The National Railway Museum’s archive holds many undiscovered treasures. Our most recent cataloguing project tackles the papers of Kenneth Cantlie (1899-1986), an engineer who carved an international career designing locomotives, coaches, bridges and railway lines in far-away places such as China, India and Argentina. However, Kenneth Cantlie was not only a railway engineer: his godfather was the legendary first president of China and he frequently rubbed elbows with the British and Chinese political elite, delivering secret messages and providing information to both governments during the volatile cold war era. Who exactly was Kenneth Cantlie?
Kenneth Cantlie is not a very well-known engineer in the UK, although his career spanned over seven decades and took him to all corners of the world. His career in railways started at the London & North Western Railway’s Crewe Workshops during the First World War, continuing at the Entre dos Rios Railway in Argentina and the Jodphur Railway in India in the 1920s. The Cantlie archive contains documents describing the life, personal observations and also expectations placed upon the young British men who were recruited by railway companies and sent to distant and exotic locations during the era (see CANT/1/100, CANT/1/101, CANT/1/102 and CANT/1/103).
In the early 1930s, Cantlie was instrumental in helping to rebuild the war-torn railways of China and he was the designer of famous class K7 4-8-4 locomotives. These were the first mainline engines designed in China and built at the Vulcan Foundry in Lancashire during the mid-1930s, being the largest engines manufactured in Britain up until that time. One of these enormous engines stands today in the National Railway Museum’s Great Hall and is one of the very few surviving locomotives of the class. The Cantlie archive contains rare documents, blueprints and correspondence from the early 1930s relating to the design and tendering of the 4-8-4 engines (CANT/1/5, CANT/1/6, CANT/1/7).
To find out more about the museum’s acquisition of the locomotive, have a read of Bob Gwynne’s blog post Six Degrees of Separation and the ‘Chinese Engine’.
Cantlie’s career wasn’t just about engineering: he was involved in rebuilding German industry in Westphalia during the Second World War as the head of mechanical engineering in the Control Commission for Germany and promoted British rail industry for almost three decades in Europe, India, Africa, the Middle East and the Americas working for Locomotive Manufacturers’ Association and Giesl, among others. His connections and expertise were used by businesses and governments alike, as he was well-versed in Chinese customs and negotiating with international organisations and companies.
However, one of the most intriguing aspects of his life started even before Kenneth was born. His father, Sir James Cantlie (1851-1926) was a surgeon and specialist in tropical diseases and one of the founders of the Hong Kong College of Medicine. Among his students was Sun Yat-Sen (1866-1925), a revolutionary who later became the first president of the first Republic of China. In 1896 Dr Sun Yat-Sen was held captive at the Chinese Legation in London by the Qing Dynasty and Sir James and Kenneth’s mother Lady Cantlie were instrumental in campaigning for his freedom. The collection contains article drafts and notes by Cantlie reminiscing the event and especially his mother’s involvement in protecting the identities of other revolutionaries, for example by going to Sun Yat-Sen’s home and destroying a revealing list of names during his captivity (see CANT/1/64).
Dr Sun Yat-Sen remained a close family friend and later became the godfather of Kenneth Cantlie. The Cantlie family was well-respected in China and were invited to several celebrations related to Sun Yat-Sen, such as his state funeral in 1929 when his remains were interred to a mausoleum on top of the imposing Purple Mountain in Nanking. There Kenneth Cantlie met the son of Sun Yat-Sen, Sun Fo, who was at the time the Minister of Railways and subsequently employed Kenneth as a Technical Advisor to the Ministry of Railways.
Cantlie made frequent trips to China throughout his career and was held in high esteem. He was one of the very few Westerners who travelled to China in the 1950s and 1960s promoting trade between Britain and China, not just railway-related exports but also for example foodstuffs, fur, Monotype printing machines, ships, road engines and agricultural engines through his company Verity-Orient Ltd.
