Hessian.-Conrad W. Faber, 44 Broad.

Lubec.-George W. Kruger, 42 Broad.
Meclenburgh.-Charles a Heckscher, 44 South.

Mexico.-John Granja, Consul-General, 73 Wall; Louis E. Hargous, Vice Consul, 33 South.

Montevideo.-John L. Darby, 31 Old Slip.

Nassau.-William A. Kobbe, 5 Pearl.

Netherlands.-John C. Zimmerman, 44 Broad.

Norway.-C. E. Habicht, 85 West.

New-Grenada.-Mortimer Livingston, Vice-Consul, 22 Broad
Portugal.-Philip N. Searle, Vice-Consul, 71 New.

Prussia.-J. W. Schmidt, 34 Broad.

Roman States.-Martin Mantin, 32 Platt.

Russia-Alexis Eustaphieve, Consul-General, 407 Fourth; G. E.

Kunhardt, acting Vice-Consul, 69 West.

Sardinia.-Louis Mossi, 522 Broome.

Saxe Altenburg.-Charles Hinrichs, 37 Beaver.
Saxe Wiemur.-Edward Stucken, 9 Broad.

Saxony.-John R. Mahler, 129 Pearl.

Sicily-Rocco Martuscelli, Consul-General, 10 Beaver.

Spain.-Francisco Stoughton, 115 Leonard.

Sweden.-C. E. Habricht, 85 West.

Switzerland.-Louis P. de Luze, 22 Beaver.

Texas. John H. Brower, Consul-General, 91 Front; William S. Pierson, Vice-Consul, 62 Wall.

Tuscany.-Wm. H. Aspinwall, Vice-Consul, 55 South.
Venezuela.-John B. Purroy, 4 Wall.

AUCTION DUTIES.

Statement of the amounts paid into the State Treasury by New-York Auc tioneers, on account of Vendue Duty, for the fiscal year ending 30th September, 1844.

Total amount of Auction Duties, collected in the State, from 1840 to 1844,

inclusive.

STATE CANALS.

The Canals constructed, or in course of construction by the State, and belonging to it as public property, are nine in number; and in the following general account of them, the statutory designations of them are adopted.

ERIE CANAL.

This Canal as first built, was commenced with public ceremonies, July 4, 1817; and it was finished, ready for navigation in its whole extent, from Lake Erie at Buffalo, to the Hudson River at Albany, in October, 1825, at the total cost, including interest and loans, and all other disburse ments, of $10,731,595. Its main trunk, 40 ft. wide at top, 23 ft. at bottom, and 7 ft. in depth, with 4 ft. depth of water, is 363 miles long, exclusive of feeders and side-cuts. It had only 84 lift locks, both ascending and descending, giving a rise and fall of only 692 ft.; and but 3 summit levels, viz: the Rome level, 69 miles long, extending from Frankfort, 9 miles east of Utica, nearly to Syracuse; the short Jordan level, between the valley of the Onondaga Creek at Syracuse, and that of the Seneca River at Montezuma; and the Lake Erie level, extending from Buffalo to Lockport. The Oak Orchard level, also, though not a summit, is 60 miles long, extending from Rochester, to the foot of the Mountain Ridge, at Lockport. The lowest level on the line, from which the canal ascends, each way, is at the Montezuma Marshes. The heights of the more important levels above the Hudson, at Albany, are as follows:

The Rome level,425 ft.; the Oak Orchard level 506 ft.; and the Lake Erie level, 561 ft. The principal Aqueducts on the original work were as fol low: Two consisting of wood-en trunks supported by stone piers, across the Mohawk river, between the Cohoes Falls and Schenectady; one, made wholly of stone, across the Mohawk at Little Falls; and the other, con. sisting wholly of stone, also, and much the most most massive and costly, across the Genesee river, at Rochester. The other features of the original work most remarkable, either for difficulty of execution, or for their im posing aspect when finished, were, the section crossing the great marshes at Montezuma, traversed by the Seneca and Clyde rivers, and during the excavation of which, it was necessary to keep pumps driven by horse pow er at work night and day, for a distance of several miles; the great em. bankment, 72 ft. in perpendicular height, with a base of about 250 ft. in width, across the ravine of the Irondequoit Creek, a few miles east of Rochester; the rock excavation, through the Mountain Ridge, at Lockport; and the pier and dam at Black Rock, in the Niagara river.

On the 11th of May, 1835, the Legislature passed an act for the enlarge. ment of this canal. By that act, the size of the enlargement and the gen. eral outlines of the work were submitted to the determination of the Canal Board, a body composed of the Board of Canal Commissioners, and the Commissioners of the Canal Fund. After such investigation as was deemed sufficient, the Canal Board in 1836, decided that the dimensions of the enlarged canal should be as follows: Width at top, 70 feet, at bot tom, 42 ft.; perpendicular depth, 10 ft., with 7 feet depth of water; the locks to be in pairs, each lock having its chamber, 110 ft. long, by 18 ft. wide.

The enlargement having been determined on, operations were commenc. ed in 1836, and a great amount of work has been done. The Commis. sioners have wisely availed themselves of the occasion, to improve the lo

cation of the canal in many places; straightening the curves wherever practicable, shortening the distance, and diminishing the total quantity of lockage. In this way, the whole length of the enlarged canal will, when done, be about 360 miles, instead of 363; and taking each pair of locks as one rise, or fall, the number of locks will be 71, instead of 84. This sav. ing of lockage, is effected among the short levels, the long ones remaining essentially as before.

The number of other structures of masonry will be increased. There will be 37 aqueducts, and 5 weigh-locks.

