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Specifications
Specifications
Configuration:;
• Whyte	0-8-0
• UIC	D n2
Gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Driver dia.	4 ft 3 in (1.295 m)
Wheelbase	15 ft 5 in (4.699 m)
Loco weight	48 long tons 17 cwt (109,400 lb or 49.6 t) (54.7 short tons)
Fuel type	Coal
Cylinders	Two outside
Cylinder size	20 in × 26 in (508 mm × 660 mm)

Type and origin
Type and origin
Power type	Steam
Designer	John Waddington Mann
Builder	Sharp, Stewart & Co.
Build date	1889 and 1897
Total produced	4

Barry Railway Class D
Barry Railway Class D
Power type
Type and origin
Power type	Steam
Designer	John Waddington Mann
Builder	Sharp, Stewart & Co.
Build date	1889 and 1897
Total produced	4
Configuration:;
Specifications
Configuration:;
• Whyte	0-8-0
• UIC	D n2
Gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Driver dia.	4 ft 3 in (1.295 m)
Wheelbase	15 ft 5 in (4.699 m)
Loco weight	48 long tons 17 cwt (109,400 lb or 49.6 t) (54.7 short tons)
Fuel type	Coal
Cylinders	Two outside
Cylinder size	20 in × 26 in (508 mm × 660 mm)
Tractive effort
Performance figures
Tractive effort	27,200 lbf (120.99 kN)
Operators
Career
Operators	Barry Railway; → Great Western Railway;
Delivered	1889 and 1897
Withdrawn	1927–1930
Disposition	All scrapped

Barry Railway Class D were 0-8-0 steam tender engines of the Barry Railway in South Wales. They were built to a standard Sharp, Stewart and Company design modified by John Waddington Mann, the Chief Mechanical Engineer for the Swedish & Norwegian Railway. In fact, 20 of these locomotives were ordered by this railway. However the company ran into severe financial difficulty with the result that only one and a half locomotives were paid for by the S&N.^[1]^[2]

Barry purchases

Two of the locomotives, S&N 25 and 26, never reached overseas but were retained by Sharp, Stewart. They were later sold to the Barry Railway in October 1889 and became numbers 35 and 36. Two other locomotives, S&N 5 and 8, were seized by bailiffs in Norway^[3] in December 1891. There then followed a long drawn out legal dispute between Sharp, Stewart and Swedish & Norwegian Railway. It was not until May 1895 that the Supreme Court in Sweden found in favour of Sharp, Stewart and the engines in question were returned to the manufacturers.^[3] In late 1896, they were offered to the Barry Railway who took delivery of them in March and April 1897. The two locomotives were numbered 92 and 93.^[2] They were the first eight-coupled locomotives in UK service.

When the Barry Railway had need of more coal locomotives for coal trains on the Vale of Glamorgan Line it returned to Sharp Stewart, who had also supplied most of the locos on the railway, for similar engines to the Class D. The result was the Class H 0-8-2T, a tank locomotive variant with an additional rear pony truck, which allowed a coal and water capacity greater than that of the small Class D tender, whilst also being shorter and not requiring the use of turntables.^[1]^[2]

Traffic duties

An attractive feature of these locomotives for the Barry Railway had been their short overall length, due to their diminutive four-wheeled tenders. This made them unusually short for their power, suitable for the Barry Railway's restrictively short turntables, and their resultant limited range was not an issue for the short journeys of the Welsh mineral traffic.^[2]

On arrival, the locomotives did very little main line duty but were confined to pulling heavy coal trains from Cadoxton Yard to Barry Docks. However, in 1909, 92 and 93 were assigned to haul mineral trains from the coal pits on the Rhymney branch of the Brecon and Merthyr to Cadoxton Yard and were mechanically modified for the purpose.

Some fittings were modified on adoption in the UK, and later by the GWR. The original Salter safety valve fitted to the dome was removed, relying solely on the pop valves also fitted. Minor fittings, such as the handrails, were replaced by more GWR styles. The tenders were fitted with vertical weatherboards and spectacle windows. In 1922, on absorption by the GWR, their cabs were rebuilt more extensively, without the side windows but with an extended rear roof,^[4] they also gained the typical GWR flared brass cover to their safety valves.^[2]

Withdrawal

The locomotives passed to the Great Western Railway in 1922 but were withdrawn between 1927 and 1930. All members of the class were scrapped.

Numbering

Year	Quantity	Manufacturer	Serial numbers	Barry numbers	GWR numbers	Notes
1886	1	Sharp Stewart	3365	92	1389	Acquired by Barry Railway April 1897
1887	1	Sharp Stewart	3394	93	1390	Acquired by Barry Railway March 1897
1888	2	Sharp Stewart	3446–3447	35–36	1387–1388	Acquired by Barry Railway October 1889

References

^ ^a ^b Maidment, David (2015). The Great Western Eight Coupled Heavy Freight Locomotives. Pen and Sword. pp. 154–158. ISBN 978-1783831098.
^ ^a ^b ^c ^d ^e "Steam Locos of a Leisurely Era 1889 – 0-8-0 & 0-8-2T Barry Railway". 15 May 2012.
^ ^a ^b Maidment (2015), p. 157.
^ Maidment (2015), pp. 157–158.

Barrie, D. S. M. (1983). The Barry Railway (reprint with addenda and amendments). Oakwood Press. pp. 199–200. ISBN 0853612366.
Davies, F. K.; Firth, J. M.; Lucking, J. H.; Thomas, R. E.; Allcock, N. J.; Sterndale, A. C.; Barrie, D. S. M.; Reed, P. J. T.; Mountford, E. R. (April 1966). White, D. E. (ed.). The Locomotives of the Great Western Railway, part ten: Absorbed Engines, 1922–1947. RCTS. pp. K34 – K37. ISBN 0-901115-20-7.
Miller, Brian J. (1984). Rails to Prosperity – The Barry & After 1884–1984. Regional Publications (Bristol) Ltd. p. 12. ISBN 0906570174.
Mountford, Eric R. (1987). The Barry Railway – Diagrams and Photographs of Locomotives, Coaches and Wagons. Headington: Oakwood Press. p. 12. ISBN 0853613559.
Russell, J. H. (1978). Great Western Absorbed Engines. Oxford Publishing Company. p. 44. ISBN 0902888749.