The Sun. — London, England, 1861-08-31 00:00:00

THE NA VT. The Duke of Somerset, First Lord of the Admi ralty, with Rear-Admiral the Hon. Sir F. Grey, K.C.8., Rear-Admiral C. Eden, C. 8., 'and Mr. S. Whitbread, M.P., Junior Lords, and Rear-Admiral Lord C. Paget, First Secretary. leave on Monday or Tuesday next for Holyhead, on an official visit of inspection, at the conclusion of which the Admi- • ratty Board proceed to Kingstown, Cork, Szc., on their annual tour of inspection. The Furious, 16, paddle, Captain 0.. J. Jones, after an official inspection by Captain H. Broad head, commanding her Majesty's ship Asia and the Reserve at Portsmouth, was paid off yesterday alongside the dockyard, under the superintendence of Capt. R. Cook, of her Majesty's ship Victory. Medals and gratuities for good conduct were given to Sergeant Stephen Palmer, Royal Marine Artil lery ; John Furlong, chief petty officer, and Charles Murphy, quartermaster. The Furious, although many of her crew have been at times invalided, has had but four deaths on board during her commission, and while in the China seas generally showed a lighter sick-list than other vessels on the station. She was commissioned in March, 1857, by Captain Sherard Osborn, C. 8., now commanding the Done gal, and sailed from Plymouth Sound on the 4th of May following for Hongkong, with a convoy of 13 gunboats, two despatch boats, and the Hesper screw store-ship. The Furious arrived at Hongkong on the 4th November. Her after career in Chinese and Japanese waters with Lord Elgin on board is familiar to all who recall the events of the mission to China and Japan in the years 1857, '5B and '59. On Lord Elgin finally leaving the Furious at Suez, she proceeded to the Abyssynian coast, and after wards to the wreck of the Peninsular and Oriental Company's steamer Alma, recovering a great por tion of the Alma's cargo, and conveying it to Aden, where Capt. Sherard Osborn left the ship. On his return to England he was succeeded in command by Capt. O. J. Jones. The ship proceeded to Trin comalee: After refitting, the next port of destina tion was Hongkong, which was reached after en countering a gale and typhoon, in which one of the heavy guns had to be thrown overboard, and the mizenmast cut away. After refitting at Hongkong the ship conveyed Marines to Shanghai, where she remained for some time as senior officer's ship. She afterwards proceeded to Talianwhan Bay,where she joined the allied fleets bound to the Peiho, off which river she remained during the subsequent opera tions. After the capture of Pekin the Furious returned to Shanghai, and conveyed Mr. Bruce to the Peiho. This service performed, the Furious, in company with the Watchful gunboat, was frozen up in the Pee-chee-lee Gulf, some 30 miles from the land, but got into rather close proxi mity to the Sha-lin-tien bank, steam was got up and a passage made through the ice after three days spent in charging the ice ahead at full speed, and backing astern alternately. On the Furious' arrival • at Shangai, after her escape from the ice off the Peiho, she received her final orders for England, calling in at Hong Kong to refit for the voyage, and taking in a number of large cases containing -valuable presents from the Emperor of Japan to her Majesty the Queen, which were landed from the ship at Portsmouth and forwarded to Buckingham Palace unopened, under a special Treasury order to that effect. The boilers and coal-bunkers of the Furious, as a natural result of her long service un der steam, are completely worn out, while her engines require a thorough overhaul and repair. Letters received by our Portsmouth correspon dent from China, dated Hong Kong, July 10, state that the Scout, 18, screw, was to sail thence to Shanghai on the 13th July. Mr. W. H. Worsfold, second :raster of the Janas gunboat, had been ap• pointed by Admiral Sir J. Hope, K.C.8., acting master to the Pioneer, 6, screw, and ordered to take passage in the Scout to join the Pioneer at Shanghai. On the Sout's arrival at the latter port the Pioneer was to proceed to the North Pacific in search of a shipwrecked crew, stated to be on one of the Caro line Islands. Letters received from Vera Cruz stated that the Jason, 20, screw, Commander Von Donop, arrived there on the 31st July, bringing orders for theDes ifierate, 8, screw, Commander Ross, to cruise off New rleans and the adjacent coasts. iones's oblique faced target is being placed in a verti=l position on its bed, at Portsmouth dockyard, for future experiments with the 100-pounder Arm- strong gun. Ordcrs were yesterday issued at Chatham dock yard announcing that the Lords of the Admiralty have consented to allow the whole of the mechanics and artisans employed on the Achilles, 50, to leave work on this and succeeding Saturday afternoons at 4 o'clock, on the understanding that the work men make up the time thus granted during the week. In consequence of the increased activity which now prevails in all the departments at Chatham dockyard, notice was yesterday given that 50 more labourers are required at that establishment, in ad dition to the same number entered a short time since. The following appointments were made yesterday :it the Admiralty :—Lieut. Thos. Stackhouse, to the Centurion ; Lieut. David Boyle, to the Revenge; Lieut. Thomas S. Gooch, to the Impregnable; Sub- Lieut. Rowland M. Sperling, to the Trafalgar; Sub-Lieut. Arthur L. Trevor, to the Edgar; Chas. Hobart, midshipman, to the Arrogant ; Valentine P. Joiluson, master, to the Orestes; Albert Lew, 'Paymaster, to the Orestes ; William Shott, assist.- Paymaster to the Formidable ; John Hefferman, promoted to engineer, and appointed to the Warrior; Jaiian Taplin, first-class assist.-engineer, to the Warrior; Thomas G. Punnett, second-class assist.- engineer, to the Warrior ; Jeremiah Murphy, acting second-class assist.-engineer to the 'Warrior, to com plete complement. TILE ARMY. The following circular memorandum, addressed to , the army at home and abroad, was yesterday re ceived at Woolwich by Gen. Sir R. Dacres, K.C.8., ?from the Horse Guards for circulation. " (General Order, No. 147). " Aug. 10, isci. " Clothing. " It having been represented to the Gen. Commanding in-Chief that, notwithstanding the orders contained in the general order from this department, dated Sept. 26, 1860 (No. 767), and in the War-office circular, dated Jan. 20,, 1859 (No. 375), therein referred to, instances still occur of articles of clothing being returned into store having lucifer matches, cigar lights, &c., in the pockets, his Royal High ness has been pleased to order that in future officers com manding will, when articles of clothing are sent into Go vernment stores, forward with them a certificate addressed to the storekeeper, stating that they have been examined, and that they do not contain matches or other combustibles. —By command, _ _ "J. Y. SCARLETT, Adjutant-General." The authorities have decided on withdrawing the 22(.1 Company and the detachments of Royal Engi neers from Chelsea, where the Sappers and Miners have been employed ever since the strike in pro ceeding with the erection of the new barracks, which are being raised in that locality, and orders have been issued for the non-commissioned officers and tnen forming the company to discontinue their employment at the new barracks, and proceed to-day to their respective stations at Chatham, Portsmouth, and Woolwich. This decision on the part of the authorities at the War °Mee has been arrived at in consequence of the stt °ng feeling entertained in certain quarters a g a tu,t any interference by the Government in the questi ons now at irsue between the employed and the employers in the building trade. Lieuten„, t Ritchie= and 26 non-commissioned of ficers and gunners of the Royal Artillery have ar rived at Chatham from Sheerness and Tilbury, to be ernp!oyedin re- arreiging the artillery placed on the fortifications at ehatham, under the direction of garrison. th e mas ter-gunner of the and artillery hay just The French regitnellt of marine . been augmented by three' batterie s regiment toeceessarY by the ners. This increase hag been rendered company o f gun despatch of a detachment of the re we have Magnetic toys were, un' i 1 lately, the only ap l i e ,. l:lll 2 -China. magnet to anything like a useful Purpeee,-,7"01101 the Herring's magnetic brush , ?s, la. Dr. Hassan at: Bard them as the most per sect brushes hitherto states, "I re. re spects their mechanical c 4 instr uction, and their m 1 6 8 .8 re. action." They are the remedy for g rey hair, neureorc4l_,_ rheumatism, &c. N.B. - Coma iterfeits are b eing made. 014'e:4 B asingbaikstreet, London. THE TERRIBLE COLLISION ON ,TIIE LONDON AND BRIGHTON RAILWAY. THE ADJOURNED INQUEST. BRIGHTON, FRIDAY EVENING. The sensation caused by the fatal tragedy at the Clayton tunnel has very little, if at all, subsided ; every day