East Hardwick Remembered
My early recollections of East Hardwick are from the mid to late 40’s onwards. How things have changed over the last ¾ of a century.
The earliest is of going to the Post Office which was run by Miss Moulding. This was in her kitchen, at what is now Stoneleigh, Doncaster Road, opposite the Village Hall, and there was a very large counter across the corner near the door. Miss Moulding would be baking, cooking or just carrying on with her housework and would stop to serve you. I also remember the postman, Mr Inman, collecting the mail, he gave me a postman’s cap when I was quite young. In those days we had two postal deliveries, the early morning one was often in a van and the afternoon one was done by Mrs Jackson, she did the round on a cycle which was also used at Christmas for the main morning delivery. She was involved in the Darrington Air Crash, after her house was demolished in the crash she moved to Thorpe Audlin.
In the evenings, after tea-time, I was taken to collect the milk for breakfast from the Pycock’s farm. This was to the left of the four new houses on Darrington Road where the two bungalows are built. This was proper unpasteurised milk with a thick layer of cream on the top. There was also the occasional cow hair floating in the cream! It was collected in a jug, but later pint bottles were introduced. They were filled, and a cardboard lid fitted into a groove on the bottle top.
The day delivery was made on foot by Mr Pycock with a large milk can and ladles which was poured into your receptacle covered with a damp cloth as there were not fridges in those day.
In later years I used to go with Mr Pycock to collect the cows from a field at the end of Church Lane, in summer this was about 8pm ready for milking in the morning.
I remember catching the Turton’s bus from Ackworth, this was a Bedford OB driven by Lou Turton. There was a small seat between the driver and the offside of the bus and I used to be lifted into this seat and rode to Pontefract sitting next to the driver.
On one occasion the bus caught fire going up Seat Hill which is just after the railway bridge on Hardwick Road. There was no panic, no one got off, Lou put the fire out with his cap, and we proceeded to town. Ben Moxon was the conductor; he had been there for years.
Characters in the village:
Miss Fowler, who lived in what is now No. 44, had a Pekingese dog which was very fond of licking you and it was quite sloppy, I did not like this one bit.Lesley Stanley reminded me of the time Miss Fowler went missing and eventually turned up at Lesley’s parents house and announced she was Lady Dudley of Pontefract. Help was summoned and we believe she ended up in Stanley Royde hospital.
Mrs Branton who lived up Ash Grove had Miss Arundel lodging with her. Miss A. originated from Ackworth. Her father was the District Coroner at one time, she was a lovely lady but dressed rather old fashioned, a tweed two piece with thick lisle stockings and brogue shoes and a Tam O’Shanter with a huge bobble on top perched on her head over a choir boy haircut. Her shopping was always carried in a wicker shopping basket. She died in 1972 aged 82 years.
The cottages at the top of the village were mainly occupied by retired workers from Hundhill Hall. I used to see Mr & Mrs McDonald, from Step House, riding round the village in their pony and trap, he was the Hall Butler. I used to go to Mrs Booth’s, at No. 7, for tea when I was little. She was also a retired worker from Hundhill.
In the 1940’s not many houses had a proper plumbed-in bath, some had a tin one which was filled with hot water from the fire range copper or there were a few houses with a back boiler. I remember these made a hell of a noise when they got too hot and boiled. You had to run the hot tap until it stopped. I remember one old gentleman explaining about having a wash instead of a bath “You washed up as far as possible and down as far as possible and leave possible alone!!” As a 3- or 4-year-old I also remember being bathed in the large Belfast sink at Cawood Farm, they had hot water. I remember being told in later years that in those days it could be a bit wiffy on the bus on warm days when baths were only taken once a week, if that.
Another place where I used to be invited to tea was the Vicarage on Church Lane when the Rev and Mrs Addy lived there, we always had blancmange or jelly. In those days East Hardwick had a curate and The Rev Armstrong covered Ackworth and East Hardwick. In church everyone had their own pew and people were not happy if some stranger sat in it. My Grandfather was the organist for many years and there used to be a young man pump the bellows on a Sunday. For his efforts I think he received 2/- (Two Shillings) that is 10p in new money. To get wind in the bellows Grandad used to tap on a foot peddle to let the lad know to start pumping but, on a few occasions, when the sermon was a short one and the lad was outside having a fag, there would be a slight delay before he could be summoned, and the organ brought to life. The manual bellows was replaced by an electric operated system when the church was wired for power.
District Nurses visited the village, some by cycle, one came from Airedale on a bike with her bag on a fitting over the back wheel. Nurse Wright was a Mid wife and Nurse Stabler was a Health visitor who visited schools in her role as the “Nit Nurse”. They both lived at Darrington.
Where the new houses are built that used to be a set of allotments with a stable and trap house for Cawood House set at the side of the footpath.
There was a Library in the old Cawood school which opened on a Friday from 6 – 7pm. The books were in two big wooden boxes for you to search through, you had to watch you did not fall through the floor as it was rotten in places. Charlie Franks ran the library; he was also the A R P warden during the war.
Thinking of the war I can remember standing in my pyjamas and dressing gown at the back door watching the bomber squadrons from northern RAF stations setting off on their raids to Germany. They would follow the A1 south and were one long line which took some time to pass.
When I was quite small, I remember that Frank Auckland, who farmed at West Normans Farm, had horses turned out in the small field near the Little Went bridge where the sewage works are now. With his hunter was his daughter Rosemary’s pony. I was feeding the hunter, who was quite gentle, when the pony grabbed at me over the hedge. I think I was being lifted up to reach and it bit my hand, cannot remember how bad it was but there was a lot of blood.
Talking of horses all the farms had horses, Auckland’s had about 4, Walkers had them as well but I am not sure how many, Mr Pycock had a grey one. I remember one potato picking time I caught a large horse flea off it and got bitten all over with it. I remember Frank Auckland had a Belgium cart horse which was a Chestnut. One day he had been working at the bottom of the common piece. They had returned to the farm when a young lad, who had just started working, took the blinkers off before taking the horse out of the cart. The horse took off and galloped back to the field it had been working in and waited there for the farm men to come to its rescue. Staying with farms, Mr Ransome, who worked for Frank Auckland before machinery took over, used to drill corn by hand with a fiddle drill, sowing the whole field behind Northleigh.
Fiddle Drill
A few miles would be covered in a day walking backwards and forwards with that piece of equipment.
A lot of hard labour went into the harvest. When each field was ready for harvesting, the wheat or barley would be cut with the Reaper and Binder and made into sheaves. They would then be to be stooked; a pile of sheaves stood upright six at a time, three either side.
Stooked sheath of wheat
When they were dry, they were forked on to a flat bedded cart and taken to where the stack was to be made. This was often in the corner of the field near the gate.
Threshing time came along; Frank Glover, who lived at Darrington Mill, originally had a threshing engine to pull the thresher. In later years he had a Field Marshall tractor which had a distinctive popping sound to the engine and you could hear him coming about a mile away. When all was set up a man stood on the top of the thresher and cut the string on the sheaves, and they were dropped into the thresher bags which were attached for the wheat or barley. The straw was made originally into another stack but in later years a baler was attached and the straw was baled. Another small group of men would be with Jack Russell dogs to catch the rats as they escaped the stack as it was getting lower. All the men had the trouser bottoms tied with bailer twine to stop anything running up their legs.
Potato picking time was the October school holidays. Several youngsters from the village, including myself when I was old enough, used to go potato picking. You had a wire basket and some kind of machine, pulled first by a horse and then by a tractor, lifted the potatoes. You filled your basket and then tipped them into the cart for moving to where the potato pile was going to be made. They were tipped and covered with soil and straw and were left for the best part of the winter before they were sold to the potato merchant.
A similar thing was done with turnips and mangolds.
Tractors appeared on the scene I think in the late 40’s early 50’s. Auckland’s had a Fordson Major and a Grey Ferguson, while Mr. Pycock had a David Brown, which was built at Meltham Huddersfield. Rosemary Auckland married David Brown Junior, and later when they split up, he built Cawood Court for her. On the site of the old Cawood Farm.
When it came to school, I did not go to the village school due to my grandfather. He had a disagreement with the Head Mistress about something. I cannot remember her name. I attended a school in Pontefract and then went to Love Lane before the Secondary Boys School in Back Northgate, where Morrisons is now.
