Siri Guru Singh Sabna Gurdwara

Khalsa Mera Roop Hai Khas Gurdwara

A waggonway running east-west between Middle Pit in Heaton Main Colliery, past Rosy Cottage to the north of Walker Colliery’s Henry Pit and on to the Coxlodge Waggonway (HER 1128) at Carville. It is shown on Watson 24/10 of c. 1830 as an active line. It is not shown on Bell (1847) and appears on the first edition Ordnance Survey as an ‘old wagonway’. No additional information has been established about the route which would have allowed coal from Heaton Main Colliery access to either the Coxlodge or Wallsend staiths as opposed to staiths at St Anthony’s a considerable distance upriver.

This waggonway ran west from Wallsend C Pit (linked to the coal spouts on the riverside) to Wallsend D (West) Pit. The line was established in 1790. Its construction required the fabrication of a substantial timber trestle viaduct across the deeply incised Wallsend Dene.

Wallsend Waggonway was the scene of experimentation and development of steam locomotives in the early 19th century. William Chapman, the early owner of the mine and friend of the viewer, John Buddle, set a locomotive of his design on the line in 1815. Initial trials and use were not successful as the waggonway was laid with timber rails and the engines were removed for a time. Once the timber rails were replaced with Losh iron rails, steam locomotives returned to the waggonway. It is possible that Steam Elephant, an engine known to have worked at Heaton Colliery (and which has been replicated at Beamish Museum, County Durham), may have operated on the lines at Wallsend.

Wallsend Colliery
In 1778 the Royalty of Wallsend, with large reserves of deep and previously unworkable High Main Coal, was leased from the Dean and Chapter of Durham by William and John Chapman who introduced powerful new steam engines to sink and dewater proposed mines. But winning the coal was still problematic. Following an expensive failure in sinking an unnamed first shaft, A and B pits were nearing full depth when the partnership was declared bankrupt by the Sunderland bankers Russell, Allan and Wade who had mortgaged the costly work, and who proceeded to take over the colliery. The High Main Seam was won at 105 fathoms in 1782 and found to be nearly six feet thick. The coal was of the highest quality and greatly favoured by the important London market. The C (Wallsend) Pit, D (West) Pit and the E (Beany Field) and F (Tommy Mann’s) pits were sunk in 1790, followed by G (Church) Pit. As the High Main Seam was exhausted across the colliery, the deeper Bensham Seam at 150 fathoms was reached by sinking from the existing A, C and G pits.

This waggonway ran west from G or Church Pit at the eastern side of Wallsend Royalty which was sunk in 1800.

Wallsend Waggonway was the scene of experimentation and development of steam locomotives in the early 19th century. William Chapman, the early owner of the mine and friend of the viewer, John Buddle, set a locomotive of his design on the line in 1815. Initial trials and use were not successful as the waggonway was laid with timber rails and the engines were removed for a time. Once the timber rails were replaced with Losh iron rails, steam locomotives returned to the waggonway. It is possible that Steam Elephant, an engine known to have worked at Heaton Colliery (and which has been replicated at Beamish Museum, County Durham), may have operated on the lines at Wallsend.

Wallsend Colliery
In 1778 the Royalty of Wallsend, with large reserves of deep and previously unworkable High Main Coal, was leased from the Dean and Chapter of Durham by William and John Chapman who introduced powerful new steam engines to sink and dewater proposed mines. But winning the coal was still problematic. Following an expensive failure in sinking an unnamed first shaft, A and B pits were nearing full depth when the partnership was declared bankrupt by the Sunderland bankers Russell, Allan and Wade who had mortgaged the costly work, and who proceeded to take over the colliery. The High Main Seam was won at 105 fathoms in 1782 and found to be nearly six feet thick. The coal was of the highest quality and greatly favoured by the important London market. The C (Wallsend) Pit, D (West) Pit and the E (Beany Field) and F (Tommy Mann’s) pits were sunk in 1790, followed by G (Church) Pit. As the High Main Seam was exhausted across the colliery, the deeper Bensham Seam at 150 fathoms was reached by sinking from the existing A, C and G pits.

A waggonway running to Wallsend A and B Pits from coal spouts on the riverside. The line was in place by 1783 when the pits were won, the first successful pits to be sunk at Wallsend Colliery, reaching the High Main Seam at a depth of 105 fathoms. The line is shown on a plan of 1803-4 (Watson 19/16)

Wallsend Waggonway was the scene of experimentation and development of steam locomotives in the early 19th century. William Chapman, the early owner of the mine and friend of the viewer, John Buddle, set a locomotive of his design on the line in 1815. Initial trials and use were not successful as the waggonway was laid with timber rails and the engines were removed for a time. Once the timber rails were replaced with Losh iron rails, steam locomotives returned to the waggonway. It is possible that Steam Elephant, an engine known to have worked at Heaton Colliery (and which has been replicated at Beamish Museum, County Durham), may have operated on the lines at Wallsend. Wallsend Colliery In 1778 the Royalty of Wallsend, with large reserves of deep and previously unworkable High Main Coal, was leased from the Dean and Chapter of Durham by William and John Chapman who introduced powerful new steam engines to sink and dewater proposed mines. But winning the coal was still problematic. Following an expensive failure in sinking an unnamed first shaft, A and B pits were nearing full depth when the partnership was declared bankrupt by the Sunderland bankers Russell, Allan and Wade who had mortgaged the costly work, and who proceeded to take over the colliery. The High Main Seam was won at 105 fathoms in 1782 and found to be nearly six feet thick. The coal was of the highest quality and greatly favoured by the important London market. The C (Wallsend) Pit, D (West) Pit and the E (Beany Field) and F (Tommy Mann’s) pits were sunk in 1790, followed in 1800 by the G (Church) Pit. As the High Main Seam was exhausted across the colliery, the deeper Bensham Seam at 150 fathoms was reached by sinking from the existing A, C and G pits.

A waggonway to coal spouts on the riverside, serving Wallsend pits.

A waggonway running south-east from Old Willington Pit to staiths at Willington Quay. It can be seen on Bell’s map of 1847 and the first edition Ordnance Survey.

By 1800. A short branch line ran north from Killingworth Moor Waggonway (HER 1160) to Bigge Pit. The pit can be seen on Watson 20/A2, which dates to about 1800, lying at the southern edge of a scatter of old pits extending up to Longbenton East Colliery and the branch lines of Longbenton East Waggonway (HER1167) immediately to the south of the 90 Fathom Dyke. The disused pit is shown on Bell’s map of 1847.

Staiths at Willington Quay. Shown on an un-sourced map in Turnbull 2012 (route 15) and on Bell 1847.