A86 Laggan Causeway, Highland Archaeological Desk-Based

A86 Laggan Causeway, Highland

Archaeological Desk-based Assessment and Survey

Report No. 2161

CFA ARCHAEOLOGY LTD

The Old Engine House Eskmills Business Park Musselburgh East Lothian EH21 7PQ

Tel: 0131 273 4380 Fax: 0131 273 4381 email: [email protected] web: www.cfa-archaeology.co.uk

Author Stuart Mitchell MA AIfA Illustrator Graeme Carruthers MA MIfA Editor Michael Cressey HND BA MSc PhD FSA Scot MIfA Commissioned by Scotland Transerv Date issued December 2012 Version 0 OASIS Reference cfaarcha1-139354 Grid Ref NN 6138 9390

This document has been prepared in accordance with CFA Archaeology Ltd standard operating procedures.

A86 Laggan Causeway, Highland

Archaeological Desk-based Assessment and Survey

Report No. 2161

CONTENTS

1. Introduction 4

2. Methodology 5

3. Archive Assessment 6

4. Survey Results 10

5. Conclusion 12

6. References 13

Appendices

1. Photographic Register 15

List of Figures (bound at rear)

Fig. 1 Location map

Fig. 2 Extract from map by Rutherford, 1745

Fig. 3 Extract from map by Dorret, 1761

Fig. 4 Extract from map by Stockdale, 1806

Fig. 5 Extract from map by Thomson, 1832

Fig. 6 Extract from map by Hebert, 1823

Fig. 7 View of causeway from the north

Fig. 8 View of causeway from the south

Fig. 9 View of causeway bank on east side

Fig. 10 General view of damage with in situ vertical stones visible

Fig. 11 General view of damage with in situ vertical stones visible

Fig. 12 Detail of vertical stones

Fig. 13 Detail of vertical stones

Fig. 14 General view of causeway bank on west side

A86L/2161/0 2 CFA Fig. 15 General view of retaining wall on west side

Fig. 16 Detail of culvert

A86L/2161/0 3 CFA 1. INTRODUCTION

1.1 General

This report presents the results of an archaeological desk-based assessment and survey undertaken during November 2012 on the Laggan Causeway on the A86 trunk road (NGR: NN 6138 9390, Fig. 1). The causeway crosses a section of the River Spey floodplain and is subject to erosion from periodic flooding. The work was commissioned by Scotland Transerv, who propose to widen the carriageway and incorporate a cycleway which will involve the construction of new embankments.

1.2 Background

The causeway forms a vital component of the link between Ruthven Barracks on the Spey valley and the route to the west which was initially via the Corrieyairack Pass to Fort Augustus, and later via Glen Spean to Spean Bridge. The origins of the causeway are likely to be associated with the original 1828 timber Telford-built Laggan Kirk Bridge or the Dalwhinnie-Fort Augustus Wade road.

The present state of the causeway is of partial erosion and collapse on the east side which has forced the closure of the westbound lane. On the east side, parts of the edge of an earlier road surface, presumed to be the original road, have been exposed. The west side is characterised by a dry stone retaining wall which is mostly overgrown and covered by the embankment, and is in a state of partial collapse along most of its length. The west side has not been subject to the same level of erosion damage as the east and appears fairly stable.

The Highland Council Historic Environment Team required a preliminary desk-based study, walkover and archaeological assessment to place the causeway in its historical context and to identify any surviving structural remains.

1.3 Objective

The objectives of the programme of archaeological work were:

 To review and assess the history of the A86 causeway through examination of relevant cartographic and documentary sources with an assessment of the importance of the causeway in relation to date, construction, fabric detail and uniqueness of its survival and engineering association.

 To conduct a site visit to assess the causeway, undertake a photographic survey and produce annotated measured sketches of the causeway.

A86L/2161/0 4 CFA 2. METHODOLOGY

2.1 General

CFA follows the Institute for Archaeologists’ Code of Conduct, and Standards and Guidelines for Historic Building Survey as appropriate.

2.2 Archive Assessment

A desk-based assessment was conducted prior to fieldwork, which collated relevant information on the historic development of the causeway:

 National Monuments Record of Scotland. All relevant records were checked and bibliographic sources followed up.

