The Sun.
London, England, 1864-12-20 00:00:00

DEMERARA.

The traffic receipts on this company's lines for the
fortnight ending the 12th of November amounted to
5,360 dole., against 4,056:d015. in the corresponding
period of 1863, showing an increase of 1,394 dole.

The Frightful Catastrophe at the Black-
heath Railway Tunnel.

CORONER'S INQUEST.
Yesterday afternooi, at 3 o'clock, Mr E. J. Carttar,
coroner for West Kent, opened an inquiry at the
Railway Tavern, Blackheath, into the circumstances
attending the death of five men, named William
Jones, William Wade, William Seeby, Robert
Morris, and Henry Smith, alias Peachy, who were
killed by the frightful accident which took place on
Friday evening last, in the Blackheath Tunnel on
the North Kent line of the South-Eastern Railway.
Mr Freeland, solicitor, and Mr Knight, traffic
superintendent to the South Eastern Railway, ap•
geared to watch the proceediega on the part of the
company.

The Jury having been sworn and Mr Whittaker
chosen as foreman,

The Coroner observed it was scarcely necessary
that he should refer to the fact that a fearful cala-,
mity had occurred in that locality, except for the
purpose of reminding the jury that it would be their
duty to make a most searching investigation, in
order, if possible, to arrive at the cause of the death
of these unfortunate men. The jury were no doubt
aware that for a long time a very important regula-
tion, conducive to the safety of the public, had been
observed upon the North Kent and other lines of
the South-Eastern Uailway, viz., that no train
should leave one statisn for another station until a
message was received that the line was clear. It
would be for the jury to consider whether this ex-
cellent regulation bactbeen observed on the present
occasion, or whether this accident had arisen from
its non-observance. The coroner then referred to
various points in the case which were especially
worthy of attention.
Mr Freeland said that Captain Tyler, ME., the
Government Inspector, had that day gone over the
line, and was then ia attendance; but if his evi-
dence would not be required at present he was
anxious to leave immediately for Scotland.
The Coroner said he niust take the evidence in the ordi-
nary course, and did not think that the evidence of Captain
Tyler would be required'on that day.
The jury having inspected the bodies of the deceased men
returned into court, when
Mr. Woollett, barrister, stated that ho appeared on behalf
of Jones, the signalman tit the Blackheath station.
The followil g ev:dence was then taken :
Thomas Wingfield, of 10, Charlotte-street, Old Kent-
read, identified the bxlics of the deceased men, and stated
that they had been in the service of the South-Eastern
w,y Company, as platelayers or labourers, for some 3-care,
with the exception of Jones, who had only been employed
about a fortntgl.t.

Thomas Dowsett, of Ashford, an engine-driver in the
service of the company, said ho had charge of a ballast-
train on Friday afternoon last. Ile started from Dartford
with the train about a quarter-past three. The train con-
sisted of 22 loaded trucks, two breaks, an engine, and ten-
der. It was an ordinary traia and weighed the same as
other ballast trains. The boiler had a pressure of about
1101bs to the square inch. They stopped between Dartford
and Erith to heave out the ballast from eight trucks.
They then took on nine other loaded trucks of ballast and
bricks. Nest stopped at Abbey Wood, where they de•
tached the eight empty tracks and proceeded to Charlton
station, where he stopped by signal, and remained about 15
minutes. When he left the Chitrlton station the train con-
sisted of 23 loaded trucks with breaks and engine. The
front guard rode with him, and he acted under his direc •
tiona. A number of men were in the break behind the
train,arter-past four o'clock,
Between
Dockyard a
ockyard stations the train
was slackened in order to enable some men to get out, After
left CharltonC
Arsenalha r 1
andton a
theb o n
proceeding through the tunnel about half way the train
commenced slipping in consequence of the greasy state of
the
the rails, and the ballast-guard Lancaster got down and
proceeded back to uncouple halt of the train. Ho then
came back to witness to say the train was =coupled. and
at the same moment witness felt a jar, and said, " Some-.
thing has comp into us, either back or front, I do not know
which." Lancaster then told witness to proceed on with
the front part of the train toßlackheatb, and he did so,
At that time he was aware that something had
ran into the hind portion of theiballast train. On nearing
the Blackheath station witness held up both hands to the
first person ho saw belonging tO the company and called out
"hold hard." He then shuntwi his waggons, and imme-
diately afterwards Lancaster caarte running into the station
and gave information that the t.pllision had happened.
By the Coroner—He had been in the employ of the com-
pany for two years, and previously in the service of the
Great Northern Railway Company for eight years. He did
not think that the load of ballast was too much fat• the en-
gine. He, as well as Lancaster, the stoker, and the breaks-
man, was perfectly sober. Ballast trains were not fixed to
any time as to arrival at any station, 7 but had to make the
best of their way between the Passenger trains from station
to station. He could not state the length of the ballast train.
Each of the waggons were placed close—buffer to buffer.
He knew by the time-table that about the time he left
Charlton the express passenger train would be at Woolwich
Dockyard. It usually takes about 15 minutes to come with
a ballast train from Charlton to Blackheath. We have to
notice a signal between Charlton and Blackheath, just at the
entrance of the tunnel. On this occasion that signal was
all clear.

