The Sun.
London, England, 1864-06-25 00:00:00

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The Railway Accident at EjOiami.

The inquest was resumed yesterday who, aft
some unimportant evidence, t
Mr. J. Hunter, tavern keeper, of Wellington.
street, Strand, proved that he was one among several
passengers in the second guard's van of the second
train, and that he saw the break applied just before
the collision.
Joseph Honer, the driver of the first train, con-
firmed the previous evidence as to the time the train
started from Ascot, adding that he received no in-
timation that a second train was following him
within five minutes, which was not to stop at
Egham. The time which it took a train to slacken
speed, stop, and get into speed again, allowing one
minute at the station, was five minutes. The train
in question stopped from two to three minutes at
Egham, and moved on only when he saw the other
train coming upon it,
Colonel Yolland was then sworn. He said—l am
one of the inspectors of the Bo ird of Tr.ide. I have
heard the evidence given by the dff,_rent witnesses
who have been examined. I have examined the
line, while this iagairy has been pending, between
Ascot and Eghatn, more particularly between
the station at Virginia Water end Egham. Be-
tween Virginia Water and Rasham-gate there is
a fall of 1 in 150, and from Rusham-gate to
Egham station there is a fall of 1 in 1,639.- In
other parts of the line there are easy curves.
At Rushate_gate there is a semaphore signal
which can be seen about 1,010 yards from below.
At a short distance from Rusham-gate the view to
Egham is obstructed by a single tree for about 20
yards, and about 70 yards further on the view is
obstructed for about 125 yards, so that it is well
seen for nearly half a mile. Egham station is pro-
tected by two signals—a station signal on the
platform, and an auxiliary signal at 513 yards
below the station. The auxiliary can be first seen
coming from Ascot, Within 20 yards of Rushem-
crossing ; and the station, or standard signal, a
little nearer the station. The signals might be
improved by the removal of the trees. I don't
consider that the signals are easily to be seen by
persons unacquainted with their position. Rush=
crossing is 1,210 yards from Egham crossing. I
hold it is not right to run the tender first; the pro-
per thing to do is to turn the engine, for when the
tender is first it does not afford the driver the same
means of pulling up that be would have when run-
ning the other way, If trains get to Ascot at two
o'clock and do not return till five, there cannot be
any difficulty, if proper siding, turntable, and other
accommodation existed, in turning the engine and
tender. The intervals of time, whether five, ten,
or fifteen minutes, are at all times dangerous. At
the inquiry in 1859 as to the accident at Virginia-
water, the inspecting efficer of the Board of Trade
was told by the company that the telegraph would
be brought into use in working the signals, but it
had not been done. No inspector of the Board of
Trade would allow the line to be opened, if it were
to be opened now, without a turntable. A proper
communication should always exist between the
guard and the engine driver, and that is im-
possible when the train is running tender first. The
Rusham-gate signal is quite independent of tho
station and auxiliary signals at Egham. The Board
of Trade has no power to insist upon the telegraph
being used for working signals.

By Mr Lamb—lntervals of time are at all times
dangerous. I think it very desirable that the driver
to the train should have been told that the first
train would stop at Egham. I don't say it was Mr
Scott's duty.

By Mr Rawlings—l have no objections to trains

following each other atone minute, two minutes,
or three minutes intervals if the proper arrange-
ments were made for conducting them safely to
their journey's end. In the present instance I don't
think there were proper arrangements. To a cera
ts.in extent the special instructions issued to the
servants during the Ascot races contradicted the
general instructions.

This closed the evidence; and the Coroner having
summed up, which ho did with much minuteness,
the jury retired to consider their verdict. After
upwards of three hours'deliheration, th9y returned
with the following finding:—" We find Thos. Lee
and John Trainer, the engine driver and fireman of
the second train, guilty of manslaughter, in having
caused the deaths of Richard Wilkie, Edwin Hall,
John Copplrd, Wm. Winfield; nod J3seph Clegg,
but the jury consider that the said T. Lc.'.e and J.

Trainer were labouring under great disadvantage
owing to the general mismanagement of the railway
company, especially in the following particulars—
First, in having no turn.tabl© at Ascot, in consent

quence of which the trains were driven to return
tender first, thereby preventing any communication

being established between the guard and the driver;
secondly, in not using telegraphic communication
from station to station; and thirdly, in starting the
two trains at five minutes' intervals, with instruc-
tions to the first to stop at Egham, and to the
second not to stop till it came to Staines; also, in
doing this without giving any intimation to the
drivers and guards of the two trains."

Mr. Rawlings applied to have the driver and
fireman admitted to bail.

The Coroner—lt is a question whether I ought to
accept bail. The assizes are close at hand.

Mr. Rawlings—lt has always been the practice
of the judges to take bail in such cases.
After some discussion bail was accepted for both
parties in £lOO each, and two sureties of £lOO

each. Lee and Trainer being in the town wore
almost immediately placed in custody, and will
remain so until this morning, when the required
bail is to be tendered iu London.