NHER 43529 (Cropmark and Earthwork record) - The cropmarks of a probable prehistoric trackway, Gorleston on Sea and Hopton-on-Sea

These cropmarks were originally recorded under NHER 11788.

January 1998. Desk-based Assessment.
Study of proposed South Gorleston Development Area.
An aerial photographic assessment undertaken as part of this work identified and mapped a range of potentially archaeologically significant cropmark features, including several associated with this probable trackway.
See report (S11) for further details.
P. Watkins (HES), 16 March 2019.

August 1998. Trial Trenching.
Partial evaluation of southern half of proposed development area to south of James Paget Hospital (South Gorleston Development Area; Stage 1; Trenches 21-24).
Two trenches placed to coincide with cropmarks associated with this trackway both exposed a number of corresponding ditches, although unfortunately finds were limited to a small number of worked flints.
See NHER 39347 and report (S7) for further details.
P. Watkins (HES), 15 March 2019.

December 1998. Trial Trenching.
Partial evaluation of northern half of proposed development area to south of James Paget Hospital (South Gorleston Development Area; Stage 2).
Three of the trenches were placed across cropmarks associated with this trackway, which were all found to be associated with reasonably substantial sub-surface remains. Finds were limited to two sherds of Iron Age pottery, a single possible Late Neolithic/Early Bronze Age sherd and a small number of prehistoric worked flints.
See NHER 39347 and report (S8) for further details.
P. Watkins (HES), 16 March 2019.

February-March 1999. Excavation.
Excavation of footprints of new roads and associated drainage works within southern half of development area to south of James Paget Hospital (South Gorleston Development Area; Construction Phase 1).
Sections of ditches associated with both sides of the probable prehistoric trackway were investigated and although these were again shown to be substantial features no dating evidence was recovered.
See NHER 39347 and report (S9) for further details.
P. Watkins (HES), 16 March 2019.

April 2006. Norfolk NMP.
The cropmarks of a long-distance prehistoric trackway are visible on aerial photographs running through both Gorleston on Sea and Hopton-on-Sea (S1-S6). The Norfolk Archaeological Unit excavated small sections of the trackway in 1998-9 and this produced Bronze Age and Iron Age material from the ditches, although it is possible that this material was residual and a definite date for the trackway was not established. The excavation clearly illustrated that the ditches of the trackway had been recut and potentially represented a long history of use. The line of this trackway may have persisted into the historic period, as a trackway or lane can be seen to run along a similar route on a late eighteenth century map, see below. It therefore remains a possibility that the route is medieval or post medieval in origin, although this seems unlikely due to its morphology and relationship with other archaeological sites. The aerial photograph evidence also indicates several periods of ditch and pit digging along the trackway. These cropmarks were originally recorded under NHER 11787-8, see this record for details of nearby finds and excavations.

The site is centred on TG 5204 0198. The trackway is visible in two main sections, which run intermittently from TG 5151 0258 to TG 5162 0241 and from TG 5183 0228 to TG 5217 0136. The course of the trackway is cut by the Lowestoft Road (A12) and Woodfarm Lane. The width of the trackway varies from to 13m to 29m. The trackway follows a sinuous course and is defined by two parallel ditches for most of it’s recorded length, although some sections appear to be marked by interrupted ditches segments and pits. The excavation evidence suggests that these may be earlier than the ditches, see below, and may indicate that the trackway was in places originally defined by a pit-alignment rather than a continuous ditch. The aerial photographs also suggest that the eastern side of the trackway has a double ditched component, although this was not continuous on the aerial photographs. The width of the ditches themselves also varies considerably from approximately 1m to 4m. Some sections of the trackway appear to be defined by narrower parallel ditches, rather than one broad ditch. These broader ditch sections may actually represents two extremely close-set ditches, as has been recorded during excavations, see below. The possible traces of banks were also identified as soilmarks on the earliest aerial photographs (S1).

