90-551: The Driffield Navigation is an 11-mile (18-kilometre) waterway, through the heart of the Holderness Plain to the market town of Driffield , East Riding of Yorkshire , England . The northern section of it is a canal, and the southern section is part of the River Hull . Construction was authorised in 1767, and it was fully open in 1770. Early use of the navigation was hampered by a small bridge at Hull Bridge , which
180-673: A 6.6-foot (2.0 m) hole appeared in the river bed, and the entire site flooded. A 3-month investigation took place, which suggested that it would be difficult to finish the tunnel and maintain the integrity of the aquifer. Despite some £10 million having been spent on the project, it was abandoned in 1993. A contract for a replacement bridge was awarded in June 1995 and the river was crossed by twin lift bridges, which were opened in April 1997. The project had cost £30 million, compared to an original budget of just £13 million. A tunnel
270-538: A boat needed to pass, the west end was freed, and the pontoon swung round to lie parallel to the bank, either upstream or downstream, depending on the state of the tide. It would then be winched back into position by a small barrel winch. At night the bridge was closed and moored beside the bank. Responsibility for the bridge was taken over by Beverley Council before the Second World War . Its condition deteriorated, and in 1948, they attempted to replace it with
360-409: A branch to North Frodingham , while the main line continues as a canal through the Holderness Plain to the small market town of Driffield . The Leven Canal used to leave the navigation, in the tidal river section 2 miles (3 kilometres) north of Hull Bridge , but is no longer connected to the river. The River Hull has long been used for transport, and although small boats could reach Fisholme in
450-634: A cost of £18,550, with the main ironwork assembled by J. Butler and Co., of Stanningley, Leeds; the river walls and approaches by T.B Mather of Hull. The bridge was hydraulically powered from a supply provided by the Hull Hydraulic Power Company . Image. The present Drypool Bridge was designed by W. Morris, the Hull City Engineer, and it was built in Hull. The previous wrought iron swing bridge, which had opened in 1888,
540-459: A directory of Yorkshire published in 1823. Traffic for 1832 included 7,394 chaldrons of coal, 18,173 quarters of wheat, 7,745 quarters of oats, 19,396 quarters of barley and 4,555 sacks of flour. An additional 1,564 quarters of wheat and 8,194 sacks of flour were carried to or from Foston Mill, reached from Frodingham Beck. A regular carrier also operated between the Leven Canal and Hull once
630-405: A ferry at Grovehill, and a shipyard on the east bank, owned by Joseph Scarr. To assist his workers to reach the shipyard, Scarr designed and built a ferry bridge, which cost him £300. It consisted of a large rectangular pontoon, above which was fitted a bridge deck with handrails. Two jack screws enabled the deck to be raised or lowered in relation to the pontoon, so that it remained at approximately
720-567: A footbridge around 400 yards (370 m) further upstream. Because the ferry rights had been in existence for more than 600 years, an Act of Parliament was needed, and this was thwarted by a petition containing 84 signatures, presented by the people of Weel to the House of Lords . Plans for a new lift bridge were drawn up, and it was opened on 19 October 1953. In 1913, the Hull Bridge upstream of Beverley, which had caused so much disagreement in
810-552: A greater range in water levels. Plans to extend their powers below Aike Beck, so that Hull Bridge at Tickton could be made larger were thwarted by Beverley Corporation in 1777, but some dredging of Frodingham Beck took place. The first recorded dredging between Emmotland and Aike Beck took place in 1783, and subsequently dredging was a prominent item in the accounts. The expected dividends of 5 per cent did not materialise, but dividends were paid in most years after 1774, starting at 1.5 per cent and rising to 4 per cent by 1790. By 1784,
900-515: A growth in trade, maintenance standards fell. By 1937 the Locks and Bridges were in a poor state of repair. A report in 1939 records that the canal was weedy throughout its entire length. Water began to leak through the Banks between Whinhill and Snakeholme Lock and a real danger to the surrounding land drainage was evident. Some dredging was carried out during the early 1940s but this did little to improve
990-474: A maximum of 100 tons but were limited to a maximum of 70 tons in the Navigation due to draft limits. The initial locks were: In 1776 the commissioners raised an additional £2,000, with which they hoped to construct a new lock at Thornham Bottoms, below Snakeholme, and to dredge the river below that. Instead they opted to convert Snakeholme lock into a two-lock staircase , which allowed vessels to use it over
SECTION 10
