Кіріспе
Йоркширдің шығыс аймағындағы өзен, Англия
River in the East Riding of Yorkshire, England
Халл өзені – Солтүстік Англиядағы Йоркширдің шығыс аймағындағы кеме жүзе алатын өзен. Ол Дриффилд қаласының батысындағы бірнеше көздерден басталып, Кингстон-апон-Халл қаласында Хамбер сағасына құяды. Йорк архиепископтары оны пайдалану үшін төлем алуын тоқтатқаннан кейін, өзен еркін кеме жүзуге ашылды. 1770 жылдан бастап жоғарғы ағысы Дриффилд су жолының бөлігіне кірді, содан кейін оған қайтадан төлем енгізілді, ал Халл қаласының ішіндегі бөлігі Халл портының басқаруына көшті, нәтижесі де сол болды. Өзеннің көп бөлігі теңіз деңгейінде немесе одан сәл жоғары орналасқан алапты жерлер арқылы өтеді, сондықтан су тасқыны осы су жолы бойындағы үнемі туындайтын мәселе болып табылады. Оны жеңілдету үшін өзеннің екі жағына дренаждық жүйелер салынды. Холдернесс дренажы шығыс жағында 1772 жылы, екінші кезеңі 1805 жылы, ал Беверли және Бармстон дренажы батыс жағында 1810 жылы аяқталды. 1980 жылдан бері өзеннің сағасы сағасында орналасқан су тасқынына қарсы бөгетпен қорғалған, оны су тасқыны өзен жүйесіне еніп, жоғарыдағы аймақтарда су тасқынын тудырмауы үшін жабуға болады. Өзен арқылы өтетін көптеген көпірлер кемелердің өтуіне мүмкіндік беру үшін жылжымалы. Алты айналмалы көпір, төрт басқыш көпір бар, олардың екеуінде әрбір қақпаққа бірден екі жапырақтан тұрады, және үш Шерцер типтес көпірлер, бұл жылжымалы басқыш көпірдің бір түрі. Бұрынғы Скотт-стрит көпірі (1994 жылы пайдаланудан шығарылып, 2020 жылы демонтаждалды) бастапқыда әлемдегі алғашқы мемлекеттік электр энергиясын тарату компаниясы қамтамасыз еткен жоғары қысымды су магистралінен қуат алған.
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 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 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 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 the first public power distribution company in the world.
Этимология
Халл атауы, әдетте, бриттік текті болуы мүмкін. Атау *hūl элементінен туындаған болуы мүмкін, ол *hū-ға байланысты, яғни «қайнату, сіңіру, көпіргену» мағынасын білдіреді (< Ежелгі кельт *seu; салыстырыңыз, Еуропадағы Силл өзені). Корпс Лэндингтен сағасына дейінгі өзен кеме жүруге қолайлы. Эммотлендте ол Фродингем Бекке қосылады, ол да кеме жүруге жарамды, және Дриффилдке арнаға алып келеді, ол Дриффилд су жолының басты бөлігін құрайды. Скурф Дайк батыстан қосылады, одан кейін Стрэнчон Хилл шлюзі орналасқан, ол су жолының аяқталуын және Халл өзенінің ресми басталуын көрсетеді. Бұл жерде өзен тасыды. Қыста тасының биіктігі 7 футқа (2 метрге) дейін, ал жазда 4 футқа (1 метрге) дейін жетеді. Шлюзден жоғарыда, Beverley және Barmston Drain, негізгі арнаның екі жағынан су жинағыш арналардан су жинап, су жолының астынан туннельмен өтеді және өзеннің батысына қарай, сағасына дейін ағып жатады. Шлюзден төмендегі жер теңіз деңгейіне жақын, ал өзен екі жағынан да су тасқынынан сақтайтын жағалаулармен шектелген. Оңтүстікке қарай ағып бара жатқан өзен, бұрын Локингтон Лэндингке дейін кеме жүруге болатын Айк Бекке қосылған, бірақ кейіннен Аррам Бекке қосылу үшін бағыты өзгертілген. Левен каналы шығыс жағалауында қосылған, бірақ кіреберіс шлюзі шлюзбен алмастырылған. Аррам Бек батыстан ағып келеді, содан кейін өзенді Халл көпірі кесіп өтеді, ол Дриффилд су жолының иелері мен Беверли қалалық әкімшілігі арасындағы келіспеушіліктерге себеп болды. Беверли Бекке жақын, батыстан қосылатын Гроувиль көпірі орналасқан, қазір көтергіш көпір, бірақ бұрын паромдық көпір болған. Өзен Халл қаласының шетіне жеткеннен кейін, оның бағытын бірнеше көпірлер көрсетеді, олардың көпшілігі кемелердің өтуіне мүмкіндік беру үшін ашылады. Мұнда айналмалы көпірлер, көтергіш көпірлер және иілімді көпірлер бар, ал өзен Халл портының бөлігіне айналады. Батыс және Шығыс Халл арасындағы шекара болып табылатын өзен қаланың өнеркәсіптік аймағын екіге бөледі. Көпірлердің болуы жоғары тасыған кезде көлік кептелісіне әкелуі мүмкін, бірақ өзен көлігі бұрынғыдан азайды. Beverley және Barmston Drain Скотт көшесіндегі көпірден жоғарыда өзенге қайта қосылады. Өзен Кингстон-апон-Халл орталығындағы Хамбер сағасына құяды.
