Stanford Merthyr Colliery

(Note: Earlier known as "Stanford Greta No. 1 Tunnel" and later - "Stanford Main No. 1 Colliery").

(A) ORIGINAL	A group of West Maitland entrepreneurs, led by Henry Trenchard, with Samuel Clift, Henry J. Adams, and others.
(B)	East Greta Coal Mining Company, Earps Building Bond Street, Newcastle.
(C)	J. & A. Brown Abermain - Seaham Limited, Street, Newcastle.
(D)	Coal and Allied Limited, 14 Watt Street, Newcastle.

(D) Stanford Merthyr Colliery was fairly close to present-day Victoria Street, Kurri and adjacent to the now Kurri Bowling Club. The mine was situated on the flat land between the east area of Kurri town and the Stanford Village.

(A) Stanford Merthyr Colliery was 60 chains (1.2 kms) distant by road from Kurri Post Office.

(C) The Stanford Merthyr Colliery pit-top and screens were located 7 miles 18 chains (11.56 kms) distant by rail from the junction with the N.S.W. Government Railways at East Greta Junction.

(D) Stanford Merthyr Colliery was 16 miles 40 chains (26.4 kms) distant by the Richmond Vale Railway to the N.S.W. Government Railways at Hexham.

Stanford Merthyr Colliery overlay both the Greta "top" seam and the Greta "bottom" (Homeville) Seam. The Greta coal measures out-cropped disconnectedly in the western portion of this colliery lease. The strike of the coal beds swung from a few degrees north of east at the southern end to be nearly north-south at the northern boundary. The dip varies from 7º to 40º as the coal-beds are followed north, and even steeper in the eastern direction. The seams are disturbed by two prominent parallel faults, trending east and west. The northerly fault has a "down-throw" of 25 feet to the north. The second fault has a "down-throw" of 30 feet to 80 feet to the south, and it was 28 chains (0.56 kms) south of the north fault.

The Greta "top" Seam varied greatly in quality and thickness, and was very much interspersed with bands. Consequently it was not worked.

The inclined seam worked at Stanford Merthyr Colliery was the Greta "bottom" Seam, or more commonly known as the Homeville Seam. It was separated from the Greta "top" Seam by 80 feet to 100 feet of conglomerate. The Homeville Seam was said to have had a good roof, generally conglomerate with patches of mudstone or soft sandstone. The floor was mainly of hardstone.

The Greta "bottom" (Homeville) Seam was 23 feet thick at the outcrop, and was without bands. At the "second level", 660 feet from the surface, a band of dirt was found to divide the seam into two sections or "splits". At this level (2nd) the top section of the split was 13 feet thick, and the bottom part 5 feet. When the "fourth level" was reached, this band in the seam had given way to dirty coal, which gradually turned into shale. Finally the band became a thickness of sandstone and conglomerate 25 feet through. The dip also increased with the split in the bottom seam, and by the "seventh level", it was inclining at 35º in a south-easterly direction.

In its early days of operation, the coal from Stanford Merthyr Colliery was reported as being of excellent quality, and suitable for household gas or steaming purposes. It had a bright face only on fracture, the outside being normally a dull black. It was reported as giving a "flocculent" ash, and had no clinker. During 1903, a test of the coal was made by the Australian Gaslight Company for the owners, East Greta Coal Mining Company. This test on one ton of coal was reported as giving 12,800 cubic feet of gas, 17.58 candle-power, and 1237 lbs of coke, or almost half a ton.

The 1891 Mines Department Annual Report informs that on Monday 27th July 1891, a group of West Maitland coal mining entrepreneurs, led by Mr Henry Trenchard, a local bank manager, had commenced some prospecting at Stanford Greta Tunnels, in the Parish of Stanford. "Unsupported" information advises that these "1891" tunnels were driven by Mr Edwin (Ted) Pepper, a mining contractor. Mr Pepper had been associated with Mr H. Trenchard and another group in which he had been engaged to sink four bores during 1890 on John H. Garven's land in the Parish of Heddon. The 1892 Annual Report records that the mining activity at the Stanford Greta Tunnels had been suspended during that year.

The Mines Department 1898 Annual Report indicated that on the 16th September 1898 that mining operations had resumed at Stanford Greta Tunnels under the supervision of Mr Thomas Innes as the "permit" manager. It appears that little mining operations took place over the next two years other than some "prospecting".

On the 1st August 1900 two major coal companies of that time jointly made an offer to the shareholders of the Stanford Greta Tunnels to purchase their lease. The offer was accepted. The two companies agreed to divide the Stanford Greta lease into two portions. The eastern part and No. 1 Tunnel, an area of 1500 acres were taken over by the East Greta Coal Mining Company. This was renamed the Stanford Merthyr Colliery. The balance was obtained by the firm, J. & A. Brown.

The 1901 Mines Department Annual Report at page 148 records that on the 4th February 1901, Mr Azariah Thomas, the company's general manager, notified the Department, that the East Greta Coal Mining Company had commenced mining operations in its recently purchased Stanford Merthyr mine, with Mr Walter Jones as manager. Mr W. Jones was replaced on the 4th November 1901 by Mr Vince Collins.

It is of interest, that after the Stanford Greta Tunnels lease sale, that the previous "permit" manager, Mr Tom Innes, became the permit manager of Heddon Greta Colliery on the 29th November 1900. Mr H. Trenchard, the leader of the Stanford Greta group, had also been the main man in the Heddon Greta group.

The seam at Stanford Merthyr Colliery was approached by three tunnels. The length of the largest was 1210 yards. It was known as the "Main", it ran in at a direction a little to the south of east. The "Main" tunnel was used for haulage purposes, and also as an air "intake". It was 12 feet wide by 7 feet 6 inches high. 67 feet of brick arch surrounded the mouth and slightly down the tunnel. Below this for the next 175 yards to the "first level", heavy sets of timbers 3 feet apart supported the tunnel roof and sides. This section also had middle timbers (pit-props).

