Appendix — No. I.
Commentary on the Itinerary
No people are so barbarous as to be totally destitute of the means of internal communication; and in proportion as they become more civilized and have more intercourse with other nations, these means are augmented and facilitated. By the early accounts of the Britons it appears that they maintained a considerable foreign commerce, that they had formed towns or large communities, and used chariots for warlike, and undoubtedly for civil purposes. Hence it is evident that their internal communications must have been free and numerous. We need not therefore be surprised, if, after the lapse of so many centuries, marks of such British roads appear even at present to a careful observer, differing in many respects from the roads subsequently made by the Romans, and traversing the island in every direction.
These ancient ways may be distinguished from those made by the Romans by unequivocal marks.
I. They are not raised nor paved, nor always straight; but often wind along the tops or sides of the chains of hills which lie in their course.
II. They do not lead to Roman towns, or notice such towns, except when placed on the sites of British fortresses.
III. They are attended by tumuli like those of the Romans; but usually throw out branches, which, after running parallel for some miles, are reunited to the original stem.
When the Romans obtained a footing in this island, they directed all their operations, according to their practice, by military principles. They civilized indeed as they conquered, but conquest was their principal object. Hence, as each tribe was successively subdued, they fortified such primary posts as were best adapted to support their future operations, established secondary posts to secure their communications, and connected the whole by military ways. From local circumstances, and the principles of war, their primary posts were either at or near the sites of the British towns, or on the principal rivers. If therefore the British towns and trackways were suited to their purposes, they adopted them; if not, they constructed others. But both their towns and roads differed materially from those of the original inhabitants. The Romans in their towns or fortresses followed the system of their own castrametation, in like manner as in modern warfare the construction of permanent and temporary works is guided by the same general principles. These towns are of a regular figure, bounded by lines as straight as the shape of the ground will permit, generally square or oblong, and consisting commonly in a single wall and ditch, unless in positions peculiarly dangerous, or where local circumstances rendered additional defences necessary. On the contrary the British towns, which were occupied by the Romans, although irregularly shaped, still partake of their original figure.
Specimens of the first kind, or perfect Roman towns, may be seen in Colchester, Winchester, Caerleon, Caerwent, Castor near Norwich, and all the military stations bordering on the wall of Severus. Of the latter, in Bath, Silchester, Kentchester, Canterbury, and other places.
Similar marks of difference between the original British trackways and the Roman roads appear in the Foss, and the Iknield Street;—the latter, during the greater part of its course, keeping along the chain of hills which lay in its way, not leading decidedly to Roman towns, throwing out parallel branches, attended always with tumuli, still bearing its British name, and appearing from its direction to have been made for commercial purposes.
On the other hand the adopted roads, but more especially those made by the Romans themselves, are distinguished by peculiar marks. Posts or towns are placed on them at nearly regular distances, seldom exceeding twenty miles, the length of a single march, and also at the point where two roads intersect each other, or where several roads diverge. These roads are elevated with surprising labour to the height of ten feet, and sometimes even more, instances of which may be seen on the heath near Woodyates Inn in Dorsetshire, near Old Sarum on the side of Ford, in Chute Park, Wilts, between Ancaster and Lincoln, and still more remarkably on Bramham Moor, near Tadcaster in Yorkshire. They were formed of materials often brought from a considerable distance, such as chalk, pebbles, or gravel; and the most considerable are paved with stones, which are visible to this day. Tumuli also, which seem to have been the direction-posts of antiquity, attended their course, and occur in almost every instance where a road descends a hill, approaches a station, or throws off a branch. Another peculiarity of the Roman ways is their straight direction, from which they seldom deviate, except to avoid a rapid ascent or descent, to throw off another road, or to approach a station, which, from the circumstances before mentioned, had been fixed out of the general line. Of this there is a curious instance where the Foss, in approaching Cirencester from the north, meets the Akeman Street, bearing to the same point from the north-east, and evidently bends out of its course to join and enter the station with it.
Of many of the Roman roads, not only in England, but in the greater part of the Roman empire, an account has been preserved under the name of the Itinerary of Antoninus, which specifies the towns or stations on each road, and shows the distances between them. This record was long supposed to be a public directory or guide for the march of soldiers; but if this were the case, it is extremely confused and imperfect. It often omits in one Iter or journey towns which are directly in its course, and yet specifies them in another, as may be seen in the first, second, sixth, and eighth Iters. It traces the same road more than once, and passes unnoticed some of the most remarkable roads in the island, namely a great part of the Foss, and the whole of the Via Devana (a road from Colchester to Chester.) Hence this Itinerary has been more justly considered as the heads of a journal formed by some traveller or officer, who visited the different parts of the empire from business or duty; and, as Mr. Reynolds conjectures with great appearance of probability, in the suite of the emperor Adrian. In this light it may be considered as copious, and the advantages which it has afforded to the antiquary will be gratefully and universally acknowledged. Still, however, from the incoherence which appears in that part relating to our island, and from the mutilated copies which have been found, there is reason to imagine that the whole of this interesting record has not escaped the ravages of time.
