#: locale=en
## Action
### PDF
PopupPDFBehaviour_DB3B4C5A_ECCD_B126_41E7_7FC5BD0FE095.url = files/Countryside_Code_A5_en.pdf
PopupPDFBehaviour_CDFEB2B7_DBEE_BF77_41E4_9F9AF76A9551.url = files/Countryside_Code_A5_en.pdf
### URL
LinkBehaviour_B7D105D7_E68B_F1C7_41E5_FB256B50ACA2.source = http://zeppelin-museum.dk/main.php?page=airships&id=l-20&lang=en
LinkBehaviour_7BA5A0D8_E2B8_F4F7_41E0_25D43520555D.source = http://zeppelin-museum.dk/main.php?page=airships&id=l-20&lang=en
LinkBehaviour_7B535173_E2B8_D5B8_41D9_9F94EAD2ED82.source = http://zeppelin-museum.dk/main.php?page=airships&id=l-20&lang=en
LinkBehaviour_B7E943BC_2289_3B8A_4179_C62B8339B4E9.source = https://en.wikipedia.org/wiki/Awsworth
LinkBehaviour_B72F858F_2288_DF86_4172_6B956569700A.source = https://en.wikipedia.org/wiki/Awsworth
LinkBehaviour_964A99CB_2399_37C0_416A_C780308F4BA7.source = https://en.wikipedia.org/wiki/Awsworth
LinkBehaviour_B339644A_2287_3C89_4167_BBC0BBE44B5E.source = https://en.wikipedia.org/wiki/Cossall
LinkBehaviour_BDBAE3D9_228B_DB8A_4143_CAC1192D8991.source = https://en.wikipedia.org/wiki/Cossall
LinkBehaviour_BD268D6D_228B_CC8A_4167_F0E20C56CDC9.source = https://en.wikipedia.org/wiki/Cossall
LinkBehaviour_A19F470F_23B9_5C47_4117_7799CE113DB8.source = https://en.wikipedia.org/wiki/Derby
LinkBehaviour_962A731B_2388_D441_414C_BF5EEDB47F2E.source = https://en.wikipedia.org/wiki/Eastwood,_Nottinghamshire
LinkBehaviour_A257E872_23BB_34D8_414E_7BBD81BDE91C.source = https://en.wikipedia.org/wiki/Eastwood,_Nottinghamshire
LinkBehaviour_A5E501E4_23BB_D7F8_415F_41414FF48128.source = https://en.wikipedia.org/wiki/Eastwood,_Nottinghamshire
LinkBehaviour_B68833FE_228F_DB89_415F_69692D7DFCBD.source = https://en.wikipedia.org/wiki/Giltbrook
LinkBehaviour_A200F0F5_2389_35B8_4153_EE27CB317994.source = https://en.wikipedia.org/wiki/Ilkeston
LinkBehaviour_B203B155_2288_F49A_4177_3E31509386E5.source = https://en.wikipedia.org/wiki/Ilkeston
LinkBehaviour_B30A5616_228B_5C86_416E_FAE437B20240.source = https://en.wikipedia.org/wiki/Ilkeston
LinkBehaviour_B5C1FD10_2288_CC9A_4169_DDDDDC5B7668.source = https://en.wikipedia.org/wiki/Ilkeston
LinkBehaviour_B34BF9A6_228B_7786_4163_611350533DAA.source = https://en.wikipedia.org/wiki/Ilkeston
LinkBehaviour_9CB32484_2398_FC40_416D_0DB9FE208E43.source = https://en.wikipedia.org/wiki/Kimberley,_Nottinghamshire
LinkBehaviour_9A64DAC1_239B_D5C0_416D_2C234CD90BC0.source = https://en.wikipedia.org/wiki/Nottingham
LinkBehaviour_B9292224_228B_34BA_4158_8EA9B5660930.source = https://en.wikipedia.org/wiki/Nottingham
LinkBehaviour_B9907893_2288_D59E_4173_37EBC670A6CD.source = https://en.wikipedia.org/wiki/Nottingham
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LinkBehaviour_A742BCC7_227F_4DE1_4165_F1A4D18BF512.source = https://en.wikipedia.org/wiki/Nottingham_Canal
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LinkBehaviour_9E22FBE4_2398_CBC0_4151_79C99E971F36.source = https://en.wikipedia.org/wiki/Ratcliffe-on-Soar_Power_Station
LinkBehaviour_A7A047A5_2287_5BA0_4151_E68FBDE46314.source = https://en.wikipedia.org/wiki/River_Erewash
LinkBehaviour_ABA0CA28_2287_54A1_4177_BB06D4BBFD16.source = https://en.wikipedia.org/wiki/River_Erewash
LinkBehaviour_7BA5D0D8_E2B8_F4F7_41E0_CA63D19F333B.source = https://en.wikipedia.org/wiki/Zeppelin_LZ_59
LinkBehaviour_7B506173_E2B8_D5B9_41EE_242B2125BEE6.source = https://en.wikipedia.org/wiki/Zeppelin_LZ_59
LinkBehaviour_B7D045D7_E68B_F1C7_4182_019A85C2979D.source = https://en.wikipedia.org/wiki/Zeppelin_LZ_59