enlarges the list of the maimed and wounded. The funerals of Mr. Charlwood, Mr. Wilson, the two Miss Parkers, Mr. and Mrs. Wheeler, with their baby, Mrs. Ellen Lower, and Geo. Westcott took place yesterday, the mournful cavalcades being attended by great numbers of per sons. The remains of Mr. Kean were removed to London yesterday. The burials of Maria Edwing and Jane Elizabeth Biden were solemnized to-day. Miss Barclay's funeral will take place to-morrow. Coleman, the railway guard of the train run into, who lies, with four of his ribs fractured, at Has sock's-gate, is said to be recovering, and hopes are expressed by the medical men that he will be able in the course of a day or two to give evidence before the jury. The sufferers in the County Hospital are progressing favourably, with the exception of the little child, Elizabeth Edwing, whose legs have not been amputated, as was stated, but who was much injured and severely scalded. She was worse this morning. The inquiry into the causes of the accident was resumed this morning at the Town-hall, before Mr. David Black, coroner for the borough. Captain Tyler, the Government Inspector of Railways, was again in attendance, and assisted in the examina tion of the witnesses. The jury have made considerable progress with the investigation. They have examined the en gine -drivers, firemen, and guards of the three trains (saving Coleman), and all the other officials of the company who could throw any light on the accident, with the exception of Mr. Hawkins, the traffic manager. The railway company appear desirous to assist the jury by all the means at their disposal, yet their legal adviser and the coro ner are still at issue in regard to some docu ments withheld by the company which the coroner calls upon them to produce. The legal advisers of the deceased and injured persons carefully watch the evidence with a view to ulterior proceedings under Lord Campbell's Act, while the company cannot be insensible to the tremendous pecuniary liabilities which they incur by the production of statements made by the servants of the company for the information of the directors and officers. The evidence hitherto given has gone a great way towards clearing up the causes of the accident. It is stated to be an unusual precaution on railway lines to have a man at each end of a tunnel (as was the case at the Clayton tunnel) to telegraph the ar rival and departure of each train, and to give the necessary signals. It has not escaped remark that the addition precautions used at the Clayton tunnel have been, in some sort, the cause of the accident. Had the signalmen at the tunnel been dispensed with, as on other lines, it is argued that no accident would have happened, and the trains would have passed on without , interruption. The feeling in town appears to be that the trains are allowed to follow each other in too quick succession. One of the witnesses to-day deposed to a statement made just after the accident by Killich, the signal man at the tunnel, that "the trains followed so quick upon each other that he did not know what he was about." Mr,Faithfull, solicitor to the London and Brighton Railway Company, represented their interests; Mr. Roupell, barrister, instructed by Mr. J. J. Stuckey, solicitor, of Brighton, appeared to watch the case on behalf of the friends and relatives of the late Mr. Ingledew ; Mr. Lamb, solicitor, of Brighton, was present on behalf of the representa tives of Mr. John Lockstone and Mrs. Jane Eliza beth Biden; Mr. Penfold, solicitor, of Brighton, represented the relatives of Miss Rebecca Bar clay;; Mr. Fryer, of Gray's-inn, watched the case on behalf of the friends of Mr. Green field, oilman, of Union-street, Borough, also for Mr. John Field and Mrs. Field, of Montpellier-place, Brighton, and also for Mr. Edward Sewell, of College-place, Camden• town, the three last named persons having been much injured by the collision ; Mr. Pook, solicitor, of 27, Basinghall-street, was present on beha lf of the friends of Messrs. Thomas and George Noble ; also for Mr. Robert Ayley and Mrs. Elizabeth Thompson—these two last named persons not being at present deceased, although seriously injured. Mr. Evans, solicitor, of Bedford-row, watched the pro ceedings for the relatives of Mr. Geo. Gardener and Mrs. Christiana Minthorpe ; Mr. Stevens, solicitor of Brighton, attended for the representatives of Mr. John Wheeler, Mrs. Wheeler, and Daniel Wheeler, their son ; and Mr. T. H. Reed, solicitor, of St. Ann's-lane, London, appeared on behalf of the hus band of Mrs. Westcott and her daughter, now lying in the hospital; and also Mr. Henry Watkins and Mrs. Watkins. Mr. Frederick Slight, the secretary ; Mr. Geo. Hawkins, the traffic manager; Mr. Chester Craven, locomotive and carriage superintendent ; Mr. Perry, inspector of the permanent way ; Mr. J. S. Farmer, Mr. George Faithfull, with other officials of the company were also present. Mr. Coningham, M.P., the Mayor of Brighton, with a great many of the gentlemen of the neigh bourhood of position and influence, watched the proceedings during the day, and the crowded state of the court-room fully testified to the unabated interest taken by the public in the inquiry. The evidence was as follows Edward Dudley—l am a stoker in the employ of the London and Brighton and South Coast Railway Company, and I acted in that capacity on Sunday last to the Portsmouth excursion train. I have been twelve years in the service of the company. I only casually noticed the time we left, but I think it had just turned the half hour past eight o'clock. Mr. Legg gave the signal for starting the train ; but I do not know whether he said anything like "Look out a-head " to the engine-driver. I noticed the distance signal was "all right" as we approached the Clayton tunnel, bat I did not look back, as I was looking out for the other signals at the entrance to the tunnel. I saw the signalman waving his red flag violently when we were about a length or two lengths of the engine from the mouth of the tunnel. When I saw the red flag I immediately put on the break and ran the sand down. I think, according to the best of my judgment, the engine ran 300 yards into the tunnel before it came to a stop. When the train ceased to go forwards it ran backwards, but I could not say how much, probably 20 yards, but I was busy with the sand-box and did not notice. The engine was reversed to stop her, and that backed the train a little. I have never known the signal fail to act whenithe train passed over, it but I have not noticed that one particularly, as the tunnel is only 300 yardsfrom the distance signal, and, therefore, I look out immediately for the signalman at the tunnel. I cannot say that I remember having been stopped by a red fl lg after I had passed the distance signal. By Captain Tyler—When I passed the distance signal I was standing facing the signal. On passing the signal I looked immediately to Killich's box, and the first thing I Saw was Killich waving the red flag very violently. The driver reversed the engine the moment he saw the flag, and I put on my break. When he shut off the steam we were going back. The engine was standing still when the collision took place. We were going 30 miles an hour when we went into the tunnel. I heard the train coming before the collision, and my mate, who was looking over the side rail, must have seen it. My mate did not say anything about the train coming, but he was looking over my shoulder at the moment, and he flew to the regulator to open it. Ido not know whether he did so, but I think he acted as he did to move the train forward to get out of the way of the coming train. I stooped down on the footplate and laid hold of the handrail to protect myself. I was partly sitting on the footplate when the collision occurred. I had not time to think of jumping off the train. I looked over the handrail as soon as we stopped. I did not see the train, but I heard the rattle of its coming. I was looking over the rail when I heard the train coming. I was not screwing my break On. It was quite on when the collision occurred. When the train stopped in the tunnel it went back some little distance before the steam was shut off— I think about 20 yards. By the Jury—lf Killich had been at the wheel trying to put the distance signal on, I should not have seen him. When we went out at the north end of the tunnel I saw Brown, the signalman, there, but no one was with him. I did not say anything to Brown about the accident. I could not see back at all, it was so dark and the tunnel so full of steam. If Killich had run to the mouth of the tunnel and waved a white flag, I should not have been able to see it. I have never seen a train in front of the train I have been on when I have been running between Brighton and the south end of the Clayton tunnel. I saw Brown when we went In,t at the other end of the tunnel, but