Sections made through some better preserved parts of the road show it to have been of light construction with about of metalling, usually on a low agger, but in drier places laid direct on the natural subsoil. The width of metalling varies from at the wider points, on an agger about wide, down to on terraceways crossing hillsides. The metalling on this road has been found to be flint at all the points studied, with a camber of about .I D Margary, Roman Ways in the Weald Phoenix House, Revised 1965 pp165-184 Well preserved examples of the agger occur along the south side of Plumpton Racecourse and adjoining the B2117 road south of Hurstpierpoint.
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The road was gazetted a State Highway in 1961. In the same year tar-sealing of the road was completed.CW Vennell & Susan Williams: Raglan County Hills and Sea 1876–1976 p. 179 Prior to that, metalling had been completed in 1921.
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The actual width of the metalling varies from place to place, and the outer ditches were found to be apart at Westhampnett. Sections of intact road that have been excavated in several places show a variety of local materials, sometimes supplemented with stone brought from elsewhere. The agger (the raised embankment on which the upper road surface was laid) was often constructed of alternating layers of sand and gravel paved with large flint nodules, or sandstone, surfaced with smaller flint or sand and gravel. The metalling was generally about thick at the centre with a pronounced camber.
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A supposed type specimen in the Indian Museum was never located. In winter it makes a short subdued click note but the song is a metalling jingle made of swee-swee notes ending with a dzwe-ee-dul. Three subspecies are noted nominate buchanani, neobscura, and ceruttii.
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Thickness of metalling also varies greatly, as does the size of agger. In some places a thick mass of iron slag was laid on the land surface, as at the excavated section at Holtye where the slag metalling was in the centre reducing to at the edges, laid directly on the clay subsoil and rusted into a concrete-like mass. Elsewhere an earth agger was protected by a much thinner stone layer, as on Ashdown Forest near Five Hundred Acre Wood where only about of compacted sandstone lumps were bedded on of yellow clay. The London end of the road was built of gravel or small flints over a layer of larger flints or pebbles, about thick at the centre, sometimes on a bed of sand.
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At Marlpit Hill the road makes a small direction change of only three degrees, and almost entirely keeps to this line to the high ground of Ashdown Forest. The straight run of Edenbridge High Street, crossing the River Eden and continuing to Dencross, where it continues as a private drive, is the most impressive surviving section of the road. Beyond this the road has been lost, seen only in hedgelines and traces of iron slag metalling in fields. In Peters Wood at Holtye an agger with iron slag metalling can be seen and on a footpath south of the A264 road a length of almost 100 metres of intact road was excavated in 1939, revealing a slag metalled surface in excellent condition and showing wheel marks.
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Almost 80% of the production was exported. On August 1, 1980 the name was changed from "Mir factory" to "Mir Youth factory." In 1983, topyl printing, assembling the toy boxes with PVX glue, moulding, and plastic parts metalling. A the English company Matchbox's technology for the production of toys using the moulding method was licensed during this time.
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After passing west of Maresfield the road can be traced through Park Wood and Fairhazel Wood at Piltdown as an agger with slag metalling. A visible agger in the park at Buckham Hill House was found by Ivan Donald Margary to have perfectly intact metalling of slag, gravel and brown flints, wide and thick in the centre. The road passes to the west of Isfield's remote church, through a triangular water meadow, before crossing the River Ouse beside a Norman castle motte, suggesting that there was still a river crossing to guard at the Norman conquest. Near Gallops Farm the road runs along the eastern side of Alder Coppice and traces of slag can be found in the fields all the way to Barcombe Mills and the junction with the Sussex Greensand Way.
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The area has been called Woodhill since the late 19th century and was developed as "Woodhill Estate" at the beginning of the 20th century Water pipes were laid about 1907. Around 1910–1911, discussions were held by the Whangarei Borough Council about metalling the roads of the estate. Woodhill was originally part of Whangarei County, but was transferred to Whangarei Borough in 1949.
