Cessnock No. 1 Colliery

(A) ORIGINAL	Great Northern Coal Company, 63 Pitt Street, Sydney.
(B) (By purchase)	Wickham and Bullock Island Coal Company, 2 Hunter Street, Sydney.
(C) (By new company formation)	Cessnock Collieries Limited, 2 Hunter Street, Sydney.
(D) (By take-over)	Caledonian Collieries Limited, Paul's Chambers, Bolton Street, Newcastle.
(E) (By amalgamation of companies)	Coal and Allied Limited, Goldfields House, 1 Alfred Street, Sydney.

(A) Record Tracing No.:	419.
(B) Northern Collieries Lease Books:	Register: Book 2 No. 22.
(C) Papers:	M 13868; M 13869; M13870; M13871; M 13875; M13877; M 13878; M 63/3809 1909/859; 1921/3761; 1921/4315; 1927/11808; 1936/11704; 1937/16631 (change of name).

(D) Cessnock No. 1 Colliery is about 6 miles (9.6 km) south-west of Cessnock town, and about 1 mile (1.6 km) north-east of the village of Ellalong.

(E) The original lease consisted of all of the 640 acres of John Brown's "Summer Hill" property, and part of the 640 acres of Jacob Josephenson's "Abbotsford" property.

(A) Cessnock No. 1 (Kalingo) Colliery was 7 miles 20 chains (11.6 km) distant by road from Cessnock Post Office.

(B) Cessnock No. 1 (Kalingo) Colliery was 21 miles 30 chains (34.2 km) distant by rail from the junction with the NSW Government Railways at East Greta Junction.

(C) Kalingo Railway Branch was 5 miles 78 chains (9.56 km) in length from the junction with South Maitland Railways at Bellbird Junction to the screens at Cessnock No. 1 (Kalingo) Colliery.

The seam worked in Cessnock No. 1 (Kalingo) Colliery was the "Top Greta Seam", which varies from 12 feet 8 inches to 16 feet 9 inches in thickness. In the first shaft sunk, when the seam was met, 5 splits or bands were found. The seam floor was of shale, and the roof was conglomerate.

Cessnock No. 1 (Kalingo) Colliery was very heavy mining country, in which much difficulty was experienced in holding the seam roof.

A large fault 100 yards on the south side of the shaft blocked off development in that direction.

Great Northern Coal Company, the organisation that was involved with Kalingo Colliery, was incorporated in London on the 16th December 1907. The Company's registered office was shown as "Crown Court", 3-5 Old Broad Street, London, and the Company's Secretary as Mr Horace Bower Clark.

Agents in Australia for this group appear to have been active in seeking coal lands and leases in the South Maitland field from early 1907, and possibly even in 1906. Richard Daniel Barry of Sans Souci gave evidence at a Parliamentary Inquiry on the application from the Great Northern Coal Company for permission to construct a railway to the Kalingo Estate. R.D. Barry stated that he was an agent for the Company. In addition to his activities in land acquisitions, etc., on behalf of the Great Northern Coal Company, Richard D. Barry, in company with a small group, participated in some personal land entrepreneurial efforts, which certainly had good financial rewards.

During this same period, Dr James R.M. Robertson, who was a coal mining engineer domiciled at Sydney, was also involved in negotiating land acquisitions on behalf of the Great Northern Coal Company. As well as the land purchases, Dr J. Robertson also applied for land grants on behalf of this Company, from at least 7th September 1908 onwards. In a District Court action held in Sydney on 20th October 1909, Dr J. Robertson in evidence stated, that in early 1909 he had been in London for consultation and instruction from the new Great Northern Coal Company. From my research, it appears that the Great Northern Coal Company on a number of occasions gave a "Power of Attorney" for Dr James R.M. Robertson to act on its behalf. The first mention of the granting of such an authority appears in this Company's later documentations as having been made on the 26th May 1908. The land purchased was a large and heavy financial investment by the Company.

In late 1908 Richard D. Barry arranged with Mr John B. Jacquet, a Mines Department inspector, for two test bores to be sunk on the newly acquired property at Ellalong. At least one of these bores is said to have been made on either Portion 19 or Portion 20, Parish of Ellalong, because the previous land owner of these Portions, Mr Henry William Bridge, was engaged as "caretaker" of the bore. A boiler and a steam engine for the bore work were carted by bullock team from Cessnock at a cost of Ł30-0-0 ($60.00). Mr G. Burns was appointed bore site foreman. One of his boring team workers was Mr James Rogers. Some complaints were made to the Mines Department about the difficulty in obtaining competent workers, and also re the poor quality of machinery provided. Boring rods were broken daily. Subsequently in October 1909, NSW Government Attorney-General sued Mr Richard D. Barry for default of a balance of payment of Ł113-16-2 ($227.62) for the boring work. Mr R. Barry took out a counter action claiming Ł80-0-0 ($160.00) for unnecessary delays and the supply of incorrect and defective equipment. In the court's "two part" decision, Mr Barry was awarded his Ł80-0-0 claim; the NSW Government was awarded Ł15-0-0 ($30.00) in satisfaction of its action. The test bores had proved the existence of the Greta Seam.

On 1st September 1908, Mr John Gillies, Member of Parliament, presented a petition from Richard Daniel Barry to Parliament seeking permission that would enable the Great Northern Coal Company to construct a linking railway from the existing Aberdare Railway to the Kalingo Estate in the Parish of Ellalong. Subsequently on the 6th October 1908, Mr John Gillies in addressing Parliament in the "first reading" on the Act, said the proposed railway was expected to be 6 miles (9.6 km) of track over both freehold and Crown Land. Further, he stated, the Great Northern Coal Company had already spent about Ł45,000-0-0 ($90,000.00) in mine preparation.

In April 1908 Hetton Coal Company was granted by the Mines Department, "M.L.16" lease, a narrow strip area of 9 acres 3 roods 6 perches for the route of that Company's link railway. Whilst no documented evidence was found in my research, I am certain that this railway construction commenced shortly after the date of the granting of the lease. At the Parliamentary Inquiry hearing held on 24th September 1908 on the application by the Great Northern Coal Company for permission to construct a railway, evidence was given that Hetton Coal Company strongly opposed and objected to the proposed route of the Kalingo Railway. On 2nd October 1908 an agreement was reached between the Great Northern Coal Company and the Hetton Coal Company. This agreement was directed at overcoming any opposition to the Kalingo Railway Act and to allow Hetton Coal Company to proceed smoothly with its own railway construction. Under the conditions of this agreement, both companies jointly purchased land adjoining the Aberdare Railway; both companies were jointly to lay the tracks to junction with the Aberdare Railway; both companies would be jointly responsible forever for this particular area's rail track maintenance. Further in this agreement, by re-routing its railway away from the Hetton Coal Company's new mine tunnels, the Great Northern Coal Company at some time in the future, would have the right to cross over or under the new "Bellbird" railway. On 11th November 1908 Mr B.B. O'Connor, Member of Parliament, in speaking at the second reading of the "Kalingo Railway Bill", informed the Parliament that the difficulties between Hetton Coal Company and Great Northern Coal Company had been smoothed out and removed by an agreement between the two companies. The Kalingo Railway Act received assent on 24th December 1908. The Kalingo Railway actual construction did not commence until 24th January 1914.

The date of the actual commencement by the Great Northern Coal Company to make preparations for the sinking of its mine shafts is very vague. The Mines Department 1909 Annual Report records in one of its sections, that an area on the "Kalingo Estate" was to be used to supply clay for the manufacture of bricks. On 23rd May 1910, Mr Alfred Francis Hall leased 50 acres on Portions Nos. 66 and 67, Parish of Ellalong from the Great Northern Coal Company for the purpose of the construction of a brickworks. On 8th June 1910, the Kalingo Brick and Tile Company (Certificate No. 31203) was formed with a capital of Ł1,500-0-0 ($3,000.00) in Ł1-0-0 ($2.00) shares. The shareholders listed were:

(Author's note: At this date Harley M. Mackenzie was the chairman of "Wickham and Bullock Island Coal Company".)

On 27th November 1912 the "Weston Brick Company" was formed with a capital of 5000 shares at Ł1-0-0 ($2.00) per share. Its shareholders are shown as:

The Company's registered office was shown as being at Carrington Chambers, Newcastle, and the Company Secretary as Alfred F. Hall.

It is not known what quantity of brick manufacture was actually made on the "Kalingo Estate". In early December 1912, the Weston Brick Company purchased for the sum of Ł1,300-0-0 ($2,600.00) the brick making equipment laying at the Kalingo Estate. This gear was transferred to Weston onto the Australian Agricultural Company land adjoining Hebburn Colliery. The Weston Brick Company wound-up on 2nd December 1919.

The "Cessnock Eagle" newspaper in its issue dated 29th May 1914 reports that mining operations were again about to recommence on Monday 1st June 1914 at the Kalingo Estate. This newspaper article further informed that some mining activity had commenced on this proposed colliery site in mid 1912. Also currently some survey work, was being made. (Author's note: It does seem reasonable to assume that this survey work was connected with the Kalingo Railway construction. On 24th January 1914 Mr R.A. Wilson, a railway construction contractor is said to have commenced the Kalingo Railway from the Cessnock end. During the war years, Mr Wilson is rumoured as having employed many Maltese labourers on the Kalingo Railway construction).

The Great Northern Coal Company in an agreement dated 8th September 1915 formally took up its rights to cross over or under the Bellbird Railway, a proposition which had been granted and agreed upon on 2nd October 1908. This "1915" formal agreement is recorded in the Registrar-General's Book 1247 No. 618. The Kalingo Railway is laid on a narrow land strip varying from 33 yards to 44 yards in width on "Mining Leases" numbered "M.L.55", "M.L.54", "M.L.53" and "M.L.49". Not all these leases had been granted until 15th February 1916. Following this agreement a bridge was erected across the Bellbird Cutting to allow the Kalingo Railway to pass over the Bellbird Colliery sidings.

World War I, starting in 1914, claimed many young victims. Lord Joicey, the principal shareholder of the Great Northern Coal Company, lost several sons killed in the early part of World War I. Lord Joicey as a result appears to have lost his enthusiasm to pursue his Company's interests in the coal mining in the Ellalong area.

The Great Northern Coal Company on 15th march 1916 agreed to lease a small mining area of some 390 acres, that was separated from its main coal lands of the Kalingo Colliery Estate. This small area was formed by Portion 1, Parish of Cessnock, and an adjoining section that was part of Portion 2, Parish of Cessnock. Messrs James Taylor and Clem Jones took up the mining rights on this area for a period of 30 years. This lease agreement is recorded in the Registrar-General's Book 1088 Folio 656. Whilst James Taylor was the Wickham and Bullock Island Coal Company's auditor and Mr Clem Jones, this same Company's Neath Colliery manager, it would appear that this pair did not actually commence any mining operations. Messrs Taylor and Jones on 1st August 1916, sold their lease rights for the sum of Ł4,500-0-0 ($9,000.00) to the Wickham and Bullock Island Company.

This assignment of these rights is recorded in the Registrar-General's Book 1088 Folio 999. This indenture carries an addendum indicating that Doctor James R.M. Robertson through his "Power of Attorney" had agreed on behalf of the Great Northern Coal Company to the re-assignment of this lease. A condition in both leases, was that in the mining, all coal produced was to carry a royalty of eight pence ($0.08) per ton to be paid to the Great Northern Coal Company.

