The trams ran on a track which was 3 feet gauge and each weight about 8 or 9 hundred weights, the average weight of coal transported in each was 26 hundredweight. The secondary haulage was performed by horses but in a few cases mechanical haulage was fed right up to the face in the Pretoria and Ladysmith Districts. The width of the secondary haulage was about seven feet and the main haulage was carried out by compressed air engines throughout the mine and there were a large number of these engines. In some places haulage was carried out by gravity as was the case in the Mafeking incline, the rate of haulage was from 4 to 8 miles per hour and a journey usually consisted of 24 trams.

An electrical system was used for signalling and there were a number of sets of signalling equipment throughout the colliery, over a dozen in all. Each set consisted of a trembler bell which was protected by a cast iron cover but was not gas tight and a battery of six to nine dry cells of the ‘Dania’ pattern delivered about 1.5 volts per cell and two bare wires which were described as No.8 galvanised steel wires supported on insulators which in turn were secured to the side timbers. The wires were run 12 to 18 inches apart on the same side of the roadway. The bells and batteries were in the engine houses. Every time the wires separated after having been brought together or bridged across with a knife or file to give a short circuit to give short sharp rings on the bell; sparks would be formed and every time a bell was run there would be a succession of sparks at the make and brake contacts under the bell cover.

The mine was ventilated by a Walker ‘Indestructible Fan’ which was placed at the surface and driven by a steam engine. The fan was 24 feet in diameter and exhausted from the York shaft and was driven at a speed of 47 r.p.m. which sent 200,000 cubic feet per minute at a water gauge of 2.3 inches. Of this, 152,000 cubic feet entered the West side. The manager said that the fan was capable of producing more air, 400,000 cubic feet at a water gauge of 4 inches. There were arrangements for reversing the air current as was required by the Act, but the work had not been completed. It would take about two hours to effect air reversal of the air. This requirement was to have been operative by 1st January, 1913 but in April, the owners applied for an extension to allow them to make certain structural alterations and the Inspector extended the period which finished on the 16th September. The termination was further postponed until 30th September. This work had not been completed and the counsel for the owners and manager at the inquiry admitted that they were guilty of contravening Section 31 (3) of the Coal Mines Act, 1911.

The book in which the record of the air measurements were recorded was not in the form which the Secretary of Stare prescribed and was not signed or counter-signed by the manager and undermanager. The mine generated large volumes of inflammable gas and according to measurements taken by the Mines Inspectors after the explosion; about 1,200 cubic feet per minute were being produced. There had been occasions when there had been large, sudden outbursts of gas when the men had had to be withdrawn. Cambrian safety lamps made by Messrs Thomas and Williams, with a lead rivet lock, were supplied for use throughout the mine. The manager was under the impression that these lamps were approved under the 1911 Act. In this he was mistaken, the lamp had been approved but the lamps were fitted with an unapproved glass. The lamps were lighted, locked and issued to the men at the surface and were again examined underground at ‘locking stations’. These were cabins on the West and East side situated a little distance from the shaft and just off the main intake airway. The lamps were examined here by firemen when meeting the incoming shift. If anyone lost his lamp light he would have to outbye to the lamp cabin to relight it. This was done by ‘lamp lockers’ who were authorised by the manager to perform this work. There was no written authority from the management as was required by the Act.

The screens were about 80 yards from the top of the downcast shaft and there was little coal dust carried down the shaft from the surface but some would have blown off the ascending full tubs. The open ends of the trams and the fact that they were piled high with coal were sources from which coal dust could arise and sets of tubs coming from the Kimberly, Ladysmith and No. 2 South (Pretoria) Districts were hauled against the air current thus allowing dust to be blown into the workings. There was only one wet stretch on the haulage road, which was outbye of the Ladysmith and the workings were generally dry and dusty. To deal with the dust problem, every afternoon eight men were engaged in shovelling up the dust from the floor. As far as the manager could remember there were eight men engaged in this work, two in the Lancaster level from the shaft to the Kimberley face, and two in each of the Pretoria, Ladysmith and Mafeking districts. The whole length of the roads were cleared every twenty four hours. Efforts had been made to clean the roof and sides but it was found impractical to remove the dust. When it was got down, either by brushing or compressed air, it was blown away by the air current and deposited elsewhere. Mr. Redmayne did not think that there had been enough effort to overcome the problem and there was yet another breech of the Act.

