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Monument details

HER Number:TQ 92 NW 18
Type of record:Monument
Name:The Royal Military Canal

Summary

Disused defensive canal built during the Napoleonic Wars from 1804 and 1809 in response to the threat of invasion. Tolls were charged for civilian traffic along the road and commercial barges were charged by the load. The canal was originally 60 feet wide and 9 feet deep with an adjacent rampart (parapet and banquette), a military road and government drain on the landward side, the towpath and another adjacent drain was to seaward. At every third of a mile it was deliberately bent. These positions were defended by eighteen pounder cannons positioned on raised banks. The canal was sold off in sections in the late 19th century, but was taken over by the military in both world war I and world war II. In both wars gun emplacements were sighted in virtually the same places as the original eighteen pound cannon sites.

Summary from record TQ 02 NW 20:

Disused defensive canal built during the Napoleonic Wars from 1804 and 1809 in response to the threat of invasion. Tolls were charged for civilian traffic along the road and commercial barges were charged by the load. The canal was originally 60 feet wide and 9 feet deep with an adjacent rampart (parapet and banquette), a military road and government drain on the landward side, the towpath and another adjacent drain was to seaward. At every third of a mile it was deliberately bent. These positions were defended by eighteen pounder cannons positioned on raised banks. The canal was sold off in sections in the late 19th century, but was taken over by the military in both world war I and world war II. In both wars gun emplacements were sighted in virtually the same places as the original eighteen pound cannon sites.

Summary from record TQ 92 NE 89:

Disused defensive canal built during the Napoleonic Wars from 1804 and 1809 in response to the threat of invasion. Tolls were charged for civilian traffic along the road and commercial barges were charged by the load. The canal was originally 60 feet wide and 9 feet deep with an adjacent rampart (parapet and banquette), a military road and government drain on the landward side, the towpath and another adjacent drain was to seaward. At every third of a mile it was deliberately bent. These positions were defended by eighteen pounder cannons positioned on raised banks. The canal was sold off in sections in the late 19th century, but was taken over by the military in both world war I and world war II. In both wars gun emplacements were sighted in virtually the same places as the original eighteen pound cannon sites.

Summary from record TQ 93 SE 21:

Disused defensive canal built during the Napoleonic Wars from 1804 and 1809 in response to the threat of invasion. Tolls were charged for civilian traffic along the road and commercial barges were charged by the load. The canal was originally 60 feet wide and 9 feet deep with an adjacent rampart (parapet and banquette), a military road and government drain on the landward side, the towpath and another adjacent drain was to seaward. At every third of a mile it was deliberately bent. These positions were defended by eighteen pounder cannons positioned on raised banks. The canal was sold off in sections in the late 19th century, but was taken over by the military in both world war I and world war II. In both wars gun emplacements were sighted in virtually the same places as the original eighteen pound cannon sites.

Images

The Royal Military Canal from the air   © Kent County Council
Grid Reference:TR 0644 3011
Map Sheet:TR03SE
Parish:ALDINGTON, ASHFORD, KENT
APPLEDORE, ASHFORD, KENT
BILSINGTON, ASHFORD, KENT
BONNINGTON, ASHFORD, KENT
KENARDINGTON, ASHFORD, KENT
ORLESTONE, ASHFORD, KENT
RUCKINGE, ASHFORD, KENT
STONE-CUM-EBONY, ASHFORD, KENT
WAREHORNE, ASHFORD, KENT
BURMARSH, SHEPWAY, KENT
HYTHE, SHEPWAY, KENT
LYMPNE, SHEPWAY, KENT
STANHOPE, ASHFORD, KENT