By Mr Freeland—The time allowed for a passenger train
to pass through the tunnel is seven minutes.
By the Coroner—lf we can't get on with a ballast train
we generally move some of the trucks.
By ➢lr Wooliett—The train slipped and went very slowly
before it came to a stand. It is the duty of the breakstnan
to go back and see it the train does come to a stand. He did
not know whether the guard or any other person was pro-
vided with fog signals.
By the Jury—He received no intimation before entering
the tunnel that the rails were in a bad state. He had pre-
viously been with a train in the tunnel, when some of the
ballast waggons were detached in the tunnel. On that occa-
sion the signalman was informed of it, and the guard had
some fog signals.
Robert Bartley, a stoker in the service of the company,
residing at Ashford, said ho had been employed by the com-
pany ten years. He was with the train in Question, and on
arriving at C'aarlton, the train was stopped, which was
rather a bad thin, as they could not get through the tunnel
so well afterwards. On getting-up to the curve in the tunnel
the train came almost to a standstill, and witness got off and
walked with it. The tunnel was then full of steam and

smoke. Lancaster the guard, uncoupled the train and sent
the fore part and engine on to Blackheath, Witness alter'.
wards said to a signalman, "We have only got half of our
train out and have left the other half in the tunnel," and
the man said, ‘` Oh, what shall I do ?" Witness rejoined,
"I don't know what you will do."
By the Coroner—At that time the nignal was all right for
us to proceed onwards, and he said to a signalman, " Don't
signal us on as we have left part of our train in the tunnel."

The shock of tho collfsion must have been great, or we

should not have felt it in the front pa) t of our train. He
distinctly felt a bump, When he found the line was very
slippery ho got down tud placed some grit, S.; (~ on the rails.
Ile had worked with the present driver of the ballast train
since March last. Two down trains passed during the time
that the ballast train vas proceeding from Charlton to Black-
heath.
Wm. Henry Lancaster, of Ashford, said he was guard of
the ballast train in (motion, and he thought the weight of
the train was 122 tond. This wai not a heavy weight. He
never placed a heavy train on the North Kent line. The
train was detained itt Charlton about 15 minutes, which
was an unusual timet He rode on the engine for the pur-
pose of giving. instructions as to taking up and setting down

men. On leaving Charlton witness said they must get on as
fast as possible, as a passenger train was just coming up.

About half way through the tunnel the rails were in a bad
state, and the train soon came to a stand still. Shortly
afterwards the train came up and the collision took place.
At that moment witness had not uncoupled the hind wag-
gons from the remainder of the ballast train, but ho did
so after the collision, in order to send forward the en-

gine to Blackheath as soon as possible. Witness
slipped whilst trying to get on the engine, and he there-

fore ran through the end of ilia tunnel to Blackheath station

and informed the stationmaster, Mr Chapman, that a colli-
sion had taken place, as he could hear the cries of the pas-
sengers. Witness then went back with an engine to the
spot, and found that one carriage had been broken up and
others injured. As soon as possible the killed and wounded
were taken away, assistance having arrived from London
and Blackheath. The men killed were riding in a break
which had been placed at the end of the ballast waggons
for their accommodation.

