River Dun Navigation

Sheffield and South Yorkshire Navigation Company

Company type	Company
Industry	Water transport, Canals
Founded	1889
Fate	Acquired canals and navigation rights; operated navigation system
Headquarters	Sheffield , England, United Kingdom
Area served	South Yorkshire, England
Products	Navigation of River Don and connected canals

The River Don Navigation originated from early initiatives aimed at rendering the River Don navigable between Fishlake and Sheffield. In 1626, Dutch engineer Cornelius Vermuyden redirected the river’s mouth to enhance drainage, incorporating navigation features. Despite these efforts, flooding continued, prompting the construction of the Dutch River in 1635, which connected the new channel to Goole. The initial legislative improvement was achieved in 1726 by Sheffield’s Cutlers; subsequently, Doncaster’s Corporation secured a related act in 1727. Locks and artificial cuts were built, enabling navigation to reach Tinsley by 1751.

The network grew with the inauguration of the Stainforth and Keadby Canal (1802), which linked to the River Trent, followed by the Dearne and Dove Canal (1804) connecting to Barnsley, and the Sheffield Canal (1819) providing better access to Sheffield. During the 1840s, the Don Navigation acquired all three canals before ownership transferred to railway companies. The Sheffield and South Yorkshire Navigation Company was established in 1889 and reacquired these waterways by 1895. Although financial limitations curtailed further expansion, the jointly funded New Junction Canal opened in 1905 alongside the Aire and Calder Navigation.

Throughout the twentieth century, there were initiatives to upgrade the Don for larger vessels. By 1983, improvements allowed passage for barges up to 700 tonnes; however, expected growth in commercial traffic did not occur. Presently, leisure boating prevails, with craft significantly smaller than the large locks. The navigation showcases a variety of bridges—from a medieval structure with a chapel at Rotherham Bridge, one of only three surviving in Britain, to a motorway viaduct that introduced rubber bearings and waterproofing innovations. Railway bridges include two serving Blackburn Meadows sewage works’ internal rail system. The disused railway viaduct at Conisbrough has been repurposed for cyclists as part of the National Cycle Network, spanning above the Don.

The stretch extending to Bramwith is referred to as the River Dun Navigation.

Early history

Prior to 1626, the River Don had two primary outlets: an eastern branch flowing across Hatfield Chase into the River Trent, and a northern Roman-era navigation channel joining the River Aire at Turnbridge near East Cowick. Between 1626 and 1628, Cornelius Vermuyden implemented a drainage scheme for Hatfield Chase that included Ashfield Bank—a 2-mile embankment along the Don’s southern bank from Fishlake to Thorne—effectively severing the eastern branch. A navigable sluice equipped with lifting gates and a lock chamber measuring 50 by 10 feet provided access to Sandtoft. Additionally, a five-mile embankment east of the northern channel from Thorne to Turnbridge created washlands designed to flood when water levels in the Aire rose.

Winter floods in 1628 at Fishlake and Sykehouse triggered unrest among locals. In response, a navigable sluice with a lock measuring 60 by 14 feet was constructed at Turnbridge in 1629, followed by the "Great Sluice" outfall completed in 1630, probably designed by Hugo Spiering. Persistent flooding led to building the five-mile Dutch River channel from Newbridge near Thorne eastward to Goole, where water levels were between five and ten feet lower than at Turnbridge. Finished in 1635 at a cost of £33,000, it terminated with another outfall sluice; boats continued using Turnbridge lock as well. Around 1688, floods destroyed Goole sluice without replacement; tidal scouring widened this channel sufficiently for barges up to 30 tonnes to reach Fishlake and often Barnby Dun. Smaller vessels could navigate as far as Doncaster most of the year; larger barges accessed it during flood tides.

Initial attempts to obtain parliamentary approval for navigation enhancements encountered resistance from landowners and lacked unity among Sheffield, Rotherham, and Doncaster authorities. The first bill introduced in 1698 by MP Sir Godfrey Copley (representing Rotherham interests) failed due to opposition from Doncaster Corporation over concerns about mill operations and absence of Sheffield support. A subsequent bill from Doncaster in 1704 stalled without progressing beyond its initial reading. By 1722 an agreement was reached between Sheffield and Doncaster regarding jurisdiction—Doncaster overseeing downstream sections—but opposition from landowners continued to block further bills.

