Two gas lamps survive at the entrance to South Drive, one of which bears the name of Smith, Patterson & Co. Ltd of Blaydon. The standards are fluted and made of cast iron and date from the mid 19th century {4}.

Stables and coach house. Late 19th century or early C20. Ashlar coach house; brick stables; graduated Lakeland slate roof. 3 ranges around courtyard. Coach house of one storey and 3 bays flanked by 2-bay stables with 3-bay projecting wings. 3 high carriage arches; lunettes with radial glazing bars and sill band above; top pediment contains painted clock face dated 1901. Arched stable entrances contain recessed brick side pilasters supporting ventilator bands and lunettes above. All doors boarded. Hipped, low-pitched roofs. The stables were built in the early 19th century. They include many internal fixtures and fittings. The stables have been extended on both sides. These extensions have covered the original blind arches on the south walls. The south-west block has the original flanking wall as its west wall. This wall has been extended upwards to cover the monopitch roof of the extension. There are no gates on the gate piers to the west. The roof is diminishing Welsh slates. There are lead ridges and pitched valley gutters. The windows in the three lunette windows to the groom's quarters at upper level appear to be original but have secondary glass plated over them. The joinery infilling to the arches appears to be original but the doors with diagonal boarding are crude mid 20th replacements. The other openings retain their original doors. The clock is dated 1901 rather crudely. The date appears to be an addition. The outward faces of the stable block are simpler with two blind arches containing windows, only the northern one functions. On the west side a circular window has been added which spoils the design. On the east side an opening has been cut through to form a door with a new lintel. The interior contains a tank on supports in the south chamber of the west block. There are hay ricks, one trough and boarding rising to a dado. The floors are a mixture of stone paving and gridded concrete. A small chamber in the north east has an original simple fire surround and timber belting with hooks for horse gear. The central coach house is the biggest and most characterful interior in Woolsington Park. The floor is fine stone paving. The walls retain evidence of painted decoration. On the north side is a duct and pulley. There is a stair up to the groom's accommodation. In the eastern stable block there is an almost completely preserved timber lined wall. The courtyard is concrete with a central circle leading to a drain. The eastern stable block has a lot of different periods of brickwork.

A trackway or "greenway", orientated north-south. Approximately 7m in width. Slightly sunken in places with occasional banks on parts of both sides. It was more pronounced towards the southern end and exhibited a slightly sinuous alignment. Map research shows that this is an early pre-enclosure landscape feature, first shown on the enclosure award map of 1718. {1}

Designated as Tyne O. Shown on 10,560 scale OS map of 1951 although not detailed, perhaps for security reasons. Also shown on 1:10,000 scale OS map of 1968. Aerial photographs held by the National Monuments Record, Swindon show that it was derelict by 1956, with some demolition of buildings on the western portion of the complex having taken place. By 1965 most buildings in the western part had been removed, those on the eastern side remained. Roger Thomas of English Heritage's York Office interprets the site as a heavy anti-aircraft battery that was manned by territorial units of the Royal Artillery. The battery operated between February 1940 and January 1946. It was a "fixed site" which included anti-aircraft guns, a gun-laying radar, machine gun posts around the site, a magazine, canteen, guardroom, pillbox, gun store, barracks and a Bofors gun pit. All were within a barbed wire perimeter. The site was downgraded in the early 1950s to an unmanned unit ready for rapid response. The site was finally stood down in 1956 and was probably returned to the landowner by the early 1960s. {1} Armed with four 3.7 inch staic guns with GL Mark IA radar in 1942, and six 3.7 inch Mark IIC guns with GL Mark II and Mark IIIB radar in 1945. Manned by 185 Battery of the 66th Royal Artillery Regiment in 1940, by 268 Battery of the Royal Artillery Regiment in December 1940 and by 497 Battery of the 144th Royal Artillery Regiment in 1945. Retained as a Nucleus Force Headquarters Battery in 1946. The battery included six gun emplacements, two magazines and a command post. The radar station with a gun-laying mat was at NZ 3940 6127. A pillbox and Bofors gun emplacement lay to the west. Servicemen's quarters lay to the north-west with a water tank and filter bed. On one aerial photograph a baseball diamond can be seen marked out east of the accommodation blocks, suggesting use by US servicemen {2}.

Ridge and furrow identified on aerial photographs held at National Monuments Centre, Swindon. Small area is thought to be medieval ridge and furrow due to its curving form and the fact that they cross the post enclosure field boundary system. By 1965 these features appear to have disappeared from photographic record. They may have been removed by this time by modern intensive farming techniques. Further areas of ridge and furrow of probable post medieval and post enclosure origin (i.e. 18th century) adjoin this. They have a linear form and appear to respect the line of the post-enclosure field boundary system. These features are still apparent by 1965. {1}

