In 1842 the Bowes Railway line was extended for a further two and a half miles to Kibblesworth Colliery. The line consisted of two more inclines, one from Mount Moor to Long Acre, known as the Black Fell Incline, and another from there up to Kibblesworth. Both required stationary engines, and both were single line. In July 1853 work began on the Marley Hill - Kibblesworth link which conected the former Marley Hill line with the Ravensworth railway. It was opened in September 1854. The line was extended to the Dipton Deight Colliery in 1855, thus completing the railway and allowing all of Bowes' coal to travel on the same line to Jarrow. Part of the line west of Kibblesworth was known as "Birkheads Incline" - running from the top of the 550 feetmoor called Birk Heads down to Kibblesworth, it worked as a self-acting incline wherein the weight of the full tubs running down the incline hauled empty sets of wagons up the hill. The line west of Kibblesworth was abandoned in 1969.
SITEASS
Monument on the English Heritage Register of Buildings at Risk 2007, priority D - slow decay; solution agreed but not yet implemented. This section comprises three important elements of what by the mid 1850s had become the longest colliery railway in the Coalfield; the extension of the original line to Kibblesworth, the early Marley Hill line, and the Kibblesworth - Marley Hill link. Overcoming terrain by use of rope haulage in the 1840s and 1850s was clearly an industrial approach, in comparison to the tunneling and bridging being carried out on commercial lines by this date. Not part of the scheduled area but as important in both the understanding of and the actual development of the whole colliery railway. Although difficult to follow near Marley Hill, the route from there to Lamesley is in tact and includes notable features, particularly the enbankments of the Birkheads Incline. Archaeological investigations at Kibblesworth in 1997 revealed that the 1842 trackway was so heavily disturbed, little could be discerned about its form of construction. The lack of stone sleeper blocks however, suggested that here, wooden sleepers were used from its original phase. Heritage At Risk 2008, priority C (slow decay, no solution agreed), condition 4. Suffering from severe erosion and loss of trackbed. Black Fell Hauler House is vacant and is suffering from extensive vandalism. The Warley Locomotive Shed suffered storm-damage in 2005 and emergency repairs were completed in 2006 but it remains vulnerable. Listed on English Heritage's Heritage At Risk Register 2011: Suffering from severe erosion and loss of track bed.The site also suffers from extensive vandalism.The Wardley Locomotive Shed suffered storm-damage in 2005 and emergency repairs were completed in 2006 but it remains vulnerable, along with many other sections of the site.
Condition:very bad
Priority: C Slow decay; no solution agreed. Heritage At Risk 2012: CONDITION: Very bad, PRIORITY:
C Slow decay; no solution agreed. Heritage At Risk 2013: CONDITION: Very bad, PRIORITY: B Immediate risk of further rapid deterioration or loss of fabric; solution agreed but not yet implemented. Urgent repairs were completed in 2014 to the wagon shop together with a scheme to convert Blackfell Hauler House to a new use. All repairs were part-funded by Historic England.
Site Type: Broad
Railway Transport Site
SITEDESC
In 1842 the line was extended for a further 2 and a half miles to Kibblesworth Colliery. The line consisted of two more inclines, one from Mount Moor to Long Acre, known as the Black Fell Incline, and another from there up to Kibblesworth. Both required stationary engines, and both were single line. In July 1853 work began on the Marley Hill - Kibblesworth link which connected the former Marley Hill line with the Ravensworth railway. It was opened in September 1854. The line was extended to the Dipton Deight Colliery in 1855, thus completing the railway and allowing all of Bowes' coal to travel on the same line to Jarrow. Charles Mark Palmer gave it the imposing title of the " Pontop and Jarrow Railway". At its full length of 15 miles it was the longest linear route of the Great Northern Coalfield railways. The line west of Kibblesworth was, other than a short reprise in c1974, abandoned in 1969. Part of this section of the railway was known as "Birkheads Incline" and was part of the important link by the partners of the former "Grand Allies" under the aegis of Charles Mark Palmer, to connect the Marley Hill - Burnopfield line with the Kibblesworth to Jarrow line. The construction of the line from Marley Hill to Kibblesworth was the final link in the formation of the Pontop and Jarrow Railway, an achievement which was completed in 1854. The Birkheads incline was a 11/4 mile long stretch running from the top of the 550ft moor called Birk Heads down to Kibblesworth, it worked as a self-acting incline wherein the weight of the full tubs running down the incline hauled empty sets of wagons up the hill. The Birkheads Incline had an average gradient of 1 in 19. The incline closed in 1969.
Site Name
Bowes Railway, Lamesley to Burnopfield
Site Type: Specific
Railway
HER Number
1008
Form of Evidence
Earthwork
Sources
<< HER 1008 >> Northern Archaeological Associates, 1998, The Bowes Railway - Wardley and Kibblesworth Sections, Archaeological Evaluation
The Archaeological Practice, 1996, Bowes Railway, Proposed Reclamation Scheme, Archaeological Assessment
J. Nolan, Northern Counties Archaeological Services, 2000, The Bowes Railway - Monkton Lane to Campbell Park Road, Archaeological Watching Brief
Pre-Construct Archaeology, 2003, The Bowes Railway, Tyne and Wear - River Team to Black Fell Engine House, Archaeological Investigations
C.E. Mountford, 1976, The Bowes Railway Industrial Railway Society, p 66-68
I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 2-3
C.E. Mountford, 1976, The Bowes Railway, formerly the Pontop and Jarrow Railway Industrial Railway Society/Tyne and Wear Industrial Monuments Trust
Tyne and Wear Industrial Monuments Trust, 1975, The Bowes Railway Leaflet
C.E. Mountford, 1980, The Bowes Railway, Visitor brochure; North of England Civic Trust, January 2009, Bowes Railway - Blackfell Hauler House Conservation Statement; PLB, 2007, Feasibility Study for Bowes Railway; John Elliot, 2000. A Guide to the Bowes Railway; www.bowesrailway.co.uk
SURVIVAL
80-90%
YEAR1
1993
YEAR2
2020
English, British
Class
Transport
COMP1
Ian Ayris
COMP2
Jennifer Morrison
CONDITION
Good
Crossref
1005,1008
DAY1
17
DAY2
01
District
Gateshead and S Tyneside
Easting
429900
EASTING2
3130
Grid ref figure
8
Map Sheet
NZ26SE
MAP2
NZ36SW
MONTH1
12
MONTH2
8
Grid Reference
NZ
NGR2
NZ
Northing
560800
NORTHING2
6250
General Period
POST MEDIEVAL
Specific Period
Hanoverian 1714 to 1837
Place
Wardley
Description
The continuation of the Bowes Railway - former Pontop and Jarrow Railway - from the bottom of Springwell Incline and the Wardley Locomotive Shed to what became the site of Monkton Coke Works. This section was worked by locomotive and was part of the final stage of the colliery line which culminated in staiths at Jarrow. This part of the line was part of the original line laid out by George Stephenson in 1826, which in its first months was worked by horses. The average gradient was 1 in 220, the steepest section being 1 in 80. The locomotive worked section was four and three quarter miles in length. Opening shortly after the Stockton and Darlington it was one of the first sections of railway designed to be worked by locomotive.
