Chapter 3. Daily Bread.

 

"We were in the middle of the works you know, there was in 1926, just prior to 1926, I think there was 12 blast furnaces and we were a village [Port Clarence] stuck in the middle see? We were surrounded by these furnaces, a big steel complex and each furnaces foundry, engine-shed, all the likes of this." 

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Oral Tapes, 39, J. Challis, p. 8.

 

Haverton Hill was a product of the industrial revolution of Teesside. Within a few short years an extensively rural area was transformed into an urban conurbation. Seagull and clean air quickly gave way to flame and smoke. The river certainly helped feed and pay the startling rise in population through trade, but it was the railway penetrating across field and marsh which was father to the region. The following advertisement warned of the enterprise to come:

 

"Notice is hereby given, to make and maintain a branch railway or tram-road with all proper works and conveniences, from out of the Stockton and Darlington (S&D) railway at Stockton, to the River Tees near Haverton Hill, passing through the townships of Hartburn, Stockton, Norton, and Billingham" (1).

 

The idea behind this enterprise Durham down to the River Tees for was to bring coal from export. The S&D sent Thomas storey the County Engineer and Richard Otley to Haverton Hill, to survey the proposed line here and along the south bank to survey an alternative to Middlesbrough. Storey, described Haverton Hill as having accommodation for vessels to lie (2). The water was considered deep, but the channel was narrow. When asked how many vessels could lie, he replied "1 do not think many could lie without interrupting the river". He then went on to describe the river bank as steep and dangerous for vessels.

 

After completing his survey, Storey was asked to which line, Haverton Hill or Midburgh (Middlesbrough), did he give preference. He replied "To the Midburgh line decidedly as it was the shortest and least expensive" (3). He described Haverton Hill as 1700 yards longer from the collieries and £1000 more expensive. Also of some value in the argument, was that the Middlesbrough line did not effect any gentleman's residence, the area being mainly marsh.

 

When the Tees Navigation Company failed to "raise capital to widen, deepen, cleanse, extend, render more commodious and secure and generally to regulate and improve the navigation of the River Tees" (4), the S&D made it's choice to build along the Tees. The choice would decide whether north or south of the river would develop as it's industrial centre. The choice was south to the village of Middlesbrough. This decision would make Middlesbrough grow into a town of 150,000 people, while Haverton would never become more than a small satellite to its powerful neighbour.

 

While one major rail company was deciding the future of settlements, a smaller Christopher Tennant and plans to build a rail rail company was being formed. associates were putting together line from the Auckland coal field directly to Haverton Hill (5). Their aim was to increase exports and decrease costs, while indirectly making more coal available for the poor in London.

 

In 1829 they drew up plans to continue the line to Samphire Batts. Storey had described this area, as "having plenty of room for vessels to lie with as much draft at low water as Middleburg and no problem making staithes" (6). The Clarence Rail followed up with Company as they called themselves, an advertisement offering valuable free hold sites, for building with extensive river footage at the terminal of the line. TThe Durham County Advertiser of 27.8.1830, reported all shares in the company had been sold. "Durham is now united with the sea. Where honour and benevolence are the motives which actuate men, victory is the reward" (7).

 

By 1833 the line was completed. Richmond reports that on 30.1.1834, "A cargo of Hedly's west Hutton coals was shipped from the Clarence Railway, staithes at Haverton Hill, on board the "Willing Mind" of Scarborough, being the first coals shipped from that place" ( 8 ) . By 1839, 253,284 tons of coal were being shipped per annum. Wagons were lifted by steam onto a platform 20' high and then lowered onto the ship, a costly and clumsy business. This process was soon made obsolete by a new wharf opened in Middlesbrough in 1842.

 

Financial results were poor for the new company as much of it's coal had to travel at first on the rival S&D line. For -71- this service they were charged a high levy. Every truck was individually checked and the line could not be used by the company one hour after sunset to one hour before sunrise. Later the Clarence extended their own line to Byers Green which allowed the company to by-pass the S&D line and their finances improved temporarily.

