Orenstein & Koppel
From Wikipedia the free encyclopedia
 | |
| Company type | Public |
|---|---|
| Industry | Manufacturing |
| Founded | 1 April 1876 |
| Founder | Benno Orenstein Arthur Koppel |
| Defunct | 1 January 1999 |
| Fate | Acquired |
Area served | Worldwide |
| Products | Railway vehicles Heavy equipment Escalators |
| Parent | New Holland Construction |
Orenstein & Koppel (normally abbreviated to "O&K") was a major German engineering 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]
Founding and railway work[edit]
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".
Diversification[edit]
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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]
Besides the Feldbahn contracts, the company produced Series 50 steam locomotives and standard gauge vehicles in the 1930s. They also delivered some broad gauge CSÉT shunting locomotives with a gauge of 5 ft 3 in (1,600 mm) to the Irish Sugar Company (Comlucht Siúcre Éireann) in Ireland (2 of which have been preserved). The company produced diesel locomotives, and Series 44 and Series 50 steam engines, for the national railway company, Deutsche Reichsbahn-Gesellschaft.
In 1922, they manufactured their first continuous-track steam 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.
Nazi era and the Second World War[edit]
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 World War II, 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[edit]
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.
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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[edit]
In West Germany, the enterprise resumed operation after World War II 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 (68 cu yd) and an engine output of 2,984 kilowatts (4,055 HP).
The company also diversified into escalator manufacturing.
Decline[edit]
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]
The construction-equipment business was sold to New Holland Construction, at the time part of the Fiat Group, in 1999.[2][3]
Steam locomotives[edit]
Tank locomotives with two coupled axles (Type 0-4-0)[edit]
Based on O&K's experience, they have created a number of type 0-4-0 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)[edit]
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)[edit]
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]
Coupled compound locomotives (Type 0-4-4-0, Mallet design)[edit]
,_%27Maleras%27,_90_PS,_Spurweite_600_mm,_Dienstgewicht_ca_15000_kg.jpg)
,_110_PS,_Spurweite_800_mm,_Dienstgewicht_ca_22000_kg,_f%C3%BCr_Holzfeuerung.jpg)
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)[edit]
,_20_PS,_Spurweite_750_mm,_Dienstgewicht_ca_5700_kg,_f%C3%BCr_%C3%96lfeuerung.jpg)
,_90_PS,_Spurweite_600_mm,_Dienstgewicht_ca_12800_kg.jpg)
,_140_PS,_Spurweite_1000_mm,_Dienstgewicht_ca_21000_kg.jpg)
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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
- Low wear of the rails and wheel tyres
._O%26K_Lokomotiven_mit_lenkbaren_Kuppelachsen_(Hohlachsen)_mit_Radial-_und_Seitenbewegung_(Bauart_Klien-Lindner).jpg)
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)[edit]
,_60_PS,_Spurweite_750_mm,_Dienstgewicht_14000_kg,_f%C3%BCr_Holzfeuerung.jpg)
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)[edit]
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 (200 psi).[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[edit]
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[edit]
,_page_145,_Fig._9134,_O%26K_Fireless_Locomotive_for_Standard_Gauge,_Service_Weight_15_tons.jpg)
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[edit]
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 400 mm (15+3⁄4 in) to 1,300 mm (4 ft 3+3⁄16 in).[18]
Locomotives with a separate tender[edit]
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.
Coupled compound locomotives (Type 0-6-6-0, Kitson-Meyer design)[edit]
After Orenstein & Koppel (O&K) had delivered the prototype of a Kitson-Meyer locomotive for the 600 mm 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[edit]
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.
| Works No | Year | Photo | Wheel arrangement | Gauge | Power | Use |
|---|---|---|---|---|---|---|
| 1892 | ,_built_by_O%26K,_Berlin,_1892_(Collection_Joaqu%C3%ADn_Salabert).jpg) | 0-4-0 | 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. | |||
| 109 | 1895 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 45 hp | Irinowska railway, St. Petersburg N° 6 |
| 226-228 | 1897 | _O%26K_works_N%C2%B0_226-228_of_1897.jpg) | 2-4-0 | 1,435 mm (4 ft 8+1⁄2 in) | 150 hp | Lemvigbanen, Denmark |
| 302 | 1898 | _eingesetzt_wurde._Danach_mehrwe_Besitzer,_inkl._Firma_Veba_AG_in_Z%C3%BCrich_am_Flughafen,_Patrick_Keller_und_Daniel_Rutschmann.webp) | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 50 hp | Sugar factory Tapiau, construction of Zurich Airport, VEBA, Latvia Tp782, preserved at private owner, Rorschach, Switzerland, Täuffelen[20] |
| 366 | 1899 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | 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 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | 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] |
| 1899 |  | 0-6-0 FL | Fireless locomotive | |||
| 418 | 1899 |  | 0-6-0 | 785 mm (2 ft 6+29⁄32 in) | Bröl Valley Railway, BTE 14–17 | |
| 531 | 1900 |  | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Initially at sugar mill Nakel (Cukrownia Nakło), now Narrow Gauge Railway Museum in Wenecja, Poland[23] |
| 533 | 1899 |  | 0-6-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Kleinbahngesellschaft Krone, für Wirsitzer Kleinbahn '9' |
