Orenstein & Koppel (normally abbreviated to "O&K") was a major Germanengineering company specialising in railway vehicles, escalators, and heavy equipment. It was founded on April 1, 1876, in Berlin by Benno Orenstein and Arthur Koppel.
Originally a general engineering company, O&K soon started to specialise in the manufacture of railway vehicles. The company also manufactured heavy equipment and escalators. O&K pulled out of the railway business in 1981. Its escalator-manufacturing division was spun off to the company's majority shareholder at the time, Friedrich Krupp AG Hoesch-Krupp, in 1996, leaving the company to focus primarily on construction machines.[1] The construction-equipment business was sold to New Holland Construction, at the time part of the Fiat Group, in 1999.[2][3]
The Orenstein & Koppel Company was a mechanical-engineering firm that first entered the railway-construction field, building locomotives and other railroad cars.
First founded in 1892 in Schlachtensee, in the Zehlendorf district of Berlin, and known as the Märkische Lokomotivfabrik, the O&K factories expanded to supply the Imperial German Army under Kaiser Wilhelm II with field-service locomotives, or Feldbahn. O&K supplied all manner of railway equipment to the Army. Because of strained capacity at the Schlachtensee shops, work transferred in 1899 to a site in Nowawes, later Babelsberg, near Potsdam. Around 1908, O&K acquired the firm of Gerlach and König in Nordhausen, building petrol and diesel locomotives there under the trade mark "Montania".
O&K expanded to build freight and passenger cars, and above all, excavators for construction. The company also built other heavy equipment, including graders, dump trucks, forklift trucks, compressors, crawler loaders, wheeled loaders, road rollers, and truck cranes.
The company also began manufacturing escalators, transmissions, rapid-transit railway lines, buses, tractors, and cargo ships. Passenger liners, shipboard cranes, and shipbuilding enterprises rounded out the company's profile. Because of the company's thriving export business, a worldwide system of branch offices was created.
In the early years of the 20th century, O&K built bucket chain trenchers, at first from wood, and—after 1904—completely from steel. These were propelled by steam or oil engines. O&K also made railway trenchers for work in heavy soils.
In the First World War, O&K built railway engines and cars of all sizes for the German government. With the collapse of Imperial Germany in November 1918, the victorious Allies put further restrictions on German manufacturing and military capacity, seizing all army Feldbahn engines as per the terms of the Versailles Treaty that ended the First World War. The treaty also removed access to export markets; at the end of 1925, work stopped for three months as a result of the lost business. By 1935, business had recovered and the company produced 5,299 locomotives.[citation needed] After the war, O&K's American subsidiary, the Orenstein-Arthur Koppel Company, was seized by the Alien Property Custodian and sold at an auction where only United States citizens were allowed to place bids.[4]
In 1922, they manufactured their first continuous-tracksteam shovel. In 1926, diesel engines replaced steam engines; the company converted earlier steam units to diesel power as the need arose. O&K merged with a kerosene-engine builder, selling the engines under the O&K banner.
At the Spandau factory, O&K built cable-operated excavators and bucket-wheel excavators for use in the lignite coal mines of eastern Germany. Under the Aryanisation scheme of Adolf Hitler's Nazi Germany, the Orenstein family's shares in the company were forcibly sold in 1935; Orenstein and Koppel was placed under trust administration, and the Babelsberger works were taken over and renamed in 1941. O&K existed in name only, but more commonly used the abbreviation MBA (Maschienenbau und Bahnbedarf AG).
After heavy bomb attacks on Berlin caused a fire in the company's plant-administration buildings, factory production minister Albert Speer redistributed work and factories around the country to lessen the risk from a single attack. For the remainder of WorldWarII, no more locomotives were built in Berlin. Four hundred and twenty-one locomotives already under construction were shifted to Prague to protect the existing factories. During the war, O&K provided 400 Class 52 locomotives.
East Germany
Excavator from O&K in 1957
After the end of the war, the locomotive plant in Nordhausen went idle. Under the German Democratic Republic, O&K changed its name to the VEB Company, and resumed heavy mechanical manufacturing at Nordhausen, producing cable-operated excavator shovels, among other things.
By 1946, the Babelsberg factory resumed production of locomotive boilers, and one year later the plant delivered its first postwar locomotive.
Indonesian Railways C300 in 2002
The German Democratic Republic nationalised the railroads and rolling stock manufacturers. The O&K plants in Babelsberg were renamed the LOWA Lokomotiv Plant Karl Marx (LKM). The LKM became the sole manufacturer of diesel locomotives for the GDR, such as the large DRG V180. In the late 1950s, the plant developed steam and diesel engines for the Deutsche Reichsbahn narrow-gauge railways, building approximately 4,160 engines. The LKM also produced locomotives for foreign orders. The Indonesian State Railways ordered 20 units of C300 class diesel shunters in 1966 and were delivered in 1967.[5]
Construction of steam locomotives ended in 1969, leaving diesel-hydraulic locomotives as the company's priority. The company's last diesel locomotive was the DB Class V 60D, manufactured until 1976. Over the course of 30 years as LKM, the company produced approximately 7,760 locomotives; about a third of that number were manufactured for export.
By 1964, the company had expanded into air-conditioning and refrigeration technology.
West Germany
In West Germany, the enterprise resumed operation after WorldWarII in 1949, under the name Orenstein & Koppel AG, with headquarters in Berlin. In 1950, it incorporated under that name after merging with the Lübecker Crane Company. After the construction of the Berlin Wall in 1961, the head office moved to Dortmund.