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 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, the river is tidal. The tidal range of tides can be up to 7 feet (2 m) in winter and 4 feet (1 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 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 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 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. The river reaches its confluence with the Humber Estuary in the centre of Kingston upon Hull.
Тарих
Халл өзені қатынас және дренаж арнасы ретінде қызмет етті, және осының салдарынан туындайтын қақтығыстарға тап болды, себебі қатынас үшін су деңгейін көтеру қажет, ал тиімді дренаж үшін – төмендету. 1213 жылы Йорк архиепископтары өзенге құқығын жариялады және 7 метрлік (24 фут) арнада қатынас құқығын бекітті. Көптеген балық ұстау тоғандары қатынасты қиындатты, сондықтан архиепископ 1296 жылы оларды жою туралы келіссөздер жүргізді, осылайша Гроухиллде Беверли қаласына қызмет ететін кемежай салынды. 1321 жылға қарай, өзен құқықтары жол ақысын алуға дейін кеңейтілді. Эммотланд пен Хамбер арасындағы өзен арқылы тасымалданатын әр бір бушель үшін шиллингтің үштен бірі (4d, шамамен 1.7 пенни) алынды, бірақ Халл саудагерлері осыған наразы болды; соңында өзенде еркін қатынас орнатылды, және тауарлар ақысыз тасымалданатын болды. Аррам Бек те барлық жол ақысынан босатылды. Ол Халл портының бөлігі болып табылатын және Халл корпорациясының бақылауындағы ауыздан 2 км (1 миль) басқа, толығымен еркін болды. Өзеннің Хамберге құятын жері ерте орта ғасырларда өзгерген деп саналады. Алғашқы құйылыс Лимекильн бұлағында анықталды. Екінші арна – Сайерс-Крик, қазылып немесе кеңейтілді, және бір уақытта екі құйылыс та бірге болды. Кейіннен Лаймекильн бұлағының ағыны дренаж деңгейіне дейін төмендетілді. Өзеннің төменгі бөлігі орта ғасырларда тұзды батпақтармен шектелген, сол кезде оларды құрғатуға алғашқы әрекеттер жасалды. Жоғарырақ ағыс бойында, 12-ші және 13-ші ғасырларда Мео аббаттығының монахтары қайықпен саяхаттауды жеңілдету үшін батпақтар арқылы каналдар қазды, бірақ олар біртіндеп дренаж жүйесінің бөлігіне айналды. Өздерінің құзыретінен тыс болғанына қарамастан, Навигация комиссарлары өздерінің өкілеттіктерін кеңейтуге тырысты, Айке Бекпен қосылған жерден төменгі өзенді жақсартуға ұмтылды. Олар әсіресе Беверли маңындағы тас Халл көпірін айналмалы көпірмен алмастыруды қалады, бұл кельдердің Фродингем көпіріне жетуін жеңілдетер еді. Беверли корпорациясы қарсылық көрсетті, себебі көпір Беверли мен Холдернес арасындағы маңызды байланыс жолы болды, ал комиссарлар өзеннің кейбір бөліктерін тереңдетіп, қолжетімділікті жақсартты. Халл арқылы өту ұзақ уақыт бойы қиын болды, себебі өзенді жүк тиеу және түсіру үшін пайдаланған көптеген кемелер болды. 1794 жылы Беверли саудагерлері Халлда жеке кіреберісі бар доктар салуды ұсынды, осылайша жоғарғы өзенге қатынас бұзылмастан қалды. Дриффилд Навигациясы 1840 жылы Халл Док Компаниясы алған Парламент Актісіне кемелерге еркін қатынас құқығын қамтамасыз ету және доктарды пайдаланбаған қайықтар үшін жол ақысын алып тастау туралы бап енгізуге сәтсіз тырысты. Навигация компаниясы Беверли және Бармстон дренаж комиссарларынан да шағымдар алды, олар су деңгейі дренаж үшін қажетті деңгейден жоғары ұсталып отыр деп санайды. Бөгет бастапқыда жылына он екі рет төмендетіліп, шамамен 17 000 үйді қорғайды. 2009 жылы құрылысты жаңартуға 10 миллион фунт стерлинг жұмсалды, осылайша оның тағы 30 жыл жұмыс істеуі қамтамасыз етілді. Жаңартуға жаңа жетектеу механизмі кірді, ол бөгетті көтереді және түсіреді, сондай-ақ құрылыстың жоғарғы жағында оны тік емес, көлденең орналастырады. Сондай-ақ, жаңа басқару жүйесі де орнатылды. 2017 жылдың шілдесінде бөгетке II дәрежелі мәдени ескерткіш статусы берілді.