Such an itinerary, but varying in many respects from that of Antonine, is one of the most important parts of the work now presented to the reader.
In fixing the sites of the towns specified in these Itineraries, our antiquaries have assumed the most unjustifiable latitude. The mere resemblance of a name was considered as a reason sufficient to outweigh all others; even the great Camden suffered himself to be misled by this resemblance, in fixing Ariconium at Kentchester, Camalodunum at Maldon, Bennavenna at Bensford, Pons Ælii at Pont Eland, and Ad-Pontem at Paunton. The explanation of the names to suit the supposed situation has been another fruitful source of error; not only British and Latin, but Saxon, Greek, and even Hebrew, have been exhausted to discover significant appellations; and where one language was not sufficient, half a word has been borrowed from one language and half from another to support a favourite hypothesis.685 The commentary now presented to the reader is founded on the following principles.
I. The vestiges of roads actually existing are taken as much as possible for guides; and the extremes or direction of each Iter, ascertained from two or more undoubted stations, or other unequivocal proofs.
II. In general, no place is regarded as the site of a Roman station, unless fixed Roman remains, such as buildings, baths, &c. are found at or near it; and unless it is situated on or near the line of a Roman road.
III. An exception has, however, been sometimes unavoidably made to this rule. After the Romans had established their power, and completed their system of internal communication, they undoubtedly lessened the number of their garrisons, to avoid either too great a division of their force, or to reduce that part of it which was necessarily stationary. Hence we have sometimes considered the direction of the road, and the general distance, as sufficient data for determining a station or stations, either when they were situated between two considerable fortified points, or when covered by others on every side; because it is probable such posts were merely temporary, and were dilapidated or demolished, even before the decline of the Roman power.
IV. In assigning a specific Roman name to a place, it has not been deemed sufficient that fixed antiquities or other equivalent evidence prove a town to have existed on the spot, unless the order of the names, and the distances marked in the Itinerary, justify the appellation.
V. Where the line of the Roman road is tolerably perfect, no station is sought far from it, except where the excess of the Itinerary over the real distance, or accurate measurement, affords sufficient authority for the deviation.
VI. The numbers which determine the distances being written in Roman numerals, which gave great latitude for error686 and substitutions, recourse has been had to this rule.
Where the road still exists, the whole intermediate space between two stations already determined, has been examined to discover what places, from their relative distance, from their site, or the antiquities found in them, have the fairest claim to be considered as Roman posts; and to such places the names have been affixed according to the evidence afforded in the Itinerary.
After this development of the principles on which we have proceeded in our examination, it is necessary to add a few observations on the Roman mile, the standard of measurement used in compiling the Itineraries; because many difficulties in determining the stations arise from our uncertainty respecting its real length. It may indeed appear easy to ascertain this point, by a careful measurement of the space between two military columns, still existing on any known Roman road. But in Britain such an experiment has been hitherto impracticable; for the columns in our island have been so universally defaced or removed, that, far from two existing on the same road, only one has been found687 whose original station is known with any degree of certainty. In France and Italy many of these columns still exist, and Danville has adduced three instances in Languedoc, in which the distances between them accurately measured amounted in one to 756, in another to 753, and in a third to 752 toises and two feet. The average 754 toises and two feet, seems to determine the length of the Roman mile with sufficient precision; and the result is confirmed by a comparison with the Roman foot, still preserved in the capitol; for the exact length of the miles between the military columns on the Appian way, in the neighbourhood of Rome, as measured by Bianchini, was 5010 of these Roman feet, which reduced to toises is 756 toises four feet and a half. From these results Danville estimates the Roman mile at 755 toises, or 1593 yards688 English measure.
Unfortunately this mensuration does not lessen the difficulties of the English antiquary; for the distance between any two of our known stations, if measured by this standard, disagrees in almost every instance with the numbers of the Itineraries. Different conjectures have been advanced to solve this difficulty. One, supported by the respectable authority of Horsley, is, that the Romans measured only the horizontal distance, without regarding the inequalities of the surface; or that the space between station and station was ascertained from maps accurately constructed. This idea receives some support from a fact acknowledged by every British antiquary, namely, that the Itinerary miles bear a regular proportion to the English miles on plains, but fall short of them in hilly grounds. Another opinion is, that the Itinerary miles were not measured by an invariable standard, but in the distant provinces were derived from the common measures of the country. In support of this conjecture a supposed coincidence between the computed and measured miles, noticed by Horsley and others, has been adduced; but if this were the case, there would not be so exact a conformity between the miles of France and Italy as appears in the instance before mentioned.
