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| Funeral procession for the 1931 disaster victims |
Coal mining has always been a dangerous occupation, working so far underground in cramped airless conditions amongst heavy machinery, it's no wonder that miners suffer injury or even loss of life. But every so often a major disaster occurs which leads to the loss of many lives and rocks the surrounding neighbourhood for years to come. Two such disasters have occurred in Bentley within living memory. This is the story of them both.
The Disaster of 1931
Friday the 20th of November 1931 must go down in history as the darkest day Bentleyhad ever known. At approximately 5.45 p.mon that day a huge explosion occurred deep underground in the North East District of the mine.
A sudden flash of flame shot across the workings and brought the roof and walls crashing down, while miners were thrown through the air by the force of the blast.
Some miners were overcome by flammable gas, known as 'firedamp', while others were trapped by roof falls blocking exit shafts.
Rescue teams raced to clear debris while fires burned, threatening more explosions. During a second blast, five hours later, three rescuers were severely burned. A third blast occurred sometime later. Rescuers totalled 250, and they worked in stifling conditions, often driven back by heat, smoke and gas.
The dead and injured were stretchered to the shafts and brought to the surface, while at the pit-head a crowd of 2,000 men and women watched while the injured were brought out and placed into a continual procession of ambulances.
Kathleen Higson recalls how her father helped to alert the rescue services, and what she witnessed from her home nearby.
The next day King George V sent the following message:
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| Crowds gather at the pit head |
Kathleen Higson recalls how her father helped to alert the rescue services, and what she witnessed from her home nearby.
'He went into the time office, and was met by an anxious clerk who said, "Can you help me? they have just rung from below ground to say that there has been an explosion". Dad helped him to alert the rescue services, the Colliery Manager and the Colliery Agent.
When he came home to Mum, she rounded up the neighbours to fill and light their copper fires so that hot water would be available if needed. Word began to spread. The two grocers on Victoria Road sent free supplies of tea and sugar. I watched from my bedroom window as a crowd of anxious people built up, filling the road outside and spreading into the pay yard. It was a silent waiting crowd that sometimes parted to let a vehicle through. It was at school on Monday morning that I learned that the father of one of my friends had died.'Terrible injuries meant that some of the men could not be identified. 43 men were killed instantly, four were brought out injured, and five were never recovered. Two later died in hospital, bringing the total number of fatalities to 45.
The next day King George V sent the following message:
'The Queen and I are shocked to hear of the disaster which occurred last night at Bentley and send our heartfelt sympathy to the families of those who have lost their lives tragically.'
The Inquest
An inquest on the victims of the disaster was opened three days later in the colliery office. The coroner Mr Carlile, opened by expressing sympathy for the relatives of the victims stating:
"We can only trust they will be given sufficient courage and strength to bear their loss and that the efforts of those who seek to provide for their welfare will meet with abundant success."
Colliery machinery was silent as a sad procession of witnesses came before the coroner, widows, some with seven or eight children, came to give their evidence. The men, in twos and threes, dressed in their Sunday clothes walked up to the colliery in near silence.
Throughout the hearing harrowing tales began to emerge:
Tragic scenes met the first men to arrive from workings nearby. Miners were scattered on the ground with their clothes burned away, while others appeared to have been blinded.
The first rescue was carried out by Arthur Kirkland, despite being badly burned and having lost a hand, he was crawling to safety when he met T. Hannon, a pony driver, whose foot had become trapped under a tub. Kirkland managed to lift the tub off his foot and dragged the man 300 yards to safety. Arthur Kirkland did not survive, and the story of his strength and courage only became known later.
The first rescue was carried out by Arthur Kirkland, despite being badly burned and having lost a hand, he was crawling to safety when he met T. Hannon, a pony driver, whose foot had become trapped under a tub. Kirkland managed to lift the tub off his foot and dragged the man 300 yards to safety. Arthur Kirkland did not survive, and the story of his strength and courage only became known later.
A miner working in another part of the mine before the explosion had returned to the surface, but on hearing of the disaster he immediately joined the rescue effort. He went down the pit and found his own son lying unconscious. He dragged him out, to be taken to hospital, but it was the last time he saw him alive.
