Returns have also been procured from Russia, Sweden, Norway, Prussia, Tuscany, the Papal States, Sardinia, and Austria, of the duties levied in each of those countries upon timber exported; and a return is made of the prices of Memel and Canadian timber in the port of London, duty paid, in the first weeks of January, 1846, and six preceding years. These, with the rates of duty payable at each period, were as under :

FLOUR INSPECTIONS AT NEW ORLEANS.

QUANTITY OF FLOUR INSPECTED AT NEW ORLEANS, FOR THE YEAR ENDING SEPTEMBER 1, 1846.

The flour inspectors of New Orleans have furnished the Price Current of that city with the following statement of the inspections of flour for each month during the year ended August 31, 1846. It will be seen that the total quantity is 414,846 barrels. The total quantity received from the interior during the same time, according to the records of the Price Current, was 837,985 barrels.

STATEMENT OF FLOUR INSPECTED FROM 1st September, 1845, to 31st august, 1846.

IRON TRADE, ETC., OF GREAT BRITAIN.

From a return ordered by the British Parliament we collect some interesting items relative to the iron trade. The quantity of foreign iron imported into Great Britain during the year ending the 5th of January, 1846, included 220 tons of iron in pigs, and 33,402 tons in bars unwrought. The value of the wrought iron and steel brought in was £21,197. Sweden supplied nearly all the iron in bars that was imported. A small portion of this foreign iron was re-exported from England. The exports of British iron from the United Kingdom in the year ending the 5th of January last, were-77,361 tons of pig, 153,882 tons of bar, 10,209 tons of bolt and rod, 22,936 tons of cast, 1,949 tons of wire, 2,974 tons of anchors, grapnels, &c., 11,738 tons of hoops, 6,463 tons of nails, 56,164 tons of all other sorts (except ordnance,) 2,250 tons of old iron for remanufacture, and 7,015 tons of unwrought steel. Prussia, Germany, the United States, Russia, and the British North American colonies, are the best customers. The quantity of British hardwares and cutlery exported from the United Kingdom in the 5th of January last, was 20,754 tons, and the declared value £2,182,999. The United States of America took by far the largest quantity, the value being £719,324. The British North American colonies received to the amount of £200,475; Germany, of £159,459; the British territories in the East Indies, of £119,896; and the British West Indies, of £80,483. The value of the British machinery and mill-work exported from the United Kingdom in the year ending 5th January last, was £904,961, of which Russia took £116,804; Germany £113,847 France £103,078; Spain £65,387; the British North American colonies £46,286; and the United States of America £44,611.

STATISTICS OF SHIPPING AT QUEBEC.

During the season of navigation which closed in November, there have arrived at Quebec, from sea, 1,439 vessels, forming an aggregate of 573,208 tons; the crews of these vessels average about 15 men each, making 21,585 seamen. Of these including new vessels -1,362 have cleared at Quebec, 90 of which were from Montreal, having partly loaded there, and had to have the remainder of their cargoes brought down in lighters, owing to the shallowness of Lake St. Peter, and consequently had to re-clear here; thus leaving 1,272 that have loaded at Quebec.

There were 30 vessels built at Quebec, during the year ended 1st November, 1846, forming an aggregate of 19,751 tons-of these 24 were square-rigged, forming 19,369 tons, which, added to the tonnage of arrivals in 1846, 573,208 tons, makes 592,577 tons of shipping that have loaded in the ports of Quebec and Montreal in 1846.

The number of arrivals at this port, from sea, is 36 less in 1846 than in 1845-but the tonnage of 1846 exceeds that of 1845 by 13,496 tons.

The number of arrivals at Montreal were, in 1845-202 vessels, tonnage 51,295; and in 1846-221 vessels, tonnage 55,968.

RAILROAD AND CANAL STATISTICS.

RAILROAD FROM LAKE MICHIGAN TO THE MISSISSIPPI RIVER.