In 1894, men digging a sewer trench found some intriguing wooden remains. They contacted Canon Savage, a noted antiquarian based in Jarrow and an expert on boats, who later became Dean of Lichfield. The Proceedings of the Society of Antiquaries records Canon Savage's evidence: "In June 1894, a main drain was being laid in the Don valley for the service of the two Boldons. About 250 yards above the viaduct of the Stanhope and Tyne Railway, to the south-east of Brockley Whins station, the workmen cut across the backbone of a ship, apparently of curved keel, lying some eight feet below the present surface level. They did not uncover the rest of the framework, so that the actual size is not known. The evidence of shingle, etc, pointed to a wide riverbed at that part. Farther south… a knife was found quite below the surface. It has a somewhat tapering blade, edged on one side only, five and a half inches long and one inch broad where it is set into the handle. The handle, which is of bone, is stained a deepish blue colour next to the blade; the iron holder of which passes through the bone handle." Canon Savage referred to the vessel as "the unmistakable framework of an ancient ship, apparently of Scandinavian build". The remains were left in situ and, so far as is known, they have not been disturbed since. The wide shingle river bed, which he mentions, could mean that the Don was navigable to at least the point where the possible vessel may now rest. Groundwork South Tyneside Archaeologist, Tony Adey, suggests that the Vikings may have been trying to reach the church and settlement at Boldon. The River Don is nowadays a small stream that enters the River Tyne close to Bede's Monastery at Jarrow, which was more than once the target of Viking raiders. Adey spoke to an 81 year old man who recalled being told by older friends and family that they had seen the ship at the time it was uncovered {1}. In 1894 "The unmistakeable framework of an ancient ship, apparently of Scandinavian build" was found about 8' below ground surface and some 250 yards from the viaduct at the Stanhope and Tyne Railway near Brockley Whins when a drain was being laid" {2}. In June, 1894, a main drain was being laid in the Don valley for the service of the two Boldons. About 250 yards above the viaduct of the Stanhope and Tyne Railway, to the south-east of Brockley Whins station, the workmen cut across the backbone of a ship, apparently of curved keel lying some eight feet below the present surface level. They did not uncover the rest of the framework so that the actual size is not known. The evidence of shingle etc. pointed to a wider river bed at that part. Farther south, south of the branch line which connects the colliery with the Sunderland and Newcastle line, a knife was found quite eight feet below the surface. It has a somewhat tapering blade, edged on one side only, 51/2 inches long and 1 inch broad where it is set into the handle. The handle which is of bone, is stained a deepish blue colour next to the blade, the iron holden of which passes through the bone handle" {3}. Canon Savage's reports have aroused considerable interest since the day they were written. Although the presence of timbers from one sort of structure or another cannot be discounted, there are several reasons why they cannot have been derived from a Viking vessel, nor indeed from a vessel of any large size whatsoever. The evidence for this can be summarised as follows: a)The aerial photographs of the area clearly show ridge and furrow ploughing (see SMR 1805) extending in places right to the banks of the river Don. Although ridge and furrow has a surprisingly long chronology, from the Roman period onwards, those in the Don valley are likely to be C14 or C15 in date. This indicates that the relative height of the Don has remained unaltered since the Middle Ages. There are also a number of fossilised in-filled meander patterns visible on the aerial photographs, respected by and thus earlier than the ridge and furrow. Meanders form in low-energy river systems and their presence here implies that the Don probably attained its present side after the effects of the ice age had diminished b) All of the mills along the length of the Don have required leats to improve or divert the water supply. These were supplied by dams or mill ponds, there being insufficient water from the Don unaided to power the mills themselves. There is also the evidence that the Don was periodically unable to supply all the needs of its mills hence the provision of the wind-powered mill at north Hedworth c) In the Don valley area coal can be won using modern techniques from 1100' below the cover of impervious boulder clay. Medieval and earlier mines did not achieve a depth anywhere approaching this and thus the hypothesis that the Don has been drained by now disused mines is untenable. The impervious nature of the boulder clay drift cover would prevent any ground penetration of the River Don. Although these considerations discount the presence of a vessel attaining Viking Longship size (of whatever date) what remains clear is the 1894 account of a timber structure of some sort imprecisely placed within OS. Square NZ 35 62. There are many acceptable alternatives which could be placed within a medieval chronology, of which a timber revetment of the River Don to improve water flow to the Boldon Mill is a possibility {4}.

First shown on a plan of c.1850 (NCLLSS Bell/9/16), where it is referred to as a well, although the water from it is described as spring water. It is likely to be the King James Well referred to in the original deeds for the 1778 Lead Works (SMR 4116) partnership. Access to water from this well was part of the reason for the original location of the lead works. {1}

An extensive flue system, likely to have been below ground, was in use at the lead works (SMR 4116). It was well developed by c.1850 and parts of it may date from the first use of a smelter on the site in 1787. Two widths of flue are shown on the plan, approximately 0.70m and 1.40m wide. Flues on lead smelting sites vary in cross-section but were often rectangular to allow children to clean them and reclaim precipitated lead fumes. These flues may therefore be up to 1.5m deep. {1}

A quay is shown here in 1771 and may have been established much earlier. It was therefore in existence before the establishment of the leadworks (SMR 4116), and appears to be the quay leased by the lead works in 1784. The quay was subsumed by land reclamation when the edge of the river was reclaimed between 1827 and 1844. {1}

Inclined plane linking nearby colliery (SMR 4118) to the river. First shown on a map of c.1830, although it is likely to be earlier than this since the colliery was opened in c.1805. It was closed and removed between 1849 and 1859. It appears likely to lie beneath Back Mitford Street although inaccuracies with the historic mapping mean this cannot be confirmed. {1}