of Judicial cognizance and decision." The next year James Monroe, in his 1st annual message, in speaking of this power used this language: “Vl lhenwe consider the vast extent'of territory within the U.S., the greatamquntandvalue of its productions.the connection of its parts, and other circumstances on which their prosperity and happinessdepend, we cannot fail toentertsin a high sense of the advantageto bederived from the facility which may be in the intercourse between them by incline of good roads and canals. "hover did a.country of such vast extent offer equal inducements to improvements of this kind nor ever were consequences of such in nitude involved in them. As this subject was not on by Congress at the l tl!t5(‘5810a0n, d therema bea disposition to revive it at the present, I have roughtit into view for the purpose of communicatingmy sentimentson a very important circumstance connected with it with th ntfreedomand candorwbich a re aid for the public lnltffj‘ril and o prop'enres ectfor on was require. A diflerence of opinion asexisted mm the h Mr. fot rmation of our constitution to the present time among our most enlightened and virtuous cit 1101] respecting the right of congress to establish such a systemof imrovement. fsking into View the trust with which am‘now honored" would be iinpro lCI', after what has passed. that this discussion shoult berevivedwith an uncertainty of my opinion respecting the right. Disregarding early in: ressions, I have bestowed on the BDbJOCatll the deiberationwhich its great. Importance and alnst sense of my duty required, and the result is a settled conviction in my mind that Congress do notpossessthe right. Itisnot contained in any of the specified powers granted to Congress; o orcanI considerit incident to or a necessarymcun viewedon the most libero} scale for carrying into notany of thqpowsrs which arespeciallygranted. communicatingthis result I cannot resistthe obligation which I feelto suggest to Congressthe propriety of recommendin to the Statesthe adoption of an amendment to the Constitution which shall give to Congress the right in question." General Jackson, in his veto of the Maysville road bill, used this language: "The constitutional power of the Federal Government to constructor promote works of internal improvement presents itself in 2 points of view: the 1st, as bearing upon the sovereignty of the States within whoselimits their execution is contemplated, if jurisdietion of the territory which they may occupy be claimed as necessaryto their preservationand use; the 2nd, as asserting the simpleright to appropriate moncgn from the national Treasury in aid of sucln works, whn undertakenby Stateauthority, surren dering the claim of jurisdiction. In the 1st view, the guestion of power is an open one, and canbe decided Without the cmbarrassments attending the oAtlthheoru.agrhisfirnegqfureonmtlythepractice of the Government and strenuously attempted the power, to this extent.has neverbeenexercisedbythe Governmentin a single instance. It does not, in my opinion, possessit;andnobill, therefore, wbichadmits it can receivemy otiicial sanction.” It is suggested by my friend on the right that it is idle to spend anytime in reading to this House either the Constitution or the expositions which has been given to it by those who have gone before us, and who I have always been taught to believe were quite as well acquainted with the proper interpretation of that instrument as we are, and quite as honest in their attempts to give it a correct interpretation; but I have yet faith, and I yet believe that in this Cong ress, after members shall have an opportunity and shall avail themselves of it, to examine this question, there will be no such thing done as to pass a law in direct violation of the provisions of the Constitution. This much in relation to constitutional power. I do not deny that the "ederal Government has made donations time and time again; and that, under the very last proposition alluded to by General Jackson, the have exercised the power. But I submit that there can be no question as to the unconstitutionality of this bill, in respect to the sovereign power to take the territory and property of a State against its will and withontits consent. Ifthisbillshould ass and the honorable Gentfrom Ohio as suggested that no member from the West would dare to vote against it, then I hope the constitutional lawyers that represent the West, for many of whom I have the highest regardfor I have sat here for 4 or 5 months and listened with h eat interest to their discussions of constitutional and legal questions; and whether I agree or disagree wigh them is immaterial, for I concede their ability to judge upon these questions I hope that they will give this question a careful and candid consideration, notwithstanding it is intimated that there is not a man in the West who dare vote against this bill. Now, Mr. Speaker, I will leave the further discussion oft is implortant reposition of constitutional power with one urther suggestion; and during the time which I may have in another morning hour, I will endeavor to discuss the practical facts in connection with this scheme. Does any man believe that this body will legislate for the benefit of the commerce of the count as well as the States have done? Does anybo y believe that we here know as well what is demanded in the State of Illinois as the Legislature of Illinois? Just so is it with NewYork; just so it iswith all