#17327728202021080-476: A muddy basin on the east bank was once the entrance to Drypool Basin and Victoria Dock. The river reaches its confluence with the Humber Estuary in the centre of Kingston upon Hull . At its mouth, a tidal barrier has been constructed to prevent tidal surges from entering the river. In the past, these had regularly flooded the town and the flat countryside to the north. The River Hull has served as
1170-550: A navigation and a drainage channel, and has been subject to the conflicts that this usually creates, as water levels need to be raised for navigation, but lowered for efficient drainage. In 1213, the Archbishops of York laid claim to the river, and declared their right to navigate on a 24-foot (7.3 m) channel. A number of fish-weirs made navigation difficult, and the Archbishop negotiated their removal in 1296, so that
1260-435: A new bridge on the same site but a different alignment, to eliminate the awkward turn at the west end, which was costed at £2 million. None of these actions have been taken, as the bridge leaves were raised in 1994, and have remained raised ever since. Consideration was given in 2007 to preserving two of the hydraulic rams which operated the bridge, during planning to demolish the structure. The Hull Hydraulic Power Company
1350-432: A new drive mechanism, which raises and lowers the gate, and pivots it when it is at the top of the structure, so that it lies horizontally rather than vertically. It also included a new control system. In July 2017 the barrier was granted Grade II listed status. Plans have been considered to build a barrage at the mouth of the Hull where it joins the Humber Estuary to maintain a constant water level as it passes through
1440-447: A new lock and a cut to remove a large bend in the river. A towpath between Beverley Beck and the bridge was dropped from the plans to secure the co-operation of Beverley Corporation. Chapman was the official engineer for the improvements, with Thomas Atkinson appointed to carry out the river works. A new lock was built at Struncheon Hill , above which a new cut 3 ⁄ 4 mi (1.2 km) long connected it to Fisholme. This work
1530-497: A partnership between James Pinkerton and James Dyson, who ultimately built the whole canal, including a culvert in Driffield to provide a water supply. The canal opened progressively, with the first section completed on 12 December 1768, the next section to Wansford open by 25 May 1769, and the whole canal formally opened on 25 May 1770. The distance by canal from Emmotland to Driffield was 5 + 3 ⁄ 4 mi (9.25 km),
1620-540: A reduction of 3 mi (5 km) on the distance by river. The cost of the work was around £13,000, which was more than the original estimate, and there were insufficient funds to pay Pinkerton for his work. Interest was paid on the amount outstanding until the bill could be paid. The original plans for the canal section of the navigation included four locks, each of which was timber floored, and built to accommodate "Driffield-sized" Humber keels of 61 by 14 + 1 ⁄ 2 ft (18.6 by 4.4 m). Keels could carry
1710-490: A week. Between 1848 and 1905, traffic on Beverley Beck more than trebled, from 33,498 tons to 101,540 tons. Coal and other minerals accounted for around one quarter of the traffic in 1905, while goods carried in 1906 included fertiliser, burnt ore, flour and scrap metal. Commercial traffic continued into the 1970s, when tolls of £2,365 were collected on 28,169 tons of cargo. Traffic on the Driffield Navigation
1800-499: A wharf could be established at Grovehill to serve the town of Beverley . By 1321, river rights had been extended to the charging of tolls. One-third of a shilling (4d equivalent to 1.7p decimal currency) was charged for each bushel carried on the river between Emmotland and the Humber, but the merchants of Hull were unhappy with this; eventually the river had free navigation, and goods could be carried on it without toll. The Arram Beck
1890-674: Is a stub . You can help Misplaced Pages by expanding it . River Hull The River Hull is a navigable river in the East Riding of Yorkshire in Northern England . It rises from a series of springs to the west of Driffield , and enters the Humber Estuary at Kingston upon Hull . Following a period when the Archbishops of York charged tolls for its use, it became a free navigation. The upper reaches became part of
SECTION 20
#17327728202021980-460: Is almost at sea level, and the river is constrained by flood banks on both sides. On its route southwards, the river passes the former junction with Aike Beck , once navigable to Lockington Landing, but the stream was subsequently re-routed to join the Arram Beck . The Leven Canal used to join on the east bank, but the entrance lock has been replaced by a sluice. The Arram Beck flows in from