To remove, however, as many causes of error as possible, considerable pains have been taken to correct the numbers, by a comparison of all the earliest and most authentic copies of the Itinerary. These are: The Itinerary of Talbot, published in Leland’s works. That of Camden. Two copies by Harrison, published first in Hollingshed, and republished by Burton. That of Gale. That of Surita, who collated five copies, four of which he thus designates:—1. Bibliothecæ Regiæ ad D. Laurent. vetustisa. Codex Ovetensis Æra IƆƆCCCCXX descriptus. 2. Bibliothecæ Blandiniæ pervetustus codex a CCCC. circiter annis transcriptus. 3. Bibliothecæ Neapolitanorum Regum qui post cardinalis de Ursinis fuit anno M.CCCCXXVII. exscriptus. 4. Christophori Longolii exemplar ab H. Stephano. Parisiis editum, anno M.IƆXII.
As the Roman posts and roads were in a great degree connected with, or derived from, the British towns and trackways, we proceed to trace first the course of the British roads which still exist, and to specify the towns whose sites are known, premising that of the ninety-two capital towns of the Britons commemorated by historians, the names of only eighty-eight have been preserved.
The British ways were,—
1. The Watling Street, or Irish road, in two branches, northern and southern.
2. The Iknield Street, or road of the Iceni, the inhabitants of the eastern coast.
3. The Ryknield Street, leading through the country of the Upper Iceni or Coritani.
4. The Ermyn Street, leading from the coast of Sussex to the south-east part of Scotland.
5. The Akeman Street, or intermediate road between the Iknield and Ryknield Street.
6. The Upper Salt-way, leading from the salt-mines at Droitwich to the coast of Lincolnshire.
7. The Lower Salt-way, leading from the same mines to the south eastern coast.
8. A road which appears to have skirted the western coast, as the Ermyn Street did the eastern.
Besides these, there is reason to conjecture from several detached pieces, that another road followed the shores round the island.
Watling Street
The south-eastern branch of the Watling Street proceeded from Richborough on the coast of Kent, to Canterbury; and from thence, nearly in the line of the present turnpike, towards Rochester. It left that city to the right, passed the Medway by a ford, and ran almost straight, through lord Darnley’s park, to Southfleet. It bent to the left to avoid the marshes near London, continued along a road now lost to Holwood Hill, the capital of the Rhemi, and then followed the course of the present road to London.—Having crossed the Thames, it ran by Edgeware to Verulam; and from thence, with the present great Irish road, through Dunstable and Towcester to Weedon. Hence, instead of bending to the left, with the present turnpike, it proceeded straight by Dovebridge, High Cross, Fazeley, Wall, and Wellington, to Wroxeter. It then passed the Severn, and continued by Rowton, Pen y Pont, and Bala, to Tommen y Mawr, where it divided into two branches. One ran by Beth Gellert to Caernarvon and Anglesea, the other by Dolwyddelan, through the mountains to the banks of the Menai, where it joined the north-eastern branch (which will be presently described), and ended at Holy Head, the great port of the Irish.
In its course are the British towns Rhutupis, Richborough, Durovernum, Canterbury, Durobrivæ, Rochester, Noviomagus, Holwood Hill, Trinobantum, London, Verolamium, St. Alban’s, Durocobrivæ, Dunstable, Uriconium, Wroxeter, Mediolanum on the banks of the Tanad, Segontium, Caer Segont, and possibly a town, of which the name is lost, at Holy Head.
The north-western branch of the Watling Street, coming from the interior of Scotland by Cramond and Jedburgh, enters England at Chew Green, and continues by Riechester to Corbridge. There, crossing the Tyne, it ran through Ebchester, Lanchester, and Binchester, and passed the Tees by a ford near Pierce Bridge. Hence it went by Catteric, Newton, Masham, and Kirby Malside to Ilkley, and near Halifax to Manchester. Over the moors between these two last places it is called the Devil’s Causeway. From Manchester, where it passed the Mersey, it proceeded by Street, Northwich, Chester, Caerhun, and over the mountains to Aber, where it fell into the south-western branch, in its course to Holy Head.
On it were the British towns, Bremenium, Riechester, Epiacum, Lanchester, Vinovium, Binchester, Cutaractonis, Catterick, Olicana, Ilkley, and Deva, Chester.