 

In 1842 the company owed £149,394 and had to borrow heavily to stay in business. In 1844 the line was leased to their rivals the Stockton and Hartlepool Rail Company, who deliberately neglected Haverton Hill for Hartlepool (9). The lease became perpetual in 1851. The Clarence Company finally disappeared, when merged with the West Hartlepool, Harbour and Rail Company in 1853 (10).

 

The Clarence railway pioneers had ensured that conditions were right for sustained industrial development in the area. Industries were beginning to be attracted to the area, because of easy transport by rail and sea. The railway line ensured they would not be retarded in their development.

 

One of the first recorded firms to set up at Haverton Hill was the glass works in 1837. It was situated north of the railway, at the western edge of the village. The company was a major part of the first investment in Haverton Hill. In 1838 the glass workers attended a Queen Victoria Coronation march, carrying their trade articles and making 7 glass cannon for the occasion (11). Robert Appleby is named as owner at that time. The press describe the firm as " a extensive glass manufacturer, situated consisting of a glass house, cutting newly erected and at Haverton Hill, room with a steam engine, warehouse and fittings of the first order, close to the Clarence Rail and Tees" (12). Many workers cottages were obtainable close to the works.

 

Directories suggest a rapid turnover of owners, suggesting some difficulties with finance and profit. Three owners are recorded from 1848-1851:

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1848, Cuthbertson, Carter and Thorman.

1851, Couper and Company, Flint Works.

1851, Thomas Walton, Couper and Company, Flint Glass Works.

 

In the 1851 Census Thomas Walton is given as employing 20 men and 15 boys from Haverton Hill. 19 houses in Haverton Hill were occupied by glass workers. By 1857, however, the glass works had ceased to exist.

 

It seems that the Robinson Iron Works may have been established even before the glass works. The 1838 Tithe map shows a 2 acre site already existing. Both 1851 Census and 1856, 1:2500 Ordnance Survey Map  suggest it was a forge, producing pure pig iron for forging into shape and welding together. It could well have produced nuts, bolts and nails for the railway. Stephen Robinson died in 1862 and his iron works declined.

 

At Port Clarence a much larger and longer lasting works had been built. The discovery of ironstone at Teesside in the 1850s resulted in a series of iron works being set up in the area. Stephen Robinson's small firm was a fore runner of the giant enterprises to come. His firm was short-lived and was super-ceded by the building of the Bell Brothers Iron Works at Port Clarence. Sir Lothian Bell arranged with Ralph Ward-Jackson to have ironstone transported from the Normanby estate, south of the River Tees (13).

 

Jackson also had interests in the West Hartlepool Harbour and Rail Company line and made it a condition that Bell built his works next to this line, north of the river. This meant the railway could supply coal to the furnaces but iron had to be transported over the River Tees by ferry. Jackson began to construct a line from the Cleveland iron mines to the south bank of the river, opposite Port Clarence.

 

Opposition was recieved from the Tees Commissioners, the organisation responsible for developing the river and it's banks. They were worried about the effect on the river channel, dangers to shipping and freedom from duties the ferrying of the ironstone would cause. The S&D also felt threatened by the line. It's agents tried mapping the preliminary line marker pegs, to find the new railways intended route. Jackson had false pegs laid out to confuse them. In1860 when the ferry pier was half built competitors moored barges against it to prevent it's completion. Jackson countered by bribing the barge owners to protect the pier. Three steam tugs that were sent to destroy the pier were repulsed and the whole line was eventually completed (14).

 

Relations between Bell's and the Tees Commissioners were never good after this. Very few requests for improvements and developments were met with approval. Sales of land, road and rail was only grudgingly approved. The problem of slag tip encroachment caused continual friction. It is no coincidence that Bolckow and Vaughn who were the major iron workers on the south bank of the river, were on the commission and no doubt, did not want to make life too easy for their main rivals.