LinkBehaviour_E8B7C7BC_F1FB_A039_41E5_DE7809D98AE9.source = https://researchportal.bath.ac.uk/en/projects/laboratory-investigation-of-the-effect-of-porous-aggregates-on-th
LinkBehaviour_E8023CFE_F196_A035_4198_26C136AE9E11.source = https://researchportal.bath.ac.uk/en/projects/laboratory-investigation-of-the-effect-of-porous-aggregates-on-th
LinkBehaviour_F68C5ADF_DDE5_6CC2_41E9_C2951BA9526C.source = https://www.RailMapOnline.com/UKIEMap.php?lat=52.98956&lng=-1.29785&zoom=17.0
LinkBehaviour_F760A240_DDE5_9F3E_41EA_5092653F670C.source = https://www.RailMapOnline.com/UKIEMap.php?lat=52.98956&lng=-1.29785&zoom=17.0
LinkBehaviour_7E0B2317_E289_5578_419A_0B96F245FCDB.source = https://www.RailMapOnline.com/UKIEMap.php?lat=52.98956&lng=-1.29785&zoom=17.0
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LinkBehaviour_75CE3083_E2BF_D359_41E0_154744950823.source = https://www.RailMapOnline.com/UKIEMap.php?lat=52.98956&lng=-1.29785&zoom=17.0
LinkBehaviour_D33EC38D_E789_5233_41D4_7E2620AB05BE.source = https://www.RailMapOnline.com/UKIEMap.php?lat=52.98956&lng=-1.29785&zoom=17.0
LinkBehaviour_B9CD38D2_D466_AC33_41E3_FA77E83A3805.source = https://www.bennerleyviaduct.org.uk/?page_id=1641
LinkBehaviour_79A5DE16_E2B8_CF7B_41EF_4F12C8F97EA0.source = https://www.bennerleyviaduct.org.uk/?page_id=1641
LinkBehaviour_9BCE7069_23B9_D4C8_4151_C39AC968DA2C.source = https://www.cromfordmills.org.uk/
LinkBehaviour_9A4C6EA6_23B8_CC79_4162_0659B5E7B344.source = https://www.cromfordmills.org.uk/
LinkBehaviour_98B74586_2387_DC38_4170_10E058C5A8DE.source = https://www.cromfordmills.org.uk/
## Hotspot
### Text
HotspotPanoramaOverlayTextImage_F9AA77F8_DC66_A4DD_41EA_AA8F764634BC.text = 'IRON GIANT FACT' To Hide The Car!
HotspotPanoramaOverlayTextImage_B923ECF4_EE99_30F0_41E0_EF96E7253EDD.text = Aerial View
HotspotPanoramaOverlayTextImage_76A09328_E389_55A2_41DE_1C85753147AA.text = Aerial View of Access Ramp
FlatHotspotPanoramaOverlayTextImage_D1963302_ECC2_97B9_41CA_DB02E0610724.text = Aerial View of Bennerley Viaduct & \
Surrounding Area
HotspotPanoramaOverlayTextImage_BBFC1F4F_D463_E420_41E4_D903590E69AA.text = Aerial View of Stenson Lock No.71
HotspotPanoramaOverlayTextImage_D41CBB29_ECC3_B7CA_41DC_5D892CAB646E.text = Awsworth Village
FlatHotspotPanoramaOverlayTextImage_D41ABB2B_ECC3_B7CE_41C4_726F1C95E8ED.text = Bennerley Viaduct & \
Surrounding Area
HotspotPanoramaOverlayTextImage_9A6015DD_EE9B_3222_41E8_AECCA542EE17.text = Bennerley Viaduct: A Bespoke Design For An Iron Giant
HotspotPanoramaOverlayTextImage_985510A2_227F_3475_4130_D8B8E4437D98.text = Bennerley Viaduct– \
The Survivor
HotspotPanoramaOverlayTextImage_D41B8B2B_ECC3_B7CE_41D4_DD62DB3A3E28.text = Birds Eye Flight Around The Viaduct
HotspotPanoramaOverlayTextImage_B68E89FE_D7AF_AFDC_41EA_2750893FA961.text = Booths Playing Fields
HotspotPanoramaOverlayTextImage_D4A4797B_ECC3_7243_41D1_80710F1CD634.text = City of Derby
HotspotPanoramaOverlayTextImage_D4136B2D_ECC3_B7CA_41B4_FE94A131F1EB.text = City of Nottingham
HotspotPanoramaOverlayTextImage_C6348DF8_DC5D_A4D9_41B0_5245A732B25D.text = Compound Containing Remains of Former Coal Plant Sidings
HotspotPanoramaOverlayTextImage_B337D449_2287_3C8B_4145_A67A3CE612DA.text = Cossall
HotspotPanoramaOverlayTextImage_D0D8C459_EBC6_9263_41D7_6D44FB2344AA.text = Cromford Mills \
UNESCO World Heritage Site
HotspotPanoramaOverlayTextImage_D41B6B2A_ECC3_B7CE_41EC_16F4488DDC3A.text = Eastwood
HotspotPanoramaOverlayTextImage_8444F6CD_EE8B_3E26_41D3_EE55E5B3C239.text = Follow The Full Route...