By the mid-1970s, the enterprise had grown steadily. In 1972, O&K had five working plants: West Berlin, Dortmund, Hagen, Hattingen/Ruhr, and Lübeck; it maintained a central spare-parts service in Bochum. That year, the company had 8,530 employees. The company had 24 business and sales offices in West Germany, and agencies on all five populated continents.
The West German company emphasised the manufacture of railroad cars and construction equipment, particularly excavators. In 1961, O&K manufactured Europe's first series of fully hydraulic excavators. They manufactured over 55,000 hydraulic excavators; more than 700 of those were rated at over 100 tons' service weight. O&K also manufactured the world's largest hydraulic excavator,[citation needed] at 900 tons' service weight with a shovel capacity of over 52 cubic metres (68cuyd) and an engine output of 2,984 kilowatts (4,055 HP).
The company also diversified into escalator manufacturing.
O&K excavator RH40-B in action at the open pit mining site Lhoist in Menden, Germany
Decline
After 1964, the railway-manufacturing unit was separated from the other production units.
The railway business was transferred to Bombardier, which continues to manufacture rolling stock in Berlin. The Babelsberg site became an industrial park.
The escalator-manufacturing division was sold to the company's majority shareholder at the time, Friedrich Krupp AG Hoesch-Krupp, in 1996.[1]
Based on O&K's experience, they have created a number of type0-4-0 standard designs, which have proven to be particularly suitable for many companies. Locomotives of these standard designs were always under construction, and locomotives of the most common strengths were always in stock, so that they could be dispatched immediately on request. Two-axle locomotives were mainly used by construction companies and industrial establishments; accordingly, special emphasis was placed on simple and practical construction. In particular, the locomotives were characterised by high tractive power, while the smaller types were generally based on a lower speed in favour of tractive power.[6]
The standard-gauge locomotives in this category were particularly suitable for shunting and for operating purposes on branch lines.[6]
For light railways, especially for narrow-gauge railways, with steep gradients, tight curves and generally a light superstructure and substructure, locomotives with only two axles did often not meet the requirements in terms of tractive force and caused wear of the track and the wheel tyres due to their wheel load. Therefore, larger locomotives with more axles were available, as shown below.
Tank locomotives with three coupled axles (Type 0-6-0)
As with the two-axle coupled locomotives, the full weight of the machines with three coupled axles was used as adhesion weight. However, since the wheel pressure was distributed over six wheels instead of four, locomotives of this category could run on much lighter rails than two-axle locomotives with the same weight and therefore the same tractive force. This type of locomotive could therefore be used wherever the existing track required the most powerful locomotive possible without exceeding the permissible wheel pressure, or where the superstructure was to be constructed relatively lightly. Particularly on longer lines, the latter was considered for the sake of substantial savings. However, the track curves must be larger when using this locomotive than with the four-wheelers.[7]
Locomotives with two coupled axles and one svivelling axle (Types 2-4-0 or 0-4-2)
Locomotive with two coupled axles, one front svivelling axle and a separate tender, 50 hp, 750 mm, 9.5 t
Locomotive with two coupled axles and one rear svivelling axle, 40 hp, 700 mm, 10 t
If the locomotive had to travel through small curves with a light superstructure, it was advisable to purchase a locomotive with two axles and a svivelling axle. This type was especially suitable for longer distances because, it allowed a light superstructure and was also able, to carry larger supplies than 0-4-0 locomotives with the same wheel pressure. The design also had the advantage that the centre of gravity could be set lower than on other types. This, together with the large wheelbase, gave the machines a particularly smooth ride. It could also run at a relatively higher speed, so that, according to the above, it was mainly suitable for small railways and feeder lines. Depending on the particular conditions, O&K installed the svivelling axle at the rear or at the front, but always in such a way that the greatest possible adhesive weight was maintained. Since the full weight of this type of machine could never be used as the adhesive weight, this construction was less suitable for carrying large loads. For such cases OK recommended the use of multi-axle coupled locomotives of the Gölsdorf type or, if small curves were available, to the locomotives of the Mallet or Klien-Lindner type, as shown below.[8]
In many cases, where 0-4-0 or 0-6-0 steam locomotives were no longer sufficient, O&K built 0-4-4-0 or 0-6-6-0 compound locomotives, Mallet design, which supplemented the more conventional looking 0-4-2 locomotives (in Germany categorized as 2×2/2 and 2x3/3 double compound locomotives in comparison to the more conventional looking 2/3 locomotives). Apart from the possibility of being used on light superstructures and small curves, the locomotive had the advantage of great tractive power due to the composite arrangement of the cylinders, as the full weight was used as adhesion weight. The design was such that the boiler, driver's cab and storage boxes were connected to the rear frame, which carried the high-pressure cylinders, while the front frame, on which the low-pressure cylinders were located, was connected to the rear frame by two vertical hinges. The boiler with the water boxes rested on a slide track of the front frame, so that the latter could move freely under the boiler. The steam passed from the regulator in fixed pipes to the high-pressure cylinders and, after expansion in these, through an absolutely steam-tight, flexible, well-insulated pipe to the low-pressure cylinders. The exhaust steam entered the exhauster through a vertical movable pipe. A special valve made it possible to feed boiler steam directly to the low-pressure cylinders, so that all four cylinders came into operation immediately when the locomotive was started-up.[9]
Locomotives with coupled hollow axles with radial and lateral movement (Klien-Lindner design)
0-8-0, 20 hp, 750 mm
0-4-0, 90 hp, 600 mm
0-6-0, 140 hp, 1000 mm
0-8-0, 160 hp, 750 mm