 

In 1854 three furnaces were blown in at Port Clarence and 12,536 tons of iron produced (15). This figure rose quickly to 23,925 tons two years later. The establishment of Bell's guaranteed the future of the settlement, which at that time consisted of 7 houses and 24 people and a few horse or oxen operated coal conveyors, on the river bank (16) . The furnaces quickly turned the village environment from rural peace to one of flames, noise and dust. The village was soon swallowed on all sides by the works which in 1860 had five furnaces, in 1871, eight and in 1881, twelve furnaces (17).

 

The population was swelled by an influx of migrants, many from Ireland. These people were mainly employed as blast furnace men and labourers. The industry had little attraction for local people and few came from other iron districts. In 1866 a general iron strike occurred in the Teesside area over plans to decrease wages by 10% to combat the depression in the iron trade. Bell Brothers or the Clarence Iron Works as it was now called, worked on at the reduced rate, while 12,000 iron workers south of the river were on strike. After 5 months all had given up and gone back to work (18).

 

After the depression, output quickly rose by 50% at the works from 1868-71 (19). The firm avoided the 1873 recession because it was specialising in producing iron plates, bars and angles for the ship industry, which remained in demand. Growth continued until 1897. This was the last period of substantial growth for iron and steel.

 

The 1900's saw the Clarence Works prosperous and building new and advanced furnaces. These new structures were 80' high and 20' higher than previously (20). They had more powerful hot air stoves which reduced coke and limestone inputs by 35% and 15% respectively. The furnace now had a closed top, replacing the open topped furnaces which used to "flare out of the mouths which lighted up the whole country side at night" (21).

 

In 1901 of 84 furnaces in Teesside, 54 were in operation. Bell's had 12 damped down, district (22). furnaces of which 9 were blowing and 3 were making it the largest iron firm in the. Working conditions were "terrible, hard and dangerous" (23). In addition the works gave off "dust, sulphur fumes, steam and noise" (24). Accidents were common. "I can't see it, but they tell me its a great big scar down there. I was going through a narrow alley way, with a bottle on me back. This pipe fell and poured all acid down there" (25). Later the same man got burnt as a furnaceman and never went back. "You just put up with the acid fumes, no protective clothes just a gauze mask" (26).

 

Workers could be employed in the soaking pits, where men would place white hot ingots onto a crane jib with a grappling iron, their skin was turned deep red from the heat. Moulders poured hot molten metal into moulds, wearing only mole skin trousers, shirt and ordinary shoes or clogs, "which used to knock lumps out of the ankles" (27).

 

Hours worked were usually 7.20 a.m. to 4.30 p.m. during weekdays and Saturday mornings. The depression of the late 20's and 30's hit the whole area hard. The 1926 general strike was quickly over at Bell's. "They put up a notice at Pert Clarence works. "At the end of year 6-2 shift you are on strike supporting the miners. "In 2 hours we pulled it down and got .our dole fer it!" (28). The 6/- a week dole minus the means test, plus the odd shift handling imported coal just kept the laid-eff community alive, during the dark days of depression.

 

By 1929 Bell's which had been taken over by Dorman Long in 1921, began to close its blast furnaces. Within 18 months, only the coke ovens, coke washer and by-products were left operating, "about four in each family got the chop" (29). Most of the community found itself on the breadline. It took till 1937 before conditions went back to pre-depression standard.

 

During the Second World War, the Port Clarence iron works get a special mention from "Lord Haw Haw", who said the Pert Clarence industrial area had been destroyed. This puzzled J. Challis, who only heard a few bombs fall, way over towards Cowpen Bewley's countryside. At the steel works where he was helping dismantle the plant it suddenly occurred to him that "There's no change 'ere and then all of a sudden I realised where we were doing the work. We'd started dismantling all the foundations from the chimneys. We'd had orders to leave all the rubbish and they had been photographing that, they thought they had done it! (30). The works office was the last building to be demolished in 1970. For a while the pig beds could still be seen as a reminder of the once great iron works (31).

 

A smaller company the Anderston Iron Works was built in 1876 and provided iron components for railways, employing 1300 people. It lasted until 1962 when sudden decline set in, after boom years in the 40's and 50's (32).

