18th century landscape park, 40 hectare. Bradley Hall built c.1750 for John Simpson, altered 1813 by John Dobson for 1st Lord Ravensworth. Stables and outbuildings to north, late 18th century, behind high walls. Orangery, c.1760, 100 metres to west. Ice-house 200 metres to west, late 18th century, built into mound of prehistoric tumulus. Walled kitchen garden 350 metres to north-east, now used for flowers, and gardener's house. South lodge 600 metres south, North Lodge 400 metres north of Hall. Bradley Park is roughly rectangular in shape, with Hall in north-east quarter. Terrain slopes gently northward, down to the Tyne valley. Wooded dene runs along eastern border, with Bradley Burn flowing north towards the Tyne. Approach drive from South Lodge runs north beside Bradley Dene. Deciduous plantations to north, east and west of house. Mainly open parkland to south and west, with scattered trees. Vestigial fishponds in Park to south-west of Hall. Ha-ha extends for 150 metres east-west, between south front of Hall and Park. Terrace runs west of Hall, with wall 40 metres to west enclosing formal garden of 19th century origin (planting plan by J Cook 1842), with rose beds and herbaceous borders. Small terrace with lawn and graves walk to south. REGISTERED HISTORIC PARK.

In August 1995 the remains of a wooden wagonway (approximately centred on NZ 319 511) were uncovered. The waggonway was open by 1787 making it one of the earliest colliery wagonways to have been excavated in the country. Bournmoor D Pit (HER 4998) was sunk c1791 and worked on and off for the next 32 years. By 1823 the colliery was 'laid in' and the engine was pumping water from the abandoned shaft. The wagonway remains were buried under some 2m of well-compacted coal and coke dust. The two phases of wagonway excavation revealed a complex of ten tracks with at least five sets of points, a boiler house and other pithead features. The tracks were wholly constructed of wood to a gauge of 1.30m. Two tracks had been abandoned and cut off by removing a set of points within the period of wagonway use. The rails, made of oak or fir, were cut from tree boles and varied in length from 1.25m - 3.30m. Where relatively unworn they were 12-13cm square, and showed no evidence of having had doubled or top rails. All the rails were drilled and pegged to the sleepers with wooden dowels. There were two sections of guide rail, intended to prevent the chaldron wagons from straying onto the wrong track at points or drifting sideways on curved or elevated sections. The sleepers were mostly made from untrimmed sections of oak tree branch, usually between 1.7m and 2m long laid in a shallow trench and ballasted with gash stone, ash, coal and crushed brick and stone. Many of the sleepers were acutley bowed upwards, presenting an uneven track bed and casting some doubt on the practicality of the chaldron wagons having been pulled by horses walking in the centre of the track as is usually assumed. Five sets of points were identified on the excavated sections of wagonway. Two of these had sufficient timberwork surviving to clearly show that there had never been any moving parts. A groove worn in the surface of one of the 'through' or main flangeway rails showed that wagons had simply bumped over the main line onto the branch, possibly assisted by movable blocking pieces and/or levers. Close to the pithead, where most of the tracks appeared to terminate, were 'platforms' of brick. At first it was thought that these platforms were for dumping mined coal from the pithead to be shovelled into waiting wagons. It now seems more likely that the platforms were for unloading fuel for the boilerhouse at a time when the pit was laid in, possibly after 1823, when the D Pit engine seems to have been used for pumping the abandoned shaft. Of the pithead buildings, all that remained was the foundation of a boilerhouse. The first building was of stone, with ashpits for two boilers serviced from a brick-paved alleyway, and a chimney in the centre of the east side. Subsequently its capacity had been increased by a brick extension to the east containing two or more boilers also served from a brick alley. At least five of the tracks appeared to have served this building at different times, presumably bringing in fuel to the boilers. The few finds associated with the construction and use of the wagonway could only be broadly dated to the late 18th century or early C19. It is presumed however that the wagonway would have gone out of use with the adoption of standard gauge in 1840 if not before.

