LSWR/SR T9 4-4-0


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Wide cab/splashers with 'Water cart' tender

Top: Narrow cab/splashers with 3,500 gallon tender  

Click photos to enlarge

Wide cab/splashers




To complete

L19 - narrow cab


L20 - wide cab

Etched nickel silver frames, motion and brass superstructure

Lost wax, whitemetal and turned fittings

Flexichas suspension

Non-working, ‘dummy’ inside motion

Designed by Martin Finney

 Kit to convert to working inside motion - IM19


LSWR Drummond 3500 gallon or 4000 gallon 'Water cart' tender


Driving: 6'7" diameter 22-spoke

Leading: 3’7" diameter 10 spoke

(Ultrascale, Alan Gibson, Markits)

 Motor /

Portescap RG4C (1616); alternative is Mashima 1024


High Level Load Hauler Plus.


The original ‘narrow’ series of Dugald Drummond’s celebrated T9 4-4-0s for the LSWR. A total of 51 locomotives were built by Dubs & Co. and at Nine Elms Works between 1899 and 1901. 15 'wide' cab locomotives were built at Nine Elms Works in 1901.

The kits will build virtually all versions from circa 1900 to the last withdrawals in the 1960s. Included in the kits are parts for the engines as original built with saturated steam boilers and for the engines as rebuilt with superheated boilers.

Download the instructions - narrow cab                                          Download the instructions - wide cab

Variations/Modifications incorporated into the kits

From 1923 the locomotives were extensively rebuilt involving new:

Smokeboxes: new, larger, smokeboxes were fitted incorporating the ‘Eastleigh’ superheater. A small tube cleaning cock was fitted to the left side of the smokebox. This feature appears to subsequently have been removed. From March 1925 the ‘Eastleigh’ superheaters were replaced with a Maunsell designed superheater which involved the fitting of the characteristic Maunsell snifting valves to the top of the smokebox.

Coupling rods: new fluted coupling rods were fitted.

Brake gear: the brake hangers and pull rods were changed for a more robust design.

Chimney: a new stove pipe chimney with high capuchon was fitted. Over the years this capuchon was lowered and eventually removed completely.

Hydrostatic lubricator: a four feed Detroit lubricator was fitted.

Vacuum pipe connection: the fitting of the extended smokebox meant the fitting of a new, lower, vacuum pipe connection so as to avoid the pipe fouling the opened smokebox door.

Carriage heating pipes: From 1901 onwards, the LSWR introduced steam carriage heating equipment. The steam pipe to the bufferbeam mounted connections ran behind the right side valence. After superheating, over the years this pipe was moved to a position outside the right side valence.

Clackboxes: When built all had their clackboxes sited on the bottom of the smokebox tube plate. From circa 1913, they were placed conventionally on the boiler sides with the feed pipes following the original path from the injectors. From the mid-1920s, onwards the feed pipes were redirected, by a more accessible route, up through the platform and over the leading splasher.

Smokebox door: From circa 1913 four clamping 'dogs' were fitted to the lower rim of the smokebox door.

Firebox cross water tubes: those engines built with firebox cross water tubes had them removed by Urie starting in 1913.

Sandboxes: From circa 1926 the new sandboxes were provided between the frames replacing the original sandboxes, which were combined with the leading splasher.

Lamp brackets: The locomotives were built with Drummond's socket style brackets. The SR standardised on a design with the socket in the lamp. Many locomotives had the Drummond brackets adapted to accept the standard lamps but gradually the locomotives were fitted with new brackets of standard design.

Smokeboxes:  When the superheated smokeboxes were renewed the flush riveting was usually replaced by visible snap head rivets.

Vacuum pipe: The vacuum pipe to the front connection initially ran under the locomotive. From the early 1920s onwards this pipe was moved to a position outside the left side valence..

Couplings: Most of the engines appear in their early years to be running with a single long coupling link, although some carry three link couplings. Later the locomotives were equipped with screw couplings together with a hook to carry the coupling when it was not required.


The 'narrow' cab locomotives were built with 3500 gallon six wheel tenders. Starting 1902 and finishing 1907 these tenders were replaced with 4000 gallon double bogie, ‘Watercart’, tenders. During the 1920s several acquired tenders of the 6-wheel type again, to enable them to work on the Eastern and Central sections of the Southern Railway.

The 'wide' cab locomotives were built with 4000 gallon double bogie, ‘Water cart’, tenders. During the 1920s several exchanged their tenders for the 3500 gallon 6-wheel type to enable them to work on the Eastern and Central sections of the Southern Railway.

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