Tag Archives: Kent

North Kent’s Cement and Other Industrial Railways – Part 1 – The Thames Estuary

Part 1 – The Thames Estuary

This article looks at a number of the industrial sites on the southern banks of the River Thames Estuary. Industry along the River Medway will be covered in a future article or articles, as will industries in and around Chatham and to the East of Cliffe, Higham and Chatham.

It must also be noted that the details included in this article are much expanded on and probably also corrected in Robin Waywell’s book, ‘Industrial Railways and Locomotives of Kent‘ which came into my possession after this article had been completed. [61]

Before looking at the works described by Stoyel & Kidner and others, it is worth at least a glance at Erith situated further West along the River Thames. …

J. Parish & Co. Ltd

J. Parish & Co. was a historical industrial firm based in Erith, Kent, best known for operating the local Erith Loam Quarries and Ballast Wharf on Fraser Road. Established in the early 19th century (around 1805), the company supplied specialized moulding sands, silica sands, and high-quality natural loams to the British foundry and metal-casting industries.

It ran deep loam and sand pits off Fraser Road in Erith, utilizing industrial (4ft 0in) narrow-gauge locomotives to move ballast and sand. Its products (often marketed as the “Erith Range of Sands”) were widely utilized across UK metal foundries for core-making and casting. [8][9]

Hatherill & Hatherill tell us that, “Around 1800 sailing ships brought coal to London from the north east of England and, in 1805, John Parish started supplying ballast to the returning ships. The sand they supplied was quickly recognised in the north east as a rich loamy sand which was very suitable for foundry work. At first it was loaded from a wharf opposite the site of the first railway station, which was opened in 1849 but, in 1842, a new wharf was built which could, in later years, deal with ships of up to 650 tons.” [10: p11]

Horses handled the traffic at the start as the first locomotive, No. 1, did not arrive until 1864, built by Gilles, Wilson & Co., Works No. 185. It was an 0-4-0T with 6 inch cylinders. [10: p11]

Records show two further locomotives in use by Parish. These were: No. 2, an 0-4-0ST, built in 1881 by R. & W. Hawthorn, Works No. 1864 with 10″ cylinders; and No IV, another 0-4-0ST built in 1903 by Hawthorn, Leslie & Co., Works No.2565, with 12″ cylinders. These two locomotives served the quarries for decades, although only No. IV survived until the advent of road-motor vehicle haulage at the Works in 1957. [4, photo No. 75][10: p11]

Parish’s locomotive ‘No. IV’ stands outside the engine shed in the wharf yard. Note the typical primitive end-tip wagons used on the network and beyond them the level-crossing box. (G. A. Bartlett – 1952) © Public Domain. [10: p12]

Parish No. 3 was utilised for a steam excavator built by Grafton of Bedford which was used to remove the overburden from the underlying loam. [10: p11]

This 6″ Ordnance Survey map extract from the early 20th century shows Parish’s rail network connecting the Loam and Ballast Pits (bottom-left) with the Wharf on the River Thames (top-right). West Street can be seen running parallel to the River Bank with just some relatively narrow buildings in between. [11]

West Street level-crossing allowed both Parish’s narrow-gauge line and Frazer & Chalmers’ standard-gauge line to access the wharves on the river bank.

Hatherill & Hatherill tell us that, “the crossing was also across the Erith Council Tramway system which ran along the road. There was a level crossing with four gates and a crossing cabin from which the gates were worked. When a train came down from the quarries a ship’s bell on the corner of the cabin was rung and the gates were wound across the road. When, in 1957, the railway was replaced by a fleet of lorries, Parish’s continued to use their level crossing. When the gates were closed across the road lorries went past along the route of the railway. As they were travelling along a private right of way they did not need to be licensed!” [10: p13]

West Street Level-crossing as shown on the early 29th century 6″ Ordnance Survey mapping provided by the NLS. The council’s tramway does not appear on this extract. [11]

The level-crossing on West Street, Erith © Public Domain. [13]

Over the 20th century, as industrial quarrying scaled down and local demands shifted, parts of their former quarry properties and surrounding land transitioned into residential and factory developments.

Stone Court Chalk, Land & Pier Co. Ltd

The Stone Court Chalk, Land & Pier Co. Ltd. was a 19th- and 20th-century mineral extraction and industrial company based in Stone, Kent, operating roughly from 1885 until the mid-20th century. It supplied raw Upper Chalk (Seaford Chalk Formation) to nearby cement plants, including works at Greenhithe, Albion, and the Kent Cement Works. These cement works are covered in detail below.

Dylan Moore tells us that “A chalk pit was already in existence at Stone Court Lodge in 1827. The Stone Court estate began shipping chalk from their wharf in 1864. In 1873, the Stone Court Chalk Quarries Company extended the wharf to deep water, and commenced shipping ballast, while looking for cement companies that might use their chalk. In 1879 the Williams Fry and Co. Ltd Albion plant was set up to the west of the wharf, and in 1880, Wilders & Cary’s Shield plant was set up to the east. In 1885 the company was re-launched as the Stone Court Land & Pier Co. Ltd. The Gillingham Portland Cement Co. Ltd set up the Greenhithe plant to the east of Shield in 1889, and in 1890 Rosher & East set up the Artillery plant inland between the quarries and the wharf. By this time, supply to the cement plants was the bulk of its trade, and chalk ceased to be shipped after 1894.” [44]

Dylan Moore provides maps of the various Chalk Pits in North Kent and the Stone Court Land & Pier Co. Ltd map shows two main quarry complexes: [44]

Lodge Quarry south of Elizabeth Street, including Johnson’s Hole – these workings were abandoned completely by 1964; and
A set of pits to the west on either side of Cotton Lane and to the South of the North Kent railway line – these pits were worked out by 1956.

These two map extracts show the areas eventually exploited by the Stone Court Chalk, Land & Pier Co. Ltd. Both show the area to the South of the North Kent main line.

The first extract is from the 6″ Ordnance Survey of 1895, Lodge Quarry was being expoited at this date. It’s workings would eventually extend South of London Road into what became known as Johnson’s Hole. [45]

Dylan Moore’s map showing the extent of the two quarry areas can be found here. [47]

The area of the Cotton Lane Chalk Pits as it appears on the 25″ 1895 Ordnance Survey published in 1897. At this time only the Lodge Quarry Works are being exploited. The Cotton Lane Pits would sit either side of the lane. which can be seen at the third point in this extract. [46]

British Industrial Callender’s Cables Ltd (BICC Ltd).

BICC Ltd. used a 3ft 6in gauge railway at their cable works at Belvedere, near Erith. The steam locomotives were converted to run on oil fuel.The line was in use by 1900 when the first locomotive arrived. The railway’s purpose was “was to bring pig lead and other materials from their wharf on the River Thames at Belvedere into the works and to move drums of finished cable around the works and yard. From the wharf, cable was exported all over the world.

BICC purchased three new Bagnall 0-4-0ST locomotives: [4: photos No. 91, 92 & 93]

Mighty Atom – built in 1900 by Bagnall, Works No. 1630, had 6″ cylinders

Woto – built in 1924 by Bagnall, Works No. 2133, had 7″ cylinders. Photos 91 and 92 show this locomotive.

Sir Tom – built in 1925 by Bagnall, Works No. 2135, also had 7″ cylinders. Photo No. 93 shows this locomotive which cost £1127 when new.

After the purchase of ‘Mighty Atom’ a second-hand Hunslet 0-4-0ST was purchased and a new 0-4-0ST from the Yorkshire Engine Co. before the last two Bagnalls were bought. [10: p13]

“Both Woto and Sir Tom worked until 1968 when the railway closed, having outlasted by several years … two Ruston diesels! The former were acquired for preservation and are now [1984] stored in Romford.” [4: photo No. 93]

The two Rushton & Hornsby diesel locomotives had been purchased in 1934. [10: p13]

This extract from the 6″ Ordnance Survey of 1931, published 1934 shows BICCs Works at Belvedere. [14]

The same area in the 21st century. [Google Maps, August 2026]

British Oil & Cake Mills (BOCM) Ltd

Was sited close to the BICC Works and had its own standard-gauge rail network which employed a number of steam and diesel locomotives over time.

These locomotives are sitting on standard-gauge metals at the BOCM Works at Belvedere. The two 0-4-0WTG Aveling & Porter locomotives are ‘Sydenham’, built in 1895, Works No. 3567, and ‘Sir Vincent’, built in 1917, Works No. 1917. Behind them is ‘Crabtree’, an 0-4-0 Ruston & Hornsby diesel locomotive. (Hugh Davies) © Public Domain. [4: photo No. 94]

Crabtree Trust Sidings

The Crabtree Trust exchange sidings were alongside the North Kent Line between Belvedere and Erith. They were on the down side of the line near the former Crabtree Crossing signal box. They once fed a network of industrial lines serving riverside factories and works along what is now Crabtree Manorway These industrial concerns included the BICC Cable Works, the BOCM site, Hercules Powder Co., Doulton’s Pipe Works and British Gypsum’s Works. By the 1980s, the entire complex was disused, overgrown, and eventually cleared.

These sidings consisted of three parallel reception sidings operated on behalf of local industry by BOCM. The locomotives shown on the image above would have been found at work in the sidings. [10: p18]

The Crabtree Trust Sidings are shown on these two extracts from the 25″ Ordnance Survey of 1931, published in 1933. [15][16]

Further details about this location can be found here. [17]

British Gypsum (Erith Works)

British Plaster Board Ltd. originally opened the waterfront works at Church Manorway, Erith in 1934 to process imported gypsum. Rebranded as British Gypsum in 1964, the historic manufacturing site eventually transitioned into the Saint-Gobain Build Better Academy, operating as its longest-serving training facility for plaster and drywall systems since 1966.

A number of 0-4-0 diesel locomotives were employed at this location at different times, including:

Crabtree – built in 1953 by Ruston & Hornsby, Works No. 338416 (Class 88Ds). [18]

Princess Margaret – built in 1948 by Barclay, Works No. 376. [18][4: photo No. 58]

Possibly also:

Taurus – built in 1951 by Fowler (VF D139, DC 2273)

Prium – built in 1955 by Fowler (VF D293, DC 2566)

The British Plaster Board works which were to become British Gypsum’s Works at Erith. The Crabtree Trust Sidings are off the West side of this 25″ OS map extract from the 1930s. [16]

Dartford Cement Works Ltd. [1: p11]

A short line ran from a wharf on Dartford Creek to a small works which opened in around 1891 and South to a pit close to the North Kent main line. Stoyel & Kidner indicate that the line was horse-worked and closed in 1911.

Artillery & Albion Cement Co. Ltd. [1: p11]

This was a 19th/early-20th century cement manufacturer located at Stone Court (Stone Marshes). Its operations combined chalk quarried by the Stone Court company and Medway clay, shipping goods via Stone Court pier before eventually being absorbed into a larger cartel operation. Stoyel & Kidner tell us that both Artillery & Albion were adjacent works which were absorbed into the British Portland Cement Manufacturers (BPCM) in 1910 but probably closed by 1913.

A series of works cluster at the top-right of this 6″ map extract, a tramway/railway runs Southwest to Artillery Works and Whiting Works centre-left and chalk pits to the South of the main line. These are all mentioned below. [3]

Three 0-4-0ST locomotives were associated with Artillery and Albion Works:

Stonecourt – had outside cylinders and was sold in about 1915. Nothing else is known about this locomotive.

Artillery – built in 1896 by Falcon, Works No. 240. It had outside cylinders and was transferred by APCM to Hilton Works at Halling when the works at Stone closed.

Albion – built in 1901 by Peckett, Works No. 915. It also had outside cylinders and was also transferred by APCM to Hilton Works at Halling when the works at Stone closed.

Shield Works, Greenhithe Works. [1: p11]

The Shield Works were only a short distance to the East of the Albion Works. Greenhithe Works were a little further East.

Associated Portland Cement Manufacturers (APCM), took control of Shield Works in 1900. Greenhithe Works was acquired by J.B. White in 1893.

Stone Court Chalk Land & Pier Co. Ltd. [1: p11]

Although not a cement producer, this company was later taken over by APCM. In 1885, this company took over a pier and tramway on Stone March close to the works covered above. Stoyel & Kidner tell us that “All [those works] were served by a railway of standard gauge, which also ran south, under the SER and Cotton Lane, to a chalk pit. Just north of the tunnel under the SER there was a whiting works. In 1908, the branch line to the Artillery Works was extended to an exchange siding with the SER North Kent Line When the Kent Works was built to the east, a cutting was made parallel to the SER and south of it, with a connection to the Stone Court line just north of Cotton Lane tunnel, so that material could be worked from the pit to the new works. At about the same time, a further cutting was made south of the SER to enable Stone Court trains to run to new pits to the west. Since this line had to tunnel under Cotton Lane twice and also under Moody’s Lane, at great depth, there were in effect three pits in line. Some chalk from here went to Kent Works; however the layout at Cotton Lane tunnel was such that these trains had to run into the whiting works, reverse into the pit, and then reverse out again to hand the train over to a Kent Works engine. Some time before the last War this was altered so that trains could run straight through. However, a company called the Atlas Stone Company had established itself by 1928 at the bottom of the original pit, being served by Stone Court trains with materials. In 1935, Stone Court Ballast Co. was working gravel pits near the river shore, using high-sided wagons, unlike the small chalk tippers. Much of this went to Atlas Stone, and in the latter years when a square crossing had been laid at Cotton Lane tunnel, this meant that trains from the gravel pits to Atlas Stone crossed the path of chalk trains from the pits to Kent Works, and it is said that ‘traffic lights’ were installed to control the crossing.” [1: p12]

The Company had ten locomotives all of which had outside cylinders, Stoyel & Kidner list them as:

Adamant – an 0-4-0ST built in 1877 by Manning Wardle, Works No. 649, 8″ x 14″ cylinders and 2′ 8″ wheels.

Bulldog – an 0-4-0ST built in 1860 by Manning Wardle, Works No. 13, 8″ x 14″ cylinders and ???? wheels.

Sundridge – an 0-4-0ST built in ???? by Hughes, Works No. ????, 11″ x ??” cylinders and ???? wheels.

James Godwin – an 0-4-0ST built in 1870 by Shanks, Works No. ????, 10″ x 20″ cylinders and 3′ 1″ wheels.

Quarrier – an 0-4-0ST built in 1891 by Falcon, Works No. 203, 11″ x 18″ cylinders and 3′ 0″ wheels.

Longreach – an 0-4-0ST built in 1896 by Falcon, Works No. 236, 11″ x 18″ cylinders and 3′ 0″ wheels.

Flintfield – an 0-4-0ST built in 1898 by Brush, Works No. 277, 12″ x 20″ cylinders and 3′ 0″ wheels.

W.H. Liversidge – an 0-4-0ST built in 1899 by Brush, Works No. 286, 11″ x 18″ cylinders and 3′ 0″ wheels.

Lion – an 0-4-0ST built in 1891 by Falcon, Works No. 205, 11″ x 18″ cylinders and 3′ 0″ wheels.

Iota – an 0-4-0T built in 1892 by Falcon, Works No. 211, 11″ x 18″ cylinders and 3′ 0″ wheels.

‘Longreach’ at the Stone Works on 10th October 1946. (B. D. Stoyel), © Public Domain. [1: p13]

Stoyel & Kidner tell us that, “Sundridge, Quarrier, Longreach, Flintfield and W.H. Liver sidge were supplied new. There is some suggestion that Sundridge was a vertical-boilered locomotive which was scrapped just before the turn of the century, but no confirmation has been found for this. Adamant had previously belonged to the Britannia London Portland Cement Co. at Seacombe, Birkenhead. James Godwin was originally built for the Southampton Dock Co. but came to Stone from the London & St Katherine Dock Co. (their No. 16) some time before 1896. Bulldog and Lion came from the APCM’s Tolhurst Works at Northfleet and lota from their Gibb’s Works at West Thurrock in about 1925. lota was a side-tank with dropped footplate and low vertical clearance.” [1: p14]

“Locomotive Adamant was said to have been scrapped in 1918 and Bulldog at an unknown date. Quarrier, Longreach and W.H. Liversidge were scrapped in 1949 after the railway had been abandoned. Flintfield was lent to the APCM Works at Stone in 1947-1948 and was then sold to the Atlas Stone Co. Ltd for use on their adjoining premises. There is some suggestion that James Godwin was sold to a firm at Portland. Lion was transferred in 1946 to the APCM’s Swanscombe Works and was sold in 1948 to the Atlas Stone Co. Ltd. Iota was loaned to Alpha Cement Ltd, West Thurrock, from 1945 until 1946 when it was sold to the BPCM Works at Penarth, in South Wales.” [1: p14]

‘Iota’ at Stone Court Whiting Works in September 1933. (R. W. Kidner), © Public Domain. [1: p15]

The company’s chalk operations ceased in 1949, its engines were either scrapped or sold to Atlas stone to serve gravel traffic. The company remained in existence until 1974 when its assets were transferred to APCM.