SITEASS
This section does not lie within the scheduled area but as part of the original line is of equal significance, being contemorary with the Hetton Railway as one of the earliest designed to use locomotives. Archaeological investigations at Wardley in 1997 revealed that a number of different construction techniques had been used for the original trackbed. No evidence was found for a wooden trackway, although horses had been used as a means of traction in the very early days of the railway. The original form of the 1826 trackway at Wardley consisted of cast-iron fish-bellied rails carried on stone sleeper blocks. At an unknown date the trackbed was raised up to 0.70m with a number of alterations. The final phase of the trackbed was found to be heavily eroded, but occasional wooden sleepers survived.
Site Type: Broad
Railway Transport Site
SITEDESC
The continuation of the Bowes Railway - former Pontop and Jarrow Railway - from the bottom of Springwell Incline and the Wardley Locomotive Shed to what became the site of Monkton Coke Works. This section was worked by locomotive and was part of the final stage of the colliery line which culminated in staiths at Jarrow. This part of the line was part of the original line laid out in 1826, which in its first months was worked by horses. The average gradient was 1 in 220,the steepest section being 1 in 80. The locomotive worked section was 4 and three quarter miles in length. Opening shortly after the Stockton and Darlington it was one of the first sections of railway designed to be worked by locomotive. For general details of the development of the railway, see " Bowes Railway - Wardley to Lamesley " (HER 1005).
Site Name
Bowes Railway - Wardley to Monkton
Site Type: Specific
Railway
HER Number
1007
Form of Evidence
Earthwork
Sources
<< HER 1007 >> Northern Archaeological Associates, 1998, The Bowes Railway - Wardley and Kibblesworth Sections, Archaeological Evaluation
The Archaeological Practice, 1996, Bowes Railway, Proposed Reclamation Scheme, Archaeological Assessment
J. Nolan, Northern Counties Archaeological Services, 2000, The Bowes Railway - Monkton Lane to Campbell Park Road, Archaeological Watching Brief
Pre-Construct Archaeology, 2003, The Bowes Railway, Tyne and Wear - River Team to Black Fell Engine House, Archaeological Investigations
I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 2-3
C.E. Mountford, 1976, The Bowes Railway, formerly the Pontop and Jarrow Railway Industrial Railway Society/Tyne and Wear Industrial Monuments Trust
Tyne and Wear Industrial Monuments Trust, 1975, The Bowes Railway Leaflet
C.E. Mountford, 1980, The Bowes Railway, Visitor brochure; North of England Civic Trust, January 2009, Bowes Railway - Blackfell Hauler House Conservation Statement; PLB, 2007, Feasibility Study for Bowes Railway; John Elliot, 2000. A Guide to the Bowes Railway; www.bowesrailway.co.uk; Alan Williams Archaeology, 2013, Waggonways to the South Bank of the River Tyne and to the River Wear; Turnbull, L, 2012, Railways Before George Stephenson (entry 40) p90;
SURVIVAL
80-90%
YEAR1
1993
YEAR2
2003
English, British
Class
Industrial
COMP1
Truman L.P.H
COMP2
Jennifer Morrison
Crossref
5979,5987
DAY1
16
DAY2
10
District
Gateshead
Easting
418540
EASTING2
0
Grid ref figure
8
Map Sheet
NZ16SE
MONTH1
8
MONTH2
6
Grid Reference
NZ
NMRNUMBER
NZ 16 SE 57
Northing
560550
NORTHING2
0
General Period
POST MEDIEVAL
Specific Period
Stuart 1603 to 1714
Place
Winlaton
SAMNUMBER
35568
Description
Ironworks founded in 1691 by Ambrose Crowley. The large majority of the complex was erected between the late 1690s and 1718, with limited later additions and alterations. It consisted of a forge, slitting mill, plating (rolling) mill, steel furnaces, nail and file-makers workshops, warehouses, offices and housing. The Crowley Company also operated a similar complex at Swalwell, together with extensive workshops at Winlaton village. The Crowley works employed up to 1,000 people and had their own laws and social security system, including a system of sick pay, a health service, a school and widow's pensions over 200 years before such things became available nationally. The complex was unique in Europe. It was the forerunner of the factory system and also formed the origin of the North East's tradition of ironworking and naval engineering. The site worked until the mid-late nineteenth century and was later overlaid by coal waste from the nearby Clockburn Drift and by the Derwenthaugh Cokeworks. Excavation in 1992 showed some survival beneath the coal waste and has exposed a considerable element of an eighteenth cerntury dam, with associated spillway and race: Winlaton Mill. The Winalton Mill Works stood deserted for many years until it was finally demolished in 1936. SCHEDULED ANCIENT MONUMENT
SITEASS
A masonry wall was exposed during coal extraction in 1991 along with a further wing wall and steps to the dam. These features were part of the dam and mill race system, established at the opening of the Crowley works and an C18 rebuild of an earlier structure. The features were recorded {4}. Considerable remains of the works survive. Building ruins survive to above final floor levels {6}. Reclamation of the Derwenthaugh Cokeworks Site enabled the Council to fund excavation and recording works. Trial trenching started in 1990 which proved that the site was well preserved. Second programme started in 1991comprising the monitoring of the reclamation work and recording of structures exposed beneath the coal waste. The dam and weir were substantially intact and survive as impressive monuments {6}. Scheduled in June 2004 due to the large integrated ironworks having formed a precursor of the Industrial Revolution, due to its good sub-surface preservation and its survival of extensive documentation. The dam retains an important 'horizontal-arch' weir {English Heritage June 2004}.
