In 1767 there was in existence a path along the line of the present field boundary at Whindykes, which crossed the meadow known as "Colt Holes". By 1847 this pathway is clearly marked not only crossing this field but also heading generally north and west past Whorlton Hall and striking north. Indeed it can be seen to be following a watercourse flowing from a pond marked in what was by then a quarry along the Whinstone Dyke {SMR 4248), to the Ouseburn, just west of Woolsingham Bridge. Between 1847 and 1858 a new roadway was built following the line of the older path for the most part, but diverting slightly near the junction with Stamfordham Road. This is the raised way which can still be traced on site. It was built, without doubt, to facilitate the removal of whinstone from the quarry to the then important Stamfordham Road. It is too small in length to have been anything other than a cartway. The construction of this cartway probably reflects a period of considerable output from this quarry. However both quarry and cartway had fallen out of use by 1898 {1}.

Boldon Mill, which dates from 1834 once stood in virtual isolation but is now surrounded by modern housing. It has recently been adapted and extended as a dwelling although its basic form is still clearly discernable. Constructed of sandstone rubble with roughly dressed cills and lintels to openings, it has entrances to both north and south elevations together with small square windows at each floor level on all four sides except at first floor facing west. The cap and sails were removed some time ago and the top floor is protected by a flat roof hidden behind the upper courses of masonry {1}. Built in 1834 but had a short working life. On 18th November 1893 a storm caused the sails to rotate so fast that when the miller applied the wooden brake to the brake wheel, the heat caused a fire. Everything except the stone tower was destroyed. In wartime it was used as an observation post. Now its part of an attractive house.

The remains of Cleadon Mill stand in splendid isolation 200ft above sea level on Cleadon Hill. This early 19th century tower mill built of coursed limestone rubble rises from a low mound contained by a retaining wall also of limestone. The tower stands roofless with cap and sails removed but the stone shell is intact with one or two floor joists still in place. All the openings have dressed sandstone outer and timber inner lintels. Generally the masonry of the tower appears to be sound but the retaining wall to the mound needs repair and consolidation. Part of the cogged track on which the cap of the windmill turned is visible atop the tower wall {1}. Thought to have built in the 1820s. Local verbal tradition states that it was built for the Reverand George Cooper Abbs of Abbs House and Cleadon Hall in Cleadon village. A Cleadon Mill was operation in 1828 when Parson and White's Directory recorded Joseph Watson as a corn miller at Cleadon Mill. Sixteen years later in 1844 Thomas Metcalfe had become miller. By the 1850s it was being worked by the Gibbon family who seem to run the mill until its closure later in the C19. It was used as an artillery base during the first World War {3}.

Gateshead's gasworks date from 1819 when a small works was built in Pipewellgate during the 19th century supply was merged with that of Newcastle and there were frequent disputes between the Gas Company, who tended to favour Newcastle, and the Gateshead Corporation. Growing demand for gas led to the opening of new gasworks at Redheugh in 1876 for the Newcastle and Gateshead Gas Company under the general design of Mr. V. Wyatt, Engineer to the Chartered Gas Company of Beckton, where he had designed a major gasworks, referred to and illustrated in one of the standard references on gas manufacture, W.B. King's "Treatise on the Science and Practice of the Manufacture and Distribution of Coal Gas" (3 Vols, London, 1878-82). The 25 acre site at Redheugh developed over a 23 year period and included a set of four retort houses - where the gas was manufactured - each of similar size to No.3 which survives (95m x 32m, and about 20m high), the last of these was opened in 1899. The whole site was densely developed: a network of rail tracks, tanks, workshops, gas holders, chimneys and other installations filled the site between the Tanfield Branch railway and the River Tyne. No. 3 Retort House was built between 1890 and 1896 to designs by Mr. Wyatt which he had prepared earlier. During construction a decision was made to increase the number of ovens and the retort house was extended during 1894-5. The gasworks were a mtter of civic pride and the Corporation of Newcastle were shown round the completed works in 1899. No. 3 Retort House is a simple brick walled, clear span iron roofed shed. Its impressive quality derives from its collossal size and the deliberate architectural treatment of the brickwork which provides visual articulation to the basic shell. The design displays echoes of the "Romanesque", the wall surface being divided into regular bays by pilasters rising from a high plinth through a frieze and cornice to the eaves parapet. The corners of the building are marked by piers carried above the eaves to form panelled turrets. The long elevations are grand symmetrical compositions of nine bays, the central bay being treated as a frontispiece carried above the eaves and crowned by a segmental pediment. The wall surface above the plinth and between the pilasters in the other bays is embellished with three vertical recessed panels, and the frieze is pierced by seven narrow openings apart from the two end bays where there are three square recessed panels. The gabled end elevations are of five bays, the two outer ones being slightly narrower than the others with a plain wall surface pierced by a large semi circular headed opening just below eaves level. The inner three bays have a single recessed panel above the plinth and three vertical openings in the frieze. There have been later alterations to these bays. The gable is treated as a pediment divided into three panels corresponding to the three lower bays. Each panel is pierced by three vertical narrow openings {1}. Gasholder guide frame perhaps with early use of steel dating to ?1890s. Put forward for MPP assessment.