Official documents and correspondence found in the collection also shed light on the political relations of the two countries in a tumultuous cold war era: Cantlie evidently provided information and photographic material on China to the British Department of Defence during the closed period. Crucially, he acted as a go-between for Premier Zhou Enlai and British Prime Minister Harold Macmillan delivering messages relating to sensitive political issues such as UN membership, Taiwan, Hong Kong and Sino-British trade embargo in the 1950s (CANT/1/64).
This wasn’t the first time Cantlie was behind enemy lines delivering secret messages: in his publication Railways of China, Cantlie reminisces a mission in Manchuria during the Japanese occupation in 1931 and how he was delivering messages and gathering intelligence on the behalf of Chinese central government. An intriguing photograph from the same year shows Cantlie in the middle of men in air pilot uniforms, possibly referring to an era when the Republic of China Air Force (ROCAF) pilot training started in Nanking. The man on the left-hand side could very likely be an instructor training the new recruits. It is possible that some of the people in this photograph later took part in the largest and bloodiest battle of the second Sino-Japanese war in 1937 known as the Battle of Shanghai, where a majority of the ROCAF pioneer pilots of the era were killed and later celebrated as war heroes.
The Kenneth Cantlie archive is a diverse, visually rich accumulation of correspondence, official documents and reports, publications, articles, technical drawings, calculations, photographs, negatives and film. It was first acquired by the National Railway Museum over a decade ago and during this time the material has been mostly inaccessible. The newly published online catalogue aims to unlock the hidden content and research potential of these invaluable records with a scope reaching far wider than the life and career of one exceptional individual: it sheds light on the history and development of Chinese railways in the 1930s, trade, politics and Sino-British relations in 1950s and the overall influence of the British rail industry and engineering on a global scale.
In addition to the global themes, the archive collection paints a vivid picture of the man who accumulated it: a boy with a glass eye who, instead of being drafted to the battlefields of First World War, tinkered away in the railway workshops; a homesick 20-something listening to tango music and writing letters to his father in a steamboat in Argentina; an engineer who raised a family in China and a trade consultant embroiled in international espionage.
Fascinating! The accomplishments this man packed into his life.
Fascinating tale. I was admiring the “big Chinese loco” in the NRM earlier this week.
Absolutely fascinating story of an incredible individual who achieved so much. The huge Chinese locomotive is a wonder and one of my all time favourites in the collection at York.
The collection also contains material relating to the later stages of his career when Cantlie was acting as a representative for British industries and other companies, such as the Locomotive Manufacturers Association (LMA) and Giesl and travelling extensively in China, Africa, South America, Middle East and Europe.
I was very lucky, in that I knew him as a very close friend and frequently had tea with him at 8 Chester Row, his London home.
He was a remarkable man, who I shall never forget, he advised me during the formation of the British Overseas Railways Historical Trust, of which he was our first honorary member.
I am so glad one of his 4-8-4 tender locomotives made it home to Britain, its important to remember that we the British gave railways to the world and that Kenneth Cantlie was part of that great story.
His assistant and business partner George Carpenter sadly died on January 27th 2020, at the age of 96.
Dear Mr Scott-Morgan,
I am interested to find out if you have any references or information on a Mr John Carpenter, who was married to my great-aunt Esme Fargus. My understanding is that they spent a large part of his working life as a railway construction engineer in India and possibly Burma and Kenya. I do not have a date but he must have died in the 1960’s, and Esme in 1975 or 1976. At that stage they lived in Cheltenham and I met them both on a few occasions. They had no children and when Esme died she left generous bequests to me and my two brothers. I am eternally grateful to her for her kindness which provided me with financial stability. I am now 76 and, of course, regret that I never enjoyed more extended conversations with Mr Carpenter on his long career in railways overseas. I have worked and lived in SE Asia since 1995.
His eldest son, Major Hugh Cantlie sadly passed away this morning, at 93 years old on 11/01/2025. Kenneth’s wife was my Great-Grandaunt. My Gran and Hugh were like brother & sister, with her having no siblings. Hugh’s life story as an author and artist is also very interesting.
Dear Donald
I am sorry to say that I do not have any information on John Carpenter, except that he was not related to George Carpenter.