| 576–578 | 1900 |  | 0-4-4-0 Mallet | 750 mm (2 ft 5+1⁄2 in) | 120 hp | Kalan |
| 591 | 1900 | ,_Germany,_in_1901.jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Kirchlengern–Hille railway (Wallückebahn) in Germany |
| 592 | 1900 | _02.png) | 0-4-0, later 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Kirchlengern–Hille railway (Wallückebahn) in Germany |
| 596 | 1900 |  | Initially 0–4–0, later 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 125 hp | Soest No 9 of the Ruhr-Lippe-Eisenbahn##6shy;gesellschaft in Germany |
| 614 | 1900 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 30 hp | Initially Pakis Baru 1, now Statfold Barn Railway |
| 617 | 1900 |  | 0-6-2 | 750 mm (2 ft 5+1⁄2 in) | 100 hp | 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 | 508 mm (1 ft 8 in) | 10 hp | Dinty, Cosmopolitan Proprietary Mine, Kookynie, Western Australia[24][25] |
| ca 1900 |  | 0-4-0 | 610 mm (2 ft) | Moira Coal Mine, Collie, Western Australia | ||
| ca 1900 |  | 0-4-0 | Sugar cane plantation of the Nederlandsch-Indische Spoorwegen | |||
| ca 1900 | .jpg) | Douglas, Port Douglas Tramway from Mossman to Port Douglas in Queensland, Australia | ||||
| 687 | 1901 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Ceper 2, PG Gondang Baru, Klaten, Indonesia |
| 718 | 1901 | .jpg) | 0-4-0 | 610 mm (2 ft) | 30 hp | Magnet № 2, Magnet Silver Mining Co, Tasmania,[24] now Wee Georgie Wood Railway |
| 719 | 1901 | .jpg) | 0-4-0 | 610 mm (2 ft) | 30 hp | Ordered by North Mount Farrell Mining in Tasmania but not operated there, later Cairns Town Council, Edge Hill Tramway, Queensland[24] |
| 723 | 1900 | .jpg) | 0-4-0 | 610 mm (2 ft) | 30 hp | Kearsney–Stanger Light Railway in the Colony of Natal (now KwaZulu-Natal in South Africa)[26] |
| 724 | 1900 |  | 0-6-0 | 610 mm (2 ft) | 50 hp | Kearsney–Stanger Light Railway in the Colony of Natal (now KwaZulu-Natal in South Africa[27] |
| 725 |  | 4-2-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Monte Alegre for the Usina Monte Alegre sugar mill in Piracicaba in São Paulo Brazil | |
| 731 | 1902 |  | 0-4-2 | 610 mm (2 ft) | 40 hp | East Murchison United Ltd, Lawlers, Western Australia[24] |
| 772 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Jatiroto J70, Jatiroto, PG Jatiroto, Indonesia |
| 773 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Ngadirejo 71, PG Ngadirejo, Kediri, Indonesia |
| 777 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Pajarakan 2 Kelut, PG Pajarakan, Probolinggo, Indonesia |
| ca 1901 |  | 0-4-2 | 700 mm (2 ft 3+9⁄16 in) | 60 hp | Tender locomotive with open cab, traction pump, suspension, hand bell, melting plug. Built according to Dutch-Indian regulations. Delivered to India. | |
| 810 | 1902 |  | 0-4-0 | 610 mm (2 ft) | 20 hp | The so-called Stink Express disposed waste and sewage sludge in Jodhpur, Rajasthan, India |
| 819 | 1901 | .jpg) | 0-4-0 | 825 mm (2 ft 8+1⁄2 in) | 20 hp | Burdekin, James Boyd, firewood supplier, Charters Towers, Queensland, Australia[24] |
| 851 | 1902 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Initially P. Dinndorf, Strasbourg, now agricultural museum in Eschach-Seifertshofen, Germany |
| 882 | Delivered 1901 | .jpg) | 0-4-4-0 Mallet | 610 mm (2 ft) | 100 hp | Magnet Tramway No. 2, Tasmania. Supplied by Central Mining & Tramway Appliances Proprietary Ltd 1901.[28][24] |
| 893 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Merican 4, PG Merican, Kediri, Indonesia |
| 894 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Merican 6, PG Merican, Kediri, Indonesia |
| 898 | 1901 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Rejosari 1 PG Rejosari, Madiun, Indonesia |
| 930 | 1902 |  | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 80 hp | No 5 Hamra, Östra Södermanlands Järnväg, Sweden |
| ca 1902 |  | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | Toul № 1, Public works company Estrade-Taher, France | ||
| ca 1902 |  | 0-4-0 | 1,000 mm (3 ft 3+3⁄8 in) | 125 hp | Two-cylinder compound locomotive with two coupled axles. Supplied to the Ruhr-Lippe-Kleinbahnen. Steam bell, vacuum brake (König system), central lubrication device | |
| ca 1902 |  | 0-4-0 | ||||
| ca 1902–1912 |  | 0-4-4-0 Mallet | 750 mm (2 ft 5+1⁄2 in) | Sigi railway, Tanzania | ||
| 979-981 | ca 1903 | ,_Betriebs-Nr._1-3.jpg) | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | Merzig-Büschfeld railway company, Merzig/Saar, service No. 1-3 | |
| 1001 | 1905 | .jpg) | 0-6-0 | 750 mm (2 ft 5+1⁄2 in) | 107 hp | Asturias, № 6, narrow gauge railway Valdepeñas–Puertollano (El trenillo de La Calzá), Spain[29] |
| 1080 | 1903 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 80 hp | Sold to Jallut via the Orenstein & Koppel office in Brussels[30] |
| 1089 | 1903 |  | 0-4-4-0 Mallet | 1,000 mm (3 ft 3+3⁄8 in) | 150 hp | Lenz Type ii, built by Orenstein & Koppel, No 11–16 |
| 1134 | 1903 | _02.jpg) | 0-4-0 | 762 mm (2 ft 6 in) | 40 hp | Port Kunda Cement Factory |
| 1166 | 1903 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Minas de Utrillas[31] |
| 1162 | 1903 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 80 hp | Initially Jacob & Bartisch construction company, Leipzig, later lignite mine Concordia, Nachterstedt, from 1930 lignite mine Gewerkschaft Humboldt, Thüste-Wallensen 8, since 1966 exhibited at the playground Seelze-Letter, since 1994 Emmerthal-Lüntorf, since 1996 narrow gauge museum Rittersgrün, Saxony, Germany |
| 1167 | 1903 | .jpg) | Bn2t | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Turba 3, Minas de Utrillas, Spain, since 1983 at the heritage railway Paderborn, since 1985 Guldental 1, Heddesheimer Feldbahn H&G Faust |
