MISCELLANEOUS NOTES ON SOME KENT ROADS AND
ALLIED MATTERS
By F. C. ELLISTON-ERWOOD, F.S.A.
INTRODUCTORY
ALL who at any time have been engaged in research work, know only
too well the dangerous temptation to stray from the straight and
narrow path of the chosen study into the aUuring by-roads that open on
either hand as the enquiry proceeds. This is, of course, quite wrong,
and indicates a lack of concentration and a wavering purpose. These
essays are a totally unrepentant confession of such a failing.
In 1945 a bomb destroyed a solicitor's office at Greenwich, once
Kent but now merely S.E. The contents of cellars and strong rooms
were scattered, and I was, in virtue of my appointment the previous
year by the British Records Association to investigate and advise on
such matters, asked to visit the scene of the disaster. I found a mass
of books and deeds that, I was assured, must of necessity be destroyed
unless some arrangements could be made to salvage and remove them.
There was urgency in this, and the Kent Archives at Maidstone sent
a van, and the whole mass weighing nearly half a ton was taken away
to safety.
But while awaiting the arrival of transport I took the opportunity
to make a rather more detailed examination of the documents, and it
was clear that most of them dealt with the estabhshment and later
operations of the New Cross Turnpike Trust, and the associated but
separate " Lower Road Trust," including an almost unbroken series
"of minute and account books from 1740 onwards.
Living as I did on the line of the Kent (Dover) Road I was naturally
interested in these records, and after one or two more leisurely examinations
in their new home, I was of the opinion that here was the longest
and most complete set of Turnpike documents in existence, dealing
with an important group of roads linking up the capital with the great
arteries leading into Kent and to the Kent Ports. With the generous
help of the Leverhulme Trustees during the years 1946-47-48 a detailed
study of these documents was carried out, and a history of the New
Cross Turnpike Roads, from Southwark to Dartford, Footscray, Farnborough
and the County Boundary at Stroud Green near Croydon, was
prepared. This awaits pubhcation.
Now it was that " side issues " became of such absorbing interest,
for much purely local matter that would have been out of place in a
201
MISCELLANEOUS NOTES ON SOME KENT ROADS
major treatise, reaUy deserved preservation (or is it interment?) in the
pages of local historical pubhcations. Such were
Road works at Shooters HiU. 1816. Proc Woolwich Ant. Soc,
Vol. XXVIII, pp. 28-44.
The making of the New Road at Lee. 1824-28. Trans. Greenwich
and Lewisham Ant. Soc, Vol. IV, pp. 236-47.
The Turnpike Roads between Greenwich and Woolwich. Proc
Woolwich Ant. Soc, Vol. XXX, pp. 1-52.
This last was in effect a complete history of a minor Turnpflte Trust,
an offshoot of the greater local Trust.
The New Cross Trust being so intimately connected with Kent, it was
unavoidable that investigations should extend into the county, but this
was an undertaking of much greater magnitude, and one that, owing to
the deficiency of original records, could not be brought to any final
shape, at least not by myself, whose activities were circumscribed by
the passage of time and the urgency of other commitments. Nevertheless,
here are some matters, the product of the aforementioned
divagations, as well as one or two more controlled studies, that are,
I venture to think, not without interest in the study of Kent Roads.
AN EARLY MILESTONE IN KEMSING PARISH, AND THE ROADS ASSOCIATED
WITH IT
On the so-caUed " Pilgrims' Road," a quarter of a mile east of the
parish boundary of Kemsing and Otford, is an inconspicuous milestone,
somewhat sunken in the ground, from which it projects some fifteen
inches, though generally hidden in long grass. It now has the protection
of an iron cage, but its inscriptions, especially that on its upper
surface, are yearly becoming more difficult to decipher. The diagram
(Fig. 1) shows its shape and dimensions above ground. The inscriptions
are:
Top, in two lines .. 170? KEMSING
North face .. .. THE WAY TO
South face .. .. THE WAY TO
East face .. .. TO MALL ING
West face .. .. TO BROM LY
The first matter to be decided is the date of the stone, which has
been much misread as 1720 (by myself, Pilgrims Road, 2nd ed., p. 163)
as " 17 something, probably a year in the second half of the century "
(by the late E. G. Box, " Some West Kent Roads," Arch. Cant., XLIII, •
p. 97), and other writers have been equally in error. I asked Mr. F. C.
