The Chirk to Holyhead road is important to Ruthinians travelling from Cerrig along the A5 into Snowdonia and for those wishing to gain access to the English midlands via Llangollen.
A report on yesterday's talk to the history society by David Richards on the Chirk to Holyhead road.
Its construction followed the 1800 Act of Union with Ireland and the need for a relatively fast method of sending mail between London and Dublin. As such, it has the distinction of being the first major state-funded road in Britain since Roman times.
The engineer responsible for the road was the renown Thomas Telford. Beginning in 1815, it took him 11 years to build. The most challenging parts were in Cymru/Wales itself, not least crossing the wet & marshy land between Cerrigydrudion and Pentrefoelas.
The road was nevertheless the most sophisticated and advanced highway of its time. Stretches of the road it replaced were described as "a miserable track, circuitous and craggy, full of terrible jolts, round bogs and over rocks where horses broke their legs". Telford’s road was therefore straighter and, to assist and speed mail coaches, the gradient never exceeded 1:17. Parts of the previous route were up to 1:6.
Telford's technique was sophisticated, first stabilising upland bogs with brushwood, then layering the road bed first with large stones on the edges then covering it gravel. Telford gave the road a clear camber, providing good drainage into lateral ditches and this resulted in the road's clear longevity.
Along its route, there were periodic "depots", semi-circular recesses or alcoves, where gravel and other material was stored to effect immediate repairs, as necessary. These are still clearly visible along its length today. Other original features included walling and the distinctive mile posts, showing distances between stabling points. Both the walling and mile posts are lower than first conceived, owing to the continual building up of the A5.
Telford's ditches and toll houses remain. Thee are a few surviving "sunburst" gates designed for structural integrity while allowing wind to breeze through. The bridges are also his own design, usually including a drip stone parapet below the main parapet, to reduce the effect of water on the lower part of each structure.
Through the Nant Ffrancon, Telford created a new route along the opposite (north) side of the valley to the original packhorse road. As well as greatly easing the gradient, the south-facing aspect meant that it would receive more sunshine and be less affected by snow and ice.
A report on yesterday's talk to the history society by David Richards on the Chirk to Holyhead road.
Its construction followed the 1800 Act of Union with Ireland and the need for a relatively fast method of sending mail between London and Dublin. As such, it has the distinction of being the first major state-funded road in Britain since Roman times.
Six furlongs to Cernioge, near the Giler Arms, now a single farmstead, but once an important stabling point west of Cerrig offering changing, resting and feeding of horses, accommodation for ostlers, and an inn. Today, Cernioge offers B & B accommodation
The engineer responsible for the road was the renown Thomas Telford. Beginning in 1815, it took him 11 years to build. The most challenging parts were in Cymru/Wales itself, not least crossing the wet & marshy land between Cerrigydrudion and Pentrefoelas.
The road was nevertheless the most sophisticated and advanced highway of its time. Stretches of the road it replaced were described as "a miserable track, circuitous and craggy, full of terrible jolts, round bogs and over rocks where horses broke their legs". Telford’s road was therefore straighter and, to assist and speed mail coaches, the gradient never exceeded 1:17. Parts of the previous route were up to 1:6.
Telford's technique was sophisticated, first stabilising upland bogs with brushwood, then layering the road bed first with large stones on the edges then covering it gravel. Telford gave the road a clear camber, providing good drainage into lateral ditches and this resulted in the road's clear longevity.
Telford's ditches and toll houses remain. Thee are a few surviving "sunburst" gates designed for structural integrity while allowing wind to breeze through. The bridges are also his own design, usually including a drip stone parapet below the main parapet, to reduce the effect of water on the lower part of each structure.
Through the Nant Ffrancon, Telford created a new route along the opposite (north) side of the valley to the original packhorse road. As well as greatly easing the gradient, the south-facing aspect meant that it would receive more sunshine and be less affected by snow and ice.