OTLEY BRIDGE, OTLEY, LEEDS

CONSERVATION MANAGEMENT PLAN

Prepared by: Kathryn Sather & Associates, Architectural Conservation Consultants, 25, Oldfield Road, ALTRINCHAM. WA14 4EQ

Tel: 0161 941 1414

REVISED DRAFT

October 2006

Otley Bridge, Otley, Leeds: Conservation Management Plan

TABLE OF CONTENTS

Section 1 Background Information ...... 3 Section 2 Understanding the Site...... 4 2.1 Development of Otley Bridge...... 4 2.2 Historical and Social Context...... 23 2.3 Management Information ...... 32 Section 3 Statement of Significance ...... 34 3.1 Overview of Significance ...... 34 3.2 Schedule of Significance...... 35 Section 4 Issues and Vulnerability...... 36 Section 5 Conservation Management Policies...... 38 5.1 Conservation Policy Aims...... 38 5.2 A Conservation Philosophy ...... 38 5.3 Appropriate Uses ...... 39 5.4 Priorities for Repair and Conservation...... 39 5.5 The Conservation Management Policies ...... 40 Section 6 Maintenance Plan...... 44 Section 7 Sources ...... 45 Appendix 1: Articles of Agreement for Repair of Bridge, 1775. 47 Appendix 2: Scheduled Monument Record ...... 50 Appendix 3: Map showing Area of Parkland...... 51 Appendix 4: Gazetteer ...... 53 1. 13 th Century Section of Bridge including Barrel Arches, Spandrels, Piers and Fill Material...... 53 2. 18 th Century Section of Bridge including Barrel Arches, Spandrels, Piers and Fill Material...... 57 3: The Arches at the N and S Ends of the Bridge...... 62 4: The Parapets ...... 65 5: Cantilevered Pedestrian Footbridge...... 68 6: 20 th Century Road Surface...... 71 Appendix 5: Principal Inspection Report on Otley Bridge Leeds...... 73 Appendix 6: Otley Bridge L90: Underwater Inspection...... 102

Details of Ordnance Survey (OS) Maps are printed under Map Copying Licence 100046131

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Otley Bridge, Otley, Leeds: Conservation Management Plan

Section 1 Background Information

Otley Bridge is a Scheduled Ancient Monument. It is also the focal point of the Riverside area of the Otley Conservation Area. Otley Bridge carries the B6451 over the River Wharfe and links the two halves of Otley Town. The next river crossing is over two miles away at Pool to the east or over five miles to the west at Ilkley. The eastern part dates back to 1228, when the Archbishop of York, titular Lord of the Manor of Otley, had it built to provide a more direct route to York. It was substantially rebuilt, including widening on the western side, in 1775-6, planned and overseen by John Gott, subsequently Surveyor of Bridges for the West Riding of Yorkshire. Growth of traffic in the twentieth century and demands for a safe pedestrian crossing resulted in the addition of a cantilevered pedestrian walkway on the western side in 1957. This is now inadequate and the masonry structure of the bridge is in need of substantial maintenance. Furthermore the bridge needs to be further widened in order to comply with Highway safety standards.

The Bridge is owned and maintained by Leeds City Council, who have proposed a project to undertake refurbishment of the bridge, including the proposed removal of the 1950’s cantilevered footway, widening of the bridge to provide standard width carriageways and a pedestrian footway, waterproofing and significant repairs to the masonry. The project to repair and alter the bridge is being undertaken by the Bridges Section of the Development Department, who commissioned this Conservation Management Plan. The aim of the plan is to help retain the significance of the historical structure of Otley Bridge, recognising that the bridge has changed significantly over 800 years and that not all elements will be of equal significance. The conclusions of the plan will inform the proposals for conservation and refurbishment and will be used to assess the impact of the proposed alterations, both in the short term and in the future.

The geographical scope of the plan covers Otley Bridge and its immediate setting. The plan has been prepared by Kathryn Sather and Associates. The plan draws on the 1998 Bridge Assessment, recent Inspections and the 2004 Feasibility Study.

As a Scheduled Monument, works of alteration require a Consent from English Heritage, as well as Planning Permission from Leeds City Council. Local, regional and national stakeholders will be consulted on the draft of this plan, including Otley Town Council, Otley Museum, the West Yorkshire Archaeology Service, Leeds City Council Planning Section, including the Conservation Officer, English Heritage, the Ancient Monuments Society, the Society for the Protection of Ancient Buildings, and the Georgian Group. Following consultation, it is expected that all of the stakeholders will adopt the Conservation Management Plan.

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Section 2 Understanding the Site

2.1 Development of Otley Bridge

2.1.1 Function and Description of Otley Bridge in 21 st Century

Otley Bridge carries the B6451 over the River Wharfe and links the two halves of Otley Town. Bridge Street (originally named Northgate) runs from the Anglo-Saxon and medieval centre of the town with the church and market place to the north and downhill to the river. Across the river it becomes Billams Hill, connected to the medieval villages of Newall and Clifton and on to Ripon and York. The next river crossing is over two miles away at Pool to the east or over five miles to the west at Ilkley.

The masonry bridge is about 25-30 foot high and 70 yards long. It consists of seven semi-circular arches of differing span. The five central arches are ribbed in half their width longitudinally in the arch construction on the downstream (eastern) side, representing the original early thirteenth century bridge. The original bridge has been widened upon the western or upstream side in the eighteenth century and an additional arch added at each end to afford a wider passage for the water, as the river is prone to flooding. The arches of the western section and the two end arches are not ribbed. A detailed description of the bridge and its constituent parts is provided in the gazetteer.

2.1.2 A Bridge of Several Periods - Overview and Local Context

The original bridge dates back to the thirteenth century. Whereas many bridges of similar age on the River Wharfe or elsewhere were washed away and rebuilt (such as Ilkley), or were demolished and replaced to accommodate changing traffic patterns, Otley Bridge contains elements of three distinct periods of building: the original bridge of 1228/9; the repairing, widening and lengthening of the bridge in 1775/6 and the addition of the cantilevered footbridge in 1957. In addition there are documented repairs and change from the nineteenth century, such as the new parapet. Its evolution results both from the need for repair due to the river’s proclivity to flood and from the mid-eighteenth century onwards a steady increase in traffic.

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Otley Bridge, showing 13 th century ribbing, 1775/6 widening, 1808 new parapet and flood damage to a pier (OB PH 15, date unknown, pre-1931)

On the south bank to the west of Bridge Street was the site of the medieval manor; the current Manor House dates from 1784 and adjacent to it is the former Prince Henry’s Grammar School, dating back to 1614 but substantially altered in 1790. The Roman Catholic Church of Our Lady and All Saints, built in 1851 stands on the west side of the street opposite the Bridge Church of 1889 on the east side of the street, with the 1879 All Saints School (formerly Board School) behind it. Between these and the river Manor Street terraced housing was built between 1891 and 1901. The open space to the east of Bridge Street, now used for parking, was the site of an earlier cattle market.

Drawing by John Carr

To the east (downstream) there is a weir some 200 yards away, now serving a working papermill, on the site of the twelfth century manorial corn mill. This retains water channels and the waterwheel pits from the original water power of the earlier mill. The north bank in the immediate environment of the bridge is characterised by late nineteenth century terraced housing built between 1891 and 1901 of Farnley Lane, Bridge Avenue and Newall Mount. To the west are the Queen Ann gateposts and walls of the Farnley Hall estate which the Fawkes family donated to the town of Otley in 1924 and is now Wharfemeadows Park. This has become a focal point for leisure activity, especially water-related activity. The mature trees on both sides of the river contribute to the timeless feel of the bridge in its setting. Kathryn Sather & Associates DRAFT Page 5

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Early 20 th century view of the upstream side of the bridge(OB PH 6)

2.1.3 The Construction of Otley Bridge in the Thirteenth Century

Up until medieval times rivers were generally crossed using fords and it can be assumed that the travellers to and from York, as well as to the settlements on the other side of the Wharfe crossed in this way. E.T Cowling described it’s position as follows: “In a terminal moraine spanning the valley but breached by the river at the northern end, provided the best ford for many miles east or west, with a good approach from each bank and a firm bottom with a constant depth” 1.

Seeking improved communications the Lord of the Manor, the Archbishop of York, Walter arranged for the bridge to be built to secure a reliable road from York and for its funding.. His registers include the record: “Ottele. 16 Kai. Martii, XIII. (1228). Indulgence of thirteen days to those who give to the construction of the Bridge at Ottele in the same form as that for the bridge at Elvet”. This followed a visit to Otley in 1226 and work by his surveyors in laying out the medieval town. The Elvet Bridge, in Durham, was most likely built between 1153 and 1195, by the Hugh Pudsey, the Bishop of Durham. The Elvet Bridge (originally called the New Bridge) was originally 15 feet wide and has five rectangular section ribs supporting the arches.

The granting of indulgences for those making donations to the construction of a bridge appears to have been a popular method of financing the construction and maintenance of a bridge. In 1233 Archbishop Gray granted an indulgence of ten days to those who contributed to the construction of Wetherby Bridge. Indulgences appear to have also been granted many years after the construction of the bridge, as in 1225 and in 1228, indulgences were granted for those contributing to the “building of the new bridge at Elvet”. 2

Built in 1229-30, the original bridge at Otley was the width of a cart and had five arches, which were ribbed or groined. The buttresses were walled to the top to afford shelter for foot passengers. The stone was probably quarried on the Chevin, to the south of the town

1 E.T. Cowling, The Extent of Otley in 1307 , 6. 2 E. Jervoise, The Ancient Bridges of the North of England (London: The Architectural Press, 1931) 40. Kathryn Sather & Associates DRAFT Page 6

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and brought down by sled. The bridge was twelve feet wide, two of the spans were of 30 feet and the other three of 29 ½ feet. The general appearance of the finished structure would differ greatly from that seen today; as the later introduction of two extra arches lessens the hump and the parapets have been raised 3.

Detail of Ribbing

Repairs to the original bridge

In 1538 Richard Langfellay or Ricardi Langfelaw, a mercer and the principal taxpayer in Otley in 1523, died and in his will left 40 shillings for the repair of Otley bridge. There was also a bequest of 1 mark for the erection of “a substanceal cross to be sett thereupon with a itle ymage of oure Ladie”. No visual evidence of this cross has been discovered.

On 11 th September, 1673 the Parish Register records “This summer is remarkable for the abundant and continual rain therein. On the 11 th of this month there was a wonderful inundation of waters in the northern parts. This River Wharfe was never known to be so big, within the memory of man, by a full yard in height running up in a direct line to Hall-Hill-Well.” It severely damaged (“overturned”) all five arches of Otley bridge, certain of the arches of the bridge at Harewood and completely destroyed the bridges at Kettlewell, Burnstall, Barden, Bolton and Ilkley.

The repairs to Otley bridge must have been substantial and were completed in 1674 and were paid for by the county, not the Parish; the cost amounting to £250. There has been discussion as to whether the bridge was completely rebuilt in 1675, possibly arising from the vagueness of the term “overturned”. However, if the bridge had been rebuilt at this time rather than repaired, it is highly improbable that the medieval ribbed structure would have been retained.

A hundred years later the “Book of Bridges, 1752-53” provides a contemporary technical illustration and description: “Ottley Bridge is

3 W.F.Seals, “The Long History of Otley Bridge,” Wharfedale and Airedale Observer , 28 Sep. 1973. Kathryn Sather & Associates DRAFT Page 7

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situated over the River Wharf in Ottley Town and Parish. Consists of five ribbed arches, built of good hewn stone, and Piers framed and set round. Is paved and together with 60 feet of the road to the South and 120 feet to the North, maintained by the West Riding”.

Three Bridges over the River Wharfe in 1752-3 From “The Book of Bridges” by Robert Carr & John Weston, with illustrations by John Carr

Otley Bridge, without the subsequent two additional two arches

Harewood Bridge, some miles to the East

Ilkley Bridge, five miles to the west

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2.1.4 The repairing, widening and lengthening of the Bridge in 1775/6

By the 1770’s the bridge was in such a poor state of repair and inadequate to the needs of the time that the local parish representatives were taken to court to enforce their duty of repair, albeit that repairs to the bridge themselves were the liability of the West Riding. Thus in 1774 John Gott was appointed by the Riding to prepare plans for the repairing and widening of the bridge. Born in 1720 and practising as a surveyor from Woodhouse, Calverley, near Leeds, he was active as a bridge and canal-builder in Yorkshire. From 1760-1792 he was the resident engineer of the Aire and Calder Navigation and in 1777 he became one of the two Surveyors of Bridges of the West Riding of Yorkshire. When he died in 1793 he was succeeded in this position by his son William. By 1774 he had designed the bridges at Ferrybridge (1764-5), Castleford (1770), Hexham Bridge (1767-70) and Nostell (1760-1), although only the last remains.

A copy of the contract between those charged with the repair and the stonemason, Henry King, exists which details the process, materials specification, construction specification for the bridge widening and the addition of new parapets. Additionally set down in the contract is the stipulation “that the two additional arches in the land walls at the ends of the bridge be set underneath … and the road to the ends of the battlements to the extent belonging to the Riding to be raised so as to make the road easy”. No reference is made to the existing or future width of the bridge. 4 It appears from this document that the arches, spandrels and fill of the original 1228 bridge were retained, with the new bridge section of smooth arches built alongside, two new arches added either side, and parapets built along the edges of both the new and old sections of the bridge.

Detail of Otley Bridge. 1752-3

4 “Articles of Agreement for the Repair of Otley Bridge”, 1775, included in Appendix A of W.F.Seal, Bridges over the River Wharfe , supplied by Otley Museum. Full details in Appendix 1. Kathryn Sather & Associates DRAFT Page 9

Otley Bridge, Otley, Leeds: Conservation Management Plan

Whole Bridge

Detail of Pointed Piers

First Arch, Otley Bank

Second Arch

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Third Arch

Fourth Arch

Fifth Arch, Newall Bank

2.1.5 Nineteenth Century Repairs

A number of sources document the ongoing necessity for repairs to the bridge in the nineteenth century. There is some conflict between the sources which include F. Morrell and P. Wood who has been meticulously researching this area.

