The photo above shows a view east along Victoria Dock from a point near the Dock entrance off the River Hull, it shows how the creation of the Dock really hemmed-in St Peter’s church (s.p.b.s), Drypool, this before the damage done by enemy bombing during the early 1940s. To return to the line of thought […]

As well as the Victoria Dock Railway the map extract of the last blog shows the points at which the Withernsea (Hull and Holderness Railway) and Hornsea Railways veered off from the main line. The rail-line to Withernsea was opened in 1854, that to Hornsea a decade later. Therefore people living in west Hull could

The map extract above is from Goodwill and Lawson’s Plan of Hull published 1869, a generation after their previous Plan (s.p.b.). The most dramatic impact on the Drypool area across those 27 years was the construction of Victoria Dock in the late 1840s and the destruction of the Citadel. As regards the latter development the

The map extract above is from Goodwill and Lawson’s Plan of Hull, 1842, and shows the extent of change across the Drypool area over the intervening years from 1817 (Cragg’s ‘plan’, s.p.b.s). One interesting point is that Drypool retained its ‘village green’ (Drypool Square’) in the face of industrialisation and suburbanisation, this unlike Sculcoates and

The map extract above repeats that from Cragg’s Plan of Hull, 1817, shown in the previous blog. Three further points from this extract invite attention; (a) Drypool’s parish boundary, (b) the ‘Yards’ of Drypool, (c) the mills of Drypool. I think it is fair to say that from the evidence shown on this map Drypool,

Moving forward in time from Thew’s map of 1784 (s.p.b.) Hargrave’s map of 1791 shows little change in Drypool but presents what features there were more accurately. The ‘Road to Headon’ was more clearly defined immediately east of ‘North Bridge’ (an odd term as there was no bridge to its south) although it was not