Wickham and Bullock Island Coal Company on the 24th January 1917, commenced the driving of entry tunnels into its new mine, which it had named "Cessnock Colliery". With the new mining development progressing well, Wickham and Bullock Island Coal Company took steps to assure rail transport haulage for its coal production. On 6th December 1917 the Company purchased the Kalingo Railway including all its rights and obligations. The price was Ł51,236-0-0 ($102,472.00) and this price also included the purchase of the mining equipment then standing at Kalingo Colliery. The documents lists this equipment, thus:

(Author's note: The kiln of bricks was possibly a legacy from the earlier brickworks).

This particular purchase transaction is recorded in the Registrar-General's Book 1127 No. 347. It further records that Wickham and Bullock Island Coal Company took over all the Great Northern Coal Company's remaining mining leases on a coal production royalty basis of seven pence ($0.07) per ton.

Cessnock Colliery, Wickham and Bullock Island Coal Company's new mine, commenced production and despatched its first coal train during May 1918. Meanwhile the construction of the Kalingo Railway continued and was completed to Kalingo Colliery site in late August 1918. With this railway completed, Wickham and Bullock Island Coal Company made plans in late 1918 to develop its newly acquired Kalingo mining lease. The "Newcastle Morning Herald" newspaper in its issue dated 30th November 1918 reports that during that week, the Wickham and Bullock Island Coal Company had cleared its proposed Kalingo pit-top site. Whilst some preliminary work was completed, major development such as "shaft sinking" was greatly impeded by the lack of steam power and the prohibitive cost of materials for construction purposes following the end of World War I. The serious drought from late 1918 until the heavy rains in early 1921 had caused a shortage of water. However opportunity was taken to commence the construction of a large dam and which was completed in August 1920.

Mr Ian Sumner of 330 Skye Point Road, Toronto was a son of Mr Charles Sumner, the first "on-site" manager at Kalingo Colliery. Mr I. Sumner informed me that his father and the family had taken up residence in the last half of 1921. Whilst then only a boy, Mr I. Sumner still has strong memories of witnessing the "cutting of the couch", (or the removal of the grass), for the sinking of the two shafts. Mr Cleve Bridge, now residing at West Avenue, Cessnock, has just attained 92 years of age. Mr C. Bridge informs me that he, his brother Harry Bridge and a German named "Ned Innez" were the first three shaft sinkers employed at the Kalingo site in late 1921.

The Mines Department 1921 Annual Report records that Kalingo Colliery had opened during that year with 46 men employed. The "Cessnock Eagle" newspaper in its issue dated 2nd September 1921 reports that a start had been made that week at Kalingo Colliery.

Access to Kalingo Colliery underground workings was made via two shafts, each of 22 feet diameter and both some 1250 feet deep. These shafts were about 50 yards apart.

At the commencement of the shafts' sinkings a steam crane had raised the "spoil" bucket during the first 50 feet of digging. When this depth was reached a light wooden tripod structure was erected over each shaft to support a winch rope and bucket. A light steam engine operated the winch working in the shafts. A single Lancashire boiler, 30 feet long by 8 feet diameter, provided the first steam motive power, firstly for the steam crane, and afterwards for the light steam engine. Coal for use in this first Lancashire boiler was brought by horse and dray from the Company's Cessnock Colliery. Water for the boiler was pumped by a small donkey engine from the nearby "Pearce's Swamp". After the introduction of the tripod working, the shaft sinkers operated in teams of 15 men working a three shifts day. Two of the first shift gangers are said to have been Perc Bridge and Perc McDonald. Two of the first bracemen are reported as being Burt McDonald and Cleve Bridge. Two of the early engine drivers were A. Trevicheck and B. Worthington. Amongst other sinkers were Ned Innez, Joe Smith, Bill Langan, Vince Condran, F. Parrey, A. Westaway, D. Kerr, C. Condran, R. Caban, E. Hickey and T. Harper.

In late 1922 the tripod frames over the shafts, supporting the winch ropes, were replaced by long heavy "15 inches squared" timbers to form poppet heads over the shafts. The Company's carpenter at Cessnock Colliery, Mr Bob Muirhead, assisted by J. Hallinan and C. Bland, are credited with having erected these first heavy timber poppet heads over "A" and "B" shafts at Kalingo Colliery. Mr J.P. "Jack" Kennaway, a re-usable machinery dealer of Dalgetty Building, Watt Street, Newcastle, on behalf of Wickham and Bullock Island Coal Company purchased a small second-hand steam winding engine from Wallsend Company's "C" pit to replace the previous light Kalingo steam engine. A second Lancashire boiler similar in size to the first unit was installed. This was placed parallel to the first boiler, and both were so positioned, that the fire boxes face the railway track. In late 1921 a round colliery chimney brick stack was erected just behind the boiler. This 95 feet high stack was constructed from bricks manufactured in the Company's Neath Colliery brickworks. The stack had been completed before the installation of the second boiler. Shortly after the boiler installation, an open timber framed building structure with a skillion roof was erected to form the boilerhouse to give weather protection for the boilers and the firemen.

The heavier demand then for boiler coal was met by the Wickham and Bullock Island Coal Company utilising its Cessnock Colliery locomotive to haul a single wooden hopper coal rail wagon at weekends over the Kalingo Railway to these new Kalingo pit workings. At this period, there were no other colliery rail sidings at this point, just this single Kalingo Railway track, which ceased just past the boilers. Coal from the hopper was bottom discharged at this location close to the boilers, and was "hand barrowed" to the boiler stoke holes.

Shaft sinkers were lowered down the shaft in a bucket, which was 4 feet in diameter and 4 feet deep. The "spoil and fill" won, was raised in this same bucket. A timber cradle platform provided an even footing on the shaft bottom. A separate large winch on the surface allowed the "work platform cradle" to be raised or lowered when required, such as the firing an explosive shot. The spoil was gouged out by jack hammers. Drill holes were made to allow explosives to be fired to shatter and lift the rock strata floor, and permit shovelling into the bucket. The jack hammers were operated by compressed air. The compressed air engine was situated on the surface. It had two cylinders and a medium sized fly wheel. This steam powered unit was started by moving the fly wheel with a crow bar.

As the sinking progressed and deepened the workmen remaining down the shaft during a "bucket spoil empty", were protected by two shaft top doors, which were opened or closed by moving a counter-balance weight. Later still the shaft holes were further protected by a "railing" at the surface. At this stage, the shaft top were hydraulically opened. When the bucket loaded with "spoil or fill", reached the surface, a timber framed trolley on a skip rail track was wheeled over the closed shaft top doors under the suspended bucket. As the bucket was lowered back down, a type of fork caught the bucket's side handles, and with the bucket so weighed, it self tipped into the skip on the trolley frame. This skip type unit was wheeled away to a timber box frame chute (or sluice) to empty into a horse and dray for disposal. The fill was mainly used to build the earth and rock wall of the large colliery dam. This dam bank was widened, strengthened and enlarged on its southern side to build up and level form the colliery yard sidings, sufficient for three sets of tracks. With the dam bank completed, the shaft's spoil and fill was used to form the balance of the colliery yard.

Both shafts were sunk simultaneously, cranes, steam engines and other equipment utilised was interchanged from one shaft to the other, as required.

Both shafts were brick lined for their first 200 feet of depth. The brick wall was erected about every 10 to 12 feet of drop. Bricks used were supplied by the Wickham and Bullock Island Coal Company's Neath colliery brickworks. After the "200 feet depth", both shafts walls were concrete lined with four inches of cement thickness. The work cradle platform was raised to allow the erection of the concrete holding formwork. The concrete was mixed on the surface. The large cement mixer utilised had been purchased second-hand by Wickham and Bullock Island Coal Company from Mr Les Wilson, Mount View Road, Cessnock, the contractor who had laid the concrete in the main part of Vincent Street, Cessnock.

In 1923 a 20 kW Bellis and Morcom direct current electricity generation unit was installed at the Kalingo shaft workings. This steam driven unit was one of two generation units, also purchased by Mr Jack Kennaway on behalf of Wickham and Bullock Island Coal Company from the Newcastle-Wallsend "C" pit. This electricity plant provided 14 surface lights and 4 lights down the shafts. Of course the shaft sinkers also used cap-lights like the miners.

The "Newcastle Morning Herald" newspaper in its issue dated 21st February 1927 reported that Kalingo "B" shaft had just reached the Greta Coal Seam at a depth of 1245 feet. The Mines Department 1927 Annual Report records that in October 1927 the sinking of the Kalingo Colliery "A" Shaft had been suspended due to industrial trouble. Sinking work did not resume that year. Cessnock Collieries Limited, which had been formed on 29th June 1927 to take over the Wickham and Bullock Island Coal Company, decided that due to the slackening coal trade, the progress of sinking in the Kalingo "A" Shaft should be further slowed down. The seam in "A" Shaft was reached on 11th December 1928 at a depth of 1250 feet. The seam was found to be 14 feet thick in both shafts. Still with the very poor coal demand, and also due to the "then" depression, Cessnock Collieries Limited indicated to the Mines Department that it did not intend to open up or develop its Kalingo mine at that period. It was almost 10 years before underground development was resumed. Cessnock Collieries Limited's coal sales at that time were comfortably met by the joint production of its Neath Colliery and its Cessnock Colliery.

In answer to some of my questions to various people during my research, as to the exceedingly long time taken in the sinking of the Kalingo Shafts from 1921 to 1928, some high level Cessnock Collieries Company management have replied that this was due to several reasons, that made this project long and industrially troublesome. Firstly, the Kalingo Colliery shafts are both wide and very deep. Secondly, some of the shaft sinkers had been inexperienced workers, mainly farmers from the nearby Ellalong area. Thirdly, other shaft sinkers had come from the Tingha region, tin miners mainly. This tin mining is so very different from coal mining and involved work in very different geological conditions. Fourthly, there was considerably more industrial disturbances at this shaft working, than the Company had experienced in all its other mining activities.

Mr Clem Jones, the first manager of Neath Colliery, when the Wickham and Bullock Island Coal Company expanded its interests and purchased the Great Northern Coal Company's property and coal mining rights, espoused a plan that part of the Company's profits from its original South Maitland field coal mine, Neath Colliery should be utilised to develop the Company's next progression, Cessnock Colliery. Then portion of the joint Company's profits of Neath Colliery and Cessnock Colliery would be used to develop Kalingo Colliery. This was planned to be the Company's "big mine", a large virgin area, so much greater than either Neath Colliery or Cessnock Colliery, both of which, in the mining circles of that period, could be looked upon as only very medium sized pits. The "Great Depression of the late 1920's", the "Miners Lockout Strike" of 1929, and the loss of the field's coal markets in the early 1930's certainly repressed this "pipe dream". However Cessnock Collieries Limited and its predecessor, Wickham and Bullock Island Coal Company, generally followed this original planned program. It sought to expand on restricted finance and the use of much second-hand equipment. Over a number of years following the closure of many collieries in this period, such as the Wallsend "C" Pit on the Newcastle field to the "Central Greta Colliery" near Greta township, Cessnock Collieries Limited had made it a policy to acquire re-usable second-hand mining machinery, which it considered it might even only remotely require.

