And that brings us to this month’s theme: connection.

As part of our Lifestyle Medicine series, we’ve been exploring the key pillars that support our health. One of the most powerful and often underestimated is social connection. Simply put, community is medicine.

Why Connection Matters
We are not designed to live in isolation. Strong social connections are linked to better mental health, improved heart health, stronger immune systems, and even longer life expectancy. On the other hand, loneliness and social isolation can have a significant impact on both physical and emotional wellbeing.

In clinic, I often see how much difference it makes when someone feels supported, whether by family, friends, neighbours, or community groups.

Connection doesn’t have to mean large gatherings or busy schedules. It can be as simple as:
•A regular chat with a neighbour
•A walk with a friend
•Attending a local group or service
•Spending time with family
These small moments add up.

Our Local Community
One of the great strengths of Coltishall and Spixworth is the sense of community around us. From local churches and village halls to walking groups and community events, there are many opportunities to connect.

For some, it may be volunteering. For others, it may be joining a class, attending a coffee morning, or simply making more time for the people already in their lives.

If you’ve been feeling a bit isolated, this time of year offers a gentle opportunity to re-engage.

Movement and Connection Together
You may remember from the article in March that movement is medicine. When we combine movement with connection, the benefits are even greater. A “walk and talk” with a friend, a gardening group, or a gentle exercise class can improve both physical and mental wellbeing at the same time.

A Gentle Reminder
We all go through seasons of life where connection feels easier or harder. Reaching out can sometimes feel like the most difficult step, but it is often the most important one.

If you are supporting someone who may be feeling isolated, a small gesture such as a call, a visit or an invitation can make a significant difference.

Connection Challenge for May
For the next four weeks, try one of the following:
☐ Arrange a walk or coffee with a friend or neighbour

☐ Join a local group, class or community activity

☐ Check in on someone you haven’t spoken to in a while

☐ Spend dedicated, device-free time with family

Start with one simple step.
Connection doesn’t need to be complicated. It just needs to be intentional.

As always, if you are struggling with loneliness or low mood, please do speak to us at the surgery. We are here to help and can also signpost to local support.

Small connections. Big impact.
Warm wishes,

Dr Olumide Ayodele

GP Partner Coltishall & Spixworth Surgeries

The post Your Local GP’s Corner – May appeared first on The Marlpit Magazine.

A beautiful renovation of the building making a great asset to the High Street and then we come on to the food ……. ‘Fish & Chips does not cover it!!! The range of fish available includes the traditional but also some specials including beautifully cooked Skate but so much more.

Daily specials on offer with jumbo sausage and chips – sausages from Hewitt & Grant, freshly made by hand with local produce. Pie & chips with pies supplied by a North Norfolk bakery. Side dishes and sauces to compliment any meal.

Make sure you are hungry when visiting as portion sizes make for value for money.

A ring bell has been installed at the bottom of the steps for anyone who can’t managed the steps. Push the button and someone will come out and take your order.

The post Coltishall Welcomes Jefferies Fish & Chip Shop appeared first on The Marlpit Magazine.

In the meantime, I thought I’d introduce myself – and you may well see me around the villages before then.  If so, please do stop me and say hello.  It would be good to meet you.

I moved to Norfolk nearly 8 years ago, following a career in education, where I worked in multicultural community schools in Croydon, before moving into School Improvement work and then to into school leadership.  Prior to that, I’d had a variety of careers in Nursing, Office Administration and a stint studying Architecture.  Variety is the spice of my life, and I enjoy the challenge of new things, and really enjoy meeting people.

I moved here in 2017 seeking a new start, and maybe a quieter life.  Settling in a converted cow-shed between Antingham and Bradfield, which wasn’t exactly a pin in the map, but not far short, I pondered, what next?  I worked in Waitrose, volunteered for the National Trust at Felbrigg and enjoyed welcoming visitors and the wide open spaces which surrounded my new home.  A far cry from Croydon!

