Dam, on the River Don. This may have been associated with the nearby Engine House, (SMR 2302). It is not shown on 2nd edition OS mapping so out of use by 1895.

Hylton Bridge, carried the road known as Hylton Lane over the River Don. Late 18th century/early C19. Sandstone ashlar, one arch, chamfered on north side. Band below parapet. Flat coping. The rural context makes a positive contribution towards this asset.

Scot's House Turnpike toll house on the road from Gateshead to Monkwearmouth, (SMR 2315). It is not shown on the 2nd edition OS mapping, so was out of use by 1895. The Toll Gate Cottage, where each vehicle passing had to pay the toll, was situated on the edge of the Scot's House estate. The cottage was demolished in 1939 to make way for the dual carriageway.

Fellgate Bridge, carried the road from Gateshead to South Shields Road (SMR 2287) over the Monkton Burn.

Wooden Viaduct which carried the North Eastern Railway, Pontop and South Shields Branch, (SMR 2296) over the River Don. It was built in 1844 to carry main line trains from Edinburgh to London over the River Don. The viaduct linked the Brandling Junction Railway to the Stanhope & Tyne Railway. Bomb damage caused the demolition of the viaduct in 1940.

Railway Spur, from the North Eastern Railway Pontop and South Shields to the North Eastern Railway Sunderland Branch (SMRs 2290, 2288). It crossed the River Don on a wooden viaduct (SMR 2297).

Engine House, on the Ballast Railway (SMR 2262). The location of this engine, on top of the Jarrow Ballast Hills (SMR 2265) suggests that it was used to pull wagons over this obstacle.

High Dock, South Shields. The 2nd edition OS mapping shows that by 1895 this site had expanded and had engulfed the West Docks and Raft Yard, (SMRs 2293, 2247). Five docks are shown and marked High Docks (Graving). This was probably the site of John Readhead and Sons Ltd who acquired a shipyard here in 1881 after moving from The Lawe. The yard produced mainly Tramps, but also some small warships during World War One. In 1932 the workforce, except the apprentices, was laid off. It remained virtually shut until 1936. It reopened, producing and repairing ships through World War Two and went on to build cargo liners including Media and Saxonia for Cunard in 1963/4. It was taken over by Swan Hunter in 1968 and after nationalisation in 1977 went over to repair work only. As McNulty Marine it now works on North Sea Oil Rigs {2}.
A shipyard was present at High Dock from c. 1778 owned by a Mr Wallis and from 1807-11 under the tenancy of Messrs. Nicholson and Horn. In 1811 Nicholson and Horn transferred to the West Dock site and use of High Dock was taken up by Messrs. Straker, Wallis and Hunter (from 1818, George Straker was in partnership with a Mr Barrass). At this time, the yard consisted of: "one dry dock, a wooden shipbuilding yard and a fine dwelling house" (Flagg 1979, 102). Wood's map of 1827 shows both components of the yard.
The High Dock Yard came into the hands of the Edwards family in 1821, when James Edwards married the daughter of George Straker and the yard was run by the Edwards family until 1899, under whom a further two graving docks were constructed and the original dock deepened and lengthened. With the amalgamation of Smiths and Edwards in 1899, the High Docks became a part of Smiths Dock Co. Ltd. In 1924, the yard passed into the tenancy of John Readhead and Sons Ltd., and into their ownership in 1938. Under Readhead's the whole site incorporating West Docks was substantially redeveloped with three of the docks being infilled using waste from the adjacent ballast hills and a timber quay constructed across the river frontage and a fabrication shop constructed on the newly available land.
As part of the Readhead's yard, the High Docks were taken over by Swan Hunter Shipbuilders Ltd. in 1968, and formed into Tyne Shiprepair Ltd. in 1977 under the nationalised aegis of British Shipbuilders Ltd. The yard closed in 1982 and reopened in 1984 as McNulty Marine Ltd, specialising in Offshore (oilfield) facilities. In 1988, McNulty Offshore Services Ltd. was formed. The yard concentrated on the upgrading and fabrication of Floating Production Units (FPU's) and work on Floating Production and Storage and Offloading Vessels (FPSO's). Conversion of the Kerr McGee Gryphon A was carried out in 1992 and in 1994 Bluewater's Uisge Gorm was converted. The Norwegian company Aker purchased McNulty's Offshore in 1996 forming Aker McNulty Ltd. In 1997, 11 acres of land was purchased to the north of the site. In 2001, Aker McNulty's can probably be considered the UK's leading FPSO and FPU contractor.
Map Evidence
Wood’s Plan of South Shields, 1827
High Dock shown within discrete yard and annotated with ‘Mr Straker and Coy.’ The dock is of an asymmetric plan, presumably to take two vessels if required. Buildings lie to the eastern side of the yard.
First Edition Twenty Five Inches to One Mile Ordnance Survey 1858, Sheet??
Very similar disposition to Wood’s survey in 1827.
Second Edition Twenty Five Inches to One Mile Ordnance Survey 1899, Sheet 8
Three graving docks now lie within Edwards’ High Dock Yard. Two are entirely new constructions, the third is extensively adapted from the original High Dock graving dock.
Third Edition Twenty Five Inches to One Mile Ordnance Survey 1912, Sheet XCV.8
The yard is now a part of Readhead's Yard. The Edwards’ graving docks remain largely as seen on the Second Edition Survey. The graving dock in the old West Dock site to the south (See SMR No. 2293 for early development of this yard) has now been levelled and overlaid with rail line. Potts Quay to the north (named ‘West Docks’ is shown as a blank area with a graving dock ‘in course of construction’
Fourth Edition Six Inches to One Mile Ordnance Survey 1924, Sheet ??
The whole Readhead's Shipbuilding and ship repairing complex now extends from the old West Docks on the edge of Jarrow Slake to Harton High Staiths in the north. This survey represents the position when the maximum number of graving docks survived. This included the three Edwards’ Docks and the two West Holborn Docks to the north. The newest of the docks, that under construction on the Third Edition survey, is the large dock to the north which runs obliquely to the river across the old Engine and Boiler Works on Potts Quay {3}.