For railways with steep gradients and relatively light track construction, locomotives with two or three coupled axles often did not meet the requirements of increased traffic. Due to the high costs involved, the existing tracks could often not be converted, and heavier locomotives with a larger number of axles were used. Where small curvatures precluded the use of long, fixed wheelbases, locomotives with steerable bogies or, for the sake of simplicity, locomotives with curvilinear coupled axles were often used. The acquisition of such locomotives was also advisable for such new designs where the track systems and bridges were easier and cheaper to build. Since 1901, locomotives with coupled hollow axles have been built in particular according to the Klien-Lindner design, which has proved extremely successful in operation. The advantages of this design were:
Large tractive force at a given permissible wheel pressure
Large wheelbase with the best curve mobility and equal spring loading on both sides of each end axle and thus safe running of the locomotive
Shock-free running into curves, as well as safe return to the centre position when running on straight track
Equally good running when driving forwards and backwards
Locomotives with coupled hollow axles with radial and lateral movement (Klien-Lindner design)
The arrangement and mode of operation was as follows: The laterally and radially movable coupled axle was installed as the end axle, and in the case of eight- or ten-wheelers, these steering axles arranged at both ends ensured that the locomotive could enter the curves without difficulty. All axles were coupled in the usual way by fixed rods and mounted in axle bushes "bb" outside the wheels, following the spring play. The axle bushes sit in a continuous, fixed frame on which the steam cylinders are arranged in the usual way. The steering axle consists of a core axle "a" fixed in "bb" and driven in the usual way, and a hollow axle "c" which is firmly connected to the wheels and can be moved laterally and radially and which encloses the core axle, which is provided with a ball attachment in the middle, by means of a two-part ball cup "d".[10]
The load on the axle was distributed by the ball pivot of the core axle "a" as it were by a transverse balancer on both wheels of the axle and thus equal wheel pressures and safety against derailment are obtained. The hollow axle is driven by a driving pin "f" pressed into the ball pivot of the core axle with sliding pieces at both ends, which have the necessary lateral play in the housing of the hollow axle for the deflection of the axle. In order to return the hollow axle to its central position after deflection, either return springs are arranged in the central housing, or, as can be seen in the following illustration, counter-guides "g" are arranged which, by means of brackets, enclose the hollow axles in the auxiliary bearing positions "ee" and effect unconstrained, shock-free adjustment of the hollow axle, since both end axles must execute their radial or lateral movement simultaneously. In order to counteract the unsteady running of the steering axles on the track and any lurching of the locomotive, these locomotives are fitted with an adjustable safety device which holds the drawbar frames in the central position on the track by means of spring tension; no pressure is exerted against the bearing points with this resetting device. These axles do not require any maintenance except for periodic lubrication. The periodic lubrication mentioned is only necessary at intervals of 1 to 2 months and is carried out after loosening the two lubricating screws "s" located on the centre of the axle by introducing grease or viscous oil into the sliding boxes of the driving pin. Only during a general inspection of the locomotives is it necessary to also inspect the hollow axles to make sure that the internal parts are in good condition.[11]
O&K have used the Klien-Lindner axles for the Royal Prussian State Railways and many other railway in large numbers. The administration of the military railway has also introduced 0-8-0 locomotives with steerable coupled axles in place of the 0-6-0 field railway locomotives previously built.
Locomotives with laterally movable coupled axles (Gölsdorf design)
0-8-0 locomotive with laterally movable Gölsdorf axles, 60 hp, 750mm (2ft5+1⁄2in), weight 14 t
Principle of the Gölsdorf axles shown on a ten-coupled steam engine
Locomotives of the Gölsdorf design were only suitable for lines, on which there were relatively few and large curvatures. In this case it was sufficient to shift one or more coupling axles sideways in such a way that the movable axles were not guided in their axle bearings but by their own flanges. The bearings of the coupling rods have the same lateral play on their journals as the axles in the axle bearings. This type of construction has proven itself well on eight- and multi-wheel locomotives, but it was not suitable for very small curvatures. In terms of performance and even load distribution, etc., it was equivalent to the more common Klien-Lindner locomotives. They were used for main, branch and small railways.[12]
Two of the five axles of a ten-wheel locomotive could move sideways relative to the frame because their axle boxes fixed them rigidly to the frame. The other axles, however, were fitted into their bearings and attached to their drives in such a way that they can be moved sideways during curve running, depending on the sideways forces acting on them. In addition the connecting and coupling rods, through which linear forces from the steam pistons were translated into the rotation of the wheels via the crank pins, also had to be able to move sideways.
Tramway locomotives (Type 0-4-0)
An early oil fired locomotive, possibly O&K 2900/1908, 20 hp, metre gauge, 0-4-0, 7.7 t, often listed as coal fired
O&K tramway locomotive, 30 hp, metre (3 ft 3⅜ in) gauge, 0-4-0, service weight ca 8.75 t
O&K 797/1901 of Societa Guidovia Camuna, 50 hp, metre gauge, 13 t
O&K built tramway locomotives, which were used for operation on tramways serving public traffic, either with a driver's cab at the front and rear or with only one driver's cab in the middle of the locomotive; furthermore with a power unit cover in two different designs. Whereas one version only served to conceal the engine from road traffic, the other version served to protect the engine parts against dust. The desired type of covering is to be specified. The weight of this locomotive was relatively high and therefore it could develop a great performance immediately when starting up, even on short gradients. This was effectively supported by a high steam overpressure, which O&K usually provided for these locomotives with 14 bars (200psi).[13]
The fairing of all moving parts was intended to protect other road users such as pedestrians from serious injuries in case of accidents. It also prevented horses from shying and protected the transmission from dirt and dust on the unpaved roads that were common at the time. Often there was no stoker on tram locomotives, which meant they were operated by the driver in one-man operation. The short axle stands also ensured that narrow curves could be negotiated in city centres. Often, standing boilers were used for reasons of space.
