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British Rail Southern Region

Redhill Tunnel

Adrian Backshallís Unique Photographs

 

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Redhill tunnel sits on the Quarry Line and passes under Red Hill. Sunlight streams down through the slit-vent between the brick-lined (dug) tunnel and the lower cut-and-cover section carrying the ex.SER mainline from Redhill to Tonbridge.
© Adrian Backshall (13th July 2019)

Redhill tunnel sits on the Quarry Line and passes under Red Hill. Light streams down through the slit-vent between the brick-lined (dug) tunnel and the lower cut-and-cover section carrying the ex.SER mainline from Redhill to Tonbridge.

© Adrian Backshall (13th July 2019)

 

Introduction

Authorised on 20th June 1894 and constructed by the London Brighton & South Coast Railway (LBSCR), Redhill tunnel is located between Stoatís Nest and Earlswood stations on the new 6Ĺ mile line that avoided the SERís Redhill junction and station. Originally known as the Through line, the Quarry line was brought into use on 5th November 1899 for freight traffic with a passenger service commencing on 1sth April 1900.

Network Rail Infrastructure Limitedís (NRIL) Sectional Appendix stating Redhill tunnel as being some 649 yards long (20m 62ch to 21m 12ch). Line speed through the tunnel is 90mph on both Up and Down Quarry lines with an 80mph restriction on the curve from the south-end portal to the north-end of Earlswood station where the 90mph recommences on what becomes the Up and Down Fast lines. This curve was originally built as 40 chains radius (60 mph) but was eased when the junction at Earlswood was remodelled. The tunnel is often referred to as Sand tunnel.

All these photographs were taken whilst on-duty.

 

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Redhill tunnel - OS revised mapping of 1912 (published 1920).
© Reproduced with the permission of the National Library of Scotland (CC by SA)

Redhill tunnel - OS revised mapping of 1912 (published 1920).

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

 

South-end Portal

On a curve towards Earlswood, the cut-and cover section at the southern end of Redhill tunnel was undertaken commensurate with and as part of the tunnelís structure to enable the new LBSCR line to pass under the existing Redhill to Tonbridge (SER) railway and its loops.

A similar arrangement exists at the south-end of Mark Beech Tunnel (near Cowden) where a cut-and-cover section (also constructed by Messrs Joseph Firbank) carries a watercourse and unmade road; this all being constructed as part of the tunnel works over the curved railway. However, in that instance a brick facia was provided instead of Sand tunnelís slit-vent.

This cut-and-cover section was at a level beneath that of the brick-lined (dug) tunnelís high soffit, hence its cut-and-cover construction (to form what is essentially a Ďbridgeí).

 

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South-end portal from inside Redhill tunnelís Ďcut-and-coverí section.
© Adrian Backshall

South-end portal from inside Redhill tunnelís Ďcut-and-coverí section.

© Adrian Backshall

 

 

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The difference between the profiles of the main tunnel 
and Ďcut-and-coverí section are quite pronounced.
© Adrian Backshall

The difference between the profiles of the main tunnel
and Ďcut-and-coverí section are quite pronounced.

© Adrian Backshall

 

 

 

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North on the Up Quarry into the brick-lined (dug) tunnel.
© Adrian Backshall

North on the Up Quarry into the brick-lined (dug) tunnel.

© Adrian Backshall

 

 

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North on the Down Quarry into the brick-lined (dug) tunnel.
© Adrian Backshall

North on the Down Quarry into the brick-lined (dug) tunnel.

© Adrian Backshall

 

 

Redhill tunnelís Slit-Vent Ė from below

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The brick face of the cut-and-cover section of tunnel.
© Adrian Backshall

The brick face of the cut-and-cover section of tunnel.

© Adrian Backshall

 

 

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Sunlight barely penetrates the slit-vent.
© Colin Watts

Four powerful torches were used from above to illuminate the slit-vent at night.

© Adrian Backshall

 

 

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Looking straight up at the slit-vent at night.
© Adrian Backshall

Looking straight up at the slit-vent at night.

© Adrian Backshall

 

 

Redhill tunnelís Slit-Vent Ė from above

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Metal railing and grills protect the tunnelís slit-vent.
Beyond is the line from Redhill to Tonbridge thence the sidings. 
© Adrian Backshall

Metal railing and grills protect the tunnelís slit-vent.

Beyond is the line from Redhill to Tonbridge thence the sidings.

© Adrian Backshall

 

 

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A Southern 377 on the Quarry line passes beneath the slit-vent. 
© Adrian Backshall

A Southern 377 on the Up Quarry line passes beneath the slit-vent.

© Adrian Backshall

 

 

A train tracks with a metal grid

Description automatically generated with medium confidence

Metal railing and grills protect the tunnelís slit-vent.

