Editing River Ancholme (section)

==History==
In its natural post-glacial state, the river's valley was flat-bottomed: it had formed the bed of the glacial Lake Ancholme, on an outwash delta, as the ice retreated,<ref>[[Charles Rowland Twidale|C. R. Twidale]], "Glacial Overflow Channels in North Lincolnshire", ''Transactions and Papers (Institute of British Geographers)'', No. 22 (1956:47–54).</ref> and consequently was [[fen]]ny. There is evidence that boats have used the river from early times, for there have been three significant archaeological finds of ancient boats. [[Logboat]]s have been found at Brigg and Appleby,{{sfn |Wright |1990 |p=2}} and a planked boat was found at Brigg in 1888. Professor McGrail conducted a re-excavation of the site in 1974, to discover the bottom of a flat-bottomed boat, made from oak planks, sewn together and caulked with moss. The boat was thus similar in construction to the [[Ferriby Boats]] found on the northern shore of the Humber, but was some 500 years younger, being carbon-dated to around 800&nbsp;BC.{{sfn |Greenhill |Morrison |1995 |pp=120–121}}

Further evidence of the local importance of the river in prehistory is evidenced by other finds or archaeology close to the river's course. As an example, in the parish of [[Bishop Norton, Lincolnshire|Bishop Norton]], which is situated just over 1&nbsp;km north of Bishopbridge. In this parish the Lincolnshire Historical Environment Record (HER) records just under 90 sites, from different historic periods. The majority of the prehistorical sites, including settlements, are close to the Ancholme. Most of these range from the Neolithic (4000 BCE to 2351 BCE), through the Bronze Age to the Romano-British period. The oldest find in the parish was a Paleolithic handaxe discovered close to the site of the Harlam Hill Lock on a hummock of river gravels. This find dates anywhere from 500,000 BCE to 150,001 BCE.<ref>Lincolnshire HER record 50829</ref> This axe, along with several Neolithic axes are now in Lincoln Museum.

The course of the old river acts as a boundary for Bishop Norton and all the other parishes that abut it. This being the eastern boundary; the western boundary is Ermine Street. The fact that the majority of archaeology in the parish, as recorded in the HER that dates from after the construction of the Roman Road, tends to the western end of the parish close to the Roman road, and that from earlier periods tends to be closer to the river is suggestive that the River was a primary communications route as well as the provider of physical and economic need which was supplanted by the new road.<ref>{{cite web|title=Lincolnshire Historical Environment Record for Bishop Norton parish|url=https://www.lincolnshire.gov.uk/residents/environment-and-planning/conservation/historic-environment-record/ |access-date= 2 March 2017}}</ref>

Despite suffering from silting as a result of water from the Humber entering it, and passing through land which was often waterlogged on both sides, the Ancholme offered a route into the communities of northern Lincolnshire. Cargo was carried on it from an early date: in 1287 a patent was granted to allow improvements to be made from Bishopbridge to Ferriby, so that boats could more easily carry grain and other commodities on the river "as they had done formerly". However, the major concern of the local landowners seems to have been that it should act as an effective drainage channel to prevent inundation of their lands, and between 1289 and 1418 the river was mentioned in the [[Patent Rolls]] thirteen times. The need to keep the channel scoured was always mentioned, but often, navigation was not.{{sfn |Boyes |Russell |1977 |pp=289–290}}

The river was subject to a repeated cycle of concerns being raised, improvements being made, euphoria at the result, and decline through neglect. However, in 1635 [[Owersby]]-based local landowner [[Sir John Monson, 2nd Baronet|Sir John Monson]] was granted powers to construct a new river for drainage purposes. He removed most of the meanders, to create a new straight channel from Bishopbridge to Ferriby. The patent under which the work was carried out was again chiefly concerned with drainage, although there was a requirement to make sure that any new works did not make the river less useful for the passage of boats than it had been for the previous seven years. At Ferriby, where there had been a bridge since 1312, a sluice was constructed, to control the deposition of silt from the Humber. It had three arches and 24 doors, but there is no mention of how boats could pass through it.{{sfn |Boyes |Russell |1977 |p=290}}
[[File:Map of the Ancholme Valley (c. 1640).jpg|thumb|"A map of the Level lying upon the River of Ancholme, in the county of Lincoln, according to XVI Feet and a half to a Perch, by Francis Wilkinson and John Fotherby, Surveyors, Anno 1640." from "The history of imbanking and drayning" by [[William Dugdale]] (1662).]]