Myself on the corner opposite my gate
In the days before street lighting, waiting for a bus in the dark was a little daunting. The Pontefract bound stop was where the footpath goes across the field to Station Road and unless you had a torch to wave at the bus as it approached you had to risk your life a stand partly in the roadway so the driver could see you. The headlights were nowhere near as bright as they are today and the interior lighting on the busses were bulbs and not strip lighting as in today’s vehicles.
I can remember St. Stephen’s church getting lighting put in and heating pipes under the seats. Before it was oil lamps and candles. The oil lamps were renown for smoking, and they smelt too. If I remember correctly the lamps were on chains with balance weights and they were lowered for filling and lighting.
Despite the lack of lighting in the village you got about without much trouble. In winter the snow was cleared by a horse pulling a snow plough, in later years the snow plough was attached behind a lorry. They were not much good as they swung from side to side and rode over the snow rather than clearing it. There was no salt gritting but ash from the coke ovens at Glasshoughton was used instead, thrown on to the road by two men standing on the back of a lorry with shovels. Imagine, health and safety would have something to say about that operation today.
There was a row of cottages, named Normans Cottages, on the north side of Darrington Road on the land now occupied by Nos. 43 to 49 Darrington Road. Mr Raynes lived at No.1, I don’t remember his wife but I remember that after he died that Mr Auckland renovated the cottage and put his groom Mark Smart in it. Next door, No. 2, was Mr Baines. He had two sons George and Colin. The elder George was married and lived at Knottingley, he worked for Pollard Bearings at Ferrybridge. I worked under him when I was attached to transport. The other son, Colin, lived with his father. He went missing in the early 1950’s and a big search by villagers took place and I think I am correct that after about 5 days his body was found on Went Hills. He had taken his own life; it was very sad. That was 1953. No. 3 was Mrs. McCone’s, she was involved in the Darrington Air Crash and moved into the cottage shortly afterward it happened as her home at Darrington was destroyed in the crash. She was followed by a German ex-Prisoner of War. He worked on the farms and he started his own wood yard business at Thorpe Audlin. He remained at Thorpe Audlin until he died. There was a lot of whispering when people got to know that he had served in the German Army during the war but you could not have met a nicer person to get on with always spoke to you. No. 3 was Ethel Colbeck and her brother, Bob’s. After coming out of the Army he worked in the Post Officer on Ropergate, he was counter staff. He later married and when they pulled the cottages down in the early 1960’s Ethel moved in No 1 Northleigh. Her other brother, Harry, was Huntsman to the North Cotswold Hunt and was often seen on the early days of TV racing leading the winners in at Cheltenham racecourse.
Next door, No. 4, was Mr. and Mrs. Fletcher, a Mr. Carr lodged with them. They had an allotment opposite my house. I cannot remember which one suffered from flatulence but there used to be some strange noises come from behind the hedge when they were digging. When I was small, we had a lawn at the front of our house and remember sitting there one day with mum. One of them was in the allotment and a couple were walking down the village. Suddenly the woman started telling the husband off, we realised the culprit was not the husband but the gardener behind the tall hedge.
The end cottage was occupied by Fred and Bessie Franks. There were also the remains of the Blacksmith’s shop but I never remember it been in use.
The land where Northleigh is built went with the property I now own. At the time the house and land were rented for £20 per year. The land was split into allotments, Mr Stevenson who lived where 38 is now had one plot. He used to grow asparagus and always brought some to us when it was ready. I cannot remember who had the others. I know the bottom one was empty and we found that someone had dumped an old mattress and a load of junk in it. They were however very kind and left information with their village address amongst the junk. They used to go away working quite a lot and when they returned from one trip their rubbish, mattress and all, had been returned and was sitting on their front door step. My mother and I had moved it with the help of a wheelbarrow. Nothing was ever mentioned about it.
I think the village got main sewage drains in the 1960’s when a number of new houses were built. In the 1950’s there were just a few houses who had a WC and bathrooms fitted. There was no sewerage works north of the village. Washing water from the sinks went in the road drains which went straight into the Little Went River. Most houses either had an earth closet or pail in a little out-house. These were situated away from the house and the journey in the dark with a candle could be a little daunting as often the candle blew out before you reached your destination. Loo paper was the Radio Times pages cut into 4 and a piece of string was pushed through them and was hung on a nail. Later the luxury of Izal arrived, this was nothing like the soft tissue of today it was almost like greaseproof paper.
The other one was Bronco which was even worse. To save the journey across the yard in the middle of the night chamber pots were used or a bucket, some of the old dears used to empty them out of the bedroom window. They never checked if it was all clear below, the early morning postman had some lucky escapes.
Someone in the village, cannot remember who it was, used to wear combinations. This was like a long johns trousers and a vest all in one, when they were out on the line and the wind got in them, they were like a barrage balloon.
During the summer months in the 40’s and 50’s gypsies used to camp up the moor past the Little Went Bridge when the grass verge was much wider than it is today. They had ‘bow topped’ caravans, carts and horses. They used to come round with pegs which kept the clothes on the line better than some of the ones today. Also, artificial flowers made of wood they were cut like chrysanthemums they used to last ages.
Also, in those days everyone had a coal fire, and you had to have your chimney swept every year. Chimney fires were quite common often caused by someone having lit the fire using a newspaper to ‘draw it’. This involved holding a piece of paper tightly across the front of the fire place so that the air would be pulled under the cast iron grid to produce a good blast of air to fan the wooden kindling. If you did not get it quite right the paper caught fire and shot up the chimney. A chimney fire often followed
When the barracks were in use at Pontefract very often there was a number of squaddies out on a run with a Sergeant barking out orders as they passed through the village. I vaguely remember an accident involving an Army vehicle outside Haverlands Farm, the vehicle overturned and I think there was one fatality. At a weekend the main A639 was used quite a lot by Army personnel thumbing lifts going home for the weekend.
I think that we got mains electricity in the early 50’s. This ‘new’ invention caused a lot of funny stories with some of the older people. One said he could taste the power in his wife’s baking and for many years after the power had been installed to their house he still went to bed with a candle. There were not so many power points is those day and quite often the iron was attached to the ceiling light when you wanted to iron.
I remember one period when we had a paraffin cooker which was quite efficient but very smelly.
I was bought several Bantams when I was 4 or 5 years old. They were good layers and in the winter their eggs were put into Waterglass to store them over the winter period.
Water glassing eggs involves submerging clean, unwashed, eggs in a pickling lime and water solution to seal off the shell and preserve them for 12-18 months. The result is perfectly fresh, unspoiled eggs, just like they were the day the hen laid them.
Also, Monday was always washing day and most houses had coppers (large water heating vessels) and the fire had to be lit to get the water hot enough, almost boiling, for washing a lot of clothing to get it clean. When the water was hot enough it was ladled into the Dolly tub and either possed or dollied. A posser was like an upside-down aerated cone on a handle that was pushed up and down on the washing and created bubbles. A dolly was used with a turning action to move the clothes around. A dolly can best be described as a mini four- or five-legged milking stool attached to a T shaped handle that was twisted back and forth to move the washing in the soupy water.
Then after much rinsing the clothes were put through the mangle to squeeze out as much water as possible. This could be dangerous to use if you did not move your fingers out of the way as you pushed the washing through. Many is the time I trapped a finger.
The washing was then hung outside or draped on clothes horses to dry; I still have one.
So, all in all Monday was quite a stressful day. Tuesday was an ironing day, the old irons, which were heated by the coal fire, had no temperature gauge, so to check if it was hot the user use to spit on the flat bottom. If it disappeared quick, the iron was at the right temperature.
The irons were used in pairs, one heating up whilst the other was being used. There was also a day for baking when homemade bread and teacakes were made.
It was in the mid 1950’s when the Church Garden fate was held at Hundhill Hall. The entertainment was a puppet show put on by Jan and Vlasta Dalibor, the puppets were Uncle Pipe and none other than Pinky and Perky. The Dalibor’s lived the bungalow at Hundhill and Jan worked for Mr & Mrs Cooke at the hall and Vlasta worked at Fryston Colliery. It was shortly after wards that they began to appear on BBC television, the Dalibor’s continued to live at Hundhill for quite a while before they left to move to the South of England
Another early memory was Gordon Spurdens jumping his grey pony Smokey in the small grass paddock where the farmhouse and bungalow are now built. In later years delivering the morning paper to Gordons mother at the original Manor House, when she opened the door about 10 cats ran out. I always remember the big kitchen fireplace with a huge fireguard round it.