In keeping with this general policy, and mainly through Mr J.P. "Jack" Kennaway, a second-hand coal machinery dealer, Cessnock Collieries Limited in late 1935 purchased the Wallsend "C" Pit lattice steel poppet head, the "8 man" cage, two Babcock and Wilcox steam stacker tube boilers, some steam lines, etc. This gear was "earmarked" for use at Kalingo Colliery. Whilst Kalingo colliery underground development had been "placed on hold", the services of a nucleus of its surface tradesmen were retained. Some of this team were transferred temporarily to work at Wallsend "C" Pit to demolish and remove all the second-hand machinery purchased. Mr J. Kennaway in partnership with Mr Jack Green operated a road transport trucking business, trading as "Greenway Trucks". This transport partnership moved all this second-hand machinery from Wallsend "C" Pit to Kalingo Colliery.

The project at Wallsend "C" Pit completed, the Kalingo Colliery tradesmen returned back to their base mine, and demolished the previous heavy timber poppet head that had been erected over the Kalingo "B" shaft during its sinking. These tradesmen then re-erected the "C" Pit lattice steel poppet head in its place and swung the "8 man" cage. Steam lines were connected from the Kalingo boilers.

In 1927, Aberdare South Colliery, a Caledonian Collieries Company mine, had installed a new electric winding engine. Caledonian collieries shortly after ceased its mining operations at the Aberdare South Colliery before the new electric winding engine had raised a ton of coal. The previous "South" steam winding engine had stood in front of this new electric winder. This steam engine had been manufactured by Messrs Fraser and Chalmers of Erith, England. It was a compound steam engine with two cylinders, one 26 inches in diameter, the other 43 inches in diameter, and both with a 54 inches piston stroke. The valve motion was a Corliss steam reverser. The brakes were a heavy "post type", operated by a Whitemore brake engine. The crank shaft was fitted with 3 bearings, and had 2 drums. Both these drums were loose on the crank shaft, and were controlled by "dog clutches". Independent brakes were fitted on each drum. A steam receiver connected the high pressure flow to the low pressure cylinder. Again Mr J. Kennaway, the second-hand machinery dealer in late 1934 had been the agent in the purchase of this steam winding engine on behalf of Cessnock Collieries Limited.

In early 1935 Kalingo Colliery tradesmen demolished this steam winder at Aberdare South Colliery in readiness for transport to Kalingo Pit. The load of the steam winder was very heavy, estimated to weigh 25 tons. A low loader, normally a boiler carrying wagon, owned by Caledonian Collieries Limited, was hired or "borrowed" from Mr Nathaniel Clark, Superintendent of Caledonian Collieries Ltd. Cessnock Collieries Limited owned a team of bullocks, which Mr Roy Bridge worked as the bullock driver. Because the Shire Council had restricted the use of such heavy vehicles types on its main roads, and had prohibited the crossing of its bridges and culverts, much of this transport haul had to be made across country to avoid the bridges, etc. A second bullock team owned by Mr Harry Hall of Ellalong was engaged to make the hauling team a total of 40 bullocks. This transport haul took four days. It travelled down the gravel "back road" from Abernethy to Kitchener. Then from Kitchener along the Quorrobolong Road to the creek running through Mr Ted Batterham's property. Thence branching off to the west, onto virgin bushland skirting the creeks and swamps, the haul rose up the ridge on the "Summer Hill" estate to arrive on the lower (or south) side of Kalingo Colliery itself. The manager, Mr Charles Sumner, in a letter to Mr G. Alderton, General Manager of Cessnock Collieries Limited, dated 12th November 1935, reported that the heavy steam winder load, had just arrived at Kalingo Pit, and that for the last half mile haul, it had to be assisted by a pull from a steam engine wire rope winch. Some old Ellalong residents recall that the bullock teams broke many strong harness chains, and that this had kept the blacksmiths busy making replacements. Many wide wheel indentations over a foot deep still remain in parts of the bush terrain of the Kalingo Colliery land along the route of the haul.

Kalingo Colliery fitters took on the long and onerous task of repairing, restoring and re-erecting the Aberdare South steam haulage winder. In addition other tradesmen at the Kalingo mine were engaged in the fabrication and the construction of a heavy steel poppet head over the "A" shaft, on which this Aberdare South winder was to operate.

Mr W.D. Wallace, a Newcastle-based coal mining designer and consulting engineer was engaged on a retainer salary to prepare the plans and to supervise the overall construction work of setting up the Kalingo colliery pit-top. A large tall timber pole was stood near "B" Shaft, and using a block and tackle, the previous Wallsend "C" Pit lattice steel poppet head was re-erected. Additional fabrication and RSJ steels strengthened the structure. This poppet head and its cage "swinging" work was completed in February 1937. On the 23rd May 1937, the Cessnock Collieries Company chairman, Mr D. Stewart, reported to his Board of Directors, that he had just inspected this project. Further that all gear on "B" Shaft was working satisfactorily.

Over the years from the completion of its sinking, the "B" Shaft had filled with water. A 700 gallons capacity tank bucket was fixed beneath the cage to bail out this water. A flat valve in the bottom of the bucket opened when the cage and its bucket dropped into the water. When the cage and bucket was raised, the valve closed. A similar operation to that which had occurred during the unloading of the "spoil bucket" in the shaft sinking, emptied the water on the surface. When the shaft doors closed, a trolley ran on a rail track underneath the cage and bucket. With a slight downward movement onto the trolley, an arrangement pushed the valve free, and the water ran down a trough on the trolley to make its way via a drain into the colliery dam. Tests at Kalingo Colliery at this period showed the Kalingo underground water to be of a low acidity. The bailing out of the "B" Shaft took about 6 weeks. Later when the Kalingo mine was operational, the "B" Shaft became the return up-cast air shaft.

Chairman D. Stewart in a report to the Board of directors on 23rd May 1937 had indicated that the erection of the "A" Shaft pit head gear frame was well advanced. This shaft was to be the down-cast intake airway and the main haulage. The sump at the bottom of the shaft was completed on 7th December 1937. Heading drives were then commenced on either side of this shaft. Some further bailing by the "B" Shaft bucket was found to be necessary, when the contract miners commenced in late December 1937, and again in the first half of 1938.

Considerable industrial unrest and associated problems during the whole period of the shaft sinking, influenced the colliery manager, Mr Charles Sumner, to consider that his shaft sinkers would make "poor miners". Despite the long delays and the time lag from the completion of the shafts and the Company's actual proposals to commence underground mining operations, the shaft sinkers were still claiming their seniority to become Kalingo Colliery's first miners. In late 1936 the manager, Mr C. Sumner indicated that the "sinkers" would only be employed, if they accepted to work as a "contract pair" with an actual experienced miner. Finally after all these disputes and discussions, only about 20% of the actual shaft sinkers, 9 in number, accepted these terms. These accepting "sinkers" were linked with 9 miners to make a "contract pair". Of these 9 experienced miners engaged, most had previously worked at the Company's Neath Colliery.

Mining development commenced with the "heading drives". At this same time a small narrow tunnel was driven from the bottom of "A" Shaft to the bottom of "B" Shaft to make a return airway. This narrow tunnel inclined down to the "B" Shaft, and was also used by gravity to drain the pit's underground water to "B" Shaft. The two miners, who drove this narrow tunnel were "Chuck" Henwood and Patrick Brennan, both of whom had been ex-Elrington Colliery miners.

A short time later, after some side headings and side bords had been made, and further additional ventilation was required, Dick Morgan, an ex-Neath Colliery miner and his ex-"shaft-sinker" partner, Vince Condran, drove a return airway heading from near the deputies underground cabin. This particular ventilation return airway was 9 feet high by 10 feet wide. It made several right angle turns in its passage to the "B" Shaft, the up-cast airway. On reaching the "B" Shaft wall, the two miners broke through the concrete lining of the shaft wall.

During my discussions with Dick Morgan, he related one of his interesting experiences whilst he worked at Kalingo Colliery. "B" Shaft and its small cage was the mine's second point of egress, the "emergency exit", and it was rarely used as such. (Author's note: The day shift engine driver was required by the Colliery management to make a "test run" of the "B" Shaft cage once a week). Some few years after Dick Morgan had helped make the return airway, there was some minor "hic-cup" on the "A" Shaft motor. This required Dick Morgan to have to use this emergency exit. Dick said what he had feared most, was when he had to crawl out on a plank from the return airway opening, which he had assisted to make to climb into the "bailing bucket" underneath the "B" Shaft small cage. The somewhat loose swinging bucket was poised over a pool or sump of cold, black, dirty water of unknown depth, and he did not relish a "forced" swim.

In this first Kalingo Colliery Development, two main headings were driven off from the "A" Shaft bottom, one to the south and the other towards the north. Side headings were made off from the two main drive headings, in both east and west directions to run into the coal. On the north side in this first early workings, 5 side headings were made. From the south main side, 7 side headings were driven. All these side headings were made fairly level. The bords, that ran off from the side headings followed the incline of the seam. Both the bords and the side headings at this stage were only about 400 yards in length. The headings varied from 18 feet to 24 feet in width. Bords and cut-throughs were 18 feet in width. These first pillars under this contract hand mining system were 12 yards (36 feet) wide. The cut-throughs, which formed the pillars were staggered, to make the pillars to be of varying length. The "first workings" were made to the full height of the seam.

An internal company colliery report dated 1st April 1938 records that 5 pairs of contract miners were producing 50 tons of coal daily. A further colliery report dated 26th April 1938 advised that the fan was working, and that it had both steam and electric power. This same report informed that the "water-bailing" by the bucket underneath the cage on "B" Shaft was progressing continuously on one shift, to keep the underground water level down. The colliery manager considered that water bailing was cheaper than a pump installation and its operation. In late 1939 a pump connected to a concrete pipeline was installed, but it was not very effective. On 24th march 1941 a high speed centrifugal pump exerting tremendous pressure was installed in the "B" Shaft. The previous concrete line was removed and replaced by a 5 inches diameter cast iron pipe. Towards 1950 all underground pit water was drained by gravitation to a huge sump or dam quite close to "B" Shaft. A long pillar heading was blocked off to for the underground dam. The "1941 installed" electric pump raised this dam water to the surface every 3 or 4 days. Despite its early floodings, Cessnock No. 1 (Kalingo) Colliery, in later years, was generally considered not to have had many problems with underground water.

Early contract miners did find the conditions, "then", to be very wet. A situation supported by the manager's report dated 26th April 1938, in which he advised the Company's Board of Directors, that coal arriving at the surface was very wet. Most contract workers in that era worked in oilskins. Some wore old silk shirts dipped in linseed oil to give a little extra body comfort. A few "contract miner pairs" used old second-hand galvanised corrugated iron sheeting, supported from an overhead baulk over the skip to help keep them a little drier.

Hand mining at Kalingo Colliery was the same similar heavy work as at the other South Maitland field mines. Much effort was required to bore or drill the holes, into which to place the explosives. The hand drill needed 8 turns to enter just one inch into the coal. The miner set-up his drill stand, and at first placed an 18 inches long drill, then this he changed to a 3 feet length, next increasing to a 4 feet 6 inches section, and finally a 6 feet long drill. The contract miners on the average bored some 16 drill holes during their shift. Explosives were placed in and stemmed. The miners in these early days of the colliery fired their own shots, because no specialist or "shot firer" was then engaged as such. The explosives for the contract miners' use were brought by a horse and dray from the powder magazine to the shaft pit-top. Daily, this was about 15 cases containing 6 tins of powder and detonators in each case. Each tin held 5 pounds of explosives, which the pair of contract miners purchased from the colliery. The payment was deducted from the miners' fortnightly pay envelopes.