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, the Archbishops of York laid claim to the river, and declared their right to navigate on a 24 feet (7 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) 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 (2 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 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. 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 the bridge was the main route of communication between Beverley and Holderness, and the commissioners instead dredged parts of the river to improve access. 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 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. 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 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.
Жол қозғалысы
Өзен еркін болғандықтан, төменгі ағыстағы трафик туралы деректер жоқ. Дегенмен, ол бірнеше су жолдарымен байланысты болды, онда төлемдер жиналды, сондықтан осы су жолдарының деректерінен трафик көлемін шамамен білуге болады. 1730 жылы Беверли Бектегі басты жүктер көмір, кірпіш, шөп және жүн болды, сондай-ақ бидай, арпа, сұлы және малтізден тұратын астық дақылдары да тасымалданды. 1732 мен 1748 жылдар аралығында төлемдерден түскен кіріс екі еседен асты, содан кейін төлемдерді тәуелсіз жинаушыға жалға берді. Бұл құқық үшін төленетін жылдық жалдау ақысы 1748 мен 1792 жылдар аралығында тағы да екі есеге өсті. Дриффилд навигациясында сауда осы кезеңде тұрақты түрде кеңейді, акционерлерге төленген дивидендтер 1,5%-дан 4%-ға дейін өсті. 1789 жылы Бейнтон, Бойс және Компани компаниясы Эйр және Калдер навигациясынан көмірді жаңа кілем фабрикасына жеткізу және кілемдерін төмен ағысқа экспорттау үшін біржолғы төлем туралы келісім жасады. Кейіннен фабрика астық ұнтақтайтын диірменге айналды. Беверли Бектегі төлемдерді жалға алу 1793 және 1835 жылдар аралығында £190-тан £435-ке дейін өсті. 1838 жылы 31 185 тонна жүк тасымалданды. 1817 жылы Дриффилд пен Халл арасында бу кемесі жүріп тұрды. Аптасына үш рет қарымта сапарлар жасалды, бірақ сапар уақыты тым ұзақ болды, сондықтан 1825 жылғы жарнамада қозғалтқыш өзгертілгені және жылдам бу кемесі іске қосылатыны хабарланды. 1823 жылы жарық көрген Йоркшир анықтамалығында Дриффилд пен Халл арасында күн сайын сауда жасайтын үш кеме тіркелген. 1832 жылғы трафикке 7 394 кальдер көмір, 18 173 кварта бидай, 7 745 кварта сұлы, 19 396 кварта арпа және 4 555 қап ұн кірді. Фродингхэм Бек арқылы Фостон диірменіне немесе одан 1 564 кварта бидай және 8 194 қап ұн жеткізілді. Сондай-ақ, Левен каналы мен Халл арасында аптасына бір рет тұрақты тасымалдаушы жұмыс істеді. 1848 мен 1905 жылдар аралығында Беверли Бектегі жүк көлемі 33 498 тоннадан 101 540 тоннаға дейін үш еседен асты. 1905 жылы көмір және басқа минералдар трафиктің шамамен төрттен бірін құрады, ал 1906 жылы тасымалға тыңайтқыштар, күйдірілген кен, ұн және металл қалдықтары кірді. Коммерциялық трафик 1970 жылдарға дейін жалғасты, онда 28 169 тонна жүк үшін £2 365 төлем жиналды. Дриффилд навигациясындағы трафик 1871 мен 1905 жылдар аралығында салыстырмалы түрде тұрақты болды, 35 654 тоннадан 32 666 тоннаға азайды. Тасымалданатын тауарларға көмір, зығыр тұқымы, мақта тұқымы, бидай, ұн және жасанды тыңайтқыштар кірді. 1922 жылы навигацияны пайдаланған демалыс кемелерінен £7 кіріс түсті. 1930 жылдары трафик азайды, коммерциялық трафик 1944 жылы тоқтады. Левен каналы 1888 жылы 4 242 тонна, ал 1905 жылы 4 546 тонна жүк тасымалдады, бірақ кейін жол бәсекелестігіне ұшырап, 1935 жылы жабылды.