Site Type: Broad
Metal Industry Site
SITEDESC
Ironworks founded in 1691 by Ambrose Crowley. The large majority of the complex was erected between the late 1690s and 1718, with limited later additions and alterations. It consisted of a forge, slitting mill, plating ( rolling ) mill, steel furnaces, nail and file- makers workshops, warehouses, offices and housing. The Crowley Company also operated a similar complex at Swalwell, together with extensive workshops at Winlaton village. The Crowley works employed up to 1,000 people and had their own laws and social security system. The complex was unique in Europe. It was the forerunner of the factory system and also formed the origin of the North East's tradition of ironworking and naval engineering. The site worked until the mid-late nineteenth century and was later overlaid by coal waste from the nearby Clockburn Drift and by the Derwenthaugh Cokeworks. Recent excavation ( 1992 ) has shown some survival beneath the coal waste and has exposed a considerable element of an eighteenth cerntury dam, with associated spillway and race. Winlaton Mill. The graphic includes its associated Mill Race and the High Dam on the River
Derwent {1}. Perhaps the greatest influence on Winlaton Mill was Sir Ambrose Crowley, an iron master from London, who set up in Winlaton, and later Winlaton Mill, in 1691, bringing with him workers from Sunderland and a few from the continent. Crowley's works became famous, not just for the products, but also for his set of laws covering every aspect of the worker's daily life, to ensure the smooth running of his works. These rules were very strict and included an evening curfew marked by the ringing of a bell. The workmen were allowed to drink ale, but drunkenness was not tolerated. Crowley established a system of sick pay, a health service, a school and widow's pensions over 200 years before such things became available nationally. Crowley was originally attracted to Winlaton Mill partly because of the plentiful supply of coal, the charcoal from the woodlands (for converting iron ore into steel) and the water of the River Derwent for power. He later opened an additional works at swalwell, from where ironware was shipped to the rest of Britain, Europe and possibly the Americas. The Winalton Mill Works stood deserted for many years until it was finally demolished in 1936 {2}.
Site Name
Crowley Iron Works
Site Type: Specific
Iron Works
SITE_STAT
Scheduled Monument
HER Number
1006
Form of Evidence
Earthwork
Sources
<< HER 1006 >> 1st edition Ordnance Survey Map, c.1855, 6 inch scale, Durham 6.JD/JM The Industrial History of the Derwent Walk Country Park -Historic Environment Record
M.W. Flinn, (ed) 1952, Extracts from the law book of the Crowley Ironworks,The Publications of the Surtees Society, Vol CLXVII (167)
Pers comm. I. Ayris, 1991, Winlaton Mill - Exposed Wall in Former High Dam Area
Director of Planning, 1992, Recent Archaeological Excavations in Gateshead
D. Cranstone, 1991, Winlaton Mill Report on site investigation, December 1990
D. Cranstone, 1992, Winlaton Mill Archaeological Investigations 1991-2
Crowley's - Gateway to the Old Works at Winlaton Mill
A. Young, 1776, A Six Months Tour through the North of England
I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 49
Dept. Culture Media & Sport, 2004, Schedule Entry Monument, No. 35568; W. Bourn, 1896, History of the Parish of Ryton; Archaeological Research Services, 2018 Crowley Dam, Winlaton Mill, Historic Building Recording;
YEAR1
1994
YEAR2
2004
English, British
Class
Transport
COMP1
Ian Ayris
COMP2
Jennifer Morrison
DAY1
01
DAY2
01
District
Gateshead and Sunderland
Easting
425900
EASTING2
299
Grid ref figure
6
Map Sheet
NZ25NE
MAP2
NZ26SE
MONTH1
5
MONTH2
8
Grid Reference
NZ
NGR2
NZ
NMRNUMBER
LINEAR 151
Northing
556800
NORTHING2
609
parish
Birtley
General Period
POST MEDIEVAL
Specific Period
Hanoverian 1714 to 1837
Place
Springwell
SAMNUMBER
7
Description
Partly preserved standard gauge rope haulage railway with associated structures and apparatus. One of a large number of important colliery railways leading to the south bank of the Tyne. From staiths at Jarrow the line was opened in 1826 to Springwell and Mount Moor, having been engineered by George Stephenson. In 1842 it was extended to Kibblesworth and by 1855 it had linked with other sections of colliery railway which stretched toward Pontop and became known as the Pontop and Jarrow Railway. It was renamed the Bowes Railway in 1932 and worked until the closure of the last colliery on the line, Kibblesworth Colliery, which closed in 1974. At its closure three stationary electric haulers, one gravity inclined plane and diesel locomotives were all used, making this the last such system in Great Britain. Included within the monument are the colliery and railway workshops which comprised the former Springwell Colliery. SCHEDULED ANCIENT MONUMENT
SITEASS
Monument on the English Heritage Register of Buildings at Risk 2002. Listed as being in poor condition. "Severe erosion and loss of track bed. Repairs undertaken to associated structures with grant aid from HLF. Works on-going to the track and associated structures by the Bowes Railway Company". Monument on the English Heritage Register of Buildings at Risk 2007, priority D - slow decay; solution agreed but not yet implemented. Archaeological investigations in 2003 included a measured survey of the Black Fell incline, recording of trackbed retaining walls, photographic survey of a steel plated bridge and the excavation of a series of trial trenches. The trenches revealed that in its original form the railway consisted of a ballasted trackbed inbetween sandstone retaining walls with parallel drainage gullies of sandstone construction either side of the trackbed. The trackbed cutting was subsequently raised and widened, covering the gullies. This may be connected with the doubling of the track in 1853/4. Where the trackbed was embanked as part of the Black