Monument Types

  • SITE (Unknown date)
  • BREASTWORK (Post Medieval to Modern - 1804 AD to 2050 AD)
  • BREASTWORK (Went out of use 1815 but reused in WW1 and WW2, Post Medieval to Modern - 1804 AD to 2050 AD)
  • CANAL (Post Medieval to Modern - 1804 AD to 2050 AD)
  • CANAL (Went out of use 1815 but reused in WW1 and WW2, Post Medieval to Modern - 1804 AD to 2050 AD)
Protected Status:Scheduled Monument 396; Scheduled Monument 1005129: ROYAL MILITARY CANAL, BONNINGTON BRIDGE TO GIGGER'S GREEN BRIDGE; Scheduled Monument 396; Scheduled Monument 1005128: ROYAL MILITARY CANAL, BILSINGTON BRIDGE TO BONNINGTON BRIDGE; Scheduled Monument 1005123: ROYAL MILITARY CANAL, HERON HOUSE TO APPLEDORE BRIDGE; Scheduled Monument 1003558: ROYAL MILITARY CANAL, KENT DITCH TO HERON HOUSE, FOLKESTONE; Scheduled Monument 1005492: ROYAL MILITARY CANAL, WEST HYTHE DAM TO WEST HYTHE BRIDGE; Scheduled Monument 1005126: ROYAL MILITARY CANAL, WAREHORNE BRIDGE TO HAM STREET BRIDGE; Scheduled Monument 1005116: ROYAL MILITARY CANAL, TOWN BRIDGE TO TWISS ROAD BRIDGE; Scheduled Monument 1005125: ROYAL MILITARY CANAL, KENARDINGTON BRIDGE TO WAREHORNE BRIDGE; Scheduled Monument 1005115: ROYAL MILITARY CANAL, SCANLON'S BRIDGE TO TOWN BRIDGE; Scheduled Monument 1005124: ROYAL MILITARY CANAL, APPLEDORE BRIDGE TO KENARDINGTON BRIDGE; Scheduled Monument 1005114: ROYAL MILITARY CANAL, WEST HYTHE BRIDGE TO SCANLON'S BRIDGE; Scheduled Monument 396; Scheduled Monument 1003260: ROYAL MILITARY CANAL, SEABROOK LODGE BRIDGE TO SEABROOK SLUICE; Scheduled Monument 396; Scheduled Monument 1005127: ROYAL MILITARY CANAL, HAM STREET BRIDGE TO BILSINGTON BRIDGE; Scheduled Monument 1003127: ROYAL MILITARY CANAL, TWISS ROAD BRIDGE TO SEABROOK LODGE BRIDGE; Scheduled Monument 1005113: ROYAL MILITARY CANAL, HONEYPOT COTTAGE TO WEST HYTHE DAM; Scheduled Monument 1005130: ROYAL MILITARY CANAL, GIGGER'S GREEN BRIDGE TO HONEYPOT COTTAGE

Full description

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From the Register of Scheduled Monuments:
Defensive work built during the Napoleonic Wars between 1804 and 1809 in the event of invasion. One side was raised to allow the movement of troop along the canal out of sight of the enemy. The suggestion of a canal came from Lt. Colonel John Brown, Assistant Quartermaster General and Commandant of the newly formed Royal Staff Corp of Field Engineers. The canal was designed by Sir John Rennie. After inital construction by private contractors the project passed to Lt. Col. Brown, in November 1805, with assistance from men of the South Lincoln, Lancashire and Cambridge Regiments of Militia and well as 500 civilians. The canal was finally inspected by the Duke of York in August 1806.

The canal was originally 60 ft wide and 9ft deep with an adjacent rampart (parapet and banquette), a military road and government drain on the landward side, the towpath and another adjacent drain was to seaward. At every third of a mile it was deliberatly bent. These positions were defended by eighteen pounder cannons positioned on raised banks. The bends in the canal provided a line of fire down the enitre straight length from the cannons.

During the early life of the canal the water way was predominately used for military traffic though tolls were charged for civilian traffic along the road and commercial barges charged by the load.

The canal was sold off in sections in the late 19thC, but was taken over by the military in both WW1 and WW2. In both wars gun emplacements were sighted in virtually the same places as the original eighteen pound cannon sites.(1)

A section of the canal was recorded in 1995. Little could be reported about the deposits predating the canal. A section was cut through the rampart (2).