APCM Ltd Kent Works, Stone, Dartford. [1: p 14]

These works are covered in a separate article which can be found here. [2]

I.C. Johnson & Co. Ltd., Greenhithe. [1: p26-36]

Please see the article dedicated to this Works which can be found here. [5]

John Tilden & Co., Greenhithe. [1: p36]

A short-lived firm which operated in the 1860s out of Lamb Wharf Chalk Works at Greenhithe. When constructed, the enlarged Johnson’s Wharf covered the area of the old Lamb Wharf.

Stoyel & Kidner say that two locomotives were known to have operated at these Works. Both were Aveling & Porter locomotives, supplied new, chain-driven and recorded at work in November 1865:

Works No. 48, built in 1862, one cylinder (probably 8.5″ x 10″)

Works No. 132, built in 1864, one cylinder (9.25″ x 12″)

Globe Portland Cement & Whiting Co. Ltd., Swanscombe. [1: p37]

C. G. Down tells us that a William Tingley sublet some land to John Cubit Gostling who formed the Globe Portland Cement & Whiting Co. Ltd. Gostling was also owner of a Thames-side Cement Works. Later, in 1895, the works was purchased by John Bazely White & Bros. Ltd., owners of the Swanscombe Works on the Thames. Due to the recession in the industry though, the works was not used much subsequently, and was bought by APCM on 24th August 1900. [6]

Stoyel & Kidner’s research tells a different story. They say that in 1899 the company became the New Globe Cement Chalk & Whiting Co. and then moved to a different site further East. It then became part of BPCM. [1: p37]

It seems as though there is some uncertainty over what happened beyond those dates. It appears to be clear that the site of the Works was closed by the 1920s with the wharf being used for oil storage.

Stoyel & Kidner record five locomotives being used at the site: [1: p37]

Globe (?) – 0-4-0WTG built by Aveling & Paorter

Globe No. 2 – 0-4-0T built in 1897 by Kerr Stuart, Works No. 124.

Globe No. 3 – 0-4-0ST built in 1901 by Peckett, Works No. 925.

Globe No. 4 – 0-4-0ST built in 1902 by Peckett, Works No. 967.

New Globe – 0-4-0ST built in 1901 by Peckett, Works No. 889.

The Aveling & Porter locomotive came second-hand, the others were purchased new. It is unclear what happened to the Aveling & Porter. Globe No. 2 may have seen service in France from 1916. Globe and Globe No. 2 may have been transferred to the APCM Works at Grays, Essex. [1: p37]

Though the Works closed in the 1920s, three of the locomotives were seen standing derelict at the site in 1929. Subsequently they were transferred to other Works: Globe No. 3 to BPCM, Greenhithe; Globe No. 4 to APCM, Northfleet (becoming No.5); and New Globe to BPCM, Greenhithe. [1: p37]

J.B. White & Bros Ltd., Swanscombe. [1: p38-49]

These works are covered in a separate article which can be found here. [7]

APCM Ltd, Alkerden Clay Pits, Swanscombe. [1: p49]

Operated by the Associated Portland Cement Manufacturers (APCM) Ltd, the Alkerden Clay Pits in Swanscombe, Kent, opened in 1909 to supply London clay for local cement works like Bevans and Kent. The clay was slurried on-site and pumped to main washmills. The Clay Pits closed in 1943.

A 2ft 8.5in narrow-gauge line served the Clay Pits. The railway gauge may have been dictated by the availability of locomotives, rolling stock and track panels from the Northfleet Works of Knight, Bevan & Sturge which operated on the same gauge. But, the Northfleet Works were not converted to standard-gauge until around 1926.

The pits sat between Watling Street and Alkerden Manor Farm near Swanscombe Wood. But were not deep level excavations, rather they spread over a relatively large area which led to the narrow-gauge rail network wandering over quite a large area and to the need to carry the railway over the line of the A2 on a long girder viaduct.

Stoyel & Kidner indicate that eight locomotives were used on this network of lines: [1: p51]

Swift – 0-4-0TV, built by Knight, Bevan & Sturge (?)

Rapid – 0-4-0TV, built by Knight Bevan & Sturge (?)

Alert – 0-4-0TV, built by Knight Bevan & Sturge (?)

Clinker – 0-4-0ST, built in 1917 by Bagnall, Works No. 2068, outside cylinders (8″ x 12″) with 2′ 0.5″ wheels.

‘Clinker’ at Alkerden Clay Pits in 1934: the track is sinking and the fireman is looking at a wagon ahead of the locomotive which has just jumped the track. (L. T. Catchpole), © Public Domain. [1: p50]

Clinker’s sister locomotive ‘Peter’ (Bagnall Works No. 2067) at work in preservation at Amberley. ‘Peter’ was built as 3 ft (914 mm) gauge locomotive and converted to 2 ft (610 mm) in 1919. Its current boiler certificate expires in 2032, © Peter Skuce and licensed for reuse under a Creative Commons licence (CC BY-SA 4.0). [19]

Meteor – 0-4-0ST, built in 1893 by Black Hawthorn, Works No. 1085, outside cylinders (8.5″ x 16″) with 2′ 6″ wheels.

Planet – 0-4-0ST, built in 1902 by Hudswell Clarke, Works No. 631, outside cylinders (8.5″ x 16″) with 2′ 6″ wheels.

Comet – 0-4-0ST, built in 1921 by Hawthorn Leslie, Works No. 3506, outside cylinders (8.5″ x 16″) with 2′ 6″ wheels.

Rocket – 0-4-0ST, built in 1930 by Hawthorn Leslie, Works No. 3788, outside cylinders (8.5″ x 16″) with 2′ 6″ wheels.

Stoyel & Kidner tells us, “Very little is known about the three vertical boiler locomotives, all of which had been scrapped by 1931. … The Bagnall was obtained from C.J. Wills, Grimsby probably in 1921 when it was converted from 2ft 6 in. gauge. … Meteor, Planet and Comet were transferred in 1928 from Bevan’s Works, Northfleet. Planet was ordered from Chapman & Furneaux and carried their works plates (No. 1215, 1902) but this was the period when the firm was in difficulties, leading to its acquisition by Hawthorn, Leslie & Co. Ltd, and evidently the order was sub-contracted to Hudswell Clarke & Co. Ltd. Rocket was delivered new to the Alkerden pits. Clinker had gone by March 1943 and the remaining four, which were basically of the same design, were scrapped during 1943. The railway was superseded at about that time. Whites obtained clay from Cliffe from 1937.” [1: 51]

The area of Alkerden Clay Pits in the 21st century. The area to the West of the B255 is now occupied by Bluewater Shopping Centre. [Google Maps, August 2026]

Onward Cement Co. Ltd., Northfleet. Tower Cement Co. Ltd., Northfleet. Maceroy & Holt (Britannia Works). [1: p51]

These three concerns clustered together on the Northwest side of Robin’s Creek.

The three Cement Works, highlighted above, all appear in this map extract. Robin’s Creek is the Creek shown in the bottom-right corner of the extract. Northfleet Paper Mills was rail served as well. It sat just to the West of the Britannia Cement Works and just off the left edge of this extract. A line serving the Paper Mills can be seen leaving the left edge of this extract a little to the North of London Road. [33]

A similar area in the 21st century. The whole area has been redeveloped and even the major roads have been realigned and renamed. [Google Maps, August 2026]

Stoyel & Kidner say that all the Works were originally supplied with chalk from pits close to the Works but when that option was exhausted land across London Road was exploited. Northfleet Coal & Ballast Co. Ltd. held the wharf on the Thames and handled the transport for all of the companies. The first of those pits were only just the other side of London Road, in fact, just off the bottom corner of the map extract above. [1: p51]

London Road is at the top of this next extract, the tramway from the cement works and the river wharf enters the extract at the top-right. It passes under London Road. The branch leaving the extract on the right runs parallel to the North Kent line on a 1 in 40 gradient to a transhipment point in the sidings at Northfleet Railway Station , the remaining lines serve the chalk pits, one of which tunnels under the main line railway. [33]

On the right side of this extract an engine house sits next to a tramway that served other concerns to the East.

Stoyel & Kidner note that the 1 in 40 gradient between the Works and Chalk Pits and the railway station sidings required double-heading for trains as short as 4 or 5 wagons. [1: p52]

The Northfleet quarries were worked out by 1920 and sold in 1921. [1: p52]

Stoyel & Kidner express surprise at the size of the locomotive fleet that served this series of concerns. They mention that there were two or three different owning companies, but provide a single list of the locomotives used:

Peveril – possibly built in the 1840s at the Edge Hill works of the Grand Junction Railway – purchased second-hand from E. W. Goodenough, Northfleet. Scrapped circa. 1900. [1: p53,54]

Fly – an 0-4-0ST probably built in 1864 by Manning Wardle, Works No. 111 – it had outside cylinders. If correct, this locomotive was sent on test to Ryde Pier Tramway on the Isle of Wight in 1864. Appears to have disappeared in 1919! [1: p53,54]

Fox – an 0-4-0ST built in 1871 by Henry Hughes and purchased new – it had outside cylinders (11″ x 18″), the wheel size is not given. Scrapped in 1930. [1: p53,54]

Loughborough – an 0-4-0ST built in ???? by Henry Hughes and purchased new – it had outside cylinders (9″ x 15″), the wheel size is not given. Transferred to West Thurrock circa. 1913. [1: p53,54]

Northfleet – an 0-4-0ST built in ???? by Henry Hughes and purchased new – it had outside cylinders (11″ x 18″), the wheel size is not given. Transferred to West Thurrock circa. 1902/1903.

Kilmarnock – an 0-4-0ST built in 1886 by Barclay, Works No. 282 and purchased new – it had outside cylinders (11″ x 18″) and 3′ 3″ wheels. Transferred to West Thurrock circa. 1913.

Swanscombe – an 0-4-0ST built in 1891 by Barclay, Works No. 699 and purchased new – it had outside cylinders (11″ x 18″) and 3′ 5″ wheels. Transferred to West Thurrock circa. 1913 (later entered preservation at Quainton Road).

W. H. Davies – an 0-4-0ST built in 1899 by Brush, Works No. 282 and purchased new – it had outside cylinders (??” x ??”) the wheel size is not given. Scrapped in 1957.

Torpedo – an 0-4-0ST built in 1886 by Peckett, Works No. 449, purchased second-hand in 1920 from A. R. Adams, Newport, Monmouthshire – it had outside cylinders (10″ x 14″) and 2′ 6″ wheels. This locomotive was previously used in the construction of GWR Wootton Bassett to Patchway line. Scrapped in 1930.

Denis – an 0-6-0ST built in 1902 by Manning Wardle, Works No. 1561, was purchased second-hand from G. Shellabear, Park Royal – it had inside cylinders (12″ x 17″) and 3′ 0″ wheels. It had been used by D. Shanks (contractor) with whom it carried the name of Coronation. Scrapped circa. 1945.

Dolphin – another 0-6-0ST built in 1879 by Manning Wardle, Works No. 725, was purchased in 1925 from the Southern Railway at Folkestone Harbour (No. A752), previously it had been rebuilt at the SE&CR’s Ashford Works in 1911 – it had inside cylinders (12″ x 17″) and 3′ 0″ wheels. Scrapped circa. 1945.

Bradley – an 0-4-0ST built in 1950 by Peckett, Works No. 1938 and purchased new – it had outside cylinders (12″ x 20″) and 3′ 0.5″ wheels. Scrapped circa. 1945.

Victory – an 0-4-0ST built in ???? by Dick & Stevenson Works No. ???, was another second-hand locomotive which came on loan from the Ministry of Supply in 1942 (their No. P234) it had outside cylinders (14″ x ??”) and the wheel size is not given. Prior to coming to Northfleet, it served at MoD Kinnerley. It only remained in Kent until 1943 before moving on to an unknown destination in Yorkshire. [1: p53,54]

Northfleet – another 0-4-0ST built in 1946 by Peckett, Works No. 2080 and purchased new – it had outside cylinders (12″ x 20″) and 3′ 0.5″ wheels. Scrapped in 1967.

The New Northfleet Cement Works

This new Works was not constructed until the end of the 1960s and became operational in the 1970s. It was predominantly built on brownfield land which included the sites of: Bevan’s Cement Works (Northfleet); the Crown Portland Cement Plant; and the London Portland Cement Plant.

This plant and the associated sidings is covered in another article about which can be found here. [33]

Knight, Bevan & Sturge Ltd., Northfleet. [1: p54-62]

These Works are covered in a separate article which can be found here. [34]

London Portland Cement Co. Ltd., Northfleet [1: p62] and Crown Portland Cement Co. Ltd., Northfleet. [1: p62]

London Portland Cement Works were opened in 1868 just to the East of the Bevan Cement Works. There was a short tramway to pits north of the High Street. In 1900 these Works became part of APCM but were closed in 1908.his was one of the constituents of the APCM on the formation of the latter in 1900, but it soon became redundant and was closed in 1908, by which time the tramway had been extended through a tunnel under Granby Road to pits and a brickworks at Calleybank. Stoyel & Kidner state that “Latterly the system seems to have been integrated with that of the Crown Portland Cement Works lying just north-west. When the line serving Bevan’s Works was opened in 1929 to the exchange sidings on the ex-LC&DR near Rosherville, it used part of this old line including the tunnel under Granby Road, as well as part of the route of another earlier tramway which ran from a point just north of the crossing of the LC&D over the SER, via a whiting works and a white lead works, to Red Lion Wharf.” [1: p62]

More details of these Works can be found here [37] and here. [38]

Stoyel & Kidner note two standard gauge locomotives that they are sure were employed in conveying chalk to the works:

These two extracts from different 25″ Ordnance Survey sheets show the full extent of the lines associated with these two works before the turn of the 20th century. [35][36]

Locomotives

Vulcan built by Falcon in 1884, no more is known about this locomotive.

Unnamed – An 0-4-0ST built in 1877 by Manning Wardle, Works No. 651. It had outside cylinders (9″ x 14″) and 2′ 9″ wheels.

Of these two locomotives Stoyel & Kidner say that, “It is probable that Vulcan was supplied new but the Manning Wardle had originally seen service with the contractor William Moss in constructing the line between Peterborough and Seaton for the Midland Railway, at which time it carried the name Stafford. Its ultimate fate is unknown, but the boiler of Vulcan exploded in 1895 and it is likely that it was then scrapped.” [1: p62]

Red Lion Chalk & Whiting Co. Ltd., Northfleet. [1: p63] and Tolhurst & Sons Ltd., Gravesend. [1: p63]

Dylan Moore tells us that the Red Lion Wharf “was named after the local pub long before the Tolhursts arrived. Tolhurst’s initial business, from 1891, was export of chalk, and cement manufacture did not begin before 1896. There were initially 14 chamber kilns (output 406 tons/week) expanded to 19 around 1901 and to 38 (output 1100 tons/week) in 1907. In 1909, … After 1911 the plant was amalgamated with the Imperial plant. The rating in 1920 was 1000 tons/week. The remaining plant was described in the APCM 1924 schedule. There was no rail link, and all product was despatched by barge. After closure, the site remained derelict for many years before absorption into the Northfleet power station, now also cleared.” [39]

This indistinct extract from the 25″ 1895 Ordnance Survey, published in 1897, shows the Red Lion Wharf, the British White Lead Works, the Red Lion Chalk & Whiting Co. Ltd., and the associated chalk pits. The tunnel under London Road is just below the centre of the image. [36]

The Whiting Works and the tunnel under London Road. [36]

The Red Lion Cement Works in 1907 – 25″ Ordnance Survey of 1907, published in 1909. The Imperial Cement Works are on the left. [41]

Details of the locomotives used on the internal industrial railway serving this and the Imperial Works can be found under the Imperial Cement Works below.

