Driffield Navigation - History - Development

Development

The 1790s were a period of prosperity for the navigation, as trade increased. In 1796 George Knowsley, a banker who was one of the mortgagees, proposed further improvements, but although William Chapman produced plans, they were considered too expensive. Two years later, the commissioners were working with William Wilberforce, their local Member of Parliament, to ensure that the proposals for the Beverley and Barmston Drainage Bill would not adversely affect them. In 1797, they considered again the problems posed by the small opening beneath Hull Bridge, and although Beverley Corporation initially said that they would never alter it, an agreement was reached after protracted negotiations, and in July 1801, an Act of Parliament was obtained to authorise its replacement. The new bridge was operational by April 1804, half the cost having been met by Richard Bethell, owner of the Leven Canal, on condition that the tolls for passing beneath the bridge were significantly reduced.

The Act also authorised the construction of a towpath from the bridge to Fisholme and Frodingham bridge, a towpath to Corps Landing, a new lock and a cut to remove a large bend in the river. A towpath between Beverley Beck and the bridge was dropped from the plans in order to secure the co-operation of Beverley Corporation. Chapman was the official engineer for the improvements, with Thomas Atkinson appointed to carry out the river works. A new lock was built at Struncheon Hill, above which a new cut 0.75 miles (1.21 km) long connected it to Fisholme. This work was completed by 1805; work on the navigation to Corps Landing was not completed until 1811, and did not include an authorised new cut. The cost of the work was £6,143. One curious feature of the new works was that it was managed as a completely separate entity, with separate tolls, bank accounts and minutes, until the old navigation and the new navigation were amalgamated, partially in 1817 and fully in 1882. The new navigation soon paid its way and had repaid its debts by 1820. The old navigation was able to pay dividends of 5 per cent from 1797, and established a sinking fund in 1834, which enabled it to repay all arrears on interest by 1844.

The commissioners took legal advice in 1824, and once satisfied that they were empowered to do so, built public wharves at Corps Landing and Frodingham Bridge, which were completed in 1825 and 1826. A new warehouse was completed at Driffield in 1826, and traffic increased, helped by reductions in the tolls as the navigation companies paid off their debts. When a bill to authorise the building of Hull docks was before Parliament, the commissioners unsuccessfully attempted to insert a clause giving free passage to boats from the Navigation which passed through the lower river but did not use the dock facilities.

Even with the advent of the railway in 1846, the canal continued to flourish. Plans to make improvements were deferred in 1845, when the effect of the railways was unknown, but although the Hull and Bridlington Railway opened a station at Driffield in 1846, a proposed branch to Frodingham, which would have offered serious competition, was not built. Plans were drawn up for further improvements in 1855, but the bill to authorise the work was defeated over concerns about flooding. However by 1870, trade started to decrease. Despite this, the commissioners bought a steam dredger in 1898, which kept the channel in good order, and earned some revenue, as it was hired out to Beverley Corporation and Joseph Rank. By 1922 the tolls were £714 and the profits £88. In 1931 receipts were £414 and the profits down to £11. This figure included £7, which was obtained from pleasure boats using the navigation.