The Iknield Street
Or road of the Iceni, proceeds from the coast near Great Yarmouth. Passing through Taesborough, it runs by Icklingham and Newmarket, and, skirting the chain of hills which stretches through Cambridgeshire, Bedfordshire, Buckinghamshire, and Oxfordshire, continues by Bournbridge to Icoldon and Royston (where it intersects the Ermyn Street). Thence it proceeds by Baldock, over Wilbury Hill, to Dunstable (where it crosses the Watling Street), Tring, Wendover, Elsborough, near Risborough Chinor, Watlington, Woodcote, and Goring, and, passing the Thames at Streetly, throws off a collateral branch, which will be noticed under the name of the Ridgeway. From hence it proceeded, as Stukeley imagined, by Aldworth, Newbury Street, Ashmansworth, Tangley, and Tidworth, to Old Sarum. Thence by the two Stratfords, across Vernditch Chase, Woodyates Inn, the Gussages, Badbury, Shapwick, Shitterton, Maiden Castle, Eggardon, Bridport, Axminster, Honiton, Exeter, Totness, &c., to the Land’s End.
The collateral branch called the Ridgeway, ran from Streetly along the hills, by Cuckhamsley Hill, Whitehorse Hill, and Ashbury, towards Abury, from whence its course is unknown. Possibly it ran towards Glastonbury. From Elworthy barrows, above Taunton, it passes south-westerley into Devonshire, and from Stretton in Cornwall, it kept along the ridge of hills to Redruth and the Land’s End.
The British towns on this way were Ad Taum, Taesborough, the ancient capital of the Iceni Magni, Durocobrivæ, Dunstable, Sorbiodunum, Old Sarum, Durinum, probably Maiden Castle, Isca, Exeter, Tamara, a post on the Tamar, Voluba on the Fowey, and Cenia on the Fal.
On the Ridgeway, possibly Avalonia, Glastonbury, Termolus, by some supposed to be Molland in Devon, Artavia,... Musidum, near Stratton, and Halangium, Carnbre.
Ryknield Street
Or street of the upper Iceni, said to begin at the mouth of the Tyne, ran by Chester le Street to Binchester, where it joined the Watling Street, and continued with it to Catterick. Then, bearing more easterly, it ran with the present great northern road to within two miles of Borough Bridge, where it left the turnpike to the right, and crossed the Eure to Aldborough. From thence it went by Coptgrave, Ribston, Spofforth, through Stokeld Park, to Thorner, Medley, Foleby, Bolton, Graesborough, Holme, Great Brook near Tretown, Chesterfield, Alfreton, Little Chester, Egginton, to Burton, and Wall (where it crossed the Watling Street). Thence through Sutton Colefield, to Birmingham, King’s Norton, Alchester, Bitford, Sedgebarrow, Tewkesbury, Glocester, Lidney, Chepstow, and probably by Abergavenny, Brecon, Landilo, and Caermarthen to St. David’s.
It passed the British towns of Vinovium, Binchester, Cataracton, Catterick, Isurium, Aldborough, Etocetum, Wall, Alauna, Alcester, Glevum, Glocester, Maridunum, Caermarthen, and Menapia, St. David’s.
The Ermyn Street
Came from the eastern side of Scotland, and, crossing the Tweed west of Berwick, ran near Wooler, Hedgely, Brumpton, Brinkburn, Netherwittern, Hartburn, and Rial, to Corbridge, where it joined the North Watling Street. Passing with that Way the two great rivers the Tyne and the Tees, it continued to Catterick, where it divided into two branches.
The western branch went with the Ryknield Street as far as Aldborough, and then, leaving that way to the right, proceeded by Little Ousebourn, to Helensford, over Bramham Heath, to Aberford, Castleford, Houghton, Stapleton, Adwick, Doncaster, Bawtry, and probably by Tuxford, Southwell, and over the Trent to Thorp (where it passed the Foss), Staunton, and Stainby, where it joined the Eastern branch. This branch ran from Catterick by North Allerton, Thirsk, Easingwold, Stamford Bridge, Market Weighton, and South Cave, and, crossing the Humber, continued by Wintringham, Lincoln, and Ancaster, to near Witham, when it was reunited with the western branch above-mentioned. Both continued to Brig Casterton, near Stamford, Chesterton, Stilton, Godmanchester, Royston (where it crossed the Icknield Street), Buntingford, Puckeridge, Ware Park, west of Roxbourn, Cheshunt, Enfield, Wood Green, and London. Here it again divided into two branches. The more westerly went by Dorking, Coldharbour, Stone Street, and Pulborough to Chichester; while the easterly was continued by Bromley, Holwood Hill, Tunbridge Wells, Wadhurst, Mayfield, and Eastbourn, to Pevensey.
