Usually in my spare time I travel the country documenting hidden history around Britain, but current situations have meant that local history has become my focus and living just off the canal here in Runcorn I have compiled what I soon came to realise was a missing collective documentation of the 'Dukes' bridges'. Taken over several walks during lockdown this is what I have been able to collect in terms of what is known about these fascinating little structures, most of which are approaching 250 years old. Shockingly, during my research I came to realise that none of the original brick-built bridges are historically listed in Runcorn, and only from Daresbury onwards have any had their application granted.
In 1761 the Bridgewater canal opened linking Worsley to Manchester. Just a year later it's head engineer James Brindley assisted in obtaining parliamentary approval for the Bridgewater Canal Extension act which allowed the construction of an extension to the canal, from Manchester, to the River Mersey at Runcorn which completed in 1766. The prospects for the Duke of Bridgewater and the city of Manchester were endless in that they would finally be able to achieve a link to the open sea – an upper hand that Liverpool had always boasted which at one time was able to call itself the world’s busiest port. The canal was therefore put in place to effectively steal some of that thunder, and was designed to accommodate Mersey flats, allowing them to reach Manchester irrespective of tidal patterns on the unpredictable route of the river Mersey used for centuries before. This concept would mean that the low fixed bridges required traffic on the canal to be able to lower or unship their masts, and until motor powered vessels came into circulation, the vast majority of journeys along the canal were made using horsepower alone. These tow paths still exists today and were once used by guides who led horses along the entire stretch of the canal, which after Runcorn was entirely free of locks. Restored as public walkways, they now serve as one of the best edge-to-edge walks in Halton, and this photo collection will follow the path of the Runcorn extension to the end of what is now Halton borough, to appreciate and identify the bridges built along the way that were in place during the 1800’s when the canal was most prosperous. In the description of each bridge, I have provided the GPS coordinates to be copied into google maps for anyone who might want to retrace my steps.
(Click on any image to enlarge)
At one time the iconic bridge of the infamous top locks in Runcorn, it is the only canal bridge in Runcorn to be grade II listed and was built in 1828 with a sidewalk and parapet added in 1886. The centre span has "Waterloo Bridge" in interlaced rings at carriageway level, and the posts have projecting caps surmounted by a swan neck motif and the balustrades loops linked by flowers. As part of an upgrade to Runcorn Bridge, the construction in 1960 of the Silver Jubilee Bridge over the Mersey and its various approach roads severed the canal at this point, cutting it short in the middle of the town. Originally, Waterloo Bridge marked the head of a flight of ten locks, which from 1773 carried the Bridgewater Canal to the River Mersey, then later, to the Manchester Ship Canal, following its completion in 1894. The right hand arch of the bridge once straddled the line of the new flight of locks constructed in 1828, the centre arch covered a dry dock and the left-hand arch crossed the line of the old flight of five pairs of two rise locks. For almost exactly 60 years Waterloo bridge had therefore been quite literally a shadow of its former self, but at the time of this photo, and the main reason for this entire photo project to begin, the concrete walls were finally demolished in March 2020. With the building of the new Mersey Gateway Bridge further east, Runcorn Bridge was finally able to close in 2017 for an overhaul in order to be redesigned for local traffic to and from Widnes, with the Mersey Gateway now taking responsibility for the vast majority of passing traffic between Liverpool & Chester. The removal of the old approach road meant that the bridge was uncovered, allowing light to pass through again and the vision for the reinstatement of the locks to become something more than just a dream. ‘Unlock Runcorn’ now hopes to finally be able to secure funding and begin work to reopen the canal here, with the water flowing down to Dukesfield and into the ship canal and the Mersey, with a state of the art boat lift situated just behind the bridge as a modern solution to what was once a flight of ten locks. GPS Coordinates: 53.340650, -2.738683
The original ‘Runcorn Bridge’, this was later renamed Doctors Bridge after the Railway Bridge was later built with the same name. There is a carving of a boat on the abutment, signifying the maritime history of the town and its links to ship building through the centuries. Boats on the Bridgewater Canal were towed by horses and where bridges were near to bends, the tow ropes often cut ropes in the bridge abutments. This one is made of sandstone and deep grooves can still be seen. The bridge originally had four gas lamps, one on each corner for the safe passing of traffic after sunset. One of which still remains. Built in 1878, it replaced an earlier bridge that was unable to cope with the traffic in and out of the town. In recent years it has been the primary route into Higher Runcorn and onto the Silver Jubilee Bridge from the old town, however it will soon serve as the town’s link to the re-built station quarter roundabout which will meet the Weston point expressway and Picow Farm Road, providing a brand new wider link to the local surrounding area. It does not hold listed status. GPS Coordinates: 53.340733, -2.735817
Next, Delph Bridge. Each side of this original brick bridge has now got a cast iron arch next to it. By walking underneath we can see a combination of original sandstone beneath Victorian red bricks, alongside locally sourced sandstone blocks holding the extended iron arches. If it didn’t already have a name, it would surely be Frankenstein Bridge! Remarkably it somehow hasn’t yet warranted listed status.
