A HISTORY OF SOUTH HYLTON

A HISTORY OF SOUTH HYLTON THE GROWTH OF AN INDUSTRIAL VILLAGE Written by T. F. Hunter Compiled and presented by Keith Hunter

TABLE OF CONTENTS INTRODUCTION 1 Advertisement in Newcastle Chronicle, Saturday 1 CHAPTER 1 2 The Ferry 2 CHAPTER 2 - INDUSTRY 4 The Beginning of Industry. 4 Shipbuilding 4 Dawson s Low Ford Pottery 6 Ford Paper Works 6 Other Industries. 7 Farming 8 Extract from the original document CHAPTER 3 9 A The Village and it's People. 9 Churches & Chapels 9 Public Houses 9 Appendix A 13 Manor Of Ford, South Side of the River Wear 13 Appendix B 15 Some Hylton Surnames and Trades from 1841 Census. 15 Appendix C 17 Licensed Houses and their Tenants 17 Appendix D 18 Known Residents Of Ford 1856 18 Appendix E 19 Known Residents Of Ford in 1865 19 Appendix F 21 Known Residents Of Ford in 1865 by Streets 21 Extract from hand-written research document

INTRODUCTION The village of South Hylton grew up on the south side of the river Wear, at a point about five miles from the sea where there had for centuries been a river crossing. Contrary to popular belief, this crossing was by boat and not by a ford. It is quite clear from old maps that the main road from Sunderland and Bishopwearmouth to Newcastle and South Shields and all places north crossed the river at Hylton Ferry. The name, i.e. Hylton Ferry, is frequently used in old documents, parish registers etc. to describe the earliest settlements around the river crossing. It applied to the dwellings on both sides of the river and therefore in earlier days the village was regarded as being a settlement with a river running through it, and not as two places divided by a river as it was to be more recently, i.e. North and South Hylton. The alternative name for South Hylton used in local government The Township of Ford comes from the ancient manor of Ford and has nothing to do with a ford across the river. One only has to remember that the river is tidal to realise how impossible a ford would be. The manor of Ford lay on the south bank of the river Wear opposite the Hilton lands of the north. It was bounded on the south by High Barnes and Grindon, on the east by Pallion, and on the west by Offerton. It was held by the Hilton s from the earliest periods on records. In the 1360 s it was held with Grindon and Clowercroft (?) for one knight s fee and suit of court once a fortnight. A knight s fee was 100 marks i.e. 9.8.4d. The services were later divided and Ford became charged with half a knight s fee of 4.14.2d. It remained so until the dispersal of the estate in 1750. The estate comprised 834 acres from which the rent was 609.14.6d at the time of the sale. There were then seven farms: The High Farm which stood at the top of the bank, was sold to James Donnison and William Scourfield for 12,500. The Ferryboat Farm and Low Ford Farm were bought by George Longstaff for 2,700, and New Hall Farm was purchased by Teesdale Mowbray for 3,700. The other three farms were very small. From these figures it is clear that High Farm occupied more than half the land of the manor. Sunderland and South Shields Water Company now have their maintenance depot on the site of the farmhouse and farmyard. Low Ford farmhouse stood where The Grange later was built, the site later being Corning s Social Club. Part of the site from Hylton Dene westward to High Street was sold to Captain Maling of North Hylton pottery who built himself a house known as Hylton Lodge, which he later gave to become the chapel of ease for the parish, later dedicated to St. Mary the Virgin. New Hall Farm occupied most of the land to the east of the manor from about Hylton Road north to the river and from the west, Hadleigh Road to the main cemetery gates. Teasdale Mowbray built himself a large manor house which he called Ford Hall. His son, George Matthew sold the hall and farm in the 1790 s to John Goodchild of Pallion for 14,500. In 1812 the whole estate of Ford paid a modus or prescription of 10, due at Martinmas to the rector of Bishopwearmouth, and two horsegaits or pasturage for two horses, in Claxheugh, to the said rector in lieu of all tithe. (See Appendix A.) Records from the Parish Registers referring to Hylton Ferry or Ford include:- 1604 Peter Green of Ferryboat in the parish of Wearmouth to Isabel Robinson of Herrington Mill (Marriage, Houghton) 1622 Elizabeth Teasdall of the Ferrie Boat Godparent (Boldon) 1630 Robert Robson of ye Forde in Wearmouth parish and Ann Fennicke of Houghton (Marriages, Houghton) 1632 Anthony Page of ye Forde and Ann Chilton of Newbottle (Marriage, Houghton) 1658 Stephen Haddocks of Offerton and Ann Henderson of the Forde. 1676 Henry Dobson of Hilton and Ann Bulmer of Offerton 1692 Burial January 27 th. Henry, son of Henry Dobson of Hilton Ferry Boat (Monkwearmouth) 1776 May 12 th. Samual McFermling of Hylton Ferry Boat, a north Briton. 1778 May 21 st. Burial. George Burn, son of Thomas Burn of Hylton Ferry Boat. Master Builder and Farmer 1783 July 23 rd. Burial. Richard, son of Robert Emmerson, Hilton Ferry 1780 June 24 th. Thomas Burn, son of Thomas Burn, Shipbuilder of Hylton Ferry. (His shipyard was at Deptford where Hetton Drops were later erected.) 1808 April 22 nd. Ann, 1 st daughter of Robert Maling, potter of Hylton Ferry and Eleanor, nee Potts, daughter of William Potts, Shipbuilder, of Hylton Ferry. Baptism. (Another daughter married Robert Reay who took over the shipyard) Advertisement in Newcastle Chronicle, Saturday Township of Ford We, whose names are hereunder subscribed, do hereby mutually and reciprocally agree to prosecute to conviction at our joint and equal expense, any person or persons, whomsoever, that shall or may commit any Theft, Depredation, or other Criminal Act, upon or against us, or upon or against any of our property, and we do hereby agree to pay a reward of Ten Guineas upon conviction of any persons who shall or may discover and give evidence against any offender or offenders. As witness our hands the sixteenth day of January, 1805. Rev. G. Sourfield, MA Newcastle. John Goodchild, Low Pallion. John Goodchild, High Pallion Robert Biss, Deptford and Hylton Roland Webster, Bishopwearwouth and Hendon Edward Aiskell, Junior, Bishopwearmouth & Mile Lane Thomas Robson, Ryhope Cottage Geo. Longstaff, Hylton Lodge Wm. Hunter, Ford C. A. Huntley, Bishopwearmouth Thomas Lawson, High Ford John Stoddard, Worth Hall John Crisp, Bishopwearmouth & Mile Lane John Dawson & Co., Low Ford Elizabeth Dawson, Hylton Richard Paxton, Ford Richard Hewison, Ford Wm. Allen, High Pallion Ed. Potts, Low Ford Geo. Todd, Low Pallion Thomas Thompson, Solicitor. Committee appointed to manage the business of the association. Whereas the keelmen frequenting to Ford Lane have made a practice of throwing the gates off the hinges and treating the boys riding the milk barrels very ill. It is obvious that vandalism is no new phenomenon. February 9th. 1805. T. F Hunter 1