2070-542: Is formed from parts of the River Hull , in the East Riding of Yorkshire, and a section of canal. It starts near Beverley , at the point where Aike Beck used to join the river, and is tidal to Struncheon Hill lock. Above the lock, it runs through an artificial cut, to rejoin the river until it reaches Emmotland . The Corpslanding branch follows the original course of the river, while the main navigation channel follows Frodingham Beck to Fisholme junction. The Beck forms
2160-838: Is joined by the Little Driffield Beck, which flows southwards from Little Driffield. It continues as the Driffield Beck, flowing around the south-western edge of Driffield , where it is joined by the Driffield Trout Stream. After the junction, it becomes the River Hull or the West Beck and flows to the east, before turning south to reach Corps Landing. For much of the route below Driffield, the Driffield Navigation runs parallel to
2250-684: The River Hull and Frodingham Beck Navigation Act 1766 ( 7 Geo. 3 . c. 97) which was granted in May 1767. The long title of the act read: An Act for improving the Navigation of the River Hull and Frodingham Beck, from Aike Beck Mouth to the Clough, on the East Corner of Fisholme, and for extending the said Navigation, from the said Clough, into or near the Town of Great Driffield, in the East Riding of
2340-470: The Driffield Navigation from 1770, after which they were again subject to tolls, and the section within the city of Hull came under the jurisdiction of the Port of Hull , with the same result. Most of its course is through low-lying land that is at or just above sea level, and regular flooding has been a long-standing problem along the waterway. Drainage schemes to alleviate it were constructed on both sides of
2430-422: The 1760s, that was still about 5 mi (8 km) short of the small town of Driffield . In 1765, the merchants of the town, with those from Kilham, 4 mi (6 km) beyond it, approached the canal engineer John Smeaton for advice on how keels could reach Driffield. He suggested a 1 + 1 ⁄ 4 mi (2.0 km) cut from near Wansford to Driffield Beck. One lock would be required to accommodate
2520-462: The 1870 bridge was accepted. The bridge was contracted in 1927 for £86,100 to the Widnes Foundry (1295) Ltd , who constructed as a Scherzer rolling lift bridge ( or "Walking lift bridge"). The bridge was Grade II listed in 1994. Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at
2610-647: The 18th century until it had been replaced in 1801, was demolished by the County Council, who installed a steel rolling bridge in its place. Once the Tickton Bypass bridge had been built a short distance upstream, it no longer needed to carry road traffic, and it was replaced by a footbridge in 1976. At the other end of the river, the Millennium Bridge was opened in 2001. There was once a ferry at this point, before 1865, which gave access to
2700-537: The Beverley Beck, rising from £190 to £435 between 1793 and 1835. Some 31,185 tons of cargo were carried in 1838. In 1817, a steam packet service started to run between Driffield and Hull. Three return trips each week were made, but the journey times were too long, and an advertisement in 1825 indicated that the engine had been altered and an express steam packet service would commence. Three boats were recorded as trading between Driffield and Hull every other day in
2790-584: The County of York. Commissioners were appointed, who had powers to borrow money, with which to fund the construction of the canal. They also had powers over the River Hull below the canal, as far down at Aike Beck . There were teething problems. A local man called Richard Porter was appointed as engineer, but was replaced six weeks later by Samuel Allam, on the recommendation of Grundy. Two contractors were appointed in October 1767, but gave up, and were replaced by
Driffield Navigation - Misplaced Pages Continue
2880-518: The Ennerdale Link road included a tunnel under the river. Initial investigations suggested that there was a layer of boulder clay below the alluvium of the river bed, and that a chalk aquifer was below the clay. Construction work started in July 1991. A cofferdam was built on the east bank, and the cutting which would have provided access to the twin-bore tunnel was nearly excavated when
2970-422: The Hull area which cross the River Hull. Details of them are shown in the following table, starting from that furthest north and moving south to the river mouth. Grade II listed in 1994. This is the oldest river bridge in the city, and connects the areas of Wilmington, Kingston upon Hull and Sculcoates A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It
3060-586: The Navigation at Wansford with a fixed bridge. Since the Commissioners could not agree to this, as they were inquorate , the legality of this action is unknown. By 1956, the top three locks on the canal were no longer usable, but Hull Corporation announced a plan to use the channel for the supply of water in mid-1959. This action prompted the Inland Waterways Association to calculate the cost of restoring it for navigation, which