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New Zealand Co-operative Dairy Company Ltd had a cheese factory from 1919, until it burnt down on 9 October 1937. In 1923 a poll was held to decide on funding road metalling and there were about 40 or 50 settlers. Chepmell died in 1930. His farm was brought by the Government after World War II, and subdivided for settling returned servicemen back to the land.
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A mound associated with a bog-wood and a clearance cairn at Eglinton Country Park. Bog-wood associated with a clearance cairn. Many clearance stones were used in the construction of defensive structures, houses, farm buildings, walls, drainage ditches, road metalling, etc. Where permanent clearance cairns were formed it was predominately on waste land, such as steep slopes, edges of woodland, field corners, and around earth-fast boulders.
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One of the early projects of the department was laying rail tracks from Lagos to Ibadan, in addition, it executed construction of motorable dirt and gravel roads, the first of which began construction in 1905 as a feeder to the railway. Between 1925 and 1926, PWD began developing a trunk road system in the colony and in 1926, metalling and tarring of the Lagos - Abeokuta road was in progress.
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Fairview Downs is a suburb in eastern Hamilton in New Zealand. It was developed in stages. Tramway Road, the western boundary of Fairview, was shown as a proposed tramway on an 1865 map. It seems to have been of double width to accommodate a tramway to Cambridge and to have first been discussed by Kirikiriroa Road Board in 1872, though clearing and gravelling didn't start until 1891 and metalling was continuing in 1925.
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This avoided the need for costly hand-fitting during assembly and also simplified replacement in service. It was one of the first mass-production engines to use thin-wall bearings: a steel shell faced with whitemetal bearing material. Rather than re-metalling the bearing journals and hand-scraping a new bearing surface to fit the crankshaft, these bearings were disposable after use. Several replacement bearing shells were expected to be fitted before the crankshaft required re- grinding.
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Around Merton Priory, the surface consisted of sub-rounded flints and gravel embedded in sand and silt. Close to Tyrell’s Wood and Mickleham Downs, Stane Street consisted of water-washed pebbles laid directly onto the chalk, which is thought to have given this section its local name Pebble Lane. Near to the Alfoldean station the metalling was constructed from iron slag in a solid 30 cm thick mass, topped with a double layer of sandstone slats.
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22-24 Timber was used to produce charcoal to fuel the smelting process. There is evidence that the Roman engineers improved the road system in the area, by first metalling the old cart tracks and then putting in new roads. This was so they could produce and distribute the wrought iron more efficiently. The Anglo-Saxon Chronicle, commissioned in the 9th century by Alfred the Great, provides a description of the forest that covered the Sussex Weald.
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The antiquarian John Aubrey visited the site and described "a great stone 10 foot high (or better) standing upright, which I take to be the Remainder of these kind of Temples… in the ground below are many thus o o o o o in a right line". The stone circle was destroyed in the mid-nineteenth century. At this point, somebody purchased the Longstone, had it broken up, and used the rubble for street metalling in Cricklade, 8 miles to the north-west.
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Young memorial trees in Anzac Avenue, ca. 1921 Memorial Trees were planted in the main street of the Beerburrum Soldier Settlement in 1920 and the street renamed Anzac Avenue in honour of the fallen comrades of the soldier settlers. This occurred in conjunction with the widening and metalling of the roadway due to building development on the southern side of the street. As early as 1915 the Queensland government was looking for vacant land suitable for settlement by returned soldiers.
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SH 22 used to cover a much longer route, via Tuakau, all the way to meet with (which runs from Hamilton to Raglan). This section was revoked circa 1990State Highway Traffic Volumes 1991 although much of the original route still holds the name "Highway 22". Metalling of the southern Te Uku-Waingaro section, to what is now SH 23, was completed in 1937. A start was made on upgrading the road to the SH 23 junction near Te Uku in the early 1960s.