HotspotPanoramaOverlayTextImage_C634CDF8_DC5D_A4D9_41E3_731EB5CECF52.text = Footpath To Awsworth Road
HotspotPanoramaOverlayTextImage_2C6B3B99_14C7_9496_4123_E48FCC21FA1C.text = Footpath To Nottingham Canal Viewpoint
HotspotPanoramaOverlayTextImage_A67458A2_2387_F45C_4174_60FDC2506CCC.text = Footpath To Viaduct
HotspotPanoramaOverlayTextImage_C640C825_DC65_EB6A_41E4_B18B994ABE01.text = FootpathTo Shilo Way \
A6096
HotspotPanoramaOverlayTextImage_F0DF86ED_DDE2_A4C5_41E7_C08D4ABFDD25.text = Former Route of Great Northern Railway
HotspotPanoramaOverlayTextImage_F03B996A_DDE2_ADCB_41E3_4B983F8430B5.text = Former Route of Great Northern Railway
HotspotPanoramaOverlayTextImage_B028FA9B_EF88_D30A_41CA_9104D70BDE85.text = Giltbrook & Kimberley
HotspotPanoramaOverlayTextImage_7E05A316_E289_5578_41D0_7F0C5236B42F.text = Historic Map of Midland Railway & \
Great Northern Railway Routes
HotspotPanoramaOverlayTextImage_D33EA38D_E789_5230_41EB_4339DDB4F7C9.text = Historic Map of Midland Railway & \
Great Northern Railway Routes
HotspotPanoramaOverlayTextImage_D41B6B29_ECC3_B7CA_41CD_26B4ED91B544.text = Ilkeston
HotspotPanoramaOverlayTextImage_77D2A41A_E399_5366_41E3_234AABA0C2D6.text = Ilkeston to Awsworth - The Quick Way...
HotspotPanoramaOverlayTextImage_F98AE4FD_EB42_AB1E_41C4_B5EC6F259DB6.text = Images of North-East Brick Pier
HotspotPanoramaOverlayTextImage_F7E382AC_ECC2_EFD8_41ED_DCD9CF75BD22.text = Images of North-East Brick Pier
HotspotPanoramaOverlayTextImage_ED446995_F4FD_7D55_41EB_CFA080FC83C6.text = Lime Mortar Trials - Unversity of Bath
HotspotPanoramaOverlayTextImage_AE437361_E689_52F9_41E3_557522390D04.text = Links to Zeppelin L20 Information - \
Click Below...
HotspotPanoramaOverlayTextImage_F3C873D2_DDA5_BCD3_41DE_A6B73601DE07.text = Look Up, Click, and Fly Away!
HotspotPanoramaOverlayTextImage_FE28EF19_DDAD_6552_41E7_C4533877DB0F.text = Look Up, Click, and Fly Away!
HotspotPanoramaOverlayTextImage_F0C0AC3C_DDE2_AB4F_41CD_93FB97B6D6D6.text = Midland Main Line
HotspotPanoramaOverlayTextImage_777D484E_E38B_D3FE_41DC_A82A31533C66.text = Modern Rail Usage...
HotspotPanoramaOverlayTextImage_85C3A33B_E279_F1BD_41D4_6B8DFF854308.text = Nature At \
The Iron Giant \
Click Below...