There were arrangements to water the mine and water was conveyed down each of the shafts in two inch pipes. These were joined to one and a half inch pipes laid along the main haulage roads, fitted every 30 to 40 yards with a tap to which hose pipes were connected and the floors watered every night.

The roof and sides were not watered and the watering of the floor beyond the end of the water pipes was done by water carts which were brought in on the haulage.The watering of the floors was well done and was inspected early in December, two months before the explosion.

As well as these efforts the tubs were sprinkled with water at the double parting in the Ladysmith, one at the entrance to the storage in Mafeking and one by the double parting in No.2 South. The sprinklers consisted of an upright pipe 5 to 6 feet high which was connected to the water pipes. At the top, there was a right angle piece which passed across the roadway. This was perforated to allow jets of water to play on the trams as they passed. In the Ladysmith trams had to pass 700 yards before they passed the water and, in the opinion of Mr. Redmayne, did little to suppress dust.

There was not a great deal of water available. The water was drawn from the Lancaster Pit at 60 gallons per hour, from the York Pit at 80 gallons per hour and from the sump at 558 gallons per hour. The latter was pumped to a wooden tank on the surface which also contained the water for the water jackets and the coolers for the air compressors. A pipe connected to the Caermoil Reservoir gave an additional 1,000 gallons an hour and the water along the roadways worked from the pressure of this water.

The last inspection of the mine to be made and reported by the representatives of the workmen was made on 18th August 1913. They reported as follows:-
“We, the undersigned, examined the new 6 feet, York East. Found these districts free from gas and headings manholes in good order engines well fenced airways in good condition.

• Ladysmith -  We examined this district found Ladysmith in good order with the exception of a diluted blower in Martin’s Road main wanted a little cleaning and watering. Airways in good condition, also manholes and engines well fenced main wants dusting and watering.
• Kimberley -  Diluted blower in Downe’s Road 12 feet from rail airway and returns in good condition manholes and engines well fenced ventilation good.
• Mafeking - Aberystwyth District. Diluted blower in William Thornton’s Road and in William Jones’s Road.
• East Mafeking - Bottanic. Diluted blower in old road on right hand side, also in the road near Ben Davies Barry but we all stopped until Ben Hill gets hole from No.1 North, from there to York West. Manholes of the above two districts in good order, also the engines well fenced. Ventilation also good. returns in good condition.
• York West - Examined this district all in perfect condition, airways and returns in good condition, also manholes and engines well fenced.
• Glawnant and East Side - Examined this district found diluted blower in Dd. Griffith’s Road, also in Richard Owen’s Road and, also in Evan Jones Road, everything in good order with the exception of these three places. Ventilation very good airways and returns in good condition, also manholes and engines well fenced.
• Slope - Examined this district found everything in good order. Ventilation not perfect, roads and airways in good condition, also returns manholes in good condition also engines well fenced.
• Lower 9 feet left hand - Found the district in very good condition, free from gas, also roads very good except one part of the straight wanted watering and cleaning.
• Straight - Found this district very good with the exception of Pikes Road diluted blower on this road, also in dd. Holland’s Road and Randall’s Road, roads very dusty and sides wanted cleaning airways and returns in very good condition, also manholes.
• Pretoria. District No.2, South 9 Feet - Examined this district found everything in perfect condition, airways and returns also manholes.
• Pretoria 4 feet. We examined this district found every place free from gas, well ventilated airways, and returns in good condition.

(Signed)
THOMAS LEWIS.
REES REES.”