Walker Station on the North Eastern Railway's Tynemouth Branch. Opened on 18th June 1839.

Walker Turnpike toll house and gate on the Newcastle to North Shields Road. It is not shown on the 2nd edition OS mapping, so was out of use by 1895.

Henry Pit. This is marked as Disused on the 2nd edition OS mapping, so was out of use by 1895. A detailed plan (TWAS D/NCP/19/3) of the workings of Walker Colliery drawn after 1796 shows the Henry Pit and graphically shows that intensive pillar and stall workings extended under the site now occupied by Walkergate Hospital. In the early19th century Walker Colliery had 10 pits working, including Henry Pit. As early as 1817 it was reported that Henry Pit was close to exhaustion. It was disused by 1843.

The line of a probable old wagonway, shown on the 1st edition OS mapping. This may have been part of the original line of the Bigges Main wagonway, (SMR 1128).

Billy Pit (Coal). The William Pit had been sunk by 1st May 1802. Tha land on which the pit was sunk belonged to Sit Thomas Henry Liddell and partners and was called 'Low Henry's Well'. The field was leased by Matthew Bell and partners, owners of the Willington Colliery, at £60 per year. From the outset the William Pit used the Bigges Main Waggonway to transport coal to the staithes at Wallsend. In 1803, 18,378 chaldrons were carried from William Pit along the waggonway. Production at the William Pit during the early 19th century provided 80% of the coal produced by Willington Colliery. The pit is recorded as being 154m deep reaching the High Main Seam. The 1842 tithe plan shows one pithead building presumably the engine house. It does not show other associated features which would have been present at the time e.g. horse gins and sinding gear. The pit ceased production in 1843. Following the closure of the pit the shaft was retained as an air shaft. The shaft entrance was surrounded by a 6 foot high brick wall. A substantial spoil heap at William Pit is illustrated on the 1859 First Edition Ordnance Survey plan. This plan also shows that the pithead structures had already been demolished by this date. The shaft was filled in in 1960 and capped with concrete in 1970. An evaluation in 2013 revealed that the majority of colliery structures and waste heap appear to have been removed prior to unofficial use as a tip during the 1970s and 80s.

St Peter's Saw Mill. This is not shown on the 2nd edition OS mapping, so was probably out of use by 1895.

An Engine House.

A Wagonway. Its full extents are unclear on the 1st edition OS mapping, due to the poor quality of copying. It was probably out of use by 1895, as it is not shown on the 2nd edition OS mapping. Served Lawson Main Pit. Shown on William Casson's map of 1805.

Dents Hole Quarry. Marked as Old on the 2nd edition OS mapping, so was out of use by 1895.

St Peter's Dock. The site is occupied by St Peter's Works on the 2nd edition OS mapping, so the dock was probably out of use by 1895 {2}. There was an operational shipyard at St. Peter’s by the 1750s, owned and run by William Rowe. In 1804, 61 shipwrights (including 34 apprentices) worked at the yard (Clarke 1997, 29 vol. 1). In the same year, the largest graving dock on the Tyne was constructed at the yard, capable of holding vessels with a draught of 12 feet. During the Napoleonic Wars, 12 vessels were constructed at the yard for the Admiralty.
In 1810, the St. Peter’s yard was sold to the Smiths. It became the largest yard on the river over the first half of the century. In 1851, the Smiths installed two large covered building berths (Clarke 1997, 116 vol. 1), the first such structures on the Tyne. They were designed, and their fabrication at the yard supervised, by the Glasgow engineering firm Bell and Miller. In one of the berths was constructed the largest wooden vessel ever produced on the river, the warship Carlo Alberta. This was a three deck, 50 gun vessel for the Sardinian Government. It was 245 feet long and had a displacement of 2,500 tons.
By the 1850s, the Smiths began to develop their North Shields yard on the Limekiln Shore as their chief ship construction centre, and by the 1860s, the St. Peter’s Yard was less significant to the company. In 1871, the yard was sold to R & W Hawthorn (who had founded an engineering company at Forth Banks in Gateshead in 1817) and the site was developed as a marine engineering works, under the management of Francis Carr Marshall. Fitting out the yard cost Hawthorn’s £27,146. This included the cost of a massive pair of shearlegs set up on the fitting out quay, where engines were installed. Many very large triple-expansion engines were built at the yard, many of which were installed in vessels constructed at Charles Mitchell’s Low Walker Yard
In 1886, R&W Hawthorn, Leslie and Co. was formed as a limited liability company as a result of the retirement of Andrew Leslie from his Hebburn shipbuilding yard who had previously been a major client for engines from the St. Peter’s Yard (Leslie had ordered 33 out of a total of 78 engines to power his ships from Hawthorns between 1860 and 1870).
St. Peter’s Engine Works and Palmer’s Works shared the honours for construction and installation of the last triple expansion engines into Royal Navy vessels. Hawthorn’s vessel was the Beardmore constructed HMS Agamemnon. By 1907, Hawthorn’s St. Peter’s Works had radically converted its production capabilities to meet Royal Navy requirements for steam turbines (Clarke 1997, 37, vol 2). In that year, the yard built and installed the turbines for HMS Ghurka. Over the rest of the century, the works production included Doxford, Sulzer and Werkspoor diesel engines.
In 1977, the (now styled) Hawthorn, Leslie (Engineers) Ltd. became a member company of British Shipbuilders. Later, the yard merged with George Clark & NEM Ltd to form Clark Hawthorn Ltd. The yard continued to build engines up until the 1980s when it was reformed as Clark Kincaid, a crane manufactory.
Map Evidence
First Edition Twenty Five Inches to One Mile Ordnance Survey 1855, Sheet XCVII, 8
Shows Smiths yard subsequent to the construction of the two building berths in 1851. The map also shows the large graving dock to the west of the covered berths, presumably the dock constructed in 1804. Rail lines link the covered berths, the dock and buildings beyond. The yard appears to be interrupted some way to the west of the dock by a chemical works, beyond which is a range of building slips, presumably within the same yard. Rose House–the property and dwelling of the previous owners of the yard, the Row or Rowe family (it is annotated as Rowe’s House on later editions of the Ordnance Survey), lies immediately to the north-west of the yard.
Second Edition Twenty Five Inches to One Mile Ordnance Survey 1897, Sheets 13 and 19.
The site is described as ‘St Peter’s Works Engineering and Shipbuilding’. The graving dock and the covered berths have now gone, replaced by substantial structures which take up the middle portion of the yard. Cranes lie along the western half of the rationalised quayside Rowe’s House survives to the north-west of the yard. The rectilinear area on the western edge of the yard contains building slips, one angled obliquely to launch downriver.
Third Edition Twenty Five Inches to One Mile Ordnance Survey 1921, Sheet XCV, 13
The yard has expanded to the north-west and significant new buildings have been constructed in this area. Rowe’s House has gone as has any evidence for slipways in the old western area of the yard along the riverside.
Fourth Edition Six Inches to One Mile Ordnance Survey 1938, Sheet XCV, SW
Very similar appearance to that shown on the Third Edition Survey {3}.