the eastern States. I therefore say, leave this question to‘ the States to act upon this matter; leave it to the private enterprise of the individuals who make up the State; those individuals who are full of enterprise, and who do notwant to come here to lobby bills through, but who prefer to go to their own States, where the people will understand what they want. I ask again, will not just and honest legislation be promoted by lenVing this matter to the States themselves and not assume it for the Federal Government? [Here the hammer fell, the morning hour having expired] TUESDAY, May 1, 1866. Tbe same subject being taken up again for consideration Mr. J. M. HUMPHREY said: Mr. Speaker: The project of connecting the waters of Lakes Erie and Ontario by means of a canal has engaged the attention of commercial men and capitalists for the last 60 years. In the year 1798 a Niagara ship canal compau was incorporated. Since that time 3 other acts or extensions of the same have been granted by the State of NewYork, but the scheme could never present suifieient merit to induce capitalists to even invest money enough to pay the cost of organizing a company. In the mean time the State ofiNewYork has built and enlarged the Erie and Oswego canals, and private enterprise has built the NewYork Central and Erie railroads to accommodate the trade that we are now told is pressing for an outlet through this canal. The Canadian government, also, at an early day thought it saw an opportunity to divert the western commerce through its territory, and built the Welland canal, which was comleted about 1835. This canal has a capacity or passing boats of 500 tons burden, double that of the NewYork canals. The tolls are merely nominal, and during the last 5 ears there has been less business done on it than there was during the 1st 5 years after its completion. Private enterprise, aided by the British government, in the mean time has built the Grand Trunk and the Great Western railroads, at an expense of over 100 million dollars, and all to accommodate this western trade. A railroad has even been built on the banks of this caml, which now does most of the business formerly done upon it. Commerce, like water finds its own level, and is regulated by the law of supply and deround; it must have its general commercial center; and every country has its own commercial center from which the people get their commercial values and make their exchalges, add to which the surplus pioduction of their staples are sent to market. The people of the U.S. recognize NewYorkas our cat commercial center; and although Boston, hil adel hia, Baltimore, NewOrleans, Cincinnati, Stouis, and Chicago, are centers for local values, yet it cannot be denied that NewYork is the great controlling center of all our commercial values and the place of shipment for our surplus productions. This being the fact, and that the great Westis the chief grain growing basin of the world bein also a fact, it becomes a commercial (not military) necessity to transport the surplus productions of the West to the East by the most direct, safe, and chea est route possible. Is the Niagara ship cans that route or a necessary link in it? This canal would be of little benefit to through shipments in years when a foreign market is supplied from other sources, as lhas been the case for the last 3 years. The experts from the U.S. from the 1st of September. 1864, to the 12th of June, 1865, to GreatBritain, were only 1, 616,083 bushels of wheat 225, 520 bushels of corn, and 97, 844 barrels of flour, the% a e being only 5 of flour, 9 and one halfo wheat, and' 2 of corn, on what it was in 1861 and 1862for the same period. Ocean freights have not stood in the way; wheat and corn have been taken in steamships from NewYork to Liver pool for nothing, and 3 cents has been an outside figure the most of the season; flour has been taken at 6pence to tenpeuce perbarrel. These figures do not look thvorable tor a direct route via. the StLawrence and the Atlantic ocean. If we had a ship canal given to us we could not have used it for that purpose. NewYork is the sea port of this country for grain shipments. At NewYork we meet the ships of the world and orders for grain, if any, and wc there meet the sale for our own country and the balance of the world; while via the StLawrence we come out into open sea and meet icebergs and get a.taste of salt water. We find no customers, no destination but Liv erpool worth mentioning, and that market overstocked. It is obvious, therefore, that NewYork will continue to be what it has ever been, the mar ket for the great bulk of the western produce. And the means of reaching that market he comes the all important question. And to its consideration I ask the attention of this House while I state some of the statistical facts bearing upon this question; and I take this occasion to say that I am indebted for much statis tical information to a most valuable pamphlet nblished by Dr. Hayes upon this subject. The rie canal, the Welland and Oswe o canals, the NewYork Central railroad, the firie railroad, the Baltimore and Ohio railroad, and the 0g densbnrg railroad, are the principal avenues through which this commerce must now pass. I shall, however, confine myself mainly to a consideration of the capacity of the Erie canal to accommodate this commerce, omitting entirely any discussion of the capacity of the other routes mentioned, or that still more important fact that with the