Harrison of the Otford Historical Society to give me his reading and he
replied, " 170-, the last figure being indecipherable." Finally I went
down myself and satisfied myself that Mr. Harrison's reading was
DART FORD
SEVEN OAKS
10 MILES
12 MDLES
12 MILES
3 MILES
202
MISCELLANEOUS NOTES ON SOME KENT ROADS
correct, and to preserve a record of what did remain, took a plaster cast
of the upper surface. A careful examination of this in a bright light
at home seemed to show vestiges of an " 8 " but this is immaterial:
the date must lie somewhere between 1700 and 1709.
Now this date is important, for it makes the stone in all likelihood
the earliest dated mflestone (other than those of Roman origin) in the
country, certainly in Kent. According to S. and B. Webb's Kings
Highway (2nd ed., p. 156) milestones date from about 1720. Defoe
mentions them in 1748, and they were made compulsory on Turnpike
Roads from 1740 onwards. Parish Surveyors on non-turnpike roads
ToBrom&y
ToDaxtftuC
SoJiofmifis TKe Milestone
ynsfonC \
WLUOTV 3MptW.
SBU-JWC\
^Ttjfith&nx.
FIG. 1.
could erect them if they so desired, and it is therefore to some unknown
official of Kemsing that we owe the existence of this milestone, though
I believe the Surveyor's Accounts of that parish have not survived.
But of greater importance than the stone are the roads it indicates,
for here we have a part of a road system that precedes the introduction
of the Turnpike, and included in this scheme is a section of the " Pilgrims'
Road " that has hitherto not been regarded as anything but a
country track or at most a by-road.
The first road to be made a turnpike in Kent was the River Hill to
Tonbridge and Tunbridge WeUs and Woodsgate road, turnpiked in
1709, to be foUowed by the Northfleet, Gravesend and Rochester Roadin
1710, the New Cross Roads 1717, and the Chatham, Boughton and
Canterbury Road in 1724. The Kemsing Series belongs, therefore,
to an earher group, and each section of it wfll be studied in detail.
203
MISCELLANEOUS NOTES ON SOME KENT ROADS
THE SEVENOAKS ROAD
Mr. Box (op. oil, p. 37) deals with this road, and his suggestion is
that the route was Child's Bridge Lane and Child's Bridge, the footpath
to the Seal—Riverhead Road at or near Steadle's or Stiddolph's Heath
and then by way of Seal Hollow Road to Sevenoaks. There seems to be
no objection to this, but it is worthy of note that in two centuries a road
presumably suitable for some sort of wheeled traffic could degenerate
into a mere footpath.
THE DARTFORD ROAD
There must have been some very cogent reason for selecting this
road, for its gradients are steep and its surface treacherous in wet
weather, especially as a short distance westward the road along the
Darenth valley through Shoreham and Eynsford would have served as
well, if not better. The indicated road commences with a steep climb
to the top of Beechy Lees HiU, a slippery chalky slope, from which
three roads lead towards Dartford:
(a) Romney Street, over the " clay with flints " to Bower Farm,
Eynsford and the Darent valley.
(b) Woodlands, Knatt's Valley, Maplescombe, Beesfield and
Farningham.
(c) East Hill, Maplescombe, and thence as (b).
All these roads today are well-trodden footpaths and lanes, reaching
metalled dignity at places like Romney Street or Woodlands where
wheeled traffic is possible, but in general the gradients are difficult. Of
the three routes suggested above, the first (in spite of its poor soil) is
probably the one used, entering Eynsford by Bower Lane. The road
is marked on Andrews's map of Kent, 1779, as a practicable road.
From thence to Dartford along the vaUey the way was fairly good,
though it was not turnpiked till 1765 (6 Geo. I l l , c.98). Mr. Box gives
other suggested routes along the valley, but it does seem probable that
until the middle of the eighteenth century, if not later, the main north to
south road sought the crest of the chalk hills and did not enter the
valley tfll Bower Lane debouched into it at Eynsford.
THE MALLING ROAD
The milestone seems to give undisputable proof that the PUgrims'
Road from Otford to Wrotham was definitely in use as a highway at the
end of the seventeenth century and that it was possible to travel beyond
those places in both directions. From Wrotham the line of the road
would be Wrotham Heath, Offham and West Mailing, a course that
involves no problems of a major sort. There are, of course, between
Otford and Wrotham alternative-»ways and these intrigued Mr. Belloo
204
MISCELLANEOUS NOTES ON SOME KENT ROADS
(The Old Road, ed. 1904, p. 131), but I think, if old maps are any reliable
guide, the Pilgrims' Road was certainly the public highway, but further
investigation here might be helpful. The course through Offham is
practieaUy certain, for the turnpike was not established on this section
of the Maidstone Road tiU 1751, though beyond doubt there was some
kind of a road here.
