Canterbury and Whitstable Railway: Difference between revisions
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[[Image:Invicta, Canterbury, 1970s flip.jpg|thumb|right|''Invicta'' preserved at Canterbury in the 1970s.]] |
[[Image:Invicta, Canterbury, 1970s flip.jpg|thumb|right|''Invicta'' preserved at Canterbury in the 1970s.]] |
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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. From the beginning it was a public railway, intended for passengers as well as freight. Indeed, the world's first [[season ticket]] was issued for use on the line in [[1832]], to take Canterbury passengers to the Whitstable beaches for the summer season.{{fact|date=August 2008}} Unlike the public [[Liverpool and Manchester Railway]] which opened four months later, it used [[cable railway|cable haulage]] by stationary [[steam engine]]s over much of its length, with [[steam locomotive]]s restricted to the level stretch. |
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Until the early [[nineteenth century]] Canterbury's line of supply for goods had been along the [[River Stour, Kent|River Stour]] which flows to Pegwell Bay, near [[Ramsgate]] on the eastern cost of Kent. Although this is only seventeen miles as the crow flies, the meandering river journey is around seventy miles. The river was continually silting up, and the cost of dredging such a length was prohibitive. Although turnpikes had been built, four or five carts were needed to carry the load of a single barge. |
Until the early [[nineteenth century]] Canterbury's line of supply for goods had been along the [[River Stour, Kent|River Stour]] which flows to Pegwell Bay, near [[Ramsgate]] on the eastern cost of Kent. Although this is only seventeen miles as the crow flies, the meandering river journey is around seventy miles. The river was continually silting up, and the cost of dredging such a length was prohibitive. Although turnpikes had been built, four or five carts were needed to carry the load of a single barge. |
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Revision as of 15:56, 16 August 2008
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The Canterbury and Whitstable Railway, sometimes referred to colloquially as the Crab and Winkle Line, was an early British railway that opened in 1830 between Canterbury and Whitstable in the county of Kent, England.
Early history
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. From the beginning it was a public railway, intended for passengers as well as freight. Indeed, the world's first season ticket was issued for use on the line in 1832, to take Canterbury passengers to the Whitstable beaches for the summer season.[citation needed] Unlike the public Liverpool and Manchester Railway which opened four months later, it used cable haulage by stationary steam engines over much of its length, with steam locomotives restricted to the level stretch.
Until the early nineteenth century Canterbury's line of supply for goods had been along the River Stour which flows to Pegwell Bay, near Ramsgate on the eastern cost of Kent. Although this is only seventeen miles as the crow flies, the meandering river journey is around seventy miles. The river was continually silting up, and the cost of dredging such a length was prohibitive. Although turnpikes had been built, four or five carts were needed to carry the load of a single barge.
Whitstable, on the coast about seven miles due north, was at that time a small fishing village and port with a trade in iron pyrites from the Isle of Sheppey. The idea for the line came from William James who surveyed the route and produced plans for improving the harbour. The immediate problem was that the land between Whitstable and Canterbury rose to a height of two hundred feet (70m), and railway haulage on steep gradients was technically very difficult at that time. The only alternative would have been a much longer route through Sturry, Herne and Swalecliffe and land acquisition would have been a major cost.
Accordingly the direct route was chosen with three steep gradients, two of them to be worked by ropes from stationary steam engines. Leaving Canterbury, there was a steep incline to near the top of Tyler Hill, followed by an 828 yards (757 m) tunnel, then a descent through Clowes Wood to Bogshole Brook. From there the final two miles were substantially level apart from a short incline down to Whitstable. The line received its Act of Paliament in 1825. Construction began in 1828 with George Stephenson as the engineer, with the assistance of John Dixon and Joseph Locke. The line cost far more than predicted and the promoters returned to Parliament three more times to obtain authorisation for the raising of additional funds. The construction of Whitstable Harbour, under the direction of Thomas Telford, was completed in 1832.
The line finally opened on the May 3 1830, with a single track throughout and passing loops at Clowes Wood and the entrance to Tyler Hill tunnel. The track consisted of fifteen foot fish-bellied iron rails on wooden sleepers at three foot intervals, the more usual alternative of stone blocks being considered too expensive. Initially Stephenson had recommended the use of stationary engines for the three inclines, with horses for the level sections. However the promoters insisted on use of a locomotive for the least difficult incline, and Invicta was procured from Robert Stephenson and Company, the twentieth they had produced, and it was brought to Whitstable by sea. Unfortunately the short gradient from Whitstable proved too much for it, and a third stationary engine was installed in 1832.