Additional Info (3-4)

Description from record TQ 02 NW 20:
See main record TQ 92 NW 18

Description from record TQ 92 NE 89:
See Main Record TQ 92 NE 89

Description from record TQ 93 SE 21:
See Main Record TQ 92 NW 18

No.396/F KENT DITCH TO HERON HOUSE
This section of canal running NE from the Kent boundary to Heron House is similar to E. There is no evidence of the front drain but the bank following line of canal on its E side is still evident, sometimes as scarp only. To the W of canal a fence line runs largely along the edge of the impressive parapet but occasionally it runs along the slope of the bank. On a flanker road is here the tarmaced Rye-Appledore road and is excluded from the scheduling, as is the drain to the W.
The stone bridge at TQ 94652648 is a concrete rebuild and together with the access road should be excluded from the scheduling. The modern concrete sluice at TQ 95202849 which has cut into the parapet should also be excluded. Scheduling should include the Kent/Sussex boundary stone at TQ 94052530, a brick and stone monument dated to 1806.

No.396/G HERON HOUSE TO APPLEDORE BRIDGE
This section of canal running NE from Heron House to Appledore Bridge serves as a broad water course. There is no evidence of the front drain, nor of E embankment visible further S. Instead a track and, at N end a tarmaced road runs along E side of canal. To the W of canal parapet survives as an earthwork under grass with some bushes. The fence line, largely running along its W edge crosses the top of bank at a slight change in the road’s alignment. A N end of this section where there is again a slight change in alignment at TQ957291 a hexagonal pill box stands on the edge of parapet. The military road now the Rye-Appledore road; the drain to its W and tarmaced road and track to E are excluded from scheduling.
The sluice works above Heron house represent an infilling of the canal. They should be excluded form the scheduling, but the banks and bed of the canal which presumably survive, buried, are therefore included in the schedule. The modern concrete carriageway of Appledore bridge should be excluded from the scheduling but the earlier brick abutments with stone quoins which the scheduling but the earlier brick abutments with stone quoins which survive as bank revetment on both sides of the bridge (though a bit patched and the upper courses rebuilt to the SW) should be included in the schedule.

No.396/H APPLEDORE BRIDGE TO KENARDINGTON BRIDGE
Long description missing from paper records.

No.396/I KENARDINGTON BRIDGE TO WAREHORNE BRIDGE
From Highham Farm canal runs NE and then turns at an angle SE to bridge Farm. For most of this section the front drain is missing. The parapet has only sparse bush cover and at 3 points along it are hexagonal concrete pill boxes included in scheduling. Terrace of military road is preserved under grass and the back drain also survives, largely bush free but having a hedge along part of its N bank, W of railway line, which is carried on a viaduct across the canal.
Water filled and with bushes at its edge. Front drain also largely survives to the S of the low path but in places it is chocked with vegetation and, particularly where it runs at the end of gardens in Palmarsh, it suffers from dumping. Canal itself survives as a broad water course with some reeds and rushes at its edges.
The railway viaduct is excluded from the scheduling. For Kenardington Bridge see 396/h. Warehoine Bridge is a modern rebuild and is excluded from the scheduling. There is only slight trace of early abutments, vegetation covered, at the NW side of the bridge and the fragmentary nature of these should not seem to justify their specific inclusion in the scheduling.

No.396/J WAREHORNE BRIDGE TO HAM STREET BRIDGE
The Bridge Farm to Ham Street Bridge section of canal has no surviving front drain and the track running from Meadow view Farm to Ham Street Bridge runs along the S of the canal. The parapet is still visible to the N, under sparse brush cover, but it becomes slighter to the E. At its base are the stumps of some very large felled trees. The back drain is still evident, with occasional bushes in its sides.
For Warehorn bridge see 396/I. Ham Street Bridge is entirely a modern rebuild (KCC 1958) and should be excluded from the scheduling. The corrugated iron sheds along the N side of the parapet, W of the bridge, are to be excluded from scheduling but the ground under them should be included in the scheduling.