In 1726, Sheffield’s Company of Cutlers gained parliamentary approval through the River Dun Navigation Act 1725 (12 Geo. 1. c. 38)) to improve navigation from Holmstile (Doncaster) up to Tinsley near Sheffield. Restricting improvements only as far as Tinsley helped appease opposition led by the Duke of Norfolk. This act permitted cuts and river widening suitable for vessels up to twenty tons but incorporated limitations protecting existing water-powered mills around Rotherham.

Doncaster Corporation obtained powers under the River Dun Navigation Act 1726 (13 Geo. 1. c. 20)) in 1727 to enhance navigation downstream from Holmstile as far as Wilsick House in Barnby Dun. This legislation imposed detailed constraints on dam heights, lengths of cuts, and other modifications intended to safeguard landowners’ interests.

Neither act established formal companies or clear financial frameworks despite permitting borrowing; both groups issued shares without legal backing. In October 1730 they agreed on a merger; however, a bill introduced in 1731 aiming to formalize this union and legalize share issuance failed due to additional proposed river alterations.

Eventually, passage of the River Dun Navigation Act 1732 (6 Geo. 2. c. 9)) in 1733 created the Company of the Proprietors of the Navigation of the River Don with authority to construct a new cut from Bromley Sands above Rotherham down to Ickles Dam. Challenges persisted downstream because of shallow waters and difficult bridge crossings; efforts made in 1737 to improve this section did not progress beyond committee stage. By approximately 1740 navigation had reached Rotherham via Aldwarke.

Another act passed as River Dun Navigation Act 1739 (13 Geo. 2. c. 11)) authorized enhancements from Wilsick House through Fishlake Ferry despite opposition from Doncaster merchants and corporation interests. These works allowed deepening and creation of cuts bypassing shallows at Stainforth and Bramwith. Navigation was possible up to Tinsley by 1751; however wharf and warehouse construction lagged behind, with completion of Rotherham towpath delayed until around 1822.

In 1737 navigation was leased for fourteen years to three shareholders; this was followed by a seven-year lease commencing in 1751. Afterward company management resumed direct control post-1758. Over ten years following this date tolls averaged £7,006 annually, indicating robust traffic levels on the navigation system.

Expansion

During the early 1800s, multiple canals connected to the River Don were completed. The Stainforth and Keadby Canal, initiated by Don Navigation shareholders in 1792 and constructed between 1793 and 1802 under engineer John Thompson, linked Bramwith Lock to the River Trent. Shortly after, in 1804, the Dearne and Dove Canal was inaugurated, connecting with the Barnsley Canal near Barnsley. This canal was also a project started by Don Navigation shareholders with Thompson supervising its initial phases. The Sheffield Canal was opened in 1819, establishing a route from Tinsley to Sheffield’s city center. Proposals for a connection to the Chesterfield Canal, including plans by Benjamin Outram in 1793 and Richard Gresley in 1810, failed to come to fruition due to insufficient backing.

The company broadened its network by acquiring the Dearne and Dove Canal in 1846, the Sheffield Canal in 1848, and the Stainforth and Keadby Canal in 1849. A year later, in 1850, it merged with the South Yorkshire, Doncaster and Goole Railway Company, forming the South Yorkshire Railway and River Dun Company. This entity was leased to the Manchester, Sheffield and Lincolnshire Railway in 1864. The construction of railways caused some canal sections near Rotherham to be rerouted. Despite attempts to divert coal transport onto railways, canal traffic remained robust, carrying close to one million tonnes towards the end of the 19th century. Canal users voiced complaints about higher tolls compared to railway charges and criticized the canals for not modernizing adequately, including prohibiting steam-powered boats even though such vessels operated on adjacent waterways.

To accommodate larger vessels ranging from 300 to 500 tonnes, the Sheffield and South Yorkshire Canal Company Limited was established in November 1888. Empowered by the Sheffield and South Yorkshire Navigation Act 1889, it sought to raise £1.5 million for purchasing and upgrading the canals. After lengthy negotiations, ownership transferred from the railway company in 1895; however, only £625,000 was secured—well below the required amount for acquisition. The railway company then appointed half of the board members, discouraging investments from interested parties such as the Aire and Calder Navigation Company. As a result, many planned improvements were delayed due to insufficient funding.