T. F Hunter 1

CHAPTER 1 The Ferry The earliest reference to the ferry seems to date from 1322, when Robert, Baron of Hilton, granted to his chaplain, William de Hilton, the passage of bovis ferry, that is, the ox ferry where heavy cattle could cross, together with various other rights from land in Grindon and Ford. The same chaplain William to provide a proper boat for the ferry. In those days oxen rather than horses were used as draught animals, pulling carts and ploughs It is clear that the main road from Sunderland to Newcastle and South Shields crossed the river at Hylton, and it is obvious from the above that the ferry was already in existence in 1322. The next reference to the ferry is in a dispute which arose between the coal owners and the keelmen on one side and the Hiltons and sundry tenants on the other. This was about 1711-13. A document exists giving information to the Crown on behalf of the plaintiffs, which is set out here in full. Information to be laid against Thomas Hilton, gent, John Hilton, Esq., Henry Dobson, lessee of the ferry. Joseph Matthews, George Barkass, Edward Boone and Henry Hallyday, defendants, by Henry Lambton, attorney general of the Bishop of Durham, Richard, Earl of Scarborough, Wm. Lambton, Esq., John Hedworth, Esq., Jane Wharton, Widow, Thomas Smith, Henry Peareth, Thomas Allen, gent, Coal Owners. Ralph Harrison, Edward Robinson, Robert Shipperdson, Gawin Noble, Thomas Robinson, coal fitters. Thomas Simpson, Thomas Bulmor, Henry Stafford, Robert Chilton and John Hudson, skippers on the river Wear and on behalf of all other Her Majesty's subjects trading, enjoying navigation on the said river to the Port of Sunderland by the sea and otherwhere. 1. That the river Wear is an ancient navigable river, the mouth of which opens to the ocean at or near the town of Sunderland by the Sea and is known by the name of the Port of Sunderland. Which by the inflow of the sea every tide, the same is a very considerable river flowing very near to Chesters being ten miles from the mouth thereof, and is a very good haven, capable of taking ships of very considerable burthen and three or four hundred ships map safely ride at once. That there are many collieries adjoining to the river, the coals thereof have beyond memory been brought to the staithes adjoining to the river that they may be water-borne by keels or boats and convoyed and carried down the river to Sunderland and exported therefrom to London, Holland and other parts and thereby and by importing and exporting merchandises into and out of the river, Her Majesty obtains great profit from the duties and customs and navigation is increased and improved and the poor thereabouts are kept at work and maintained and the coal trade is a nursery fit for the service and defence of the kingdom is considerably advanced. 2. That the keels or boats each contain 6 or 8 cauldrons of coal and for the better sailing, navigating and governing the keels up and down the river the skippers and keelmen for all the time aforesaid as often as required moored their said keels for providing of them all along the shore of the river or any part thereof for their best convenience. And the skippers and keelmen, their servants and workmen and those by them employed, have for all the time aforesaid (as they had often) either where the river was shallow or sands rose up therein, or when any fresh or strong current of water or any other thing obstructed the sailing or rowing of their keels or vessels have used and accustomed by ropes to their keels or vessels and by the strength of men and women going up on any of the lands and ground adjoining to the said river and in places convenient for the purposes to haul or draw the keels or vessels along the river. Which right and privilege they constantly have enjoyed without any disturbance or interruption and without paying or incurring any toll, duty, custom or other satisfaction for the same with the Attorney and Resators concerned they might do of common right of the lands of this realm as a privilege incident to navigation on this navigable river having been always accustomed and in truth being the Queen's common highway, are to be kept within the compass of the flood thereof; open and free without having anything upon any roller or pretence whatsoever placed or hung across with or upon the same or any part thereof to the hindrance or prejudice of navigation upon the same but that the keels boats or other vessels used thereupon may pass and re-pass within flood and thereof at all times (as often as required). 3. Attorney and the proprietors and occupiers of land adjoining on the shore within the flood and dropping of the river wont obstruct and hinder the keelmen and skippers from mooring or entering their lands with the hands to haul or draw the keels and vessels by the means they have beyond memory used without interruption or any payment or satisfaction therefore or doing any other thing in disturbance of navigation on the river. That the defendants confederating to destroy the trade and navigation on the said river for making the sailing, navigating of keels so changeable and precarious in abridging their incidents, privileges and liberties of common right both to the ancient navigable river and known beyond memory. They have of late interrupted and disturbed several skippers and keelmen navigating as they had used to beyond memory and if right may do, unless they would pay the money or give them other satisfaction for damage done to their grounds; though they know nothing was paid or satisfaction given, nor anything done, or demanded or paid for by the same and if anything has been paid or given it was done voluntary and in certain only in gratitude for assisting the skippers and keelmen to shelter and warm themselves in their houses and if anything has been otherwise taken or demanded