The trackway runs across a slight plateau, with the land gently sloping down to the south-west towards the Fritton valley. The trackway appears to head towards a former river valley, which ran SW-NE across the area to the south. The course of the former channel is clearly visible on the aerial photographs. The southern part of this trackway appears to have been incorporated into an Iron Age to early Roman date settlement and field system (NHER 43494). Another sinuous trackway is visible to the south (NHER 43501) and it possible that the two trackways were originally part of the same system, the potential point of convergence is obscured by modern A12 road to the south of Wyncroft houses at TG 5217 0121. The course of this southern trackway mirrors that of the northern, more substantial linear; both have an almost S-shaped route. The main northern trackway appears to be joined by another set of parallel ditches at TG 5222 0172. This trackway runs north-south and is approximately 7m wide and defined by interrupted ditch sections. It appears to be less substantial than the main trackway. A third section of sinuous trackway is visible on aerial photographs 900m to the south (NHER 43530). It seems likely given the positioning and direction that this trackway originally formed part of the same trackway system, potentially joining with NHER 43501. Any additional traces of these trackways are likely to have been obliterated by later periods of activity, in particular the Roman fields that cover the area (NHER 43495). Another sinuous long-distance trackway is visible approximately 1.6km to the west (NHER 43544). This also appears to have sections of the boundary defined by a chain of pits.

The inclusion of a Beaker sherd within the same fill as the Iron Age pottery has led to some suspicion that these finds may be residual and should not be used to accurately date the trackway (S7: p9). However the morphology of the trackway and its apparent incorporation into the Iron Age-Romano-British date settlement to the south (NHER 43494) and a similar relationship between the southern trackway (NHER 43501) with a later Roman field system (NHER 43495) would indicate that a prehistoric date is likely. The recutting of the ditches and possible pit alignments could suggest that the trackway continued in use over long periods of time.

A considerable amount of Bronze Age material has been recovered near to the trackway (NHER 11788). Additionally fieldwalking and excavations to the immediate west have revealed later Neolithic and Bronze Age activity, possibly indicating an area of open settlement. Although the nature of this is not clear, as the assemblages were considered to be more representative of structured deposition rather than typical ‘domestic’ refuse (S9: p17). This part of Lothingland has also produced masses of cropmark evidence for Bronze Age barrows, in particular the major cemeteries to the south, see NHER 43526-7 for discussion. The northern part of the trackway appears to run in-between a possible Bronze Age barrow group (NHER 43551). The course of the trackway also runs past a number of potential Bronze Age barrows (NHER 43516, 43552-3). It is therefore possible that this trackway is sited upon earlier Bronze Age barrows. The trackway to the west (NHER 43544) also appears to run in-between a major barrow group (NHER 17225). These trackways would appear to be dividing the landscape of the former island of Lothingland, which would have provided easy access to coastal and marshland resources, coupled with light and free-draining soils.

The excavations in 1998-9 have revealed that the history of the trackway was quite complex and that the two parallel ditches have quite different profiles and sequences. The ditches were excavated at several locations along the east and west ditches. At approximately TG 5185 0226 both the west and east ditch were found to be V-shaped, with a narrow slot in the base and ranging from 1-1.5m wide. The eastern ditch was almost twice as deep as the west (S8: p3). Both had a single fill and the western ditch had struck flint fragments in it. A third parallel ditch was identified approximately 6m in from the eastern ditch. This was quite shallow and was interpreted as a possible eroded hollow from traffic. This may be the narrow inner ditch visible on the aerial photographs, although this is slightly nearer the main ditch, 2-4m. In 1989 much of the area between the two ditches is showing on the aerial photographs as a possible hollowed feature, in particular the area around the trench (S6). Another trench placed over the eastern trackway ditch at approximately TG 5203 0205 revealed two closely-set and intersecting ditches; the western ditch was shallow and 2.4 wide and the eastern ditch was narrower and had a steep V-shaped profile (S7: p6). Although the relationship was not established by the excavated sample, the plan of the features would suggest that the V-shaped ditch was the later of the two.