One notable enhancement was the construction of the New Junction Canal, authorized by Parliament in 1891 through the Aire and Calder and Diver Dun Navigation Junction Canal Act. Financed jointly by the Sheffield and South Yorkshire Navigation Company alongside Aire and Calder Navigation, construction awaited completion of canal ownership transfer. By 1903, approximately three-quarters of the £150,000 required had been collected. This canal spans 5.5 miles from Bramwith Junction over an aqueduct crossing above the River Don to connect with the Aire and Calder Navigation near Goole, providing a direct route between Sheffield and Goole. Officially opened on 2 January 1905, it aimed to facilitate coal transport using compartment boats similar to those employed on Aire and Calder; however, lock size restrictions limited this benefit despite navigational enhancements made at Doncaster and Sprotborough between 1905 and 1910.

Later developments

Near the conclusion of World War I, Sheffield Corporation proposed an extensive navigation upgrade plan anticipating government nationalization accompanied by financial support, contingent on eliminating railway influence. The proposal involved deepening channels from to , along with constructing eighteen new locks measuring , replacing existing locks sized . These new locks would accommodate either four barges each weighing 110 tonnes or a single barge of up to 300 tonnes. Though estimated at £1,483,426, government funding was declined, leading Sheffield Corporation to halt progress without official backing.

Throughout the inter-war period, competition from railroads and road transport combined with miners’ strikes led to fluctuating traffic volumes—ranging from 381,727 tonnes in 1926 up to 815,329 tonnes by 1937—primarily consisting of short-distance coal shipments with limited revenue growth. In 1932, Bramwith Lock on the Stainforth and Keadby Canal was extended to accommodate compartment boats transporting coal. Doncaster Corporation financed channel straightening near Doncaster as well as constructing a warehouse and wharf facility in 1934. The Stainforth Side Lock ceased operation in 1939.

Coal persisted as the dominant cargo; however, post-World War II saw steady growth in oil transportation. By 1946 all mortgages related to expansion were fully repaid improving financial stability. Control transitioned on 1 January 1948 to the British Transport Commission under provisions of the Transport Act 1947. Investment continued with two coal wharfs built at Mexborough in 1954 servicing Doncaster power station; Long Sandall Lock was lengthened to , opening in July 1959—enabling trains of seventeen compartment boats access to Doncaster and Hexthorpe.

In 1961, plans involving British Transport Commission, British Iron and Steel Federation, and Sheffield Chamber of Commerce targeted upgrades for barges weighing up to 250 tonnes; new wharfs and warehouses commenced construction at Rotherham. Management shifted to British Waterways Board in 1963 which proposed a £2.5 million modernization scheme covering Bramwith to Rotherham: ten new locks sized would replace twelve smaller ones. This upgrade intended to standardize main line dimensions with those of Aire and Calder Navigation despite some restrictions imposed by bridge clearances. A further £2 million proposal emerged in 1972 aiming for capacity upgrades allowing barges of up to 700 tonnes reaching Mexborough and vessels up to 400 tonnes beyond.

Amongst one of Britain’s final major commercial freight waterway projects, navigation improvements completed in 1983 brought it up to the Eurobarge standard suitable for vessels carrying approximately 700 tonnes by deepening channels and enlarging locks as far as Rotherham. Conisbrough lock was removed while two Eastwood locks were consolidated into a single lock named Sir Frank Price Lock after British Waterways’ chairman who officiated its opening on 1 June 1983. Despite these enhancements freight volumes did not increase as expected. At Long Sandall one original lock remains adjacent to a larger modern lock serving as a size comparison; this new lock features three sets of gates—pleasure craft utilize two sets whereas moorings occupy space within the original lock chamber.

The newly constructed locks measure , accommodating vessels with an allowable draught of , along with headroom clearance of . Beyond Rotherham locks measure , suited for boats up to wide; Rotherham lock itself is smaller at , limiting upper reaches approximately to boats around that size. Kilnhurst Lock together with Doncaster Town Lock regulate water levels within canal sections; their paddles operate automatically maintaining consistent water levels when not engaged by passing vessels.