Mining and tunnel locomotives
40 hp, 600 mm
70 hp, 600-750 mm
With retractable chimney
Compressed air locomotive
For operation in tunnels or mine, O&K built locomotives in compliance with specific profiles. In the case of steam locomotives, it was possible to run them at high speed by fitting suitable devices and using particularly large boilers that could store a larger quantity of steam before passing through the tunnel. For use during tunnel construction or in underground mines, steam locomotives with oil firing equipment were particularly suitable, whereby smoke development and spark emission did not take place. The handling of these locomotives did not differ in any other respect from that of an ordinary locomotive. Furthermore, fireless locomotives were also very suitable for operation in tunnels and mines, as they completely avoid the nuisance of smoke, gases and sparks. Compressed air locomotives, which, however, required a special stationary system to generate the compressed air were also made and sold in smaller numbers.[14]
Fireless locomotives
Four-wheel fireless locomotive, empty 8 t, built to any gauge
Fireless locomotive for standard gauge, service weight 15 tons
Fireless locomotive for 600 mm or 2 ft gauge, service weight 4.8 tons
Fireless locomotive for mines, 500mm (19+3⁄4in) gauge, weight 3.9 tons
Fireless locomotives were particularly suitable for use inside factories, yards etc., where it was essential to secure absolute freedom from any risk of fire. They were largely used for shunting purposes for paper mills, oil mills, wool mills, timber yards, gunpowder factories and similar works. These locomotives were constructed without fire boxes, the necessary steam being taken from a stationary boiler. The locomotive is able to work for several hours with one filling and can be operated with minimum expense as the driver needed less skills than that of a conventional steam engine.[15]
Rack locomotives
O&K 7000/1914, 30 hp, 600mm (1ft11+5⁄8in) gauge, 0-4-0T, Société Chiron Frères, Chambéry for adhesion and rack operation
O&K delivered several types of cogwheel locomotives for mixed railways, on which ordinary operation alternated with cogwheel operation. Mixed railways were used in changing terrains with only single steep gradient, which could not be negotiated by ordinary adhesion locomotives. Accordingly, only these steep gradients were equipped with toothed bars. The mode of operation was as follows: The two steam cylinders outside the frame drove the driving gearwheel for the rack by means of a double gearing with the appropriate transmission. This driving gear wheel sat on a special axle fixed in the frame and was connected to the friction axles by coupling rods, so that the gear wheel axle and friction axles were driven simultaneously. The locomotives could therefore run on normal rail tracks as well as on toothed tracks. On the toothed track, the driving gear and the friction wheels worked together. The effect of the latter was also utilised on the toothed track and the load on the rack was relieved accordingly. The locomotives worked either on a simple flat steel rack or on Riggenbach ladder rack.[17] A cumulative number of only 6 to 9 rack steam locomotives were made by O&K in total. Their track gauge ranged from 400mm (15+3⁄4in) to 1,300mm (4ft3+3⁄16in).[18]
Locomotives with a separate tender
Locomotive with six coupled wheels and front bissels, type 2-6-0, for coal, service weight 28.3 t + 21.5 t, built for a Chinese Railway
Eight-wheel coupled locomotive, type 0-8-0, 150 hp, 2ft 6in gauge for wood fuel with separate tender, built for Siam
Locomotives with a separate tender did not carry all their fuel and water on board the locomotive and were thus particularly useful for travelling long distances without being refuelled. The locomotives were equipped to be either heated by coal, wood or oil, because a larger heating and grate area were required. The main types had from four to twelve wheels for the locomotive and four, six or eight wheels on the tender.
The water tanks were firmly fastened to the frame of the tender, while maintaining a low centre of gravity. The coupling between locomotive and tender was similar to that of the waggons, to ensure that the locomotive could be driven without the tender for shunting or on short distances. The tender was easily accessible from the engineer's cab. If the locomotive was heated by wood, the tender had a special fence to increase the volume of its load.
After Orenstein & Koppel (O&K) had delivered the prototype of a Kitson-Meyer locomotive for the 600mm gauge to the Chilean military railway in 1927, an order for three locomotives followed in 1937. In 1939, the locomotives with the factory numbers 13306 to 13308 were completed. The locomotives had riveted bridge and bogie frames. The boiler, cab, reservoir and ash box were also riveted. The engines located at the two bogie ends worked on the centre axle set. This wheelset could also be sanded. The control system was of the Heusinger type. While the prototype had a Westinghouse brake, the production locomotives had a Knorr brake. The air pump was attached to the rear water tank, while the main air tank was above it on the water tank. The locomotive had electrically operated headlights.
Due to the beginning of the Second World War, the vehicles could not be delivered to Chile. They were then tested by O&K on the Rehagen-Klausdorf army training area and probably also on lines of the Mecklenburg-Pomeranian narrow-gauge railway. In 1944, the Deutsche Reichsbahn acquired the locomotives to use them on lines in occupied Poland. Therefore, in the second half of the same year, they were handed over to Gedob Direktion Krakow, where they were stationed at BW Jedrzejow.[19]
List of Orenstein & Koppel steam locomotives
The list of Orenstein & Koppel steam locomotives shows photographically documented samples of representative Orenstein & Koppel (O&K) steam locomotives. The factory produced 14,387 steam locomotives from 1899 to 1945 at its Berlin site (Drewitz, Nowawes, Babelsberg) with the works number range from 337 to 12965.
Ballarat & Southern Railroad Co. #1, named Schope (short for Hubert Schopen, a member of the board of directors of the Ballarat Mines Co.), built by Orenstein and Koppel, Berlin, 1892, shown outside the Ballarat mill but still lettered for the Penoles Silver Mining Co. of Juarez, Mexico.