HotspotPanoramaOverlayTextImage_9AC20FC3_EE88_CE20_41E8_CA1B54B4C39F.text = North-East End
HotspotPanoramaOverlayTextImage_B1EC84E9_EF89_3736_41D4_368CD3C810E8.text = North-East End
HotspotPanoramaOverlayTextImage_9915E8CC_EE9B_3226_41DF_8AA689C4DDA0.text = Nottingham Canal
HotspotPanoramaOverlayTextImage_E857C396_DDAE_9D40_41D8_CEF474ED7EB7.text = Nottingham Canal (Disused)
HotspotPanoramaOverlayTextImage_EF16F555_F546_95D9_41E9_2D499A557A78.text = Nottinghamshire-Derbyshire County Boundary Marker
HotspotPanoramaOverlayTextImage_FE488043_EA45_2864_41E9_2F6A6926EA67.text = Please Remember To Close The Gate
HotspotPanoramaOverlayTextImage_EC00B985_DDA3_AD40_41E5_7616C07DB425.text = Ponds From Former Coal Wash Plant - Now a Diverse Nature Habitat
HotspotPanoramaOverlayTextImage_D41CDB2A_ECC3_B7CE_41E6_188292C44C49.text = Ratcliffe-on-Soar \
Power Station
HotspotPanoramaOverlayTextImage_8E4D79AE_EE98_F5A9_41EC_8284EADCD14C.text = Reconstructed Flank Wall
HotspotPanoramaOverlayTextImage_85D9ABD0_E1B9_F59F_41C9_2E92799436F6.text = Remains of Former Pier - Maps from 1884 and 1901 & 2023
HotspotPanoramaOverlayTextImage_C7B82B81_DC66_AD2C_41B9_97A1F0832803.text = River Erewash
HotspotPanoramaOverlayTextImage_F0755106_DDE7_9D39_41D0_689AE09AE779.text = River Erewash
HotspotPanoramaOverlayTextImage_BBB4E60A_EE99_5311_41D3_A89E99245F85.text = South-West End
HotspotPanoramaOverlayTextImage_E8818C59_DDBF_6BC2_41DE_63EC2D4D1311.text = South-West End
HotspotPanoramaOverlayTextImage_F0E977F7_DDE2_A4C6_41E7_8783260C49B5.text = The Cossall Blob
HotspotPanoramaOverlayTextImage_B5834391_D4A2_BC3E_41E8_2B6518F76205.text = To Access \
Ramp
HotspotPanoramaOverlayTextImage_72C9F6AE_E28B_7CA3_41E0_1F0CAB014D9D.text = To Access \
Ramp
HotspotPanoramaOverlayTextImage_BB914AC6_D463_AC20_41E7_225FC2FCD644.text = To Canal \
Towpath
HotspotPanoramaOverlayTextImage_B9822AE0_D4A6_EC1D_41CC_811F0D054222.text = To Canal Towpath
HotspotPanoramaOverlayTextImage_B4E4AEC9_D4AD_642E_41D9_519240BBBE3C.text = To Footbridge
HotspotPanoramaOverlayTextImage_81115053_EF99_32D1_41D7_896BEC9D8BF1.text = To Footbridge
HotspotPanoramaOverlayTextImage_F929826A_DC63_BFFD_41E5_E0BFF6008D04.text = To Footbridge
HotspotPanoramaOverlayTextImage_C7E92FE9_DC66_E4FD_41DF_E1CBD5A76081.text = To Footbridge
HotspotPanoramaOverlayTextImage_DC578348_ECC6_972B_41D0_B15A62088E7A.text = To Memorial Bench & Footbridge
HotspotPanoramaOverlayTextImage_FE06785D_EA5B_581F_41CC_C58573B4873A.text = To Topside of Viaduct Via Steps
HotspotPanoramaOverlayTextImage_DACC3A5B_ECCD_B121_41D6_7FD73E327BBF.text = To Underside of Viaduct & Nature Area
HotspotPanoramaOverlayTextImage_DD3B9C2F_ECC3_F160_41C1_DDD887E07D94.text = To Underside of Viaduct & Nature Area
HotspotPanoramaOverlayTextImage_FE1AD9D7_EA5D_D86C_41C1_0F1C49A8C49A.text = To Underside of Viaduct & Nature Area
HotspotPanoramaOverlayTextImage_BA96A6DC_D45F_6426_41E2_23DB0F03198F.text = WHEN WAS THE CANAL BRIDGE REMOVED?
HotspotPanoramaOverlayTextImage_7FB4204A_E29B_33E9_41ED_0ACBA2334758.text = Who Built Bennerley Viaduct?
HotspotPanoramaOverlayTextImage_72E5E4F6_E69B_DCC2_41E8_1B5202236F1E.text = Why was the Viaduct Built?
