Chattenden and Upnor Railway

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

History

Precursors

The first railway at Chattenden was a standard gauge line laid by the Royal Engineers in the early 1870s. This was used to bring building materials from a wharf at Upnor to be used in the construction of the Chattenden Munitions Depot. According to a report in the issue of "Iron" dated Saturday 29 May 1875: "A detachment of non-commissioned officers and men of the Royal Engineers, commanded by Lieutenant Barker, on Saturday left the School of Military Engineering at Chatham for Upnor, where they will be quartered for some time, as they are to be employed to lay down lines of rails to connect forts on the Thames and Medway with the new powder magazines to be constructed at Chattenden Roughs, a few miles from the old magazines at Upnor Castle. It is expected that more than forty miles of these railways will be constructed." This railway fell out of use when the building work was completed.
An railway is thought to have been laid to help with the construction of the standard gauge line. An locomotive, called Burgoyne, built by Manning Wardle in 1873, would have been used in construction, although it may also have been used on the Chatham Eastern Defences 18 inch gauge railway and worked on Borstal Prison construction work. Burgoyne was identical as built to Busy Bee and was a member of the classic Manning Wardle '6 by 8' 0-4-0ST specification.

Opening

In 1885, members of the Royal School of Military Engineering laid an experimental gauge railway on the trackbed of the standard gauge line, initially retaining the standard gauge as a third rail in at least some places. The steep gradients involved allowed the engineers to test the effectiveness of narrow-gauge railways over hilly terrain. The last standard gauge locomotives were transferred to the Royal Arsenal at some stage between 1898 and 1906.The 1885 gauge adaptation was at the behest of Royal Engineers officers such as Major John Hogg, who were mindful of the shortcomings of the 18 inch gauge lines laid during the abortive Suakin Campaign of the Spring that year. At the time gauge railways were being used extensively in the North-West Frontier Province of India.
Sadly, although no steam locomotives of the Royal Engineers era on the C. & U.R. currently survive, probably the main legacy of the railway in this era was the use of 36 2 ft. 6 in. gauge Bagnall 2-4-2ST's supplied to the Indian States Military Railways in 1901–05 as a Strategic Reserve. Examples saw use in Mesopotamia during World War One and two survive in India today. The locomotives, although of a different wheel arrangement, showed a marked family resemblance to Bagnall 1514 of 1897.

World Wars

The Chattenden and Upnor Railway line was taken over by the Admiralty on 1 April 1906. Two new locomotives, Fisher and Chevalier were purchased just after the start of the First World War to deal with the rise in munitions traffic. In 1918, five Greenwood and Batley battery-electric locomotives were purchased, to work the lines into the munitions stores where steam locomotives were a fire risk.
In 1931 the railway had 91 powder wagons, 16 box wagons to carry ammunition, 17 assorted wagons for ballast, an officers' carriage, 7 workmen's carriages, 3 brake vans, and a breakdown van.
Two final steam locomotives, Burnett Hall and Norbury were purchased in 1933 and 1934. These were the main locomotives in use at the start of the Second World War. In 1943, the first of a series of diesel locomotives were purchased.

Closure

By 1896, the last of the Hoo branch had been lifted, with the remainder removed by 1909.
By 1941, the section of the branch from Upnor to the Tank Field signal box was mostly out of use, and the remaining section to Pontoon Hard was closed. The rest of the line closed on 31 December 1961. The track was lifted in December 1965.

Passenger services

The line was never opened to the public, but passenger services were run for munitions workers. In 1891 there were nine passenger trains running each day.
During the Second World War, passenger trains were revived using bogie carriages built by Charles Roberts & Co. Ltd. in 1942. These continued until 19 May 1961.

Route

The railway started at the Lodge Hill munitions depot, at interchange sidings with the standard gauge Chattenden Naval Tramway. It curved around the west end of Chattenden Magazines Enclosure to Lutnor Junction, where a branch ran back into the magazines. The main line continued southeast for to Chattenden Barracks, where the line's locomotive sheds and workshops were located. A long branch ran east from here to the village of Hoo.
South of Chattenden Barracks, the line rose on an embankment to cross the A228 road on an overbridge. It then continued south to Upnor Junction, where two branches ran down to the bank of the River Medway. One branch ran west past Tank Field, to the Upper Pontoon Hard near Frindsbury. The other ran into the Upnor Depot.
The railway had several sections of steep gradients. From Upnor Depot to Church Crossing the line rose at 1 in 26, from there to Upnor Junction the gradient was 1 in 30. There was also a section of 1 in 34 approaching the west gate of Lodge Hill depot.

Accidents

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

2 ft. 6 in. gauge locomotives

Battery-electric

A large number of battery-electric locomotives were used, mainly to move munitions around the Lodge Hill depot. Six supplied in 1928 were also suitable for use on the main line. They had central cabs with large square-cornered windows and tramway skirts covering the wheels. These were replaced by six Greenwood and Batley 8-ton locomotives built between 1938 and 1945.
The rest of the battery-electric fleet were motorised wagons without cabs that were restricted to use in the depot. Twenty-four were supplied by Greenwood and Batley in batches between 1918 and 1948. Seven came from Wingrove & Rogers and two were built in the workshops at Lodge Hill.

Rolling stock

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