{{anchor|River Ancholm Level Act 1662}}
{{Infobox UK legislation
| short_title           = River Ancholm Level Act 1662
| type                  = Act
| parliament            = Parliament of England
| long_title            = An Act for confirming of several Decrees of Sewers, made by the Commissioners of the Limits of the Level of the River of Antholme, in the County of Lyncolne.
| year                  = 1662
| citation              = [[14 Cha. 2]]. c. ''17''
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 19 May 1662
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
At Brigg, the new channel bypassed the town, but the old channel was also retained, which made the town less vulnerable to flooding. The draining of the Ancholme Level was a lesser project among the [[The Fens|fenland "improvements"]] undertaken under contracts to patentees by the government of [[Charles I of England|Charles I]] in the 1630s. It was somewhat less brutal than many such projects, for Kennedy states that "...&nbsp;with the possible exception of the Ancholme Level the draining of the fens was executed and defended by a continuous and unscrupulous use of the power and authority of the royal government to manipulate local institutions and to overawe the local populace."<ref>Mark E. Kennedy, "Charles I and Local Government: The Draining of the East and West Fens" ''Albion: A Quarterly Journal Concerned with British Studies'' '''15'''.1 (Spring 1983):19–31</ref>

The [[antiquarian]] [[William Stukeley]] visited the river and in 1724 published a report in which he lamented the fact that the sluices below the stately bridge were "broken down and lying in dismal ruins by the negligence of the undertakers." Conditions continued to deteriorate,{{sfn |Boyes |Russell |1977 |pp=290–291}} so that in 1766, landowners in the Ancholme floodplain contracted [[Thomas Yeoman]] to survey the river. He pointed to the decay of Ferriby Sluice,{{sfn |Paget-Tomlinson |2006|p=86}} which had resulted in silting of the navigation as far as Glanford, some {{convert|8.7|mi|km}} above Ferriby. In places the width had been reduced from {{convert|40|ft|m}} to 15 or 16&nbsp;ft (about 4.8 m), which significantly reduced its capacity to cope with flood waters. Above Glanford, [[lugworm]] beds, weeds and sandbanks impeded progress, and the final {{convert|5|mi|km|0}} to Bishopbridge was completely silted up. Yeoman produced his report on 17 September 1766, and an [[Act of Parliament]] to authorise improvements to both navigation and drainage was granted on 20 May 1767.{{sfn|Boyes |Russell |1977 |pp=291–292}}

===Development===
[[File:Cadney_Bridge_over_the_River_Ancholme_(2002).jpg|thumb|left|Cadney Bridge, between [[Cadney]] and [[Hibaldstow]] is one of several iron bridges.]]
The Act created commissioners, and John Bennett from [[Barton-upon-Humber]] was appointed clerk. The minutes of the commissioners show that their major concern was with drainage, rather than navigation, although the new sluice at Ferriby included a {{convert|70|by|14.75|ft|m|abbr=on}} lock and a house for the lockkeeper. The sluice was built with three openings, but the sills were set at a level which was {{convert|8|ft|m}} above the low water level of spring tides in the Humber, which was not low enough to ensure the drainage of the lowlands in times of flood. The work was completed in 1769.{{sfn|Boyes |Russell |1977 |p=292}}

The commissioners gradually realised that navigation might be beneficial, and on 7 April 1778 instructed their engineer, Dunderdale, to design a wharf for coal and general goods at Bishopbridge, and to construct a lock at Harlam Hill. No progress was made until 20 July 1785, when the commissioners met the proprietors to arrange the purchase of land for the wharf. By this time the engineer had been replaced by Thomas Bradley. The tolls had been leased to Jonathan and John Goodwin for a period of eleven years from 1781. They paid the commissioners £402 per year, and were expected to make good any damage by tides up to the value of £20, although the commissioners would pay for repairs where the cost exceeded £20. The lease expired on 2 July 1792, when the commissioners took back control, and appointed their own collector of tolls. They noticed a disparity in the tolls for coal, caused by the differing sizes of the wagons at various collieries. The collieries mentioned show that coal was arriving from the [[River Don Navigation]] and the [[Aire and Calder Navigation]].{{sfn |Boyes |Russell |1977 |pp=292–293}}