| 1211 | 1903 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 250 or 300 hp | KED Berlin, T3 Han 1858, Han 6197, DRB 89 7458 with Allan straight link valve gear |
| 1339 | 1904 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 10 hp | Initially Rigeo–Eretria railway, now railway museum Athens |
| 1358 | 1904 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 100 hp | Mallet locomotive with outer cylinders for the Bromberger Kreisbahnen ("von Eisenhardt") |
| 1403, 1404 | 1905 | _and_-2128_from_1906_(via_Hermann_Sommer)._The_mill_was_dynamited_in_1913_during_the_Mexican_revolution.jpg) | 0-6-0 | 2 ft (610 mm) | 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 |
| 1411 | 1904 | ._ATLIB_337813.png) | 0-4-0 | 560 mm (22 Zoll) | 20 hp | Northern Colliery Company, Waro Limestone Scenic Reserve, New Zealand. Sold on to New Zealand Cement Co. on Limestone Island in the 1910s and from there to Wilson's Portland Cement Co. in Portland in 1918, where it was operated as Bertha, now the Museum of Transport and Technology in Auckland.[32] |
| 1904–1912 | _-_200_PS_-_Spurweite_785_mm_-_Dienstgewicht_ca._27500_kg.jpg) | 0-8-0 | 785 mm (2 ft 6+29⁄32 in) | 200 hp | 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 | 120 hp | Atlamaxac, built for Mr. Sebastian de Mier's ranch in Atlamaxac, Puebla, Mexico. | |
| 1459 | 1905 |  | 0-4-0 | 1,067 mm (3 ft 6 in) | 125 hp | Domburg of the Utrecht builder J. van Noordenne, who sold it in 1908 to the builder Arntz in Millingen. Unusual track gauge of 1,067 mm (3 ft 6 in) instead of 900 mm. |
| 1466-1470 and 1540 | 1905 | ,_page_142,_Fig_9517_O%26K_eight-wheeled_Mallet_locomotive,_200_ho,_for_metre_gauge,_service_weight_31_tons,supplied_to_Imperial_Colonial_Railways_in_Togo.jpg) | 0-4-4-0 Mallet | 1,000 mm (3 ft 3+3⁄8 in) | 200 hp | 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's radial valve gear. |
| 1473 | 1905 | .jpg) | 0-4-4-0 Mallet | 762 mm (2 ft 6 in) | 60 hp | Initially sugar mill Pakis Baru, now Statfold Barn Railway |
| 1475 | 1905 |  | 0-4-0 | 785 mm (2 ft 6+29⁄32 in) | 200 hp | Königliche Eisenbahndirektion Breslau for KWI Kat 16, later Prussian T 37 Nr. 118, used in May 1916 on the Poix-Terron–Châtillon railway |
| 1480 | 1905 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | 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] |
| 1498 | 1904 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 50 hp | Rajahgopal, Cochin State Forest Tramway |
| c. 1903–1905 |  | 0-4-4-0 Mallet | 610 mm (2 ft) | Magnet Tramway No. 3, Tasmania. Supplied by Central Mining & Tramway Appliances Proprietary Ltd between 1903 and 1905. Front (low pressure) cylinders 12 inches × 12 inches; rear (high pressure) cylinders 8 inches × 12 inches; wheel diameter 2 feet 1 inch; rigid wheelbase 4 feet 3 inches; total wheelbase 10 feet; boiler pressure 170 lb per square inch; weight in service 18 tons.[34] | ||
| 1567 | 1905 | .jpg) | 2-4-0 | 891 mm (2 ft 11+3⁄32 in) (Swedish 3 ft gauge) | Borgholm, initially Borgholm-Böda Järnväg (BBJ) No 1., later Ölands Järnvägar Nr. 7[35] | |
| 1568 | 1905 | _nr_2._%C3%96lands_J%C3%A4rnv%C3%A4g_lok_nr_8._Foto_F%C3%A4rjestaden_%C3%A5r_1943_(J%C3%A4rnv%C3%A4gsmuseet_JvmKDAJ06805).jpg) | 2-4-0 | 891 mm (2 ft 11+3⁄32 in) (Swedish 3 ft gauge) | Initially Borgholm-Böda Järnväg (BBJ) No 2., later Ölands Järnvägar No 8[35] | |
| 1602 | 1905 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Grytgöl, № 4, Ljusfallshammar, Sweden[36] |
| 1611 | 1906 | .jpg) | 0-4-0 | 891 mm (2 ft 11+3⁄32 in) (Swedish 3 ft gauge) | Göta sulfitfabrik (Västergötland)[37] | |
| 1627 | 1905 | ,_CF_des_Chanteraines,_n%C2%B0_12_1.jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Bertha, № 12, Chemin de fer des Chanteraines |
| 1651 | 1905 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 20 hp | Hanko & Co, Argentina, later Dodero, Argentina, now Thomaz Laranjeira Square at Porto Murtinho, Brazil. |
| 1694 | 1920 | _BS.jpg) | 0-4-0 | 610 mm (2 ft) | 125 hp | Gas Light and Coke Co (G. L. C. C.), Kensal Green |
| 1696 | 1906 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | 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. |
| 1767 | 1905 |  | 0-6-0 | 610 mm (2 ft) | 150 hp | Matheran Hill Railway |
| 1775 | 1906 | .jpg) | 0-4-2 | 610 mm (2 ft) | 50 hp | No. 1 South-Western Railway Company, Knysna, South Africa[38] |
| 1779 | 1906 |  | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Stock, Cairo, later South-Western Railway, Knysna, South Africa |
| 1786 | 1905 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Pesantren 150, PG Pesantren Baru, Kediri, Indonesia |
| 1787 | 1905 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Pesantren 151, PG Pesantren Baru, Kediri, Indonesia |
| 1847 | 1906 | .jpg) | 4-4-0 | 891 mm (2 ft 11+3⁄32 in) (Swedish 3 ft gauge) | 150 hp | Der Kaiser, initially Borgholm–Böda Järnväg BBJ No 3, later Ölands Järnväg ÖJ No 9, since 1947 SJ w3p 3059, scrapped in 1953[39][40] |
| 1870–1875, 2069–2070, 2356–2361, 2731–2734, 3182–3184, 4198–4199 | 1906–1910 | _ex_DSWA.jpg) | 0-8-0 1'Dnv2t (No. 1-6) 1'Dn2t (others) | 1,067 mm (3 ft 6 in) | 300 hp | Lüderitz Bay Railway and South African Railways |
| 1878 | 1906 |  | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Built for Caminho de Ferro Mossamedes, Angola |
| 1935 | 1906 |  | 0-6-0T | 710 mm | 140 hp or 160 hp | 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 |
| 2029 | 1906 |  | 0-4-0T | 600 mm (1 ft 11+5⁄8 in) | 20 hp | LVD1, Parada Sud Quarry near Pueblo Centenario.[41] Hanko & Co, Argentina, preserved by Círculo de Estudios Ferroviarios del Uruguay (CEFU) at the Railway Museum in Montevideo Central Station, Uruguay, ex Lucas José Obes |
| 2053 | 1906 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Frankfurter Feldbahnmuseum No. 4 |