 Early map coverage for the area. An examination of all the Ordnance Survey 6" map editions was made, together with any other readily available cartographic information on the history of use of the bridges. Unpublished maps in the National Map Library and National Archives of Scotland also provided other useful information.

2.3 Causeway Assessment Survey

All survey records were maintained according to the IfA’s Standards on Building Recording and CFA’s in-house methodology.

A written descriptive record of the causeway was made in line with a Level 1 standing building survey (English Heritage 2006). Notes of areas of stone repair, types of stone used and any visible architectural features were made. An annotated measured sketch of the causeway was made.

CFA uses professional level digital SLR photographic equipment to take high resolution digital photographs of structures and specific architectural features. An appropriate photographic record was made of the causeway. A record of all the photographs taken forms an appendix to this report.

A86L/2161/0 5 CFA 3. ARCHIVE ASSESSMENT

3.1 General

The desk-based results provide a summary of the readily available historical and cartographic sources that have been examined, to provide a succinct account of how the causeway fits within its historical context.

3.2 Background history of road building in the Highlands

Drove roads were established in many parts of the Highlands during the 17th and 18th centuries (Haldane 1952), and it is likely that most glens had a track for moving cattle along the glen to connect with longer distance drove roads.

Larger scale, more formal road construction in the Highlands was undertaken by the military in the 18th century and was designed to facilitate rapid movement of troops in response to growing dissent and the Jacobite rebellion of 1745. The road building programme was instigated by Field Marshal George Wade during the early-mid 18th century and continued by Major William Caulfeild, who was appointed Inspector of Roads in North Britain in 1732 with responsibility for road maintenance under Wade. Wade’s arrival in Scotland in the 1720s was the start of a more concerted effort on the part of the military to improve the communications between the military garrisons. Wade, but more especially his successor, William Caulfeild, was responsible for mapping and constructing a network of roads through the Highlands that opened-up the interior of Scotland to the military. Existing roads were often upgraded to military roads.

In 1785 road maintenance was passed from the military to the civil authorities. Parliament set up the Commission for Roads and Bridges in 1803, including Thomas Telford as engineer. Telford was commissioned to assist in the development of the Scottish Highlands through improvement of its transport infrastructure and, along with such feats of engineering as the Caledonian Canal, he was responsible for the building of approx. 900 miles of roads, including many bridges.

3.3 NMRS and SMR

No records are held by the National Monuments Record of Scotland (NMRS) or Highland Council Historic Environment Record (HER) relating to the causeway. The associated Laggan Kirk Bridge is included in the SMR (Site No. MHG22163).

3.4 Cartographic

Early Maps

Communication between the Great Glen and the Inverness-Perth corridor was established by Wade in 1731 by the construction of a military road from Dalwhinnie to Fort Augustus via the Corrieyairack Pass (Taylor 1976). The Corrieyairack Pass had previously been in use as a drove road, and continued to be used as such even when the military road was bypassed in 1818 by a new road at lower elevations from Laggan to Spean Bridge (the approximate route of the current A86).

A86L/2161/0 6 CFA

The first cartographic depiction of this military road, which directly linked Ruthven Barracks and Dalwhinnie with the Corrieyairack Pass, is on Lempriere's 1731 map, with a triangular layout of road. The east side of the triangle linking Dalwhinnie with Ruthven Barracks is annotated 'new road' on Lampriere's map and so may be assumed to have been an entirely new section rather than an upgrade to an existing route. Due to the position of Cluny Castle on Lempriere's map, showing it in its correct position on the north side of the Spey, it can be reasoned that the Corrieyairack military road links to the A889 at Dalchully, and thus is on the south side of the Spey and the causeway, and from there routed south along the A889 to Dalwhinnie, and probably east from Catlodge to Ruthven Barracks along the unclassified road on the south side of the Spey rather than along the A86 on the north side of the Spey. The east side of the triangle (the 'new road') is also probably not entirely on the A9 but includes the unclassified Glen Truim road which runs past Crubenmore Lodge.

