The Sun.
London, England, 1850-10-02 00:00:00

DISPUTED LIFE POLICIES.

" A trial of considerable interest to Life Assurance Offices and the
• Public was concluded yesterday in the Court of Exchequer. The
Eagle Company held a policy for an assurance of 5391. in the Albion
Company as security for an advance, the payment of which policy
was now disputed by the Albion, on the ground that at the time it
was effected the fact of the assured party having been a man of in-
temperate habits was concealed from the office. The chief evidence
turne I upon the question as to the degree of intemperance that had
been exhibited, and the result was, that a verdict was given against
the resisting office, not only for the amount of the policy, but also for
401. interest from the date when it became due. The circumstance
'of the action being brought by one office against another presents a
striking illustration of the uncertainty which may attach to all po-
,licies under the present system, and shows that the only mode by
;Which absolute security can be obtained by the public must lie in the
,geneyal adoption by Assurance Offices of the plan of prole sting them-
selves In every case by due inquiries before the granting— f each po-
,licy; and of afterwards assuming the full responsibility ot the com-
pleteness of such inquiries by holding themselves precluded from
.raising any future question. In the present case two offices are
found to be diametrically opposed in their opinions as to what can
• properly invalidate a claim, and yet the public are expected to be
-able to guare themselves against such contingences. Similar cases
have occurred before, and even if they were more rare, they would
seriously injure the progress of life assurance. The very principle
upon which the business is founded is the removal of uncertainty,
' and whenever that principle is counteracted in the slightest degree,
the people who would he the first to resort to its advantages are the
first to be deterred."—Times, July 11, 1850.
THE LONDON INDISPUTABLE LIFE
POLICY COMPANY
No. 72, LOMBARD-S TREET, LONDON.
TRUSTEES.
Campbell Renton, Esq., M.P. Richard Spooner, Esq., M.P.
I
Richard Matins, Esq., Q.C. James Fuller Madox, Esq.
William Wilberforce, Esq.
DIRECTORS.
Robert Henry Forman, Esq.
John Hamilton, Esq.
fames Fuller Madox, Esq.
John Matthews, Esq.
C. Octavius Parnell, Esq.

William Adams, Esq.
John Atkins, Esq.
Henry Augustus Bevan, Esq.
J. Thompson Bramwell, -Esq.
Jehn bangertleld, Esq.

George Cumming, Esq.
William D. Starling. Esq.

AUDITORS.
'James Turner. Esq.
;David Henry Stone, Esq.

- -
SECRETARY—David Alison, Esq.
"ANlERS—Messrs. Spooner, Attwoods, and Co.
PADDINGTON LOCAL BOARD.
24, Connaught-terrace, Edgeware -road.
Rev. James'Sherbold Boone, A.M., Stanhope-street, Hyde-park.
CaPtain Creed, Norfolk-crescent, Oxford-square.
Charles Pemberton, Esq., Eastbourne-terrace, Hyde-park, and Lin-
coln's Inn-fields.
.Thomas Jervis Amos, Esq., York-street, Portman-square.
George Y. Robson, Esq., Eastbourne-terrace, Hyde-park, and New-
square, Lincoln's Inn.

Secretary, Chas. Hoghton, Esq.
The POLICIES of this-Company, being INDISPUTABLE, form
aMiIY Provisions and Negotiable Securities, for their validity is not
dependent, as in the case of ordinary Policies, upon the import of
'previous, reports and other documents.
Owing to this important improvement in the practice of Life As-
surance, the progress of this Company has been rapid from the com-
mencement of its business, and is steadily advancing.
Copies of the Report of the last Annual Meeting will be fcrwarded,
on application, to Solicitors, to whom Commission is allowed.

ALEXANDER ROBERTSON, Manager.

THE BRITISH ASSURANCE COMPANY,
69, Lombard-street.
Crtautstii—SYDNEY SMIRKE, Esq., A.R.A.
The rates for both Fire and Lile Insurance are as low as caa
With safety be taken.
The Premiums for Life Assurance made payable to suit the conve-
alence of the assured.
Prospectuses and all particulars may be had at the Head Office,
or of any of the agents.

JOHN REDDISH, ➢tanager,

ROYAL POLYTECHNIC INSTITUTION.
Lecture on the Ballad Music of England, by Mr. George Bar-
ker, illustrated by his own compositions, every Evening (except Sa-
turday) at Eight o'clock,—Lecture on the H 3 dro-Electric Machine,
by Dr. Bachhoffner, daily at Two, and on Tuesday and Thursday Eve-
nings at a Quarter-past Nine.—Lecture on Chemistry by J. H. Pepper,
Esq., illustrating the Ancient Fiery Ordeal and the Handling of Red
Hot Metals, daily at a Quarter-past Three, and on Monday, Wed-
nesday, and Friday Evenings at a Quarter-past Nine. —Model of Wes-
ton's Patent Nova-Motive Railway, at work daily.—New Series of
Dissolving Views illustrating some of the Wonders of Nature, daily
at Half-past Four, and in the Evenings at a Quarter to Ten ; also a
Series, exhibiting Scenes in the Arctic Regions and Ceylon, daily at
One Velock.—Diver and Diving-bell, &c., &c.
Admission. Is.—Schools, Half-orice.
Open daily from Eleven till Five o'clock, and every Evening (ex-
cept Saturday) from Seven till Half-past Ten.

ARGYLL SUBSCRIPTION ROOMS, Great
Windmill-street, St. James's.
Op n e every Evening with Laurent's celebrated and unrivalled
Band. Principal Cornet-a-piston, Mons. BOULCOURT, from Paris,
and Artiste Attaché to Mr. Strauss's Orchestra at the Baths of Vichy,
Prance.
The Subscribers are respectfally informed that Mr. Laurent, jun.,
haring become Lessee to the above Booms, begs to announce his In-
tetion of applying to the Honourable Magistrates for a Licence to
the same Rooms, and, if granted, he will give CONCERTS of a very
!aPerlor description, in conjunction with his Dancing Academy. Mr.
•aurent, jun., solicits the patronage of the subscribers and nobility
its this new undertaking, pledging himself strenuously to cater for
t4eir amusement, and hopes to deserve a continuance of that liberal
AlPPort which has hitherto been bestowed on this distinguished and
Popular establishment.
Terms of Stibicrlption:—SlX months, 51. 55.; one month, 11. ls.;
one eveolng,
Doors open at Half-past Eight, Dancing commences at Nine pre-
ClaQ7. closing at Hail-past Eleven.

S IiGAR versus SUGAR-OF-LEAD.
READ THE HYGEIST for OCTOBER.
Office, 368, Strand ; and may also be had at the British
College of Health, New-road, London.
Price One Penny ; or, Twopence, by post.

