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The wagon is of all steel construction. It is mounted on diamond frame pattern bogies of 6 ft. wheel-base, 26 ft. between centres, and is equipped with automatic vacuum brakes in addition to hand-brakes on either side, the power cylinders being fixed at each end of the frame and applying four blocks to each bogie.<ref name=8F>[http://www.8fsociety.co.uk/page13.html 8F Society]</ref>
The hopper is 29 ft 6 in long by 7 ft 11 in wide at the top, decreasing to 18 ft 3 in by 2 ft 1.5in ½ in at the bottom, with a depth of 7 ft 11 in. This gives has a capacity of 1,230 cubic feet, equating to a load variously quoted as between 43.5 ½ tons and 48 tons.<ref group="note">The SVR Stock Book and Stanier 8F Society give the load capacity as 43.5 ½ tons. [[Bibliography#Other References|Marsden (1984)]] p. 89. and the Railway Heritage Register Wagon survey both give 48 tons.</ref> The load is discharged between the rails through two bottom doors, each having a clear opening of 7 ft 7.5 ½ in by 2 ft 1.5 ½ in. These doors are fitted with a patent opening and closing device, the load inside forcing them open when they are released and at the same time compressing the springs that control them. On reaching their full-open position the doors are held in a catch until the load is discharged; on being released the energy stored in the springs forces them back into the closed position. The whole operation of releasing, discharging, and reclosing was said to take less than 2 two minutes<ref name=8F/>.
==Service==
The entry to service of Stanier 8F locomotives in 1935 led to a major change in the heavy limestone traffic between the quarries at Tunstead, near Buxton in the Derbyshire Peak District, and the I.C.I. processing works at Northwich. The 8F's tractive power made it possible to introduce large vacuum-braked bogie hopper wagons designed specifically for this traffic. For something like thirty years the 8F's remained closely associated with this service; other motive power included Super D's and Derby 4's although class 9F locomotives were never used on these runs before diesel traction replaced the 8Fs. After steam ended, the rakes of the wagons remained in regular use on limestone traffic, initially hauled by Class 25 type 2s and latterly by Class 37 type 3s.<ref name=8F/>
During service this wagon was given BR [[TOPS codes|TOPS]] no. 19052 and LMS registration no. 151397.<ref name=8F/>. The TOPS code for this class of wagon was originally PHV, recoded to JGV in 1990<ref>[http://www.ltsv.com/w_ref_datasheet_ph.php LTSV Wagons]</ref>.
==Preservation==
