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British Rail Southern Region

Mark Beech Tunnel

Adrian Backshall’s Unique Photographs

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Mark Beech tunnel sits on the (now) single-tracked railway between Hever and Cowden stations; the track maintenance vehicle being around the summit of the rise from Edenbridge and the fall down towards the River Medway at Ashurst.
© Adrian Backshall

Mark Beech tunnel sits on the (now) single-tracked railway between Hever and Cowden stations; the track maintenance vehicle being around the summit of the rise from Edenbridge and the fall down towards the River Medway at Ashurst.

© Adrian Backshall (17th July 2019)

 

Introduction

Constructed by the London Brighton & South Coast Railway (LB&SCR) and located between Hever and Cowden stations with Network Rail Infrastructure Limited’s (NRIL) Sectional Appendix stating Mark Beech tunnel as being some 1341 yards long (28m 26ch to 29m 07ch). Some publications quote the tunnel as being three yards shorter at 1338 yards long – a figure possibly obtained from the enabling Parliamentary Act of 1881.

With three tunnel vents and 63-chain curve at its southern end, Mark Beech tunnel sits at the top of the summit between Edenbridge and Ashurst and comprises both dug and ‘cut-and-cover’ construction. Current line-speed in the tunnel is 70mph on the (now) single-tracked line.

On 11th August 1881, Royal Assent was granted for the double-tracked ‘Oxted and Groombridge Railway’ between Hurst Green and Ashurst. By 1884 – some fifteen years or so after work had stalled on a (by then) derelict northern end of Mark Beech tunnel - the scheme had been taken over by the LB&SCR with the railway line opening between Edenbridge (Town) and Ashurst Junction on 1st October 1888.

 

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South-end Mark Beech tunnel - OS mapping of 1895 (revised 1898).
© Reproduced with the permission of the National Library of Scotland (CC by SA)

South-end Mark Beech tunnel - OS revised mapping of 1895 (published 1898).

© Reproduced with the permission of the National Library of Scotland (CC by SA)

 

South-end Portal

Sometimes described as a ‘later extension’, the cut-and cover section at the southern end of Mark Beech tunnel was almost certainly undertaken commensurate with and as part of the tunnel’s structure (by the LBSCR’s contractor Messrs Joseph Firbanks) to enable both a watercourse and unmade road to cross the railway.

Now a bridleway (public right of way), the unmade road passed between ‘Hole Cottage’" and the Vicarage (now ‘Edells’) and probably saw much greater use than today.

With the land falling towards the brook, the adjacent watercourse is a substantial land drainage channel from the fields above the railway tunnel down to the brook on the west side of the railway. This watercourse would have needed to cross the railway at a level beneath that of the brick-lined (dug) tunnel’s high soffit, so it is entirely conceivable that the simplest combined solution of cut-and-cover construction (to form what is essentially a ‘bridge’) was undertaken as part of the tunnel’s overall construction. The watercourse being carried in a brick-lined channel to reduce erosion and water ingress into the tunnel.

On this basis, the cut-and-cover section would have formed part of the tunnel’s final design; provision for this having been included within the limits of deviation and legal agreements (etc) provided by the enabling Parliamentary Act granted on 11th August 1881.

A similar arrangement exists at the south-end of Redhill Tunnel (Quarry line) where a cut-and-cover section carries the (older) ex.SER Redhill to Tonbridge railway across the (later) ex.LBSCR ‘Quarry line’; this all being constructed as part of the tunnel works again my Messrs Joseph Firbanks. However, in this instance because the ex.SER railway line is inaccessible to the public, a slit-vent could be provided instead of a brick facia.

In terms of the watercourse, the potential alternative to the construction of a cut-and-cover section would have been a culvert down under the railway (in a cutting) with the watercourse thence needing to pass through the cutting’s sides or alongside the cutting down to the brook; this may have required significant construction work with ongoing future maintenance liabilities.

The parapet and its part-buried facia (between the two different sized sections of the tunnel) is supported by the cut-and-cover section, this being needed to brick-up what would have otherwise been a large opening created by the differing soffit heights of the brick-lined ‘dug’ tunnel and the cut-and-cover section, along providing for ground retention of the land above.