Fell incline, the primary phase of embankment comprised of re-deposited natural clay probably taken from the railway cutting. Later the embankment was widened and raised, again probably associated with the doubling of the track in 1853/4. Heritage At Risk 2008, priority C (slow decay, no solution agreed), condition 4. Suffering from severe erosion and loss of trackbed. Black Fell Hauler House is vacant and is suffering from extensive vandalism. The Warley Locomotive Shed suffered storm-damage in 2005 and emergency repairs were completed in 2006 but it remains vulnerable. Listed on English Heritage's Heritage At Risk Register 2009. Condition: poor. Priority: D (slow decay, solution agreed but not yet implemented). Suffering from severe erosion and loss of track bed. The site also suffers from extensive vandalism. Listed on English Heritage's Heritage At Risk Register 2011: Suffering from severe erosion and loss of track bed.The site also suffers from extensive vandalism.The Wardley Locomotive Shed suffered storm-damage in 2005 and emergency repairs were completed in 2006 but it remains vulnerable, along with many other sections of the site. Condition:very bad Priority: C Slow decay; no solution agreed. Heritage At Risk 2012: CONDITION: Very bad, PRIORITY:
C Slow decay; no solution agreed. Heritage At Risk 2013: CONDITION: Very bad, PRIORITY:
B Immediate risk of further rapid deterioration or loss of fabric; solution agreed but not yet implemented Heritage At Risk 2015: CONDITION: Very bad, PRIORITY:
B Immediate risk of further rapid deterioration or loss of fabric; solution agreed but not yet implemented
Site Type: Broad
Railway Transport Site
SITEDESC
Partly preserved standard gauge rope haulage railway with associated structures and apparatus. One of a large number of important colliery railways leading to the south bank of the Tyne. From staiths at Jarrow the line was opened in 1821 to Springwell and Mount Moor. The suggestion that the line was engineered by George Stephenson is generally thought not to be true. The line is significant because of its combined use of rope hauled inclined systems to move coal up and down the hilly terrain from Springwell to the flat section near Wardley, where one of the earliest built locomotives would take the waggons to Jarrow. The line was gradually extended and interlinked with other lines and collieries. In 1842 it was extended to Kibblesworth and by 1855 it had linked with other sections of colliery railway which stretched toward Pontop and became known as the Pontop and Jarrow Railway. It was about 15 miles long. It was renamed the Bowes Railway in 1932 and worked until the closure of the last colliery on the line, Kibblesworth Colliery, which closed in 1974. At its closure three stationary electric haulers, one gravity inclined plane and diesel locomotives were all used, making this the last such system in Great Britain. Included within the scheduled monument are the colliery and railway workshops which comprised the former Springwell Colliery. The workshops were recorded in 2003. The later extensions are not particularly innovative or early in railway engineering terms and so when the line was scheduled, the more historically interesting, earliest and most complete sections at the north-eastern end of the line were chosen for protection. The scheduled area represents the different forms of traction in use on the line, which was the last operating standard gauge rope hauled railway in the company - a stretch of line from Wardley to Lamesley which illustrated a self acting incline and a reciprocating incline as well as two stationary haulage engine houses and the Springwell Bank Foot Loco Shed where the original locomotives were housed. However the unscheduled sections are significant enough to warrant archaeological attention when the opportunity arises.
Site Name
Bowes Railway - Wardley to Lamesley
Site Type: Specific
Railway
SITE_STAT
Scheduled Monument
HER Number
1005
Form of Evidence
Structure
Sources
<< HER 1005 >> Northern Archaeological Associates, 1998, The Bowes Railway - Wardley and Kibblesworth Sections, Archaeological Evaluation; The Archaeological Practice, 1996, Bowes Railway, Proposed Reclamation Scheme, Archaeological Assessment
J. Nolan, Northern Counties Archaeological Services, 2000, The Bowes Railway - Monkton Lane to Campbell Park Road, Archaeological Watching Brief; Pre-Construct Archaeology, 2003, The Bowes Railway, Tyne and Wear - River Team to Black Fell Engine House, Archaeological Investigations; I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 2-3
C.E. Mountford, 1976, The Bowes Railway, formerly the Pontop and Jarrow Railway Industrial Railway Society/Tyne and Wear Industrial Monuments Trust; Tyne and Wear Industrial Monuments Trust, 1975, The Bowes Railway Leaflet; C.E. Mountford, 1980, The Bowes Railway, Visitor brochure; North of England Civic Trust, January 2009, Bowes Railway - Blackfell Hauler House Conservation Statement; PLB, 2007, Feasibility Study for Bowes Railway; John Elliot, 2000. A Guide to the Bowes Railway; www.bowesrailway.co.uk; Northern Counties Archaeological Services, 2003, The Bowes Railway: Springwell Workshops, Photographic recording.; North of England Civic Trust, 2009, Bowes Railway Conservation Statement; Alan Williams Archaeology, 2013, Waggonways to the South Bank of the River Tyne and to the River Wear; Turnbull, L, 2012, Railways Before George Stephenson (entry 40) p90; Archaeological Services Durham University 2019, Bowes Railway Springwell Pipeline Washington, geophysical survey; Archaeological Services Durham University, 2016, Land at Mount Lane Springwell Washington Tyne and Wear, Archaeological desk-based assessment and heritage statement report 4202; Archaeological Services Durham University, 2019, Springwell pipeline and reservoir, Washington, Tyne and Wear: Heritage Statement, report 5083
YEAR1
1988
YEAR2
2003
English, British
Class
Industrial
COMP1
Ayris, I.M.