it is a late exaction and the poor skippers and keelmen were forced to comply therein rather than lose their tide. 4. That they have at Hylton Ferryboat landing lately set up or confirmed a rope across over the navigable river fixed on posts on each side thereon which hangs so near to the surface of the water that no keels or boats can pass with the sits or sails up as they ought to do, such keels and boats being made for then and very unwieldy; when any fresh or strong current of water is in the river or any wind blows high, they are difficult to be managed and the keelmen cant without great danger or hazard strike the masts or lower their sails, they contain for the most part 60 or 70 yards of canvas or more. They pretend it is an ancient ferry by grant frown the Crown that is would be of no use without such a rope. Thereas they know there is no such grant and set up without right by the owners of Hilton who have lands on both sides of the river and that the boat may be governed by poles, oars and not by such rope; as Sunderland Ferryboat is; where the river is much more rapid and has been always so, as other ferry boats on navigable rivers ought to be. 5. That they threaten to prosecute the keelmen that will not comply with their unreasonable demands with innumerable suites at law or by indictments or information or by binding them for their good behaviour to appear at the Sessions or by great violence and force deter them and hinder their passing and re-passing along the said river and threaten to turn all their tenants from the said farms to do harbour or refresh the keelmen who refuse to comply or suffer to go into or along their ground for the purposes aforesaid and threaten to keep up the rope across the river within the.... and...thereof, though they know that several of the keelmen or their boys or servants of late and heretofore have been swept off their keels and perished in the river before help could be gotten. All which leads to the destruction of the trade to the prejudice of navigation, to stir up trouble and discord, if their practices stir up other owners of land to make new encouragement to binder the ready passage of keels on the river and so advance the price of coals in proportion to such extractions and levies. 6. That John and Thomas Hilton and Dobson may set forth if the river be a navigable river or not and how far: if it run no by Sunderland, if there be not a great coal there by the sea end for other merchandise; how far above Hilton Ferryboat the tide flows and the number of keels are yearly employed how the trade is useful to navigation general. If in sailing and navigating keels up and down the river there be not a necessity of hauling the said keels for men and women along the usual paths on the adjoining ground and if such usage have not been beyond memory used without interruption. If they have known or heard of a track called the Keelmen s track, or such like name, how long they have known or heard of it and how many times. If the keelmen have not... required beyond memory or how long moored their keels on the shore or lands adjoining upon any place convenient at their pleasures." T. F Hunter 2

The rope in question was used on the falling tide to prevent the passenger ferryboat from being swept down river. The rope was stretched across from bank to bank and from about the centre of the span another rope was attached to the ferryboat. On this rope the boat could swing in a gentle arc across the river. The ferry site is the narrowest place on the river for miles on either side and consequently when the tide is running out the joint effect of ebbing tide and natural flow of the river can produce a very swift current through the narrows. I can remember an occasion when the rope become detached from the boat and it was swept down as far as Osborne Graham's shipyard before it could be brought under control. It then had to be towed back by a motor launch. On the rising tide the natural seaward flow of the river creates a placid gentle flow and the boatman used his oars, pulling against the tide and crosses with little effort. The solution to the problem was to raise the anchor point on the north side so that the rope passed well above the river. A post was set up on the bank on the north side, some 100 ft. above the water so that the rope stretched diagonally down to a post on the south side giving a mean height of some 50-60 ft. above high water. This rope was taken down once a year to allow the River Wear Commissioners annual survey. Their rules stipulated that there should be no obstacle across the river within 90 ft. of high water level. To maintain this they made their trip up the river on a paddle tug which was specially fitted for the occasion with a 90 ft. mast. I once saw them bring down some telephone wires which the G.P.O. had stretched across between South Hylton and North Hylton. The bovis ferry became known in more recent times as the horse ferry. It was, until its demise, a flat bottomed boat which was operated by a chain windlass. The chain lying on the bottom of the river and passing over the windlass which was turned by hand. The completion of Wearmouth Bridge in 1796 would take away much traffic from Hylton ferry but nonetheless it still remained in use until the first world war. The passenger ferry continued until 1955. Further evidence of the navigability of the river is provided by a newspaper report of July 19 th 1841. The steamer Sun from Newcastle on a trip up the Wear, struck an anchor in the river at South Hylton. The vessel was holed and sank. There were 200 passengers aboard who were rescued and conveyed to the river bank by keel. The whole occurred during a violent thunder-storm T. F Hunter 3