| 2076 | 1906 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Used by ASEA for the construction of the Lidingöbanan |
| 2098 | 1906 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Wonolangan 7, PG Wonolangan, Probolinggo, Indonesia |
| 2128 | 1906 | | 0-6-0 | 2 ft (610 mm) | 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 |
| 2220 | 1907 | .jpg) | 0-4-2 | 1,067 mm (3 ft 6 in) | 30 hp | Khartum–Wadi Halfa railway |
| 2240 | 1907 | .jpg) | 0-6-0 | 610 mm (2 ft) | 100PS | No. 2 South-Western Railway Company, Knysna, South Africa[38] |
| 2271 | 1907 | .jpg) | 0-4-0 | 610 mm (2 ft) | 30 hp | Initially Public Works Department of Victoria, land reclamation work at the Coode Canal, Port Melbourne, later Western Australian Public Works Department, Point Samson–Roebourne[24] |
| 2303 | 1907 | .jpg) | 0-4-0 | 610 mm (2 ft) | 30 hp | Harvey, Western Australia (see also No 2271/1997) |
| 2342 | 1907 |  | 0-6-0 | 610 mm (2 ft) | 150 hp | 739 Matheran, Matheran Hill Railway, now National Rail Museum of India, New Delhi. |
| 2343 | 1907 |  | 0-6-0 | 610 mm (2 ft) | 150 hp | 740 Matheran, Matheran Hill Railway, now Leighton Buzzard Light Railway |
| 2378 | 1907 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Utrillas, Lancashire Mining Museum (West Lancashire Light Railway until 2021) |
| 2424 | 1907 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Similar to 2461/1907. Whim Creek Copper Mine near City of Karratha, Western Australia.[24] |
| 1907 |  | 0-8-0 | Naters, Switzerland | |||
| 2346 | 1907 | _or_N%C2%B0_3247_20hp_(1909),_property_of_Hacienda_San_Nicol%C3%A1s_del_Monte_%27Chaparro%27,_Michoac%C3%A1n,_Mexico_(Ubaldo_de_Agostil%C3%A1n_Mar%C3%ADn%27s_archive)_01.jpg) | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Hacienda San Nicolás del Monte Chaparro, Michoacán, Mexico |
| 2413-2416 | 1907 |  | 0-8-0 | Loetschberg №42, Switzerland | ||
| 2448 | 1908 | _im_Einsatz_auf_der_Seite_Brig,_Kreuzung_von_Geleise_II_mit_Schmalspur,_1913-1914._In_Simplontunnel_II,_1913-1921.jpg) | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 40 hp | Delivered to Lötschbergbahn as a construction locomotive, later probably Simplon No. 4, used at Brig during the construction of the Simplon Tunnel |
| 2475 | 1907 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Fia, № 1, Aspa Bruk (Ägare Munksjö AB), Sweden[42] |
| 2525 | 1908 |  | 0-4-0 | 891 mm (2 ft 11+3⁄32 in) (Swedish 3 ft gauge) | 140 hp | Skånska Järnvägar |
| 2528-2530 or 9738-9739 |  | 0-4-0 | 900 mm (2 ft 11+7⁄16 in) | 140 hp | N° 17 of the Kindl company during the Elbe regulation 1926–1930, section Kovanice–Poděbrady in the Czech Republic | |
| 2595 | 1907 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 300 hp | Ferrovia Valle Brembana |
| 2604 | 1907 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 150 hp | Cochin State Forest Tramway |
| 2609 | 1907 |  | 0-4-4-0 Mallet | 610 mm (2 ft) | 110 hp | Orenstein & Koppel Ltd, London-Berlin, General-Agents, The ‚Central' Mining & Tramway Appliances Proprietary Ltd 40, Hunter Street, Sydney[43] Magnet Tramway, now Bennett Brook Railway |
| 2621 | 1908 |  | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | British Phosphate Commissioners, Australia, probably for Ocean Island Railway, Replacement boiler N° 10664 |
| 2641 | 1907 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | Union Bergb. Wien (1907–), Rheinregulierungsbahn Steffi (1937–), now Technisches Museum, TMW-Depot Marchegg | |
| 2649 | 1908 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Tacot des Lacs |
| 2667 | 1907 |  | 0-4-2 | 700 mm (2 ft 3+9⁄16 in) | 40 hp | Djatirota sugar mill, Surabaya, Java, Indonesia |
| ca 1908 | .webp) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | Taube (pigeon), the US army conficated the German locomotive in World War I near Cierges in France | ||
| 2677 | 1907 |  | 0-8-0 | 750 mm (2 ft 5+1⁄2 in) | 200 hp | Loetschberg N° 32, compressed air locomotive |
| 2681 | 1907 | .jpg) | 0-4-0 | 1,000 mm (3 ft 3+3⁄8 in) | 20 hp | Bauru, São Paulo, Brazil |
| 2697 | 1908 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Moortje, Efteling Stoomtrein Maatschappij, near Kaatsheuvel between Waalwijk and Tilburg, Netherlands |
| 2728 | 1908 | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Rejo Agung 23 PonenII, PG Rejo Agung, Madiun, Indonesia (See also: N° 4494/1910) | |
| 2738 | 1908 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 350 hp | Valsugana, Italy, Ferrovie Valsugana N° 4, since 1912 FS 87 161 |
| 2748 | 1908 | .jpg) | 0-4-0 | 610 mm (2 ft) | Dunkley Brothers, North East Dundas Tramway | |
| 2762 | 1907 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 35 hp | PG Tulungagung 1, Mojopanggung, Java, Indonesia |
| 2797 | 1908 | _1_(22571300823).jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Initially Compania Minera de Torreon, Mexico, later Cia. Minera de Penoles-Avalos, Mexico, since 1964 № 1, Cripple Creek and Victor Narrow Gauge Railroad, Colorado, USA |
| 2900 | 1908 |  | 0-4-0 | 1,000 mm (3 ft 3+3⁄8 in) | 20 hp | Tramway locomotive, Arthur Koppel for Russia, possibly for odessa, 7.7 t operating weight, oil fired |
| 2903 and 2904 | 1908 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | SA & Ind Forestali, Bibbiena, Italy |
| 2922 | 1908 | _%27Marie%27_w_Stuposianach_na_linii_kolejowej_Ustrzyki_G%C3%B3rne_-_Stuposiany_-_Tarnawa_Wy%C5%BCna_-_Sokolik_G%C3%B3rski_(obecnie_Ukraina).jpg) | 0-8-0 | 750 mm (2 ft 5+1⁄2 in) | 30 hp | Steam sawmill Dampfsägewerk Sokoliki GmbH, Sokoliki near Tarnawini, Galizia KLA (Klien-Lindner hollow axles) |
| 2956 | 1908 | .jpg) | 0-4-0 | 1,435 mm (4 ft 8+1⁄2 in) | 170 hp | Sugar factory Samter (now Szamotuły) in Poland, uncertain whether it is still here |