THE BROMLEY ROAD
I t is this last section of this early group of roads that raises many
problems. Obviously after passing through Otford village it must then
cross the present Sevenoaks—Bromley Road at or near PolhUl, but this
magnificent road down the southern slope of the North Downs was not
in existence till 1826, being sanctioned by 6/7 Wfll. IV, c.ll, and a
MS. map of the proposed road shows that it was to traverse open fields
and woodland. There were not even footpaths. The old line of road
to Bromley (to which this road from Otford was tributary) left the site
of the proposed new road on the right and proceeded via Dunton Green,
Morant's or Madam's Court HU1, Knockholt village and over Richmore
Hill to Pratt's Bottom. This could be, and most likely was, reached
from Otford via Twitton and then up the steep incline to the top of
PolhUl near the inn of the same name, which appears to be of some
antiquity. From thence a road directly opposite the pubhc house made
for Halstead, Knockholt and Pratt's Bottom, whence the road to Bromley
was straightforward. An alternative would have been to continue
directly westwards from Otford, bearing neither to the right or left, and
so reaching Star HiU, on the older road, north of Morant's Court.
THE STOCKER'S HEAD AND CHILHAM ROAD. (Fig. 2.)
The need of a more direct route to Canterbury from the Weald than
that afforded by the roads via Charing and Faversham or Ashford, had
long been apparent, and it is difficult to understand why the Biddenden
and Boundgate Turnpike Trustees did not foresee this need and extend
their road from Boundgate to ChUham in 1766 or even later when other
Acts affecting this road were obtained. Had they done so, a four-mile
extension would have obviated a new Trust and an eight-mile road.
Consequently, it was not till 1809 that this need was satisfied. The
Stocker's Head—Chilham Turnpike road was set up by the Act 49 Geo.
I l l , c.92 which received the Royal Assent in 1809. The main problem
was to make a new road from the top of Charing HiU to the crossroads
at Challock Lees, at which point an existing road could be reconstructed
to link up with Chflham. The chief difficulty lay in the fact that the
proposed road was to cut through Longbeech Wood, and that this
wood was divided in ownership between the See of Canterbury and the
Dering family. There were, and are, several tracks through this wood,
205
MISCELLANEOUS NOTES ON SOME KENT ROADS
and indeed Mr. Margary (Arch. Cant., LXIV, p. 21) shows the North
Downs Ridgeway passing through it, but these were to be discarded for
an entirely new and wide well-metalled highway. Of the construction
of the road we have a considerable amount of information gathered
from an " Order Book " in my possession. After the Act was passed,
a number of the Trustees (there were some fifty or sixty in all) met at
5iocferS+W,TK
Sxbcfcets
ignqbeecd
*
* Xo Baqfuuift (JPSS T.K
VJo&sfc
One.miU
I
FIG. 2.
the " Half Way House at ChaUook Cross Roads " to decide on a course
of action. They were to meet quarterly, Weller Norwood of Charing
was to be the Clerk and Treasurer at £10 10s. per annum, giving a
bond of £1,000 as security. Fourteen subscribers of a total sum of
£2,075 were asked for 25 per cent of their promised contribution for
current expenses, including £365 6s. 7d. for the cost of obtaining the
Act. The Archbishop and Sir Edward Dering were informed of the
course of the road, and told also that the injury to their land would be
inconsiderable, and a Mr. William CoUis was invited to attend the next
206
MISCELLANEOUS NOTES ON SOME KENT ROADS
meeting to give his advice and opinions on the scheme and to provide
some estimate of the cost.
CoUis was a member of a family, probably Kentish, many of whom
were either road makers on a large scale or Surveyors to various Trusts,
or, what is highly probable, often combining the two to their own
considerable benefit. Several members of the family will appear under
one or other of these guises in these essays. Mr. CoUis was in attendance
at the meetmg. The permission of the two noble landlords was presumably
not yet given (though this is not specifically stated), and Mr. CoUis
was agreed with for " making, altering, raising, widening and repairing "
those parts of a road marked on a plan (now missing) for the sum of
£1,091 12s., the work to be completed by the end of June, 1810. He
was to be paid pro rata as the work proceeded. This contract did not
include the Longbeech Wood portion, as owing to the delay in obtaining
the necessary permission the details were not ready, but a further
contract was prepared for the extra work at £839 7s. The two contracts
were consolidated at £1,930 19s. WhUe this work was proceeding,
the Trustees selected sites for the proposed Toll Gates, the one at
Chilham, the other at Challock. Then followed the contentious and
difficult matter of settling the contributions of the parishes through
which the new road would pass. These sums were in lieu of the older
" Statute Duty " whereby each parish was compelled by law to provide
labour, carts and material for road work, this now being commuted into
a money payment. These payments were, for the years stated, as
follows:
CHILHAM
MOLASH
WYE ..