The bridge was repaired in about 1808 with “many additions to remedy defects” 5 This may or may or not coincide with the building

5 Wharfedale manuscript, Dean & Chapter Library, information supplied by P.Wood in research for his A Guide to the Townscape of Otley , forthcoming. Kathryn Sather & Associates DRAFT Page 11

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of the rampart walls in 1808 for £277 (noted in documentation in West Yorkshire Archaeological Service, English Heritage memo)

Downstream view of Otley Bridge(OB PH 3)

Further unspecified repairs are recorded in 1821 for £59, 1825 for £85, and in 1824-37 for £170. 6 Morrell offers different dates but less detail. However he does say that a few years later new stone setts were laid. Wood identifies “Repairs to pillars and wing walls” in 1842, sourced from Seal.

From correspondence of 1856 concerning the drain at the Otley Bridge End it is apparent that, perhaps as part of the earlier repairs, a drain had been made and the road raised. This was arranged by William Bags, Surveyor of Bridges. 7 Morrell identifies that in 1863 the bridge was rubbed and re-set; Wood does not disagree. These setts may still be in place underneath the 20 th century road surfaces.

In the late 19 th century a design was produced for erecting new railings to the bridge wall. 8 It appears that the railings were never executed as contemporary photographs do not show them.

Railing Design Photo c1895 – No Railings

Further repairs are reported in 1888, when a small repair to parapet wall at Otley Bridge was necessary following damage by Mr Green’s Timber Wagon of Addingham. 9 Wood identifies further repairs in 1892 for £59 and in 1895 for £71. These documented repairs builds

6 P.Wood, above and W.F.Seals, Book of Bridges, et al. 7 Wakefield Archives Q03/252. 8 Wakefield Archives, Q03/252. 9 Wakefield Archives Q03/252. Kathryn Sather & Associates DRAFT Page 12

Otley Bridge, Otley, Leeds: Conservation Management Plan

up a picture of everyday wear and tear overseen by regular maintenance arrangements.

2.1.6 Twentieth Century Changes: the Cantilevered Footbridge

By the 1920’s Otley had continued to grow and was trying to cope with the advent of the motor car and a significant increase in traffic. The bridge had become a positive danger. In addition the two outer arches were mostly silted up and impeded the flow of water. Water flow through these two arches was particularly critical at times when the river was prone to flooding.

Western side of the bridge (OB PH 6)

Proposals to address the problem included a new road bridge further upstream, reached by a new road from Westgate across the Manor House grounds or a footbridge connecting Guycroft with Green Lane. Plans for a new road bridge were approved by the County Council but this and three subsequent proposals in the following year were turned down following objections from the Society for the Protection of Ancient Buildings. In 1931 plans were passed by Otley Council and the County Council to widen the bridge on the upstream side, at a cost of £35,000. The degree of local interest can be gauged in the fact that an Otley architect, Alfred Marshall, independently drew up plans to widen the bridge from 22 feet to 50 feet on the western side. The bridge was already scheduled and considered worthy of protection of the Society for the Protection of Ancient Buildings, to whom Marshall’s plan was forwarded. This would have provided a 10 foot pavement for pedestrians on both sides of the bridge with a double carriageway 30 foot in width between. Notes to his plans refer to an earlier “similar widening, suggested by the West Riding County Council”, i.e. the 1931 proposal 10 .

Although some survey work was done for the widening scheme, no further mention is made of it until 1937 when a new proposal emerged to demolish the bridge and replace it with a single span structure which would both help traffic and ease the flow of water.

10 1926 Schemes for widening, Otley Museum; 0/B/pl/1-3. Kathryn Sather & Associates DRAFT Page 13

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Although the River Board were in agreement not surprisingly the scheme was opposed by archaeologists. 11

After the second world war the footpath was railed in and a single- flow traffic, controlled by newly erected traffic lights was introduced. 12 In 1950 the bridge was removed from the Schedule of Ancient Monuments and in 1952 Otley Council put forward a plan to reintroduce a double line of traffic and to build a new footbridge on the downstream side. In August 1952 it was reported that this project had been shelved by the Urban District Council because the £12,500 price was considered excessive. Finally in February 1957 the proposal for a footpath on the downstream side of the bridge was approved, at a cost of £6,200 and completed that same year. 13

Steel Beam Supports for the Cantilevered Footbridge, 1957

New Footbridge with previous pedestrian lane still in Single lane traffic and traffic lights prior to 1957 place

11 Footbridge plan, including borehole data, Otley Museum; O/B/dc/2. 12 Traffic lights and footpath plan, W.R.C.C. Wharfedale Observer . 13 Otley Museum; O/B/pl/4:1956. Kathryn Sather & Associates DRAFT Page 14

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The new footbridge is two metres wide and is a concrete cantilever structure, supported by rolled steel joists inserted into the piers of the old bridge for half their length.

Otley Bridge, 2006

When assessed in1998, while the masonry bridge strength was sufficient for the full capacity for vehicular live load (40 tonnes), the cantilever carrying the footway could only carry 80% of full pedestrian live loading.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

not to scale

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not to scale

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not to scale

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Sequence of Maps showing Evolution of the Area and Roads around Otley Bridge

1720: John Warburton’s Map of Yorkshire 1775: Thomas Jeffrey’s Map of Yorkshire 1820: Thorpe’s Map of the Town of Leeds and Circumjacent County of York

The 1720 map shows Otley on the south bank, at a crossroad of the east-west road following the course of the river but on a higher contour, with the road to from the south east (Bingley) going towards the bridge. However on the north bank of the Wharfe the road disappears and there are little or no tracks shown to the hamlets of Clifton and Farnley and the large houses at Farnley and New Hall, and there is only a track shown going north. The 1775 map shows Otley in greater detail, including the main roads of the town, the church and the Paper Mill on the south bank of the river. North of the river the homes of various gentlemen are shown, together with a road going north east from the bridge through Farnley but still only a track going due north. By 1820 an increase in Otley’s population is apparent. The land on either side of the bridge on both banks is undeveloped but there is a road or track leading to the paper mill and the weir is clearly marked. A new road is shown going due north from the bridge through Newall. The building of Bridge End, immediately on the north end of the bridge is apparent. The 1835 map has an oddity in that is written upside down and it shows nothing on the north bank.

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1835: Plan of the Township of Otley in the County of York, surveyed in 1847/48: OS Map Sheet 187 1835 by J.B. Ingle

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1891: OS Map Sheet 187 1901: OS Map Sheet 187

The 1847 OS map provides useful detail about the grounds of the manor house and echoes the information on land use shown on a tithe map of 1845 (not included) where the land near the river on the south bank was described as fields, named Near Bridge Field, Lower Bridge Field, Mill Close and Mill Field). It also shows the Salem Chapel and the Sunday school to the east of Bridge Street. In contrast the growth in Otley by 1891 is apparent and the concomitant interest in leisure activities; the land beside the river is now a football field. There is more detail of the Manor House and its lodge, and the old Archbishop’s Palace just to the south, as well as the RC church the detailed buildings of the Salem Chapel and the new school. On the north bank there is almost no change. However by 1901 the terrace of houses has been built in front of Bridge End and the terraced housing of Bridge Avenue and Newall Mount has been built. On the south bank there is terraced housing on either side of Manor Street.

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Sequence of Maps showing Evolution of Otley Bridge

1847/48 1891 1901 All of these maps show the bridge with the additional two arches and the 6 piers, pointed in some drawings. The line of the river, unnaturally widening briefly just at the point of the river on both sides, helps explain the problem with silting up,

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2.2 Historical and Social Context

2.2.1 Evolution of Masonry Bridge Building

The Evolution of Bridges in general and in Yorkshire

The Pennines are not only the backbone of England; as a range of hills they form a barrier to the off-shore winds, resulting in frequent rainfall over the hills which then finds its way into the river systems of Yorkshire and Lancashire. Usually hilly terrain makes for deeper river valleys and their steep gradient contributes to swift and sometimes dangerous rivers.

While the Romans established many routes within and through Yorkshire at the beginning of the Christian Era, there is no evidence that their engineering expertise which developed the masonry arch bridge elsewhere was applied here. In Britain only a few remains have been found of pre-Roman bridges and in a few locations the foundations of Roman timber and stone bridges. The River Wharfe crossing points of the Roman roads are thought to be at Ilkley to the west of Otley and at the Roman Fort of Newton Kyme, near today’s Tadcaster to the east. 14

Once the legionaries left, traffic reduced and until the late middle ages and beyond few ordinary people travelled far. According to Margaret Slack journeys were mainly “in the immediate neighbourhood of their place of work; from one farm to another; from their cottages to the manor house to attend the manor court; from their farms to worship at church; to the weekly market to buy those commodities they were unable to grow or make at home, or to sell their surplus produce. A journey further afield and an event of great importance was the yearly or half-yearly visit to the fair. So … existing footpaths and footbridges sufficed.”

Routes generally either crossed high ground or kept in the lee of the hills, this latter being the case with the road on the south bank of the Wharfe. Flocks were moved between pastures and to and from market, clergy and church representatives travelled between churches and religious institutions which were the business centres of their day, merchants transported goods on packhorses, rather than carts. Packhorses often travelled in trains of 20-40 animals with a driver and one or two attendants. 15

Early river crossings were either fords or simple clapper bridges, where a stone beam or stone slabs were laid across mid-stream boulders or stone piers, perhaps with a handrail. As stone is more durable than wood, there may have been more wooden bridges in existence which have not survived to be recorded. Packhorse bridges represent another early bridge design. These bridges are

14 I.N. Wood, “Anglo-Saxon Otley: an archespiscopal estate and its crosses in a Northumbrian Context,” Northern History , Vol. 23, 1927. 15 Margaret Slack, The Bridges of Lancashire and Yorkshire (London: Robert Hale, 1986) 21. Kathryn Sather & Associates DRAFT Page 23

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hump-backed and often rising quite steeply from either end with the parapets quite low in order to accommodate the panniers or packs.

Although a few clapper bridges remain, most surviving ancient bridges are of medieval origin, and are masonry arch structures. Otley Bridge is the only such surviving structure over the River Wharfe and the one of two bridges which are scheduled ancient monuments within the scope of Leeds City Council, the other being Wetherby Bridge.

The town of Otley developed on the south bank of the River Wharfe, with its church, manor house and, from the thirteenth century, its markets. Parts of the manor, including Clifton and Newall lay on the north bank, and their inhabitants would have at times needed to cross for the reasons Margaret Slack described above. While these were small agricultural holdings in the main, over time a number of gentlemen built houses at Clifton, Newall and Farnley. Similarly their would have been traffic between the church and manor and the religious institutions of York and the nearer Ripon, to which the most direct route lay across the river.

The specific ribbed style used in building Otley Bridge may have its origins in late 12 th century France at Poitou, invaded by King John in 1214. Alternatively it may have been a reapplication of ribbed cathedral vaulting common in many Cistercian ecclesiastical buildings of the twelfth century. 16 The first known use of this method was at Elvet Bridge in Durham, and the indulgences granted for donations to the construction of Otley Bridge specifically refers to Elvet Bridge. Elvet Bridge was probably built in the second half of the 12 th century. Other examples of a similar ribbed construction are Twizel Bridge, in Northumberland, probably later than Otley, and Devil’s Bridge in Kirkby Lonsdale which was in existence in 1275. Wetherby Bridge, also over the Wharfe, was constructed around 1233. The advantages of a ribbed arch construction were a reduction by a third of the required amount of dressed stone and a lower dead weight and thrust on the piers. For each of the five arches the masons constructed ribs of dressed stone, some fifteen inches in depth and width. Across them slabs of undressed stone were laid. Then spandrels and a low parapet were added, a filling of rubble and earth, topped by gravel. Margaret Slack associates this ribbed structure with an early construction date: talking of the bridge over the River Calder at Whalley: “When however one goes beneath the bridge one can see that it is of ancient foundation. Two of the arches have a ribbed understructure and the bridge has been widened twice, both on the upstream and the downstream side. The ribbed understructure is not uncommon in the bridges of the two counties, being apparent, to name a few instances, at Paythorne, Kildwick, Otley, Wakefield and Giggleswick”. 17

The original bridge of 1228-9 would have been generous in its construction and width by the standards of the time. Other more common structures were the narrower and more humpbacked

16 F. Morrell, “Bridges are Stepping Stones of Time,” Wharfedale & Airedale Observer , 29 October, 1965. 17 M. Slack, The Bridges of Lancashire and Yorkshire (London: Robert Hale, 1986) 78-9. Kathryn Sather & Associates DRAFT Page 24

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packhorse bridges, often without parapets or only low ones, which did not interfere with the panniers on the animals. For narrower crossings simple slab bridges were still in use, either with a single slab or a series laid across natural or man-made stepping stones.

In time the packhorse trains themselves were superceded by travel and transport with horse and cart, necessitating wider roads and gentler inclines. These tended to keep closer to the valley floor and were often subject to the controls and tolls of turnpikes. Other factors contributed to evolution in bridge building: during the eighteenth century theoretical understanding of the arch advanced and began to impact on practical design; cast iron started becoming available and was first if not widely used in bridges from the 1770s. The industrial revolution was speeding up in the second half of the eighteenth century, increasing the flow of goods over greater distances by canal and by road. Against this background John Gott’s career during this period as a specialised bridge builder firstly the Resident Engineer of the Aire and Calder Navigation Company and secondly as Surveyor of Bridges for the West Riding illustrates the growth in bridge building in Yorkshire.