HotspotPanoramaOverlayTextImage_B9CF88D1_D466_AC30_41CD_FD1C3FD7FFBB.text = Zeppelin Attack - \
Friends of Bennerley Viaduct Article by...
HotspotPanoramaOverlayTextImage_B1E03B92_EF98_D11A_41E9_D97CBEFC7D0C.text = ‘There was a faint rattling noise. Away to the right, the train, like a luminous caterpillar, was threading across the night. The rattling ceased. “She’s over the viaduct. You’ll just do it.”’ \
\
D.H. Lawrence, Sons and Lovers, 1913
## Media
### Floorplan
### Image
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htmlText_A263A0D9_23F8_D5F9_4166_87C8D6F64CD8.html = Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh.
The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane.
It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs').
In 1902, at the time of the Coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane.
It is still shown on many maps (OS 1965 Revision shown below) including a fairly recent Estate Publications, Nottingham Super Red Book.
The viaduct was constructed to carry the Great Northern Railway Company’s Derbyshire and Staffordshire extension “the Friargate Line” (Image 4) across the Erewash Valley. A combination of factors led to the creation of the new railway line which included:
Breaking the Midland Monopoly (Coal)
In the mid 1800s, the rail network was owned by private railway companies. The Midland Railway was the dominant company in the region. The influential private coal owners in the Erewash Valley were keen to break the Midland Railway monopoly as the company controlled transport costs which elevated the price of coal. Those increased costs made the Erewash Valley Coalfield less competitive in reaching lucrative southern markets.
Creating new rail access to develop the coalfield
To the east of the Erewash Valley, The 10th Duke of St Albans (Images 2&3) had millions of tons of coal reserves on his Bestwood Estate but lacked access to the rail network to develop those reserves. The Duke was a powerful politician and a privy councillor in Gladstone’s government and an influential figure in securing Parliamentary approval (1872) for the new line.
Breaking the Midland Monopoly – City of Derby
The Midland Railway was based in Derby but businesses and councillors in the city considered that the Midland monopoly was holding back the development of Derby. The Midland controlled the prices of goods coming in and out of the city. Businesses and councils lobbied Parliament for the city to be served by an additional railway company. The City of Derby were so desperate to break the monopoly of the Midland Railway that they let the Great Northern Railway build its line right through the heart of the city at Friargate.
Act of Parliament 1872
An Act of Parliament was passed in 1872 giving The Great Northern Railway Company permission to build the Derbyshire and Staffordshire extension which is also known as the Friargate Line. The line went from Nottingham to Derby then on Eggington Junction in Staffordshire with branch lines running north into the Erewash Coalfield.
The Engineering Challenge
The construction of the line provided a significant engineering challenge as the easy geographical routes had already been taken. The biggest obstacle was crossing of the Erewash Valley between Awsworth and Ilkeston, an area honeycombed with mine workings. The iconic Bennerley Viaduct was constructed in an 18 month period in 1877 and 1878 as a bespoke engineering solution to overcome this engineering challenge.
The viaduct was constructed to carry the Great Northern Railway Company’s Derbyshire and Staffordshire extension “the Friargate Line” across the Erewash Valley. A combination of factors led to the creation of the new railway line which included:
Breaking the Midland Monopoly (Coal)
In the mid 1800s, the rail network was owned by private railway companies. The Midland Railway was the dominant company in the region. The influential private coal owners in the Erewash Valley were keen to break the Midland Railway monopoly as the company controlled transport costs which elevated the price of coal. Those increased costs made the Erewash Valley Coalfield less competitive in reaching lucrative southern markets.
Creating new rail access to develop the coalfield
To the east of the Erewash Valley, The 10th Duke of St Albans had millions of tons of coal reserves on his Bestwood Estate but lacked access to the rail network to develop those reserves. The Duke was a powerful politician and a privy councillor in Gladstone’s government and an influential figure in securing Parliamentary approval (1872) for the new line.
Breaking the Midland Monopoly – City of Derby
The Midland Railway was based in Derby but businesses and councillors in the city considered that the Midland monopoly was holding back the development of Derby. The Midland controlled the prices of goods coming in and out of the city. Businesses and councils lobbied Parliament for the city to be served by an additional railway company. The City of Derby were so desperate to break the monopoly of the Midland Railway that they let the Great Northern Railway build its line right through the heart of the city at Friargate.
Act of Parliament 1872
An Act of Parliament was passed in 1872 giving The Great Northern Railway Company permission to build the Derbyshire and Staffordshire extension which is also known as the Friargate Line. The line went from Nottingham to Derby then on Eggington Junction in Staffordshire with branch lines running north into the Erewash Coalfield.