Sorry about that, I hope you get a lead soon.
Best Wishes
John Scott-Morgan
I visited York Railway Museum on the 22nd March 2023 and had a chance to look at Kenneth Cantlie’s 4-8-4 Tender locomotive, while there were few people around.
Reading the explanation on the sheet next to the locomotive and seeing the picture of Kenneth in the cab in 1980, it brought back many memories of him and the many interesting conversations I had with him about railways and other topics.
He was probably one of the last great British locomotive and rolling stock engineers and I was so lucky at a young age to know him, he was a great friend to me and a wise council, I will never forget him.
Dear Mr Scott-Morgan,
I am a master’s student in the history of science and technology from Inner Mongolia Normal University in China, my supervisor and I are very concerned about the designers of 4-8-4, because the locomotive was built for China at that time, I would like to know if there are Chinese designers involved in the design process about 4-8-4? Or do you know anything else about its design?
Looking forward to your response.
Dear Mr YANG,
I believe the following were involved:
Mr YING Shangcai (应尚才) and Mr YANG Yi (杨毅).
Vulcan Foundry Drawing Office.
Colonel Kenneth Cantlie mentions the design in his book “The Railways of China” but makes no attempt to take credit for it and speaks very highly of the abilities of his Chinese colleagues.
Regards
Rhys Owen (欧文)
Dear Mr Scott-Morgan,
I am Yang Fan from Inner Mongolia Normal University in China.
My supervisor and I have recently been focusing on research in the field of locomotives,I would like to ask you, in Mr. Cantlie’s file, in the design of the K7 4-8-4 locomotive, did it mention that Chinese engineers were involved in the design of the locomotive?
In addition, is there a way to access or transmit the relevant files of Cantlie on the Internet?
I look forward to hearing from you!Thank you for considering my request.
Hello Mr Yang,
Further to my previous answer, in Kenneth Cantlie’s book “The Railways of China” he says the following in its conclusion:
“….everyone will realise why politics and economics intruded to so great a degree into the building of the Chinese railways. That they continued to run so well as they did under the circumstances was, and is, a great tribute to the quality and energy of the railwaymen who ran them. When China offered to build a railway in Africa the question was frequently asked whether the Chinese were technically capable of doing so. The author always laughed and said that they could do it blindfold and, of course, they did.”
The book “The Railways of China” was published by The China Society, London, in 1981 (ISSN 0306-6665) and it is by now pretty rare. I don’t think the China Society still exists. It is an interesting book.
Returning to the design, Cantlie wrote:
“The hauling power required to pull 600-ton trains up 1 in 30 gradients at 35 kilometres per hour was calculated, revealing that with the limited axle-load permissible, eight coupled wheels would be necessary. The steam required to produce this hauling power was calculated and this indicated the amount of coal to be burned per hour. The correct size of grate, using low grade coal with 30% ash, could then be calculated and from the result it was clear that a four-wheeled trailing truck and a mechanical stoker would be needed. The final design showed a locomotive with four leading wheels, eight driving wheels and four trailing wheels, with a very long tender to spread the weight over 28 metres. There was some fear that the engine was a few tons too heavy for the bridges, but after much calculation it was proved that with maximum speeds limited to 80 kilometres per hour, light-weight reciprocating parts, hollow axles and other refinements, the locomotives were quite acceptable on Cooper E-35 loadings”.
So I would guess that Cantlie was involved in general discussions (I think he was one of the trustees of the Boxer Indemnity funds) but only in a general way.
Mr YING Shangcai had studied in the USA and had worked for the Baldwin Locomotive Works. The KF locomotives have many American characteristics and most of the dimensions seem to be metric rather than Imperial so I am inclined to believe that the major part of the design work was done by Chinese engineers.
I hope this helps.
Regards
Rhys Owen
It would be great to get the full file of Cantlie’s notes on meeting with Premier Zhou Enlai (Chou En-lai) in 1957 (CANT/1/64). Parts of it has been taken out context with dubious intentions to push distorted conclusions and narrarives about Hong Kong.