North Bridge: Hull's oldest bridge?

 A bridge crossing the River Hull has existed in the vicinity of today’s North Bridge since the 16th century. Originally built to access the castle and blockhouses, North Bridge, as it is known today has played a vital role in Hull's historical and geographical development. It was the town's only physical crossing over the River Hull until the 19th century. For centuries it has allowed the movement of people and goods into the east of the city and beyond. Today it is a major arterial route between east and west. But how many of us have stopped to pause and give a thought to its history? If you haven’t, here is an account.

Prior to the construction of a bridge over the River Hull in 1541, a ferry provided access to and from the east bank. From the late 12th century, Sayer, Lord of Sutton, had a ferry on the east bank at Drypool. Eventually, this was replaced by a ferry provided by the burgesses of Hull, which was free from tolls and was sited just south of today’s North Bridge. Wenceslaus Hollar's 1640 plan marks the area with the letter 'A', but by the time of the map’s publication the ferry had already ceased to run 30 years ago. Other ferries served as a means of crossing the up and down the River Hull. One such was located at Stoneferry and had existed since the 14thcentury, it is possible the name comes from the ferry having had a stone-paved ford that was accessible at low tide.

After Henry VIII ordered the construction of new fortifications on the river’s east bank, it was decided that a bridge was needed to improve access. The bridge was built just beyond the Northgate of the town, and provided access to the new castle and blockhouses. Hollar's 1640 map includes a view of Kingston-upon-Hull and shows the bridge for the first time around 100 years after it was first built. The bridge can be seen to have six arches, was built largely of wood, and had iron fittings. It would have had a lifting span across the middle to allow vessels clearance to sail upstream, however, this is not shown in Hollar's illustration.

Section from Wenceslaus Hollar's plan of Kingston-upon-Hull, 1640 showing North Bridge and the letter ‘A’ indicating the site of an earlier ferry crossing provide by the Corporation of Hull

Over the next two centuries the bridge underwent development, Repairs were carried out during the 17th and 18th centuries. Merchants and shipowners petitioned the corporation to widen the bridge's arches so that vessels could be maintained beyond without blocking the south end of the river, then the location of the river’s only harbour. Brickwork was added in 1738 to secure the ends, while a lane for cattle was added to allow for easier crossing. 

In 1775, plans were devised for altering or rebuilding the bridge. The Corporation consulted with civil engineer John Smeaton on a new bridge. Smeaton, responsible for Spurn's high lighthouse, recommended John Gwyn to supervise its construction. Gwyn, who had served under Smeaton for 24 years, was appointed by the Corporation and recommended that the bridge be built largely of stone or brick, except for a draw-bridge section. In late 1784, several designs were submitted before the Corporation decided on a stone construction.

Constructing the bridge wasn't without its challenges. The varying water level in the channel caused problems for the installation of founding piers to support a heavier masonry bridge. A similar size bridge to that required at Hull had already been built in Holland, and it was suggested that men should be sent to Holland to see the drawbridge in operation before construction at Hull began. It was also recommended that the old bridge remain open to allow traffic to cross whilst the new bridge was under construction. Repairs were carried out to the existing bridge to allow carriages to cross and work then began on the new bridge in 1785.

The piles for the main pier were in place by the end of June 1786, and their installation had pierced part of the foundations of the old bridge (an old boat full of bricks). Progress was somewhat slow, being held up by infrequent deliveries of stone needed to undertake the bridge’s stone work. By May 1787 the bridge was almost finished, except for the section of draw-bridge which caused some issues. The new bridge was eventually opened in September 1787 and was, at that time, the largest drawbridge in Britain. The new bridge was in operation largely without issue until 1832 when some alterations and repairs were undertaken.

North Bridge, c.1803 [L.624]

Social and economic developments of the 19th century caused the bridge to become inadequate for the town’s growing needs. Hull's expanding population and development meant greater access was required to town’s east side. A second bridge across the River Hull was constructed in 1865. This new bridge provided a crossing from Humber Street to Garrison Side and allowed access to a new system of docks under development to the east. However, this second bridge later proved to be inadequate and was subsequently replaced with Drypool Bridge in 1889, which itself was rebuilt in 1961.

In 1870, the outdated North Bridge underwent further alterations. However, the introduction of motorised transport and an expanding population, together with the construction of new docks and industry on the River Hull’s east bank, brought the need for a new bridge altogether. This new North Bridge opened on 10th August 1931 and is the bridge we see today. Like its predecessors, it was designed to allow for the movement of river traffic, which was still substantial at the time. It was estimated that a total of 4,000 vessels a month would pass under the bridge, or about 58,000 a year, at the height of the port’s 20th century activity. 

The Old North Bridge in the foreground. Its roadway dates from 1870 and sits on the original stone arches built by John Gwyn in 1785-7. The New North Bridge can be seen with its roadway open to river traffic (opened 10 Aug 1931) [L.624]

Designed by the City Engineer, Mr. T. Thomas, the new North Bridge had an opening span of just over 88ft; the roadway measured 38ft; whilst the footpaths were 12ft wide. Traffic flow was controlled by chains rather than the automatic barriers we see today. A surviving example can be seen on Sculcoates bridge which still has its bollards and loop that were used to hold the chains across the road section. The machinery which raises North Bridge is housed above the footways. A complete opening and closing sequence take one-and-three-quarter minutes, but in strong winds this is extended to two-and-a-half-minutes. Some clever features were added at the time of its construction: To prevent the movement of trams when the bridge was being raised, the power was automatically cut within fifty feet of the bridge; and if there were to be a complete power failure, the bridge could be raised or lowered by eight men in around 80 minutes. The total estimated cost of its construction is £258,500.

Today a total of 13 bridges provide crossings into the city, the most recent being the footbridge between Scale Lane and Drypool. As a physical construction, North Bridge is not the oldest standing bridge. This honour goes to the swing bridge at Wilmington, built in 1853. However, in terms of heritage no other bridge in Hull has a history spanning more than four centuries.

From its beginnings in providing access to Henry VIII’s newly constructed fortifications, North Bridge has responded to the changing needs of Hull and its people. Today we take North Bridge and Hull's other bridges for granted. However, at the time, when bridging the River Hull tested the greatest engineers and builders of the day, these impressive and vital connections are deserving of recognition as important pieces of engineering. North Bridge continues to play a pivotal role for the people of Hull. It is a major arterial route into the city with thousands of vehicles and pedestrians crossing its span each and every week. So next time you cross North Bridge remember that people have been using a crossing here for over 400 years and probably will continue to do so for the next 400 years.

Neil Chadwick, Project Officer (Unlocking the Treasures)