By the Coroner—There are no shafts in the tunnel, but
there are man holes at regular intervals. The breaksman
with the train is now in the hospital.
D tvid Tucker, a signalman a:, Angerstein's Junction, be-
tween Charlton and Blackheath, said—On Friday afternoon
last the 3 30 train from Woolwich arrived at Charlton at
3 39, aid he received the latter signal. A coal train left
Angerstein's••wharf at 3 50, proceeding up, and witness
signalled to Charlton, "All clear." The witness then
described tae nature of the signals given. At 412 witness
received a message from Blackheath that the coal train had
passed, and at 4 14 he received another message that the
ballast train had arrived at Charlton. About six minutes
after the latter message the ballast train went past his box
and entered the tunnel. At 432 he received a signal from
Blackheath, "All clear," and sent on the message to
Charlton. About 15 minutes after the passenger train went
past his box and entered the tunnel, About 458 the guard
Sparks came to him and told him to stop all up and down
trains, as something was wrong in the tunnel, and he did so.
By the Coroner—The atmosphere was very heavy in
the tunnel on that day.

By Mr Frceland—l have orders from Mr Knight to
sand the rails at the entrance of the tunnel when necessary.
I did not do so that morning, as I did not consider it
necessary. The signals are, a bell at Charlton and a gong
at Blackheath.

Charles Edwin Bartholomew, a lad who is employed
as assistant booking clerk and telegraphic operator at the
Blackheath station, said on Friday afternoon ho rce3ived
the following message—" From Charlton.—Train waiting."
He received that message at 4.31. A p;rter named Jupp
conveyed that message from witness to the signalman, who
was in la's box.

Jesse Jupp, porter at the Blackheath station, proved say.
ing to Jones, the signalman, "A train is waiting at the
Charlton station," Jones replied, " Very well," and said
he thought that something had been signalled up before,
as he had received three boats. Witness left the station im-

me iately afterwards. He delivered the message to Jones
instantly ho received it from the witness Bartholomew.
By Mr Woollett—Jones did not seem quite to understand
about the signal, as he said he thought he had received a
signal before.
Zebulon Card said he was signalman at Charlton station.

On Friday last a ballast train arrived at the station at 4.2,
leaving the dockyard station at 3. 53. The train left Charl-
ton at 4.14. It was detained in consequence of a message
received from Angerstein's signalman, " Stop all up." The
next train was the passenger train leaving Maidstone at
2.40. That train was detained at tho Charlton station about
12 minutes, and left at 4.32, a message having been received
from Blackheath, " All clear."
George Claydon, stationmaster at Charlton, stated that
in consequence of the passenger train being detained at the
Charlton station 12 minutes, he sent a message upwards,
"Train waiting," and inamediatcty afterwards received a
message, "All clear up."
By Mr Woollett---I made the inquiry, as the train had
waited an unusually long time.
John W. Cowen, a carriage cleaner at the Blackheath eta
tion, proved seeing the front part of the ballast train ap-
proaching the station, and he informed the stationmaster
that something was wrong, as the train was disconnected.
Edward Duncan Chapman said he had been station-
master at Blackheath about 15 years. Oa the afternoon

of Friday last ho received information that an engine
and part of a ballast train was approaching the station,
and he was then informed that several trucks and a
break forming part of the train had been loft in the tunnel.
He immediately went to Jones, the signalman, and said "I
hope you have given all necessary and proper signals," and
Jones replied, "I am afraid I have done something wrong,
and have given ' all clear,' " Witness immediately tele-
graphed to Charlton, " stop all up," and received a reply
that the train had started from Charlton several minutes.
He then felt certain that a catastrophe must have occurred,
and stopped the half-past four down train from London, He
also telegraphed to Mr Knight, the traffic superintendent,
at London-bridge, informing him of the state of affairs, and
afterwards did all he could to remove the sufferers from the
tunnel. He considered that Jones was one of the most effi-
cient men employed at the station, or he should not have
allowed him to occupy his position,