I do not think 'whether he had a flag in his h a nd o r n o t. I Ink he stood on the box side, but I have fro- .. THE SUN, LONDON, SATURDAY EVENING, AUGUST 31, 1861. quently seen him on the down side. I think the cause of the accident was our stopping. I have rot heard that the Portsmouth train failed to set the distance signal at " danger" in passing over it. If the signalman believed that the first train had gone through, he ought not to have shown the red flag. By the Coroner—l never, to my knowledge, found that the signalman was not present at the entrance of the tunnel. By the Jury—The signalman would not have altered the distance signal to " safety . " if he had not known the first train was out. The distance signal might have failed to work. By Capt. Tyler—l cannot say whether the steam was full on when we came to a stand in the tunnel, because I was not at the regulator, but it was ou. The steam was shut off before the train began to move back, and it was then put on again. I did not know at first whether the engine was going back wards or forwards, but I found it was going back. The engine slipped because my break was on. When I found the engine slipping I took my break off, and said "Do not go back." The engine did not slip after I got my break off. He shut off the steam. We did not say anything about going back to the south end of the tunnel. If the signal at the south end of the tunnel acted properly and the driver and others did their duty, I think t wo trains might be in the cutting at the same time. William Butcher—l am a guard in the service of the company, and have been so for nearly 11 years. I was on duty with the Brighton excursion on Sunday morning last, and we left at 8.30 by my watch. I think I can speak within a minute as to the time by the railway clock at the station, and as to my watch agreeing with it. Mr. Legg started the train. He did not make use of any words to me when we started. There were 17 carriages with three breaks—a break next the engine, then five carriages, another break, then nine carriages, and then another break behind, in which I worked. We went from Brighton to Clayton at our usual rate of speed. To the best of my judgment, the Portsmouth train started two or three minutes be fore us. When we got to the Clayton tunnel the distance signal was "all right." I was looking out for it. When the engine and carriages passed the distance signal it did not cause it to work on to " danger ;" of that I am quite certain. I have never known that one not answer before, but I have known other signals do so, but that would be remedied by the signalman at the box turning his wheel. I caught sight of the signalman at the south end, about 70 yards before we came to him. He was waving a red flag, and was on the platform or stage of the box. He was then waving a red flag, and continued to do so all the time we were approaching the tunnel. Wher. I first caught sight of the red flag I applied my break. The driver shut the steam off at the entrance to the tunnel. I should say we went 300 yards into the tunnel before we came to a standstill. I attribute the train supping at such a short distance as 300 yards to the engine being reversed and the breaks put on. I was conscious of the train going back, I think, 30 or 40 yards. It did not go back very fast. The train was scarcely brought up when I saw the other train coming. It might have been a minute and a half or two minutes. I heard the whistle of the engine as it came into the tunnel, but I saw the train first, I showed my lamp with a red light, but there were two red lamps on behind. I jumped from the train. A collision immediately ensued, and I ran back to the mouth of the tunnel. I was enabled to get by. When I got to the south end of the tunnel I saw Killich on the stage, and I spoke to him. I asked him if he could telegraph to Brighton, and he told me no, but that he had telegraphed to the other end of the tunnel to say that the line was blocked. I met the head guard of the half-past 8 ordinary train (William Boynett), and he asked me to lend him my lamp, as his was knocked out by the shock. He arranged with me that I was to go back along the line, and place fog signals, and I went back with a red flag and fog signals, which I placed every 250 yards. 1 had no other conversation with Killich as to the cause of the accident. I did not say " How comes all this ?" or " What is this ?" or anything of that sort. lam quite certain of it. By Captain Tyler—l . knew the distance signal ought to have turned to " danger" as we passed it. I did not notice whether the signalman turned it. I have a seat in the break compartment of the break carriage, where I was, but I was not sitting on it. I was looking out of the raised glass window at the top of the carriage towards the tunnel. Killich continued to wave the red flag. _ I did not see him with a white one at all. The driver shut off steam just as we were going into the tunnel. l eased the break when we came to a stand in the tunnel. I was going to get out with my lamp and papers, but found the train coming back very slowly. I could not hear whether the engine was slipping as it went back. I put my break on again when I found the train was going back. I did not hear the driver of our train (the excursion) whistle for the breaks to be put on. The train was very near still, but not quite, when I jumped out on seeing the other train coming. Almost as soon as I jumped the collision took place; Are we to understand that the train had almost but not quite come to a stand, and the collision occurred just as you jumped out? Witness—Yes, Sir. What do you mean, then, by saying that the train was standing still for a minute and a half or two minutes ? Witness—lf I said so, it was a mistake. Coroner—Shall I erase that from your evidence, then ? Witness—Yes, Sir ; it was a mistake. I did not see Killich go into ,his box, to the best of my know ledge. He continued to wave his flag all the time we went into the tunnel. By the Jury—l cannot tell you what was the commencement of the cause of the accident. By the Coroner—l do not think there was any undue or extraordinary time between my train and the ordinary train. I did not see Killich with a white flag. He was not down on the level of the line. By Captain Tyler—lt was my duty as soon as I saw the red flag and the train stopped to go back with my fog signals, but I could not do so, because the train was going back. By Mr. Raupell—l saw nothing of the 8,30 train till it ran into us. I had not looked back for that train until I saw it coming when I was putting the break on. We had three tail lights on, but you could not see them a very long distance, perhaps half a mile. If the driver of the train that fol lowed us had seen our train at all he must have seen our lights. Ido not think that any one could tell from seeing the lights whether the train was standing still or not. I should think any one could have seen our lights from the mouth of the tunnel if we were only 300 yards off. The 8.30 train was a lighter train than ours, and I think they ought to have been able to stop in as short a space as we did. By the Coroner—The Portsmouth train having passed through the tunnel only a few minutes pre viously, there was of course a considerable accumu lation of steam and smoke. I think the driver of the train that followed us might have stopped his train in the same distance we did if he had been looking out, but there is one reason why they might not—that is, if the guards did not hear the break whistle and put on the breaks. The whistle I heard was the one sounded on entering the tunnel. I heard the break whistle afterwards. By the Jury—On entering the tunnel of course at first the lights are not very readily seen, it being so dark. I think the self-acting signals are as safe as an extra man would be if placed 300 yards from the tunnel. I should say much safer if the signal did not act. (Laughter.) By Captain Tyler—There was steam in the tun-• nel when we stopped the train. By the Jury—The ordinary train was close upon us when I heard the break whistle ; perhaps about 100 or 150 yards. By the Coroner—There were 17 carriages, and, as each carriage is 24 feet long on the average, there would be about 140 yards between the car riage where I was and the engine, and as the end of the train was about 300 yards fiom the mouth of the tunnel, that would make the engine 400 or 450 yards in the tunnel. By the Jury—There were nu passengers in my break. The lights were all right, of that I am certain. • By Mr. Faithfull—Mr. Lei,• started our train. I saw him walk down• the platform first, and then he went back to the other end of the platform. To the best of my knowledge he went and started the Portsmouth train. William Gregory was then put in the box, and, The Coroner addressing him said—l think it my duty to caution you that you are not bound