Data from "Barry Ry ," The Locomotive Magazine, Volume XXIX [29] , No 366 (15 February 1923), p. 39; and No 368 (14 April 1923), p.108. Works numbers were 3446-3447 in 1888 (33-34), 3365 in 1886 (92) and 3394 in 1887 (93).
LM's two installments on the Barry Railway explain that Glasgow builder Sharp, Stewart had contracted with the Swedish & Norwegian Railway for 20 0-8-0 goods engines designed by John Waddington Mann. Mann had served as locomotive superintendent of the Eastern and Midland, but in 1886, had signed on as Chief Mechanical Engineer of the S&NR.
Unfortunately for the railway, it went into liquidation and Sharp, Stewart found buyers in the Baden State Railway, Palatinate Railway, and the Barry. LM's report confirms Locobase's suspicion that the Barry quartet were the first eight-coupled tender engines "to run on any railway in this country [England]."
Outliers as tender engines in a tank engine-predominant railway, these engines attracted Barry's interest because of their short wheelbases and short tenders. Yet once they entered service, their fuel and water capacities fell short of those of the railway's tank locomotives. So the Barry asked Sharp, Stewart to build some 0-8-2s, which are the subject of Locobase 10488.
All four Ds served the Barry well enough to remain on the books when the Great Western absorbed the Barry in 1921. But they weren't really suited to
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | D/1387 |
| Locobase ID | 20956 |
| Railroad | Barry Railway |
| Country | Great Britain |
| Whyte | 0-8-0 |
| Number in Class | 4 |
| Road Numbers | 35-36, 92-93/1387-1390 |
| Gauge | Std |
| Number Built | 4 |
| Builder | Sharp, Stewart |
| Year | 1886 |
| Valve Gear | Allan |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | 15.42 / 4.70 |
| Engine Wheelbase (ft / m) | 15.42 / 4.70 |
| Ratio of driving wheelbase to overall engine wheelbase | 1 |
| Overall Wheelbase (engine & tender) (ft / m) | |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | 109,536 / 49,685 |
| Engine Weight (lbs / kg) | 109,536 / 49,685 |
| Tender Loaded Weight (lbs / kg) | 56,560 / 25,655 |
| Total Engine and Tender Weight (lbs / kg) | 166,096 / 75,340 |
| Tender Water Capacity (gals / ML) | 2160 / 8.18 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 46 / 23 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 51 / 1295 |
| Boiler Pressure (psi / kPa) | 150 / 1030 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 |
| Tractive Effort (lbs / kg) | 26,000 / 11793.42 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.21 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 192 - 2" / 51 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 12.87 / 3.92 |
| Firebox Area (sq ft / m2) | 115 / 10.68 |
| Grate Area (sq ft / m2) | 22.75 / 2.11 |
| Evaporative Heating Surface (sq ft / m2) | 1410 / 130.99 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | 1410 / 130.99 |
| Evaporative Heating Surface/Cylinder Volume | 149.15 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 3413 |
| Same as above plus superheater percentage | 3413 |
| Same as above but substitute firebox area for grate area | 17,250 |
| Power L1 | 2677 |
| Power MT | 215.52 |