Delivered via the O&K sales office in Budapest to Earl Károly Imre in Nagymágócs near Oroszhaza. 1941 used at the fortifications in Szolyva and in 1945 returned to Mattersburg in Austria. Now being operated in Feld- und Industriebahnmuseum Freiland, Austria.[21]
367
1899
0-4-0
600mm (1ft11+5⁄8in)
20hp
Delivered via the Swedish general agent Carl Ström to the Hamra–Tumba Järnvägen of Gustaf de Laval on Gotland in Sweden. From 1916 owned by the construction company Byggnads AB, who sold it to the city of Stockholm in 1917 for work on Hammarbyleden.[22]
Two-cylinder locomotive with three coupled axles and one radial axle. Steam bell, outer frame, upper water tanks. Delivered to the Rosenberger Kreisbahn
683
1900
0-4-0
508mm (1ft 8 in)
10hp
Dinty, Cosmopolitan Proprietary Mine, Kookynie, Western Australia[24][25]
Toul № 1, Public works company Estrade-Taher, France
ca 1902
0-4-0
1,000mm (3ft3+3⁄8in)
125hp
Two-cylinder compound locomotive with two coupled axles. Supplied to the Ruhr-Lippe-Kleinbahnen. Steam bell, vacuum brake (König system), central lubrication device
Mallet locomotive with outer cylinders for the Bromberger Kreisbahnen ("von Eisenhardt")
1403, 1404
1905
0-6-0
2ft (610mm)
40hp
Hacienda Tenextepango, Morelos, Mexico, 24 inch 0-6-0's O&K works Nos. 1403-4/1905 (delivered via Arthur Koppel) and 2128/1906 (via Hermann Sommer). The mill was dynamited in 1913 during the Mexican revolution
No 11–20, (since 1910 Kattowitz 113–122), No 23 and 24, Kattowitz 125–126) and Kattowitz 127–130, seven were renumbered to 99 401–406 and 407–408.
1450
1905
0-4-4-0
120hp
Atlamaxac, built for Mr. Sebastian de Mier's ranch in Atlamaxac, Puebla, Mexico.
1459
1905
0-4-0
1,067mm (3ft6in)
125hp
Domburg of the Utrecht builder J. van Noordenne, who sold it in 1908 to the builder Arntz in Millingen. Unusual track gauge of 1,067mm (3ft6in) instead of 900mm.
Lenz & Co for Imperial Colonial Railways in Togo, service weight 31 tons with the simple looking Orenstein patent valve operating system, which like the Hackworth and Klug types was based on Joy'sradial valve gear.
Sydney (Alte Normalien, old standard) was used by Orson Wright & Co between 1907 and 1911 in the construction of the Ambergate Reservoir. The locomotive passed to H. Arnold & Son on 10 May 1912.[33]
Forest railway locomotive on the grass verge of Avenida Mitre between Avenida López Torres and Calle 25 de Mayo in Posadas, Argentina. The cow-catcher is probably based on the imagination of the erectors. The driver's cab also seems to be a simplified replica.
Ordered and possibly designed by Freudenstein for the Ricken Tunnel construction in Switzerland. Freudenstein had ceased building locomotives in 1905. According to O&K records, it was 140 HP (not 160 as in the catalogue), and it carried the name Wattwil
Wonolangan 7, PG Wonolangan, Probolinggo, Indonesia
2128
1906
0-6-0
2ft (610mm)
40 hp
Hacienda Tenextepango, Morelos, Mexico, 24 inch 0-6-0's O&K works Nos. 1403-4/1905 (delivered via Arthur Koppel) and 2128/1906 (via Hermann Sommer). The mill was dynamited in 1913 during the Mexican revolution
Coal fired, Bachstein-Koppel Consortium for Ferrocarril Santa Catarina, Brazil, for Blumenau-Harmonia (now Blumenau-Ibirama), preserved at Blumenau, Brazil[42]
Island of Angaur in German New Guinea, from 1918 Nanyo-Agency (南洋庁) in the Japanese South Seas Mandate. The following 600mm (1ft11+5⁄8in) gauge O&K locomotives were supplied to Deutsche Südseephosphat AG, Angaur: Nos 3161, 3162 & 3163 in 1908, No 4236 in 1910 and No 4783 in 1911.
J.A. Reif & Kröll of Koblenz, Germany. 1922 Hatt-Haller & Züblin in Zurich, used as No. 1 on the construction site of the Wägitalersee dam.[49] In 1931 it went to the gravel pit at Hardwald in Dietikon. 1939 privat owner Bertrams, 1972 Oswald Steam OSS, Samstagern. Until 1992 private owner J.H. Heuser in Zurich. Conversion to 1000 mm at SLM, since 28.11.2000 stored at the local model railway club in Einsiedeln. In the 2000s memorial at the gravel pit in Hardwald in Dietikon. Nameplate still with the addition Formerly Lokomotivfabrik Berlin-Drewitz (Bhf.)[50]
Kattowitz II. The Urskog–Hølandsbanen from Sørumsand to Skulerud in Norway (750mm (2ft5+1⁄2in) gauge) got an offer for an O&K locomotive like the one, but never bought it.
H. Weber, Unnam, construction of the Osterfeld-Hamm railway delivered to Datteln Skanska Cement AB Schweden, later Limhama, preserved as Cementa, N° 16 at Hesselby Jernvägar, Gotland, Sweden
3375
1909
0-4-0
900mm
60hp
J.A. Reif & Kröll of Koblenz, Germany. 1922 Hatt-Haller & Züblin in Zurich, used as No. 2 on the construction site of the Wägitalersee dam.