The two maps which specifically depict Wade's roads (Willdey 1746 and Roy 1747- 52) show this triangular road layout and the Corrieyairack road crossing the Spey at 'Garroubeg', which is likely to be Garva Beg and the present location of the Garva Bridge, and proceeding eastwards on the south side of the Spey through 'Catalach' (Catlodge). Gergask is named on these maps but not Laggan, suggesting the settlement was not in existence at this date (the name Laggan on Moll's map of 1726 refers to Kinloch Laggan).

This triangular road layout is also depicted on most maps throughout the 18th century including Elphinstone (1745), Dorret (1761, Fig. 3), Kitchin (1773), Meuros (1780), Knox (1784) and Campbell (1790 & 1794). The only slight deviation is on Rutherford's map of 1745 (Fig. 2) where the Catlodge road on the south side of the Spey is not depicted and the military road is observed crossing the Spey at a bridge annotated 'St Geo. Bridge'.

This makes it highly unlikely that the Laggan Causeway under consideration here is a Wade construction, as a road on the route of the A86 on the north side of the Spey and a crossing at Laggan are not depicted in the 18th century and Laggan is not named.

A road travelling west along the north bank of the Spey from Kingussie is first depicted on Stockdale’s map of 1806 (Fig. 4), and the New Kirk of Laggan is named, although the road appears to cross the Spey further to the south-east (nearer to Catlodge) than on other maps. The Catlodge to Ruthven road, through Breakachy, is not depicted.

Two crossings of the Spey are depicted on Arrowsmith’s 1807 map to the west of Laggan, with the north bank route to Kingussie depicted. The causeway and crossing are not depicted on Kirkwood’s 1810 map although this map is less detailed and its absence may reflect the minor status that the then new route had at the time. It is absent from Playfair’s map of 1823 but on Hebert's 1823 map (Fig. 6) and Weiland’s 1830 map the Spey crossing is still depicted further west, probably at the location of the confluence of the Spey and the Markie Burn.

A86L/2161/0 7 CFA The route of the causeway is depicted clearly on Thomson’s map of 1832 (Fig. 5) as a side-track leading to the bank of the Spey across from the Kirk, although no bridge or crossing is depicted.

The occasionally inconsistent depiction of the causeway suggests that it was initially a minor route to serve local settlements rather than as a main artery. The route along the north bank of the Spey does have the advantage in that it follows the base of south facing slopes and traces a route that is 155ft lower in altitude and thus less susceptible to winter weather effects.

Cartographic sources suggest a construction date for the road on the north side of the Spey, and including the Spey crossing and the route of the causeway, during the beginning of the 19th century. Thomson’s map suggests the causeway predates the bridge, although in the absence of a bridge it was likely that a ford or rope ferry was in place, and the water level of the Spey at this point is frequently low enough to make this a viable crossing point for cattle, if less so for wheeled traffic.

Ordnance Survey Maps

The 1872 edition of the 6” Ordnance Survey map depicts the causeway largely as it exists today, albeit running to and over the old Laggan Bridge rather than over the current bridge.

3.5 Bibliographic

The A86 Laggan Road, from Spean Bridge to Kingussie, is recorded as a Telford road, with some modern re-alignments. It was built between 1811 and 1818, and in 1814 work was completed on the only major bridge along the route, the crossing of the Spey at Laggan. It is apparent that there was a series of bridges built over the Spey at Laggan over the years, on roughly the same spot.

The first, Telford-designed, double-arched stone bridge is described as having been built on the site of a previous bridge: the form, date and engineer of this earlier bridge is not known. The Telford bridge was washed away in a flood in November 1825. Three years later, a new bridge was built, using repaired abutments. This time, to reduce the chance of flood damage, a single 100 foot span timber bridge was built, with triangulated bracing under the deck locking into the cast iron shoes installed in the abutments.