Bridges over the River Wharfe in the Eighteenth Century

In 1752-3 Robert Carr together with John Watson, in their capacity as the Surveyors of Bridges to the West Riding (they were predecessors of John Gott), produced a “Book of Bridges” with some illustrations by his son, John Carr, who would have been about thirty at the time 18 . It is his illustration of Otley Bridge that may have given rise to the belief that John Carr was responsible for the eighteenth century remodelling of the bridge. This book was commissioned to provide the justices with a definitive statement of their liabilities in relation to the local bridges and on completion was to be lodged with the clerk of the peace. It provides a technical inventory the specifications and locations of 120 bridges, together with extent of the liability of the West Riding for maintenance. The entry for Otley Bridge consisted of :

“ Ottley Bridge is situated over the River Wharf in Ottley Town and Parish. Consists of five ribbed arches, built of good hewn stone, and Piers framed and set round. Is paved and together with 60 feet of the road to the South and 120 feet to the North, maintained by the West Riding”.

The entries for the nearby bridges at Harewood and Ilkley read as follows: “A very good bridge, situate in the road between Harewood and Knaresborough, is framed and sett underneath and eight feet below the bridge quite across the River. Also a framing and setting under the north landstall wall maintains the road from springer of the Arch at South End 170 feet and at North End 66 feet.”

18 H. Colvin, A Biographical Dictionary of British Architects 1600-1840 (London: John Murray, 1978) 189. Kathryn Sather & Associates DRAFT Page 25

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Ilkley: “This bridge is very high, built of good stone and set round the piers and across the river, has four landstall walls and the Bridge all paved. 19

As is recounted elsewhere, the issues with bridges related less to the initial building than to constant need for repair, especially with swift rivers prone to flooding like the Wharfe.

In the nineteenth century a new factor affected the demand for and design of bridges – the invention and rapid spread of railways. Just as earlier the move from packhorses to carts had changed the demand on the gradient of roads and the load bridges would bear, so the railways demanded even slighter gradients which in hilly terrain could only be achieved by extensive bridge-building. Cast iron was gradually replaced by wrought iron and then by steel by the late nineteenth century. The first concrete bridge was built on the Metropolitan District Railway in 1868 but was not used on a mass scale until the end of the century; by the beginning of the twentieth century reinforced concrete began to be used in the UK. Pre- stressed concrete was first used on Waterloo Bridge in the 1940s but was not widely used until the 1950s. 20

2.2.2 The History of Otley and its bridge

There is evidence of human activity on the banks of the River Wharfe where Otley is now located since the Mesolithic era. After the last ice age there were wide post glacial lakes on either side of the crossing point where the bridge is now located. On the north shore a large number of flint artefacts from the Mesolithic period, together with unworked raw flint, indicating the existence of a flintsite. 21

Otley’s position on the River Wharfe at the point at which the river turns east and runs out of the Central Pennines might have meant that in Roman times it was sited two miles to the south of one of the routes from the plains of York into North West England; the Roman road 729 from Ilkley to Tadcaster ran east-west. The river crossing points of this Roman road are thought to be at Ilkley to the west and at the Roman Fort of Newton Kyme, near today’s Tadcaster to the east. 22

The origins of the name Otley is thought to be derived from Otta and the word for a forest glade or clearing (variously spelt lege or leah) , hence Otta’s forest glade or clearing 23 . The person is unknown. In the seventh century, at the time of re-introduction of Christianity to England by Augustine in Canterbury and the Celtic Christians in the

19 Robert Carr & John Watson, Book of Bridges, 1752-3, West Yorkshire Archives, QD1/461. 20 Institution of Civil Engineers’ Website: Bridges: http://www.ice.org.uk/downloads/2/bridgehistory.pdf 21 E.T. Cowling, “A Mesolithic Flintsite: The Sandbeds, Otley, Yorkshire,” Yorkshire Archaeological Journal Vol. 44, 1973. 22 I.N. Wood, “Anglo-Saxon Otley: an archespiscopal estate and its crosses in a Northumbrian Context,” Northern History Vol. 23, 1927. 23 A.H. Smith, The Place Names of West Riding of Yorkshire , vol. XXXIII Part 4 (Cambridge: Cambridge University Pres, 1961) 203. Kathryn Sather & Associates DRAFT Page 26

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North, the archbishopric of York was established. The first archbishop of York, appointed in 627 A.D. was Paulinus and he is reputedly responsible for the building of the parish church of All Saints in Otley.

It is believed that in or before 678 the estate of Otley was granted to Wilfrid, Archbishop of York. This was the beginning of closer links with York, some 30 miles to the north-east, across the River Wharfe. Following this a monastery is thought to have been founded in the eighth century. The contemporary importance this bestowed on Otley is seen in a remarkable collection of Anglo-Saxon sculpture; some ten stone crosses and grave covers, albeit in fragments, from this period. There is no indication of the location of the monastery but it is likely that it was close to the church. At the time it is unlikely that there would have been two significant ecclesiastical buildings in a small area. These buildings became the focus for settlement and are still documented in the street-name Kirkgate. However, apart from the crosses, no physical evidence remains. The Chancel of the current church is Norman, from the 12 th century.

The Manor House of the estate, however, was downhill from the church, close to the river. Again, how the estate was administered on behalf of the Archbishop is not known nor from which buildings. Finds from a limited archaeological dig in 1968 on the site of the first Manor House found ten pottery shards, dated from c650-850 and a free-standing apsidal stone built chapel, which succeeded timber buildings, and is of Saxon or Norman date. This had been incorporated later into a range of buildings with an upper floor chapel and private apartments. In the thirteenth century the chapel was again altered and extended by the addition of a square end instead of the apse and more buildings to the west. The scalloped capital was reused in this and was dated about 1150, similar to the date of the construction of the Parish Church.

There was considerable turmoil during the tenth and eleventh centuries, with invasions from Scandinavia of such gravity that at least once the Archbishop had to flee York. In fact Archbishop Wulfstan of York helped the ruling Saxon King Athelstan scatter gathering Vikings in Lowland Scotland. It is an unconfirmed antiquarian anecdote that in gratitude he was granted an estate known as “The Liberty of Otley, Cawood and Wistow” (the three castles on the Otley crest). However the estate and its connection with the archbishopric is documented in records from Archbishop Oswald (972-992), the York Gospels of 1020 and the Domesday Book. In the last it is called Othelai. These records include a reference from 1130 of a Mill in Otley, which would have necessitated constructing a dam or weir.

A key date in the development of Otley is its granting of a Charter for a Fair in 1222-3 and from 1226-7 this was extended to a Market and Fair. This was granted by the infant Henry III to Walter Gray, Archbishop of York (1225-1255) for his town of Otley. He visited Otley in 1226. The charter created a new “town” with new burgage plots for the wealthier individuals, alongside the original artisans dwellings in Bondgate in the original settlement. Both this and the Fair provided valuable sources of income. Paul Wood describes the laying out of the newly planted borough by the Archbishop’s Kathryn Sather & Associates DRAFT Page 27

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surveyors, with the settlement comprising “an established Church, a stone-built Manor House, and a new bridge, a manorial court, corn mill, forge, town oven, at least one hundred and twenty burgage plots with eighty-two burgage holders, a weekly market, a fair, a hospital and the gallows”. 24

Thus the building of Otley Bridge should be seen in the context of this background of reviving fortunes and patronage, and in the planned development of a medieval town of significance. The Archbishop’s motivation for having the bridge built was undoubtedly to secure a reliable road from York.

Leland, in his Itinerary of 1534, made reference to Otley Bridge, as one of four stone bridges over the River Wharfe: “VII miles from Harwood is Otley and there is a bridge of stone over Wherf”.

By the late eighteenth century the bridge must have been in poor repair. In 1774 the inhabitants of the West Riding were indicted at the Skipton Quarter Sessions for not repairing the bridge, referring to it as “a certain common public bridge called Otley Bridge situate upon and over the River Wharfe in the King’s Common Highway, leading from the town of Bingley to Ripon. The condition of the bridge was said to be “very ruinous, narrow and in great decay for want of repairs, in danger of His Majesty’s liege people, and a common nuisance”. Those responsible (Sir James Ibbetson of Denton, Francis Fawkes of Farnley Hall, Walter Hawksworth of Hawksworth, Edmund Barker of Chappeltown and James Willoughby of Guiseley) were then named at the Knaresborough Quarter Sessions and ordered to advertise in newspapers for workmen to bring in estimates of the lowest terms they would undertake to repair the bridge to a plan drawn up by John Gott.

The advertisement was duly placed in the Leeds Intelligencer in 1774 asking for estimates for the widening and repair of the bridge. A meeting was held in the Black Bull in Otley on February 20, 1775 at which John Gott presented his plans, following public notice of the project being given in the York Courant and the Leeds Mercury.

The contract was duly finalised and signed on 11 th April of the same year, with repairs to be completed by 1 st July, 1776. The contract was awarded to Henry King, stonemason of Ripon, at a cost of £751 15s 6d, to be paid by the West Riding of Yorkshire. They were to be overseen by John Gott. Henry King was to maintain the bridge in good condition for a period of seven years from the completion date. The contract foresaw further the guarantee of timely completion in that Henry King was required to offer a bondsman to the amount of £1,400. Another stonemason, John Peacock of Topcliffe, acted as bondsman.

The rebuilding cannot have been an easy task, especially as the Leeds Intelligencer report in October 1775, while the works would have been in progress, that “there was a terrible storm of wind and rain which lasted for 36 hours and part of the bridge was blown down”.

24 P. Wood, A Guide to the Landscape of Otley (Otley, 1999) 15. Kathryn Sather & Associates DRAFT Page 28

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Until this time Otley had remained a small self-contained rural township with little growth in population. In 1800 the population was 2,332. Although the town had a corn mill, paper mill and a skinning mill, most work was carried out as cottage industry. This changed when in 1820 William Ackroyd purchased the skinning mill in partnership with Thomas Duncan. By the end of the century this business employed about 1,000 people. There was similar expansion in the local paper and printing industry (Garnett’s and Walker’s respectively). Thus by 1860 the population of Otley had doubled and grew to 6,898 by 1904.

Engraving of Otley Bridge: N. Whittock, London, c1830 (courtesy of P Wood)

Between 1830-40 the new road to Bradford was built, replacing two older tracks. Then in 1841 a new road to Leeds was built, avoiding the previous steep route over the Chevin. Between the 1820s and the 1880s the number of carriers based in Otley increased from five to 22. In 1865 Otley was connected to the railway network and rail travel to Leeds via Arthington was possible; a connection to Bradford came in 1875. The railway ceased service in 1965.

The Ordnance Survey maps chart the increase in population and housing from 1850 onwards, together with a growing provision of public buildings and places of worship. Otley maintained its role as a market town at the heart of an agricultural area, although from 1885 the livestock market was required to be moved away from the general market to off-street sites. Otley had for a while two livestock markets, one in Otley town and one north of the river. In the twentieth century this market was of national importance as a dairy market. It is in the latter part of the twentieth century that agriculture has been in decline and this has affected Otley’s fortunes.

2.2.3 The River Wharfe and the life of Otley Town

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The River Wharfe rises in the largely unpopulated moorland area north of Settle and flows south east through Linton, Bolton Priory, Ilkley, past Otley and Harewood to Wtherby and Tadcaster. Shortly after this point it merges with the River Ouse and then flows into the Humber Estuary. The name of the river is derived from the Saxon word “guerf”, meaning swift. This reflects the character of the river which can very quickly change from being calm and tranquil to a raging torrent.

The River Wharfe has never been associated with navigation, at least in its upper reaches. This relates both to the difficult conditions and also because there was little industry in the area. The bridges would have been a limit to the size of vessel and the existence of the weir at Otley, which was there at least in some form from the thirteenth century, would also prove a hindrance to navigation. In 1890 a company was formed to make the river navigable but by 1898 the project had failed and the company went bankrupt.

The river has been prone to flooding for centuries. In addition to the already referenced cases of 1673, when various bridges were “overturned” and during the repairs in 1775, there was a large flood in 1883, illustrated by Israel Todd, which reached a level of 54.02m above sea level. On 1 st February 1920 Otley was cut in two by a flood, although this was less severe than the flood of 16 th February 1935 when fifty houses near the bridge were marooned. This flood rose and fell in less than 24 hours but at its peak the river was 10 feet above its normal level. The most severe flood recorded in recent years was in December 1936 when the water reached a height of 54.19m.

Sepia postcard of Otley Bridge, with crowd looking over the West parapet at river in spate, touching tops of arches. Probably taken 29/1/1883, the day of the flood marked by a floodstone on Billams Hill.

In early October 1938 the road near the bridge flooded twice. In July 1968 the River Wharfe was subject to a freak storm and in January 1982 it broke its banks and reached the top of the bridge arches; the recorded height being 53.50m. 25

In addition to flooding there is also a local phenomenon known as “the Otley Fresh”. This is a very rapid and dramatic rising which can

25 H.Walker, This Little Town of Otley (Otley: Olicana Books, 1974) Kathryn Sather & Associates DRAFT Page 30

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occur without warning after heavy rainfall further up on the moors, especially in autumn. In two documented cases of rescues from drowning at the Otley Museum, it can result in a rise in water level at least six foot. There is a local saying which attests to its dangers:

“ Wharfe is clear and Aire is lithe: Where Aire kills one, Wharfe kills five”

In the early twentieth century it was a challenge to swim in it: “one of the most popular (swimming) practices indulged in, when there was just a moderate “fresh” on, was to dive into the brown-coloured, peaty-tasting flood as it swirled from the end archway of the Bridge and let it take us in a circular sweep into a little bay just below the springboard, where some of our pals waited to help us out if we overshot the mark.” 26

From the late nineteenth century, as legislation curbed working hours and leisure activities began to emerge, the river and its banks became a focus for local sports. The football pitch was initially on the south bank, east of the bridge.