3150-621: The Victoria Dock, opened in 1850. South Bridge replaced the ferry in 1865, making it easier for workers to reach the dock. The swing footbridge was closed in 1934, but was not demolished until 1944. The Environment Agency measure the water quality of the river systems in England. Each is given an overall ecological status, which may be one of five levels: high, good, moderate, poor and bad. There are several components that are used to determine this, including biological status, which looks at
3240-407: The bridge was the main route of communication between Beverley and Holderness , and the commissioners instead dredged parts of the river to improve access. Plans to improve Hull Bridge were again resisted by Beverley Corporation in 1799, but an agreement was finally reached in 1801, and an Act of Parliament was obtained in July of that year. William Chapman acted as engineer, as the act authorised
3330-494: The city. The idea was first raised by the Abercrombie report , which considered how to redevelop Hull after significant destruction during the Second World War . The estimated cost of such a project was around £195 million in 2007. Because the river was a free river, there are no figures for traffic on the lower river. However, it connected to a number of waterways on which tolls were collected, and so an indication of
3420-423: The commissioners bought a steam dredger in 1898, which kept the channel in good order, and earned some revenue, as it was hired out to Beverley Corporation and Joseph Rank. By 1922 the tolls were £714 and the profits £88. In 1931 receipts were £414 and the profits down to £11. This figure included £7, which was obtained from pleasure boats using the navigation. With less traffic, lower profits, and little prospect of
3510-610: The condition of the Canal. The last commercial craft to reach Driffield was the Keel Caroline loaded with 50 tons of wheat on 16 March 1945. The last commercial craft on the Navigation was the vessel Ousefleet , delivering coal to Frodingham Wharf during the period to December 1951. With the demise of commercial navigation, the interest of the Commissioners waned. They failed to appoint their own successors, and by 1949, there were too few remaining to take legal decisions. In 1955,
3600-485: The construction of towpaths, a new cut between Bethels Bridge and the lock at Struncheon Hill, to avoid a long loop in the river, and rebuilding of the bridge. The bridge cost £500, half of which was met by Richard Bethell, the owner of the Leven Canal , on condition that the tolls for passing through it were reduced significantly. Passage through Hull had long been difficult, because of the number of ships which used
3690-459: The difference in levels, and he estimated the construction cost as £2,586. No action was taken, but John Grundy was consulted, and suggested a larger scheme in December 1766. This involved a cut from Fisholme to Driffield, with a basin in the town, and improvements to Frodingham Beck, to make it navigable to the bridge at Frodingham. Grundy's proposal formed the basis for an act of Parliament ,
Driffield Navigation - Misplaced Pages Continue
3780-459: The east side of the river. John Hoggard acted as Superintendent for the scheme, while Joseph Page was appointed as resident engineer, to oversee the construction of the drains and the outfall sluice. Grundy made regular visits until October 1767, by which time the sluice and the main drainage channels were completed, at which point he and Page moved on, while Hoggard oversaw additional work on the drains and banks, which lasted for several more years. By
3870-400: The east side, to prevent flooding. Although beyond their jurisdiction, the Navigation commissioners attempted to extend their powers, to improve the river below the junction with Aike Beck. They particularly wanted to replace the stone Hull Bridge, near Beverley, with a swing bridge, which would make it easier for keels to reach Frodingham bridge. The Corporation of Beverley objected, because
3960-409: The effect of the railways was unknown, but although the Hull and Bridlington Railway opened a station at Driffield in 1846, a proposed branch to Frodingham, which would have offered serious competition, was not built. Plans were drawn up for further improvements in 1855, but the bill to authorise the work was defeated over concerns about flooding. However, by 1870, trade started to decrease. Despite this,
4050-599: The first public power distribution company in the world. The name Hull is probably of Brittonic origin. The name may derive from *hūl , an element related to *hū- meaning "boil, soak, seethe" (< Old Celtic *seu-; c.f. River Sill in Europe). The source of the River Hull is in the Yorkshire Wolds . It rises from a series of springs to the west of Driffield, near the site of the medieval village of Elmswell . The Elmswell Beck flows eastwards from these, and