Ex Mexican Secretary of Navy and War N°1, sold in 1917 to the National Railways of Mexico, became NdeM N°0-A, later renumbered in 1930 as N° 601, now on the National Mexican Railway Museum, Puebla
Initially Isnardi Alves & Cia, since 1913 Cia. Matte Laranjeira at Estrada de Ferro Guairá a Porto Mendes, since 1944 N° 4 of Serviço de Navegação da Bacia do Prata (SNBP), operational until 1959 or 1916, now exhibited at Guaíra, Paraná, Brazil
Delivered to Francisco Brunet Manati. The lettering "Orenstein & Arthur Koppel, Comp. Berlin-Nueva York, Agentes Generales para la usla de Puerto-Rico, Koerber & Co, San Juan" is unusual. O&K delivered only 19 locomotives to Puerto Rico, and the name Koerber does not appear in the delivery lists. Orenstein & Koppel - Arthur Koppel was otherwise used.
4843
1911
0-4-0
762mm (2ft6in)
60hp
Port Kunda Cement Factory, now preserved at Estonian Railway Museum, Lavassaare, Estonia
4852
1911
0-4-0
600mm (1ft11+5⁄8in)
50 hp
Initially Wuytack de Grand, Brussels, later № 6 SA de Beton Belges, since 1977 PistacheRail Rebecq Rognon
Delivered to Otto Reimers & Co, for Tokyo, used from December 1913 to June 1916 on the Anbara railway from Shimizu to Ihara Kanaya, a distance of about 5.5 kilometres (3.4mi)[59]
4789–4790
1911
0-4-0
762mm (2ft6in)
10hp
Delivered to Otto Reimers & Co, for Tokyo, used from December 1913 to June 1916 on the Anbara railway from Shimizu to Ihara Kanaya, a distance of about 5.5 kilometres (3.4mi)[59]
4870
1911
0-8-0
600mm (1ft11+5⁄8in)
60hp
Wringinanom 6, PG Wringinanom, Situbondo, Indonesia
Otto Reimers & Co for Japan, Daimuru pvd Seibu Railway, Yamaguchi line. In 1911, Daimaru-gumi imported five locomotives (Nos. 5041-5045) for construction work around the JNR Ohi Works and Shinagawa Statio. After that, No. 5044 was sold to Nagareyama Railway, where it was exchanged with Kubiki Railway No. 4. It was used as No. 2 on the Kubiki Railway, but after the closure of the Kubiki Railway, it was loaned to the Seibu Railway's Yamaguchi Line, and is currently preserved at Kubikino Rail Park, located on the site of the Kubiki Railway's Hyakkenchou depot.
Miyazaki Kotsu Railway SL No 1 (1913–1962), now JR Lyushu Nichinan Line
5301–5305
1912
20hp
Delivered to Argentina. The main dimensions changed in 1912 from 145mm × 260mm cylinders and 900mm axle distance (Alte Normalien, old standard) to 150mm × 275mm cylinders and 1200mm axle distance (Neue Normalien, new standard)
5335
1912
0-6-0
750mm (2ft5+1⁄2in)
80hp
Sri Maharacha Timber Company SRJ, Si Racha, SRJ 6, now Surasak Montri Public Park, Si Racha Thailand
5414
1912
0-6-0
1,435mm (4ft8+1⁄2in)
350hp
Municipal Construction Office, Duisburg, since 1924 Marburger Kreisbahn N°4, since 1954 AG Aufbau, Allendorf
Stockholms Elektricitetsverk, Untraverket 1, 1916 decommissioned, since 1917 Vattenfall CF 10, decommissioned 1952.[62]
5662
1912
0-4-0
600mm (1ft11+5⁄8in)
50hp
Initially Argentina, now Apedale Valley Light Railway. After leaving Statfold Barn Railway for a private site in Whaley Bridge in 2013, it came to Apedale in May 2022 after a full restoration to steam. The original livery from Argentina has been retained by the owners, and it is paired with a tender from its time in Argentina. It will be based at Apedale for the foreseeable future and will operate occasionally on passenger trains throughout the year.
No 11, P C Allen, weight: 5.57 tonnes. Was in service at a Solvay Alkali Plant in Torrelavega, Spain. Named after the chairman of ICI from 1968 to 1971, who was a light railway enthusiast and instigated the rescue of this locomotive. Now Leighton Buzzard Light Railway.
Nybergs Gruv AB 1 and Nybergs Gruv AB 2, Nyberget Morgårdshammar (Nybergets Järnväg NJ, Nybergs Gruv - Avesta Jernverks AB), Sweden[67]
5896 and 5897
1912
0-8-0
600mm (1ft11+5⁄8in)
Nybergs Gruv AB 1 and Nybergs Gruv AB 2, Nyberget Morgårdshammar (Nybergets Järnväg NJ, Nybergs Gruv - Avesta Jernverks AB), Sweden[67]
5911
1913
0-6-0
1,435mm (4ft8+1⁄2in)
650hp
This was 5000th locomotive built by O&K in 1913 and delivered to the Royal Prussian State Railway Administration as G8 Bromberg 4823, according to a commemorative publication for the 5000th locomotive, later PKP Tp3-75 and DRB 55 1669.