Route

The River Don Navigation concludes at Tinsley Wharf, situated near the intersection with the Sheffield Canal, close to landmarks such as the Meadowhall Shopping Centre and the Tinsley Viaduct, which carries the M1 motorway. From this junction, a towpath runs alongside the canal leading to Victoria Quays in Sheffield City Centre, while the Five Weirs Walk traces the River Don to reach the same endpoint. The towpath extends onward toward Rotherham, passing Jordans Weir and three locks located on the Holmes Cut. Adjacent to Jordans Weir is the discharge point for Blackburn Meadows sewage treatment works, which releases 30 million imperial gallons (136,000 m³) of treated effluent daily during dry conditions, effectively more than doubling the river’s flow.

Continuing along the towpath leads to Rotherham Lock, where the Rotherham Cut commences; beyond this lock toward Conisbrough, passage is restricted to vessels or via bridges. To the north of this cut lie remnants of the culverted Greasbrough Canal. Eastwood Lock signifies the termination of the Rotherham Cut, followed downstream by Aldwarke Lock near the A6123 road bridge and Kilnhurst flood lock at the entrance to Kilnhurst Cut. In Swinton, a branch of the Dearne and Dove Canal diverges to the left; three additional locks exist before this canal ends. The confluence with the River Dearne occurs here, where the towpath resumes at the conclusion of the Dearne Way footpath.

The route proceeds through a wooded valley passing by Sprotborough Flash Site of Special Scientific Interest (SSSI), where the towpath forms part of the Trans Pennine Trail. Just before reaching Sprotborough, Sprotborough Lock and weir are encountered. On the northern bank beneath this lock stand remains of a 1690s engine house constructed for Sir Godfrey Copley of Sprotborough Hall; it housed a water wheel that pumped river water approximately 100 ft uphill to supply ornamental fountains, a swimming pool, and village water supply. The water wheel was removed during the 1970s.

As it approaches Doncaster amid extensive railway marshalling yards, navigation along with the towpath ceases on the River Don. Two weir channels flank Doncaster prison, creating an island occupied by the facility. Doncaster Town Lock is located near Doncaster railway station, and between this lock and Long Sandall Lock, oxbow lakes formed by Wheatley Cut reveal historical river course alterations. The final stretch leading to Bramwith is known as the River Dun Navigation. At Bramwith, waterways diverge: New Junction Canal heads northeastward toward Aire and Calder Navigation and Goole, while Stainforth and Keadby Canal extends eastward to meet the River Trent at Keadby. The River Don itself turns north then east where it joins with Dutch River beginning at Newbridge. The original channel flowing to River Aire has since become a drainage ditch crossed by a Grade II listed bridge on A1041 at East Cowick, with Vermuyden's embankments running closely parallel to A614 after crossing over the M18 motorway.

Structures

This segment outlines significant bridges spanning the Don Navigation, moving from west to east starting at Tinsley.

Tinsley area

The MS&L railway bridge, situated just downstream of the Sheffield Canal junction, supports the Sheffield-Rotherham freight railway route. Established in 1868, it was initially part of the Manchester, Sheffield & Lincolnshire Railway before becoming integrated into the Great Central Railway. Between this bridge and Jordan Bridge, there are two additional bridges designed for pipe transport.

Known as "Jordan Bridge 21" by British Waterways, the Jordan Bridge once carried a railway connecting Blackburn Meadows Sewage Works to the eastern filters and contact beds. Constructed in 1907 by Logan and Hemmingway under a contract valued at £41,046, the project included six settling tanks, 24 contact beds, and the bridge itself. The eastern approach features three brick arches that allow a siding to pass through. Due to expansion, a second bridge was added in 1922, with steel components provided by Sheffield's Charles Ross Ltd and piling completed by Yorkshire Hennebique Concreting Co Ltd.

Holmes Lock Bridge carries Steel Street, linking Blackburn Meadows Nature Reserve Car Park with Holmes. Embedded railway tracks remain visible within the cobbled surface; these tracks served Holmes Rolling Mills and facilitated access to a crushing facility located on the island between the river and Holmes Cut.