Stoyel & Kidner tell us that, a tramway was laid in “about 1860 from Red Lion Wharf, Northfleet, to some limekilns near London Road, east of Woodfield Lodge: by 1870 a tunnel had been built under London Road and the tramway was exploiting the chalk land between there and Old London Road.” [1: p63]

Early ownership of the tramway is uncertain, but “in 1896 Tolhurst & Sons Ltd registered the Red Lion Chalk & Whiting Co. Ltd to take over his line, engines, works, etc. The railway was pushed further south-east and linked to the London Chatham & Dover Railway at Perry Street Siding. In 1898 land was sold for the erection of the Imperial Cement Co. Ltd mills, which by agreement had to take its chalk from Tolhurst. This was built partly on land formerly owned by a white lead works. All these works were serviced by Tolhurst’s standard gauge railway. The Red Lion Works was taken over by APCM in 1908 and closed in 1919; however part of the railway was used a few years later for a new entry to Bevans Works. The Imperial Works joined APCM in 1900 and closed in 1908, leading to litigation over the chalk agreement with Tolhurst which did not expire until 1948, ” [1: p63]

Imperial Cement Works

Stoyel & Kidner inform us that Tolhurst sold land “for the erection of the Imperial Cement Co. Ltd mills, which by agreement had to take its chalk from Tolhurst. This was built partly on land formerly owned by a white lead works. All these works were serviced by Tolhurst’s standard gauge railway.” [1: p63] It is clear that the Imperial Works were beholden to Tolhurst for their supply of chalk which Tolhurst’s rail network and locomotive provided first to the Imperial Cement Works and later to APCM/BPCM.

Dylan Moore tells us that there “were initially nine chamber kilns, output 205 t/week. A further 25 kilns were installed in the period 1899-1907 in 4 sets: two sets of 5 each of capacity 150 tons/week, 9 (260 tons/week) and 6 (175 tons/week), giving a final capacity of 940 tons/week. There was no rail link, and all product was despatched by barge. The plant’s operations were amalgamated with those of Red Lion from 1912, and re-assigned to APCM. The plant was described in detail in the APCM 1924 schedule. The kilns were demolished in 1923, and the site remained derelict for many years before absorption into the Northfleet power station, now also cleared.” [40]

Locomotives used across the Red Lion, Tolhurst and Imperial sites

Bulldog – an 0-4-0ST built in 1860 by Manning Wardle, Works No. 13. It had outside cylinders (8″ x 14″). Its wheel size is not quoted. By 1871 this locomotive was in the ownership of j. Durden of Northfleet. It went to Stone Court Chalk, Land & Pier Co. Ltd.

Wolf – an 0-4-0ST built in 1890 by Falcon, Works No. 120. It had outside cylinders (??” x ??”). No wheel size is quoted, was transferred to Swanscombe Works.

Lion – another 0-4-0ST built in 1891 by Falcon, Works No. 205. It had outside cylinders (11″ x 18″) and 3′ 0″ wheels. It went to Stone Court Chalk, Land & Pier Co. Ltd.

Leopard – another 0-4-0ST built in 1896 by Falcon, Works No. 239. It had outside cylinders (11″ x 18″) and 3′ 0″ wheels. It was transferred to Crown & Quarry Works, Frindsbury.

Elephant – an 0-4-0ST Brush (Flacon/Henry Hughes), Works No. 287, built in 1899, it had outside cylinders (10′ x 18″) and 3′ 0″ wheels. After service at Tolhurst Works the locomotive was transferred to Kent Cement Works, Stone.

Kent Works’ No. 2, Brush Electrical Engineering 0-4-0ST locomotive ‘Elephant’, originally worked at Tolhurst’s cement works in Northfleet before moving to the Associated Portland Cement Manufacturers (APCM) Kent Works at Stone, photographer F. Jones © Public Domain. [2: photo No. 22]

Tolhurst & Sons Ltd., Gravesend

Stoyel & Kidner also tells us that Tolhurst “had an extensive railway serving its Gravesend works, of 3ft 6 in. gauge, laid down in the 1860s or before; it ran from a wharf between Rosherville Pier and Clifton Marine almost as far as what was later West Street. There were three kilns at various points on the system. It was not extended very much, but when the LCDR arrived in 1886 it had to build four bridges near West Street station over branches of the tramway. The site of the works and quarries was later used by the Imperial Paper Mills. One locomotive was said to have been named Diamond and to have been sold to the Imperial Paper Mills in 1948.” [1: p63]

The site of Tolhurst’s Works at Gravesend as it appears on the 6″ Ordnance Survey of 1895, published 1897. [42]

The same site as it is shown on the 25″ Ordnance Survey of the same date. [43]

This site later became home to the Imperial Paper Mills in 1911. The Imperial Paper Mills are covered further below.

Empire Paper Mills, Greenhithe

The Empire Paper Mills, Greenhithe seem from the air in 1927. The plant was established in the early 20th century alongside the River Thames. It operated for decades before closing in 1992, © Historic England (Britain From Above). [20]

The Empire Paper Mills site and railway network as shown on the 6″ Ordnance Survey of 1938 to 1940, published in 1950. The line leaving this extract in the bottom left connected to the North Kent mainline to the East of Greenhithe Railway Station. The line leaving the extract bottom-right connected to the company’s paper store which sat alongside the A226. [21]

The Empire Paper Mills were owned by the Associated Press (later part of the Reed Paper Group network) as Empire Paper Mills Ltd in 1922. The main line connection to the works was severed in 1965 but the internal network operated until 1990. [23] The plant was sold to Norske Skog in 1991 before its final closure in 1922.

Details of this site can be found here. [25]

David Glasspool tells us that “From the outset the paper mill possessed a 24-inch gauge electrically-powered endless cable railway. This was double-track, linked the main jetty with the mill’s paper store, and upon it ran a fleet of wagons with removable tops. The latter allowed the tops of the wagons to be lowered into the holds of docked ships, filled with materials, and then hoisted back onto the chassis for onward travel within the mill. A series of sidings spurred off this network so static wagons could take refuge and not block the main tracks between the jetty and store. … A second railway network, again comprising a narrow gauge double-track line, ran from the jetty to the mill. This was elevated upon a steel structure and was dedicated to the transportation of coal from ships to the mill’s boiler house. It used a rake of wagons on an electrically-driven cable system, which took coal from a 100-foot-high unloading tower on the jetty and subsequently dumped this into hoppers. ” [25] Both these small networks ceased operating in the 1920s.

The standard-gauge network on the site hosted a number of different locomotives and rolling stock over time. There were three different standard-gauge locomotive ‘eras’ at the works. The line connecting to the paper store was constructed in the late 1920s. It was the last new length added to a network that was fist used in 1906/1907.

Glasspool tells us that in addition to a series of standard-gauge locomotives, “six rail-mounted steam cranes which ran on the standard gauge tracks … were used on the main jetty to unload materials from ships and could also be found handling goods within the main mill complex.

The three different standard-gauge ‘eras’ were:

A. The fireless era 1906-1971

No. 1 – an 0-4-0F (fireless) locomotive built in 1907(listed as 1906 in some sources) by Orenstein & Koppel, Works No. 2499 me this was one of the first O&K fireless engines imported into Britain. In Reed ownership the locomotive carried the fleet number S/10.

No.2 – also an 0-4-0F locomotive, built in 1917 by Andrew Barclay Sons & Co., Works No. 1561. This locomotive was purchased second-hand from the Royal Ordnance Factories. In Reed ownership the locomotive carried the fleet number S/11.

Two fireless locomotives at Empire Mills, Greenhithe. The fireless O&K (S/10) sits at the centre of the image and a Barclay 0-4-0F locomotive sits behind it (this is probably locomotive S/11), © Public Domain (Wikipedia Commons). [24]

Andrew Barclay No. 1471 – another 0-4-0F locomotive, originally built in 1916 for Vickers Ltd to work at the National Filling Factory at Morecambe. It was one of three such locomotives supplied by Andrew Barclay to Vickers to work at Morecambe – Works Nos 1471-3 of which 1472 and 1473 have been preserved. 1471 appears to have operated at the Empire Paper Mills later in its life. [26]

Andrew Barclay No. 1471 on site at Empire Paper Mills, Greenhithe in 1968, (c) N. L. Cadge – this low quality image is made available for record/research purposes. [27]

B. Transitional Steam

Nelson – an 0-4-0ST built by Peckett in 1935, Works No. 1880. [4: photo No. 104]. This locomotive was purchased from Aylesford Paper Mill in 1967. Its tenure at Empire Paper Mills was brief. It was scrapped in 1969.

A photograph of this locomotive at Empire Paper Mills can also be seen here. [28]

C. Dieselisation 1968-1971

Diesel traction started to creep onto the scene at Empire Paper Mills in 1968:

No.3 – was a conversion of an Andrew Barclay 0-4-0ST locomotive, Works No. 2167 which was built in 1946. The conversion was undertaken in 1963 and the locomotive arrived at Empire Paper Mills in 1968. It was found to be unreliable and was scrapped in 1971. [29]

Purchase of three further diesel locomotives was to follow:

Paxman – an 0-4-0 diesel-electric built in 1958 by Ruston & Hornsby, ‘200DE’ Class, Works No. 412718 was purchased from a Darwen paper mill in Lancashire in March 1970. The loco was subsequently acquired by the North Downs Steam Railway at Dartford in September 1990, but it has since been scrapped. [23]

Airman – also an 0-4-0 diesel-electric built in 1958 by Ruston & Hornsby, ‘200DE’ Class, Works No. 412716 was purchased from New Northfleet Paper Mills when that works closed in 1971. [29] Although these details are worth further checking as this locomotive appears not to have been based at the New Northfleet Paper Mills. [32]

Batman – another 0-4-0 diesel-electric built in 1958 by Ruston & Hornsby, ‘200DE’ Class, Works No. 412717 was purchased from New Northfleet Paper Mills when that works closed in 1971. [29] David Glasspool suggests that this locomotive was, in fact, a ‘Class 88DS’. [32]

These three Rustons continued to work the yard well into the 1970s after the fireless fleet went. The connection to the North Kent Line was lifted around 1958 and the internal system finally closed with the mill in 1992. [29]

New Northfleet Paper Mills (Bowater’s Thames Mills)

Details of these Mills can be found here. [31]

The standard-gauge railway network at the Northfleet/Thames paper mills utilized fireless 0-4-0 steam locomotives and later diesel shunters to prevent fire hazards from sparks near flammable paper products. The most prominent locomotive associated with the site is an Andrew Barclay 0-4-0F fireless engine built in 1925.

David Glasspool tells us that “A pre-war boom in newspaper circulation saw [W. V. Bowater & Sons] purchase, in May 1914, the site of a redundant dockyard, where it proposed establishing its first paper mill for the production of newsprint. The site was previously known as “Northfleet Dockyard”, this having originally been commissioned in 1788 by one Thomas Pitcher. … The outbreak of war in July 1914 stalled Bowater’s plans for a mill at Northfleet and construction work did not commence until 1924. As part of the scheme, a new company by the name of “Bowater’s Paper Mills Limited” was formed in the previous year. ” [31]

Glasspool continues: “the extensive railway system commissioned at Thames Mills, Northfleet, … was linked to the Southern Railway’s branch line to Gravesend West Street by a ¾-mile-long single track, a junction being formed at Rosherville Sidings. The connection with Thames Mills reused a tunnel through the chalk ridge underneath London Road, originally bored for the railway network of the defunct Red Lion Cement Works. In addition to Thames Mills, the single track also linked the Gravesend West Street branch with the London Portland Cement Works. The latter had been commissioned in 1868 under the name “Messrs. J. C. Gostling & Co”, becoming the “London Portland Cement Company” in 1876 after a takeover. The works were situated on a large site just west of Thames Mills, the two being separated by allotment gardens.” [31]

Fireless locomotives were used here as in the other papermills on the Thames estuary.

New Northfleet Paper Mills in 1946 as it appears on the 6″ Ordnance Survey of 1946, published in 1951. The line leaving the map extract in the bottom-right corner linked the site to the Gravesend Branch to the West of Rosherville Halt at Rosherville Sidings. [30]

As already noted, the mills were built on the site of Northfleet Dockyard which covered an area of 18 acres and ran along the southern edge of the Thames for 960-feet. The first ship launched from here in 1789 and the site grew to incorporate seven shipbuilding slips and a dry dock. The dockyard ceased operations in 1860. The shell of the dockyard, complete with building slips, was still in existence at the time of Bowater’s purchase in 1914. [31]

No. 1 – was Andrew Barclay No. 1876, it was the first locomotive to work on the site. It was an 0-4-0F locomotive built in 1925, arriving at the Works in September 1925. With a hiatus for WW2, when newsprint production ceased in favour of the manufacture of munitions, supplies of pulpwood from Canada and Scandinavia, were unloaded from ships onto the deep water jetty on the Thames. From there, the raw material was conveyed to the mills via the internal railway system. [32]

No. 2 – was also an Andrew Barclay locomotive, Works No. 1962, built in 1928. It too was an 0-4-0F locomotive.

In 1957 as part of significant expansion plans, two newly-built diesel locomotives arrived at Northfleet, both having been manufactured by ‘Ruston & Hornsby’ : Class 165DE; Works No. 416209; and Class 88DS; Works No. 412427. These became, respectively, No. 3 and No. 4. [32]

The Imperial Paper Mills, Gravesend

Details of the site can be found here. [22]

Because of a concern about fire risks, the Imperial Paper Mills ordered two fireless locomotives from German company “Orenstein & Koppel”, the first (Works No. 4708) arriving in time for the mills’ opening in 1911, the second (Works No. 5900) coming in the following year. David Glasspool says that, “These were distinctive locomotives, not only for the fact that they possessed a reservoir and not a boiler, but also given that their pistons were rear-mounted underneath the cab. The latter gave the impression that the chassis had been constructed back-to-front. Orenstein & Koppel had earlier produced a fireless locomotive in 1906 for the Empire Paper Mills, Greenhithe, situated 2¾-miles to the west.” [22]

David Glasspool continues: “The first British manufacturer of fireless locomotives was Andrew Barclay Sons & Company, Ltd of Kilmarnock, Scotland, which started producing these engines in 1912. The company built several of these locomotives during World War I when, of course, it was no longer possible to source them from Germany. The Imperial Paper Mills initially ordered two of these from Andrew Barclay, the first (Works No. 1471) arriving in Gravesend in 1916 and the second (Works No. 1496) being delivered in 1917. These engines possessed cylinders of 15-inch diameter, had an 18-inch stroke, and their reservoirs were charged with steam to a pressure of 160lbs per square inch from a static boiler of 165lbs per square inch pressure. The arrangement was of the 0-4-0 type, the wheels being 3-feet in diameter and the wheelbase extending to 6-foot 6-inches.” [22]

NB: Other authorities suggest that No. 1471 was not supplied to Imperial Paper Mills but rather came directly to the Empire Paper Mills after service in Morecambe. Some notes are provided in the section relating to the Empire Paper Mills above.

A final fireless locomotive purchased for the Imperial Paper Mills was Imperial No. 1, an 0-4-0F built in 1956 by Andrew Barclay, Works No 2373. It cost £6,790.

Imperial Paper Mills were sited between the River Thames and the Southern Railway’s Gravesend Branch. These are the Mills as they were mapped in 1946 on the 6″ Ordnance Survey of 1946, published in 1951. As can be seen, the internal railways were extensive. [30]

Francis & Co. Ltd., Cliffe. [1: p64]

Francis & Co. Ltd., was a 19th- and early 20th-century cement manufacturing firm that operated works and quarries in Cliffe (Cliffe-at-Hoo), Kent. The company operated their original Nine Elms plant near Vauxhall Bridge in central London until it was taken over by the South Western Railway in 1867, when the plant at Cliffe was established. The company also took land at Cliffe Creek and Cliffe Quarry. Dylan Moore tells us that production of cement continued through to the APCM takeover of the company in 1900. “Cement manufacture formally ceased with the … takeover. … The plant continued making whiting, and remained the despatch point for cement. Cement activities ceased in 1921, but whiting manufacture continued into the 1930s. The plant had no landward communications except for the quarry tramway, and all transport was by barge. The wharf continued in use until the 1960s in connection with the supply of clay from the marshes to the Thames plants.” [48]

This old photograph shows the original bottle kilns, connected to a common steel stack, some time after closure, viewed from the Thames. The stack was installed in 1879, following complaints from the neighbouring Cliffe Fort, that the unpleasant fumes were “injurious to the health of the soldiers stationed in the fort”. Rawmix high in salt produced dense white fumes during the middle stage of the burn, (Blue Circle Archive) (c) Public Domain. [48]

The 6″ Ordnance Survey of 1895, published 1898, shows the original works a little further inland than the later works below. [51]

The Cement Works fall immediately adjacent to the edge on the 25″ Ordnance Survey (Essex) of 1895, published 1897. The Kent sheet of that date is unavailable on the NLS website. … Until 1900, the Works was producing Cement. After the turn of the century the Works functioned as a Whiting works. [50]

Creek Whiting Works in 1907 – 25″ Ordnance Survey of 1907, published in 1908. [49]

Cliffe Quarry sits in a location a little further inland. [52]

Cliffe Works circa. 1920., (Medway Archive Centre) (c) Public Domain. [53]

Initially the quarry and works were served by a canal which was replaced circa. 1871 by a 3ft 8.5in railway. Initially trains were steam-hauled. [55] there was no rail link to the wider rail network in Kent, all the product from the Works and Quarry was despatched by river barge. The Works were acquired by APCM in 1900 and closed in 1920.

