The Lodge Hill & Upnor Railway, (Chattenden & Upnor Railway) and the Chattenden Naval Tramway, Kent

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The featured image for this article is an ex-Works photograph of ‘Carbon‘ – an 0-4-2T – built in 1886 by the Yorkshire Engine Co. (Works No. 404), which arrived at the Lodge Hill & Upnor Railway ex-War Department 1st April 1906 and which was scrapped by 1932. © Public Domain. [1][8: p31 & 32]

This article is one of a series looking at industrial railways on the North coast of Kent and around the River Medway with a particular focus on the railways which served the Cement Industry. This line, however, primarily served military establishments.

The Lodge Hill & Upnor Railway (Chattenden & Upnor Railway)

In December 1966, D. Yeatman penned an article about this railway in the Industrial Railway Record. [1] Yeatman wrote: “The story of the Lodge Hill & Upnor Railway begins in 1873 when a Manning Wardle 1ft 6in gauge locomotive named ‘Burgoyne‘ was sent to the Royal Engineers at Upnor to assist in the construction of a light railway, which was to be known as the Chattenden & Upnor Railway. Some of the line must have been laid to 4ft 8½in gauge as we hear that six Aveling & Porter engines of 2−2−0 design were also supplied. These 5−ton ‘Steam Sappers’ had two sets of wheels, one for road work and a flanged set for use on rails.” [1: p277]

At the time, the School of Military Engineering was based at Chattenden Barracks (adjacent to the Railway Depot/Loco Sheds). Yeatman says that “by 1875 work had progressed so well that there were some four miles of track from Pontoon Hard, via Tank Field and Church Crossing to the Railway Depot with a spur line going from the crossing towards Lower Upnor, as well as a one and a half mile line from Chattenden to Hoo Creek.” [1: p277]

A sketch map of The Lodge Hill and Upnor Railway (or The Chattenden and Upnor Railway), (1885-1961). This sketch is drawn from various Ordnance Survey maps of the area and route description in Hayton, J. Roland, ‘Light Railways of the Hundred of Hoo‘; in The Railway Magazine, June 1937. pp. 395–397. The Chattenden Naval Tramway linked Lodge Hill to the Southern Railway’s Sutton Hoo Branch at exchange sidings to the Southeast of Sharnal Street Railway Station. Frindsbury sat at the Southern end of the Railway. The various Cement works at Frindsbury were not connected to the Lodge Hill & Upnor Railway. Whitewall Cement Works seems not to have been rail served, others had their own railways, © Laplorfill (2021) and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [2]

Wikipedia notes that, “The railway 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 after c. 1903 2 ft 6 in (76 cm) gauge exclusively. In the latter form the line continued in use until the end of 1961.” [3]

Wikipedia continues: “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. [4] According to a report in the issue of “Iron” dated Saturday 29th 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.’ [5] This railway fell out of use when the building work was completed.” [2][4]

Wikipedia says: “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 (built by Manning Wardle Works No. 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.” [2]

Locomotives

There were a number of 18in-gauge locomotives used at the site, which suggests a a possibly greater significance for the 18″ line than purely a construction line. These were all 0-4-0ST locomotives:

  • Burgoyne built by Manning Wardle (Works No. 448) in 1873. [1][8: p231]
  • Lord Raglan built by Manning Wardle (Works No. 353) in 1871. [1]
  • Trafalgar built by Manning Wardle (Works No. 386) in 1871. [1]
  • Busy Bee built by Manning Wardle (Works No. 424) in 1872. [1]
  • Fidget built by Manning Wardle (Works No. 506) in 1874. [1]

Another locomotive may have been either 18″-gauge or standard-gauge: Centaur – little is known about this locomotive. The locomotives from Manning Wardle were recorded by Manning Wardle as at ‘Admiralty, Chatham Dockyard’. It is possible that they all assisted with construction work on the Chattenden & Upnor Railway. [1]

Focussing now on the 2ft 6in-gauge line …

Hatherill & Hatherill say that the 2ft 6in-gauge Lodge Hill & Upnor Railway was “used to carry ammunition which had been discharged from naval vessels going into Chatham Dockyard for repairs or refits. The railway carried the ammunition inland from Upnor pier to the magazines at Lodge Hill. En route was Chattenden Depot which had barracks, the railway workshops, engine sheds and stores. In all, there had been fifteen steam locomotives, some of experimental designs, a very early Hornsby oil engined loco and, latterly, a large number of battery electric tractors for use in the magazine areas. … In 1949, there was a Drewry 0-6-0D which had just been delivered and a Hunslet 0-6-OD mines loco which had a low cab and a brass topped chimney made from a shell case! There were other small [Internal Combustion engines] locos and a large number of battery electric rail trucks. At that time there was a busy service with about nine trains per day with extra workings as required. The steam locomotives were not in regular use but three were still in the shed. They were steamed at intervals to keep them in working order but all the daily work was by the two diesels. A third diesel was added in 1954, later working on the Festiniog Railway as ‘Upnor Castle‘ The Drewry diesel later worked on the Welshpool and Llanfair Railway. The last train ran on 29th Мау 1961, the track being lifted in December 1964.” [6: p21]