The Otley Swimming Club was founded about the beginning of the century, using land and the river near the North side of the Bridge. Starting in a small way, with one little dressing hut, it was at first restricted to male adults. Later boys were allowed to become junior members. By 1904 there were some 200 members, of whom over 50 were boys learning to swim. Mixed swimming took place from 1906 and caused somewhat of a sensation at the time.

In 1904 same year the Club held the first Water Carnival, attended by some 50,000 people; spectators filled the bridge and were even out on the buttresses. The events included races across the river but one of the highlights was a dive from a height of 60 feet by Mr G. Hobday into a section of the river known to be about 15 deep feet.

In 1924 Wharfemeadows Park was opened on the northern bank, west of the bridge. This was developed on land donated by Major F.H. Hawkes who gave fourteen acres of this family’s land to the council to be used “for recreations purposes”. The Council purchases additional land up to the bridge from various owners. The Park included an open air swimming pool, which became the new home of Otley Swimming and Lifesaving Club, a paddling pool and tennis courts. There were also boats to rent for rowing on the river. The first boat was on the river on 6 th May, 1925 although boating on Sundays was not permitted until 1935.

In the nineteenth century the River was known to freeze and the locals would go skating near the bridge. Rev. G.H. Brown recollects “There certainly were hard winters during the middle of the last century. Skates were in demand … and the young men of the town became expert in the use of them”. In particular he remembers an incident concerning one of the town’s well-known characters, Cis. “Cis was on the ice a little above the bridge, and near the old sheep- wash the ice gave way with him, and he was immersed up to the

26 H. Walker, “More Memories of Swimming and Swimmers “ Wharfedale & Airedale Observer 31 July, 1970. Kathryn Sather & Associates DRAFT Page 31

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armpits in the cold water. As he tried to heave himself back on the ice, fresh pieces were broken off.” Known as a staunch conservative, he was taunted with offers of rescue if he would recant. It must have been cold as he replied. “I’ll say yellow or owt ye like if ye’ll nobbut bring me a rope”.

2.3 Management Information

2.3.1 Evolution of Responsibility for Maintenance

According to Magna Carta the general burghers were responsible for the potential liability of maintaining structures; it includes a clause which prohibited the erection of new bridges which would burden or oppress the parish. On building the bridge the Archbishop made his own arrangements for maintenance: according to a reference from 1310 in Monastica Anglicano (4 Edw. II Ottely) the hospital for lepers in Otley were obliged to repair the bridge over the River Wharfe. This hospital was “situated at the end of our town of Otley as the road goes towards Harewood”. This may equate to Spittle Garth, to the east of the town today.

This was one approach to providing for maintenance. In general it must have been a vexed question since in 1316 an Inquisition was held in York at which the Jurors decided that no one is bound to repair a bridge except of their charity and free-will. 27 This was not overturned until the 1530-1 Statute of Bridges was passed, allocating responsibility for the upkeep of bridges to the local parish.

In 1538 Richard Langfellay or Ricardi Langfelaw, a mercer and the principal taxpayer in Otley in 1523, died and in his will left 40 shillings for the repair of Otley bridge. There was also a bequest of 1 mark for the erection of “a substanceal cross to be sett thereupon with a itle ymage of oure Ladie”.

Responsibility for maintaining the bridge has varied with reorganisations of county and local authorities. Otley Bridge was owned and maintained by the West Riding County Council from 1888 to 1974. Ownership and responsibility for maintenance of the bridge was taken over by the West Yorkshire Metropolitan County Council from April 1974 until March 1986. Since April 1986 the bridge has been owned and maintained by Leeds City Council.

2.3.2 Current Management Practices and Future Proposals

Otley Bridge is managed by the Bridges Section of the Development Department of Leeds City Council. Individual maintenance plans do not exist for each bridge owned by Leeds City Council. According to the Code of Practice for Bridge Management, it is recommended that all structures have a General Inspection no less than once every two years and a Principal Inspection once every six years. Maintenance needs, whether routine or structural, are identified during these

27 F. Morrell, ibid. Kathryn Sather & Associates DRAFT Page 32

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inspections. The maintenance work is then included in the current or future programme, with the priority for the work dependent on its urgency.

As part of Leeds City Council’s Bridge Assessment and Strengthening Programme, Otley Bridge was assessed in 1998. The masonry arch was assessed at 40 tonnes, a full capacity for vehicular live load. The cantilevered footbridge was assessed at only 80% of the full pedestrian live loading.

A Feasibility Study was prepared in 2004 to consider options for the repair and future use of Otley Bridge. The study considered the options of strengthening the existing footbridge, replacing the cantilevered footbridge as a separate structure, or widening the masonry bridge to contain the footpath. As the existing footbridge, even if strengthened, would only have a 20 year life span, this option was discounted. Due to the importance of historic views of the masonry bridge, a freestanding footbridge would need to be some distance away to allow appreciation of the bridge. However, the farther apart the footbridge, the greater chance that pedestrians would try to use the masonry bridge, which creates an unsafe situation. Following the Feasibility Study, widening the bridge to carry the footway has recently been proposed, together with raising the parapets to the current design standard of one metre.

In addition to the necessary repairs to the bridge, bridge deck waterproofing, the proposed raising of the parapets and the proposed remedial works following the removal of the footbridge, the Highway Development and Control Section (HDC) of Leeds City Council has proposed additional alterations. The HDC would like to take the opportunity presented by widening the bridge for the footway to further widen the bridge sufficient for a standard carriageway of 7.3 m, and for two footways, one on each side, to provide additional safety for pedestrians.

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Section 3 Statement of Significance

3.1 Overview of Significance

Otley Bridge is a nationally important structure and is a Scheduled Ancient Monument. It is one of only two bridges of this designation out of 436 bridges within the area of Leeds City Council. There are several reasons why Otley Bridge is significant:

• Evidence of the Status of the Medieval Town The bridge constituted an important element of the medieval town of Otley, enabling it to both flourish as a market town and the town’s patron to have good access and communications. The bridge itself is an important example of medieval patronage.

• Remarkable Degree of Survival The two significant phases of the bridge remain virtually as built. The later alteration of the footbridge has a minimal and reversible effect on the overall historic and architectural integrity of the structure.

• Visual Unity of Scale Materials and Form The scale of the bridge, the spandrels, parapets and arches all built of a local sandstone, and the round arches contribute to the appearance of visual unity of the structure.

• Evidence of the Evolution of Power Structures within the Town Built in 1228 at the behest of the Archbishop of York, the history of the bridge documents the evolution of local power and influence from religious to secular.

• Physical Evidence of the Growth of the Town The alterations to the bridge document the evolving growth of the town and the increase in traffic over the bridge.

• An Early and Rare Example of a Ribbed Arch Bridge Possibly based on the bridge at Elvet, Otley Bridge is a very rare survival of a medieval masonry ribbed arch bridge.

• Dramatic Views Contributing to the Character of the Town The view of the bridge from the east constitutes one of the most characteristic and significant views of Otley and makes an important contribution to the character of the riverside area of the town.

• Historical and Present Community Value The Bridge is a landmark of great community value, both in its physical function of holding the two parts of the town together and for its value as being at the heart of the town, symbolised

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by the various events and activities which have been observed from the bridge.

• Archaeological Potential of the Fill and Structure The bridge has archaeological potential as local materials were often used for filling and these may well have been taken from the adjacent medieval manor area.

3.2 Schedule of Significance

The separate elements of the bridge do not have the same level of significance when assessed separately. These elements have been assessed on their intactness, their special interest, and their contribution to the wider significance of the structure. There are four levels of significance as well as an intrusive grade.

Level A: High Level of Significance The element is relatively intact, has a special interest, and makes an important contribution to the wider significance of the structure.

Level B: Medium Level of Significance The element has been altered, has less special interest, or its contribution to the wider significance of the structure is less important.

Level C: Low Level of Significance The element has been significantly altered, has a low level of integrity, the special interest has been lost or it makes little contribution to the wider significance of the structure.

Level D: Neutral Level of Significance The element is not significant, has no special interest and makes no contribution to the wider significance of the structure, but does not make a negative impact on the structure.

Intrusive: The element is historically unimportant and has a negative physical or visual impact on the surrounding structure.

Gazetteer Overall Level of Element Section No Significance

Views of the bridge from upstream and downstream Level A: High 1 13 th Century Section of Bridge including Barrel Level A: High Arches, Spandrels, Piers and Fill Material 2 18 th Century Section of Bridge including Barrel Level B: Medium Arches, Spandrels, Piers and Fill Material 3 The Arches at the N and S Ends of the Bridge Level B: Medium 4 The Parapets Level B: Medium 5 Cantilevered Pedestrian Footbridge Intrusive Setts Level C: Low 6 20 th Century Road Surface Level D: Neutral

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Section 4 Issues and Vulnerability

This section of the plan identifies those factors which have adversely affected the significance of the building in the past, factors which are adversely affecting the significance of the building now and those factors which have the potential to adversely affect the significance in the future. By identifying these issues, policies can be prepared to prevent or rectify the loss of significance. The following factors have affected or are likely to affect the significance of Otley Bridge.

• Lack of Easy Access to the Eastern Side of the Bridge The eastern side needs a closer inspection from water level to identify the condition of areas not visible due to the footbridge.

• Impact of 20th C Additions The 20 th century cantilevered footbridge is built of concrete and steel, obscures views of the most important section of the bridge and is not appropriate for the historic character of the bridge.

• A Site of a Bat Roost The bridge is home to colonies of Daubenton’s bats which are protected by the Wildlife and Countryside Act 1981.

• Fair Physical Condition An inspection has identified a potential leak from a water pipe, areas of damp, leachite, deteriorated pointing, spalling, damaged carriageway surface, and a lack of waterproofing.

• Current Safety Considerations At present there is only a footbridge on one side of Bridge, which is less safe as pedestrians are obliged to cross the road. The parapet height is too low for current standards.

• Local Community Expectations of Future Use and Access The high profile of Otley Bridge within the local community has lead to an expectation of a certain level of public access and alterations which benefit the local community.

• Lack of Interpretation and Lack of Appreciation At present, the bridge is not publicly interpreted and there may be a lack of appreciation for the rarity and value of the structure.

• Views of bridge restricted by trees on both banks Lack of active tree management has allowed trees to grow and self seed, especially fast-growing sycamores which are already restricting views and will increasingly do so.

• Damage Caused by Statutory Undertakers A water leak in the Western section of the bridge may be caused by a leak in the water main in this section of the bridge. Water leaks like this can cause significant damage by leaching out the mortar used in the fill. Other damage could be caused to the historic structure by the insertion of the cables and mains to the structure.

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• Impact of Providing Access for Statutory Undertakers The bridge is presently used to bring two gas pressure mains, telecommunications cables, various electricity cables, and two water mains across the river. Providing access for these utilities in the future may damage the historic structure.

• Archaeologically Sensitive Site for Temporary Bridge Remains of earlier structures and pottery shards from 650 – 850 have been found on the site of the former Manor House, and there may be important archaeological remains existing below ground. Part of this area has been proposed as the line of a temporary bridge and temporary access road.

• Lodge Owned Privately The lodge to the park, located at the west side of the south end of the bridge, is owned privately. This building was built in the second half of the 19 th century and is not listed, but is located within the Conservation Area. The location of the Lodge may constrain efforts to further widen the bridge, and may also restrict public access to view the western side of the bridge.

• Potential for Archaeological Remains in the Fill of the Bridges Roman remains have been found in the fill of 17 th century bridges. Important artefacts may exist in the fill of either section of the structure.

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Section 5 Conservation Management Policies

5.1 Conservation Policy Aims

In order to achieve the vision for the site, specific Conservation Management Plan Policies have been developed for the care and management of Otley Bridge. The policies form a framework to advise the development of detailed proposals for repair and alteration, and for the continued management and maintenance of the structure. The policies specifically aim to:

♦ Preserve the significance of the bridge for the benefit of the present and future generations. ♦ Set out priorities for repair and restoration. ♦ Identify specific requirements to retain or enhance the significance of the setting and the structure. ♦ Promote and provide interpretation of the cultural significance of the bridge. ♦ Provide guidance to appropriately manage alterations and extensions. ♦ Provide a maintenance plan for the bridge once repaired and widened.

5.2 A Conservation Philosophy

The Policies which follow have been prepared based upon a conservation philosophy which aims to ensure the integrity of the bridge through an emphasis on retention and repair of the significant historic elements. An honest assessment of the condition of some parts of the structure, the need for safe pedestrian access and bridge widening, leads to acceptance that there will be a large amount of repair and alteration work. The philosophy which should guide this repair and alteration work can be summarised as follows:

♦ Existing elements of the bridge should be repaired rather than restored ♦ Existing historic elements in good condition should be retained ♦ Elements of historic bridge should be replaced only where essential ♦ Additions outside of the historic footprint eg public viewing areas and new additions such as for lighting should complement but not copy the historic structure ♦ Interventions should be kept to the minimum necessary to ensure a viable future use ♦ Intrusive features of little historic interest may be removed

In general alterations and additions have worth and should be respected as documenting changes of use. A simple blanket application of the “conserve as found” or “repair not restoration” approach is not the appropriate method in this case as there is a later intrusive addition which would be given a credence of which it is not

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worthy. The mid 20 th C pedestrian footbridge lacks respect for the character and importance of the bridge and is detrimental to the important views of the bridge from the east. Where additions prove damaging to the historic fabric, or are overwhelmingly visually intrusive, retaining the alteration or extension detracts from the historic fabric and the integrity of the complex. In this case, later additions and later damage are considered for their poor visual quality and impact on the building or interior.

5.3 Appropriate Uses

The most appropriate use for a structure is often that for which it was originally designed. In this case, it is obvious that the most appropriate use for a bridge is as a bridge. In particular, the load carrying capacity of this bridge is still adequate for vehicles, although the width of the carriageway is narrow and less than the design standard for new construction. Alterations which allow the continued use of the structure which do not damage the significance of the structure will enable the structure to be kept in use and therefore more likely to be maintained properly in the future.