By Mr Woollett—Jones had only been employed about a
week at the signal-box continuously. lie was set on in
consequence of the illness of another man. Ho first was on
night duty three nights, and w,ts then on day duty. The
hours for day duty were from seven until six, and the wages
sere CI is per week. Ile was previouly employed as a
porter at wagei of lfis per week. If the "arty for whom he
was acting hod recovered, that man would have returned to
his duty in the signal-box and Jones would have resumed
his position as porter. The signalman has to attend to the
traffic on the up and down lines. Jones had told witness
ho should not like to be acting constantly as signalman,
because he did not like the confinement ; but he had never

told witness that he did not like the responsibility of the
pcsitior, or that he would not have the position for 503 per
week, It he had said this witness should certainly have
considered him an unfit nrtn for the situation, and should
have removed him.

By Mr Freeland—Jones had performed similar duty on
Sundays for the past 12 months, and witness considered
him a very safe and most efficient man for such a duty.

By the Coroner—lt was not an uncommon thing to par

the trains in the tunnel. Any extraordinary stoppage in
the tunnel was always reported to the general manager, and
on every such occasion an inspector was sent down and a
strict investigation made. If this accident had not taken
place he should have reported the stoppage of the ballast
train in the tunnel, and an inquiry would have taken place
as to its cause. The tunnel was inspected every day by a
ganger. He could not account for the stoppage of the bel-
last train in the tunnel unless it was that the locomotive
had not soffieient power. The hours for the signalman were
from 7 to 6 daily, and of course ho had to be constantly at
his post.
The Coroner observed it appeared to be a great many
hours for a man to be poring over such important duties,
with scarcely any intermission throughout the day. lie
thought it was very probable that, had a passenger train
come up between the coal train and the ballast train. th
mistake would not have been made, but the ballast train
coming immediately atter the coal train, the signalman was
confused. He thought it was a very extraordinary and dan-
gereue practice to divide a train in a tunnel. It would be
bad enough to do so on an open part of the line, but it mus
be much worse in the tunnel, where the smoke and dark-
ness e% ere so dense that a light could scarcely be seen.
Mr Claydon, stationmaster at Charlton, was then re
called, and confirmed the statement of Mr Chapman, the
stationmaster at Blackheath, as to the messages which
passed between them after the passenger train had been
started from Charlton.
Mr James F. Cudworth, chief engineer of the South
Eastern Railway Company's locomotive factory at Ashford,
Kent, was then examined, and stated that he knew the
engine which was attached to the ballast train on last Fri-
day afternoon. It was built by Robert Stephenson and Co.,
and was in every respect good, and able to convey the load
attached to it on the occasion. It was a 16-inch cylinder
engine, and all the wheels were coupled, It had more than
sufficient power to convey a lead of 220 tone, but he believed
that in consequence of the slippery state of the rails in the
tunnel the engine could not use its power. Bad or crippled
engines were never sent out from the factory. It would not
be to the interest of the company or the servants employed
to use such engines. The gradients in the Blackheath tun-
nel were 1 in 68.
The witness was cross-examined by the jury without any
material result.
In reply to a Juryman, Mr Chapman stated that it was
against all rules of the company for a train to back to get
out of danger. Such a course would be attended with the
utmost danger.
The witness Dowsett was then recalled, and said that he
had on that day seen the engine referred to at tho Brick-
layer's Arms station, and it was much out of order. The
pumps could not be got to work. On the afternoon of the
accident the pumps worked very well when the train left
Charlton, but they did not work when the train arrived in
the tunnel.
In reply to the Coroner, Mr Chapman stated that on the
afternoon in question no other person than Jones was in the
signal-box, and Jones was not allowed to have any other
person in the box.
The book kept by Jones, in which ho had entered the
signals he had given, was then produced, and Mr Chap-
man identified the entries as being the handwritieg of