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 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 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 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 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 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 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.
Су бұру
Өзенге іргелес жатқан жерлерді су басу мәселесі өзеннің екі жағына су жинағыш арналар салу арқылы шешілді. Өзеннің шығыс жағы Холдернесс дренаждық схемасымен қорғалды. Джон Гранди Халл қаласының солтүстік-шығысында орналасқан төмендіктерді қорғайтын схеманың жобаларын жасады. Джон Смитон да қатысты, бірақ соңғы есеп негізінен Грандидің жұмысы болды, ал жұмысты мақұлдау үшін Парламент актісі 1764 жылдың 5 сәуірінде қабылданды. Схема бойынша сенімділер 1764 жылдың мамыр айында Гранди мен Смитонға жобада жұмыс істеуді сұрап хат жазды. Грандидің әйелі бұдан екі апта бұрын қайтыс болған еді, екеуі де хат алмасып тұрды, бірақ Грандидің шығыс шлюзінің жоспарларына құнды түсініктемелер бергеннен басқа, Смитон бұдан әрі қатыспады. Жобаны Гранди басқарды, ол өзеннің шығыс жағында 17 миль (27 км) ұзындығындағы қорғау бөгетін салуды қамтыды. Джон Хоггард схеманың бақылаушысы болды, ал Джозеф Пейдж дренаждар мен шығыс шлюзінің құрылысын қадағалау үшін инженер-тұрғын болып тағайындалды. Гранди 1767 жылдың қазанына дейін үнемі сапарлар жасады, ол кезде шлюз және негізгі дренаж арналары аяқталды. Содан кейін Гранди мен Пейдж басқа жерге кетіп, Хоггард дренаждар мен бөгеттердегі қосымша жұмыстарды бақылады, бұл жұмыс тағы бірнеше жылға созылды. 1772 жылы аяқталған кезде жобаға 24 000 фунт стерлинг жұмсалды. Холдернесс схемасына қарамастан, Левен мен Вейль маңында проблемалар сақталды, ал Уильям Джессоп 1786 жылдың шілдесінде есеп дайындау үшін бұл аймақты тексеруге бір ай жұмсады. Оның жоспарында солтүстіктегі биік жерлерден ағып түсетін және төмендіктер арқылы өтетін суды, сол төмендіктердің жергілікті дренажынан бөлу көзделді. Джордж Пламмер Джессоптың тапсырмасымен көптеген ізденіс жұмыстарын жүргізді, бірақ Джессоп 1787 жылы Халл өзенін зерттеді, шығысты қалай жақсартуға болатынын анықтау үшін. Джессоп 1789 мен 1792 жылдар аралығында жеті рет жұмыс орнына барды, ал күнделікті бақылауды Пламмер резидент инженер ретінде жүргізді. Пламмердің орнын 1792 жылдан 1795 жылға дейін инженер болған Энтони Бауэр басты, ал жоба 1805 жылы 16 000 фунт стерлингке аяқталды. 1796 жылы Роберт Чапман батыстағы су басудың ықтимал шешімдері туралы есеп беруі сұралды. Оның есебі 1798 жылдың маусымында Парламент қабылдаған Беверли және Бармстон дренажы туралы заңның негізі болды. Чапман жобаның инженері болып тағайындалды, оның құны 115 000 фунт стерлинг болатын, және өзеннің батысында су тасқынынан қорғау және дренаж қамтамасыз етілді. Жобаға 23 миль (37 км) су ағызу каналдарын салу және өзеннің 20 миліне (32 км) бөгеттер салу кірді. Халл қаласында шығыс шлюзі салынды, ал дренаж Беверли Бек қоса алғанда, он бір су жолының астынан тоннельдер арқылы өтті. Дренаж үстінен жолдарды өткізу үшін 27 көпір салынды, ал жоба 1810 жылы аяқталды.
The problems of flooding of 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 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 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 mile (27 km) of barrier bank along 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 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 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 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 of land to the west of the river. The project included the construction of 23 mile (37 km) of drainage cuts, and building embankments along 20 mile (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.