SHOPPING IN PONTEFRACT 1950’s
Hygiene was not as important on those days as it is today. A certain shop in Pontefract sold most things and had cream buns in the window next to a rather large tom cat who used to lick the cream on the buns; they were still sold. The fish shops did not have loads of ice like today just a cold marble slab on which the fish was displayed, with large bluebottles sat on it.
Shopping in town had its own quirky ways. In the grocer’s, things were not pre-wrapped it was all done when you got served. Sugar was in a thick blue bag weighed out to the amount you requested. The same with butter, this was patted with two wooded paddles into an oblong as it is today, then wrapped in greaseproof paper. Bacon was sliced on the bacon slicer, to what thickness you would like. Vaux’s used to roast their own coffee and the smell would waft around Market Place at Pontefract and it was a lovely smell. This continued until someone complained to the council and alas it came to an end.
Lady Rosse from Womersley Hall, who was Tony Armstrong Jones’ mother, used to shop at Vaux Grocers. A local farmers wife once asked for an item and was told “Sorry, it’s out of stock.” To which she replied, “If Lady Rosse came in and asked for it you would have it then.” Strangely the item was located, and she left the shop smiling.
Shopping day was normally Friday and you would catch the 9:20am South Yorkshire and either the 11am or 12noon for the return journey. I remember once a passenger telling the conductress that he had left London at 7am which was very early, “Early” she replied, “I was on the Paddy at 4-30am.” She then had to explain that the Paddy was the bus which took miners to the pit where they worked.
Coming back used to be quite amusing as all the farmers wives would be on and one who was renowned for getting her information wrong explained to them that Mrs ?? was in hospital for an operation to have her ball bearings put back! The operation was for a hernia.
The journey in winter could be quite chilly as the bus only had a small heater on the from bulkhead and on the early decker’s there were opened platforms.
The Saturday Market was all round the Buttercross and where the cenotaph is now. There was a variation of stalls, Mrs Goldberg with the material for curtains etc, there was always a queue at her stall. Tom sold household goods. Cyril sold tinned food and later opened a supermarket where Weatherspoon’s is now. Gerald Holt and his wife had a vegetable stall, as well as one in the indoor market.
G T Smith was another shop which had meat and bread. Bratley’s chemists made their own cough medicine and it was much better than any of the makes today. Wordsworth Grocers was where the passage to Big Fellas is and they had a café above. The Coop a couple of shop further up it too had a café above. On the opposite side was Fenny’s newsagents and Albert Pages Greengrocer his son has Wentbridge House Hotel
There were two ironmongers in Pontefract Wordsworth and England they were next door to each other on Market Place. England’s had two floors with a rather grand staircase leading up to the second floor which housed kitchen equipment and was normally overseen by Miss England, while the lower floor was the ironmongers, what used to be strange you stated what you required and then had to be prepared for a long wait, as they would disappear into the back and you were never sure should you wait or send a search party for the assistant. The reason for this was the storeroom stretched almost down to Southgate and had about three floors. In later years I used to have to go quite often for work and I used to be allowed to go and get what I had come for in the warehouse which saved quite a bit of time. Next door at Wordsworth’s was more compact and the waiting time was much less. However, they closed leaving England’s the only Ironmongers.
Below is a receipt for two mangle rollers £1.15s in today’s money £1.75.
Other shops or businesses that I can remember going to, starting with Ropergate. Looking down Ropergate from Market Place. On the left you had Barkers Tobacconist’s, then Sidney Husband’s electric shop. On the opposite corner you had Lennard’s Shoe shop. This corner was always known as Lennard’s Corner. Maiden and Kemp’s newsagents was on the right, as well as Keysers original shop where they sold mainly clothes. I got my first riding outfits there. They later moved over the road and had Two Gate Café at the far end of the shop overlooking Southgate. Carl Keyser and his wife lived in the village at No. 57 Darrington Road; their ashes are buried in the churchyard. Originally, they lived in the White House near the bridge in Wentbridge.
A little further down on the right was Miss Jenning’s hat shop. I always remember my mother and aunt looking at the sales window and remarking that the same hats had been in several sales before.
The Post Office was also on the right. The counter used to be left to right and there were several positions. Eddie Upton and his wife worked on the counter, with Bob Coldbeck from East Hardwick. The aforementioned use to have long queues at their counters but if Ted Ward was working, he never had a queue. His humour did not go down well the old dears. If they asked for a stamp, he replied “What do you want a stamp for?” Once you got to know him his bark was worse than his bite.
Carter, Bentley and Gundhill solicitors had offices in Ropergate. On the opposite side was Stan Rhodes butchers and Rowland outfitters. The latter moved several times so cannot remember exactly when they were there.
On Beastfair there was Boots the Chemist; a smaller shop than todays. There was also a Maypole grocers. Mr Potts was the manager and he used to occupy the loo for a long time with the newspaper. If one of the staff wanted to go, they told him through the door there was a rep to see him. By the time he came out he asked where the rep was. They told him he had to go because he could not wait any longer.
I think the next shop was Dewhurst’s butchers and the Co-op Butchers was next door with M & S next. When Wordsworth grocers closed it was taken over by Green’s photography shop. They had moved from Salter Row when this was due for demolition. Wordsworth café remained there for a while. It is now Big Fellas. The Co-op ladies’ shop was next, it also had a café above. Both the cafés were good and remember being taken there for tea with ‘fancies’ (Posh name for a bun). Smith’s drycleaners followed. The road now became Cornmarket, with The Benefit shoe shop, Blackburn’s tailors, Timothy White, Taylor’s chemists, Clarks of Retford and Hauge’s ladies outfitters. The latter being another shop which was renown for putting the same goods in the windows for the annual sale. Eric Marr ran Hauge’s. I think a furniture shop was next. With Halfords where Pontefract Hospice Shop is now. I got my first cycle from there when I was 13 or 14 years old.
On the other side was Townend’s barbers. He was in the RAF in WW2 and had been a Prisoner of War. I used to go there for my hair cut until I was about 15 years old. Next was the South Yorkshire Motors garage, with the Army Stores where KFC is now. Just down South Yorkshire Yard on right and upstairs was a brush maker. Back to Beasfair, Johnson’s bakers shop was on the corner with Cardis Butchers. I used to get savoury Ducks (meat balls) from there when I was at the Back Northgate school at lunch time. There were two shops next to each other, then came Lawrence’s and Hiltons shoe shop , Wrights newsagents and Albert Page Fruit shop with Weaver to Wearer tailors next door. Shopping came to a halt with The Bass house but resumed with Scotts wool shop. This always busy with people buying wool because a lot of knitting went on in those days. Baxters electrical shop was next, followed by Freeman, Hard and Willis footwear, and another butchers Eastmans with Websters radio repair shop on the corner. There was always a strange smell in that shop but could never pin point what it was.
Round the corner was Morrit’s sweet shop. I think Pearson Pet shop was next door, they had moved down from where the Library is now as the old shop was demolished for the library. They then moved to opposite the Court House. Southwell the barber was next; I still go there for my hair cutting. Across the road was the Gent toilets, Pearson original shop and Blackburn Middle Row Fish and Chips, best in town. Going to the cinema on a Saturday night you ran to the fish shop and then sprinted for the Ideal and Turton bus to get home. Eating fish and chips at 10-45pm in the evening, nowadays I do not eat after my tea at 5-30pm.
Opposite the fish shop was Hiorns Bookmakers, and later their tobacconist shop.
Salter Row was open to traffic then, buses went down there to turn round ready for return journey before the bus station was built. It was rather narrow with some rather impressive buildings; the Library which is now the museum, then Great Northern House which was used by the Health Authority. Muscroft’s drinks firm and the Police Horses were stabled next door before they moved to Carleton Stables. Pontefract Co-operative Society was next with their funeral service and then, where Home Bargain’s is now located, was the furniture department. All purchases at the Co-op went towards your ‘divvy’ (dividend payment). You always gave your number to the cashier to be recorded at the till and I can remember my mother’s 14339.