AEIIO,EIFTO NO; 9,1 GREAT WINCHESTER-STREET, OLD
BROAD-STREET, RO EXCHANGE.
CARSON'S ORIGINALYAL
ANTI-CORROSION
PAINT, specially patronised by the British and other Go-
Yernments, the Hon. East India Company, the Principal Dock Corn-
and other public bodies, &c., is particularly recommended to
the Nobility, Gentry, Agriculturists, Manufacturers, West India Pro-
prietors, and others, it having been proved by the practical test of
More than sixty years to surpass all other paints as an out-door pre-
servative. It is extensively used for-the protection of wooden houses,
farm and other out-buildings, farming implements, conservatories,
Dark-Paling, gates, iron railings, iron hurdles, coprer, zinc, lead, brick,
stone, old comp., and stucco fronts, and tiles to represent slating.
The superiority of the Anti-Corrosion to every ether paint for out-
door purposes may be easily inferred. from the simple fact, that its
Ise has been always most strenuously opposed by colour manufac-
turers, painters, oil and colourmen, and others interested in the sale
common paints. It is also very economical, any labourer being
able to lay it on.
Colours—White stone, light stone, drab or Portland stone. Bath
,tone, light and dark yellow stone, light and dark oak, light and
dark lead, light and dark chocolate, bright and dark red, black, and
brown, 345. per cwt. ; invisible green, 50s. ; bright green, 60s. ; deep
green, 60-5.; and blue, 6og. per cwt. ; in casks 28 lbs., 5G lbs., and
112 lbs. each. Oil and Brushes.
~.The Original Anti-Corrosion Paint is only to be obtained of
CARS3N (Successor to the Inventors), 9, GREAT
PER-STREET, Old Broad-street, Royal Exchange, who
-. show between 500 and 600 TeStimonials received from the
raouility, Gentry, and Clergy, who have used the Anti-Corrosion for
any years at their country seats.
No .A A Copy.of the Testimonials will be sent on application.
gents.----All orders are particularly requested to be sent direct

THITY-FIT .
Illustrated by 26 AnaßtomicalßS ColouredEDITION Engravinv on Steel.
ON PHYSICAL DISQUALIFICATIONS, GENERATIVE INCA-
PACITY, AND IMPEDIMENTS TO MARRIAGE.
New Edition, enlarged to 196 pages, Just published, price 2s. 6d., or
Tby post, direct from the Establishment, 3c. 6d. in postage stamps,
HE SILENT FRIEND, a Medical Work on
the infirmities and decay of the generative system, from ex-
cessive indulgence, infection, and the inordinate use of mercury,
With remarks on Marriage, and the means of obviating certain dis-
ilnallfications. Illustrated by 26 Coloured Engravings. By R. and
L. PERRY and CO., Consulting Surgeons, 19, Berners-street, Ox-
ford-street, London. Published by the Authors : sold by Strange,
11, Paternoster-row ; Hannay, 63, and Sanger, 150, Oxford-street ;
_Btarie, 23, Titchborne-street, Haymarket; and Gordon, 146, Leaden-
nall-street.
PART I. treats of the anatomy and physiology of the re-productive
or and is illustrated by Six Coloured Engravings.
PART IL treats of the consequences resulting from excessive in-
-4,llgence, and their lamentable effeots on the system, producing
Mental and bodily weakness, nervous excitement, and generative
incapacity. Illustrated by Three Explanatory Engravings.
PART 111. treats of the diseases resulting from infection, either in
the
`he Primary or secondary form, and contains explicit directions for
ir treatment. This section is illustrated by Seventeen Coloured
rain avings,
PAST IT. contains a Remedy for the Prevention of Disease by a
Ne application, by which the danger of infection is obviated.
ulastice irePartant part of the Work should not escape the reader's
no.
Paar V. Is devoted to the consideration of marriage, and its du-
ties. The causes of unproductive union are also considered, and the
Whole subject critically and philosophically inquired into.
Ten CORDIAL BALM OF SYRIACIIM Is exclusively employed in
treating nervous and sexual debility, impotence, &c., I ls. and 335.
Per bottle. The Concentrated Detersive Essence, an anti-syphilitic
r_Tremedy, for purifying the blood in CMOs of infection, secondary
'Ptoms, eruptions, and the abuse of menu!, 11s. and 335. per
bottle. Perry's Purifying Specific Pills, 2s. 9 1., 4s. 6d., and 1 is.
Derhr box, a certain remedy for gonorrhl a, gleet, stricture, and
conic. inflammation of the bladder. Co,sult ttion fee, if by letter,
11. A minute detail of the case Is required: ate, habits, and posi-
tion in society. IL Packets, with advice, to ba had at the Frta-
blishment only by which the fee, U., is saved. Messrs. Perry,
trileons, are in attendance daily at 19, Berners-street, Oxford-
tvreet. Tendon, from Eleven, till Two and I've o; Flight ; on Sun-
uaY, Prom mac to One.

THE EIGHTH of " OCTOBER, 1850.
The EIGIITII of OCTOBER, 1850, will display a new trading
feature, in the shape of an Establishment never before equalled.
The "town tourist" cannot have failed to notice, in his progress to
the west end of the metropolis, an extensive range of premises in
c urse of erection at the corner of HART-STREET, NEW OX-
FORD-STREET.

The situation, extent, and character of these premises must, from
the earliest stage of the undertaking, have impressed the public with
the idea that such a project could be connected with no mean capi-
talists—no ordinary speculation.
The gradual development of the building and the ultimate display
of the name of the proprietary at once disclosed to the passer-by the
true character of the speculation ; and thousands in that and other
important localities have ever since been looking forward with anx-
ious expectation to. the opening of the West-end Branch of E. MOSES
and SON.

The expediency of opening an Establishment like that under con-
sideration cannot properly be called in question.
The east end and the west end of the metropolis are two perfectly
distinct localities ; and to such an extent has the Capital grown,
that a visit from one part to another involves both trouble and ex-
pense.