Neale & Smith highlight a number of locomotives that worked on the line:

  • Lancashire – an 0-4-4T, built by the Yorkshire Engine Co. in 1891 which was sent to M. Lynch & Son Ltd for scrap by June 1930, it may actually have been scrapped in 1932. [7: photo 77][8: p31]
  • Burnett Hall – an 0-4-2T, built by the Avonside Engine Co. (Works No. 2070) in 1933. This loco was sent to Bailey & Noyce, Itchenor, Surry, for scrap in May 1956. (The nameplate from this locomotive was preserved at the Chalk Pits Museum.) [7: photo. 78][8: p31]
  • Norbury – an 0-4-2T, built by Peckett & Co. (Works No. 1868) in 1934. This was purchased for comparison trials with Burnett Hall and had much larger side tanks. (The nameplate and Worksplate from this locomotive were preserved at the Chalk Pits Museum.) [7: photo. 79]
  • DC Works No. 2263/49 – an 0-6-0 diesel mechanical locomotive built by Baguley-Drewry. [7: photo. 80]

But there were a myriad of different locomotives used on the 2ft 6in-gauge line. … The following were used on the Lodge Hill & Upnor Railway or within the various depots along the line, some have already been noted above:

‘Carbon’ – an 0-4-2T – built in 1886 by the Yorkshire Engine Co. (Works No. 404), which arrived at the Lodge Hill & Upnor Railway ex-War Department on 1st April 1906 and was scrapped by 1932. © Public Domain. [1][8: p31 & 32][9]
‘Lancashire’ – an 0-4-4T built in 1891 by Yorkshire Engine Co. (Works No. 462), arrived ex-War Department 1st April 1906, sent to M. Lynch & Son Ltd., Strood, for scrap, by May 1931; [1][8: p31 & 32][12]
‘Yorkshire’ – 0-4-4T – built in 1887 by John Fowler & Co. (Works No. 5350) – arrived ex-War Department 1st April 1906 and was sent to M. Lynch & Son Ltd., Strood, for scrap, by May 1931 © Public Domain. [1][8: p31 & 32][11]

A. Steam

  • Sulphur – an 0-4-2T – built in 1885 by the Yorkshire Engine Co. (Works No. 405), arrived ex-War Department 1st April 1906 and set aside/scrapped by 1931; [1][8: p31 & 32]
  • Carbon – an 0-4-2T – built in 1886 by the Yorkshire Engine Co. (Works No. 404), arrived ex-War Department 1st April 1906 and scrapped by 1932; [1][8: p31 & 32]
  • Cheshire – another 0-4-2T built by Bagnall in 1890 (Works No. 260), arrived ex-War Department, Crewe, sent to M. Lynch & Son Ltd., Strood, for scrap, 1932 (or by 1931 per other source); [1][8: p31 & 32]
  • Lancashire – an 0-4-4T built in 1891 by Yorkshire Engine Co. (Works No. 462), arrived ex-War Department 1st April 1906, sent to M. Lynch & Son Ltd., Strood, for scrap, by May 1931; [1][8: p31 & 32]
  • Cumberland – another 0-4-2T built in 1893 by Lowca Engine Co. (Works No. 220), arrived ex-War Department 1st April 1906 and scrapped by 1904; [1][8: p31 & 32]
  • Eardley Wilmot – an 0-6-0T built in1897 by Bagnall (Works No. 1513), known as Stafford until around 1915, arrived ex War Department, South Africa, by 1906, sent to M. Lynch & Son Ltd., Strood, for scrap, April 1941; [1][8: p31 & 32]
  • Bagnall – an 0-6-0ST built in 1897 by Bagnall (Works No. 1514) arrived ex War Department, South Africa, by 1906, sent to M. Lynch & Son Ltd., Strood, for scrap, 1932 (or by 1931 per other source); [1][8: p31 & 32]
  • Kitchener (former Lord Kitchener) – an 0-6-2T built in 1902 by Yorkshire Engine Co. (Works No. 711), arrived ex-War Department, Egypt, sent to Chatham Dockyard for scrap 1948; scrapped 1954; [1][8: p31 & 32]
  • Yorkshire – an 0-4-4T built in 1887 by John Fowler & Co. (Works No. 5350) – arrived ex-War Department 1st April 1906 and was sent to M. Lynch & Son Ltd., Strood, for scrap, by May 1931; [1][8: p31 & 32]
  • Pioneer – a 2-6-2PT built in 1904 by Yorkshire Engine Co. (Works No. 757), arrived new and was sent
    to War Department, Woolmer Instructional Military Railway, 1905; [1]
  • Ascension – an 0-4-2T built in 1904 by Avonside Engine Co. (Works No. 1480), arrived new and was sent to the Admiralty, Hoo Ness Island, by 20th July 1914; [1][8: p31 & 32]
  • Fisher No. 40 – an 0-6-2T built in 1915 by Dick Kerr & Co. (Works No. 139960), arrived new and was scrapped in October 1954; [1]
  • Chevalier No. 1 – an 0-6-2T built in 1915 by Manning Wardle (Works No. 1877), arrived new and was sent to Bowater Lloyds Ltd., Sittingbourne, via William Wills Ltd., Gravesend, 1950; [1][8: p31 & 32]
  • Burnett Hall No. 49 – an 0-4-2T built in 1933 by Avonside Engine Co. (Works No. 2070), arrived new and was sent to Bailey & Noyce, Itchenor, Surrey, for scrap, May 1956; [1][8: p31 & 32]
  • Norbury No. 42 – an 0-4-2T built in 1934 by Peckett & Sons (Works No. 1868) arrived new and was sent to the Admiralty, Trecwm, Pembroke, circa. 1940; returned circa. 1940; scrapped on site by G. Cohen Sons & Co. Ltd., November 1955; [1][8: p31 & 32]
Hornsby-Akroyd internal combustion engine locomotive (Works No. 6234) of the 2ft 6in gauge Chattenden & Upnor Railway. [10]