Motive power was predominantly provided by Aveling & Porter engines. Although the first locomotive used on site was an 0-4-0TV (vertical boiler) built in 1867 by Chaplin, Works No. 985. This locomotive was supplied through the agency of Wilmshurst & Co., London but was stated as being of 3ft 7.5in. Minor regauging was probably necessary! [1: p64]

Six Aveling & Porter locomotives were used during the life of the Works. Stoyel & Kidner list these as: [1: p64]

an 0-4-0WTG Aveling & Porter built in 1873, Works No. 915, one cylinder (8″ x 10″) geared steam locomotive with 3′ 0″ wheels. Believed scrapped on site.
a 2-2-0WTG Aveling & Porter built in 1880, Works No. 1594, one cylinder (8″ x 12″) geared locomotive with 5′ 0″ wheels. Believed scrapped on site.
an 0-4-0WTG Aveling & Porter built in 1887, Works No. 2229, two cylinders (5.5″ x 10″) geared locomotive with 3’0″ wheels. This locomotive was not completely new. It arrived on site in 1890. Stoyel & Kidner say that It “had an interesting background. It had been designed and built for work on the Brighton Tramways, but was found unsuitable and was returned to the makers, who rebuilt it in more conventional form. It retained its two high pressure cylinders, however, and in this respect was probably unique amongst Aveling & Porter’s railway locomotives.” [1: p66] Believed scrapped on site.
a 2-2-0WTG Aveling & Porter built in 1880, Works No. 2428, one cylinder (8″ x 12″) geared locomotive with 5′ 0″ wheels. This locomotive was still on site in 1938, standing abandoned in the shed and may have been used for target practice for anti-tank weapons.
No. 3, an 0-4-0WTG Aveling & Porter built in 1899, Works No. 4360 compound cylinder (8.875″ x 14.125″ x 14″) geared locomotive with 4′ 0″ wheels. This locomotive was sent to Albert Batchelor Ltd. at Halling.
an 0-4-0WTG Aveling & Porter built in 1900, Works No. 4537, compound cylinder (8.875″ x 14.125″ x 14″) geared locomotive with 3′ 6″ wheels. This locomotive was sent to the BPCM Works at Greenhithe.

And after closure, one of the wagons was adapted by William Herbert Slater circa. 1935. He fitted sails to create a sail-powered mail/supply trolley (“Land Ship”) used for the marshes.

William Slater’s ‘Land Ship’. It was used, according to Stoyel & Kidner to access the shore among other things to dig for worms and inspect the sea defences. Constructed out of a standard 2-foot narrow-gauge ‘Vee’ side-tipping skip wagon. The heavy bucket was removed, but the remaining frame and triangular metal side struts made an ideal foundation to securely brace makeshift wooden masts. [1: p64][56]

This extract from the mapping provided by railmaponline.com shows all of the lines in the immediate area of the Cliffe works and quarry. The railways associated with Francis & Co. Ltd’s operations (above) are the most northerly group of green lines. These were 3ft 8.5in-gauge lines. The later narrow-gauge railways of the Alpha/Thames Works are also shown green. Brown is used to designate the later standard-gauge branch line. [57]

Alpha Cement Co. Ltd., Cliffe. [1: p65]

Dylan Moore writes that “Alpha called [this plant] Thames Works, but confusingly also referred to it as Rochester Works. In common with all the other Alpha plants, after 1934 it was called Alpha Works by the locals. The company was launched by builders’ merchants Broad and Co., as with British Standard, to escape the dictatorship of the Blue Circle monopoly. Although undoubtedly a very shaky operation, it escaped takeover by Red Triangle, but was bought by Alpha, who, as at other plants, installed calcinators which were subsequently removed by Blue Circle. There was for most of the plant’s history no rail link, and the plant relied largely on river transport. The plant was originally connected to a wharf on Higham Creek at Cliffe Fort, initially by a 1.59 km ropeway used to send out cement and bring in coal. In 1935 this was replaced by a 2 ft gauge tramway leading to a new deep water wharf adjacent to Cliffe Fort. A substantial part of the plant’s output was shipped to Scotland. A short branch rail line was extended to the plant in 1961, with six bulk loading silos, and trains to Uddingston, near Glasgow, began.” [54]

Stoyel & Kidner tell us that the Works was built in 1912 and acquired by the Alpha Group in 1934. At that time an original ropeway was replaced by a narrow-gauge railway which ran Northwest from the Works to the Jetty. The plant and jetty were isolated from the rail network in Kent until circa. 1960 when a line was installed which connected with the Grain branch near Lower Higham. [1: p65-66]

The 25″ Ordnance Survey of 1939/40, published in 1946, shows the Alpha owned Thames Cement Works as it was before WW2. The railway which served the site and linked it to the River Thames was 2ft-gauge (610mm). [58]

Locomotives

Peldon -The works utilized internal narrow-gauge equipment, including a John Fowler 40 hp ‘Resilient’ class diesel locomotive named Peldon (Works No. 21295 of 1936), which was later preserved at the Amberley Museum. It is powered by a 40hp Fowler Sanders 4 cylinder engine, No. M443, B series. Peldon is now the only working example of a 2ft gauge, Fowler Resilient 4w industrial diesel locomotive. It was built by John Fowler & Co (Leeds) Ltd for the Essex Water Authority for use during the construction of the Abberton Reservoir near Colchester, Essex.

After the Water Authority had no further use for it, the loco was sold, with “Layer”, to the Alpha Cement Company, at Cliffe at Hoo, Kent. It was acquired for preservation by the Brockham Museum Trust, and transferred to Amberley with the Brockham collection in 1982. The locomotive was acquired in a rundown, derelict state, and was restored by volunteers at Amberley, finally re-entering service in 1987. [59]

‘Peldon’ on location at Amberley, (c) kitmasterbloke and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0) . [59]

An unidentified member of the trio of Fowler engines at the Quarry at Cliffe in the late 1960s. This photograph was posted by Dave Willis on the Cliffe at Hoo Historical Society Facebook Page on 1st March 2015. Permission to use in this article has been requested. [60]

Layer (Works No. 21294) – Built in 1936, by Fowlers, this sister locomotive also moved from Abberton to Cliffe. It survived and is preserved at the Leeds Industrial Museum at Armley Mills. [59]

A Third Fowler Locomotive (Works No. 21296): The third Fowler unit of the same batch worked at Cliffe alongside its sisters but did not survive into preservation.

Ruston & Hornsby Fleet – The core backbone of day-to-day operations at Cliffe was a standardized fleet of 4-wheel diesel Ruston & Hornsby 44/48 HP Locomotives: A fleet of these standard class heavy-duty narrow-gauge diesels was purchased new by Alpha Cement to manage the continuous rotation of chalk and clay tipper wagons.

Ruston & Hornsby (Works No. 186310) – A 1938-built 4-wheel 2ft-narrow-gauge diesel was recorded as part of the working plant equipment at Cliffe Cement Works.

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Robin Waywell; Industrial Railways and Locomotives of Kent; Industrial Railway Society, 2016.

Kent Cement Works, Stone, Dartford, Kent

1 Reply

The featured image for this article is Manning-Wardle Works No.1601 (1903) ‘Matthew Murray’, Class L 0-6-0ST. Built for P. & W. Anderson & Co. for the construction of Kent Portland Cement Works, Stone, Kent. Sold to Kent Portland Cement Co. Ltd and later Associated Portland Cement Manufacturers Ltd, Stone, where it worked the chalk quarry and kiln system from 1922 until withdrawn in 1967. While working at the Kent Portland Cement Works the locomotive was named ‘Arthur’. It is photographed at the Middleton Railway, Leeds, where it is preserved. This locomotive is the last surviving example of its class, © THTRail2013 and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [6]

Kent Works was built between 1919 and 1922. It had an extensive 4ft 3in railway “which ran inland to large chalk pits, connected with the lines of the Stone Court Chalk and Ballast Co. and … to Johnson’s Works next door.” [1: p4]

Kent Works seen from the Northeast, Charles Street can be seen on the extreme left of this image, © Historic England – NMR Aerofilms Collection (1927). Britain from Above reference number EPW017653. [4]

Kent Works seen from the Southwest, © Historic England – NMR Aerofilms Collection (1939). Britain from Above reference number EPW060570. [5]

The Kent Works deep-water wharf and works in on the left; to the right is Johnson’s Works wharf, with the works itself south of the railway. Note the line along the water’s edge which joined the two systems, and was the reason why Kent Works’ engines were frequently noted inside Johnson’s Works. [3: p21]

According to Stoyel & Kidner the Kent Works were built between 1919 and 1922 by contractors P. & W. Anderson for the Kent Portland Cement Co. Ltd, “but only a year after its completion the company was acquired by APCM. It is situated on the Thames foreshore about ½ mile north-east of Stone Crossing Halt between the railway (and road) and the river, where there was a jetty. There were extensive store areas and sidings between the main works and the SR exchange siding immediately west of Stone Crossing Halt.” [3: p14]

“It is probable that chalk was originally taken from the pit south of Cotton Lane; however by 1930 a large pit east of this, south of Elizabeth Street, was being worked. … This was progressively opened out down to London Road, and finally a tunnel under that road reached the southernmost pit.” [3: p14]

“The method of working a face was to lay a double track approaching it, singling at the actual face. As the engine hauled away the full wagons, the empty train would be propelled under the excavator, thus losing no time. The six-coupled engines could take some 16 wagons, loaded to about 3-4 yards each; though with a split-level face the gradient to the top level was sometimes severe, it was always in favour of the loaded trains.” [3: p14]

“In 1963, a cutting was built to connect the pit with that of Johnson’s Branch: there had always been a certain amount of interchange between the two works by a line along the bank of the river.” [3: p14]

Apparently “there was a well-built locomotive shed on the western edge of the works area.” [3: p19]

Kent Portland Cement Works as shown on the 6″ Ordnance Survey of 1938, published in 1946. Note the location of Charles Street to the North of the Main Line Railway. [8]

Approximately the same area as it appears on 21st century satellite imagery. There is no remaining sign of the Kent Works. Charles Street still sits where it did during WW2. [Google Maps, August 2026]

Looking East along Charles Street from close to the roundabout junction with Crossways Boulevard. [Google Streetview, May 2018]

Looking East again along the extension to Charles Street to the East of the modern green open space. [Google Streetview, May 2018]

Locomotives

Stoyel & Kidner tell us that the company purchased its first locomotives second-hand from the contractor that built the works. These were:

Stone 0-6-0ST Hudswell Clarke, Works No. 298, built in 1888, it had inside cylinders (12″ x 18″) and 3′ 0″ wheels.

Toronto 0-4-0ST Hudswell Clarke, Works No. 571, built in 1900, it had outside cylinders (10″ x 16″) and 2′ 9″ wheels.

Arthur 0-6-0ST Manning Wardle, Works No. 1601, built in 1903, it had inside cylinders (12″ x 18″) and 3′ 0″ wheels. Arthur continued in use at the works until 1967 [2: photo No. 23] and has survived into preservation, residing at The Middleton Railway in Leeds, although under a different name.

Manning-Wardle Works No.1601 (1903) ‘Matthew Murray’, Class L 0-6-0ST. Built for P. & W. Anderson & Co. for the construction of Kent Portland Cement Works, Stone, Kent. Sold to Kent Portland Cement Co. Ltd and later Associated Portland Cement Manufacturers Ltd, Stone, where it worked the chalk quarry and kiln system from 1922 until withdrawn in 1967. Photographed at the Middleton Railway, Leeds, where it is preserved. This locomotive is the last surviving example of its class, © THTRail2013 and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [6]

Apex 0-6-0ST Manning Wardle, Works No. 1657, built in 1905, it had inside cylinders (12″ x 18″) and 3′ 0″ wheels. [3: p19] ‘Apex’ was not as fortunate as ‘Arthur’, it only survived in use until 1960 and was scrapped in that year.

They were soon supplemented by other second-hand locomotives transferred from other works owned by APCM.

Hilton 0-4-0ST Peckett, Works No. 633, built in 1896, it had outside cylinders (12″ x 18″) and 2′ 9″ wheels. ‘Hilton’ came from Hilton Works, Halling. I have not been able to find a photograph of No. 633, Hilton. However, Peckett Works No.614 ‘Bear’ was also built in1896, and was of the same W4 class as Works No. 633, with the characteristic open-backed cab.

No. 614 ‘Bear’ at Sittingbourne & Kemsley Light Railway 10th October 2023, The locomotives was moved to the Buckinghamshire Railway Centre, in March 2024 for initial cosmetic repair, followed, in due course as time and resources permit, by restoration to operating condition, (c) photographer not known. [7]

Elephant 0-4-0ST Brush (Flacon/Henry Hughes), Works No. 287, built in 1899, it had outside cylinders (10′ x 18″) and 3′ 0″ wheels. This came from Tolhurst Works, Northfleet.

Clarence – an 0-4-0ST Andrew Barclay & Sons, Works No. ???, built in ????, had outside cylinders (10″ x 18″) and 3′ 3″ wheels. This came from Hilton Works, Grays. [3: p19]

Wouldham – Hatherill & Hatherill tell us that ‘Wouldham’, an 0-4-0ST Andrew Barclay & Sons, Works No. 1679 arrived at Kent Works in 1920. They provide the works drawing below which indicates that the cylinder size matches that of ‘Clarence’. It is possible that ‘Wouldham’ was renamed ‘Clarence’ on arrival at Kent Works.

The General Arrangement drawing for the 4ft 3in-gauge ‘Wouldham’, Andrew Barclay No. 1679 of 1920, © Public Domain. [1: p5]

Stoyel & Kidner tell us that Kent Cement Works rebuilt Elephant and Apex in 1927 and Clarence in 1928. Stone was rebuilt by its makers in 1909.

Two new locomotives were the next to be purchased:

0-4-0ST Peckett, Works No. 1804, built 1935 (outside cylinders, 14″ x 22″ and 3′ 2½” wheels)

0-4-0ST Robert Stephenson & Hawthorns, Works No. 7336, built 1947 (outside cylinders, 14″ x 22″ and 3′ 8″ wheels)

After the war another 0-4-0ST Peckett was acquired second-hand from the Woolwich Arsenal. It was Works No. 1985, built in 1940 (outside cylinders 14″ x 20″).

Cab roofs of the second-hand locomotives had to be adapted after arrival to suit the tunnels on site.

Stoyel & Kidner tell us that “Stone and Toronto were scrapped in 1950 and in 1953 running numbers were allotted to the remaining locomotives as follows:

No. 1 Clarence; No. 2 Elephant; No. 3 Arthur; No. 4 Apex; No. 5 Hilton; No. 6 Peckett 1804; No. 7 Peckett 1985; No. 8 R.S.H. 7336.”

And finally, No. 2 at Northfleet Works was subsequently transferred to Stone, it became No. 9, it was an 0-4-0ST Peckett, Works No. 1702, built in 1926 (outside cylinders 14″ x 22″ and 3′ 2″. [3: p19]

Peckett & Sons Ltd. No. 1985 of 1940 was acquired after WW2 from Woolwich Arsenal and became Kent Works No. 7 Although a standard 0-4-0ST Peckett design (Class W6) with 14″ cylinders. Its appearance was changed by a lowering of the cab roof at the eaves to give clearance in the tunnels.

Robert Stephenson & Hawthorns (RSH) No. 7336 of 1947 became Kent Works Locomotive No. 8. This design of 16″ cylinder 0-4-0ST locomotives was used at several of the cement works in Kent. Like the Peckett design, these engines needed the eaves of the cab roof lowering to give clearance in the Works’ tunnels.