to say anything, but if Sou do say a n ythi ng i t w ill b e taken down in writing, and may be used in evid ence against you, and must be given on oath. Do you wish, after that caution to be sworn ? Gregory—l do, sir. He was then sworn, and deposed as follows : My name is William Gregory, and I am an en gine-driver in the company's service,l have been so for ten years. I have been accustomed to the main line. My train consisted of 12 carriages on Sunday morning last. That is the ordinary train. There were the engine and tender, two breaks and ten carriages. One break was next the engine and a third-class carriage behind the other break. It is usual to have a break at the end, but a third-class carriage is put on last, which is left at Hassock's gate. Mr. Legg started the train, but he did not speak to me. That was at 8.35. I looked at my watch just at starting. I do not think my watch was more than a minute out with the clock at the station, but I have not compared it. I did not ob serve the station clock as I passed it. I saw the London excursion start. I did not time its starting by my watch. I should say there was at least four or five minutes between the starting of that train and the time we started. I was on the look out for the distance signal when we approached the Clay ton tunnel. Ido not know the exact time we reached the distance signal. I should say we were 10 or 11 minutes running from Brighton to there. When I saw the signal it was at "all right." We were going at about 25 miles an hour. I looked on ahead for the signalman when we had passed the distance signal. When I first saw him it was about halfway between the distance signal and the tunnel. He was on his stage when I first caught sight of him. He was holding a white flag, and was standing quite still. He had nothing in his other hand. I saw him all the while I was passing, until we got into the tunnel. He remained all the time in the same position. I was looking ahead when we entered the tunnel. I saw the two red lights of the train before me when I was about 50 yards from them. That was the first intimation I had that the train was in the tunnel. I shut off the steam and reversed the engine. My fireman put the break on. I kept continually whistling until I struck the carriages, but the speed was not thereby materially diminished. There was not time. When the engine struck the train it knocked the break carriage on to the down line, and the engine mounted the third-class carriage. I was not hurt. Just before we got to the train I saw the guard jumping down from his break with his red light. I got off the engine to see what was done, and got to work to get my fire out. I then rendered what assistance I could to the passengers. I did not see either of the signal men after the accident. By Captain Tyler—l have been driver about six years. I saw the other train start about four or five minute. I followed it in the usual manner without receiving any elution. I went about 25 miles an hour. The signal was off, and I did not whistle as I approached it. I had my steam on when I came in sight cf the train. The signal man with the white flag did not appear excited. He stood holding the white flag, as if all was right. The first sign of danger was when I saw the two lights in front of me, after I had reversed the engine, and while the fireman was putting on the break. I saw the guard of the previous train jump ing off. 'My engine knocked off the body of the break, and ran over the framework to the body beyond. By the Jury—lf the distance signal had shown danger I should have had time to stop. I should not have felt any apprehension of danger if the signals had worked properly, even if there should be three engines altogether. The engine I had on that oc casion was a powerful one, and the train was a light one, but that would not alter the rate of speed. By Mr. Evans—l knew that only four or five minutes had elapsed when I started since a previous train had gone from the station. I don't know whether in other cases three trains have started so close upon each other, By Capt. Tyler—l saw both the previous trains start, but did not notice the time the first started. I saw no platelayers on the road to tell me of the trains before me. By a Juryman—l do not think it would be safer to place an additional signalman on instead of the self-acting signal. I don't know whether or not the signal acted as I passed it. John Finch, fireman of the third train, the Brighton ordinary train, said—l have been four years in the service of the company. We left the Brighton station on Sunday morning at 8 35 by the clock at the end of the stores, The distance signal at Clayton was " all right" all the time I saw it. I did not notice after the train had gone over it. I saw Killick come out of the door, take up the white flag, and hold it up. He continued to do so until we had passed and had entered the tunnel. There was steam in the tunnel, so that we could see very little distance. I looked ahead as well as I could, and saw two red lights. I said to my mate " What is that in front of us ? " The train could not then have been more than 50 yards in front of us. I put the [meek on. The engine driver at the same mo ment shut off the steam and reversed the engine. I saw the guard on the train before us previous to the collision. He was close to the break with a red light in his hand. I remained on the engine and was not hurt. • I went back to Killick's box for a saw to saw away a piece of timber that was holding a lady down. I said "This is a bad job." Killick replied " Yes, but it was no fault of yours." He said he had shown us the white flag. He said no• thing to show that he was not to blame himself. I have known the distance signals refuse to act when we have passed over them, but not this one. Captain Tyler—You were a few minutes late. Why were you late ? Witco es—l do not know. We never whistle as we go through the cutting unless the signal stands at "danger." On Sunday morning I was looking at it when we turned the curve. It was then at "all right." I had only just time to turn my break tight on when the collision occurred. By the Jury—l knew that the other trains were late. but we often start five minutes after time. William Boynett, guard of the third train, said— I have been 14 years in the service of the company, and have been guard 10 years. I was head guard of the Brighton ordinary train on Sunday morning. The train consisted of two breaks and 10 carriages. I was in the front break, next the tender. Mr. Legg started us with the usual signal. The time of starting was 8 36 by ,my watch, which I had compared that morning with the platform clock that we are started by. The accident occurred at about 12 minutes to 9, as nearly as I could guess. I was on the look out for the distance signal, which you can see half a mile off. It was at " all right." I noticed it after our train had passed over it. It had worked on to "danger." At about 150 yards distance I saw Killick on his stage with the white flag in his hand. He remained in that position un til we went into the tunnel. There was a good deal of steam in the tunnel. The first intimation 1 had of there being a train in the tunnel was from the whistle of the driver of my train. That was almost directly after. He gave the usual whistle on entering the tunnel. He gave the break signal almost immediately. I applied the break in stantly. The collision gave me a bit of a shaking, but I got out of the van and found the tunnel com pletely blocked. I went back to Killick. I found him at his stage. He was calm and collected. When I first saw him I told him to give a signal to the other end of the tunnel that both lines were blocked. He said that he had done so. I had no further conversation with him. I then came back to the train, released the passengers, and got them out of the tunnel. I then saw Killick again at the tunnel mouth. I asked him how he came to give us the signal to go in the tunnel. His reply was that he had got a signal that all was clear. I don't recollect his making a remark about his dis tance signal not acting. I have only on one occasion observed that the distance signals did not act. That was at Hay ward's-heath, and I pointed it out to the signalman, and he adjusted it from his box. By Capt. '1 yler—l think the distance signal was turned to "danger" after we passed over it, not by the engine, but very likely by the action of the sig nalman going into the box and using the wheel. I turned round after we had passed it, and saw the distance signal turned to "danger." By Mr. Roupell—l made no entry either in my note-book or in the company's time-book of the time this train left_Brighton. By Mr. Fryer—Mr. Turner, travelling inspector, took a statement from me. He took it down in writing. I did not sign it. Mr. Fryer asked for the production of this state• merit, with the view of cross-examining the witness upon The Coroner thought the statement ought to be prod uced. Mr. Faithfull—l decline to produce it. It was a statement made to an officer of the company for the use of the company. The witness is there, and you can examine him. If produced it can be of no use to the jury. 