CHAPTER 2 - INDUSTRY The Beginning of Industry. The first industrial plant at South Hylton, and the first copperas works on the Wear was built at Hylton by Wm. Scurfield, early in the 18th century. Copperas is Ferrous Sulphate Heptahydrate, also known as Green Vitriol. It was used extensively in the making of ink, for dyeing and for crop dressing. It is prepared on a large scale by exposing heaps of iron pyrites to the action of air and water. The liquor produced contains ferrous Sulphide and Sulphuric Acid. The Pyrites or Brasses were then regarded as of little worth, so with his raw material cheap, Scurfield made a considerable fortune from which he was not only to buy the High Farm in 1750, but also, later, the North Hylton estate. He cleverly used the river banks to his advantage, the site of his settling tanks still know today as the Brassbeds, was on the top of the banks just to the west of Ferry Farm and exactly where the south abutment of Hylton Bridge is now. His works were just at the foot of the bank and a few yards east of the new bridge supports. He was able to have a natural gravity flow at the liquor into the works. This was the earliest industry to be established in South Hylton. In 1816 the works was owned by Hudson, Biss & Co., in 1856 it was owned by J. Rewcastle of Gateshead, in 1864 by Col. Taylor and in 1873 by James C. Lawson. William Hunter Burn is named there in 1834, probably manager. These works operated for nearly 150 years but have left almost no trace of their being other than the name `Brassbeds. which, because of the building of the bridge will eventually be forgotten. Shipbuilding began at Hylton about 1780. Ford Pottery was erected in 1799 by John Dawson on the site of an old oil works, This factory had been used for processing blubber brought up the river by sailing ships. It stood on the north end of the Dovecot Fields at the foot of Hylton Gill or Dene, where a small stream of clear water ran into the river, and still does. Ford Paper Works was begun in 1836. South Hylton Iron works was in being before 1850. There were also two brickwork s and a firebrick maker before that date. Later industries included sawmills, Rivet Makers, Sail-makers, Bottle makers, Engine builders, Foundries, Ship repairers, Shovel makers and Forges. Shipbuilding Shipbuilding or boat building on a commercial scale must have begun during the second half of the 18th. century. There is a great deal of legend about the number of yards which existed and the number of ships which were built but I will deal only with those for whom I have found documentary evidence, or where undisputed remains exist. You must remember that most ships built were under a hundred tons, perhaps many being keels for the river trade. That many shipbuilders built only one ship with two or three workmen only. That many of the sites were occupied by several shipbuilders in succession. In spite of all these facts I have been able to establish quite an impressive list of South Hylton shipbuilders. One at the earliest to be established must have been Gales. The site was in the middle of the village east of the ferry at the bottom of what today is called the Salvation Army Bank. There is a railed enclosure on the site where a water main runs under the river. An account of shipbuilding in the port of Sunderland of March 11 th 1814 shows that Gales have a copper fastened ship of 180 tons nearly finished for John White of Greenock. Shipbuilding was a highly speculative business at the beginning of the last century and John Gales was lucky to have a firm order, and from a Clydeside owner. Of the 31 ships being built in Sunderland in the 1841 account, no fewer than 24 were being built on speculation. Another early builder but at North Hylton was "Squire" Robert Reay. He was building in the 1790's and his name still appears in 1865. George Bartram was an orphan who at the age of 11 years in 1811, began his apprenticeship with Gales. He remained 7 years and then went to sea as a ship's carpenter. When he returned to the Wear he became manager for Dryden who built ships at Biddick Ford. Later he was associated with Robert Reay of North Hylton. Bertram laid his first keel on 14 th January, 1838 in partnership with John Lister. The ship, The Crown, was launched for Wm. Thompson, baker, of Monkwearmouth, on 7 th July 1838. She could carry 16 keels and Lister & Bertram made a profit of 77. Unless they had paid themselves during the building, this meant that 6 months work brought them about 30 shillings per week. They laid their next keel four days later and she was launched for Wm. Hayman of Rochester. The Lister- Bartram partnership lasted for 18 years and nearly 40 ships. Only one, the John and Mary exceeded 400 tons and she is also noteworthy as being Bartram's first ship over 100 feet long. It is recorded that in 1864 the brig Charante of 340 tons was ready to leave the ways at Bartram s, but the launch had to be postponed for a week because the river was frozen over. The site of Bartram s yard as revealed in an old photograph, was just about 100 yards east of Garden House. Bartram s left Hylton in 1871 when iron ships were being introduced. It must be stated here that the most suitable shipbuilding sites were on the north side and most of the Hylton shipbuilders built over there. South Hylton was the main source of labour and most of the builders and their workmen lived in the village. A small number only would live on the north side. Reay's yard was the biggest and best developed of the north side yards and it is still possible to see the slipways and quays at the Manor House. After Reay' s death the yard was taken over by Miss Margaret Reay, one of Hylton's three women shipbuilder.. Ben Hodgson had a yard at Whiteheugh, west of the Garden House, which was taken over in 1839 by Blakeston and Sabina Stafford. Later, Sabina as building on her own account and later still it was under the control of Stafford and Forster. Either Sabina had taken a partner or had been succeeded by her son and a partner. In 1837 a man named John Haswell went into partnership with seven or eight other shipwrights and commenced building at Hylton. This was an early workers co-operative, having very little money they were unable to employ workmen, therefore the firm were the workmen and the workmen were the masters. In summer they began work at 4 a.m. and worked 15 hours. In winter they worked from 6 a.m. to 6 p.m. This partnership didn t last long but then Haswell teamed up with two other men and started again. They continued until 1850 when Haswell began building on his own. He later transferred his yard to Ayre's Quay and finally retired in 1870. Shorts started at Hylton in 1850. George Short was a Hylton joiner who served his time on the riverside. They also transferred to Pallion in 1871, thus Hylton lost both Shorts and Bartram s in the same year. Hodgson and Gardner moved from the north dock to Hylton and were building up to 1876. John Robinson had yards at Hylton and Ayre s Quay and built nearly a hundred wooden ships ranging from 200 to 700 tons between 1846 and 1868. Osborne Graham opened in 1871. They were the last firm left building ships at Hylton and survived until 1925. There was an Edwin Graham building in 1873 but I'm not sure that he was connected with the later company. Osborne Graham's output figures over ten years between 1883 and 1892 reflect the fluctuating state of the industry. Year: 1883 1884 1885 1886 1887 1888 Tonnage: 8,745 5,374 2,382 1,150 4,000 Year: 1889 1890 1891 1892 Tonnage: 10,000 6,098 8,051 11,389 There was an increase in output between 1891 and 1892 of one ship and 3,338 tons and the average register was about 278 tons greater. This indicates the greater capacity of the yard and its capability for building larger vessels. The 1892 output as follows: T. F Hunter 4