Grandige’s home furnishings was on the corner where Boot Options is now. W.T.Braund electrical shop was on Bridge Street before they moved to where Gallons grocers was on the corner of Market Place and Gilligate.
Off Salter Row was Headlands Road past the Municipal Officers which was where the Pontefract Council was based. On the left of Headlands Road was an Ambulance garage and the mortuary which stood where Tesco’s cash machine is today. This was a very primitive affair. I visited it several times when I was a Special Constable at Pontefract. It had gas lighting with one central light which never worked correctly. There was a chain to pull to shut it off but not one long enough to turn the gas on. It was over one of the slabs and quite often you had to move an arm to reach the chain.
The area both sides of the road were empty and was used for the annual fair, which I think came about November time. There were all kinds of shows at the fair, they even had the ‘Fat Lady.’ Someone once got kicked out for pricking her with a hat pin to see if she was real.
[Note: England’s premises (Nos. 37-39 Market Place) are now a W H Smith and the ornate front façade was retained when the newsagents took over the premises in 1978. You can still see the words ‘ENGLAND COMPLETE HOUSE FURNISHER’ just below the parapet.
The site of Wordsworth’s premises (No. 41) is part of The Ancient Borough Arms public house.]
AMENITIES IN EAST HARDWICK
In the years before electricity was brought to the village in 1952, the power for the radio was by lead acid batteries. Looking back, I think these were the most dangerous things in the house as they were open topped and the acid used to swill about. One was in a wooden lead lined box approx.: 2 feet by 18 inches and there was a smaller one in a glass container. These were delivered by a firm called Carters from Featherstone each Monday. The house lighting in those days was by paraffin lamps or candles. Mr Amory delivered the paraffin I think weekly.
Papers were delivered each day in the 1950’s by Tommy Steel (not the singer) from the Six Shops at Ackworth Moortop. They delivered Monday to Saturday but I cannot remember who did the Sunday delivery.
Various firms delivered to the village, some weekly and some fortnightly. On Friday, Joe Dixon would deliver ‘Fish and Veg’, remember there was no refrigeration on vehicles in those days and he arrived, starting at the top of the village, about 6pm and called at most houses. On a Tuesday and Friday evening Harold Clayton would deliver meat and bread, he was based in Pontefract. Webster’s delivered bread and cakes twice a week. They were later bought out by Johnstons of Pontefract who had a bakery were BM Builders Merchants was. I cannot remember if it was weekly or every two weeks. Muscrofts and later Hey Brothers came round with Lemonade etc. Coal was delivered as most if the houses had a coal fire. On the grocery side with had deliveries from both Vaux Brothers and Wordsworths grocers both based in Pontefract. The orders were collected by members of staff on cycles on a Tuesday and the order arrived later that week. One firm came one week and the other the following. I believe Pontefract Laundry also collected washing and delivered it back.
Milk was delivered daily by Mr Pycock, originally in a can and was measured out into a jug as to the quantity you required. In the evening, if you were short of milk, you went with your jug to the farm and got it filled. Later, it was glass bottled and it had a cardboard seal at the top. When Mr Pycock retired his son Edwin and his wife Hilda took over the round.
The village had its own library which was in a building next to Cawood Farm (Cawood Court today) this opened 2 hours on a Friday.
Postal deliveries were two per day Monday to Friday, the afternoon one by Mrs Jackson from Thorpe Audlin on a bicycle. Her route started at East Hardwick and finished at Walton Wood and included Thorpe Audlin.
Another of the postmen was Mr Gutteridge. I remember one story about a delivery one Christmas period when it was very wintery. He was on his bike which was usual at Christmas time and he was given a large glass of whisky at a house at Walton Wood. He remembers getting on the bike and nothing further until pulling into the sorting office yard on Ropergate.
This was one of the batteries needed to power the radio sets in those days. This one was 2volt and heated the valves. You also required and aerial which could be 30 to 40 feet long and there were only BBC Home Service (Now Radio 4) The Light Programme (Now Radio 2)
and the Third Programme. I remember when King George V1 died in 1952 all radio programmes were cancelled and sombre music was played.
In those days broadcasting was not 24 hours, I think it started at 6am and finished at midnight the last item on the Home Service was the shipping forecast.
One of the popular broadcasts on the Light Programme at was “Music while you work.” I think it started at 10:30am and used to be played in many factories across the country. It ran from 1940 until 1967 and various bands took part and it was broadcast live. However, the song Deep in the Heart of Texas was banned from the show because of the potential danger of production line workers taking their hands away from their work or banging their spanners on the machinery to perform the four hand-claps in the chorus.
Sunday lunch time was Family Favourites with Cliff Michelmore and his wife Jean Metcalfe. This was requests from troops abroad to loved ones at home. That was followed by the Billy Cotton Band show with Alan Breeze and Kathie Kay. There was also Educating Archie with Peter Brough and dummy Archie Andrews. Julie Andrews was involved before her films playing Archie’s girlfriend. Also, Beryl read play various roles including the ‘Brummy girl’ Monica. Then of course there was the very popular Round the Horne with Kenneth Horne, Kenneth Williams and Hugh Paddock. The latter two were better known as ‘Julian and Sandy.’ The show was full of double meanings (double entendres). The shows 67 episodes are available on CD and still selling well today.
He lived at The Hayes now No 40
In the 1950’s, East Hardwick was well served by public transport with 3 buses per hour to Pontefract and 3 back. The Ideal Service from Barnsley to Pontefract ran 10mins to the hour. However, they were never very reliable on time keeping and it was safer to be there at 20mins to the hour to just to make sure, in which case it would no doubt arrive at 10 minutes past the hour! The return journey left Pontefract at 15 minutes past. The first one was 7.50am to Pontefract and the last one back was 10.15pm. These were mainly single-deckers with about 37 seats plus standing. Before the bus station was built on Horsefair, you alighted outside what is now Tesco’s and caught it outside Beastfair Vaults. The last bus from Pontefract never left anyone at the bus stop – one bus was once stopped on Southgate and 72 people alighted.
Two companies ran the other services: H. Wray and Sons from Hoyle Mill Barnsley and R. Taylor and Sons from Cudworth. Their vehicles were very different in appearance; Wray’s were mainly second-hand vehicles, which rattled and they later obtained some double-deckers. and one was particularly of note, if you sat upstairs when it was raining you did not sit near the front or you got wet. That bus had hit the bridge at Monk Bretton and never got repaired correctly. Taylor’s on the other hand, bought mainly new vehicles and were a much better ride.
The school service at 8.50am could prove a little difficult as there were five vehicles on the run at this time; 2 to the Kings School and 2 to the High School (now New College) and the service bus. You had to put you hand out for each one as it arrived and eventually you caught the service bus!
This bus was built for St Helens in 1934 as an English Electric bodied B32F Leyland TS6c. In 1949, it had a new body fitted by Roe reversing the position of the door to a B36R. It is pictured parked in Corn Market before the Cenotaph was moved there. The buildings to the right are where the toilets are now situated.
R. Taylor’s sold out to Yorkshire Traction in 1967 and the service was run between them and H. Wray until, I think, 1974 when they too became part of the Yorkshire Traction. Who then ran the service until it was bought out by Stagecoach who are now the sole service through the village. The service stopped at 18:00 and did not run on Sundays. It was eventually withdrawn leaving East Hardwick with only one bus a day 6;30am to Pontefract. No return.
Turtons, later Fords, was from Ackworth. The Garage was in Bell Lane. This service in those days ran via Station Road all the way to East Hardwick and this was at 10 minutes past the hour and ran to Pontefract starting at 7am and the last one back being 10.30pm. You alighted at the same place as the Ideal but caught the return on Valley Road outside what is now B & M (used to be Woolworths). They too never left anyone on the last service on Saturday night. If you wanted East Hardwick you tried to sit as near the front as possible as it used to be so crowded. It had been known that on some occasions you had to alight using the emergency door at the back. They had Ben Moxon as conductor during the day and in the evening sometimes John Turton conducted and, on a Saturday, Doreen Worsfold was in charge. She stood no nonsense and you had to watch your p’s & q’s!
