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319:. In comparison, the south portal of the tunnel is relatively unremarkable and is unlisted. It is uncertain as to which individuals were responsible for its design; it has been suggested that the north portal was only designed as the tunnel neared completion. Plans were submitted at that time by chief engineer John Rastrick: It has been speculated that Rastrick had designed the northern portal, or that he had done so jointly with his sub-contractor, William Hoof, or that Hoof alone had done so. The company's architect at the time was
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train stopped well inside the tunnel, and as it was slowly reversing towards him the signaller misunderstood a 'tunnel clear' message from the north box as indicating that the second train had cleared the tunnel when it in it fact referring to the first. The signaller then allowed the third train to enter the tunnel, colliding with the reversing second train with the loss of 23 lives and 176 injured.
268:, the chief engineer of the London, Brighton and South Coast Railway. The construction of the tunnel, which was the longest such structure along the whole route, was a virtually essential part of the line, as any alternative route that avoided the use of any tunnels would have been especially circuitous and have added many miles onto each train's journey.
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described as being one of the more unusual and photogenic railway locations in the UK. This cottage, which is built in contrasting red brick and sits curiously off-centre, was added in 1849 at a cost of £70. It was originally used to house the tunnel's care taker and his family. It is presently a private dwelling as well as being a Grade II
291:, a local newspaper, was commonly skeptical and publicly doubted that it was even possible to construct such a tunnel, and that the line would need to be diverted to avoid the South Downs entirely. Even more supportive coverage recognised the engineering challenges presented, but acknowledged the competency of the team involved.
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Three trains left
Brighton within a very short time. Having signalled one train correctly, the signalman at the southern portal manually returned the signal to danger too late for the second train, but was unaware that his attempts to alert its driver by waving a flag had been successful. The second
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During the tunnel's construction, bricks were manufactured onsite, with the material being gathered from purchased lands nearby; both the tunnel lining and portals were largely composed of this locally-sourced brick. An unusual feature of the tunnel was the incorporation of gas lighting, the gas for
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Large octagonal turrets that stand tall in the cutting are either side of the portal. During 1849, these towers were converted for use by the line's signalmen. A further feature of the north portal is its attached single-storey cottage, which is perched directly over the line, which has been
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At 1 mile 499 yards (2,066 m) the Sussex
Clayton Tunnel is the longest tunnel on the route. Construction of the tunnel commenced during 1839, although aspects of its design weren't approved until 1 October 1840. The accomplished tunnel builder
287:, who lived at Clayton Manor. Irrespective of as to how and whom the design was arrived at, the proposal design for Clayton Tunnel was approved by the company's board of directors on 1 October 1840. The project was not without its critics, the
299:. While this was intended to increase the tunnel's hospitability for train-borne passengers, the passage of trains snuffed out the lighting, requiring them to be constantly relit by the tunnel keeper, and thus their use was soon discontinued.
323:, but author David Cole has declared that there was nothing of substance connecting Mocatta to the endeavour, and noted Mocatta's general distaste for gothic architecture as a further reason against his involvement.
353:. Clayton Tunnel had such a signal at each end, and it was the failure of the signalman to ensure that the signal had returned to danger that led to the worst ever accident on that line on 25 August 1861.
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The West Sussex tunnel was the site of an early form of "automatic" signal invented by CF Whitworth. Far from being automatic in operation, this was merely a signal that was operated by the
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tunnels; it is likely that much of
Clayton Tunnel's design was his work. Allegedly, the tunnel's architecture had been influenced by William Campion of nearby
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was the prime contractor on its construction; Clayton Tunnel was completed in 1841 after three years of work.
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The listed north portal of
Clayton Tunnel features a complex and distinctive design, being turreted and
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This article is about
Clayton Tunnel in Sussex. For Clayton Tunnel in West Yorkshire, see
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set about constructing the start of its railway network in the
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on duty but that returned to 'danger' once the train had passed, by means of a
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During 1839, a contract to undertake construction of the tunnel was awarded to
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484:"Clayton Tunnel North Portal Tunnel Cottage (1025594)"
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468:. etheses.whiterose.ac.uk. p. 312.
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311:The northern portal of Clayton Tunnel
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40:North Portal of Clayton Tunnel
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163:Track gauge
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385:References
209:, between
76:50°54′46″N
517:2 January
495:5 October
347:signalman
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361:See also
335:Accident
297:Merstham
211:Hassocks
203:Pyecombe
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46:Overview
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