COMP2
Jennifer Morrison
DAY1
01
DAY2
07
District
Gateshead
Easting
415200
Grid ref figure
8
Map Sheet
NZ15NE
MONTH1
5
MONTH2
2
Grid Reference
NZ
NMRNUMBER
NZ 15 NE 13
Northing
558100
General Period
POST MEDIEVAL
Specific Period
Victorian 1837 to 1901
Place
Whinfield
SAMNUMBER
30927
Description
Durham beehive kilns were the first successful system of making coke with Durham coal and these ones, built in 1861 at the Marquess of Bute's Victoria Garesfield Colliery, worked until 1958 when they were the last working beehive coke ovens in the country. The bricks from which the ovens were built were made on site and at nearby Lily (later Lilley) Colliery. The coal used in the ovens came from the Victoria seam at the Victoria Garesfield Colliery and the Brockwell seam at the Watergate Colliery. A narrow gauge railway ran along the top of the batteries of ovens, the trucks (known as 'small tubs') charging the ovens from above (it took four wagons to charge each oven). From the early 20th century the waste heat from the ovens was used to raise steam for generating electricity, which in turn was used by a cuprous oxide plant. This plant, established in 1915, sold much of its output to manufacturers of antifouling paints for ships. From the range of 193 on the site, five plus two halves have been preserved and a plaque recording their place in history has been incorporated into the monument. Scheduled as an ancient monument in 1975 the ovens are now held freehold by the Tyne and Wear Industrial Monuments Trust who organised the restoration of the ovens in the 1980s. SCHEDULED ANCIENT MONUMENT
SITEASS
There has been a serious deterioration in the condition of the monument since 1997. In particular, there has been considerable damage to the flue; a hole over 1m long has been breached in the roof of the flue and the brick outer face to the west of this has been removed for a length of at least 2m. Much of the damaged material has been thrown back into the flue. Other more superficial damage has been caused by the lighting of fires on the top of the oven bank and there has been further loss of fabric to the north west corner of the monument. The ovens themselves are full of litter. Vegetation remains a problem, primarily through its physical damage to the structure, but also because it affords a screen to the site, making it more difficult to detect unwanted activity. It was agreed that the best way to tackle the problem would be through a management agreement with a capital sum for repair work to put the site in good order. It was also agreed that it was essential for the site to be made secure to prevent further damage and this should be effected through placing iron grilles at all openings and by opening the site up by the removal of vegetation. {English Heritage MPP Interim Memo 2000}. Listed on English Heritage's Register of Buildings at Risk 2002. Listed as being in "fair" condition. Priority C. "Currently under severe attack by vandals". Monument on the English Heritage Register of Buildings at Risk 2007, priority A - Immediate risk of further rapid deterioration or loss of fabric; no solution agreed. Heritage At Risk 2008, priority A, condition poor. Under severe attack by vandals. Initial repairs carried out in 2003 but further works are required. Listed on English Heritage's Heritage At Risk Register 2009. Condition: poor. Priority: A. Listed on English Heritage's Heritage At Risk Register 2011. Currently under severe attack by vandals. Initial repairs carried out in 2003 but further works are required. Condition: Poor Priority: A Immediate risk of further rapid deterioration or loss of fabric; no solution agreed. Heritage At Risk 2012: CONDITION: Poor PRIORITY: A Immediate risk of further rapid deterioration or loss of fabric; no solution agreed. Heritage At Risk 2013: CONDITION: Poor PRIORITY: B Immediate risk of further rapid deterioration or loss of fabric; solution agreed but not yet implemented. Heritage At Risk 2015: CONDITION: Poor PRIORITY: B Immediate risk of further rapid deterioration or loss of fabric; solution agreed but not yet implemented. Site inculded in the Land of Oak and Iron Partnership Scheme.
Site Type: Broad
Fuel Production Site
SITEDESC
The scheduled remains of what were the last working beehive coke ovens in the country. Durham beehive kilns were the first successful system of making coke with Durham coal and these ones, built in 1861, worked until 1958. From the range of 193 on the site, five plus two halves have been preserved and a plaque recording their small place in history has been incorporated into the monument. Scheduled as an ancient monument in 1975 the ovens are now held freehold by the Tyne and Wear Industrial Monuments Trust who organised the restoration of the ovens in the 1980s {2}. Whinfield Coke Ovens were built in 1861 as part of the Victoria Garesfield Colliery. At their height there were 193 ovens in use producing 68,000 tons of coke each year. In 1915 a cuprous oxide plant was added to the site. The techniques of coke manufacture, however, advanced considerably in the early 20th century and the old beehive ovens were superseded by ovens which captured the many profitable by-products of the process. Here at Whinfield, however, the old ovens produced such high quality coke that they continued in use many years after those in the rest of the coalfield had fallen out of use. Before their closure in 1958 they were the last working beehive ovens in the county. To commemorate this, five complete ovens and two partial ovens were preserved by the National Coal Board from the long battery which once stood here. In 1973 these remains were designated as a Scheduled Ancient Monument and have since been restored by the Tyne and Wear Industrial Monuments Trust and Gateshead Council {4}. The Whinfield coke ovens were built in 1861 at the Marquess of Bute's Victoria Garesfield Colliery. The bricks from which the ovens were built were made on site and at nearby Lily (later Lilley) Colliery. The coal used in the ovens came from the Victoria seam at the Victoria Garesfield Colliery and the Brockwell seam at the Watergate Colliery. A narrow gauge railway ran along the top of the batteries of ovens, the trucks (known as 'small tubs') charging the ovens from above (it took four wagons to charge each oven). From the early 20th century the waste heat from the ovens was used to raise steam for generating electricity, which in turn was used by a cuprous oxide plant. This plant, established in 1915, sold much of its output to manufacturers of antifouling paints for ships {5}. Recorded by NAA in 2016 as part of landscape survey. A statement of significance was also produced as part of this survey.
Site Name
Whinfield Coke Ovens
Site Type: Specific
Coke Oven
SITE_STAT
Scheduled Monument
HER Number
1004
Form of Evidence
Ruined Building
Sources
<< HER 1004 >> McCall, Bernard, Beehive Coke Ovens at Whinfield, County Durham, pp 52 - 61
I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 38
English Heritage, 2001, English Heritage Monuments Protection Program (Interim) Memo
Gateshead MBC, Whinfield Coke Ovens, Text for information board- Historic Environment Record
Images of Industry: Coal -Historic Environment Record
L. Turnbull, 1980, The Chopwell Story; Tyne and Wear Archives DP.PM/2/13 Whinfield Cokeworks 1951
YEAR1
1988
YEAR2
2002
English, British
AREA_STAT
Conservation Area
Class
Transport
COMP1
Ayris, I.M.
