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-
skew, 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
to 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 van.
The Coroner—The rule of '.he company says that
the guard is responsible for tie 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 signal,
or anything likely to be attended with danger to
the train, it is my duty to apply the brake directly.
It the communicator were not in working order I
should apply the brake as hard as possible. On
approaching Strood level crossing, 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 eenger 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-
ing 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.
Examination 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; out 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 /
should say we were going at about 16 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 started. 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 th,...t
day once down and once up.

By Colonel Yonand—Wewere not travel.',ing past
Strood and Rusham-gate at an IMUSIID
Be-
tween Strood and Rusham-gate ',. speed.
cr;ssing the driver
did not whistle for the signal
f.o 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 tw
sharp whistles. He was then
running at tween 35 and 40 miles an hour. When
I saw 'the signal I did not notice anything on the
road. The signal that stood at "danger" meant
that the previous train had not gone five minutes.
It is the practice to slacken speed till the signal is
taken off, but it is not the practice to stop dead. If
the signal at Rusham-gate had been taken off the
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 hoar when the collision took place. I could

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work the communicator in my van as well as the
guard in the last van.

Examination continued—The driver was per-
fectiy sober. Previous to my starting I dtzl not hear
the driver get the notice.from any one that we were
to stop at Egham. •
By Mr erombie—When I started it was 7.16,
and we arrived at 7.29. I timed myself before I got
oat of my train. When I got out I sent a man back
some distance down the line.

By Mr. Obabb-1 was furnished with instruc-
tions. I did not say to any one that there were in.,
structions I could not carry out.
By Mr. Rawlings—l have been in the service of
the company since August, 1846. I took the post
of guard in 1854, I was guard for six weeks when
the branch first opened. I don't remember seeing
a man with a red flag between the wooden bridge
and Eghain Station. I saw a man with a red flag
at the station. There was also one at the auxiliary.
I can swear that I saw him myself as the train
passed. I left London that evening. I did not stop
at Eghain going down. An ordinary train goes
out with three guards' brakes. A regular train
would be made up differently to a special. • I first
saw the train in the station just as I passed the
wooden bridge, but it was not in consequence of this
that I applied my brake. I had five passengers in
my van. It was by nobody's authority ; the people,
jump in theniselves; there is no keeping them out
at those times. I will swear that my duties were
not interfered with by their presence. It is con-
trary to rule to allow them to ride, bat I can do
nothing in race times—they will get in. I believe
all Cie carriages of the train were filled. I said,
" You can't get in here, gentlemen ;" bat they said,
"We must ; we want to get to town." They jump
in just as the train is starting. They always ride
in the brake vans at race times. I was not in con-
versation with the people in my van.
After some further evidence, the inquiry was ad-
journed.