On it were the British towns Vinovium, Binchester, Cataractonis, Catterick, Isurium, Aldborough, Lindum, Lincoln, Durnomagus, Castor near Peterborough, Trinovantum, London, Regentium or Regnum, Chichester, Noviomagus, Holwood Hill, and Anderida Portus, Pevensey.
Akeman Street
Appears to have passed from the eastern side of the island, probably by Bedford, Newport Pagnel, Stony Stratford, and Buckingham (or as others think by Fenny Stratford and Winsborough), to Alcester. It then ran by Kirklington, Woodstock, Stonefield Astall and Coln St. Alwin’s, to Cirencester, Rodmarton, Cherrington, Bagspath, and Symonds’ Hall. From thence it is said to be continued by Cromehall to Aust, where, passing the Severn, it probably ran through Caerwent, Caerleon, and along the coast by Caerdiff, Neath, Lwghor, to Caermarthen, and the Irish port at St. David’s.
The British towns were Corinum, Cirencester, Venta Silurum, Caerwent, Isca, Caerleon, Maridunum, Caermarthen, and Menapia, St. David’s.
The Upper Salt-Way
Which appears to have been the communication between the sea coast of Lincolnshire and the Salt-mines at Droitwich. It is first known as leading from the neighbourhood of Stainsfield, towards Paunton and Denton, and then running not far from Saltby and Croxton, is continued straight by Warmby and Grimston, to Sedgehill on the Foss. Here it appears to bear towards Barrow on the Soar, and crossing Charnwood Forest, is again seen at Stretton on the borders of Warwickshire, from whence it is easily traced to Birmingham and over the Lickey to Droitwich.
British town Salinæ, Droitwich.
The Second Salt-way is little known, although the parts here described have been actually traced. It came from Droitwich, crossed Worcestershire under the name of the Salt-way, appears to have passed the Avon, somewhere below Evesham, tended towards the chain of hills above Sudeley Castle, where it is still visible, attended by tumuli as it runs by Hawling. Thence it proceeds to Northleach, where it crossed the Foss, in its way to Coln St. Aldwin’s, on the Akeman Street, and led to the sea coast of Hampshire.
Venta Belgarum, Winchester, and Portus Magnus, Porchester, or Clausentum, Bittern near Southampton—were probably situated in its course.
In many places are vestiges of a continued road skirting the western side of the island, in the same manner as the Ermyn Street did the eastern, of which parts were never adopted by the Romans. There is great reason to suppose it British, because it connects many of the British towns. It appears to have commenced on the coast of Devon, perhaps not far from the mouth of the Ex, and to have gone by Exeter, Taunton, Bridgewater, Bristol, Glocester, Kidderminster, Claverley, Weston, High Offley, Betley, Middlewich, Northwich, Warrington, Preston, Lancaster. Here probably dividing into two branches, one ran by Kendal, Penrith, and Carlisle, to the extreme parts of the island, while the other passed, by Kirby Lonsdale and Orton, to Kirby Thure, from whence it continued under the name of the Maiden-way, by the Wall and Bewcastle into the interior parts of Scotland. On this Street were Isca, Exeter, Uxella, possibly near Bridgewater, Glevum, Gloucester, Brannogenium, Worcester, Salinæ, Droitwich, Coccium, Blackrode, and Luguballium, Carlisle.
Besides these, and the separate communications between the different towns, there is reason to imagine that a general road ran round the whole coast of the island, parts of which have been observed near the southern coast of Dorsetshire, particularly from Abbotsbury to the isle of Purbeck; likewise in Hampshire, along Portsdown Hill; and from Old Winchester through Sussex, on the tops of the hills between Midhurst and Chichester, to Arundel and Brighthelmstone. Also in Essex from Maldon to Colchester, and in Suffolk by Stretford, Ipswich, Stretford, and Blythburgh, to the banks of the Yar. In Lincolnshire are two branches, one running clearly from Tattersal, by Horncastle, Ludford, Strinton, Caistor, and Somerby, and a second nearer to the coast from Lowth towards Brocklesby, and both tending to the passage of the Humber, not far from Barton. Also along the principal part of the coast through Yorkshire, Durham, and Northumberland. On the western side of the island it appears to have passed on the hills which skirt the northern coast of Devonshire and Somersetshire, and possibly might be traced through Wales and towards Scotland.
As the original text of so important a document as Richard’s Itinerary is essential to the thorough comprehension of its meaning, it is here subjoined: it follows after the end of Chapter VII.