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PRICES OF THE PUBLIC FUNDS,
On Saturday, 24th of November.
POREIGN STOCKS. Bank Stock, 203 and a half.—Three per Portuguese New Five per Cent. 31 oneCent. Consols, 94.—Three per Cent. reduced, eighth.-Dutch, Two and a Half per Cent., 54 93 one-eighth.--Three and a Half per Cent., one-eighth.-Dutch, Five per Cent., 100 fivereduceri, 100 three-fourths to five-eighths-Ex- eighths.-Spanish, Five per Cents. 17. chequer Bills, 668. to 688. prem.-India Bonds, 648.
Money MARKET REPORT.-City, Monday Evening, Nov. 26.-The Stock Markets continue much in the same state as for the last four days.
Purchases to a limited extent were again made by the commissioners this morning on behalf of the Savings Banks. Letters from New York have been received to the 20th, but they contain nothing of very great importance.
The state of the foreign market is on the whole sufficiently fat and inanimate. Some sensation has been created by the probable resistance of Belgium to the anticipated terms agreed by the London conference for the settlement of the Belgian question ; but Dutch Stock maintains its usual firmness. The Two-and a-Half per Cents. are 545, and the Five per Cents. 1003 4. Peninsular Securities are almost unsaleable. Spanish Active is 164 17. Portuguese Five per Cents. 314. The improvement we last noticed in the Bonds of the South American Republics is maintained, but there is little business done in these or indeed any other Foreign Stock. Columbian are 253 261. Mexican 231 4. Brazilian, 784 4.
FROM Oct. 22, TO NOV. 24, 1838, INCLUSIVE.
Oct. 22.-M. Ing, Mount Pleasant, Clerkenwell, licensed victualler.-P. Gresley, Golden Lane, Middlesex, licensed victualler.-J. James, Birningham, baker.-J. Edmondson, Marsden, Laneashire, miller.- J. Cliffe, Woodbank, Cheshire, auctioneer.-T. Willis, Great Yarmonth, Norfolk, victualler.
Oct. 26.-W. Scoons, Maidstone, Kent, innkeeper.-E. Storey, Manchester, bookseller. W. Hand, Park Lane, Endon, Staffordshire, tanner.
Oct. 26.-J. Barker, Sheffield, grocer.-D. Hurst, Dukinfield, Cheshire, beer seller.-E. Keeler, of Canterbury, dealer in china.J. Haworth, of Burnley, cotton spinner.
Nov. 2.-A. Brooks, City Road, coach builder.-- G. M. Von Dadelszen and W. Preller, Mincing Lane, merchants.-W. Drake, Buckeridge Arms, George Street, St. Giles's, victoaller. — G. F. Hodgkinson, Fenchurch Street, merchant.-G. Hall, Tideswell, Derbyshire, banker.-P. W. Smith, Liverpool, merchant.-J. Sheldon, Kettleshulme, Cheshire, cotton-spinner. - B. Breedon, Wellesbourne Mountford, Warwickshire, tailor.–T. Singleton, Kirkham, Lancashire, linen-manufacturer.
Nov. 6.-A. Robertson, Halifax, Yorkshire, linen-draper.-A. Wallis, Springfield, Essex, miller. - E. Ber, Wood Street, Cheapside, laceman.-J. Wright, Leicester, timber mer. chant.-J. Collins, Western Road, Brighton, butcher.-W. E. Gillespie, Chester-le-Street, Durham, common brewer.
Nov. 9.-H. H. Carter, Springfield, Essex, wine merchant.-G. Wild, Roworth, Derbyshire, cotton-spinner.-B. Bunyon, Manches
Dec. 1838.- . VOL. XXIII.-NO, XCII,
ter, tea-dealer.-T. Goodworth, Wortley, Yorkshire, cloth manufacturer.-J. Gascoine, Sheffield, Yorkshire, builder.-J. Ford, Birmingham, watchmaker.- J. Holroyd and R. 8. Holroyd, Soyland, Yorkshire, cotton-spinners. - T. Jones, Gloucester, tanner.