The expediency of the present undertaking may be safely argued
from the encouraging fact, that the proprietors number from the west
end a large proportion of their wealthy supporters, whose interests
and convenience will necessarily be better consulted in their own lo-
cality, and who, in return, will have more ready opportunities of fa-
vouring E. MOSES and SON with their commands.
It would be idle and u7eless to argue that such a vast speculation
as the WEST-END BRANCH would not have been entered into,
had not the voice of the public called loudly for it. E. MOSES, and
SON have had too much experience in such undertakings, and know
too well how to improve the capital which the public have placed at
their disposal, to enter into a project like the present unsupported by
the public, from whom they derive that c nildence, without which
such an enterprising speculation would never have been attempted.
In starting the Branch of the City Establishment at the West end,
E. tIOSES and SON have taken especial care so to model their ar-
rangements to the requirements of the locality, as to render this
Branch suitable to all parties.
The BESPOKE TAILORING DEPARTMENT is deserving of
particular mention ; being, as it is, the first at the West-end,in point
of business-arrangement, accommodation, and fashion.
The Nobility and Gentry will here meet with no obstruction or
confusion, and will have no necessity to pass through the more busy
portion of the Establishment, there being aseparate private entrance
to this department, with distinct accommodation for servants in at-
tendance. Attention is also called to the fact, that Hart-street,
which runs parellel with Oxford-street, being quiet and private, af-
fords safe standing room for carriages—a circumstance worthy the
attention of the gentry.
In connexion with the Bespoke Department, there are SELE 'Yr
HABIT FITTING-ROOMS, and FITTING-ROOMS for GENTLE-
MEN, besides DEPARTMENTS devoted to the JUVENILES.
Everything has been done by the proprietors to render their Branch
Establishment in these important respects (without qualification of
terms), the first Establishment in the first fashionable locality in the
kingdom.
In the arrangements of the READY-MADE DEPARTMENTS
there are also those recommendations which cannot fail to elicit the
approval of a discerning public.
The classifications of goads, the ready ingress and egress, and every
other arrangement, are such as must conduce to the accommodation
and satisfaction of the purchaser.
For such an Establishment, in such a situation, the most superior
assortment of fashions has been prepared.

The proprietors have determined not to be equalled in the ccllection
of dress at their West-end Branch ; and, in order to produce the first
specimens of attire, they have not only made purchases of the most
superb materials in Cloths, Silks, Satins, Alpacas, Lustres, &c., &c.,
but have secured the most ele.mitt and novel designs, by offering
handsome prizes for the best spec mens of artistic skill in cut and
workmanship ; an experiment which has proved more than success-
ful to this end..

The GENTLEMEN'S WINTER OVERCOATS, and the other ar-
ticles of attire, when inspected, will prove that the proprietors are not
dealing in exaggerated terms in thus recommending the present
Stock of Attire.

In LADIES' HABITS, E. MOSES and SON intend to convince
their supporters, that as Fashionable Tailors, they are neither to be
surpassed nor equalled by many degrees.
Their STOCK of JUVENILE CLOTHING calls alike for terms of
the highest recommendation. Where this branch of the Tailoring
Trade has been too often overlooked or slighted, E. MOSES and SON
have made it a point of particular study; nor do they question for a
moment that their endeavours will secure anything short of the
Ligliest approbation.
A conspicuous few urc at the New West. end Branch of E. MOSES
and SON is that of a STOCK cf REIDY-MADE LIVERIES, which,
though elegant in the extrein-, and superior in material, are sold at
prices exceedingly advantageous to the purchaser. The attention of
the Nobility al..d Gentry is particularly directed to this branch of the
proprietors' business in New Oxford-street.
A STOCK of SUPERIOR MOURNING, at prices less than those
charged anywhere else, by 50 per cent., is also deserving of promi-
nent mention. No advantage will be taken in the furnishing of
thi se articles of the melancholy circumstances of bereavement, or of
the haste in the adoption of such attire—circumstances which have
too often led to imposition on the part of tradesmen.
The SHOOTING-COATS, FISHING-COATS, LOUNGING-
COATS, and the various ready-made goods are in keeping with the
rest of the articles s Id ; and the most extreme satisfaction must re-
sult from an inspection and trial of the Stock.

A large and fashionable collection of HATS and CAPS adds much
to the recommendalons of the new Branch House; and the Public
are assured that here their interests are equally consulted.
The system which the prooletors intend to pursue at their New
Establishment is not new. Their old system of cheapness, coupled
with quality and fashion will be in operation at the Branch House as
at the Originil Establishment.
The Return of Cash or Exchange of Goods, and the marking the
price of each article in plain figures, will in no way be departed from
at the West-end Branch. _ _

Before concluding this announcement E. MOSES and SON would
hint that their New Premises In Oxford-street are of the most novel,
elegant, and commodious description. The Establishment is an Ex-
hibition itself, quite alone in point of style, convenience, and decora-
tion —and is well deserving a visit from the curious in these matters.
An excursion, in fact, would be well repaid by a view of this superb
'trading structure, of which no idea can be formed except u on in-
spection.
The proprietors take this opportunity of inviting the Public to view
their New West-end Branch Establishment, whether purchasing or
.not ; where every attention will be paid to them, and every informa-
tioo given.
Having thus announced the opening of the New Branch Establish-
ment, and having touched (in as brief a manner as possible) on the
recommendations there held out, E. M. ISES and SON would ac-
knowledge gratefully that vast amount of favour at the ha,ds of the
public, to whirls alone they can date this proud advance in their
speculations ; and the proprietors would assure the Public, that it is
their determination to merit renewed support, by an adherence at
the New Establishment to those principles which have worked so
well at the Old.

'Y. Will be OPENED at Ten o'clock on TUESDAY MORNING,
the Bth of OCTOBER.

DEAFNESS AND NOISES IN THE HEAD
SPEEDILY CURED.

Dr. nENNETT, Aurist, whose study has been devoted to Diseases
of the Ear, continues by his newly-discovered easy Remedy to cfnct
astonishing Cures where sufferers of both sexes have been Deaf
(even forty or fifty years), and considered incurable, have found a
speedy and permanent cure by using Dr. BENNETT'S easy, safe,
and painless Preparation, even to an infant or the delicate nervous
female.

Sold only by Dr. Bennett, long established, at the institution for
the Cure of Deafness, 80, Upper Stamford-street, near Waterloo-
bridge, London, and sent carriage-free throughout the kingdom on re-
ceipt of ss. in postage stamps. _ _ _

Attendance to the poor Monday, Wednesday, and Friday
Evenings, from Six till Eight.

FAR. CULVERWELL'S NEW WORKS.
To be had of Sherwood, 23, Paternoster-row ; Carvalho;
47, Fleet-street ; Mann, 39, Cornhill ; or direct from the author ,
price One Shilling each ; by post, Is. 6d.

ENJOYMENT OF LIFE.
" Health, Recreation, and rational Use of Time."

CONTENTS :—Early Rising—Spring and Summer Mornings—Ex-
airsions about the Environs of London—The Parks, Lanes, Hills
Forests, Fields, High-roads, and other pleasant places—Country
Trips and Rambles—The Sea—London at Night—Evening. at Home
—Music—The Drama—On Eating, Drinking, Sleeping, Bathing, Air,
nest, Ease, Occupation, &c., &c.
IL
FRAGMENTS FROM THE MOUNTAINS. Two Vols.
Vol I.

i VISIT TO THE LAKES;SKETCH_OF EDINBURGH, &c.

Vol. 11.

THE LAKES OF I iILLARNEY ; REMINISCENCES OF
DUBLIN, &c.
111.
WHAT TO EAT, DRINK, AND AVOID.
"That three seore years and ten our course may run."