TO THE EDITOR OF THE MERCHANTS' MAGAZINE AND COMMERCIAL REVIEW. THE importance of railroad communication between the different sections of our country, is becoming more and more appreciated. The eastern cities are deeply interested in facilitating intercourse between themselves and the great western valley. The opening trade with the west is but commenced. The tide of emigration towards those rich and vacant lands is constant ; and millions of acres are yet to pour their harvests into the commercial emporiums of the east. The most expeditious channels of intercourse between the east and west will command the passengers and much of the trade. The great western railroad, extending from New York and Boston, will pass on the south shore of Lake Erie, thence across the peninsula of Michigan and round the head of Lake Michigan to Chicago. From this point is the only uncommenced or perhaps unsurveyed part of the route between the great lakes and the father of waters. The completion of a railroad from Chicago to the Mississippi, will consummate the connection between New York, Boston, and New Orleans, by an expeditious inland route. The attention of eastern capitalists is invited to the feasibility and importance of this work. By an examination of the map of Illinois, it will be perceived, that directly west of Chicago, the Mississippi makes its great eastern bend, and approaches nearest the lake. This is the easiest and most natural connection. It is not only the shortest, but the most practicable. It passes through the most beautiful and inviting part of Illinois-one that will require but little grading-settled by an industrious and thriving population, and affording every facility for making a road, and abounding in all the products of the northern and middle States.

A continuous railroad between Lake Michigan and the Mississippi may be made with comparatively little expense. The importance of this route is prospectively great. A railroad from Chicago directly west to the eastern bend of the Mississippi, will concentrate to one point the northern and southern travel. It will not only greatly facilitate the intercourse between Iowa and the east, but by extending a branch north to Galena, following the grade of the great central railroad, the lead trade may be secured. With another extending down the Mississippi to Rock Island, and ultimately below the lower rapids, where the navigation of the river is uninterrupted for the greater part of the year, it will most certainly become the great channel of communication between the west and south and the eastern cities embracing the most valuable and important sections of our country. Shall Boston or New York first adventure in this magnificent enterprise? Shall a large part of the Mississippi valley be thus brought into immediate commercial alliance with one part of the east? Great advantages may be secured-who shall win them? The rival cities in this great enterprise are New York and Boston. J. E. C.

DELAWARE AND RARITAN CANAL.

CHARTER OF THE COMPANY-ORIGINAL COST OF CANAL-RECEIPTS AND EXPENDITURES FOR EIGHT YEARS-RATES OF TOLL ON THE CANAL IN 1846-7.

The Delaware and Raritan Canal Company was incorporated by the Legislature of New Jersey, February 4, 1830. Capital stock, $1,500,000. Duration of charter limited, originally, to 30 years, but extended to fifty years by a supplemental act, passed February 30th, 1831, which gave the State an election of purchase, at the expiration of that period, upon paying the appraised value of the work, not exceeding cost. This canal connects the Delaware river, below tide-water, at Bordentown, with the Raritan, below tide-water, at New Brunswick. It is 43 miles in length, 75 feet wide, on the top-water line, and has 7 feet depth of water. The extension from Trenton to Bull's Eddy, 224 miles up the

Delaware, is 60 feet wide. There are 14 locks, viz : 7 ascending from the Delaware, and 7 descending to the Raritan-the elevation overcome being only 58 feet. The locks are 110 feet long, and 24 wide, in the clear. Pivot bridges are erected along the entire line, for the passage of masted sea-vessels.

ORIGINAL COST OF THE DELAWARE AND RARITAN CANAL.

RECEIPTS AND EXPENDITURES OF THE DELAWARE AND RARITAN CANAL.

All other articles, 4 cents per ton, per mile, if carried through; and 1 cent from or to Easton, from or to any point on the canal.

On boats or vessels, regularly employed in transportation, 4 cents per mile, exclusive of cargo, and 4 cents for passing each lock.

Transient vessels, over 30 tons cargo, 4 cents, exclusive of cargo, and 4 cents for each lock. If less than 30 tons, 12 cents, exclusive of cargo.

Vessels of less than 30 tons, which may have gone outside, and returning through the

canal, 12 cents; each additional ton over 30, a cent.

Coal vessels, with full freight, pay no mileage on vessel, on returning

Vessels passing the tide-lock at New Brunswick, pay toll on vessel and cargo equal to 1 mile-except of an hour before and after high tide.