4140-519: The land adjacent to the river were addressed by the construction of catchwater drains to both sides of it. The east side of the river was protected by the Holderness Drainage scheme. John Grundy worked on plans for the scheme which would protect 11,000 acres (4,500 ha) of low-lying land to the north-east of Hull. John Smeaton was also involved, although the final report was largely Grundy's work, and an Act of Parliament to authorise
4230-405: The local economy would exceed £310,000 per year. In 2005, Whinhill Lock was restored, and opened to navigation, although another fixed farm access bridge had been placed over the lock chamber, and limited use to boats of 15 ft (5 m) in length or less. The necessary funding to restore the lock at Wansford was secured in mid 2008 and work commenced later the same year. The first priority
4320-464: The lock was commissioned on 30 May 2009, with the first boat in over 60 years entering the lock. Download coordinates as: [REDACTED] Media related to Driffield Navigation at Wikimedia Commons Holderness (borough) Holderness was a local government district and borough in northern England , named after the Holderness peninsula. It was formed on 1 April 1974 along with
4410-506: The merchants of Driffield to advise on ways to allow keels to reach their town, suggested a small cut of about 1.2 miles (1.9 km) including one lock, from the river near Wansford . The merchants sought a second opinion, and John Grundy, Jr. suggested a much longer canal, running for 5 miles (8.0 km) from Fisholme on the Frodingham Beck. When fully opened in 1770, the new route was some 3 miles (4.8 km) shorter than
4500-526: The navigation continued to prosper and increase its traffic until the 1870s, after which there was a gradual decline. It continued to make a small profit until the 1930s, and the last commercial traffic was in 1951. Following proposals to use it as a water supply channel in 1959, the Driffield Navigation Amenities Association was formed in 1968, with the aim of restoring the waterway to a navigable condition. One problem
4590-492: The navigation was making enough profit for the commissioners to build a warehouse and granary at Driffield. The 1790s were a period of prosperity for the navigation, as trade increased. In 1796 George Knowsley, a banker who was one of the mortgagees, proposed further improvements, but although William Chapman produced plans, they were considered too expensive. Two years later, the commissioners were working with William Wilberforce , their local Member of Parliament , to ensure that
SECTION 50
#17327728202024680-560: The non-metropolitan county of Humberside in which it was situated. It was formed from part of the administrative county of Yorkshire, East Riding , namely: The council's headquarters were at Skirlaugh , in the converted workhouse that had been built in 1838. On 1 April 1996, Humberside and the borough were abolished, and it became part of the new unitary East Riding of Yorkshire . 53°47′42″N 0°10′19″W / 53.795°N 0.172°W / 53.795; -0.172 This East Riding of Yorkshire location article
4770-555: The proposals for the Beverley and Barmston Drainage Bill would not adversely affect them. In 1797, they considered again the problems posed by the small opening beneath Hull Bridge , and although Beverley Corporation initially said that they would never alter it, an agreement was reached after protracted negotiations, and in July 1801, an act of Parliament , the Hull and Frodingham Beck Navigation Act 1801 ( 41 Geo. 3. (U.K.) c. cxxxiv),
4860-504: The removal of tolls for boats not using the docks. The Navigation Company also received complaints from the Beverley and Barmston Drainage Commissioners, who believed that water levels were being kept at a higher level than was good for drainage. In 1980, the Environment Agency constructed a tidal barrier at the mouth of the river. The structure spans the river, and a huge steel gate, weighing 202 tonnes, can be lowered into
4950-455: The restoration of new sections. In 1996 Town Lock was restored completely by volunteers and fund raising. This effort helped to obtain further grants, and in 2003 two major obstacles were officially opened. Brigham swing bridge , last opened in the 1960s and then replaced by a fixed structure in the 1970s, was restored to full operation. This allowed navigation to Snakeholme Lock , 1 + 1 ⁄ 4 mi (2 km) away. Snakeholme lock
5040-410: The river are movable, to allow shipping to pass. There are six swing bridges; four bascule bridges , two of which have twin leaves, one for each carriageway of the roads which they carry; and three Scherzer lift bridges, which are a type of rolling bascule bridge. The former Scott Street Bridge (taken out of use 1994 and dismantled 2020) was originally powered from a high pressure water main maintained by
5130-498: The river becomes part of the Port of Hull. The river, which is the dividing line between West and East Hull, bisects the city's industrial area. The bridges can cause traffic delays during high tides, though river traffic is less than it once was. The Beverley and Barmston Drain rejoins the river above Scott Street Bridge. Below North Bridge, an unused dry dock on the west bank marks the former entrance to Queens Dock. Below Drypool Bridge,
