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

MAILS DUE.

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Australia and Mauritius, via Southampton. ...... June —.—
via Marseilles .. July 14,
Brasil and Cape Verds, by British packet. July 5.i
Cape of Good Hope, Ascension, and St. Helena.. June 29
China, Penang-, and Singapore, via Snuthampton.June —,
via Marseilles ...June 27.
Falkland Islands ..
Gibraltar, via Southampton .. June —.
India (Calcutta), and Ceylon, via Southampton.. June—.
via Marseilles.... June 27.
India (Bombay), via Southampton June 25,
via Marseilles July 5.
Portugal....
Malta, Egypt, and Aden, via Southampton June —,
via Marseilles July 5.
Newfoundland
Oporto and Vigo ..
U. S. and British N. America, by Brit. packet .... June 30.
by U.S. packet.'.
by Canadian packet. June 24.
All parts of West Indies, including Chili, Peru, } ,
California. and British Columbia..

FALMOUTII.—The Diamond. Company's screw
steamer Kaffraria, Capt. Starke, left this port at 8 p.m. on
Tuesday for the Cape of (cod Hope, embarking six large
sacks of mails and 11 passengers, in addition to her general
cargo; two heavy sacks of letters in addition reached by
train on Wednesday morning, but too late for the vessel,

line, while this ir.quiry nas been pending, between
Ascot and Egham, more particularly between
the station at Virginia Water end Egham. Be-
tween Virginia Water and Rusham-gate there is
a fall of 1 in 150, and from Rusham-gate to
Egham station there is a fall of lin 1,639. In
other parts of the line there are easy curves.
At Rusham_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 farther 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, witniu Gt, yards of Rusham-
; Rad the station,_ or standaro rignsl, s
little nearer the station. The signals might bey
improved by the removal of the trees. I don't
consider that the signals are easily to be Sf-Cl2 by
persons unacquainted with their position. Rusham
crossing is 1,210 yards from Egham creasing. I
hold it is not right to run the tender first; the pro-
per thing to do is to tura the engine, for when the
tender is first it does not afford the driver the same
means of pulling up that he 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 the
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 car,
Lain 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' deliberation, thay returned
with the following finding;—" We find Thos. Leo
and John Trainer, the engine driver and fireman of
the second train, guilty of manslaughter, in having
caused the deaths of Ric'iard Wilkie, Edwin Hall,
John Cappard, Wm. Winfield, and Joseph Clegg,
but the jury consider that the s :id T. 14,2 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 turntable at Ascot, in conse.
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 cught to
accept bail. The assizes are close at hand.

Mr. Rawlings—It 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 were
almost immediately placed in custody, and will
remain so until this morning, when the required
bail is to be tendered in London.