5.4 Priorities for Repair and Conservation

There are areas of water ingress to the Bridge. Work is necessary to identify the cause of the leak, and to repair this.

♦ The first priority must be repair work which will halt the deterioration. This should be undertaken immediately.

There are also general repairs necessary which are not immediate in nature, but important such as re-pointing and waterproofing.

♦ The second priority is the repair of the existing historic material. Where materials are to be replaced, the replacement materials should be on a like-for-like basis and historically appropriate.

There are some areas where intrusive elements have been inserted. These elements may still be useful, but detract from the integrity of the building. The repair or renewing of these features and removal of intrusive additions would reinforce the historic importance of the structure.

♦ The third priority is to remove intrusive elements and replace original materials which have been damaged by alterations.

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5.5 The Conservation Management Policies

The following policies are written specifically for Otley Bridge. They do draw on an English Heritage structure of policy areas which should be considered when preparing this part of a Conservation Management Plan.

Setting

Policy S1 To ensure that alterations do not have a detrimental effect on the most significant views of the bridge.

Reason: The views of the bridge from both sides are of high significance. Given this, the views from the East are more important, as the structure of the eastern side of the bridge is much more rare.

Policy S2 To ensure any new paving materials are simple, functional, and reflect and enhance the character of the bridge.

Reason: An inappropriate paving material or design would detract from the significance of the bridge and not meet the principles for enhancement and improving design adhered to by the LCC.

Policy S3 To ensure that an archaeological watching brief is in place before any excavation of the Riverside Park area for a temporary bridge and temporary road.

Reason: It is necessary that any remains of archaeological significance are properly preserved or recorded. This area formerly contained the medieval Manor House, and is now occupied by the Police Station, the riverside park, and a school. Pottery shards dating to c650 to 850 and evidence of earlier structures have been recovered in previous digs in the area, although not in the immediate riverside area.

Policy S4 To ensure that the existing Park Lodge, now owned privately and the park gate piers are protected in the designs of any widening to the bridge and any associated temporary roads.

Reason: Both the Lodge and the Gate Piers are located within a Conservation Area and have some historic interest to the town of Otley.

Policy S5 To seek implementation of the Conservation Area Appraisal objective of improving tree management on the banks of the river.

Reason: the views of the bridge are currently and increasingly obscured because of unmanaged tree growth on both banks, including rapidly growing self-seeding sycamores.

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Retention of Significance

Policy RS1 To retain and repair the remaining structure of the 13 th century bridge.

Reason: The 13 th century ribbed construction is quite rare, and very early.

Policy RS1.1 To retain all of the historic structure, including that which is not visible, such as any remaining spandrel walls to the west.

Policy RS1.2 To repair the stonework to the east spandrels, once the existing pedestrian footbridge is removed.

Policy RS1.3 To ensure appropriate materials are used to replace missing historic stonework, and the deteriorated pointing.

Policy RS1.4 To inspect the fill of the 13 th century bridge and to document and retain any artefacts of interest.

Policy RS2 To retain and repair the structure of the 18 th century bridge.

Reason: Although less significant than the earlier section of the bridge, the western section, two end arches, and parapets have not been significantly damaged and retain their integrity.

Policy RS2.1 To retain the existing materials and structure.

Policy RS2.2 To ensure appropriate materials are used to replace missing historic materials such as lime mortar for pointing and matching sandstone, smooth faced and as close as possible in colour and grain-size.

Policy RS2.3 . To inspect the fill of the 18 th century bridge and to document and retain any artefacts of interest.

Policy RS3 To reinforce the historic character by removing the 20 th century cantilevered pedestrian footbridge, an addition identified as intrusive.

Reason: The intrusive elements have a detrimental effect on the integrity of the structure.

Public Access, Interpretation and Presentation

Policy PA1 To enhance public appreciation through access and interpretation.

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growth of the town. Public access and interpretation of the structure can be provided in a way which enhances the appreciation of the structure.

Policy PA1.1 To encourage documentation and public interpretation during the alteration and widening scheme.

PA1.2 To introduce a permanent interpretation panel which explains the history and significance of the bridge.

Alterations and Interventions

Policy AI1 To make any decisions on the repair, restoration, and conversion of the fabric of the structure and the setting with the advice of an appropriately trained professional and with the full understanding of the cultural significance of the building.

Reason: The repair and alteration of historic structures requires a high degree of knowledge of the history of the particular building type and knowledge of traditional building materials and techniques. Poor standards of repair have damaged buildings in the past and will do so in the future if repair and alterations are not planned and managed correctly.

Policy AI1.1 To ensure that managers of the bridge are aware of this requirement.

Policy AI1.2 To vet and only employ professionals and contractors with experience of working on historic buildings.

Policy AI2 To ensure that an archaeological watching brief is in place before any demolition or excavation of the fill material.

Reason: It is necessary that any remains of archaeological significance are properly preserved or recorded. Roman age artefacts have been unearthed in the fill of 17 th century bridges, and although it is considered unlikely, artefacts may be uncovered in the fill during excavation work.

Policy AI3 To carry out any archaeological investigation or archaeological watching brief in accordance with the Code of Practice and agreed standards and guidance of the Institute of Field Archaeologists and according to a scheme of work agreed with the County Archaeologist and English Heritage.

Reason: The quality of information received from any archaeological involvement during the excavation of the fill will depend upon the implementation of good practice and proper interpretation of the findings.

Policy AI4 To ensure sensitive and unobtrusive installation of services including telecoms, electricity, water and gas.

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Reason: Obtrusive or insensitive installation of services could have a negative effect on the historic structure.

Policy AI5 To ensure that design of new elements necessary for safety do not detract from the historic character of the structure.

Reason: Careful planning and contextual design can ensure that measures necessary for safety are effective and relatively unobtrusive.

Policy AI6 To ensure that further investigations pinpoint the exact area and extent of the bat roosts, and that any proposals which may affect this area are considered with appropriate advice to protect the bats.

Reason: The colony of Daubenton’s bats are protected by the Wildlife and Countryside Act 1981.

New Developments

Policy ND1 To ensure the design of any additions to Otley Bridge are contextual and respect the character of the surrounding structure.

Reason: The importance and visibility of Otley Bridge necessitates a careful approach to any new design elements, such as lighting and street furniture, so that it neither detracts from the Bridge nor too closely imitates the historic structure to make differentiation difficult.

Policy ND1.1 To ensure that any new additions are not visually dominant in height, proportion or materials.

Policy ND1.2 To ensure that the style of new street furniture respects the character of the surrounding structure without imitating historic details.

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Section 6 Maintenance Plan

Item Operation Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 1.00 Annual Items 1.01 Road sweep, clear kerbs etc to ensure free flow of rainwater • • • • • • 1.03 Parapet Wash off winter salt spray • 1.02 General fabric inspection (visual) Piers and arches from underside • I.e Low water inspection from boat NB July/August assumed low water levels Stone pointing and faces inc vaulting Identify voids All bat roosts need to be recorded and preserved Identify and remove destructive vegetation retain non -destructive (non-woody) vegetation (???) Also advise additional underside inspections after periods of flooding/flash storm etc

2.00 Periodic/cyclical maintenance 2.01 Copings, parapets and surfaces Two yearly cycle, and after reported impacts etc Check fixity of copings, pointing of stone etc Road surfaces check continuity, signs of seepage to Highways Agency to advise on extra requirements over and above substructure etc two yearly cycle Include inspections after any incidents involving spillage etc 2.02 Piers and arches Two yearly cycle As 1.02 above but to include detailed inspection Inspect cut ends of steel beams (if left exposed) and paint accordingly 2.03 Principle Inspection Six yearly cycle All elements to be subject to close inspection (close inspection = the ability to touch/feel ) Scaffold under arches etc. Underwater inspection of structure and river bed. Six yearly, or as Highways Agency requirements Check for scouring etc

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Section 7 Sources

Published Works: Bridges . Institution of Civil Engineers website. http://www.ice.org.uk/downloads/2/bridgehistory.pdf British bridges: an illustrated technical and historical record . Public Works, Roads and Transport Congress, 1933. Brown, Rev. G.H. Reminiscenses of Old Otley in the Mid Nineteench Century . Otley, Leeds: Otley Museum, 1982. Brumfitt. Old Otley . Leeds: M.T.D. Rigg Publications, 1984. Carr, Robert & John Watson. Book of Bridges, 1752-3. West Yorkshire Archives, QD1/461. County list of Scheduled Monuments : March 1994 . English Heritage, 1995. Cowling, E.T. “A Mesolithic Flintsite: the Sandbeds, Otley, Yorkshire”. Yorkshire Archaeological Journal , Vol. 44, 1973. Jervoise, E. The Ancient Bridges of the North of England . London: The Architectural Press, 1931. Otley Conservation Area Appraisal . Leeds: Development Department, Leeds City Council, 2003. Slack, Margaret. The Bridges of Lancashire & Yorkshire . London: Robert Hale, 1986. Smith, F.W. & Barstow, M. The Otley and Ilkley Joint Railway . Halifax: Martin Barstow, 1992. Tilly, Graham, Gifford & Partners. Conservation of Bridges: A Guide to Good Practice . London: Spon Press, 2002. Walker, Harold. This Little Town of Otley . Otley, Leeds: Olicana Books, 1974. Wood, I.N. “Anglo-Saxon Otley: an Archiepiscopal Estate and its Crosses in a Northumbrian Context”. Reprinted from Northern History , Vol. 23, 1927.

Unpublished Works: Feasibility Study: Bridge Maintenance: Otley Bridge L90: Otley, Leeds . October 2004. Heywood , J.W & B. Otley & District Scrapbook: Newscuttings . Otley Museum. Otley Bridge L90: Underwater Inspection . Osiris Marine Services Ltd, for Leeds City Council. October 2005. Principal Inspection Report: Otley Bridge Leeds. Bridge No L90 . Leeds City Council: Department of Highways and Transportation. March 1998. Wood, Paul. A Guide to the Landscape of Otley . Forthcoming (Aug 2006).

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Maps and Engravings: John Warburton’s Map of Yorkshire. 1720. No scale Thomas Jeffreys’ Map of Yorkshire: 1775. 1 inch to 1 mile Thorpe: Map of Yorkshire. 1822. No scale Ingle, J.B.: Plan of the Township of Otley in the County of York: surveyed in 1835 OS 1 st Edition. 1847-8 (Survey): Sheet 187. 6 inches to 1 mile OS Sheet 187: 1891: 6 inches to 1 mile OS Sheet 187: 1901: 6 inches to 1 mile Depiction of the Archbishop’s Palace (PRN1412), Drawn by West Yorkshire Archaeology Advisory Service, Sheet No. SE2045NW. Whittock, N. Untitled Engraving of Otley, London, 1830. Harrogate Graphic Arts England (Publisher of Reproductions). Otley Museum, Ref: O/O/en/3.

Archives consulted: Otley Museum. Information on Otley Bridge is referenced as: O/B/ type /no . Otley Public Library West Yorkshire Archaeology Services West Yorkshire Archives

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APPENDICES: SUPPORTING INFORMATION

Appendix 1: Articles of Agreement for Repair of Bridge, 1775. Appendix A of Bridges over the River Wharfe, in W.F.Seals “Bridges over the River Wharfe”, supplied by Otley Museum.

Indented, made and entered into the eleventh day of April in the year of Our Lord One thousand seven hundred and seventy five BETWEEN Sir James Ibbetson of Denton Park in the County of York Baronet Francis Fawkes of Farnley Hall in the same county Esquire Walter Hawksworth in the same county Esquire Edmund Barker of Chappeltown in the said county Esquire and James Willoughby of Guiseley in the same county Clerk of the one part and Henry King of Ripon in the said county Stonemason of the other part. OTLEY BRIDGE. WHEREAS the inhabitants of the West Riding of the County of York at the General Quarter Sessions of The Peace held at Skipton in and for the said Riding on the twelfth day of July last past were indicted for not repairing a common publick bridge called Otley Bridge situate upon and over the River wharfe at the parish of Otley in the said West Riding in the King’s Common Highway there leading from thetown of Bingley to the Town of Ripon the said bridge being very ruinous narrow and in great need decay for want of repairs in danger to His Majesty’s liege people and as common nuisance AND WHEREAS at the General Quarter Sessions of the Peace held at Knaresborough the fourth day of October now last past it was amongst older things ordered that it should be referred to Sir James Ibbetson ( etc see preamble ) or any three of them to meet and view Otley Bridge and to advertise in the publick newspapers for workmento bring in estimates of the lowest terms they would undertake to repair and amend the said bridge according to a plandesigned by John Gott of Woodhall in the parish of Calverley gentleman AND WHEREAS at the General Quarter Sessions of the Peace HELD AT Wetherby the tenth day of January now also last past it was amongst other things ordered that it should be referred to the said Sir James Ibbetson ( etc ) or any three of themto receive any amendment of the Estimate and Proposals made or which might happen to be made relative to the same bridge and to contract with workmen and to take such order as to them the said referees or any three of them should seem meet and proper for the effectual repairing and widening of the same AS IN AND BY THE RECORD OF THE SAME INDICTMENT and the said orders reference being thereunto had will more fully appear AND WHEREAS at a meeting of the the said Sir James Ibbetson (etc) had in pursuance of the last mentioned order on the 20th day of February last past at the house of Hannah Richardson known by the sign of the Black Bull in Otley aforesaid according to publick notice given in the respective newspapers called the York Courant and the Leeds Mercury it was AGREED and ORDERED that the said bridge should be widened amended and repaired according to the plan and elevation delivered at the said meeting by the said John Gott and also according to the directions and in manner following that is to say, The points of the piers to be taken down and the foundations of the piers and abutments to be cleared out one foot under the bed of the river at the deepest pier and all the other foundations to be dug the Kathryn Sather & Associates DRAFT Page 47

