Wikipedia

Chattenden and Upnor Railway

51°25′05″N 0°31′48″E / 51.418°N 0.530°E / 51.418; 0.530

Chattenden and Upnor Railway
The route of the Chattenden and Upnor Railway
Overview
HeadquartersChattenden
LocaleEngland
Dates of operation1885–1961
SuccessorAbandoned
Technical
Track gauge2 ft 6 in (762 mm)

The Chattenden and Upnor Railway (also known as the Lodge Hill and Upnor Railway[1]) was a narrow gauge railway serving the military barracks and depot at Upnor, Kent and associated munitions and training depots. It started life in the early 1870s as a standard-gauge railway. The 2 ft 6 in (762 mm) narrow gauge working began in 1885, initially in a mixed gauge formation with the standard gauge, and post circa 1903 2 ft. 6 in. gauge exclusively. In the latter form the line continued in use until the end of 1961.

History

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Precursors

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The first railway at Chattenden was a standard gauge line laid by the Royal Engineers in the early 1870s. This was used to bring building materials from a wharf at Upnor to be used in the construction of the Chattenden Munitions Depot.[2] According to a report in the issue of "Iron" dated Saturday 29 May 1875: "A detachment of non-commissioned officers and men of the Royal Engineers, commanded by Lieutenant Barker, on Saturday left the School of Military Engineering at Chatham for Upnor, where they will be quartered for some time, as they are to be employed to lay down lines of rails to connect forts on the Thames and Medway with the new powder magazines to be constructed at Chattenden Roughs, a few miles from the old magazines at Upnor Castle. It is expected that more than forty miles of these railways will be constructed."[3] This railway fell out of use when the building work was completed.[2]

An 18 in (457 mm) railway is thought to have been laid to help with the construction of the standard gauge line. An 0-4-0ST locomotive, called Burgoyne, built by Manning Wardle in 1873 (works no. 448), would have been used in construction, although it may also have been used on the Chatham Eastern Defences 18 inch gauge railway and worked on Borstal Prison construction work. Burgoyne was identical as built to Busy Bee (Manning Wardle 424 of 1872 for the Admiralty at Chatham Dockyard) and was a member of the classic Manning Wardle '6 by 8' 0-4-0ST specification.

Opening

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In 1885, members of the Royal School of Military Engineering laid an experimental 2 ft 6 in (762 mm) gauge railway on the trackbed of the standard gauge line, initially retaining the standard gauge as a third rail in at least some places. The steep gradients involved allowed the engineers to test the effectiveness of narrow-gauge railways over hilly terrain (according to an article in 'The Locomotive' magazine in 1903, some standard gauge was still extant at this stage). The last standard gauge locomotives were transferred to the Royal Arsenal at some stage between 1898 and 1906.The 1885 gauge adaptation was at the behest of Royal Engineers officers such as Major John Hogg, who were mindful of the shortcomings of the 18 inch gauge lines laid during the abortive Suakin Campaign of the Spring that year. At the time 2 ft 6 in (762 mm) gauge railways were being used extensively in the North-West Frontier Province of India.[4] Sadly, although no steam locomotives of the Royal Engineers era on the C. & U.R. currently survive, probably the main legacy of the railway in this era was the use of 36 2 ft. 6 in. gauge Bagnall 2-4-2ST's supplied to the Indian States Military Railways in 1901-5 as a Strategic Reserve. Examples saw use in Mesopotamia during World War One and two survive in India today. The locomotives, although of a different wheel arrangement, showed a marked family resemblance to Bagnall 1514 of 1897 (see below).

World Wars

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The Chattenden and Upnor Railway line was taken over by the Admiralty on 1 April 1906.[2] Two new locomotives, Fisher and Chevalier were purchased just after the start of the First World War to deal with the rise in munitions traffic. In 1918, five Greenwood and Batley battery-electric locomotives were purchased, to work the lines into the munitions stores where steam locomotives were a fire risk.[1]

In 1931 the railway had 91 powder wagons, 16 box wagons to carry ammunition, 17 assorted wagons for ballast, an officers‘ carriage, 7 workmen‘s carriages, 3 brake vans, and a breakdown van.