I’d been here just 6 months when God tapped me on the shoulder and said ‘I’ve not finished with you yet!’

This led to conversations, discernment and eventually to training with the Eastern Region Ministry Course, based at St Nicholas, North Walsham. All through the rigours of Covid.  I learnt a great deal, including how to conduct services online, and the importance of keeping people connected to each other.  I was ordained in June 2021, and commenced my curacy in the Trunch Group of Parishes, a rural group of 7 churches on the coast.  I was extremely happy there, and felt as though I’d come home, really enjoying the delights and challenges of rural ministry.  Half of the time I spent there (2½ years) was during a vacancy, and I relished the opportunity to develop my understanding of leading a rural group.  In January 2024 I moved to Cromer to complete my curacy, developing my experience in a larger vibrant town church, working as part of a team.  

I’m passionate about mission, social justice and community, so you’ll see me out and about, learning about the local community and taking part in local activities.  I’m a keen walker, enjoy sewing and knitting, and drinking good coffee!

I have a grown up son, Will, who is married to the lovely Helen and they have a beautiful son, Alex – so I’m also a proud Nana!  They live in Leicestershire and I enjoy having them to visit, and they are looking forward to getting to know Coltishall too. My mum and sister live close by in North Walsham, and I also have siblings overseas in New Zealand and the USA. We are a large, but close-knit family who are very important to me. I share my home with my cat Phoebe, a demanding, vocal rescue Bengal, who is great company and will, I know, enjoy the Rectory garden and may well venture further afield!

I look forward to making Coltishalll my home and to exploring the surrounding area.  And most especially, I look forward to meeting you!

The post Welcome to our new Rector Joanna Haywood appeared first on The Marlpit Magazine.

Support, advice and a handover will be provided by the current Treasurer.

Email margaret.woodham@gmail.com for more information.

The post St John’s Church, Coltishall appeared first on The Marlpit Magazine.

Good luck in your future and thank you for your hard work and service to the village.

The post Landamores Fish & Chips appeared first on The Marlpit Magazine.

Coltishall and Horstead Parish Councils use the data from the traffic cameras each month to support the conversations being held to find a solution.

The post B1150 Traffic appeared first on The Marlpit Magazine.

From a report in the Norfolk Chronicle of 1806, we know that matches took place locally on Crostwick Common, the writer noting that it was, ‘nearly twenty years since a regular Camp was played at Crostwick.’ It should be noted that Crostwick Common then was much more open, as shown by two paintings by Sir Alfred Munnings, for whom it was a favourite spot. The article, though regretting that the match, between Taverham Hundred (of which Crostwick and Horstead were a part) did not take place because their opponents, Blofield, did not turn up, nevertheless gives details of how the match was to be played. Whilst rules appeared to be agreed on an ad hoc basis, in general matches were played for about 40 minutes between teams of 10 or 12 men ‘under  25 and unmarried,’ for a ‘hat,’ in the case of the Crostwick match worth half a guinea (the equivalent of 3 days’ wages for a skilled craftsman) for each victorious player. Other prizes awarded could be gloves or shoes.

The aim as in modern football, was to score by putting the ball in the opponent’s goal, but in Camping the ball could be carried, thrown or kicked.  There was no such thing as a foul of course. The goals were not described in detail and were probably temporary in nature, simply consisting of a wooden post, or even, as in playground matches of today, thrown off clothing.  Each team chose its own goalkeeper and sidesmen to ensure fair play. ‘Handing up’ involved choosing the contestants and ‘throwing off,’ marked the start of play.

It was a rough contact sport and injuries, even deaths were reported. At Ketteringham, for example, a contestant was killed by his opponent tripping and falling on him.  It was common for the match to turn into a free-for-all fight or a wrestling match, which might end in bloody noses or worse. Often pre-arranged boxing or wrestling matches were part of the day’s sport.