Nov. 13.-J. Munday, Wood Street, Cheapside, importer of French fowers.-D. B. Smith, jun., Biriningham, grocer.
Nov. 16.-H. Sayers, Ardingly, Sussex, draper.-S. Bacon, Bedfont, Middlesex, victualler.
A. U. Meredith, Portsmouth, draper. — T. Wise, Wardour Street, Soho, apothecaryS. Tunnicliff, Deptford, Kent, victualler.D. B. Smith, jun., Birmingham, grocer.-B. Binyon, Manchester, tea dealer.-J. Parmiter, Droxford, Sonthampton, catile dealer. - R. More, Norwich, linen draper.-C. Ratherham, Birmingham, timber dealer.
Nov. 21.-J. H. Gurney, Broad Street, Bloomsbury, victualler. – D. Smith, York Road, Lambeth, builder.-J. Burchett, Garratt Lane, Tooting, Surrey, physic and market gardener.-M. Robinson, Leeds, bookseller. A. Alves, Glastonbury, Somersetshire, draper.
Nov. 24.-J. Guibert and M. Evans, St. James's Place, Clerkenwell, jewellers.-R. Webb, Tooley Street, Southwark. grocer. C. Odlin, jun., Stamford, mercer.-S. Jacobs, Gre Prescott Street, Goodman's Fields, furrier.-J. Tratt, Berner's Street, Oxford Street, plomber.-J. P. Mortimore, Devonport, cabinet maker.–T. King, Southampton, bookseller.J. Haddon, J. Clark, and J. Porter, Liverpool, mercbants.
MONTHLY METEOROLOGICAL JOURNAL. Kept at Edmonton. Latitude 51° 37' 32" N. Longitude 3' 51" West of Greenwich. The mode of keeping these registries is as follows:-At Edmonton the warmth of the day is observed by means of a thermometer exposed to the north in the shade, standing about foor feet above the surface of the ground. The extreme cold of the night is ascertained by a horizontal self-registering thermometer in a similar situation. The daily range of the barometer and ther. mometer is known from observations made at intervals of four hours each, from eight in the morning till the same time in the evening. The weather and the direction of the wind are the result of the most frequent observations. The rain is measured every morning at eight o'clock.
31 13-37 29,73 Stat. N.E. Nov.
151-34 (29,40-29,28 S.W.
S. 5 49-39.5 29,33-29,06
W. 647-31.5 29,65-29,62 S.W. 758-45 29,44-29,38 S.W. 853.46 29,50-29,47 S.W. 919-44 29,45 29,32 W. & S.W. 10 15-34 29,58-29,56 S.W. 11 38-28 29,66-29,62 N. 12 15-35-530,19-29,96 13 15-28.5 30,29-30,26 N. 14 46-28 30,17-30,12 N.E. 15 12-385 29,88-29,77 E. 16 48-40 29,65-29,64 E. 17 16-38 29,64-29,60 S.W. 18 17-39 29,57-29,55 N.E. 1941-38 29,53-29,50
N.E. 20 11-35 29,61-29,56 NE. 2141-35 29,40-29,28 22 46-38 29,28-29,18 N.E. & S.E.
Generally cloudy, rain in tbe afternoon.
Generally cloudy, rain in the morning.
Evening clear, otherwise cloudy.
Morning cloudy, with rain, otherwise clear,
Morning clear, otherwise cloudy, with rain.
General overcast, rain in the morning.
Cloudy, with frequent rain.
HURRICANE.-On the morning of the 29th ultimo, from three to four, the wind blew with the inost alarning and tremendous force, uprooting many trees, and doing much damage to the roofs of houses : new and unfinished buildings were, in several instances, completely thrown down. It appears to be the general opini that the violence of the wind, wbich was at its beight shortly before four o'clock, is unprecedented. During the day the wind had been variable from five to nine in the evening, S.E. and S.W. Judging chiefly from the devastation, we should say that the borricane must have been from the S.W. Nearly ,5 of an inch of rain fell between seven and ten on the evening of the 28th, with a gentle breeze from the S.E.
