Few people look upstream of Bideford Long Bridge and imagine industry and shipping. However, vessels transited up as far as Weare Gifford. The arches of Bideford Long Bridge dictated all activity upstream, even the size of the sea lock at Rolle Canal: the widest arch on the bridge is 20 feet and so is the lock. The relationship between the bridge, the waterways, and local industry highlights how geography and infrastructure determined development.

Early in the nineteenth century, many roads in North Devon were little more than rough, unsurfaced tracks, unsuitable for carriage of heavy goods. As a result, any waterway was of considerable value. An area known as “Sea Lock” was created by Lord Rolle and designed by James Green, who also designed Bude Canal. This enabled cargo vessels and barges to enter the large floating basin. In the nineteenth and early twentieth centuries, the basin was an important transit port for local industry. Goods such as coal and limestone were carried onwards by tub boats, and wool, pottery, clay and timber were brought down on return journeys for export from Bideford which, at that time, was still a major regional port.  

Several ships were built there, assembled to the limits of the bridge and then floated down to be completed. This activity stopped around the latter part of the nineteenth century with iron steam ships and the increasing dominance of the railway. 

Beyond the sea lock are lime kilns just downstream of Halfpenny Bridge. Ships were built here too and floated down river for completion. 

Weare Gifford has a quay and just down from this is the final lime kiln, both served predominantly by barges from Bideford. 

Navigation from Bideford upstream was challenging for non-powered vessels. They passed under the bridge on the flood and the timing had to be very exact to ensure enough water to float through while leaving enough headroom. The current through the bridge is strong and can turn a boat dangerously as it enters the arch. Should there not be enough headroom, there is no second chance as the tide is rapidly rising. Returning on the ebb is equally difficult.  

Upstream, navigation is determined by shifting mud banks, although the strong tidal current would have been a considerable advantage with vessels being poled or rowed along the twisting channel. From Sea Lock, the riverbed is predominantly gravel and much more restrictive with only the largest tides allowing navigation onwards to Weare Gifford.