Barry Railway 0-6-4 Locomotives in Great_Britain

Class Details by Steve Llanso of Sweat House Media

Class L (Locobase 20172)

Data from "Mineral Traffic Engine, Barry Railway", Engineer, Volume 118 (4 December 1914), p. 531; and "0-6-4 Tank Locomotive, Barry Ry", Locomotive Magazine, Volume XXI [21], No 269 (15 January 1915).. See also "John Auld" on John Speller's Web Pages - GWR Narrow Gauge at [], last accessed 8 April 2017. Works numbers were 3038-3047 in 1914.

John Auld, says John Speller, was "one of the unsung heroes of twentieth-century locomotive design" chiefly for his behind-the-scenes work on Great Western Railway locomotives such as the Gauge and Manor Ten-wheeler designs of the 1930s. (Collett was increasingly disabled by a deep depression that followed the death of his wife.)

Before those days, however, Auld was the Barry's last Chief Mechanical Engineer, serving from 1909 to the 1923 Grouping. His only new design was this large, heavy, and powerful locomotive. "The whole of the drawings for the engines were prepared at Barry", says Engineer's report", under the supervision of Mr. J Auld."

It was not unreasonable for the Engineer report to look at the weights and axle loadings and remark that the Barry had "gone about a far with this class as is possible." The high loadings resulted from a tradeoff in which main-line traffic requirements were better served "by handling a small train smartly than by loading the trains up to what would be required from a heavy eight-coupled engine". The LM reported that the design's smokebox was designed to accept a superheater and balanced slide valves. The superheater was never installed.

The entire class was taken into the GWR, but scrapped only three years later. Sources cannot say for sure why such new locomotives were dismantled, but Wikipedia describes a design fault in the trailing truck that led to derailments when the locomotives backed into sidings.

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID20172
RailroadBarry Railway
CountryGreat Britain
Number in Class10
Road Numbers139-148/1347-1355, 1357
Number Built10
BuilderHawthorn Leslie
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.50 / 4.72
Engine Wheelbase (ft / m)28 / 8.53
Ratio of driving wheelbase to overall engine wheelbase 0.55
Overall Wheelbase (engine & tender) (ft / m)28 / 8.53
Axle Loading (Maximum Weight per Axle) (lbs / kg)42,952 / 19,483
Weight on Drivers (lbs / kg)128,688 / 58,372
Engine Weight (lbs / kg)176,428 / 80,026
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)176,428 / 80,026
Tender Water Capacity (gals / ML)2640 / 10
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 4.40 / 4
Minimum weight of rail (calculated) (lb/yd / kg/m)71 / 35.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)55 / 1397
Boiler Pressure (psi / kPa)180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)18.5" x 26" / 470x660
Tractive Effort (lbs / kg)24,754 / 11228.24
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.20
Heating Ability
Tubes (number - dia) (in / mm)
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)
Firebox Area (sq ft / m2)123.30 / 11.45
Grate Area (sq ft / m2)22 / 2.04
Evaporative Heating Surface (sq ft / m2)1496 / 138.98
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1496 / 138.98
Evaporative Heating Surface/Cylinder Volume184.94
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3960
Same as above plus superheater percentage3960
Same as above but substitute firebox area for grate area22,194
Power L14309
Power MT221.46

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