Matches were watched by large crowds and usually took place on weekday evenings, the concept of a week-end being new.  In a match between Norfolk and Suffolk in 1818 spectators ‘amounted to some thousands amongst whom were many gentlemen of rank and fortune,’ yet, according to Dymond, the game was often criticised by the clergy and magistrates. The same source tells us that in the late c18 William Windham III of Felbrigg (‘Fighting Windham,’ famously sent down from Eton’) and his agent William Cobb organised matches in the park and at least once the match was accompanied by horse racing. Lord Rochford similarly organised matches at Eaton. At Ranworth, where many matches were held, it was reported that the road was blocked by, ‘a thick succession of carts, chaises, waggons and caravans among which were seen …crowds of horsemen and pedestrians.’ The camping ground had to be roped in and about 30 waggons placed around the outside to control the crowds. Although contests were usually between parishes, towns or Hundreds, in Norwich teams were also drawn from particular occupations such as weavers or grocers.

From the dearth of newspaper reports after the mid 19^th century, it appears that Camping had fallen out of favour, possibly because it was too unruly or because of the advent of the Football Association, formed in 1863, to standardise rules and publish ‘The Laws of the Game,’ which became known popularly as ‘Soccer.’ Two of the ’Cambridge Rules’ which allowed ball-carrying and wrestling the ball from your opponent, were also dropped and evolved into rules of Rugby Football.

Sources:
Newspaper reports from
 The Norfolk Chronicle: May 1777, July 1806, June 1818, June,  July, August & September 1822, September 1831, October 1832.
Bury and Norwich Post: October 1793, August 1822.

Other:
Dymond, D. ‘The Game of Camping in Eastern England.’ British Association for Local History. 2021.

Ketton-Cremer. R. W. ‘Camping – A Forgotten Norfolk Game’. Norfolk Archaeology Vol.25. (1932) Pp 88-72

1: Crostwick Common Today. Now bisected by the B1150 it was once open grazing. (Picture The Author).

2: Crostwick Common in the early c19 as painted by Munnings. Much more open. Picture © Artchive.

3: A similar game, La Soule, was known in France from the c12. This illustration is of a game played in Normandy in 1852. Source: Wikipedia.

The post ‘Camping’ at Crostwick and Similar Sporting Shenanigans appeared first on The Marlpit Magazine.

There is no doubt that the War changed lives irrevocably. Not just for those who had fought but also for those who were tasked with caring for them, their relatives, and for society as a whole. Much has been written about the care of the wounded in the theatre of war, but there is little said about what happened when the men (and women) and those who cared for them came home. Part of the problem of researching the aftermath of war is the sheer chaos it left behind, coupled with the fact that the bombing in the Second War obliterated much of the written evidence of the First. Only a fraction of the service records of those who fought have survived and the records of the Royal Army Medical Corps (RAMC), from 1914 – 1918 in particular, have almost completely gone. Records of the infrastructure set up to care for the wounded and of those civilians who volunteered to care for them back home in England have fared a little better, and it is from these, especially those pertaining to Norfolk and our villages that I have drawn this month’s article.

When war was declared on 04 August 1914, military medical services had moved on little from the turn of the century and it was soon realised they were woefully inadequate. Of courses there was no NHS then and most hospitals, including the Norfolk and Norwich (N&N) were run as Voluntary Hospitals, relying on subscriptions and donations to fund their work. The Chairman of the Hospital House Committee at the N & N initially offered beds to the Navy, believing that the main threat would be from the North Sea, “Can give you fifty beds to-day and fifty more at the end of the week and can erect marquees in the hospital grounds to hold one hundred and fifty,” he wrote. The Navy declined the offer, assuming that the beds offered by the Naval Hospital at Gt Yarmouth would be sufficient. The N & N carried on with its preparations, however, and the beds were augmented by four marquees funded by the Chairman at his own expense. By 22 August 1914 70 cases had been admitted from troops stationed in and around Norwich and in November more military beds were funded by donations organised by The Eastern Daily Press. The following January a general fund was set up, to which donors could contribute monthly.