An earlier surveyor's figures amongst some records on Stanford Merthyr Colliery supply these details:

Area	Distance along incline	Incline of slope	Vertical depth from surface
Surface to first level	201 yards	1 foot in 5 feet	95 feet
First level to second level	157 yards	1 foot in 5 feet	190 feet
Second level to third level	157 yards	1 foot in 5 feet	287 feet
Third level to fourth level	176 yards	1 foot in 3 feet	445 feet
Fourth level to fifth level	191 yards	1 foot in 2.3 feet	670 feet
Fifth level to sixth level	189 yards	1 foot in 2.1 feet	910 feet
Sixth level to seventh level	191 yards	1 foot in 1.8 feet	1192 feet

At a distance of 66 yards from the "main" tunnel towards the south, the next tunnel was located. It was known as the "Little" tunnel, and it was used as the travelling road for both the mining employees and the horses. The 1924 Mines Department Annual Report informs that the miners were riding out in skips. It also served as an air intake. This tunnel was 9 feet wide by 8 feet high. 45 feet of brick arch supported the mouth and just slightly down the tunnel. Whilst it was also timbered to the first level, the sets were not as heavy as in the "main" tunnel, nor did it have middle props. Electricity was taken underground via the "Little" tunnel heading.

The return of "up-cast" airway was known as the "fan" tunnel. This tunnel was located 18 yards towards the south from the "Little" tunnel. It was 8 feet wide by 8 feet high.

In addition to the three entry tunnels, a small shaft was situated between the "Little" and "fan" tunnels, and about 75 yards from the "Little" tunnel. This shaft was not used as an airway, but was a passage for pipes.

Mining in Stanford Merthyr Colliery was made by the bord and pillar system with barrier pillars between the panels.

Levels were driven off from the "main" haulage tunnel at intervals of 180 yards along the lie of strike. On the north side of the main tunnel, these levels were driven in for 1580 yards. On the south side of the tunnel, the level was taken in for 950 yards. Where levels crossed over the tunnel headings, "overcasts" were made in the solid coal. This was partly because such overcasts were much easier to excavate in the coal, than in the rock; and partly because such coal gave some return towards the cost of the construction of the overcast. However in the mine, below the split, airways were made by "undercasts" cut into the stone to enable all the lower split seam coal to be mined.

Like its other East Greta Coal Mining Company's collieries, East Greta Nos. 1 and 2 Tunnels, "jig-workings" was also utilised in Stanford Merthyr Colliery. The method of jig-working and "jig-headings" has already been fairly well described on pages 24 and 25. In Stanford Merthyr Colliery, from the levels jig-headings were made and spaced at 220 yards intervals. A pillar of solid coal was kept between the jig-heading and the end of the bords in the next panel.

A series of pillars were described as a panel. In each panel, 8 bords spaced at 24 yards centres and being 6 yards wide were driven off from the jig-heading to the levels. In the first workings, bords were 8 feet high. Bords were driven in simultaneously. Each bord was in advance of the next lower bord so as to maintain an angle of advance of 45º with the level above. The pillar widths varied from 8, 10, 12, 16 and 18 yards, depending on the depth of cover. In the early days of Stanford Merthyr mining, "cut-throughs" were made from one bord level to the next, running parallel to the jig-headings. These were 6 feet wide by 6 feet high. Usually the cut-throughs were spaced at 44 yards intervals, but were not necessarily straight above the cut-through below. It was found that by staggering the cut-throughs, better ventilation was obtained. In latter years and at greater depths, the cut-through was increased in size to be 9 feet wide by 9 feet high. (Author's note: At the Mines Department court hearing held in August 1911, to determine the best and safest mining practices, Mr Henry Williams, then the Superintendent of the East Greta Coal Mining Company, in his evidence, supported much of these details as to bord, pillar cut-through and panel sizes for Stanford Merthyr Colliery).

Coal in the upper section of the split of the Greta "bottom" Seam in Stanford Merthyr mine was shot down in the solid. In the bottom section of the split, the seam was found to be slightly softer coal and was under-cut by coal-cutting machines. In the first years, blasting in the solid was effected by the use of "Hall's compressed blasting powder" and ordinary fuse. The miners fired their own shots. Coal-cutting machines electrically driven were introduced in January 1904. These first types were a "Morgan-Gardiner" brand. Seven Sullivan coal-cutters had been obtained and were in use in the mine by 2nd February 1905.

When pillar extraction commenced in 1910 coal was taken out to a height of 20 feet, and it was then expected that 90% of the coal would be won. Later semi-circular steel troughs were placed in the cut-throughs. Cuts 6 feet wide were taken off the pillar. Broken coal was shovelled onto the trough, where it travelled as in a chute to the bord level below. It was found that coal would slide readily on an angle as low as 22º, provided the surface was polished. The coal was won by "scalloping" or "edging" in small curves in both the pillars and "bottom" coals. It was found that this method was better than grunching. Mr F. Danvers-Powers in his book "Coalfields and Coal-mines of Australia" provided a glossary of difficult and obsolete mining terms. In this glossary, Mr F. Danvers-Powers defines "scalloping" as a holing-out by means of explosives. The pillars were removed on the retreat from the "goaf" area and not by advancing. In bad areas, a "stook" was left to steady the roof.

Both old miners and retired Stanford Merthyr managers inform that coal at Stanford Merthyr pit was always won by "hand" or "contract" mining. Mechanisation was never introduced. Except perhaps for "scraper-loaders" which operated with a winch to bring the bucket or shovel over the top. These scraper-loaders were introduced about 1950 or 1951 and were used in the very high steep seams to load the coal, after it had been brought to the level on slides or chutes. In the dip headings, bords and rising cut-throughs, coal was grunched to be loaded out by the scraper-loaders.

In the very early days of Stanford Merthyr pit, open oil lamps of the "Scotch-miners" type, attached to the miner's cap, was used. By 1912 "Cambrian Lamps" type of Evan Thomas and Williams manufacture were utilised. These Cambrian lamps burnt kerosene. By 1914 cleaning brushes electrically operated were introduced. Lamps were numbered and given to the same miner each day. These styles of miners' lights, had all been changed to electric safety lamps by 1927, when 286 such lamps were in use at Stanford Merthyr Colliery.

Stanford Merthyr Colliery did have a "man transport," when a inspection was made there by Mr. Norm Mongar, a B.H.P. mine manager in the early 1950’s. Mr. Mongar advises that this was a set of eight cars hauled by an electric winch in the second tunnel entry. Each car carried eight persons on it’s four "two man" seats.

In its first days of mining operations and the tunnel headings drivings at Stanford Merthyr Colliery, coal was brought to the surface by a direct-haulage steam-powered system.