Coal at Kalingo Colliery, in these early days of the mine, was considered to be somewhat easier to win than at other South Maitland field mines. The firing of one explosive shot usually brought down sufficient coal to fill three skips. At Kalingo Colliery, the two contract miners filled the loosened coal into the skip until it was level full. Then whilst one miner resumed the boring, his mate packed "toppers" (large coal pieces) up on the skip. In this type of hand contract mining, the miner pairs were paid for the total weight of coal they produced in the daily "darg" of 20 skips. A skip weighbridge was installed on 26th April 1938. Boring the next drill hole and placing the "toppers" was usually completed by the time the wheeler and his pit-horse returned with the next empty skip. Normally the pair of contract miners interchanged their roles after each skip. The borer became the "tops" packer; the packer became the borer.

In addition to their boring and skip filling, the pair of contract miners were required to erect at least one timber set each day for roof protection. A timber set comprised a heavy cross timber with a leg (or prop) on each side. Generally the miners won some 6 feet depth of coal right across the whole face. The heavy round timber baulk, (the roof support), was some 8 to 10 inches in diameter and about 17 feet in length. This baulk and the legs (props) were snigged in by the wheeler and his horse during their shift. To lift this heavy baulk, the miners slid a 7 feet long slab over the top of the previous timber roof set. Holes were bored through the slab, and 2 ropes dropped through. The baulk's end was put in a rope loop, pulled halfway up and tied off. Then the other baulk end was raised in a similar fashion. The heavy baulk was see-sawed almost up to the coal seam roof. The miners standing on the coal heap loose from the face, used their shoulders to tighten the baulk to the roof, and to wedge into cuts made previously into the top of the rib (side wall). Then the legs (or props) were placed under the baulk ends and made firm with timber wedges. Finally cross timber slabs (short timber pieces) were fixed to the top of the previous baulk set. For just a short moment, try to imagine the miners' difficulties and skills in achieving these activities, boring, coal filling, timbering, etc. All performed in very restricted areas, deep in the bowels of the earth with the only illumination a flickering oil light on his cap, with danger and death, the ever present hazards.

In these first days of Kalingo Colliery's mining developments, pit-horses were used to move the small 1 ton capacity wooden skips. These skips ran on light 30 pounds to the yard skip rail tracks of 2 feet 2 inches wide gauge. At first, skips were raised singly in a small "donkey" cage. When the "A" Shaft was completed on 7th December 1937, this small cage had been installed in early January 1938. This particular cage is reported as having been transferred from Neath Colliery, where it is supposed to have had a similar use in that colliery's early days.

Contract hand mining continued during the formation and development of Cessnock No. 1 (Kalingo) pit. Increased production and increased mining employee numbers had necessitated the installation of two larger cages in the "A" Shaft, each of which had the capacity to raise two "1 ton" skips or 36 miners. Even while the early development was being made, Cessnock Collieries Limited Company's Board of Directors at their March 1939 meeting, examined the possibilities of full mechanisation mining methods at the Kalingo Pit. The Company's Chairman and the Cessnock No. 1 Colliery Manager made inspections of various items of machinery under practical working conditions on the Newcastle field. These inspections had included Joy "8BU's" at Wallarah Colliery. In mid 1939 tenders were called for the supply of coal cutters, loaders and battery powered "Mancha" brand locomotives. Five companies made submissions of their prices. Noyes Limited's quote was accepted, and some equipment was supplied in mid 1940. Cost of each "Mancha" locomotive was Ł2,956-0-0 ($5,912.00).

The new equipment required larger skips for the coal production transport. The firm A. Goninan and Company of Newcastle provided a sample of a "4 tons capacity" steel skip, which size was considered by the mine management the optimum to meet the mine's needs. These large steel skips and locomotives required new heavier and wider gauge rail tracks. All these priorities took some time to be made effective. Whilst the colliery development expanded with the contract miners, a continuing program of more skips and extension of the heavier skip rail tracks, finally eliminated all the earlier "1 ton capacity" wooden skips, and the pit-horse haulage. In August 1940, the Company purchased for use at Cessnock No. 1 (Kalingo) Colliery, a second coal cutter from Noyes Limited at a cost of Ł3,145-0-0 ($6,290.00) and two additional Joy "8BU" loaders at a cost of Ł2,530-0-0 ($5,060.00). The Company also purchased from this firm a quantity of electric cable, 1000 yards of varnished insulated cambric cable to handle 1000 volts, at a cost of Ł492-0-0 ($984.00); 500 yards of 3 core cable to handle 3000 volts, costing Ł305-0-0 ($610.00); plus 300 yards of trailing cable. In August 1941 a further 50 steel skips were supplied by A. Goninan and Company. To place the shuttle cars and battery locomotives down below into the mine, the cage was detached, and these large items were attached to the cage haulage rope.

Whilst awaiting the supply of the mechanised mining equipment, the contract miners continued to be utilised. The contract miners filed five steel skips to attain the daily "darg" of 20 tons. During the waiting period for the machinery supply, an engine drivers' strike, of some weeks duration, had restricted any person entering Cessnock No. 1 (Kalingo) mine. As a result, the workings and shafts were again flooded. Once more the colliery was emptied by bailing. Then it was found a serious fall had occurred about 150 yards from the shaft bottom in the main north heading. The fall reached up to the mudstone parting, and it dislocated and blocked the planned "haulage" route. An alternative route via a minor north heading was utilised. Some earlier "robbing" of the small sized pillars near the shaft bottom to meet daily colliery production targets may also have aggravated the serious heading fall.

With the introduction of mechanised mining at Cessnock No. 1 Colliery in the early 1940's, the system of "bord and pillar" working was followed. All headings, bords and cut-throughs were made 6 yards (18 feet) wide. Pillars were made 44 yards square. The mine was divided into panels and sections. In this "first workings", coal was won from the floor to the top of the seam, a general average of 12 feet. No pillar extraction was ever made in Cessnock No. 1 (Kalingo) Colliery. A serious fault towards the south, some 400 yards from the shaft bottom, blocked off further colliery development in that direction. Some contract hand miners, up to 12 pairs, continued to be employed for quite some time after the commencement of mechanised mining. For the most part, these "contract" mining men worked in the "West" Section, driving to the fault, then coming back to the main heading to restart in another drive. Whilst this "contract mining" continued, these "contract pairs" filled their daily "darg" of 20 tons in 5 steel skips. Eventually, all "contract hand miners" became day wage employees.

The early coal cutters acquired at Cessnock No. 1 (Kalingo) Colliery were Mavor and Coulson arc-wall cutters, which could swivel and cut at any angle. This unit built from cast steel weighed 7 tons and was mounted on caterpillar tracks. It had a 9 feet blade, which operated on a "chain saw" principle. The cutter was equipped with a set of hydraulic jacks to allow adjustments to the required height. Holes for the explosives shots at the bottom of the face. With the shots fired, the Joy "8BU" loaders placed the coal won into the "4 tons capacity" steel skips. Pins or dowells were placed into the coal face. From these pins, the "8BU" loader pulled the scoop in to lift the coal from the face, then it dragged the scoop back to fill the coal into the skip under the tail of the "8BU". In these early days, when the skips were loaded, the battery locomotive transported the skip to the shaft bottom.

The first battery locomotives, the "Mancha" type, were 8 tons in weight. The heavy, steel constructed locomotive looked a solid unit. This locomotive was 14 feet long, 6 feet high and 6 feet wide and ran on a 3 feet 6 inches gauge skip track. This track was laid mainly by the use of "60 pounds to the yard" rails. Each "Mancha" locomotive had cost Ł2,956-0-0 ($5,912.00).

The introduction of the Miners Pension Scheme in the early 1940's had required Cessnock Collieries Limited on the 13th November 1942 to replace Mr W. "Bill" Reece, its ageing (71 years) joint manager of both Neath Colliery and Cessnock No. 2 Colliery by Mr Ted Hayler. On 25th May 1944 the ill-health of Mr Charles Sumner, manager of Cessnock No. 1 Colliery had brought about further managerial changes. Mr Ted Hayler was transferred to Cessnock No. 1 (Kalingo) Colliery to replace its ailing manager, Mr C. Sumner. Mr Wilson Barrett was promoted to manager of Neath Colliery and Cessnock No. 2 Colliery.

One of Mr Ted Hayler's first tasks as the new Cessnock No. 1 Colliery manager was to correct the inefficient underground skip movements. Due to the serious fall in the "main north" heading and the resultant forced altered haulage via an alternative parallel heading, found the loaded skips haulage and the empty skips haulage being made in the same heading. Mr T. Hayler instructed his colliery surveyor, Mr Johnny Peart to design a new route on an improved grade via a heading to be driven through a pillar. The incline was further improved by "brushing off" some 3 to 4 feet from the roof. The battery locomotive generally pushed or propelled a set of "8 skips" up the grades and around sharp small narrow turns. At this point of time the empty skips were pushed right to the "8BU" loader. Accidents were very frequent on the skip rail tracks. At this period some areas of the skip track were still laid using the "30 pounds to the yard" rails. Perhaps worn brake shoes had also contributed to the accident rate. Where necessary Mr T. Hayler had also installed crossing loops in the main headings.

One other major step taken by Mr Ted Hayler was to attract some experienced battery locomotive drivers particularly from Elrington Colliery. Some such drivers were Jack Doherty, Frank Bonar and Bill Thompson.

By 1948 mechanisation mining was still continuing and developing and extending towards the mine's boundary. In this year, 4 large "Hunslett" locomotives were introduced. These larger diesel locomotives, each 20 tons in weight, hauled sets of 30 skips from the shaft bottom to be detached at the "flats" or "levels", where the side headings diverted. From these "flats", the earlier smaller battery locomotives moved loaded and empty skips, in sets of 6, to and from the work face. These smaller locomotives really took over the role of the pit-horse. It is not surprising then that the driver of these smaller locomotives was known as the "wheeler". Another mine employee, a "shunter", accompanied these skip sets, riding the last skip when the set was hauled, or the leading skip if the set was being propelled. In 1949, a special appointed mine employee, known as the "traffic controller", was stationed near the "big fall" area. This employee regulated the movement of the underground locomotives on their approach from all districts to the shaft bottom and the cages. The pit bottom at Kalingo Colliery to a degree resembled an underground railway with its many red and green signals. All skip rail tracks inclined from the north to finally form two skip tracks towards the cages. A set of "crossover points" linked these two tracks near the cage entry to allow skips to make entry to the cages from either track. A set of "reverse running" points, just prior to the "crossover" points, provided the locomotives entry to a "locomotive standage" skip rail siding. This siding was close to the "Deputies underground Cabin". It was also adjacent to the first underground battery recharge station area.

Mr T. Hayler, in his program of making Cessnock No. 1 Colliery more efficient, in late 1947 had selected a site for a new "battery recharging" station to the west of the empty skips marshalling tracks. In this site area, where a previous small pillar had been removed, strong large RSJ steels made a solid roof and walls. The whole battery station was nicely painted white. It housed 5 M.G. sets and their rectifiers. Cessnock No. 1 Colliery records show that on 27th April 1948 Masse Batteries Limited had supplied the mine, 5 rectifiers at a cost of Ł695-15-0 ($1,391.50). The rectifiers converted "alternating current" electricity to "direct current" power. A main rail track ran down one side of this new battery recharging station with short shunt sidings diverting to permit the locomotives to unload its batteries.

