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85-530: The Leven Canal runs for 3.18 miles (5.1 km) from the River Hull to the village of Leven, East Riding of Yorkshire , England. It was built for Mrs Charlotta Bethell in 1805, and remained in use until 1935. It is now a Site of Special Scientific Interest. The Leven Canal runs from the River Hull between Arram and Aike , to the south end of the village of Leven . It borders the Leven Carrs in

170-686: A barrage at the mouth of the Hull where it joins the Humber Estuary to maintain a constant water level as it passes through 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

255-476: 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 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,

340-673: 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

425-472: 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

510-447: A boat ran aground between locks, they would sometimes ask a passing boat (going upstream) to tell the next lock keeper to give an extra heavy swell, by opening all the wickets on the upstream lock thus raising the water level temporarily, so that they could get unstuck. The Morris Canal had inclined planes as well as locks, and the former required keepers also, although one cannot exactly call them "lock keepers" since they did not tend

595-521: A branch to Monk bridge, to serve the town. The second was for a much simpler scheme, running eastwards from the River Hull near Aike Beck to Leven, to be privately funded by Mrs Bethell. Mrs Charlotta Bethell, a widow who owned large amounts of land in the East Riding of Yorkshire , commissioned William Jessop to make a survey for the canal in 1799. Jessop had previously been the engineer for

680-669: A clause inserted into the Act of Parliament which the Hull Dock Company obtained in 1840, to ensure free passage for vessels, and 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

765-401: A conventional lock when the level of the river was higher than that of the canal, and the third to act as a flood gate when the level was lower. A fourth set of gates was added later, to allow the lock to be uses at all states of the tide. Mrs Bethell's son Richard paid half of the cost of improvements to Hull Bridge , which vessels from Kingston upon Hull had to pass through, on condition that

850-583: 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,

935-501: A day during the boating season. On the Chesapeake and Ohio Canal , the lock keepers were required to remove the windlasses from all lock paddles at night, to prevent unauthorized use. But they had to get up and man the lock if a boat came through at night. Lock keepers had to enforce company rules against independent and wily boat captains. In some cases, they had to check waybills that the boats had. They also were responsible for

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1020-405: 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

1105-567: 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

1190-408: A large boat. On his attempted return to the other bank with his father they both fell in the rough waters, and died. The canal was very busy during its life, but traffic started to fall off in the 1930s, and it was officially closed in 1935. Eventually the lock fell into disuse, and Leven Canal became cut off from the river. Subsequently, the lock, which was a flood lock containing three sets of gates,

1275-468: A lock, but an inclined plane which did much of the same function as a lock, lifting or lowering boats from one level to another, albeit with a cradle which carried the boats. There were often conflicts between the boat captains and the lock keepers. In July 1874 on the Chesapeake and Ohio Canal, there was a notorious incident, where the boat's tow line caught and tore the lock railing and the captain of

1360-429: A long-standing problem along the waterway. Drainage schemes to alleviate it were constructed on both sides of 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

1445-435: 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

1530-425: A rent free house. They often had small stores to sell groceries to passing boats and, among their duties, made minor repairs along the canal and at locks. On the Chesapeake and Ohio Canal the lock keeper had a rent free house, an acre of land for a garden, and was paid a base of $ 150 a year. If he kept more than one lock, it was $ 50 for each extra lock, with a maximum of 3 locks. Lockkeepers were on call 24 hours

1615-580: 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 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

1700-617: 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 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

1785-403: 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 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,

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1870-463: A tragic accident. This was reported in a Beverley Guardian report of 9 November 1872. After David, his son, and his son's wife visited Beverley, David walked back, but the other two caught a train later that day. The night was very stormy and dark, and a small boat used by them as a ferry was moored on the Arram bank. The son's wife did not want to cross in the small boat, but David's son crossed to pick up

1955-439: A £10 million upgrade of the structure was started, to ensure it would stay operational for a further 30 years. The upgrade included 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

2040-477: Is larger than for other similar environments. It was the rich flora and fauna that resulted in the High Court upholding a ban on the canal owners from developing the canal for fishing and boating in 2004, although limited improvements have taken place subsequently, as reeds were choking the waterway. The aqueduct at Sandholme Farm, which carries the canal over a drainage ditch which was already in existence when

2125-430: 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, 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,

2210-621: The Hull and Leven Canal Act 1801 ( 41 Geo. 3. (U.K.) c. xxxii), on 21 May 1801. The canal was opened in 1805, but its cost had exceeded Jessop's estimate, and tolls had to be increased. This was authorised by a second act of Parliament, the Hull and Leven Canal Act 1805 ( 45 Geo. 3 . c. xliii), obtained on 5 June 1805. A lock was constructed at the junction with the River Hull, capable of holding keels which were 64 by 14.8 feet (19.5 by 4.5 m). The lock had three sets of gates, two which acted as

