On the site of the former workshops related to the operation of Harton coal staiths and electric railway are the remains of a chimney, carrying a date stone of 1865. The surviving structure is approx 30 feet in height, and 10 feet by 10 feet in plan (internally approx. 5 feet by 5 feet). Built of brick with a fire brick lining, the chimney has a stone string course about 15 feet from the ground. There is a cement ashlar facing on the north face, to string course level. On the west and south faces are markings from former abutting buildings. The chimney has been reduced in height at some time. Flues can be seen within the walls about 7 feet and 10 feet from the ground. The lower areas of the interior are encrusted with deposits on the fire brick. The chimney is undoubtedly the sole surviving structure from the glassworks which stood on the site in the 19th century (HER ref. 2340). LOCAL LIST

Richardson's Tannery, also known as Elswick Leather Works was located between Water Street and Dunn Street. Richardson's moved from Whitby to Tyneside in 1766 and opened the Elswick works in 1863. The firm became one of the area's leading concerns and the works continued in use until 1971. It was the last leather works on the north bank of the river.

A much needed bridge was built at Fatfield in 1891, to the design of D. Balfour. It carried the main road from Washington to Houghton until it was superseded by the new Chartershaugh Bridge, a short distance upstream.

This building was listed Grade II in 1978, and removed from the National Heritage List in 2021 following a serious fire in July 2019. The listing description read:
'Public house. c1910. Bright red brick ground floor, with faience plinth and ashlar dressings; painted render first floor with painted ashlar dressings; front range roof of plain tiles, rear ranges grey tiles. U-plan with 2 rear wings.
EXTERIOR: 2 storeys, 3 windows, the left in canted corner. Central half-glazed double door in early C18 re-used bolection-moulded stone surround with side scrolls to corniced panel under scrolled pediment; initials I H D, for John and Dorothy Hilton, and date 1705; in open pediment, arms of Hilton impaling Musgrave with mask in corniced finial. Said to have come from C18 N wing of Hylton Castle (qv). First floor string. Raised stone surrounds, stone projecting sills, mullions and cornices, and renewed glazing to ground-floor windows and sashes on first floor, paired in left canted corner, flanking door and above door, and in right bay, under front gable, a ground-floor canted bay and paired windows above. Roof, hipped over left canted corner, and with ridge from front right gable, has deep bracketed eaves. Roofs of rear parallel wings have higher eaves than front range. Battered rendered ridge chimney with ashlar cornice.
INTERIOR has been refurbished.'

The railway bridge, built in 1879, was designed by T.E. Harrison, the Chief Engineer of the North Eastern Railway. When built it was the largest hog-back iron girder bridge in the world. Its dull design, however, has led it to be perpetually overshadowed by the neighbouring road bridge. The bridge has a single span of 300 feet (91.4 metres) at 86 feet (26.2 metres) above high water. The bridge led south to rail tunnels totalling 1,000 yards (914.4 metres) in length on the approach to Sunderland station. LISTED GRADE 2

An iron bridge built across the Wear in 1796 was at the time the largest iron bridge in the world. It was promoted and designed by Roland Burdon, MP for County Durham, who was involved in the development of the Sunderland to Stockton turnpike road. The building of the new Wearmouth Bridge, a three pinned steel arch bridge, created a modern facility for the movement of traffic, but with the removal of the old cast iron bridge, Wearside lost not only one of its most majestic structures but also a monument to engineering ingenuity. The new bridge was designed by Mott Hay and Anderson, constructed by Sir Wm. Arrol & Co Ltd. and opened in 1929. A plaque on upstream balustrade at south approach tells how this bridge replaced the famous cast iron bridge erected 1796, vastly modified by Robert Stephenson in 1858 and finally demolished in 1929. While it survived it was the largest cast iron span at 236 feet (71.9 metres). There is an interesting flight of steps down to river level on north-east side. LISTED GRADE 2

