London, Chatham and Dover Railway

Many of the difficulties were caused by the intense competition and duplication of services with the South Eastern Railway (SER).

"The Chatham", as it was sometimes known, was often criticised for its lamentable carriage stock and poor punctuality, something which Somerset Maugham refers to in the novel Mrs Craddock: "Suddenly she thought of going away there and then...

[1] However, in two respects the LCDR was very enterprising: it used the highly effective Westinghouse air brake on its passenger stock, and the Sykes "Lock and Block" system of signalling.

Permission to build a new line from Strood near Rochester to Faversham was granted by Parliament in 1853, but the SER successfully fought off an attempt by the new company to secure running powers on its tracks.

[2] In return, the SER agreed not to oppose any future application for an extension of the line to Dover, which was granted in 1855.

In 1859, the EKR changed its name to the LCDR, although Dover had not then been reached, coinciding with the Western Extension via Longfield to join the Crays Company rails at Southborough Road (now Bickley).

Stations on the Greenwich Branch were Parliament had established standard clauses that were included in the authorising acts of Parliament for all railway companies that specifically limited the borrowing powers of the company to one-third of its authorised share capital to ensure there was a proper balance between share capital and loans.

These standard clauses also required that before any loans could be taken, all of the share capital must have been subscribed for, at least 50% paid for and the payment proved to the satisfaction of a justice of the peace.

Shares had been issued in the names of Peto, Betts, Crampton and their acquaintances, and the LCDR accounts written up to make it look as though either the associated cash payment had been made directly to Peto and Betts to fund the construction of the line, or the money, having been paid to the railway company, had temporarily been lent back to the new shareholders.

In fact, no cash had changed hands at all, but on the strength of these fictitious entries, the statutory declaration was made before a justice of the peace and authority given to raise loans.

On the strength of these fictitious receipts, again, the statutory declaration was made before a justice of the peace and authority given to raise loans.

In his view, as it was the LCDR company solicitors that had suggested this course of action, and had drawn up the fraudulent statutory declaration and the loan documentation papers, he did not think that he should shoulder any of the blame.

[11] Peto, Betts and Crampton admitted to owing the LCDR £365,000 and eventually the railway acquiesced to this figure.

c. clxviii) was passed, which resulted in the formation of the South Eastern and Chatham Railway (SE&CR).

Both the South Eastern and London, Chatham and Dover Railway companies' locomotives were painted black each with their own style of lining but, when taken over by the South Eastern and Chatham Railways Managing Committee (SE&CR), dark green was adopted with an elaborate lining scheme.

After some trials with a hybrid colour scheme (SER maroon on the upper parts and LC&DR teak on the lower), the SE&CR adopted the dark maroon/lake livery for passenger stock.

These rather than Stirling's Ashford products formed the basis for SE&CR development under Wainwright, not least because it was Robert Surtees from Longhedge who led design work for the successor organisation.

The London, Chatham and Dover Railway operated a number of steamships from 1864, when they took over Jenkins & Churchward's fleet.