Jones.
Mr Woollett said, on the part of Jones, he was quite
ready to say that he had given the signal as stated.
Tho Coroner—But we must have everything proved. If
this should turn out a criminal matter, Jones cannot be
allowed to crirainate himself.
Mr Woollett then read two clauses from the book of
instructions issued by the company; but they did not ap.,
pear to bear in any material manner upon the present case.
This being the whole of the evidence at present adduced,
the Coroner observed it would be necessary. to adjourn the
inquiry. On the next day ho should hold an inquest at
Woolwich on the body of the man Helium, who died at the
Royal Marine Hospital from injuries received at the acci-
dent. Ho did not, however, propose to receive any evidence,
but simply to have the body iden.ified. It would be well
that some of the railway officials should attend notwith-
standing..
The inquiry was there adjourned until Wednesday week,

SPIRIT OF THE PUBLIC JOURNALS.

-

MITS.—The most recent intelligence of Sher-
man and his army is still imperfect and confused,
but not quite so unintelligible as the previous
rumours. From the moment he abandoned Atlanta
and moved southwards, the people of the North lost
all trace of him, and almost a fortnight elapsed be..
fore even the Confederate Government obtained any
certain knowledge of his movements. That an army of
50,000 men, w ith all its trains, stores, and artillery,
could disappear alike from friend and foe as com-
pletely as an Eastern caravan overwhelmed by a
sand storm in the desert, is one of the most striking
events of the war. When again heard of, it was
through the Southern journals exclusively, and the
information they could obtain was very scanty. The
latest reports, however, are more exact in the impor-
tant points of dates and localities, and when compared
make up an account which may be accepted as pro-
bable. To the Northern public the sudden movement
was represented as a great military operation, in-
tended to continue the campaign by a bold plunge
in to the enemy's country, to attack Augusta, and de-
stroy the powder works of the Confederate Govern-
ment. The capture of the city of Savannah was
equally part of the plan. Cooperation in an assault
of Charleston from the land side was even suggested as
possible. Thereal purpose of Sherman was muchmora
sample, yet difficult enough to:carry out successfully
as he has discovered. It was to extricate his army
from an untenable position by a rapid march to the
sea coast and the aid of the Federal fleet. In the first
part of his expedition he was so far fortunate that
as he advanced he found no enemy before him. But
the Southern troops now begin to appear, and it is by
actual and not successful encounters, with them that
his position is made clear. One portion of his army,
following the line of the Augusta and Savannah
Railway, has reached Milieu, a little town about
70 miles from Savannah city. It is in the State of
Georgia. Sherman, therefore, has not yet been able
to cross the Savannah river. Another division of
his army has either returned to or been left in the
neighbourhood of Augusta, to the east of which
place a detachment of the Federal cavalry has been
intercepted and either killed, captured, or driven
back, The two portions of Sherman's force are
still on the Georgian side of the Savannah river, and
there are Southern troops between both the divi-
sions and the river itself. When the stream is
passed they have still to cross the State of South
Carolina, the division now pasted at Millen having
the shortest route to traverse, to Beaufort, but
through the most difficult country. On the frontier
between South Carolina and Georgia the country is
elevated and well wooded. Thence an army,
moving towards the Atlantic coast, must descend
to the "middle country," which is comparatively
barren, formed principally of sand-hills. Then
comes the wide belt of swamp and morass, inter-
sected by slusgish streams, that extend along the
whole of the south-eastern coast. It is not unreason-
able to suppose that in such a country the
Southerners will find some position where the pro..
gress of an army that must have been reduced in
strenth end efficiency by weeks of continuous
marching may be disputed. In addition to the diffi-
culties presented by the natural features of the
country, the temper of the populatinn must also be
considered. South Carolina, always dissatisfied
and restless under the old Federal Constitution, was
the leading State of the present disruption. It was
the first to declare the Southern Confederacy, and
the first to cceentence the actual war by the borne
bardrnent of Fort Sumter. The successful defence
of that fort and the city of Charleston itself against
the repeated attacks of the Federal fleet has en-
couraged the spirit of the people, and no Southern
State is more confident of the issue of the struggle.
Taking the country and the population together, it
is impossible to predict for General Sherman a pro-
gress through it so easy as he has found his march
to its frontier. Even the Northern press cannot
persist in representing Sherman's desperate march
as a deliberate and skilfully-calculated military
operation. We believe it was not a calculation, but
a necessity. Sherman had no choice, except of
difficulties, long before he quitted Atlanta. His
position was simply that of a commander who has
advanced too far into the enemy's country, and dis-
covers that his opponents have cut off his supplies
and every line of retreat. Wawa he obtained pos-
session of Atlanta it was only to find the Confederate
Generals between him and any route north or
west. But the country to the south and east