NOVEMBER METEORS.-On the evenings of the 12th and 13th, several of these phenomena were seen in several directions. On the latter evening the more remarkable were chiefly seen in the W. and N.W., and moving towards the S.; but a greater number, though of less magnitude and seldom exhibiting any train, were observed moving in directions almost diametrically opposed. During the whole of our observations on the night of the 13ih and morning of the 14th, two meteors of an extraordinary character were seen, one about 10h. 45m., moviog from N.W. towards the S., remarkable for the extreme length of train which was left in the patb of the meteor for about four seconds, extending from a point between the foot of Hercules and Vega, throagh the upper part of the constellations of the Harp, the Fox, and Goose, and terminating just below the Dolphin, where the meteor disappeared, extending over an arc of rather more than 30 deg.; the other meteor above referred to was of a character differing from any before observed by the writer-it appeared at 11h. 10m. in a direction E.N.E. about I deg. above Castor, the higher star of the Twins; a brilliant blue light shot upwards, in a direction towards Capella, perhaps for about 2 degs., and its train appeared to pass in a direction opposed to this over an arc of about 4 degs. Edmonton.
CHARLES HENRY ADAMS.
J. White, of Haddington, North Britain, Ironmonger, for certain improvements in the construction of ovens and heated air stoves. September 27th, 6 months.
J. Bourne, of the City of Dublin, Engineer, for certain improvements in steamengines, and in the construction of boilers, furnaces, and stoves. October 8th, 6 months.
J. F. Norton, of Manchester, Merchant, for certain improvements in stoves or furnaces, and in instruments or apparatus for making the same. October 8th, 6 months.
H. Dunington, of Nottingham, Lace Manufacturer, for improvements in warp machinery and in fabrics produced by warp machinery. October 8th, 6 months.
G. Haden, of Trowbridge, Wiltshire, Engineer, for improvements in the manufacture of a soap or composition applicable to the felting and other purposes employed in the manufacture of woollen cloth and other purposes for which soap is usually employed. October 8th, 6 months.
C. Sanderson, of Sheffield, Steel Manufacturer, for a certain improvement in the art or process of smelting iron ores. October, 11th, 6 months.
M. Heath, of Furnival's Inn, in the city of London, Esquire, for improvements in clarifying and filtering water, beer, wine, and other liquids. October 11th, 6 months.
J. Woolrich, of Birmingham, Professor of Chemistry, for an improved process for manufacturing carbonate of lead, commonly called white lead. October 11th, 6 months.
J. Fowler, of Birmingham, Gentleman, for certain improvements in preparing or manufacturing sulphuric acid. October 16th, 6 months.
W. Brockedon, of Queen's Square, Middlesex, Esquire, for a combination of known materials, forming a substitute for corks and bungs. October 17th, 6 months.
H. Meyer, of Piccadilly, Wax Chandler and Oil Merchant, for improvements in the manufacture of lamps. October 17th, 6 months.
E. R. Handcock, of the city of Dublin, for improvements in castors for furniture and other purposes. October 17th, 6 months.
G. Harrison, of Carlton House Terrace Surveyor, for improvements for supplying air for promoting and supporting the combustion of fire in close stoves and furnaces, and for economising fuel therein. October 17th, 6 months.
W. E. Newton, of 66, Chancery Lane, Middlesex, Patent Agent, for improvements in the construction of bridges, viaducts, piers, roofs, truss girders, and stays for architectural purposes. October 17th, 6 months.
J. G. Bodmer, of Manchester, Engineer, for certain improvements in the machinery or apparatus for carding, drawing, roving, and spinning cotton, flax, wool, silk, and other fibrous substances. October 22nd, 6 months.