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Part of this area south of the road has been kept uncovered by the Sussex Archaeological Trust. The agger is clearly visible south of this point and again at Butcherfield Lane, Hartfield, where of slag metalling was found on a large wide agger. The road then climbs a small steep hill in an engineered cutting. At Chuck Hatch the road enters Ashdown Forest, zig-zagging to cross a gill at Loneoak Hall, then maintaining its straight line onto the high forest.
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Road surfaces in the iron-producing areas of the Weald were made from iron slag. The average depth of metalling over 213 recorded roads is about , with great variation from as little as to up to in places, probably built up over centuries. The main trunk roads were originally constructed by the Roman army. Responsibility for their regular repair and maintenance rested with designated imperial officials (the curatores viarum), though the cost would probably have been borne by the local civitas (county) authorities whose territory the road crossed.
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Additionally, a number of waterways would have to be crossed by either bridge or ferry. After three decades of construction and improvement, a continuous surfaced route was finally achieved between 1958 and 1960. The first improvements were made to the aforementioned section through Cameron, which is called by its original name of Leesburg in the official route description. It consisted of metalling (gravel surfacing) the southern portion of State Route 104, a federal aid route which provided the parish seat with its first highway connection to what was essentially the mainland.
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By mid-1953 the [Whaanga] road was almost completed, though metalling was not done for 2 years.” Although the on-line history of the summit trig mark only dates back to 1995, it was first surveyed by Laurence Cussen, probably not long after 1876. Many timber mills were set up around Karioi e.g. page 230 “The Raglan Sawmilling Co, a public concern, was formed in 1919 to mill timber on Mt Karioi, said to contain on its eastern slopes some of the finest stands of rimu in the country . . .
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During this boom period many of the initial timber buildings were replaced by more substantial and impressive structures. A number of civic improvements were undertaken by the Council including the construction of a water supply system from the Burdekin River, the development of the city's drainage system (i.e. storm-water kerbs, channeling and drains), the construction of footpaths, "metalling" of roads and the erection of bridges over creeks in the city. By January 1884 a bridge was constructed over Hospital Creek, on a road leading from Charters Towers east to the railway station at Queenton.
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A Mokau – Awakino horse track was widened to a dray track about 1897. It was then possible for a horse and buggy to cover the – now 162 km – from New Plymouth to Te Kuiti in 17½ hours. The first car to traverse the route from Auckland to New Plymouth seems to have been an 8 hp Cadillac in 1905, though Otorohanga to Te Kuiti was by train and, between Awakino and Mokau, a horse assisted on the beach. A 1910 Te Kuiti meeting called for metalling of the road to Awakino.
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It had, up to 31 March 1947, raised loans amounting, in the aggregate, to £88,815, all the money being borrowed in New Zealand. Debentures amounting to £42,000 were converted in 1935, and the conversion loan will expire in 1960. The net public debt at 31 March 1947, was £49,894. Approximately one-half will be paid off by 1950. Of the loans raised by the county, £8,500 was for bridges, £9,500 for homes for county employees, £6,600 towards the cost of building Cook Hospital (1914), and £63,455 for the construction of, and the metalling of, roads.
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Until 1863 the route was only passable on foot. By 1864, as part of the invasion of the Waikato, about six bridges were built to make it passable for pack horses. Conversion to a road began in 1878 and the first stage coach ran in March 1880, though the bridge over the Waipa wasn't started until late in 1880. Metalling of the road began after a poll in 1907 and deviations were built to shorten the route, including that over the summit, bypassing what is now Old Mountain Road, which was passable by 1912.
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The agger was sometimes, but not always, bordered by deep ditches to take rainwater and keep the road structure as dry as possible. The metalling was in two layers, a foundation of medium to large stones covered by a running surface, often a compacted mixture of smaller flint and gravel. About one quarter of road pavements were "bottomed" with large stones, mostly in the north and west where stone was more readily available. Some high-status roads in Italy were bound together by volcanic mortar, and a small minority of excavated sites in Britain have shown concrete or limestone mortar.