No.396/k HAM STREET BRIDGE TO BILSINGTON BRIDGE
The section of land from Ham Street to Bilsington Bridge has no surviving front drain and a minor road runs along the S side of the land just W of Bislington Bridge. To the N a parapet as such is no longer evident. Instead, there is merely a scarp rising from the canal N bank, flattening out to the N. At the three points along the top of the scarp on planters are the concrete pill boxes (TQ017330, 027334, 037338) included in the scheduling. Some trees have been cut down at the base of the scarp and there has been new tree plant planting. The back drain is still evident with bushes along its course. For Ham street bridge see 396/j. Rucking bridge is a concrete structure which should be excluded from the scheduling. The concrete carriageway of Bilsington Bridge should also be excluded from scheduling but the somewhat vegetation-clad brick abutments with stone quoins which survive on both sides of the canal as revetments should be included in the scheduling.

No.396/L BILSINGTON BRIDGE TO BONNINGTON BRIDGE
Between Bilsington Bridge and St Rumworld’s Church there is no trace of a parapet to n of the canal. Only the scarp rising from the canal bank is under rough grass: the area between this and back drain is sown. The flanker at TR084341 has a concrete pill box on it, included in the scheduling. The track to Bridge Farm runs for a short distance along the S edge of the canal but otherwise cultivated field extends almost up to the canal S side and there is no trace of a front drain. For Bilsington Bridge see 396?K. Bonnington Bridge is a concrete structure which should be excluded from the scheduling. There is very slight trace of earlier brick abutments to the NW and NE but these are not sufficiently well preserved to warrant inclusion in the schedule.

No.396/M BONNINGTON BRIDGE TO GIGGER'S GREEN BRIDGE
E of St Rumwold’s Church and W of Gigger’s Green Bridge there are slight indications of a parapet in the swathe of grass pasture N of the canal. One of the flankers has a hexagonal concrete pill-box W side (TR05944) and there is another concrete pill-box W of Gigger’s Green Bridge (TR070342). Both are included in the scheduling. The course of the Royal Military Road survives as a swathe of grass with cleaned out frain behind. A short section of drain to the rear of Gigger’s Cottage has disappeared. The front drain does not survive and cultivated fields extends almost up to the S isde of the canal.
For Bonning ton Bridge see 396/l. Giggers Green Bridge has the appearance of a late C19th century bridge with decorative piers at each corner. As a post-military structure it should probably be excluded from scheduling but the earlier brick abutments with stone quoins which still survive below the later structure should be included in the scheduling.

No.396/N GIGGER'S GREEN BRIDGE TO HONEYPOT COTTAGE
E of Gigger’s Green Bridge the parapet is preserved under grass but the canal banks have bushes and vegetation in them. On one of the flankers is a hexagonal concrete pill box (TR079343). For much of this section a made-up road (private) runs along the course of the military road. The bank drain survives somewhat silted up in places but there is no sign of the front drain. Cultivation extends almost up to the S bank of the canal.

No.396/O HONEYPOT COTTAGE TO WEST HYTHE DAM
Here the parapet is quite pronounced, under a cover of trees and bushes. Towards the W end of the section this cover things out to reveal the parapet more clearly. On two of the flankers that are hexagonal concrete pill boxes (TR 095344, very dilapidated, and TR112341). A track runs along the course of the military wood and the back drain, with bushes in its bank, is evident beyond. Between Aldergate Bridge and TR115341 a tall security fence with barbed wire on top runs between the track and the back drain, presumable the boundary of the wildlife park. The canal survives as a broad water course and there si no evidence of the front drain, Sown fields extend almost right up to the canal S side. Aldergate Bridge is a concrete rebuild and should be excluded from the scheduling. The West Hythe Dam, and earth infill, should be excluded from the scheduling but the buried bank and bed of the canal at this point presumably survive but should be included in the scheduling.