Two final steam locomotives, Burnett Hall and Norbury were purchased in 1933 and 1934.[1] These were the main locomotives in use at the start of the Second World War. In 1943, the first of a series of diesel locomotives were purchased.[1]

Closure

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By 1896, the last 1⁄4 mile (0.40 km) of the Hoo branch had been lifted,[5] with the remainder removed by 1909.[6]

By 1941, the section of the branch from Upnor to the Tank Field signal box was mostly out of use, and the remaining section to Pontoon Hard (Upper Upnor) was closed.[4] The rest of the line closed on 31 December 1961.[2] The track was lifted in December 1965.[1]

Passenger services

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The line was never opened to the public, but passenger services were run for munitions workers. In 1891 there were nine passenger trains running each day.[1]

During the Second World War, passenger trains were revived using bogie carriages built by Charles Roberts & Co. Ltd. in 1942. These continued until 19 May 1961.[2]

Route

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Upnor Depot in 2017 with rails still in situ

The railway started at the Lodge Hill munitions depot, at interchange sidings with the standard gauge Chattenden Naval Tramway. It curved around the west end of Chattenden Magazines Enclosure to Lutnor Junction, where a branch ran back into the magazines. The main line continued southeast for 1⁄4 mile (0.40 km) to Chattenden Barracks, where the line's locomotive sheds and workshops were located. A long branch ran east from here to the village of Hoo.[6]

South of Chattenden Barracks, the line rose on an embankment to cross the A228 road on an overbridge. It then continued south to Upnor Junction, where two branches ran down to the bank of the River Medway. One branch ran west past Tank Field, to the Upper Pontoon Hard near Frindsbury. The other ran into the Upnor Depot.[7]

The railway had several sections of steep gradients. From Upnor Depot to Church Crossing the line rose at 1 in 26, from there to Upnor Junction the gradient was 1 in 30. There was also a section of 1 in 34 approaching the west gate of Lodge Hill depot.[1]

Accidents

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On 17 March 1907, Colonel Brabazon, the senior officer at Lodge Hill Depot, had a photograph taken of the 78 employees. The locomotive Lancashire hauled a special train to bring all the employees up to the depot. The driver was in the group, waiting for the photograph to be taken when the locomotive began to move. It ran away on the downhill gradient in the direction of Upnor and derailed on the curve around Issingham Barracks. The line only had a 5-ton jackscrew and a large crew spent most of the next day re-railing the locomotive.[1]

Standard Gauge Locomotives

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Built for the Army

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Name/Number Builder Type Date Works number Image Notes
Steam Sapper No. 5 Aveling & Porter 2-2-0 GT Single Cylinder 1872 830 The 'Steam Sappers' were mainly Aveling and Porter road locomotives (one of which, Steam Sapper No. 8 saw use during the Anglo-Ashanti Conflict of 1873-4) although three of their number were fitted with rail wheels, one for trial purposes and two as built. It seems that Nos. 5 and 9 constituted the original mechanical power on the C. & U. R. The main advantage of these single cylinder machines lay in the fact that they could be put to use to drive stationary machinery but their lack of springing and slow overall speed would have ensured that they would have been of limited use in ordinary service.
Steam Sapper No. 9 Aveling & Porter 2-2-0 GT Single Cylinder 1872 722 Originally delivered to War Department, Shoeburyness as a road locomotive. Fitted with rail wheels in 1873 at transferred to the Chattenden system.
Steam Sapper No. 12 Aveling & Porter 2-2-0 GT Single Cylinder 1877 1316
Royal Engineer Manning Wardle & Co. 0-4-0ST Outside Cylinder 1876 602 Later sold to Wm. Rigby & Co., Erith
Vauban Manning Wardle & Co. 0-4-0ST Outside Cylinder 1885 937 Built for Suakin Campaign. To Royal Arsenal Railways, Woolwich as Thor circa 1903. To W.D. Slough 1918. Scrapping date unknown.
Burgoyne Manning Wardle & Co. 0-6-0ST Inside Cylinder 1885 949 Built for Suakin Campaign. To Royal Arsenal Railways, Woolwich as Kimberley circa 1903. To J. F. Wake, Darlington 11/1919. Scrapped after 6/1925.
Manning Wardle & Co. 0-4-0ST Outside Cylinder 1885 962 Built for Suakin Campaign. To Royal Arsenal Railways, Woolwich as Lord Roberts circa 1903. Scrapped 1/1916 after re-instatement 6/1914.