They ran a good service – I know that when Ackworth Station was in use they often waited at the end of the drive for the trains to arrive if it was running late.
In later years when they purchased a double decker the route had to be changed via Rigg Lane as there was a weight limit on the railway bridge.
In 1962 Turton sold out to Fords who moved from Fairburn to the Bell Lane garage. They continued the service until they too sold out to South Yorkshire Road Transport in 1985 who continued to run the service until they were taken over by West Riding (Arriva) in 1994 and the service was run down until it ceased a short time later. The service ran from 07:10 until 21:15 from Pontefract, Monday to Thursday and 22:15 from Pontefract on Friday, Saturday and Sunday. 12:10 was the first bus to Pontefract when the service was run by Fords.
This was taken outside South Yorkshire garage dropping off passengers.
The third service was the South Yorkshire Motors Pontefract. Their base was where what is now Tesco’s. They ran to Leeds from Doncaster and back. The first service was 7:10am to Doncaster and the last 9:10pm to Leeds. The first service was 8:20am – this had a duplicate bus running from the Fox and Hounds to Whitwood Technical College. This was the later one I caught this to school at Pontefract. It always arrived, hail, snow or thick fog. Many times, it was manned by garage staff as all South Yorkshire employers were licenced to either Conduct or Drive. On a Saturday there were always Duplicates on from Doncaster to Leeds.
South Yorkshire Motors Pontefract
EWX569 Albion CX13 Pickering B34F body. New1946
Before new regulations came in for bus stops, the Pontefract bound one was across from the ‘T’ Junction by the style and the Doncaster, Barnsley and Ackworth was outside Step House. On one occasion my Grandad, who normally caught the 10:10am to the Fox and Hounds and then walked down to his Office at Wentbridge, instead of standing still he used to walk up and down. Unfortunately for him he was walking south with his back to the traffic when the bus shot past without stopping. He had not seen it coming…. he was not amused.
The fares in the 1950 to Pontefract were 2½ old pence for adults and 1½ old pence for children.
After South Yorkshire Road Transport was taken over by West Riding the service continued until a further takeover by Arriva and then the service was re-routed via Carleton, Darrington and Wentbridge. Finally, it returned to its original route at the Fox and Hounds.
No.94 NWX994M Daimler Fleetline Northern Counties H70F. New 1973
This was one of the last vehicles to run on the Ackworth Turton’s route before the service was ended. The photograph is taken in Pontefract bus station awaiting the journey to Ackworth. If I remember correctly, it did not run every hour and was worked in conjunction with another service.
Note the Moorhouse’s Jam van parked behind
I can remember in the 50’s going to Sheffield to visit a friend of my mother. We originally used to go by rail from Ackworth station on Station Road but there was a cut back in number of trains and it was decided to make the journey by bus. We would catch the South Yorkshire to Doncaster, walk across to the Southern bus station at Waterdale and catch the No. 77 to Sheffield. It was quite a journey but we always seemed to get there without many problems. The same was true for the journey to my Great Aunts at Kirk Deighton near Wetherby. Once again, the South Yorkshire bus to Leeds then cross to Vicar Lane bus station to catch the West Yorkshire bus to Kirk Deighton. Just recently someone was recalling Vicar Lane Bus Station, they mentioned it always smelt of Jayes Fluid and urine. Thinking back, they were quite right.
Originally for holidays we used to stay with a family in Scarborough. They were friends of my mother’s and I think they used to live at Cawood Farm. The journey used to be by train from Baghill. I recollect that we went each year until I was about 8 years old. Then they moved to Selby and we lost touch.
The next holiday destination was Bridlington, we did not make the journey by train but by road. Tom Pycock used to take us in his A40 van, then later Tommy Steel, from the newspaper shop at Ackworth, used to take us and collect us. That was until I could drive and we went several years under my own steam. We stayed at the Kenwood Hotel in Marshall Avenue and after a few visits I helped in the kitchen and serving at tables. The hotel was run by Mrs. Robinson and her sister, Olga. I used to get a reduced bill for my stay. I think we went there until I was in my late teens and then Mrs Robinson retired.
I used to enjoy the evening walks to the North Bay where the Salvation Army used to hold services on the beach. Sister Annie used to play the harmonium, a rather rickety affair, which used to collapse occasionally but this did not deter the proceeding. On the way back we called into the amusements and used to stay until they played Johnny Duncan and the Bluegrass Boys Last Train to San Fernando, then it was back to bed.
I left school at 15 and went to work at Pollard Bearing at Ferrybridge, some days I went on my bike via the A1 which was no problem in those days. I had only been there for a week and I was sent to The Badsworth Hunt kennels at Hillthope to help as John King, later Lord King of British Airways, was the owner of Pollard’s and Master of the Badsworth Hunt. I stayed there I think for 6 months before returning to Ferrybridge. I was familiar with working with the hounds because I had helped at the kennels since I was 13 years old.
When I was old enough (16 years old) to ride a moped I got one. I passed my test in Wakefield because there was no Test Centre in Pontefract. You did your emergency stop in a narrow street behind St Johns North where the test centre was located. I remember being told about someone who was taking a motorcycle test and in the back street he knocked down a pedestrian. The man was uninjured and jumped up saying “Keep going he has not seen that.” Meaning the examiner who had not turned the corner at the bottom of the street. The motorcyclist however passed his test.
Moped days lasted until I was 17 years old when I passed my car test. Thankfully, there was no Theory Test. In those days the test had to be taken at either Goole or Wakefield. I decided that Goole was the better option. I had had a good instructor Charlie Tate, the only downside with him was that if you did something wrong, he got a little tetchy and spoke very fast, covering you in spray in doing so. When it came to the test it was quite easy it was just a ride round Goole. My examiner was a retired Police Officer P.C. Radcliffe. His first words before we set off were “Let get on with it, my lunch in ready in 30 minutes”. The worst bit was stopping for the level crossing in the Main Street just as the Dock workers came out for lunch. I was surrounded by cyclists and as the gate started to open, they all moved forward to get through. I must have done alright as I passed. Then four wheels replaced the two. I got my first car soon after passing my test.
My first car was an Austin A35 Countryman, in those days’ vehicles were ordered and you had to wait for them to be built. I had ordered an A35 Van because in you did not pay purchase tax on commercial vehicles. They had the same frame as a Countryman minus the rear seats. This was soon overcome by going to the bus wreckers and buying a bus seat. This fitted into the seat well so you could carry passengers. Due to some hold-up at Austin my order was delayed. So, I made do with the Countryman until my order arrived, which it did about 2 months late. I was the proud owner of SHE 295.
Another thing which comes to mind was when Squadron Leader Stephen Nunns, whose parents lived on the main road next to the Post Office, use to fly over the village in a Lancaster. He was a member of No. 630 Squadron based at RAF East Kirkby. His aircraft was so low he would wave to you and he flew around until his mother came outside and waved her tea towel. He would then go on his way
Research and writing
I have had a historian’s interest in the Royal Air Force for more years than I can remember. My research has been put to good use with writing five books and numerous articles on the life and tragedies of this service.
The following are brief records of two villagers who served and were decorated for their actions with Bomber Command.
Stephen Arnold Nunns D.F.C., A.F.C.
Royal Air Force
1940 – 1963.
1940 Joined Royal Air Force. Service No. 1030024
1941–1944 General duties Branch (Pilot Officer) 450921
July 1944 Posted to No. 630 Sqdn at East Kirkby
1944 Promoted to Flying Officer
November 1944 Promoted to Acting Flt Lt. 179592
20th March 1945 Screened Tour expired.
April 1945 Posted to No 617 Sqdn for Middle East.
21st Sept 1945 Awarded D.F.C.
29th June 1946 Promoted to Sub War Flt Lt.
29th December Promoted to Sub Flt Lt.
15th June 1948 Promoted to permanent Flt Lt
1st April 1955 Promoted to Squadron Leader.
13th June 1957 Awarded A.F.C.
29th October 1963 Retired.
*General Duties Branch was with Squadrons as Intelligence Officer etc. or General Office staff. Promotions Acting held the rank.
During the War the promotions were a little hard to follow many were promoted to Acting role and then promoted to the full rank months later. i.e., someone who was a Flight Lieutenant was an acting Squadron Leader but had not been promoted to the full rank.