W.Jukes, of Great Russell Street, Bloomsbury, for a mode of applying ventilating apparatus to stoves constructed on. Dr. Arnott's principle. October 22nd, 6 months,
W. E. Newton, of 66, Chancery Lane, Middlesex, Mechanical Draftsman, for an improved method or methods of preparing certain substances for the preservation of wood and other materials used in the construction and fitting up of houses, sbips, and other works, which improvements are also applicable to other useful purposes. October 22nd, 6 months.
J. Henfrey, of Weymouth Terrace, Shoreditch, Engineer and Machinist, for certain improvements in the manufacture of hinges or joints, and in the machinery employed therein. October 25th, 6 months.
HISTORICAL REGISTER. Contrary to the reports which have prevailed, it is now expected that Parliament will not assemble until the usual time.
A variety of documents have been received from Canada, and it is considered probable that Lord Durham will arrive in England early in the present month.
The Liverpool steam-ship, which sailed for New York on the 20th of October, bas been obliged 'to return, from ber having consumed so much of ber fuel as to render it improbable she could, without a further supply, complete her voyage. The following account of the circumstance has been given by a passenger :“ To the Editor of the Athenæum.
" Cork, Oct. 30, 1838. Sir, Having been a passenger on board the Liverpool steamer, during her late unfortunate expedition westward and back again, and knowing the interest you have manifested in the great scheme of Atlantic steam navigation, I offer no apology for communicating, immediately on my arrival here this morning, a few of the leading particulars.
“ We left port on Saturday the 20th-more than fifty passengers on boardin high spirits. The weatber was then fair, but did not long continue so.
The sea had run high for some days before, in consequence of long-prevailing violent west winds; it soon became a serious obstacle to our progress. Bad weather came on rains and squalls. Still the boat went on bravely. At times the sea, which grew worse and worse, broke over ber, fore and aft, sweeping all before it, and giving her not unfrequently tremendous dead digs, which, as we lay in our berths at midnight—or tried to lie-seemed absolutely to take up the ship and give her a sbaking, as a dog does a rat. During this time it appears some damage was done. Some small leakages were sprung about the upper part of the vessel, such as might be expected in a new one under such circumstances, causing a little transient alarm, but probably without much reason. The fore cabin suffered severely : at one time the water, as I now hear, was some inches deep there. I also understand that the cargo, to the amount of one hundred and fifty tons, appears to be damaged throughout. An accident at one time happened to the machinery, which occasioned a suspension of operations for some hours. Still we pushed on, not much exhilarated by such a beginning, but yet more and more convinced of the staunch qualities of the Liverpool as a sea-boat, and moreover satisfied with the behaviour and management of the captain and all the officers on board. Tbus matters stood when we were suddenly notiñed of the captain's resolution to turn back—a great sensation arose of coursea council was called every cabin and berth turned out their cadaverous-looking tenants, sea-sick, sleepy and all. It seemed that the engineer had sent in a written report of the state of the fuel, from which it appeared, on a comparison of quantities and distances, that there was not enough on board to carry us through the voyage ; and that consequently we must seek absolute safety in retreat. To this nothing could be said ; we acquiesced with the best grace we could. At the end of between nine hundred and one thousand miles, on the expiration of the sixth day, we turned round and went before the gale--the ship dashing through the surge with an eagerness which seemed to say that no time was now to be lost.
