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Griff Collieries Griff Collieries http://www.irsociety.co.uk/Archives/47/Griff.htm THE INDUSTRIAL RAILWAY RECORD No. 47 - p1-19 © APRIL 1973 GRIFF COLLIERIES M. J. LEE Nuneaton, a small town in North Warwickshire, was formerly known principally for its coalmining and associated industries. All the local pits have now ceased production, the last being Griff No.4 which was closed following the exhaustion of coal reserves. This was one of the pits on the Newdigate Estate worked by the Griff Colliery Co Ltd, of which Sir Francis Newdigate, one-time governor-general of Bermuda, was the driving force for many years. Until 1882 the Griff mines were operated under the direct control of the Newdigate family, but from the 12th September 1882 a limited liability company was incorporated to run the undertaking. This company - the Griff Colliery Co Ltd - continued in being until nationalisation of the coal industry came into effect on 1st January 1947. The Newdigate family were quick to exploit the local coal deposits on their Estate. Development began in earnest during the early eighteenth century under Sir Richard Newdigate, who was responsible for two significant improvements. The more important was the adoption of Newcomen’s atmospheric engine to drain the mines, the first example being at work by 1716. The other improvement was the construction between 1700 and 1711 of three small canals or "boatways" (as they were known locally) to convey coal from the outlying parts of the coalfield. Undoubtedly the most famous person connected with the Griff mines was Sir Roger Newdigate (1719 - 1806), a leading advocate of canal transport and builder of the elaborate private canal system on the Arbury estate which incorporated portions of the earlier boatways. Sir Roger was to the canal age what Sir Arthur Heywood was to the railway era. During research into the history of the Arbury Canal it was found that railways had also been used in connection with the canal, three separate tramways being identified. The first of these was built about 1773 to connect a number of small pits at Collycroft with a wharf at the head of the "Coventry Communication Canal" (Grid Reference SP356882). This line appears to have had a relatively short life, and was ultimately superseded by the six Collycroft locks which connected the 'Coventry Communication Canal" to the Arbury Lower Canal. The next tramway was built to convey coal from Griff to a wharf (SP354897) at the head of the Griff Arm of the Coventry Canal (opened on 29th July 1787) and was the precursor of the railway which carried coal down to these wharves until the coo of commercial traffic in 1961. The third tramway was built in 1793 from a wharf at the end of the New Cut (SP355887) to the pits at Griff. This was a double-tracked line which, in conjunction with that just mentioned, enabled Collycroft Locks to be bypassed in times of water shortage. Regrettably, no dimensions of any of these three early tramways have survived. Neither has their subsequent history, but it seems probable that the first and third mentioned became disused with the majority of the Arbury Canal system following Sir Roger Newdigate's death on 25th November 1806. Little is known of the earlier pits operated by the Newdigate family. Barbara Shaft had been sunk well before 1831 and was deepened in 1831-33: the neighbouring Caroline Shaft was sunk in 1832-33. Griff No.4, already mentioned, was sunk in 1850-51 and was followed some twenty years later (1870) by No.5 pit. The Clara and Marion shafts were sunk in 1894-95 and it is recorded that this undertaking, known as Griff Clara pit, was in full production by 1897, being the first pit in the Warwickshire Coalfield to raise 1,000 tons of coal in a day. Indeed, by 1902 the annual output of the Griff collieries had reached half a million tons! Early shaft closures are not well documented. According to local records Griff No.5 closed about 1900. Griff No.4 Charles shaft, mentioned in a 1929 catalogue listing abandoned mines, was a shallow upcast return airway shaft that was never used for coal winding: it also served as an emergency man-winding shaft. The steam winding engine which worked this shaft was a conversion from an old agricultural steam ploughing engine, and an old timer I spoke to about this shaft still retains vivid memories of this rather unconventional winding gear'. Some confusion surrounds the history of what may have been the oldest locomotive at Griff. Society records show it to be CREWE, an inside cylinder 0-4-2 saddle tank built by Bury, Courts & Kennedy in the 1840's, which is thought to have been