During the 1790s, the problems of effective drainage worsened, and the commissioners appointed Isaac Leatham, from Barton near Malton, to produce a comprehensive report with recommendations for the Ancholme Level. He addressed the issues of both drainage and navigation, and presented his plans on 29 August 1800, but commissioners thought the projected cost of £22,975 was excessive. They therefore approached [[John Rennie the Elder|John Rennie (the Elder)]] for a second opinion, and he produced a report on 9 November 1801. His proposals included constructing catchwater drains on either side of the main channel, enlarging the width and depth of the channel, building two new locks, and rebuilding the road bridge at Brigg. The cost was estimated to be £53,921, of which only 11 per cent was for improvements to navigation. Again, the commissioners were unhappy with the cost, and although Rennie suggested completing the work in stages, he later produced a modified plan which would only cost £25,413.{{sfn |Boyes |Russell |1977 |pp=293–294}}

The commissioners decided to proceed with the revised plan, and a new Act of Parliament was obtained on 26 June 1802. The two locks were to be located at Harlam Hill and Kingerby, to improve navigation on the upper section. The Act stipulated that oak mooring posts should be provided at {{convert|1|mi|km}} intervals, to indicate the distance from Ferriby. Although most of the materials were ordered promptly, the work was hampered by a shortage of finance, and progress was very slow. After the project engineer, Samuel Porter, died in July 1808, the work ground to a halt, and in 1824 [[John Rennie the Younger|Sir John Rennie (the Younger)]] was asked for advice. He stated that the work specified by his father should be completed. He also recommended that the Ferriby sluice should be reconstructed, with the sills {{convert|8|ft|m}} lower, and that the capacity of the channel should be doubled, by making it wider and deeper. Finally, a new entrance lock should be built, capable of accommodating boats of 60 tons, and {{convert|20|ft|m}} wide. Another Act of Parliament followed in 1825, and work began again in 1826. Progress was faster, although there were delays to the drainage works, caused by litigation over the rates that each district should pay towards the project.{{sfn|Boyes |Russell |1977 |pp=294–295}}

Several of the existing bridges were constructed of wood, and had multiple openings, which restricted the flow of water through them. They were reconstructed in a variety of styles. [[Horkstow Bridge]] was planned as a [[cast iron]] bridge with an {{convert|80|ft|m|adj=on}} span, but was built as a [[suspension bridge]] with a span of {{convert|130|ft|m}}. It is one of the earliest suspension bridges still standing,{{sfn|Boyes |Russell |1977 |p=295}} and the only suspension bridge known to have been designed by Rennie.<ref name="ReferenceA">{{NHLE |num=1214853 |desc=Horkstow Suspension Bridge|accessdate=6 November 2015}}</ref> The bridge at Yarborough Mills, in Brigg, has a single segmental arch build of stone, and was opened in 1827, although it has been widened subsequently. The bridge at Brandy Wharf, which was completed in the following year, is more typical of the structures built at that time, consisting of an iron span with stone [[abutment]]s. Harlam Hill lock was reconstructed in 1827, but plans for a second lock at Kingerby were dropped.{{sfn |Boyes |Russell |1977 |pp=295–296}} Discussions had taken place in 1823 about extending the navigation to [[Market Rasen]]. The plans were revised and expanded in 1829, by which time a link from Bishopbridge to [[Barlings Eau]] and the [[River Witham]] was suggested. It would have cost £90,000 to build the {{convert|14|mi|km|adj=on}} waterway, including the construction of seven locks. Although the scheme was dropped, Rennie was still championing it in 1841 and 1844.{{sfn|Boyes |Russell |1977 |p=297}}

Rennie also oversaw the reconstruction of Ferriby Sluice and lock. An initial meeting with the commissioners was held on 4 October 1841. Work began in March 1842, and the cost was estimated to be £16,533. The Earl of Yarborough and Miss Alice Corbett officially opened the new sluice on 22 May 1844. The Earl of Yarborough arranged for his brass band to attend, and he then sailed through the new lock in a schooner. The lock was spanned by a swing bridge, cast by the [[Butterley Company]], which was in use for 90 years, but was badly damaged in 1934 when a large vessel ran into it. [[Head Wrightson]] built the replacement swing bridge in 1935.{{sfn |Boyes |Russell |1977 |pp=298–299}}