The loading of the skips into the cages at the shaft bottom was a simple operation. The incline of the tracks towards the cages was sufficient to gravitate a single loaded steel skip into the cage. A catch prevented the skip running right through. In this action, the loaded skip pushed the empty skip out of the cage to run into a skip standage or holding siding, which curved in an arc in a westerly direction. This siding had capacity to hold 30 empty skips in readiness for the "Hunslett" diesel locomotive. A "dead-end" shunt siding running north-south and parallel to the cage entry tracks also had capacity to hold a further set of 30 empty skips. This dead end track diverted from the main holding siding at a point opposite the cages.

When the cage arrived at the surface, a hydraulic ram pushed an empty skip standing on the "transverse" belt into the cage. This action moved the loaded skip out of the cage to move the short distance to the Colliery weighbridge. Then a "creeper chain" pulled the loaded skip up a 60 yards long gantry to the Cessnock No. 1 (Kalingo) colliery pit-top, and to the single tumbler area. The "tipper-tumbler" made a complete revolution to empty its coal load onto the shaker screen. The next loaded skip pushed the now emptied skip from the tumbler onto a steel transverse belt. This belt had short skip rail tracks located at appropriate places. The empty skip and the track on the transverse belt moved sideways to match up with a gantry and its skip rail track on its return trip to be ready for despatch down into the mine. Towards the bottom end of this second gantry, another "creeper chain" caught and retarded the skip, moving it forward onto another steel transverse belt, which also had short skip rail tracks appropriately placed. (This transverse belt was that mentioned at the start of this paragraph). Again the empty skip and the skip rail tracks moved sideways towards the cage entry. A cam device lined up the skip to its right position. When all was correct and ready, a small hydraulic ram pushed the empty skip into the appropriate cage onto the loaded skip, just raised, to recommence the cycle. The whole of this operation was on a "time-cycle" basis. Simple safety devices, catches and switches prevented mishaps. This was a cleverly designed program in which all the various sections and actions were synchronised, so that the whole was carried out in a methodical and efficient manner. Credit for this very ingenious and innovative pit-top operation has been given to Mr W.D. Wallace of Newcastle, the supervising engineer of the Kalingo Colliery pit-top construction. Unfortunately research has failed to reveal any documentation to support this claim.

Coal discharged by the tumbler ran onto a "shaker screen", which moved forward and backwards to remove the small coals and fines. This shaking movement and a slight incline moved the large coal onto a short picking belt. At first this was a single belt. As the colliery production increased, it was replaced by two steel plate picking belts, each 50 feet long and 3 feet wide. Two pit-top hands removed stone, chitter and pit-rubbish. If the coal was very dirty, extra assistance for the "picking" chore was made. Later in the early 1950's, when one of these steel belts require renewing, both steel belts were replaced by rubber belting conveyors. All pit-top belts, whether they were the "transverse" or the picking (both steel and rubber), the tumbler-tippler, the later vibrators, and the shaker screen were operated by electric motors.

After the "pick cleaning" operation, the larger coal was transported a little further by the same belt, thence via a timber chute into the wooden hopper rail coal wagons. After being screened, the small coal and the fines was moved by another steel plate belt to a timber constructed holding box. This small holding box had a capacity of 30 tons. The timber used in its construction had been cut in the colliery's own sawmill from logs obtained on the pit property's lease land. A pit-top hand on the surface level at Cessnock No. 1 (Kalingo) Colliery operated a chain wheel gear, which opened or closed the bottom door on the holding to allow a gravity feed loading into the wooden hopper rail coal wagons.

Cessnock No. 1 (Kalingo) Colliery on 23rd October 1941 provided "Nife" brand battery cap lights, supplied by Masse Limited for all its underground employees.

Dust in Cessnock No. 1 Colliery was controlled at first by the use of water thrown from an empty 4 gallon drum onto the coal heap after it was dropped by explosive shots. The mine employee designated to perform this task was the water splasher, Mr "Yackham" Parker. This man stripped to the nude and using an empty 4 gallon drum, "bucket filled" two steel skips from an underground water flow in the "west" section (or district). The water skips were moved to the areas, where required. Late in February 1940 a reticulated "town water" supply service was provided underground by a 6 inches diameter pipe down "B" Shaft. To combat the pressure created by gravity in this shaft's drop, the water supply came down in 5 or 6 level stages about 200 feet apart. At each level stage, the town water went into a container, something like an overgrown cistern, to be gravity fed to the next level stage. At the shaft bottom water was reticulated to the various mine sections in 2 inches diameter pipes. At the section, the water reticulation was further reduced to a ľ inch diameter pipe. Mr William E. "Snow" Reid of Ellalong Road, Ellalong did all the pipe laying within the mine. At the coal face and other selected points, the previous 4 gallons drum bucket used for "dust prevention" was replaced by a hose. In latter years, the more sophisticated mining machines and loaders carried their own water supply to spray the heap to douse the dust.

In the early 1950's, the colliery manager, Mr Ted Hayler arranged for contractors to clear away the "big fall" on the main north haulage road in order to further improve this area. A company proposal was planned that the "fall region", which reached well up into the roof strata, should be converted into a large holding bin. The plan visualised that the coal produced in various sections would be transported by rubber belting conveyors from all different directions to this central holding bin, then to be reloaded into the steel skips for raising to the surface. The sides of the fall were reinforced; the ceiling roof bolted; and the whole area was "gunited". However despite all this actual construction work, the Company's proposal for a holding bin was not continued to fruition.

Another move to improve his colliery production output by increasing its coal volume haulage, was made by the colliery manager, Mr T. Hayler, in that he had "hungry boards" attached to his pit's steel skips to add to the skip's carrying capacity.

In July 1949 the newly constituted Joint Coal Board advised all colliery owners and proprietors, that the Board was about to import a quantity of machinery and gear to establish a pool of equipment, which would be available for hire or purchase. Mr Bill McManus, Company Secretary, suggested to the Cessnock Collieries Limited's Board of Directors, that if the Company took the initiative to hire two "14BU" loaders for use at Cessnock No. 1 colliery, that the mine could increase its annual production by 10,000 tons and the Colliery's profit and loss results could be improved to say Ł17,000-0-0 ($34,000.00). The action recommended was taken. Cessnock Collieries Limited hired two "14BU"s which were placed down Cessnock No. 1 mine in late July 1949, and the Company retained its funds and liquidity. At that date each "14BU" loader was valued at Ł5,810-0-0 ($10,620.00).

By the mid 1950's, Cessnock No. 1 Colliery had increased its mechanisation mining to have 4 "mecho" units operating. The Mavor and Coulson coal cutters continued to be utilised plus "14BU" loaders and shuttle cars. Timbering was still a major and heavy work activity. The timbering in this period was not performed whilst the mechanisation machinery was producing coal. This work had become a specialist task carried out by 2 or 3 shiftmen. Steel ladders and steel scaffolding were introduced to assist in the heavy work of erecting the seam roof timbers. Quite an amount of timber was used, and was sent below usually 3 or 4 trolley loads on the afternoon shift. A trolley carried from 20 to 30 pieces. The leg (or prop) varied from 10 to 12 feet in length. The 12 feet long prop on a trolley just fitted neat into the cage. Longer "cross baulks" were slung under the cage. The maximum length for such a timber was 22 feet, which fitted just clear of the capel on the poppet head.

Within the mechanised mining unit group, other specialists such as the borer and shot firer worked together. The electric borer unit utilised, was worked by 110 volts, but it had a tendency to heat quickly. In the ordinary run of "conventional mining mechanisation", the steps taken were:

In early 1954, the Cessnock Collieries Limited Coy's Board of Directors reached a decision that the steam winder, then operating at Cessnock No. 1 (Kalingo) Colliery was not capable of handling daily outputs in excess of 900 tons. The Board of Directors decided that in view of the Company's future plans and its current development under mechanisation mining at that date, that there was a need to install an electric winder to raise up to 1500 tons daily in a 6 hour day. Such an installation would have the benefit of reduced boiler operation costs and the economies of a reduction in salaries by dispensing with the firemen. A saving of some Ł15,000-0-0 ($30,000.00) annually. Tenders were called to close on 31st May 1954. The successful supplier was the British General Electric Company of Witton Works, England for their quote of Ł101,471-0-0 ($202,942.00) free on the wharf at Newcastle, NSW.

The electric winder was installed during 1957. It was positioned in front of the previous steam winding engine, much the same location as the original "shaft sinking" steam winding engine. Mirrors were erected during the installation to enable the winding engine driver to observe the cage operations at the surface. The new electric winding engine utilised the same cages. The change-over to the electric motor haulage took place during a single weekend in mid February 1958.

Cessnock No. 1 (Kalingo) Colliery winding engine house was generally kept clear of excess gear. The new electric winding engine required direct current electricity. To provide this, a "M.G." set, (motor generator) was installed in the large brick building, which adjoined the winding house. This room was some 60 feet long by 50 feet wide with high walls, and possibly had housed the early Kalingo Colliery electricity generator and compressor. It was about 30 yards distant from the Caledonian Collieries Limited's electricity sub-station, which was positioned in a north-easterly diagonal direction from this building. The concrete floor of this adjoining room had been partly excavated to take the cable pipe to the electric winder. Quite a number of cable leads and electrical fittings still remain in the now derelict building.

During the 1958 Miners Xmas Vacation period an electric motor was installed in the "B" Shaft engine house. This new motor was utilised to drive the original winding drum, and using the cable and cage. Steam for the first "B" air shaft winder had been piped from the boilerhouse. This pipe was lagged with asbestos and part of its length was covered by soil. After this "B" Shaft installation, the boilers at Cessnock No. 1 (Kalingo) Colliery were removed.

By the late 1950's, it had become very evident to the Cessnock Collieries Limited Company's Board of Directors, that the coal industry had developed into a very shaky situation. Many coal mines had been forced to close because markets had been lost. The remaining coal buyers could afford to be very selective in their purchases as to coal qualities and sales presentation. Cessnock No. 1 Colliery did not have either a "crusher" or a "washery plant". Deep underground mining with a shaft exit was fighting a losing battle with the tunnel exit pits and the more competitive haulage conveyor belts systems. Long distance rail freight haulage costs were adding more difficulties for coal sales from the Cessnock No. 1 Colliery in comparison with the mines closer situated to the market.

Cessnock Collieries Limited made a very good financial deal the 19th December 1958, when it sold a large part of its coal lease south of a major fault. The Company would have had great difficulty and a costly effort to make a mining entry into this area. This area adjoined its neighbouring mine, Pelton Colliery, and it presented a much less problem for the Newcastle-Wallsend Coal Company to mine. The price for this portion of the lease was Ł150,000-0-0 ($300,000.00) tax free.

In this same month, (December 1958) Cessnock Collieries Limited sold to Caledonian Collieries Limited, some of its mechanisation mining machinery, which was considered to be redundant at Cessnock No. 1 Colliery. The purchase price was Ł37,000-0-0 ($74,000.00). This gear had included two alternating current electric shuttle cars.

During late 1958, a number of the larger mining companies and coal entrepreneurial firms showed keen interest in acquiring Cessnock Collieries Company's mining leases. Rio Tinto Company Limited, Howard Smith Limited and the Newcastle-Wallsend Coal Company made offers of "take-over" proposals. However it was Caledonian Collieries Limited that made a proposition that Cessnock Collieries Limited could not resist. In early 1959 negotiations were well underway. On the 13th August 1959 Caledonian Collieries Limited became the new owners of Cessnock Collieries Company's assets.