Morrison and Bearby of Newcastle in March 1903 supplied a new steam-haulage duplex engine to operate an endless rope. This change-over and installation was made in one weekend without a break or loss of production. A new brick engine building was constructed to house this plant. The 250 horse-powered engine had a pair of cylinders, each of 22 inches diameter and with a 4 feet stroke. It operated at

100 lbs steam-pressure per square inch. The engine was geared 4 to 1, with a 6 feet diameter "C" wheel. It had an automatic governor to vary the cut-off of steam, and thus to work expansively according to the load. The endless rope was 3¼ inches in circumference steel wire.

The endless rope travelled at the rate of 2 miles per hour. Skips were attached to the rope by "Allans" screw clips. Two skip rail tracks were utilised. The empty skips were turned off at the various levels from the "down-track" or the right-hand side of the tunnel, as one looked down the mine. The full skips were clipped to the "up-track" or the left-hand side. Eventually when the colliery was extended and reached the No. 4 Level, it was considered that this should be the limit for the endless rope operation.

Beyond and below the No. 4 Level, three separate underground tunnels, each equipped with electric motor haulage brought the coal to the No. 4 Level, where it was transferred to the "Main" heading's endless rope. Two of these tunnels each had a "main and tail" haulage system powered by a 200 horse-powered electric motor. Both these systems used a double-deck tunnel cage to raise the coal production to the No. 4 Level. The third underground tunnel heading, the "Main Slants" had a 180 horse-powered electric motor to provide direct haulage for skip haulage, using a 3¼ inches circumference steel wire rope.

Pit-horses had always provided the motive power for the haulage and the movement of skips on the levels, particularly from the numerous jig headings. Direct current electricity was first generated at Stanford Merthyr Colliery on the 10th August 1903. An early coalfields newspaper reported that during 1905, a small electric-powered winch was utilised to assist in the haulage on the No. 1 northside level.

In order to handle coal production from the various bord workings, a system of jig-headings and jig-transports was introduced. A jig-heading operated only at one end of a panel of pillars. A pillar of solid coal was retained between the jig-heading and the ends of the bords in the next panel. Coal was "hand" or "shoulder" wheeled in 15 cts (three-quarters of a tonne) skips from the working-face in the bord to the jig-gravity incline heading. From the bord-level, the skip was lowered in a jig heading cage to the level below to be horse-wheeled to the "Main Tunnel" heading.

Within the jig-heading there were two skip-tracks, each 2 feet 2 inches wide in the gauge. One track was used for the conveyance of the single skip (or tub) cage. The other track was for a weighted trolley, known as the "dummy" and which provided the necessary balance for the gravity operation. Youths or young boys were utilised to work the brake. In later years, the jig headings were equipped with an electric powered winch. The jig haulage rope was 7/16 inches diameter steel wire.

On pit-top, a "creeper chain" in a trough moved the skips from the endless rope area to the side-tipplers.

Steam for the mine haulage plant, and also the electricity generation plant, was provided by six Lancashire boilers. Each boiler was 30 feet long and 8 feet in diameter. The boilers were each of 250 horse-power, and had a working pressure of 120 lbs per square inch.

Stanford Merthyr Colliery had twin brick colliery chimney stacks. These were short in height and hexagonal in design.

Pit-horses were used underground at Stanford Merthyr Colliery. The horses were brought to the surface each day.

In the first days of its operation, the workings were ventilated by natural means. The Mines Department 1902 Annual Report informs that the ventilation at Stanford Merthyr Colliery was provided by natural means assisted by steam jets.

Late in 1902 an improved, self-contained, "trumpet-mouth" Waddle fan, 21 feet in diameter was purchased by the East Greta Coal Mining Company for use at its Stanford Merthyr Colliery. The fan drift tunnel had been driven sufficiently far by September 1902 to allow for the installation of the fan. It was steam-driven by a 50 horse-powered engine. The fan speed varied from 28 revolutions per minute when the mine was idle and increased to 38 revolutions when men were working underground. The revolutions were counted by a Hardings patent indicator. In later years the revolutions were doubled to 76, which gave a circulation of 110,000 cubic feet per minute at 1½ inches water gauge.

After the electricity generation plant at Stanford Merthyr Colliery was introduced in late 1903, three small blower fans powered by electric motors, were used in the distant areas. By 1912 these small fans were replaced by six electrically driven "Buffalo" fans to help air currents in difficult places. The Buffalo fans were mounted on trolleys for convenience in moving them around the pit. The Mines Department 1917 Annual Report states that the ventilation in the mine was still being assisted by auxiliary forcing fans.

Electricity was first generated at Stanford Merthyr Colliery on the 10th August 1903. The original power generation plant for Stanford Merthyr Colliery was imported from America by the East Greta Coal Mining Company. This was a Westinghouse direct current 4 poles 45 kW generator belt-driven by an 80 horse-powered Westinghouse compound engine at a speed of 300 revolutions per minute. It developed 180 amperes at 250 volts.

This electricity generation plant was housed in a large brick structure, 80 feet long by 38 feet wide with a solid concrete floor. A large marble switchboard with its many indicators showed the voltage and amperes produced and used. Also on this marble board was a triple pole main-switch, a circuit breaker, an ammeter connected in series with all the circuits, and a shunt-field regulator.

Electricity for use underground was transmitted by cables down the "Little" tunnel.

In his annual report to the shareholders' meeting of the East Greta Coal Mining Company held on Friday 4th December 1903, the General manager, Mr Azariah Thomas, informed that the electricity generation plant at Stanford Merthyr Colliery was at work. Mr Thomas said the plant was lighting the whole of the colliery on the surface, all the underground "flats", the entrances to the levels as well as the company's railway station and goods shed at the terminus of the Stanford Railway. There was still a large amount of electrical power spare for other work shortly to be created, as well as for the coal cutting machines about to be introduced. Mr A. Thomas further stated that these new electric coal cutters, in winning coal in very difficult positions, would only cost in production as if the coal were won by the best contract miners in the most favourable positions.

The Newcastle Morning Herald newspaper in its issue dated 24th January 1904, in an article on the progress of the Stanford Merthyr Colliery, considered that the surplus electrical power was sufficient to light up Kurri township. A prophecy that was later fulfilled, but not for almost 12 years.

By 1912, a compound-wound Siemen Brothers 200 kW direct current 6 pole generator was added to the Westinghouse plant. This generator was driven by a 300 horse-powered Bellis and Morcom engine, which had a belt-driven automatic cylinder lubricator and a Worthington oil separator. The steam used by the Bellis and Morcom was cooled by passing the steam through 640 half-inch diameter tubes whilst circulating underground pit-water around the tubes. The underground water utilised was recovered by the normal mine pumping system and piped to this location for this special use. After the steam was condensed, this and the circulating cooling water, both ran down a concrete box culvert, 3 feet wide by 2 feet deep to the "hot" dam.