Local Military Hospitals were at Thorpe St Andrew and Britannia Barracks. The former was previously a mental hospital, but commandeered for the wounded during the War. Doctors were in short supply, both at home and overseas, many having volunteered or been called up and although by now there were over 1,000 fully qualified female doctors and surgeons eager to volunteer, they were not allowed to do so, it being considered unsuitable work for women.

As there was also a need for convalescent beds to avoid the bed blocking we are so familiar with today, many great houses offered to come to the rescue, and became Auxiliary Hospitals, staffed by VAD nurses and directed by the Joint Committee of the Red Cross and Order of St John with the aid of grants from the War Office. These included Halls at Old Catton, Cawston, Woodbastwick, Felthorpe, Hoveton and Brundall. Additionally, St Gregory’s in Hoveton a semi-detached house in Stalham Road (now a B &B) was requisitioned. Dr W A Aldred was the physician in charge with Lady Edith O’Shee, a member of the Irish aristocracy as Commandant, aided at various times by VADs drawn from most of the neighbouring villages, including Horstead and Coltishall. The commandant was aided by a quartermaster, in this case shared by a  Mrs Preston and  Miss Louisa Blofeld,  who looked after supplies, a matron who directed the nursing staff and a cook, Miss Rowe. Lady O’Shee was generous in her praise of her staff, writing on many of their VAD record cards how she admired their dedication to duty, enthusiasm and hard work. St Gregory’s housed 810 convalescent soldiersduring the period 1915-1919.

Even as convalescents, soldiers were reminded that they were still under military command. The walking wounded wore a uniform, commonly known as ‘Hospital Blues,’ i.e. blue flannel suits and red ties, apparently so that they could not slope off to the nearest pub! At Catton Hall the blues were washed at a charge of 8d per jacket or trousers.

Although on the reserve list while they recovered, once considered fit the men were sent back to the front. Those no longer able to go overseas were either posted to units at home or discharged as no longer fit for service. It was not all doom and gloom, however. Entertainment was often put on for the inmates and staff at the VAD Hospitals. A report in the Thetford and Watton Times of January 1916 tells us, ‘ [At] Wroxham the patients and staff, with other friends, gave a successful concert at St Gregory’s Hospital for Wounded Soldiers,’ and a picture in Cohen (2014) shows patients at Brundall House VAD Hospital in their blues playing cards. They also went on boat trips on the Broads and put on plays.

Sources:

Bowser, Thekla. The Story of British VAD Work in the Great War. 1917. Imperial War Museum Reprint 2003.

Cleveland, Arthur J.  A History of the Norfolk and Norwich Hospital 1900 – 1946. 1948. Jarrold & Sons. Norwich.

Cohen, Susan. Medical Services in the First World War. 2014. Shire Books. Oxford.

Mayhew, Emily. Wounded: The Long Journey Home from the Great War. 2014 Vintage Edn. London.

Newspaper Reports. British Newspaper Archive. VAD Archive: https://vad.redcross.org.uk,  National Army Museum: https://www.nam.ac.uk/picture-library.

Picture of St Gregory’s: http://www.geograph.org.uk/photo/5662422  Downloaded under Creative Commons Licence

Figure 1: St Gregory’ Auxiliary Hospital. Photo (c) Adrian Pye January 2018

Figure 2: Lady Edith O’Shee. Picture (c) Geni.com

Figure 3: Nurses and Patients at Felthorpe. Note the patients’ uniform ‘Blues’. Photo © National Army Museum

[i] ‘Blighty’ like so much army slang, is Hindu in origin coming from the word, ‘vilayti’ meaning foreign i.e. European or British.

The post Taking Care of the Wounded on the Home Front appeared first on The Marlpit Magazine.

