Diagram 64B Loco Hopper Wagon to carry 15tons

The hopper method of unloading coal from wagons via bottom doors had been in use on the LNW since the introduction of the D28/D44 Hopper designs in 1879, but the D64B design was not introduced until 1913 to service the mechanical coaling plants, which were then coming into operation. A 10ton version was first proposed and a single prototype 16ft long wagon, Diagram 64A, was built in early 1912. However, between design and production the capacity was increased to 15 tons and the length was increased to 18ft, to standardise it with the new 18ft merchandise wagons.

The GA drawing of the D64B design reveals that the body was 18ft. long over headstocks. The side and end sheeting was 2½in thick which left an inside length of 17ft 7in with an inside width of 7ft 10in (8ft 3in outside). The sides and end were constructed from seven 2½in thick planks, of which the bottom one was 8in wide, the other six were only 6in wide. The hopper planks placed around the inside bottom corners of the body to feed the contents towards the bottom doors were 1½in thick Oak. To take account of the 18ft length there were 6 openings in the floor. The central two pairs were 3ft 9¼in square, each closed by a pair of doors, 1ft 10in wide, and hinged along their outer edge. The other two were situated outboard of the axles, and had a single flap hinged at the inboard end.

The wheelbase was the LNW new standard 9ft 9in long, and the axle boxes were the square shaped first pattern of oil boxes accommodating a 10in by 5in journal to support the 15ton load. The brake rigging followed the standard pattern of the time with a single cast iron brake shoe operating on each of the four wheels. The buffer design and drawbar springing were both unusual to take account of the space occupied by the bottom doors. The buffers were self-contained with helical springs. The drawbar springs were originally a short laminated rubber design limited to the central end section of the under-frame. The GA drawing bears a note that these were replaced with a helical spring in a 1943 modification. (Incidentally, this note implies that a viable number of these vehicles were still in service at that date and that the LMS considered it worthwhile to spend money adapting them).

Steady construction followed after 1913 as shown in the Table and by 1920 the total number of vehicle in service reached 631. All of these wagons passed to the LMS in 1923. Complete details of their survival in LMS hands is not presently known, but a source preserved at Kew and dated 1935 lists 623 of them still in operation. The record mentioned above of a 1943 modification suggests that many survived right through the LMS period and into BR days, possibly until the coaling plants that they served were closed down.

Most of the 631 wagons seem to have been built as revenue replacements for D64 Loco Coal wagons. A 1911 Goods Conference Minute 22277 reads "In renewal of the next 320 Loco Coal wagons, 10ton hopper wagons will be built for use with the new coaling plant at Crewe North". Consequently, at least half of the total stock would have carried a register number taken from the condemned wagon that each replaced and with numbers at the lower end of the 1 to 79xxx range applied to the LNW wagon stock. Perhaps the delay between the above minute in 1911 and the start of construction in 1913 was due to consideration of what capacity to build. Recently I found no. 278043, listed as an ex-LNW 15ton Loco Coal Wagon, D64B, built in 1918 and withdrawn only in 1958 according to a BR scrap register. At first sight this seems to be a remarkable example of longevity but on more careful consideration it is seen to be in line with the BR accountant's policy of withdrawing wagons when they are 40 years old. Carrying this policy to its logical conclusion suggests that the 203 built in 1919-20 might well have survived a year or two longer but to date no record of their withdrawal has been found. The large batches constructed in 1914 and 1919, which were probably associated with a new mechanical coaling plant that required hopper discharge type wagons coming on stream.

All passed to the LMS in 1923 and by 1937 some casualties must have occurred but there were still 623 left. It is believed that this type of wagon was also required for Stonebridge Power station built to power the new electrified lines from Watford to Euston.

All numbers from 77634 to 77643 are recorded in the Diagram Book. Other numbers, known from photographs taken during LMS days, are 277753, 277977, 277991, 278237. No. 278043, which was built in 1918 and withdrawn in 1958 was found in BR Withdrawal Records 1958-67.

This drawing is a reproduction of Earlestown drawing no. 894A dated 4.2.1913 [HMRS No. 1104]. Compare this 15ton hopper with the 10 ton D64A prototype.

This rather fine photograph of an ex-LNW D64B 15ton loco coal wagon was taken by A.G. Ellis at Renfrew on 16/6/46. The ‘N’ at each corner stands for ‘non common user’ and indicates that it was not part of the common user scheme whereby a wagon could be refilled and passed on from depot to depot to minimise empty return journeys. Instead they were reserved for colliery to shed traffic and returned to the colliery empty.

Other photographs, all in LMS days, exist as follows: a) Guy Hemmingway Photo. 1538 of no. 277977 b) Partial view of solebar detail of no. 277991 c) PE private collection, ref unknown, of no. 278090 d) A.G. Ellis collection ref. unknown of no. 278237.