Water supply:

Copious quantities of water were encountered during the sinking and this would normally have been tapped in order to provide a supply for the pit. Unfortunately it was found to have a very adverse effect on the boilers and an alternative supply had to be found. In 1892  the water supply for the pit was being provided by a steam driven pump located in an engine-house near the Horse-Fair spring although it’s not clear just how the water was extracted from the  spring itself.  By 1900, this engine-house had been demolished and replaced by another building situated on the banks of the river about 150 yd (138 m) away. A small weir was erected across the river to create a reservoir with a channel,  protected from larger debris by a steel grill, feeding stilling tanks near to the pump-house which removed suspended sediment. From there it was drawn into the pump-house where a Tangeys vertical  boiler supplied steam for two Tangeys “Special” ram pumps which pumped it up to a reservoir near the ventilation fans - one pump always being kept on stand-bye.  By the 1960s two electrically driven turbine pumps were in use instead.

Electrification:

Pleasley Colliery was electrified at an early stage. In 1881 experimental use of incandescent lamps on the coal face took place. This was subsequently followed by the permanent installation of this type of lighting in the pit bottom and carbon-arc lighting on the surface. In 1890 a 84kW DC generator driven by a horizontal steam engine was installed near to the ventilation fans. This operated at 500 Volt, supplying the surface and underground lighting and powering a 60 hp (45 kW) haulage engine located near the pit bottom in the Top Hard seam.

Transport:

Prior to the arrival of the railway, all transport would have been by road. In 1741 the main alternative to the Great North road running via Nottingham to Rotherham and Barnsley passed through Pleasley. The 19th century Pleasley to Rotherham turnpike  branched off the Mansfield to Chesterfield road a few hundred yards to the north-east of the colliery which suggests that the main roads were of a good standard. 

At the start of the sinking, the back lane access from Newboundmill Lane was created on the west side but subsequently a pre-existing lane serving an old windmill on the east side became the main entrance to the colliery  Chesterfield Road. Landsale wharfe was soon constructed there to serve the local area.

By 1875 the colliery had been reached by the Midland Railway Company’s excavations for the Tibshelf to Pleasley extension from  the Erewash Valley main line at Westhouses. It was April 1877 when the line officially opened for mineral traffic ready to carry Pleasley coal up the ?? mile steady climb past Teversal to the watershed at 600 ft ready for the ?? mile  downhill run to the main line at ?? ft followed by ?? mile of easy going down the Erewash valley to the blast furnaces just South of Ilkeston.    In 1887 the line was extended via Pleasley Vale to link up with the Midland Railway line at Mansfield Woodhouse giving Pleasley coal direct access to Mansfield itself and many new markets further towards the East coast.

In March 1898 the Great Northern Railway’s Lean Valley Extension opened for mineral traffic providing a second route to Stanton Ironworks  along the easy gradients through Skegby, Newstead and Hucknall to  Basford and then Kimberly.