The engineering firm of Reyrolles was established at Hebburn in 1906 and was a major employer for many decades. The firm held a highly important position in the economic and social life of the area. The complex eventually covered 44 acres. The size of the enterprise made the company's engineering shop complex a significant feature in the landscape. The huge sheds sprawl over a considerable stretch of land which also contains its own rail link. Production has now been moved to a newer plant adjacent to this site and the late 1930s engineering sheds, tool sheds, offices and attendant buildings stand empty. No. 1 shop is a steel framed single storey factory in 20 bays with a 3 storey office section to the front. The building has cavity brick walls with asbestos tile and glazed under-boarded roof supported on steel trusses. There is overhead craneage in all bays. The shop covers almost 250,000 sq. ft. No. 2 shop is a single storey steel framed factory in 15 bays with brick infill walls to 8ft, above which is metal framed glazing. The roof is of profiled metal sheet, boarded underneath. Overhead craneage in all bays, the shop covers an area of c. 150,000 sq. ft. No. 3 shop is a steel framed single storey factory in 3 bays, with two storey offices to the south and east. The toolroom is mainly three storey with single storey rear extension. Steel framed construction with flat metal deck roof. The site covers a total area of 18.38 acres and provided a total gross internal floor area of approx. 600,000 sq ft {1}.

Brick built icehouse in garden of 27 Front Street. Demolished in June 1968. Shown on OS third edition of c1919.

Probably dates from the 1790s at the latest. The development around the 18th century core appears to have taken place early in the 19th century and the farm as it stands was virtually complete by the late 1850s. The house seems to be a refronted version of an older structure which was possibly contemporary with the early development of the farm {1}.

A pair of horizontal through draught kilns surviving on a site otherwise cleared of its former buildings and now host to a piggery. Three 19th century brick making sites were situated within a quarter of a mile radius in this area. The surviving kilns recorded in 1994 were demolished. Cleadon/East Boldon Brick and tileworks, 1835-1921, Tileshead Lane, Curley Crooks.