Albert Edward Barcock was the youngest victim at age 17.
Albert Edward Barcock was the youngest victim at age 17.
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| Volunteer rescuers on their return to the surface. |
Tales of great gallantry also emerged, and in tribute to those who had worked tirelessly to rescue the men, Mr Carlile said:
"It is always a matter of great satisfaction to know there are always plenty of men willing to risk their own lives to save the lives of others."
One of the proprietors of the colliery, Major Barberhad also acted courageously in the rescue work, and speaking in a hushed voice shaking with emotion, he paid tribute to the volunteers' superhuman efforts, and the colleagues of the dead.
The general manager of the colliery, Mr Phillips made special mention of Mr Donald MacGregor, the agent, Mr Albert Longden, the manager, and those who were there from the first:
"They risked everything. It was not a question of getting volunteers, but preventing them from taking unnecessary risks to rescue the men."
Mr Joseph Joneswas the secretary of the local branch of the Yorkshire Miner's Association, and he brought their attention to another unknown hero of the disaster:
"I should particularly like to mention Surveyor Temperley. Without rescue apparatus or anything to protect him, immediately he knew there were two men left and the likelihood that they might be alive,he dashed in and brought one out. This particularly courageous act stands out gloriously and shows the risks men were prepared to take."
It was the opinion of Sir Henry Walker Chief H.M.I. that the explosion was the result of a gob fire which had gone undetected due to the amount of air circulating in the underground roads.
The Funeral
Wednesday the 25th of November 1931 was a damp, misty day, which must have added to the sombre atmosphere in Bentley New village, as people began to gather for the funeral procession and burial of 32 of the disaster victims. Five of the victims would lie entombed in a sealed off part of the pit where they perished, and others would be buried in their native places.
The route from the church of St Philip and St James in the New Village, to the cemetery at Arksey, a mile and a half away, was packed with dumb-stricken crowds of people, ten deep in places. The police estimated there were 30,000 people lining the route,. Hundreds of people had come from mining districts all over Yorkshire. First aid tents were set up at various points along the route, to treat the many fainting women and children.
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| The Bishop of Sheffield (top hat) and wife, with Rev J Lynes of Bentley and Rev J Pierce Price of Arksey. |
The funeral began at the church of St Philip and St James, with only close relatives allowed into the church. The coffins were laid in long rows beneath thousands of wreaths.
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| The coffins being carried out of church |
After the service the coffins were brought out by ambulance men and placed on lorries draped with purple. In front of these improvised hearses were three more draped lorries piled high with wreaths on triangular stands.
Family mourners followed behind, then came officials of the Yorkshire Miners' Association, and representatives of the colliery.
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| The procession turning on to The Avenue |
The procession passed from Victoria Road to the long stretch of The Avenue, from where it turned left on to Arksey Lane. On arriving at Arksey cemetery, some 2000 people were crowded around the large open grave, lined with evergreens.
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| The grave at Arksey Cemetery |
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| The funeral flowers |
A large memorial was erected to the victims buried there, and those whose remains still lie in the pit, are also remembered here (see photo at foot of article).
More Photos of the Procession
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| Turning from The Avenue on to Arksey Lane |
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| Another view of The Avenue/Arksey Lane turning |
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| The crowds |
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| Crowds on Arksey Lane, Holly House behind the tree (centre left) |
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| View from a propertyon the corner of The Avenue/Arksey Lane |
Honouring the Heroes
In September 1932 it was announced that eight men who had performed heroic assistance in the rescue effort, were to be awarded for their special gallantry. Awarded the Edward Medal for Mines in Silver were Ernest Allport, Deputy, St John's Ambulance man and a member of the Colliery Rescue Brigade. Edgar Hamilton Frazer, Divisional Inspector of Mines. Samuel Jarrett Temperley, Assistant Surveyor. John Ward, pony driver. Awarded the Edward Medal for Mines in Bronze were Richard Edward Darker, pony driver. Oliver Soulsby, haulage hand. Frank Sykes, Corporal; and Philip William Yates, haulage driver.
The Edward Medal was established in 1907 for heroic acts, performed by miners and quarrymen who endanger their own lives in pursuit of saving others in peril. Silver was the First Class award, Bronze the Second Class.