was open to him, if he could traverse the
distance that divided him from the points
on the sea coast in the possession of the
Federals, or within reach of help from the
fleet. lie decided on this course, and must accom-
plish his object or fail altogether. There is nothing
for him between the two extremes, His march is
a repetition on a larger scale of the "great strie•
tegic movement" by m hich ITCLellan transferred
his army, after his defeat before Richmond, to
llarrison's Landing, where it found " safety," and
the Federal gunboats and transports. But the dis-
tance between the Yolk and James rivers is not,
as in Georgia, measured by hundreds of miles.
11:Ciellan executed his mater ivre successfully, but
the campaign itself was a failure. Sherman has
undertaken a more desperate operation of the same
kind. He must march to the sea, as no Federal
fi.)tilla can ascend the Savannah to aid him. His
difficulty is one of frequent recurrence in military
history, ancient and modern. An invading army
must keep open a line of retreat in case of being
out-maeceuvred or overpowered, or run the risk of
destruction or surrender, either fatal to the E X pedi-
Con: The " ten thousand Greeks" were led by
Xenophon from the plains cf the Euphrates to the
shore of the Black Sea, but the enterprise was
undertaken by the wreck of an army. 'inc retreat
itself is celebrated in history, but it told the world
that the invasion of Persia was a ruinous failure.
It is possible than Sherman may save as much of his
army as he can march to the chore of the Atlantic,
but not the less will the invasion of Georgia have
been signally defeated.
PosT.—Tbe official Gazette of Turin contains the
proclamation of Victor Emmanuel in giving effect to
the legislative act which provides for the transfer
of the seat of Government from Turin to Florence.
The change is to be made good within six months
from the date of the proclamation, which is the
11th inst. ; but there is reason to believe that it will
take place at an earlier period in the ensuing year.
Side by aide with this proclamation we have the
text of the Convention of the 15th of September,
together with the Act of itatification. It will be
acknowledged that the terms of this arrangement
make ample provision fur the safety of the Pope,
if he should avail himself of the day of grace still
offered to him for the reform and secularisation of
his Government, and for the substitution of e
municipal force for the retirir g army of France. Few
subjects at this moment attract greater attention in
Continental politics than the progress of the Italian
Government in centralisation and in retrenchment.
The transfer of the capital may now be regarded as
a fail accompli. That measure will at once afford
an increase of security in the international relations
of the kingdom, and will add very considerably to
the administrative power of the Government in con-
trolling the distant Neapolitan provinces. While
this improvement is being effected in the political
organisation, it is satisfactory to learn that, after
the extraordinary expenditure which an abnormal
state of things had brought about, there are indi-
cations of a returning economy. For the last five
years Austria and Italy have stood face to face,
menacing each other by the magnitude of their
armaments, and yet neither being willing, or even
seriously intending to strike a blow. It appears to
be at length discovered upon both sides that a war
of demonstration is the most expensive of all kinds
of hostility ; for it is equally without end and with-
out object. There is nothing to terminate it, and
there is nothing to indemnify or reward it. It is a
condition of things that must necessarily have its
development either in a rupture or in a disarmament.
The moment the fear of the former alternative passes
away the other becomes inevitable. In the relations
between Italy and Austria we have just arrived at
this stage. The two Governments have agreed that
bygones shall be bygones; they have arrived at an
understanding to respect each other's frontiers and
each other's rights. All that is wanting to impart a
formal character to this state of things is tho out-
ward recognition of the Italian kingdom by Austria
and the exchange of ambassadors between Vienna
and Florence. That is a result which we may look
forward to with some confidence as likely soon to
happen. In this state of things a disarm emen t becomes
inevitable. Neither Italy nor Austria can afford
their present eatablishments. Both countries are
outspending their revenue ; and, since they have
resolved to live on neighbourly terms with one
another, a continuance of their recent extravagance
would be simply reckless. Now, therefore, that the
paramount question of the change in the seat of
Government has been settled, the Italian Cabinet
have no duty so urgent on their hands as that of
eetting their financial house in order. The task is
by no means an impracticable one. Both their foreign
relations and their internal organisation enable
them to do this without any great difficulty. The
obstacles really in the way of retrenchment and an
equilibrium have certainly been exaggerated. We
are in the habit of hearing that .the debt is large,
the current expenditure large, the revenue incone
siderable. These aro relative terms, but let us take
the facts one by one. The Italian debt amounts—
enumerating all descriptions, local as well as general
—to about £160,000,000. In considering the sum
we must bear in mind alto the population. The
little kingdom of Honer d, with population of only
4,000,000, has a debt of not less ttt.. n £lOO,OOO 000' •
and, in spite of this burden, its credit oLaude higher