'l'tie - Coroner—We are the best judges of that. It may be of no use, but that is no reason why it should not be produced. Mr Faithful! said he would produce anything that the jury and the Coroner themselves wished to see. That was a private commu n ication, and he would not place it in the hands of other parties to be used for purposes foreign to this inquiry. He was not bound to show it, but he would place it in the hands of the jury. If they saw any discrepancies in the statements of the witnesses they could examine the witnesses upon those discrepancies. Mr. Fryer said he applied for the production of this document because it was right that this report, made by the persons in the best position for know ing the facts, should be placed before the public as well as before the jury. The Coroner said he had made a verbal order yes terday for the production of certain reports, and he VS as then told, as he had been told to-day, that he had ordered the production of documents that were privileged. Mr, Faithful! now offered to produce these as matters of favour. Either he (the Coroner) was right or wrong in demanding these documents. If he were right, Mr. Faithfull could be compelled to produce them, and that would be a preferable course to accepting them as matters of favour. The jury would then have the benefit, as applied to this inquiry, of the ingenuity and talents of the profes sional men who assisted at the inquiry. If, on the other band, he was mistaken in the law, the jury had no right to the evidence which these documents supplied, and the jury must take what evidence they could get. He had a strong opinion that the jury had an undoubted right to the production of these documents, which were not privileged like the communications of counsel and client. He was quite ready to go into the question with Mr. Faith full and the company, but he thought it very incon venient in any inquiry of this kind for is judicial tribunal to accept favours at the hands of one of the parties. Mr. Faithfull, with the utmost respect for the Coroner and the jury, must decline to act upon his order as binding, and must stand upon his legal right to withhold the production of these documents. They were private statements made by officers of the company to their employers. The Coroner asked if Mr. Faithfull could produce any authority to bear out his view. Mr. Faithfull intimated that he was not prepared to do so. Mr. Fryer asked the Coroner to make a formal order for the production of these documents. The Coroner said he was ready to do so. The Jury said they should like to have an oppor tunity of discussing this subject. William Webb, guard of the third train, said— I have been for eight or nine y ears i n the com pany's service, and have been guard for three or four years. I was in the second break carriage from the engine at the time of the accident. The distance signal at Clayton was working on to " danger , 'when we passed it. Killick when we passed him had a white flag in his hand. The driver sounded his whistle as usual when he entered the tunnel, and I first became aware of an approaching collision by the alarm of the whistle of the driver of bur train. I clapped on the break. A collision happened. I was shaken, but tried to help the passengers. I was sent over the hill for help. Mr. James Jackson—l am a steam-engine manu facturer in the London-road. I was a passenger on Sunday last by the Brighton excursion, and we left at 8 30. I was in the service of the company as an engine-driver some years ago, but am now alto gether independent of them. We started as I have told you, and all went on safely and steadily until we got to the Clayton tunnel, when I heard the en gine whistle on entering. When we got about 100 or 120 yards, as near as I can fancy, I began to see that the train was pulling up, slackening speed. I sat on the end seat on the side next the down rails, and I got up and looked to see if anything was ahead in the tunnel, I saw clear daylight right through to the end of the tunnel, and also looked to see if there were any red lights in the tunnel. We came to a standstill I should think in about 500 or 600 yards. As soon as the train stopped the engine was reversed and put back. I could hardly under stand the meaning of pushing back in a tunnel, so I looked to the south end, but saw all clear there. We pushed back to about 200 or 250 yards. Just at this moment I saw another train arriving and coming up the tunnel's mouth. I tried to open the carriage door but found it locked. In a moment I tried to get out, but two ladies got hold of my col lar and stopped my progress. (Laughter.) Finding it was useless to try and get away I took hold of each of them, and planted myself as close as I could between them—(continued laughter)—and just at that moment there was a concussion, and a crash of broken timbers and loud shrieking from the pas sengers. As soon as we stopped, I got out on the west side between the tunnel wall and the carriage. I got between the carriages over the buffers, and walked down to the broken carriages on the line. I attempted to get through the broken carriages, but thought it might be dangerous, as the engine was blowing off her steam, and recrossed the carriages, and went towards the south end, and came upon the poor people who were lying under the wreck of the carriages. I saw them by the glare of the fire. I made my way to the tunnel mouth, and ran to the signal-box, and saw Dewey. I asked him whatever they let the train come into the tunnel for before the other was out. He said, " I was not on duty, Jack son. I had just gone off." Killick was working the telegraph, and I asked him if he was telegraphing to Brighton to say what was amiss. He said he could not telegraph to Brighton. I told Dewey to get a lamp or two, and just then the passengers came out from the hind part of the train following ours. The driver of the Brighton ordinary train then came up, and I asked him if he had got his fires out. He said he could not, but ultimately he extinguished them. I went and got the train unhooked, and a few passengers who were in the hind part of the train I put in another and more forward carriage, and sent the train to Hassock's-gate. I tried to remove some of the bodies of those who seemed to be alive, but they were all jammed and matted together. I tried to get the engine lifted, but found I could not without proper appliances. The witness then detailed the exertions made to get out the wounded and the 21 dead bodies who were picked up._ By the Coroner—l think we came back 250 yards at the least. I believe the train ran full 500 yards into the tunnel. If I had been driving the engine, and had seen the red flag I should undoubtbdly have strut off my steam and reversed the engine, but I would not have backed. I think if the train had remained where it first stopped that the driver of the ordinary train would have had a better chance of stopping his engine. He could have seen the red lights at 400 yards if they had been lookin.. out. I should not thick the train I was in going at 25 miles an hour on such a gradient could stop in 300 yards. I should not have backed Ihe engine if I had had charge of it. I should have brought my engine to a standstill, but although the red flag was shown, and it might be somewhat against the rules, I should have crept slowly forward if I could have seen the end of the line at the other end of the tunnel. My guard ought to have jumped down (in fact, I be lieve, he did jump down), and run back to see what it was. If I had gone forward slowly and tried to get out of the tunnel, it might have been against orders, but I should have told my superior officers why I did it, and I do not think they could have found much fault with me. When I went back and saw Killick, he was quite agi.: tated and all in a tremble. I asked him how he came to put out a white flag for a train to run into the tunnel when he had only a very few minutes previously shown a red flag which would stop a train in the. tunnel. He said he was so confused, and that the trains ran so quick one upon the other that he hardly knew what he was about. I do not think that if the enginedriver blew the signal whistle on going into the tunnel the guards would think it was all right, and I do not believe that such a train as has been described, with 12 carriages and an engine, could have stopped in a distance of 250 yards. By a Juror—Are you certain that after the train stopped it backed, and that it was absolutely doing so at the time of the collision ? Witness—l think so. Of course I may have