For most people travel by road was difficult and costly, but once railway networks were established from the mid nineteenth century onwards, not only was moving heavy goods by train quicker and cheaper than by road, but also leisure travel was brought into the reach of the middle and lower sorts, leading to the popularity of The Broads and the development of former fishing villages such as Cromer and Sheringham into holiday resorts.

Roads did not fall into disuse, though, quite the opposite, thanks to the development of the internal combustion engine in the late 19^th century. Although early motor car ownership was only for the wealthy enthusiast, the increasing popularity of cycling and continued use of horses made it soon necessary for all road traffic to be controlled for fear of fatal accidents.  1861 saw the first of the Locomotive Acts, followed by further legislation in 1865 and 1878. These, popularly known as the ‘Red Flag Acts,’ required the maximum speed of all vehicles to be 4 mph in the country and 2mph in the city. In1861 vehicles had to be manned by two persons and carry lights but the speed limit was raised to 5 mph in towns and 10 mph in the country. By1896 the speed limit was raised to 14 mph. The final Locomotive Act which was passed in 1898 formalised vehicle registration, maximum vehicle weight over structures such as bridges and the organisation of highway authorities. The formation of County Councils in 1889 meant they took over responsibility for main roads, although Rural District Councils did not become responsible for local roads until 1894.

Locally it was becoming apparent that our roads were no longer fit for purpose – unsurprisingly it was the Horstead cross-roads[i] and Station Road, Coltishall that were the main local hot spots, although it has to be said that the accidents and near misses reported in the press were as much due to driver carelessness as anything else! Driving a tumbril and three horses along the high road between Coltishall and Horstead without reins to guide them; several instances of driving ‘furiously’ at 12 mph; and a steam lorry driven too fast to be able to take the bend by Coltishall railway station were just a few instances.
Horses, being unpredictable, were also often the cause of accidents; a Mr Haggith, driving a pony and cart was overtaken by a gentleman driving a young  horse which then took fright at a block of wood by the side of the road. One of the wheels caught Mr Haggith’s cart and  both carts were overturned. Fortunately, no-one was badly hurt but the number of accidents along the North Walsham and Rectory Roads caused Michael Falcon, estate manager at Horstead Hall, to write to the press about dangerous corners where it was impossible to see what was coming. ‘It does seem a great pity, that a beginning should not be made with these corners,’ he wrote in 1905, ‘One of them is a bad one onto the main North Walsham Road…’[ii]  Further complaints in 1907 to the County Surveyor that, ‘Our roads were never designed for fast motor traffic,’  received the terse reply that there so many such dangerous corners that the County Council could not afford to attend to all of them. Sound familiar?

In recording a 1910 collision between a motor car and a cyclist outside the Recruiting Sergeant the Norfolk News commented that a serious accident to another cyclist, had occurred only one year earlier on the same ‘dangerous corner.’ In neither case were road users deemed to have been at fault, the problem being, ‘the dangerous nature of the corner, neither party being able to see what was coming.’[iii] There were, however many instances of drivers and cyclists proceeding ‘furiously’ at speeds up to 12 mph, which is faster than a trotting horse. Traffic control signals had first appeared in 1868, but the use of standardised road signs to warn of hazards was not introduced until the 1934 Road Traffic Act and the driving test was not made compulsory until 1935.

Of course the major disaster that came to the villages and affected traffic to North Walsham was the great flood of 1912, which swept away the bridge at Coltishall as well as many others, effectively cutting off most of North Norfolk. The local press later reported that the new bridge was to be built of ferro concrete and have a span of 40ft (the previous on was 27ft). Unlike the previous bridge it would have a single span to allow easier passage of the waterway. It was wide enough to allow two cars to pass and was eventually completed 2 years later, but surprisingly, without a footbridge, which was only added in 1937. Crostwick Bridge, built in 1820 to replace the dangerous ford, was far enough south to survive.

