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

N°. 18,104.] LONDON, WEDNESDAY E STINY OCTOBER 2, 1850.

PUBLICATIONS.

This day,•foolscap octaTo, 73., . •
ANSCHAR. A S.ory of the North. By
11JCHARD JOHN KING.

" It wasbetweenth•!night and the d y."
London John W. Parker, West•S:raad.

This day, Third and Cheaper Edition, price 5s , of
ELEMENTS of ALGEBRA. Chiefly intended
for Schools and the Junior Classes in Coilexes.
_ _ .

By T. G. HALL. M.A.,
Professor of Mathematics in King's College, London.
By the same Author.
ELEMENTARY TREA t ISE on the DIFFERENTIAL and IN-
TEGRAL CALCULUS'. Fourth Edition, Ids. ed.
ELE NIE:NTS of DESICRIPTIVE GEOMETRY. 63. 61.
OUTLINES' of ASTRONOMY, Thirteenth Edition. 101.
London : John W. Parker, West Strand.

JOURNAL of • the - EXHIBITION of 1851.
The Contributors to the CRITIC purpose to publish, in con-
nexion with that journal, a Peri,dical under the above title, similar
in size and shape, to contain acomplete Record of the Exhibition.
The First Number will appear shortly. It will app tr it first
monthly, then fortnightly, and curing the Exhibition on alternate
days, with copious illustrations, &c.
Price Sixpence, and Sevenpence stamped.

Orders, Advertisements, and Communications to be sent to the
Critic Office, 29, Essex-street, Strand.

rill-1E COUNTY COURTS CHRONICLE for
JL . OCTOBER, No. 41, Vol.' 111., contains—
.

The Jurisdiction, as altered by the New Act. Ify George Tiarrl4,
Esq., Barrister-at-Law.—Anticipated Results of the New Act.—Li-
verpool Court Again.—Review of Insolvency Case, for this Month.
By D. C. Macrae, Esq., Barrister-at-Law.—Resolutions of the At-
torneys of Sheffield as to. County Court Charges.— Correspondence.—
Repona of County Courts Cases.—Cases in the County Courts and in
Insolvency. Price Is. 6d. -
County Courts Chronicle Office, 29, Essex-street, Strand.

MUSIC.The Geneuphonie Grammar of' Har-
monY, Counterpoint, and Musical Composition, preceded by
the Elements of Music. Dedicated by special permission to 11. lt.ll.
the Viince Albeit.' .By the late General J.. 1. DE VIRUEO Y SFI-
- CA and F. T. A. CITA.LAZ DE VERICEVIL, A.M„ is now pub-
lished, and may be had of Longman and Co. ; Cramer and Co. ;
Cocks and Co. ; and of all Book and Musicsellets ; and at 7, Man-
sion-house-street, City. Communications may be Vdressed to
Messrs. Vernevil and Haskins, care of Messrs. Cramer and Co., 201,
Regent-street.

THE EIGHTH of OCTOBER, 1850.
The EIGHTH of OCTOBER, 1850, will display a new trading
feature, in the shape of an Establishment never beforeequalled.

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 urge of erection at the corner of DART-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 :twit a project could be connected with no mean capi-
talists—no Irdinary 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 op6ning of the West-end Branch of E. MOSS.S
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
divinct 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 expe,liency of the present undertaking may be safely argued
frotn the encouraging fact, that the proprietors number from the west
end a large proportion of their wealthy supporters, whose interests
and convenience will ncc•ssatily be better consulted in their own lo-
cality, and who, in return, will have more ready opportunities of fa-
vouring E. NOSES and SON with their commands.
It would be idle and u eless to argue that such a vast speculation
as the WEST-EN I) iIitANCR 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
to) 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 ntidence, without which
such an enterprising speculation would never hav, been attempted.
In starting the Branch of the City Establishment at the West end,
L•'. MOSES 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 Wcst-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 neee.sity to pass through the more busy
portion of the Establishment, there being aseparate private entrance
to this department, with distinct accomay-,dation tor servants in at-
tendance. Attention it also called to the tact, that Ilart-street,
whic 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 SELF, tT
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 classification of goods, 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 collection
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 Clolhs, Silks, Satins, Alpacas, L"stres, &c., &c.,
but have secured the most elegant and novel designs, by offering
handsome prizes for the b.:st .Tec mess 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 att're, when inspected, will prove that the proprietcrs are not
dealing in exaggerated terms in thus recommending the -present
Stock of Attire.