Name of Ship Port of Registry Tonnage Engine Meditteranio Lussinpicolo 1,804 150 hp. Gerto London 2,399 180 hp. Miramar Glasgow 2,415 190 hp. Hindustan Sunderland 2,421 200 hp. Aureola London 2,350 180 hp. Meditteranio was for an Austrian firm and had a speed of over 10.5 knots. Miramar for Raeburn and Verel of Glasgow. Hindustan for J. W. Squance & Co., of Sunderland; she had a cellular double bottom for water ballast and spare berths for passengers. They were all fitted with Dickinson tri-compound engines. On February 18 th 1849 a ship was destroyed by fire at Hylton Carr's shipyard, the workshops were also destroyed with damage estimated to be in excess of 2000. A great deal of money in those days, but, as you will see from the following lists, he was still in business in 1867. Lists of Hylton Builders between 1834 and 1869. 1834 Edward Brown, Robert Reay, John Mowbray Gales. 1841 Rodham Josuah and Joseph, Wm Naisby, Wm. Carr, John Haswell, Geo. Bartram, Blake Stafford. 1847 Hylton Carr (lived in Union Street, South Hylton), Wm. Carr, John Mowbray Gales, Lawson Gales, Thomas Gales, Wm. Naizby, John Rodham, Joseph Rodham, John Rogerson, Wm. Spower & Co. 1856 Wm. Briggs & Co., George Bartram, Todd & Brown (Carr Brown lived in Ferryboat Row), Hylton Carr, Forrest & Jackson, Gales, Hodgson & Gordon, Lightfoot, John Lester, Wm. Naizby, Robert Reay, J. & J. Robinson, J. & T. Robson, Thomas Seymour, John Rogerson, George Short, Sykes, Talbot & Co., and Wm. Taylor. 1863 Sykes, Talbot & Sykes, M. Chilton, Lawrence Wheatley, John Rodgerson, Wm. Richardson, George Bertram, Gray and Young, Gibbon & Nichol, Todd & Brown, John Lister, John Gibbon & Sons, Reay & Naisby, Benjamin Hodgson, Wm. Naizby, Liddle & Sutcliffe, Robson & Proudfoot. 1864 George & Robert Bartram, Hylton Carr, 3, Union Street; Wilson Chilton, lived at 50, Brougham Street, Sunderland; Forrest & Jackson, Low Ford; Gibbon & Nichol, John Lister, George Naisby, Wm. Naizby, Reay & Naisby, Thos. Robson, Claxheugh; John Rodgerson, George Short, Mowbray Quay; Sykes, Talbot & Sykes. 1867 Bartram (George & Robert), Hylton Carr, Gibbon & Nichol, John Lister, Wm. Naizby, Short Brothers, Lawrence Wheatley. 1869 Liddle & Sutcliffe, Gibbon & Nichol, J. & J. Gibbon, Spours & Co., Chilton & Co., Benjamin Hodgson, John Lister, Lawrence Wheatley, Reay & Naisby, Wm. Richardson, Bartram & Sykes, Talbot & Sykes. From these lists it appears that the peak of activity came between 1856 and 1863. It is impossible now to know the location of all the yards but the following were on the north side:- Briggs, Todd & Brown, Hylton Carr, Hodgson & Gordon, Lester, Reay, Seymour, Sykes, Talbot & Co., Taylor, Wheatley, Richardson, Grey & Young, John Gibbons & Sons, Benjamin Hodgson, Liddle and Sutcliffe, Chilton and J. J. Gibbon. Lightfoot built at Low Ford Dockyard at the bottom of Hylton Dane below Dawson s Pottery. Naizby was at High Ford Dockyard just east of the ferry, the site later occupied by John Wigham & Sons Ltd. This site was occupied in 1863 by Reay & Naisby (note the changed spelling of Naisby). Robson & Proudfoot were at Claxheugh. The famous Sunderland Shipbuilder Wm. Pile, served his apprenticeship with Thomas John Lightfoot in Hylton Dene. Shorts were at Mowbray Quay east of Claxheugh Farm. In the 1841 census there were 7 shipbuilders, 58 shipwrights and 29 apprentice shipwrights registered in the village. (See appendix B.) The many shipwrights of Hylton built themselves a Shipwrights' Hall. in Church Street in 1856. This building later served in the 1920's as Hylton's one and only cinema. It later became a Billiards Hall and was finally demolished after the last war. Before leaving shipbuilding it is interesting to compare the ships being built at Hylton of around 180 tons at the beginning of the last century with the largest ship built in Sunderland at that time. She was the Lord Duncan built at Southwick by a local man Thomas Havelock of Ford Hall. She was launched on the 2 nd March, 1798 and was 143 ft. 10 ins, long, and 39 feet broad, with a tonnage of 925 tons, five times as big as the average Hylton ship. T. F Hunter 5

Dawson s Low Ford Pottery John Dawson was born at Hunter's Hall in Sunderland in 1760. He learnt the pottery trade at North Hylton Pottery. This was established in 1762 by Christopher Thomson Maling. It was situated west of the ferry, the remains are still evident and there was abundant clay nearby. John Dawson set up in business at South Hylton in 1799. He lived at Hylton House which stands at the top of the Ferryboat Bank. He married Anna Lakin and had three sons, two of whom joined him in the business. The youngest William, born 1799, was drowned in the Gulf of St. Lawrence in 1824 whilst rescuing a boy who had fallen overboard. The elder two, Thomas and John, were educated at Kepier Grammar School, Houghton. Thomas married Mary White of Thorney Close and lived at Vine Lodge (in Vine Place) where he died aged 43 years in 1839. John died in 1832 aged 34 years. John Dawson built a new pottery in 1836, the foundation stone being laid by Andrew White, Mayor of Sunderland, whose sister had married Thomas. Four years later in 1840 he built his Flint Mill, the stone was again laid by Andrew White. Under the stone after demolition a document was found:- John Dawson Esq., Hylton Low Ford Pottery. Charles Frederick Dawson. William Dawson. Willis Trotter, Agent. Robert Stafford, Mason, Hylton. George Graham, Mason, Houghton. Thomas Hunter, Mason, Sunderland. James Ridley. Mason, Cumberland. Robert Davison, Joiner, Wales. Thomas Savage, Joiner, Ireland. This building was erect A. D. 1840 by John Dawson for the express purpose of grinding flint, colours, etc. Engineer, R. Hawthorne, Esq., Newcastle-on-Tyne. Engine 27½ h.p. Mr. John Dawson, aged 80 years. Wm. Dawson, aged 16½ years C. F. Dawson, aged 15 years Have generally 6 glost kilns drawn every week. Employ about 200 hands in the factory. George Chambers, Foreman. George Naisby, Warehouseman. 