Further information thereon would be welcomed.

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

South-end portal from a London-bound class 171 on 9th January 2010.
© Colin Watts

South-end portal from a London-bound class 171 on 9th January 2010.

© Colin Watts

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

South-end portal from a London-bound class 171 on 1st May 2008.
© Colin Watts

South-end portal from a London-bound class 171 on 1st May 2008.

© Colin Watts

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

South-end portal, ‘cut-and-cover’ section and the 63-chain curve.
© Adrian Backshall

South-end portal, ‘cut-and-cover’ section and the 63-chain curve.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

South on the 63-chain curve towards Cowden station, the tunnel’s 
high main arch, ‘cut-and-cover’ section to the south-end portal.
© Adrian Backshall

South on the 63-chain curve towards Cowden station, the tunnel’s
high main arch, ‘cut-and-cover’ section to the south-end portal.

© Adrian Backshall

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Further view of the ‘cut-and-cover’ section on the 
63-chain curve south towards Cowden station.
© Adrian Backshall

Further view of the ‘cut-and-cover’ section on the
63-chain curve south towards Cowden station.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The difference between the profiles of the main tunnel 
and ‘cut-and-cover’ section are quite pronounced.
© Adrian Backshall

The difference between the profiles of the main tunnel
and ‘cut-and-cover’ section are quite pronounced.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The parapet end between the part of the tunnel dug 
under the land and the short cut-and-cover section.
© Adrian Backshall

The parapet end between the part of the tunnel dug
under the land and the short cut-and-cover section.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The overgrown parapet between the part of the tunnel dug 
under the land and the short cut-and-cover section.
© Des Blenkinsopp (CC by SA/2.0)

The overgrown parapet between the part of the tunnel dug
under the land and the short cut-and-cover section.

© Des Blenkinsopp (CC by SA/2.0)

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

In this ariel view, part of the parapet between the tunnel and ‘cut-and-cover’ 
section (with its south-end portal) can just be seen amongst the trees.
© Googlemapping plc (courtesy of Network Rail Infrastructure Ltd)

In this ariel view, part of the parapet between the tunnel and ‘cut-and-cover’
section (with its south-end portal) can just be seen amongst the trees.

© Googlemapping plc (courtesy of Network Rail Infrastructure Ltd)

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The tunnel’s south-end portal, parapet and wing-walls.
© Des Blenkinsopp (CC by SA/2.0)

The tunnel’s south-end portal, parapet and wing-walls.

© Des Blenkinsopp (CC by SA/2.0)

 

 

On the 63-chain curve north towards Edenbridge

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The 63-chain curve of the former Up Line (now single line).
© Adrian Backshall

The 63-chain curve of the former Up Line (now single line).

© Adrian Backshall

 

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The 63-chain curve with temporary working lights in place.
© Adrian Backshall

The 63-chain curve with temporary working lights in place.

© Adrian Backshall

 

 

Working in an Engineer’s Possession

These works were undertaking during a night-time Engineer’s Possession where no passenger trains are operating and any train movements within the possession are strictly controlled from within the possession.

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Bringing materials onto site.
© Adrian Backshall

Bringing materials onto site.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Work-sites today are usually well lit.
© Adrian Backshall

Work-sites today are usually well lit.

© Adrian Backshall

 

Thermit Welding has been in use for over a century and involves the use of thermite (a mixture of finely powdered aluminium and iron oxide) to produce a chemical reaction that generates intense heat between 2200°C (4000°F) and 2400°C (4350°F). The heat produced by the thermite reaction melts the metal, allowing it to flow into the gap between the two rail sections to create a continuous, strong joint.

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Thermit (rail) welding at 2200°C - 2400°C.
© Adrian Backshall

Thermit (rail) welding at 2200°C - 2400°C.

© Adrian Backshall

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

After being welded the railhead is ground smooth.
© Adrian Backshall

After being welded the railhead is ground smooth.