Meanwhile during the negotiations, Cessnock No. 1 (Kalingo) Colliery on 23rd January 1959 ceased its mining operations.

Caledonian Collieries Limited re-opened Cessnock No. 1 Colliery on the 19th December 1960. In installed a Joy continuous mining machine and two shuttle cars with a very restricted number of employees. It is reported that the area worked by Caledonian Collieries Limited in the Cessnock No. 1 Colliery was towards the north-east section and direction from the shaft bottom. At first this new production was taken by road to the Caledonian Collieries Company's Neath Washery plant. In late January 1961 Cessnock No. 1 Colliery resumed the rail train despatch of the mine's coal production. Cessnock No. 1 Colliery finally ceased its coal mining operations in July 1961. The last coal train was despatched from the colliery on the 17th July 1961.

Caledonian Collieries Limited on the 30th March 1962 officially notified the NSW Mines Department that it had ceased all mining operations at Cessnock No. 1 (Kalingo) Colliery.

Early haulage at Cessnock No. 1 (Kalingo) Colliery shafts was made by utilising steam power. Even the sinking of the two test bores in 1908 to prove the seam on the Kalingo Estate had been made by steam power. Early newspaper reports inform that the boiler and steam engine for this purpose were carried by a bullock team from Cessnock railway goods yard.

When Wickham and Bullock Island Coal Company on the 6th December 1917 purchased the Kalingo Railway from the Great Northern Coal Company, the transfer deed of these company's assets, recorded in the Registrar-General's Book 1127 No. 347, shows amongst the items, that 3 Lancashire boilers and 2 pairs of cylinders, were listed as standing at Kalingo Colliery. My research has not revealed in just what activity, this equipment was being utilised at the Kalingo Estate at that date. An eye-witness, Mr Ian Sumner of Toronto, in late 1921 observed the actual start of the sinking of the two shafts at Kalingo Colliery. Right at this very infancy, these sinkings were made using a jib crane, which was steam driven by a two cylinder engine.

The Mines Department 1921 Annual Report records the employment of 46 men at the Kalingo Colliery site engaged in shaft sinking. It does seem reasonable to assume that the steam power was supplied by a boiler already on the site, possibly one of the Lancashire boilers shown in the 1917 transfer of assets.

In early 1922 a winch operated by a light steam engine is said to have provided, via a tripod frame, the haulage power for the shaft sinking project. The tripod frames were replaced in late 1922 by a poppet-head constructed from heavier "15 inches squared" timbers. With this change, the earlier light steam engine was also replaced by a larger second-hand steam winding engine, which had been purchased from Wallsend "C" pit. This larger engine required additional steam. Another Lancashire boiler of similar dimensions was installed alongside the first boiler. Again it seems reasonable to assume that this second boiler had also been one of the three "1917" site boilers. At an auction disposal sale of disused equipment conducted by George Hawkins and company on the 6th March 1943 at Kalingo Colliery, one item was a "steam winding engine". This particular engine had twin cylinders, each of 28 inches diameter, both with a 60 inches stroke. The winder had a 10 feet wide 5 feet diameter drum. It is thought that this item, was the "1922" winder which was replaced in November 1940 by the Aberdare South Colliery steam winder. (Author's note: See "Entry" section page 1005).

At first, coal fuel for the boiler involved in the shaft sinking at Kalingo Colliery, had been brought by horse and dray from the Company's "Cessnock Colliery". The Kalingo Railway had been completed to the Kalingo Estate in September 1919. However it was not until the larger steam engine had been installed in late 1922, and the second Lancashire boiler positioned, that coal for use in the two boilers was rail hauled to Kalingo Colliery by the Cessnock Colliery yard locomotive over the Kalingo Railways at weekends. Members of Mr Dick Drinkwater's family informed me, that their father, the winding engine driver at Cessnock Colliery, carried out this chore throughout the 1920's and 1930's. Mr Dick Drinkwater resided at David Street, Cessnock. Until coal was actually produced at Kalingo colliery in early 1938, Kalingo boiler coal supply continued to come from Cessnock Colliery, (later known as Cessnock No. 2 Colliery). Coal wooden hopper rail wagons were hauled two at a time, with a maximum of 8 vehicles on the weekend.

When both "A" and "B" Shafts at Kalingo colliery had reached the seam by the end of December 1928, Cessnock Collieries Limited, (the newly formed company on the 29th June 1927 to take over the Wickham and Bullock Island Coal Company's interests), appears to have placed the Kalingo Colliery development in "mothballs". The Great Depression of that era, the Miners' Lockout" of 1929, the recession of the coal trade in the 1930's, all slackened the underground development of this new mine. However the new company, Cessnock Collieries Limited did seek the purchase of second-hand mining machinery for furnishing the haulage on the two shafts. In 1932 Cessnock Collieries Limited through its agent, Mr J.P. "Jack" Kennaway, a second-hand machinery dealer of Dalgetty's Building, Watt Street, Newcastle, purchased from the Wallsend "C" Pit, its lattice steel poppet-head, the "8 man" cage, two Babcock and Wilcox steam stacker tube boilers, some steam lines, etc. Mr J. Kennaway and his partner, Mr Jack Green, operated a road transport trucking business as "Greenway Motors". Some Kalingo Colliery tradesmen and labourers were transferred to the Wallsend "C" pit on a temporary basis to demolish the cage, lattice steel poppet-head, etc. Greenway Motors transported this material to the Kalingo Colliery pit-top area.

In late 1934 Mr Jack Kennaway, the second-hand machinery dealer, on behalf of Cessnock Collieries Limited, purchased the steam winder, then laying idle at Aberdare South Colliery. Caledonian Collieries Limited had purchased in early 1927 and installed a new electric winder at the Aberdare South Colliery. On the 11th November 1927 Aberdare South Colliery had ceased mining operations. Here again Kalingo Colliery tradesmen and labourers demolished the "South" steam winder in readiness for its transfer to Kalingo Colliery. The actual labour costs is shown in Kalingo Colliery records as being Ł188-5-0 ($376.50). The load was particularly heavy, estimated at 25 tons, and required a team of 40 bullocks to haul the unit on a special type "boiler transport" wagon. This haul is described in more detail on pages 1005 to 1006 inclusive. On its arrival at Kalingo Colliery on the 12th November 1935, the Kalingo tradesmen commenced a major and tedious overhaul on the steam winder.

Meanwhile other tradesmen at Kalingo Colliery were involved in the fabrication and construction of a new steel framed poppet-head for erection over the "A" Shaft to carry the steam winder haulage, to be made by the unit purchased from Aberdare South Colliery. A report made by a Mines Department Inspector dated the 13th July 1936 records that 15 men were engaged at Kalingo Colliery in constructing the foundations for the steam winder and the head gear. In October 1936 the Company Chairman, Mr D. Stewart, advised his directors that the engine base was completed and the "A" Shaft poppet-head assembly was in the process of erection. On 23rd May 1937 the Chairman again reported to his directors, advising that the poppet-heads on both "A" and "B" Shafts had been completed. In June 1937 the Chairman informed that "bailing" by a bucket under the cage on "B" Shaft would start in December 1937.

By November 1937 the sump in "A" Shaft was completed and all was in readiness for the miners to commence driving headings into the coal. In January 1938 a small "donkey" cage was installed in this shaft. The "donkey" cage is said to have come from Neath Colliery, where it was used for a similar purpose. This cage raised a single "1 ton capacity" wooden skip each lift. A colliery managerial report shows that within a matter of weeks, 50 tons of coal production was made daily, and that the colliery was despatching a train of 35 coal hopper wagons of coal once a week. By late April 1938, the colliery manager's report shows that 35 men were working underground producing 135 tons daily, and a coal train was despatched every second or third day. Larger cages and guide ropes were installed in "A" Shaft on the 23rd October 1939. Each of these larger cages had capacity to raise two wooden "1 ton" skips or 36 miners. These cages at that stage were raised by the last "shaft sinking" steam engine. These methods and steps of progress appear to have continued until mid 1940.

During July 1940, the tippler, screens, creeper belts, picking belt, etc., were being installed. In August 1940 A. Goninan and Company commenced the supply of the larger "4 tons capacity" steel skips. Of course, these large skips required wider gauge skip tracks. The supply skip by A. Goninan Company and the skip track re-railing was a progressive and continuing program.

From January 1938 until early 1941, the haulage of the wooden "1 ton" skips underground was made by pit-horses. As the skips made by A. Goninan and Company increased in numbers, battery locomotives were introduced, and the pit-horse haulage was gradually phased out. The total number of pit-horses ever utilised underground is said not to have exceeded 20 horses. Contract hand mining continued on for a number of years after the pit-horse haulage ceased. During such period the contract miners filled the "4 tons" capacity steel skips, and the battery locomotives took over the haulage.

Kalingo Colliery records show that the lattice steel poppet head plus the "8 man" cage purchased from Wallsend "C" Pit was re-erected over Kalingo "B" Shaft and was operating in early 1938. The "A" Shaft engine house construction was completed in September 1940. The ex-Aberdare South Colliery steam engine after a long overhaul and refurbishment was installed under the supervision of Mr Eric Price, Kalingo Colliery engineer. It was given trials in November 1940, and was ready to take over the normal haulage work in December 1940. Up to this date the shaft haulage in the "A" Shaft was carried out by the "last shaft sinking" steam engine. The second-hand Aberdare South steam winder had been manufactured by Messrs Fraser and Chalmers of Erith, England. It was a compound steam engine with two cylinders, one 26 inches in diameter, the other 43 inches in diameter, and both with a 54 inches piston stroke. The valve motion was a Corliss steam reverser.

The brakes were a heavy post type operated by a Whitmore brake engine. Independent brakes were fitted on each drum. A steam receiver connected the high pressure flow to the low pressure cylinder. The cages' winding and guide ropes were five inches circumference and 1700 feet long.

Steam for the "A" Shaft haulage came from the colliery's boilerhouse. The two earlier boilers, both Lancashire type, utilised in the shaft sinking were retained "in site" near the colliery stack. On the 22nd January 1936 in anticipation of the move for the start of mine production, and Kalingo Colliery's underground development, another Lancashire boiler was purchased from the Newcastle Brewery and placed in a newly constructed boilerhouse. This was an open structure with a corrugated galvanised iron "skillion type" roof. During 1938 the third Lancashire boiler remaining from the equipment purchased by the Wickham and Bullock Island Coal Company from the Great Northern Coal Company was overhauled and refurbished. This too was installed in the boilerhouse to make a total of four Lancashire boilers, all similar in size and dimensions, namely 30 feet long and 8 feet in diameter. The two Babcock and Wilcox boilers purchased from Wallsend "C" pit in 1932, also received an overhaul by the Cessnock No. 1 (Kalingo) Colliery tradesmen during 1939. In mid 1941 one of the Babcock and Wilcox boilers was installed in the boilerhouse, and brought into service. It was found that this type boiler greatly assisted and generally improved the haulage, by its ability to provide surges and boosts into the common steam line with the steady flow from the four Lancashire boilers.

The first underground battery locomotives were "Mancha" brand. These were each 8 tons in weight, 14 feet long, 5 feet high, 6 feet wide and ran on 3 feet 6 inches gauge tracks. The locomotive driver sat on a seat at the rear of the unit. A battery charging station was located adjacent to the deputies underground cabin. In mid 1947 steps were taken to construct a new battery charging station on the western side of the haulage heading, which handled the empty skips arriving back down the shaft. Here five "M.G." sets (motor generators) and rectifiers, supplied by Masse Batteries Limited, were installed to carry out the necessary recharging. Skips were hauled to and from the shaft bottom in sets of eight skips. There were numerous breakdowns, and derailments, of both locomotives and skips.