2 ft. 6 in. Gauge Locomotives

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Built for the Army

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Name/Number Builder Type Date Works number Image Notes
Carbon Yorkshire Engine Company 0-4-2T 1885 404   Scrapped by 1914[8]
Sulphur Yorkshire Engine Company 0-4-2T 1885 405 Identical to Carbon.[9] Scrapped 1932[10]
Yorkshire John Fowler 0-4-4T 1887[11] 5350   Scrapped after sighting near Strood Station 1932.
Cheshire[4] W.G. Bagnall 0-4-2T 1890 1260 Lower leading part of mainframe with coupled wheels and cylinders detachable and exchangeable with Cumberland

Experimental design for potential front line use. Ex-War Department, Crewe. Scrapped after sighting near Strood Station 1932.[8]

Lancashire Yorkshire Engine Company 0-4-4T 1891 462   Scrapped after sighting near Strood Station in 1932.[8]
Cumberland Lowca Engineering Company 0-4-2T[10] 1893 220 Lower leading part of mainframe with coupled wheels and cylinders detachable and exchangeable with Cheshire

Experimental design for potential front line use. Withdrawn by 1904 advertised for sale and scrapped circa 1909.

Stafford, later Eardley Wilmot W.G. Bagnall 0-6-0T 1897 1513 ex-War Department, South Africa, 1901. Renamed Eardley Wilmot 1915. Scrapped in 1941.[10]
Bagnall W.G. Bagnall 0-6-0ST 1897 1514 ex-War Department, South Africa, 1901. Scrapped after sighting near Strood Station 1932[10]
Lord Kitchener Yorkshire Engine Company 0-6-2T 1902 711   New.[11] To Chatham Dockyard for scrap 1948; scrapped 1954.
Pioneer Yorkshire Engine Company 2-6-2ST 1903[10] 757   Experimental design for potential front line use. Oil Fired as built. Bar frames. To Woolmer Instructional Military Railway in 1905. To the Pentewan Railway in 1912.[1] To Government 1918. For Sale at Newbury Racecourse 1922 shortly afterwards scrapped.
none[12] Richard Hornsby & Sons 0-6-6-0DM 1903 6234   Hornsby-Akroyd 20 hp compression-ignition (semi-diesel) engine. Underpowered, inefficient transmission, noisy and difficult to start. Disposal unknown.
Ascension[13] Avonside Engine Company 0-4-0T 1904 1480 To Admiralty, Hoo Fort, by 1928.[1]

Built for the Admiralty

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Name/Number Builder Type Date Works number Image Notes
Eardley Wilmot McEwan Pratt 0-6-0PM 1911 not known   Unfinished when McEwan Pratt went into receivership in 1911. Completed at Chatham Dockyard but never successful. 80 hp 4cyl petrol engine. Offered for sale as scrap 1922.[14]
Chevallier Manning Wardle 0-6-2T 1915 1677   Sold to the Bowaters Paper Railway in 1950, subsequently sold to the Great Whipsnade Railway[15]
Fisher Dick Kerr and Company 0-6-2T 1915 13996 Scrapped 1954[10]
Burnett Hall[4] Avonside 0-4-2T 1933 2070 Scrapped 1956. Nameplate on display at Amberley Museum.
Norbury[4] Peckett 0-4-2T 1934 1868 Scrapped 1955. Nameplate on display at Amberley Museum.
83 Ruston and Hornsby 4wDM 1943 213838 Sold 1960[10]
Yard No. 92[10] Hunslet 0-6-0DM 1946 3301 Sold 1961[10]
Yard No. 84 Ruston and Hornsby 4wDM 1947 242919 To RNAD Crombie[10]
Yard No. 85[10] Drewry 0-6-0DM 1949 2263   Transferred to RNAD Ernsettle in October 1960,[10] then to the Welshpool and Llanfair Light Railway in 1968 and named Chattenden
Yard No. 44[10] Hibberd Planet 4wDM 1954 3687   Sold to the Welshpool and Llanfair Light Railway in 1962,[10] named Upnor Castle, sold to the Ffestiniog Railway and regauged to 1 ft 11+1⁄2 in (597 mm)
Yard No. 45[1] Ruston and Hornsby 4wDM 1952 268878 Moved to RNAD Ernsettle in November 1960.

Battery-electric

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A large number of battery-electric locomotives were used, mainly to move munitions around the Lodge Hill depot. Six supplied in 1928 were also suitable for use on the main line. They had central cabs with large square-cornered windows and tramway skirts covering the wheels. These were replaced by six Greenwood and Batley 8-ton locomotives built between 1938 and 1945.[1]

The rest of the battery-electric fleet were motorised wagons without cabs that were restricted to use in the depot. Twenty-four were supplied by Greenwood and Batley in batches between 1918 and 1948. Seven came from Wingrove & Rogers and two were built in the workshops at Lodge Hill.[1]