The cost of the enlargement is estimated at about $23,000,000. The boats chiefly employed for transportation on the original canal, average about 55 to 60 tons. The enlarged canal will accommodate boats of the capacity of 150 to 200 tons; and as the cost of towing will be increased in a much smaller ratio than that of the tonnage, the price of freights will be very materially diminished. This diminution is estimated at about 50 per

cent.

The following statements, gathered from the Annual Report of the Canal Commissioners, dated January 20, 1845, give a general idea of the work done on the Erie Canal Enlargement, at the close of 1844.

The work completed and in use, including 228 structures and 35 3-4 miles of canal, amounted to $6,742,846.72. Other work, embracing 31 1-2 miles and about 60 struetures, and in use, though on contracts not entirely finished, amounted to about $1,230,638.70—making the total amount of work in use $7,973, 485.42.

On contracts commenced but not completed, embracing 72 1-4 miles, and 177 structures, work had been done to the amount of $3,181,900.17, all of which, except $10,702.42 had been paid.

The amount of contracts adjudicated by the Canal Board was $3,310,034.39; on which the work done amounted to $2,327,228.49. Of contracts not adjudicated, the whole amount was $2,383,878.33, on which the work done amounted to $1,697,671.44.

The total amount of contracts, finished and unfinished, which had been commenced, embracing 110.60 miles and 441 structures, was $12,441,549.38; on which the work done and paid for, amounted to $10,742,994.51; leav. ing work done, but not paid for, to the amount of $29,230.08.

The total extent of Enlarged Canal not yet put under contract embraces 250.45 miles and 546 structures.

A law was passed, May 6, 1844, directing the Canal Comissioners to finish the aqueduct over Schoharie creek, together with such other new work, including about 6 miles of enlarged canal, as should be necessary to bring that aqueduct into use; and to complete the Enlarged Canal throughout the Jordan level. Both these very important portions of the Enlarged Canal were accordingly put under contract, and were to be ready for use in the spring of 1845. The aqueduct takes the canal out of two very variable and unmanageable streams, the Schoharie and the Auries creeks, and gives a safe and convenient navigation, besides cutting off heavy annual expenses for repairs, dredging, &c. The new Jordan level will save a mile in distance, and the passage of 2 locks each of 11 ft. lift, besides securing a large additional supply of water from the Nine-Mile Creek feeder, and removing much hazard to navigation as well as much annual expense.

The amount of business done on the Erie Canal, and the annual revenue it has yielded, are exhibited in the tables that follow these general remarks.

CHAMPLAIN CANAL.

This canal connects with the Lake Champlain, at Whitehall, and with the Hudson river, at Waterford. It was commenced in Oetober, 1817, and completed in November, 1819, at a cost of $1,179,872. It is 64 miles long;

of the same dimensions in other respects as the original Erie Canal, with a total quantity of 188 ft. of lockage, and 21 locks, of which 54 ft. distributed in 7 locks, include the rise from the lake to the summit level, extending from Fort Ann to Fort Edward, and 134 ft. distributed in 14 locks, include the deseent to the Hudson at Waterford.

On its summit level this canal receives a navigable feeder 13 miles long, drawing its supply from the Hudson at a point about 2 miles above Glen's Falls, and called the Glen's Falls Feeder.

At Waterford, where the canal unites with the Hudson, the river is converted into a spacious basin 3 miles long, by means of a dam situated at the northern limit of Troy, and at the easterly end of which is a sloop-lock, by which the navigation of the Hudson, is preserved to Waterford. From Waterford, also a canal called the Junction canal, 3 miles long, and crossing the Mohawk a little below the Cohoes Falls, connects with the Erie canal at Cohoes village; thus completing the links that unite the northern and western trade with each other, and with that of the Hudson.

The condition of this canal was materially improved after the close of navigation in 1843, by various necessary and important repairs of locks and other structures, and by extensive facing of the sides of the canal with stone. It is also deemed necessary to give greater permanent height to the dam in the Hudson, on which depends the supply of water in the Glen's Fall's Feeder for its own navigation, which is increasing materially, and for the summit level of the Champlain Canal.

OSWEGO CANAL.

This canal, connecting with the Erie canal at Syracuse, and with Lake Ontario at Oswego, was commenced in 1826, and completed in 1828, at a cost of $525,115. It is 38 miles long; about half its length however, being in the Oswego river, converted into canal or slack-water, by means of 8 dams and a tow-path on the river bank. The total quantity of lockage is 123 ft. distributed among 18 lift-locks, all descending from Syracuse to Oswego. So far as the canal is wholly an excavated work, the dimensions of its cross-section are the same as those of the Erie canal.

There is, also, a towing path made by the State along the bank of the Seneca river, from its junction with this canal to Baldwinsville, by which the navigable waters of that stream are made available; and a similar work has been recently done on the Oneida river, to connect the navigable waters of that stream and the Oneida Lake with the Oswego canal.

More business was done and more tolls received on this canal in 1844, than in any former season. Considerable expense was incurred also, in mak. ing several important structures anew, and in other essential repairs. The navigation of this canal above the combined locks at Oswego was somewhat encumbered, in 1844, by drawing water through that level for mills and other machinery, in consequence of the lowness of the river. A plan has been reported by the Engineer for remedying this evil. It appears that water enough to drive 44 run of stone is liable to be drawn through this level for a distance of 3-4 of a mile. Such a quantity seriously affects the current, and the supply in the canal

CAYUGA AND SENECA CANAL.

This work begins in the village of Geneva, at the outlet of the Seneca lake, and following the valley of the Seneca river, is fed by its waters, till after sending off a side cut of two miles to the Cayuga lake, at East Cay. uga, it enters the bed of the river, and so continues to Montezuma, where it joins the Erie canal on the marsh level. The whole distance from Geneva to Montezuma is 21 miles, about half of which consists of canal proper, and the other half of slack-water navigation in the river. The whole