No.396/P WEST HYTHE DAM TO WEST HYTHE BRIDGE
The section of canal from hyth parish boundary to West hither Bridge has a profile similar to that E of West Hythe Bridge with a flat expanse of grass with bushes at its edge, stretching back for c.12m, terminating in a scarp down to the old military road, now track, behind. Beyond, the back drain survives with bushes at it edge. S of the canal there is no sign of the front drain, just a towing path with fences line beyond. For West Hythe dam see 396/O. Wets Hythe Bridge is largely a brick rebuild of 1883 with a later iron balustrade and should probably be excluded from rescheduling but earlier brick abutments do survive and should be included in the scheduling.

No.396/Q WEST HYTHE BRIDGE TO SCANLON'S BRIDGE
This section of the canal from West Hythe Bridge to Hythe Station is characterised by the survival, for the most part, of the back and front drains but by the absence of a parapet as such to the N. Instead, a flattened expanse of grass, often with bushes at its edge stretches back for c.12m terminating in a small scarp down to the site of the old military road behind. At the E end of this section Green Lane, a surfaced road, runs along the course of the military road and is excluded from the scheduling but further W this gives way to a track. At the points where the canal slightly changes angle and the staggered parapet behind gave firing cover the embankment does still survive, under rough grass and bushes. Apart from a short section near the W end and a degraded section near the E end, silted up and crossed by access drives to the houses beyond, the back drain survives. For Wets Hythe Bridge see 396/P. The iron footbridge at TR13903404, now called the Prince of Wales Bridge, is embedded in a base, on the S bank of the canal, dated 7th 00 RE 1909. Recently new breeze block and brick ramping up to the bridge has been constructed by Shepway District Council (1987). The bridge should be excluded from the scheduling. Scanlon’s Bridge is a much altered, largely modern brick and concrete bridge. This and the brick outfall on its NW side should be excluded from scheduling.

No.396/R SCANLON'S BRIDGE TO TOWN BRIDGE
There is only scant trace of a parapet at the one point where the main road leaves the canal N side. To the east of the A261/A259 junction a road runs along the S side of the canal also. W of this point the canal is bounded to the S by public park. There is much bush growth in the canal N bank at this point.
The iron foot bridge at TR15563475 is ? early C20th and should be excluded from the scheduling. Dymchurch road bridge, a much altered brick built structure, and Town bridge, a modern brick and concrete bridge should be excluded (abutments also to be excluded).

No.396/S TOWN BRIDGE TO TWISS ROAD BRIDGE
With the exception of the small section of public garden W of the war memorial, a prominent parapet survives with a tarmaced path to its rear along the course of the military road and a surfaced path running along the top with seating provided for the public. To the S of the canal is a tarmaced footpath with, by the recreation ground, evidence of a slight counter scarp to S. Further E, where an area of new housing immediately abut the path there is no evidence of counter scarp.
The ? early C20th iron footbridge with brick abutments at TR16533462 and the modern brick and concrete Twiss Road Bridge should be excluded from the scheduling (abutments also to be excluded).

No.396/T TWISS ROAD BRIDGE TO SEABROOK LODGE BRIDGE
Here the level of the land S of the canal is lower than that further E. The steep scarp disappears and instead there is a slight drop down from the towpath to the golf course. N of the canal the parapet appears to have been landscaped, flattened out on top and spread out to a width of 12m with a small scarp down to the level of the path behind. Tree planting has taken place on top. By the land in the canal E of Twiss Bridge are boat houses excluded from the scheduling.

No.396/U
In 1812 the defence of the Left flank at Shorncliffe was completed by excavating the canal under a projecting escarpment to a dept of 22ft. A drawbridge was built to carry the Hyth-Folkstone road cross the cut. The contiguous battery, begun by General Twiss in 1809 was left incomplete. The drawbridge over the Seabrook was removed in 1840 and the unfinished defence work blocking part of the Sandgate-Hythe road was removed 1841. The canal here is a slightly silted up, broad water course. S of the canal’s bank a scarp rises to the level of rough ground between the canal and sea road. N of the canal the parapet is still evident, largely vegetation free but with some new trees planted along its N edge. A path runs along behind. Evidence of a concrete ? gun emplacement survives near the NE end of the canal and the N bank of the canal is stone revetted here.