With the line from Tonbridge on the left, Redhill station is just out of sight.

© Adrian Backshall

 

 

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Looking across the Redhill (left) to Tonbridge (right) 
railway line to the brick facia of the slit vent. 
© Adrian Backshall

Looking across the Redhill (left) to Tonbridge (right)
railway line to the brick facia of the slit vent.

© Adrian Backshall

 

 

 

South through Redhill tunnel
From the Secondmanís forward observation light on a speeding train.
(31st October 2020)

 

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Approaching the public footbridge and the start of the former covered way. 
© Adrian Backshall

Approaching the public footbridge and the start of the former covered way.

© Adrian Backshall

 

 

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North-end portal and an oncoming Gatwick Express 377 unit. 
© Adrian Backshall

North-end portal and an oncoming Gatwick Express 377 unit.

© Adrian Backshall

 

 

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Slit-vent and south-end portal. 
© Adrian Backshall

Slit-vent and south-end portal.

© Adrian Backshall

 

 

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Commencement of the 80 mph Permanent Speed Restriction on the curve. 
© Adrian Backshall

Commencement of the 80 mph Permanent Speed Restriction on the curve.

© Adrian Backshall

 

 

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40mph Slow to Fast crossovers from the Redhill (station) line. 
© Adrian Backshall

40mph Slow to Fast crossovers from the Redhill (station) line.

© Adrian Backshall

 

 

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Cessation of the 80 mph Permanent Speed Restriction at Earlswood station. 
© Adrian Backshall

Cessation of the 80 mph Permanent Speed Restriction at Earlswood station.

© Adrian Backshall

 

 

North-end Portal

For the public, the former covered way and north end portal is relatively inaccessible although photographs can be taken from a public footbridge over what is now a brick-retained cutting. Further details of the covered way are unknown.

 

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Photographs of Redhill tunnelís north-end portal not long after the foliage has been cleared can rare; this is an excellent example taken on Monday, 4th May 2009 .
© Ian Capper (cc-by-sa/2.0)

Photographs of Redhill tunnelís north-end portal not long after the foliage has been cleared can rare; this is an excellent example taken on Monday, 4th May 2009 .

© Ian Capper (cc-by-sa/2.0)

 

 

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The former covered way and Redhill tunnelís north-end portal towards Earlswood from the public footbridge. Note the pipe bridge crossing the railway.
© Colin Watts

The former covered way and Redhill tunnelís north-end portal towards Earlswood from the public footbridge. Note the pipe bridge crossing the railway.

© Colin Watts

 

 

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The brick sides of the former covered way from inside the north-end portal on the Up Quarry Line. Note the staff recesses, pipe bridge and public footbridge.
Tamping operations had been undertaken overnight (29th /30th July 2003)
© Colin Watts

The brick sides of the former covered way from inside the north-end portal on the Up Quarry Line. Note the staff recesses, pipe bridge and public footbridge.

Tamping operations had been undertaken overnight (29th /30th July 2003)

© Colin Watts

 

 

Derailment 30th July 2003

On 30th July 2003, a derailment of a Victoria-bound Gatwick Express train occurred around 05:30 hours on Monday 30th July 2003. The train was the first on the Up Quarry line following overnight tamping operations on both Up and Down Quarry lines.

With tamping operations having started inside Redhill tunnel, the incorrectly configured tamper had been busily trying to straighten out the curve north of Redhill tunnel leading to a distortion in the track which went unnoticed. This distortion derailed the type JB locomotive propelling the train along the Up Quarry line.

 

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North of Redhill tunnel and the distorted track of the Up Quarry line.
© Colin Watts

North of Redhill tunnel and the distorted track of the Up Quarry line.

© Colin Watts

 

 

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The derailed type JB locomotive that was propelling the train.
© Colin Watts

The derailed type JB locomotive that was propelling the train.

© Colin Watts

 

 

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Only the locomotiveís one axle was derailed.
© Colin Watts

Only the locomotiveís one axle was derailed.

© Colin Watts

 

 

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Inside first-class, several light diffusers had been dislodged.
© Colin Watts

Inside first-class, several light diffusers had been dislodged.

© Colin Watts

 

 

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A rare look inside of a GLV (9110).
© Colin Watts

A rare look inside of a GLV (9110).

© Colin Watts

 

 

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Another type JB locomotive arrives to remove the coaches.
© Colin Watts

Another type JB locomotive arrives to remove the coaches.

© Colin Watts

 

 

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The Jarvis tamper (on hire to AMEC) in Three Bridges Down Side yard.
(This yard is now part of the Thameslink depot).
© Colin Watts

The Jarvis tamper (on hire to AMEC) in Three Bridges Down Side yard.

(This yard is now part of the Thameslink depot).

© Colin Watts

 

 

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

 

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