Aire Head

While not GWR on the Midland lines in Yorkshire both Ilkley and Keighley Sub-sheds were only around 10 miles away from both Manningham and Skipton sheds.

At least one was at Bradford Valley Road Goods Yard too.

I quite agree and I hope you don't think I was singling you out! It was a plea to the whole! Rapidos marketing has made quite a bit of the ubiquity of the D1666 however I feel a general lack of understanding from customers as to things like common user may play a large part. I did write a series of articles for Facebook regarding freight operations which were written for the layman. I wonder if any of the model press might be interested if I adapted them?

To echo @Compound2632 The obvious options to me would be the D663A and D607/D673 opens. Vans wise either the D362/D363 or the D664 type vans would be strong candidates. Wildcard option would be a D336A which also last a long time and seem to crop up often enough in photos. The best way to make things like this happen is to make sure voices are heard and that things are shown to be commercially viable. My understanding on the D1666s is they didn't do as well as expected and that their is a general wariness from other manufacturers towards "LMS" items as they tend to be the weakest selling. So in short if you want Midland stuff make sure we buy the other nice stuff!

Least I could do to help! I will post it up with the LMS society on Facebook too

As requested. https://derbymuseums.org/news/derby-museums-flood-damage-appeal/ FYI that website is a bit infuriating to navigate I had to use the search function to find it.

This fails to account for traffic density. If the Midland is carrying more freight per mile than the LNWR it logically also requires more wagons per mile too so to suggest that the amount of wagons per mile is an indicator of efficiency doesn't make sense.

So why did they boo me when I revealed I was a Midland man during conversation at Guildex? 😛

Taken from the Midland Railway Society Journal I received recently in an article written by @Compound2632. "During the Great War 6,128 Midland Wagons were loaned to the War Department for use in France." Wagons from the GWR, GCR, LNWR were also used (other possibly aswell im just using the information I have to hand). I have seen multiple examples of LNWR D88 Vans in WD liveries. Many of the vehicles loaned were modified to suit military requirements.

Had a look at my 1955 WTTs for the area there are 4 goods trains Northbound to Carnforth from the Leeds area. 00:45 Class J from Stourton Down Sidings MX 10:15 Class J from Stourton Down Sidings 17:20 Class H from Hunslet Down Sidings 22:20 Class J from Wharncliffe Branch Sidings Now I accept that this will be a good 50+ years adrift of what most people are looking at however when researching the Aire Valley Line I have noticed that traffic flows don't significantly change and the 1955 ones are what I have access to at this time. So my reckoning is that any wagons from Featherstone would travel to Stourton yard where they would be sorted, Vehicles for Kendal would then be sorted into a Carnforth train, where upon arrival at Carnforth they would be sorted into the Kendal train. A simple routing involving only 2 companies and a minimal amount of sorting on route.

The Midland gets blamed for a lot unfairly. The real reason is the LMS would be more interested in having new stock be compatible with its existing stock which was extensive.

I've seen D1666s with just about every variation and combination of wheelset you can imagine so I wouldnt worry about it.

Cardiff East Dock 1957

Honest answer is I can't remember sorry. The best I can say is the top image is from Esholt Sewage works and has been described as "in the 1950s" . I also have this screenshot of a Brush Type 2 pulling a paint D1666 which might interest people in this thread.

The top one most certainly is and I'd say the other two are strong candidates for grey paint.

I believe you are referring the very numerous D1892 family of wagons. This was in fact several diagrams of wagons related to the thickness of materials used which from modelling viewpoint doesn't make any difference. This family of wagons were also numerous with around 14,000 existing all told making them the most numerous of the big four 10' WB steel underframe wagons.

Indeed within 2 years of Fowler imposing his Midland Small engines policy " the LMS has a new 4-6-0 produced alongside Garratts and 2-6-4 Class 4 tank all in 1927 alone!

Indeed! Perhaps that's a sign it's time for bed 🤣

It's interesting to see that this is an Unfitted vehicle which has been modified with an additional pair of brakes and tiebars between the W Irona which was typical done by BR when converting to a fitted vehicle. However unless my eyes deceive me it appears to have lost its vacuum cylinder again making it Unfitted. Are you restoring the vehicle "as is" or intending to return to its as built condition?

It lasted into the 60s by which time it was mainly the 20T LMS coke hoppers. Every image I've seen of the working it has been in the hands of a 4F.

A regular working well into the 60s is to Barrow from that same area. Frequently described as carrying significant amounts of coke too. A quick glance at the 1955 WTT for between Skipton and Leeds shows multiple mineral trains to Carnforth too. While I appreciate it's a bit outside the period you look at it I do find it interesting to see what traffic flows persisted.

That's Oxenhope 🙂.

The corrugated end of the BR van is very LMS so I'd say it's a solid blend of the two.

D1891 onward is what is typically considered "the LMS van" and with over 20,000 produced which is more than most companies had vans altogether I'd say it's unfair to say the LMS wasn't consistent. BR only added additional bracing to LMS vans with horizontal planking or plywood sides (D1891 onwards) and only to the vans with the later style corrugated ends.

Strange that I should also find myself looking at a BR grey D1666 photographed at Esholt Sewage Works sadly undated but believed to be sometime in the 1950s