A malar review of almost every form (cause and cure) of ner-
vously-debilitated health and enfeebled constitution, that harasses
the young, besets the man of pleasure, business, or study, and em-
bitters old age, with tables and rules for the diet and physical regu-
-1 stion of every-day life.

Iv.
THE PASSIONS.
" What passions hurt the body—what improve,
Truths as refined as Athens ever heard."
&Timm : -Life's pilgrimage, from infancy to old ago. The advent
ofthe passions. Chastity and its infringements. The casualties of
licentiousness and dissipation, with illustrations, graphic, narrative,
aad remediative. Advocacy of early marriages.

V.
THE MARRIAGE STATE.
" To be or not to be, that is the question."
Paociamgrgs :—Laws and obligations of nature, society, and re-
gion regarding marriage, to be observed by either sex. Time and
choice, on both sides, as to age, temperament, complexion, and
ignrc, to secure healthy offspring, with the art of rearing them.
Physical defectiveness and its removal. Sterility and its conversion.
Oases, &c.
By L. J. CIILVERWELL, M.D. (1841), M.R.C.S. (1827), L.S.A.
(1324). Twenty-eve years Medical and Forensic Referee in these
,natterg. Reception hours till eve. Evenings. seven till nine.
10 Argyll-place. Regent-street.

ECCLESIASTICAL COURTS (IRELAND).—According
to a return recently published there were pending on the 20th
of April last sixty causes in the ecclesiastical courts of Ire-
land. The number of rules taken in those causes up to the
above date amounted to 1,630. From April 20, 1847, to
April 20, 1850, the number of bills of costs taxed in each
year was respectively 44, 46, and 52, making a total of 142.
The total number of officers, exclusive of proctors, iii all the
ecclesiastical courts of Ireland is 123. The fees received by
them for the last three years have amounted to 14,2671.
48. 4d., 12,5131.35. 11d., and 11,7281. Os. 4id.

The omnibuses proceeding on the northern and
southern routes are principally the following :
The Atlases run from the Eyre Arms, St. John's-
wood, by way of Baker-street, Oxford•street, Regent-
street, Charing-cross, Westminster-bridge and road,
and past the Elephant and Castle, by the Walworth-
road, to Camberwell-gate. Some turn off from " the
Elephant" (as all the omnibus people call it), and go
down the New Kent-road to the Dover Railway Sta-
tion ; while others run the same route, but to and
from the Nightingale, Lisson-grove, instead of the
Eyre Arms. The Waterloos journey from the York
and Albany, Regent's-park, by way of Albany-street,
Portland-road, Regent-street, and so over Waterloo-
bridge, by the Waterloo, London, and Walworth-
roads, to Camberwell gate. The Waterloo Associa-
tion have also a branch to Holloway, via the Camden
Villas. There are likewise others which run from
the terminus of the South-Western Railway, in the
Waterloo-road, via Stamford-street, to the railway
termini on the Surrey side of London-bridge, and
thence to that of the Eastern Counties, in Shoreditch.
The Hungerford-markets pursue the route from
Camden-town along Tottenham-court-road, &c., to
Hungerford, and many run from this spot to Pad-
dington,_

The Kentish Towns run from tLe Eastern Coun-
ties station, and from Whitechapel to Kentish Town,
by way of Tottenham-court-road, &c.
The Hampsteads observe the like course to Cam-
den-town, and then run straight on to Hampstead.
The King's-crosses run from Kennington-gee,
hy the Blackfriars-road and bridge, Fieet-street,
Chancery-lane, Gray's Inn-lane, and the New-
road, to Euston square, while some go on to Cam-
den-town.

The Great Northerns, the latest route started,
travel from the railway terminus, Maiden-lane,
King's-cross, to the Bank and the railway stations,
both in the City and across the Thames; also to Pad-
dington, and some to Kennington.

The " Favorites ' " route is from Westminster
Abbey along the Strand, Chancery-lane, Gray's lon-
lane, and Coldbath-fields, to the Angel, Islingson,
and thence to Holloway; while some of them run
flown Fleet-street, and so past the General Post-
office, and thence by the City-road to the Angel,
and to Holloway. The Favorites also run from
Holloway to the Bank.
The Islington and Kenningtone line is from Barns-
bury-Park, by the Post-office and Blackfriars-bridge,
to Kennigton-gate.
The Camberwells go from Gracechurch-street,
over London-bridge to Camberwell; while a very
few start from the West-end of the town, and some
two or three from Fleet-street; the former crossing
Westminster, and the latter Blackfriarz-bridge ; while
some Nelons run from Oxford-street to Camberwell,
or to Brixton.

The Brixton and Claphams go, some from the
Regent-circus, Oxford-street, by way of Regent-
street, over Westminster-bridge, and some from
Gracechurch- street, over London-bridge to Brixton or
Clapham, as the case may be.
The iaragons observe the same route ; and some
of these conveyances go over Blackfriars-bridge, to
Brixton.

The Carshaltons follow the track of the Mitchams,
Tootings, and Claphams, and go over London-bridge
to the Bank.

Within the last few days .some penny omnibuses
have commenced running from the London-bridge
Railway Station to the Bank.
Those omnibuses pursuing the Eastern and Western
routes are as follow :

The Paddingtons run from the Rnyal Oak, West-
bourne-green, and from the Pine Apple-gate, by way
of Oxford-street and Holborn, to the Bank, the Lon-
don-bridge, Eastern Counties, or Blackwell Railway
termini ; while some reach the same destination by
the route of the New-road, City-road, and Finsbury.
These routes are also pursued by the vehicles lettered
" New-road Conveyance Association," " Paddington
Conveyance Association," and " London Conveyance
Company," while some of the vehicles belonging to
the same proprietors run to Notting-hill, and some
have branches to St. John's-wood and elsewhere.

The Wellingtons and the Marlboroughs pursue the
same track as the Paddingtons, but some of them
diverge to St. John's-wood.
The Kensall-greens go from the Regent-circus,
Oxford-street, to the Cemetery.
The course of the Bayswaters is from Bayswater
via Oxford-street, Regent-street, and the Strand, to
the Bank.

The Bayswater and Kensingtons run from the
Bank, via Finsbury, and then by the City-road and
New-road, down Portland-road, and by Oxford-street
and Piccadilly, to Bayswater and Kensington.
The Hammersmith and Kensingtons convey their
passengers from Hammersmith, by way of Kensing-
ton, Knightsbridge, Piccadilly, &c., to the Bank.
The Richmond and Hampton Courts from St.
Paul's Churchyard to the two places indicated.
The Putney and Bromptons run from Putney-
bridge, via Brompton, &c., to the Bank and the
ondon-bridge Railway Station.
The Cnelsm proceed from the Man in the Moon
to the Bank, Mile-end-road, and City Railway stations.
The Chelsea and Islingtons observe the route from
Sloane-square to the Angel, Islington, travelling along
Piccadilly, Regent-street, Portland-road, and the
New-road.