B. Diesel

  • Unnamed 6w+6wDM (0-6-6-0) Diesel Mechanical – built in 1903 by Hornsby Ackroyd (Works No. 6234), scrapped circa 1915. [1][8: p31]
  • Eardley Wilmot – 0-6-0 PM (Petrol Mechanical) – built in 1911 by McEwan Pratt arrived new in 1911 and advertised for sale ‘in scrap condition’, lying at Chattenden in September 1922, no futher trace. [1][8: p31 & 32]
  • Yard No. 44 – 4wDM – built in 1954 by F. C. Hibberd (Works No.3687) arrived new and was sent to the Welshpool & Llanfair Railway in February 1962. [1][8: p31 & 32]
  • Yard No. 85 (later Yard No.107) – an 0-6-0DM – built in1949 by Baguley/Drewry Car Co. (Works No.2263), arrived new and sent to Admiralty, Ernesettle, Devon in October 1960. [1][8: p31 & 32]
  • Yard No. 92 – an 0-6-0DM – built in 1946 by the Hunslet Engine Co. (Works No. 3301), arrived on site in new condition and probably moved to Chatham Dockyard for storage sometime after March 1961. Later it went to W. R. Brett (c/o Denton Plant Hire Ltd, The Sidings, Meopham Station, Kent circa. November 1967). [1][8: p31 & 32]
  • 83 – 4wDM built in1943 by Ruston & Hornsby (Works No. 213838) arrived new and was sent to Chatham Dockyard for storage in 1960. Later it went to W. R. Brett, Goose Farm, Calverstone, Meopham circa. November 1967. [1][8: p31 & 32]
  • Yard No. 84 – 4wDM – built in 1947 by Ruston & Hornsby (Works No. 212949), arrived ex- RNAD Trecwn, Dyfed by February 1960 and sent to Admiralty, Crombie, Fife in December 1961. [1][8: p31 & 32]
  • Yard No. 45 – 4wDM – built in 1952 by Ruston & Hornsby (Works No. 268878), arrived new and was sent to Admiraly, Ernesettle, Devon in November 1960. [1][8: p31 & 32]

C. Battery Electric

Battery-electric locomotives were used, mainly to move munitions around the Lodge Hill depot. [3] Steam engines would have presented a very significant fire risk. These vehicles were all four-wheeled ‘engines’, of two different types:

(a) Locomotives – these were fitted with cabs and suitable for shunting within the depots or for hauling trains on the main line. They were deployed in two distinct batches. The first six “were in use by 1931, the first having been introduced in 1928. … Although of similar overall dimensions to the latter-day machines, these early locomotives were of a more ‘rectangular’ construction.” [1] They had central cabs with large square-cornered windows and tramway skirts covering the wheels. [3]

These were replaced by six Greenwood and Batley locomotives built between 1938 and 1945, “all of which were in existence when the line closed, differed from those above in having rounded corners to the cab windows, sloping tops to the engine covers, deep plate frames and only one headlamp. They were flameproof machines weighing 8 tons and having a normal drawbar pull of 900lbs at 6mph.” [1] These were delivered new to the railway and all were set aside or scrapped by 1957. These locomotives were:

  • 43 – built by Greenwood & Batley (Works No. 1581) in 1938.
  • 44 – built by Greenwood & Batley (Works No. 1618) in 1939.
  • 48 – built by Greenwood & Batley (Works No. 1947) in 1944.
  • 88 – built by Greenwood & Batley (Works No. 1983) in 1945.
  • 89 – built by Greenwood & Batley (Works No. 1984) in 1945.
  • 90 – built by Greenwood & Batley (Works No. 1985) in 1945.