been flurried a little, but I do certainly believe it was moving backwards at that time. Mr. Merry (a juryman)—Why did the man at the signal -box exhibit that red flag? Witness—You have had the man here and should have asked him. (Laughter.) By Captain Tyler—l do not think it would be safe to work the: line at this tunnel without a signalman. When two or three trains start within a few minutes one might put on a little more speed and overtake the other in the tunnel without . the drivers being able to see each other. I only speak of this particular morning. We should have been well through the tunnel but, for the signaltnan. At the close of the evidence of this witness the Court adjourned, after a sitting of 11 hours. ANOTHER ACCIDENT TO AN EXCURSION TRAIN —On Thursday morning an excursion train, consisting of seven carriages, well filled, and two vans, left Darlington for Windermere via the newly-opened South Durham and Lancashire Union Railway to Tebay, and thence by the Lancaster and Carlisle line. All went right on the upward journey, and the train left Windermere at half-past 5 on its return homewards. When it had reached the summit level on Stainmore, and was desc Aiding the incline ab nit three miles from Bowes, the engine suddenly left the nits at a curve, it is believed, and went down an embankment 12 feet high, the whole of the carriages following. The accident happened about 8 o'clock, and the increasing darkness of the night added greatly to the consternation of the passen gers, many of whom were women. The engine -driver and one of the stokers were found to be firmly fixed beneath the engine, the second stoker having been pitched into a field, and escaped. The passengers were extricated as soon as pos sible, when it was happily found that there had been no sacrifice of life, though several persons were very severely injured. Seven or eight hours elapsed before the engine man and stoker could be released from their position, but they were got out alive, and, though both have suffered severely, there are hopes of their recovery. There was a a medical gentleman in the train—Dr. Torbock, of Darling ton, we believe—and he rendered great assistance in at tending to the injured persons. Other medical men arrived from Barnardcastle, and a strong staff of officials and work men of the Stockton and Darlington Railway Company (who work the new line) came from Darlington, and were active in their endeavours to render every assistance. Among those most injured are Mr. Foggett, grocer, Dar • lington, collar-bone broken; Mr. Ridley, whitesmith, Dar lington, ditto; Mr. Michael Watson, builder, Darlington, wounds on the head; Mrs. Edmondson, Darlington; Railton, Darlington ; Mr. Spence, gardener, Darlington, all more or less injured, besides many others. The train did not reach Darlington until nearly 2 o'clock on Friday morning. [ADVERTISEMENT.] - Holloway's Pills. Headache, Giddiness, and Palpitation.—The free action of the skin during hot weather is apt to be checked by cold or showers, and so becomes a fertile source of head and heart affec tions. Holloway's regulate the circulation through the capillaries of the skin, and by preserving their proper function prevent exhausting perspiration, and the night heats which at this season disagreeably annoy and weaken thousands. These Pills exercise an alterative and tonic power to a remarkable degree without pain, danger, or any other drawback. In this and every other country Hello. way's Pills have uniformly given the utmost satisfaction to those who have once used them. These purifying virtues are far superior to any other preparation, FROM THE GAZETTE OF LAST NIGHT. FOREIGN-OFFICE, AUGUST 21. The Queen has been graciously pleased to appoint George Benvenuto Mathew, Esq., now her Majesty's Charge d'Affaires and Consul-General to the Republics of Guate mala, Nicaragua, Costa Rica, Honduras, and Salvador, to be her Majesty's Minister Plenipotentiary to those Re publics. FOREIGN-OFFICE, AUGUST 27. The Queen has been pleased to approve of Mr. Hugh Smith to be Consul at Dundee for the United States of America. BOARD OF TRADE, WHITEHALL, AUG. 29. The Right Honourable the Lords of the Committee of Privy Council for Trade have received, from the Secretary of State for Foreign Affairs, a copy of a despatch from her Majesty's Minister at Washington, transmitting a copy of a bill which has passed through the Senate and Congress of the United States, and by which the following import duties are fixed upon the undermentioned articles : Raw sugar, commonly called Muscovado or brown sugar, and on sugars not advanced above No. 12, Dutch standard, by claying, boiling, clarifying, or other process, and on sirrup of sugar or of sugar cane and concentrated molasses, or concentrated melado, 2 cents. per pound, and on white and clayed sugar. when advanced beyond the raw state, above No. 12, Dutch standard, by clarifying or other process, and not yet refined, 21 cents per pound; on refined sugars, whether loaf, lump, crushed, or pulverised, 4 cents per pound ; on sugars after being re fined, when they are tinctured, coloured, or in any way adulterated, and on sugar candy, G cents per pound; on molasses, 5 cents per gallon : Provided, that all eirups of sugar or of sugar cane, concentrated molasses or melado, entered under the name of molasses, or any other name than sirup of sugar or of sugar cane, concentrated molasses, or concentrated melado, shall be liable to forfeiture to the United States; on all teas, 15 cents per pound ; on almonds, 4 cents per pound ; shelled almonds, 6 cents per pound ; on brimstone, crude, 3 dols. per ton; on brimstone, in rolls, 6 dols. per ton ; on coffee, of all kinds, 4 cents per pound ; on cocoa, 3 cents per pound ; on cocoa leaves and cocoa shells, 2 cents per pound ; on cocoa, prepared or manufac tured, 8 eents per pound ; on chicory root, 1 cent per pound ; and on chicory, ground, 2 cents per pound ; on chocolate, 6 cents per pound ; on cassia, 10 cents per pound ; cassia buds, 15 cents per pound ; on cinnamon, 20 cents per pound ; on cloves, 8 cents per pound ; on cayenne pepper, 6 cents per pound ; on cayenne pepper, ground, 8 cents per pound on currants, 5 cents per pound ; on argol 3 cents per pound; on cream tartar, 6 cents per pound ; on tartaric acid and tartar emetic, and Rochelle salts, 10 cents per pound ; on dates, 2 cents per pound ; on figs, 5 cents per pound ; on ginger root, 3 cents per pound ; on ginger, ground, 5 cents per pound ; on licorice paste and juice, 5 cents per pound ; licorice root, 1 cent per pound ; on mace and nutmegs, 25 cents per pound ; on nuts of all kinds not otherwise pro vided for, 2 cents per pound ; on pepper, 6 cents, per pound. on pimento, 6 cents per pound ; on plums, 5 cents per pound; on prunes, 5 cents per pound; on raisins, 5 cents per pound ; on unmanufactured Russia hemp, 40 dols. per ton ; on Manilla and other hemps of India, 25 dols. per ton; on lead in pigs or bars, 1 dol. 50 cents per 100 pounds ' • in sheets, 2 dols. 25 cents per 100 pounds ; on white lead, dry or ground in oil, and red lead, 2 dols. 25 cents per 100 pounds; on salt, in sacks, 18 cents per 100 pounds, and in bulk 12 cents per 100 pounds ; on soda ash, cent per pound ; on bicarbonate of soda, 1 cent per peund ; on sal soda, cent per pound ; on caustic soda, 1 cent per pound ; on hloride of lime, 30 cents per 100 pounds; on saltpetre crude, 1 cent per pound ; refined or partially refined, 2 cents per pound ; on turpentine, 10 cents per gallon ; on oil of cloves, 70 cents per pound; =bandy, 1 dol. 25c. per gallon; on spirits distilled from grain or other materials, 50 cents per gallon; on gum copal, and other gums or resinous substances used for the same or similar purposes as gum copal, 10 cents per pound. Arrowroot, 20 per centum ad valorem ' • on ginger, pre served or pickled, 30 per centum ad valorem ; on limes, lemons, oranges, bananas, and plantains, 20 per centum ad valorem ; on Peruvian bark, 15 per centum ad valorem ; on quinine, 30 per centum ad valorem ; on rags, of whatever material, 10 per centum ; on gunpowder, 30 per centum ad valorem; on feathers and downs, 30 per centum ad valorem; on hides, 10 per centum ad valorum ; on sole and bend leather, 30 per centum ad valorem; on India rubber, raw or unmanufactured, 10 per centum ad valorem ; on India rubber shoes and boots, 30 per centum ad valorem; on ivory manufactured, and on vegetable ivory, 10 per centum ad valorem ; on wines of all kinds, 50 per centum ad valorem ; on silk in the gum, not more advanced in the manufacture than singles, tram, and thrown or organzine, 25 per centum ad valorem ; on silks valued at not over 1 dol. per square yard, 30Jper centum ad valorem ; on all silks valued at over 1 dol. per square yard, 40 per centum ad valorem ; on all silk velvet, or velvets of which silk is the component mate rial of chief value, valued