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same depth that a frame of deal timber be laid upon each foundation the said frame to be eight inches in thickness and rabetted on to piece and a planking three inches in thickness to be laid across the first frame and bragged down to found the stone work on the first course of stones all the foundations to be three feet in bed and twelve inches in thickness and the stone above to the springing of the arches to be eighteen inches in bed with proper bond stones and the filling within to be strong stones well bedded and flushed in lime and all the ashlar up to the springing of the arches to be set in Tarras the stone in the arches to be sixteen inches in bed all the stones in the piers spandrels and wing walls to be twelve inches in bed with proper bondstones and the filling within to be strong stone, well flushed with lime up to the fascia course that a fascia course to be laid on fifteen inches in height by fifteen in breadth a plinth course ten inches in height by thirteen and a half in breadth a dado two foot in height by twelve inches in breadth that the ashlar in the piers spandrels wingwalls arches and battlements to be good tooled work and the battlements when finished to be four feet above the pavement of the bridge that a new battlement be set on the low side of the bridge with pedestals raised on the piers the same as those on the upper side the causeway to be flagstones three feet in length and four in thickness, to be laid six inches above the pavement of the bridge That sixteen stone posts to be set against the battlements and causeway to prevent them being displaced by carriages That thirty bondstones to be laid over the arches betwixt the new and old workties the said bondstones to be four feet in length by two in breadth and twelve inches in thickness that frames of oak timber be laid round the piers and abutments in the same depth as the old frames and piled down with piles of oak and shod with iron to secure their driving the said frame to be twelve inches in breadth by eight in thickness and the space between the frame and pier to be pitched with stone, to wit the first course of stone against the frame to be two feet deep and those within eighteen inches that the two additional arches in the land walls at the ends of the bridge to be set underneath the out rows of stone to be two feet deep in bed and those within sixteen inches in bed the stone in the arches to be fifteen inches in bed and the road at the ends of the battlements to the extent belonging to the Riding to be raised so as to make the road easy AND WHEREAS the said Henry King proposed at the said meeting to enlarge widen and repair the said bridge with all manner of needful and necessary reparations from that time for and during the terms of seven years next ensuing for the sum of SEVEN HUNDRED AND FIFTY ONE POUNDS FIFTEEN SHILLINGS AND SIXPENCE and to have the all old materials and also to enter into bond to Richard Fenton Esquire Clerk of the Peace for the said Riding wherein the said Henry King together with a sufficient bondsman shall bind themselves and their executors and administrators in the penalty of one thousand four hundred pounds for the due performance of the covenants and agreements that he will with himself and workmen agents servants and assigns with all speed enlarge widen and repair with wood stone and lime and other necessary materials on or before the 1st day of July 1776 in a good and substantial manner which works shall be begun proceeded upon under the survey and directions of the said John Gott the Treasurer for the said Riding will weel and truly pay unto the said Henry King for the performance of the said work on his producing a certificate in writing under the hand of the said John Gott Kathryn Sather & Associates DRAFT Page 48

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that the works are actually done unto the sum specified in the certificate John Gott shall superintend the execution of the work from time to time and shall be paid for his trouble

The bondsman was John Peacock of Topliffe

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Appendix 2: Scheduled Monument Record

COUNTY: West Yorkshire

DISTRICT: Leeds

PARISH: Otley

Medieval Bridge 1066 - 1540

Post Medieval Bridge 1673 -

NMR Number: SE 24 NW 2

Otley Bridge is the only remaining medieval bridge across the River Wharfe. It still retains five ribbed arches of medieval date, the other two arches having been rebuilt possibly after the flood of 1673. The bridge has been widened on the upstream side and the parapets have been rebuilt. Scheduled.

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Appendix 3: Map showing Area of Parkland

The plan on the following page shows the area of the former Manor House, now occupied by the Police Station, the riverside park, and a school. Pottery shards dating to c650 to 850 and evidence of earlier structures have been recovered in previous digs at the sites indicated on the plan.

The following map is reproduced by permission of the West Yorkshire Historic Environment Record (WYHER), and under Map Copying Licence 100046131.

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Appendix 4: Gazetteer

1. 13 th Century Section of Bridge including Barrel Arches, Spandrels, Piers and Fill Material

History The Lord of the Manor, the Archbishop of York, arranged for the original bridge to be built in order to secure a reliable road from York. The Archbishop of York also partly funded the construction of the bridge through granting indulgences. His registers of 1228 include the record: Indulgence of thirteen days to those who give to the construction of the Bridge at Ottele in the same form as that for the bridge at Elvet”. The original section of Otley Bridge was built between 1228 and 1230. The original bridge was twelve feet wide, two of the spans were of 30 feet and the other three of 29 ½ fee. The stone for the bridge was probably quarried on the Chevin, to the south of the town. The bridge was repaired several times, after being damaged by flood waters, and several other times for minor or more major repairs. By 1774 the bridge was in a very poor state of repair and was consequently repaired, widened and extended. The contract for the works specified that “thirty bondstones to be laid over the arches betwixt the new and old workties the said bondstones to be four feet in length, two in breadth and twelve inches in thickness.” The then existing parapet was removed as part of the work.

Description This section of the bridge is on the downstream and eastern side. This section of the bridge has five arches, with each arch built up from five stone ribs of rectangular section. The arches, spandrels, and piers are built of smooth ashlar sandstone blocks. These original arches butt up against the 1775 bridge spandrels, although an open joint does exist between the two sections. The specification for the 1775 alterations calls for thirty bondstones to be laid over the arches between the new and old sections of the bridge. It appears from this that the spandrel and fill of the old bridge would have been disturbed in the construction of the new section.

Significance The 13 th century section of the bridge has been assessed at Level A: High Level of Significance as the element is relatively intact, has a special interest, and makes an important contribution to the wider significance of the structure.

Issues & Vulnerability The bridge is a breeding site for Daubentons Bats, and is protected by the Wildlife and Countryside Act of 1981. The eastern side needs a closer inspection from water level to identify the condition of areas not visible due to the footbridge. The bridge needs waterproofing and repointing. The fill material may contain artefacts of archaeological interest.

Condition The Principal Inspection Report has identified that the piers are in a fair condition with loss of joint mortar, some spalling and deterioration

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of stonework, and with some higher plant growth. The arches are also generally in good condition but with leachite deposits, dampness and algae growth. The eastern spandrels and piers could not be closely inspected due to the footbridge.

Photos

Pier 1 from the East

Piers 1 & 2, Arches 2 & 3

Arch 4

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Arch 5

Arch 6

Arches 6 & 7

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The Piers on the East face of the Bridge

Pier 1 (Otley Bank) Pier 2 Pier 3

Pier 4 Pier 5 Pier 6 (Newall Bank)

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2. 18 th Century Section of Bridge including Barrel Arches, Spandrels, Piers and Fill Material

History The original 1228 bridge was widened in 1775-1776 to the designs of John Gott, a surveyor, bridge and canal-builder from Calverley, near Leeds. Gott had designed four other bridges before he designed the extension to Otley Bridge. From 1760-1792 Gott was the resident engineer of the Aire and Calder Navigation and in 1777 he became one of the two Surveyors of Bridges of the West Riding of Yorkshire. Specification of works for the repair and widening of the bridge in 1775/6, taken from Articles of Agreement for the Repair of Otley Bridge 1775, specify the details of bridge extension as: - The points of the piers to be taken down; - the foundations of the piers and abutments to be cleared out one foot under the bed of the river at the deepest pier and all the other foundations to be dug the same depth; - a frame of deal timber to be laid upon each foundation, the frame eight inches in thickness and rabetted on to piece and a planking three inches in thickness to be laid across the first frame and bragged down to found the stone work on the first course of stones; - all the foundations to be three feet in bed and twelve inches in thickness; - the stone above to the springing of the arches to be eighteen inches in bed with proper bond stones; - the filling within to be strong stones well bedded and flushed in lime; - all the ashlar up to the springing of the arches to be set in Tarras; - the stone in the arches to be sixteen inches in bed; - all the stones in the piers spandrels and wing walls to be twelve inches in bed with proper bondstones; - the filling within to be strong stone, well flushed with lime up to the fascia course; - a fascia course to be laid on fifteen inches in height by fifteen in breadth; - a plinth course ten inches in height by thirteen and a half in breadth, - the ashlar in the piers spandrels wingwalls arches and battlements to be good tooled work; - thirty bondstones to be laid over the arches betwixt the new and old workties the said bondstones to be four feet in length, two in breadth and twelve inches in thickness; - that frames of oak timber be laid round the piers and abutments in the same depth as the old frames and piled down with piles of oak and shod with iron to secure their driving; - the said frame to be twelve inches in breadth by eight in thickness and the space between the frame and pier to be pitched with stone, to wit the first course of stone against the frame to be two feet deep and those within eighteen inches;

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Description This section of the bridge is on the upstream and western side. This section of the bridge has five arches, with a smooth face to the arch. These arches butt up against the original 1228 bridge spandrels, although a space does exist between the two. The specification calls for thirty bondstones to be laid over the arches between the new and old sections of the bridge. The arches follow the sizes of the original arches. The arches, spandrels, and piers are built of smooth ashlar sandstone blocks.

Significance The significance of the 18 th century arches, spandrels, piers and fill material has been assessed at Level B: Medium Level of Significance as the elements have less special interest, and its contribution to the wider significance of the structure is less important.

Issues & Vulnerability The continuous water leakage is a cause for concern and may be caused from a leaking water pipe buried in that section of the bridge. The bridge needs waterproofing and repointing. The fill material may contain artefacts of archaeological interest. The bridge is a breeding site for Daubentons Bats, and is protected by the Wildlife and Countryside Act of 1981.

Condition The Principal Inspection Report has identified that the western spandrels are generally in good condition however there is a continuous water leakage at one point, and a number of places are damp. In addition, there are a number of open joints and deterioration of joint mortar. The piers are in a fair condition with loss of joint mortar, some spalling and deterioration of stonework, and with some higher plant growth. The arches are also generally in good condition but with leachite deposits, dampness and algae growth.

Photos

West (upstream) side of Bridge

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Arch 2 from West

Arches 3 & 4

Arches 3 & 4: Photo lightened to show smooth under-arches

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Arches 4 & 5, from the North Bank

Arches 5 & 6, from the North Bank

Arch 6 from North Bank

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Arch 6, as seen from the North Bank

The Piers on the West face of the Bridge

Pier 1 (Otley Bank) Pier 2 Pier 3

Pier 4 Pier 5 Pier 6 (Newall Bank)

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3: The Arches at the N and S Ends of the Bridge

History The north and south arches were built as part of the widening scheme of 1775-1776. In the contract for the works the arches and approach roads were specified as: - the two additional arches in the land walls at the ends of the bridge to be set underneath the out rows of stone to be two feet deep in bed and those within sixteen inches in bed; - the stone in the arches to be fifteen inches in bed; - the road at the ends of the battlements to the extent belonging to the Riding to be raised so as to make the road easy.

Description The arches are built in a manner similar to the 1775 arches, but are deeper. The spandrels, piers and arches are built of smooth ashlar sandstone blocks.

Significance The significance of the north and south spans are rated Level B: Medium Level of Significance as the elements have less special interest, and their contribution to the wider significance of the structure is less important.

Issues & Vulnerability There appears to be stones set in the ground below the arches which should be retained if found during excavations. These stones were often set into the ground to help prevent scour of the foundations.

Condition The Principal Inspection Report has identified that both of the arches are in good condition, well pointed and dry.

Photos

Arch 7 (North End Arch)

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Arch 7, showing underside of Arch, across to East side of bridge.

Arch 7, seen from Southeast bank

Arches 6 (ribbed) and 7 (smooth), from North East bank

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Arches 1 (South end and smooth) and 2 (ribbed) from North East Bank

Arch 1(South end) from West bank, somewhat obscured by branches

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4: The Parapets

History The parapets were built as part of the widening scheme of 1775- 1776. In the contract for the works the parapets (called battlements) were specified as: - a fascia course to be laid on fifteen inches in height by fifteen in breadth; - a plinth course ten inches in height by thirteen and a half in breadth, - a dado two foot in height by twelve inches in breadth; - the ashlar in the … battlements to be good tooled work; - the battlements when finished to be four feet above the pavement of the bridge, - a new battlement be set on the low side of the bridge with pedestals raised on the piers the same as those on the upper side; - sixteen stone posts to be set against the battlements and causeway to prevent the battlements being displaced by carriages. The stone posts do not now exist.

Description The solid masonry parapets are built of ashlar stonework, and now vary in height above the carriageway from 0.8 to 0.9 meters. The parapets have a smooth internal face with angled coping stones. The external face has thicker pilasters built off the piers, and a pedestal course which stands proud of the parapet wall.

Significance The significance of the parapet walls are rated Level B: Medium Level of Significance as the element has less special interest, and its contribution to the wider significance of the structure is less important.

Issues & Vulnerability The parapet is currently lower than the current design standard of 1 meter. The parapet walls need repointing.

Condition The Principal Inspection Report has identified that the parapet walls are in fair condition. The parapets suffer from weathering and approximately 20% of the mortar is loose or missing. In addition there are a number of cracks on the north-western side of the parapet, along the joints.

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Photos

East and West parapets, looking South from North end of bridge

West Side

West face from South Bank

West Face from North Bank

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Detail of top of West parapet from Footbridge

North section of West face

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5: Cantilevered Pedestrian Footbridge

History After the second world war the bridge was restricted to single lane traffic with tow pedestrian footpaths, controlled by traffic lights. The cantilevered pedestrian footbridge was built in 1957 after three decades of proposals for widening the bridge, replacing the bridge, or building a new additional bridge. The work cost £6,200. The pedestrian footbridge allowed the carriageway to be widened to 5.4 meters, which allowed two lanes of traffic.