The line was visited by Isambard Kingdom Brunel in 1835. The purpose of his visit was to conduct some experiments in order silence some of the criticism he had received in relation to his proposals for the Great Western Railway.
Also in 1835, the "Invicta" was modified in order to improve its performance. The modification was unsuccessful and led to the locomotive being taken out of service, and trains being hauled only by the stationary engines. The C&WR tried to sell the "Invicta" in 1839 in order to clear some of its debts, but no buyers were found. The "Invicta" was later given to the Canterbury City Corporation and for many years stood on a plinth in the Dane John Gardens beside the Riding Gate.
South Eastern Railway
The line was bedevilled by financial problems and was facing bankruptcy when the South Eastern Railway, which had received the Royal Assent in 1844, agreed to take it over, operating it in isolation from their own line. Invicta by now was virtually useless and horse traction was being used.
When the South Eastern Railway's own network eventually reached Canterbury, it decided to convert the line for use with its own locomotives throughout, after upgrading the track. Under George Stephenson's influence the track had been built to standard gauge, but the loading gauge was small, the height of Tyler Hill Tunnel being only twelve feet and the South Eastern locomotives were modified with shorter chimneys and lowered boilers.
The line was never prosperous, even under South Eastern management, and there was a new setback when the London, Chatham and Dover Railway opened in 1860 offering a better passenger service from Whitstable to London.
Twentieth century operations
In 1923 the line became part of the Southern Railway and like many other lines around the country it suffered from competition from bus services. It continued to carry coal, grain and roadstone, with munitions to the harbour during World War II. By 1948, when it became part of British Railways, Whitstable Harbour had fallen into disuse and what was left of the line's trade had disappeared.
Closure and lifting
The line closed in 1952, albeit with a short reprieve during the floods of 1953. Track was lifted almost immediately and the line has almost completely disappeared apart from the tunnel portals, some embankments and various oddments. Invicta, however, has been preserved and can be seen in the Museum of Canterbury. The locomotive is not in its original form, since various modifications were made around 1836 in an effort to improve its performance. Part of the Tyler Hill tunnel collapsed at the beginning of July 1974, causing severe subsidence to some buildings at the University of Kent at Canterbury that had been built on the hill above. The resulting voids were filled over the next year, using fly-ash from Richborough power station.[1]
Restoration
In 1997, a charity, The Crab and Winkle Line Trust[2], was formed to reopen the route. In 1999, a footpath and cycleway was opened between Canterbury and Whitstable, running along approximately 40% of the original track. There are plans to allow public access to more of the line.
References
- ^ Graham Martin, From Vision to Reality: the Making of the University of Kent at Canterbury (University of Kent at Canterbury, 1990) pages 225-231 ISBN 0-904938-03-4
- ^ The Crab and Winkle Line Trust
Bibliography
- Maxted, I. (1970). The Canterbury & Whitstable Railway. Oakwood Press. ISBN 0-7110-2934-2.
- Ratcliffe, R.L. (1980). Canterbury & Whitstable Railway 1830-1980. Locomotive Club of Great Britain. ISBN 0 90527011 8.
- Hart, Brian (1991). The Canterbury and Whitstable Railway. Didcot: Wild Swan Publications. ISBN ISBN 0-906867-97-5.
{{cite book}}: Check|isbn=value: invalid character (help) - Page, M. In the Tracks of Railway History – A Walk along the line of the Canterbury and Whitstable Railway. ISBN ISBN 0-9515828-1-X.
- Macnair, Miles (2007). William James (1771-1837): the man who discovered George Stephenson. Oxford: Railway and Canal Historical Society. ISBN 978-0-901461-54-4.
- Oppitz, Leslie (2003). Lost Railways of Kent. countrysidebooks.co.uk. ISBN 1-85306-803-9.
{{cite book}}: External link in|publisher= - Fellows, Rev. R.B. (1930). History of the Canterbury and Whitstable Railway. Canterbury: Jennings.