| 2959 | 1908 |  | 2-4-0 initially 1’B n2t later 1’B h2t | 1,435 mm (4 ft 8+1⁄2 in) | 300 hp | Ruppiner Kreisbahn AG, Neuruppin, operating N° 14, DR 70 6176 |
| 2966 | 1908 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | De Maas 4, PG De Maas, Besuki, Indonesia |
| 2967 | 1908 | .jpg) | 0-4-2 | 600 mm (1 ft 11+5⁄8 in) | Lumajang, PG Jatiroto, Indonesia | |
| 3009 | 1908 | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 140 hpi | KKP No 1, Kleinbahn Klockow–Pasewalk, since 1950 DR 99 4612[44][45] | |
| 3010 | 1908 |  | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 140 hpi | KKP No 2, Kleinbahn Klockow–Pasewalk, since 1950 DR 99 99 4613[44][45] |
| 3019 |  | 0-4-2 | Initially Hollandse Anneming Maatschappij, later harbour locomotive of SA Railways in Paardeneiland, Cape Town | |||
| 3053 | 1908 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | Dampf 50 hp | Aquilla, initially Wuytack de Gand, Belgium, later S. A. de Beton Belges, then Rail Rebecq Rognon[46] |
| 3111–3112 | 1909 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 350 hp | Becker & Co for secondary railway Friedeberg-Flinsberg |
| 3127 | 1908 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 125 hp | Gerald & Lorna Dee Collection, Museums Victoria |
| 3136 | 1908 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) or 610 mm (2 ft) | 40 hp | Amberley Museum Railway |
| 3161–3163 | 1908 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Island of Angaur in German New Guinea, from 1918 Nanyo-Agency (南洋庁) in the Japanese South Seas Mandate. The following 600 mm (1 ft 11+5⁄8 in) 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. |
| 3174 | 1908 | .jpg) | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 150 hp | Ortal Group K6, Tramways du Lot-et-Garonne, Tonneins, France[47] |
| 3216 | 1908 | .jpg) | 0-4-0 | 900 mm | 90 hp | 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.[48] 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.)[49] |
| 3247 | 1909 | _or_N%C2%B0_3247_20hp_(1909),_property_of_Hacienda_San_Nicol%C3%A1s_del_Monte_%27Chaparro%27,_Michoac%C3%A1n,_Mexico_(Ubaldo_de_Agostil%C3%A1n_Mar%C3%ADn%27s_archive)_02.jpg) | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Hacienda San Nicolás del Monte Chaparro, Michoacán, Mexico |
| 3248 | 1909 | _in_front_of_%27Dunstanburgh%27_(Jung_812_of_1904).png) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | Railway from Embleton Quarry to Christon Bank station and to the small harbour at Craster, Northumberland, Fanny Gray (O&K 3248/1909) in front of Dunstanburgh (Jung 812/1904) | |
| 3377 | 1908 | ,_jetzt_DR_994531,_%27Gl%C3%BCckauf%27.png) | 0-8-0 | 750 mm (2 ft 5+1⁄2 in) | Glückauf, Trusebahn, later DR 994531 | |
| 1430 | 1908 |  | 0-8-0 | 785 mm (2 ft 6+29⁄32 in) | 200 hp | Kattowitz II. The Urskog–Hølandsbanen from Sørumsand to Skulerud in Norway (750 mm (2 ft 5+1⁄2 in) gauge) got an offer for an O&K locomotive like the one, but never bought it. |
| 3310 | 1909 | .jpg) | 0-6-0 | 610 mm (2 ft) | 60 hp | German Annie, № 4, Proserpine Central Mill Co Ltd, Queensland, Australia[24] |
| 3311 | 1909 |  | C'1 n2t | 610 mm (2 ft) | 120 hp | Kaiser, Gin Gin Central Mill Co Ltd, Wallaville, Queensland, Australia[24] |
| 3317 | 1909 | .jpg) | 0-4-2 | 610 mm (2 ft) | 40 hp | Jatiroto 23J, Lumajang, PG Jatiroto, Indonesia |
| 3324 | 1909 | ,_geliefert_1909._Fabrik_wurde_1834_in_Betrieb_genommen_in_Nederlands-Indi%C3%AB_(heute_Indonesien).jpg) | 0-4-4-0 | 700 mm (2 ft 3+9⁄16 in) | 80 hp | Sugar mill Ketanen, Modjokerto, East Java, Dutch East Indies (now Indonesia) |
| 3325 | 1909 |  | 0-4-4-0 | 700 mm (2 ft 3+9⁄16 in) | 80 hp | Sugar mill Ketanen, Modjokerto, East Java, Dutch East Indies (now Indonesia) |
| 3358 | 1909 | | 0-3-0 | Monorail locomotive (Ewing System) | 20 hp | Patiala State Monorail Tramways, now National Rail Museum of India, New Delhi. The locomotive's three wheels run with double wheel flanges on a steel rail laid along a road and transfer about 95% of the weight. A support wheel prevents the locomotive from tipping over. |
| 3362 | 1909 |  | 0-4-0T | 900 mm or 891 mm | 140 hp | 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 | .jpg) | 0-4-0 | 900 mm | 60 hp | 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. |
| ca 1909 |  | 0-4-4-0 | ||||
| 3452 | 1910 |  | 0-4-4-0 Mallet | 700 mm (2 ft 3+9⁄16 in) | 80 hp | Compagnie de l'Union in Mazaugues, France |
| 3475 | 1909 |  | 0-4-0T FL | 500 mm (19+3⁄4 in) | 30 hp | S.A. minière et industrielle Domsgrube near Jaworzno, fireless locomotive similar to 4464/1910, 4465/1910 and 5150/1911 |
| 3488 | 1909 |  | 0-4-0T+T | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Delivered to Genietroepen, Utrecht for Kamp van Zeist, Netherlands |
| 3493 | 1909 |  | 2-4-0T+T | 750 mm (2 ft 5+1⁄2 in) | 50 hp | The Borneo Co. Ltd. in Lampang in Siam |
| 3498 | 1909 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Anita № 6, Mines at Dícido, Mioño, Spain |
| 3509 | 1909 |  | 0-6-0 | 900 mm (2 ft 11+7⁄16 in) | 140 hp | Steven Arntz, Herne, North Rhine-Westphalia |
| 3558 | 1909 | .jpg) | 0-4-0 | 508 mm (1 ft 8 in) | 30 hp | Kimberley, The Basset Mines Ltd, Illogan, England |
| 3598 | 1909 |  | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Sugar factory of Earl Theobald Czernin, Dymokur in Bohemia (now Czech Republic) |
| 3724 | .jpg) | 0-4-0 | Bei Drabo in Östergötland, Sweden | |||
| 3753 | 1909 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Pagottan 1, PG Pagottan, Madiun, Indonesia |
| 3771 | 1909 | .jpg) | 0-6-0 | 610 mm (2 ft) | 50 hp | Goodwood Tramway, Kalgoorlie and Boulder Firewood Co, Beria, Western Australia[24] |