5220-519: The river for loading and unloading goods. In 1794, the merchants of Beverley had advocated the building of docks at Hull, with a separate entrance, so that traffic to the upper river would not be impeded, while the Driffield Navigation had unsuccessful attempted to get a clause inserted into the Act of Parliament which the Hull Dock Company obtained in 1840, to ensure free passage for vessels, and
5310-399: The river is tidal. The tidal range of tides can be up to 7 feet (2.1 m) in winter and 4 feet (1.2 m) in summer. Just above the lock, the Beverley and Barmston Drain, which collects water from the catchwater drains on either side of the main channel, flows under the navigation in a tunnel, and runs just to the west of the river almost to its mouth. Below the lock, the surrounding land
5400-504: The river, which follows an extremely winding course in its upper reaches. The river above Aike was now considered to be part of the Driffield Navigation, and tolls were charged for its use. Also in this period the first cut of the Holderness Drain was made, enabled by an act of 1764, originally outfalling onto the river. In addition to the drainage works to the east of the river, the banks were raised for 17 miles (27 km) on
5490-417: The river. The river from Corps Landing to its mouth is navigable. At Emmotland , it is joined by the Frodingham Beck, which is also navigable, and leads to the canal into Driffield, which forms the major part of the Driffield Navigation. Scurf Dyke joins from the west and is followed by Struncheon Hill lock, which marks the end of the Navigation, and the official start of the navigable River Hull. Below here,
SECTION 60
#17327728202025580-399: The river. The Holderness Drainage scheme to the east was completed in 1772, with a second phase in 1805, and the Beverley and Barmston Drain to the west was completed in 1810. Since 1980, the mouth of the river has been protected by a tidal barrier at the estuary, which can be closed to prevent tidal surges entering the river system and causing flooding upriver. Most of the bridges which cross
5670-400: The same height, whatever the state of the tide. On the eastern bank, Scarr constructed a variable-height landing, but the landing on the west bank was constructed by Beverley Council, and was fixed. Scarr campaigned to have a variable landing here as well, and was prepared to fund it, but his requests were always rejected. The fixed landing made access to the bridge difficult at high tides. When
5760-399: The subsequent survey work on Jessop's behalf, although Jessop surveyed the River Hull in 1787, to identify how the outfall could be improved. Jessop visited the works from time to time, making seven visits between 1789 and 1792, while the day to day oversight of the scheme was handled by Plummer as resident engineer. Plummer was succeeded by Anthony Bower, who was engineer from 1792 to 1795, and
5850-406: The swing bridge across the navigation at Whinhill was fixed, although the Inland Waterways Association received the assurance that, if at any future date the navigation was reopened to Driffield , the bridge would be removed. Another major obstruction to the renewal of the navigation to Driffield occurred in 1967, when the County Council replaced the bridge which carries the public right of way over
5940-501: The time of its completion in 1772, the scheme had cost £24,000. Despite the Holderness scheme, there were still problems near Leven and Weel, and William Jessop spent a month inspecting the area before writing a report in July 1786. His plan advocated separating the water which fell on the uplands to the north and flowed through the low-lying areas, from the local drainage of those low-lying areas. George Plummer carried out most of
6030-456: The tolls as the navigation companies paid off their debts. When a bill to authorise the building of Hull docks was before Parliament, the commissioners unsuccessfully attempted to insert a clause giving free passage to boats from the navigation which passed through the lower river but did not use the dock facilities. Even with the advent of the railway in 1846, the canal continued to flourish. Plans to make improvements were deferred in 1845, when
6120-420: The traffic can be gained from the figures for these waterways. The main cargoes on Beverley Beck in 1730 were coal, bricks, turfs and wool, together with cereal crops, consisting of wheat, barley, oats and malt. Receipts from tolls more than doubled between 1732 and 1748, after which the tolls were let to an independent collector. The annual rent charged for this privilege doubled again between 1748 and 1792. There