References

A & G Hatherill; Narrow Gauge & Industrial Album; RCL Publications, Gaendolbenmaen, Gwynedd, 2004.
Andrew Neale/Chalk Pits Museum; Industrial Railways of the South-East; Middleton Press, 1984.
B. D. Stoyel & R. W. Kinder; The Cement Railways of Kent; Oakwood Press, Headington, Oxford, 1973, 1990.
https://www.britainfromabove.org.uk/image/epw017653, accessed on 16th August 2026.
https://www.britainfromabove.org.uk/image/epw060570, accessed on 16th August 2026.
https://commons.wikimedia.org/wiki/File:Matthew_Murray_at_Middleton_Park.jpg, accessed on 16th August 2026.
https://www.brc-stockbook.co.uk/614.htm, accessed on 17th August 2026.
https://maps.nls.uk/view/101428080, accessed on 17th August 2026.

Swanscombe Cement Works, Kent

1 Reply

The featured image for this article is Aveling & Porter 0-4-0WTG Reliance seen at Swanscombe in 1921. Only one end of the axles was geared. This is the non-geared side of the locomotive. Swanscombe Works employed a range of unusual industrial locomotives! (Locomotive Publishing Co.), © Public Domain. [30: p48]

Possibly as early as 1825, an extensive horse-drawn tramway network served the works.

The tramway was laid to 3ft 5.5in. “The gauge was measured to the outside of the railheads as the wheels had flanges outside of the rails. … They were the earliest railways in the area. … It is said that outside flanges were used so that the space between the rails could be built up into a firm level path for the horses. Fallen lumps of chalk could then be easily kicked clear of the rails.” [1: p4]

“The works lay to the north of the London Road and the tramway ran due north for 1000 yards to Bell Wharf. There was a whiting works to the west of the main works with a tramway to the pits near the cricket ground. The main pits were between the London Road and the South Eastern Railway. Some time before 1898 the tramway burrowed under the South Eastern Railway in a tunnel at Craylands and pits were opened south of the railway later extending for a considerable distance. There was a transhipment siding on the South Eastern Railway at Craylands during the time of the narrow gauge.” [30: p38,42]

“Steam locomotives were introduced in 1875, built by a variety of builders. “There were engines by Lewin of Poole, HE Taylor of Chester, Kilmarnock Engineering Co. and … Aveling and Porter of Rochester. By 1927, these charming workhorses were becoming increasingly difficult to maintain and so, with the need to increase production, the railway was re-laid to standard gauge and new locomotives purchased.” [1: p4]

Initially the industry was made up of a series of independent companies. These companies joined in 1900 to form ‘The Associated Portland Cement Manufacturers’ (APCM), often referred to within the industry as ‘The Combine’. After 1900 the various works continued to be known by their original names.

The modernisation of the railways at Swanscombe Works was completed by 1929. … The Works shifted to a busy, efficient standard-gauge system connecting the chalk pits, main plant, river Thames jetty, and British Rail interchange.

“When the standard gauge line was built a single track ran down from the exchange sidings on a steep and curving route to the works. The standard gauge ‘main line’ ran through the tunnel under Craylands, then turned more westerly than the old line, and passed under a footbridge across old workings, through a tunnel under a lane, then another tunnel under Alkerden Lane, and into a very large pit running almost down to Watling Street, a distance of 14 miles from the Works.” [30: p42]

The Works were among the most important cement production facilities in the country. Extensive railway infrastructure was required to handle raw materials and finished cement, resulting in a complex network of sidings, exchange lines, and industrial locomotives. Rail traffic included limestone and chalk movements, internal works shunting, and outward cement trains connecting with the wider British Rail network. By the late 1960s and early 1970s, the site reflected wider changes across the UK rail system. [11]

A sketch of the area around Swanscombe Works. The pier on the Thames, the Works and the quarries were on a North-South axis. This sketch is an extract from a broader sketch of the various Cement Works on the South side of the River Thames. [30: p10]

The series of map extracts and photographs below illustrate the development of the Works over the years.

Map of Works in 1864

The First Edition OS 1:2500 County Series Kent X.1 map surveyed 1864 (British Library), modified to National grid format. The plant in 1864 was in course of rapid expansion, still using the wet process static kilns originated by Frost. Chalk quarrying, initially north of the road, had spread to the area between the road and the railway, connected by a 4 m wide tunnel under the road – the first of five eventually dug. [

Map of Works in 1895

This pair of Ordnance Survey Map extracts are taken from the 25″ Ordnance Survey of 1895, published in 1897. [7]

Map of Works in 1915/1916

These two map extracts are intended to be read together. They show the extent of the Swanscombe Cement Works and the pier on the River Thames as they appear on the 6″ Ordnance Survey of 1915/1916, although not published until 1923. [3]

Swanscombe Works from the Southwest in April 1927, © Historic England – NMR Aerofilms Collection. Britain from Above reference number EPW017658. [28]

Map of Works in 1934

These two map extracts are also intended to be read together. They show the extent of the Swanscombe Cement Works and the pier on the River Thames as they appear on the 6″ Ordnance Survey of 1931/1932, published in 1934. [4]

The Works seen from the West in February 1939, © Historic England – NMR Aerofilms Collection. Britain from Above reference number EPW060599. [29]

Map of Works 1938-1940

These three 6″ Ordnance Survey map extracts of 1938-1940 and published in 1950-1951 belong together. The top two overlap marginally North to South. [5] The third extract sits alongside the second – to its left. It comes from a different OS Sheet and shows the Works line extending to Chalk Pits near Knockhall and Alkerden Manor Farm. [6]

Swanscombe Cement Works began operations in 1825, when James Frost commenced making his “British Cement” using wet process bottle kilns. The plant was acquired by Francis and White in 1833 and made the same product. The partnership was dissolved in 1836 and John Bazley White and Sons commenced as a business in 1837, making both Roman and Frost’s cements at the Swanscombe site. [8]

Map of the Railway Network in 1965

Note that the Northpoint for this plan is turned through about 120 degrees. The Thames jetty is off the left of the plan. The chalk Pit Workings are off to the bottom-right. [12]

In 1965, the Works had seven 0−4−0STs to work the considerable traffic – six built by Hawthorn Leslie (four in 1928, one in 1929 and one in 1935) and the last by Robert Stephenson & Hawthorns in 1948. All seven were painted green with the running number on each side of the tank. There were no diesels. One was tried but it could not manage the poor track and was continually “sitting down”. There is no prospect of having any until money can be spared for relaying several miles of track. [12] A number of other locomotives were used at different times after 1929.

The five identical Hawthorn Leslie 0-4-0ST engines were delivered in 1928, followed by a sixth in 1935. They weighed 25 tons, featured 16in x 24in outside cylinders, and had a tractive effort of 21,425 lbf. [13]

The works can be divided into three areas. The first two are old chalkpits, dug each side of the main road, while the third contains the line to the workings. The first area is bisected by a private road with the cement works proper on one side. On the other side is the single road engine shed and works, and also an awning over one track where engines stand when not in use. A single line runs past the works, and across the marshy countryside to the jetty on the river Thames. [12]

“Another line runs across the road and winds its way around the main works until entering a tunnel under the main road. This brings it to the second old pit, where are situated two unloading tips for arriving trains. As can be seen from the map, a connection to British Railways struggles up and round the side of the pit. (Sand all over the rails shows the severity of the climb.) On the opposite side of the pit, another single line dips downwards into a tunnel under BR, a road and the connecting line, and emerges into a long, deep and wide cutting. There are two passing loops on the way to the workings, of which one has watering facilities, and another tunnel, and a high footbridge.” [12]

Chris Down, writing in 1965, continues:

“At the middle pit, an arriving train runs above one of the two tips, and backs down on to the tip. When the end wagon is on the tip, the wagons are braked, and the locomotive is uncoupled so that it can go up to the end of the line to obtain coal and water.

“The tips are similar to mechanical coaling plants on B.R. and deal with one wagon at a time. As each wagon is unloaded, it runs along the siding by gravity, until the train is reformed at the other end of the loop. The locomotive then comes back and couples onto the same end as before. The next train brings the single line tablet which is hung on a hook on a post. The first train collects the tablet and then goes down to the workings, the locomotive propelling the wagons.

“I spent some time around the footbridge, photographing the trains which passed at frequent intervals. The maximum speed was about 20m.p.h., but trains lurched terribly, due to the poor track. When the track deteriorates so much as to necessitate its replacement, diesels will doubtless be purchased. From the opinion of many of the men to whom I spoke, however, steam should retain its supremacy for some time to come.” [12]

Satellite Image the Area of the Works of 2026

“Swanscombe cement works operated for nearly 165 years, one of the longest-lived cement works in the world and, for many decades, … one of the largest. For a hundred years from about 1826 until 1929 it employed a unique narrow gauge railway using outside-flanged wheels, with over thirty steam locomotives, many also unique. When modernised in the 1927-29 period, its new standard gauge railway was one of the busiest and most efficient in the industry.” [9]

Details of locomotives employed at the Works can be found below.

Production at Swanscombe Works measured in tonnes per year. [8]

Comparing 1915/1916 to the 21st century

A few images follow which compare locations on the Swanscombe Works network with modern satellite imagery. The plans and satellite images are supplemented, where available, with photographs from close to ground level.

Bell Wharf at the North end of the company’s rail network, as it appears on the 6″ Ordnance Survey of 1915/1916 published in 1923. [33]

The Wharf as it appears on the ESRI satellite imagery provided by the national Library of Scotland (NLS) [34]

The approach to the Jetty along the line of the old railway. This view looks North towards the jetty. [Google Streetview, August 2025]

The jetty seen from the South. [Google Streetview, August 2025]

Looking South across the marshes from the jetty towards the location of Swanscombe Works. [Google Streetview, August 2025]

The Cement Works in 1915/1916. A road can bee seen leaving London Road at the bottom-left of this map extract and running towards Manor Way Farm through the centre of the site. [33]

In the 21st century, the outline of the Cement Works site is still visible. A variety of primarily transport related companies use the site. Manor Way now runs from the bottom-right across the centre of the old cement works site and the area is known as Manor Way Business Park. [34]

This aerial view looks across the cement works from the Southeast. The junction between Manor Way and London Road is flagged in the top-left. This photograph was taken in 1939, Image No. EPW060594 © Historic England. [35]

Looking Northeast along Manor Way in the 21st century. The majority of buildings which were present when the Cement Works was in operation have been removed. [Google Streetview, October 2024]

Narrow Gauge Locomotives before 1929

Although records are sketchy, Stoyel and Kidner give details of nearly 30 narrow-gauge locomotives which served at Swanscombe, all of which had wheels with outside flanges. These included:

Aveling & Porter supplied a total of eight 3ft 5.5in, outside-gauge, geared tramway engines to Swanscombe Works. These were all scrapped by 1929 after the standard-gauge works lines were built.

A blueprint for the Aveling & Porter locomotives, note, bottom-left, the outside-flanged wheels, © Public Domain. [1: p7]

The Aveling & Porter locomotives, according to Stoyel & Kidner, were built between 1896 and 1909 – all were 0-4-0WTG locomotives;

Goliath, Works No. 3680, a single-cylinder (8″ x 12″)

Jubilee, Works No. 3978, compound cylinders (9″ x 14.5″ x 14″), 3ft diameter wheels.

Samson, Works No. 4176, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

Galley Hill, Works No. 4469, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

Barnfield, Works No. 4501, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

Progress, Works No. 6040, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

Enterprise, Works No.6419, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

Reliance, Works No. 6828, compound cylinders (9″ x 14.5″ x 14″), 3ft 6in diameter wheels.

*Progress* photographed at Swanscombe in 1921. The geared wheels can easily be seen. Note the long front overhang (Locomotive Publishing Co.), © Public Domain. [30: p48]

*Reliance* seen at Swanscombe on the same occasion. Only one side of the four-coupled axles was geared. This is the non-geared side of the locomotive, (Locomotive Publishing Co.), © Public Domain. [30: p48]

S. Lewin of Poole – Only a small number of locomotives were built by this company, including: an 0-4-0 locomotive of 1875, for the 1 ft 10 in (559 mm) gauge Cornish Hush Mine, Howden Burn; 0-4-0 Ant and Bee, for the 20 in (508 mm) gauge Great Laxey Mine Railway, Isle of Man; an 0-4-0ST for Seaham Harbour, County Durham; an 0-4-0 steam tram engine for Guernsey Railway; an 0-4-0 with rear tank, 3 ft 5 1⁄2 in (1,055 mm) gauge, outside flanged, (photographed below at) Swanscombe Cement Works; and an 0-4-0 Tiny, a 3 ft 9 in (1,143 mm) gauge loco for the Fayle’s Tramway on the Isle of Purbeck. [23][24]

0-4-0WT ‘Erith’ at Swanscombe Works. This shows the outside-flange wheels and the circular section connecting rod quite clearly. The name ERITH is in the centre of the cabside plate above the date 1875 (although the latter is a little indistinct): in the outer band SWANSCOMBE WORKS appears at the top, with REBUILT off centre at the bottom; one would have expected the year of rebuilding to follow, but a powerful glass reveals no raised lettering. ERITH is said to have been rebuilt in 1920 and it seems a distinct possibility that this date may have been stamped on the plate. This image is embedded here directly from the Industrial Railway Society webpage, but it is also shown in Stoyel and Kidner’s book, © Public Domain. [21][22][30: p38]

S. Lewin only made a few locomotives. Erith “had the eccentrics on the front axle and the valves were on top of the steeply-inclined cylinders, the spindles being actuated by Stephenson link motion. Erith was rebuilt at Swanscombe Works in 1920 with the help of fitters from the Dorset Iron Foundry.” [30: p45]

De Winton supplied one vertical-bolier 0-4-0WT locomotive, Revolution, it had two 6″ x 10″ cylinders and 1ft 7in diameter wheels.

De Winton vertical-bolier 0-4-0WT locomotive, *Revolution*, built in 1881, seen at Swanscombe in 1921, (Locomotive Publishing Co.), © Public Domain. [30: p47]

It is possible that Revolution “came second-hand in about 1890 and possibly from the Bute Works Supply Co. Cardiff, who were advertising a similar locomotive for sale in 1893.” [30: p45]

H. E. Taylor of Chester supplied six 0-4-0 side tank locomotives to Swanscombe Works between 1877 and 1882.

Stoyel & Kidner provide details of these locomotives:

Swanscombe, 0-4-0ST, 1879, outside cylinders other details not known.

Iron Horse, 0-4-0ST, 1882, outside cylinders (9.5″ x 18″), 2ft 6in wheels.

Dead Horse, 0-4-0ST, 1882, outside cylinders other details not known.

Millbank, 0-4-0ST, 1879, outside cylinders other details not known.

Liverpool, 0-4-0ST, 1879, outside cylinders other details not known.

Chester, 0-4-0ST, 1877, outside cylinders other details not known.

*Iron Horse*, one of the H. E. Taylor-built 0-4-0ST as work at Swanscombe (Locomotive Publishing Co.), © Public Domain. [30: p40]

This image, dating from May 1910, shows the locomotive ‘Millbank’ of 1879 standing at the Works. The outside flanges to the wheels can be seen easily. Apparently, narrow-gauge engines at Swanscombe were not usually fitted with cabs, © Public Domain. [1: p5]

William Wilkinson & Co. built around sixty locomotives. Wilkinson’s also contracted out the manufacture of tram locomotives to Beyer, Peacock and Co, Black, Hawthorn and Co and Thomas Green and Son. Altogether 207 engines were built to Wilkinson’s patent. The Plymouth & Devonport Tramways steam locomotives were assembled at Wilkinson’s works in Wigan, the vertical boiler in each of these locomotives was made by the Steel Company of Scotland. Small bore cylinders acted upon a crankshaft that was in turn connected to the four, coupled wheels by means of cog-wheel gears. The axles, wheels and nearly all the working parts of the engine were made of Sieman-Martin’s best quality steel and all the brass workings were of phosphor bronze. The exhaust steam was superheated in the firebox before escaping to the atmosphere through the chimney. The fuel was coke and the emission of smoke was described as ‘scarcely perceptible’. The Plymouth locomotives were apparently from Wilkinson’s own works. They cost between £600 each for the non-condensing version and £1,100 for those fitted with the condensing apparatus. [26]

A number of the Wilkinson steam trams purchased by the Plymouth & Devonport Tramways for their abortive experiment with steam trams were bought by the Swanscombe Works in the late 1880s/early 1890s. [25]

A typical Wilkinson’s Steam Tram – this one was used on the Wigan network close to Wilkinson’s Works. It was built in 1886. These engines must have been an unusual sight working on an industrial railway! [27]

Wilkinson also supplied a single vertical-boiler locomotive to Swanscombe Works. It was built in 1884.