(b) Trolleys – these were cab-less vehicles of limited power, being motorised wagons rather than haulage locomotives, and were only used within the depots. Greenwood & Batley Works Nos. 3277 to 3280 and 3537 to 3544, were known by the makers as ‘rail trucks’. They had a capacity of 3−4 tons and were fitted with platforms 8ft long by 4ft wide. Most were purchased new. [1][8: p31 & 32] They were often referred to at military establishments as ‘cheese trucks’. [8: p32]

  • 28 – built by Greenwood & Batley – arrival date not known, set aside or scrapped by 1957. [1][8: p31 & 32]
  • 50 – built in 1918 or 1919 by Greenwood & Batley – works number not known, set aside or scrapped by 1957. [1][8: p31 & 32]
  • 51 – built in 1918 or 1919 by Greenwood & Batley – works number not known, set aside or scrapped by 1957. [1][8: p31 & 32]
  • 52 – built in 1918 or 1919 by Greenwood & Batley – works number not known, set aside or scrapped by 1957. [1][8: p31 & 32]
  • 53 – built in 1918 or 1919 by Greenwood & Batley – works number not known, set aside or scrapped by 1957. [1][8: p31 & 32]
  • 54 – built in 1918 or 1919 by Greenwood & Batley – works number not known, set aside or scrapped by 1957.[1][8: p31 & 32]
  • 84 – Built by Greenwood & Bailey (Works No. 3277) arrived new and was sent to Speedwell Electrics Ltd., Nottingham; resold to John Lysaght‘s Scunthorpe, Works Ltd., Nettleton Top Ironstone Mines, Lincs. in 1961. [1][8: p31 & 32]
  • 85 – Built by Greenwood & Bailey (Works No. 3278) arrived new and was sent to Speedwell Electrics Ltd., Nottingham; resold to John Lysaght‘s Scunthorpe, Works Ltd., Nettleton Top Ironstone Mines, Lincs. in 1961. [1][8: p31 & 32]
  • 86 – Built by Greenwood & Bailey (Works No. 3279) arrived new and was sent to Speedwell Electrics Ltd., Nottingham; resold to John Lysaght‘s Scunthorpe, Works Ltd., Nettleton Top Ironstone Mines, Lincs. in 1961. [1][8: p31 & 32]
  • 87 – Built by Greenwood & Bailey (Works No. 3280) arrived new and was sent to Speedwell Electrics Ltd., Nottingham; resold to John Lysaght‘s Scunthorpe, Works Ltd., Nettleton Top Ironstone Mines, Lincs. in 1961. [1][8: p31 & 32]
  • 99 – No. 4512 (2) – Built by Greenwood & Bailey (Works No. 3540) arrived new in 1946 and was sent to Admiralty, Crombie, Fife in June 1961. [1][8: p32]
  • 100 – No. 4513 (7) – Built by Greenwood & Bailey (Works No. 3539) arrived new in 1946 and was sent to Admiralty, Crombie, Fife in June 1961. [1][8: p32]
  • 101 – No. 4514 –  Built by Greenwood & Bailey (Works No. 3538) arrived new in 1946 and was sent to Admiralty, Crombie, Fife in June 1961. [1][8: p32]
  • 102 – No. 4515 – Built by Greenwood & Bailey (Works No. 3537) arrived new in 1946 and was sent to Admiralty, Crombie, Fife in June 1961. [1][8: p32]
  • 103 – No. 4516 (11) – Built by Greenwood & Bailey (Works No. 3541) arrived new in 1946 and was sent to Admiralty, Bull Point, Devon in September 1961. [1][8: p32]
  • 104 – No. 4517 (12) – Built by Greenwood & Bailey (Works No. 3542) arrived new in 1946 and was sent to Admiralty, Bull Point, Devon in September 1961. [1][8: p32]
  • 105 – No. 4518 – Built by Greenwood & Bailey (Works No. 3543) arrived new in 1946 and was sent to Chatham Dockyard for storage after November 1960. [1][8: p32]
  • 106 – No. 4519 – Built by Greenwood & Bailey (Works No. 3544) arrived new in 1946 and was sent to Admiralty, Trecwn, Dyfed in November 1960. [1][8: p32]
  • 108 – Built by Wingrove & Rogers (works number, build date and condition on arrival not known). [1][8: p32]
  • 110 – Built by Wingrove & Rogers (works number, build date and condition on arrival not known). [1][8: p32]
  • 111 – Built by Edison Accumulator Vehicles. [1][8: p32]
  • 112 – Built by Edison Accumulator Vehicles. [1][8: p32]
  • 113 – Built by Edison Accumulator Vehicles. [1][8: p32]
  • 114 – Built by Wingrove & Rogers. [1][8: p32]
  • 115 – Built by Edison Accumulator Vehicles. [1][8: p32]
  • 116 – Built in Lodge Hill Workshops in 1932 and set aside or scrapped after 10th May 1951. Hatherill & Hatherill have a picture of this vehicle. [1][6: p23][8: p32]
  • 119 – Built by Greenwood & Batley. [1] or Wingrove & Rogers [8: p32]
  • 121 – Built by Greenwood & Batley. [1]
  • 122 – Built by Greenwood & Batley. [1]
  • 125 – Built by Greenwood & Batley (Works No. 3586), arrived ex-Ferranti in 1948. [1]
  • 281 – Built by Greenwood & Batley. [1]
  • 283 – Built in Lodge Hill Workshops. [1]
  • 285 – Built by Greenwood & Batley. [1]
  • 287 – Built by Greenwood & Batley. [1]
  • Unknown – Built in 1940 by Wingrove & Rogers (Works No. 1367). [8: p32]
  • Unknown – Built in 1940 by Wingrove & Rogers (Works No. 1368). [8: p32]