“ And now, will you ask, what was the cause of this difficulty ? Want of coals, and nothing else. The ship is a fine sea-craft,-nothing can be said against her ;she is as staunch as wood and iron could make her. The commander, and all bis subordinates, did their duty like old sailors ;-nothing that skill or science could do was omitted. Our progress, in point of fact, was satisfactory. In the worst weather, with raging seas, the wind against us, all but a few hours, and generally amouuting to little short of a gale, we yet made at the rate of more than one hun. dred and fifty miles a day-something like six and a balf miles the hour. Even at this rate we anticipated completing the voyage at most in about twenty-one days, more probably in eighteen. But this was not to be done without coals ; and the cal. culation seemed to be, that, having started with about five bundred and sixty-four tons, including one hundred of Williams's resined and condensed peats, called . patent fuel,' we had already consumed something like half of our stock; which proved that, instead of five hundred and sixty-four tons, eight hundred would be the minimum of the quantity required to carry us through. This extraordinary con
sumption will excite surprise. The explanation of the ship's going to sea, provided as she was, with such a consuming power, will be called for. This question we have looked into as well as we could, having examined the papers and all the officers from whom information was to be had, and that information being freely given. It would appear that the ship was not sufficiently tried before starting. She went to Dublin, but that was no trial at all. More than this, it comes out that a very material alteration was made in a part of the machinery after the Dublin trip, and without superadding the least pretence of an experiment thereon, by which the consumption of coal was in. creased nearly seven hundred pounds the hour. Other disclosures I might add, but I have said sufficient till an answer appears to explain this. The return voyage to Cork was made in three days. The vessel showed great powers of speed as well as strength. The passengers held several meetings during this time. A committee was appointed for thorough investigation, consisting of nine members English, Ameri
and others. From this committee we had a deliberate report of facts, which you will, I presume, see in due time. It was adopted without a single dissenting voice. Summarily, it lays the blame of the failure exclusively on the negligence of the Company's agent, acquitting all other parties, including the boat itself. At the same time it strenuously enforces the position, that this disaster in reality offers not the slightest argument against Atlantic steam navigation, though it is much to be feared that discouragement will ensue to many minds in consequence of the failure. This consideration weigbs beavily with the passengers, who are mostly commercial
Of course there will be a panic in the United States, when the vessel becomes overdue there ; and the suffering of the numerous relatives of those on board, for perhaps six or eight weeks, can be easily conceived. My purpose has been merely to give you a statement of the facts which have led to the failure.”
This unlooked-for circumstance will of course, until it is known there, occasion considerable anxiety respecting the vessel at New York, especially among the friends of those who were known to have gone as passengers in her.
Further experiments having been made, the Liverpool has again sailed, the particulars of which have been given by the same gentleman, as follows :
“ Cork, Nov. 5, 1838. “ I see the papers are full of confused and contradictory accounts of the expedition of our unfortunate Liverpool. One London journal, received to-day, announces, formally, that she is wholly disabled, and is to be laid up. Others state that she consumed four hundred tons of coal in eight days. Again, it is hinted by other parties that the captain's mismanagement was the cause of the failure, and that he ought to have gone a-bead.' There is also much made of certain tremendous hurricanes the boat is now said to bave encountered, as if she had been compelled by the elements to return. There is no truth in this.
“ The statement which I sent you last week, though then drawn up necessarily in a hurry, is substantially correct. The Liverpool was not compelled to turn back by the weather. We met nothing which deserved to be called a hurricane, going or coming; the nearest approach to it occurred the day and night before we got into Cove, and not till forty-eight hours after we bad sounded our retreat. Neither was the Liverpool, as a sea-boat, unseaworthy or insecure. As I said before, she behaved nobly. Some damage was done to her, but less than could reasonably be expected. She may not be of as a perfect a model for this Transatlantic business as she might be; no doubt she is deficient in proportionate beam for such a voyage; no doubt there are many little inconveniences in her internal construction ;-but no one of us bave ever dreamed that the boat turned round on account of these things; no one would besitate, now, any more than before the late expedition, to call her a fine ship, or to hazard their lives in her across the Atlantic, provided always she were furnished and fitted out as she should be with the means of performing the voyage. This she was not; and this, I repeat, was the cause of her return, She consumed an extravagant quantity of coal, which was one fault ; and she carried a deficient quantity, which was another : and this is the whole explanation of her failure. The details are not very important perhaps, since nobody here denies these general facts; but the strict truth, after all inquiries by every kind of interested party, seems to be, that there were about fifty tons more of fuel remaining, when we turned round, than the engineer supposed; that, allowing this, and starting from Liverpool with five hundred and sixty-three tons, (as advertised,) we actually consumed about three hundred and sixty tons in nine days, or just forty tons a day; and leaving on hand, when we got into port, but about two hundred tons, or little more than what it was