CHALLOCK
WESTWELL
CHABING
£31— 0—1 \ £15—10—3f £17—16— 9 £17—16—9
25— 3—5| 12—11—8£ 11—15— 0 11—15—0
9—13—lj 4—16—6 4—10— 4 3— 4—6
22— 1—1 11— 0—6£ 10— 5—10 7— 7—0
8—15—1 8—15—1 8—15— 1 6— 8—9
—11—3 5—7£ 6— 9 6—9
TOTAL . . £97— 4—1 \ £52—19—10 £53— 9— 9 £46—18—9
(1809) (1813) (1843) (unspecified)
Later on the rates were fixed at £7 per mile for Charing, Molash and
Chilham and £5 per mile for the other parishes. The settlement of the
amounts due was generaUy the result of agreement between the
Parish Surveyors and the Trust Surveyor, though in cases of definite
disagreement recourse had to be made to the Justices. It will be
observed in the tables above that the assessment for 1813 was exactly
half that of 1809 except in the case of Westwell, where the road was
entirely a new one through Longbeech Wood. The remainder of the
income of the Trust was to be derived from Tolls, paid either at the
Gates or by Compositions, these latter being paid by those who had
cause to use the road very frequently. In seventy months from
207
MISCELLANEOUS NOTES ON SOME KENT ROADS
July, 1810, to March, 1816, the sum of £890 12s. l l |d. was received,
approximately £12 14s. 6d. per month, and from this salaries, wages,
cost of materials and general maintenance, as well as interest on the
initial loan, had to be provided.
From May, 1809, to July, 1816, the total income of the Trust was
£3,469 6s. 2d. and the expenditure £3,335 18s., leaving a balance of
£133 8s. 2d. This is a typical budget for a small Trust, but it will be
observed that there is no attempt to reduce the burden of the loan. The
interest was paid, but the principal remained intact. But it is not the
purpose of the short accounts to dweU too much on the finance and
internal organization, so a leap is taken to the year 1827, when the
question of a diversion at Chflham was under consideration. At this
time the road entered Chilham viUage by the steep lane that still is the
approach to the Square from the west and then left by the Woolpack to
the Ashford—Canterbury road and Bagham's Cross. The difficulties of
this road are obvious—even today the motor buses cannot enter the
village but have to pause and reverse at the foot of the hflly approach.
A new Act was therefore applied for which became effective in May,
1830. The passage of this Bill cost the Trust £174 4s. 10d., and the
construction of the bypass was entrusted to Thomas Thurston of
Ashford, another of the great names in Kentish road construction. The
cost of this half-mile of road was:
Land at £85 per acre £192 16 10 (from James Beckford Wildman)
Cost of the Act .. £174 4 10
£180 0 0
£5 12 0
£105 0 0
Making Road
Thurston for Survey
A new Gate ..
Gratuity to the Survey
or (Jenner)
TOTAL
£5 5 0
£662 18 8 apart from the cost of fencing
A mile of road made by CoUis a few years earher had cost £839 7s.,
but in that case there was nothing to pay for land purchase. The
figures are interesting, as they indicate the difficulties the Trustees
experienced in carrying out their duties, but moreover they show how
Httle margin there was for peculation and other aUeged abuses of the
Turnpike system. ToUs on this road were £142 in 1830, £185 in 1833,
£127 in 1838, £139 in 1841, £137 in 1844, £100 in 1847 and £97 in 1848.