The Twelfth Report of the Commissioners for Roads and Bridges in the Highlands of Scotland, dated 1826, contains the following information on the Corrieyairick Pass and the Laggan Kirk Bridge:

'Of the improvements mentioned in the last report, that which consists in a junction with the Fort William and Laggan roads (on the North side of the river Spean), is the most important, and will not fail to be accomplished...By means of this junction road, the Commissioners hoped to supersede in a great degree the necessity of maintaining in repair the difficult road over the Coryarrick Mountain, and they cannot, without much regret, announce that the bridge over the River Spey, at Laggan Kirk, where the Laggan and Coryarrick

A86L/2161/0 8 CFA roads intersect each other, was destroyed by an unusual river-flood in the beginning of November last. This bridge was unfavourably situated with regard to the shifting current of the river Spey....occasional anxiety has been excited, and expense incurred, in protecting the foundations of the pier and abutments, especially in the year 1823. The immediate cause of the recent disaster was an accumulation of gravel below the bridge, producing a cross current or whirlpool, which undermined the pier and South abutment. A sketch and estimate of a temporary wooden bridge was forthwith prepared by Mr Mitchell; but as the road is not much frequented in this direction, the Commissioners have thought fit to pause in applying any remedy, until the whole subject shall have been well considered at the next April meeting...as...the difficulty of securing the permanency of a stone bridge having created a reasonable doubt, whether a stout wooden bridge would not be preferable in this particular situation.'

The Fifteenth Report of the Commissioners for Roads and Bridges in the Highlands of Scotland, dated March 1829, reports that 'the Kirk Laggan Bridge was replaced in the course of the autumn of 1828, by a Carpentry Trussed Bridge of 100 feet span...executed in a highly satisfactory manner by Mr Gibb, of Aberdeen.' (p2). This wooden Laggan Kirk Bridge was designed in 1827 by Joseph Mitchell, under the direction of Telford, and Telford is generally credited for this bridge.

In the early 20th century, the timber bridge was replaced by a new steel bowstring bridge, providing a wider deck. This bridge remained in place until the current bridge was built, at which point it was dismantled, leaving the old abutments in place. These can still be seen alongside the current bridge. The existing bridge was built in the 1980s and is a concrete and steel structure.

It seems highly likely that the causeway structure belongs with the construction of the Telford Laggan Road and associated bridge crossing at Laggan Old Kirk in the early 19th century.

A86L/2161/0 9 CFA 4. SURVEY RESULTS

4.1 General

The causeway is described below in its current state and includes an assessment of vulnerability based on the visual inspection. For the purposes of this assessment, the causeway is defined as the area of road running between the junction of the A86 with the A889 at its south end (at NGR: NN 61359 93711) and the embankment leading to the current A86 road bridge crossing the Spey at its north end (at NGR: NN 61418 94162).

The causeway runs straight and is aligned slightly off north to south (Fig. 7-8). It measures 360m long and comprises an embankment c.10m wide at the base and up to c.1.8m high. The tarmac road is c.5m wide and is flanked by sloping grass banks on either side. The bank on the east side is steep, at c.40° (Fig. 9), while the bank on the west side is of variable angle but less steep. A discontinuous drystone retaining wall runs along the west side but is partially or completely collapsed and robbed, and is also overgrown.

Substantial portions of the east bank have eroded and collapsed up to and slightly beyond the edge of the tarmac road, which has also collapsed in a few sections towards the south end of the causeway. No significant effects of erosion were apparent along the west bank.

Apart from the causeway, no other features or sites of archaeological interest were noted within the development footprint.

4.2 The East Bank

Four areas of damage were noted along the east bank. They are listed as ‘sections’ below and have been allocated a unique identifier (A-D). The levels of damage were variable but were helpful in revealing the build of the causeway and the character of surviving historical remains. The locations of the four areas are given as a suffix in the sub-heading and are measured from the north end of the causeway at a point where the original straight line of the causeway deviates to curve slightly westwards to approach the bridge.

Section A: 46m

Section A comprises a collapsed scoop 1.5m wide. It is rounded and smooth and has probably been eroded into its current form by a combination of collapsing due to flood and use as a windbreak/shelter by sheep. There is no indication of any earlier structure.

Section B: 72m

Section B is also a 1.5m wide area of collapse which reveals in section the tarmac road overlying a thin layer of Type 1 hardcore overlying the bank material. The bank is shown to comprise soil and a soil and stone bank. No earlier structural remains are apparent.

