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

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
two 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 anything it will be
taken down in writing, and may be used in evidence
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 communication, 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 years in 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 description of first
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 thirteen, article second, after the
word " manufacturer," insert " except hosiery ;" fifth, in
the same section, article third, strik out " wool," wherever
it occurs, and insert in each place, " worsted ;" 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.