I t is obvious from this that unless loans were forthcoming on the
mortgage of the toUs, the upkeep and repair of the road could never
have been achieved. Of the working of this Trust there is not very
much to say. The meetings of Trustees, about six per annum, were
very poorly attended, the average being about four or five. Most of the
208
MISCELLANEOUS NOTES ON SOME KENT ROADS
administration was left in the hands of the Surveyor (from 1841 this
office was filled by Thomas Thurston) and the Clerk. Efforts were made
now and then to auction the Tolls, but the returns were so smaU that
only local people could be persuaded to bid for them, and often they
were not let at all. Unfortunately the Order Book from which these
details are derived ends with the year 1849. Thus it is that only the
first half of the activities of the Trust can be mentioned. The Trust
was extinguished by 38/39 Vict, c.194 in 1875, so there are stfll some
twenty-five years of its history not yet recorded. From the figures
quoted above the revenue appears to be graduaUy decreasing, but which
of the many factors that might have adversely affected the road and its
revenue little can be said, but it is not likely in this instance to have
been the railway.
CHARLES SLOANE, 1690-1764. ARCHITECT, SURVEYOR, CARTOGRAPHER
AND CARPENTER
The New Cross Turnpike Trust, established in 1718 for a period of
twenty-one years, was, in 1738, drawing to the close of its allotted span,
but, reluctant to relinquish control of the road under their care, was in
negotiation for a Parhamentary Bill to give it a further lease of life.
At a meeting of the Trustees on 11th September, 1738, they passed the
foUowing recommendation:
" Your Committee are farther of Opinion that a Plan of all
the Roads directed to be repaired by the Act of Parliament
relating to this Trust should be made by some Skilful Person, and
the Breadth as well as the Length and Distance from place to
place together with the true Levell in each particular Distance for
making proper Currents for Effectually Conveying the water off
from the said Roads, and of all Ditches and other Places thereto
adjoining & Contiguous, necessary and Convenient for Receiving
the Water from time to time so to be drained off from the Same,
be as fully described and Delineated therein as may be."
Though it is nowhere stated in the minutes, an advertisement had
been put out for some " Skilful Person," for on 23rd October of the
same year
" Mr. Charles Sloane of Gravesend appeared and proposed to
Draw a Plan of the Roads to be Repaired by this Trust on the
Terms hereafter mentioned, viz., to measure aU the Distances
from the Places menconed in the Head of his proposaUs with the
Chain (which is the most accurate way) and aU the Angles with
the HypothenusaU, and Base Lines of the Hflls with the best
instruments now in use, viz., by Sisson's new Improved Theodilets,
protractor and Scale of equaU parts as approved by the
209 17
MISCELLANEOUS NOTES ON SOME KENT ROADS
RoyaU Society, a Description of the Soile and all the Remarkables
on each side and the Bounds of the Parishes and the Counties
Expressed, provided a proper person be allowed to Assist who is
acquainted therewith, and to make a Map with a Section of the
Land whereby all the HUls with their Ascent and Descent will be
observed and the True Horizontal Measure of the Base Gained,
which the Trustees now present approved of and being well
Satisfyed of the Skfll and Judgmt. of the said Charles Sloane to
perform the said Plan according to his undertaking, It is now
Resolved and Ordered that the said Charles Sloane be Employed
to perform the same according to his proposal and be aUowed
the sum of twelve Guineas for his Expenses pains and trouble for
perfecting the same according to his Terms aforesaid and in case
the said Plan be on Vellum in a Book (the Charge of which Vellum
and Binding is to be paid by the Trust) and Delivered to this
Trust Compleate and perfect at or before Lady day next."
The work took much less time than was anticipated, for on 15th
January, 1738/9, it was stated:
" Whereas Mr. Sloane the P'son employed by this Trust to
Draw a plan of the Roads appointed to be amended by the late
Act of Parhament appeared with the said Plan, which is approved
by this Trust. It is therefore Ordered that the Sum of twelve
Guineas be paid him pursuant to his Contract on the 23rd of
October last and the Sum of two pounds twelve Shillings and
Sixpence for Vellum and Binding the Book which was agreed by
the said Contract to be paid at the Charge of this Trust and also
One Guinea for his making a General Map of the said Road Extra
of his Contract, in aU amounting to the Sum of Sixteen pounds
five shillings and Sixpence, and that a warrant be made for the
Same was accordingly done."
At the next meeting (5th March, 1738) another minute relating to
the " Table " is recorded:
" Ordered that a Suffict. number of the Distances on this
Road, measured by Charles Sloane be printed for the use of this
Trust and delivered to the Trustees, distinguishing the Distance
of Road in Each parish."
