“That the erection and maintenance of the public works which facilitate the commerce of any country, such as good roads, bridges, navigable canals, harbours, &c. must require very different degrees of expence in the different periods of society is evident without any proof. The expence of making and maintaining the public roads of any country must evidently increase with the annual produce of the land and labour of that country, or with the quantity and weight of the goods which it becomes necessary to fetch and carry upon those roads. The strength of a bridge must be suited to the number and weight of the carriages which are likely to pass over it. The depth and the supply of water for a navigable canal must be proportioned to the number and tonnage of the lighters which are likely to carry goods upon it; the extent of a harbour to the number of the shipping which are likely to take shelter in it.” (WN, V.i.d.1; my emphasis)
Thus begins Article 1 of Part 3 of Chapter 1 of Book V of The Wealth of Nations (“Article 1”). To paraphrase Adam Smith: the government must erect and maintain harbours and highways and other channels of commerce — see, for example, the “&tc.” at the end of Smith’s initial list above — and the cost of these public works will be greater the more commerce is being carried out through them.
After establishing this fundamental premise, Smith then devotes the rest of Article 1 to the following question, Who should finance these “necessary” works: the taxpayers as a whole or the actual users of these public goods? And on this crucial first-order question Smith is clear: it is the actual users or direct beneficiaries who should pay. Or in the immortal words of Adam Smith:
“It does not seem necessary that the expence of those public works should be defrayed from that public revenue, as it is commonly called, of which the collection and application are in most countries assigned to the executive power. The greater part of such public works may easily be so managed as to afford a particular revenue sufficient for defraying their own expence, without bringing any burden upon the general revenue of the society.” (WN, V.i.d.2; my emphasis)
In fact, Smith tells us that some public works might generate so much public revenue that the government might even end up making a profit(!):
“A highway, a bridge, a navigable canal, for example, may in most cases be both made and maintained by a small toll upon the carriages which make use of them: a harbour, by a moderate port-duty upon the tonnage of the shipping which load or unload in it. The coinage, another institution for facilitating commerce, in many countries, not only defrays its own expence, but affords a small revenue or seignorage to the sovereign. The post-office, another institution for the same purpose, over and above defraying its own expence, affords in almost all countries a very considerable revenue to the sovereign.” (WN, V.i.d.3; my emphasis)
So, Smith asks, should the revenue generated by tolls and port-duties go into the government’s general fund, or should such user fees be narrowly circumscribed, allocated only for the erection and maintenance of highways and harbours? On this second-order finance question, Smith is also clear. If the revenue generated by tolls and port-duties were to go into the general fund, the government will most likely try to squeeze too much revenue out of its highways and harbours, and such a move would be counter-productive and self-defeating because high tolls and port-duties might have the effect of reducing commerce instead of promoting it:
“… if the tolls which are levied at the turnpikes should ever be considered as one of the resources for supplying the exigencies of the state, they would certainly be augmented as those exigencies were supposed to require…. But the turnpike tolls being continually augmented in this manner, instead of facilitating the inland commerce of the country as at present, would soon become a very great incumbrance upon it.” (WN, V.i.d.12; my emphasis)
Now, what about “those public works which are of such a nature that they cannot afford any revenue for maintaining themselves, but of which the conveniency is nearly confined to some particular place or district”? (WN, V.i.d.18) That is, what about small-scale or “local” public goods that do not generate any revenue, such as street lamps or traffic signals? Yet again, Smith’s answer is crystal clear: small-scale public works that benefit a local community should be erected, maintained, and paid for by a local or municipal government unit:
“Even those public works which are of such a nature that they cannot afford any revenue for maintaining themselves, but of which the conveniency is nearly confined to some particular place or district, are always better maintained by a local or provincial revenue, under the management of a local or provincial administration, than by the general revenue of the state, of which the executive power must always have the management. Were the streets of London to be lighted and paved at the expence of the treasury, is there any probability that they would be so well lighted and paved as they are at present, or even at so small an expence? The expence, besides, instead of being raised by a local tax upon the inhabitants of each particular street, parish, or district in London, would, in this case, be defrayed out of the general revenue of the state, and would consequently be raised by a tax upon all the inhabitants of the kingdom, of whom the greater part derive no sort of benefit from the lighting and paving of the streets of London.” (WN, V.i.d.18; my emphasis)
The Scottish philosopher then concludes the first half of Article 1 (WN, V.i.d.1-19) with a general observation about the relative scale or magnitude of local versus national government corruption. To paraphrase Adam Smith, all government units are corrupt, but some government units are more corrupt than others:
“The abuses which sometimes creep into the local and provincial administration of a local and provincial revenue, how enormous soever they may appear, are in reality, however, almost always very trifling in comparison of those which commonly take place in the administration and expenditure of the revenue of a great empire. They are, besides, much more easily corrected.” (WN, V.i.d.19; my emphasis)
But as they say in those low-budget but mildly-entertaining late-night TV infomercials: But wait, there’s more! For Adam Smith has yet many more important things to say about “Public Works and Institutions [that] are necessary for facilitating particular Branches of Commerce” in the second half of Article 1: WN, V.i.e.1-40. (To be continued …)