A tile works and clay pit were established to the north of Bournmoor Colliery (HER 4996) around 1854. There was a three fingered spoil heap to the east of the tile works. By 1895 a firebrick works had been established on the west side of the coke works (HER 4999) and the tile works had expanded to become a brick and tile works and a further kiln had been added. The spoil heap had grown considerably to cover the earlier clay pit. By 1940 the brick and tile works had been modified {1}. 1894-1939. The yard was situated close to the coke ovens at New Lambton. In the 1890s, field drainage pipes and common bricks were made here. Bricks marked ED were used in building colliery houses at New Herrington, Newbottle, Penshaw and Littleton. In the 1930s, the yard had an extrusion machine which made wire-cut red bricks. Soft clay was hand-dug from a clay pit next to the yard. The bricks were burned in seven Newcastle kilns and two rectangular downdraught kilns. The yard closed in 1940 and reopened in 1946, but finally closed in 1947.

New Lambton corn mill is shown on an estate map of 1812 with a mill dam at the confluence of the Herrington and Moor Burns linked to the mill by a mill race. By 1856 the mill pond had been infilled, possibly with colliery waste. By 1895 the New Lambton Mill had been demolished and the mill race infilled.

Between 1854 and 1857 a coke works consisting of two ranges of bee-hive coke ovens were established to the north-west of Bournmoor Colliery (HER 4996). A washing dolly for cleaning the coal was also added to the south-west of the coke ovens. A waggonway connected the washing dolly to a three fingered spoil tip of the east side of the tile works (HER 5001). Whellan's Directory for 1856 states that extensive coke ovens at Bournmoor belonged to James Morrison of Roker, Sunderland, who obtained two prize medals at the London Exhibition, and were managed by Thomas Leconste. By 1895 the coke works had expanded considerably with the addition of of a new battery of coke ovens and the extension of the existing two. A gasometer established at the north end of the works may suggest that at this time the gas produced as a by-product was being collected as town gas for lighting. A firebrick works had also been estbalished on the west side of the coke works. By 1915 the bee-hive coke ovens had been demolished and a new by-product recovery coking plant had been erected. In 1947 the coal industry was nationalisedand the running of the colliery and the coking plant passed to the National Coal Board (NCB). In the 1950s the NCB were selling gas produced at the coking plant to the Northern Gas Board. The coking plant continued to operate until 1983 and was demolished soon after.

D Pit was working by 1791, and may have been sunk as early as 1789. The accounts of the various Lambton Collieries for 1792 indicated that D Pit coal was both the cheapest to produce and the cheapest to transport. The Main Seam however, would appear to have been almost wrought out by 1795 and the D Pit possibly laid in early in 1797. Two rows of props were installed in the D Pit shaft roof and a new set of pumps in the D Pit engine house in 1800. These improvements may have been in anticipation of reopening the pit. D Pit was working again by 1801/2. The pit is not recorded in the accounts for 1809 and is likely to have been laid in once more. It is likely that between 1808 and 1817 the mine was used for pumping rather than drawing coals. In 1815, whilst maintenance work was underway on one of the boilers at the D Pit, deposits of salt were discovered coating the inner surface. Similar discoveries at Lambton led to the discovery of a saline spring and the subsequent establishment of a salt works at nearby New Lambton. Plans may have been underway in 1816 to reopen the D Pit as a scheme was devised to drive a drift from Morton (HER 3140) in order to pump out the workings. This suggests that the D Pit engine was either out of commission or was not in a sufficient state of repair to undertake the task in isolation. In 1817 the engine house was demolished and a replacement erected. In 1818 D Pit was once again drawing coals, this time from the deeper Hutton Seam. The D Pit waggonway may have been abandoned at this stage in favour of a new arrangement linking it to the Lambton Railway (Lumley Branch) and the main Lambton Railway opened in 1819. D Pit may have been laid once more in 1821/2. The pit was certainly closed by 1823 and the engine is likely to have been used exclusively for pumping. Around 1854 a new pit was superimposed on the D Pit and coal production was resumed. Considerable investment had been made in developing the mine by 1856/7. The old arrangement of the D Pit was replaced by new buildings, including a new engine house erected on the south side of the shaft. A group of at least 19 buildings had been built to the north, arranged in a rectangle so enclosing a central yard. These are likely to be houses with gardens on south and east sides. The Lambton Railway had been extended with the addition of the Lambton Railway D Pit Branch linking the D Pit and Lady Ann Pit (HER 3141) to the Lumley Branch. A photographic album of the Lambton estate compiled by F Depeaux in 1891 includes views of the D Pit. By 1895 a new engine house had been erected at D Pit with ancillary buildings. The D Pit Branch of the Lambton Railway was abandoned. By 1940 a new engine house and several buildings were erected at the D Pit. In 1965 D Pit closed for the final time.