The Royal Blues go from Pimlico, viu Grosvenor-
place, Piccadilly, the Strand, &c., to the Blackwall
Railway.

The direction of the Pimlicos is through Westmin-
ster, Whitehall, Strand, &c., to Whitechapel.
The Marquis of Westminsters follow the route
from the Vauxhall-road, via Millbank, Westminster
Abbey, the Strand, &c., to the Bank.
Tne Deptfords go from Gracechurch-street and
over London-bridge, and some from Charing-cross
over Westminster•bridge to Deptford.
The route of the Nelsons is from Charing-cross,
over Westminster-bridge, and by the New and Old
Kent-roads to Deptford, Greenwich, and Woolwich ;
some go from Gracechurch•street over London-
b

Vie Shoreditches pursue the direction of Chelsea,
Piccadilly, the Strand, &c., to Shoreditch, their start-
ing place being Battersea-bridge.
The Hackneys and Claptons run from Oxford•
street to Clapton•square.
Barber's run from the Bank, and some from Ox-
ford-street to Clapton.
The Black walls run some from Sloane-street to
the Docks ; and the Bow and Stratfords from diffe-
rent parts of the West-end to their respective destina-
tions.

I have enumerated these several conveyances from
the information of persons connected with the 'trade,
using the terms they used, which better distinguish
the respective routes than the names lettered on the
carriages, which would but puzzle the reader, the
principal appellation giving no indication of the des-
tination of the omnibus.

The routes above specified are pursued by a series
of vehicles belonging to one company or to one firm,
or one individual, the number of their vehicles vary-
ing from twelve to fifty. One omnibus, however,
continues to run from the Bank to Finchley, and
one from the Angel to Hampton Court.
The total number of omnibuses traversing the
streets of London is about 3,000, paying duty (in •
eluding mileage), averaging 9/. per month each, or
324,000/. per annum. The number of conductors and
drivers is about 7,000 (including 1,000 " odd men," a
term that will be explained hereafter), paying annu-
ally ss. each for their licenses, or 1,7501. collectively.
The receipts of each vehicle vary from 21. to 41. per
day ; estimating the whole 3,000 at 31., it follows that
the entire sum expended annually in omnibus hire by
the people of London amounts to no less than
3,285,000/., which is more than 30s. a head for
every man, woman, and child in the metro-
polis. The average journey, as regards length, of
each omnibus is six miles, and that distance
is, in some cases, travelled twelve times a day
by each omnibus, or, as it is called, " six there and
six back." Some perform the journey only ten times
a day (each omnibus), and some, but a minority, a
less number of times. Now, taking the average as
between forty-five and fifty miles a day travelled by
each omnibus, and that I am assured on the best ,
au-
thority is within the mark, while sixty miles a day
might exceed,. it, and computing the omnibuses run-

fling daily at 3,000, we find " a travel," as it was
worded to me, of upwards of 140,000 miles daily, or
s yearly " travel" of more than 50,000,000 of miles ;
►n extent that almost defies a parallel in any distances
popularly familiar. And that this estimate in no way
.xceeds the truth is proved by the sum annually paid
.o the Excise for " mileage," which, as was before
stated, amounts on an average to 91. each "buss" per
nonth, or collectively to 324,0001. per annum, and
.his, at 41 per mile (the rate of duty charged),
gives 51,840,000 miles as the distance travelled by
-he entire number of omnibuses every year.
Oa each of its journeys, experienced persons have
assured me an omnibus carries on the average fifteen
persons. Nearly all are licensed to carry twenty-two
(thirteen inside and nine oat), and that number, per •
haps, is sometimes exceeded, while fifteen is a fitir
computation; for as every omnibus has now the two
fares of 3d. and 6d., or as "bus-men" call them " long-
uns and short-uns," there are two sets of passengers,
md the number of fifteen through the whole distance
on each journey of the omnibus, is, as I have said, a
fair computation, for sometimes the vehicle is almost
empty, as a set off to its being crammed at other times.
This computation shows the daily "travel," reckoning
ten journeys a day, of .450,000 passengers. Thus we
might be led to believe that about one-fourth of the
entire population of the metropolis and its suburbs—
men, women,-and children ; the inmates of hospitals,
gaols, and workhouses ; paupers, peers, and their
families, all included—were daily travelling in omni-
buses. But it must be borne in mind that as most
omnibus travellers use that convenient mode of con-
veyance at least twice a day, we may compute the
number of individuals at 225,000, or allowing three
journeys as an average daily travel, at 150,000. Cal-
culating the payment of each 'passenger at 4f d., and
so allowing for the set-off of the " short-uns ' to the
" long-uns," we have a daily receipt for omnibus fares
of 8,439/. ; a weekly receipt of 58,0731., and a yearly
receipt of 2,903,6501.; which it will be seen is several
thousands less than the former estimate; so that it
may be safely assumed that at least three millions of
money is annually expended in omnibus. fares in
London.