In late 1948 Cessnock Collieries Limited bought four "Hunslett" diesel locomotives to take over the long and heavy work of skip haulage. These heavy locomotives weighed 20 tons each, and hauled sets of 30 skips in each direction. The Hunslett locomotives ran from the shaft bottom to "flats" or levels, where the side headings diverted. The battery locomotives moved loaded and empty skips from the "flats" in sets of 6 skips to and from the coal face.

On the return trip from the "flats" back to the shaft bottom, the journey was fairly steep. The Hunslett diesel locomotives, similar to a railway locomotive, were equipped with "sand-running" gear to assist the brake friction to give good grip and tread on the rail to control the speed. The sand was dried in a "sand furnace", a building structure constructed on the surface between the colliery office and the workshops building. Sand was dried out to run "fine" to give the best results. In addition steel or cast iron "shoes", especially designed for the wheel to travel in, were provided to make the wheel to skid as through it was "chocked". This shoe had a ledge or flange to prevent the shoe leaving the rail. The locomotive driver, (known as the "wheeler"), directed his shunter to place the number of "shoes", that he (the driver) thought he might require for his run. As the set moved off slowly, the shunter quickly placed the shoes under appropriate moving skip wheels. Sometimes these shoes glowed red. "Brake shoes", when not in use, were laid at the driver's feet on the locomotive's floor. Depending on his own agility, together with both the set and the journey needs, the driver occasionally placed additional shoes under his locomotive, whilst it was in motion, to gain more braking on the locomotive itself.

An early Kalingo Colliery underground locomotive driver reminisced on the impetuosity of his fellow young drivers in these early days. He spoke of their unofficial contests to make the "best time speeds" for haulages. Racing one and other, and the times taken. This driver said that the curves, speed, "wear and tear" of brake shoes, were largely responsible for the many crashes, smashes and derailments.

As the Hunslett diesel locomotive returned back towards the shaft bottom with the loaded skips, a special mine employee, known as the "traffic controller", and who was stationed near the "Big Fall" area regulated the locomotive movements. To a degree, pit bottom at Kalingo Colliery resembled an underground railway with its red and green signals. The set of loaded skips stopped some 100 yards from the cage entry, and were gravitated forward as required. The cage loading and unloading has already been described on pages 1013 and 1014.

The loaded skips at the face were hauled to the "flats" by the battery locomotives in sets of 6 skips. Coal production transport at the face was provided by the mechanisation mining machinery, in that the "8BU" loaders, and later the "14BU" loaders, placed the coal into skips.

The installation in 1957 of the new electrical winder has been given on page 1016. The first steam winding engine had been originally manufactured by Fraser and Chalmers Engineering Works at the General Electric Company at Erith, England. The electrical gear in the new winder had also been designed and manufactured by British General Electric Company at their Witton Works at Erith, England. The mechanical parts whilst designed at Erith, were manufactured by Morts Dock Engineering Company, Sydney. The drum of the new winder was 14 feet in diameter and 10 feet wide. The 1450 H.P. Ward Lennard electric motor was direct coupled to the winder drum, which revolved at 50 revolutions per minute.

"Mans" transport does not appear to have been a major consideration by the Cessnock No. 1 (Kalingo) Colliery management. No underground transport was ever provided for the contract miners, who walked to and from the shaft bottom to their work places. Towards the late 1940's, the mechanised unit men, together with all "day wage" employees, rode in empty skips, when such transport was available. By the early 1950's, some skips were provided, with a cut-out section to enter. These skips were equipped with rough seats to carry the underground workers to and from their places. Later still in the second half of the 1950's, a few trolleys with back to back seating was supplied by the management as a "mans" transport. The furthest working place in Kalingo Colliery has been estimated to be about one mile in distance.

Whilst Cessnock No. 1 (Kalingo) Colliery had required Cessnock Colliery, (later Cessnock No. 2 Colliery) to haul coal for use in the Kalingo Colliery boilers, there does not seem to have been a great need for this colliery to have had its own early shunting locomotive within its own sidings. The incline within these sidings permitted easy movement of the wooden hopper wagons by gravitation. An early "shaft sinker" worker espoused the theory, that the first Kalingo surface locomotive acquired, was a bluff by the Company to try and gain an advantage on South Maitland Railways Limited, on the question of obtaining cheaper rail haulage freights, particularly so, when the Company owned the "Branch Railway". This theory is somewhat supported by early correspondence received by South Maitland Railways on Wednesday 21st May 1924. In this letter, Wickham and Bullock Island Coal Company proposed to South Maitland Railways, despite that the Company had agreed for South Maitland Railways to perform all coal haulage on the Kalingo Branch Railway, that Wickham and Bullock Island Coal Company would haul its own Kalingo Colliery production to its Cessnock Colliery, (later known as Cessnock No. 2 Colliery), for South Maitland Railways to take delivery of both collieries' production at that point. Because at that date, Kalingo Colliery had yet to produce coal, South Maitland Railways requested such a decision be deferred.

With the increased demand of haulage from Stanford Merthyr No. 2 and Maitland Main Collieries, and the possibility of a "Millfield Colliery" development, had sought by a letter dated Wednesday 22nd April 1925 to the Wickham and Bullock Island Coal Company for the construction of a crossing loop at the junction of the Kalingo Branch and the Paxton Colliery Branch Railway. Mr St. Vincent Heyes, superintendent of South Maitland Railways had outlined that to better meet his Company's earlier "Exchange Traffic" proposals, that a loop siding should be constructed at this point. South Maitland Railways was also seeking for the

installation of an "electric train staff system working on a single line" to enable more trains to be run during any period and/or in total time on the Kalingo Branch. Such a system would require a crossing loop at this junction. Portion of such a loop siding was commenced in 1926 at a fairly expensive cost. The actual rails laid are said to have cost Ł950-0-0 ($1,900.00). This "1926" loop siding ran off to the south-east just prior to the actual junction on the Kalingo Colliery side. This particular loop was never finally completed, nor was it ever used for the purpose intended. It was always a "thorn" of some irritation to later Cessnock Collieries Company's Boards of Directors.

Kalingo Colliery produced coal from January 1938, and with the introduction of its mechanised mining in 1941, to minimise rail traffic delays, Cessnock Collieries Limited agreed to the construction of the Kalingo Junction Signal Box and for the introduction of an improved branch rail traffic working by an "electric train staff over a single line" system. This signal box was opened in July 1942. It is worth noting, that the later crossing loop provided in 1942 was on the northern side of the Kalingo Branch Railway. The crossing loop was never used by Cessnock No. 1 (Kalingo) Colliery trains. The western entry to this loop was on the Paxton Colliery side of the junction, and from the Paxton Branch Railway. It was only used for crossing purposes by Paxton, Millfield and Maitland Main trains.

In early 1918 Wickham and Bullock Island Coal Company, after its purchase of the Kalingo Railway from the Great Northern Coal Company, had bought a small "0-6-0" wheeled locomotive from the Fassifern-Toronto Rail Company. This locomotive bore a name plate, "Pygmy", on its side water tanks. This locomotive was stabled at Cessnock Colliery, (later Cessnock No. 2 Colliery), for use in that mine's shunting purposes. From 1923, with the erection of a larger poppet-head at Kalingo Colliery and the installation of a larger steam engine there, "Pygmy" was utilised at weekends to haul wagons of coal for use at the Kalingo Colliery boilers. In the mid 1920's, an "0-4-0" wheeled locomotive was purchased from A. Goninan and Company to take over the haulage duties carried out by "Pygmy". This locomotive was also stabled at Cessnock Colliery (later Cessnock No. 2 Colliery). In December 1932 Cessnock Collieries Limited purchased an "0-6-0" wheeled, side tanks, "type 530X" locomotive from the NSW Government Railways and transferred it to Cessnock No. 1 (Kalingo) Colliery. In the early 1940's Cessnock Collieries Limited sales and shipping office has required the Cessnock No. 1 (Kalingo) coal trains to be despatched from the mine in trains of 39 loaded wooden hoppers, marshalled in this fashion – "2 wagons of best coal, then 1 wagon of small coal"; and repeated for the full train length. Evidently their customers had sought this "mix" for when the coal was loaded into the ships. The 1932 530X locomotive purchase was utilised during the 1940's to marshal the colliery trains in the "2 best - 1 small" sequence for despatch on South Maitland Railways trains.

The above locomotives were driven by Kerry Warren, the Blacksmith's striker as a part-time duty. All these "loco" shunting finished prior to 1938.

"Pygmy", which had been pensioned off as a steam traction engine, in the early 1930's was converted by Mr Otto Olsen, Cessnock No. 2 Colliery engineer to a petrol powered locomotive. Mr Olsen discarded the steam boiler, cylinders, fire box, etc., and installed a "Daimler" motor car engine. This petrol powered motor unit was utilised to carry out inspections on the Kalingo Railway track. In the mid 1940's, the new Cessnock No. 1 colliery manager, Mr Ted Hayler, requested his previous Cessnock Colliery colleague, Mr O. Olsen, that "Pygmy" should be refurbished for use in shunting purposes at Kalingo Colliery. Mr Olsen replaced the Daimler petrol motor with a Ford "V8" side valved engine and a Ford radiator. It was soon found that the re-hashed "Pygmy" locomotive was under-powered. It had little traction, and a tendency to rear or tip.

In the very early days of contract mining, the wooden "1 ton capacity" skip was utilised for the filling out of the coal production. Haulage of these skips in these first days was made by pit-horses. In the mine's infancy, skips were raised one at a time in a "donkey" cage. (Note: see page 1009). The pit-horses utilised were also raised daily.

Because of the small "donkey cage" used at the coal production beginning, the first pit-horse utilised was smallish in build. It was an aged bay horse, that previously had pulled the street broom cleaning equipment in Vincent Street, Cessnock. At its start, the horse had to be blindfolded, and roped in a "haunch sitting" position in the cage. Maybe the horse sensed some uneasiness in the swinging cage, and it was not greatly unlike his fellow "new chum" miner mates. This pit-horse is said to have soon become acclimatised, and later found no trouble or hesitation in his daily "drop". The second pit-horse purchased was also said to have been a smallish type. It was a "taffey" or "mousey-coloured" animal.

Total pit-horse numbers utilised has not been found during my research. Some reliable information advised that the number never exceeded 20. This has not been supported by documentation.

Following the introduction of the battery locomotive in the early 1940's, underground pit-horse haulage was soon phased out, except for one horse used for "snigging". A Kalingo miner, whilst describing some underground methods spoke of this pit-horse, and told an unusual story. Whilst the underground employees gathered and waited at pit bottom to be raised to the surface, the pit-horse also stood in the queue. It knew exactly its turn, and demanded its right to come up with his workmates, the miners, in its correct order.

The Mines Department 1922 Annual Report informs that during that year, two shafts were being sunk at Kalingo Colliery, and that the ventilation for the shaft working was provided by "forcing fans". My research has failed to reveal details as to brands, types and size of the forcing fans, or the methods used to place the fresh air down the shaft. Annual Reports for the years, 1923, 1924 and 1925 are in a similar vein.