6210-615: The trustees of the Driffield Navigation Trust became the new commissioners, with responsibility for the waterway. This paved the way for the two organisations to begin restoring the waterway in 1978, although access to the lower reaches had already been made possible by renovation of Bethels Bridge, a low-level swing bridge, which was completed at Easter 1977. Volunteers kept the remaining navigation structures working to allow navigation to Brigham , and North Frodingham , but since then, grants have become available to fund
6300-421: The waterway, effectively sealing the river from the Humber, and preventing tidal surges from moving up the river and flooding parts of the city and the low-lying areas beyond. The gate was initially lowered about twelve times a year, and protects around 17,000 properties. In 2009, a £10 million upgrade of the structure was started, to ensure it would stay operational for a further 30 years. The upgrade included
6390-434: The west of the river. The project included the construction of 23 miles (37 km) of drainage cuts, and building embankments along 20 miles (32 km) of the river. At Hull, an outfall sluice was constructed, and the drain passed through tunnels under eleven waterways, including the Beverley Beck. 27 bridges were built to carry roads over the drain, and the whole project was finished in 1810. There are several bridges in
6480-573: The west, and then the river is crossed by Hull Bridge, the cause of repeated disagreement between the owners of the Driffield Navigation and the Corporation of Beverley , who owned the bridge. Just above Beverley Beck , which joins from the west, is Grovehill Bridge, now a lift bridge but once a ferry bridge. Once the river reaches the outskirts of Hull, its course is marked by a series of bridges, most of which open to allow boats to pass. There are swing bridges, lift bridges and bascule bridges, and
6570-439: The whole scheme was completed in 1805, having cost £16,000. In 1796, Robert Chapman was asked to report on possible solutions for flooding to the west. His report formed the basis for the Beverley and Barmston Drainage Act, which was passed by Parliament in June 1798. Chapman was appointed as engineer for the scheme, which would cost £115,000, and would provide flood defences and drainage for 12,600 acres (5,100 ha) of land to
6660-434: The work was passed on 5 April 1764. The Trustees for the scheme wrote to Grundy and Smeaton in May 1764, asking them to work on the project. Grundy's wife had died only a fortnight previously, and the two engineers corresponded, but besides valuable comment on Grundy's plans for the outfall sluice, Smeaton had no further involvement, and it was Grundy who ran the project, which included 17 miles (27 km) of barrier bank along
6750-481: Was a steady expansion of trade on the Driffield Navigation during the same period, as the dividends paid to shareholders rose from 1.5 to 4 per cent. In 1789, Bainton, Boyes and Co negotiated a lump sum payment to cover coal from the Aire and Calder Navigation to their new carpet factory and the export of their carpets in the downstream direction. The factory later became a corn mill. Toll rentals continued to increase on
6840-449: Was able to pay dividends of 5 per cent from 1797, and established a sinking fund in 1834, which enabled it to repay all arrears on interest by 1844. The commissioners took legal advice in 1824, and once satisfied that they were empowered to do so, built public wharves at Corps Landing and Frodingham Bridge, which were completed in 1825 and 1826. A new warehouse was completed at Driffield in 1826, and traffic increased, helped by reductions in
6930-478: Was also exempt from all tolls. It has remained free, except for 1 mile (1.6 km) from the mouth, which is part of the Port of Hull and is under the control of Hull Corporation. The outlet of the river onto the Humber is thought to have changed in the early medieval period. The original outlet has been identified at a place called Limekiln creek . A second channel Sayers Creek was cut or widened, with both outlets existing simultaneously at one point. Limekiln creek
7020-503: Was completed by 1805; work on the navigation to Corps Landing was not completed until 1811, and did not include an authorised new cut. The cost of the work was £6,143. One curious feature of the new works was that it was managed as a completely separate entity, with separate tolls, bank accounts and minutes, until the old navigation and the new navigation were amalgamated, partially in 1817 and fully in 1882. The new navigation soon paid its way and had repaid its debts by 1820. The old navigation
7110-584: Was estimated at £17,000, and a local campaign to press for this began. In 1968 the Driffield Navigation Amenities Association (DNAA) was formed to pursue these aims. All of the original Commissioners had died, and as no new ones had been appointed, there was no legal ownership of the navigation. The Amenities Association therefore set up a charitable trust, which the Charity Commissioners recognised, and