Other Rolling Stock

Wikipedia tabulates the other rolling stock on the railway. [3]

In summary, there were:

  • 4 brake vans (3 of which were numbered – Nos. 1, 212 and 213);
  • 2 four-wheel coaches, one of which was converted into an ambulance van;
  • 2 combination coaches (although not defined);
  • 6 Bogie coaches (Nos. 196, 198, 199, 200, 202 and 204 – 4 of which are under restoration at the Sittingbourne & Kemsley Railway;
  • 1 bogie van (No. 12);
  • 1 bogie flat wagon (No.16);
  • 1 bogie well wagon (No. 18);
  • 12 bogie low-sided wagons (Nos. 19, 20, 21, 26, 27, 28, 32, 33, 35, 38, 41 and 45);
  • 4 bogie high-sided wagons (Nos. 48, 60, 65 and 66);
  • 8 3T powder vans (Nos. 69, 99, 110, 111, 130, 158 and 179);
  • 11 5T powder vans (Nos. 68, 69 (converted 3T), 97, 106, 112, 121, 128, 137, 140, 142 and 171)

Standard-Gauge Locomotives – are recorded by Yeatman: [1]

Some “of these locomotives worked at Chattenden Barracks and latterly on the line from Lodge Hill to Sharnal Street (the “Chattenden Naval Tramway”) which was in existence by 1905. (The South Eastern Railway reached Sharnal Street from Hoo Junction in 1882.)” [1] The railway operated standard-gauge locomotives during its initial phase in the 1870s and 1880s before transitioning fully to narrow gauge. [3]

A number of these locomotives were referred to as ‘Steam Sappers’. Many were supplied by Aveling & Porter from their Invicta Works in Strood. It is known that a number of Aveling & Porter geared locomotives were active in the area, it is not entirely clear whether they were operating on the Lodge Hill & Upnor Railway. The editor’s note at the end of D. Yeatman’s article suggests that the locomotives listed below may have worked on the railway. [1] Waywell does not refer to the standard-gauge locomotives. [8]

  • 2-2-0TG Aveling & Porter (Works No. 129) built in 1865;
  • 2-2-0TG Aveling & Porter (Works No. 182) built in 1866;
  • 2-2-0TG Aveling & Porter (Works No. 218) built in 1866;
  • 2-2-0TG Aveling & Porter (Works No. 718) built in 1871;
  • 2-2-0TG Aveling & Porter (Works No. 719) built in 1871; and
  • 2-2-0TG Aveling & Porter (Works No.1023) built in 1874.

The Steam Sappers are noted as follows:

  • Steam Sapper No. 3 – 2-2-0TG SC Aveling & Porter (Works No. 822) built in 1872;
  • Steam Sapper No. 4 – 2-2-0TG SC Aveling & Porter (Works No. 829) built in 1872;
  • Steam Sapper No. 5 – 2-2-0TG SC Aveling & Porter (Works No. 830) built in 1872;
  • Steam Sapper No. 6 – 2-2-0TG SC Aveling & Porter (Works No. 831) built in 1872;
  • Steam Sapper No. 7 – 2-2-0TG SC Aveling & Porter (Works No. 832) built in 1872;
  • Steam Sapper No. 8 – 2-2-0TG SC Aveling & Porter (Works No. 939) built in 1873;

Other Standard-gauge locomotives possibly included all of the following:

  • Royal Engineer – an 0-4-0ST built in 1876 by Manning Wardle (Works No. 602) arrived new and was sent to the Royal Arsenal at Woolwich
  • Vauban – another 0-4-0ST built in 1885 by Manning Wardle (Works No. 937) arrived ex Lucas & Aird, Suakin & Berber Railway contract, Sudan and was sent to an unknown location in 1904 before going to the War Department, Slough, where it was named ‘Thor’, and then to William. Rigby & Co., contractors.
  • Burgoyne – an 0-6-0ST built in 1885 by Manning Wardle (Works No. 949) arrived ex Lucas & Aird, Suakin & Berber Railway contract, Sudan, and was scrapped by 1904.
  • Pioneer – an 0-4-0ST built in 1885 by Manning Wardle (Works No. 962) arrived ex Lucas & Aird, Suakin & Berber Railway contract, Sudan, and was also scrapped by 1904.
  • Harvey (or Harry) – no further details.
  • Napier – built in 1881 and scrapped by 1904.
  • Tipster – built in 1882 and scrapped by 1904.
  • Nicholson – built in 1885 and scrapped by 1904.
  • Gordon – built in 1885 and scrapped by 1904.
  • Lucifer – build date unknown, probably sent to another unknown site in 1908.
  • V3 Yard No. 91 – an 0-4-0D built in 2944 by Hunslet (Works No. 3133),carried new and was sent to Admiralty, Bullpoint, Devon in January 1962.
  • Yard No. 43 – 4wD built in 1943 by Ruston & Hornsby (Works No. 221639) came ex Austin Motor Co. Ltd., Cofton Hackett, Birmingham, June 1951, and was sent to Admiralty, Wrabness, Essex, December 1961.