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Stanegate and Dere Street were originally the same width (roughly ) but the depth of metalling on Stanegate— against Dere Street's —argues for a greater frequency of resurfacing and for greater or heavier traffic.Davies, p. 57. Crossing at Corbridge, the route passed through Portgate on the Wall and passed into lands only tenuously claimed by Rome. Iron Age hill fort associated with Dere Street at Pennymuir The route passes north into Redesdale and thence into the Cheviot Hills, where there are the remains of marching forts at Fourlaws, West Woodburn (Habitancum), Rochester (Bremenium), and at Chew Green.
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Five main alignments were used for the road, with local diversions from them to ease gradients and avoid wet ground. Flint and gravel were used over the North Downs and towards the South Downs, with slag from the Wealden iron industry used extensively for the middle sections, sometimes mixed with sandstone from Ashdown Forest and sometimes as a solid mass. At Holtye near East Grinstead a length of road excavated in 1939 revealed iron slag metalling showing cart ruts. Part of this has been left exposed and fenced off by the Sussex Archaeological Trust for viewing.
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At the instigation of the Brisbane City Council efforts were made to close the road reserve at the corner of Prospect Terrace and declare it a reserve for park purposes, but negotiations have not been concluded. The urban improvement works carried out by Ithaca Town Council extended over two decades. They included the planting of street trees by the Council itself, sealing of roads and improvements to footpaths and drainage. More mundane works such as forming and metalling, laying concrete kerbing and channelling, and footpath widening along Kelvin Grove Road were carried out over a number of years.
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On 18 February 1926, a wagon examiner named Daniel Alway suffered a fatal accident in the sidings at Mangotsfield. Alway had been walking along the siding while a train was shunting, in the same direction he was walking, when he lurched towards the train "as though his ankle had given out, or that he had trodden on loose metalling". Alway was hit by the train and run over by it. He was rushed to the Bristol Royal Infirmary, where his lower legs were amputated, however he became septic and died from heart failure on 26 February.
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Gravel road in Namibia Gravel is known to have been used extensively in the construction of roads by soldiers of the Roman Empire (see Roman road) but in 1998 a limestone-surfaced road, thought to date back to the Bronze Age, was found at Yarnton in Oxfordshire, Britain. Applying gravel, or "metalling", has had two distinct usages in road surfacing. The term road metal refers to the broken stone or cinders used in the construction or repair of roads or railways, and is derived from the Latin metallum, which means both "mine" and "quarry". The term originally referred to the process of creating a gravel roadway.
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Writing in 2000, in his Greater Medieval Houses of England and Wales, 1300-1500, Anthony Emery noted that "Hen Gwrt is one of the few (moated) sites to have been thoroughly examined." In the 1820s, a plan of "The foundations of the Old Court, taken as they were discovered" was drawn up at the time the stone from the site was removed for road metalling. Craster and Lewis suggest an alternative use for the stone may have been in the building of Llantilio Court. Whittle follows their suggestion and also notes that the associated changes to the road layout obliterated the southern corner of the site.
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A branch store had been set up in Glasshouse Mountains township as well. Anzac Avenue with young trees in the centre, circa 1921 In April 1919 the Beerburrum branch of the Returned Sailors' and Soldiers' Imperial League announced the intention of the settlers to plant "an avenue of trees" on the main road from the station, with the object of forming a permanent memorial for Anzac Day. These memorial trees were planted in the main street and the street renamed Anzac Avenue in honour of the fallen comrades of the soldier settlers. This occurred in conjunction with the widening and metalling of the roadway due to building development on the southern side of the street.
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The lodge continued in use until the slighting of Raglan Castle in the English Civil War. Historical accounts of Monmouthshire traditionally identify Hen Gwrt as the home of Dafydd Gam, the legendary opponent of Owain Glyndŵr and supporter of Henry V, but there is no evidence for this. Work at the site in the early nineteenth showed evidence of the footings of the earlier buildings, which were mapped, but by the time of subsequent archaeological investigations in the twentieth century, all of the stone on the site had been removed for road metalling. Today, no trace of either the manor or the lodge remains, and the moated site is in the care of CADW.
