In use by Washington New Town Direct Labour Organisation {1}.

An old cast iron guide post remains next to the modern signs fixed to a lamp post. Between them is a stone reading "New Penshaw 1867". Purpose unknown {1}.

Very little is visible on this site, although some signs of a quay can be seen and remains of a building can be seen in the earth bank {1}. Shown on 1st edition Ordnance Survey map.

Chimney is totally free standing and no associated remains are visible. It has an arched opening near its base {1}.

Stone quay visible beside Ferry Boat Lane {1}.

Opened 1900, closed 13 July 1979. Sinking started in 1897. There were three pits - East Pit, South Pit and West Pit. The owners were Wearmouth Coal Company LTD until the National Coal Board took over in 1947.

Built as a combined rail-road bridge, but only lower road deck is now used {1}. Designed by Charles A Harrison, nephew of Robert Stephenson's assistant, and constructed by Sir William Arrol & Co, builders of the Forth Rail Bridge. The need for the rail bridge was to avoid coal trains having to reverse at Washington and Penshaw, thus connecting the coalfields of Annfield Plain and Washington with Sunderland's South Docks. Negotiations between the North Eastern Railway Company and Sunderland Corporation resulted in an agreement to build the bridge over the River Wear in 1899. The approaches were completed by 1907, by Mitchell Brothers of Glasgow, the subcontractors. By 1909 the Bridge was complete and was ceremoniously opened by the Earl of Durham. A temporary cantilever principle was utilised in erecting the bridge, a unique and remarkable technique at the time. The footings are of Norwegian granite based on solid clay whilst the arches were of red sandstone, shipped to the Wear from Lockarbriggs Quarry, Dumfriesshire. Structurally the Queen Alexandra Bridge has a centre span three times heavier than that of the Forth Rail Bridge. The 330ft centre span stands some 85ft above high water level, it is connected to two 200ft side spans to the north and one 200ft land span to the south. Steel is used throughout the latter. The following quantities of material were used: 350,000 bricks, 8,500 tonnes of steel, 60,000 tonnes of red sandstone and 4,000 tonnes of granite. Although primarily a rail bridge, facilities were also made for a road and pathways on the lower deck, with gas and water mains flanking the upper deck. During the peak years some six million tonnes of coal passed over the rail deck yearly, however passenger traffic on this route never materialised. Consequently, due to the fall in coal exports, the upper deck closed to regular rail traffic in 1921 leading to the bridge's regrettable epitaph as a "white elephant". Following a period of use for wagon storage the semi-redundant rail deck was used as a platform for searchlights and anti-aircraft guns during World War Two {2}.

First shown on the second edition OS of 1898. The large graving dock was comparable in size and form to that at the Bridge Yard (HER 2754) and is mostly lined in wood. The wrought-iron dock gates still remain in position, although embedded and partially hidden in the mud. The gates, which are still intact though badly rotted, originally opened by winch and chain, and are known as 'Cornhill Patent' {2}.

The timber cooling towers of this power station survived until fairly recently {1}. Shown on Ordnance Survey third edition as Electricity Generating Station. Built on site of Trimdon Iron Works (HER 5013).

Present structure has three stone-pointed arches, two brick-lined rounded arches and remains of a third brick-lined round arch {1}. Small group of three semi-circular lime kilns by the riverside on the south bank. Probably date from 18th century {2}.