1840 Building commenced April. Prior to this the flint had been brought by keel from Picktree and then carted to Beamish to be ground, and then carted back. It took a full day for a wagon to take a load up and bring one back. At the new mill some twenty tons of flint a week could be ground, which was in excess of requirements. Thus with the purest and finest flint and the best Devonshire and Cornish clay, carried to them by the sailing vessels coming to the Wear in ballast for coals, Dawson were able to greatly improve the `body' and increase output. The net result was that they gained a high reputation at home and abroad. Their willow pattern ware of rich dark blue being a special favourite. They employed a good many printers and painters and also employed young women to fill in the colours. They used rose colour extensively and also produced copper, gold and iron lustres. They also produced picture tiles, 12 x 9" which were afterwards framed and many of which still survive. Another novelty produced at Low Ford was a round table about 21" in diameter. One featured a picture of Napoleon and some of his engagements. This was mainly in black with small touches of colour and was very effective. Another had a painted border and centre and was filled in with colour. They were mounted on a stalk with three feet and were unique to Dawson s. These tables were all made by a presser named Gray. The workmen at Hylton had the privilege of making and firing any novelty which took their special interest. Hence there are many unique items, especially christening and wedding momentoes. When John Dawson died aged 88 years in 1848, his two grandsons named on the foundation document with him were deemed too young to manage the business. It was carried on by trustees who so badly mismanaged it that it had to be sold off by auction in 1864 and as fine a plant as could be found at that time, was lost for ever. The valuable copper plates and moulds were eagerly bought by the other Wear potters. Many Hylton family names first appear among the workers Dawson brought in to his pottery. The works were taken over as a bottle works. Charles Dawson later started a red ware pottery on the river side at the bottom of the Pottery Bank. The kilns are shown idle, on a photograph of 1879. The Dawson s finally moved to Somerset where some of them are still living. The flint mills were taken over as a going concern and William Ball was still there in 1881. (See Appendix B.) Sunderland Herald, May 31 st 1867. We learn that a new bottle works is about to begin at Hylton Ferry. 15 th August 1871. Great Fire at South Hylton at C. Marrs bottle works. 11-30 p.m. Sunday afternoon a fire breaking out in the warehouses attached to the bottle works caused destruction of property worth 6-7000. Discovered by Margaret Usher living near the bottle works she raised an alarm and sent for the owner and told the police station. Getting assistance she broke into the office and removed all the papers. Sgt. Collins, P.C. Rogerson and Mr. Marr arrived quickly but within 20 minutes, the top storey of the ware-house was a mass of flames. No fire engine could be procured. A gang of men under the Sgt. set about removing 20 tons of pot clay, a quantity of packed bottles in mats and a number of loose bottles. At 3.0 p.m. the entire roof and top storey had fallen in and by 5.0 p.m. only the outer walls were standing. One loft contained 70-80 furnace pots, the warehouse was 100 ft. x 50 ft. 2 storeys high, the upper part was for making and dying furnace pots and the lower was a store for bottles. The fire was presumed to have started in the loft where the furnace pots were made. In the 1827 Directory a potter named John Phillips is listed, whether he was a separate manufacturer or an employee of Dawson is not clear. Ford Paper Works The building of the Mill was commenced in May, 1836 by Vint Hutton & Co., who were already making paper at Deptford. The site was on flat ground near the river, convenient for transport by water, and had a good spring of clear water nearby. The mill was opened on Wednesday, August 28 th 1838 and made paper from rags on a 70" deckle machine. A momento printed on that occasion claims that the paper was made and printed by T. Marwood in five minutes. The printing press must have been taken to the Mill especially. The mill was built on a timber frame of pitch pine, l2 x 14" square and up to 30 ft. long. The floors were 2½" oak, caulked and pitched like ships decks. A tramway was built to carry goods to and from the riverside. The initial output was 15 tons per week. Mr. Robert Hutton was Manager and lived at a large house, Claxheugh Grove, built in the Mill grounds to the west of the Mill. In 1844 the business was described as Hutton Fletcher & Co., and Mr. Robert Hutton left in 1848 to manage the Deptford Mill. Two men were killed in a boiler explosion in 1849. By 1850 the business was Fletcher, Blackwell and Falconer with Mr. Francis Blackbird as manager living at Claxheugh Grove. In 1856 the business changed again to J. Blackwell & Co. with the same manager now living at Rock Cottage at the east of Claxheugh Rock. T. F Hunter 6