Some of the heroic acts carried out by the Bentley heroes are described below.
Ernest Allport spent over three hours in breathing apparatus helping stretcher cases when his breathing apparatus needed replenishing. Following the second explosion, and a call for volunteers, he seized some breathing apparatus and joined a rescue party which pushed past a fire to rescue two other men.
Samuel Jarrett Temperley volunteered to lead a rescue party into the return airway despite a fire being on their route. Making their way there an explosion occurred severely injuring three of the rescuers, who then turned back. However, Mr Temperley and one of the mines inspectors went on even though he had no breathing equipment, and managed to reach the airway entrance where he helped to carry an injured man past one of the fires.
Pony driver John Ward was in a nearby part of the coalface when he was blown off his feet by the blast and covered in a thick cloud of dust. When he recovered, he guided himself in the darkness by feeling for rails and tubs, to reach the face. He helped an injured man to safety and repeatedly returned to the face to help other injured men for the next three hours, until he was completely exhausted.
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| Frank Sykes |
The Edward Medal was established in 1907 for heroic acts, performed by miners and quarrymen who endanger their own lives in pursuit of saving others in peril. Silver was the First Class award, Bronze the Second Class.
Some of the heroic acts carried out by the Bentley heroes are described below.
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| Ernest Allport |
Ernest Allport spent over three hours in breathing apparatus helping stretcher cases when his breathing apparatus needed replenishing. Following the second explosion, and a call for volunteers, he seized some breathing apparatus and joined a rescue party which pushed past a fire to rescue two other men.
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| Richard E. Darker |
Samuel Jarrett Temperley volunteered to lead a rescue party into the return airway despite a fire being on their route. Making their way there an explosion occurred severely injuring three of the rescuers, who then turned back. However, Mr Temperley and one of the mines inspectors went on even though he had no breathing equipment, and managed to reach the airway entrance where he helped to carry an injured man past one of the fires.
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| Oliver Soulsby |
Pony driver John Ward was in a nearby part of the coalface when he was blown off his feet by the blast and covered in a thick cloud of dust. When he recovered, he guided himself in the darkness by feeling for rails and tubs, to reach the face. He helped an injured man to safety and repeatedly returned to the face to help other injured men for the next three hours, until he was completely exhausted.
The Edward Medals were presented by King George V at Buckingham Palace on the 24th of February 1933. The award was followed in 1977 by a Jubilee Medal which consisted of a George Cross and Jubilee dress miniature pair. These were presented by Queen Elizabeth II to the six surviving heroes at an investiture that year.
In 1996 the Bentley with Arksey Heritage Society managed to purchase, at auction, Frank Sykes collection of medals, following his death in 1982 in Cleckheaton.
There were many acts of gallantry that fateful night, but only a few were chosen to be honoured, speaking bluntly about this Sam Temperley is known to have said:
"I was embarrassed to get a medal. It was invidious to single out a few when there were 30 to 40 men in the rescue."
Another miner said a few days after the disaster:
"Every chap the explosion hit was one of our pals. They're dead, most of them, and it's no time for us to pose as heroes."
The victims
Agnew, William; aged 34.
Allsop, James; aged 27.
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Atkinson, Charles; aged 37.
Barcock, Albert Edward; aged 17.
Beastall, Henry; aged 58.
Bentley, George Robert; aged 48.
Brett, John; aged 37.
Bocklehurst, William; aged 45.
Brown, John; aged 31.
Buxton, Stanley; aged 28.
Calladine, Albert; aged 31.
Callaghan, John; aged 37.
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Cawood, Ernest; aged 50.
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Cheetham, Herbert; aged 30.
Derrick, Richard Thomas; aged 53.
Dove, Thomas; aged 43.
Farnsworth, William; aged 29.
Grain, Joseph William; aged 35.
Greaves, James Roland; aged 33.
Green, Thomas; aged 42.
Guy, Leonard; aged 34.
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Hayes, Clifford; aged 25.
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Hibbert, Alfred; aged 44.
Hopkinson, Thomas; aged 33.
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Huckerby, Albert Edward; aged 29.