A86L/2161/0 10 CFA Section C: 116m-129m

This section of collapse is 13m long and extends up to and slightly beyond the edge of the tarmac road (Fig. 10). It shows the tarmac road surface overlying 150mm of Type 1 hardcore. The hardcore has been laid directly onto a gravel-based metalled surface which is visible between a row of vertically set rough stones, each measuring around 200-300mm high (Fig. 12). The vertically placed stones are set into compact bank material comprising compact soil and small stones.

Section D: 232m-338m

The largest collapsed section comprises several long sections which are separated only by a few narrow bridges of surviving original bank material, and can be defined as a single section of damage of 106m in length (Fig. 11).

The edge of the tarmac road has been undermined and collapsed in places and much of the soil forming the original bank has been eroded away leaving a near-vertical section running along the causeway under the road edge. A row of large quarried boulders have been deposited along the base of the section in an attempt to retard the speed of erosion along this section. There are two layers of tarmac, reflecting a repair or resurfacing of the road.

The tarmac road lies directly on top of a layer of vertically placed stones of the same character as those noted in Section C (Fig. 13). A number of the vertical stones had fallen out, exposing a matrix of small to medium sized (<40mm diameter) angular stones and small gravel, measuring c.200mm thick.

4.3 The West Bank

The west side of the causeway forms a shallower banked slope than the east side (Fig. 14). No significant areas of collapse or erosion were noted. There is a small collapsed area 125m from the north end: however, it is shallow and only c.800mm wide and does not expose any structural remains.

The bank is defined at its south end by a drystone retaining wall up to 1.3m high, although much of it is in a state of partial or total collapse and is overgrown further to the north (Fig. 15). The wall is largely absent or invisible within the northern 250m of the west bank. It is not clear if it is absent, collapsed and robbed, or overgrown.

A drystone culvert is incorporated into the south end of the retaining wall, channelling water from the west field to the east field (Fig. 16). A second culvert, concrete moulded around a spiral pipe, has been built into the bank c.270m from the north end.

4.4 Condition Assessment

The erosion and collapse of sections of the east bank have exposed elements of an earlier road which are likely to be the original surface of the causeway structure. The depth of erosion undermining the road surface and the fact that several of the vertical stones have already fallen out indicate that the structure is currently vulnerable to the effects of future floods and erosion. That significant erosion is only occurring on the

A86L/2161/0 11 CFA east side, and that the river flows from west to east, indicates the actions of an eddy current forming behind the east side of the bank.

5. CONCLUSION

An archaeological desk based assessment and survey have been carried out on the A86 causeway at Laggan.

Early map coverage and bibliographic records indicate that the causeway was first constructed during the early part of the 19th century, and thus is not related to Wade of Caulfeild's military roads in this area. This suggests it was built as an improvement in local communications rather than for military movements. While it is not specifically recorded that the causeway was designed or commissioned by Thomas Telford, its association with the construction of Telford's Laggan Road and associated series of early 19th century bridge crossings at Laggan Old Kirk strongly suggests that it was.

The visible fabric of the earlier, and possibly original, road surface suggests a road build which conforms to road building technology of the time; Wade and Caulfeild roads of the 18th century were built of boulder foundations with smaller broken stone ballast and metalled with small gravel (Taylor 1996), although this basic technology can also be seen in Roman roads. The vertical stones revealed in section on the causeway appear to form a kerb, as they do not appear to continue beyond the edge of the road. The presence of the vertical stones and the metalled surface indicates that more of the old road is likely to survive beneath the tarmac and be in good condition.

Recommendations for mitigation

The present survey is considered to form an adequate assessment of the current causeway status and likely potential of further significant surviving remains. As the causeway is of regional historic importance it is recommended that a metric survey, analytical recording and further photographic survey commensurate with a Level 3 (English heritage) Standing Building Survey be undertaken prior to demolition or removal of the old road surface, with a view to creating an accurate and comprehensive record of the causeway.

A watching brief during construction works is recommended, to record additional information about the causeway, such as: the character of the metalling construction of the road; the relationship and date of the retaining wall on the west bank, much of which is currently masked by vegetation; and the build/construction methods of the causeway.

Any scope of works required in mitigation will need to be agreed with the Highland Council Historic Environment Team and set out in a Written Scheme of Investigation.

