Barry Railway Class E

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Barry Railway Class E
Type and origin
Power type Steam
Designer J. H. Hosgood
Builder Hudswell Clarke
Build date 1889–1891
Total produced 5
Configuration 0-6-0T
UIC class C n2t
Gauge 4 ft 8 12 in (1,435 mm) standard gauge
Driver dia. 3 ft 3.5 in (1.003 m)
Wheelbase 12 ft 0 in (3.658 m)
Loco weight 27 long tons 10 cwt (61,600 lb or 27.9 t) (30.8 short tons)
Fuel type Coal
Boiler pressure 140 psi (0.97 MPa)
Cylinders Two inside
Cylinder size 14 in × 20 in (356 mm × 508 mm)
Performance figures
Tractive effort 11,810 lbf (52.53 kN)
Delivered 1889–1891
Withdrawn 1932–1949
Disposition All scrapped

Barry Railway Class E were 0-6-0T steam tank engines of the Barry Railway in South Wales. They were designed by J. H. Hosgood and built by Hudswell Clarke. The locomotive was designed for light shunting duties at the docks. Their small size made them particularly suited to shunting on the Barry Island Breakwater. Access to the breakwater was via a rough hewn tunnel whose dimensions and sharp curves made it impossible for the other locomotives to negotiate a way through.

Traffic duties[edit]

After their initial use as shunting locomotives, they took on passenger duties on the Vale of Glamorgan Railway. Two sets of two coaches were prepared for the role. They comprised a four-wheeled 1888 composite coach and a six-wheeled 1895 brake third which were close coupled. They were known as ‘Motor Sets’. At one end of the brake third was a driver’s compartment which, unusually, did not have regulator equipment to control the locomotive fitted. Instead a bell system was installed so that the driver could send instructions to the fireman in the locomotive. The controls available in the driver’s compartment were a brake and whistle controls which were operated by wires that ran along the top of the coaches and were attached to pulleys located on the dome and cab roof. The E Class operated with one set as a push-pull unit or with both sets located either side of the engine. This arrangement was used mainly on trains between Barry and Llantwit Major. However, when John Auld was appointed as Locomotive Superintendent in 1909, he did not favour the push-pull arrangement and subsequently ordered that trains should revert to running the engine around the train at the end of its journey.


The locomotives passed to the Great Western Railway in 1922 and 2 passed to British Railways in 1947. All were withdrawn between 1932 and 1949. None have been preserved.


Year Quantity Manufacturer Serial Numbers Barry Numbers GWR Numbers Notes
1889 2 Hudswell Clarke 331–332 33–34 781–782
1890 2 Hudswell Clarke 343–344 50–51 783–784
1891 1 Hudswell Clarke 352 53 785

See also[edit]


  • Ahrons, E. L. (1953). Locomotive and Train Working in the Latter Part of the Nineteenth Century. W. Heffer & Sons Ltd. p. 113. 
  • Barrie, D. S. M. (1983). The Barry Railway (reprint with addenda and amendments). Oakwood Press. p. 198. 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. K37–K38. ISBN 0-901115-20-7. 
  • Miller, Brian J. (1984). Rails to Prosperity – The Barry & After 1884–1984. Regional Publications (Bristol) Ltd. pp. 12–14. ISBN 0906570174. 
  • Mountford, Eric R. (1987). The Barry Railway – Diagrams and Photographs of Locomotives, Coaches and Wagons. Headington: Oakwood Press. p. 13. ISBN 0853613559. 
  • Russell, J. H. (1978). Great Western Absorbed Engines. Oxford Publishing Company. pp. 38–42. ISBN 0902888749.