Design and construction

In 1898, Smith rebuilt No. 1619 as a 3-cylinder compound locomotive, which started Smith’s compound express locomotive experiments. In 1901, design on the C8s had started, and by 1905, approval was given. The high-pressure cylinders were located outside, while the low-pressure cylinders were inside cylinders. The main technical difference between the two locomotives was that No. 730 used Stephenson valve gear, while No.731 used Walschaerts valve gear. ^[1]

All four cylinders drove the front coupled wheels, and each engine used two sets of valve gear. ^[1]

The two locomotives were considered successful not long after testing, and in 1907, construction of ten more C8s were proposed, however were not authorised. Although Smith died 5 months after the C8s entered service, his compounding ideas did survive through his relationship with S. W. Johnson, who designed the Midland Compound 4-4-0s. ^[1]

Schmidt superheaters were fitted in 1915.

Allocation

Until 1933, the C8s were allocated at Gateshead, and hauled express trains which ran between Newcastle, York and Edinburgh. ^[2] At the time, they were considered reliable locomotives, as demonstrated by the repeated use of them on Royal Train Duties. In particular, No. 730 hauled the Royal Train from Edinburgh to York — the first time the Royal Train was hauled by a single locomotive — with Queen Alexandra on board ^[1] .

Withdrawal

By 1924, the Gresley Pacifics had taken over the C8s’ express duties, and they were relegated to secondary express services.

Both C8s were moved from Gateshead to Heaton in 1933, and were relegated to only be used during busy holiday trains. By that time, the end of the economic lives of the boilers had been reached. As it was not possible to justify the construction of two boilers for a non-standard design in a time of financial belt-tightening, No. 731 was withdrawn in December 1933, only one month after the C8s were moved from Gateshead to Heaton, and No. 730 in January 1935. ^{[1] [2] [3]}

Loco details

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