The Midland Railway bridges consist of two parallel structures. The western bridge, dating from 1869, is now disused following the truncation of its line by the Holmes Chord in the 1980s. The eastern bridge, built in 1840 as part of the North Midland Railway main line between Derby and York until it was rerouted in 1870, currently handles freight traffic exclusively.

Located just east of Ickles Lock, Lockhouse Bridge comprises two separate bridges: the western bridge carries the continuation of Millmoor Lane, while the eastern bridge accommodates the former MS&L freight line running between Tinsley and Rotherham Central.

Rotherham area

The Centenary Way bridge (south) carries the A630 Centenary Way dual carriageway over the navigation where it rejoins the River Don. This A630 route is an upgraded version of the former Canklow Road and serves as Rotherham’s primary access from the M1 motorway. It also forms part of the Rotherham Ring Road, whose construction began around 1968 and concluded in 1995. The towpath—part of the Trans-Pennine Trail—runs along a cantilevered walkway extending from a factory site retaining wall northward over the Don.

Corporation Bridge is a single-span metal structure carrying Main Street across the navigation. Upstream once stood an 1838 wooden railway bridge with seven arches for the Sheffield and Rotherham Railway leading into Westgate Station, which was demolished in 1952. Prior to canal realignment in 1864, this Westgate line traversed Holmes Cut via a three-arched iron bridge.

Connecting Forge Island—formerly an ironworks site now occupied by Tesco's—to the Court House is the Rotherham Lock footbridge. Above Forge Island, where the River Don diverges from the navigation, both a road and pedestrian bridge provide access onto Forge Island.

The Bridge Street Bridge, also called Chantry Bridge, is a single-span metal bridge carrying Bridge Street over the navigation. Originally located at Rotherham Bridge, constructed in 1483 with four arches and widened in 1768, it was altered in 1930 to restore its medieval width following river improvements. Attached to this bridge is a chapel dating from approximately 1483—one of only three complete surviving bridge chapels in Britain. Over time it has served as almshouses, a prison, private residence, and tobacconist’s shop before being reconsecrated in 1924 and undergoing interior restoration in 1980.

The northern Centenary Way bridge carries Centenary Way dual carriageway across the navigation.

Serving local businesses but no longer classified as a main road is Greasbrough Road Bridge. Further downstream are three pipe-carrying bridges.

Known by British Waterways as “Rotherham Rawmarsh Road Bridge 39,” Rawmarsh Road Bridge carries the A633 Rotherham Road from Rotherham towards Parkgate. The A633’s crossing over the River Don is referred to as Grafton Bridge.

Linking Eastwood with Parkgate Retail Park is Eastwood Footbridge. Originally constructed as a swing bridge around 1740 on the Rotherham Cut section of Don Navigation, it was replaced in the late twentieth century by a high-level pedestrian bridge. Just south lies a bailey bridge crossing over the River Don.

Positioned just downstream of Aldwarke Weir and upstream of Aldwarke Lock is Wash Lane Bridge, rebuilt in 1834. It has since been superseded by a concrete flyover carrying the A6123 (Aldwarke Lane) over both river and navigation. Access to this older bridge is now restricted by gates.

The Steelworks access (road) bridge provides vehicular entry to two steelworks sites from Dalton via the A630.

Part of an internal rail system serving two steelworks is Don (rail) Bridge, constructed in 1901 for John Brown's Private Railway. It linked Silverwood and Roundwood Collieries with wharves on Don Navigation. This structure was built by Newton, Chambers & Company and represented a major engineering achievement on this line.

Lastly, Thrybergh (rail) Bridge carried a joint double-track colliery rail line operated by Great Central and Midland Railways across the River Don; however, it never facilitated regular passenger trains.

Kilnhurst and Mexborough vicinity

Kilnhurst Station Road Bridge, also known as Hooton Road Bridge (bridge 46), facilitates the route to Hooton Roberts by spanning the Navigation adjacent to the original railway bridge. Kilnhurst Central railway station was situated just downstream until its closure in 1968. The road continues eastward, crossing the Don via Kilnhurst Bridge, and extends west as Victoria Street, passing Kilnhurst West railway station, which also ceased operations in 1968.