An agreement was made with the Tarro Shire Council during 1925 to supply electricity for private domestic use as well as for Kurri street lighting. A special crew and team of colliery workers maintained the town's electricity transmission power lines.

The Mines Department 1917 Annual Report at page 118 advises that by that year the electricity generation plant at Stanford Merthyr Colliery comprised:

A further 150 kW unit, producing alternating current electricity at 2200 volts was installed during 1925.

Following the amalgamation and formation of the J. & A. Brown Abermain - Seaham Collieries Limited (J.A.B.A.S.) in January 1931, this new company took over the East Greta Coal Mining Company, the owners of Stanford Merthyr Colliery. The electricity power generation at Stanford Merthyr Colliery continued until it shut down this section during 1933, and electric power for Stanford Merthyr Colliery use was supplied from the Richmond Main Colliery Powerhouse. Power for domestic and town electricity supply use for Kurri township was also provided during this year (1933) by Richmond Main Powerhouse. The domestic electricity power accounts for the Kurri township continued to be handled at the established domestic electric power office at Stanford Merthyr Colliery.

A government instrumentality, Hunter Valley County Council was established on the 13th July 1957, to take over and service the areas previously handled by the several colliery electricity generation plants within the City of Cessnock Municipality. Whilst these generation plants continued to operate, their power was only supplied to collieries within the particular associated company's ownership. Excess power generated was fed into the state's electricity grid. Until the Hunter Valley County Council obtained its own office in Kurri, the town's electricity accounts continued to be handled at the Stanford Merthyr Colliery office.

In early 1940, the electricity generation plant previously operating at Stanford Merthyr Colliery was sold to Nestles Ltd for use at their butter factory at Taree. In early 1988 I visited this factory and the plant was still operating.

Records researched do not give the brand or type of pumps used in the first days of Stanford Merthyr Colliery. At the half-yearly meeting of the shareholders of the East Greta Coal Mining Company held on 27th April 1901, Mr A. Thomas, the General Manager reported that an electric pump for the underground workings at the new Stanford Merthyr Colliery had been installed and was ready for the electricity generation plant operation.

During September 1903, a new Gould triplex electric plunger pump directly connected with the motor was installed in a specially prepared pump-room on the left-hand side of the "Little" tunnel, just below the second level at a distance of 400 yards from the surface. This pump had a throwing capacity of 4500 gallons per hour to a vertical height of 350 feet at a pressure of 150 lbs.

Subsequently when pit-water became troublesome in the main tunnel headings, the mine was de-watered in these lifts. A three-throw belt-driven vertical Tangye pump, 6 inches in diameter with an 8 inch stroke, raised the pit-water from the fifth to the fourth level. Another three-throw belt-driven Gould pump, driven by a Westinghouse motor, lifted the pit-water from the fourth to the third level. This Gould pump was 6 inches in diameter, and had an 8 inch stroke. A geared horizontal Worthington pump, 6½ inches in diameter and with an 8 inch stroke, elevated the water from the third level to the surface. This Worthington pump was belt-driven by a General Electric 22 horse-powered 240 volts engine. The total pit-water lift under this three-tier system was about 6,700 gallons per hour at a pressure of 210 lbs per square inch.

Stanford Merthyr Colliery, whilst it was owned by the East Greta Coal Mining Company, did not use its parent's wooden coal hopper rail wagons. Stanford Merthyr Colliery had its own fleet of rail wagons.

These were branded by having the words "Stanford Merthyr" painted on both sides of the hopper portion of the wagon. "Stanford" being in letters 1 foot high and 2 inches thick. The top of the letters reached to within 2 inches of the top of the second top side board. The word "Merthyr" was smaller and was below "Stanford". In the word "Merthyr" the letters were 9 inches high and 1 inch thick, and it reached to the top of the fourth top board, and fitted between the two steel side lifting straps.

As was customary with all collieries, each vehicle carried its own distinctive identification number. This was overpainted in white on both sides in the centre of the top side board. The same number was on the side of the wagon frame.

After the formation of J. & A. Brown Abermain - Seaham Company and the take-over of the East Greta Coal Mining Company all wagons of all collieries under this new ownership, were progressively repaired, repainted and re-numbered. All were re-branded "B" the standard branding for the J.A.B.A.S. group.

The Maitland group of entrepreneurs in the Stanford Greta tunnels, after their revival of interest in 1898, had sought the NSW Government's permission to construct a railway from the East Greta Coal Mining Company's railway track at its East Greta Tunnels to the group's proposed mine at the Stanford Greta tunnels. Authority for this railway construction was granted to Mr Samuel Clift and others by Parliament in its Stanford Railways Act dated the 25th July 1900. When the East Greta Coal Mining Company purchased the Stanford Greta No. 1 Tunnel and part of the lease on the 1st August 1900, the company appears to have also acquired the right to construct this railway. Actual construction was commenced early in 1901. The railway was completed and officially opened on the 6th September 1901. After the railway had been completed, Messrs H. Adams, H. Trenchard and S. Clift on the 22nd November 1901 officially assigned their rights and their leaselands granted to them by the Stanford Railway Act to the East Greta Coal Mining Company. This conveyance appears in the Registrar-General's records in Volume 702 Folio 446.

This railway had consisted of 5 miles 18 chains (8.36 kms) of track, which included five bridges mostly of a standard 14 feet length, and a number of cuttings and embankments. One cutting was 30 feet 6 inches deep through solid conglomerate rock. The largest embankment required 35,000 cubic yards of fill.

Stanford Merthyr Colliery actual wagon holding area were three parallel converging loop sidings that ran on the southern side of the Stanford Railway. These loop sidings inclined or sloped from their Pelaw Main end back under the pit-top and screens towards East Greta. This allowed for all vehicles to be conveniently gravitated where required within the colliery area. The Stanford Railway continued on beyond the Stanford Merthyr Colliery to provide a rail link to the new Pelaw Main Colliery (Stanford Greta No. 2 Tunnel).

The Stanford Railway track itself was always used as a colliery "running-road" for Stanford Merthyr Colliery. "Down" inward Stanford Merthyr Colliery train loads of empty vehicles were propelled and shunted into the appropriate empty vehicles holding area by a "reverse movement" set of points. A number of "crossover" sets of points on both sides of the screens and coal loading site, allowed the best use to be made of both the empty and loaded vehicles holding area with a minimum of shunting. After having stowed its inwards train, the locomotive returned via the Stanford Railway, (the pseudo running road) to lift its outwards train via a "facing points" entry to the loaded vehicles holding area.