 

Salt excavations began in the area in Roman times. Bolckow and Vaughn, found salt in 1862 when they were boring for water south of the river. At that time it was not considered commercial. The Daily Gazette, 19.11.1869, described salt as "a new local industry which had slumbered for six years". The newspaper considered it of paramount importance to get new industries independent of each other, in the area.  

 

In 1874 Bell Brothers found salt at their Clarence site in a bore hole 1127' deep. On 1.8.1882, the Evening Gazette headline read "First can of salt evaporated at the Clarence works of Bell Brothers.

Later that year, the Evening Gazette (33), described the salt production process at Bell's.

 

"The main bore was in a field 3/4 of a mile from the iron works. Two tubes were sunk 1124' into the underground salt bed. Fresh water was pumped into the outer tube with brine. The salt is absorbed into the liquid which passes through perforations into the inner tube from where it is pumped to the service. Passing into pipes, the solution is taken to the salt pans of which Bell's had ten. Here the solution was heated and salt formed from evaporation. 400 tons of salt were being produced per week, most of which was exported to the Tyne. Another 800 tons were expected to be evaporated from waste heat from the blast furnaces. A site was also being prepared to produce soda ash as a by-product."

 

In 1885 the industry was expanded when the Haverton Hill Salt Company and the Newcastle Chemical Company later called United Alkali Company Ltd, began to erect works at Haverton Hill. Surveys indicated 6 million tons of salt in the area and this was considered inexhaustible. Salt production rose 3000 tons in 1883 to 300,000 tons by the 1890's. 80% of this production was contained in the Haverton Hill and Port Clarence area (34). After this date a gradual decline was to set in.

 

The first salt workers were Cumbrian Methodist drillers who had moved on from the developed Cheshire region. They worked in hot conditions for meagre wages. Their basic diet centred around "pobs" (35), a water, milk and bread mixture. It was rare for any of the steel workers in the district to change jobs, if they did they were termed "Salty's" (36).

 

In 1886 the Tennant Salt Works was erected, mid way between Haverton Hill and Port Clarence. In 1891 it became part of the United Alkali Company. Buildings were still surviving in 1978 when a red brick workshop and the managers house were still visible. In 1888 the short lived Great Northern Salt and Chemical Works, was issuing shares, five months later it was wound up.

 

A more successful venture was the South Durham Salt Company, which was introduced at the end of the year. The company's aim was to "enter into agreement. between Charles Rolway and the company to purchase 100 acres of freehold land adjacent to Haverton Hill with salt and minerals, there to erect a works and work, sell and deal in brine" (37).

 

In 1894 the Salt Union Company secured 7 acres at Port Clarence and built staithes and berths for two ships, having laid a rail link between the works and wharfs. The idea was that vessels would bring Indian and American grain and take away salt exports. By 1901 the salt industry still produced 193,304 tons per annum, of which 160,000 tons were exported (38). The area between Haverton Hill and Greatham was dotted with rigs, drilling and pumping brine. In 1906 Cerebos opened a plant at Greatham.

 

Decline was noticeable from now on, despite new plants in 1912 which reduced the unpleasent smells of open pans and increased quality. Salt manufacture continued through the 1930's. The last firm to close was Cerebos in 1970. Some salt is still pumped for chlorine and sodium compounds in the chemical industry today - 1990. 

 

In 1902 keeping in line with the heavy industrial make up of the area, the Casebourne Cement Company, moved from nearby Seaton Carew to a Haverton Hill site of 10 acres. The advantage of this new site were river, road, rail links, clay deposits and room for expansion (39).

 

The company's 1902 prospectus states: "On this site the directors propose to erect a new works, of the most modern description, fitted with machinery for the best type of economising of labour and fuel." The firm had assets of £65,908-5-7d and hoped to raise £100,000 by a share issue (40). The firm would have its own wharf and therefore avoid wharfage duty. In 1907 the firm became electrified when its diesel engine broke down and the new, South Durham Electric Power Company offered electricity at a reasonable price (41).

