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Annesley to Woodford
| GRADIENT PROFILE (CLICK TO ENLARGE) |
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| Withdrawn from Birkenhead (8H) in November 1967 |
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| With speed well into the 50's, 92011 charges through Ruddington with another up "runner" (1963) |
Click on the photo's to view actual size
| Withdrawn from Carlisle Kingmoor in February 1967 |
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| A beautiful spring day in 1961 sees 92076 heading north at Bulwell Common with a class "D" runner. |
"Sounds of Steam" - On the footplate of a "9F"
The Annesley to Woodford freight service epitomised the Great Central's vision of a North East - South West through route.
Back in the 1930's Annesley men were lodging at Woodford, working with a variety of ex-GC engines, the O4 2-8-0's (known by
all LNER men as "Tinies") taking the lion's share of the workings.
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| A Robinson "Q4" 0-8-0 heads northwards to Annesley in the 1930's |
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| An "up" runner coasts through "the Vic" in 1955 headed by borrowed "O4" 2-8-0 no.63645 |
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| "O4/7" 2-8-0 No.63839 approaches Leicester Central with a down working. |
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| "WD" 2-8-0 No.90618 approaches Leicester North Goods with a down working. |
In 1947 the Annesley-Woodford service was completely recast by the Eastern Region. Worked by Annesley men, the freights were
both strictly pathed and timed, with a fresh engine waiting for the down working at Woodford, and relief at Bulwell Common
for the engine crew. These were initially worked by "Austerity" 2-8-0's, but were superseded by Thompson's excellent
rebuilds of the "tinies", the class "O1" 2-8-0's.
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| In this 1954 view of Annesley MPD, "O1" 2-8-0's are in the majority. |
Richard Hardy, shedmaster at Woodford from 1949 - 1952 writes:
"The Annesley - Woodford freight service was going magnificently and, although the Thompson "O1" was its backbone,
those excellent engines were effectively supported by the "O4's". Without a shadow of doubt, the Annesley "Runners"
were the fastest out-and-home loose coupled freight service in the country. Late starts and loss of time by either traffic
or engine was viewed very seriously, and the successful use of the "O4's" on such high-speed work disposes of the
myth that they could not "run".
I once rode with Annesley driver Reuben Taylor from Rugby to Woodford and our average speed start-to-stop, and including the
long climb at 1 in 176 to Catesby tunnel was about 28 mph, with a maximum of 44 mph. The engine was worked (as always on an
"O4") a turn and a half up from full gear and with the regulator in the first port until we were about to strike
the bank - and then Reuben lifted the regulator just into the second valve.
Boiler pressure remained constant at 175 psi from start to finish, firing was no effort, with a gently sloping fire. About
eight shovelsful were put in at each firing, through the GC trapdoor which remained open throughout until running the fire
down for the relief crew (who had the job of disposal) at Woodford."
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| (from letter from RHN Hardy to myself 25/11/06) |
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| Annesley "O1" 2-8-0 No.63890 rolls through Nottingham Victoria with an up "runner" in September 1955 |
| CLICK FOR FULL SIZE PHOTO |
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| 63652 rolls through the "Vic" with an up "runner" on 18th August 1956 |
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| 63879 enters Rugby with an up "runner" on 13th May 1950 |
| Journey's End! |
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| This "O1" 2-8-0 has just cleared Catesby Tunnel and is about to pass Charwelton with an "up" runner |
The "9F" revolution
| CLICK TO SEE FULL SIZE! |
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| 92068 thunders north through New Basford at 09.16 on 31st August 1963 |
| Cortesy Tony Parker |
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| 92013 is passing Newstead box with empties for Annesley Colliery in this '60's shot. |
| 29th August 1959 |
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| Three "9F"'s are flanked by Q6 0-8-0 no.63449 (50C) and "B16" 4-6-0 no.61410 (50A) |
| Copyright Kidderminster Railway Museum |
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| 92090 has had her fire cleaned, and is making her way to the turntable. 7/2/65 |
| CLICK TO ENLARGE |
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| 92067 heads off shed to work yet another "runner" |
During 1956 and 1957 no less than thirty one of the new "9F" 2-10-0's were sent to Annesley to take over the "runners"
(although the only brand-new loco's we received were 92095 and 92096 in February and April of 1957 respectively).