Өзен өткелдері
Халл өзенін кесіп өтетін Халл аймағында бірнеше көпір бар. Олардың егжей-тегжейі төмендегі кестеде көрсетілген, солтүстіктен бастап оңтүстікке қарай өзен сағасына дейін.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Жаңа Халл көпірі, Беверли 1974 жыл А1035 Тиктон айналма жолын алып жүретін бекітілген, жалпақ палубалы бетон көпір.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Халл көпірі, Беверли 1976 жыл Тиктон айналма жолы ашылғаннан кейін 1913 жылы салынған болаттан жасалған жылжымалы көпірдің орнына орнатылған табан көпірі.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Гровхилл көпірі, Беверли 1953 жыл Ennerdale Link айналма жолын аяқтады, оның құрылысы 1992 жылы басталды, өзен арқылы өту бастапқыда туннель болуды көздеді. 1994 жылы жер жағдайына байланысты қиындықтар туындағандықтан, туннельдің жұмысы тоқтатылды. Оның орнына Рендел Палмер мен Тритонның Stoneferry-де орнатылған көпірлерге негізделген көпірлері пайдаланылды. Жұмыс Халл айналасындағы жолдардың кеңірек схемасының бөлігі болды, бұл Беверли Оңтүстік-Батыс айналма жолынан (A1079) кемежайларға (Хедон жолы арқылы) жақсырақ кіруді қамтамасыз етеді. Жаңа көпір екі баспалдақ көпір болды, олардың әрқайсысы 250 тонна көпір палубалары мен жалпы салмағы 800 тонна, соның ішінде 600 тонна теңгерім.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Саттон жолының көпірі 1939 жыл Шерцер типті жылжымалы көпір. Кливленд Бридж және Инженерлік Компаниясы салған, сәнді арт-деко / нео-грузин стиліне сай жұмыс үйлері бар.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Stoneferry көпірі 1988–91 жыл Жеке баспалдақ көпірлер, әр бағыт үшін бірден, 105 фут (32 м) жапырақтары бар. Жобалаушы - Рендел Палмер және Тритон, құрылысшы - Цементация. 1905 жылы салынған айналмалы көпірдің орнына және бұрынғы паром, бастапқыда осы жерде форд болған деп ойланады.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Хулл көпірі 1885 жыл Болаттан жасалған бұрандалы күпір. 1994 жылы ІІ дәрежелі тізімге енгізілген. 1885 жылы Халл және Барнсли темір жолы салған, әлі күнге дейін жүк пойыздарымен пайдаланылады.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Уилмингтон Свинг Бридж 1907 жыл Солтүстік Шығыс темір жолы салған ІІ дәрежелі теміржолдың Свинг Бриджі. Ол 1907 жылы 7 мамырда ашылып, 1853 жылғы көпірдің орнын ауыстырды. Темір жол 1968 жылы тоқтатылды, ал қазір ол жаяу жүргіншілер мен велосипед жолы ретінде қолданылады.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Скулькойтс көпірі 1874 жыл Скулькойтс көпірі, құйылған темірден жасалған шайқалатын көпір, 1875 жылы ашылды. Көпір шығыс жағалауда 8 метрлік тұрақты арақашықтықтан және 34 метрлік арқалықтан жасалған, 56 метрлік (17 метр) өзен арақашықтығынан тұратын тепе-теңдікті айналмалы арақашықтықтан тұрады. Жобалаушы: Дж. Фокс аудандық инженер, көпірді Дарластонның көпір және шатырлар компаниясы салды. Жалпы құны 18 000 фунт стерлинг болды. 1994 жылы ІІ дәрежелі тізімге енгізілген. Екі бұрышты көпір. Көпір, көпіршік шеберлерінің үйі, қоршаулар мен шамдар 1994 жылы ІІ дәрежелі болып саналды. Ол 1994 жылы тұрақты түрде көтерілді, өйткені құрылымы көлік тасымалдауға тым әлсіз болды, ал толық жөндеу құны 5 миллион фунт стерлинг деп бағаланды. 2018 жылы Банкси бұл көпірге барып, Халлдың Мәдениет қаласы ретінде өткен жылды құрметіне граффити қалдырды. Скотт көшесіндегі көпір 2020 жылы жойылған.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Солтүстік көпір 1928–32 жыл Бұл жерде 1541 жылдан бері көпір (қала қабырғаларының Солтүстік қақпасына жақын) болған, оған дейін паром болған. Бұл көпір бірнеше рет өзгертіліп, қайтадан салынып, кеңейтілді. 1925 жылы жаңа көпірдің жоспарлары ұсынылды; оның біреуі 275 000 фунт стерлингке бағаланды, 1870 жылғы көпірден шамамен солтүстікке қарай түзетілген жолмен. Көпір 1927 жылы 86 100 фунт стерлингке Widnes Foundry (1295) Ltd компаниясына тапсырылды, ол Scherzer дөңгелек көпір көпірі (немесе "Жүретін көпір көпірі") ретінде салынған. Көпір 1994 жылы ІІ дәрежелі болып саналды.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Драйпул көпірі 1961 жыл Шерцердің жылжымалы көпірінің түрі Баскуль көпірі. Бұрынғы айналмалы көпірдің орнына, сондай-ақ Драйпул көпірі немесе Солтхаус Лейн көпірі деп аталады, 1885 жылы санкцияланды, 1887 жылы құрылыс басталды және 1889 жылы ашылды, құны 18 550 фунт стерлинг болды, негізгі темірді Ж. Батлер және Ко, Лидстегі Стэннингли; өзен қабырғалары мен тәсілдері Халлдың Т. Б. Мэзер. Көпір гидравликалық қуатымен "Халл гидравликалық электр компаниясы" берген электрмен қамтамасыз етілді.