at 3 dols. per yard, 35 per centum ad valorem ; valued .at over 3 dols. per yard, 40 per centum ad valm em; on floss silks, 30 per centum ad valorem ; on silk ribbons, galloons, braids, fringes, laces, tassels, buttons. button cloths, trimmings, and on silk twist, twist composed of mohair and silk, sewing silk in the gum or purified, and all other manufactures of silk shall be the component ma terial of chief value, not otherwise provided for, 40 per centum ad valorem. All articles, goods, wares, and merchandise, imported from beyond the Cape of Good Hope in foreign vessels, not entitled by reciprocal treaties to be exempt trom discrimi nating duties, tonnage and other charges, and all other articles, goods, wares, and merchandise not imported direct from the place of their growth or production, or in foreign vessels, entitled by reciprocal treaties to be exempt from discriminating duties, tonnage, and other charges, shall be subject to pay, in addition to the duties imposed by this act, 10 per centum ad valorem : provided that this rule shall not apply to goods, wares, and merchandise imported from beyond the Cape of Good IL pa in American vessels. From and after the passage of this act, there shall be allowed on all artic.es wholly manufactured of materials imported, on which duties have been paid, when export2d, a drawback, equal in amount to the duty paid on such ma terials and no more, to be ascertained under such regula tions as shall be prescribed by the Secretary of the Treasury : Provided, that 10 per centum on the amount of all draw backs, so allowed, shall be retained, for the use of the United States, by the collectors paying such drawbacks respectively. All goods, wares, anti merchandize, actually on shipboard, and bound to the United States, and all goods, wares, and merchandize, on deposit in warehouses or public stores at the date of the passage of this Act, shall be subject to pay such duties as are provided by law before and at the time of the passage of this Act: And provided further, that all goods deposited in public store or bonded warehouse after this Act takes effect and goes into operation, if designed for consumption in the United States, must be withdrawn therefrom, or the duties thereon paid in three months after the same are deposited, and goods designed for exportation and consumption in foreign countries may be withdrawn by the owner at any time before the expiration of three years after the same are deposited, such goods, if not with drawn in three years, to be regarded as abandoned to the Government, and sold under such regulations as the Secre tary of the Treasury may prescribe, and the proceeds paid into the Treasury : Provided, that merchandize, upon which the owner may have neglected to pay duties within three months from the time of its deposit, may be with drawn and entered for consumption at any time within two years of the time of its deposit, upon the payment of the legal duties, with an addition of 25 per centum thureto : Provided also, that merchandise upon which duties have been paid, if exported to a f oreign coun try within three years, shall be entitled to return duties, proper evidence of such merchandize having been landed abroad to be furnished to the collector by the importer, 1 per centum of said duties to be retained by the Govern ment. That the Act entitled " An Act to provide for the pay ment of outstanding Treasury notes, to authorize a loan, to regulate and fix the duties on imports, and for other pur poses," approved March 2, 2861, be, and the same is here by, amended us follows, that is to say : First, in section six, article first, after the words " in eordials and," strike out " liquors" and insert " liqueurs ;" second, in the same section, after the word " represent," insert " Provided also, that no lower rate or amount of duty shall be levied, collected and paid on brandy, spirits, and all other spirituous beverages, than that now fixed by law for the descripti on o f fi rs t proof, but shall be increased in proportion for any greater strength than the strength of first proof ;" third, section twelve, article first, after the words "18 cents," where they first occur, insert "or less ;" fourth, section thirt een , article second, after the word " manufacturer," insert " except hosiery ;" fifth, in the same section, article third, strik out " wool," wherever it occurs, and insert i n eac h p l ace, " worste d ;" sixth, in section fourteen, article first, after the words " ten per centum," insert "ad valorem ;" seventh, in section fifteen, before the word " yarns," insert " hemp ;" in the same section, after the word " sheetings," insert " of flax or hemp ;" and strike out " jute F,oods ;" and in lieu thereof insert " jute yarns ;" eighth, i 4 section twenty-two, strike out the words " unwrought clay 3 dols. per ton ; ninth in section nineteen, strike uut " compositions of glass or paste tart set, intended for use by jewellers ;" tenth, in section twenty-two, strike out "compositions of glass or paste when set; eleventh, in section twenty-three, article sheathing metal, strike out " yard," and insert " foot ;" in section seven, clause fifth, the words "on screws, washed or plated, and ail other screws of iron, or any other metal, shall be stricken out, and the words " on screws, of any other metal than iron," shall be inserted. BANKRUPTS. William White, builder, Kentish-town, to surrender Sept. 13, at three, and Oct. 11, at eleven, at the Court of Bankruptcy. Benjamin Weston Wells, floor-cloth manufacturer, Camberwell, Sept. 14, at eleven, and Oct. 11, at half-past eleven, at the Court of Bankruptcy. Matthew Dixon Robinson, grocer, Oldbury, Worcester shire, Sept. 13 and Oct. 4, at eleven, at the Birmingham District Court. John Essex, watch manufacturer, Coventry, Sept. 9 and 30, at eleven, at the Birmingham District Court. John Shattock, farmer, Long Ashton, Somersershire, September 10 and October 8, at eleven, at the Bristol Dis trict Court. Thomas Kibby, baker, Honiton, Devonshire, September 11 and October 9, at twelve, at the Exeter District Court. Thomas Ferris, tailor, Ashburton, Sept. 11 and Oct. 9, at twelve, at the Exeter District Court. George Thorp, cloth manufacturer, Holmfirth, Sept. 10 and Oct. 4, at eleven, at the Leeds District Court. Joseph Thickbroom, publisher, 13, Paternoster-row, Sept. 9, at half-past one, and Oct. 9, at two, at the Court of Bankruptcy. Mark Feltham, miller, West Winch, Norfolk, Sept. 12 and Oct. 10, at half-past eleven, at the Court of Bank ruptcy. Hamlet Beardmore, joiner and builder, Burslem, Staf fordshire, Sept. 13 and Oct. 4, at eleven, at the Birming• ham District Court. George Henry Hopkins, auctioneer, Belper, Derbyshire, Sept. 12 and Oct. 3, at eleven, at the Birmingham District Court. James Sandiford, contractor, Accrington, Sept. 10 and Oct. 9, at twelve,--at the Manchester District Court. Thomas Robson Har r i son an d Willi am W a t er s, iron mongers, Sunderland, S e pt. 10 an d O c t. 16, a t h a lf -past eleven, at the Newcastle-upon-Tyne District Court. Charles William Leete, furniture dealer, L i ver pool, Sept. 9, at twelve, and O c t. 10, at eleven, at the Liverpool Dis trict Court. George Henry Ogden, toy dealer, B a ngor, Carnarvon shire Spt. 13 and 30, at el even , a t the Liverpool District Court. Elisha Spink, ea ti ng -h ouse k ee per, High - street, White chapel, Sept. 9, a t t we l ve , an d Oct. 9 ) at halt-pa s t e l even, at the Court of Bankruptcy. John Everett, carpenter, late of Rainhamy and now of Green-hill Gro ve , E sses , sept. 9, at one, and Oct. 9, at half-past twelve, at the Court of Bankruptcy. SCOTCH 'BANKRUPTS. John Sharp, smith, Stirling. James Gibson, coach lifter, Airdrie. David Stewart, grocer, Dumbarfou Lewis Stewart, auctioneer, Glaso,.. ow . George Stewart, cattle dealP,l., FOchabers, El2,irt. David Tanualail ) elagiP.oer, Glasgow., AVERAGE PRICE OF SUGAR. Computed from the Returns made in the week endin Aug. 27, 1861, exclusive of the duties of Customs paid or payable thereon on the importation thereof into Great Britain per cwt. Muscovado, the produce of British America 22s 3d Muscovado, the produce of the rifauritius .. 30s 6d Muscovado, the produce of the East Indies.. 17s lid Average price of the foregoing .. 