A and B Pits were the earliest pits to be sunk at Bournmoor Colliery, 1783 or earlier. On the 1st edition Ordnance Survey map map B Pit is shown as 'old shaft' within an enclosure containing trees, and was by this date clearly long abandoned. During reclamation works on the former Lambton cokeworks site in 2009 the removal of overburden around the 'old shaft' uncovered the remains of the brick lined shaft of the pit. The D shaped boundary marked on the 1862 map was not located - it may have been a fence or low bank. Contemporary records of mine shafts in this period suggest that the pit head structure may have been constructed on a raised mound, which may account for the absence of any structural features in the immediate area of the shaft.

The earliest dated reference to Bournmoor Colliery is in February 1784 when the 'scale of changes for wagon maintenance at General Lambton's Collieries at Harraton, Lambton and Bourn Moor' were recorded. This suggests that the initial sinkings for the colliery may have begun in 1783 or earlier. In August 1784 calculations regarding the dimensions and accounts of an engine house at Bourn Moor were made by George Green. The engine house had provision for three 13 foot diameter haystack boilers and an undated plan showing the same dimensions and the title 'Bourn Moor Engine House' has survived. The A pit lay to the north side of Bournmoor Farm. B Pit (HER 4997) at NZ 3207 5154. It is not clear which of the early pits the engine house was designed for. The colliery was expanded in 1789-1797 with the sinking of C Pit which lay to the north of the A183, probably sunk in 1789 or 1790. In june 1791 D Pit was working the high Main Seam suggesting that the sinking may have begun as early as 1789. Although General Lambton would have been involved in the establishment of Bournmoor Colliery (other Lambton family collieries were Lumley, Harraton and Lambton) it is likely that from the beginning the operation would have been leased out. An abstract for an agreement has survived dated 1st January 1785 by Mr Featherstonehaugh and Co for working General Lambton's Collieries at Harraton, Lambton, Bournmoor and Lumley for five years. In 1800 John Buddle was appointed inspector of the Lambton Collieries and reports soon followed regarding Bournmoor Colliery. The upcast was then being aired from Lady Ann Pit (HER 3141). Buddle descended the D Pit shaft to the Maudlin Seam and noted the poor state of the roof which required two rows of props. In 1800 a new set of pumps were installed in the D Pit engine house and a new beam installed in the following year. An estate map of 1812 shows a raff (timber) yard, brick garth, cottages (D Pit Row), engine and small gardens. Records are illusive at this time which suggests that the mine was used for pumping rather than drawing coal. The importance of the pumping role is underlined by concern at the state of the engine, with the option of its abandonment in favour of the Morton engine (HER 3140) being actively considered in 1814. A significant change occurred in the organisation of the Lambton collieries in 1813 when John Lambton came of age. He immediately took back control of his collieries from the contractors and in their place he appointed a 'colliery board'. In 1815 deposits of salt were discovered coating the inner surface of one of the boilers at D Pit. Similar discoveries at Lambton led to the discovery of a saline spring and the subsequent establishment of a salt works at nearby New Lambton. D Pit was closed by 1823 and the engine is likely to have been used exclusively for pumping. It is recorded as drawing water from a dormant colliery in 1835. The centre of coal production on the Lambton Estate at this time appears to have shifted from this area to collieries at Cocken, Sherburn and Littletown. Around 1854 a new pit was superimposed on the D Pit and coal production was resumed. The old arrangement of the D Pit was replaced by new buildings, including a new engine house erected on the south side of the shaft. A group of at least 19 buildings had been built to the north of the d Pit, arranged in a rectangle so enclosing a central yard. These are likely to be houses with a series of gardens on the south and east sides. By 1856 the Lambton Railway (opened in 1819) had been extended with the addition of the Lambton Railway D Pit Branch linking the D Pit and Lady Ann Pit to the Lumley Branch. The Bournmoor engine was located at the junction of the D Pit and Lumley branch lines. This may have been a stationary steam engine and a long narrow building to the west, recorded on the Ordnance Survey 1st edition map as 'Duney's Bay' may have been an engine shed. An early electric telegraph line (HER 3144) was constructed. Elba had acquired a number of gardens on the east and south sides. B Pit had been long abandoned by 1856/7. The development of the colliery during the second half of the nineteenth century is poorly understood, though it is likely that the collieries were leased out for much of this period. By 1895 a new engine house and ancillary buildings had been built at the D Pit. A new terrace of workers housing was erected to the west of D Pit Row. The D Pit branch was abandoned, and a new branch had been built which ran from the main Lambton Railway on the west side of the Firebrick Works northwards. The Lumley Branch had also been diverted northwards to join the new line. In 1896 James Joicey took over the Lambton Collieries Ltd from the Earl of Durham. By 1940 a new engine house and several buildings had been erected at the D Pit. The spoil heap continued to expand and a large lake had developed on the north side of the spoil heap. In 1947 the running of the colliery passed to the National Coal Board. In 1965 the D Pit closed for the final time.