| 3892 | 1910 | Replacement boiler for K. Pautzmann brick works, Gundorf near Leipzig | ||||
| 3789 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 100 hp | Kanigoro Nr. 5, PG Kanigoro, Madiun, Indonesia |
| 3902 | 1909 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Frankfurter Feldbahnmuseum No 13 |
| 3904 | _(20183411063).jpg) | 2-4-0 | 762 mm (2 ft 6 in) or 914 mm (3 ft) | 200 hp | From Orenstein-Arthur Koppel Company, 30 Church St., New York via Schwab & Tillmann, agent for Cuba, San Ignacio 76, Habana to Central dos Amigos,[50] | |
| 3939 | 1910 |  | 0-6-6-0 Mallet | 1,000 mm (3 ft 3+3⁄8 in) | 500 hp | 55 t, NWE N° 31 of Nordhausen-Wernigeroder Eisenbahn-Gesellschaft for Brocken Railway |
| 3940 | 1910 |  | 0-6-6-0 Mallet | 1,000 mm (3 ft 3+3⁄8 in) | 500 hp | 55 t, NWE N° 32 Nordhausen-Wernigeroder Eisenbahn-Gesellschaft for Brocken Railway |
| 3973 | 1910 | ,_page_144,_Fig_13776,_FCNC_N%C2%B0_23,_O%26K_locomotive_with_six_wheeled_tender,_500_hp,_metre_gauge,_service_weight_69_tons_with_tender,_supplied_to_the_Chilian_Northern_Railways.jpg) | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 350 hp | Tacna–Arica railway, Direccion de Obras Publicas, Santiago N° 23, service weight 69 tons with tender |
| 3980 | 1910 |  | 0-8-0 | 760 mm (2 ft 5+15⁄16 in) | 80 hp | Initially Toth Mihaly, Budapest, later 764.211, then 6110 Rachita Museum Satului, Bukarest, since 2004 Măriuța, Mocăniță pe traseul CFF Vișeu, Romania |
| 3952 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 100 hp | Purwodadi 8, PG Purwodadi, Ngawi, Indonesia |
| ca 1910 |  | Theo, Sugar mill Tjoekir in Jombang, Indonesia | ||||
| 3961 | 1910 |  | 0-8-0 | 610 mm (2 ft) | 50 hp | Goodwood Timber and Tramway Co Ltd, Port Albert, Victoria, Australia[24] |
| 3999 | 1910 | .jpg) | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 175 hp | Ortal Group K4, Tramways du Lot-et-Garonne, Tonneins, France[47] |
| 4000 | 1910 |  | 2-6-0T | 1,435 mm (4 ft 8+1⁄2 in) | 350 hp | Mecklenburg T 4, Grand Duchy of Mecklenburg Friedrich-Franz Railway, Schwerin, operative number 714, DRB 91 1914 |
| 4011 | 1910 | .jpg) | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Ferrocarril Austral Fueguino, El Tren del Fin del Mundo, now plinted at the jail of Ushuaia |
| 4017 | 1910 |  | 0-4-0 | Initially 600 mm (1 ft 11+5⁄8 in), later 1,000 mm (3 ft 3+3⁄8 in) | 20 hp | FC Midland de Buenos Aires and Talleres Libertad, later Domingo Faustino Sarmiento Railway X-5, now Plaza Once, Buenos Aires, Argentina[51] |
| 4028 | 1910 |  | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Makatea, Tuamotu, French Polynesia |
| 4051–4052 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 200 hp | Juan Llamedo, Acámbaro, Mexico for Ferrocarril Acámbaro and Querétaro, Klien-Lindner axles, 8 wheel tender |
| 4058 | 1910 |  | 0-4-0 | 1,067 mm (3 ft 6 in) | 50 hp | Carnarvon Tramway, Western Australia[52] |
| 4083 | 1910 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | Münster |
| 4101 | 1910 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Tramway de la Savoie, 0-4-0 locomotive N° 2 |
| 4115 | 1910 |  | 0-8-0T | 750 mm (2 ft 5+1⁄2 in) | 40 hp | Lovcen, BAr/Virpazar, Montenegro, now on display at Podgorica station |
| 4134 | 1910 | .jpg) | 0-4-0+t | 750 mm (2 ft 5+1⁄2 in) | 70 hp | Cornellá, No 14, Narrow gauge railway Palamós–Girona–Banyoles and later narrow gauge railway Valdepeñas–Puertollano[53] |
| 4135 | 1910 | .jpg) | 0-4-0+t | 750 mm (2 ft 5+1⁄2 in) | 70 hp | Mercedes, No 15, Narrow gauge railway Palamós–Girona–Banyoles and later narrow gauge railway Valdepeñas–Puertollano[53] |
| 4201 | 1910 | _with_the_Aldama_Sugar_Mill_(24in),_Puebla,_Mexico,_4-6-0_FCI_%E2%84%96264_(Baldwin_%E2%84%9615749_of_Feb_1898),_and_2-6-0_Ingenio_Tilapa_%E2%84%961_(O%26K_%E2%84%964201_of_1910),_retouched.jpg) | 2-6-0 | 2 ft (610 mm) | 125 hp | Ingenio Tilapa №1, Aldama Sugar Mill, Puebla, Mexico |
| 4202 | 1910 | _from_1910,_24in,_delivered_to_Leandro_Aldama_for_Tilapa_Sugar_Mill,_Aldama,_Puebla,_Mexico_(Linwood_W._Moody_-_The_Maine_Two-Footers).jpg) | 2-6-0 | 2 ft (610 mm) | Ingenio Tilapa №2, Aldama Sugar Mill, Puebla, Mexico | |
| 4244 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Pagottan 2, PG Pagottan, Madiun, Indonesia |
| 4264 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Kanigoro 2, Madiun, Java, Indonesia |
| 4300 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Olean 7, PG Olean, Situbondo, Indonesia |
| 4339 | 1910 | .jpg) | Built as 0-4-0T, rebuilt to 0-4-2T | 4 ft (1,219 mm) | 100 hp | 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 |
| 4360 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Olean 2, PG Olean, Situbondo, Indonesia |
| 4400 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60PS | Kebonagung 2, PG Kebonagung, Malang, Indonesia |
| 4403 | 1911 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | Preußische Staatsbahn, Gattung T3, N° 89 6143 | |
| 4445 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Purwodadi 10, PG Purwodadi, Ngawi, Indonesia |
| 1910 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | Nr. 59. Initially Ferrocarriles del Estado and a construction company of Santiago del Estero, later Tranway Rural Reconquista[54] | ||
| 1910 |  | 0-4-0 | 40 hp | 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 | ||
| ca 1910 | .jpg) | 2-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | |||
| 4614-4621 | 1911 |  | 2-8-0 | 1,067 mm (3 ft 6 in) | Lüderitz Bay Railway and South African Railways | |
| 4623 | 1911 | .jpg) | 0-6-0 | Initially 750 mm (2 ft 5+1⁄2 in), later 914 mm (3 ft) | 60 hp | First locomotive of the FCCSA, preserved at Estación Wánchaq, Cuzco, Peru |