It had been suggested that he took part in the Tirpitz raids, however I had searched the pilots who took part in these raids but have been unable to locate Stephen as one of them. There is a possibility that he may have been a 2nd pilot and it would not have shown his name on the pilots list.
It shows his posting in 1945 to No. 617 Squadron for Middle East. The Squadron had been selected by Bomber Command to become part of the Tiger Force. This force was to operate in the Far East against the Japanese. The destination was Chittagong. A lot of training took part in the months of June and August at RAF Waddington in preparation for the project. However, the ending of the war against Japan cancelled this project. In September, the squadron was involved in Operation Dodge which brought former prisoners of war home to England from Italy and while this was going on there were several sight-seeing flights made this time to Berlin.
He also flew Vulcans while with No. 617 in later years and after No. 617 I believe he returned to General Duties.
The Report from No. 630 Squadron on the bombing incident 27th September 1944 raid to Kaiserslautern
Flying PD253 “D-Dog” Steve Nunns ordered his crew to jettison their bomb load after the port outer engine caught fire without warning and burned despite the attention of the fire extinguisher system, it gained a hold even after Nunns increase revs hoping to blow it out. The Mid Upper gunner manually released Jim Elliott the rear gunner as with the turret’s hydraulics unserviceable, the result of the fire in the port outer, he was trapped. At 00:10 to 00:12 hours the crew baled out responding to their captain’s urgent gesticulating and as Nunns was about to abandon the aircraft himself the fires seemed to have burned out, so he returned to the controls. Within moments the flames were streaming back again so he again moved towards the escape hatch and looking back saw that the fire had died down considerably just in a matter of seconds. Steve Nunns decided to stick with it and back at the controls watched with relief as the flames died. Activating the auto-pilot he dashed back to the Navigator’s table where he used the flight plan and beacon schedule to work out a course. His crew landed safely near St Quentin and the pilot returned to base alone, having several times used “George” to fly the Lancaster while he checked his course before touching down safely at 03:35 hours. His crew were flown back to East Kirkby in the days which followed, Jim Elliott having dodged German patrols and some quite hostile French farm hands, swum a river and been handed over by the French Resistance to US troops. The wireless Op Philip “Ray” Carroll was becoming an old hand at parachute jumping having baled out over Bedfordshire after “Blue” Rackley’s Lancaster was shot to pieces over Wesseling in June and now a second descent.
The crew who baled out returned to RAF East Kirkby and were re-united as the picture below shows the aircraft PD253, taken with a member of their ground crew.
Monday 7th August 1944. In support of ground operations Bomber Command despatched 1,019 bombers in a night attack on five German strong points ahead of Allied troops. The attack was to be very carefully controlled to avoid collateral damage. 14 aircraft from Six-thirty participated in the attack, each armed with 11 x 1000lb ANM and 4 x 500lb GP bombs.
7th/8th August 1944
Night Bombing Attack on Secqueville
Take Off: at 21:04 hours the first to take off was Chas Faulkner in LM254.
LM259-F F/O CR Faulkner
LM262-G F/S GVB Patterson RNZAF
LM269-I W/O SA Nunns
NN702-J F/O MA Swain
LM216-K F/S SID Herbert RNZAF
ND335-L F/L TG O’Dwyer
PB244-N F/O AF Kemp RCAF
LM287-O F/S FE Millar RNZAF
ME845-Q F/O AR Kerr
PB344-R F/O WH Gordon
LL972-T F/O WA McNeil
LM637-V F/O AG Henriquez
NN703-X F/O HD Archer
ND949-Z F/O TS Fenning
Weather conditions were clear with some ground haze, Red TI’s (Target Indicators) had landed punctually and on target, the squadron attacked between 23:21 and 23:23 hours from 6,000 to 9,000 feet and an excellent bombing concentration by those crews who attacked had achieved the purpose of the mission. Most of the later arrivals in the target area including three of 630 Squadron (Nunns, Millar and McNeil) received orders from the Master Bomber to abandon the mission at 23:25 hours.
On the first Op. of their tour Henry Archer’s crew in NN703 “X” had three encounters with night fighters at 9,000 feet. At 23:30 they were shadowed by a fighter which remained out of range and did not attack when the bombers alert gunners ordered a corkscrew but at 23:37 in bright moonlight a Fw190 was spotted at 800 yards on the starboard beam. He opened fire as the Lancaster corkscrewed away to starboard and the rear gunner Sgt. P.H.T. Davis let rip a 100-round burst. Archer continued violent evasive action for 10 minutes but before he was satisfied that they have evaded the fighter they were immediately attacked at 23:47 hours by another night fighter, almost unseen holding off on the starboard quarter. It didn’t have time to attack before NN703 was thrown into another corkscrew which lost the Junkers JU88. No claims were made of damaging the enemy fighters.
| Date | Aircraft | Target | T/off | Remarks |
| 2 Aug 44 | NN702 | Trossy St Maximin | 1140 | |
| 3 Aug 44 | NN702 | Trossy St Maximin | 1141 | |
| 7 Aug 44 | LM629 | Secqueville | 2104 | |
| 9/10 Aug 44 | ND412 | Chatellercault | 2039 | |
| 11 Aug 44 | ND412 | Bordeaux | 1201 | Day light raid |
| 14 Aug 44 | LM629 | Quesnay Wood | ||
| 16/17 Aug | PD523 | Stettin | 2056 | |
| 18 Aug 44 | PD523 | Bordeaux | ||
| 9/10 Sep 44 | PD253 | Monchen Gladbach | 0235 | |
| 11/9/44 | PD253 | Le Harve | 0535 | Day light raid Last to return at 0927 |
| 11/12 Sep 44 | PD253 | Darmstradt | 2059 | |
| 12/13 Sep 44 | PD253 | Struttgart | 1830 | |
| 17 Sep 44 | PD253 | Boulogne | 0644 | Day light raid |
| 18/19 Sep 44 | PD253 | Bremerhaven | 1826 | |
| 19/20 Sep 44 | PD253 | Monchen Gladbach | 1804 | W/C Guy Gibson was Bomb Leader and was shot down on return leg |
| 23/24 Sep 44 | PD253 | Harford Airfield | Did not bomb as marker were unidentifiable | |
| 26 Sep 44 | PD253 | Karlsruhe | ||
| 27 Sep 44 | PD253 | Kaiserslautern | Aircraft caught fire and crew bailed out over France. See notes | |
| 6 Oct 44 | PD317 | Bremen | 1734 | 2nd Pilot W/O Ryan RAAF |
| 7 Oct 44 | PD317 | Walcheren | 1147 | Daylight raid |
| 11 Oct 44 | PD253 | Walcheren | 1330 | Steve Nunns first airborne |
| 28 Oct 44 | PD253 | Bergen | 2215 | F/O Weston 2nd Pliot |
| 1 Nov 44 | PD253 | Homberg | 1326 | Daylight raid |
| 16 Nov 44 | PD317 | Duren | 1224 | Daylight Raid |
| 18 Dec 44 | NG125 | Gdynia | 1633 | First airborne All aircraft landed at Woodbridge on return FOG |
| 29 Dec 44 | NG125 | Minelaying Onion area | 1557 | Flack in area and mines dropped from 12,000ft |
| 1 Jan 45 | PD253 | Gravenhorst | 1703 | Aircraft landed at RAF Kinloss on return |
| 6 Jan 45 | NG125 | Minelaying Spinach area | 0139 | Flack over Sweden Steve Nuns last to touch down at 1001 |
| 2 Feb 45 | NG125 | Karlsruhe | 1956 | |
| 7 Feb 45 | PD253 | Minelaying Forget me Nots area | 1918 | First airborne |
| 19 Feb 45 | PD253 | Boglen | 2330 | |
| 21 Feb 45 | PD253 | Gravenhorst | 2330 | First airborne |
| 24 Feb 45 | PD253 | Ladbergen | 1705 | |
| 16 Mar 45 | NG125 | Wursburg | 1737 | Steve Nunns had newly arrived Flight Commander Stan Flett aboard. |
| 20 Mar 45 | PD253 | Bohlen | 2316 | Crew screened from Ops on return. Tour expired |
August 1944 – promoted to Flying Officer
October 1944 – promoted to Flight Lieutenant
March 1945 – Transferred to No. 617 Squadron
It is believed that Steve Nunns crew with new flight commander Stan Flett in “D-Dog” and Colin Richardson’s in “Y-Yankee” flying their first ops. both brought their bomb loads back to base after an ordnance problem, Steve Nunns reported that his bombs “went safe of their own accord”. Nunns, who had already received a DFC, and crew were screened from ops. on their return, tour expired. Nunns joined 617 Squadron the following month in the expectation of flying with “Tiger Force” in the Far East and remained in the RAF post-war, receiving the AFC (London Gazette 13 June 1957) as a Squadron Leader and finally retiring as Squadron Leader in October 1963.
