The Sun.
London, England, 1864-06-22 00:00:00

The Railway Collision at Egham.

The adjourned inquest on the bodies of the five
persons killed by the collision at Egham, on the
Ascot Day, was resumed yesterday, for the fourth
time, before Mr Woods, the coroner, The London
and South Western Railway Company, and the
friends and relatives of the deceased, were repre-
sented by the same solicitors as on the previous
occasions. The first witness called was John Ren-
shaw, the guard of the train which came into colli-
sion with the one leaving the station, The witness
was cautioned by the coroner that any evidence
which he gave might in future be used against him.
The evidence given by him on'the previous sitting
of the jury was also read over to him. The exami-
nation by the coroner was then proceeded with.
Witness having stated that he had received in-
structions for the train to stop at Staines, proceeded
td say—l was aware that an up-train had left the
station before I did, but I don't know the exact
time. I only know that trains were being started
at about six minutes' interval. I was not aware that
the train which left immediately before nine was to
stop at Egham. I ►was not informed of it, to my
recollection. I was in the van next to the engine.
The tender was in front of the engine. The usual
communication between the guard and the engine
was not then in play. It is part of my duty to
keep a good look-out, both backwards and forwards,
and on both sides of my vau.
The Coroner—The rule of the company says that
the guard is responsible for the communicator being
attached. Why was it not so then

Witness—Because the tender was first. We can-
not attach it then. When I see a danger signa 1,
or anything likely to be attended with denger to
the train, it is my duty to apply the brake directly.
It the communicator were net in working order I
should apply the brake as hard as possible. On
approaching Strood level crcsing, I noticed
the caution signal of a signalman on, and likewise
at Virginia Water. There is no signal at Strood,
but a man with a green flag was standing there. In
my opinion at these places we were travelling quite
40 miles an hour. After passing Strood the engine
driver did not slacken his speed. There was also a
caution signal at Rusham-gate. I don't know what
distance this is from Strood crossing. I was on the
look out when we passed Rusham-gate. When I
first saw the signal at this gate I was about a quarter
of a mile distant. It was on at danger first. The
driver had not then slackened his speed before I
noticed the signal being on. When I saw the signal
on 1 applied my brake immediately. The brake
checks all four wheels of the van. The brake was
in good working order, and acted when I applied it.
The engine did not then slacken in speed, but I kept
my brake tight on all the time. I did not, accord-
iug to the rule, take my brake off and reapply it,
because it would have increased the danger.
Mr. Crombie—He exercised great discretion in
not taking the brake off under the circumstances.
Examinat ion continued—l thought it best to keep
the brake tight on. It only acts upon the van.
Notwithstanding this the train did not slacken till
we got nearly to the auxiliary signal below Egham.
I don't know that I should have made use of the
communicator had it been in play. I cannat say
where the engine driver applied his brake, nor can
I say that I observed if the steam was shut off at
any point between Rusham and the auxiliary. I did
not see that the engine was reversed ; but I have
every reason for thinking it was, from the engine's
slackening speed. I cannot say if the brake in the
rear van was applied. The speed was reduced be..
tween the auxiliary and Egham to about 25 miles
an hour, and when we passed the Egham gates I
should say we were going at about 15 miles an hour.
I first noticed the train at Egham station when I
got through the foot bridge. I was then moving
slowly out of the station. I started the train at
Ascot under the directions of Mr. Scott. I saw both
the engine driver and fireman on the engine when
the train ate rted. I did not observe any third per.
son with them. After the train had started we did
not stop anywhere, so that no one could have got
up. 1 received no instructions that day as to the
rate of speed at which I was to travel. No part of
the special instructions referred to the rate of speed
except when the engine drivers are requested to
drive with more than usual caution. It is rather
uphill from Ascot, and we did not keep the same
rate of speed all the way. I travelled during that
day once down and once up.
By Colonel Yolland—We were not travelling past
Strood and Rusham-gate at an unusual speed. Be-
tween Strood and Rushamegate crossing the driver
did not whistle for the signal to be taken off. I can-
not say it was taken off. The driver first whistled
just before the auxiliary signal. He gave one whistle
first and then two sharp whistles. He was then
running at between 35 and 40 miles an hour.
on When
I saw the signal I did not notice anything
te
road. The signal that stood at "danger" meant
that the previous train had not gone five mi nutuisr
It is the practice to slacken speed tillthe signal
taken off, but it is not the practice to stop dead. Ic
the signal at Rusham-gate had been
driver would understand that the previous train
had gone by five minutes. I cannot say that it was
not taken off. When I saw the auxiliary signal on
I noticed also the red flag. I then thought there
was danger, and if the communicator had been
attached I think I should have called the driver's
attention to it. There were two signals against us
—the auxiliary and the standard. I first put my
brake on about a quarter of a mile below Rusham-
gase. The wheels of the brake were not skidded all
the way. lam sure the speed was reduced to 15
miles an hour when the collision took place. 1 could