Jones, Leonard; aged 24.
Kirkland, Arthur; aged 44.
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Lawton, Harold; aged 31.
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Leyland, James; aged 49.
Llewellyn, John; aged 47.
Maloney, Daniel; aged 35.
Mason, Samuel; aged 47.
Middleton, Wilfred; aged 36.
Peck, John Ernest; aged 31.
Pritchett, Joseph; aged 53.
Pritchett, William; aged 46.
Rowe, James; aged 55.
Singleton; George; aged 29.
Sleath, Lawrence Oliver; aged 27.
Smith, John Hilton; aged 24.
Templeman, Samuel William; aged 47.
Ward, William; aged 41.
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Wilcock, Clifford; aged 25.
Windle, Horace; aged 36.
Womack, Henry; aged 44.
The Disaster of 1978
Forty seven years, almost to the day, after the terrible disaster at Bentley Colliery which saw the deaths of forty five miners, another tragedy occurred at the colliery, resulting in the deaths of seven men, while nineteen others were injured. This was no explosion though, instead it was an underground train crash which brought sadness to the village. This is what happened.
Before the Accident
Introduced in 1939, manriding diesel locomotives, or 'paddy trains', were used to shuttle the miners and haul coal underground. A fleet of twelve locomotives were operated at the pit, and varied in age from 22 to 33 years. A garage near the pit bottom serviced and controlled the trains.
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| Manriding paddy train |
On Monday the 20th of November 1978 the night shift got under way as normal at 10.15pm. Some men boarded a train to their working district, and others boarded two trains to a paddy station.
Train drivers usually worked with their regular conductor, and on this night the No 13 locomotive was driven by R L Wade, with his conductor H A Wells. This train had four carriages. The other train on the journey to the paddy station was the No18 locomotive, with two carriages, driven by G Shone, however, his conductor was not working that night. The pit bottom deputy looked down his list of trained conductors and nominated Allott as a substitute conductor for the night. However, he had confused the name Allott with the name Aylott, who was also listed. So Allott was sent to work for which he had not been trained.
Three trains left the garage at about 4.00am in readiness to shuttle the men out at the end of the shift. Train No 13, driven by Wade, with Wells, the conductor, hauled two carriages which had been repaired during the shift.
Heading towards the coalface, the track climbed on a gradient of 1:16, so, to prevent runaway trains, the track was fitted with 'arrestors', designed to provide a shock absorbing 'brake' to bring out of control trains to a safe stop. The arrestor is fitted between the main rails, on auxilliary rails. It has an impact head which protrudes above the rails to make contact with runaway trains. It has an operating lever to lower the impact head, which must be held down to allow trains to pass over it normally.
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| A Godwin arrestor |
Wade stopped his train at the arrestor and Wells lowered the lever on the impact head, and bolted it in place. The train passed over the arrestor, but Wells left the impact head bolted down as he'd seen the lights of a following train, and assumed it would follow him, but it actually turned off onto another route.
The No 18 locomotive, driven by Shone, was the next to approach the bolted down arrestor. He saw that it was pinned in place, and decided to leave it that way, and continued to the top of the incline.
Both trains arrived at the top of the incline, and after some shunting, the repaired carriages and two others were coupled to Shone's locomotive. Wade and Wells assisted the untrained Allott (the substitute conductor) with this operation.
Shone's No 18 train now had four carriages, and would travel down first, followed by Wade's No 13 train, consisting of two carriages. Men already occupied all the carriages waiting to take them out of the mine. Allott was told to sit in the rear of the last carriage (No 6), as was usual for a conductor, and was subsequently left behind in the next event.
The Accident
Once the No 18 train had been coupled together, it was required to move forward a short distance to allow the No 13 locomotive to be brought out and coupled to the remaining two carriages.
Shone set off intending to drive about 20 - 30 feet, but his train accelerated down the incline with 65 men aboard.
The train was now travelling at excessive speed and Shone applied the mechanical brakes causing the locomotives wheels to lock. He carried out an anti-skid manoeuvre, but it had no effect on the speed of the train.
By now, the speed of the train was apparent to the passengers, who began to assume crouching positions for the impending impact with the arrestor.