A86L/2161/0 12 CFA 6. REFERENCES

Cartographic

Arrowsmith, Aaron 1807 Map of Scotland constructed from original materials.

Campbell, Robert 1790 A new and correct map of Scotland or North Britain, with all the post and military roads.

Campbell, Robert 1794 A new and correct map of Scotland or North Britain, drawn from the most approved surveys.

Dorret, James fl. 1761 An accurate map of Scotland drawn from all the particular surveys…

Elphinstone, John 1745 A new & correct map of North Britain.

Hebert, Lewis 1823 Scotland.

Kirkwood, James 1804 This map of Scotland, constructed and engraved from the best authorities.

Kirkwood, James 1810 This map of Scotland, constructed and engraved from the best authorities.

Kitchin, Thomas 1773 A new and complete map of Scotland and islands thereto belonging.

Knox, John 1784 A commercial map of Scotland.

Lempriere, C. 1731 A description of the Highlands of Scotland, the situation of the several clans and the number of men able to bear arms, as also ye forts lately erected and roads of communication or military ways carried on by His Majesty's command ...

Meuros, James 1780 A new and accurate map of Scotland divided into shires from the most authentick surveys.

Moll, H 1726 The north part of Great Britain called Scotland : with considerable inprovements [sic] and many remarks not extant in any map.

Ordnance Survey 1872 Inverness-shire. Sheet CXV. 6" to the mile.

Ordnance Survey 1903 Inverness-shire. Sheet CXV. 6" to the mile.

Playfair, James 1821 Scotland.

Roy, William 1747-1755 Military Survey of Scotland.

Rutherford, Andrew 1745 An Exact Plan of His Majesty's Great Roads through the Highlands of Scotland.

A86L/2161/0 13 CFA

Stockdale, John 1806 Map of Scotland from the latest surveys.

Thomson, John 1832 Northern Part of Inverness Shire. Southern Part.

Willdey, Thomas fl. 1746 A map of the King’s Roads, Made by his Excellency General Wade in the Highlands of Scotland…

Bibliographic

Haldane, A.R.B. 1952 The Drove Roads of Scotland. Edinburgh.

English Heritage 2006 Recording Historic Buildings - a descriptive specification, 3rd edition. London.

Taylor, William. 1996 The Military Roads in Scotland. House of Lochar, Colonsay.

Online http://oldroadsofscotland.com/index.html http://www.ambaile.org.uk/en/ http://www.roysroads.co.uk/index.html http://www.sabre-roads.org.uk/wiki/index.php?title=Laggan_Bridge

A86L/2161/0 14 CFA APPENDIX 1: PHOTOGRAPHIC REGISTER

Photo No. Description From 1 General view along the causeway N 2 General view along the causeway N 3 General view along the causeway N 4 Detail of (A) E 5 General view of (A) E 6 View of east side of bank SE 7 View of east side of bank SE 8 View of east side of bank NE 9 View of east side of bank NE 10 General view of (C) E 11 Detail of vertically set stones beneath road surface (C) E 12 Detail of vertically set stones beneath road surface (C) E 13 Detail of vertically set stones beneath road surface (C) SE 14 Detail of vertically set stones beneath road surface (C) SE 15 Section of bank (C) N 16 Small area of surface erosion E 17 General view of north end of (D) E 18 General view of north end of (D) E 19 Detail of north end of (D) E 20 General view of (D) E 21 Detail of vertically set stones in (D) E 22 Detail of vertically set stones in (D) E 23 Detail of vertically set stones in (D) E 24 Detail of vertically set stones in (D) E 25 Detail of vertically set stones in (D) E 26 Detail of vertically set stones in (D) E 27 Detail of vertically set stones in (D) E 28 Detail of vertically set stones in (D) NE 29 Detail of vertically set stones in (D) NE 30 Detail of vertically set stones in (D) E 31 Detail of vertically set stones in (D) E 32 Detail of vertically set stones in (D) E 33 Detail of vertically set stones in (D) E 34 Detail of vertically set stones in (D) E 35 Detail of vertically set stones in (D) E 36 Detail of vertically set stones in (D) E 37 Detail of vertically set stones in (D) E 38 Detail of vertically set stones in (D) E 39 Detail of vertically set stones in (D) E 40 Detail of vertically set stones in (D) NE 41 Detail of vertically set stones in (D) NE 42 View of south end of causeway and junction of A889 N 43 General view of causeway S 44 General view of causeway S 45 Retaining wall (E) at south end of causeway W 46 Detail of culvert (F) W 47 Detail of culvert (F) W 48 Retaining wall (E) at south end of causeway W 49 Detail of retaining wall (E) W 50 Concrete pipe culvert (G) W 51 Concrete pipe culvert (G) W 52 General view of bank SW 53 Detail of retaining wall (E) W 54 Detail of retaining wall (E) and bank SW