The Route of the Line

We start at the southern-most point on the network near Frindsbury. …

At the South end of the Lodge Hill & Upnor Railway in 1906, two short lengths of line could be seen. That on the left approached Whitewall Cottages them selves just a stone’s throw from Whitwell Cement Works which sit off to the bottom left of this map extract and which are covered in a separate article in this series focusing on the industrial railways of North Kent. The second line, accessed by reversing trains from the line to Whitewall Cottages, led to a landing stage on the River Medway. This extract is taken from the 25″ Ordnance Survey of 1906, published in 1909. [13]
This extract from railmaponline.com’s satellite imagery shows the same are with the Lodge Hill & Upnor Railway marked in blue on 21st century satellite imagery. [14]
Looking Southwest along Tower Hill towards the location of Whitewall cottages. [Google Streetview, September 2025]
Looking Northeast along Tower Hill. [Google Streetview, September 2025]
looking East-southeast from Tower Hill towards the location of the landing stage on the banks of the River Medway. [Google Streetview, September 2025]

The line ran North to the West side of the small village of Upnor. [15][14]

The line then turned away to the Northwest running close to St. Philip and St. James’ Church. This is the location as it appears on the 1906 Ordnance Survey. [15]

Railmaponline.com shows a complex set of sidings to the East of the line on the banks of the Medway, this location appears below on the 1931 Ordnance Survey. [14]

The same location as it appears on the 1931 25″ Ordnance Survey, published in 1933. The buildings, jetties, dolphins and cranes for the Lower Upnor Ordnance Depot, later known as the Royal Naval Armaments Depot (RNAD) Upnor. The map highlights several features characteristic of this facility’s operations during the early-to-mid 20th century: The Ordnance Plantation & Tank Field was a dedicated zone for military storage, engineering training, and defensive structures; the Pier & Cranes were used extensively to transfer gunpowder, shells, and explosives between the shore and naval ships; the Narrow-Gauge Railway Line at this location was extensive. [16]

Church Crossing is highlighted on both of the extract from the Ordnance Survey mapping above.

This image shows Church Crossing looking West from the access road to the Military Depot. The year is 1956 and the photographer, Max Sinclair. This image is available on the Narrow Gauge Heaven website managed by Peter Bowyer and can be viewed here. [17]
A similar view in the 21st century. [Google Streetview, May 2023]
Looking Northwest along the line of the old railway in the 21st century. Upchat Road is built on the formation of the Lodge Hill & Upnor Railway. [Google, Streetview, May 2023]

The old railway continues North. [15][14]

The green line running through the housing estate on the right of this image shows the line of one of the tramways which ran down the side of the Medway valley. [14]

The old railway continues North. [15][14]

The railway crossed Four Elms Hill (now the A228)by means of a bridge. The length of the road which passed under the bridge has been by-passed by the new A228 dual-carriageway.

Looking Northeast along the A228 in the 21st century, the old road forms a layby from the dual carriageway at this location ad the old railway crossed that road by means of a bridge. The abutments to the bridge remain. The blue line shows the approximate line of the Lodge Hill & Upnor Railway. [Google Streetview, May 2023]
The next significant point on the line is Chattenden Barracks and the Engine Shed and Works buildings. The line continued Northwest from the Barracks and another line once headed East from the Barracks. This extract comes from the 25″ Ordnance Survey of 1907, published in 1909. [18]
A closer view of Chattenden Barracks and the Works Depot and Engine Sheds. [18]
This image is embedded directly from Yeatman’s Industrial Railway Record article on line. The view looks East through the depot. At one time a line led East from here to Hoo, © G. Alliez. [1]
The 25″ Ordnance Survey of 1895, published in 1897, shows the line heading East from Chattenden towards Hoo. [20]
A similar length of the line as it appears on railmaponlin.com. [14]
Looking Northeast along Radcliffe Highway which is the modern name of the road which was crossed by the line to Hoo (in 1897). The blue line gives the approximate line of the old railway/tramway. [Google Streetview, May 2023]
The line continued East to Hoo, although on the1895 survey, published in 1897, it is shown terminating short of the village and just a line is drawn into the village indicating the route of the old line. It crosses the brook and heads into the village where rails remained in 1897 in the road surface. [21]
A similar length of the line as it appears on railmaponlin.com. [14]
Looking East along Main Road towards Hoo. The blue line, again, indicates the approximate route of the railway. [Google Streetview, December 2022]
A closer view of the sams OS Sheet showing the tramway bridge over the brook at the left of the extract and the rails in the road surfec in the village on the right half of the image. [21]
A similar area in the 21st century. [Google Maps, September 2026]
Looking West along Vicarage Lane, Hoo along what was the last few yards of the tramway/railway. [Google Streetview, June 2017]