COMP2
Claire MacRae
CONDITION
Good
DAY1
01
DAY2
12
District
Gateshead and Newcastle
Easting
425300
Grid ref figure
8
Map Sheet
NZ26SE
MONTH1
4
MONTH2
10
Grid Reference
NZ
NMRNUMBER
NZ 26 SE 20
Northing
563700
General Period
POST MEDIEVAL
Specific Period
Victorian 1837 to 1901
Place
Newcastle
SAMNUMBER
5
Description
Nineteenth century hydraulic swing bridge. The main structure, complete with its hydraulic equipment, is by Sir W.G. Armstrong & Co. of Elswick. Opened for road traffic 15th June 1876 and for river traffic 17th July 1876, work having started in 1868. Although the pumps were electrified in 1959,the original hydraulic engines are in every day use moving the bridge. The length of the moving part is 281feet and weighs 1450 tons. It was erected by the Tyne Improvement Commissioners at a cost of £233,000. Thought to be the fourth bridge on the site. One of the few surviving nineteenth century hydraulic swing bridges in the country, also important for its connections with Armstrong and for its role in the development of industry in the upper parts of the Tyne. SCHEDULED ANCIENT MONUMENT AND LISTED GRADE 2*
SITEASS
One of the few surviving nineteenth century hydraulic swing bridges in the country, also important for its connections with Armstrong and for its role in the development of industry, particularly shipbuilding and coal handling, in the upper parts of the Tyne. (2)³
Site Type: Broad
Bridge
SITEDESC
Nineteenth century hydraulic swing bridge. The main structure, complete with its hydraulic equipment, is by Sir W.G. Armstrong & Co. of Elswick. The foundations were built by the Tyne Improvement Commission. Opened for road traffic 15th June 1876 and for river traffic 17th July 1876, work having started in 1868. It was the largest swing bridge in the world when it was finished. The yard it was built in at Armstrongs was still known into the mid-late 20th century as Bridge Yard. Although the pumps were electrified in 1959,the original hydraulic engines are in every day use moving the bridge. The length of the moving part is 281feet and weighs 1450 tons. It was erected by the Tyne Improvement Commissioners at a cost of 233,000 pounds. Thought to be the fourth bridge on the site. In the 1920s it was opened up to 20 times a day.
Site Name
Swing Bridge
Site Type: Specific
Swing Bridge
SITE_STAT
Scheduled Monument, Listed Building Grade II*, Local Authority Guardianship
HER Number
1003
Form of Evidence
Structure
Sources
<< HER 1003 >> Local Studies Tyne & Wear Industrial Monuments Trust, 1977, The Tyne Swing Bridge
Tyne and Wear Industrial Monuments Trust, 1976, In Trust, Issue 2, June 1976
1976 Turning Point in History, The Guardian, Thursday April 10th 1976, p8; Paul Usherwood, Jeremy Beach and Catherine Morris, 2000, Public Sculpture of North East England, p 135; Grace McCombie, 2009, Newcastle and Gateshead, p 99
SURVIVAL
100%
YEAR1
1988
YEAR2
2015
English, British
Class
Industrial
COMP1
Ayris, I.M.
COMP2
Claire MacRae
CONDITION
Poor
DAY1
01
DAY2
29
District
S Tyneside
Easting
440400
Grid ref figure
8
Map Sheet
NZ46SW
MATERIAL
Brick; Limestone
MONTH1
4
MONTH2
3
Grid Reference
NZ
Northing
564400
General Period
POST MEDIEVAL
Specific Period
Victorian 1837 to 1901
Place
Marsden
SAMNUMBER
4
Description
A large nineteenth century range of industrial kilns, basically of two types. Seven complete and one semi-complete kilns are housed within a massive stone battery, having a total of 15 draw arches, each arch having 2 or 3 eyes. To the south of the range stand two detached circular sectioned brick built kilns wrapped about with iron bands. In front of the kilns stands the remains of a brick and concrete loading platform dating from the 1950s from which the lime was loaded into trucks on the railway which ran below. Limestone came from Marsden Quarries to the west of the site, coal from Whitburn Colliery (1874 - 1968). The kilns are probably of similar dates. Lime was taken away on the adjacent railway built in the 1870s by the Harton Coal Co., and extensively rebuilt in 1926. Both the kilns and the colliery closed in the 1960s but stone is still worked in the nearby quarry. A recording programme was completed and a programme of conservation works drawn up by 2002. SCHEDULED ANCIENT MONUMENT
SITEASS
An impressive battery of limekilns of industrial proportions, showing kilns of different dates and of different construction methods. The interpretation of the site is aided by the survival of the railway bed and quarry.³ Listed on English Heritage's Register of Buildings at Risk 2002. Listed as being in "poor" condition. Priority C. "In poor condition and in urgent need of repairs. The National Trust are currently involved in discussions. Recording programme completed. Programme of conservation works drawn up, with EH grant" {EH 2002}. Monument on the English Heritage Register of Buildings at Risk 2007, priority C - slow decay; no solution agreed. Heritage At Risk 2008, priority C, condition poor. In poor condition and in urgent need of repair. Listed on English Heritage's Heritage At Risk Register 2009. Condition: poor. Priority: C. A recording programme has been completed and a programme of conservation works drawn up with English Heritage grant-aid. Heritage At Risk: In poor condition and in urgent need of repair. A recording programme has been completed and a programme of conservation works drawn up, with English Heritage grant-aid. Condition: Poor Priority: C Slow decay; no solution agreed. Heritage At Risk 2012: CONDITION: Poor, PRIORITY: C Slow decay; no solution agreed. Heritage At Risk 2013: CONDITION: Poor, PRIORITY: D Slow decay, solution agreed but not yet implemented. Programme of conservation works drawn up, with English Heritage grant-aid. Heritage At Risk 2015:In poor condition and in urgent need of repair. A recording programme has been completed and a programme of conservation works drawn up, with Historic England grant-aid. Condition: Poor; Priority: D - Slow decay: solution agreed but not yet implemented.
Site Type: Broad
Chemical Industry Site
SITEDESC
A large nineteenth century range of industrial kilns, basically of two types. Seven complete and one semi-complete kilns are housed within a massive stone battery, having a total of 15 draw arches, each arch having 2 or 3 eyes. The two southern arches appear to be of an earlier independent build. To the south of the range stand two detached circular sectioned brick built kilns wrapped about with iron bands. Limestone came from quarries to the west of the site, coal from, probably, Whitburn Colliery ( 1874 - 1968 ). The kilns are probably of similar dates. Lime was taken away on the adjacent railway built in the 1870s by the Harton Coal Co., and extensively rebuilt in 1926 {1}. A bank of industrial limekilns thought to have been built in the 1870s and set in the magnesian limestone coastal outcrop. Limestone for the kilns came from Marsden Quarries which had been at work since the early years of the nineteenth century. Coal to burn the limestone came from Whitburn Colliery which was opened out in 1874. Both the kilns and the colliery closed in the 1960s but stone is still worked in the nearby quarry. There are a number of differences between the various types of kilns on the site, but there are basically two types of structure. The earlier type consists of seven complete kilns within a long stone battery. The later kilns, built of brick, stand at the south western end of the stone battery. These are circular and wrapped around with iron bands which prevented the kilns from collapsing through expansion of the hot brickwork. Within the stone range of kilns are fifteen draw arches, each arch having two or three " eyes ". Of the two brick built kilns one has three arches with a single " eye " in each and the other has a solitary draw arch with three " eyes. " In front of these stands the remains of a brick and concrete loading platform. The loading platforms were an original design feature of the kiln although the present platform dates from the 1950s. The lime was loaded into trucks from the platform on the railway which ran below. The railway was originally built as a colliery railway in the 1870s by the Harton Coal Company, but was extensively rebuilt when the present coast road was built in 1926. The high level platform was constructed between WWI-WWII. It provided additional space for the coal and limestone waggons to approach the round kilns. Both platforms are utilitarian in appearance. The platforms were examined in 2015 after a proposal to remove them due to possible instability. It was concluded that their loss would hinder the understanding and appreciation of the monument. The limekilns are of high significance both locally and nationally due to their size, the two types of kiln involved (demonstrating chronological building development) and their association with large industrial development in the area in the 19th century.