© Adrian Backshall

 

 

Northwards through the tunnel

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

This end of the tunnel is straight and on a falling grade towards Edenbridge.
© Adrian Backshall

This end of the tunnel is straight and on a falling grade towards Edenbridge.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Recess and centre tunnel vent.
© Adrian Backshall

Recess and centre tunnel vent.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Northern tunnel vent – note the mineral stains and leeching of the brickwork.
© Adrian Backshall

Northern tunnel vent – note the mineral stains and leeching of the brickwork.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Looking towards the north-end portal.
© Adrian Backshall

Looking towards the north-end portal.

© Adrian Backshall

 

 

Tunnel Vents & Recesses

Mark Beech tunnel has three ventilation shafts unevenly spaced along its length. The most northerly in in Markbeech Woods, the middle vent just to the south of Cowden Pound Road and the southern vent approximately where the railway commences its 63-chain curve. In addition there are a number of staff-recesses therein.

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

One of the tunnel’s three ventilation shafts
© Adrian Backshall

One of the tunnel’s three ventilation shafts

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Tunnel’s ventilation shaft with staff recess adjacent.
© Adrian Backshall

Tunnel’s ventilation shaft with staff recess adjacent.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Northern tunnel-vent (looking towards Edenbridge) – these were often built first and used as a point of entry to enable works to commence at multiple locations along the length of the tunnel. It’s offset position may have been a consequence of design changes during the time-gap in construction of the tunnel. 
© Adrian Backshall

Northern tunnel-vent (looking towards Edenbridge) – these were often built first and used as a point of entry to enable works to commence at multiple locations along the length of the tunnel. It’s offset position may have been a consequence of design changes during the time-gap in construction of the tunnel.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

The Night Sky awaits through the northerly tunnel vent!
© Adrian Backshall

The Night Sky awaits through the northerly tunnel vent!

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Working in tunnels is now undertaken during possessions.
Standing in a staff recess as a train thunder past isn’t exactly unforgettable!
© Adrian Backshall

Working in tunnels is now undertaken during possessions.

Standing in a staff recess as a train thunder past isn’t exactly unforgettable!

© Adrian Backshall

 

 

North-end Portal

For the public the north end portal is  relatively inaccessible although photographs from the lineside do emerge. In this case the photographs were taken whilst on-duty.

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

Looking towards Edenbridge, a road-railer sits just inside the north-end portal.
© Adrian Backshall

Looking towards Edenbridge, a road-railer sits just inside the north-end portal.

© Adrian Backshall

 

 

https://www.bloodandcustard.com/BR-Tunnels-MarkBeech.html

North-end portal from an Uckfield-bound class 171 on 9th January 2010.
Note how the alignment is moving across from the former Down to the former Up.
© Colin Watts

North-end portal from an Uckfield-bound class 171 on 9th January 2010.

Note how the alignment is moving across from the former Down to the former Up.

© Colin Watts

 

 

Locomotive Incident 1948

On 7th December 1948, Mark Beech tunnel was the scene of a serious incident when one of the super-heater tubes of locomotive number 2028 collapsed filling the cab with steam and flames and badly scolding Driver Albert Broadway; Fireman Donald Croker escaped injury.

The I3 class 4-4-2T steam locomotive was running light-engine from Tunbridge Wells to New Cross when one of its super-heater tubes collapsed (due to corrosion) approximately half-way through the tunnel.

Having initially been forced to abandon the footplate, the crew were able to return and move the locomotive out of the tunnel where assistance was provided by Ganger Peter Cooper (who had been nearby maintaining the track). Cooper suggested the engine be allowed to coast down the gradient through Hever station to Edenbridge. Reaching the Edenbridge Town’s Home Signal it was able to be drawn forward into the station.

From the tunnel, Cooper had dispatched one of his gang to raise the alarm with both the locomotive and ambulance arriving at Edenbridge almost at the same time with Driver Broadway being admitted to hospital within the half-hour.

In his report dated 11th April 1949 the Investigating Officer J.L. Moore felt that this reflected ‘credit on all concerned’. A copy of the Ministry of Transport’s report can be found here: https://www.railwaysarchive.co.uk/documents/MoT_Cowden1948.pdf

 

 

Thanks go to photographer Adrian Backshall with contributions and editorial by Colin Watts.

 

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