Returning now to Chattenden Barracks. …

A repeat of an image shown above of the locomotive ‘Yorkshire’, an 0-4-4T – built in 1887 by John Fowler & Co. (Works No. 5350) – arrived ex-War Department 1st April 1906 and was sent to M. Lynch & Son Ltd., Strood, for scrap, by May 1931. The buildings behind the locomotive are Chattenden Barracks, © Public Domain. [1][8: p31 & 32][11][22]

A clearer image of Chattenden Barracks (circa 1905). The Barracks were built in 1872–1873 for the Royal School of Military Engineering.Use: Used by the British Army until 1994, © Public Domain. [23]

The main line of the railway headed Northwest from Chattenden Barracks. [18]
A similar area as it appears on railmaponline.com’s satellite imagery. The ruins of Chattenden Barracks are easily seen towards the bottom-right of this image, the site clearly expanded over the years. Lochat Road now runs along the line of the old railway. [14]
Chattenden Station sat on the short length of line not now covered by Lochat Road on the satellite image above. [1]
This is a closer view of part of the image shown near to the top of this article and picks out some of the key locations, Lutnor Junction, Isingham Barracks, the Rifle Range and Lodge Hill Munitions Depot. [34]
The line turned Northeast and then East-northeast. The blank area primarily between the two areas of woodland in the bottom-left of this extract is the area of Isingham Barracks shown on the sketch map above. Top-right in the image is the area of Lodge Hill Munitions Depot. [18]
This satellite image from railmaponline.com shows the mainline which follows the line marked on the map extract immediately above. At Lutnor Junction on the left in this image a line turned into what is marked on the sketch map above as Isingham Barracks but which, in this image, appears much more to a storage site for Munitions with some discretely placed storage structures. The rifle range is marked by two sidings running North from the main line in the top-left quadrant of this image. [Google Maps, September 2026]

The next three images are photographs at the junction between Lochat Road and Lodge Hill Lane which can be seen at the top-right of the railmaponline.com satellite image above. …

Looking North on Lodge Hill Lane across what was a level crossing on the Lodge Hill & Upnor Railway. The route of the old railway is now a locked road – Lochat Road. [Google Streetview, May 2023]
Looking West along Lochat Road from Lodge Hill Lane. [Google Streetview, November 2022]
Looking East across Lodge Hill Lane along the line of the old railway. [Google Streetview, November 2022]
To the East of Lodge Hill Lane no detail is provided on the older Ordnance Survey mapping for the area of Lodge Hill Munitions Depot. [18]
These two map extracts from two different Ordnance Surveys provided no information about the Munitions Depot and appears rather sketchy on detail on the main line of the Lodge Hill & Upnor Railway. The first extract is from the 25″ Ordnance Survey of 1895, published in 1897. [24] The second comes from the 6″ Ordnance Survey of 1940, published in 1950 and shows a little more detail on the point where the Lodge Hill & Upnor Railway met the Chattenden Naval Tramway (a two-mile, standard-gauge military connection linking the Royal Naval Armament Depot at Lodge Hill (and the Chattenden & Upnor Railway) to the South Eastern Railway main line at Sharnal Street). [25]

A much better picture of the network of lines at Lodge Hill can be found at railmaponline.com. …

The rail layout at Lodge Hill Munitions Depot superimposed on modern satellite imagery by railmaponline.com. The turquoise lines to the right of the image are the Chattenden Naval Tramway. [14]

A video exploring the Lodge Hill & Upnor Railway can be seen here. [27]

The Chattenden Naval Tramway

The Chattenden Naval Tramway was a two-mile, standard-gauge military connection linking the Royal Naval Armament Depot at Lodge Hill (and the Chattenden & Upnor Railway (otherwise known as the Lodge Hill & Upnor Railway)) to the South Eastern Railway main line at Sharnal Street on the Hoo Peninsula.

In 1901, a connection via a series of exchange sidings was made between the SER’s line at Sharnal Street and the Chattenden Naval Tramway/Railway. The two-mile Chattenden Naval Tramway between Sharnal Street and Lodge Hill was formally approved by a Light Railway Act dated 24th July 1901. [26]

The exchange sidings also provided access to the Kingsnorth Light Railway.