In LADIES' HABITS, E. MOSES and ON intend to convince
their supporters, that as Fashionable Tailors, they are neither to be
surpassed nor equaled by many degrees.
Their STOCK of JUVENILE CLOTHING calls alike for terms of
the highest recominendati.m. 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
l.i;liest approbation.
A conspicuous feature at the Ncw West• end Branch of E. MOSES
and ,ON is that of a STOCK of RE kllY-MA DE LIVERIES, which,

though elegant in the extrem,, and superior in material, are sold at
prices exceedingly advantageous to the purchaser. The attention of
the Nobility a. d Gentry is particularly directed to this branch of the
proprietori.' business in IC,Av Oxford•street.
A •TOCIi. or iUPEIttOIt MOURNING, at prices less than those
charged anywhere else, by 50 per cent., is also deservin4 of promi-
nent mention. No advantage will be taken in the furnishing of
these 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, FISIIINGOATS, LOUNGING-
COATS, and the various ready-made goods are in keeping with the
rest of the articles scld ; and the most extreme satisfaction must re-
sult from an inspection and trial of the Stock.
large and fashionable collection of H .tTS and CAPS adds much
to the recommenda' ions of the new Branch House ; and the Public
are assured that here their interests are equally consulted. .

The system which the proprietors intend to pursue at their New
Establishment is not new. Their old sys'em of cheapness, coupled
with quality and fashion will be in operation at the Branch House as
at the Origin ii Establishment.
The Return of Cash or Exchange of Coeds, 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-
tion 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 )SES and SON would ac-
knowlelge gratefully that vast amount of favour at :he ha ds of the
public, to which alone they can date this proud advance in their
speculations ; and the proprietors would assure the Public, that it is
their de!ermination to merit renewed support, by an adherence at
the New Establishment to those principles which have worked so
well at the Old.
Will be OPENED at Ten o'clock on TUESDAY MORNING,
the Bth of OCTOBER. •

DE kFNESS AND NOISES IN THE HEAD
SPEEDILY CURED.
Dr. vENNETT, :purist, whose study has been devoted to Diseases
of the Ear, continues by his,newly-discovered easy Remedy to effect
astonishing Cures where sufferers of both sexes have been Deaf
(even forty or fifty years), and considered Incurable, have found a
spee,,y and permanent cure by using Dr. BENNETT'S easy, safe,
and painless Preparxion, CVO! to au infant or the delicate nervous
female.

Sold only by Dr. Bennett, long established, at the institution for
the Cure of 1)C01.S. 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.

R CULVERWELL'S NEW WORKS.
To be had of Sherwood, 23, Paternoster-row ; Carvaiho;
47, Fleet-street; Mann, 39, Cornhill ; or direct from the author,
,rice One shilling each ; by post, Is. 6d.
ENJOYMENT OF LIFE.
"Health, Recreation, and rational Use of Time."
CoNrErrs : —Early Rising--spring and Summer Mornings—Ex-
:ursions 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—Tile Drama— On Eating, Drinking, Sleeping, Bathing, Air.
est, Ease, Occupation, Sec., Sec.

FRAGMENTS FROM THE MOUNTAINS. Two Vols.
Vol'.

VISIT TO THE LAKES ; SKETCH
.OF EDINBURGH, &c.

Vol. 11.

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

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

_
IV.
THE PASSIONS.
" What passions hurt the body—what improve,
Truths as refined as Athena ever heard."

-- -
SmincT : -Life's pilgrimage, from infancy to old age. The advent
ofthe passions. Chastity and its infringements. The casualties of
licentiousness and dissipation, with illustrations, graphic, narrative,
aid remediative. Advocacy of early marriages.

THE MARRIAGE STATE.
" To be or not to be, that is the question."
Paoun.Asrms:—Laws and obligations of nature, society, and re-
Zion regarding marriage, to be observed by either sex. Time and
choice, on both sides, as to ago, temperament, complexion, and
figure, to secure healthy offspring, with the art of rearing them.
Pkysi.;al defectiveness and its removal. Sterility and its conversion.
Oases, &c.
By A. J. CULVERWELL, M.D. (1841), M.R.C.S. (1827), L.S.A.
(lft24). Twenty-five years Medical and Forensic Referee in these
matters. ~teception hours daily till five. gventngs. seven tilt nine.
10 drull-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, in all the
ecclesiastical courts of Ireland is 123. The fees received by
them for the last three years have amounted to 14,267/.
4s. 41, 12,5131. 3s. lld., and 11,728/. 9s.