5933
1913
Putte was used from 1914 to 1934 between Båven and the Likstammen lake (Båven–Likstammen Järnväg, Axalabanan), Sweden
Sold in 1912 to DecauvilleSão Paulo (as an agent or reseller), later Craig & Martin Brasil, later Estrada de Ferro Perus – Pirapora – EFPP No. 8 (chemin de fer de Cimento Portland Perus – Cajamar), later converted to 0–6–2, now LP Assessoria Industrial e Restaurações Ltda. – Votorantim, SP[68][69]
The US army conficated the German locomotive in World War I near Abainville in France and applied the lettering U.S.A. X6023 (but this was not O&K 6023, which was a 0-8-0+T, for sugar mill Tjoekir, Java)
6021
0-6-0
750mm (2ft5+1⁄2in)
Delivered to Cia Azucarera del Toa in Porto Rico. Thr locomotive of 110 hp could haul a train of 75 sugar cane cars of 1.5 ton capacity each at Central Constancia, Toa Baja, Puerto Rico, a plantation of Compania Azucarera del Toa, San Juan
The US army conficated the German locomotive in World War I near Abainville in France and applied the lettering U.S.A. X6030 (but this was not O&K 6030, which was a 0-6-0, for Vaterländische Forstindustrie AG, Hungary)
6254–6255
1913
0-10-0
1,435mm (4ft8+1⁄2in)
Heavy ten-wheel wet steam locomotive with a Stroomann water tube boiler developed by O&K for the Waltrop (Westphalia) mining inspectorate with the road numbers 20 and 21. Both locomotives received normal superheated steam boilers in 1921. They were subsequently used as no. 22 and 28 in the Gladbeck (Westphalia) harbour area.[70]
Joh. Köppe, Bitterfeld, Finkenherd, Strabag, later Museum Prof. Dr. Bandtlow, Passau, preserved as Monika N° 3 at Besucherbergwerk Fortuna, Solms-Oberbiel, Germany
Initially gas and electricity works, Stockholm, since 1918 Stockholm 5 at Stockholms Stads Lantegandomsnämnd, since 1933 Smöjens Kalkbrott 4, ausgemustert 1956.[67]
Valdés Vergara der Fleischverpackungsfabrik Bories, 4km von Puerto Natales in Chile. Sie wurde 1915 von der Sociedad Explotadora de Tierra del Fuego gekauft. Sie wurde für die Ausstellung im Museum des Hotels The Singular Patagonia in den alten Industrieanlagen in Puerto Bories restauriert.
O&K No. 12, Bañoles, Palamós–Girona–Banyoles railway. They had six O&K locomotives, which had been built in 1910 for a contractor in Belgium. Five of these were 0-4-0 and one was 0–4–2. They were numbered 11 to 16 and were called Andrea, Bañoles, Celrá, Cornellá, Mercedes and Gerona.[75]
Birkfeld-Ratten drag line (Feistritztalbahn), where it replaced locomotive 1 'Meran' from 1942. On 1 December 1943, it collided with a GKB goods train, killing the driver[78]
Spain, preserved at Museum Ponferrada, Spain ex Antracitas Gaiztarro[81]
8500
1918
Mariska, Goods railway station Dúbrava (now Vysoká pri Morave zastávka), Zohor–Záhorská Ves railway, Slovakia
8575
1918
0-8-0
600mm (1ft11+5⁄8in)
Nr. 1958, Depot administration of the 1. Eb-Brigade, Rehagen-Klausdorf (am Mellensee), later Tx 1958 Polish forest administration ZKL, forest railway Hajnowka, since 1987 railway museum Sochaczew, Poland
CFR 763.148, delivered via subsidiary in Budapest an Căile Ferate Forestiere (governmental forest railways) geliefert, now railway museum Sibiu (Hermannstadt), Romania
10548
1923
0-6-0
600mm
Erst Kungl Domänstyrelsen, Askekärr works, Stockholm, since 1937 Malma–Haggården railway, Kinnekleva, ca 1939 Nya Asfalt AB, ca 1942 Avesta Jernverks AB, since 1963 plinthed at Avesta, later Nr. 10, Avesta, Östra Södermanlands Järnväg
No. 6 Pedemoura was used in the Duero valley in Portugal, to transport coal from the Minas de Pejao to a jetty on the river. Now preserved on the Leighton Buzzard Light Railway.
Meiji Seito KK, Japan, later Seibu Park Railway and Restaurant Pupu, Seibuen, Japan. Since 2011 in a museum of the Chen Zhonghe Charity Foundation in Kaohsiung, Taiwan.
Sir William, ex sucrerie de Beauchamp, Musee L'Aventure du Sucre in Pamplemousse, Mauritius (or Deep River Sugar Estate, 750mm)[98]
12203
1933
0-4-0
600mm (1ft11+5⁄8in)
50hp
Tulangan 5 Mojopahit, scrap heap at CV Tersana Baru, Kediri, Indonesia
12234
1931
0-4-0
750mm (2ft5+1⁄2in)
50hp
Eight-wheel coupled locomotive, type D, 150 hp, for wood fuel with separate 4-axle bogie tender, delivered to A.O. Meyer, Hamburg for Siam, Klien-Lindner hollow axles, sugar factory Lampang N° 9
12237
1930
2-8-0
914mm (3ft)
500hp
Delivered to Ingenio Cooperativa El Mante, Tamaulipas, Mexico, with 4-axle bogie tender, resold in the 1950s to the Cuatotolapan Ciasa Mill, in Veracruz
12246
1933
0-4-0
600mm (1ft11+5⁄8in)
50hp
Yvonne, initially Steenfabriek Rijswijk Netherlands, later Eerste Drentse Vereniging van Stoomliefhebber EDS, Museum Veenpark
O&K 0-8-0 Klien-Lindner narrow gauge locomotive No 22 on a French post card with handwritten note "Roblès Meu". Probably one of a batch of O&K locos built for contractors Léon Chagnaud & Fils for the Bou Hanifia dam in Algeria. O&K built 20 of these locos, 750mm gauge, in 1930-32 for the Bou Hanifia dam construction, of which seven or more ended up with Brazilian sugar mills (probably in payment of French war debts to Brazil). Frei Caneca had two, O&K 12259 and 12337, both of which survived. No. 6 is at Usina Alta Paulista in Junqueiropolis SP, No. 5 is at an engineering firm in Catende PE. No. 32 from the dam construction looks identical.