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The early 1920's were a time of rising demand for cement. The firm became a new company to  raise finance for extensions, increasing output from 60,000 tons per year, 135,000 tons. The rapidly expanding Imperial Chemical Industries at Billingham, took over the company in 1928. In 1943 the firm was voluntarily liquidated and became I.C.I. Casebourne Works. In 1964 the plant made a record output of 389,350 tons, but its closure was not far off.

 

In the early 70's the Ammonium Sulphate plant which was supplying the plant with calcareous material was shut down. This and the fact that the plants machinery was over 40 years old, resulted in its own closure, in 1971. The 200 employees were redeployed or retired. Ted Goodchild a worker with 33 years service said "There used to be a very good family atmosphere in here ... every shift had its own outing ... we worked hard mind but there was always a happy crowd in here" (42).

 

In 1972 the last reserves of cement left the plant and on the 30.3.1973, it was demolished. Only the firms cement which forms the foundations of many factories in the area and the base of the Transporter Bridge, testify to the former successes of this firm.

 

Another firm working in chemicals was Synthetic Ammonia and Nitrates Ltd. In 1916 the U-Boat blockade forced Britain to consider producing its own nitrates. A project was begun in 1918 but abandoned when hostilities ended. Bruner-Mond took over and set up a plant at Haverton Hill. The site had the main ingredients of coal, salt, water and a large supply of industrial labour, plus good communications. Fertilisers rather than the original high explosives product were now in demand. Nearby Anhydrite deposits, used in making fertilisers enhanced the sites quality.

 

In 1926, I.C.I. took over the company. The resources now available within this great organisation allowed the plant to increase output from 10,000 tons of nitrate per year in 1923, to 200,000 tons per year in 1930. There was only a temporary halt during the depression.

 

It was inevitable that a growing industrial and riverside area would gain its own shipyard. In 1917 the Tees Commissioners sold to Lord Furness, 86 acres with 2490' of river frontage. The area was turned into a ship building yard with dry docks and engineering works. A small community of 531 houses were built by the company, between Haverton Hill and Belasis for the workers (43).

 

Ship building was very competitive and susceptible to  recessions. By 1932 it was one of only four ship building companies surviving on the Tees. The Second world War, Suez War and Korean War kept it going, but shortages of capacity, men and materials limited its success in the boom of the fifties. It did however, manage to equip itself for the rising oil tanker demand. In 1951 Sears Holdings, took over the running of the company.

 

In 1963 the Furness yard was in a poor position, with no new orders after the completion of the "Gina", a deadweight carrier ship. The million credit scheme for government attracting introduced a £75 British orders. Increasing costs and wages gradually eroded this incentive. (44)

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"Gina" ship specifications.

Berth 1.

No. 516.

Owners: B.J. Ruud-Pederson & Skips, Norway.

Dimensions: 765'x100'x57'x800'.

Gross Tonnage: 356.30.25.

Description: Bulk Cargo.

Name: Gina.

Main Engine Type: Zuizer Turbo Charged Diesel.

Keel Laid: 5.2.62.

Centre Girder: 20.3.62. -87-

Frames Started: 6.6.62. Finished: 2.12.62.

Bottom Shell, 1st plate: 20.2.62.

Bottom Shell, complete: 19.7.62. (steel).

1st Floor Erected: 20.3.62. (rivets).

1st Floor Completed: 8.7.62. (welding man hours 143,714).

1st Shell Plate Lifted: 12.9.62. 1st Shell Completed: 15.1.63. Launched: 25.2.63.

Dry Docked: 17.7.63.

Undocked: 19.7.63.

Trial Trip: 10.7.63.

Handed Over: 18.7.63.

Sailed: 19.7.63.

 

From 1963-68 Furness made an attempt to re-equip for production of giant ore-carriers. 1968 was a bleak year however, and the yard closed in 1969. 