At approximately TG 5202 0199 the western side of the track was proved to be defined by two closely-set shallow ditches. An inner roughly parallel V-shaped ditch was also revealed 4m to the east (S7: p5-6). The aerial photographs at this point suggest the remains of a bank running alongside the trackway visible as a soilmark in 1953 (S1), with a narrow ditch to the east. The cropmarks indicate a closely set double-ditched ditch to the south of this point and it is possible that the features were too shallow at this point to be showing a clear cropmark or perhaps had been covered by plough-spread bank material. The cropmarks do reveal an inner ditch that runs down the centre of the trackway, approximately 4m apart in the general vicinity of the trench. This feature appears to run parallel to the eastern ditch, rather than the western, which at this point has a noticeably irregular course. It is possible that this V-shaped ditch represents a re-cutting of the trackway.

Additional trenches placed over eastern ditch to the south at approximately TG 5205 0197 and TG 5207 0193. Both revealed that the eastern ditch had been re-cut, with a sharp V-shaped ditch being re-cut with a shallow U-shaped profile. The earlier ditch was almost backfilled when this second cut was dug. The aerial photographs show that this section of the eastern ditch has a chain of pits running along the ditch. Although the relationship was uncertain, it was thought that the ditch appeared to be the later, cutting through the sub-circular pit with an oxidised fill. This pit was interpreted as a natural solution hollow (S9: p8), although the aerial photograph evidence would indicate that these pits are archaeological and may represent an earlier pit alignment marking the edge of the trackway. This interrupted ditch and pit construction is also visible on the northern end of the trackway centred on TG 5155 0248.

The soilmark of a bank, running along the western edge of Woodfarm Lane, appears to overlie the line of the trackway cropmarks (NHER 45056). This former earthwork seems to form part of a post medieval boundary, which formed the edge of the Gorleston Common. The 1783 Hodskinson map (S10) shows the line of the lane continuing across the common to the Lowestoft Road to the southeast, following a similar route to the trackway revealed by the cropmarks. It is possible that the line of this trackway persisted into the historic period, with Woodfarm Lane following the same route. Although the plan revealed by the cropmarks is much more curvilinear and irregular than that depicted on the map. It may be that the surveyors have simplified the route due to the scale of the mapping.
S. Massey (NMP), 11 April 2006.

August 2016. Geophysical Survey.
Magnetometer survey of proposed development area to south-east of junction between Lowestoft Road and Links Road.
This survey identified the remains of potentially prehistoric field systems and trackways, with many of the linear anomalies corresponding with previously identified cropmark features.
Report awaited.
P. Watkins (HES), 29 June 2018.

August 2017. Trial Trenching.
Evaluation of three fields to south-east of junction between Lowestoft Road and Links Road.
This work saw the excavation of several trenches across cropmarks believed to be associated with this trackway. In most cases corresponding features were identified, including several quite substantial ditches. Unfortunately dating evidence was limited to a single pottery sherd of possible Early to Middle Iron Age date, although this is at least consistent with material associated with the trackway elsewhere.
See NHER 62793 for further details.
P. Watkins (HES), 29 June 2018.

March 2023. Assessment of the Character and Significance of East Anglian Field Systems project.
The site described above was included in the dataset analysed for the Historic England-funded Assessment of East Anglian Field Systems project. See the project report (S12) for further details.
S. Tremlett (Norfolk County Council Environment Team), 22 March 2023.

September 2023. Geophysical Survey.
Magnetometer survey of proposed development site to east of A47 and south of Masons Farm.
Although the southernmost elements of this trackway fall within the area examined no corresponding anomalies were identified.
See NHER 60543 for further details.
P. Watkins (HES), 31 August 2024.

October 2023. Trial Trenching.
Evaluation of proposed development site to east of A47 and south of Masons Farm.
A trench that coincided with the southernmost section of this trackway revealed several corresponding ditches, none of which produced any dating evidence.
See NHER 60543 for further details.
P. Watkins (HES), 31 August 2024.