The Tyne Bridge was officially opened on 10th October 1928 by H.M. King George V. The opening of the bridge marked the completion of a project which had been discussed many times over the years, and which at once provided a substantial increase in the river crossing capacity between Newcastle and Gateshead. The Tyne Bridge is a two hinged arch type. The two towers at each side of the river are built upon massive concrete abutments which are sunk into solid rock. The towers were faced with Cornish granite brought by sea from Looe. The landward part of each road is of dry-filled retaining wall construction, at the Gateshead end, where these walls are visible, they have been faced with freestone recovered from the old Newcastle gaol, then being demolished. The arch is a 2-hinge lattice structure of riveted steel {1}. 1924-28. Engineers Mott, Hay and Anderson; architect R. Burns Dick. Construction by Dorman, Long and Company's Bridge Division. Trussed and tied steel arch of 531 ft span; 1,254 ft with approach spans supported on octagonal steel columns; with suspended road bed. 84 ft above high water level. Tall stone abutment towers have quasi-classical top detail and very tall arched recesses on outer faces, with balconies near the top. The towers contain lifts for maintenance purposes. Of historic interest as a forerunner of the larger Sydney Harbour Bridge built by the same company {4}.
The Tyne Bridge is listed Grade II* with the following description:
Details
Single-span steel arch road bridge, 1925-28 to designs by engineers Mott, Hay and Anderson of Westminster; abutment towers to designs of Robert Burns Dick. Constructed by Dorman, Long & Co Ltd of Middlesbrough under supervision of Charles Mitchell, with Ralph Freeman as consulting engineer.
MATERIALS: steel arch; steel columns and stone walls supporting the road approach; the pylons have solid concrete abutments with steel and concrete towers, clad in granite; the bridge parapet is cast iron.
PLAN: single-span, two-hinged steel-arch with a pylon at either end, carrying a suspended deck; land approaches to either end.
EXTERIOR: the steel arch is of two-hinged form constructed from two main mild steel parabolic trusses, each consisting of two arched ribs 14m apart between centres, connected by a single system of web members with Warren-type bracing in the form of simple diagonals. The arch spans 162m and rises to a height of 55m. It carries a 17m wide suspended deck some 26m above high water level, incorporating cantilevered footways to either side. The deck within the arch consists of cross-girders suspended from the trusses by a series of hangers formed of steel members, and on the approaches the deck rests on spandrel columns rising from the top of the trusses. Beneath the deck are enclosed ducts containing water and gas mains and electrical services. The arch is secured by 12 inch (30cm) diameter pins to a land abutment on either side of the River Tyne, which bear the thrust of the arch, and are carried down to bedrock with solid concrete bases.
Above each abutment is a steel and concrete rectangular-plan tower, faced in granite, comprising a five-storey central part with taller projections to the east and west sides. The towers have neoclassical detailing to the tops and very tall arched recesses to the outer faces containing a continuous sequence of alternating windows and aprons, with bracketed balconies. They are also considered to be Art Deco influenced seen in the overall massing and the plinth level door cases featuring over-sized keystones. Original doors are mostly retained, but original metal-framed windows have largely been replaced with timber versions, with the exception of three ground floor windows to the south tower in which original metal frames remain.
The approach spans are carried partly on earth filling between retaining-walls and partly on continuous plate girders supported by two pairs of octagonal steel columns on the Newcastle side, skewed to accommodate the street plan below, and a single pair in line on the Gateshead side. The panelled cast-iron parapet on the arch and the approach spans, with lamp standards mounted at intervals, is by Macfarlane & Co of Glasgow.
INTERIOR: the central part of each tower was intended to serve as warehouse space (unused), with passenger lifts in the west projection and pedestrian stairs and goods lifts in the east projection. Lifts and stairs provided access from ground level to bridge deck level with vestibules at both levels.
NORTH TOWER: the warehouse section has a skeletal steel framework of joists, main beams and supporting columns for the intended floors which were never installed. The public stair hall has a concrete dado and staircase, the latter with stick balusters, an octagonal newel post with an ornate finial, and a ramped hand rail, all of cast-iron. The stair rises to deck level where an arched entrance opens into a rectangular lobby with concrete coving, a cast-iron lantern and an original exit/entrance; the latter is fitted with original double doors and a decorative fanlight of semi-circular tracery. The public lift hall has ground floor and deck level lobbies, each with cast-iron lanterns above each of the two sets of double, panelled lift doors, the latter with monolithic granite surrounds; one set of lift doors to each lobby retains original 36-pane leaded upper lights. The upper lobby also has an opening with identical doors and fanlight to that of the deck-level stair hall, and there is an Art Deco-style sunburst design; one of the lifts has an original lift mechanism housed within a small cupboard. The lower lobby retains part of what is considered to be an original Art Deco mural featuring steamers. The two original passenger lifts remain within the lift shaft, both with timber panelled interiors with decorative lozenge and oval detailing, and metal lattice doors. A small room to the rear of the upper lift lobby retains the original lift motors, which are marked 'The Express Lift Company, London'.
SOUTH TOWER: this retains a similar skeletal framework as that to the north tower, and has shafts for lifts that were never installed. The public stair hall, staircase and vestibule are similarly detailed to that of the north tower.

Whorlton was part of the manor of Newburn. Whorlton township was formed by the mid 17th century, probably due to the expansion of farms beyond Butterlaw village. Mayson's survey of 1613 (Alnwick Castle A/iv/2). The Cruddas family manuscripts of 1696 mention West Whorleton (Woodhorn NRO 1523/5, 6). Survey of the Lordship of Newburn by J. Thompson 1767, shows West Whorleton (on the site of the later Whorlton Grange HER 1933). Between 1760 and 1770 a constable was appointed for East and West Whorlton (Syon House K/i/5). In 1825 West Whorlton was occupied by Archibald Reed, Esq. The township belonged to the Duke of Northumberland. Shown on tithe map of 1847. Shown as an amalgamated 'Whorlton' on Ordnance Survey first edition of 1858.