The Grove had been taken over as the Vicarage of the parish. A new vicarage was built in 1855 and The Grove reverted to the Mill Company. By 1860 the Mill was in difficulties and was sold to a Company headed by Mr. John Evans, later Sir John Evans, KGB The key figure was Thomas Routledge who had been experimenting with asparto grass for paper making He had taken out patents on the process in 1856 and 1860. All the requirements for the process was to be found at Ford. Easy effluent disposal, access to the sea and a good water supply. He brought three of his paper makers from Eynsham, named Bryant, Flaxen and Curd and whose families still worked at the Mill until it closed in 1971. Routledge concentrated first on producing Half-stuff, that is thick sheets of pulped esparto which could be used by other paper mills in their process. It wasn't long before he was supplying many mills who were finding a great shortage of rags. How quickly Routledge expanded can be shown by the imports of asparto grass into Newcastle-on-Tyne, which were 1224 tons in 1860 and had reached 9534 tons by 1862. In 1864 Mr. Routledge was owner and managing director of Ford Mill, living at Claxheugh Grove, with Mr. Fred N. Miller of Rock House as manager. The latter became the first manager of Hendon Paper Mills, leaving Ford in 1872. He was succeeded by Mr. Routledge's step-son, Joseph A. London, who in turn was succeeded in 1883 by Mr. J. P. Cornett. A great deal of expansion and re-development was undertaken during that period. An incline railway was built to link the Mill with the Sunderland to Durham Branch railway. Wells were sunk to increase the water supply, new plant, heaters, boilers. steam engines and paper making machines were installed and an extensive soda recovery plant was developed. Experiments were made with jute, straw and bamboo as paper- making materials. Straw was extensively used during the 1939-46 war. The second machine of 60" deckle was installed in 1876 and must have been an important event. The mill road from the village to the mill was laid down between 1879 and 1885. A sum of 18.8s 4d was paid to Col. Scurfield for limestone from Claxheugh Rock, presumably for foundations but the road was only a cinder road and very bad in winter and was not finally concerted until after the 1939-46 war. A new quay was built between 1880 and 1883 and a railway extension to it, and ships carrying asparto grass or china clay were able to come up river and be unloaded there. A locomotive and steam cranes were installed. New offices were built at the Mill Gate in 1882 and survived until the closure although they had been vacated some years before. The Mill had produced its own gas for lighting from the start of the plant but was joined to the Sunderland Gas Company's supply in 1885. In 1886 Mr. Cornett was living in the village at Ford Villa. In 1887 a third machine of 90" deckle was installed and in the same year a disastrous fire destroyed the esparto warehouses and preparation plant. By this time Mr. Routledge had retired and he died in London on September 17 th 1887. Mr. Cornett moved to Claxheugh Grove and in 1893 the company was reconstructed as Ford Works, Ltd., The Evans family were still very much part of the business and Sir John was a director. His son, Mr. Lewis Evans, became a director in 1905 and chairman in 1909 at Sir John's death. All half-stuff was being used within the mill by 1878 and production was steadily rising. In 1898 a new steam engine of 600 h.p. was installed and named `Lady Evans'. A second smaller engine of 400 h.p. was installed in 1900 and aptly named `New Century'. These engines drove the beaters and pumps. There was also a gas engine driving a small generator for week-end lighting and line shafting in the fitting shop. The only recorded strike at the mill was in 1913 when the workers tried to incorporate a Monday morning start instead of Sunday night. After three weeks Mr. Cornett gave in. At that time workers worked from 6 a.m. to 5 p.m., and night shift workers from 6 p.m. to 6 a.m. It was not until after the first war that eight hour shifts were introduced. Many mill workers served in the forces during the two world wars. During the second war women worked in the paper making process on shift work. The post war crisis of 1921 put the mill under considerable pressure and in 1923 a new company was formed called Ford Paper Works and a Hylton man, Mr. Joe Markham became manager. He had begun work at the mill as an office boy in 1895. He scoured the country for orders and it was largely due to his efforts that the mill was able to keep going. It. had to go into liquidation in 1926 and an Official Receiver was appointed. Yet another company called Ford Paper Mills was formed in September, 1927 and Commander W. B. Pirie became associated with the Mill. The two steam engines had come to the end of their useful life and were replaced by electric motors. In January, 1937, the mill was taken over by the Wiggins Teape Group of papermakers and an extensive modernisation took place. The most urgent need was for a new power plant. This had been discussed for many years but lack of capital had always been against it. Now it as decided to go ahead. The old mill cottages were pulled down to make way for it and new cottages were erected further west. The power plant with three Streling Tri-drum water tube boilers 375 psi. supplied steam for mill processes and drove a 3,000 k.w. turbo-alternator providing electricity at 2750 v 3 ph. 50 Hz. The plant came into operation on 9 th May, 1938. Mr. Markham finally retired in 1939 and was succeeded by Mr. Andrew Allen representing the owners. Nos. 1 & 2 machines were scrapped in the early years of the war and the entire production of the mill, chiefly from straw with the addition of a small amount of birchwood chips, the waste from the manufacture of cotton reels, was concentrated on machines No. 3 & 4. The supply of esparto grass was cut off by hostilities and so the use of this fibre came to an end in the mill which had seen much of its development under Mr. Routledge. Owing to the peculiar nature of straw, paper made from it has high oil resistance and much of the wartime production was of imitation greaseproof paper. After the war wood pulp became increasingly available and the old grass processing and soda recovery plants became obsolete and their use was discontinued. In 1947 control of the mill was transferred to Alex Pirie & Sons, a subsidiary of Wiggins Teape, at the same time the use was changed to Hylton Mill. The Wiggins Teape Group came under the control of the British American Tobacco Co. and in 1970 there was a severe financial liquidity problem and the decision was taken to close the mill. This was done in June, 1971. Other Industries. In 1828 there were a number of brickmakers at Claxheugh. Geo. Graham, Geo. Snowdon, Smith & Cree, who also made tiles, and Thos. Noble, firebrick makers are all listed. The Cement Works was erected in 1866-7 by Peverall & Harwood. Cement was one of the major industries of the Wear at the beginning of the 19th. Century. The chief works were at Pallion where there was 15 kilns burning annually, 30,000 tons of limestone affording 10,000 cauldrons of lime. A cauldron equalled roughly 121 cu.ft. or three marine tons. The limestone for the Hylton Cement Works may have come from the old quarry alongside the Keelman's Lonnen between Hylton Road and the railway line. I have no output figures for the Hylton Cement Works. These works were offered for sale by public auction on 18 th March 1898, as a going concern.. Comprising Wash Mill House with two Washmills, Grinding House with three edge runner mills. Adequate engine and boiler house, 5 drying flats with ovens. 