The Ministry of Transport was created in 1920 and although road numbering began just before the First World War it was abandoned until after 1919, when the increase in the number of motor cars led to further problems for our roads requiring them to be easily identified. It has been estimated that in 1895 there were between 14 and 15 motor cars in England and Wales, five years later the number had risen to between 700 and 800. In 1930 there were an estimated one million motor vehicles, and in 1967 10 million. According to Government statistics, in 2023 there were 33.58 million cars, 4.73m LGVs, 0.54m HGVs, 0.14m buses and coaches and 0.86m other vehicles on our roads, the majority of which were not designed for that amount of traffic. It is also acknowledged that the more roads that are built, the more the traffic on them increases, requiring more roads.

A study by the RAC Foundation concluded that:
“The private car now plays a central role in the lives of the large majority of households and individuals in Great Britain. Across the population as a whole in 2006 nearly two-thirds of all daily trips were made by car, and around four fifths of domestic mileage was by car; in a typical week 80% of the population travelled at least once by car.”

Nearly twenty years on, despite the rise in the numbers working from home after Covid-19, it is fair to say nothing much has changed, except for the worse as the residents of Coltishall and Horstead know only too well. Statistics from the Speed Awareness Monitors have shown a continued steady rise in the amount of traffic along the B1150 as more and more of North Norfolk is developed.  Statistics from the DoT and published by Crashmap show that in the years between 2013 and 2022 there was a total of 108 reported road traffic accidents on the North Walsham Road, of which 5 were fatal and 22 considered serious. At what point will it be deemed to be too much?[iv]

[i] This was before the road was altered and the mini roundabout constructed.

ii Eastern Daily Press, 26 January 1905

[iii] Lowestoft Journal 11 September 1909

Sources

Online:

 Traffic statistics: https://www.gov.uk/government/statistics/road-traffic-estimates-in-great-britain-2022/road-traffic-estimates-in-great-britain-2022-traffic-in-great-britain-by-vehicle-type

Newspaper reports:  www.britishnewspaperarchive.co.uk

Accident statistics: www.crashmap.co.uk

Other:
Lucas, K & Jones, P. The Car in British Society. RAC Foundation. London. 2009.

Taylor, C. Roads and Tracks of Britain. Dent. London. 1979.

Illustrations:

Fig 1: Pre 1934 AA Sign. Most road signs were erected by cycling or motoring clubs before standardisation in the 1930s. Photo: The Author/Gressenhall Museum

Fig 2: Pre 1968 Traffic Signs at Gressenhall Museum. Photo The Author

Fig 3: The Hon. Evelyn Ellis in his 1895 Panhard et Levassor motor car – reputed to be the first motor car in Britain, but a French Import.

Photo © National Motor Museum, Beaulieu.

Fig 4: NCC 1953 plan for the alteration of the N Walsham Road in Horstead. The new road is shown in pink, Source: The Author.

Fig 5: North Walsham Road looking down the hill with the Recruiting Sergeant in the background. Note the houses in the foreground which follow the original line of the road. Photo: The Author.

The post ‘The Road Goes Ever On and On…’ (Roads part 3) appeared first on The Marlpit Magazine.

Better roads meant better transport. By 1761, the journey time from Norwich to London had reduced from three days to one, although travelling by fast mail coach was expensive. By contrast, moving bulky goods by waggon was more cumbersome, the waggon only being capable of walking speed and  having to have wide wheels to avoid their becoming bogged down on soft surfaces of Norfolk’s roads. Where possible, cargo was sent by water as it was cheaper. Existing rivers, and inland staithes or ‘hithes,’ facilitated water transport as did the development of canals such as the one from North Walsham (Antingham)  to Dilham and the cuttings from the Bure created in Horstead at  the area known as Little Switzerland. It was because sending bulky goods by road was so difficult that when people needed to move house, they usually auctioned off the contents rather than having to move them.