The Engineering Challenge
The construction of the line provided a significant engineering challenge as the easy geographical routes had already been taken. The biggest obstacle was crossing of the Erewash Valley between Awsworth and Ilkeston, an area honeycombed with mine workings. The iconic Bennerley Viaduct was constructed in an 18 month period in 1877 and 1878 as a bespoke engineering solution to overcome this engineering challenge.
Bennerley Viaduct is a survivor making it through storms, floods and attempts to demolish. Other wrought iron viaducts such as the Crumlin, Dowery Dell, Staithes and Belah have all disappeared from the landscape. In the British Isles, only the Meldon (Devon) and Bennerley survive and on a global scale, there are few wrought iron viaduct that remain.
British Rail Seek Demolition
After the closure of the Friargate line in 1968, British Rail wanted to demolish the structure. The viaduct no longer had a purpose and its ongoing maintenance had become a financial liability for them. Tenders were sought for its demolition. Due to its wrought iron construction, it could not be cut up using conventional metal cutting equipment and wrought iron had little scrap value. The eye wateringly high cost of demolition gave the viaduct some respite.
Application Refused
The viaduct was given grade 2* listing in 1974, a designation that gave the viaduct increased protection as it was deemed to be a structure of national importance. Undeterred, British Rail applied to Broxtowe Borough Council and Erewash Borough Council in 1975 to demolish but they were refused permission.
Public Enquiry
In 1980, the proposal to demolish went to public enquiry. Local people, councils and special interest groups joined forces to convince the government inspector that the viaduct was an invaluable feature of the country’s industrial and railway heritage. A proposal to repurpose the viaduct as a walking and cycling trail was put forward by the community.
Marooned and Abandoned
The abandonment of the viaduct had led to renewed calls for its removal by those who saw the viaduct as an eyesore and a safety risk. In the 1980s, the viaduct effectively sat in an opencast coal mine. The embankment on the eastern abutment was removed leaving the viaduct marooned and abandoned. Despite the calls of many seeking demolition, the viaduct survived.
Change of Ownership
In 1998, following the privatisation of the railways, the ownership of the viaduct was passed to Railway Paths Ltd, a sister charity to Sustrans. Over 200 miles of old trackbed and over 700 railway structures were given to RPL with the expectation that these routeways be incorporated into the emerging National Cycling Network.
Rediscovering Bennerley Viaduct
In 2015, Sustrans secured a £40,000 grant from the Heritage Lottery Fund for a project called “Rediscovering Bennerley Viaduct.” The project sought to engage the community and assess the levels of support for bringing the viaduct back into use as a walking and cycling trail. The support from the community was strong and the Friends of Bennerley Viaduct (FoBV) was formed. In 2017 Sustrans, in partnership with the FoBV, developed an £8.3 million project to restore and repurpose the viaduct as a walking and cycling trail. Funding for the project was sought from the Heritage Lottery Fund (HLF)
Access to Heritage
Since March 2018, the Friends of Bennerley Viaduct have worked closely with Railway Paths to develop an incremental project which aims to secure the future of the viaduct for generations to come. The first stage of the project “Access to Heritage” should lead to the viaduct being re-opened to the public in 2020 after 50 years of closure and abandonment.
Bennerley Viaduct – the Survivor
The viaduct escaped demolition by a combination of good fortune and by the efforts of so many people, councils and organisations who all continue to join forces to ensure it can be enjoyed by future generations. Bennerley Viaduct is a survivor.
Bennerley Viaduct is a survivor making it through storms, floods and attempts to demolish. Other wrought iron viaducts such as the Crumlin, Dowery Dell, Staithes and Belah have all disappeared from the landscape. In the British Isles, only the Meldon (Devon) and Bennerley survive and on a global scale, there are few wrought iron viaduct that remain.
British Rail Seek Demolition
After the closure of the Friargate line in 1968, British Rail wanted to demolish the structure. The viaduct no longer had a purpose and its ongoing maintenance had become a financial liability for them. Tenders were sought for its demolition. Due to its wrought iron construction, it could not be cut up using conventional metal cutting equipment and wrought iron had little scrap value. The eye wateringly high cost of demolition gave the viaduct some respite.
Application Refused
The viaduct was given grade 2* listing in 1974, a designation that gave the viaduct increased protection as it was deemed to be a structure of national importance. Undeterred, British Rail applied to Broxtowe Borough Council and Erewash Borough Council in 1975 to demolish but they were refused permission.
Public Enquiry
In 1980, the proposal to demolish went to public enquiry. Local people, councils and special interest groups joined forces to convince the government inspector that the viaduct was an invaluable feature of the country’s industrial and railway heritage. A proposal to repurpose the viaduct as a walking and cycling trail was put forward by the community.