return of peace the Father of Waters is again opened to the commerce of the West with the people of half a continent as its buyers and consumers. I expect to be able to show that the Erie canal is not only at present ade nate for that purpose, but will continue to be for many years to come, and that it is the cheapest route that is now or can hereafter be opened; that it controls and keeps down to the lowest practicable figure the cost of transportation from the West to the East upon all the other routes. Buffalo harbor, at the junction of the Erie canal with Lake Erie, is ca able of accommo dating all the vessels like y to go there for many years. It has a capacity for elevating from vessels into canal boats, or into store, 2, 808,000 bushels of grain perda, and a stor age capacity of 5, 885,000 bushc s. Suppose canal navigation to commence the 1st of May, and to close the 1st of December in each year, we have 100 and 84 workin days. When worked to the full capacity, Buf falo alone could transfer from vessels into boats, orinto store, 516, 672,000 bushels. The most ever received in one year was in 1862, 58, 642, 344 bushels, leaving a capacity yet unoccupied of over 458,000,000 bus els, showing that only about one 10th of the capacity has ever been used. But complaint is made of the canals of the State; that they are too small to furnish an outlet for western shipments. Let us see how that account stands. The corrected register of canal boats, now in the hands of the collector at Buffalo, shows at the present time about 6, 160 boats. The returns 8 ow that for the local use of the State of NewYork 11%. of the whole is required; deducting that from the total, leaves 4, 502 boats for the through business; allowin 30 days for each trip, and each boat to made 7 trips during the season, we have a total of 32, 144 trips; allowing each boat to averageonly 6,000bushels of all kinds of grain, and there is proved a grain capacity of 192, 864,000 bushels. educt for the most ever shipped in one'season, 58, 642, 344 bushels, and it shows a rain capacity left unused of over 154,000,000 ushels. But it may be said that it is unfair to take all the capacity for grain, leaving nothing for such freightas umber, stoves, flour, provisions. die. Let us see how the year 1864stands upon the eastward bound through tonnage. These 4, 592 boats. making 32, 144 trips, their average tonnage being 141 tons each, give 4, 532, 304 tons capacity. The total through tonna e for 1864 was 1, 907, 136 tons, leaving a baance unoccupied of 2, 625, 108 tons, showing only about 1/3rd of the tonnage used. The capacity of the boats now running is far below the average of what the canal can accommodate. Many of the boats are of the old, small class, while the canal is able to float a much larger class of boats. Those lately built and now building for the through business run from 200 to 250 and 300 tons. It requires no more time or trouble to look through a boat of 250 tons than one of 50 tons, when the locks are enlarged to admit them into the locks readily. Thus we may fairly claim that the capacity of the canal for through business, with the enlarged locks, is equal to 6,000 boats of 220 tons each. These would move 1, 320,000 tons each trip, and for the season of canal navigation could move 9, 240,000 tons. The total through business of 1804 was but a trifle over one 5th of the canal facilities with the enlarged locks. There may be a few days in the fall of the year when the canal appears to be over taxed, but if anyone is able to build boats to run for those few days, and let them lie idle for the balance'of the season, no one is disposed to hinder him. Then what need is there for another ship canal at present? Are the rates too high? The canal is open to the whole world, without regard to nationality or even color, to build and run just as many boats as they like, at just what rice they like, over the State tolls; or 3 ourths of the boats can be bought for less than their estimated value. The commercial law of supply and demand regulates the rates of freight, which are sometimes ruine usly low and at other times pay a fair profit. The average is not as profitable as in a most any other business where an equal amount of capital is at stake. Has the State been unfair in its dealings, and increased the tolls, that western men should seek to avoid them and take another route? Let us resort to figures again, both upon tolls and freight, taking the article of fiouraud tracing it through the various periods since shi ments began to the present time, dealing with the general average for equal periods of years, for we must treat every great commercial business upon the average in order to arrive at correct deductions. We find that from 1830 to 1833, 4 years, the toll on a barrel of flour from Buffalo to Albany was 51 cents and the freight was 44 cents; the next 12 years the toll was 33 cents and freight was 42 cents, 40 cents and 27 cents for periods of 4 years each the next 4 years tolls were 31 cents and reight 33 cents; the next, 25 cents tolls and 29 cents freight; the next, 23 cents tolls and 20 cents freight; the next 7 years the toll was.l9 cents and the freight 24 cents. For 35 years western productions have been increasing at arate never before equaled in any country, and during that time the tolls have been reduced 63%., and the freight reduced 45%. on floor. The ratesof toll arenot fixedaipon itsliding scale, to rise and fall with the (priceof gold'in NewYork, or the priceof wheat an corn at Chicago.Butfalo, NewYork, or in London. In this fact the western producerhassecuredan important advantage. The merchants also complain of the injustice done them; let us see how far the State is to blame in this matter. The averages on goods per100 pounds from Albany to uffalo were as follows, namely: 1st 4 years tolls were 49 cents and freight 45 cents; the next 12 years tolls were 33 cents and freight 57 cents, 45 cents and 26 cents for 4 years each; next 4 years tolls were 24 cents, freight 15 cents; the next, tolls 19 cents, freight 11 cents; the next, tolls 15 cents, freight 10 cents; and the last 7 years the average was 6 cents tolls and 6 cents freight. 