2295-561: 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 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)

2380-627: The Holderness Drainage scheme, whose trustees would need to approve the canal for it to be built. He came back with an estimate of £ 4,041 to make a canal from the River Hull to the village, but the Drainage Trustees asked Mrs Bethell to obtain a second opinion. She employed James Creasey, whose report agreed with Jessop's, that the canal would not harm the drainage of the area, and with the trustees satisfied, Mrs Bethell obtained an act of Parliament to authorise construction,

2465-511: The Humber Estuary at an outfall downstream of the mouth of the River Hull. The Drainage Commissioners asked the canal engineer William Jessop to look at proposals for a navigation from the outfall to Monk Bridge, a little to the south of Leven. Jessop reported that the extra cost of making the drain navigable for boats drawing 4.5 feet (1.4 m), which included two locks and several passing places, would be £5,136, but no further action

2550-464: The 1851 census William Simpson is recorded as being the lock keeper of Lock House, Leven, aged 75. Also living at the lock house are his wife, Margaret age 71, son David age 41, and David's wife, the aforementioned Matilda age 35. With children, and other close family members, 12 people resided at the lock house. It is assumed that David took over as lock-keeper when his father William died on 20 March 1853. However, David and his son, John were drowned in

2635-462: 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

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2720-647: 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

2805-603: The Archbishops of York charged tolls for its use, it became a free navigation. The upper reaches became part of 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

2890-453: The Canal company well into the 1870s. Locks on commercial canals are usually power operated. The lock keeper, who no longer lives on site, controls the whole process from a control room overlooking the lock. In the modern age the control of traffic and locks on canals is being centralised. A single control centre can remotely operate several locks and moveable bridges in a wide area, overseeing

2975-495: The Chesapeake and Ohio Canal. where the Salty Dog Tavern was known for its availability of liquor and easiness of women. To help a boat get out of a lock (going downstream) the lockkeeper would sometimes provide a swell , that is, opening the paddle valves (wickets) on the upstream gates so that the rush of water would flush the boat out. Some wily lock keepers would demand money from the boatmen for this "service". If

3060-497: The Driffield Navigation reduced its tolls by 60 per cent, producing a considerable saving on the cost of goods reaching Leven. The 3.25-mile (5.2 km) long canal was constructed to allow Humber Keels to reach the granaries and warehouses at Canal Head in the village. One of the original two warehouses built at the canal basin in 1825 still remains, though it has been converted into a private residence. Coal, lime and building materials were imported, while local agricultural produce

3145-515: The Driffield Navigation 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

3230-463: 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, 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

3315-518: 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

3400-422: 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

3485-483: The Leven Canal and Hull once 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

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3570-456: 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 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

3655-621: 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

3740-491: The aqueduct over the "Old Sal" or Holderness Drain. The canal bed has been replaced by a pipe over the drain, which is part of the flood defence system of this low-lying area, and about 55 yards (50 m) of canal adjacent to this, under a pipe bridge, has been filled in. The rest of the canal is still in water and has been a Site of Special Scientific Interest since 1962, as it supports around 42 types of plants and animals, including yellow and white water lilies, and this number

3825-414: The boat insisted on scrubbing the boat's sides with a broom while still in the lock. The lock keeper demanded that the captain remove the boat from the lock, which he refused. The lock keeper's son opened one of the gates pinning the captain's son against the boat. There was soon a fist fight, and the captain's wife knocked one of the keeper's sons off the boat. Things escalated to rock throwing, clubbing, and

3910-536: The canal was built, is largely constructed from red bricks, and has three segmental arches. It is grade II listed . Download coordinates as: 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

3995-403: 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 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

4080-479: The company. Many district superintendents of the Chesapeake and Ohio Canal began as lock keepers, but because of their good reputation, were promoted. These included Elgin and John Y. Young in the 1830s and 1840s, John Lambie in the 1840s. A. K. Stake began at locks 41–41 from 1847 to 1848, Lewis G. Stanhop at locks 41–42 also in 1848, and Overton G. Lowe at Lock 56 when the canal opened to Cumberland — these three individuals were later promoted and continued working for

4165-459: 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

4250-532: 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 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

4335-510: The export of their carpets in the downstream direction. The factory later became a corn mill. Toll rentals continued to increase on 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

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4420-413: 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 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

4505-522: 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 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