First full train of coal was despatched from the Stanford Merthyr Colliery on the 17th January 1902.

As the Stanford Merthyr Colliery coal production output grew, over the years the wagon holding loop-sidings were lengthened on a number of occasions to accommodate greater numbers of wagons and thus larger tonnages. Basically the design and general layout of the sidings was not altered, but the entry points at both ends were moved and extended away from the colliery to achieve the desired result.

It is of interest that from June 1902, the first railway platform for the new mining township of Kurri was situated on the link line to Pelaw Main Colliery. This platform was named "Stanford Merthyr". The first passenger trains were combinations of coal wagons and passenger train vehicles. The locomotive reversed around the passenger vehicles in Pelaw Main Colliery sidings.

The practice of coal and passenger train combinations was changed in August 1903, when an agreement between the East Greta Coal Mining Company and the NSW Government Railway was reached, in that the "Coalfields" passenger trains should run to West Maitland. Previously "Up" passenger trains terminated at East Greta Junction, and on-going passengers in both directions had to make their way on foot between East Greta Junction and West Maitland.

Because of the increased passenger train traffic following this agreement, and to remove coal train delays, the position of the Stanford Merthyr platform was relocated in September 1903. This second platform was on a short rail track that diverted from the Stanford Railway at a point 7 miles 5 chains (11.3 kms) from the junction with the NSW Government Railways at East Greta Junction. This platform was directly opposite the Stanford Merthyr Colliery and almost at right angles to the Stanford Railway. This short passenger track had a small "run-round" loop to allow the locomotive to reverse ends on the small passenger trains.

The construction and purchase of three new American style passenger carriages by the East Greta Coal Mining Company railway in October 1907, and the company's hiring of three other similar type passenger carriages from the NSW Government Railways, and the consequential lengthening of the company's passenger trains presented an accommodation problem at the (second) Stanford Merthyr platform. A new passenger train branch line with a facing point entry turned off to the west from the Stanford Railway at a point 7 miles 10 chains (11.4 kms) from the junction with the Government Railways at East Greta Junction. This new area allowed a longer platform to be constructed, and it was renamed "Kurri Railway Station". This area was just off Victoria Street, Kurri to the north, and adjacent and opposite present day Station Hotel.

New station buildings, (the third set), were erected. The new platform had a brick face and coping. A run-round rail link connected this new section of rail track to the second Stanford Merthyr passenger branch line, and thereby simplified the reversing of the passenger train engine. A new signal box located near this new junction points provided interlocking, signals and safeworking facilities for both the passenger trains to Kurri Railway Station and coal trains to Stanford Merthyr Colliery. Construction was commenced in May 1908, and the new set-up was completed and opened in January 1909. Meanwhile, as shown on page 135, the Stanford Railway had been continued on to provide a rail link to the new Pelaw Main Colliery (Stanford Greta No. 2 Tunnel). This tunnel and this portion of the original Stanford Greta lease had been purchased on the 1st August 1900 by J. & A. Brown Limited on the same date as the East Greta Coal Mining Company purchased its Stanford Greta No. 1 Tunnel and its portion of that lease. The first full train of coal from Pelaw Main Colliery was despatched in January 1902 on the Stanford Railway thence via East Greta Junction.

Prior to this investment (Pelaw Main Colliery), J. & A. Brown Limited had sought permission from the NSW Government to construct an extension rail track to the Richmond Vale Colliery from its own Hexham to Minmi Colliery. Parliament gave this authority by the Richmond Vale Railway Act dated 21st October 1900. Some construction had commenced in February 1901. On the 13th June 1902, tenders were called for the construction of the larger section of the railway. John Brown, of the J. & A. Brown Limited company, was not happy with the frequent delays to his Pelaw Main Colliery coal trains, often caused by the East Greta Coal Mining Company passenger train working. During early 1905 J. & A. Brown Limited stopped the construction work on the Richmond Vale Railway, when it reached a point at 13 miles 51 chains (21.82 kms) from the junction with the NSW Government Railway at Hexham, and instead to build a rail spur track from that point to Pelaw Main Colliery. This was completed and brought into use on Monday 26th June 1905. From this date, all Pelaw Main Colliery Coal production was transported on the Richmond Vale Railway, (see page 161).

The miners' lockout had commenced in June 1929. On the 14th September 1929 when South Maitland Railways Pty. Limited employees supported the coal miners in their industrial dispute, and refused to lift coal trains at a number of collieries, all the railway employees were considered to be on strike. A situation that continued until June 1930. During this period all passenger trains on the South Maitland Railways had ceased running. On the 1st March 1930, the carriage sheds at East Greta Junction, and all the company's 30 passenger vehicles were destroyed.

When normal working both at the collieries and on the railway resumed in June 1930, South Maitland Railways had negotiated that the Government Railways would operate the passenger train service to Cessnock, and for which the Department would provide, locomotives, carriages, engine crews and guards, whilst South Maitland Railways were to arrange station staff and signalmen. South Maitland Railways were required to pay a "train-hire" fee. South Maitland Railways discontinued the passenger train service via the Stanford Railway to the Kurri platform. Instead it introduced an omnibus road service from the Stanford Merthyr village, Pelaw Main village and a number of other Kurri suburban localities to the "North Kurri Railway Station" situated on the East Greta Junction to Cessnock Railway.

As outlined on page 133, in January 1931 with the formation of J. & A. Brown Abermain - Seaham Company, (the J.A.B.A.S. group), there was a subsequent take-over by this group of the East Greta Coal Mining Company and its assets. This meant that Stanford Merthyr Colliery had been taken into the J.A.B.A.S. group.

In the late 1920's and early 1930's, some serious floodings had occurred in the Hunter Valley and the backwaters, including Tester's Hollow. On a number of occasions Glen Ayr Colliery, Ayrfield No. 1 and Ayrfield No. 2 Colliery had suffered serious inrushes of water that completely flooded these mines. In June 1930 one such flood submerged Glen Ayr Colliery, destroying and washing away the pit-top structures. Ayrfield Collieries Company at both its mines also had a series of serious subsidences. It would seem that the flooded pits allowed water to seep underground along the seam causing many problems.