West Docks, South Shields. The 1st edition OS mapping, 1854, shows 3 docks. The 2nd edition OS mapping shows that by 1895 this site had been destroyed or covered by expansion of the nearby High Dock, (SMR 2294 {1}.
The first shipyard on the site was constructed in 1811 by the owners, Messrs. Nicholson and Horn (Flagg 1979, 109). The site was put up for sale in 1817 when it was described as containing: "three spacious dry docks capable of holding one ship of 500 tons register, or two of 250 tons each. Two slipways for building; timber pond; spacious and convenient proprietor's house, workmen's houses, smith's shops mould lofts, cranes etc." (Flagg 1979, 109). Between 1818 and 1880, the site was owned by the Youngs.
Readhead's bought the site in 1880 and developed the yard to produce iron ships (see SMR No. 2294). In this conversion all the existing dry docks were infilled and two slipways added (making, in all, four berths).
Map evidence - Wood's Plan of South Shields 1827 shows West Docks 16 years after they were opened in 1811. They are annotated as 'Mr Young's Docks'. The yard lies on the northern lip of Jarrow Slake and partially extends over an area of previous mudflat. A ballast hill lies to the south-east. Within the yard, three graving docks lie on the western frontage. All are gated and appear to be of stone construction. Two building slips or berths lie to the south of the graving docks. Buildings lie either on or towards the south eastern boundary of the yard. There is little change to this arrangement on the 1st edition Ordnance Survey map. On the second edition the yard is now part of Readhead's Shipyard and has been extensively adapted for iron ship construction. This has involved the levelling of two of the graving docks and the insertion of two new building berths (making a total of four). The northernmost of the graving docks has been substantially enlarged. New ranges of buildings run along the southern side of the dock and within a newly incorporated part of the yard to the east. A single rail line runs along the southern side of the graving dock and curves down across the yard. Further rail lines run along the southern quay {2}.

Jarrow Chemical Works. This site was acquired by Isaac Cookson (glassmaker) in 1822. A crude form of the Leblanc process was worked to make soda. By 1827 the factory was able to supply all the local glass works with alkali and had some left for export. Some of the salt required as a raw material was made in Cookson's salt pans at East Howdon. From 1838 to 1841 the firm was harassed by claims to damage to crops from the acid vapour. In 1844 the works closed. The same year they reopened under new management having been bought by Messrs. J and W Stevenson, J. Tennant and J.C. Williamson (Jarrow Chemical Company). The company was progressive in matters of science and welfare of the workers. They built schools, houses and institutes. They increased the height of some buildings to improve the ventilation. They were pioneers of the Saturday half-day holiday. James Stevenson retired in 1854. The works passed to his son J.C. Stevenson and J. Williamson. This was the start of the most fruitful period. They made many scientific contributions such as the invention of a robust and efficient revolving furnace for making black ash. The Jarrow Chemical Company bought Friar's Goose Chemical Works in 1858. 1400 men were employed at the two sites - the largest alkali company on the Tyne. The factories were taken over by the United Alkali Company in 1891. The Jarrow works was shut down and dismantled soon after.