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Scale Lane Footbridge 2011–13 жыл Scale Lane (батыс) және Tower Street (шығыс) арасындағы жаяу жүргіншілер айналмалы көпірі. Ренато Бенедеттидің сыйлық иеленген дизайны. 2010 жылдың соңында ашылуы жоспарланған, 2000 жылдардың соңындағы дағдарыстың салдарынан қаржыландыру агенттіктерінің таратылуына байланысты кешіктірілді, негізгі аралық орнату 2012 жылдың 25 ақпанында басталды. Көпір 2013 жылдың маусым айында ресми түрде ашылды.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Myton Sвинг Бридж 1981 жыл Асимметриялық кабельдік тіреулі қоробкалы болаттан жасалған айналмалы көпір, A63 Garrison Road жолында, Оңтүстік көпір жойылды 1865–1944 жыл Ақы төленетін көпір. Сондай-ақ "Ха'пенни көпірі" деп белгілі, ол жаңа салынған Виктория докқа жақсырақ қол жеткізу үшін салынған. 1934 жылы жабылды. Blackfriargate және Humber Street арасында орналасқан айналмалы көпір (қазіргі Myton көпірі мен Tidal Barrier арасында). Инженер - Джон Хоукшоу, мердігер - Генри Грисселл (Regent's Canal Ironworks Co.).
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Millennium Bridge 2001 жыл The Deep-ке қол жеткізуді қамтамасыз ететін жаяу жүргіншілер айналмалы көпірі, 102 фут (31 м) аралықпен.
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Қазіргі Драйпул көпірін W. Morris, Халл қалалық инженеры жобалаған, ол Халлда салынған. Бұрынғы құйылған темірден жасалған айналмалы көпір, 1888 жылы ашылған, 16 фут (5 м) ені бар тас жолымен тым тар болды. Ол 1959 жылдың мамыр айында жабылды, осылайша оны бұзып, Моррис жасаған жаңа көпірді 1961 жылдың наурыз айында ашуға болады. Скотт көшесіндегі көпір бірте-бірте нашарлап, оның болашағын анықтау үшін 1986 жылы халыққа кеңес берілді. Сол кезде көпірді пайдаланатын көліктерге 10 тонна салмақ шегі қойылды, өйткені оның құрылымдық жағдайы нашар болды. Оның болашағына қатысты үш ұсыныс жасалды. Бұл оны жабылып, бұзу, шамамен 1,6 миллион фунт стерлингке жөндеу және бұрылысты жою үшін басқа бағытта жаңа көпір салу, құны 2 миллион фунт стерлинг. Бұл әрекеттердің ешқайсысы жасалмады, өйткені көпірдің жапырақтары 1994 жылы көтерілді және содан бері көтеріліп тұр. 2007 жылы көпірді жұмыс істеткен гидравликалық соққылардың екеуін сақтау туралы мәселе қарастырылды, құрылымды бұзу жоспарлау кезінде. Халл гидравликалық электр компаниясы 1872 жылы құрылған, ал 1876 жылға қарай Машелл көшесіндегі сорғы станциясын пайдалануға берді. Бұл Веллингтон көшесінен Скулькойтс көпіріне дейін суды жоғары қысымды желіге жеткізді және көпір құрылысы кезінде, соның ішінде машиналарды қуаттау үшін жергілікті өнеркәсіптерде қолданылды. Электр компаниясы 1940 жылдары жабылып, Халл қаласын әлемдегі қоғамдық қуат тарату жүйесіне ие болған алғашқы қала етті. Ennerdale Link жолының жобасында өзеннің астынан туннель салу көзделген. Алғашқы зерттеулер өзен төселінің аллювийінің астында шағыл тасты саз қабаты бар екенін, ал саздың астында әктас сулы қабаты бар екенін көрсетті. Құрылыс жұмысы 1991 жылдың шілдесінде басталды. Шығыс жағалауда бөгет салынды, екі тесікті туннельге кіретін қазбалар қазылып біткен кезде өзен төселінде 6,6 фут (2 м) тесік пайда болды және бүкіл учаске суға батты. 3 айлық зерттеу нәтижесінде туннельді аяқтау және сулы қабаттың тұтастығын сақтау қиын екені анықталды. Жобаға шамамен 10 миллион фунт стерлинг жұмсалғанға қарамастан, ол тасталды және өзен екі көпірмен кесілді, ол 1997 жылдың сәуір айында ашылды. Жобаның құны бастапқы бюджеттен әлдеқайда артық, 30 миллион фунт стерлингке жетті, ал бастапқы бюджет 13 миллион фунт стерлинг болған. 1897 жылға дейін Гровхиллде паром болған, шығыс жағалауда Джозеф Скаррге тиесілі кеме жасаушылық болған. Оның жұмыскерлеріне кеме жасаушылыққа жетуге көмектесу үшін Скарр паромдық көпірді жобалап салды, ол оған 300 фунт стерлингке түсті. Ол үлкен тіктөртбұрышты понтоннан тұрды, үстіне қоршаулары бар көпір палубасы орнатылған. Екі бұрандалы бұрандалар палубаны понтонға қатысты көтеруге немесе түсіруге мүмкіндік берді, осылайша ол таядының күйіне қарамастан шамамен бірдей биіктікте қалды. Шығыс жағалауда Скарр өзгермелі биіктіктегі қондырғыны салса, батыс жағалаудағы қондырғыны Беверли кеңесі салды және ол бекітілген. Скарр мұнда да өзгермелі қондырғы салуды талап етті және...