A86L/2161/0 15 CFA 55 Detail of retaining wall (E) and bank SW 56 Detail of bank SW 57 General view of original line of causeway to the timber Spey bridge S 58 General view of original line of causeway to the timber Spey bridge S 59 General view of remaining bridge piers SW 60 General view of remaining bridge piers SW 61 General view of remaining bridge piers SW 62 General view of remaining bridge piers SW 63 General view of remaining bridge piers NW 64 General view of remaining bridge piers NW 65 Information board 66 Information board 67 Information board 68 Information board 69 General view of remaining bridge piers N 70 General view of remaining bridge piers N 71 General view of remaining bridge piers N 72 General view of remaining bridge piers N 73 General view of remaining bridge piers N 74 General view of remaining bridge piers N 75 General view of causeway SE 76 General view of causeway SE 77 General view of causeway SE 78 General view of causeway SE 79 General view of causeway SE

A86L/2161/0 16 CFA The copyright in this document (including its electronic form) shall remain vested in CFA Archaeology Ltd (CFA) but the Client shall Reproduced with the permission of Ordnance Survey on behalf of The Controller have a licence to copy and use the document for the purpose for which it was provided. CFA shall not be liable for the use by any of Her Majesty’s Stationery Office, © Crown copyright. CFA Archaeology Ltd, Old person of this document for any purpose other than that for which the same was provided by CFA. This document shall not be Engine House, Eskmills Park, Musselburgh EH21 7PQ AL100034785 reproduced in whole or in part or relied upon by third parties for any use whatsoever without the express written authority of CFA.

map detail

site location

Fig. No: Revision: Client: Key: CFA ARCHAEOLOGY LTD 1 A Scotland Transerv The Old Engine House Title: Eskmills Park, Musselburgh Location map East Lothian, Eh21 7PQ T: 0131 273 4380 F: 0131 273 4381 e: [email protected] Project: w: www.cfa-archaeology.co.uk

Scale at A4: A86 Laggan Causeway: Archaeological Drawn by: Checked: Report No: Desk-Based Study and Assessment GC LW 2161 Fig.2: Extract from map by Rutherford, 1745

Fig.3: Extract from map by Dorret, 1761

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 2-3 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

GC LW 2161 Scotland Transerv T: 0131 273 4380 F: 0131 273 4381 The copyright in this document (including its electronic form) shall remain vested in CFA Archaeology Ltd (CFA) but the Client shall have a licence to copy and use the document for the purpose for which it was provided. CFA shall not be liable for the use by any person of this document for any purpose other than that for which the same was provided by CFA. This docu- e: [email protected] w: www.cfa-archaeology.co.uk ment shall not be reproduced in whole or in part or relied upon by third parties for any use whatsoever without the express written authority of CFA. Fig.4: Extract from map by Stockdale, 1806

Fig.5: Extract from map by Thomson, 1832

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 4-5 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig.7: View of causeway from the north

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 6-7 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig.9: View of causeway bank on the east side

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 8-9 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig.11: General view of damage with in-situ vertical stones visible

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 10-11 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig.13: Detail of vertical stones

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 12-13 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig.15: General view of retaining wall on west side

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 14-15 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ

Fig. No: Revision: Project: A86 Laggan Causeway: Archaeological Desk-based CFA ARCHAEOLOGY LTD 16 A Study and Assessment The Old Engine House Eskmills Park, Musselburgh Drawn by: Checked: Report No: Client: East Lothian, Eh21 7PQ