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| 92011 coasts into Nottingham Victoria with an up "runner" in September 1964. |
| photo copyright M.Castledine |
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| 92095 at Bagthorpe Junction 17/10/64. Note the BR1G tender it obtained from 92008 a month earlier. |
The timetable was completely recast to end the relieving of men at Bulwell. Instructions were given to the effect that if
an engine was late off shed, the job was cancelled, though in practice this rarely happened. No wonder we called them "Runners"
they were express freights in everything but the headlamp code!
The speed was calculated to average 30 mph for loaded southbound trains, and 33 mph with the northbound empty workings,
however we would hustle through Nottingham and Leicester in the thirties, storm the banks at fifty (except Ashby and the climb
to Catesby tunnel southbound) and hit the long dips such as Shawell, Gotham and Whetstone well into the sixties.
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A trip to Woodford
(Another Annesley fireman, Barry Towler, reminisces….)
“Chris's website has brought back memories that I thought were long forgotten.Stan Cooke was my regular Driver for about
the last 3 years of Annesley’s life. Stan lived at Bulwell, he was a NUR man and had a son named Graham who was also
a fireman at Annesley , and that’s about all I can tell you about his personal life!!.
One of our Woodford jobs was to sign on at 11.55 for the 12.25 “Runner”. After signing on we left the ‘loco
and went to the outlet board, where I rang Annesley no.4 box. “92073 for the 12.25 Woodford” I told Bill Shaw
the “bobby”. Off came the board, we backed over the dolly, down the through road to Annesley South and back into
the up sidings. After the shunter had coupled up, and our Guard, Bill Gowing had given us our loading, we were off as quick
as possible! The downhill run to Nottingham Victoria gave me chance to get my fire in good order (speeds to the “Vic”
were in the region of 40 to 45mph) Emerging from the tunnel at Nottm Vic north I would be hanging out of the cab yelling to
the signalman”(tell ‘em to give us the road bobby”. Our aim was to keep in front of the York - Bournemouth
express all the way to Woodford
.After passing Arkwright Street station and crossing the Trent we got into our rhythm and increased speed. Ruddington and
Gotham flashed by at 50mph plus. After Barnston tunnel (just south of East Leake),we coasted down to Loughboro giving me a
breather and a well earned fag .We were going that fast if you blinked twice you missed Loughborough ha ha then on through
the Leics countryside, over Swithland Resevoir, through Belgrave and Birstall, then it was shut off, and coast down to Leicester
Central. We were lucky – all the boards were “off” through the station. Facing us was Ashby bank –
seven miles at an unrelenting 1 in 176! Passing Whetstone Stan was anxiously looking for Ashby’s distant! If it was
yellow it meant we were going in the loop to wait for the Bournemouth to pass .It was green (not that I had time to notice
all this, I was too busy trying to keep steam up!). Topping the bank we eased up a bit allowing me and 92073 to get our breath
back. From then on it was a relatively easy run to Braunston & Willoughby, averaging speeds from 40 to 50 mph. Over the “birdcage”
at Rugby (not forgetting to whistle a******e to the LM men underneath) and on to the final six miles at 1 in 176 to Charwelton
hoping we wouldn’t slip going through Catesby tunnel. (3,000 yards long, and so straight you could see a pinprick of
light at the other end, visibility permitting. After a “little dip” on the troughs we got the left-hand board
at Woodford no.4 and into the up sidings at Woodford. Before we had come to a stop the mainline signals were of and the “Bournemouth”
came flying through as he passed us he whistled a******e to let us know we had checked him at Charwelton.