Signifying the outer boundary of the main business part of Runcorn old town, Delph bridge is actually a re-imagined bridge that was upgraded following Brindley’s construction of the canal in the late 1700’s. The remarkable thing about this bridge is that it originated in much the same way as the other canal bridges as a brick built structure, but here it was constructed directly onto a local sandstone ridge at either side of the cutting that surrounds the canal. However Runcorn expanded quite quickly after the arrival of the canal, and the route through Bridge Street demanded much more of the bridge, so the road had to be widened in 1846 by the Bridgewater trustees. GPS Coordinates: 53.341383, -2.724283
Perhaps the most loved original brick bridge on the canal here in Runcorn, which could be down to it being the closest to the town centre on the canal, making it one of the best kept examples. There is a nearby information board that tells us the history. "Bate's Bridge is a traditional brick built bridge and dates from the time when the canal was opened nearly 250 years ago. Many of the bridges on the canal from here to Manchester and Leigh are similar to Bate's. The bridge was probably designed by the Canal engineer James Brindley, and was not originally for public use, known as an occupational bridge. It was a crossing point for local farmers.
The iron stump next to the bridge is the kingpost of a hand worked crane. The crane used to put in stop planks that were used to keep water back in the case of emergency. You can see the slots in the coping at the edge of the canal if you look carefully. On the north bank of the canal, close to the bridge was the extremely large Highfield tannery. It was the largest in the town and the last to close in 1968.
On the opposite side of the canal was the smaller but still large Royal Oak Tannery. Nowadays the bridge connects residents of Halton Brook to Astmoor industrial estate which replaced the tanneries as part of the new town development to create widespread employment. GPS Coordinates: 53.341124, -2.707894
The connection to Manchester was delayed by Sir Richard Brooke of Norton Priory. Concerned that boatmen might poach his game and wildfowl, Brooke did not want the canal to pass through his land. The Act included several stipulations: the canal should not come within 325 metres (1,066 ft) of his house; the towpath should be on the south side of the canal, furthest away from Brooke's house; there should be no quays, buildings, hedges or fences to obstruct the view; no vessels were to be moored within 1,000 metres (3,281 ft) of the house, other than during construction. The tow path therefore crosses to the south side here at Astmoor, which at the canal’s peak through the 19th and early 20th centuries was home to some of the most renowned tanneries in the country. One side of the bridge has a curved cobblestone ramp, this method of construction allowed the horses towing the canal boats to cross to the other side of the bridge without having to disconnect the tow rope. As per the agreement, once the canal passed Brooke’s estate further down the line, a second crossover bridge at Norton returns the towpath to the north side of the canal. Nowadays it links the area of Castlefields by foot to Astmoor industrial estate and Haddocks wood playing fields. The bridge does not appear to have listed status. GPS Coordinates: 53.341097, -2.695028
Considered to have been the Brookes family’s ‘main’ bridge over the canal into Halton village following the canal’s construction, this bridge would have led all the way to the southern gatehouse lodge of Norton Priory, a listed property now known as 120 Main street in Halton village. After the Brookes family left Runcorn for less industrialised pastures in Worcestershire in the early 1920’s, the bridge was merely an access to a derelict estate and there would have been very little use of the bridge other than to reach the banks of the river Mersey for quite some time. Eventually Norton Priory school was built on the new town development of castlefields, and the bridge opened again during that time for single-file traffic to reach the tennis courts and sports fields which were built north of the canal, away from the school itself which once sat on what is now known as Phoenix park. Nowadays Greens bridge is only open to pedestrians but provides direct access from the park to Norton Priory museum and manor park business estate, linking Castlefields to local heritage and employment – therefore making it one of the most important foot bridges on the entire route. GPS Coordinates: 53.338698, -2.680807