A large subsidence occurred on the Ayrfield Collieries leases on the 27th July 1934. This huge crater-like hole by the 10th August 1934 had extended to be some 45 yards long by 30 yards wide and at least 30 feet deep. This cavity was almost right at the rails and sleepers on the Stanford Railway.

Extreme doubt was expressed by the Ayrfield No. 1 Colliery management and the Miners Federation officials that the subsidence could be sealed off to the surface to allow for the safe passage of rail traffic. As a result the Stanford Railway was closed just beyond the entry points to Ayrfield No. 1 Colliery. The last Stanford Merthyr Colliery train hauled on the Stanford railway to East Greta Junction was made on the 24th July 1934. All coal production from the Stanford Merthyr Colliery from that date (July 1934) was despatched via Pelaw Main Colliery yard and the Richmond Vale Railway until Stanford Merthyr Colliery ceased operations on the 24th May 1957.

Whilst Stanford Merthyr Colliery had a number of brick structures including the haulage engine house, the boiler house, electricity generation plant house, etc. the pit-top itself was of heavy timber construction with a corrugated galvanised iron roof.

The main members were 14 inches rough squared hardwood. The construction of the Stanford Merthyr pit-top structure was supervised by Mr Edward ("Ned") Davis, who later became the first colliery engineer.

Having arrived on pit-top after having been hauled to the surface by the endless rope, the skips were unclipped. Then the skips were picked up by hooks on a creeper chain, which was recessed in a trough, and taken to the "Avery's" weigh-bridge. From the weighbridge the creeper chain moved the skips to the balanced side-tipplers. The empty skip was pushed off the tippler by the next loaded skip and by gravitation ran down an inclined skip track to await re-entry into the mine. Several check brakes, especially designed locally at the colliery by the first Stanford Merthyr Colliery engineer, Mr E. Davis, strategically placed en route in this process controlled and reduced the speed of skips.

From the tipplers, coal fell onto three steel shaker screens. Small or slack coal dropped into holding boxes from which it could be directed by a steel conveyor for loading into the coal wooden hopper rail wagon or alternatively carried on another steel conveyor to be raised into the long elevated timber small coal holding box. The large coal traversed either of three steel picking belts, thence into the wooden hopper rail wagon. Another steel scraper conveyor transported coal required for the Lancashire boilers.

An "Avery" self-indicating colliery weighing machine was installed on pit-top at Stanford Merthyr Colliery. The platform was 4 feet by 3 feet 6 inches, and could weigh loaded skips up to a total weight of 2 tons.

Research has failed to reveal details of this building other than it was of brick construction.

Research has failed to reveal details of this building other than it was of brick construction and that it housed 6 Lancashire boilers. Each of these were 250 horse-power with a working pressure of 120 lbs.

Stanford Merthyr Colliery is said to have had twin brick colliery chimney stacks. These were short in height and hexagonal in design.

An elevated heavy timbered "slack coal" box was constructed during 1906 over two sidings at Stanford Merthyr Colliery. The heavy timber box is said to have been 150 feet long by 40 feet wide by 25 feet high. The box was estimated to have had a capacity of 2500 tons (or 6 full train loads), and was utilised in the first 20 years or so of the colliery's life to store "small" or "slack" coal, when these types of coal sales were slow.

Small coal was moved from a box or bin, beneath the screens by means of a creeper chain and a scraper conveyor. A further long scraper conveyor ran over the middle of the top of the box to allow the coal to be evenly distributed. The creeper chain and scraper conveyors were operated by an old jig rope, and were put in and out of gear by a friction clutch.

The small coal was recovered by releasing "unloading" gates underneath the box and gravity feeding into coal hopper rail wagons. The gates were opened by a lever mechanism by men working on a raised platform. This system allowed the loading of 10 wagons simultaneously on each siding.

A small timber framed shed clad with corrugated galvanised iron on both roof and walls housed the explosives used in the mine. This shed was located in the bush, about halfway between the brick wall dam (Note No. 3 above) and the colliery. This was at a distance of just over half a mile. Explosives were brought by horse and dray each morning prior to the miners' starting time. The employee so engaged was usually known in mining phraseology as the "powder monkey".

The 1907 Mines Department Annual Report informs that at that date three collieries only on the South Maitland coalfields had their own ambulance. One of these was Stanford Merthyr Colliery. The colliery had a hand-wheeled vehicle to convey injured miners for the one mile (1.6 kms) journey to the then Kurri Cottage Hospital.

Almost from the date that the East Greta Coal Mining Company commenced its mining operation at the Stanford Greta Tunnel in August 1900, Mr F. Baker commenced to make bricks on the Stanford Merthyr lease. Its clay was said to have been very well suited for brick making. (Author's note: Mr Baker was later associated with brick yards at East Maitland).

In the first days, bricks were sun-dried. Soon brick kilns were constructed some 300 yards on the East Greta side of the Stanford Merthyr Colliery rail sidings. Later a short rail siding was constructed to the kilns. Entry was by a reverse movement shunt to "Down" trains. The rail access allowed the East Greta Coal Mining Company to supply bricks at cost to all its various undertakings.

At the time of the commencement of mining operations by the East Greta Coal Mining Company on 4th February 1901, the Board of Directors of that company were:

The history of the East Greta Coal Mining Company has been fully outlined in these notes, (see page 44 to 53). Those early details also apply to Stanford Merthyr Colliery.

Mr T.W. Edgeworth David, (later Professor) proved the Greta Coal Seams on 3rd August 1886. Following David's report to his superiors at the Mines Department and which was detailed in its Annual Report, a number of investor groups showed keen interest in commencing coal mining operations. Mr Henry Trenchard, a West Maitland bank manager, led two such groups in an investigation of such possibilities. One centred on John H. Garven's land in the Parish of Heddon, the second with the Parish of Stanford.

Mr Edwin (Ted) Pepper, a well-known early mining bore sinker, in an interview with a Newcastle Morning Herald newspaper reporter, details of which were published in the issue dated 5th January 1904, described many test bores he had made. Amongst his mining achievements listed, Edwin Pepper claimed that in 1891 he had made trial prospecting test tunnels for a Stanford Greta group, amongst whom were Messrs Trenchard, Adams, Clift and others.