Kilnhurst Burton Ings Bridge (bridge 47) carries a service roadway over both the Navigation and railway lines near the site of a former large tar distillation plant. Constructed by Ellison & Mitchell in 1886, this facility merged with Yorkshire Tar Distillers in 1927, highlighting considerable industrial activity connected through this infrastructure.

Swinton Talbot Road Bridge (bridge 48) links Swinton’s primary thoroughfare (A6022 Bridge Street and Rowms Lane) to an industrial park anchored by the distribution centre of Morphy Richards.

The Mexborough Double Bridges—referred to as "Double Bridges and Footbridge 49A" by the Canal & River Trust—support both a pedestrian walkway and a double-track railway over the Navigation beside a sharp canal curve formed during 1840s railway construction. Enhancements made in the 1980s increased navigation capacity to accommodate larger barges, facilitating local transport operations.

Mexborough Station Road Bridge (bridge 52) connects A6023 Greens Way to Mexborough railway station and provides access to the town centre.

The Mexborough BBCS Flour Mill, previously known as "Don Roller Mills," is a notable structure with an adjoining wharf near the Church of St John the Baptist. Initially owned by James White before its acquisition by Barnsley British Cooperative Society in 1912, it represents historic commercial milling activities that were vital to the regional economy.

Conisbrough and Warmsworth vicinity

The Conisbrough Earth Centre Bridge, identified as "Cadeby Colliery Bridge 57" by the Canal & River Trust, historically offered road access to Cadeby Colliery from the south. Between 1999 and 2004, it functioned as the primary entrance to the Earth Centre visitor attraction. Presently, it forms part of public access linking Conisbrough Station to the main (west-east) segment of the Trans Pennine Trail. Two pipe bridges are located just upstream.

The Conisbrough Viaduct, constructed in the early 20th century for the Dearne Valley Railway, was chiefly used for coal transport with limited passenger services until 1951; coal traffic ended in 1966. The viaduct comprises 21 arches built from approximately 12 million Conisbrough blue bricks. Its central metal span measures , crossing the Don at a height of . Following a period of disuse, ownership transferred to Railway Paths Ltd in 2001, which manages former railway structures for incorporation into the National Cycle Network. Restoration funded by the Railway Heritage Trust enabled its reopening within the Sustrans network in April 2008.

Rainbow Bridge, erected in 1849 as part of the South Yorkshire Railway (later Great Central Railway), features three substantial cast iron ribs weighing a total of 600 tons, manufactured locally. Replaced in 1928 by a flat steel deck bridge to support heavier rail traffic, it remains operational on the Swinton to Doncaster route.

Sprotbrough Bridge consists of two separate bridges carrying Mill Lane over distinct river channels. The first bridge and accompanying toll house were constructed in 1849 for Sir Joseph William Copley. The southern bridge, designed by Benjamin Brundell and William Arnold, includes three segmental arches with a central section replaced by an above-deck truss in 1897; its iron components were supplied by Newton Chambers & Co. The northern bridge was originally a single-arched masonry structure but has since been replaced by a plate girder bridge resting on original piers. The toll house remains and historically generated funds for local healthcare through collected tolls.

The A1 Don Viaduct carries the A1(M) motorway across the river. Officially opened on 31 July 1961 by Transport Minister Ernest Marples, it consists of two separate seven-span structures supported each by five riveted steel girders beneath a composite concrete deck. Its longest span incorporates cantilevers with a suspended central section extending , crossing at an elevation of . This viaduct was among the first to utilize rubber bearings and bitumen membranes lined with copper for waterproofing purposes. The design also includes jacking points to compensate for mining subsidence.

The Warmsworth railway viaducts comprise two distinct railway viaducts located at Warmsworth. The western viaduct, completed in 1914 for the Hull & Barnsley and Great Central Joint Railway serving coalfields, was closed in 1958 but subsequently repurposed to carry a conveyor belt over the Don. It has since been integrated into the Doncaster spur of the Trans-Pennine Trail, officially opening in 2001. Its steel supports are filled with limestone and feature an above-deck truss design.

The eastern viaduct, finished in 1910 for the Great Central Railway, employs a below-deck truss configuration and remains active, carrying a freight-only line that bypasses level crossings on the East Coast Main Line at Doncaster Station.