Rolling Stock

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Number Type Size Version Builder Year Image Notes
1 Brake Van v1 Oldbury Angled bay window sides
Brake Van v1a Oldbury Straight bay window sides
212 Brake Van v2
213 Brake Van v2 Converted to Breakdown Van
Four Wheel Coach v1
Four Wheel Coach v2 Converted to Ambulance Van
Combination Coach v1
Combination Coach v2 Wickham & Co. 1957
196 Bogie Coach v2 Cravens 1941 In preservation at the Sittingbourne and Kemsley Light Railway
198 Bogie Coach v2 Cravens 1941
199 Bogie Coach v2 Cravens 1941 In preservation at the Sittingbourne and Kemsley Light Railway
200 Bogie Coach v2 Cravens 1941 In preservation at the Sittingbourne and Kemsley Light Railway
202 Bogie Coach v1
204 Bogie Coach v1 Under restoration at the Sittingbourne and Kemsley Light Railway
12 Bogie Van 10T Oldbury
16 Bogie Flat 10T Leeds Forge Co.
18 Bogie Well Wagon 10T
19 Bogie Low Side 10T Leeds Forge Co.
20 Bogie Low Side 10T R.Y. Pickering
21 Bogie Low Side 10T R.Y. Pickering
26 Bogie Low Side 10T R.Y. Pickering
27 Bogie Low Side 10T R.Y. Pickering
28 Bogie Low Side 10T R.Y. Pickering
32 Bogie Low Side 10T Cravens
33 Bogie Low Side 10T Cravens
35 Bogie Low Side 10T Cravens
38 Bogie Low Side 10T Cravens
41 Bogie Low Side 10T Cravens
45 Bogie Low Side 10T
48 Bogie High Side 10T v1
60 Bogie High Side 10T v2 Cravens
65 Bogie High Side 10T v2 Cravens
66 Bogie High Side 10T v2 Cravens
53 Powder Van 3T v1 Wood Frames. Height modified to match 5T. Early photo (probably renumbered at a later date).
69 Powder Van 3T v1b
99 Powder Van 3T v1 Wood Frames
110 Powder Van 3T v1a
111 Powder Van 3T v1 Wood Frames
130 Powder Van 3T v1a
158 Powder Van 3T v5 Angled Roof
179 Powder Van 3T v4 Angled Roof
106 Powder Van 5T v5a Angled Roof
68 Powder Van 5T v2
97 Powder Van 5T v2
121 Powder Van 5T v6
142 Powder Van 5T v6
69 Powder Van 5T v3 Early photo (probably renumbered at a later date as a 3T van was also numbered 69).
112 Powder Van 5T v3
128 Powder Van 5T v3
137 Powder Van 5T v3
140 Powder Van 5T v3
171 Powder Van 5T v3

See also

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References

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  1. ^ a b c d e f g h i j k l m Yeatman, D. (December 1966). "Lodge Hill and Upnor Railway". The Industrial Railway Record. 12. The Industrial Railway Society: 277–292.
  2. ^ a b c d e "The Chattenden & Upnor Railway". The Railway Magazine. January 1962.
  3. ^ "Letters to the Editor". The Industrial Railway Record. 15: 118. September 1967.
  4. ^ a b c d e Hayton, J. Roland (May 1941). "The Chattenden & Upnor Narrow-Gauge Railway". The Railway Magazine. pp. 207–211.
  5. ^ Ordnance Survey (1896). County Series: Kent (Map). 1:2500.
  6. ^ a b Ordnance Survey (1909). County Series: Kent (Map). 1:10560.
  7. ^ Hayton, J. Roland (June 1937). "Light Railways of the Hundred of Hoo". The Railway Magazine. pp. 395–397.
  8. ^ a b c "Letters to the Editor". The Industrial Railway Record. 14: 79. June 1967.
  9. ^ Halton, Peter (October 1966). "Chattenden & Upnor Railway". The Narrow Gauge. No. 42. The Narrow Gauge Railway Society. pp. 13–15.
  10. ^ a b c d e f g h i j k l m n Lyne, R.M. (1983). Military Railways in Kent. Ramsgate: North Kent Books. ISBN 0-948305-04-5.
  11. ^ a b "Letters to the Editor". The Industrial Railway Record. 14: 73. June 1967.
  12. ^ Smithers, Mark (2016). The Royal Arsenal Railways. Pen and Sword. p. 112.
  13. ^ ""W.D." locomotives of earlier years". The Railway Magazine. December 1941. pp. 586–587.
  14. ^ "Ministry of Munitions Locomotives". The Industrial Railway Record. 55: 304. August 1974.
  15. ^ "Whipsnade Steam". The Railway Magazine. November 1973. p. 575.
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