Tom Beaman lived in the village. I knew him to talk to but it was only recently that have I managed to trace some of his career as a Navigator in the Royal Air Force.
In August 1943 he was attached to No 1659 Heavy Conversion Unit which came under No 6 Group Royal Canadian Air Force. This was a training unit stationed at RAF Topcliffe. He was part of the crew of Halifax DT802 which had taken part in a night cross country exercise and was landing at RAF Topcliffe at 0340. During the flight the port inner engine had cut out and the pilot had feathered the propeller. The trainee pilot lost control on touch down, the aircraft swung and collided with a Halifax which was parked on the edge of the airfield. Sadly, three of the crew died in the crash, the Wireless Operator, the Flight Engineer and Air Gunner. All were members of the RCAF and are buried at Stonefall Commonwealth War Greaves Cemetery, Harrogate.
F/O Beaman the Navigator, together with the Pilot, the Bomb Aimer and Rear Gunner were injured but survived the crash.
On completion of the course F/O Beaman was posted from No 6 Group RCAF to No 4 Groupe RAF where he was attached to No 10 Squadron stationed at RAF Melbourne near York.
It was here he formed up with a crew in which Flight Sergeant F Pearson was the captain.
Thomas Edward Beaman D.F.C.
Tom Beaman lived in the village. I knew him to talk to but it was only recently that have I managed to trace some of his career as a Navigator in the Royal Air Force.
In August 1943 he was attached to No 1659 Heavy Conversion Unit which came under No 6 Group Royal Canadian Air Force. This was a training unit stationed at RAF Topcliffe. He was part of the crew of Halifax DT802 which had taken part in a night cross country exercise and was landing at RAF Topcliffe at 0340. During the flight the port inner engine had cut out and the pilot had feathered the propeller. The trainee pilot lost control on touch down, the aircraft swung and collided with a Halifax which was parked on the edge of the airfield. Sadly, three of the crew died in the crash, the Wireless Operator, the Flight Engineer and Air Gunner. All were members of the RCAF and are buried at Stonefall Commonwealth War Greaves Cemetery, Harrogate.
F/O Beaman the Navigator, together with the Pilot, the Bomb Aimer and Rear Gunner were injured but survived the crash.
On completion of the course F/O Beaman was posted from No 6 Group RCAF to No 4 Groupe RAF where he was attached to No 10 Squadron stationed at RAF Melbourne near York.
It was here he formed up with a crew in which Flight Sergeant F Pearson was the captain.
In March 1944 he was involved in the following Bomb raids.
Ops 2nd/3rd March 1944 Meulan-Les-Mureaux
Halifax LW234 ‘X’ Take off 0040 Touch Down 0628
CREW
Pilot F/Sgt F Pearson
F/Engineer Sgt B Morgan
Nav F/O T Beaman
W/Op Sgt J.G. Shirt
B/A Sgt A Crozier
A/G Sgt N Hardwick
A/G Sgt A Charles.
They bombed the primary target from 8000ft. Cloud 8/10 over target area at 8000ft. Visibility good below. Bombs dropped on Red Indicator through gap in the clouds. Factory building were clearly seen with the whole of the centre area well ablaze. No severe opposition was encountered.
Ops 7th/8th March 1944 La Mans
Halifax LW289 ‘Y’ Take Off 1920 Touch Down 0037
CREW
Pilot F/Sgt F Pearson
F/Engineer Sgt B Morgan
Nav F/O T Beaman
W/Op Sgt J.G. Shirt
B/A Sgt A Crozier
A/G Sgt F Singh
A/G Sgt A Charles.
Bombed primary target at 2159from 12,000ft. Cloud 9/10 at 6,000ft in target area. Attack was made on the glow of two Red Indicators. Just before bombing at 2150 a JU88 was seen approaching on a reciprocal course, it turned in to attack firing the Mid Upper and Rear Gunner returned the fire and the enemy aircraft broke away to port and was seen to staff. Both gunners and flight engineer saw the JU88 fall in a spin with flames developing in wing and disappear in cloud. At 2152 the rear gunner sighted another JU88 approaching from below dead astern, enemy aircraft opened fire, which was retuned by the rear and mid upper gunners both the latter and flight engineer saw strikes on the fuselage of the enemy aircraft which dived away steeply into cloud and was lost from sight. During these encounters out aircraft sustained no casualty or damage.
Service Career
Thomas Beaman received his commission to the rank of P/O on probation on 4th December 1942. He was promoted to F/O six months later 4th June 1943 and to F/Lt on 4th December 1944. For service with 10 Squadron, he was awarded the DFC, Gazetted on 17th July 1945. This may have been the result of completing his second Tour of Operations, the first being in 6 Group. The citation for his DFC states, “Throughout numerous operational missions Flight Lieutenant Beaman has proved himself to be an outstanding navigator whose unfailing enthusiasm has done much to maintain the high standard of his crew. His targets have included the important and highly defended towns of Liepsig, Kiel and Stuttgart. In March 1944, whilst on route to Le Mans, his aircraft was attacked twice in the space of a few minutes by a Ju 88. As a result of the evasive action employed, the aircraft was driven some considerable distance from its course, but this officer coolly and skilfully directed the bomber to the target, which was successfully attacked. Flight Lieutenant Beaman’s devotion to duty both in the air and on the ground has been worthy of the highest praise and has done much to ensure the successful completion of numerous missions.”
Thomas died in 1987 aged 69 years his ashes are buried in St. Stephen’s Churchyard together with those if his wife Kathleen, who died in 2011.
* * * * * * *
Shortly before his death, Tom was stood at the end of his driveway when the Battle of Britain Memorial Flight passed overhead. He was most aggrieved that his beloved Halifax bomber was not flying alongside the Lancaster, Spitfire and Hurricane to receive the credit it deserved for the part it played in the 2nd World War.
I have to admit, I agree with him about the Halifax.
* * * * * * *
A varied life in work
I remained at Pollard Bearing but things changed when John King moved to Leicestershire from Ackworth and only visited the factory two day a week, if that. Without him being there, things slipped. One winter we had several thick fogs, real pea supers. I had worked all day and I did the usual postal run at 4.15pm and it took me almost 50mins to get back from Pontefract. When I arrived back at Ferrybridge I was told I had to go to Manchester Airport straight away with an order, which I found out had been forgotten by the post dept. I refused as I had been driving all day in the fog and could not face the journey over the Pennines. The outcome was I resigned. Later I got a hell of a rollocking from John King who said I should have got hold of him and he would have sorted things out. In those days pay with overtime was £5.4.11per week approx. £5.25 today.
I then went to work at Johnston’s Bakery in Pontefract on the delivery vans. The first route I was on was Darrington, East Hardwick, Thorpe Audlin and Wentbridge. Three days a week Featherstone, Pontefract and I cannot remember where the other place was.
I had been there for quite a while when they bought a round at Pudsey, nr. Leeds, I was given that round. My vehicle was a Morris Commercial which had belonged to Websters and was well past it best. It had single wheels at the back and could do a full spin at the slightest brake application. I got quite used to it and made the journey to Pudsey six days a week. The round I took over had been done by a local family firm baker who had died suddenly. What Johnston’s could not get into their heads round was, “If you treated customers as friends, you sold a lot more.” I did this for about a year. I had been on holiday and one of the managers had done the round. When I went back, I was told I was taking too long on the round and I had to do it quicker because the manager had finished quite early. What they did not say was that the takings were down. They had done such a good job in my absence they had lost several customers. For the past few years, I had also been working at Ferrybridge Service station on the A1 on a Sunday morning. It was a 24-hour petrol station and the night man was leaving so I gave my notice to Johnstons and went there on nights. I had some good times there and met Freddy Star, the comedian on numerous occasions. I was rather naive in those days and could not work out why this lady, who came in on a Saturday night, had a lot of feathers in the back of her car. It was later explained to me that she was a fan dancer.
