Ancient Monuments

History on the Ground

This site is entirely user-supported. See how you can help.

Butterley Gangroad and Fritchley Tunnel

A Scheduled Monument in Crich, Derbyshire

We don't have any photos of this monument yet. Why don't you be the first to send us one?

Upload Photo »

Approximate Location Map
Large Map »

If Google Street View is available, the image is from the best available vantage point looking, if possible, towards the location of the monument. Where it is not available, the satellite view is shown instead.


Latitude: 53.0779 / 53°4'40"N

Longitude: -1.4674 / 1°28'2"W

OS Eastings: 435775.629621

OS Northings: 353537.596275

OS Grid: SK357535

Mapcode National: GBR 6C4.1TF

Mapcode Global: WHDG1.FWGT

Entry Name: Butterley Gangroad and Fritchley Tunnel

Scheduled Date: 26 February 2015

Last Amended: 29 March 2021

Source: Historic England

Source ID: 1422984

County: Derbyshire

Civil Parish: Crich

Traditional County: Derbyshire

Lieutenancy Area (Ceremonial County): Derbyshire

Church of England Parish: Crich St Mary

Church of England Diocese: Derby


Railway tunnel, built 1793 by Benjamin Outram as part of the Butterley Gangroad.

Source: Historic England


The site includes the buried remains of the tunnel portals and the full length of the tunnel.

Fritchley Railway Tunnel is located near to Riverside Cottage, Chapel Street, Fritchley. The Tunnel itself runs north to south below Chapel Street with an underlying geology of rough rock sandstone. The tunnel is built of coursed, sandstone blocks with vertical sides and a round-arched roof. The portals are formed of a stilted, semi-circular archway with voussoirs formed of a single course of sandstone blocks. A stone block wall above the northern portal forms a parapet adjacent to the road. The tunnel is 22.58m in length and 3.05m in height. The southern end had been blocked in two phases with a lower stone blocking and an upper modern red brick blocking. The north end had been blocked with soil debris. The tunnel is constructed of coursed sandstone, with two distinct phases of development. The northern 15m of the tunnel appears to represent the first phase (1793), beyond this to the south is the second phase delineated by a vertical joint within the stonework and a kink in the tunnels alignment. The second phase is understood to date to the 1840s. At this point in the tunnel there appears to be brick repair or strengthening in the north-east wall of the tunnel. Holes within the walls of the tunnel, representing sockets for timber formers during the construction of the arch of the tunnel, were also noted. All internal surfaces of the tunnel were covered with black soot. Survey of the tunnel and adjacent landscape features has shown that the tunnel was altered to run in alignment with the new line but it is believed that the early fabric of the tunnel remains embedded in the structure particularly in the southern half of the tunnel although this was not revealed during the survey.

The evaluation trench revealed a single in-situ sleeper, adjacent to which was a worn path of weathered natural soil believed to be a towpath walked and worn by horses. The construction of the new line in 1840 resulted in the removal of the stonework from the old line presumably for re-use elsewhere.

The area of scheduling follows the line of the tunnel with an additional 1m margin on either side. At the northern end the scheduled area is c5m wide and at the southern end it is c7m wide. The southern end is splayed slightly to take account of the earlier line of the tunnel which is thought to survive behind the existing structure. Historic photographic evidence suggests the line of the earlier tunnel portal can be seen as an infilled opening, to the east of the existing southern portal. The southern portal wall was not exposed and made available during the building survey so this was not recorded as part of the 2013 project.

All modern road and path surfaces, fences, gates and structures at ground level (with the exception of the north portal parapet, adjacent to the road) are excluded from the scheduling, although the ground beneath all these is included.

Source: Historic England

Reasons for Scheduling

Fritchley tunnel, built in 1793 by Benjamin Outram, is scheduled for the following principal reasons:

* Date: it is recognised as the earliest surviving railway tunnel in the world and an important representation of tunnel engineering at this time;

* Rarity: as a rare survival of a late C18 railway tunnel;

* Historical importance: for the association with Benjamin Outram who played an important part in the development of early railways and where he developed his ideas that were subsequently adopted throughout Britain;

* Archaeological potential: in the phases of structural development which are clearly preserved in the buried structural remains and in any buried archaeological deposits which may provide evidence of the track alignment and structure;

* Group value: for the strong group value the tunnel holds with the associated Grade II listed Tramway Embankment (NHLE 1109195) which lies just 50m to the north of the tunnel.

Source: Historic England


Books and journals
'The Butterley Gangroad' in Derbyshire Archaeological Journal, , Vol. Volume 134, (2014), 223-254
Fritchley Railway Tunnel. Archaeological Evaluation and Buildings Survey. April 2013 by Wessex Archaeology

Source: Historic England

Other nearby scheduled monuments is an independent online resource and is not associated with any government department. All government data published here is used under licence. Please do not contact for any queries related to any individual ancient or schedued monument, planning permission related to scheduled monuments or the scheduling process itself. is a Good Stuff website.