Wilkinson-built 0-4-0WT locomotive, *Devonport*, of 1884, seen here at Swanscombe in 1921, (Locomotive Publishing Co.), © Public Domain. [30: p47]

Kilmarnock Engineering Co. supplied five 0-4-0ST 3ft 5.5in outside-gauge locomotives to Swanscombe Works in 1920 and 1925. Kilmarnock Engineering Co. were not prolific engine builders. These five were some of a very few locomotives built by the Company.

These sturdy 0-4-0ST locomotives undertook most of the chalk haulage for Swanscombe Works in the 1920s. When the railway was modernised and the gauge changed the locomotives were scrapped. [1: p6]

‘Hustler’ was one of this batch of locomotives from Kilmarnock Engineering Co., (c) Public Domain. (Kenn Nunn Collection/LCGB). [25: photo No. 26]

J. B. White & Bros, owners of the Swanscombe works, appear to have constructed at least one locomotive in use on their own site, Gravesend, another 0-4-0WT. It is also possible that a number of other locomotives used on the site were rebuilt there at various times. [30: p45]

Bagnall – one locomotive, Rede, an 0-4-0ST built in 1894, was built by Bagnall (Works No. 1413) and came second-hand in 1921. [30: p45]

Hudswell Clarke – one locomotive, Spry, another 0-4-0ST, was built by Hudswell Clarke and arrived at Swanscombe in 1923. [30: p45]

Stoyel & Kidner tell us that “on a visit to the works in December 1929, 12 narrow gauge locomotives were seen on a length of track awaiting scrapping. The old 3-road engine shed was rebuilt as a two-road standard gauge shed. … On the modernisation of the railway system in 1929 all the remaining narrow gauge locomotives were scrapped that year or in 1930, and it is thought that very few of them had been scrapped at an earlier date, although Plymouth and Devonport are said to have been broken up in 1922, and Swanscombe by 1920. The second-hand engines would have had their gauge altered on arrival.” [30: p45]

The narrow gauge wooden tipper wagons, “were shunted in 1929 into the passing loops half way down the tramway to the river, and remained there for many years. There were also a few left in an old pit south of Ingress Gardens.” [30: p45]

Standard Gauge Locomotives after 1929

“When preparations were made in 1928 for replacing the narrow gauge system by one laid to the 4ft 8½ in. gauge, an order was placed for a series of powerful new locomotives for the purpose. Pending their delivery three old locomotives were transferred from other works but they were usually employed two at a time in removing the overburden prior to quarrying, on track which had no physical connection with the remainder of the system.” [30: p45]

Those early standard-gauge arrivals were from two manufacturers:

Falcon – Henry Hughes and Company was based at Falcon Works. The firm experienced financial difficulties in the late 1870s/early 1880s. It was restructured as the Falcon Railway Plant Works in 1883 under the control of Norman Scott Russell. [31]

The factory remained busy with both railway and tramway locomotives and rolling stock. Among these were tank locomotives for Ireland, Spain and the Azores. Some were subcontracts from other firms, such as Kerr, Stuart and Co, at that time in Glasgow. [32]

The two Falcon locomotives came to Swanscombe second-hand, they were Works Nos 120 and 150 and were named Wolf and Delta. Delta was one of a number originally supplied to Gibbs Works, Essex. It had a dropped cab for passage through low tunnels. [30: p43, 45]

Delta sits steaming gently between duties at Swanscombe (G. Alliez), © Public Domain. [30: p43]

Falcon also provided a later second-hand arrival, Lion, (Works No. 205?) which was transferred from Stone Court in 1946. [30: p41, 45]

Manning Wardle – Guernsey, a 0-4-0ST, Works No. 1241 of 1892 came second-hand to Swanscombe at the end of the 1920s.

Hawthorn Leslie supplied five identical standard-gauge 0-4-0ST locomotives to Swanscombe Works in 1928. [1: p6] These locomotives were constructed with two outside cylinders of 16in x 24in, 3ft 3in diameter driving wheels and a weight of 25 tons and a tractive effort of 21.425 lbf. [13] A single further engine (No. 6) was supplied in 1935.

No. 1 was Hawthorn Leslie Works No. 3715. [13]
No. 2 was Hawthorn Leslie Works No. 3716. [16]
No. 3 was Hawthorn Leslie Works No. 3717. [15]
No. 4 was Hawthorn Leslie Works No. 3718. [14]
No. 5 was Hawthorn Leslie Works No. 3719. [17][25]
No. 6 was Hawthorn Leslie Works No. 3860. [18]

No. 5 was one of the fleet of standard-gauge Hawthorn Leslie Locomotives. It is seen here working the exchange sidings at Swanscombe, (c) Public Domain, (Andrew Neale Collection). [25: photo No. 27]

This image is embedded here directly from the Middleton Railway Website, it shows Hawthorn-Leslie No. 3860 Swanscombe ‘No.6’ which was gifted to the Middleton Railway in 1971 once the APCM turned away from steam- to diesel-power. [19]

Chapman & Furneaux – Kappa, another 0-4-0ST, built by Chapman & Furneaux (successors to Black, Hawthorn & Co) Works No. 1164 (of 1898) arrived at Swanscombe in the 1930s. [30: p45]

Robert Stephenson & Hawthorns supplied one slightly larger standard-gauge locomotive to Swanscombe Works – 0-4-0ST No. 7, RSH No. 7405 of 1948. [1: p6]

Robert Stephenson & Hawthorns No, 7405, Swanscombe Works No. 7, 0-4-0ST of 1948. Seen here close to the tunnel mouth at the Swanscombe works in 1968, © copyright Alan Murray-Rust and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [20]

Miscellaneous …

Some historic footage of the Swanscombe Works and quarries can be found here. [2]

References

A & G Hatherill; Narrow Gauge & Industrial Album; RCL Publications, Gaendolbenmaen, Gwynedd, 2004.
https://www.facebook.com/share/v/18Lm6U8N5w, accessed on 9th August 2026.
https://maps.nls.uk/view/102342323, accessed on 10th August 2026.
https://maps.nls.uk/view/101428125, accessed on 10th August 2026.
https://maps.nls.uk/view/101428119, accessed on 10th August 2026
https://maps.nls.uk/view/101428077, accessed on 10th August 2026.
https://maps.nls.uk/view/103676144, accessed on 10th August 2026.
https://www.cementkilns.co.uk/cement_kiln_swanscombe.html, accessed on 10th August 2026.
https://irsshop.co.uk/swanscombe, accessed on 10th August 2026.
C. Down; Swanscombe Cement Works and its Railways; Industrial Locomotive Society, Whitchurch, Shropshire, 2022.
https://www.gres.org.uk/members-layouts-apcm-swanscombe-works, accessed on 10th August 2026.
C. Down; Christmas at Swanscombe; Industrial Railway Society, 1965; via https://shop.irsociety.co.uk/Archives/12/christmas_at_swanscombe.htm, accessed on 10th August 2026.
https://preservedbritishsteamlocomotives.com/hawthorn-leslie-works-no-3715-associated-portland-cement-at-swanscombe-no-1-0-4-0st, accessed on 10th August 2026.
https://www.railwaymagazine.co.uk/4710/new-face-at-quainton-as-it-bags-ex-swanscombe-hawthorn-no-4, accessed on 11th August 2026.
https://preservedbritishsteamlocomotives.com/hawthorn-leslie-works-no-3717-associated-portland-cement-at-swanscombe-no-3-0-4-0st, accessed on 11th August 2026.
https://www.gwra.co.uk/auctions/worksplate-r-w-hawthorn-leslie-co-ltd-engineers-ne-2023jul-0296.html, accessed on 11th August 2026.
Swanscombe No. 5 did not survive into preservation.
https://preservedbritishsteamlocomotives.com/hawthorn-leslie-works-no-3860-associated-portland-cement-at-swanscombe-no-6-0-4-0st, accessed on 11th August 2026.
https://middletonrailway.org.uk/wp-content/uploads/2024/04/3860-1536×1152.jpg, accessed on 11th August 2026.
https://www.facebook.com/photo/?fbid=10224531389586054&set=gm.5187090374725107&idorvanity=163976490369879, accessed on 11th August 2026.
https://shop.irsociety.co.uk/Archives/36/Lewin.jpg, accessed on 11th August 2026.
https://shop.irsociety.co.uk/Archives/36/Letters_36.htm, accessed on 11th August 2026.
https://en.wikipedia.org/wiki/Stephen_Lewin, accessed on 11th August 2026.
The industrial Locomotive Society; Steam on the Narrow Gauge. A Collection; David Charles, 1965.
Andrew Neale/Chalk Pits Museum; Industrial Railways of the South-East; Middleton Press, 1984.
Brian Moseley; When Plymouth had Steam Trams; Old Plymouth Society, December 2012; via https://oldplymouthsociety.net/when-plymouth-had-steam-trams, accessed on 13th August 2026.
https://www.gracesguide.co.uk/File:Im1955EnV199-p834.jpg, accessed on 13th August 2026.
http://www.britainfromabove.org.uk/image/EPW017658, accessed on 13th August 2026.
http://www.britainfromabove.org.uk/image/EPW060599, accessed on 13th August 2026.
B. D. Stoyel & R. W. Kinder; The Cement Railways of Kent; Oakwood Press, Headington, Oxford, 1973, 1990.
https://collection.sciencemuseumgroup.org.uk/people/cp20744/henry-hughes-and-company, accessed on 15th August 2026.
https://www.gracesguide.co.uk/Falcon_Engine_and_Car_Works, accessed on 15th August 2026.
https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.46122&lon=0.30214&layers=6&b=ESRIWorld&o=100, accessed on 16th August 2026.
https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.46122&lon=0.30214&layers=6&b=ESRIWorld&o=0, accessed on 16th August 2026.
https://www.britainfromabove.org.uk/en/image/EPW060594, accessed on 16th August 2026.

The Canterbury and Whitstable Railway: ‘The Second Public Railway Opened in England’?? – The Railway Magazine, October 1907

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C.R. Henry of the South-Eastern & Chatham Railway wrote about this line being the second public railway opened in England in an article in the October 1907 edition of The Railway Magazine. [1] Reading that article prompted this look at the line which was referred to locally as the ‘Crab and Winkle Line‘.

There are a number of claimants to the title ‘first railway in Britain’, including the Middleton Railway, the Swansea and Mumbles Railway and the Surrey Iron Railway amongst others. Samuel Lewis in his ‘A Topographical Dictionary of England’ in 1848, called the Canterbury & Whitstable Railway the first railway in the South of England. [2][3]

The Crab and Winkle Line Trust says that in 1830, the “Canterbury and Whitstable Railway was at the cutting edge of technology. Known affectionately as the ‘Crab and Winkle Line’ from the seafood for which Whitstable was famous, it was the third railway line ever to be built. However, it was the first in the world to take passengers regularly and the first railway to issue season tickets. The first railway season tickets were issued at Canterbury in 1834 to take people to the beach at Whitstable over the summer season. This fact is now recorded on a plaque at Canterbury West railway station. Whitstable was also home to the world’s oldest passenger railway bridge.” [17]

Henry explains that in 1822, “the possibility of making Canterbury a virtual seaport was engaging much thought and attention on the part of the inhabitants of that ancient city. Canterbury is situated on the banks of a small river called the Stour, having an outlet into the sea near Sandwich, and this river was a very important waterway in Roman and Saxon times, but by the date above-mentioned, it had fallen into a state almost approaching complete dereliction, being quite unnavigable for ships of any appreciable size. The resuscitation and improvement of this waterway was considered to be the only solution of the problem of making Canterbury a seaport, and as a result of a very strong and influential agitation by the citizens a scheme of revival was announced by a number of commercial men who had formed themselves into a company for the purpose. The scheme comprised many improvements to the river, such as widenings, new cuts, etc., with the provision of a suitable harbour at Sandwich, the estimated cost of the whole being about £45,700. It was submitted to Parliament in the session of 1824, but the Bill was rejected by a motion brought forward by the Commissioners of Sewers, who complained that the works had been hurriedly surveyed and greatly under-estimated. Nothing daunted, however, fresh surveys and estimates were prepared and presented to Parliament in the following year. This second Bill was successful, and when the news that it had passed the third reading in the Upper Chamber was made known in Canterbury, the event occasioned much jubilation amongst the inhabitants, who, according to local records, turned out with bands of music and paraded the streets exhibiting banners displaying such words as ‘Success to the Stour Navigation’.” [1: p305-306]

It is worth noting that it was as early as 1514 that an Act of Parliament promoted navigation on the River Stour. There remains “a Right of Navigation on the river from Canterbury to the sea. After two weirs above Fordwich, the river becomes tidal.” [4]

C.R. Henry continues:

“While the city was so enraptured with its waterway scheme, influences of a quieter nature were steadily at work with a view to making Canterbury a virtual seaport by constructing a railway from thence to Whitstable. One day in April 1823, a gentleman – the late Mr. William James – called on an inhabitant of Canterbury to whom he had been recommended, to consult with him on the subject of a railway. It was arranged between these two gentlemen that a few persons who it was thought might be favourable to the project should be requested to meet the next day: several were applied to, but the scheme appeared so chimerical that few attended. At the meeting the gentleman stated he had professionally taken a cursory view of the country, and he thought a railway might be constructed from the copperas houses at Whitstable (these houses used to exist on the eastern side of the present harbour) to St. Dunstan’s, Canterbury. This line, he observed, was not so direct as might be the most desirable, but there would not be any deep cutting, and the railway would be formed on a regular ascending and descend. ing inclined plane. He also urged that by the construction of a harbour at Whitstable in conjunction with the projected railway, the problem of making Canterbury an inland seaport would be effectually solved, and that the railway offered undoubted advantages over any waterway scheme in point of reliability and rapidity of conveyance, as well as being only half the length of the proposed navigation.

The railway scheme met with scant support at first, but by 1824 a few private and commercial gentlemen had been found who were willing to form themselves into a company for the prosecution of the project, and they elected to consult Mr. George Stephenson as to the feasibility of their idea. The projector of the Canterbury and Whitstable Railway, as already said, was the late William James, well-known for the part he took in the Liverpool and Manchester Railway and other lines, and it was no doubt through his influence that it was decided to consult Stephenson, with whom he was very friendly at the time. George Stephenson, however, was too occupied with larger undertakings in the North to give the Canterbury and Whitstable Railway much of his personal attention, so he deputed his assistant, Mr. John Dixon to survey the line.

George Stephenson advised that the railway be made to pass over the ground situate between the [present] tunnel through Tyler Hill and St. Thomas’s Hill onwards through the village of Blean, then to Whitstable, terminating at precisely the same spot as it now does [in 1907], this route being an almost level one, and not necessitating many heavy earthworks. But the proprietors did not behold this route with favour: they wished for the novelty of a tunnel, so a tunnel Stephenson made for them, thereby altering the whole line of railway he first proposed, and causing it to traverse some very undulating and steep country. A survey of the new route was made, which was to the right of the original one, and plans, sections and estimates were duly deposited with Parliament for the Session of 1825.

The Canterbury and Whitstable Railway Bill was not assailed with great opposition, the only body really opposing it being the Whitstable Road Turnpike Trust, who, however, were compromised by the insertion of a clause in the Bill to the effect that ‘should the project be carried into execution, the Company, when formed, will indemnify the Trust to the full amount which they may suffer by traffic being diverted, and that for 20 years’. The Act received Royal Assent on 10th June 1825.” [1: p306-307]

So it was, that work on the railway and harbour went ahead and the improvements to the Stour Navigation were left in abeyance, and the then insignificant village of Whitstable became one of the first places to have a railway.

The Company was formed with a nominal capital of £31,000 divided into £50 shares. Joseph Locke was appointed ‘resident engineer’ and a host of experienced workers (navvies) were brought down from the North of England to work on the line.