Work began on the construction of the roundhead for the lighthouse in 1902 (the pier was begun in 1885). The first stone was laid by GR Booth, R Thompson and RM Hudson of the River Wear Commission. The foundations for the lighthouse used the same method as the pier - concrete bags. Once these were positioned and levelled, a huge cast iron caisson was floated out and sunk in position. The caisson was filled with 10,000 tons of concrete. The superstructure above this comprised 43 granite face blocks like those used in the main pier. The total weight of the roundhead was around 23,000 tons. The lighthouse was built of alternating red and grey Aberdeen granite (lighthouses are commonly painted red and white to make them highly visible). The granite has weathered so is not as vibrant as it would have been originally. The lantern, by Messrs Chance Brothers of Birmingham, was gas powered and had eight sides forming an octagonal prism around the lamp. The lens and reflectors moved by clockwork. The mechanism for this was carried by a float placed in a vat of mercury. The illumination was visible for 15 miles. A complete set of oil lamps was installed in the event of failure of the gas supply. The lighthouse and pier were completed in 1903. The final stone was set above the lighthouse door: 'THE FOUNDATION BLOCK OF THIS PIER WAS LAID ON THE 14TH OF SEPTEMBER 1885 BY JAMES LAING, ESQUIRE, CHAIRMAN OF THE RIVER WEAR COMMISSION. TO RECORD ITS COMPLETION THIS STONE WAS PLACED IN POSITION ON THE 23RD SEPTEMBER 1903 BY THE RIGHT HONOURABLE THE EARL OF DURHAM, LORD LIEUTENANT OF THE COUNTY; JENNESON TAYLOR, CHAIRMAN OF THE COMMISSIONERS; HENRY HAY WAKE, MEM. INST. C. E. ENGINNER'. In May 1904 the gas burners were replaced by cheaper vapourised petroleum which gave a brighter light. The gas burners were retained as a backup. In 1986 the original cut and polished prismatic lens was replaced by a gearless pedestal with a range of 23 miles. In 2007 the new pedestal was replaced with a more energy efficient PRL400 system, by Pelangi International Ltd {info taken from NAA 2012}.

The River Wear Commissioners positioned a splendid lighthouse at To grace the seaward end of the old North Pier. Built of stone and designed by Jonathan Pickernell, it stood in this position from 1802 until the 1840s when it was moved bodily and erected at the end of the newly extended North Pier. This remarkable task was performed under the supervision of the Chief Engineer to the Commission, John Murray.

Work on the New South Pier began in 1893. It was built of smaller blocks than Roker Pier (HER 4800) and included a high parapet wall and arched shelter recesses but was otherwise the same in design. Work stopped when war was declared in 1914. When work recommenced it was found that there was increased damage to the pier by wave action because of the narrow opening into the outer harbour. The south pier was therefore shortened in 1922 to 2,700 feet (822.96m). The sister lighthouse to Roker was never built. Instead the New South Pier is set with an unmanned column and fixed light.

An old railway incline runs from Wood House (HER ref. 4970) to the River Wear. There is an engine winding house and a sequence of cells for loading waggons. The railway incline proceeds south-east, firstly as a cutting in the earth, then under a surviving masonry arch bridge, and then in a rock-cutting with some retaining walls down to the Wearside quayside level. Alongside the railway there is an old quarry site, now grown over with trees, and at the foot of the incline there are other structures including a chimney. There is also evidence of a tunnel. The incline is the most striking surviving feature of the area. The steep gully was probably constructed initially to convey sandstone from the mid 19th century quarry along a narrow gauge railway to the River Wear for use in the local building industry. As it became inceasingly harder to haul the stone over the lip of the quarry a tunnel was dug (c. 1.6 metres wide and 1.8 metres high) to transport the stone under the quarry face and down to the riverside. The tunnel has now been filled in for safety reasons. Later the gully was extended and the quarry line was replaced by a standard gauge line from Wood House to the Wear. The coal fired steam winding engine hauled materials up the incline and deposited them in the cells below.