There are several bridges in 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. BridgeDate builtNotesNew Hull Bridge, Beverley1974A fixed flat deck concrete bridge, carrying the A1035 Tickton bypassHull Bridge, Beverley1976A fixed foot bridge, which replaced a 1913 built steel rolling bridge once Tickton bypass opened. Grovehill Bridge, Beverley1953 These completed the Ennerdale Link bypass construction of which started c.1992, with the river crossing originally intended to be a tunnel. Work on the tunnel was halted in 1994 after difficulties with the ground conditions were encountered. Instead bridges designed by Rendel Palmer and Tritton based on those already installed at Stoneferry were used. The work was part of a wider scheme of roads around Hull to give better access to the docks (via Hedon Road) from the Beverley South Western bypass (A1079). The new bridge was a twin bascule bridge each with 250t bridge decks and a total weight of 800t, in including the 600t counterbalance. Sutton Road Bridge1939A Scherzer type rolling lift bridge. Built by Cleveland Bridge & Engineering Company, with elegant Art Deco / Neo Georgian style operating houses. Stoneferry Bridge1988–91Twin bascule bridges with 105 feet (32 m) leaves, one for each direction of traffic. Designed by Rendel Palmer and Tritton, and built by Cementation Construction. Replaced a 1905 swing bridge, and earlier ferry, thought to have originally been a ford at this point. Hull Bridge1885Steel bowstring span swing bridge. Grade II Listed 1994. Built by the Hull and Barnsley Railway in 1885, still used by freight trains. Wilmington Swing Bridge1907A Grade II Listed railway swing bridge, built by the North Eastern Railway. It opened on 7 May 1907, and replaced the original 1853 bridge. Railway use ceased in 1968, and it is now used as a footpath and cycleway. Sculcoates Bridge1874Sculcoates Bridge, a wrought iron swing bridge, was opened in 1875. The bridge consisted of a fixed span on the east bank of 27 feet (8 m) and a counterbalanced swing span made of 113 feet (34 m) girders, with a river span of 56 feet (17 m). The design was by J. Fox district engineer, the bridge was constructed by the Bridge and Roofing Co. of Darlaston. Total cost was £18,000. Grade II listed in 1994. A double bascule bridge. The bridge, bridgemasters hut, railings and lamps were Grade II listed in 1994. It 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. North Bridge1928–32There has been a bridge at this point (close to the North Gate of the city walls) since 1541, before which there was a ferry. The bridge here has been modified, rebuilt and enlarged several times. In 1925 plans were submitted for a new bridge; of which one costed at £275,000 with a straightened approach road approximately north of 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. Drypool Bridge1961Scherzer rolling lift bridge – a type of Bascule bridge
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Replaced an earlier swing bridge, also known as Drypool Bridge or Salthouse Lane Bridge, sanctioned 1885, with construction beginning 1887, and opening 1889, at 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. Scale Lane Footbridge2011–13 Pedestrian swing bridge between Scale Lane (west) and Tower Street (east). An award winning design by Renato Benedetti. Originally scheduled to open late 2010, delayed due to winding up of funding agencies as a result of the late 2000s recession, main span installation began 25 February 2012. The bridge was officially opened in June 2013. Myton Swing Bridge1981An asymmetric cable stayed box girder steel swing bridge on the A63 Garrison Road, with spans of South Bridgedefunct1865–1944Toll Bridge. Also known as the "Ha'penny Bridge", it was built to give better access to the newly built Victoria Dock. Closed 1934. Swing bridge located between Blackfriargate and Humber Street (between present Myton Bridge and Tidal Barrier). Image. The engineer was John Hawkshaw, the contractor was Henry Grissell (Regent's Canal Ironworks Co.). Millennium Bridge2001A pedestrian swing bridge giving access to The Deep, with a span of 102 feet (31 m)
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, was too narrow, with a carriageway which was 16 feet (5 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 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 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 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 a 6.6 feet (2 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 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. Before 1897, there had been 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 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 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 a footbridge around 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 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. which gave access to 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.
