Staiths, near the mouth of the Ouseburn, which formed the eastern terminus of the Victoria Tunnel.

Road from Swalwell to Gateshead. On the 1st edition OS mapping it has Low Team Turnpike suggesting that it was a toll road. Its precise course is unclear at its western end.

This site was identified from a map label, 'Mills', which was taken to refer to the buildings to the west, however these are in fact the Woods (Stepney) Pottery (HER 5280). The label probably refers to the buildings to the east, shown on the OS 1896 1:500 town plan as the 'Northumberland Mills' (HER 5149 and HER 5161).

Water mills were the earliest industry on the Ouseburn. A water colour by John William Carmichael of 1827 shows Mr Reay's flint mill on this site (in Laing Art Gallery). On Wood's map of 1827, the owner is Mr Thompson. It is still shown on the 2nd edition Ordnance Survey map. This was Ouseburn Flint Mill, part of Stepney Pottery. The 1861 OS map shows the calcining kilns. Dismantled by 1900. On the opposite side of the stream there was a steam driven Flint Mill and pot bank, which worked up to 1898.

Ouseburn Viaduct. This is the sister viaduct of the one at Willington. It is a wrought iron reconstruction of the original laminated timber structure, built by John and Benjamin Green in 1837-9 for the Newcastle and North Shields Railway Company. Altered and width doubled 1869 for North-Eastern Railway Company. It is 280m long, carrying the railway 33m above the Ouseburn. The sandstone piers carried the original timber structure and were probably designed to be reused when the timber was replaced. Iron arches and superstructure added in 1869. Ashlar skew arch over Stepney Road. One of the earliest bridges in Britain constructed using the Wiebeking system of laminated wood. The present iron work closely resembles the original timber.

Railway along the Newcastle Quayside from the Swing Bridge to the Ouseburn. Agreed in 1845, the proposed 1 in 30 gradient of this short line was too steep for engines at the time. It eventually opened in 1870. It curved from the North Eastern Railway's main line down the hill in a tunnel from Manors Station sidings. Bulk grain wagons off-loaded here at Carruthers Grain Warehouse. A cutting next to Lime Street went into a tunnel again under St Ann's Yard, crossing above the Victoria Tunnel before emerging onto the Quayside at Hamburg Wharf to join tracks laid by Newcastle Corporation. The westerly winds blew smoke from the steam locomotives back into the Trafalgar Street tunnel entrance as they laboured uphill. The crews could not see nor breathe properly. Reputedly the wheels often slipped on wet rails and the blinded driver had to push a shovel against the tunnel wall to see if the engine was moving. Two special locomotives were built in 1904 to overcome these problems. A third-rail-pickup was used in the tunnels, but because of the danger to shunters, overhead pantographs were used in the yards and quayside. Replaced by Class 03 diesel shunters in 1964, one of these unique loco's survived and is preserved in York Railway Museum. The Quayside Branch Line closed on 16 June 1969 because of the reduced river trade. The cutting and ends of the tunnel have been filled in.

Manors Station on the North Eastern Railway. Designed by John Dobson. The original Manors Station was built by the Newcastle and North Shields Railway and opened in 1839. This was then taken over by the North Eastern Railway. Used in the filming of the 'Get Carter' film. The four-faced clock from outside the station has been resited at the Marsden Rattler Carriage Restaurant in South Shields.

