Blackhall Colliery railway station

Blackhall Colliery railway station served the village of Blackhall Colliery in County Durham, North East England. It was located on the Durham Coast Line, north of Blackhall Rocks and south of Horden.

1. History

The North Eastern Railway opened their new coastal line linking the former Londonderry, Seaham and Sunderland Railway at Seaham and the former Hartlepool Dock and Railway at Hart to passenger traffic on 1 April 1905. This line was built, primarily, to avoid the steep gradients of the inland route at Ryhope Bank and Hesleden but also provided access to the newly developed collieries along the Durham Coast. However, when the line was opened, the NER chose to build the station to serve the Blackhalls at what became Blackhall Rocks as sinking of the colliery at Blackhall did not begin until 1909 and thus the main traffic that was expected to use the station was that of tourists visiting the caves at Blackhall Rocks. This meant that the village that developed to serve the colliery was left some distance from their nearest railway station. Eventually, the London and North Eastern Railway (LNER), who had absorbed the NER in 1923, agreed to open an additional station to serve Blackhall Colliery. Construction of the station began on 6 July 1936 and was opened, just 18 days later, on 24 July 1936 by the then manager of Blackhall Colliery and county councillor Ernest Chicken who then proceeded to purchase the first ticket from the station ticket office. The station was recommended for closure in the Beeching Report and was duly closed on 4 May 1964 when all stopping services on the line between Sunderland and Hartlepool were withdrawn. Passenger services continue to pass through the site of the station but run non-stop between Seaham and Hartlepool.

1. References


1. External links

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Easington Colliery

Easington Colliery est une ville anglaise située dans le comté de Durham, au nord-est du pays. En 2011, sa population était de 5 022 habitants. Easington Colliery, was one of the most modern and productive mines in Europe but at 4.20am the picks of the coal cutting machine cutter, which was working in the Duck Bill district of the Five Quarter seam, struck pyrites causing sparks which ignited firedamp causing an explosion which brought down 120 yards of roof and entombed 81 men. The explosion took place 900 feet below ground. 38 men were coming to the end of their shift and were to be replaced by 43 men who were working the fore-shift. The cause of the explosion was the ignition of firedamp triggered by the picks of a coal cutting machine, operating on a retreating longwall face, when they struck pyrites. The explosion spread through 16,000 yards of roadway and caused the deaths of 81 persons. Two persons died in the ensuing rescue operations. The Inquiry was opened at the Easington Colliery Welfare Hall, Easington, on 30th October and terminated on 15th November. Evidence was taken on 13 days and 75 witnesses were examined. The death toll rose when two rescue men were killed, taking the death toll to 83. They were Henry Burdess, 43, a Deputy, from Brancepeth Colliery, and John Wallace, 26, Back Overman. Rescue Worker Casualties John Young Wallace, a fully trained rescue man of 26 and an overman at Easington, was acting as the captain of a rescue team when he met his death. About half an hour after leaving the fresh air base the team was exploring the West Materials Road in the neighbourhood of No. 10 Stenton when, without any previous signal of distress, Wallace sank to his knees, said a few words from the side of his mouth about sweating, sat down and then fell over unconscious. Probably he died almost at once as his jaw would sag when he lost consciousness and the lethal external atmosphere leaking past the mouth piece would prove fatal within a few moments. Apparently the team had been walking rather more quickly than is usual or prudent in rescue operations and they had had to negotiate a number of obstructions, but they had travelled only about 700 yards from the base and no other member of the team was distressed. According to the evidence, when Wallace collapsed his mouth-piece and nose clip were in place; air was flowing normally into the breathing bag from the liquid air pack; and he\ had not previously spoken. Wallace undoubtedly died from carbon monoxide poisoning. A post-mortem examination revealed in both lungs a degree of emphysema sufficient to cause breathlessness on heavy physical exertion, especially if such exertion were undertaken whilst wearing self-contained breathing apparatus under conditions of both mental and physical stress. In answer to questions by Mr. T. A. Jones and myself, Dr. W. C. Sharp, H.M. Medical Inspector of Mines, expressed the opinion that as a consequence of his exertions Wallace might have experienced sufficient difficulty in breathing to cause an involuntary opening of the mouth; that this would allow the outside atmosphere to leak past the mouth-piece; and that with the high concentration of carbon monoxide existing—probably of the order of three per cent. - even a slight leakage would induce a sufficient quantity into the breathing circuit to cause him to collapse. Three days after the death of Wallace, Henry Burdess, a trained rescue man, died in somewhat similar circumstances. About 35 minutes after leaving the fresh air base, Burdess signalled to his captain that he was in distress. His breathing bag was inflated and functioning normally and his nose-clip and mouth-piece were in place. Although the team had only travelled between 600-700 yards and the other members were quite cool and comfortable, he was sweating heavily.. His captain and another man tried to help him out but after going ten to 12 yards he collapsed. Eventually he was carried out on a stretcher, but on arrival at the fresh air base was found to be dead. Examination and tests of the apparatus carried out by Mr. Calder showed that the automatic relief valve was set at 2.6 inches water-gauge instead of 3.5 inches water-gauge, and that one of the teeth grips of the mouth-piece was torn. Otherwise the apparatus was in order. The effect of the relief valve being set at 2.6 inches water-gauge would be to bring down the volume of air in the breathing bag to rather less than the six litres normally held when the valve is set at 3.5 inches. This, however, should not have had any adverse effect as the quantity of air produced by the Aerophor apparatus is much in excess of that normally required; to quote Mr. Calder, "I would not expect it to affect a man’s breathing in any way other than to reduce the resistance against breathing". As regards the torn teeth grip, it is impossible to say when the damage took place. It may have happened before or after Burdess collapsed, but in any event I do not think it had any particular significance. This view was confirmed in part at least when the apparatus, re-charged but otherwise as it was taken from Burdess’ body, successfully passed one test in which the wearer walked for two hours at four miles per hour and a second test of two hours in which various operations were carried out in an irrespirable atmosphere.