35 years of unexampled increase of the wealth and growth of our western towns and cities, and a decrease in tolls and freights the most remarkable ever known in the history of the world the reductions being from 40 cents to 6 cents per100 pounds on tolls, and from 45 cents to 6 cents on freight, equal to 88%. in tolls and 80 7%. on freight; the extreme high price being paid cheerfully when we were poor, the low price now being a cause of complaint when we are rich and prosperous! This wonderful reduction in rates is a convin cing proof that the vast and astonishing increase of population and production has been more than anticipated, until the increased facilities have far outstripped the demand, leaving 100s of our canal boats lying idle during the renter part of the season, that would be use ess entirely were it not for an increase of business during a few days in the fall. Prices have fluctuated, and combinations have been formed to put prices up, and in some few cases a few may have suffered by being caught in the gap; but competition is the great leveler of prices, and soon overcomes these irregularities. To guardagainst combinations is one end to be gained, but this ship canal would not sin that end. The experiment has been trie for several years. The Welland canal has been open, and has been used for the very same purpose; and to show how perfectly commerce regulates itself it is only necessary to make a comparison of the average for the transportation of wheat and corn from Chicago to NewYork. For the year 1864, via lake and canal, via Buffalo, it was 2833, ", cents on wheat, and 251%, “cents on corn; and via Oswcgo it was 28, “6 cents on wheat, and 2519, "6on corn. Saving in favor of Buffalo one 10th of a cent on wheat, and 4/10ths on corn. Notice how evenly the charges are balanced in proportion to the work done by each route. ho divisions of the charges by both routes for the average for the year were: vu narrate. Onwheal. 0n corn. Lakes freight.. 9.58cents. 8.94cents. Canal tolls.. Canal andriver. On com. Lakes freight. 15.37cents. 14.8 cents. Canal tolls. Canal and river. The fluctuation in rices at times does not prove any fault in ei er route. It is an evil that cannot be controlled by State authorities or by the canal interests, neither is it confined to the canal. Take the last 4 ears and see the fluctuations on the lakes an canals: the lowest average rate from Chicago to Buffalo, in 1861, was in July, when it was 51 cents on wheat and 5} cents on corn. The highest was in October, the average for that month being 18, “, 3 cents on wheat and 17} cents on corn, making a difference of about 850%. between the months of Jul and October. On the canal from Buffalo to Nbw York the average for July was 11% cents on wheat, and 10:19; cents on corn; in November the average was 25%“, cents on wheat, and 23f 6 cents on corn, the difference being about 225%. from the lowest to the high est average for the months ofJuly and November, or 125%. less fluctuation on the canal than on the lake for the same time. The total averages for each year have been very even. The average for 1861 from Chicago to Buffalo was 11150 cents on wheat, and 101?“ cents on corn; and in 1862 the average was 1‘3; cent less on wheat, and 190%cents on corn; in 1863 the average was 3 cents less on wheat and 3, 3, less on corn; and in 1804 the average was 750%cents on wheat, and 81%“, cents on corn. while for the same time the prices averaged from Buffalo to NewYork: Onwheat. On corn. 15.75 cents. 14.43cents. Showinga constant, gradual reduction. Upon a gold basis 1864 was cheaper than ever be fore, the money being so depreciated in value that the net reSiilts were not near as great in the other years. About the same averages are also shown via Oswego. Thus the route has nothing whatevermdo with the fluctuations of prices, they being ruled entirely by the law of supply and demand. The decreasing prices proves that our lake and canal facilities are now far in advance of the demand during the season of navigation. Thus, by facts and figures, I have demon strated that the present means of transportation are sufficient to accommodate the increasing commerce of the West and will continue to be for many years. But if it was otherwise, and greater capacity was required, the Niagara ship canul would add nothing to it. By this canalnnd the same can be done by the Welland canal now vessels are enabled to tranship freight on to the Oswe o and Erie canals at Oswego, instead of Bu alo; and if the Erie canal is not adequate to move this freight from Buffalo it will be equally inadequate from Syracuse, where the Oswego canal connects with it. To increase the capacity for transporting western produce to the eastern market by this route