The extent of individual travel performed by some
of the omnibus drivers is enormous. One man told
me that he had driven "his bus" seventy-two miles
(twelve stages of six miles) every day for six years,
with the exception of twelve miles less every second
Sunday, so that this man bad driven in six years
17'9.568 miles.
This vast extent of omnibus transit has been the
growth of twenty years, as it was not until the 4th 1
July, 1829, that Mr. Shillibeer—now the proprietor
of the patent mourning coaches—started the first
omnibus. Some works of authority, as books of
reference, have represented that Mr. Sbillibeer's first
omnibus ran from Charing-cross to Greenwich, and
that the charge for inside and outside places was the
same. Such was not the case. The first omnibus, or
rather the first pair of those vehicles—for Mr.
Shillibeer started two—ran from the Bank to the
Yorkshire Stingo. Neither could the charge out
and in be the same, as there were then no outside
passengers. Mr. Shillibeer was a naval officer, and
in his youth stepped from a midshipman's duties into
the business of .a coach-builder, he learning that busi
ness from the late Mr. Hatchet, of Long-acre. Mr.
Shillibeer then established himself in business in
Paris as a builder of English carriages, a demand
for which had sprung up after the peace, when the
current of English travel was directed strongly to,
Prance. In this speculation Mr. Shillibeer was emi-
nently successful. He built carriages for Prince Po-I
lignac and others of the most influential men under
the dynasty of the elder branch of the Bourbons, and
had a bazaar for the sale of his vehicles. He was:
thus occupied in Paris, in 1819, when M. Lafitte first
started the omnibuses which are now so common and
so well managed in the French capital. Lafitte was
the banker (afterwards the Minister) of Louis Phi-
lippe, and the most active man in establishing the
Messageries Royales. Five or six years after the ,
omnibuses had been successfully introduced into Paris,
Mr. Shillibeer was employed by M. Lafitte to build
two in a superior style. In executing this order Mr.'
Shillibeer thought that so comfortable and economical
a mode of conveyance might be advantageously
introduced into London. He accordingly disposed of
his Parisian establishment and came to London, and
started his omnibus as I have narrated. In order
that the introduction might have every chance of suc-
cess, and have the full prestige of respectability, Mr.
Shillibeer brought over with him from Paris two youths,
both the sons of British naval officers, and these young
gentlemen were for a few weeks his " conductors.
They were smartly dressed in " blue cloth and togs,"
to use the words of my informant, after the fashion
of Laffite s oonductors, each dress costing 51.
Their addressing any foreign passenger in French,
and the French style of the affair, gave rise to an ,
opinion that Mr. Shillibeer was a Frenchman, and ,
that the English were indebted to a foreigner for the I
improvement of their vehicular transit; whereas Mr. ,
Shillibeer had served in the British navy, and was
born in Tottenham-court-road. His speculation was
particularly, and at once, successful. His two vehi-
thbeeingtwenty-two
ontb vehi-
cles carried each twenty-two, and were filled every
journey. The form was that of the present omnibus,
but larger and roomier,
o as u e
accommodated inside, no
the driver. Three horses, yoked abreast, were used
eoutside
u t weresde
butall
to draw these carriages. There were for
many days
until the novelty wore off crowds assembled to see
the omnibuses start, and many ladies and gentlemen
took their places in them to e
Yorkshire
Stingo in
order that they might have the
pleasure of riding
back again. The fare was ls for the whole 6d. and for
half the distance, and each . whole;
omnibus
made twelve
journeys to and fro every day. Thus Mr. Shillibeer
;established a diversity of fares, regulated by distance ;
a regulation which was afterwards, in a great measure
abandoned by omnibus proprietors, and then re-
established on our present 3d. and 6d. payments
the " long-uns" and the " short-uns." Mr. Shilli
beer's receipts were 1001. a week. At first he pro-
vided a few books, chiefly magazines, for the perusal
of his customers ; but this peri t t' library
pa ec was
discontinued, for the cust •
omers—l give the words of
my informant—" boned the books." When the
young gentlemen conductors retired from their posts
they were succeeded by persons hired by Mr. Shilli-
beer and liberally paid, who were attired in a sort of
velvet livery. Many weeks had not elapsed before
Mr. Shillibeer found a falling off in his receipts,
although he ascertained that there was no falling off
in the public support of his omnibuses. He obtained
information, however, that the persons in his employ
robbed him of at least 201. a week, retaining that sum
out of the receipts of the two omnibuses, and that
they had boasted of their cleverness and their lucra-
tive situations at a champagne supper at the York-
shire Stingo 1 This necessitated a change, which
Mr. Shillibeer effected in his men, but without pro-
secuting the offenders,
_ and still it seemed that defal-
cations continued. That they continued was soon
shown, and in " a striking manner, as as it was
called. As an experiment, Mr. Shillibeer expended
3001. in the construction of a machine, fitted to the
steps of an omnibus, which should record the saum•
ber of passengers, as they trod on a plate in enter-
ing and leaving the vehicle, arranged: on a similar
principle to the tell-tales in use on our toll-
bridges. The inventor, Mr. now of Wool-
wich, himself " worked " the omnibus containing it
for a fortnight, and it supplied a correct index of the
number of passengers • but at the fortnight's end,
one evening after dark,l the inventor was hustled
aside while waiting at the Yorkshire Stingo, and in a
minute or two the machine was:smashed, by some un-
known men, with sledge hammers. Mr. Shillibeer
then had recourse to the use of such clocks as were
used in the French omnibuses as a check. It was
publicly notified that it was the business of the con-
ductor to move the band of the clock a given dis-
tance when a passenger entered the vehicle; but this
plan did not avail. It is common in France for a
passenger to inform the proprietor of any neglect on
the part of his servant, but Mr. Shillibeer never re-
ceived any such intimation in London.
In the mean time Mr. Shillibeer's success conti-
nued, for he insured punctuality and civility, and the
cheapness, cleanliness, and smartness of his omnibuses
were in most advantageous contrast with the high
charges, dirt, dinginess, and the rudeness of the
drivers of many of the " short stages." The short
stage proprietors were loud in their railings against
what they were pleased to describe as a
French innovation. In the course of from six to
nine months Mr. Shillibeer had twelve omnibuses at
work. The new omnibuses ran from the Bank to
Paddington, but by the route of Holborn and Oxford-
street as well as by Finsbury and the New-road. Mr.
Shillibeer feels convinced that had he started fifty
omnibuses, instead of two, in the first instance, a for-
tunerealised might have been • In 1831-2 his om-
nibuses became general in the great stn. tet thorough-
fares, and, as the short stages were run off the road,
the proprietors started omnibuses in opposition to Mr.
Shillibeer. The first omnibuses however, started
after Mr. Shillibeer's were not in opposition. They
were the Caledonians, and were the property of Mr.
Shillibeer's brother-in-law. The third started, which
were two-horse vehicles, were foolishly enough called
" Les Dames Blanches," butes the name gave rise to
much low wit in equivoques, it was abandoned. The
original omnibuses were called Shillibeers, from the
name of their originator on the panels, tad the