In use until 1971 at Likomba Development Company, Cameroon, Africa, wood-fired, with a spark arrestor, now Elf, Leighton Buzzard Light Railway switched to coal
379 F. 3d 1227 — Ungaro-Benages v. Dresdner Bank AG at OpenJurist—U.S. Federal court case, wherein Benno Orenstein's great-great-granddaughter sued Dresdner Bank and Deutsche Bank to recover her family's share of O&K taken under Aryanisation.
Roland Bude, Klaus Fricke and Martin Murray: O&K-Dampflokomotiven: Lieferverzeichnis 1892–1945. Verlag Railroadiana, Buschhoven 1978, ISBN3-921894-00-X. (Partial reprint of an Orenstein & Koppel publication)
Delivery lists of the locomotive works at werkbahn.de (nominal charge)
Related Research Articles
Under the Whyte notation for the classification of steam locomotives, 0-4-0 represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four-coupled locomotives were connected by a single gear wheel, but from 1825 the wheels were usually connected with coupling rods to form a single driven set.
The locomotive Saxonia was operated by the Leipzig–Dresden Railway Company and was the first practical working steam locomotive built in Germany. Its name means Saxony in Latin.
An articulated locomotive is a steam locomotive with one or more engine units that can move independently of the main frame. Articulation allows the operation of locomotives that would otherwise be too large to negotiate a railroad's curves, whether mainlines or special lines with extreme curvature such as logging, industrial, or mountain railways.
The Duffield Bank Railway was built by Sir Arthur Percival Heywood in the grounds of his house on a hillside overlooking Duffield, Derbyshire in 1874. Although the Ordnance Survey map circa 1880 does not show the railway itself, it does show two tunnels and two signal posts. However, the online map archive of the National Library of Scotland includes a map of 1914 from the 25 inches to the foot series that shows the full extent of the railway.
A Luttermöller axle is an unusual steam locomotive component. Steam locomotives with several axles or wheelsets connected to one another by coupling rods are not able to negotiate tight curves well. In order to assist such locomotives, the manager of the Orenstein & Koppel factory in Berlin, Dr. Luttermöller, built the axle system named after him.
The German Class 41 steam locomotives were standard goods train engines (Einheitslokomotiven) operated by the Deutsche Reichsbahn (DRB) and built from 1937 to 1941.
The Klien-Lindner axle is a special type of hollow driving axle on steam locomotives that enable better curve running due to its ability to slide transversely. It was developed by the German engineers, Ewald Klien and Heinrich Lindner, of the Royal Saxon State Railways.
The Saxon Class XX Failed to parse : {\displaystyle \textstyle \mathfrak{H}} were German eight-coupled express train, tender locomotives built for the Royal Saxon State Railways just after the First World War. The locomotives, which became known as the 'Pride of Saxony' (Sachsenstolz) were the first and only German express locomotives with a 2-8-2 wheel arrangement and, at the time of their appearance, were the largest express engines in the whole of Europe. In 1925, the Deutsche Reichsbahn grouped these locomotive into their DRG Class 19.0.
The Saxon Class XV HTV was a class of goods train steam locomotive operated by the Royal Saxon State Railways, which had been conceived for hauling trains and acting as banking engines for routes in the Ore Mountains. In 1925 the Deutsche Reichsbahn grouped them into their DRG Class 79.0.
The Saxon Class V K were German 0-8-0T narrow gauge steam locomotives operated by the Royal Saxon State Railways which had been primarily intended for the Müglitztalbahn. In 1925 the Deutsche Reichsbahn incorporated arranged these locomotives as DRG Class 99.61.
The narrow gauge steam locomotives of Palatine L 1 and Pts 3/3 N of the Palatinate Railway were procured for lines in the area of Ludwigshafen, Neustadt an der Weinstrasse and Speyer. On the formation of the Reichsbahn the engines were given the running numbers 99 081 to 99 093.
The South African Railways Dock Shunter 0-4-0T of 1909 was a steam locomotive.
The Saxon Class IIIb was a twin-coupled tender locomotive built for passenger services with the Royal Saxon State Railways.
The Saxon Class VIII 2 was a twin-coupled tender locomotive procured for passenger services by the Royal Saxon State Railways. In 1925, the Deutsche Reichsbahn grouped these engines into their Class 36.9-10.
The Saxon Class V was a triple-coupled, goods train, tender locomotive operated by the Royal Saxon State Railways. In 1925, the Deutsche Reichsbahn regrouped the locomotives 25 into their DRG Class 53.6–7.
The Saxon I K (one-K) were a class of German narrow-gauge 0-6-0T locomotives of the Royal Saxon State Railways with a track gauge of 750 mm. In 1925, Deutsche Reichsbahn grouped these locomotives into their DRG class 99.750–752.
The steam locomotives with operating numbers 1–8 and 21 belonged to the Palatinate Ludwig Railway. They were the first locomotives built for this company. The locomotives manufactured from 1846 onwards were taken out of service by 1883.
The Decauville factory in Val-Saint-Lambert was a Belgian subsidiary of the French narrow-gauge railway manufacturer Decauville. It was founded in 1895 and taken over by the Berlin-based company O&K from 1911.
1 2 Bogdan Pokropiński: Muzealne parowozy wąskotorowe w Polsce (dla toru szerokości 600 i 630 mm). Żnin: Muzeum Ziemi Pałuckiej, 2000. ISBN83-910219-7-1. S. 9.
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