The services were a refuelling stop for Halls Coaches on the London to Newcastle route. It could get quite busy when the passengers got off to buy sweets and cigarettes. I remember one Christmas Eve I had 48 coaches in at the same time, there was a queue down the A1 all waiting to get on to the pumps. Luckily there were two diesel pumps, so the queue soon went down.
I did get robbed once; a soldier who was AWOL stole an amount from the float which I had got ready for the next shift. It was not a pleasant experience. The local bobbies use to come in for a cup of tea, so I knew them quite well and was able to give them as much detail as possible. As chance would have it, he came back about 10 days later. I never said anything about the theft and made him a cup of tea. Very calmly and in front of him I rang Knottingley Police station stating that the parcel from the other week had come in and was waiting collection. He did not suspect anything, that was until the police car pulled up on the forecourt and they came in and arrested him.
The West Riding Police Road Traffic Division cars were frequent visitors during the long dark nights. You mainly had crews from Pontefract but occasionally Goole and Selby paid a visit. You could guarantee they would arrive on the hour but not always which hour of the night. It was one of the lads who suggested that I apply for a job in the West Riding Police Force Control room at Wakefield, when a job became available. Late 1962 a job became available and I applied, got it and remained there until 1980. I worked on the radio, directing cars to incidents. The area you had to learn was vast, from Sedbergh in the North to Bawtry in the South and from Uppermill in the West to Goole in the East. I was very much like an early Satnav.
I dealt with some interesting things on the Radio, some a little too close for comfort. One such incident was an air crash at Horsforth, nr. Leeds. On the 6th December 1974 when a Piper aircraft crashed killing all 8 on board. Little did I know at the time that I knew the pilot, Captain Peter Pitt, who lived in Orchard House at East Hardwick. Another was the shooting of a Postmaster at Harrogate and that turned out to be “The Black Panther” Donald Neilson. By the time roadblocks were activated, he would have been at home in Guisley. It was only sometime later that I realised I knew the victim.
Outside of work I was able to expand my interest in the world of horses. It was in the mid 1960’s that I bought my first horse. The village drums were soon beating “Where has he got the money from to buy a horse”. Of course, I took no notice.
Since working for Pollard Bearings, I had been doing commentaries at horse shows and announcing at Point to Points Meetings. I commentated at the first Bramham One Day event and did the first four Three Day Events with Major Trotter but the powers that be decided that it would be much better with people off the TV. To use an equine phrase, we were both ‘…put out to grass’ and Mick Tucker performed the task. In the late 60’s I was invited to do a programme for BBC Radio Leeds. It was titled ‘Hoofbeat’ and was a 15 minutes slot on a Friday evening. It lasted for about 4 years and proved to be very popular. That was until a new station manager took over and decided that the programme should be merged into another one and cut down to 5 minutes. There was a lot of protesting from listeners but to no avail. I decided it was not worth travelling to Leeds to record 5 minutes each week, so my broadcasting career and the programme ended
In the early 1970’s my mother suffered from what is known today dementia. Working shifts, I was unable to look after her. So, she was hospitalised for her own safety. I think she was there for two years, I used to have her home for the weekend quite often. During that time no relatives or friends visited her. I went as often as I could. She died in 1973, I told two close friends. There were 3 people at the funeral at East Hardwick church. Even though she had attended church regular and my grandfather’s involvement with the church. No record of the burial was made in the church records by the vicar at the time I discovered this many years later.
In 1976 I changed jobs within the police force, I moved into Communications and I was responsible for all the radio stations within West Yorkshire as well as attending major events with the mobile police station. I also attended most of the Ripper murders. In 1980 my department was moved to Bradford and it meant travelling each day, which cost quite a lot in petrol. Further, there was no parking at the Headquarters and it meant walking through Bradford for about 1 mile at 1am when you finished. Which even in those days was not nice.
After the amalgamation of the West Yorkshire force with Leeds City Police, I used to attend all home games at Elland Road. The first time I was sent I had not been to a football match before; I think they were playing Millwall, I was not keen by what I saw. However, after a few matches I took the rough with the smooth.
In time I was looking for further jobs. It so happened that I had been connected through the Communications department with Bramham Park, nr. Wetherby and was offered a job doing general duties. which entailed looking after the house and serving at Dinner Parties Including when Princess Anne came to stay. I used to perform commentator duties at horse events and commentated at the first four Three Day events.
I once overheard it said that I was ‘…the unofficial butler.’ Others might have said I was the ‘…general dogsbody’!
I remained there until 1986 when I was made redundant. I had slipped a disc carrying a heavy table and was off sick quite a while. Redundances seem to happen to several others who had been off sick the same as myself. The agent at the time was well known for smiling at your face and then stabbing you in the back the moment your back was turned.
During my time there I met many well know faces from TV. David Essex recorded Winter’s Tale in front of the big hall log fire. The crew brought a large Great Dane dog to sit by his side to add a touch of character to the setting. I have no idea what they had fed it but judging by the smell it kept producing it was not very nice. Filming kept having to be stopped, whilst the air was cleaned. Noel Edmunds came several times. Thora Hird filmed In Loving Memory there, she was great to get on with. Christopher Beeney used to find me on a Friday to ask how to get to the theatre he was playing at over the weekend. Another actress who a fantastic to get on with was Liz Smith, she played the grandma in The Royle Family.
As one job ended another door opened. I was offered a job by Tony Clegg, a property developer, who also lived in Bramham. This again was intended to involve general duties. I had only been there a few weeks when on arriving at work I was told that I was going to London in the private jet to bring the Rolls Royce, which was down in London, back to Yorkshire. I had only driven it once or twice before and never driven any vehicle in London. I survived and over the years I preferred to drive in London than Leeds.
From then on, I ended up as the chauffeur until Mr. Clegg died in 1995.
The car that I did not like was a Daimler Limousine which carried 8 including the driver. If you went round a corner on a country lane a little too fast you lost your passengers off the back seat. The car I preferred was a Bentley Turbo. This arrived in 1987 whilst we were still at Bramham. Chauffeuring was enjoyable but there was a slight problem when the phone rang in the car if I was alone. You never knew who might be on the other end. I’ve had Richard Branson, Prince Charles private secretary and a few other well-known names.
Another problem which I soon overcame was meeting people I had never met at York station, those of you who know the station will remember the foot bridge I used to stand at the exit side of this and could pick out my passenger as the came over the bridge. It was much better than standing with a sign in your hand.
In 1989, the family moved to Whixley Hall and I travelled there daily. Early 1900, Mr Clegg developed a second Brain Tumour and whilst he was in hospital, I lived in the hall looking after the dogs and also the horses. Sometimes, for a month at a time. One of the horses was an ex-racehorse, it did not race as it would not pass the vet inspection as they discovered it had a heart condition. However, further tests were carried out and it was diagnosed that its heart was bigger than normal and did not have to beat as fast as a normal one would do. He was sold and went on to compete in 2 Olympic Games, several Badminton Horse Trials and he remains the most medalled horse in British eventing history. His name was ‘Over to You’ or ‘Jack’ as I knew him.
We moved again in 1993 to Linton nr Wetherby. After Mr Clegg died in 1995, I carried on working for Mrs Clegg until 2007 when I retired from outdoor work and 22 years in the same job.
From 1996, I only worked 3 days a week at the Cleggs. I made up the other two days working weekends at Selby Fork Hotel on the A1. Initially involved with Housekeeping. I then went on to Reception and did Duty Manager shifts. I stayed until 2015, that was when the then manager made all us oldies redundant.
Since then, I have spent a leisurely life, sometimes bored and it took a while to get used to the new routine. A lot of the time has been spent watching horseracing on T.V. and at the racecourse, expanding the interest in photography with the move from 35mm film to digital, writing various books and getting infuriated with computers that do not work as they should.
So, I have remained like that to this day, still the same ‘Grumpy old sod!’
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