not only this ship caualmust be built, but the Os wego and ‘rie canals, for a distance of 180 miles must. be enlarged; the former is useless without the latter. But it is urged that this canal will 0 on another and a competing route to Lake ntario, and by such competition the cost of transportation will be reduced upon all the routes; but the comparison which I have already made between freights by wa of the Welland canal and Os wcgo and Bu alo and the Erie canal is a complete answer to this claim. What is gained by reducin the distance of canal transportation is adde to the lake freights from the western ports to Oswego. Mr. Speaker, it must be apparent to anyone who wi take the trouble to investigate the matter that this shi canal scheme, as a commercial enterprise, as no merit whatever. It could not secure a subscription from the on i talists in either NewYork city or Boston to t 6 amount of $100. It is, therefore, unquestion ably just the kind of scheme to come to congress for aid. Hence, in the consideration of such a question we rise above the well settled laws of trade and commerce. We are states men. No inquiry is made here whether it will pay, but is it a “ military necessity?”7 It is in this way that the class of patriotic ntlemen whom the honorable member from C icago the other day demanded should be excluded from this Hall during the consideration of the pay cific railroad bill, and who are commonly known as the legislative bounty brokers, hope to obtain $6,000,000 of the people’s money. True, the Government has no money to pay the poor soldier who periled his life in its elense, orto pay loyal men for property taken or destroyed y our Arm during tie war. The widows and orphans oft e brave men who died in the strug gle for national existence have thus far been turned coldly away by this congress upon the pretense that the condition 0 our national finances demands the strictest economy. But let the shoddyites of the war, whose occupation I “ had hoped was gone, come here with their little" scheme, in the shape of some railroad or canal which they tell us is a “ military and commercial necessity, ” and all at once a sud den change takes place; the Federal Treasury becomes a new found Golconda. The scrip tural promise is to them fulfilled; they have only “to ask, and it is given, to knock, and the Treasury is opened.’ Bonds or lands in untold millions are given to them; but the ceple will not, ay, cannot, endure this much onger. If it cannot otherwise be stopped they will come to this Capitol and scourge these legislative speculators from these Holly and demand of us, their misrepresentatives, that we surrender the power they confided to us to honester and wiser men.Mr. Speaker, a word to our brethren of the We'st and I am done. The constantly decreasing tolls on the NewYork canals, the constantly increasing capacity to meet the wants of the West, and our desire as soon as demanded by the further enlargement of the locks to increase their capacity to at least 200 million bushels, should be a token of friendshi and love between the Empire State and her sister States of the great Northwest. We will decrease the tolls just as fast as the increased business will warrant it being done. If the West had1,000 ca nals it could do no more and be just to itself. If NewYork holds a local position advan tageous to exterior trade and interior traffic, is this a crime for which she must or ought to be denounced and punished? If by her own means and the wisdom and forecast of her statesmen she has imroved those local advantages, not only to or own benefit, but for the welfare of her neighbors, should she be denounced as extortionate because she says to them, use these facilities for traffic in common. with all the world by paying a fair and reason able compensation theret‘or? Our toll rates are not and have not been any higher than they were in 1857 on agricultural products when the tolls were paid in gold or its equivalent. Does the West comlain of this? Has she felt this conduct on the part of NewYork to be wrong, oppressive, an exorbitant taxation ‘1’ Will her interests be better provided for by a private corporation? Mosteerta‘mly not. There should be no rivalry or jealousies between the East and West, for when we look at Detroit, Chicago, Milwaukee, StPaul, or any other city, county, or town upon the broad expanse of this fair and fertile western world, we find the seed from which sprang western enterprise and shrewdness, which has ripened into power and unexampled greatness and prosperity. That seedwas the “universal Yankee.” NewYork and the NewEngland States planted the germ of this great western empire, which soon extended its ame to the over populated countries across the ocean, inducin 100s of 1,000s to seek homes upon its broad prai ries. Now, no nation on earth, no eastern State, not even Canada, can strike a blow against the welfare of the West without sending the arrows of affliction directl into' the hearts of their own offspring and family friends. Therefore NewYork, the eastern States, and the whole world respond and re'oice in western greatness and prosperity, an we will open the oors wider and wider forits increased productions as fastas it can reasonably demand it, but we ask the West in return not to slight its old and early friends, or go stumbling over difficulties, through Canada, down the StLawrence, out of the gulf, around Nova Scotia and along its dangerous coast to get to Boston.