Site Name
Marsden Lime Kilns
Site Type: Specific
Lime Kiln
SITE_STAT
Scheduled Monument
HER Number
1002
Form of Evidence
Structure
Sources
<< HER 1002 >> P. Jubb,1988, Drawing, Marsden Limekilns C/STD/21 -Newcastle Planning Dept. HBO
Pers comm. Linsley, S.M. 1974
I. Hume, 1994, Marsden Lime Kilns, Structural Report
South Shields Borough Council, National Trust, Countryside, The Leas - Marsden Limekilns, Text from information board
Tyne and Wear Specialist Conservation Team, 1996, Marsden Limekilns
D. Coombs, 1977, Marsden Lime Kilns, Structural Report
H.G. Harris, 1978, Marsden Lime Kilns, Structural Survey
I. Ayris & S.M. Linsley, 1994, A Guide to the Industrial Archaeology of Tyne and Wear, p 42-43; Williams, A, 2015, Marsden Limekilns, Mill Lane, South Tyneside, High and ground level concrete platforms - Statement of Significance; Simpson Brown, 2013, Marsden Limekilns - Options Appraisal and Feasibility Study; Northern Archaeological Associates, 2015, The Cleadon Village Atlas
SURVIVAL
80-90%
YEAR1
1988
YEAR2
2016
English, British
Class
Transport
COMP1
Ayris,I.M.
COMP2
Jennifer Morrison
CONDITION
Good
DAY1
01
DAY2
29
District
Gateshead
Easting
423300
EASTING2
2370
Grid ref figure
8
Map Sheet
NZ26SW
MATERIAL
Pine
MONTH1
4
MONTH2
12
Grid Reference
NZ
NGR2
NZ
NMRNUMBER
NZ 26 SW 43
Northing
562500
NORTHING2
6260
General Period
POST MEDIEVAL
Specific Period
Victorian 1837 to 1901
Place
Dunston
SAMNUMBER
48
Description
Built by North Eastern Railway in two stages, in 1893 and 1903. The structure is in 3 parts: a substructure of piles on which are superimposed brestles, braced in both directions; 98 frames c.5.3 metres apart; above this is a double thickness of longitudinal timbers supporting a deck and track beams. The deck slopes at a gradient of 1 in 85 down toward the landward end. The track layout, coal drops, and most of the workmen's shelters and huts survive. Dunston Staiths were the last working timber staiths on the Tyne, and represent the only remaining substantial timber staiths in the region. A large section of the staiths was destroyed by arson attack in November 2003. SCHEDULED ANCIENT MONUMENT AND LISTED GRADE 2
SITEASS
1890 for the North Eastern Railway. The last operating jetty staithes on the Tyne. Over 1700 feet long, of braced timber construction. Three berths for ships at either side; upper and lower decks with gantries at intervals. Of historic
importance as a relic of the trade which first brought prosperity to Tyneside. Were the last working timber staiths on the Tyne, and represent the only remaining substantial timber staiths in the region. The survival of the trackways,gantries and chutes allows complete interpretation of the monument. The sophistication of the design adds to their importance. Restored in 1990 for the National Garden Festival. A large section of the staiths destroyed by arson attack in November 2003. Monument on the English Heritage Register of Buildings at Risk 2007, priority D - slow decay; solution agreed but not yet implemented. Heritage At Risk 2008, priority C (slow decay, no solution agreed). Fire in November 2003 resulted in 8% of the monument being lost. A conservation plan and feasibility study to identify a future for the structure completed in 2006. Work is now underway to develop a repair scheme and provide public access to the staiths. Listed on English Heritage's Heritage At Risk Register 2009. Condition: poor. Priority: C. A proposal to provide some site interpretation will be developed during 2009. Listed on English Heritage's Heritage At Risk Register 2011. Fire damage in November 2003 resulted in 8% of the monument being lost and there was a further fire in July 2010.A Conservation Plan and Feasibility Study to identify a future for the structure have been produced and work continues to try and raise funding for repair works. Condition: poor Priority: C Slow decay; no solution agreed. Heritage At Risk 2012: CONDITION: Poor, PRIORITY: C Slow decay; no solution agreed. A conservation plan and feasibility study to identify a future for the structure have been produced and EH has funded a condition survey that will be completed in 2012. Heritage At Risk 2013: CONDITION: Poor, PRIORITY: F repair scheme in progress and (where applicable) end use or user idenfieid; functionally redundant buildings with new use agreed but not yet implemented. A scheme of repair is due to commence in 2013 with funding from the HLF and English Heritage. HERITAGE AT RISK 2015: Built by the North Eastern Railway Company and opened
in 1893. Closed in the 1970s after being the last working
staiths on the River Tyne. Fire damage in 2003 resulted in
8% of the monument being lost and there was a further fire
in July 2010. A conservation plan, condition survey and
feasibility study have been produced to identify a future for
the structure. A scheme of repair is due to be completed in
2015 with funding from the Heritage Lottery Fund and
Historic England. CONDITION: POOR PRIORITY F repair scheme in progress and (where applicable) end use or user idenfied
Site Type: Broad
Water Transport Site
SITEDESC
Built by North Eastern Railway in two stages, the first, with three berths, was opened in 1893,the second, to the south, in 1903. The second set was taken down to pile-top level in the 1970s. They are constructed of generally 13"x13" pitch pine, jointed with bolts and straps. The structure is in 3 parts: a substructure of piles on which are superimposed brestles, braced in both directions; 98 frames at c.5.3m centres; above this double thickness longitudinal timbers supporting a deck and track beams. The deck slopes at a gradient of 1 in 85 down toward the landward end. The track layout, drops, and most of the workmen's shelters and huts survive.