In its 1891 Annual Report, the Mines Department informs that some mining operations were being made at the Stanford Greta tunnels. The 1892 Annual Report states that this work had been suspended. No doubt this group had retained some interest, because the 1898 Mines Department Annual Report documents the resumption of mining operations at the Stanford Greta Tunnels on the 16th September 1898 under the supervision of Mr Thomas Innes as the "permit" manager. Results must have been encouraging, and the group saw a need for a transport to the market, because efforts were made seeking the NSW Parliament's permission to construct a railway to link the Stanford Greta Tunnels with the East Greta Coal Mining Company Railway for the purpose of moving the coal produced. Authority was granted to Samuel Clift and others to build a railway by the Stanford Railway Act dated 25th July 1900.

It would seem that these early "Maitland groups" coal mining entrepreneurs at both Heddon and Stanford had over-extended their financial commitments to such a degree that it caused them some credit problems. On Wednesday 1st August 1900 two major coal companies of that era, jointly made an offer to the shareholders of the Stanford Greta Tunnels to purchase their lease. The offer was accepted. The eastern part of the lease and the No. 1 Tunnel, an area of 1500 acres was taken over by the East Greta Coal Mining Company for a purchase price of £12,000-0-0 ($24,000.00). This was renamed Stanford Merthyr Colliery. The No. 2 Tunnel and the western portion of the Stanford Greta Tunnels lease was purchased by J. & A. Brown Limited.

The 1901 Mines Department Annual Report at page 148 records that Mr Azariah Thomas, General Manager of the East Greta Coal Mining Company on the 4th February 1901 notified the Mines Department that his company had commenced mining operations in its recently purchased Stanford Merthyr mine. Virgin bush had surrounded the original No. 1 Tunnel. An area of this was cleared by a gang of men under the supervision of Mr Walter Jones (senior). A pit-top structure was erected by a second gang of men under the supervision of Mr Edward (Ned) Davis, who later became the first colliery engineer. A small haulage engine, plus a boiler and a pump were installed by the end of April 1901. Miners began the task of driving and opening out the tunnels.

The East Greta Coal Mining Company appears to have acquired the right to construct the Stanford Railway at the same time as it purchased the Stanford Greta No. 1 Tunnel and the eastern portion of the lease. The construction of this railway was commenced in March or April 1901 and was completed by the beginning of September 1901. This railway was 5 miles 18 chains (8.36 kms) in length. It was officially opened together with the Stanford Merthyr Colliery at a banquet held in the blacksmith's workshops at Stanford Merthyr Colliery on Friday 6th September 1901 (See page 49 for details).

The new Stanford Merthyr Colliery under the careful and prudent administration of Mr Azariah Thomas, the General Manager, supported by the directors of the East Greta Coal Mining Company had quickly grown and prospered. The company erected large and substantial pit-top buildings, installed efficient and first-class equipment, constructed an electricity generation plant, made dams, extended its colliery rail sidings and built a huge 2500 tons elevated slack coal holding box. Production was good, coal sales excellent and prospects showed a bright future.

The early mining population surrounding the new Stanford Merthyr Colliery had pressured the NSW Government to make freehold land available on which to build homes. The miners' union leaders had considered the lease charge made by the company for the land surrounding the mine, and on which miners had built their "shack" homes as being an imposition. Further that it was an endeavour by the company to have some "unwritten" obligation by the miner to keep allegiance and continuity to Stanford Merthyr Colliery. Finally the State Government agreed to make land available. On 6th June 1902 M.J. Beatty, the District Surveyor and Officer-in-charge of the East Maitland Lands Board Office in company with Mr A. Atkinson, the Chief Inspector of Coal Mines from the Mines Department and Mr Azariah Thomas, General Manager of the East Greta Coal Mining Company, made an "on-area" inspection and selected the site of the present town of Kurri Kurri. Sale of the township's allotments was conducted at an auction sale held in Mr J.H. Brunker's rooms at Maitland on January 10th 1903. Mr H.A. Fitzpatrick, a head office Crown Land Agent assisted by a team of clerks attended the auction sale, and prepared transfers to speed up the title exchanges.

A fire and explosion took place in Stanford Merthyr Colliery in the early a.m. of Sunday 29th October 1905. Although warning electric bells had rung at 1.45 a.m., it was not until some hours later, that the great volume of black smoke was observed. In the work to control the fire and heating, a temporary "stopping" was placed across the "little" tunnel to cut off the supply of air. This stopping had consisted of tongue and grooved boards. It is thought that this flimsy stopping caused coal gas to be distilled by the heating. Finally this gas ignited and exploded at about 11.30 a.m. in the morning.

This explosion killed six and badly injured nine persons. Amongst those killed was Henry John Adams, a director of the East Greta Coal Mining Company. Mr Adams had been one of the early mining investors and proposers in a number of the groups on the South Maitland Greta Seams coalfield.

The mouth of the three entry tunnels at Stanford Merthyr Colliery as well as the "pipes-shaft" were all sealed with "cartloads of earth and clay", and finally with a 14 inches thick brick stopping. Later two 2 inches diameter bore-holes were sunk into the seat of the fire and down which water was poured. Stanford Merthyr Colliery remained closed for 238 days, and it re-opened on Tuesday 26th June 1906. The re-opening was first tackled by removing the stopping on the "little" tunnel. During this operation, ventilation was provided by having 3 sets of 12 inches diameter galvanised iron pipes connected to the fan to act as a temporary return air-way. It was found that the fire had "coked" the coal in the tunnel walls, and had deposited tar in many places. Burnt-out timbers and "props" had caused many fall-ins. Stanford Merthyr again produced coal by normal working on Monday 6th August 1906.

The East Greta Coal Mining Company during 1925 reached an agreement with Tarro Shire Council to supply domestic electricity power to the houses in Kurri, as well as providing the street lighting.

On 24th February 1918, an inrush of rain waters broke into Stanford Merthyr Colliery, and caused much damage by breaking seals, smashing timbers and by scouring. It was estimated that some 70,000 gallons had run into the mine from a disused quarry situated above the Stanford Merthyr mine. This quarry had supplied the clay used in the colliery's brickworks.

During 1928 Stanford Merthyr Colliery was idle for 10 months of that year due to a depressed coal trade. Perhaps a prelude to events to come such as the Depression and the Miners' Lockout, that commenced in June 1929.