===Operation===
[[File:Harlam Hill Lock - geograph.org.uk - 782634.jpg|thumb|right|The Environment Agency were undertaking renovation work at Harlam Hill lock in 2008.]]
The navigation became an important route for transporting cargo from the rural communities to the towns of [[Beverley]] and [[Kingston upon Hull|Hull]] in the [[East Riding of Yorkshire]]. William Colton had run a [[packet boat]] between Brigg and Hull since 1793, and in 1823 he began operating a steam packet boat. It left Brigg at 7 am each day, arriving in Hull 10:30. The return journey left Hull at 3 pm, and was timetabled to connect with a coach service from Brigg to [[Lincoln, England|Lincoln]]. From October 1856 the service was run by the Hull, Ferriby Sluice and Brigg Steam Packet Company, formed by a group of farmers who lived between Brigg and Ferriby Sluice.{{sfn |Boyes |Russell |1977 |p=297}}

For many years, the tolls on the navigation were leased, and the value of the lease steadily increased, from £402 in the 1780s to £950 in 1828, and had reached £1,857 per year for the period from 1843 to 1845. For the following three years it was £3,020, but it then declined, as railways arrived in the area.{{sfn |Boyes |Russell |1977 |p=299}} [[Brigg railway station]] opened on 1 November 1848,{{sfn |Butt |1995 |p=44}} and the line from there to [[Gainsborough Central railway station|Gainsborough Central]] followed on 2 April 1849. Tolls reduced, falling to £949 in 1850, and to £700 by the late 1850s. After thirty years, trade revived a little, with the tolls reaching £1,000 in the 1890s. It was further boosted by the development of the [[sugar beet]] industry in the 1930s, with tolls averaging £1,294 in the late 1930s. Bishopbridge, where there was a basin, two corn mills and warehousing, acted as a distribution and collection centre for the farms and villages of that part of Lincolnshire, but by the 1970s commercial traffic had ceased except between Ferriby and Brigg,{{sfn |Boyes |Russell |1977 |pp=299–300}} where there were factories along the river bank. All commercial traffic had ceased by the 1980s.

Some development continued, with Snitterby bridge reconstructed in 1872, Hibaldstow in 1889 and Cadney in 1892.{{sfn |Boyes |Russell |1977 |p=296}} In 1977, Ian Horsley formed the Rase-Ancholme Navigation Trust, and in 1978 proposed upgrading of the upper section to Bishopbridge. His grand plans included the construction of three new locks on the River Rase, to link to [[Middle Rasen]] and Market Rasen. By the early 1980s, the scheme had grown to include further links to [[Horncastle, Lincolnshire|Horncastle]] and the [[Foss Dyke]], thus creating a northern Lincolnshire waterways network, but the area was too sparsely populated for such ambitious plans to succeed.{{sfn |Squires |2008 |pp=101, 108}} The Trust was registered in 1979, and ceased to exist in 2009.<ref>{{cite web |url=http://opencharities.org/charities/509223 |title=Rase-Ancholme Navigation Trust |publisher=Open Charities |access-date=7 November 2015}}</ref>

By the 1980s, the section above Harlam Hill lock was almost derelict. Rennie's original lock had been reconstructed with a top guillotine gate at some point, and repairs to the lock were attempted in 1993.{{sfn |Anderton |2012 |p=55}} Although they were not successful, the [[Inland Waterways Association]] continued to campaign for the restoration of Harlam Hill lock, raising funds to assist this,{{sfn |Squires |2008 |p=146}} and the Environment Agency completed dredging and restoration of the upper section in 2004.{{sfn |Cumberlidge |2009 |p=57}}{{sfn |Fisher |2013 |pp=73–74}} The restoration was funded by a grant of £100,000, the first successful bid for funds by the Lincolnshire Waterways Partnership. The work included the provision of new 48-hour visitor moorings at Bishopbridge, with portage points for canoeists nearby and at Harlam Hill lock.<ref>{{cite magazine |title=Boats return to the Ancholme |magazine=Waterways World |publisher=Waterways World |date=September 2004 |issn=0309-1422}}</ref>