Site Name
Dunston Staiths
Site Type: Specific
Staith
SITE_STAT
Scheduled Monument, Listed Building Grade II
HER Number
1001
Form of Evidence
Structure
Sources
<< HER 1001 >> Desc Text Newcastle Planning Dept. Scheduled Ancient Monument File, 1986, Description of Monument
Gateshead Planning Dept. 1987
N.Pevsner, 1985, The Buildings of England, County Durham, p.287
I Ayris & S.M. Linsley, 1994, A Guide to the industrial archaeology of Tyne and Wear, p 37
Transportation Planning Associates, 1983, The Preservation and Development of Dunston Staiths... unpublished report
L. Redvers, 2003, Blaze destroys Tyne landmark, Evening Chronicle, Thursday Nov 20th 2003, pp 1 and 5
SURVIVAL
80-90%
YEAR1
1988
YEAR2
2003
English, British
Class
Religious Ritual and Funerary
COMP1
Barbara Harbottle
DAY1
18
District
S Tyneside
Easting
433870
Grid ref figure
8
HISTORY_TOPIC
Anglo-Saxon
Map Sheet
NZ36NW
MONTH1
5
Grid Reference
NZ
Northing
565220
General Period
EARLY MEDIEVAL
Specific Period
Early Medieval 410 to 1066
Place
Jarrow
Description
An incomplete cross-shaft, now lost. Raine recorded two portions of a cross with fretwork built into the north face of the tower in 1858 (sic). Boyle in 1885 said the two fragments were still in the north wall. The dimensions are given as 101.5 cm high x 25.5 cm wide. A drawing shows one face of the bottom section of a cross-shaft divided into panels by roll mouldings; on one panel a ring knot, on the other 2 curving loops. Ring-knot patterns are fairly common in the Durham area in the post-Anglian period, so this is an important confirmation of the archaeological evidence for the survival of a burial ground at Jarrow in the post-monastic period. It has been dated to the late 10th or early 11th century.
Site Type: Broad
Religious House
SITEDESC
Incomplete cross-shaft, now lost. Raine recorded two portions of cross with fretwork built into the north face of the tower in 1858 (sic). Stuart repeated this, and seemed to refer to the 2 stones drawn in p. lxxxii. Boyle (1885), p. 209, said the two fragments were still in the north wall even after the removal of Jarrow 3. Stuart gave the dimensions: 101.5 cm high x 25.5 cm wide. ?A (broad): based on Gibbs' drawing in Stuart. One face of the bottom section of a cross-shaft divided into panels by roll mouldings. On one panel a ring knot, on the other 2 curving loops. Late C10 - early C11. Ring-knot patterns are fairly common in the Durham area in the post-Anglian period, so this is an important confirmation of the archaeological evidence for the survival of a burial ground at Jarrow in the post-monastic period. Dated C10-11th.
Site Name
Jarrow, Anglo-Saxon cross-shaft
Site Type: Specific
Cross
HER Number
1000
Form of Evidence
Find
Sources
<< HER 1000 >> J. Raine, 1854, The Inventories...of Jarrow and Monkwearmouth... Surtees Society, XXIX, xxviii
W.H.D. Longstaffe, 1858, Durham before the Conquest, Proceedings of the Archaeological Institute Newcastle, 82
J. Stuart, 1867, Sculptured Stones of Scotland, II, 44, pl. lxxxii
J.R. Boyle, 1880, On the monastery and church of St. Paul, Jarrow, Archaeologia Aeliana, 2, X, 209
J.R. Boyle, 1892, The County of Durham, 587
G. Adcock, 1974, A study of the types of interlace on Northumbrian sculpture, Durham University Unpublished thesis, 321-2
R.J. Cramp, 1984, Corpus of Anglo-Saxon Stone Sculpture, Vol. I, Part 1, pp. 108-09, pl. 43 (496) (Jarrow 6)
YEAR1
1993
English, British
Class
Religious Ritual and Funerary
COMP1
Barbara Harbottle
DAY1
18
District
S Tyneside
Easting
433870
Grid ref figure
8
HISTORY_TOPIC
Anglo-Saxon
Map Sheet
NZ36NW
MONTH1
5
Grid Reference
NZ
Northing
565220
General Period
EARLY MEDIEVAL
Specific Period
Early Medieval 410 to 1066
Place
Jarrow
Description
Part of a cross-shaft, now lost. Raine recorded two portions of cross with fretwork built into the north face of the tower in 1858 (sic). Bo. yle in 1885 said the two fragments were still in the north wallThe dimensions are given as 30.5 cm high x 25.5 cm wide. A drawing shows two registers of interlace enclosed in a moulding.
Site Type: Broad
Religious House
SITEDESC
Part of a cross-shaft, now lost. Raine recorded two portions of cross with fretwork built into the north face of the tower in 1858 (sic). Stuart repeated this, and seemed to refer to the 2 stones drawn on p. lxxxii. Boyle (1885), p, 209, said the two fragments were still in the north wall even after the removal of Jarrow 3. Stuart gave the dimensions: 30.5 cm high x 25.5 cm wide. Gibbs' drawing in Stuart shows two registers of interlace enclosed in a moulding. Could be the same group as Jarrow 3 and 4. Date?
Site Name
Jarrow, Anglo-Saxon cross-shaft
Site Type: Specific
Cross
HER Number
999
Form of Evidence
Find
Sources
<< HER 999 >> J. Raine, 1854, The Inventories...of Jarrow and Monkwearmouth... Surtees Society, XXIX, xxviii
W.H.D. Longstaffe, 1858, Durham before the Conquest, Proceedings of the Archaeological Institute Newcastle, 82
J. Stuart, 1867, Sculptured Stones of Scotland, II, 44, pl. lxxxii
J.R. Boyle, 1880, On the monastery and church of St. Paul, Jarrow, Archaeologia Aeliana, 2, X, 209
J.R. Boyle, 1892, The County of Durham, 587
R.J. Cramp, 1984, Corpus of Anglo-Saxon Stone Sculpture, Vol. I, Part 1, p. 108, pl. 92 (491) (Jarrow 5)