This map shows the full length of the line from Canterbury north to Whitstable. It is taken from the February 1951 edition of The Railway Magazine, © Public Domain. [19: p126]

The southern terminus of the line in Canterbury was on North Lane. It is shown here, just to the right of centre of this extract from the 6″ Ordnance Survey of 1872/1873, published in 1877. The line North to Whitstable leaves the map extract at the centre-top of the image. The more modern lines of the South Eastern & Chatham Railway diagonally bisect the image, running bottom-left to top-right, with the South Eastern’s Station towards the bottom-left of the extract. Passenger services ran from the South Eastern’s station around the chord onto the Canterbury and Whitstable line. [6]

A similar area of Canterbury as it appears on the ESRI satellite imagery provided by the NLS (National Library of Scotland) in the 21st century. The location of the modern railway station should aid in relating this image to the map extract immediately above. Its Goods shed also can be picked out, but little else remains. The area has been significantly developed since Victorian times. [7]

North of the railway corridor the route of the old railway, shown in pale orange, runs North-northwest. It crosses Hanover Place twice and runs ups the West side of Beverly Meadow. The route is tree-lined as far as Beaconsfield Road. A footpath runs immediately alongside to the route. That footpath appears as a grey line on the satellite imagery adjacent to this text.

North of Beaconsfield Road the line of the old railway has been built over – private dwellings face out onto the road. North of the rear fences of these properties a tree-line path follows fairly closely the line of the old railway between two modern housing estates as far as the playing fields associated with The Archbishop’s School. [15]

C.R. Henry continues:

“The Canterbury and Whitstable Railway was laid out with gradients almost unique in their steepness, necessitating the major portion of the line being worked by stationary engines. At Canterbury the terminus was situated in North Lane, whence the railway rises in a perfectly straight line on gradients ranging between 1 in 41 and 1 in 56, to the summit of Tyler Hill, a distance of 3,300 yards.

On this section is the Tyler Hill tunnel which the proprietors were so anxious to have. This peculiar little tunnel may be termed the principal engineering feature of the Canterbury and Whitstable Railway: it is half a mile long, and was constructed in four different sections, each of varying gauge. The working face evidently started at the Whitstable side of Tyler Hill, since as it advances towards Canterbury each section becomes larger than the preceding one. The first three sections are the usual egg shape, but the final section, i.e., at the Canterbury or south end, has perpendicular instead of bow walls, and is the largest of the four. In the very early days the Canterbury end of the tunnel was closed at nighttime by wicket gates, and the rides upon which the gates hung are still to be seen in the brickwork. The bore of the tunnel is unusually small specially constructed rolling stock having to be used for the present day passenger service over the line.” [1: p309]

The South Portal of Tyler Hill Tunnel, © H.A. Ballance, Public Domain. [19: p127]

The first railway tunnel in the world!? Tyler Hill Tunnel seen from its northern portal. Depending on your definition of a ‘railway’ there may well be earlier claimants to the crown of the first railway tunnel. For example, Haie Hill Tunnel in the Forest of Dean which was built for a tramroad (a form of railway) which was “*authorised by a Parliamentary Act in 1809, [the] 1,083-yard Haie Hill Tunnel, engineered by John Hodgkinson, was the world’s longest when it opened [in 1810]*,” at least 15 years prior to the construction of Tyler Hill Tunnel Note that the claim for the Hair Hill Tunnel was that it was the ‘longest’ rather than the ‘first’, so others could make claim the status of the first railway tunnel. [1: p308][5]

Tyler Hill Tunnel: the line from Canterbury can be seen entering this map extract the bottom of the image towards the right. The southern portal of the tunnel is just a short distance above the bottom of the extract. The tunnel runs North-northwest under Giles’ Lane towards the North portal (shown in the image above) which sat to the Northeast of Brotherhood Wood. [8]

Tyler Hill Tunnel runs underneath the Canterbury Campus of the University of Kent. Its South Portal was adjacent to the Archbishop of Canterbury’s School at the bottom-right of the adjacent satellite image. [15]

Giles Lane appears on both the early OS map extract and this satellite imagery. [8][15]

The North portal of the tunnel is highlighted by a lilac flag on the adjacent satellite image. [15]

Two photographs below show North Portal as it is in the 21st century. It is fenced and gated for safety and security purposes. The first shows the spalling brickwork of the tunnel ring, and the boarding-off of the entrance provided with an access gate. for maintenance purposes. Both were shared on Google Maps.

Tyler Hill Tunnel North Portal, (c) Enigma “Enigma” Hyena. (August 2021)

The route of the old railway is clearly visible as a straight line in the middle of a wooded strip of land running North-northwest from the North Portal of Tyler Hill Tunnel. [Google Maps, December 2024]

Looking North toward the site of the stationary engines from Tyler Wood Road. [Google Streetview, October 2022]

Henry continues his description of the line:

“At the top of the steep bank from Canterbury there stood two 25 h.p. stationary engines for winding the trains up the incline. From where the first engine house stood the line is straight and practically level for the next mile to Clowes Wood summit, where there were two fixed engines of the same type and h.p. as those at the previous stage. The line then descends at 1 in 28 and 1 in 31 for the next mile to a place called Bogshole, so named owing to the once spongy condition of the ground in the vicinity, which was a constant source of trouble during the early days of the railway, as whenever wet weather set in the track invariably subsided with sometimes consequent cessations of traffic for a whole day, and even longer. At Bogshole commences the South Street level, which continues for a mile to the top of Church Street bank, whence the line again falls for half a mile at 1 in 57, the remaining half mile to Whitstable being almost at level.” [1: p310]

This extract from the 6″ OS mapping shows the location of the first two 25 horsepower engines mentioned by Henry. These engines sat at the head of the incline rising from the South. There would have been a passing loop at this location. [9]

The route of the old railway is just as easily made out on the North side of Tyler Hill Road. The slight bend in the alignment of the old railway route just to the North of the road was the location of the first two stationary engines mentioned by Henry. [Google Maps, December 2024]

On this next extract from Google Maps satellite imagery the route of the old railway is marked by the field boundary running North-northwest as it approaches wooded land to the top-left of the image. As Henry notes, this length of the line, North of the location of the stationary engines, is almost straight. [Google Maps, December 2024]

This extract from the 6″ Ordnance Survey shows the location of the second pair of stationary steam engines (at Clowes Wood) mentioned by Henry. There was a passing loop at this location as well. It sat at the top of a steep incline running North down towards Whitstable. [10]

The more northerly stationary engines are marked on Google Maps by the grey flag noted as a ‘Winding Pond’. North of the location of the engines the downward incline was on the straight line marked by the access track shown on this image. [Google Maps, December 2024]

Looking South from a point to the South of the second location of the stationary incline engines, © Tom Banbury. [Google Streetview, 2016]

Looking North towards those stationary engines from the same location as the last photograph, © Tom Banbury. [Google Streetview, 2016]

Looking South from a point to the North of the stationary engines’ location back towards the engines, © Tom Banbury. [Google Streetview, 2016]

Looking North from the same location, © Tom Banbury. [Google Streetview, 2016]

The house at Clowes Wood provided for the Engineman in charge of the engines. The site of the winding apparatus is indicated by the white cross. [1: p310]

Clowes Wood Engine House and passing loop. [1: p311]

The straight line of the incline continued beyond the point where the access track turned to the North-northeast. Its route is not clearly marked on this extract from Google Maps’ satellite imagery. For ease in following the route, the next image and all subsequent satellite images will be taken from railmaponline.com. [Google Maps, December 2024]

The two extracts from railmaponline.com’s satellite imagery above show the route of the old line as it runs down across the line of the modern A299 (at the top of the first image and at the bottom of the second image). In each case, if you cannot see the full image, double-click on it to enlarge it. For the majority of this length the old railway line followed a straight course. [15]

Looking South from the A299 along the route of the old railway, nothing remains to show that this was once the location of the old railway. [Google Streetview, August 2024]

Looking North from the A299 along the line of the old railway – there is nothing to see. [Google Streetview, August 2024]

At the bottom of the incline the old railway curved a little to the Northwest and met South Street tangentially. A level-crossing took the line across what is now Millstrood Road. [11]

The length of the line shown on the OS Map extract above is the bottom half of the old line as it appears on this modern satellite image from railmaponline.com. [15]

The old railway route continues North and after passing through the rear gardens of houses on South Street runs, for a short distance immediately adjacent to South Street.

Close to the junction between Millstrood Road and South Street, the old railway ran approximately on the building line behind the low hedge. [Google Streetview, October 2022]

Its route runs across the mouth of what is now Millstrood Road and follows the footpath ahead. [Google Streetview, October 2022]

The route of the old railway is now a dedicated footpath from here through the Whitstable suburbs. [Google Streetview, October 2022]

Looking North along the route of the old railway from ‘The Halt’. [Google Streetview, October 2022]

Looking North under the bridge carrying the modern Thanet Way (A2990) over the line of the old railway, © Tom Banbury [Google Streetview, 2016]

The next significant locations on and around the old line were: All Saints’ Church and Vicarage; a bridge over Old Bridge Road/The Bridge Approach and the main line along the North coast of Kent to the East of the modern Whitstable Railway Station. [12]

This extract from railmaponline.com’s satellite imagery shows a broader area than the map extract above but includes the location of the bridge over road and railway to the East of Whitstable Railway Station. [15]

Henry comments:

“Just below the top of Church Street bank is situated the only public road bridge on the railway. This is a narrow brick arch spanning Church Street, and stands today in its original form, notwithstanding the several but fruitless efforts of the local traction engine drivers to affect its displacement with their ponderous machines.” [1: p310]

The bridge to which Henry refers is long-gone in the 21st century. We can still, however, follow much of the route of the old railway.

Looking South along the Crab and Winkle Way which follows the line of the old railway, © Tom Banbury. [Google Streetview, 2016]

Looking South again from a point a few hundred metres North of the last location on the Crab and Winkle Way, © Tom Banbury. [Google Streetview, 2016]

Looking North once again, from the same location as the photograph above, © Tom Banbury. [Google Streetview, 2016]

The remaining abutment of the bridge which carried the old railway over the railway along the North coast of Kent, just to the East of the present Whitstable Railway Station. [Google Streetview, August 2024]

The bridge abutments (visible either side of the road) from the structure which carried the line over Tynham Road remain in position in the 21st century. The road was lowered to pass under the old line. This photograph is taken facing East along Tynham Road. [Google Streetview, August 2024]

Now in the suburbs of Whitney the old line curved to the West. [15]

The South end of the cul-de-sac called The Sidings, looking South along the line of the old railway. [Google Streetview, October 2022]

Again at the South end of The Sidings, this time looking North. The Sidings is built over the line of the old railway. [Google Streetview, October 2022]

Looking Northeast from Westgate Terrace, the carpark is built over the line of the old railway. [Google Streetview, October 2022]

At one time, there was a railway Station on Harbour Street close to the Harbour in Whitstable. [13]

The railway at Whitstable Harbour in 1846. Note that this image is drawn with the North point facing to the bottom of the image as is illustrated by the next image. [1: p309]

Whitstable Harbour in 1938. Note the location of the Station, © Public Domain. [2]

The Harbour railways, superimposed by railmaponline.com on modern satellite imagery. [15]

Looking East from Harbour Street, the line of the old railway curves into the shot through the single story cream building near the centre of the image. That building is built over the station site. [Google Streetview, October 2022]

The daily goods train for Canterbury passing the second Whitstable Harbour Station in the mid-20th century in the hands of an ‘R1’ Class 0-6-0T, © D. Crook, Public Domain. [19: p125]

The site of the Harbour Station in a neglected state in the 1960s. [16]

Just beyond the most recent station buildings, across Harbour Street, sat the original station, seen here on the left, © Public Domain. [19: p106]

The view from the line alongside the oldest station building into the harbour sidings at Whitstable, © Public Domain. [17]

A reverse view looking towards the original railway station building, © Public Domain. [20]

Henry continues his account:

“Before the completion of these works, … the company had twice to recourse to Parliament for additional capital powers, having exceeded those already granted with the railway in a half-finished state. The first was in 1827, when it was stated that the works authorised in 1825 had made good progress, but for their successful completion a further sum of money to the tune of £19,000 would be required, and for which they now asked. This Act also empowered the company to become carriers of passengers and goods, their original intention being to only levy tolls on all wagons and carriages passing over their line, the railway company providing the tractive power. The Act received royal assent on 2nd April 1827, but the larger portion of it was repealed by another in following year, the directors having found that the £19,000 previously authorised would prove inadequate for their purpose; so in 1828 they again went to Parliament for powers to raise £40,000 in lien thereof, and also petitioned for powers to lease the undertaking should they so desire, for a term not exceeding 14 years. These powers were conceded, and the Act received Royal Assent in May 1828. … The capital of the company aggregated £71,000 before the opening of the railway took place, which sum was further increased by a subsequent Act. … By May 1829, the works were nearing completion [and] … the question of permanent way and the gauge to which it was to be laid, had to be [considered.] … The Stephenson gauge of 4 ft. 8 1/2 in, was adopted. The permanent way … was laid with Birkenshaw’s patent wrought-iron fish-bellied rails and castings, of which George Stephenson highly approved. These rails were rolled in lengths of 15 ft. and weighed 28lb to the yard. The castings were spiked to oak sleepers placed at intervals of 3 ft., and the sheeves upon which the winding ropes of the stationary engines ran were situated in the centre of the track fixed to the sleepers at intervals of 6 ft.” [1: p310-311]

Henry continues:

With “all earthworks completed, engine houses, engines and stationary engines erected, permanent way laid, and everything generally ready to be brought into use, excepting the harbour, which was not completed for a year or two later, the Company announced the formal opening of the railway for 3rd May 1830.” [1: p311]

Of that day in 1830, the Kent Herald wrote:

“The day being remarkably fine, the whole City seemed to have poured forth its population, and company from the surrounding country continuing to augment the throng. By eleven o’clock, the time appointed for the procession to start, the assemblage of spectators was immense. The fields on each side of the line of road being crowded by well-dressed people of all ages, presented one of the most lively scenes we have witnessed for some time. The arrangements were so judiciously made, that by a quarter past eleven the procession was set in motion, the signal for starting having been given by telegraph. The bells of the Cathedral rang merrily at intervals during the day, and flags were displayed on the public buildings and railway. The following is the order of the procession:

1. Carriage with the directors of the Railway Company wearing white rosettes.

2. A coach with the Aldermen and other Members of the Canterbury Corporation.

3. A carriage with ladies.

4. A carriage with a band of music.

5. Carriages with ladies.

6 to 20. Carriages containing the Proprietors of the Railway, their friends, etc., in all amounting to near three hundred.

The procession was drawn forward in two divisions until it arrived at the first engine station, in which manner also it entered Whitstable, preceded by the locomotive engine. The various carriages contained nearly 300 persons, consisting of the principal gentry, citizens, and inhabitants of Canterbury and its neighbourhood. At Whitstable an excellent lunch was provided for the company by the Directors at the Cumberland Arms.” [14]

The inaugural train sets off from Canterbury and approaches Tyler Hill Tunnel South Portal. [1: p305]

The return journey with the inaugural train leaving Whitstable and heading South for Canterbury. [1: p312]

‘Invicta’ – the first engine used on the Canterbury’s and Whitstable Railway standing in 1950 on a plinth in Dane Jon Park, Canterbury. [19: p107]

The Kent Herald continues:

“On returning, the procession was joined at the Engine Station, and the whole went forward into Canterbury together.

The motion of the carriages is particularly easy and agreeable, and at first starting the quiet power with which the vast mass was set in motion dispelled every fear in the passengers. The entrance into the Tunnel was very impressive – the total darkness, the accelerated speed, the rumbling of the car, the loud cheering of the whole party echoing through the vault, combined to form a situation almost terrific – certainly novel and striking. Perfect confidence in the safety of the whole apparatus

The Crab and Winkle Line Trust tells us that the locomotive that pulled that first passenger train on the line was ‘Invicta’. They go on to say that the ‘Crab and Winkle Line’ became:

“the ‘first regular steam passenger railway in the world’ as stated in the Guinness Book of Records. … The ‘Invicta’ was based on Stephenson’s more famous ‘Rocket’ which came into service four months later on the Liverpool to Manchester line. Unfortunately with just 12 horse power the ‘Invicta’ could not cope with the gradients and was only used [regularly] on the section of line between Bogshole and South Street. The rest of the line was hauled by cables using steam driven static winding engines at the Winding Pond in Clowes Wood and the Halt on Tyler Hill Road. The Winding Pond also supplied water to the engines. … By 1836 the ‘Invicta’ was replaced and a third winding engine was built at South Street. The line was a pioneer in railway engineering using embankments, cuttings, level crossings, bridges and an 836 yard (764 metre) tunnel through the high ground at Tyler Hill. The railway was worked with old engines and ancient carriages always blackened by soot from the journey through the tunnel. It was said that goods trains tended to slow down for their crews to check pheasant traps in the woods and to pick mushrooms in the fields.”