10 kilns and 5 reservoirs, extensive warehouse accommodation, also cooperage and fitters shop. River frontage about 2¾ acres. 30 years un-expired lease. Sold to James Anderson of Hylton for 7,000, carried on till 1915, under the name of Elliott & Brown. The Saw Mill and Rivet works were being run in 1865 by John & Lancelot Brown. By 1873 Brown s were running the Rivet Works and T. Nicholson the mills. John Brown lived at Hylton House. The remains of these works can be seen on the riverside below the Gas House Field. There still exists some steps down the bank-side at the foot of Wear Street which are called the Saw Mill Steps. At the east end of this site there is evidence of a small dockyard from which in T. F Hunter 7

more recent times a ferry took men to work at Osborne Graham's shipyard. Edward Henderson, 13, Railway Terrace, was operating a slip-way here in the early decade of this century. He is last recorded l911-12. Forrest & Jackson had a Pantile Works on what was called the Pantile Field from about 1850 to 1580. This site is just to the north of the present allotments and is partly built up. There were two Brickyards in Hylton, one established by William Wakefield in 1851, was just north of the church. It closed when the clay ran out, probably before 1854 as Alma Street is built on the site, and the name Alma is associated with the Crimea War of 1854. This excavation left the church standing on a block of clay about 15 ft. higher than the level to the north and is the reason for the structural damage being suffered by that building. The other Brickyard was where the British Legion Club now stands. This was owned in 1865 by Thomas Pratt. There was a limestone quarry alongside Keelman's Lane which supplied dolomite to Washington chemical Works and which employed a small number of Hylton men. South Hylton Iron Works occupied the site alongside the railway later occupied by Forster's Forge. Parts of the original stonework are still evident. The Works was owned by Walton & Usher, later Ray & Usher. Thomas Usher is listed as an Iron Merchant in 1865. It has proved very difficult to discover the scope of products from this works but I do know that when the Durham to Sunderland railway was laid in 1851-2, most of the chairs and spikes were made at Hylton Iron Works. The later output was mainly forgings for the shipbuilding and engineering industries. John Lowden & Sons, Engine builders are listed in 1867 as opposite the Railway Station. In 1865 Joseph Lowden, Engine Builder is at 3, Cambria Street. It is evident that they occupied the site between Cambria Street and the railway now occupied by the Primary School. This site was afterwards Bagnall's Forge. They probably took over from Lowden. Both Usher's and Bagnall's survived into the 1920's. Raine Bros., Rolling Mills, were in operation between 1871 and 1851 and had a works on what had been the brickyard at the foot of John Street and Salisbury Street alongside the gasworks. These works are shown in the R.W.C. photo of 1879. There is a record of a firm named Rochfort & Co. in the 1881-2 Directory. They are described a forge-men, engineers and shovel makers. Mr. Francis Augustine Rochfort is also listed as a resident with no address given but a Francis Wilson (Rochfort & Co) lived at 5, Railway Terrace. This firm most probably succeeded Raine Bros. of which there is no further record. In 1889-90 Wm. Charlton was listed at 40, Cambria Street as a railway pin and key manufacturer. John Wigham & Sons, Ltd., was founded in 1878 at Pallion, and moved to Hylton in 1885 as a foundry and engine works making steam winches and steering gears. They also operated a slip-way in their early days upon which ships could be hauled out of the river and repaired. I can remember a man working there who was nicknamed `Pitchy' because his first job as a boy had been to melt the pitch for caulking the seams of the ships on the slip-way. His descendants still live in the village. Mr. John Wigham lived at 7, Railway Terrace from 1877. There is a record in 1844 of Joseph Lee & Co., Ford Coke Works. South Hylton Gas Light & Coke Co., Sec. Henry Rawlings, Manager Samuel Lindley began in the middle of the 1880's and were still in business until the early years of the twentieth century. Samuel Lindley was succeeded by his son Fred. They lived at first in the Gashouse and later at Hylton House. Farming The last major industry was, of course, farming. It is not possible to know now where all the farms were but in the 1920's there were still 7 farms within the parish. The Hutchinson family were prominent farmers in Hylton. They were the last owners of the High Farm and there is a tombstone in the church yard which shows they were at Ferryboat Farm in 1840. Other farmers I have traced are:- 1828 Thomas Bainbridge, S. & T. Hewitson, Mark Hutchinson, Wm. Scott, John Streaker, Thomas Thompson. 1841 Wm.. Bulmer 1844 Ralph Hewison, George Hodgson, Thomas and Lancelot Hutchinson, High Ford. Ralph Lawson, Wm. Proudfoot - North Farm, Wm. Scott, John Straker - South Farm. 1856 Mrs. Hodgson, John Hope (Claxheugh), Ralph Kirtley, Ralph Lawson (High Ford), Caleb & William Richardson, Robert Brook, Lancelot Hutchinson (Ferry Farm) 1865 Robert Brock (Low Ford), Wm. Proud (North Ford), Eliz. Walker, Richard Hopper, Lancelot Hutchinson, R. Kirtley, Ralph Lawson. 1881 Mrs. Ann Gales was farming at The Cottage (The Grange). The Hutchinson's, Lancelot, Nicholas and Thomas were at High Ford, and Thomas Lowes was farm steward at Claxheugh. 1883 Christopher Charlton was at Mussel Hill, name later changed to Ford Farm by 1885, John Breck Pattison was at Low Ford farm and Thomas Willis at Garden House Farm. The last occupant of Ferryboat Farm was Wilfred Thompson; of Page Pastures Farm was G. W. Pattison, and of Claxheugh, George Browell. Middle Farm formerly Brekon Hill was last occupied by Joseph Hutchinson. T. F Hunter 8