Introduction
The bridges we see crossing the Oxford Canal today vary considerably in type, style and age. These differences are the result of many factors, some planned and others the result of random events.
There are significant differences between the bridges in the northern and southern sections of the canal. Generally, stone built and lift bridges found in the southern section are unknown in the north, and iron built bridges are far more common in the north compared to the south.
These differences in bridge type and construction methods appear to be the result not only of when they were built, but also of the different materials, vernacular architectural styles employed, and subsequent history of development and change.
Although the northern section of the canal was built first, the southern section retains a far higher proportion of the oldest (and original) bridges. The reasons for this are twofold; firstly the extensive straightening and modernising of the canal (in the 1830s) to the north of Braunston, and secondly, the predominantly rural setting of much of the canal south of Napton. This has led to many of the original bridges in the north being replaced, whereas many of those in the south survived.
The characteristic Lift bridges in the southern part of the canal, are there (at least in part) as a result of the financial stringencies imposed on the canal construction in the 1780s as it progressed from Banbury to the Thames at Oxford. The lift bridges were built as a cheap alternative to the more expensive fixed stone or brick bridges (especially for farm accommodation crossings). The same fiscal limitations led to the use of single rather than double lock gates along this same length of canal. This has resulted in the legacy of a uniquely attractive stretch of canal, with bridges and locks that sit unobtrusively but purposefully within the landscape.
Here we will look at the bridges as they appear today and examine the different types of construction and materials used. We will try and understand how they have changed over time, and why these changes have happened.
Coventry to Oxford: A tale of two halves.
Although the canal leaves the Cherwell river valley at Claydon, where the flight of 5 locks raises the canal by about 30 feet, it is useful to look at the bridges along the entire length of the cut.
The canal runs for a length of just over 77 miles from its connection with the Coventry Canal at Hawksbury Junction (at the northern edge of Coventry) to the river Thames at Oxford. Essentially the canal can be divided into two major sections:
As originally planned by Brindley (work began in 1769) the route was constructed to follow the contours of the land, and thus reduce the need for costly cuttings, embankments and locks. This had the advantage of reducing costs, but at the expense of a very circuitous route. Later advances in engineering technology allowed the northern section to be extensively straightened during the 1830's at an acceptable cost. This resulted in a shortening of the northern section by a little over 9 miles, with many of the most meandering sections becoming abandoned loops or used as access for local wharves.
Much of this improvement was driven by competition from the Grand Junction Canal, which opened in 1805, and from the railways from the 1830s onwards.
This new, more direct, route involved the building of extensive new embankments, cuttings and aqueducts which had been avoided during the original construction. This in turn meant that much new bridge building took place to span the new straighter sections.
The growing industrialisation and associated expansion of towns such as Coventry and Rugby generated increasing traffic, not only on the canals, but also on the road network. This necessitated upgrading of many previously rural roads, and the consequent improvement and/or rebuilding of the existing canal bridges.
The final factor, that had an enormous impact on the canal bridges, was the advent of the railways. A completely new infrastructure of railways developed in the 1830s and 40s, during the so-called period of “railway mania”. This created a whole new tier of canal bridges that had their own particular characteristics and peculiarities.
All these changes conspired to alter the character of the northern Oxford canal far more than the southern section. After 1805, canal traffic from the midlands towards London increasingly took the Grand Junction Canal, rather than the Oxford Canal via Oxford and the Thames. The southern section became a relative backwater, which still served an important local need, but attracted little investment or upgrading. This resulted in much of the southern section remaining relatively untouched since its initial construction in the late 18th century and thus explains why many of the original bridges survive today (especially those in rural settings).
Bridge Types
The canal bridges can be grouped into a number of broad categories which combine fabric, usage and era of construction:
The bridges we see crossing the Oxford Canal today vary considerably in type, style and age. These differences are the result of many factors, some planned and others the result of random events.
There are significant differences between the bridges in the northern and southern sections of the canal. Generally, stone built and lift bridges found in the southern section are unknown in the north, and iron built bridges are far more common in the north compared to the south.