 

Swan-Hunter took over the yard in 1970, with government help. In the same year, the yard achieved its finest success by building the 166,000 ton "Furness Bridge" (45). The ship was 965' long and 82' deep. 2 million feet of welding was done and 26,500 tons of steel incorporated. 1100 men per day  worked on the ship and only Port Talbot harbour was big enough for the tanker to birth once it was launched. The tanker cost £30 million to make and was delivered at the end of 1971. Three more were then built. "These tritons amongst minnows will be the testimony to the skill and craftsmen of the Tees builder" (46).

 

Despite these successes foreign competition and costs were crippling the yard. It finaly ceased production in 1979. Many of the 900 workers received redundancy payments but left with no guarantee of a job in a recession area. The river provided jobs and certainly aided the development of the area, it did however, provide an effective barrier from the growing town of Middlesbrough on its south bank. Though the town was clearly visible to Port Clarence a few hundred yards away, it took a 13 mile detour by rail to reach it by land. The more direct route was therefore across the river by ferry.

 

It seems likely that there was transport by rowing boat since the earliest development of industry and certainly since 1841 when a drawing was made of the ferry boat. In 1857 the corporation acquired ferry landing sites at Port Clarence and Middlesbrough (47). A year later, the Stockton and Darlington Rail Company proposed the building of a bridge across the river but this was rejected by the board of trade, as it was not big enough to allow ships free passage upstream. In 1859 a safer boat was built for ferrying. Prices for a crossing were 2d for a casual traveller and ld for workers (48). In 1860 up to 250 people were using the ferry daily. 40 were workmen travelling to Bell's iron works in Port Clarence, 45 were rail passengers and 45 were pedestrians.

 

Thoughts were now given to building a steam boat (49). During 1862 the Ferry Committee ordered construction of "The progress" (5), a boat of 139 passengers. The press described it as being "of peculiar construction." 5'x14.5'x3.5', it had a 14 inch draught, indicating the shallow waters near the banks of the river. Mr. Thomas Griggs was the Master. The ferry made losses of £210 in 1864 and £221 in 1865. A reduction of 1d per crossing made a small profit of £89 in 1886 but losses again followed in the next few years (51).

 

In 1872 arguments began over whether the ferry could be replaced by a "transporter bridge". In 1874 the "Perseverance" began carrying horses and carts, plus up to 400 passengers across the river. Ten years later the "Hugh Bell" was built for £6050 and carried 857 passengers. This itself was superseded by the "Erimus" four years later and carrying 927 passengers. Up till this time, ferries had run at a loss. Large quantities of workmen were  now crossing the river to the works on the other side. Overall losses were quickly reduced by £10,000 in four years.

 

In 1907,  2255 people voted for a bridge across the river whilst 1620 voted against (52). Sir William Arrol and Company Ltd. of Glasgow were given  £62,026.6.8d to build a transporter bridge from Port Clarence to Middlesbrough. In 1910 the foundation stone was laid. The bridge needed 2,600 tons of steel and had foundations 90' deep on the Port Clarence side and 70' deep at Middlesbrough. It was 850' across and stood 177' high at low water (53). The structure eventually cost £84,000 and was officially opened on 17.10.1911. In 1965 the bridge carried 1.5 million passengers a year and 3,500 vehicles. It has become the official landmark of the district and is still in operation today.

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The growth of industry at Haverton Hill and Port Clarence.

 

1856: Robinson's Iron Works. Walton Glass Works.

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1887: South Durham Salt Company. Foreman Salt Works. Tennant, Charles & Partners & Jarrow

Chemical, Salt Co. Anderston Foundry Company Ltd. Bell Brothers Ltd, Iron Masters & Salt & Alkali Manfs. Newcastle Chemical Company Ltd, Salt Manufacturers.

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1910: Salt Union Ltd. J.W. Watson Brickyard. United Alkali Ltd. Tees Salt Co. British Chilled Rolls Ltd. Casebourne Cement Co. N.E. Rail Co. Anderston Foundry.  W.M. Hackness & Sons Ltd, Floating Dock. Tees Valley water Board. Bell Brothers Ltd.