Description The new footbridge is 2 metres wide and is a concrete cantilever structure, supported by rolled steel beams inserted into the piers of the old bridge for half their length.

Significance The Footbridge has been assessed as Intrusive as the element is historically unimportant and has both a negative physical impact and a negative visual impact on the surrounding structure.

Issues & Vulnerability Even with the proposed repairs for strengthening, the footbridge has only around 20 year lifespan.

Condition As part of Leeds City Council’s Bridge Assessment and Strengthening Programme, Otley Bridge was assessed in 1998. The cantilevered footbridge was assessed at only 80% of the full pedestrian live loading.

Photos

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Record photo showing the construction of the new cantilevered footbridge attached to the East side of Otley Bridge in 1957. View of Downstream side with concrete beams in position. Spectators look on.

Record photo showing the construction of the new cantilevered footbridge attached to the East side of Otley Bridge in 1957. OBPH 51: Taken 8/4/1957, from North end of new footbridge.

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6: 20 th Century Road Surface

History Originally the bridge carriageway surface would have been covered with stone cobbles or setts. The 1775 contract for widening the bridge and building the two end spans specifies a new flagstone surface for the road as “the causeway to be flagstones three feet in length and four in thickness, to be laid six inches above the pavement of the bridge”. There is documentary evidence of these setts being replaced in the early 19 th century, and the latest documented source is from 1863 when the setts were rubbed and reset. The surface will have been covered in tarmac in the 20 th century.

Description The bridge road surface is covered in tarmac.

Significance The existing road surface is rated Level D: Neutral as the element is not significant, has no special interest and makes no contribution to the wider significance of the structure, but does not make a negative impact on the structure. It is assumed that the earlier paving setts may exist below the existing road structure. These setts are of historic interest for documentary purposes.

Issues & Vulnerability There is a lack of waterproofing to the surface due to the fair condition of the carriageway surface.

Condition The Principal Inspection Report has identified the carriageway surfacing as in fair condition, with some areas of wear exposing the layer underneath and some bald patches. The Report suggested that remedial works of resurfacing the carriageway should be undertaken.

Photos

Looking North

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Looking South

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Appendix 5: Principal Inspection Report on Otley Bridge Leeds.

Report produced by the Leeds City Council Department of Highways and Transportation, March 1998, on Otley Bridge, Bridge No. L90.

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LEEDS CITY COUNCIL Date: March 1998 Department of Highways and Transportation Bridge No:-L90

PRINCIPAL INSPECTION REPORT

ON OTLEY BRIDGE LEEDS

Director: J McArthur, B.Sc., C.Eng., F.I.C.E., F.I.H.T

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LEEDS CITY COUNCIL Date: March 1998 Department of Highways and Transportation Bridge No:-L90

PRINCIPAL INSPECTION REPORT

ON OTLEY BRIDGE LEEDS

Report Prepared by :- Y Hedwat

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LEEDS CITY COUNCIL SHEET NO. 1 Highways and Transportation OF PRINCIPAL INSPECTION REPORT SHEETS

BRIDGE NAME OTLEY BRIDGE

Map Reference SE 2010 4590

District Bridge No L90 Date of Construction Not Known

Crossing B6451/River

If above is a railway line: give B.R Region N/A

and B.R Bridge No N/A

If above is a river: is it tidal and/or navigable No

give Authority Environment Agency

Is structure scheduled as an Ancient Monument Yes

DIMENSIONS: No of spans 7 Skew No

Clear square width of spans 5 at 9.1m & 2 at 6.4m (approx).

Skew length of decks C/C bearings -

Width of carriageway on bridge 5.4m

Width of central reserve N/A

Width of verges/footpaths 0.330m verge on west side, 0.320m verge on the east side, footbridge extension on the east side

Total width between parapets 5.8 (excl. footbridge)

Minimum headroom N/A

LOADING Is structure subject of a weight restriction order No

If yes give details order made

CONSTRUCTION

The structure consists of a multi-span arch of stone masonry. The structure has masonry abutment, spandrels and parapets.

BEARINGS

N/A

EXPANSION JOINTS

N/A

WATERPROOFING Not known q:\leeds\l90pi.doc

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LEEDS CITY COUNCIL SHEET NO. 2 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

CONTENTS

1. FORM NO.1

2. INTRODUCTION

2.1 Description 2.2 References

3. GENERAL PHOTOGRAPHS

4. STATUTORY UNDERTAKERS SERVICES

5. SUMMARY

5.1 Condition of the Structure 5.2 Remedial Works 5.3 Assessment

6. CONDITION OF STRUCTURE

6.1 Foundations 6.2 Abutments / Piers 6.3 Arch Barrels 6.4 Spandrel Walls 6.5 Piers/Cut Waters 6.6 Parapet Walls 6.7 Carriageway

Appendices

Appendix 1 - Photographs Appendix B - Assessment of Arch

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LEEDS CITY COUNCIL SHEET NO. 3 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

2. INTRODUCTION

2.1 Description

The structure is a multi-span arch (7 arches) carrying the B6451 Bridge Street over River Wharfe at Otley. The Bridge is scheduled as an ancient monument.

The bridge consists of two different types of Construction. The two end arches are of shorter spans and are of typical masonry arch construction. The middle five arches consist of two types of construction, a smooth barrel masonry arch (western elevation) and a masonry arch with four number ribs (eastern elevation), (Photograph No.5), with a distinct joint in-between the two. The ribs measure 330mm wide x 320mm deep (approx.) with a 480mm gap in-between.

The bridge has been extended on its eastern side. The extension consists of pre- cast concrete beam construction and provides a footpath (photograph no.5). The report does not cover the footpath extension. The inspection was carried out on 26th March 1997 between the hours of 20.00 and 2400 in order to satisfy the police requirements with respect to traffic restrictions.The bridge was inspected by the use of an underbridge unit operating from the top of the bridge. The northbound lane of the carriageway was closed to traffic creating a one way traffic movement over the bridge.

Note : The bridge is home to colonies of Daubenton’s bats which are protected by Wildlife and Countryside Act 1981.

2.2 References

2.2.1 Department of Transport Bridge Inspection Guide.

2.2.2 Department of Transport Standards BD21/97 and Advice Note BA16/97 : The Assessment of Highway Bridges and Structures.

2.2.3 Drawings - original drawings are not available.

2.2.4 English Nature, Wakefield - Focus on bats in the bridge.

2.2.5 English Heritage - Scheduling Department

2.2.6 National Monument Records Library

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LEEDS CITY COUNCIL SHEET NO. 4 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.1 Negative No. G2-3955 Date taken 5/11/97 East Elevation

Photograph No.2 Negative No. 2955 Date taken 5/11/97 West Elevation

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LEEDS CITY COUNCIL SHEET NO. 5 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No. 3 Negative No. G2-3955 Date taken 5/11/97 Carriageway looking north

Photograph No.4 Negative No. 4478 Date taken 5/11/97 Carriageway looking south

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LEEDS CITY COUNCIL SHEET NO. 6 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

4. STATUTORY UNDERTAKERS SERVICES

Based on the information supplied by Statutory Undertakers the following services cross the bridge:-

Service Authority Details

Gas British Gas Transco, Bradford 8” SI low pressure main on eastern side. 10” SI, medium pressure main on western side.

Telecommunications British Telecom, Leeds BT Cables on eastern side. Torch Communications None Energis None Cable and Wireless None

Electricity Yorkshire Electricity, Bradford Various Electricity Cables on the eastern side. National Grid None

Water Yorkshire Water 10” CI main on western side, 250mm Ductile Iron on Eastern side.

Main Drainage Leeds City Council None

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LEEDS CITY COUNCIL SHEET NO. 7 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

5. SUMMARY

5.1 Condition of Structure

5.1.1 The foundations were not made visible for inspection.

5.1.2 The abutments and piers were below water level at the time of inspection and therefore were not visible for inspection. However there was no evidence of any settlement or structural distress. An underwater inspection of the bridge was carried out in December 1997. The submerged elements of the structure were found to be generally in good condition. The next underwater inspection will be carried out in the year 2000.

5.1.3 The arch barrels are generally in good condition with no signs of deformation from their original shapes. The arch barrels suffer from varying degrees of leachate deposits, dampness and growth of algae. Pointing is good but a few highly weathered stones exist. A wide and deep gap exists between the two construction styles at each of the five middle arches.

5.1.4 The western spandrels are generally in good condition. Apart from a number of open joints and local deterioration of joint mortar the pointing is generally good. The spandrels are subjected to weathering and in a number of places are damp. There is continuous water leakage at one place. Close examination of eastern spandrel was not possible due to access restrictions, caused by the footpath extension.

5.1.5 The parapets are generally in fair condition. The stones suffer from weathering and the joint mortar is friable or missing in many places.

5.1.6 Bridge piers -The bridge piers are in fair condition Bridge piers are subjected to weathering, moderate losses of joint mortar, localised spalling and minor disintegration of stones.

5.1.7 Carriageway - The carriageway surfacing over the bridge is in fair condition.

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LEEDS CITY COUNCIL SHEET NO. 8 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

5.2 Remedial Works

Considerations should be given to waterproofing the bridge in order to arrest seepage of water through the bridge and prevent further deterioration and damage to the fabric of the structure.

The source and cause of the continuos water seepage through the spandrel wall should be investigated and remedial measures should be taken to stop this (Leakage from a water main across the bridge was suspected and this was reported to Yorkshire Water for further investigations)

The carriageway over the bridge should be resurfaced.

Important Note: Otley Bridge is an important breeding site for Daubentons Bats. All bats and their roosts are protected by the Wildlife and Countryside Act 1981.

It is therefore important to give full consideration to the protection and safety of these mammals and their roosting sites before any inspection, maintenance or exploratory works are planned.

English Nature (Wakefield Office) should be consulted prior to any such works.

Consideration should be given for the inspection of the abutments/piers below the water level to check condition and any signs of erosion and scour.

Alternative methods of inspection should be considered in order to carry out close and detailed inspection of the eastern elevation which is much less accessible.

Open joints in the bridge piers, spandrels, parapets etc.,should be pointed. Loose and friable mortar throughout the bridge should be removed and repointed,

5.3 Assessment

The structure has been assessed to BD21/97 and is capable of carrying 40 tonnes Assessment Live Loading with 20 units of HB rating .The process of assessment included the use of computer programme software “Archie”.

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LEEDS CITY COUNCIL SHEET NO. 9 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

6.0 CONDITION OF STRUCTURE

6.1 Foundations

The foundations are not visible for inspection, however, no signs of distress or settlement of the structure were evident. It can therefore be assumed that the foundations are in good condition.

6.2 Abutments

The abutments were below water level at the time of inspection and therefore were not visible for inspection.

6.3 Arch Barrels

The bridge consists of 7 No. arches. For reference reasons these are numbered 1 to 7 in this report, Arch 1 being the most northerly arch, i.e. closest to Cattle Market and Arch 7 the most southerly one, i.e. closest to town centre.

Arch barrel No. 1 : This is one of the two shorter span arches and is of single type construction i.e. traditional smooth barrel.

The arch barrel is in good condition, is well pointed and is dry. There are no visible cracks, or any dropped voussoirs.

Arch barrel No. 2 : Consists of the smooth barrel arch and the adjacent arch with four number masonry extrados ribs construction, (Photograph No.6), with a wide joint in-between. Both arches are in good condition and apart from minor losses of joint mortar the pointing is good.

The barrels are dry but suffer from leachite deposit stains.

The wide joint between the two arches (20mm approximately) contains loose and broken mortar and rubble, (Photograph No.7).

Arch barrel No. 3 : Most of the two different style construction arch barrels are covered in leachite deposits and patches of algae indicating water seepage through the barrel. An area about 3m long x 0.6m wide on the north western side of the barrel is very wet (Photograph No.8). This appears to have been caused by continious water seepage through the fabric of the bridge. Further evidence of this seepage can be seen on the adjacent section of the spandrel wall and pier. this may be due to a leak from a water main which exists within the bridge. There is minor loss of defective joint mortar within the barrel, (Photograph No.10). The joint between the two adjacent arches again is wide and deep (370mm deep x 60mm wide approx.), (Photograph No.9), and contains loose mortar etc. (Note the open joints between the two arches might contain the roosting site of bats). There are a number of open joints within the arch ring.

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LEEDS CITY COUNCIL SHEET NO. 10 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Arch Barrel No. 4 : The northern first quarter of the arch ring and barrel is very wet with patches of algae growth, (Photograph No.11). The rest of the barrel is dry but covered in leachite deposits and some stalactites. Two stones with split and missing pieces exist at south western quarter point approximately 1.5m from the face of the arch ring, (Photograph No.12). The condition of the joint between the two adjacent arches is the same as arch No.3. The pointing is in good condition.

Arch Barrel No. 5 : There are a number of joints close to the crown with missing or deteriorated mortar in the arch ring. The barrels are well pointed and apart from a voussoir with a missing piece, are in good condition. There are signs of recent pointing in the arch barrel with extrados ribs close to the original arch. The arches are dry but approximately half the areas are covered in leachite, (Photograph No.13).

Arch Barrel No. 6 : Evidence of severe weathering can be seen in mainly two voussoirs at the crown on the western elevation. The arches are otherwise in good condition with no visible signs of deformation or movement, pointing is generally good and the barrels are dry.

The joint separating the two adjacent arches is very narrow.

Arch No. 7 : This shorter span arch is similar in construction to arch No.1. It is generally in good condition and is well pointed.

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LEEDS CITY COUNCIL SHEET NO. 11 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

6.4 Spandrel Walls

Note: Due to access difficulties and restrictions the eastern spandrel walls were not inspected. This report therefore only covers the western spandrel walls.

Arch No.1 : Is generally in good condition.

Arch No.2 : There is evidence of weathering in the stones and this has resulted in deterioration of joint mortar and loss of pointing in a number of places, (Photograph No.14).