| 4631 | 1911 |  | Bn2t | 762 mm (2 ft 6 in) | Grafton Copper Mining Co in Cangai near Grafton in New South Wales, Australia | |
| 4359 | 1910 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Purwodadi 16, PG Purwodadi, Ngawi, Indonesia |
| 4494 | 1910 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Rejoagung № 23 PonenII[55][56] (see also No 2728/1908) |
| 4676 | 1911 |  | 0-4-0 | 1,067 mm (3 ft 6 in) | 30 hp | Mizuma Town, Kurume, Fukuoka, Japan |
| 4698-4700 | 1911 |  | 0-4-0 | 762 mm (2 ft 6 in) | 15 hp | Japan[57] |
| 4720 | 1911 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 30 hp | Initially Usines Carrières de Vaujours et Livry-Gargan, later Roche-sur-Foron, Haute Savoie, now Stefanie, Chemin de fer touristique d'Abreschviller |
| 4768 | 1912 |  | 0-8-0 | 1,435 mm (4 ft 8+1⁄2 in) | 500 hp | Société Ané d'Eronville à Crusnes, France, Gölsdorf axles, secondary railway Bossel-Blankenstein N° 3, since 1926 Marburger Kreisbahn N° 5, since 1933 Grube Anna, Alsdorf |
| 4819 | 1912 |  | 0-4-0 | 762 mm (2 ft 6 in) | 140 hp | 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 | 762 mm (2 ft 6 in) | 60 hp | Port Kunda Cement Factory, now preserved at Estonian Railway Museum, Lavassaare, Estonia |
| 4852 | 1911 | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Initially Wuytack de Grand, Brussels, later № 6 SA de Beton Belges, since 1977 Pistache Rail Rebecq Rognon | |
| 4863 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Gempolkerep 15, Mojokerto, Indonesia |
| 4868 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Asembagus 16 Slamet, Asembagus, Situbondo, Indonesia |
| 4788 | 1911 |  | 0-4-0 | 762 mm (2 ft 6 in) | 10 hp | 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 (3.4 mi)[58] |
| 4789–4790 | 1911 |  | 0-4-0 | 762 mm (2 ft 6 in) | 10 hp | 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 (3.4 mi)[58] |
| 4870 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Wringinanom 6, PG Wringinanom, Situbondo, Indonesia |
| 4880 | 1911 | .jpg) | 0-8-0 | 610 mm (2 ft) | South-Western Railway Company, Knysna, South Africa[38] | |
| 4930 | 1911 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 30 hp | Initially Wegerif, Amsterdam, later brick works Ijsseloord, Arnhem, Netherlands, since 1968 Aagje, Efteling Stoomtrein Maatschappij, near Kaatsheuvel between Waalwijk and Tilburg, Netherlands |
| 4987 | 1920 |  | 0-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 60 hp | Diss & Co, Puerto de Adra, Spain |
| 4990 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Wonolangan 2, PG Wonolangan, Probolinggo, Indonesia |
| 4991 | 1911 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Asembagus 8, Asembagus, Situbondo, Indonesia |
| 5020 | 1911 |  | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | Tx2-355, Narrow Gauge Railway Museum in Wenecja, Poland,[59] now Plac Strzelecki, Wroclaw | |
| 5041-5045 | 1911 |  | 0-6-0 | 762 mm (2 ft 6 in) | 50 hp | Otto Reimers & Co for Japan, Yamaguchi Line, N° 5044 (N° 2) is preserved at Kubiki Station at Jōetsu, Niigata, Japan |
| 5081 | 1911 | .jpg) | 0-6-2 | 508 mm (1 ft 8 in) | 50 hp | The Sons of Gwalia Ltd, Leonora, Western Australia, Koppel[24] |
| 5102 | 1912 | .jpg) | 0-4-0 | 914 mm (3 ft) | 140 hp | Poldark Mine bei Wendron, Cornwall |
| 5152 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 80 hp | Kanigoro 4, PG Kanigoro, Madiun, Indonesia |
| 5168 | 1911 | ,_page_143,_Fig_15038,_Central_Alianza_Camuy_P.R.,_N%C2%B0_2,_O%26K_six_wheel_coupled_locomotive,_110_hp,_with_radial_axles_for_2ft_6_in_gauge_with_4_wheeled_tender.jpg) | 0-6-0T+T | 762 mm (2 ft 6 in) | 110 hp | Central Alianza Arcibo & Camry N° 2, Puerto Rico |
| 5175 | 1912 | .jpg) | 0-8-0 | 700 mm (2 ft 3+9⁄16 in) | Ingenio Ledesma, Argentina | |
| 5179 | 1912 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Katharina, Moor- und Fehnmuseum Elisabethfehn in Barßel, Germany |
| ca 1912 |  | 0-4-0 | 750 mm (2 ft 5+1⁄2 in) | 50 hp | ||
| 5199 | 1911 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Rendeng 02, PG Rendeng, Kudus, Indonesia |
| 5200 | 1911 |  | 0-4-0 FL | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Fireless locomotive of the municipal drinking water supply pipeline of Rotterdam,[60] |
| 5201–5212 | 1912 | ,_page_144,_Fig_10043,_Mogul_locomotive_with_six_wheel_tender,_350_hp,_metre_gauge,_service_weight_40_plus_20_tons,_supplied_ot_Chilian_State_Railway.jpg) | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 350 hp | Chilean Longitudinal Railway N° 21-32 |
| 5217 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Gempolkerep 14, Mojokerto, Indonesia |
| 5297 | 1912 |  | 0-4-0 | 1,067 mm (3 ft 6 in) | 40 hp | Miyazaki Kotsu Railway SL No 1 (1913–1962), now JR Lyushu Nichinan Line |
| 5301–5305 | 1912 | 20 hp | Delivered to Argentina. The main dimensions changed in 1912 from 145 mm × 260 mm cylinders and 900 mm axle distance (Alte Normalien, old standard) to 150 mm × 275 mm cylinders and 1200 mm axle distance (Neue Normalien, new standard) | |||
| 5335 | 1912 |  | 0-6-0 | 750 mm (2 ft 5+1⁄2 in) | 80 hp | Sri Maharacha Timber Company SRJ, Si Racha, SRJ 6, now Surasak Montri Public Park, Si Racha Thailand |
| 5414 | 1912 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 350 hp | Municipal Construction Office, Duisburg, since 1924 Marburger Kreisbahn N°4, since 1954 AG Aufbau, Allendorf |
| 5438 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Merapi 15, Asembagus, Situbondo, Indonesia |
| 5440 | 1912 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Olean 4, PG Olean, Situbondo, Indonesia |
| 5441 | 1912 |  | 0-4-0 | 610 mm (2 ft) | 15 hp | Otto Reimers, Teikokou Sharyo (914mm), Japan |
| 5343 | 1912 | .jpg) | D n2 | 2 ft (610 mm) | 100 hp | N° 4 ‘ASPILLAGA’, 100 hp, ordered for Hacienda Cayalti in Cayalti District, Región de Lambayeque, Peru |