Су сапасы
Қоршаған орта агенттігі Англиядағы өзен жүйелерінің су сапасын өлшейді. Әрқайсысына жалпы экологиялық жағдай беріледі, ол бес деңгейдің бірі болуы мүмкін: жоғары, жақсы, орташа, нашар және өте нашар. Бұл жағдайды анықтау үшін бірнеше компоненттер қолданылады, соның ішінде омыртқасыздардың, гүлді өсімдіктердің және балықтардың саны мен түрлеріне қарайтын биологиялық жағдай. Химиялық жағдай, әртүрлі химиялық заттардың концентрациясын белгілі қауіпсіз деңгейлермен салыстыратын, жақсы немесе қанағаттандырмайтын деп бағаланады. 2016 жылы Халл өзені жүйесінің су сапасы төмендегідей болды.
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 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. Section Ecological Status Chemical Status Overall Status Length Catchment Channel artificial 10.4 mile (17 km) 35.90 square miles (93 km2) 4.2 mile (7 km) 9.81 square miles (25 km2) heavily modified 6.6 mile (11 km) 1.72 square miles (4 km2) heavily modified 4.2 mile (7 km) 2.00 square miles (5 km2) heavily modified 4.3 mile (7 km) 5.87 square miles (15 km2) artificial 9.1 mile (15 km) 9.34 square miles (24 km2) heavily modified
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.
Бөлім | Экологиялық жағдай | Химиялық жағдай | Жалпы жағдай | Ұзындығы | Су жиналатын аймақ | Арна
------- | -------- | -------- | -------- | -------- | -------- | --------
жасанды | | | | 10,4 миль (17 км) | 35,90 шаршы миль (93 км²) |
| | | | | 4,2 миль (7 км) | 9,81 шаршы миль (25 км²) |
қатты өзгертілген | | | | 6,6 миль (11 км) | 1,72 шаршы миль (4 км²) |
қатты өзгертілген | | | | 4,2 миль (7 км) | 2,00 шаршы миль (5 км²) |
қатты өзгертілген | | | | 4,3 миль (7 км) | 5,87 шаршы миль (15 км²) |
жасанды | | | | 9,1 миль (15 км) | 9,34 шаршы миль (24 км²) |
қатты өзгертілген | | | | | |
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 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. Section Ecological Status Chemical Status Overall Status Length Catchment Channel artificial 10.4 mile (17 km) 35.90 square miles (93 km2) 4.2 mile (7 km) 9.81 square miles (25 km2) heavily modified 6.6 mile (11 km) 1.72 square miles (4 km2) heavily modified 4.2 mile (7 km) 2.00 square miles (5 km2) heavily modified 4.3 mile (7 km) 5.87 square miles (15 km2) artificial 9.1 mile (15 km) 9.34 square miles (24 km2) heavily modified
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.
Сапаның жақсы деңгейден төмен болу себептері канализациялық ағындылар мен арнаның физикалық өзгерістерін қамтиды.
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 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. Section Ecological Status Chemical Status Overall Status Length Catchment Channel artificial 10.4 mile (17 km) 35.90 square miles (93 km2) 4.2 mile (7 km) 9.81 square miles (25 km2) heavily modified 6.6 mile (11 km) 1.72 square miles (4 km2) heavily modified 4.2 mile (7 km) 2.00 square miles (5 km2) heavily modified 4.3 mile (7 km) 5.87 square miles (15 km2) artificial 9.1 mile (15 km) 9.34 square miles (24 km2) heavily modified
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.
The reasons for the quality being less than good include sewage discharge and physical modification of the channel.