On the death of the second Sir William Blackett in 1705, his viewer and partner, John Wilkinson, continued his business. He used Felling Staith for the development of an important complex of three distinct collieries – Low Felling, High Felling with Heworth, and Carr Hill – and linked them by extension to Harrison’s waggonway (Felling II). The link from High Heworth to Felling II had been made by 1708 when “Gateside and Heworth Mr Wilkinson” were given a large vend quota of 1400T, equalling Stella or Chopwell.
To take advantage of such a large quota Wilkinson needed considerable investment and intensive working, apparent later in ground disturbance and, possibly, in Carr Hill reservoir required for waterpower. The waggonway also justified some fairly heavy engineering and an embankment still stands and is Felling’s only visible relic. Somewhere neat Elliot Street in Sunderland Road, this new way was joined to Harrison’s reconstruction of Brandling’s original Felling Waggonway. In 1976, during the building of the industrial estate, a stretch of wooden track was found which appears to have been part of this way.
It is unknown when the Carr Hill way was finally closed; it was still in operation in 1737 and a plan of a few decades later shows an extension to Sheriff Hill running from the east side of Carr Hill, across Pottersway and roughly parallel to Broadway.
Carr Hill Way was also among the many waggonways whose traffic was not restricted to coal. Cotesworth made use of it in the 1720s for coal and probably for grindstone quarried on Gateshead Fell.

A new colliery was opened at High Felling in 1690 by George Harrison, Stephen Owen and Thomas Owen. Harrison had a pit at High Felling and the Owens had others to the east of it. Brandling’s waggonway was reconstructed to carry the increased output. One branch served the Owens’ pits, crossing Felling Burn by a battery north of Brandling Terrace and headed for Crow Hall. Harrison built another branch across open fields and its course was later to become Felling High Street. These two new branches met south of the staith, transforming the waggonway system into a short stem with three branches.

Staiths for the Heworth Way, west of Heworth Burn.

The old colliery at High Heworth probably led to Felling Staith down a branch of the Felling Way. Alternatively it may have led to a probable old coal staith at the west end of Heworth Shore, later a grindstone quay. The new colliery of 1759 had a waggonway to large staiths downstream and is shown on a plan of 1764. These in turn gave way for a new outlet for the Sheriff Hill Colliery.

The original wooden dolly was a figurehead from a collier brig named the 'Alexander & Margaret', named after the owner Alexander Bartleman, North Shields shipbuilder, and his wife. They erected the dolly in their front garden at No. 23 Front Street, Tynemouth as a memorial to their son, David, captain of the brig, who was killed in battle off Yarmouth in 1781.He was defending his ship against Captian William Fall in the 'Fearnought'. In 1814 the wooden dolly was moved to the entrance to Custom House Quay to prevent people from backing carts into Bartleman's property. Local historian Paul Trumpeter described the dolly as 'no slim, simpering, Goddess-looking creature, but a bluff, saucy, hearty-looking hussey, with a full flaunting petticoat something in the style of good Queen Bess'. After being chipped and pared by seamen (the face of the doll was disfigured as sailors carved off pieces before their voyages to bring them luck), a group of drunks finally destroyed her in 1850.

Francis Rudston obtained his coal from Northside, on Birtley Fell, and erected staiths at Bill Quay on the Tyne, nearly three miles below the Tyne Bridge. Bill Quay was chosen because the Rudstons were collier ship owners and wanted to bring coal by waggonway direct to seagoing ships, something impractical any further upstream of Walker. Bill Quay represented the first attempt to do this, thus eliminating transhipment to and from keel, and the first pit-to-market coal concern on Tyneside. A lawsuit of 1749 states that Rudston laid a waggonway “over Birkley Comon abt 24 or 25 yrs ago” and it is shown on the plan of 1728 on which it is about four miles long from Bill Quay to Birtley Colliery. The colliery caught fire in 1732 and was drowned, probably to extinguish the fire. Rudston went bankrupt in 1733. However, Brown’s map of 1754 (Northumberland Record Office SANT/BEQ/9/1/3/25) clearly shows a waggonway, designated as Rudston’s, running from Northside in a north easterly direction before turning to due east and heading south of The Mound. This suggests that Rudston had recovered from bankruptcy. This waggonway may be on the course of his original way.

Much of the course of the Rudston’s Way is uncertain.
Archaeologist Alan Williams has suggested a route following Mount Lane then up what is now Springwell Road, which was a public road across Usworth Common at that time. Local historian Andrew Hoseason has suggested that from the point opposite the Perseverance Arms in Springwell, the line ran north following the route of the present day footpath also marked on the 1857 OS map. This path follows the edge of the modern Bowes Railway site and gradually merges with that Railway’s descent to Wardley.
It is assumed that the later Washington Waggonway used Rudston’s old trackbed and therefore we assume Rudston’s turned North again at 54°56'21.7"N 1°32'14.4"W (between Beaufort Close and Ridgeway) thence through what is now a housing estate to Pelaw Junction where the 1857 OS map shows an old embankment, now Station Road, going North, down to the staith at Bill Quay

Although no direct evidence exists for this or any other route, this line from Birtley Northside to Bill Quay would be the flattest route to avoid climbing The Mount.

Bombing decoy - a QL and starfish site. Newcastle's decoys were in place by January 1941. They remained in place until February 1944. Attempts had been made during WW1 to deceive the enemy by using decoy airfields and flare paths to divert bombers and exaggerate the number of operational airfields in France. In October 1939 a decision was taken to commence construction of daytime decoys - "K" sites for all satellite airfields and night decoys "Q" sites for both permanent airfields and satellites. Daytime decoy airfields consisted of tents and dummy aircraft. They were almost all abandoned in 1941. Night decoys consisted of electrical lighting to represent airfield flarepaths. Night decoys called "QF" sites provided mock fires to encourage enemy bombers to attack the decoys rather than the real targets. Night time urban decoys or "QL" sites represented hooded lighting, tram wire flashes, furnaces and marshalling yards. Following an attack on Coventry in November 1940, many major towns were provided with decoys codenamed "Special Fires", "SF" or STARFISH. These sites comprised a variety of effects to represent small fires to major fires. Very little tends to survive of bombing decoys today. The brick/concrete roofed control shelter and generator building may survive. These were sited around 365 metres away from the decoy. At some "QF" and "SF" sites evidence of the firebreak trenches that surrounded some of the displays may survive as earthworks or cropmarks.

A poorly defined circular mound about 10 metres in diameter and 0.2 metres high, probably overlying the ridge-and-furrow.

A roughly circular ring-bank 11 metres in diameter and 0.3 metres high surrounding a central hollow. To the west of the mound is a ridge of material also overlying the ridge-and-furrow. This may be additional spoil from the mound.

A large hollow, measuring 8 metres by 5 metres and 0.3 metres deep, situated on the sloping ground of Race Hill; this could be a shaft head or a quarry scoop for the race track. The use of pillar-and-stall mining (cutting horizontal headings out of the bottom of the shaft, leaving pillars of coal to support the roof) meant shafts could be spaced wider apart. The best example of a widely spaced grid pattern of shafts on the Town Moor is on Nuns Moor, where four shaft heads form a square pattern. These shaft heads have larger spoil heaps than the Bell Pits, indicating deeper shafts and a later mining episode. A diagnostic feature of the landscape indicating pillar-and-stall mining is the subsidence of the surrounding ground surface, due to the caving in of the galleries especially after the removal of the roof supports. Such areas of mining subsidence effect large areas of the Moor.