“Journey times in the 1830s were approximately 40 minutes, but by 1846 with improvements to both the line and the locomotive, the trip took just 20 minutes. This is a very respectable time especially when compared with today’s often congested roads. … In 1839, the ‘Invicta’ was offered for sale as the three stationary engines were found to be adequate for working the whole line. The one enquiry came to nothing and the locomotive was put under cover. In 1846, The South Eastern Railway reached Canterbury and acquired the Canterbury and Whitstable Railway in 1845. The branch was relaid with heavier rail and locomotives replaced the stationary engines. For many years the ‘Invicta’ was displayed by the city wall and Riding Gate in Canterbury. The ‘Invicta’ is now displayed in the Canterbury museum.” [17]

A later article about the Canterbury & Whitstable Railway, written by D. Crook, was carried by The Railway Magazine in February 1951. [19]

Crook says that the Canterbury & Whitstable was “the first railway in England to convey ordinary passengers in steam-hauled trains. … In 1832, Whitstable Harbour was opened and … a steamer later ran … between Whitstable and London. During the 1840s, the South Eastern Railway took an interest in the Canterbury & Whitstable line. The S.E.R. leased it in 1844, commenced working it in 1846, and eventually bought it outright in 1853. From 6th April 1846, it was worked throughout its length by locomotive traction, when a junction was made at Canterbury with the South Eastern line from Ashford to Margate.” [19: p125] It was at this time that the stationary engines became surplus to requirements.

“The financial receipts improved steadily and throughout the remainder of the nineteenth century the line was prosperous. In 1860, the London, Chatham & Dover Railway reached Whitstable, and shortly afterwards was extended to Margate. The South Eastern Railway opposed the construction of this line and, of course, there was no connection between the two railways at Whitstable. Early in the [20th] century intermediate halts were built at South Street, and Tyler Hill, both serving scattered communities between Whitstable and Canterbury, and a new station was provided at Whitstable Harbour, on a site just outside the harbour. In 1913, the South Eastern & Chatham Railway, into which the L.C.D.R. and S.E.R. had merged, built the present Whitstable & Tankerton Station on the main line. The Canterbury & Whitstable Railway crossed over this line just beyond the end of the platforms, and a halt was built on the bridge at the point of crossing. Steps connected the two stations and special facilities, such as cheap day tickets between Herne Bay and Canterbury via Whitstable, were commenced. After the first world war, local bus competition became intensive and the inevitable decline followed. In 1930, it was decided to close the line to passengers and the last passenger train ran on 31st December of that year. This decision must have brought the Southern Railway more relief than regret, for, in consequence of the one tunnel (Tyler Hill) on the route, clearances are very limited, and only selected engines and special coaching stock can work over it. From 1931 onwards the line has been used regularly for goods traffic, and today [in 1950], with total closure a possibility in the near future, it provides a wealth of interest.” [19: p125-126]

In 1950, Crook took his own journey along the Canterbury & Whitstable Railway which began at “Canterbury West Station, the bay platform from which the Whitstable trains ran [was] now disused. The railway [curved] sharply towards Whitstable, and immediately [left the main] line. The single track [climbed] up through the outskirts of Canterbury, and [entered] the first railway tunnel to be built in the world.” [19: p126]

We need to pause for a moment to note that Tyler Hill’s claim was actually to being the first tunnel which passenger services passed through. (Haie Hill Tunnel in the Forest of Dean was an earlier structure but was only used for goods services.)

Tyler Hill Tunnel restricted the dimensions of locomotives and rolling-stock on the line. Nothing wider than 9ft. 3in. or higher than 11ft. could work through the tunnel which was nearly half a mile in length. The gradient through the tunnel (1 in 50) continued North of the tunnel for a total length of two miles.

Crook mentions passing Tyler Hill level crossing but noted that there was no sign of the passenger halt which once stood there. He continues: “Entering woodland country, the line … begins to drop sharply towards Whitstable. The gradients on the descent have been widely quoted as 1 in 31 and 1 in 28, but [Crook notes] the gradient boards [he saw] show them as 1 in 32 and 1 in 30. In any case, they are among the steepest to be found on a British railway. At the foot of this bank, the woods are left behind and another level stretch follows: it was at this point that Invicta used to be coupled on to the trains. The line then approaches South Street Halt, of which the platform has been removed and the waiting room only remains. The level crossing gates there, and similarly at Tyler Hill, are operated by the resident of a nearby house, the train indicating its approach by prolonged whistling. Nearing the outskirts of Whitstable, the line passes under an imposing road bridge built in 1935 by the Kent Kent County Council and carrying the A299 road which takes the bulk of the road traffic to the Kent coast. … The final steep drop into Whitstable is at 1 in 57 and 1 in 50. A road is crossed on a picturesque brick arch, which is still in its original condition, although it is undoubtedly awkward for road traffic because of its narrowness and oblique position. Immediately beyond this bridge is a much more modern one carrying the railway over the main Victoria-Ramsgate line at a point (as mentioned earlier) just clear of the main line Whitstable Station. Not a trace remains of Tankerton Halt.” [19: p126-127]

South Street Halt looking North, with the level-crossing gates beyond. Note that the platform of the Halt had been removed but the waiting shelter remained, © D. Crook, Public Domain. [19: p128]

The picturesque brick arch referred to by Crook as still being in its original condition, although undoubtedly awkward for road traffic because of its narrowness and oblique position. This bridge also gets a mention in Henry’s account as the only public road bridge on the railway. This is a narrow brick arch spanning Church Street, and stands today in its original form, notwithstanding the several but fruitless efforts of the local traction engine drivers to affect its displacement with their ponderous machines, © D. Crook, Public Domain. [1: p310][19: p106 & p127]

“By 1914, the railway was running regular services for day-trippers and Tankerton was becoming a thriving tourist destination, with tea shacks and beach huts springing up along the coast. 1914 also saw the outbreak of WW1 and the Crab and Winkle Railway was passed into the hands of the Government for the next 5 years. Passenger services were halted and the railway and harbour were used to transport much needed resources to the Western Front. These included livestock, horses, ammunition and trench building equipment.” [18] After the war, the return of passenger services did not result in the same level of patronage as before the war.

Crook continues his 1950s commentary: “Half a mile on lies the harbour, from the railway viewpoint, a pathetic sight. Both stations are still standing, the original inside the harbour gates, and the later one just outside and separated from the harbour by the main road through Whitstable. Level-crossing gates are provided there. The original station is completely derelict, and the later station, now closed for over 20 years, from the outside at least, is little better. This building has been leased for various purposes, and at present is the headquarters of the local sea cadets. Devoid of paint, and with the platform surface overgrown with weeds, it makes a very sad commentary on the march of time. The small signal box which stood there has been completely removed. A loop is provided for the engine to work round its train and this is the only section of double track along the whole six miles. The harbour itself is as pathetic as the derelict stations, with a profusion of sidings which could hold without difficulty 70 to 80 trucks. Thus the handful of trucks, rarely more than 15, lying in one or two of the sidings, serve only to remind of a past prosperity now not enjoyed. Small coastal steamers and barges carrying mostly grain and stone use the harbour, which suffers badly from the disadvantage of being tidal.” [19: p127]

It is worth commenting that Whitstable has seen a renaissance in the late 20th- and early 21st- centuries. It is a pleasant place to wander and has seen a real recovery in its economy.

Crook continues his 1950s commentary: “There are now no signals along the track but the telegraph wires appear intact, though off their poles in some places. A modern touch is provided by standard Southern Railway cast-concrete gradient signs and mile posts. The latter give the route miles to London via Canterbury East and Ashford, and, as a point of interest, by this route London is [76.25] miles from Whitstable compared with 59 miles by the Victoria-Ramsgate main line. … Originally two goods trains each day were needed to keep abreast of the traffic, but now one is ample. It takes half-an-hour to arrive from Canterbury, there is an hour’s leisurely shunting in the harbour, and the return to Canterbury is made at about 1 p.m. There is no train on Sundays. Goods carried mostly are confined to coal into Whitstable and grain into Ashford. At one time coal from the Kent mines was exported from Whitstable, but now the coal which comes this way is entirely for local use and is not a product off the local coalfields alone, but mostly from the Midlands. In the other direction, grain is unloaded at Whitstable from class “R1” six-coupled freight tanks which are in accord with the historical traditions of the line, for no fewer than three Chief Mechanical Engineers have shared in producing the version seen today. Originally known as Class ‘R’, they were built between 1888 and 1898 by the South Eastern Railway and were among the last engines to appear from Ashford under the Stirling regime, 25 being built in all. On the formation of the S.E.C.R.. some of the class were modified by Wainwright and classified R1, a total of 23 ‘Rs’ and ‘R1s’ survived to be included in the Southern Railway stock list. Nine of these subsequently were further modified to enable them to work over the Canterbury & Whitstable line and succeeded some of Cudworth’s engines. At the end of 1950, all the ‘Rs’ and all but 10 of the ‘R1s’ had been scrapped. The surviving ‘R1s’ which can work this route are Nos. 31010, (now 61 years old). 31069, 31147, 31339, and these engines all make regular appearances.” [19: p127-128]

Because of the gradients on the line, working rules stipulated that trains had to be limited to 300 tons (18 loaded trucks) from Canterbury to Whitstable, and 200 tons in the other direction, but by the early 1950s loads rarely approached these figures. “Modifications were necessary to reduce the height of the ‘Rs’ and ‘Ris’ so that they could negotiate the tunnel on the branch, these alterations included the fitting of a short stove pipe chimney, a smaller dome, and pop safety valves. The ‘R1’ rostered for duty on the Canterbury and Whitstable line spends the rest of its day as yard pilot in the sidings at Canterbury West. It is coaled and watered there, and returns to Ashford only at weekends.” [19: p128]

One of the Class ‘R1’ 0-6-0T locomotives, modified to meet the restricted loading gauge on the Canterbury & Whitstable Railway. [19: p107]

Two of the R1 locomotives in their modified condition sitting at Ashford Locomotive Depot – Ex-SER Stirling class R1 Nos. 1069 (built 6/1898) and 1147 (built 11/1890) had been cut down to operate on the restrictive Canterbury & Whitstable line, but were engaged here in shunting ex-Works engines in 1946; both were withdrawn in 8/58, © Ben Brooksbank and licenced for use here under a Creative Commons Licence (CC BY-SA 2.0). [21]

The reduced headroom in the tunnel also meant that while most open type wooden and steel trucks were permitted over the route, no closed wagons were. “For the grain traffic, special 12-ton tarpaulin hopper wagons were used. These [had] fixed side flaps and [were] all inscribed with the legend ‘When empty return to Whitstable Harbour’. Special brake vans [were] used also. Because of weight restrictions, the ‘R1s'[were] not allowed over all the harbour sidings, and trucks there [were] horse drawn or man-handled.” [19: p128]

Crook concludes his article with some comments which were topical at the time of writing: “In recent years there has been strong agitation for the railway to be re-opened for passengers, but these efforts have been unsuccessful. It had been suggested that, as Canterbury is to be a local centre for the Festival of Britain, and the line has such an historical background, a passenger service should be reinstated for a trial period during the coming summer, but this was considered impracticable. … Perhaps specially-built diesel railcars would provide a satisfactory solution. On the other hand however strong the case for re-opening, it must be admitted that the need for special rolling stock constitutes a serious difficulty.” [19: p128]

“The line was in use for over 120 years. Passengers were carried until 1931 after which the line was used for goods only. The line finally closed on the 1st of December 1952, but was re-opened for several weeks in 1953 after the great floods cut the main coastal line on the 31st of January. The line was offered for sale in the late 1950s and large sections of the line were sold to private landowners. … The world’s oldest railway bridge in Whitstable was knocked down in 1971 to make way for cars. Thirty metres of the tunnel collapsed in 1974 and by 1997 the whole route was disused built on, or overgrown, almost entirely forgotten…” [17]

Two short notes about the Canterbury and Whitstable Railway:

A. A Canterbury and Whitstable Echo (The Railway Magazine, June 1959)

“Indignation has been expressed by residents in Whitstable at a recent substantial increase in the local rates, and the Urban District Council has been criticised for purchasing the harbour last year from the British Transport Com-mission for £12,500. This purchase accounts for 5d. of the 4s. 4d. increase in the rates. Whitstable Harbour was the first in the world to be owned by a railway company; it was among the works authorised by the Canterbury & Whitstable Act of incorporation of June 10, 1825. The railway was closed completely in December, 1952, and has been dismantled. In present circumstances, it probably is but cold comfort for the disgruntled residents to stress the historical interest of the harbour, quite apart from its commercial value. For them the fact remains that the purchase by the local authority of this adjunct to the pioneer railway in Kent has resulted in an increase in their rates.” [22]

B. Whitstable Harbour (The Railway Magazine, September 1959)

“Sir, Your editorial note in the June issue is of considerable interest to railway historians, for in addition to the fact that Whitstable Harbour was the first in the world to be owned by a railway company, it was also via this harbour that one of the earliest combined railway and steamboat bookings was introduced … In 1836, a local steam packet company agreed with the Canterbury & Whitstable Railway for the issue of tickets between Canterbury and London, and advertised that the ship William the Fourth, with Captain Thomas Minter, would leave Whitstable at 12 o’clock every Monday, Wednesday and Friday, and that the connecting train from Canterbury would leave that station at 11 o’clock. The journey from London would be made on Tuesdays, Thursdays, and Saturdays. The advertised single fares (including the railway journey) from Canterbury to London were in chief cabin 6s., children 4s.; and in fore cabin 5s., children 3s. 6d. The advertisement was headed with a small picture of the steam packet and the words, ‘Steam to London from Whitstable and Canterbury to Dyers Hall Steam Packet Wharf near London Bridge‘.” [23]

NB: There is at least a question mark to the assertion that Whitstable Harbour was the first in the world to be owned by a railway company. We know that Port Darlington was opened in December 1830. Whitstable harbour was built in 1832 to serve the Canterbury and Whitstable Railway which opened earlier. [24]

References

C.R. Henry; The Canterbury and Whitstable Railway: The Second Public Railway Opened in England; in The Railway Magazine, London, October 1907, p305-313.
https://en.m.wikipedia.org/wiki/Canterbury_and_Whitstable_Railway, accessed on 3rd November 2024.
Samuel Lewis; ‘Whitley – Whittering’. A Topographical Dictionary of England; Institute of Historical Research, 1848
https://waterways.org.uk/waterways/discover-the-waterways/kentish-stour, accessed on 8th November 2024.
http://www.forgottenrelics.org/tunnels/haie-hill-tunnel, accessed on 8th November 2024.
https://maps.nls.uk/view/102343570, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=16.4&lat=51.28569&lon=1.07653&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.9&lat=51.29739&lon=1.07007&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.8&lat=51.30970&lon=1.06424&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.8&lat=51.32336&lon=1.04957&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.8&lat=51.34712&lon=1.04568&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.8&lat=51.35763&lon=1.03637&layers=257&b=ESRIWorld&o=100, accessed on 9th November 2024.
https://maps.nls.uk/geo/explore/#zoom=15.8&lat=51.36336&lon=1.02749&layers=257&b=ESRIWorld&o=100, accessed on 8th November 2024.
The Kent Herald of 6th May 1830.
https://railmaponline.com/UKIEMap.php, accessed on 23rd December 2024.
https://en.m.wikipedia.org/wiki/Whitstable_Harbour_railway_station, accessed on 24th December 2024.
https://crabandwinkle.org/past, accessed on 25th December 2024.
https://www.whitstable.co.uk/the-whitstable-crab-and-winkle-way, accessed on 27th December 2024.
D. Crook; The Canterbury and Whitstable Railway in 1950; in The Railway Magazine, London, February 1951, p106-107 & 125-128.
https://commons.m.wikimedia.org/wiki/File:Whitstable_Harbour_Railway_Station_001.jpg, accessed on 30th December 2024.
https://www.geograph.org.uk/photo/2654059, accessed on 30th December 2024.
Editorial; The Railway Magazine, London, June 1959, p370.
Reginald B. Fellows; Letters to the Editor: Whitstable Harbour; in The Railway Magazine, London, September 1959, p649.
https://www.canterbury.co.uk/whitstable-harbour/our-history, accessed on 25th August 2025.

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