This extract from railmaponline.com’s satellite imagery shows: the SER line in a pale peach colour; the Lodge Hill & Upnor Railway in blue; the Chattenden Naval Tramway in turquoise; and the Kingsnorth Light Railway in lilac. [14]
Transfer facilities within the Lodge Hill Munitions Depot are shown on the left of this extract from the 6″ Ordnance Survey of 1940, published in 1950. A passing loop appears to the right of this extract. This seems to have been the only point where trains could pass on the line. Presumably this enabled the despatch of a train from Sharnal Street Sidings while another train was unloading or loading at Lodge Hill Depot. [25]
Just to the East of the passing loop the line was bridged by a highway close to Deangate Cottage. In the 21st century The road is named ‘Dux Court Road. [25]
Dux Court Road and the Chattenden Naval Tramway. The road bridged the Tramway. [14]
Looking North towards the location of the bridge over the line. Dux Court Road can be seen rising to the location of the bridge. [Google Streetview, May 2023]
Facing North from the location of the old bridge, Dux Court Road can be seen dropping away to the level of the surrounding land. Beyond the rise and fall of the road, there is no evidence roadside of the old bridge. [Google Streetview, May 2023]
The old railway continued East, bridging a brook, and then bearing round to the Northeast. [25]
For a short length, the line continued heading Northeast. [25]
The line then curved round towards the Southeast. [25]
The same length of the old railway that is covered by the three map extracts above. [14]
Sharnal Street Railway Station as it appears on the 6″ Ordnance Survey of 1940. [25]
The station was served by a ramped access road from what is now called Radcliffe Highway (A228). The exchange sidings were to the Southeast of the road bridge, on this map extract and to the Southeast of it. [25]
The railway station (top-left), road bridges and exchange sidings at Sharnal Street. [14]
A closer view of the road layout. The old road can be seen to the Southeast of the A228. The old station access road’s junction with the old road can be seen close to the centre of the image. The bridge over the Chattenden Naval Tramway would have been to the Southwest of the station approach road.  [Google Maps, September 2026]
The location of Sharnal Street Railway Station in the 21st century, seen from the Southeast from the road that has replaced the old station approach. [Google Streetview, May 2023]

The location of the road bridge over the tramway cannot easily be determined exactly in the 21st century. The main line remains live in 2026.  The bridge carrying the road is still present but no longer carries the main road.

Looking Northwest through the site of the old station, with the modern A228 bridge parapet in the foreground. [Google Streetview, May 2023]
Looking Southeast  along the line of the railway, with the modern A228 bridge parapet in the foreground. The old bridge over the main branch line is still standing. [Google Streetview, May 2023]

References

  1. D. Yeatman; Lodge Hill & Upnor Railway; in The Industrial Railway Record, No. 12, Industrial Railway Society, December 1966, p277-292; via https://shop.irsociety.co.uk/Archives/12/lodge_hill.htm, accessed on 14th September 2026.
  2. https://commons.wikimedia.org/wiki/File:Chattenden_and_Upnor_Railway.jpg, accessed on 14th September 2026.
  3. https://en.wikipedia.org/wiki/Chattenden_and_Upnor_Railway, accessed on 14th September 2026
  4. The Chattenden & Upnor Railway; in The Railway Magazine. January 1962.
  5. Letters to the Editor; in The Industrial Railway Record No. 15, September 1967, p118.
  6. A. & G. Hatherill; Narrow Gauge &Industrial Album; RCL Publications, Gaendolbenmaen, Gwynedd, 2004.
  7. Andrew Neale & David Smith; Industrial Railways of the South East; Middleton Press, Midhurst, West Sussex, 1984.
  8. Robin Waywell; Industrial Railways and Locomotives of Kent; Industrial Railway Society, 2016.
  9. https://en.wikipedia.org/wiki/Chattenden_and_Upnor_Railway#/media/File:Locomotive_%22Carbon%22.png, accessed on 21st September 2026.
  10. https://renopenrose.getarchive.net/media/hornsby-akroyd-internal-combustion-engine-locomotive-of-the-2ft-6in-gauge-chattenden-69e842, accessed on 21st September 2026.
  11. https://en.wikipedia.org/wiki/Chattenden_and_Upnor_Railway#/media/File:YORKSHIRE_B.jpg, accessed on 21st September 2026.
  12. https://en.wikipedia.org/wiki/Chattenden_and_Upnor_Railway#/media/File:Locomotive_Lanchashire.png, accessed on 21st September 2026.
  13. https://maps.nls.uk/view/103677170, accessed on 24th September 2026.
  14. https://railmaponline.com/uk-and-irish-railways, accessed on 24th September 2026.
  15. https://maps.nls.uk/view/103676411, accessed on 24th September 2026.
  16. https://maps.nls.uk/view/103676408, accessed on 24th September 2026.
  17. https://www.narrow-gauge.co.uk/gallery/view/all-shipshape-2533, accessed on 24th September 2026.
  18. https://maps.nls.uk/view/103676375, accessed on 24th September 2026.
  19. https://shop.irsociety.co.uk/Archives/12/Chattenden.jpg, accessed on 24th September 2026.
  20. https://maps.nls.uk/view/103676378, accessed on 24th September 2026.
  21. https://maps.nls.uk/view/103676387, accessed on 24th September 2026.
  22. https://en.wikipedia.org/wiki/Chattenden_and_Lodge_Hill_Military_Camps, accessed on 24th September 2026.
  23. https://www.whoocares.org.uk/chattenden, accessed on 24th September 2026.
  24. https://maps.nls.uk/view/103676345, accessed on 25th September 2026.
  25. https://maps.nls.uk/view/101428188, accessed on 25th September 2026.
  26. https://kentrail.uk/sharnal_street.htm, accessed on 25th September 2026.
  27. https://youtu.be/IlC6wTOsqxc?is=BM-cUGjhJKov-tD5, accessed on 26th September 2026.

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