Doncaster Town area

Newtons Farm Footbridge (also known as Newton Ings Footbridge) consisted of two side-by-side bridges—one constructed from concrete and the other from wood—spanning a weir channel where the river diverges from the navigation prior to Doncaster Town Lock. The concrete bridge, erected between 1953 and 1959, measures in length and has been officially closed since December 2011. Although barricades have been installed, pedestrians continue to access it through Public Rights of Way Footpath No.5. Efforts to repair the bridge in 2017 were unsuccessful due to insufficient funding, prompting demolition plans in 2018. By that time, the wooden bridge's decking had already been removed.

Cheswold Hauling Bridge (also referred to as Cheswold High Bridge) is a footbridge situated on the navigation towpath that crosses the second weir stream upstream of Doncaster Town Lock. The short stretch of river between this bridge and its confluence with the River Don at Newtons Farm footbridge is called the River Cheswold, which is reputed to be the shortest river in Great Britain.

North Bridge carries North Bridge Road over both the railway and navigation at Doncaster Town Lock, while St Mary's Bridge spans the River Don along the same road. Historically part of the Great North Road, North Bridge Road originally crossed the railway via a level crossing until 1910, when an iron bridge was constructed over the railway, navigation, and river. The existing North Bridge replaced this structure in 2003; initially, its use was restricted to buses, taxis, cyclists, and pedestrians following the opening of St George's Bridge. However, in 2015, northbound vehicular traffic was reinstated to alleviate congestion, though southbound traffic remains limited. The new bridge was built atop the previous one; sections of the old deck were dismantled beneath and removed.

Three railway bridges located north of Doncaster Station and North Bridge carry six tracks over the Don Navigation at Marshgate Junction, where rail lines branch off toward Leeds, York, and Thorne.

Friars Gate Bridge provides a connection from central Doncaster to small commercial premises and parking areas situated on the "island" formed between the river and navigation.

Opened on 22 November 2001, St George's Bridge carries New Bridge Road (part of the A19), serving as Doncaster’s primary northern route. Named through a public competition, this steel-composite structure features spans over the River Don, East Coast Main Line railway, and Don Navigation. Its ladder beam configuration enhances deck efficiency while reducing the number of supporting piers.

Located just north of Doncaster College’s Hub campus, Chappell Drive Bridge connects central Doncaster with businesses positioned on the river-navigation island. Downstream from this point, there is an approximately gap before reaching the next public road crossing at Barnby Dun.

Barnby Dun vicinity

Long Sandall Railway Bridge carries the railway line connecting Doncaster and Hull over the Navigation. It consists of two separate single-span decks with trusses positioned above the deck; the older southern deck is no longer in use, whereas the northern deck accommodates both tracks of the existing double-track railway. Nearby, at Kirk Sandall Junction, the four-track section from Thorne Junction concludes. Another bridge further west crosses the River Don.

Kirk Sandall Pipe Bridge extends over both the Navigation and River Don, previously transporting waste pipes from a large glass manufacturing facility adjacent to the towpath to settling ponds. This plate glass factory was established in the early 1920s by Pilkington Bros, based in St Helens. The site was chosen for its advantageous proximity to canal and rail links as well as sandy soil necessary for glassmaking. Pilkingtons contributed significantly to local development by constructing 400 homes along with community amenities on Brecks Lane. The factory ceased operations in the 1990s; today, its location accommodates various industrial estate units.

Built in 1983 to replace a 1900 swing bridge, Barnby Dun Lift Bridge is a steel structure powered electrically, with a construction cost of £0.5 million. Its installation coincided with Navigation improvements aimed at accommodating 700-tonne Eurobarge traffic. Initially engineered to carry abnormal loads up to 180 tons for access to the now-demolished Thorpe Marsh power station, it continues to serve as a critical road crossing and one of the few overpasses on this stretch of the Navigation. A comparable design was implemented for Sykehouse Lift Bridge downstream.

See also

• Canals of Great Britain
• History of the British canal system
• River Don, South Yorkshire, covering details of the non-navigable portion west of Tinsley.
• Earl Fitzwilliam's private railway

External links

• Details and Route
• Photos and virtual cruise