name is still prevalent on those conveyances in New
York, which affords us another proof that not in
his own country is a benefactor honoured, until
perhaps his death makes honour as little worth as an
epitaph.
The opposition omnibuses, however, continued to
increase as more and more short stages were aban-
doned, and one oppositionist called his omnibuses
Shillibeers, so that the real and the sham Shillibeers
were known in the streets. The opposition became
fiercer. The "busses," as they came to be called in
a year or two, crossed each other or raced, or drove
their poles recklessly into the back of one another ;
and accidents, and squabbles, and loitering grew so
frequent, and the time of the police magistrates was
so much occupied with " omnibus business," that in
1832 the matter was mentioned in Parliament as a
nuisance requiring a remedy ; and in 1833 a Bill
was brought in by the Government, and passed, for
the " Rsgulation of omnibuses (as well as other
conveyances) in and near the metropolis." Two
sessions after, Mr. Alderman Wood brought in a
Bill for the better regulation of omnibuses, which
was also passed, and one of the provisions of the
Bill was that the ,drivers and conductors .of omni-
buses should be licensed. The office of Re-
gistrar of Licenses was promised by a Noble
Lord in office to Mr. Shillibeer (as I am in-
formed on good authority), but the appointment
was given to the present Commissioner of the City
Police, and the office next to the principal was offered
to Mr. Shillibeer, which that gentleman declined to
accept. The reason .assigned for not appointing him
to the registrarship was, that he was connected with
omnibuses. At the beginning of 1834 Mr. Shillibeer
abandoned his metropolitan trade, and commenced
running omnibuses from London to Greenwich and
Woolwich, employing 20 carriages and 120 horses ;
but the increase of steamers and the opening of the
Greenwich Railway in 1835 affected this trade so
materially that Mr. Shillibeer fell into arrear with
his payments to the Stamp-office, and seizures of his
property, and re-seizures after money was paid,
entailed such heavy expenses, and such a hindrance
to Mr. Shillibeer's business, that his failure ensued.
I have been thus
,somewhat full in my details of
Mr. Shillibeer's career, as his procedures are in truth
the history of the transit of the metropolis as regards
omnibuses. I conclude this portion of the subject
with the following extracts from a Parliamentary
paper, " Supplement to the Votes and Proceedings,
Yeneris 7° die Julii, 1843," containing. the " peti-
tion of George Shillibeer."
" That, in 1840, after several years of incessant ap-
plication, the Lords of the Treasury caused Mr. Gor-
don, their then financial secretary, to inquire into
your petitioner's case, and so fully satisfied was that
gentleman with the hardships and cruel wrongs which
the department of Stamps and Taxes had inflicted
upon your petitioner, that he (Mr. Gordon) promised,
on behalf pf the Lords of the Treasury, early redress
should be granted to your petitioner, either by a Go-
vernment appointment adequate to the loss he had
sustained, or pecuniary compensation for the injustice
which; upon a thorough investigation of the facts, Mr.
Gordon assured your petitioner he had fully estab-
lished to the satisfaction of the Lords of the Treasury
" That in proof of the sincerity of Mr. Gordon,
he, in his then official capacity of Secretary to the
said Lords of her Majesty's Treasury, applied in
April, 1841, to the then beads of two Government
departments—viz., the Marquis of Normanby and the
Right Hon. Henry Labouchere, to appoint your pe-
titioner' Inspector-General of Public Carriages,' or
some appointment in the railway department at the
Board of Trade ; but these applications being unsuc-
cessful, Mr. Gordon applied for and obtained for your
petitioner the promise of one of the twenty-five ap-
pointments of Receiver-General of County Courts
(testimonials of your petitioner's fitness being at the
Treasury), the Bill for establishing which was then
in progress through Parliament.
" That, shortly after youi petitioner's claims had
been admitted, and redress promised by the Lords of
the Treasury, Mr. Gordon resigned his situation of
secretary, and on the 6th May, 1841, your petitioner
again saw Mr. Gordon, who assured your petitioner
that, but for the fact of the Miscellaneous Estimates
being made up and passed for that year, your peti-
tioner's name should have been placed in them for a
grant of five thousand pounds ; further observing that
your petitioner's was a case of very great hardship and
injustice, and assuring your petitioner that he (Mr.
Gordon) would not quit the Treasury without stating
to his successor that your petitioner's case was cne of
peculiar severity, and deserved immediate attention
and redress."

And so the matter remains rirtually.—Chronicle.

THE DIFFERENCES BETWEEN
THE SOUTH-EASTERN AND BRIGHTON
RAILWAY COMPANIES.

Yesterday a summons, arising out of the differences
between the South-Eastern and the Brighton Railway,
Companies, was appointed for hearing before the ma-
gistrates at Reigate, the result of which was looked
for with much anxiety by the officers of both com-
panies.

At the time appointed for the hearing of the case,
two o'clock, the Rev. James Cecil Winter and Mr.
Alexander Frazer, took their seats of the bench at the
Town-hall, Reigate. The summons was in the shape
:of an information against James Whitehead, an
engine-driver in the service of the Brighton Com-
pany, for having, on the 26th of last month, wilfully
and negligently omitted to stop his engine at the Red-
bill Junction, and by such negligence had caused da-
mage to some carriages belonging to the South-
Eastern Company.
Captain Wynn, one of of the Government inspec-
tors of railroads, was present, to hear the proceedings.
Mr. Ballantine, the barrister, Mr. Freeman, from the
firm of the solicitors to the South-Eastern Company,
not
of
a transpire,
,Mr. Church, his managing clerk, and the superinten-
ldent of the traffic department on the South-Eastern
line, were in attendance to support the information ;
and a legal gentleman, whiensgetnhae
m Railway magistrates,
did
sinformation had reached the
t having
e M
dr
e.
defendant,
edirectorset Ballantine,
na
odk fa nnt
th,
placeaftere a
who
d the d
near
e the Red-hill Junction, by
South-Easterne
ar saidcollision that
immediately
the
appeared on behalf of the Brighton Company.
was in the employment of the
Brighton Company, running into one of the goods-
trains, they at once caused a preliminary inquiry to
l?e instituted, and the persons in charge of the train
that had been injured and others were examined, and
a certain conclusion was come to on the result of that
examination and inquiry. He (Mr. Ballantine) felt
bound likewise to say, that he believed a similar in-
quiry had taken place on the part of the Brighton
Company, but he was sorry to say, as the matter
stood at present, that the conclusion arrived at by the
two companies were not identically the same, and
under such circumstances it was deemed proper, on
the part of the company, that he (Mr. Ballantine)
represented, to have the matter brought before a
bench of magistrates, that it might be fully investi-
gated, the directors feeling that in which the bench
would fully concur, that the public were very
Much interested in having; a matter of this kind fully
investigated, and that if any error should occur on
the part of any servant belonging to either company,
it should be discovered, and a proper punishment
should follow. Acting upon this feeling it was that
the directors of the South-Eastern Company felt
it necessary to institute the present proceedings. He
(Air. Ballantine) had looked carefully through the
facts which it was his intention to place before the
bench that day, but having had, since his arrival in
Reigate, a conversation with a gentleman who re-
presented the Brighton line, and that gentleman hay •
ing met the matter in a perfect spirit of fairness, be
was saved the trouble of going into that which
would be a lengthened investigation. There was a
gentleman present, he (Mr. Ballantine) believed a
Government commissioner of railways, of greatin-
telligence and experience, and to this gentleman it
was arranged the matter in dispute would be re-
ferred, and by his report and decision in the matter
both the companies would be very much benefited.
The gentleman who attended on behalf of the
Brighton Company concurred in much that had been
said by the Learned Gentleman who had just ad-
dressed the court, and said be was sorry the South-
Eastern Company should have felt it necessary to
adopt the present, and other similar proceedings,when
an offer had been made to them in the first instance -of
referring the whole matter to a Government commis-
sion of railways.
Capt. Wynn said he was present in consequence
of an application made by the Brighton Company
to hear the proceedings, and report to the Commis-
sioners on them, and he had no objection to enter
into the investigation as requested.
The Rev. Mr. Winter concurred with the Learned
tote who
proceedings could
ad bring
Counsel that there could be no better means of satis-
fying the requirements of the public in this matter
tkhnaenw bl
eyd
g e. With
ig
thitto
respecta gentleman
h
ttkthotnhl-yEparsotep renr leienue
r, ae n
tdo which
allay
to the inquiry considerable experience and scientific
bdyerethdethffiatoctehresy
of
oo he South-Eastern been found fault with, he (Mr. Winter) consi-
the public mind.
The summons' was then discharged.