Complex of farm buildings to the south of St Matthew's Church in the village of Newbottle. Two barns within the complex are listed grade II. The range of buildings are predominently nineteenth century structures extending southwards from the earliest elements of the farmstead fronting on to the principal street of the medieval village. The earliest cartographic evidence - from 1822 - suggests only a linear development along the street frontage which, by the time of the tythe plan of c.1840 has developed into a series of buildings surrounding a courtyard. It is clear from the 1st edition Ordnance Survey map of c.1858 that the farm was considerably extended in the second half of the nineteenth century. The area to the south of the early courtyard was brought within the building complex, perhaps initially by the construction of single storey ranges on a north-south axis to create south facing foldyards. The principal structure became the east-west central range, formed of two separate buildings with differing roof heights, which contained both the threshing barn at its eastern end and an open arcaded series of arches entrances to the south elevation at its western end with a hay loft above. The power for the thresher was supplied from an engine house on the north side of the building. The arrangement to the south of the central range was again altered later in the nineteenth century when the west wall of what had been a single storey range extending to the south was lowered, the roof removed and the foldyard covered over thereby enclosing the arched arcade and the foldyard itself. The earlier brick boundary wall was heightened to carry the roof and form the west elevation of this barn arrangement. The roof was formed of two pitches, the central valley supported by brick columns within the former foldyard. The roof was constructed of pantiles and the south gable constructed in stone work with two decorative gothic arched openings. The listing of the two barns to the south of the farmstead has been carried out on the apparently mistaken assumption that these were part of the eighteenth century farmstead rather than a late nineteenth century addition to the site. LISTED GRADE 2

The landscaped grounds to Axwell Hall. Included a deer park and ornamental lake. Now partly developed as private housing estate and assessment centre. 18th century landscape park, c.92 hectare. Axwell Park designed 1758 by James Paine for Sir Thomas Clavering, executed by John Bell. Alterations and additions by John Dobson for Sir John Clavering 1817-18. Additions for use as school 1920s. Stables attributed to John Bell, demolished 1920s. Remains of temple, by Dobson, to south-west. Walled kitchen garden 300 metres north of house. Dower House (Axwell Villa) c. 1770-80 400 metres to north-east. Home farm with circular dovecote and cowsheds to north-west. Axwell Park lies to north-west of, and sloping towards river Derwent, which forms south-east boundary of estate. The Hall is in western area of Park, and a 1km serpentine lake flanked with trees runs roughly parallel with the Derwent, between the river and the Hall, with remains of suspension bridge. Retaining wall balustrade and steps to terrace late 19th century immediately to south of house. Approach drives from north-north east and south. Woodland to south and west. Partly late 19th century deciduous, with walks. Considerable 20th century housing development to north-east, beside serpentine lake, and some forestry planting within Park. CONSERVATION AREA AND LOCAL LIST