In December 1937 with the sump in "A" Shaft completed, contract hand miners prepared to drive the main headings due north and south away from the shaft bottom. One of their first tasks was to link the "A" Shaft, which was to be the mine's down-cast airway with the "B" Shaft, which was to be the mine's up-cast return airway. Two contract miners, "Chuck" Henwood and Patrick Brennan, drove a narrow tunnel heading in a straight line to make this link. This heading is reported in the colliery manager's records as having been 10 feet wide by 9 feet high.

Within a fairly short period of colliery life, as the main headings had been driven further out, and some side headings and bords were made, there became a need for additional underground ventilation. As in all pits, there was a necessity for a well defined return airway. From a point adjacent to the deputies underground cabin, a tunnel was driven to the west. Thence via a series of right angled turns, this new heading circled the "B" Shaft. Entry into the "B" Shaft was made by breaking through the concrete lining on the shaft's southern side wall. This return airway again was a narrow tunnel heading, being 10 feet wide by 9 feet high. The two contract miners who drove this return airway tunnel were Richard ("Dick") Morgan, an ex-Neath Colliery miner and his partner, Vince Contran, an ex-Kalingo Shaft sinker.

Subsequent return airways made as the Kalingo mine development continued, connected to this original link return airway to the up-cast "B" Shaft. By the use of brattice, ventilation doors and where necessary "tunnel over-passes", etc., the foul air was drawn out of the mine. On the surface, a brick tunnel, 6 feet in diameter, partly in a trench connected the "A" and "B" Shafts to make an "evasee" air flow. A ventilating door roughly in the centre of this tunnel could change the direction of the air flow. The tunnel entrances, to the shafts were some 8 to 10 feet below the shafts' surface levels.

In January 1938 a second-hand "Sirocco" fan, that had been acquired from Wallsend "C" Pit, was installed in the "B" Shaft engine house. This second-hand Sirocco fan had been purchased by the Newcastle-Wallsend Company during 1907. Whilst an electric motor had been placed next to the fan at the time of the fan's installation, it was not immediately connected. After a visit to Kalingo Colliery, the Cessnock Collieries Limited Company Chairman, Mr D. Stewart on Tuesday 26th April 1938 reported to his Board of Directors, that he had watched the fan operating, and that the fan was connected to both steam and electric power, and could operate off either. My research has failed to reveal details and description of this second-hand Sirocco fan or its motors.

The minutes of the Cessnock Collieries Company's Board of Directors' meeting held on Tuesday 11th may 1948, records that Farrier Dickinson Weir Drysdale Limited had just supplied a new electric double inlet Sirocco fan at a cost of Ł2,920-0-0 ($5,840.00). Again my research has failed to reveal other details and description.

Whilst the Kalingo shafts were being sunk, tripod timber frames were utilised over the shafts. In late 1922 these tripods were replaced by heavy timber poppet-heads. At this period a second-hand winding engine from Wallsend "C" Pit was installed. Mines Department records show that in early 1923 a steam driven direct current electricity generation plant was installed. This generation plant had been acquired from Wallsend "C" Pit, in all probability as one purchase with the steam winder. The Mines Department 1923 Annual Report shows that the electricity generation plant installed at Kalingo Colliery early in that year was a 20 kW direct current unit generating 220 volts power. This supplied 14 surface lights and 4 underground lights down the shaft.

During the last half of 1930 at R.W. Miller Company's request, Caledonian Collieries Limited ran an 8 miles long, 33000 volts transmission line from Aberdare Extended Colliery sub-station to Millfield Colliery. This travelled mainly along the Kalingo Branch Railway. On Wednesday 24th June 1936 an electricity power agreement was made between Caledonian Collieries Limited and Cessnock Collieries Limited for the supply of a maximum of 500 kilowatts per fortnight of 3 phase, alternating current, 2200 volts, 50 cycles electricity. This was to be metered at Kalingo Colliery and to be charged fortnightly. The rate was to be 1.3 pence ($0.013 cents) per unit for the first 5800 units decreasing to 1.0 penny ($0.01) per unit for the amount used above 57,700 units. A minimum charge of Ł200-0-0 ($400.00) per year was stipulated. In June 1936 Jack Rumford (Junior) of Caledonian Collieries Limited Town Lighting staff was placed in charge of a work group, who made a "tee" junction to this Millfield transmission line at a point just past "Farnham's Bank" on the Kalingo Branch Railway. From this "tee" junction, a "spur transmission" line was erected to a sub-station at Kalingo Colliery at the back of the boilerhouse and alongside the pit workshops. It is of interest that Ellalong Village local town supply in the Caledonian Collieries network came from this sub-station. This extension was made during August 1938. Charlie Regan of Caledonian Collieries Limited town lighting staff was in charge of a work team, who erected the Ellalong Village street lighting poles and provided the domestic supply. The Mines Department Inspectors' cards, held in the Department's Newcastle office shows this entry – "An electricity transmission power line installed to Kalingo Colliery, 30th June 1936, see M.1936/11704".

Certainly the electricity supply replaced Kalingo Colliery's own power generation. On 6th March 1943, George Hawkins and Company of Sydney conducted an auction sale at Kalingo Colliery to sell surplus and disused mining plant and equipment. Amongst the items on offer was an American General Electric 20 kW generating set, including a W.H. Allen compound vertical steam 210 H.P. engine, which had 2 cylinders, one 11 inches diameter, the other 19 inches diameter, and both with 8 inches stroke. It would appear that this unit was the Kalingo "1923" electricity generator.

Electricity current was taken down both Kalingo shafts by cables encased in 2 inches diameter galvanised water pipes, to sub-stations appropriately situated. Good lighting was provided at the shaft's bottom, at battery charging areas, underground haulage engine cabins, etc. Sub-stations' gear was supplied by Noyes Bros. Limited

On Monday 10th March 1947 Richmond Main Powerhouse extended its high tension transmission line from Abermain No. 2 Colliery to Stanford Main No. 2 Colliery. This route was a fairly straight line, running close to the Khartoum Hotel, Kitchener; thence across country past the Cessnock No. 1 (Kalingo) Colliery manager's house; to finally enter the Stanford Main No. 2 (Paxton) Colliery holding near the manager's home on that lease. During the erection of the Richmond Main transmission line, a short "5 pole spur" was run to a sub-station constructed on Kalingo Colliery pit-top near the Miners Federation "stump cabin".

After the sinking of both "A" and "B" Shafts at Kalingo Colliery had been completed by December 1928, all underground development work ceased for almost 9 years. At the end of this period, the underground water had risen quite high in the shafts. When the lattice steel poppet-head was erected over the "B" Shaft, and was completed by the fitting of the "8 man cage" on Monday 24th May 1937, steps were taken to place a "700 gallons capacity" bucket underneath the cage to bail out the shaft. This project of "bailing" took 6 weeks. However it was found soon after, that it was necessary to continue bailing on one shift to keep the water level down.

Early contract hand miners driving the main headings found conditions to be very wet. One of the first tasks in the mine development was to drive a narrow tunnel heading in a straight line to link "A" Shaft to "B" Shaft. As well as making a return airway, this tunnel drained, by gravitation, the underground pit water from the new main headings development. The colliery manager's report dated Tuesday 26th April 1938 informs that "water bailing" by the cage bucket was continuing. This manager considered that the water bailing method by the cage bucket was more economical than installing a pump in this deep shaft.

In late 1939 a pump using a concrete pipe line was installed. It was not very efficient or effective. On Monday 24th march 1941, a high speed centrifugal pump exerting tremendous pressure was installed in the "B" Shaft. The previous ineffective concrete pipeline was removed and replaced by a 5 inches diameter cast iron pipe. Mr Burt McLeod, aged 76 years as at Sunday 5th January 1992, and resides at Paxton Village, worked at Cessnock No. 1 Colliery as an electrician. Mr McLeod informs that this electric shaft pump had a 139 horse power, 3 phase motor to drive the pump at 3,000 revolutions per minute. It has been reported to me by both Kalingo miners and Cessnock No. 1 (Kalingo) Colliery had only small problems with underground water.

On the surface this underground water was allowed to "leach" and filter through the soil to drain by gravitation into the colliery dam. This dam water was tested frequently, but does not appear to have been harmful to the pit boilers.

By 1950 all underground pit water was drained by gravitation to a huge sump or dam quite close to the bottom of "B" Shaft. A long pillar heading was blocked off to form the underground dam. This "sump" water was raised to the surface every third or fourth day by the "1941" installed electric pump.

The early water supply for the boilers at the Kalingo Estate, particularly during the sinking operation, was pumped from "Pearce's Lagoon". Kalingo Colliery dam was completed in April 1920. The "Cessnock Eagle" newspaper reported in a late March 1921 issue, that this dam had filled during recent rains.

With the colliery organisation so dependant on steam, a constant and reliable water supply, was always a matter of concern. In early 1937 in consideration given to the Kalingo underground development about to commence, the Company's Board of Directors suggested an asbestos pipeline should be run and connected to the Hunter District Water Board service. Colliery manager, Mr C. Sumner, replied that he could lay a galvanised 4 inches diameter water main pipe across country on Kalingo Colliery land utilising the mine labourers, to link with the Hunter District Water Board town supply near Ellalong Village. This pipeline was completed on Wednesday 12th April 1939.

"Cessnock Eagle" newspaper in its issue dated Tuesday 21st January 1941 reported that the Kalingo Colliery dam was again full from the recent rains. Likewise Pearce's Lagoon had reached capacity.

Some "dust" control underground was made by Cessnock Collieries Limited by the employment of a "water splasher" at its Kalingo Colliery. This employee filled two steel skips from an underground water flow and used a "4 gallons drum" bucket to wet the coal heaps.

In February 1940 a reticulated town water supply service was provided by a 6 inches diameter pipe down "B" air shaft. (Author's note: See page 1015 for my description of the method of installation). Pipes, 2 inches in diameter, reticulated water from the shaft bottom to the various sections, and then by ľ inch diameter pipes to the coal face. The underground reticulation was installed by a Kalingo Colliery employee, William Ernest "Snow" Reid of Ellalong Road, Pelton Village.

Little details re a colliery air compressor and its "use purposes" have been found during my research. An early colliery record showed that spoil was gouged out in the shafts by use of air driven jack hammers during the sinkings.

Another unsupported item of information advised that the air compressor and the colliery's first electricity generation unit were housed in a brick building adjoining the main winding engine house.

A very full and descriptive history of the Kalingo Branch Railway from its first survey to its final train traffic use has been given in the Cessnock No. 2 Colliery section from page 708 to page 717 inclusive. In view of that detailed account, I propose in this Cessnock No. 1 (Kalingo) Colliery section to just briefly summarise.

An application by the Great Northern Coal Company to the NSW Parliament for authority or permission to construct a railway to link its proposed Kalingo Colliery to the Aberdare Railway was made in the form of a Parliamentary Petition. John Gillies, Member of Parliament submitted the petition made by Richard Daniel Barry on behalf of the Great Northern Coal Company on Tuesday 1st September 1908. A Parliamentary inquiry was made and evidence taken. The Great Northern Coal Company Railway Act was assented to on Thursday 24th December 1908.

During the period of the Parliamentary inquiry, an agreement was made between Hetton Coal Company and the Great Northern Coal Company dated Friday 2nd October 1908. By this agreement, the parties were to jointly own an area to make the junction with the Aberdare Railway, (now known as South Maitland Railways); to jointly lay the track on this area, (near Cessnock High School); to jointly maintain forever the