7200-645: Was maintained by Beverley Corporation. After protracted negotiation, it was finally replaced in 1804, and a new lock was built to improve water levels at the same time. One curious feature of the new works were that they were managed quite separately for many years, with the original navigation called the Old Navigation, and the new works called the New Navigation. They were not fully amalgamated until 1888. The navigation gradually became more profitable, and although railways arrived at Driffield in 1846,
7290-402: Was obtained to authorise its replacement. The new bridge was operational by April 1804, half the cost having been met by Richard Bethell, owner of the Leven Canal , on condition that the tolls for passing beneath the bridge were significantly reduced. The act of Parliament also authorised the construction of a towpath from the bridge to Fisholme and Frodingham bridge, a towpath to Corps Landing,
7380-439: Was officially opened later the same year, though a fixed bridge over the tail of the lock limits headroom to 6 ft (1.8 m). There are plans to replace it with a swing bridge . In the same year, the engineering consultants W. S. Atkins recommended that the navigation should be restored to its original terminus in Driffield, and estimated that this would cost some £6.4 million. Against the cost, they estimated that benefits to
7470-463: Was permanently raised in 1994 as the structure was too weak to carry traffic, and the cost of full repair was estimated at £5 million. In 2018, Banksy visited this bridge and left a piece of graffiti to honour Hull's year as City of Culture. Scott Street Bridge was finally removed in 2020. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately 30 yards (27 m) north of
7560-490: Was relatively steady between 1871 and 1905, falling slightly from 35,654 to 32,666 tons. Goods carried included coal, linseed, cottonseed, wheat, flour and artificial manures. In 1922, £7 of income was received from pleasure craft using the navigation. Traffic declined during the 1930s, with commercial traffic finally ceasing in 1944. The Leven Canal carried 4,242 tons in 1888 and 4,546 in 1905, but then succumbed to road competition, and closed in 1935. The problems of flooding of
7650-434: Was set up in 1872, and by 1876 was operating a pumping station on Machell Street. This supplied water to a high pressure main which ran from Wellington Street to Sculcoates Bridge, and was used by local industries to power machinery, including the bridge when it was constructed. Although the power company closed in the 1940s, it made Hull the first city in the world to have a public system of power distribution. The design for
7740-417: Was subsequently reduced in flow to the level of a drain. The lower river was bordered by salt marshes in medieval times, when efforts were first made to drain them. Further upstream, channels were cut through the fens in the twelfth and thirteenth centuries by the monks of Meaux Abbey , primarily to enable travel by boat, but these gradually became part of the drainage system. John Smeaton , when asked by
7830-503: Was successfully constructed under the river in 2001. The 6.2-mile (10.0 km) long sewer runs from the city centre to a treatment works at Salt End . It was excavated using two tunnelling machines, which were manufactured in Canada and were named Maureen and Gloria . The tunnel was officially opened on 21 August 2001, when a Mini car was driven through it, recreating scenes from the film The Italian Job . Before 1897, there had been
7920-411: Was that there was no longer a legal body responsible for the assets, and so the Driffield Navigation Trust was formed, which took over the role of the original commissioners. Since that time, most of the navigation has been returned to a navigable condition, although there are still some obstacles to its full use, caused by bridges which have been lowered or built since the 1950s. The Driffield Navigation
8010-443: Was the creation of a flood relief channel (bywash) around the south side of the lock to carry the excess flow during periods of heavy rain. This work was completed in autumn 2008. The final stages of the restoration were completed during spring and early summer of 2009. The new gates were installed during April and May and considerable restoration work was carried out on the north wall of the lock chamber. The stop planks were removed and
8100-623: Was too narrow, with a carriageway which was 16 feet (4.9 m) wide. It was closed in May 1959, so that it could be demolished and Morris's new bridge opened in March 1961. Scott Street Bridge had gradually deteriorated, and a public consultation was held in 1986, to determine its future. By that time a 10-ton weight limit had been imposed on traffic using the bridge, because of its poor structural state. Three suggestions were made as to its future. These were to close and demolish it, to refurbish it at an estimated cost of £1.6 million, and to build
#201798