Class 135 (Locobase 10512)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol XI (15 June 1905), p. 100. Dubs works numbers were 886-891, Neilson works numbers were 2215-2220.

Neilson supplied six of this class of goods locomotives in 1876, at the same time it delivered the passenger engines described in Locobase 2995. The two used the same cylinders and very similar boilers.

Class 296 (Locobase 8970)

Data from C J Bowen Cooke, "British Locomotives", (London: Whitaker & Co, 1894). Locobase's building date is an estimate.

Class Acis (Locobase 10229)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol VII (June 1902), p. 96.

The first 6 of this class came from Sharp Stewart in 1861 (works numbers 1280-1283) and 1862 (1327-1328). Robert Stephenson & Co followed with 8 more in 1862 (works number 1386-1393). The design had a double frame with outside bearings, inside cylinders, tall dome well forward, and thick safety-valve column over the firebox. The firebox was oneo of James Cudworth's sloping design with the midfeather running logitudinally through it.

The driver had no protection save a low spectacle board. These were later rebuilt with conventional fireboxes; see Locobase 10316.

Class Adrian (Locobase 10238)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Volume VII [7] (August 1902), p. 127. See also "Goods Engine, London, Chatham, and Dover Railway", Engineer, Volume 25, No 1 (3 January 1868), p. 3. Works numbers were 686-691

William Martley was credited with the design of these locomotives, which were intended from the outside to provide dual service. In addition of goods traffic, the class's 63" drivers permitted them to haul summer-season excursion trains "constantly numbering twenty-two carriages well filled", observed the Engineer, Moreover, the line was "anything but straight or level" requiring "considerable power" to work the trains.

They were delivered with Cudworth sloping fireboxes with double firedoors (though without the midfeather) initially. Depth at the front tubesheet measured 61 1/2" (1,562 mm) sloping up to a rear firebox sheet depth of 29 1/2" (749 mm).

The railway soon adopted a conventional, flat-grate firebox. An illustration shows deep plate frames, a raised firebox, brass dome centered between the stack and firebox, tall stack at the front end, completely unprotected footplate at the tender end. Cylinders and valve motion were all inside with only the coupling rods showing outside.

Later known as the Constantine class.

Class B2 (Locobase 10533)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol XI (16 October 1905), p. 171.

Using the same boiler and grate as the express bogies shown in Locobase 8969, this sextet of goods locomotives were among the last to be designed by William Kirtley. They were the standard freight engines at the time of amalgamation with the South Eastern.

Class Constantine (Locobase 10461)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol VII (August 1902), p. 127. Works numbers were 686-691

William Kirtley continued his updating of William Martley designs by rebuilding the 20-year-old "Adrian" that entered service in 1866 (Locobase 10238). Probably because the grate was still too large for Kirtley's taste, the entire firebox and boiler were replaced with one that had less evaporative heating surface overall (because the tubes had a smaller diameter), but a larger firebox heating surface.

Constantine was the first to be rebuilt in 1885, the others followed shortly with the last two - the former Vespasian (129) and former Pertinax (131) completing the program in 1890.

Class H (Acis rebuilt) (Locobase 10316)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol VIII (9 May 1903), p. 332. Boiler pressure is an estimate.

Locobase 10229 describes the original Acis goods locomotives that appeared in 1861. Twenty years after the first engine was delivered, William Kirtley began rebuilding the class with a new, smaller boiler and grate and with the Westinghouse air brake as well. Note that the tube diameter shrank as the number of tubes grew, the firebox area decreased as did the grate. On the other hand, weight increased by 3 tons and it was all to the benefit of pulling power.

More than 20 years after its reconstruction, the entire class was still in service.

Class Hercules tank (Locobase 10293)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol VIII (21 Mar 1903), p. 192

William Martley took delivery of the Hercules and Ajax in their tender-engine configuration in 1860; R & W Hawthorn supplied them as their works numbers 971 and 973. More than 15 years later, William Kirtley rebuilt these, as he had so many of Martley's designs, into tank engines. In this pair's case, Kirtley placed the saddle tank over the first two driving axles.

Class Huz (Locobase 10261)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol VIII (24 Jan 1903), p. 66. Works numbers were 2314-2315.

William Martley ordered this pair of ballast-train engines shortly before his death and at a time when Sharp, Stewart determined that the Pembroke & Tenby would not be taking delivery of the two. One wonders why they were delivered to the L C & DR in a state of undress, the boiler lagging not fitted and proper tenders not constructed. The tenders would come from earlier engines.

They served their purpose, however, and their nicknames (Huz and Buz) suggest a certain amount of affection for such quotidian vehicles.

Class Huz - rebuilt (Locobase 10483)

Data from "Locomotive History of the London, Chatham & Dover Ry," The Locomotive Magazine, Vol XI (16 January 1905), p. 11.

William Martley's pair of construction locomotives(Locobase 10261) merited a new boiler after decades of service and William Kirtley supplied them. The vessel was smaller, but could be pressed to a higher degree and was heated by a larger firebox. So equipped, Huz and Buz continued in service for another 15 years before being idled in 1901.