In the middle of the century there was an increase in travel. Better roads allowed the development of lighter vehicles which gave gentlewomen in particular more freedom to travel in comfort without having to ride on horseback. At this time more people favoured cross-country routes, particularly if they could not afford to pay the tolls. The downside of better mobility was the impact on crime. Then, as now, improved roads gave greater opportunity for felons to travel about the country to commit robberies and escape justice.[v]

It is interesting to see from Faden’s (1797) map that the road from Norwich to North Walsham did not follow the route it does today, but makes a detour round the Scottow estate, to Scottow common and the Three Horseshoes pub, through Westwick past Westwick Hall and then following roughly the route we know today. Both Faden’s Map and Paterson’s Roads, an 18^th century travel companion, agree that the main road to the North Norfolk coast was to Cromer, with North Walsham merely an offshoot, Cromer being a major port in the Iceland fishery. Interestingly, the Tithe Map also shows several minor routes or trackways emanating from the North Walsham/Norwich Road which have now disappeared.
Next time: the coming of the railway and the end of the turnpike trusts, the rise of the motor car, accidents and complaints about ‘dangerous’  roads.

[i] The term, ’Turnpike,’ was a military one and referred to the method of halting the traffic to exact a toll by placing a pikestaff across the road. On payment of the toll, the pike would be turned aside to allow the traffic to pass.

[ii] The relevant Act is 37 Geo III c. IX.C for those interested!

[iii] See Millican, P. ‘A History of Horstead and Stanninghall,’ H W Hunt. Norwich 1937. Pp 10-11.

[iv] It appears on the sale particulars when the estate was put up for sale in 1908-11. (NRO BR139/43)

[v] See Durston, pp 38-39 for some examples.


Pictures:

Fig 1: Map from ‘Paterson’s Roads’ showing major routes in the 18^th Century. Photo: Author

Fig 2: Pages from ‘Paterson’s Roads’ showing two routes from  Norwich to North Walsham. The listing of country seats wasn’t just for idle interest. The ‘Upper Sorts’ could ask for and receive hospitality from their equals on their journey.

Fig 3: With uneven roads and often overloaded carriages, accidents were not uncommon.

Cartoon from Copeland (1968)

Sources:

In Print: 

Barringer, C. A History of Norfolk. Carnegie. Lancaster. 2017

Bird, M.  Mary Hardy and Her World. Vol. 1: A Working Family. Vol 3, Spiritual and Social Forces. Vol 4: Under Sail and Under Arms. Burnham Press. Kingston-Upon-Thames. 2020.

Burke, T.  Travel in England: From Pilgrim and Packhorse to Light Car and Plane. Batsford. London. 1942.

Copeland, J. Roads and Their Traffic 1750-1850. David & Charles Newton  Abbot. 1968

Durston, G J. Fields, Fens and Felonies. Waterside Press. Hants. 2016.

Faden, W.  A Map of the County of Norfolk. Lark’s Press. Dereham. 1989 Reprint of 1797 Original.

Jones, A (Ed). Baskerville, T.  Journeys in Industrious England. Hobnob Press. Gloucester. 2023 (Annotated Edition of Work c 1682).

Millican, P. A History of Horstead and Stanninghall. H W Hunt. Norwich.1937.

Paterson, D. A New and Accurate Description of All the Direct and Principal Cross Roads in England and Wales. T Carman. London. 1786

Robinson, B & Rose E. Norfolk Origins 2: Roads and Tracks. Poppyland. 1983.

Taylor, C. Roads and  Tracks of Britain. J M Dent & Sons London. 1979.

Taylor, P. The Tollhouses of Norfolk. Polystar Press. Ipswich. 2009

Online:

The Milestone Society: https://www.milestonesociety.co.uk/

Other:

Norfolk Record Office (NRO) See text for references.

Fig 4: Waggon and team. Note the wide wheels to prevent sinking into soft ground. These cumbersome vehicles could only manage 3-4 miles per hour.

The post One More for the road (Roads part 2) appeared first on The Marlpit Magazine.