THE-LONDON OMNIBUS DRIVERS
AND CONDUCTORS.
_
The subject of omnibus conveyance is one to th,
importance of which the aspect of every thorJughfaie
in London bc•ars witness. Yet the dweller in th.
Strand, or even in a greater thoroughfare, Cheapside.
can only form a partial notion of the msgnitude
this mods of.transit, for he -has but a partial view o
it; he sees, as it were, only one of its details.
'File routes-of the several omnibuses are manifold.
\Videly apart' as are their starting points, it will b
seen how their courses tend to common centres, an,
how generally what may be called the great trunk
lines of the streets are resorted to.
The principal routes lies north and south, east ane
west, through the central parts of London, to and
from the extreme suburbs. • Tne majority of then
commence running at nine in the morning, and con-
tinue till twelve at night, succeeding each other during
the busy parts of the day every five minutes. Mos.
of them have two charges-31 for part of the dis-
tance, and 6.f. for the whole distance.
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 Walwortle
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 ethers 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,*Regentzstreet, 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
Tne Hungerford-markets pursue the route from
Camden-town eking Tottenham court-road, &c., to
Hungerford, and many run from this spot to Pal-
dington.
The Kentish Towns run from tee 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-ga'e,
by the Blackfriars-road and bridge, Fleet-street,
Chancery-lane, Gray's Inn-lane, and the New-
road, to Euston square, while some go on to Cam•
den-town.
The Great Nortberns, 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.
Tne " Favorites' " route is from 'Westminster
Abbey along the Strand, Chancery-lane, Gray's lon-
lane, and Coldbath-fields, to the Angel, Islingson,
-ind thence to Holloway ; while some of them run
down Fleet-street, and so past the General Post-
eflice, and thence by the City-road to the Angel,
and to Holloway. The Favorites also run from
Holloway to the Bank.
The Islington and Kenningtons 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 %Vest-end of the town, and some
two or three from Fleet-street; the former crossing
Westmineter, and the latter Blackfriare-bridge ; while
some Nelsons 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 Paragons 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 Londtin-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 Royal 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 Blackwall 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 Chelsees proceed from the Kin 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, via Grosvenor-
place, Piccadilly, the Strand, &c., to the Blackwell
Railway.
. Tie; 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 end Old
Kent-roads to Deptford, Greenwich, and Woolwich;
some go from Gracechurch•street over London-
b ridge.
Tne 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 3/., 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 bead 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 cas.s, 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-

ning daily at 3,000, we find " a travel," as it was
vorded to me, of upwards of 140,000 miles daily, or
J. yearly " travel" of more than 50,000,000 of miles ;
extent that almost defies a parallel in any distances
J u arty familiar. And that this estimate in no way
otceeds 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 111. per mile (the rate of duty charged),
gives 51,840,000 miles as the distance travelled by
he entire number of o nnibuies every year.
Os each of its journeys, experienced persons have
issured me an omnibus carries on the average fifteen
iersons. Nearly all are licensed to carry twenty-two
(thirteen inside and nine oat)' and that number, per-
laps, is sometimes exceeded, while fifteen is a fair,
mmoutation ; for as every omnibus has now the two
pares of 31 and 61., or as "bus-men" call them "long-`lns and short-uns," there are two sets of passengers,
md the number of fifteen through the whole distance
in each journey of the omnibus, i 4, *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-
veypce at least twice, a. day, we may compute the
nuthber 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 41d., and
40 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 had driven in six years
179,568 miles. .