2 evaluation trenches dug by Canterbury Archaeology Trust in 2002 between Seabrook Lodge Bridge and Canongate Bridge prior to reinstatement of the military road revealed the original pebble road surface. Though not conclusive, it appears the road was laid down after the parapit was constructed. In one trench the original surface was overlain by a deposit of clinker, which was either a resurfacing or dumping. The embankment here appears to have been extended northwards at some point. (5)

A watching brief during the reinstatement of the Military Road along most of the stretch between West Hythe Dam and the eastern end revealed the original pebble surface for the most part. The original road was 10m wide. Between West Hythe Road and West Hythe Dam brick hardcore was revealed instead of the pebble surface, which probably relates to 20th century construction works. Various breaks in the rampart are due to cuts made to allow access for dredging machines during the 20th century, which then deposited the dredged material either onto (or sometimes into) the rear of the rampart or into lagoons created to the rear of the rampart. A leveling of the rampart at Seaview Bridge for dredging continued this tradition. 19th and 20th century landscaping has also affected the shape of the rampart where it passes through more built-up areas of Hythe. The area around the first gun emplacement was stripped but no sign of it was found. (5)


Historic England, National Heritage List for England (Index). SKE29372.

Oxford Archaeology, 2005, Shorne Wood Country Park (Unpublished document). SWX12846.

<1> P.A.L. Vine, 1972, The Royal Military Canal (Monograph). SKE7087.

<2> Canterbury Archaeological Trust, 1995, Royal Military Canal, Kenardington Culvert, Watching and Recording Brief (Unpublished document). SKE7088.

<3> Chris Blandford Associates, 1992, A259 Dymchurch to M20 (Junction 11) Stage 1 Heritage (Unpublished document). SKE6769.

<4> Chris Blandford Associates, 1994, A259 Dymchurch to M20 (J11) Draft Brief for Archaeological Field Evaluation (Unpublished document). SKE6884.

<5> Canterbury Archaeological Trust, 2003, The Royal Military Canal: An Archaeological Watching Brief and Evaluation during works between Seabrook near Folkstone and West Hythe. (Unpublished document). SKE16591.

<6> Canterbury Archaeological Trust, 2005, Royal Military Canal and Hallhouse Farm, Appledore, Kent. Survey and Assessment (Unpublished document). SKE17038.

<8> Historic England, National Heritage List for England (Index). SKE29372.

<9> Historic England, National Heritage List for England (Index). SKE29372.

<10> English Heritage, 2004, Defence areas: a national study of Second World War anti-invasion landscapes in England (Unpublished document). SKE17661.

Sources and further reading

Cross-ref. Source description
---Index: Historic England. National Heritage List for England.
---Unpublished document: Oxford Archaeology. 2005. Shorne Wood Country Park.
<1>Monograph: P.A.L. Vine. 1972. The Royal Military Canal.
<2>Unpublished document: Canterbury Archaeological Trust. 1995. Royal Military Canal, Kenardington Culvert, Watching and Recording Brief.
<3>Unpublished document: Chris Blandford Associates. 1992. A259 Dymchurch to M20 (Junction 11) Stage 1 Heritage.
<4>Unpublished document: Chris Blandford Associates. 1994. A259 Dymchurch to M20 (J11) Draft Brief for Archaeological Field Evaluation.
<5>Unpublished document: Canterbury Archaeological Trust. 2003. The Royal Military Canal: An Archaeological Watching Brief and Evaluation during works between Seabrook near Folkstone and West Hythe..
<6>Unpublished document: Canterbury Archaeological Trust. 2005. Royal Military Canal and Hallhouse Farm, Appledore, Kent. Survey and Assessment.
<8>Index: Historic England. National Heritage List for England.
<9>Index: Historic England. National Heritage List for England.
<10>Unpublished document: English Heritage. 2004. Defence areas: a national study of Second World War anti-invasion landscapes in England.

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