obtained from the LNWR in 1871. It eventually passed to the Shropshire & Montgomeryshire Railway in 1911 (per R. Hartley) and a photograph of the engine running on the S&M as SEVERN appears on page 62 of Eric Tonks' recently republished book "The Shropshire & Montgomeryshire Railway". However, in "The Locomotives of the Great Western Railway" (RCTS), SEVERN is stated to have come from the Bristol Port Railway & Pier where she was an 0-4-2 side tank, their No.2. Originally built as an 0-4-2 tender engine by the St Helens Railway in the 1850's for their own use, it was taken over by the LNWR and later disposed of: J. Cross & Co rebuilt it to a side tank and it then passed to the BP&P. 1 of 14 07/09/2007 12:22 Griff Collieries http://www.irsociety.co.uk/Archives/47/Griff.htm A map of the tramroad and canal system at Griff about 1805. The dotted (lifted) tramroad is that which was discontinued following the installation of Collycroft locks. That built in 7787 runs on a straight course from the "Coal Pits" to Griff Hollows Wharf on the Griff Arm of the Coventry Canal. The final tramroad (1793) extended from the New Wharf, situated on Griff Lane, to the Griff Hollows Wharf, running via the "Coal Pits". Based on map CR 136/758 from the Newdigate Archives currently on loan to the Warwickshire County Council. d Canal to the New Wharf A contemporary artist's impression of the Griff tramroad wharf on e Lower Arbury Canal the cut from the Coventry Canal to the Arbury Canal. Collycroft g Coventry Communication Canal locks, which eventually superseded this tramroad system, are also hh Mill Stream to Bedworth Mill visible. From drawing CR 136/M76A-76C of the Newdigate klmnopq Collycroft Locks - 40 feet rise Archives, at present on loan to the County Record Office at Shire R Steam Engine House Hall, Warwick, of the Warwickshire County Council. 2 of 14 07/09/2007 12:22 Griff Collieries http://www.irsociety.co.uk/Archives/47/Griff.htm S Water Wheel T Rail-road to Coal Pits V Rail-road to Arbury Canal W Old Wharf SWALLOW, the next known arrival, was an outside cylinder 0-4-0 saddle tank built by Black Hawthorn in 1873 (works number 174), and was obtained from C. D. Phillips of Newport, in 1882. It was subsequently rebuilt by W. G. Bagnall in 1894 and eventually passed (in December 1901) to Nevill Druce & Co, Llanelly, per Williams, Cornforth & Co, the Kidsgrove dealers. A fascinating contemporary description of this ill-fated locomotive appears elsewhere in this issue. Five inside cylinder Sharp Stewart 0-6-0 saddle tanks are known to have been used on the Manchester Ship Canal construction and one of them, KNUTSFORD (Sharp Stewart 3471 of 1888); was obtained by the Griff Colliery Co Ltd, presumably directly from the Ship Canal contract although the date of 'transfer' is not recorded. (A sister engine, NORTHWICH (Sharp Stewart 3473 of 1888), was illustrated on page 57 of RECORD 2.) Virtually nothing of the history of KNUTSFORD while at Griff is known: she passed eventually to the Broughton & Plas Power Coal Co Ltd, near Wrexham, at an unknown date. The first new locomotive to arrive at Griff was GOOD LUCK (Hunslet 498 of 1890), an inside cylinder 0-6-0 saddle tank with 13in by 18in cylinders and 3ft 1in diameter wheels. Its original livery was Victoria green, picked out with a 5 /8in gold band edged with vermilion on the inside only, the distance line being Naples yellow; the frames were brown and the loco had a in dark green 'style' with a gold stripe on the panels only. A 'style' is an upright member in framing or panelling and is thought here to refer to a 3in band round the edges of the cab side sheets, and possibly the saddle tank sides also. GOOD LUCK was ex-works on 14th November 1890 and to some extent the name was synonymous with the locomotive's own fortunes for it was destined to have a lengthy stay at Griff, remaining one of the 'regulars' for over seventy years! GOOD LUCK (Hunslet 498 of 1890) at Clara pit on 30th March 1956, complete with original pattern smokebox door. (M.J. Lee) 3 of 14 07/09/2007 12:22 Griff Collieries http://www.irsociety.co.uk/Archives/47/Griff.htm BRITANNIA (Hunslet 222 of 1879) at Griff Sidings, on the ex LNWR branch on 19th September 1955. Compared to GOOD LUCK, this locomotive has brakes on the middle and rear axles only. (M. J. Lee) The very flimsy nature of the cab sheet on BRITANNIA is plainly visible on this photograph taken at Clara pit on 30th March 1956. (M.J. Lee) BRITANNIA, obtained third-hand for £450 in June 1894 from the Alexandra (Newport & South Wales) Docks & Railway at Newport, appears to have been the next arrival.
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