The Lockout had another effect on Stanford Merthyr village and Kurri. South Maitland Railways employees supported the miners in their industrial struggle and ceased work in September 1929 when they refused to haul coal trains loaded prior to the stoppage. The South Maitland Railways employees thus also considered to be on strike. This too had had another serious effect, because the passenger train service was cancelled for approximately 9 months. On the 1st March 1930, the South Maitland Railways Company carriages at East Greta Junction caught fire and destroyed all 30 passenger train vehicles. When the miners resumed and normal work again commenced, South Maitland Railways Limited had contracted with the NSW Government Railways to run the passenger service to Cessnock at a "train-hire" fee. The Government Railways was to provide the locomotives, the carriages, the engine crews and the guards. South Maitland Railways was to provide the station staff and signalmen. The passenger train service that had previously operated on the Stanford Railway between Maitland and Kurri (Stanford Merthyr) was cancelled. In its place, South Maitland Railways ran its own omnibus road service from Stanford Merthyr village, Pelaw Main village and a number of other Kurri localities to the North Kurri Railway Station situated on the East Greta Junction to Cessnock Railway.

As has been outlined previously on pages 53 and 133, an amalgamation of J. & A. Brown Limited and Abermain - Seaham Collieries Company, in January 1931, the new company became J.A.B.A.S. or J. & A. Brown Abermain - Seaham Company Limited. This company immediately took steps to take-over the East Greta Coal Mining company and its assets. As a direct result, as from March 1931, Stanford Merthyr No. 1 Colliery became the property of the J.A.B.A.S. group. Perhaps because of the J. & A. Brown Limited influence, one of the first alterations made was that Stanford Merthyr No. 1 Colliery was renamed Stanford Main No. 1 Colliery.

Floodings in the Hunter Valley, in its rivers and in its back-waters during the late 1920's and in the early 1930's had inundated many coal mines, particularly adjacent to Tester's Hollow. The 1930 Mines Department Annual Report informs that on the 4th November 1930, due to incessant rains during the year. Underground falls and heavy subsidences in the Stanford Main No. 1 Colliery lease had extended to the surface. More serious damage during that year due to the rains, was the destruction of Glen Ayr Colliery and the severe underground flooding of the Ayrfield Collieries mines.

A large subsidence occurred on the Ayrfield Collieries Company's lease on the 27th July 1934. (See page 109 for a more detailed record). This huge crater-like hole was 45 yards long by 30 yards wide by 30 feet deep. All parties, the mining companies, the railway company and Miners Federation officials considered that it was impossible to restore the area for the safe passage of the railway's trains. From mid-August 1934 all rail traffic on the Stanford Railway beyond the entry to Ayrfield No. 1 Colliery was stopped.

The last Stanford Main No. 1 Colliery coal train to travel via the Stanford Railway to East Greta Junction had been hauled on the 24th July 1934. The very first train from Stanford Merthyr Colliery had been hauled on the Stanford Railway on the 17th January 1902. The first full train from Pelaw Main Colliery had been hauled via the Stanford Railway to East Greta Junction also during January 1902. The last Pelaw Main Colliery coal train hauled via the Stanford Railway to East Greta Junction was on Friday 23rd June 1905. From Monday 26th June 1905 all Pelaw Main Colliery coal trains were hauled via the Richmond Vale Railway to Hexham. After the closure of the Stanford Railway in August 1934, all Stanford Main No. 1 Colliery coal production was hauled via the Richmond Vale Railway until Stanford Main No. 1 Colliery closed on the 24th May 1957.

East Greta Coal Mining Company during 1925 reached an agreement with Tarro Shire Council to supply domestic electric power to the houses in Kurri, as well as providing the Kurri township street lighting. Following the take-over of Stanford Main No. 1 Colliery as part of the East Greta Coal Mining Company's assets by the J. & A. Brown Abermain - Seaham Company (J.A.B.A.S. group) electricity continued to be generated at the Stanford Merthyr Colliery powerhouse. However on 12th September, 1933, this generation plant at Stanford Main No. 1 Colliery was closed and the electricity for use at that colliery was transmitted from the group's electrical powerhouse at Richmond Main Colliery. Electrical power for domestic use in Kurri homes and the town lighting supply was also changed to come from the Richmond Main powerhouse as from the 12th September 1933. J.A.B.A.S. reached an agreement with Kearsley Shire Council as to the conditions to apply in the supply of Kurri, Stanford and Pelaw Main and neighbouring areas with electricity for street lighting and domestic use. This agreement was made on the 19th December 1933.

However the changeover from the earlier East Greta Coal Mining Company took 12 months to accomplish. The East Greta Coal Mining Company electricity agreement with the Kearsley Shire was finally terminated on the 11th December 1934. Certain areas nearby at this time came under the Tarro Shire Council. A similar fresh agreement for these areas was made with that Shire.

The office for handling the electricity power accounts remained at the Stanford Main No. 1 Colliery office. The supply, maintenance and accounting for domestic electricity at Kurri, as well as for the street town lighting remained in this situation until the 13th July 1957. At this date the newly formed Government Authority, the Hunter Valley County Council took over.

After the formation of Coal and Allied Limited on the 2nd May 1960, and by which the J.A.B.A.S. group and Caledonian Collieries Limited were united in one company, a small area of the Stanford Main No. 1 Colliery lease adjacent to the pit-top region was mined under open-cut methods. This open-cut was operated in the late 1960's by Goodsir and Cooper, contractors, for the owners Coal and Allied Limited, under an agreement dated 23rd January 1968.

Mr Tom Cooper informed that this open-cut was only a fairly small operation. Prior to this working Coal and Allied Limited had arranged for the rails and sleepers in the rail sidings to be lifted. When coal production in the open-cut working had been completed, Coal and Allied engaged Goodsir and Cooper to demolish all standing structures and to "doze" this into the open-cut as part of the restoration fill. The twin colliery chimney stacks and a large brick structure, said to have been 80 feet long by 40 feet wide and 30 feet high, and thought to have been either the original boiler house or the power house presented some minor problem. This was quickly eased by the attentions of Mr Gary McDonald of Congewai, an experienced shot-firer. With explosives strategically placed the building and stacks were dropped in one operation. A bystander at the time said the stacks had fallen like trees, one after the other, and each stack in three pieces. The heap of rubble, bricks and debris was pushed by the "dozer" into the open-cut, and later covered with earth. One of the operators, Mr Des Harris of Allandale Road, Cessnock, said the whole work was completed on 29th June 1968.

Stanford Merthyr Colliery, renamed Stanford Main No. 1 Colliery, ceased its mining operations on the 24th May 1957.

The area has all been cleared and levelled, and today shows no signs or indications of mining or railway activities.

(A) Record Tracing No.:	247 A.
(B) Register:	Northern Collieries Lease Books - Book No. 1 - No. 44
(C) Papers:	1902/8340; Revised 1912/2013; 1921/4044.