21s 1010 AN IRISH INCENDIARY. The correspondent of the Irish Times, writing from Mullingar on the 26th inst., says :—" An un usual stir was created in this town to-day by the arrival at the county gaol, under a constabulary escort, of Captain Sydney Smyth, the unfortunate gentleman whose eccentric career has just culmi nated in the total destruction of his brother's resi dence, with all the furniture and property it con tained. Your readers will not have forgotten the description of the burning of Portlick Castle, which appeared on the 20th of July, nor the extraordinary circumstances attending it. The castle, a very pretty structure, situate on the shore of Portlick. Bay—a beautiful inlet of Lough Ree—and distant about two miles from the village of Giessen, in Westweath, was the residence of Captain Robert Smyth, D.L. His brother, Capt. Sydney Smyth, the author of this terrible calamity, who had been. some time confined in a lunatic asylum, resided with him until lately, and was treated with much kindness. The marriage of his elder brother, how ever, appeared to have produced a most unfavour able effect on the mind of the latter, who refused to live at the castle any longer, and betook himself to some friends in the county of Roscommon, meditat ing revenge for some fancied grievance. An oppor tunity soon presented itself of carrying out his intentions, of which he was not slow to avail him self, and the blackened ruins of what was once Portlick Castle, testify to the completeness with which his desire was fulfilled. Fortunately, the in mates escaped, but the value of the furniture and effects destroyed is estimated at £3,000. Imme diately after the destruction of the building the lunatic fixed his residence in an elevated part of the ruins, where he has actually remained since the 21st of July, successfully opposing all the attempts made to capture him. Armed with a sword, of which he had managed to possess him self, and furnished with a formidable supply of stones and missiles of every description, which he was ready to hurl on any hostile intruder, he suc ceeded for more than a month in defying the power of the civil authorities, who have been unremitting in their endeavours to effect his arrest , which it was impossible to do without a certain loss of life. The only persons he allowed to approach him were two belonging to the place, by whose means food was conveyed to him. la was proposed to render him insensible by mixing opiates with his drink, and then securing him, but the attempt was not more successful than several other stratagems which resulted also in failure. At one time he seems to have entertained the intention of escaping and making his way to his former residence, but the constabulary took such effectual measures to frustrate his object, withdrawing the boats from the neighbourhood and guarding the roads—in fact, subjecting to him a regular siege. The number of police engaged in watching him on one occasion amounted to 30, accompanied by the county inspec tor, a sub-inspector, and resident magistrate ; but all their efforts proved fruitless until yesterday, when Sub-Inspector Kirkland, of Giessen, and his party succeeded in capturing him and bringing him before Mr. Cronin, R.M., who has committed him to gaol to await his trial. He is unquestion able insane, and persists in his threats of further vengeance against his brother." COUNTRY MARKETS. LIVERPOOL—Arra. 30. There was a very full attendance of millers and deafen, at this morning's market, and we had a 'good business doing in English wheat, at rather over ate currencies of last Tuesday. Flour maintained its value. Barley, beans, and peas quiet. Oats and oatmeal were slow of sale. In dian corn met a brisk demand, at is blg'ner in price. WAKEFIELD—Aar G. 30. The demand for new wheat was good, with a small supply, at an improvement of fully is per qr over last Fri day s rates. OA st mples met an extremely dull sale at prices generally about the same as last week. Very few samples of new barley on offer, at late rates. Oats were in favour of the buyer. Beans steady. LOUGHBOROUGH—Ava. 29. At this market to-day there was a fair average show - of wheat ; trade flat, at is reduction on recent prices to effec3 sales—white, 60s to 64s ; red s 50s to 58s per 36 stone. Barley quito as high as in the week previous, malting selling at 37s to 41s per qr., grinding 28s to 30s per 30 at. Oats a steady sale, and late values obtained. Beans were steady, at last week's rates. EXETER—AUG. 30. Wheat may be quoted as follows : Wheat, white.. 6s 9d to7s Od I Barley 48 Od to 4s 6d Ditto new.. ....7s 3d to Os Cd Oats .. 3s Oa td 3s_6l Flour, fine, 46s to —s ; secon d s , 39 s to —s per sack. CATTLE. I Fat beef,p score, 11s to 12 s 0d E wes, per lb .... 61d to —I Pork carcases,do Ils9dto —s Wethers, d 0...... 7d to —d Lambs, per lb 8d to —d. ?at calves, d0...6id to OJ. Rough fat, Nd per lb. BRISTOL SUGAR—AuG. 30. We have had a rather quiet week in sugars, and but few parcels have changed hands. Fine sugars, suitable for re fining purposes, have realised full rates, but low brown sorts must be quoted 6d per cwt. cheaper. Refiners' pro duce sells steadily at full prices. Nothing doing in rum. THE MAILS., MAILS DUE. Australia, Ceylon, and Mauritius (Tiia South ampton) .. .. . .. .. Sept. 18. Do. (v 4 la Marseilles) Sept. 12. Brazil and Cape Verde .. * . .. .. S e pt. 3. Buenos Ayres, Monte Video, Sic. .. .. Cuba and Mexico .. . Canada &c. (via L'derry) . • . .• • . Sept. 28. .. Sept. 4. .. .. Cape of Good Hope, &c... China, Penang, and Sin ga pore (vi a S'ampt on ) S ep t. 1 . Do (via Ma rse ill es ) S ept. 12 . Gibraltar (via Southampton) ' ndia(Calcutta), Ceylon, &c. (via So u th ampton ) S ept. 1 . Do. . (via Mar se ille s ) S e pt. 12. India (Bombay) Do . .. , (via South ampton) . (via Marseill es ) .. .. Sept. 4. Sept. 10. Lisbon • • . .. .. .. .. Sept. 1. Malta, Egypt, • and Aden (via Southampton) .. Sept. 1. Do. (via Marseilles .. Sept. 4. Vigo, and Oporto .. . • .. .. .. Sept. 1. United States, California, &c. .. .. .. Sept. 4. Western Coast of Atrica, Madeira, Tateriffe .. Sept. 10. West Indies and Pacific, Carthagena. Cuba, &a. Sept. 13. DISAFFECTED SLAVES.—Many of the negroes in Richmond are at present idle on account of the tobacco fac tories having been closed, and there is considerable uneasi ness felt in regard to them by the white population. The patrol and police force, which parade the streets day and night, always have their guns loaded, so as to be prepared for any emergency. The negroes are kept well informed of the course of events by the coloured waiters at the vari ous hotels, where the officers, over their wine and whisky, discuss military affairs with more freedom than discretion. A short time ago, three negroes were passing down one of the streets of Richmond, when one of them complained to the others of the treatment he had recently received from his master, to which one of his companions replied " 'Well, never mind ; Massa Lincoln will be here soon, and den it will be all right." This conversation having been overheard, the negroes were arrested, and each received thirty-nine Fishes, On another occasion our informant saw a negro drilling, in the outskirts of the city, after the usual military fashion, some forty or fifty negroes. He asked him what he was drilling the negroes for, to which. he replied, "Oh everybody learnin' to be soldiers now ; why not de darkeys, too ?" Not satisfied with this answer he repeated the interrogatory, when the negro said, " Well , really, massa, I don't like to say." It is a general com plaint among the whites that the negroes are much mo re impudent than usual, and but littl e di s p ose d to cheerful -1 Y submit to the restraints which were formerly i mpo sed upon them, Philadelphia Press. aaptain Cecil F. H o ld er ( t h e B I It H S. BOYS.—On the 26th inst., at Worth, Sandwich, the wife of Captain H. Boys, R.N., of a daughte r. H t e u r E e ;t o Carbineers), of a son. .r—dsOhinret,htehe2w7tihfeionfst. a t the Vicarage, Bromyard, at Due.,um ington, Oxon, the VINCENT.—On the 26th inst. , wife of the Rev. Edward 0. Vincent, of a daughter. MAItRIAGES. MORRELL—STRE TTON.—On the 29th inst., at St. Michael's, Lieil?rlant George T. tforrell, R.N., son of R.N., of Erith, to Ellen Mary, only s Cll : i r p g v ht l a v i gina n t g Me' Sa rr n e gTter of Henry Stratton, Esq., Cromwell Ifighgato. GnEY.--On the 29th inst., at All SainW, Saint J o hn's •wood, the Rev. John Sansom, rector of Busling thorpe, Lincolnshire, to Hannah Jane, daughter oft he late Hon. Edward Grey, DD Lord Bishop of Here ford. . sAHNosuoivsie:._ AR MSTRONG.--Onth D e 111 2St A h T in l s T t., S. Major Thomas Arm strong, late of the 16th Lancers, and 46th Foot, aged 64. BOTELER.—On the 22d inst., at Lyme, Dorsetshire, Henry Boteler, Esq., Captain R.N., aged 69. BULLIVANT.—On the 28th inst., at Herne Lodge, Oandle, Northamptonshire, Mrs. Bullivant, aged 98. CLERKE.—On the 28th inst., at the Heath, Salop, Henry Carr, youngest child of Sir Wm. H. Clerke, Bart., of 15, Eaton-place, south, aged 10 months. HARLEY.—On the 29th inst., at Loughborough, Edward Harley, gentleman, aged 67. /WADAm.—On the 28th inst., at The Park, Bath, William M'Adam, Esq., of Ballochmorrie House, Ayrshire,;Sur. veyor-General of Roads, aged 58. LONDON : Printed and Published by MITRDO YOUNG, at No. 112, Strand, Printer, at THE Sun 0111 ce, No. 112,Strand , in the Precinct of the Savoy, 111 fin Cy linty of Mildleser, Saturday, August 31, Isol. \ r 4 t