Editing River Ancholme (section)

===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 By this time the engineer had been replaced by Thomas Bradley.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}}