Marooned and Abandoned
The abandonment of the viaduct had led to renewed calls for its removal by those who saw the viaduct as an eyesore and a safety risk. In the 1980s, the viaduct effectively sat in an opencast coal mine. The embankment on the eastern abutment was removed leaving the viaduct marooned and abandoned. Despite the calls of many seeking demolition, the viaduct survived.
Change of Ownership
In 1998, following the privatisation of the railways, the ownership of the viaduct was passed to Railway Paths Ltd, a sister charity to Sustrans. Over 200 miles of old trackbed and over 700 railway structures were given to RPL with the expectation that these routeways be incorporated into the emerging National Cycling Network.
Rediscovering Bennerley Viaduct
In 2015, Sustrans secured a £40,000 grant from the Heritage Lottery Fund for a project called “Rediscovering Bennerley Viaduct.” The project sought to engage the community and assess the levels of support for bringing the viaduct back into use as a walking and cycling trail. The support from the community was strong and the Friends of Bennerley Viaduct (FoBV) was formed. In 2017 Sustrans, in partnership with the FoBV, developed an £8.3 million project to restore and repurpose the viaduct as a walking and cycling trail. Funding for the project was sought from the Heritage Lottery Fund (HLF)
Access to Heritage
Since March 2018, the Friends of Bennerley Viaduct have worked closely with Railway Paths to develop an incremental project which aims to secure the future of the viaduct for generations to come. The first stage of the project “Access to Heritage” should lead to the viaduct being re-opened to the public in 2020 after 50 years of closure and abandonment.
Bennerley Viaduct – the Survivor
The viaduct escaped demolition by a combination of good fortune and by the efforts of so many people, councils and organisations who all continue to join forces to ensure it can be enjoyed by future generations. Bennerley Viaduct is a survivor.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane. It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane. It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane. It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane. It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Cossall Marsh - The Village Green
From near the old aqueduct of the Nottingham Canal, looking east across what was once Cossall Marsh. The land was formerly called Cossall 'Blob', as until 1901 when it was drained, marsh marigolds grew here (which were commonly known as 'Mayblobs'). In 1902, at the time of the coronation of King Edward VII, the road was widened, the marsh drained, and the new road was called 'Coronation Road'. 'Cossall Blob' as it was known was cottages/land set back from the road on Newtons Lane. It is still shown on many maps including a fairly recent Estate Publications, Nottingham Super Red Book.
Engineers
When the Act of Parliament was passed in 1872, the Great Northern Railway Company (GNR) instructed Richard Johnson (Image 1), the Chief Civil Engineer and Samuel Abbott, the resident engineer to design the line and its structures including the viaduct. These brilliant and pioneering engineers boldly tackled the challenges of constructing the line with an ingenuity that embodied the spirit of the era.
Constructors
The viaduct was built and assembled by Benton and Woodiwiss (Abraham Woodiwiss was Mayor of Derby-Image 2), a famous Derby based, railway construction company. This company had built up a national reputation constructing railways, tracks, embankments, bridges viaducts and tunnels as they threaded the developing rail network through the British landscape. The company were responsible for working on key sections of the internationally famous Settle to Carlisle railway.
Navvies
Whilst it was the brilliance of engineers like Johnson and Abbott that designed the viaduct, it was the railway navvies who took on the hard graft of building the structure. Equipped with only the most basic of equipment, the navvies achieved amazing feats of engineering. The work was dangerous and over 500 navvies Image 3) were killed annually in the construction of Britain’s railway network.
A local newspaper reported an accident during Bennerley’s construction.
“ The poor fellow was adjusting a loose plank when he lost his balance and fell from a height of 40 feet head first upon the permanent way of the Midland Railway beneath. He was said to have been alive when taken up, but as we listened to the description of the eye-witnesses and glanced, with a shudder, from the dizzy height to the pool of blood, which told its own dread tale too well, we felt that the chances of recovery from such a shock must be indeed small.”
Fabricators
The viaduct was “locally sourced” with all of its wrought and cast iron component parts being fabricated in Derby. Some of the bricks which form the pier bases also have a Derby stamp on them. The large cast iron base plates and the wrought iron piers and trusses were all fabricated by Eastwood and Swingler, a Derby based iron work company who produced ironwork for railways on a global scale.
In some ways. Bennerley Viaduct is like a giant Meccano set. All the parts for the viaduct were pre-fabricated in Derby, transported to the site then assembled in situ at Bennerley using over half a million rivets.
The crossing of the Erewash Valley between Awsworth and Ilkeston provided a challenge to the engineers as the area was honeycombed with old mine-workings. The engineers concluded the ground could not support a traditional brick viaduct so to reduce loading on the foundations, the engineers designed a structure which was both light and flexible.