Three thousand labourers are now employed at
Birkenhead Docks. •

Commander F. Beamont (1844), on the retired list
of 1830, died a few days since at Cheltenham, aged
63. He was midshipman of the Ardent, at Copen-
hagen, in 1801, and was promoted in 1808.
The Flamer steam-vessel, Commander Seymour,
has been detained at Devunport from proceeding to
the coast of Africa until the 4th instant.

APPOINTMENTS.

Commander—William P. Crozier (1847), to com-
mend the Wasp steam-sloop, commissioned this day
at Woolwich, for service on the coast of Africa, and
she will take out the mails of the Ist of November
next to that station.'

Lieutenant—Sydney Wolridge (1848), to the Ex-
cellent gunnery ship, at Portsmouth.
Midshipmen—A. C. Couher, to the Centaur flag-
ship, on the west coast of Africa ; James B. Grove, to
the Hecate steam-sloop, at Portsmouth ; James S. B.
Fraser, to the Albion (90 guns), at Devonport ; and
W. R. Shine, to the Hecate.

Naval Cadets—S. F. Shore, to the Hecate ; and
Harrington C. On slow, to the Victory flag-ship at
Portsmouth.

Second Master—William H. Petch (1843), to be
Acting Master of the Resistance troop. ship at Wool-
wich.

Gunner—George Green, to the Astrsea store-ship at
Falmouth.

PROMOTIONS.

Richard F. Moore, to be Acting Gunner; John,
Millar, to be Acting Boatswain.
CHATHAM, OCT. I.—The Bonetta, 3-gun brigan-
tine, Lieutenant and Commander Frederick C. Forbes,
from the coast of Africa, was paid off this day into
ordinary. On board this ship is an African Princess,
who was made a present to the commander. She is
between seven and eight years of age. She sings
prettily, and her voice is very good for a child of her
years. The Queen has been written to concerning
this young lady, and her Majesty has directed the
commander to bring her to London. Nine privates
of the Royal Marines from this ship, joined the head-
quarters of this division this day. The corporal John
Stewart, belonging to the detachment, died on the
passage home; and 1 sergeant, 1 corporal, and 1
drummer, with 10 privates, Royal Marines, from the
Albatross, 12 guns, paid off, also joined this division.
Two privates from the same ship proceeded to Ports-
mouth, and two privates to Plymouth division.

THE EMIGRANT SHIP HARPLEY.
(From the Shipping Gazette.)
Some concern has been evinced in the City to-day
by the appearance in the Times of this morning of the
following statement, which was picked up in a bottle
off Hope Cove, near the Bolt Head, on Sunday
last :--

" We, the passengers and crew of the ship Harpley,
bound for Australia, enclose this paper to inform our
friends that we are half starved on a raft, having
drunk the contents of this bottle, the only thing we
have drunk for 24 hours.

" The vessel sprang a leak, and foundered Sep-
tember 24, 1850. " COURTENAY FOWELL."
Our agent at Salcom be has forwarded to us the
original paper, of which the Times must have received
a copy. The statement is written upon a leaf torn
from a copy-book, and is addressed "To the Editor
of the Times." The writer, Courtenay Fowell, was
a passenger on board the Harpley when she left Ply-
mouth, and we have ascertained that the signature to
the statement is the genuine signature of Fowell.
Still we agree with our agent, who has forwarded the
paper : he " very much doubts the truth of it ;" in-
deed, we do not believe a word of it.

The following letter on the subject is from the char-
terers of the ship :

"TO THE EDITOR Or THE SHIPPING AND MERCAN'

TILE GAZETTE.
" Sir,—We notice in the Times paper of this day's
date a communication from Mr. W. T. Smith, C. 0.,
enclosing an extract from a bottle picked up by one
of the boat's crew connected with the coast-guard
station, and as the report in question is calculated to
engender considerable alarm among the friends of the
120 passengers on board the Harpley, we have to
request the favour of your inserting our reasons for
believing such report to be wholly false.
" The Harpley did not leave Plymouth until the
23d ult., on which day, at noon, Mr. Mallet, one of the
charterers, saw her under canvass, with light westerly
winds ; she could not, therefore, have been so far at
sea on the 24th as to have foundered without some
signs of the wreck or boats reaching the shore, none
of which have yet come to hand, upwards of seven
days ago. It is not probable that a raft could have
been constructed in so short a time as that given from
the ship first springing a leak, and the passengers
having been on board such a raft' for twenty-four
hours. Nor is it very probable that, in the confusion
and distress attendant upon such a catastrophe, paper
and materials for writing could have been at hand.
"The document itself, although -in the name of
We, the passengers and crew of the ship Harpley,'
is not certified either by the captain or the officer of
the ship; is -signed Courtenay Powell,' a passenger
possibly addicted to intemperate habits, and who, it
is probable, when under the influence of intemper-
ance may have penned this document, which by ex-
traordinary means has found its way there thus early.
" The Harpley is nearly new, had just come out of
dock, and undergone strict examination by the sur-
veyors, and is, in all respects, a sound and seaworthy
vessel. We may add that, with ourselves, the z:ecre-
tary at Lloyd's believes the whole matter to be a base
fabrication, but we deem it our duty to the friends of
passengers to give thus early our opinions as to the
truth of the report in question.
" We are, Sir, your obedient servants,
" Ilarcnalte and MOBBS, Co. Charterers.
"3, East India Chambers, Leadenhall-street,
Oct. 1, 1850."
The owner of the Harpley has also written to us
on the subject, and confirms the foregoing state-
ment :

" TO THE EDITOR OP TUE SHIPPING AND MERCANTILE

GAZETTE.
it Sir,—Observing a letter in this morning's Times,
stating that a bottle had been picked up at Kings-
bridge enclosing a letter from one of the passengers
of the Harpley, in which it was stated that that
vessel had foundered on the 24th ult., I beg to state,
I proceeded round to Plymouth in that vessel from
London, and that I left her at eleven A.m., on the 23d,
outside the Rama Head, with a very light breeze at
S.E., and during the whole of that night and the
next day the wind was light, and easterly; she could
not have proceeded more than from sixty to seventy
miles, and if, as stated, the passengers and crew had
been on a raft, they must have been seen by the
numerous outward and homeward vessels passing in
the track, and picked up by some of them.
"I am now proceeding to Plymouth, and shall
hire a steamer, after making due inquiry, if necessary.
" I am, Sir, your obedient servant,
" T. B. MALLET.
"4, Castle-court, Birchin-lane, Oct. 1, 1850."