Arch No.3 : Stones are subjected to weathering and there is some loss of joint mortar particularly close to the ring on the western elevation, (Photograph No.15) Continuous water seepage mentioned earlier is in spandrel between arch 2 and 3 (Photograph No.16).

Arch No.4 : The spandrel walls are in good condition and are generally well pointed. There are no signs of outward movements. The stones are discoloured and suffer from weathering.

Arch No.5 : Apart from some loss of joint mortar close to the ring and effect of weathering on masonry, the spandrels are in good condition.

Arch No.6 : Condition of the spandrel wall is similar to arch No.5 with lesser number of defective joints.

Arch No.7 : The south western part of the spandrel could not be inspected since it was obscured by tree branches. The rest of the spandrel walls are in similar condition to arch No.6.

6.5 Piers/Cut waters

The six number piers/ cut waters between the arches suffer from slight to moderate degrees of weathering , resulting in some loss of joint mortar and pointing., localised deterioration of the masonry and growth of vegetation within the gaps created by loss of joint mortar., (Photographs Nos.16, 17). The northern side of the third pier/ cut water (between arches 2 and 3) is wet due to continuos seepage of water through the spandrel wall in that area (Photograph No.18). The deterioration and loss of pointing is evident on the western (upstream) elevation between arch 1 and 2, arch No.3 and 4 and also the cut water between arches 6 and 7. Detailed inspection of eastern piers/cut waters could not be carried out because of access restrictions (caused by the footpath extension).

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LEEDS CITY COUNCIL SHEET NO. 12 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

6.6 Parapet Walls

The parapet walls are constructed of large sandstone blocks, laid in regular courses, with masonry coping. The vertical and horizontal alignment of the walls appear even.

The masonry suffers from weathering and approximately 20% of joint mortar is either loose or is missing. The unsound pointing mortar is scattered along the lengths of the parapets and in some places is more evident below the coping stones, (Photograph No.19, 20).

There are a number of narrow cracks on the north western side of the parapet, along the joints.

6.7 Carriageway

The carriageway surfacing is in fair condition. There is evidence of reinstatement by statutory undertakers works in the form of longitudinal or square strips, (Photograph No.21).

The surfacing is worn away in places, particularly in the middle of the carriageway, exposing the layer underneath and bald patches, (Photograph No.22).

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LEEDS CITY COUNCIL SHEET NO. 13 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

APPENDICES

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LEEDS CITY COUNCIL SHEET NO. 14 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

APPENDIX A

PHOTOGRAPHS

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LEEDS CITY COUNCIL SHEET NO. 15 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.5 Negative No. G2-3955 Date taken 5/11/97 Arches with two different construction type,Foothpath Extention

Photograph No.6 Negative No. G2 4121 Date taken26/3/97 Arch with 4 No. extrados ribs

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LEEDS CITY COUNCIL SHEET NO. 16 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.7 Negative No. G2-4121 Date taken 26/3/97 Gap between the two adjacent arches

Photograph No.8 Negative No. G2 4121 Date taken 26/3/97 Damp area on arch barrel close to continuous water leakage

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LEEDS CITY COUNCIL SHEET NO. 17 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.9 Negative No. G2-4121 Date taken 26/3/97 Gap between adjacent arches

Photograph No.10 Negative No. G2 4121 Date taken 31/8/97 Open joint in arch barrel (Arch No.3)

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LEEDS CITY COUNCIL SHEET NO. 18 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.11 Negative No. G2-4121 Date taken 5/11/97 Damp areas, growth of algae oon arch barrel No.4

Photograph No.12 Negative No. G2 4121 Date taken 31/8/97 Split voussoirs, arch barrel No.4

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LEEDS CITY COUNCIL SHEET NO. 19 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.13 Negative No. G2-4121 Date taken 26/3/97 Deposits of leachite , Arch No. 5

Photograph No.14 Negative No. G2 4121 Date taken 26/3/97 Evidence of weathering, loss of mortar in spandrel wall

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LEEDS CITY COUNCIL SHEET NO. 20 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.15 Negative No. G2-4121 Date taken 26/3/97 Loss of mortar in spandrel , close to arch ring

Photograph No.16 Negative No. G2 4121 Date taken 26/3/97 Water seepage through spandrel wall

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LEEDS CITY COUNCIL SHEET NO. 21 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.17 Negative No. G2-4121 Date taken 21/3/97 Deterioration of pier/cut water

Photograph No.18 Negative No. G2-4121 Date taken 21/3/97 Water leakage through spandrel wall

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LEEDS CITY COUNCIL SHEET NO. 22 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.19 Negative No. 3955 Date taken 5/11/97 Open joints in parapet

Photograph No.20 Negative No. 3955 Date taken: Open Joints in parapet

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LEEDS CITY COUNCIL SHEET NO. 23 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Photograph No.21 Negative No. G2-4478 Date taken 5/1197 Carriageway Reinstatement over bridge

Photograph No.22 Negative No. 3955 Date taken: 5/11/97 deterioration of surfacing over bridge

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LEEDS CITY COUNCIL SHEET NO. 24 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

APPENDIX B

ASSESSMENT

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LEEDS CITY COUNCIL SHEET NO. Highways and Transportation OF PRINCIPAL INSPECTION REPORT SHEETS

BRIDGE NAME OTLEY BRIDGE

Map Reference SE 2010 4590

District Bridge No L90 Date of Construction Not Known

Crossing B6451/River

If above is a railway line: give B.R Region N/A

and B.R Bridge No N/A

If above is a river: is it tidal and/or navigable No

give Authority Environment Agency

Is structure scheduled as an Ancient Monument Yes

DIMENSIONS: No of spans 7 Skew 0

Clear square width of spans Varies

Skew length of decks C/C bearings -

Width of carriageway on bridge 5.4m

Width of central reserve N/A

Width of verges/footpaths 0.400m on west side /footbridge ext on north side

Total width between parapets 5.8 (excl. footbridge)

Minimum headroom N/A

LOADING Is structure subject of a weight restriction order No

If yes give details order made

CONSTRUCTION

The structure consists of a multi-span arch of stone masonry. The structure has masonry abutments, spandrels and parapets.

BEARINGS

N/A

EXPANSION JOINTS

N/A

WATERPROOFING

Not known

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LEEDS CITY COUNCIL SHEET NO.25 Highways & Transportation OF SHEETS PRINCIPAL INSPECTION REPORT : OTLEY BRIDGE

Brief explanation of the output from computer programme Archie:

1-Arch data: The geometric properties of each of the seven arches are shown individually on pages ot1 to ot7. The only loading is the self weights of the arches shown as dead loads.

2-HA loading: Pages ot8 and ot9 represent the behaviour of each arch under 11.5t single axle load (40t HA loading). It can be seen that the lines of the trust are well within the critical zone i.e indicating that the arch barrels are wholly in compression and therefore satisfactory for applied loading.

3-HB loading: Pages ot10 and ot11 represent the behaviour of the arches under 20 units of HB loading. The lines of trust are all within the critical zone indicating HB rating of 20 units for the bridge. The lines of trust in the abutments for the above HB rating are within the middle third zone.

Trial hole results

4 number trial holes were excavated in carriageway on top of the bridge in order to establish the thickness of the arch rings and confirm results from site survey. The trial holes were excavated on top of arches 1,2,3 and 4. The following results were recorded.

Trial hole on arch No . Depth of surfacing and fill

1 480mm 2 480mm 3 500mm 4 450mm

Mass concrete slab was found below the fill in all the above 4 trial holes (ave thickness =120mm) . It can therefore be concluded that the thickness of the arch rings from site surveys can be accepted as minimum values.

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Appendix 6: Otley Bridge L90: Underwater Inspection

Report produced for Leeds City Council by Osiris Marine Services Ltd, dated October 2005.

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OTLEY BRIDGE L90 Underwater Inspection October 2005

Client: LEEDS CITY COUNCIL

Index:

1.0 Location Plan

2.0 Elevation Photographs

3.0 Bridge Description

4.0 Defect Summary

5.0 Defect Photographs

6.0 Dimension/Defect/Sounding Drawings

6.1 Defect / Dimension Drawing 6.2 Upstream Elevation 6.3 Bed Soundings

7.0 Condition Assessment/Recommendations

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1.0 Location Plan

OS Map ref. SE 201 459

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2.0 Elevation Photographs

2.1 Upstream elevation.

2.2 Downstream elevation.

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3.0 Bridge Description

Identity:

Bridge Name: Otley Bridge Bridge No: L90

OS Grid Reference: SE 201 459 OS Map No: 104

Carries: B6451 Over: River Wharfe

Inspection Date: 12/10/05 Prev. Inspection: 25/08/04

Description:

Structure Type: Extended Segmental Arch No. of Spans: 7 to abutments

Skew Angle: 5°

Materials:

Superstructure: Masonry Abutments: Masonry

Pier(s): Masonry Invert: Masonry invert (Spans 1 & 7) Foundations: Unknown

Datum:

Datum Location: TBM at central span upstream arch crown

Datum Level to Water Level at Time of Inspection: 2920mm.

Bed Composition

AREA CLAY SILT SAND GRAVEL GRAVEL GRAVEL BEDROCK FINE MEDIUM COARSE Upstream Present Present Predominant

Midcourse Present Present Predominant

Downstream Present Present Predominant

Flow Velocity:

Moderate flow velocity, unknown seasonal runoff flooding.

Pollutants:

None detected.

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4.0 Defect Summary

Bed Scour:

o None detected

Structural Scour:

o Erosion void below water level along downstream left retaining wall from 7.1m to 15.6m from downstream face, void 100-200mm high x 200- 700mm deep, running 300-500mm above bed level. Wall bulging and overhanging up to 100mm.

Mortar Loss:

o 5% minor isolated mortar loss to watercourse piers as per 25/08/04 inspection.

Void(s):

o Isolated voids to downstream left retaining wall from 2.5m to 7.1m in association with erosion void as per 25/08/04 inspection.

o Open joint at water level at extension joint on left face of pier No.6, 30mm wide x 200mm high x 300mm deep.

Spalling:

o Isolated waterline spall void to pier No. 5 right centerline extension joint, 400mm high x 140mm wide x 220mm deep as per 25/08/04 inspection.

o Minor spall to pier No.5 upstream cutwater cap as per 25/08/04 inspection.

o Occasional spalling to watercourse spans leading ribbed soffit section at waterline on centerline extension joint; worst case pier No.3 140mm wide x 230mm high x 10-30mm deep as per 25/08/04 inspection.

o Isolated minor spalling to span No.5 downstream individual soffit rib stretcher at 2 0’clock, 330mm wide x 700mm long x 250mm deep, as per 25/08/04 inspection.

o Localized spalling to pier No.2 and pier No.4 downstream concrete footbridge supports exposing corroded reinforcement as per 25/08/04 inspection.

Cracks/Fractures:

o Occasional isolated settlement/geological fracturing to soffit masonry throughout, all appear old and stable with no discernable pattern apparent as per 25/08/04 inspection.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

o Diagonal through joint fracture to downstream left retaining wall 7-8m from downstream face, 1000mm long x 10-20mm wide x 200-300mm deep as per 25/08/04 inspection.

o Vertical through joint-stretcher fracture to downstream left bank retaining wall 16m from downstream face, 1400mm long x 10-80mm wide x 200- 300mm deep as per 25/08/04 inspection.

Drumminess:

o None detected

Deformation:

o Bulging and overhang up to 100mm of downstream left retaining wall between 7.1m and 15.6m, possibly associated with erosion void.

Concrete Weathering:

o See spalling.

Metallic Corrosion:

o N/A

Timber Rot/Probe Depth:

o N/a

Marine/Vegetation Growth:

o None detected.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

5.0 Defect Photography

5.1 Open joint at water level at extension joint on left face of pier No.6, 30mm wide x 200mm high x 300mm deep.

5.2 Isolated waterline spall void to pier No. 5 right centerline extension joint, 400mm high x 140mm wide x 220mm deep as per 25/08/04 inspection.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

5.3 Typical old crack, on right face at waterline, 3mm wide by 300mm high.

5.4 Isolated minor spalling to span No.5 downstream individual soffit rib stretcher at 2 0’clock, 330mm wide x 700mm long x 250mm deep, as per 25/08/04 inspection.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

5.5 Localized spalling to pier No.4 downstream concrete footbridge cantilever support exposing corroded reinforcement as per 25/08/04 inspection.

5.6 Typical condition of arch masonry and joints.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

5.7 Cracks to downstream left retaining wall.

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Otley Bridge, Otley, Leeds: Conservation Management Plan

7.0 Condition Assessment/Recommendations

Survey/General Remarks:

o In comparison to the inspection carried out 25/08/04, existing defects remain and do not appear to have deteriorated.

o There appears to have been no significant bed scour since the 25/08/04 inspection and no undercutting to the bridge structure.

o An erosion void was detected along below water level along the downstream left retaining wall from 7.1m to 15.6m from downstream face, void 100-200mm high x 200-700mm deep, running 300-500mm above bed level. Wall bulging and overhanging up to 100mm.

o A significant quantity of tree debris has accumulated on the upstream cutwaters of pier No’s 5 and 6.

Condition assessment:

o Bridge structure in GOOD overall condition.

o Downstream left retaining wall in POOR overall condition.

Recommended Repairs:

o Consider underwater cementitious infill repair to erosion void along downstream left retaining wall to stabilize. Also point through joint- stretcher fractures in downstream left retaining wall.

Inspection Compilation: Date:

G. Houghton BEng (Hons)

Quality Assurance:

OSIRIS continually attempt to offer the highest standards of survey and inspection available to the Inshore Civil Construction and Diving Industry which can meet or exceed all current professional standards in all forms of NDT inspection.

If you have any further questions of any kind, comments or enquiries relating to this report, its relating remedial recommendations or techniques relevant to this or any other structure, please telephone our main office below.

Osiris Marine Services Ltd: 01282 602392

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