Garth Heads Improved Housing. These were industrial workers dwellings, built in 1869 for the Newcastle upon Tyne Improved Industrial Dwellings Company Ltd. The building was extended in 1878. It is probably the earliest example of philanthropic industrial housing in the city. Industrial workers' dwellings with shop. 1869 and extension dated 1878.
By John Johnstone for the Newcastle upon Tyne Improved Industrial Dwellings Co. Ltd., established 1869. Polychrome English bond brick (4 and one) with painted ashlar dressings; rubble rear gable to right return range; Welsh slate roof with stone gable coping, brick anal rendered chimneys, and brick and wrought iron parapet. 4:5:4 storeys, 13:5:13 windows. Angle pilasters to 5-bay, 5-storey centrepiece. Moulded segmental head to door recessed in surround with moulded segmental stone head. Segmental panel over door, flanked by paired moulded brackets to moulded first-floor balcony with patterned cast iron balustrade. Paired C20 windows flanking door under wide rendered lintels probably replace shop windows. Paired narrow sashes on first floor have 8 panes with fine glazing bars, projecting stone sills and shallow segmental brick arches with stone keys. Polychrome brick impost band. Similar sashes with impost bands and keyed heads on higher floors, paired in central bay and 12-pane in others. Fourth floor impost band rises into two-tiered brick cornice, the lower between the angle pilasters and the upper continuing above them supporting elaborately-patterned cast iron roof parapet. Similar treatment to flanking lower 13-bay blocks defined by full-height pilasters, with 5:5:3 windows, paired above central doors of 5-bay blocks. These doors have moulded segmental heads in stone lintels with label moulds, which also form shallow segmental heads over narrow long side lights (now blocked) with projecting stone sills. From the door lintel a polychrome band continues to form impost and hood bands; upper floors have sashes and bands similar to those in central block. 3-bay end blocks have doors in canted corner shops, the left now blocked as is the front window, the right still a shop with 6-pane front window under entablature partly obscured by C20 fascia. To right of central block a roof parapet of brick has ashlar coping with 4 lowered sections, and plain wrought iron railings with bombe outer stays. Mansard roof to 5-storey centre with 5 round-headed dormers, the central largest one ashlar with wrought iron finial on scrolled head containing bold date 1878 and scroll INDUSTRIAL DWELLINGS. Flat roof to right and pitched to left flanking sections. Tall chimneys, 6 rendered tall chimneys on right flat roof, and brick to chimneys on side eaves and ridge of central block, and 6 on left roof, all with cornices.
Left return to Tower Street has 5 windows, with segmental moulded painted head to door to right of fourth, with flanking wide windows removed and sashes inserted in blocking. Narrow 8-pane sashes at left of central bay on ground floor and paired on upper floors, the central paired. Right return is similar except for painted brickwork at left to shop with blocked window and renewed door, to left of door with moulded head. Rear shows projecting wings opposite doors. Rear sash windows mostly original with fine glazing bars; some replaced with horns. Some small C20 windows in rear wings. Upper floors have some wrought-iron balconies with rails and bombe stays. Stone staircase in closed stair well behind each door. Commemorative bronze plaque in wood frame on right return elevation has inscription 'NEWCASTLE UPON TYNE IMPROVED INDUSTRIAL DWELLINGS CO. LTD ESTABLISHED 1859' and names original chairman, directors and shareholders; many of these were prominent local businessmen. The building is important both for its townscape value and as probably the earliest surviving example in Newcastle of philanthropic housing provision for industrial workers.
The building is a significant feature in a historic setting on high ground; immediately in front is the Keelmen's Hospital of 1701; immediately to the south-west is the Sallyport Tower with the Ships' Carpenters' Hall of 1716 on the medieval Town Wall. All Saints' Church is prominent beyond the Sallyport Tower. The names of the businessmen responsible for the building are listed on a plaque which has been reset on the elevation facing the Keelmen's Hospital. They include many Quakers. Similar to the Peabody Houses in London. Workers' dwellings of 1869 and 1878 for the Newcastle upon Tyne Improved Industrial Dwellings Co. A big unpretentious block: polychrome brick, painted ashlar dressings; fire-proof concrete stairwells. {Grace McCombie}.

A Saw Mill which is not shown on the 1st edition OS mapping, so was probably built after 1858.

Forth Banks Goods Station. Not shown on the 1st edition OS mapping, so built after 1858 {1}. The completion of the Newcastle and Carlisle line came about with the construction of Central Station in 1850. The Forth area was given over to goods traffic with a shed built on the site which opened on 2nd June 1854. The shed was demolished during the building of the present Forth Goods Station which opened on 3rd March 1871. From the 1870s all Newcastle goods traffic was handled on this site. As well as the goods station there were three yards called the Infirmary Yard, Old Dock Yard and Victoria Yard. A number of buildings were built on the Victoria Yard, one of which was an engine shed {2}.
The single most important piece of railway architecture of the 1860s in the area was the North Eastern Railway's Forth Banks Goods Station, designed by Thomas Prosser in 1866. The new goods station opened for freight in 1871, replacing a small goods shed of the former Newcastle and Carlisle Railway (one of the companies which amalgamated in 1854 to form the North Eastern Railway). Prosser gave the massive goods shed a pair of long, curved iron framed roofs with arched heads reminiscent of Dobson's Central Station and similar to the roof Prosser, himself, designed for York Station in the following decade. The goods shed became a workshop space in the 1930s and later was in use as an abattoir. It was demolished in 1972 except for the undercroft and the south face of which is a sandstone wall pierced by arch headed openings.
In 1904 a new goods station office was built at the east end of the site, facing onto Forth Banks (HER 8917). The following year Prosser's goods shed was cut in two by the building of the approach viaduct to the King Edward Bridge. Shortly afterwards it was extended to the east by the addition of a smaller, three storeyed shed built alongside the new goods station offices. This shed, which is a ferro-concrete building in a plain but functional neo-classical style, was built by L.G. Mouchel's Hennebique Company to a design by Bell {2}.
Existing fragments of the building as part of the 1904 Goods Station and the undercroft were recorded between 2011-2014. The undercroft was later demolished. The east gable wall survives up to first floor level. Within the remaining part of the east gable wall four complete arches survive. The undercroft retained most of its original fabric such as the piers and the groined vaulting. The vaulting was not always symmetrical, adjusted to follow the slight curve of the plot formed by Pottery Lane. The spiral staircase from the ground floor level was presumably demolished when the viaduct was inserted. The insertion of the viaduct introduced new fabric, brick-built vaults and passages inserted below the existing vaults of the undercroft. During the stripping of the former goods yard as part of the same recording works timber setts and tracks and cobbles were revealed {6}.
See http://www.railwayarchitecture.org.uk/Location/Newcastle/Forth%20Goods/Forth%20Goods%20Station.htm for photos.