ee_e„,„„,„...t.„ e....e.........., r.,...............---._
sue
the exception of
than any other ceiuntry with ioa
own. Italy, on the' other k' I 3 9roam
of 22,000,000 under ,'he dominion of Victor Ere .
nuel. Again, the po.nula t i o te of is about
nd has a popolet
Fiance
half as much again as th,lt of Itat'y,
the Italian.
debt is nearly fourfold t he amon.nt of
within manageable
The Italian debt, therefore,. lies
numbers or the
compass, whether we look to the . .
..
What is wanted is. in 0
wealth of the peculation.
while the French
of finality. Until ,
word, to give it ti. character - s a very
that is done, the quest: iltubecorees
' serious consideration ; but: whea, .it is done.n heating it
no more than an ordinary
on of this debt rem
the eve°
proportion to the population muck. D.
ance that fresh
age. Italian finance requires an assn. .
s all. If the
loans will not be uses: d, and that•
b 'ate) ht,fr.deelo,w
1 he liabilities
current expenditure can be diminished,.'e in future'
can readily be met withont annual deficite ,of the
The interest on the debt is less than a thirt• fifths. •
revenue; while in England it is fully two-ie
I' •.,g.
M. Sella is understood to be resolved to W
about a financial equilibrium for 1865 : and the,o
is no doubt that political events are favouring !
realisation of his policy. Wo have been of opinl9:
throughout that the alarm with which his fro
ll_'
expose of the state of the national finance ic.."d
received some six weeks ago, was much 131°.u...
reason. The truth that ;is Italian finance was tarau
unmistakably improving. Far 1863 the defiett v,
bee_
ascertained not lees than £12,000,000. For 1864 it h-a bee_
ascertained to be kept within £8',000,000. Of cuurso!
this continued excess of expenditure over receill9
increases the difficulties of Mitri'sters as it goes, °,.
although the ratio of the excess is itself dimieishror;
•
But if the Government can see their way th fO9O
the wood, and find themselves in at position to brl
the revenue and expenditure to an. equilibriu at;
m,
inconvenience will be but temporary, and can reeoll„
be met. Since the appearance of M. Selle's budg,_
political events have undergone a considerably;
change. The Austrian Government has given ti„
earnest of its pacific policy, which TR meld have eze.`,
cised a material effect on the budget of M. Sells hre
that budget appeared a few weeks later. But the
event does not occur too late for esa ential chang.s
in the expenditure of the Italian Go' Ternment. It 14
felt that since Austria and Italy mean to live on gao',..
terms together for the future, an army of thrr!
hundred and seventy thousand men is a much fang;
force then Italy requires • and that is quarter of
million would amply suffice to main ta..in her poli05"
and position in Europe. Such a redtheti on, eembitleil
with some other economies already int rocluced, wou„„
in itself close the hiatus in the year ly budget. .1.;
the meantime, the Italian reveeue, u artier the BO
pressure of taxation, is slowly but surely increasingf
These changes would assure us that t he increase 0.!
the national debt was ac an end. Thee Italians eau°
readily bear the burden they already, have. Itlit
public revenue amounts to X25,000P00 a year;
is considerably larger than the income of the Prut.s:
sian treasury ; and all that is wanting to enable t°"..
Italian Government to live within it is t ha assuraec:
that they should be left at peace. The (to nsoliclalire
of the Government and the developrtiont of
national resources may now therefore b e looked for
e
ward to with some confidence. Brigand age in th®
south will necessarily decline when it is known °Lie,.
the chances of foreign aid and succour are cut 0;
Trade will gain a fresh impetus, and capital w.llO
be put forward with confidence for rep roduetl/e
investment. Inched, all these things might ,b,,a,,10
happened before, if there had not year by year u—ba
some fresh alarm, We believe, however,. that t d
coming year will open with happier aug tt:rieB' 54
that all Europe will show itself prepared to et'J -
, and profit by its repose.