4590-449: 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

4675-423: The level (canal pound) by their lock, to fix leaks and other minor repairs. Some lock keepers simply left the job and disappeared. In June 1848, when Asa Aud had taken French leave , William Elgin the district superintendent, appointed John Boozell as tender of Lock 25 on the Chesapeake and Ohio Canal. Often lock keepers sold alcohol on the side, one notable example being A. S. Adams of Lock 33 (Harpers Ferry) on

4760-460: The lock in advance, having boats wait for another coming from behind to handle them simultaneously, or decide whether to turn a lock empty for a boat going in one direction or to wait for one going in the other direction. On the River Thames , the traditional locks have been retained, though the majority are now motorised, using a hydraulic system to operate the gates; however, when unpowered,

4845-414: The lock keeper's sons returned with a shotgun and revolver, which misfired. When the boat did resume its journey, the lock keeper followed on horseback, all the way to Cumberland (the end of the canal) with a club threatening to settle things. There were plenty of incidents with negligent lock keepers. On September 11, 1895 at Lock 22, the boat Excelsior arrived, and tried to lock through. The lock keeper

4930-404: The lower river. However, it connected to a number of waterways on which tolls were collected, and so an indication of 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

5015-409: The north, and Eske and Routh Carrs in the south. As it enters Leven it passes Little Leven . Just upstream on the River Hull is the start of the Driffield Navigation . The idea of a canal to Leven was first proposed in 1786. The low-lying area to the west of Leven had been drained in the 1760s by the construction of the Holderness Drain , which ran broadly parallel to the River Hull and entered

5100-516: The process using CCTV . For example, the Tilburg control centre in the Netherlands will remotely control 18 locks and 28 moveable bridges from 2015 on. This allows for a reduction in manpower while still providing round-the-clock service to water traffic. As the controller now has overview over the traffic moving through one lock after another, he can anticipate the arrival of boats by turning

5185-541: The quantity and varieties of invertebrates , angiosperms and fish. Chemical status, which compares the concentrations of various chemicals against known safe concentrations, is rated good or fail. The water quality of the River Hull system was as follows in 2016. The reasons for the quality being less than good include sewage discharge and physical modification of the channel. Download coordinates as: Lock keeper The Lehigh Coal & Navigation Company in 1900 paid their lock keepers US$ 18 per month, with

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5270-494: 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 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

5355-422: The river system and causing flooding upriver. Most of the bridges which cross 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)

5440-400: 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

5525-427: 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 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

5610-552: 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 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

5695-399: 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

5780-501: 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

5865-422: The tolls for passing through it were reduced significantly. Passage through Hull had long been difficult, because of the number of ships which used 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

5950-480: The tolls were let to an independent collector. The annual rent charged for this privilege doubled again between 1748 and 1792. There 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

6035-434: 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

6120-548: 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 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

6205-439: 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

6290-483: 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

6375-437: 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 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

6460-483: 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 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

6545-519: Was originally powered from a high pressure water main maintained by 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

6630-463: 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

6715-452: Was sent down the river to Hull. Not only was the canal fairly unusual in being owned by a woman, but it also had a female lock keeper . Matilda Simpson was the daughter of Thomas Jacques and Jane Taylor born on 7 August 1814, either at Cottingham (1851 and 1881 census), or at Dunswell (1901 census), depending on which census you believe. She married David Simpson on 23 June 1834 in Leven. On

6800-434: 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

6885-498: Was so drunk, he opened the lower gate paddles too early. The boat hit the mitre sill, broke in half, and sank with its 113 tons of coal. Richard A. Moore, the owner of the boat, collected over $ 1,300 in damages, and the lock keeper was fired. In England, there has been recent controversy over the Environment Agency 's attempt to remove resident lock keepers on the River Thames . This has been met with widespread disapproval. Many people who began as lock keepers were later promoted in

6970-503: 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

7055-547: Was taken. A second scheme was proposed by some promoters in September 1791, which would follow a similar alignment, and they got as far as presenting a petition to parliament in March of the following year, but nothing came of it. Interest died down until 1801, when there were two rival proposals for canals to Leven. The first envisioned a canal from below Hull Bridge, running in a north-easterly direction to Skirlaugh bridge, with

7140-571: 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

7225-489: Was turned into a sluice, to allow water to pass into the River Hull. The canal was sold by auction in 1963 and was bought by Frank Hopkinson of Conisbrough for the sum of £1,950. Mr Hopkinson was a motor dealer, who joined the Inland Waterways Association; he died in 1969. It is currently managed by Trailer & Marina (Leven) Ltd. The waterway was cut in half when it was decided not to maintain

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