 

1930: British Chilled Roll and Engineering Co. Casebourne And Company 1926, Ltd. Tees Salt Company Ltd. Furness Shipbuilding Co. Newcastle Electricity Supply Co. Salt Union Ltd. United Alkali Company Ltd. Anderston Iron Foundry. Dorman Long & Company, Clarence Steel Works. -

 

 FOOTNOTES:

1. Moorsom, N. The Stockton and Darlington Railway, Peckston Ltd, p. 60. Cleveland County Archives.

2 . ibid., p. 1 05 .

3. ibid.

4. ibid.

5. ibid., p. 172.

6. ibid., P 109.

7. ibid.

8. Richmond,T. Local Records of Stockton and Neighbourhood. Robinson,1869, Middlesbrough Reference Library

9. University of Durham, Billingham, Port Clarence and Haverton Hill in 1851, Pamphlet, unpublished, p. 3. Middlesbrough Reference Library

10. ibid.

11. ibid., p. 27.

12. ibid.

13. North, G.A. Teesside's Economic Heritage, Cleveland County Council, 1975, p. 45.

14. ibid., p. 46.

15. Armstrong, W. Port Clarence: A History, unpublished manuscript, undated, p. 5. Cleveland County Archives.

16. ibid.

17. North, G.A. Teesside's Economic Heritage, Cleveland County Council, 1975, p. 227. Cleveland County Archives.

18. Cleveland & Teesside Local History Society Bulletin, Winter 1974, p . 25.

19. A History of Dorman Long and Bell Bros, pamphlet, unpublished, P. 50. Cleveland County Archives.

20. Ward's Directory, 1901: Port Clarence, p. 75. Middlesbrough Reference Library

21. ibid.

22. ibid.

23. Evening Gazette, 1971 (incomplete date). (library cuttings). Middlesbrough Reference Library

24. ibid.

25. Oral Tapes, 80, A. Cowperthwaite, p. 18. Cleveland County Archives.

26. ibid. , p. 21 .

27. Oral Tapes, 252, J. Shepherd, p. 18. Cleveland County Archives.

28. Oral Tapes, 80, A. Cowperthwaite, p. 42. Cleveland County Archives.

29. Oral Tapes, 39, J. Challis, p. 10. Cleveland County Archives.

30. ibid., p. 7.

31. Harrison, J.K. Industrial Archaeology in Cleveland, Cleveland County Libraries, 1978, p. 42.

32. North, G.A. Teesside's Economic Heritage, Cleveland County Council, 1975, p. 95. Cleveland County Archives.

33. Evening Gazette, 17.5.1882, p. 3. Middlesbrough Reference Library

34. North, G.A. Teesside's Economic Heritage, Cleveland County Council, 1975, P. 38. Cleveland County Archives.

35. Armstrong, W. Port Clarence: a history, unpublished manuscript, undated, p. 11. Cleveland County Archives.

36. ibid.

37. North East Daily Gazette, 5.12.1888, p. 2. Middlesbrough Reference Library

38. Ward's Directory, 1901: Haverton Hill, p.17. Cleveland County Archives.

39. Casebourne Cement Company, Prospectus, 25.11.1902, p.1. Cleveland County Archives.

40. ibid. 

41. Turley, V. Casebourne: Illustrated book, 1862-1972, pamphlet, unpublished, 1980, p. 5. Cleveland County Archives.

42. Billingham Post, 24.9.1971, p. 5. Middlesbrough Reference Library

43. North, G.A. Teesside's Economic Heritage, Cleveland County Council, 1975 p. 66. Cleveland County Archives.

44. Furness Shipbuilding Co. Ltd, 1918-1946: Ship Specification Journal, No. 516. Cleveland County Archives.

45. Evening Gazette, 3.9.1970, p. 9. Middlesbrough Reference Library

46. ibid.

47. The Middlesbrough and Port Clarence Ferry, 1902: and Early Bridge Schemes across the River Tees, p. 40. Middlesbrough Borough Council, 1902, Cleveland County Archives.

48. ibid., p. 42.

49. ibid.

50. ibid. , p. 43.

51 . ibid. , p. 52.

52. ibid. , p. 53.

53. ibid. 9

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