In London these included the completion of the District line to Ealing and Fulham as well as Earls Court Station with its long-span iron roof trusses. With Hawkshaw he completed the joining of the Inner Circle between Mansion House and Aldgate with its branch to Whitechapel. Between 1883 and 1887 also with Hawkshaw, there was the St. Paul’s Station (now Blackfriars Station) for the London, Chatham & Dover Railway together with the iron bridge to it over the Thames. In addition he was the engineer for the masonry Kew Road Bridge of 1905.
Outside London his works included the Lewes and East Grinstead Railway for the London, Brighton & South Coast Railway Company, built between 1878 and 1883, and the Barry (Docks) Railways in South Wales.
In Scotland Barry was responsible for the Ballahulish branch of the Callendar & Oban Railway with its then unique steel cantilever Connel Bridge over Loch Etive, the 2nd longest in the UK after the Forth Railway Bridge. He was also the engineer for the underground section of the Caledonian Railway in Glasgow.
Wolfe Barry was responsible for a number of dock and harbour works. These included new docks at Barry, opened in 1869 and still in operation, and docks or extensions at Immingham and Newport; also improvements to Surrey Commercial and Limehouse docks, London, and to docks at Middlesbrough and Grangemouth.
Apart from individual projects for which John was responsible there were numerous situations where he was asked to act as consultant, both in Britain and abroad, including China, India and South Africa. He was in constant demand as an engineering arbitrator.
In addition he was a member of many Royal Commissions, mainly in the late 1880s, such as those on Irish public works 1886-1887, the Western Highlands and Islands 1889, the Port of London 1900-1902 (which set up a new Port of London Authority) and on accidents to those working on railways 1899-1900.