Internal improvements is the term used historically in the United States for public works from the end of the American Revolution through much of the 19th century, mainly for the creation of a transportation infrastructure: roads, turnpikes, canals, harbors and navigation improvements. This older term carries the connotation of a political movement that called for the exercise of public spirit as well as the search for immediate economic gain. Improving the country's natural advantages by developments in transportation was, in the eyes of George Washington and many others, a duty incumbent both on governments and on individual citizens. Background While the need for inland transportation improvements was universally recognized, there were great differences over the questions of how these should be planned, funded, developed, and constructed. Also, with various routes available, questions of where these improvements should be made, and by whom (the federal government, the individual states, or local jurisdictions), became the basis of political and regional contention. Federal assistance for "internal improvements" evolved slowly and haphazardly; it became the product of contentious congressional factions and an executive branch generally concerned with avoiding unconstitutional federal intrusions into state affairs. Late project successes, both European and pre-revolutionary, demonstrated the time and cost savings as well as greater potential commerce and profit which these improvements created, but the early inability of Congress to develop a system of appropriations hobbled federal efforts; this threw responsibility for internal improvements on the states, following the veto of the Bonus Bill of 1817. New York scored fabulous success in 1825 with completion of its Erie Canal, but other state programs sank due to a combination of excessive ambition, shaky financing, and internal squabbling. One early government-funded project was the Cumberland Road, which Congress approved in 1806 to build a road between the Potomac River and the Ohio River; it was later pressed on through Ohio and Indiana and halfway through Illinois, as well along what is now U.S. Route 40. It became the National Road and was the single largest project of the antebellum era, with nearly US$7 million in federal dollars spent between 1806 and 1841. The debates on Ohio statehood and on the Cumberland Road apparently included no significant discussion of the Constitutional questions involved. The issue of government subsidies for internal improvements was a key point of contention between the two major political factions in America for the first sixty years of