A quick turnaround at Woodford and then with 55 empties on the return trip began (I think it was 55 not sure).If our guard
had got a rough riding guards brake he used to “sprag” himself in. Now was the time to see what the mighty 9F
could really do, if we got the road we would fly along .45 50 55mph and I believe topping 60mph. coming down Ashby bank,
if the outer distant was against us (you had maybe 2 or 3 seconds looking through the trees ) GOD HELP US! Steam brake on,
tender brake on, steam sanders on reverse gea’r hang on the whistle and pray that you had woke up the guard so he could
use his brake! (This was a rare occurrence but it did happen at times – the signal, not the guard!) Then forging on
northbound, slowing down through Leicester Central, picking up speed again flying through Loughborough up the bank by the
Brush factory then through the tunnel and “feet up, fag on” for the long run down to Queens Walk and then through
the “Vic”. After another four uphill miles at 1 in 130 we reached Bulwell Common. We then went up the G.N. Leen
Valley line to Newstead, where we were relieved.
We then walked over to the ‘loco to sign off, then a brisk walk up to Newstead Village, two quick pints in “The
Institute”, and catch the 19.00 “dido bus” home…….Happy Days!
Most of my working life since then has been spent driving HGVs around Great Briton and Europe. I have had many happy (and
not so happy!) experiences and have long since retired but the one experience I would wish for is for myself and Stan to be
heading south on a fully fitted freight with a “Green Arrow”, a full head of steam and the” white feather”
flying…………… ….God bless All Annesley Men…………. except George
Clack (don’t really mean it George, R.I.P )”
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| Her speed is well into the fifties as 92091 approaches Louhgborough with an up working in March 1965 |
Annesley to Woodford point-to-point timings:
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| 92094 accelerates towards Gotham with an up "runner" in October 1964 |
| Copyright M. Castledine |
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| The 19.15 to Woodford is headed by York "V2" 2-6-2 no.60828. (8/5/64) |
Even speedier were the fully fitted express freights from Dringhouses (York) to Bristol, Banbury and Woodford. These were
usually relieved at Annesley South platform, but occasionaly they were routed through the goods line and relieved at no.4
box. These trains were normally headed by a York "Green Arrow", "B1" or "B16", and returning
in the afternoon as a normal "Class F" runner. After servicing at Woodford, they often returned home on the 19.55
York, or 20.30 Ardsley. Invariably though, one would return southbound with the 19.40 Banbury!
| Copyright Alan Harvey |
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| York "V2" 2-6-2 no. 60886 has just backed on to yet another "up" runner. She lasted until April 1966 |
| Photo copyright Alan Harvey |
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| "V2" 2-6-2 no.60932 enters Annesley yard with a down "runner" c.1962/3. (withdrawn 5/64 from 50A) |
An Ardsley (56B)"B1" 4-6-0 no.61017 "Bushbuck" heads the 13.45 Annesley - Woodford through Bulwell Common
on 18/4/64. She will return from Woodford "Old Yard" at 17.53 with 5N38 for Ardsley, being re-manned either at Annesley
South platform or in Annesley Yard.
| CLICK TO ENLARGE! |
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| "B16/3" no.61434 is approaching Bulwell Common with 4N22, the 16.40 Woodford-York on 31st May 1963 |
We also used (mainly) York and Ardsley engines to work (among others) the 13.45, 16.25 and 19.15 "runners" to Woodford,
as these returned with fully-fitted freights to the north-east, again being relieved at Annesley South platform. One of my
fondest memories is seeing fireman Barry Harley,complete with Mohican haircut, leaning out of the cab of an Ardsley "K3"
as it left Annesley yard with the 16.25!
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| March 1963 sees Mexborough "B1" 61169 heading an up "runner" near Whetstone. (wdn. Dec 1963) |
In April 1964 two ex-Crosti boilered "9Fs" nos.92025/7 were transferred to Annesley. However,they weren't a patch
on our conventional "9Fs" and were downgraded to "class 8". Rarely used on the Woodford service, these
poor tools were transferred away in November of that year.
18th April 1964 sees ex-Crosti "9F" no.92025 recovering from a signal check at Bulwell North Junction.She had been
held waiting for a railtour headed by 4472 "Flying Scotsman" The working is 8B42 the 10.50 up "runner"
arriving at Woodford at 13.40. She will return at 14.55 with 7D12, empties for Kirkby Bentinck.
| 92025 was withdrawn from 8C Speke Jnc. in Nov.1967 |
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| July 1964 sees 92025 on the shed front. Alongside is (now preserved) " 5MT" 4-6-0 no.44932 |
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 in November 1967)