| 5455 | 1912 | ,_page_143,_Fig_13881,_Estrada_de_Ferro_Funilense,_N%C2%B0_8_O%26K_eight_wheel_coupled_locomotive,_250_hp,_metre_gauge,_service_weight_26_plus_17_tons,_supplied_for_a_railway_in_Brazil.jpg) | 0-4-0 | 1,000 mm (3 ft 3+3⁄8 in) | 250 hp | Funilense E.B., Sao Paulo, 4 axle tender, Estrada de Ferro Funilense, N° 8, service weight 26 plus 17 tons |
| 5605 | 1912 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 40 hp | N° 2, Kapsa & Müller, Prague |
| ca 1912 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | 2-2 coupled tender locomotive, 5.4 tonnes (5.3 long tons; 6.0 short tons) used at the Battles of the Isonzo, 25 May 1918 | |
| ca 1912 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Constructor's locomotive of E. Blok, Rotterdam | |
| 5658 | 1912 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | Stockholms Elektricitetsverk, Untraverket 1, 1916 decommissioned, since 1917 Vattenfall CF 10, decommissioned 1952.[61] | |
| 5662 | 1912 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | 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. |
| 5668 | 1913 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) or 610 mm (2 ft) | 30 hp | Initially Penrhyn Quarry Railway. 1963 sold to Bressingham Steam and Gardens'. Since 1995 at Bredgar and Wormshill Light Railway.[62] |
| 5672 | 1912 | .jpg) | 0-6-0 | 600 mm (1 ft 11+5⁄8 in) | Petter, No 1, Lindfors-Bosjöns Järnväg[63][64] | |
| 5745 | 1912 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 20 hp | Initially Ferrocarriles en el cono sur FCS (Argentina), now Chapel Hydraulique GmbH, Kimmerle-Ring, Günzburg, Germany |
| 5754 | 1913 |  | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 200 hp | E 94, Vale de Vouga, Comboios de Portugal, Portugal |
| 5755 | 1912 |  | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 200 hp | E 96, Decauville-Locomotive No. 5755/1913, Vale de Vouga, Comboios de Portugal, Portugal, now Musée des tramways à vapeur et des chemins de fer secondaires français in Butry-sur-Oise in département Val-d'Oise, 30 kilometres (19 mi) north of Paris |
| 5756 | 1913 |  | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 200 hp | Companhia Real dos Caminhos de Ferro Portuguese E 91, Vale de Vouga, Comboios de Portugal, Portugal |
| 5757 | 1913 |  | 2-6-0 | 1,000 mm (3 ft 3+3⁄8 in) | 200 hp | Companhia Real dos Caminhos de Ferro Portuguese E 97, Vale de Vouga, Comboios de Portugal, Portugal |
| 5805 | 1912 |  | 0-6-0 | 762 mm (2 ft 6 in) | 90 hp | No 201 of Japanese government railways, later LCK 31 of the Taiwaneses government railway, now plinthed in Hualien, Taiwan |
| 5744 | 1912 | .jpg) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | Initially Obras de Irrigacion del Territoria del Rio Negro, later Moño Azul, near Vista Alegre Sur and Centenario, Neuquén, Argentina, now Rebecca, Devon Railway Centre, Bickleigh, Devon, England[65] | |
| 5829 | 1913 |  | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 50 hp | Train de Rillé |
| 5834 | 1913 | .jpg) | 0-4-0 | 610 mm (2 ft) | 20 hp | 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. |
| 5856 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Olean 1, PG Olean, Situbondo, Indonesia |
| 5857 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Sumberharjo 2, PG Sumberharjo, Pemalang, Indonesia |
| 5859 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Pesantren 9, PG Pesantren Baru, Kediri, Indonesia |
| 5885 | 1912 |  | 0-4-0 | 1,067 mm (3 ft 6 in) | 40 hp | Johoku Kotsu Park, Itabashi, Tokio, Japan |
| 5896 and 5897 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | Nybergs Gruv AB 1 and Nybergs Gruv AB 2, Nyberget Morgårdshammar (Nybergets Järnväg NJ, Nybergs Gruv - Avesta Jernverks AB), Sweden[66] | |
| 5896 and 5897 | 1912 | ,_Schweden.jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | Nybergs Gruv AB 1 and Nybergs Gruv AB 2, Nyberget Morgårdshammar (Nybergets Järnväg NJ, Nybergs Gruv - Avesta Jernverks AB), Sweden[66] | |
| 5911 | 1913 |  | 0-6-0 | 1,435 mm (4 ft 8+1⁄2 in) | 650 hp | 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 | .jpg) | Putte was used from 1914 to 1934 between Båven and the Likstammen lake (Båven–Likstammen Järnväg, Axalabanan), Sweden | |||
| 5978 | 1913 |  | 0-4-0 | 700 mm (2 ft 3+9⁄16 in) - 750 mm (2 ft 5+1⁄2 in) | Speer, Hammel & Matten, Essen | |
| 5990 | 1912 |  | originally 0-4-0T, later 0-4-2T | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Sold in 1912 to Decauville São 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[67][68] |
| 6008 | 1912 | .jpg) | 0-4-4-0 Mallet | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Candi 6, Sidoarjo, Indonesia |
.webp) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 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) | |||
| 6024 | .jpg) | 0-4-4-0 Mallet | 610 mm (2 ft) | Cia. Minera Penoles-Avalos, Mexico | ||
.webp) | 0-4-0 | 600 mm (1 ft 11+5⁄8 in) | 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 | _schwere_f%C3%BCnffach_gekuppelte_Na%C3%9Fdampf-Zwillingstenderlok,_Werks-Nr._6254_und_6255_von_1913_f%C3%BCr_die_Berginspektion_Waltrop_(Westfalen)_mit_den_Betriebsnummern_20_und_21_(MEB_1983-02).jpg) | 0-10-0 | 1,435 mm (4 ft 8+1⁄2 in) | 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.[69] | |
| 6273 | 1913 |  | 0-4-0 | 700 mm (2 ft 3+9⁄16 in) | 90 hp | Lignite mine and briquette Roddergrube, Brühl |
| 6320 | 1913 |  | 0-6-0 | 760 mm (2 ft 5+15⁄16 in) | 30 hp | Elza, former Zrenjanin Sugar locomotive, at Mokra Gora |
| 6039 | 1912 | .jpg) | 0-8-0 | 600 mm (1 ft 11+5⁄8 in) | 60 hp | Purwodadi 11, PG Purwodadi, Ngawi, Indonesia |
| 6378 |  | 2-8-0 | <