COUNTRY MARKETS.


COLCIIESTER—DEo. 17.
aria
We had a fair supply of wheat on offer at ortr ra_. ,ior
to-day, and previous quotations were maintained. Pa'
unaltered. q,. 36'
Wheat, white 40s 46s Beans,Mazagan•••-rm 40s
red 36s 42s middle & 5ma11.35? :33s
Barley
Oats . 20s 25s grey ......360

NORTHAMPTON—Dxc 17.
'White wheat, new,, 'red, 46
39s to-42s • new 37s i°
old, 40s to 44s per qr. Barlei new malting, 32s a3n
oto
other sorts, 26s to 295. Old oats, 28s to 32s • new, Ausoss
27s per 21 stone. Beans, 36s to 44=. Peas,' 34s to
per qr.

GLOUCESTER—DEC. 17.
There was a good supply of English wheat to-dalw:B
our market, which sold slowly at late prices. Foreigil
in limited demand, at about former rates. Barley'
°"
and beans very dull.

CHELMSFORD—DEc. 16. - is'ol/
At this corn exchange to-day the supply of wheat
more than au average, bat somewhat out of condition.
cd,
dull trade, last week's quotations were barely maintaillo.
Spring corn met with a slow sale, at no advance in pric„'",
Wheat, old white 40s 45s l'eas7 Partridp,o....o63 ''ig
new 40s 41s i White 303 3
• 42,4
old rcd....393 40s ! Boiling ... :>s 353
new 376 40s Dun Ols
...-4
Barley 25s 325; Ditto new --3 ......0
Chevalier ..26s 33s f Beans, Tick, old ..348
...... tt
Grinding 20s 28s new. .
Malt.
Chevalier Gls 67s Harrow. Ticks ..353 --...-4
64s 68s l pew. .---$ 351
Oat:, 20s M 1 Mazagan .......333

KIRKCALDY GRAIN—DEC. 17. but
We had large supplies of oats at our market to•claY,
small of wheat and barley. Prices much the sauce as
it'
week.

Wheat. Barley. Oath.
First....3os,(d 2ls Od 16s Gd
Second ..33s 0(1 22s Od 17s 611
Od 24s Od 18s Gd

COAL MAILK ET.
Frtoes of Coal per Ton at the oloie of the mange`'
s. d. Walls End.
6
Hotton .............. 2233 0
0 Hough ...........
9 South Kelloe ......... 22 9
3' Mussel's Hetton ...... 6
6 1 East Hartlepool ..... 3
3 ; Hartlepool ......... '
ITunstall .........• •
.03
Casson ..............
Bell
Framwellgato .. 3
Ships at market, 3) ; sold, 28,

Lambert's West llart-

ley 18
Bates'sWest Hartley lB
iloly'well
Tar-field Moor 18
Wylam ri
Eden Main 22

Walls End.

narle t
3arleY