However, the impact head of the arrestor was still pinned down, and Shone realized this as he approached. All he could do was hope that the train would negotiate the curve in the track.
The locomotive passed around the curve, as did the front of the first carriage, but the rear and the front of the second carriage left the track, parted, and crashed into the roadway supports. The front wheels of the locomotive were derailed, while the first carriage was completely derailed, but remained upright. The second and third carriages were some 67 feet behind, derailed and tilted, the fourth carriage was derailed but upright.
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| The wrecked carriages |
Following the Crash
Men who had been travelling in the third carriage, and were not physically injured in the crash, rushed to assist with recovery operations. They were soon joined by those waiting on the second, No 13 train, and more from a third train which had just returned with men from another district. One man ran back to the junction to alert the controller and request medical assistance.
During the recovery it was noted by two men assisting, that the arrestor lever was still pinned in the down position.
A doctor and nursing sister were transported to the accident site on a quickly assembled train. At the site some men were trapped between the last three carriages and the roadway. These carriages were uncoupled and rolled over to release the men. Stretcher cases were taken out by the train used earlier by the doctor and nurse, while those who were able walked out. All were brought out within two hours. Eighteen were taken to hospital, where four of them were temporarily detained. Forty men were treated for shock at the colliery medical centre, and the seven deceased were brought up by 9.00am.
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| Ambulance leaving the colliery after the accident |
Seperate funerals were held for the victims, and a dedication was added to the Bentley Colliery Disaster memorial at Arksey Cemetery (see photo at foot of page).
Investigation and Conclusion
An investigation was carried out to find the cause of the accident. This consisted of an examination of the locomotive, the arrestor, and testimonies from those involved.
The locomotive was found to be in a good condition and level of maintainance, and did not contribute to the accident.
The arrestor was in good working order, although the impact head did not always return to its operative position, and sometimes needed slight pressure on the lever to return it. However, that night the arrestor had been deliberately pinned down, and could not operate as it should. The arrestor was fitted with red and green lights to indicate the position of the impact head, but these had not been properly maintained for some time, leading to trains passing over a permanent red light.
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| Bill Askew, chief engineer for Doncaster, with an arrestor, 21 Nov 1978 |
It was concluded that the drivers and conductors had not been properly trained; driver Shone had only been authorised to drive 23 days before the accident, and his inexperience led to him being unable to cope with the situation which developed. Allott had been placed on conductor duties in error, without training or authorisation.
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| L to R Jack Wood (Area Director), Arthur Scargill and Derek Ezra (NCB Chairman) after the accident |
A number of recommendations were made following the investigation, including, strict adherance of transport rules, certification of drivers linked to the type of locomotive they had been trained on, and drivers to have reasonable post training experience before being allowed to drive manriding trains. Recommendations also extended to replacing elderly locomotives, and fitting speedometers, and the design of new carriages to be given extra strength. Finally, the design of the arrestor should be developed so that it automatically retracts for trains operating at normal speeds, but remains in the operative position for trains travelling at excessive speeds.
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| Arrestor rules |
The Victims
Aitcheson, Robert; aged 54, Faceworker.
Box, Donald; aged 39, Faceworker.
Green, Kenneth; aged 38, Faceworker.
Hall, David R; aged 21, Face Trainee.
Henderson, Geoffrey; aged 39, Faceworker.
Hickman, Michael Edward; aged 18, Face Trainee.
Mitchell, James; aged 55, Faceworker.
Seriously Injured
Butcher, J; Aged 57, Shift Charge Engineer.
Rush, Thomas J; aged 26, Supply Man.
Thompson, Paul; aged 26, Ripper.
Bentley Colliery Disaster Memorial
The inscription reads:
In memory of the forty-five men and boys who lost their lives in the Bentley Colliery explosion on the 20th November 1931.
And of the seven men who lost their lives in the Bentley Colliery Disaster on the 21st November 1978.
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| 50th anniversary memorial service 1981 |
This article is dedicated to all those who lost their lives in the two disasters at Bentley Colliery.
Thanks to
George Harriman for funeral procession photos.
Colin Hardisty for forwarding Mr Harriman's photos, and other information.
Sean Brennan for photos.