Pier bases: From the base up, the viaduct sits on brick pier bases. As the viaduct is on a 1:100 gradient, all of the pier bases are at different heights. The Awsworth end of the viaduct is 15 feet higher than the Ilkeston end.
Base Plates: The structure “floats.” Resting on top of each brick pier bases are 4 large cast iron base plates. These plates are not tied into the bases in any shape or form. They simply rest on the pier bases, held in place by gravity alone.
Columns: Attached to the cast base plates are 12 wrought iron columns which support the deck. The hollow columns are constructed from wrought iron quarter sections which have been riveted together. These are kept in position by horizontal and diagonal bracings which are tensioned using cotterpins. Over half a million rivets were used in the construction of the viaduct.
Deck: The deck of the viaduct consists of 526 transverse iron troughs which were filled with ballast. The sleepers which carried the railway lines were laid in the troughs. The track and most of the ballast has been removed.
Spans: The viaduct has 19 spans in total. Three spans cross over the Midland Railway. These spans are supported by brick piers. There are 16 further spans crossing the valley supported by 15 wrought iron piers.
Condition: This wrought iron lattice work viaduct is 1452 feet long with the rails 60 feet 10 inches above the Erewash River. It is the longest wrought iron viaduct in the British Isles. The Meldon Viaduct in Devon is the only other wrought iron viaduct left standing in the UK. Bennerley Viaduct is a grade 2* listed structure giving it national importance. For its age, it is in remarkable condition and is largely unaltered since its construction.
The crossing of the Erewash Valley between Awsworth and Ilkeston provided a challenge to the engineers as the area was honeycombed with old mine-workings. The engineers concluded the ground could not support a traditional brick viaduct so to reduce loading on the foundations, the engineers designed a structure which was both light and flexible.
Pier bases: From the base up, the viaduct sits on brick pier bases. As the viaduct is on a 1:100 gradient, all of the pier bases are at different heights. The Awsworth end of the viaduct is 15 feet higher than the Ilkeston end.
Base Plates: The structure “floats.” Resting on top of each brick pier bases are 4 large cast iron base plates. These plates are not tied into the bases in any shape or form. They simply rest on the pier bases, held in place by gravity alone.
Columns: Attached to the cast base plates are 12 wrought iron columns which support the deck. The hollow columns are constructed from wrought iron quarter sections which have been riveted together. These are kept in position by horizontal and diagonal bracings which are tensioned using cotterpins. Over half a million rivets were used in the construction of the viaduct.
Deck: The deck of the viaduct consists of 526 transverse iron troughs which were filled with ballast. The sleepers which carried the railway lines were laid in the troughs. The track and most of the ballast has been removed.
Spans: The viaduct has 19 spans in total. Three spans cross over the Midland Railway. These spans are supported by brick piers. There are 16 further spans crossing the valley supported by 15 wrought iron piers.
Condition: This wrought iron lattice work viaduct is 1452 feet long with the rails 60 feet 10 inches above the Erewash River. It is the longest wrought iron viaduct in the British Isles. The Meldon Viaduct in Devon is the only other wrought iron viaduct left standing in the UK. Bennerley Viaduct is a grade 2* listed structure giving it national importance. For its age, it is in remarkable condition and is largely unaltered since its construction.
D. H. Lawrence knew the area by the viaduct very well and refers to the viaduct directly in his writings. Lawrence’s fiancée lived in nearby Cossall Village so he would have walked past the viaduct regularly. He refers to the evocative sound of the rattle of trains going over the viaduct in Sons and Lovers. The rattle of the viaduct was a familiar sound to anyone who lived within earshot.
‘There was a faint rattling noise. Away to the right, the train, like a luminous caterpillar, was threading across the night. The rattling ceased. “She’s over the viaduct. You’ll just do it.”’
D. H. Lawrence, Sons and Lovers, 1913
https://www.broxtowe.gov.uk/dhlawrencemuseum
Image - T.G Hepburn
D. H. Lawrence knew the area by the viaduct very well and refers to the viaduct directly in his writings. Lawrence’s fiancée lived in nearby Cossall Village so he would have walked past the viaduct regularly. He refers to the evocative sound of the rattle of trains going over the viaduct in Sons and Lovers. The rattle of the viaduct was a familiar sound to anyone who lived within earshot.
‘There was a faint rattling noise. Away to the right, the train, like a luminous caterpillar, was threading across the night. The rattling ceased. “She’s over the viaduct. You’ll just do it.”’
D.H. Lawrence, Sons and Lovers, 1913
Image - T.G Hepburn