Coke Ovens.

Axwell Park Firebrick Manufactory. 1850-1906 Hannington’s yard
(Source: Davison, P J, 1986. Brickworks of the North East, 133, site 23)

Lampblack Manufactory.

A Turn Wheel. It is unclear from the 1st edition OS mapping what exactly this is. Its location is also unclear, but it was probably within a 100m radius of the grid refence. Unlikely to be a railway turntable as there is no associated railway line, so classified as a water wheel because it is on the edge of Derwent Gut.

Firebrick Works shown on First Edition onwards.

The Swalwell Branch of the Newcastle and Carlisle Railway.

Saw Mill.

Brickfield.

Garesfield Wagonway. Its northern terminus was probably at Garesfield Staith, (SMR 3461), but on the 1st edition OS mapping it appears to stop just short. Its southern end was at Garesfield Colliery A Pit, (SMR 3372). The line was first opened in 1801 by the Bute, Hertford and Simpson Agents. Alan Williams states that it was sunk to a depth of 25 fathoms in 1800 and worked the Stone Coal, the Five Quarter and the Brockwell seams. The coal was drawn to the staiths by horses and by inclined planes. It was redesigned in 1819 by George Stephenson and George Hill, at which time it only reached as far west as the Garesfield Number 4 pit, (SMR 3374). It was extended to High Spen in 1850 and Chopwell in 1891, having been sold to the Consett Iron Company in 1889. A new stretch of line from Winlaton Mill to Derwenthaugh opened in 1902 (begun 1897). In 1960 working at Chopwell ceased and the line was thereafter in use only between Winlaton Mill and Derwenthaugh for Derwenthaugh Coke Works. Precursors of this line were Ridley's Thornley Wagonway (1717) and the East Winlaton Wagonway (1700). Mining at Thornley began in 1717 but ceased in 1748. The area was considered again for mining in the 1760s but this came to nothing. However, with the closure of Blaydon Main in 1797 the project was revived and a waggonway appears on Casson’s map of 1801. The existing works and salvaged materials were reused and Western III waggonway was incorporated into the new Garesfield Way, using the old Blaydon Main staith. A report on improvements to the way was made in 1819 by two engineers, including one George Stephenson. There were four pits at Thornley and a strange eclectic system of ad hoc methods was implemented. A new pit was sunk at High Spen in 1837 and the waggonway was extended to it and, some six years later, wooden rails were still in use. The waggonway remained unchanged, apart form a short extension in about 1850, until 1889. The new owners, the Consett Iron Company, extended the waggonway to a new pit at Chopwell. This new traffic required the waggonway to be upgraded and in 1897 a new incline from Garesfield to Winlaton Mill was begun. A description on the way by Gilchrist in 1903, reported that “the old waggonway was a very zigzag road, with a somewhat light section of rail, and was worked by two standing engines with drums. It was a single line, the empty wagons being hauled up and the loaded traffic taking the rope down.” A new rope was put on the incline in 1897 until the new one was finished; the way may not have opened until 1902. When Chopwell Colliery ceased working in 1960 the way was lifted the following year as far as Winlaton Mill. The stretch of line between the drift mine at Winlaton Mill and Derwenthaugh was retained as a working railway for the Derwenthaugh Coke Works until 1985; the route was in continuous use for 285 years.

Railway Station on the Newcastle and Carlisle Railway Redheugh Branch, (SMR 3447).