These differences in bridge type and construction methods appear to be the result not only of when they were built, but also of the different materials, vernacular architectural styles employed, and subsequent history of development and change.
Although the northern section of the canal was built first, the southern section retains a far higher proportion of the oldest (and original) bridges. The reasons for this are twofold; firstly the extensive straightening and modernising of the canal (in the 1830s) to the north of Braunston, and secondly, the predominantly rural setting of much of the canal south of Napton. This has led to many of the original bridges in the north being replaced, whereas many of those in the south survived.
The characteristic Lift bridges in the southern part of the canal, are there (at least in part) as a result of the financial stringencies imposed on the canal construction in the 1780s as it progressed from Banbury to the Thames at Oxford. The lift bridges were built as a cheap alternative to the more expensive fixed stone or brick bridges (especially for farm accommodation crossings). The same fiscal limitations led to the use of single rather than double lock gates along this same length of canal. This has resulted in the legacy of a uniquely attractive stretch of canal, with bridges and locks that sit unobtrusively but purposefully within the landscape.
Here we will look at the bridges as they appear today and examine the different types of construction and materials used. We will try and understand how they have changed over time, and why these changes have happened.
Coventry to Oxford: A tale of two halves.
Although the canal leaves the Cherwell river valley at Claydon, where the flight of 5 locks raises the canal by about 30 feet, it is useful to look at the bridges along the entire length of the cut.
The canal runs for a length of just over 77 miles from its connection with the Coventry Canal at Hawksbury Junction (at the northern edge of Coventry) to the river Thames at Oxford. Essentially the canal can be divided into two major sections:
- The northern part from Hawksbury Junction to Braunston Junction, a length of just under 23 miles.
- The southern part from Napton Junction to the Thames at Oxford, a distance of 49½ miles.
As originally planned by Brindley (work began in 1769) the route was constructed to follow the contours of the land, and thus reduce the need for costly cuttings, embankments and locks. This had the advantage of reducing costs, but at the expense of a very circuitous route. Later advances in engineering technology allowed the northern section to be extensively straightened during the 1830's at an acceptable cost. This resulted in a shortening of the northern section by a little over 9 miles, with many of the most meandering sections becoming abandoned loops or used as access for local wharves.
Much of this improvement was driven by competition from the Grand Junction Canal, which opened in 1805, and from the railways from the 1830s onwards.
This new, more direct, route involved the building of extensive new embankments, cuttings and aqueducts which had been avoided during the original construction. This in turn meant that much new bridge building took place to span the new straighter sections.
The growing industrialisation and associated expansion of towns such as Coventry and Rugby generated increasing traffic, not only on the canals, but also on the road network. This necessitated upgrading of many previously rural roads, and the consequent improvement and/or rebuilding of the existing canal bridges.
The final factor, that had an enormous impact on the canal bridges, was the advent of the railways. A completely new infrastructure of railways developed in the 1830s and 40s, during the so-called period of “railway mania”. This created a whole new tier of canal bridges that had their own particular characteristics and peculiarities.
All these changes conspired to alter the character of the northern Oxford canal far more than the southern section. After 1805, canal traffic from the midlands towards London increasingly took the Grand Junction Canal, rather than the Oxford Canal via Oxford and the Thames. The southern section became a relative backwater, which still served an important local need, but attracted little investment or upgrading. This resulted in much of the southern section remaining relatively untouched since its initial construction in the late 18th century and thus explains why many of the original bridges survive today (especially those in rural settings).
Bridge Types
The canal bridges can be grouped into a number of broad categories which combine fabric, usage and era of construction:
- Original stone built bridges
- Original brick built bridges
- Lift bridges
- Iron bridges
- Railway bridges (treated as a separate category irrespective of fabric type)
- Modern bridges (post 1900). These may be completely new crossings or modern replacements/rebuilds
- "Lost" bridges - crossings that have been removed, but evidence of their site and type still exist
An extensive list of sources and references for further reading is included at the end of the bridges section.