This vast V extent of omnibus transit has been the
growth of twenty years, as it was not until the 4th
July, 1829, that Mr. Shillibeer—now the proprietor
if the patent mourning coaches—started the first
omnibus. Some works of authority, as books of
reference, have represented that Mr. Shillibeer's first
omnibus ran from Charing-cross to Greenwich, and
.hat the charge for inside and outside places was the
'ame. 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
oassengers. 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
t'or 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-
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
MessagPries R vales. 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.
ibeer 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 Lafir.:te 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
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-
cles carried each twenty-two, and were filled every
journey. The form was that of the present omnibus,
but larger and roomier, as the twenty-two were all
accommodated inside, no one being on the outside but
the driver. Three horses, yoked abreast, were used
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
aTndheirfoareevwerays lds.a.yf.or the whole hi‘ollre.6sd
h. anniiibefoerr
distance, and each omnibus made twelve
took their places in them to file Yorkshire Stingo in
order that they might have the pleasure of riding
as4d,hivg
iswitaysoefftfearrwesa,rrdeeg,uinlataedgrbeyatdmisteaansucere;
jebahosaatuclarfkbn
regulationlaei
the
sgyhas ei again.
o.
abandoned by omnibus proprietors, and then re-
established on our present 3d. and 6d. payments,
the " long-uns" and the " shortsune." Mr. Shilli-
beer's receipts were 1001. a week. At first he pro-
but this peripatectic library was
vofidehdias fceuwstbomooekrss, chiefly magazines, for the perusal
discontinued, for the customers—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. Shall-
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 receipt`,
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 bad boasted of- their cleverness and their lucra-
tive situations at a champagne supper at the York-
shire Stingo I This necessitated a change, which
inner' Shillibeera s
expendedit was
Mr. Shillibeer effected in his men, but without pro-
secuting the offenders, and still it seemed that defal-
cations ceond i
continued. That
aTshtraitung they continued was soon
shown,
called. As an experiment,
Mr.
3001. in the construction of a machine, fitted to the
stepse
rofpaasnsee tegmerrisib, us, s wthheiychtrnshat a plate in enter-
ing record the num-
bering and leaving the vehicle, arranged on a similar
principle
The i
to thenvetneltlert,aleA now of Wool-
s on our toll-
hr g
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, 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 hand 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,
short stages." The short and the rudeness of the
drivers of many of the "
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-
tune might have been
realised. In 1831-2 his om-
nibuses became general in the great street 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 Celedoniane, 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," but as 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, and 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 " R.gulation of omnibuses (as well as other
conveyances) in and near the metropolis." Two
sessions after, Mr. Alderman Wood btought 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 1864 Mr. Shillibeei
abandoned his metropolitan trade;. and commenced
running omnibuses from London to Greenwich and
Woolwich, employing 20 carriages an&l2o hories;
but the increase of steamers and the openitg- 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, arid 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 70 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 of 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 your 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
'hat, but for the fact of the Miscellaneous Estimates
being made 'up and paved 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 one of
peculiar severity, and deserved immediate attention
and redress."

And so the matter remains virtually.—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-E astern Company,
Mr. Church, his managing clerk, and the superinten-
dent of the traffic department on the South-Eastern
line, were in attendance to support the information ;
and a legal gentleman, whose name did not transpire,
appeared on behalf of the Brighton Company.
Mr. Ballantine, addressing the magistrates, said that
immediately after the information had reached the
directors of the South-Eastern Railway of a collision
having taken place near the Red-hill Junction, by
the defendant, who was in the employment of the
Brighton Company, running into one of the goods-
trains, they at once caused a preliminary inquiry to
be 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. lle (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
( Sir. 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, he
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 great in-
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 he 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 Comtnis-
sioners on them, and he had no objection to enter
into the investigation as requested.
The Rev. Mr. Winter concurred with the Learned
Counsel that there could be no better means of satis-
fying the requirements of the public in this matter
than by referring it to a gentleman who could bring
to the inquiry considerable experience rind scientific
knowledge. With respect to the proceedings adopted
by the officers of the South-Eastern line, and which
had been found fault with, he (Mr. Winter) consi-
dered that they took the only proper course to allay
the public mini.
The summons was then discharged.

Three thousand labourers are now employed al
Birkenhead Docks.

[PRICE SD.

NAVAL INTELLIGENCE.

FATAL ACCIDENT TO REAR-ADMIRAL SIR J.
MARSHALL, C. 8., K.C. ll.—We regret to state that
intelligence has reached us of the death of Rear-Ad-
mini Sir John Marshall, Kt., K.C.H., from being
thrown out of his carriage in some part of Wales.
The gallant deceased was in the sixty-sixth year of
his age, and had been in the navy half .a century.
We have so recently given his services that it ia.un-
necessary to repeat them. It will be recollected that
he was a distinguished officer, and that his last com-
mand was that of the Isis, 44, on the Cape station.
By Sir John Marshall's dec:ase Captain Edward
Coll er, C.B. (1814), becomes rear-admiral of the
blue. This gallant officer has served afloat twenty-
seven years, and is in the sixty-eighth year of his age.
Retired Captaiii Thomas Ball Sulivan, C.B. Oct.,
1814) and David Scott (Oct., 1814), attain the rank
of rear-admiral on the retired list, but without in-
crease of ply.
The promotion of Captain Collier leaves Captain
Price (1815), the Superintendent of Sheerness Dock-
yard, the senior captain on the list. Sir. William
Symonds, C.B. (1827), comes within the 143. 6d. per
diem half-pay list, and W. A. Ilerringham (1837),
within the 12s. 6d. list.

In addition to an appointment of Naval Aide-de--
Camp to the Queen, there is now a vacancy for a
good-service pension at the disposal of the First Lord
of the Admiralty.

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, Com'mander Seymour,
has been detained at Devonport from proceeding to
the coast of Africa until the 4th instant.