The top gate of Harlam Hill lock was subsequently replaced by conventional mitre gates in 2010. Despite this successful restoration, the lock was again closed in 2012 by the Environment Agency on safety grounds, thus preventing access to the first two miles of the waterway. In 2017 there were no plans for its reopening.<ref>{{cite magazine |title=The Threat to Anglian Waterways|magazine=Waterways|publisher=Inland Waterways Association|date=Summer 2017|issn=0969-0654}}</ref>

The lock at South Ferriby, which allows boats to leave the river and enter the Humber, is a tide lock, with four sets of gates, two for use when the tidal Humber is at a higher level than the river, and two for when it is lower. From the Humber, a vessel can access many other major waterways leading to the larger towns of Lincolnshire and Yorkshire, as well as to the [[North Sea]]. Because the river acts as a drainage channel for the Ancholme Level, water levels and flow rates are subject to rapid change, and all navigation can be suspended after heavy rain, when the sluices are opened to prevent flooding.{{sfn |Cumberlidge |2009 |p=56}}

===Organisation===
[[File:Redbourne Hayes pumping station - geograph.org.uk - 1688988.jpg|thumb|right |Redbourne Hayes is one of 12 pumping stations run by the Ancholme IDB which discharge into the river.]]
Responsibility for the river and the flood defences of the surrounding countryside changed several times during the 20th century. Under the [[Land Drainage Act 1930]], 47 [[catchment area]]s were defined, covering many of the river systems of England and Wales, including the Ancholme and Winterton Beck Catchment Area.{{sfn |Dobson |Hull |1931 |p=113}} A [[catchment board]] had been set up to manage the area by November 1931.{{sfn |Anon |1932 |p=875}} The catchment board was replaced by the Lincolnshire [[river board|River Board]] following the passing of the [[River Boards Act 1948]], and the new board also had responsibility for the [[River Welland]], the [[River Witham]] and the [[Steeping River]]. Land drainage functions became the responsibility of the Ancholme [[internal drainage board|Internal Drainage Board]] from 1951. This was formed under the terms of the Land Drainage Act 1930, and manages an area of {{convert|68.77|sqmi|km2}} containing {{convert|119|mi|km}} of maintained watercourses. Around half of the water falling on this area has to be pumped into the River Ancholme, because the land is too low-lying to allow gravity drainage.<ref>{{cite web |url=http://www.shiregroup-idbs.gov.uk/idbselection.aspx?idb=1609aad4-7ba4-4123-8c56-8f7052b4a031 |archive-url=https://www.webarchive.org.uk/wayback/archive/20150915232437/http://www.shiregroup-idbs.gov.uk/idbselection.aspx?idb=1609aad4-7ba4-4123-8c56-8f7052b4a031 |url-status=dead |archive-date=15 September 2015 |title=Ancholme IDB |publisher=Shire Group of IDBs |access-date=7 November 2015 }}</ref> The IDB maintains 12 pumping stations on the banks of the river.{{sfn |Solomon |Wright |2012 |p=38}}

Responsibility for the river changed again with the passing of the [[Water Resources Act 1963]]: the river board was replaced{{sfn |Wisdom |1966 |p=4}} by the Lincolnshire River Authority, although the geographical area which it managed was similar.{{sfn |HMSO |1963 |pp=143–144}} This in turn became part of [[Anglian Water]] following the passing of the [[Water Act 1973]].<ref>{{Cite web | title= Water Act 1973 |publisher= [[Parliament of the United Kingdom]] | date=18 July 1973 | url= http://faolex.fao.org/docs/pdf/gbr3563.pdf | archive-url= https://web.archive.org/web/20110726045736/http://faolex.fao.org/docs/pdf/gbr3563.pdf | archive-date= 26 July 2011 |url-status=live |pages=47–48}}</ref> When the [[regional water authority|regional water authorities]] were privatised under the terms of the [[Water Act 1989]], management of rivers, including the Ancholme, passed to the [[National Rivers Authority]] (NRA).<ref>{{cite web|url=http://www.legislation.gov.uk/ukpga/1989/15/part/I/crossheading/the-national-rivers-authority-and-the-advisory-committees/enacted|title=Water act 1989 part 1: creation of NRA}}</ref> Finally, the NRA was subsumed into the Environment Agency in 1996.