The Simon Stoker Archive

Building Bridge 6

(Commentary by Simon Stoker)

We had no idea at the time, but the construction of Bridge 6 marked the beginning of the end of a considerable amount of restoration work on the Cromford Canal which started way back in 1969.
For some 20 years the work had progressed steadily, latterly with the considerable help from Job Creation teams. Through the efforts of these teams, combined with our own work as volunteers and full-time staff, many thousands of visitors of all age groups were once again able to experience one of the foundations of the Industrial Revolution - the canal system.
We tried to do something for the local community and for the wider education of the very many visitors. Many of those who took part can feel justifiable pride in what was achieved. After leaving us many of the Job Creation workforce found full-time employment elsewhere.
The last team to work with us was approaching the end of its year's contract in December 1988. Having already done considerable work in restoring and re-opening the next big section of the canal between Leawood and Gregory Dam there was one remaining obstacle to overcome - the fixed bridge on Leawood Aqueduct.
Leawood Aqueduct is some 200 yards long, carrying the canal 30ft above the River Derwent on its final stage of the 14 mile journey from the Erewash canal at Langley Mill to Cromford. The towpath crosses sides at the East end of the aqueduct, just by the junction with the Nightingale Branch. The original swing bridge was long removed and had been replaced by a fixed concrete structure 100 yards away. Clearly this had to be removed to allow navigation and a plan was formulated to replace it.
Working from old photographs we sketched out a draft design for a slightly narrower version and this was translated into plans by the local authority's bridge engineers. A new steel structure would be prefabricated off site and assembled in the position of the original. It would look very similar to the old wooden structure but be more hard wearing and, essentially, would complete through navigation to Gregory Tunnel and beyond, arguably then one of the most attractive sections of canal in England.
Sadly the only 'proper' use of the completed bridge was on 21st December 1988 when the Cromford Canal Society's passenger boat, John Gray, carried out a celebration trip for the workforce two days before their contract ended.
On 25th February 1989 appalling weather conditions and heavy rain and snow-melt caused the canal to overtop halfway down the newly restored section, washing away large amounts of embankment in two places, and that part of the canal was de-watered immediately. It was never re-opened and visitors were never able to enjoy a boat trip through the tunnel.

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The completed bridge in late 1990. This photo taken after the demise of CCS - note the lack of maintenance and the peeling paint.
The completed bridge in late 1990. This photo taken after the demise of CCS - note the lack of maintenance and the peeling paint. 		FIRST ASSEMBLY - the prefabricated sections were assembled for the first time in the contractor's yard at Longcliffe. A single finger was enough to swing the bridge, so well was it balanced. From there the parts were sent to be galvanised before being delivered to Cromford Wharf.
FIRST ASSEMBLY - the prefabricated sections were assembled for the first time in the contractor's yard at Longcliffe. A single finger was enough to swing the bridge, so well was it balanced. From there the parts were sent to be galvanised before being delivered to Cromford Wharf. 		The site at the east end of Leawood Aqueduct had to be cleared of vegetation and a new concrete base was cast to receive the mountings.
The site at the east end of Leawood Aqueduct had to be cleared of vegetation and a new concrete base was cast to receive the mountings.
Surveyors from the local authority lining up the critical centre point on which the whole bridge depends. They made regular visits to the site to monitor construction. In the background is the old fixed bridge, raised on sleepers to permit the passage of our small workboat.
Surveyors from the local authority lining up the critical centre point on which the whole bridge depends. They made regular visits to the site to monitor construction. In the background is the old fixed bridge, raised on sleepers to permit the passage of our small workboat. 		The main bearing of the bridge was of modern design - a double ballrace. Here the lower half is receiving a pre-oiling before the top plate is added.
The main bearing of the bridge was of modern design - a double ballrace. Here the lower half is receiving a pre-oiling before the top plate is added. 		Having been t ransported by water the 1½ miles from Cromford, the galvanised sections arrive on our workboat. In the foreground is the completed main bearing assembly on the main concrete base. (The rest was filled later).
Having been t ransported by water the 1½ miles from Cromford, the galvanised sections arrive on our workboat. In the foreground is the completed main bearing assembly on the main concrete base. (The rest was filled later).
THE MAIN SPAN - the two largest girders, which took ten men to lift, are bolted into position. There are internal spreaders to maintain rigidity of the bridge, and the hand rails are bolted to the main girders.
THE MAIN SPAN - the two largest girders, which took ten men to lift, are bolted into position. There are internal spreaders to maintain rigidity of the bridge, and the hand rails are bolted to the main girders. 		PHASE ONE - the main steel assembly - is completed in a day. 10 men and a girl pause for a group photo.
PHASE ONE - the main steel assembly - is completed in a day. 10 men and a girl pause for a group photo. 		FINE TUNING - temporary ballast is used to check the balance and swing. While the new bridge is open for the first time the opportunity is taken to paint the internal steel work prior to covering the framework with wooden decking. Once it was finished, the ballast needed is packed in the box under the right hand side. We used concrete blocks for this.
FINE TUNING - temporary ballast is used to check the balance and swing. While the new bridge is open for the first time the opportunity is taken to paint the internal steel work prior to covering the framework with wooden decking. Once it was finished, the ballast needed is packed in the box under the right hand side. We used concrete blocks for this.
Pink champagne was used to christen the bridge. Coincidentally the team supervisor, Dick Turner, had to retire that day after 3 years' work on the canal.
Pink champagne was used to christen the bridge. Coincidentally the team supervisor, Dick Turner, had to retire that day after 3 years' work on the canal. 		The only time a passenger boat used the bridge. On Dec 21st 1988 the John Gray was towed by our paddleboat down to Gregory Dam (through the tunnel) and returned. The trial navigation was highly successful and was a good way of thanking the team for their work.
The only time a passenger boat used the bridge. On Dec 21st 1988 the John Gray was towed by our paddleboat down to Gregory Dam (through the tunnel) and returned. The trial navigation was highly successful and was a good way of thanking the team for their work.