Such were the matters that brought Charles Sloane to notice and
which opened up an interesting line of investigation. He evidently
created a favourable impression upon the Trustees though, to a hardened
interviewer of candidates for positions, it might appear that an effort
was being made to overawe the Trustees by a display of official learning,
if not indeed jargon. A Hypothenusall is not, as might be inferred,
any special kind of surveying instrument, but our old schoolboy
210
MISCELLANEOUS NOTES ON SOME KENT ROADS
Euclidian bogey, the Hypothenuse of a right-angled triangle, and all
Sloane was saying was that he proposed to measure the perpendicular
height of all hills (with the theodolite) and the slope length with
Gunter's Chain, from which all other dimensions and angles could be
calculated. The map he produced is missing but a copy of his table of
Distances does survive, and because it contains some interesting local
topographical details, it is here reproduced (Fig. 3), though its study
must not be aUowed to divert attention from a diversion. Charles
Sloane was born either in Gravesend or Milton in 1690 but very little
can be gleaned of his ancestry, though the fact that he named his
second son Hans might suggest an association with the family of
Sir Hans Sloane (1660-1753). But Sir Hans died without issue or
collateral heirs, and the baronetcy died with him, and it seems more
likely that the name was bestowed as a tribute to the great man, with
perhaps a hope that the two families might be associated in the public
mind, if nothing more.
Another unresolved matter is that of Sloane's early training. He
was an undoubtedly skilful map draughtsman and it may be asked
whether he was not a pupil of Robert Felgate who calls himself " philomath
" on a MS. map of Aldham in Essex in the Essex County Archives
at Chelmsford. This map is dated 1675 and, as Felgate was a native
of Gravesend, the possibility of the two men having some association
cannot be ignored.
Little of Sloane's professional life is known before 1732, when, at
the age of 42 he was selected to rebuild the Church of St. George,
Gravesend. There are full accounts of this rebuilding in the well-known
histories of Pocock and Cruden and recently some fresh matter has been
printed by the late librarian of Gravesend, A. J. Philip. From these
sources it can be presumed that Sloane had been in practice before this
date and that he was not unknown to the more prominent men of the
town. In the agreement to build the church (printed in full in Philip,
pp. 132-7), Sloane is described as a carpenter, but this need not be taken
literally. The term " architect " seems to have been reserved for the
greater lights of the profession; those of lesser stature were " craftsmen."
Such another was Matthew Spray of Deptford, who built (and
presumably designed) the new parish church of Woolwich about the
same time; he was described as a " bricklayer."
Sloane's next engagement was that already mentioned, the survey
for the New Cross Trust, and another survey, with three well-drawn',
maps in the K.A.S. collections at Maidstone, shows him at work for
Jarvis Maplesden of Shorne, planning and recording his estate there,
in 1743. From 1744 to 1764 Sloane appears to have been engaged in
erecting the new Gaol at Maidstone. In J. M. Russell's History of
Maidstone, 1881, p. 285, it is stated:
211
A TABLE of the Kentifb Roads near London, actually meafured by Order of the Truftees for amending
the faid Roads.
if i Noma cf PJacu or Stations.
£ 3 £ ii Names of Places or Stations.
OOO
107
99*
183
166
7'*
10s
o8«
J j o
3«
6 u
S>+>
W
9«S
y«f
!=«
3
3
i
i
•
+ - 7 ISO"
f • OJ2
«! i o«8
«• 2 ?s8
•Dartford Church.
The Cock and Lion Back-Gate.
The Top afDartford HiU.
Maiden Lane, the Bounds of 'Dartford Parifh t o the Right.
The Left Hand Bounds of 'Dartford Pan(b, ioining to Crayford Parilh.
The firil Sttcam at Crayford.
— The great River at 'Crayford.
The Point oppofitc to Crayford Church. ——~-
Ncttlcbcd's Bottom.
The Rjyht Hand Bounds of Crayford Parilh.
Entrance upon B«&7-Hcath.
The Bounds of Crayford Parilh joining to Bexley 1'arilh.
— — The Tree on Brxlrr-Hsuh.
The Golden Lion Ale-Houfe.
• Crook-log Houfc. _- ^ _ - _
— The CrofrRoadto Bexley.
The End of Bexley Parilh on the Right Hand joining to Wickkam.
ThcEaft-EndofffWfau'.
T h e M i d d I c o f / « t t » *
tor.mchlfists Honfe.
——— Shoulder of Mutton Piece. . "
IThe End of IVtekhara Parifh on the Right-Hand, joining to Tlamfiead.
The End ot Bexley Parilh on the Left-Hand, joining to Ettbam.
9
9
9
9
9
8
5 8
S/3
6>6
S?9
f90
707
•JS>
7
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