The ‘middle’ bridge of what was once part of Norton, now sits directly above the more modern development of Windmill Hill, and is known locally as Keepers bridge. Possibly names from different eras, as Keepers cottage sits by the bridge now, which exists on the site of the old groundskeepers cottage when the Norton Priory Estate still existed. The area here is now known as Windmill Hill following the new town development of Runcorn, but Townfield was the name of the bridge first when this specific area was still known as Norton and pilgrims could use it to travel to and from town across the open fields probably referring to Halton village locally as town. Now just the next two bridges traditionally are Norton bridges, but it still retains its name. At the time when the canal was built, the surrounding area was still largely medieval linear open fields, and the canal skirts the northern edge of the postulated open field hence the name. In the north west of England, ‘Townfield’ was used in the 18th and 19th centuries to denote a small surviving area of common field arable which remained after the rest of the townships common fields had been enclosed. The bridge is now the south eastern gateway to Big Wood for residents of Windmill hill, and provides a welcome link for Sandymoor residents to reach the Co-op on foot via Sandymoor lane. It does not appear to have gained listed status. GPS Coordinates: 53.341732, -2.670355
After passing the boundary of what was once Norton Priory estate, we come to the final crossover bridge and return to the northern bank of the canal at Norton Crossover Bridge. One side of the bridge has a curved cobblestone ramp. This method of construction allowed the horses towing the canal boats to cross to the other side of the bridge without having to disconnect the tow rope. In recent decades the bridge has found new purpose in linking the areas of Norton Brow and Sandymoor. At one point, a modern bridge adjacent to this one was built to allow traffic to cross the canal and reach proposed new developments in each village, however the road was never opened to the public and has only served access for maintenance and agricultural use. Norton crossover therefore still serves as the best link between the two villages for pedestrians and cyclists. It does not appear to have listed status. GPS Coordinates: 53.338333, -2.664617
The last of the Norton canal bridges, and probably the quietest. When the canal was first built the boats were towed by horses and the tow ropes rubbed against the bridges especially where they were on a bend. As time went on wooden rollers were installed on the bridges to protect them. Not many of these rollers remain, but evidence can be seen on this bridge where one was installed. Unfortunately the bridge does not appear to be listed and few details of it exist online. It does not appear to have ever supported vehicle use, however, whilst the bridge may seem to serve less of a purpose than many on the list, it would once have allowed walkers to reach Daresbury and Keckwick through the fields and under the railway viaduct – a purpose it still serves today as part of the Mersey Valley Trail. GPS Coordinates: 53.333967, -2.664483
Norton railway bridge crosses the canal on the Chester to Manchester line which also connects Runcorn to the North Wales Coast line via Llandudno. At one time, it serviced Norton Station which has since been succeeded by Runcorn East Station just south on the line. The bridge was built on what was originally the Birkenhead, Lancashire & Cheshire Joint Railway’s (BLCJR) Warrington and Chester line which opened on the 31st October 1850. Whilst not one of the Duke’s bridges nor carrying foot or vehicle traffic from each side of the canal, its age and early Victorian construction earns it a worthwhile mention on the route, as it is often overlooked - sometimes simply listed as ‘Bridge 70’. It does not appear to have gained listed status. GPS Coordinates: 53.331312, -2.661820
Situated on the western end of Red Brow lane before approaching the Preston Brook U-bend junction, Borrows bridge and Red Brow Underbridge are very close together, but only by foot. Boats must travel to Preston Brook before heading back north towards Daresbury in order to meet both bridges. The canal always narrows at these original bridges to make the building of the bridge simpler and cheaper to build. Because these locations were so narrow many of them were used as places to use stop planks to block the canal if repairs are needed to be carried out. This bridge is one of them and there is a store of stop planks next to the bridge as well as a crane to lift them.