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Some attempt was made at founding a settlement, and a large quantity of ore was shipped, but dissension and discontent prevented the establishment of a successful colony. On the last day of August, the fleet set out on its return and reached England in the beginning of October, although the vessel Emanuel was wrecked en route at Ard na Caithne on the west coast of Ireland.Discovery of Martin Frobisher's Baffin Island "ore" in Ireland The ore was taken to a specially constructed smelting plant at Powder Mill Lane in Dartford; assiduous efforts to extract gold and further assays were made over five years, but the ore proved to be a valueless rock known as hornblende and was eventually salvaged for road metalling and wall construction.Ruby 2001 pp.
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Suggested remnants of the paved Roman ford looking towards Dumbuck Hill Suggested remnants of the Roman paved ford The Lang Dyke The Lang Dyke (Erskine Bridge in background) At low tide the River Clyde at Dumbuck could be forded and in Roman times to facilitate the crossing a wide causeway was supposedly constructed running northwards from Longhaugh, curving through the river-dyke and passing as a low mound towards the beach. The causeway continued as with a cobbled surface atop a gravelly mound continuing towards the Long Dyke and the Longhaugh Light. It then ran across Milton Island and went on to run through a field gate and on as a low mound to Dumbarton road. North of Dumbuck some road metalling was traced.
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The contract for these works was won by Mr Walker who stabilised the creek with dry stone masonry and constructed a timber bridge over it. The bridge is reported to have been of great benefit to travelers on the Queenton Road. In March 1884 the Charter Towers Municipal Council's Foreman of Works, Mr Hugh Swann, reported on the improvements works to roads in the town. Works nearing completion included: the clearing of the road in preparation for "metalling" and undertaking drainage work to the bridge and approaches near Plant's Day Dawn mine in Rutherford Street; repairing part of Elizabeth and other streets, forming part of Mary Street to carry part of the channel water and storm-water from Mosman Street; procuring material and repairing footpaths throughout the city; and repairing the Municipal's portion of Mosman Street that had been previously damaged by water from Plant's Day Dawn.
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Although the turnpike through the valley was not completed until 1755, the route was regularly being used to transport goods including charcoal and poultry to Kingston and London by the 14th century.Victoria County History of Surrey iii 142–144 For much of the winter the ford across the River Mole would have been impassable and so a secondary route on higher ground along the western side of the valley was used, of which Westhumble Street formed the southernmost part. The name Westhumble Street is first recorded in 1736 (some 19 years before the construction of the turnpike) and the use of the word street in the context of a village of this period, suggests that the road surface was improved with metalling. It seems likely that the villagers sought to take advantage of the passing trade and the movement of the village centre was confirmed with the construction of the new manor house, Camilla Lacey, north of Chapel Lane in 1816.
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Early records of the causeway's course to the north—when its remains were apparently more readily visible than today—differ considerably from one another: the early geologist and natural historian George Young, who wrote in relation to the causeway in his History of Whitby, makes no clear mention of the route of the structure north of Wheeldale Moor; it is unmarked on the 1854 Ordnance Survey map of the area; and eighteenth-century historian Thomas Hinderwell's mention of it passing near Hunt House suggests a greatly differing route to that marked on 2012 Ordnance Survey mapping. At least one source states that a "conjectural" continuation to the north is visible in vertical aerial photography. Hayes reports that in his survey in the 1950s, he found "trace of the embankment" in one short section and "a patch of the metalling" in four additional sections along a route past Hazle Head and Julian Park. Beyond Julian Park, it has been conjectured that the structure originally continued to the Roman garrison fort at Lease Rigg, south west of Sleights, based on reports from antiquarians in the eighteenth and nineteenth centuries that fragments were visible at numerous points along this course.
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