News / Chronicle

Januar 2016

After having demonstrated its work capability "naked" in October last year, now LD2 no. 6331 must get their housing back. All sheets were either not available or so deformed that they could not be restored. So they have to be completely replaced, which means a lot of effort.
At the same time the reconstruction of compressed air starting device is carried out. Their most important part - the valve body in the cylinder head - fortunately is still remaining. But all other components incl. the air cylinder must be remade. By the way the "crooked" hole in the front panel is original and enabled the view on the pressure manometer.

November 2015

After finishing the restoration of the MD2 no. 1633 there was a good opportunity to tackle the LD2 no. 10378, which was also mounted by O & K Sesto, just 23 years earlier. For this purpose she was dragged from her temporary stand to a place nearby the workshop, because of its gauge of 750mm not on the existing 600mm-track, but on the roadway. After releasing the fixed brakes this was not a problem. The condition of the locomotive is very good and the 46 years stay under roof didn’t harm the machine seriously. However, a quick re-commissioning is avoided by the necessary re-gauging.
For it the frame has to be upturned and all upper parts like motor, bonnet and gearbox dismounted.
Because at the LD2 not enough original color remains - in contrast to the MD2, here an "OWATROL restoration" appears not advised. Presumably the not original cab will be rebuilt into the factory version. The necessary, initial weight box is still present.
That nature also chooses at first sight inhospitable places as retreat, could be seen in the air filter of the LD2. Although contained oil therein was dangerously close, insects similar to sedges left their homes in the air gap.

October 2015

Just in time for the autumn meeting at the Schortefeldbahn in Ilmenau the reconstructed mining LD2 no. 6331 was so far completed that it was able to prove their operability on the track. The missing bonnet plates were not a problem, rather the opposite: the inner parts with the large flywheel offered interesting details. For comparison, the nearly completed locomotive of a hobby friend.
The restoration of the MD2 no. 1633 could be finished with the commissioning of the electrical equipment. After the injection pump has been overhauled and properly adjusted, the 22H.P. engine showed its enormous pulling power.

September 2015

After the summer break we continued: reassembly of MD2 no. 1633 is already well advanced, and the termination of the work and the first track run are upcoming. The locomotive shows a beautiful patina and does not frighten the viewer as ugly rust heap. So they looked during the last time of their deployment and their appearance is therefore really authentic.
The machine is a kind of time capsule, because apart from the red paint it is entirely made of parts in the pre-war design until the inch screws (all!). Probably 1963 the store in Sesto was still well stocked. Only the electrical equipment incl. starter was added as a concession to the demands of the present.

July 2015

The M00A no. 126 now has been completed and other projects can be continued.
Thus, the work on the LD2 no. 6331 goes on: the cleaned motor-drive-block has been primed, painted and re-mounted on the frame.




If an engine is finished, this is a good opportunity to disassemble another one. It's amazing to see that it is possible to strip a MD2 just in three hours. The MD2 no. 1633 will be merely cleaned and repaired mechanically. A treatment with OWATROL will replace a repainting because all metal parts of the paneling are still completely remaining and many original colored surfaces exist.

The remaining parts of the M00A no. 126 bonnet were dented, but should not be replaced by new ones - because of remaining the original substance. Despite good locksmith's work, they were barely angular. So that the prepared side flaps did not want to fit. Therefore they had to be adapted laboriously to the hood openings. In addition, matching hood holders were mounted. After the finish of the painting the "OyK" rhombs can be placed. A slightly longer test drive was successful. Withal only one speed forward or backward, the little loco is running fairly fast and usable for swift switching.
The completion of the L180 no. 1361 goes on, although there is still a lot of work to do. The flywheels have a considerable size and substantial rust damages. The parts inside the gearbox have been made moveable and derusted years ago, but the drive has to be finally revised.

June2015

The completion of the L180 no. 1361 wears on, although a lot of work is to do. The flywheels are very large and partial eroded by rust. The gear box was derusted and made moveable years ago, but has to be finally revised. After returning to its place on the frame, it will be possible to get an impression of the equipment hidden by the bonnet.

April 2015

The RL1a no. 6281 is in a condition caused by a long time remaining outdoor. It shows only at the frame small traces of the original paint and is otherwise completely rusty. Especially on the motor housing, there are some rustic conversions from operating times and the overall impression of the locomotive looks quite authentic. So it made sense to remove the machine complete with Owatrol and preserve their current condition for now. As expected, the few remains of paint are now clearly visible on the frame and the overall impression has improved.

February 2015

The works on the mining LD2 no. 5863 go ahead. The motor-gear block had to be de-rusted and prepared for painting. This was done manually with (rotating) wire brush and air nailer gun. The motor is in a relatively good condition, both in the cylinder and in the crankcase. Very interesting is the magnet in the oil filter to collect metal shavings in the oil.



In addition, the completion of the M00A no. 126 is pushed. A roof according to the prospectus photos should underline the toy-like character of the locomotive! Declared it might have originally had none, because it has an exhaust gas scrubber for mine or tunnel duty. But the holes in the hood for the roof pillars were available and the idea is too tempting ... In the web, oil pressure gauge (55mm diameter) was found, fitting with the year of construction 1974 also in age. The rust-colored dust on the glass let expect a sad inner, which was also confirmed after opening. Nevertheless, all the parts were still functional and after appropriate treatment, it is almost as good as new again. Here also added the manufacturers plate with no sign of O&K. But there are still the "OyK"-rhombs on the hood that will be mounted when the sides are adjusted.

January 2015

The M00A no. 126 is now near completion after the engine is also finished. Again, there were a lot of wear and tear to eliminate. Now he gets nearly close to the factory state. Earlier changes such as an exchanged fan incl. bearings and a car cooler were left deliberately, but too amateurish tinkering is corrected. Injection pump and nozzle were of course checked and repaired by a specialist. The back wall of the locomotive and the broken brake lever have been replaced. For comparison, once the initial situation.

December 2014

At first glance, the gear box of the M00A no. 126 was intact and should not be worked up actually. However, the oil seals at the output shaft were obviously untight and oil exuded. So a dismounting was inevitable. It was found that the motor-side driver was totally worn and not fixed on the drive shaft and its conical seat had to be repaired. This meant a new production of - fortunately short - shaft and the seat in the driver disk by a friendly mechanic company. In addition, it was necessary to replace all bearings in the gearbox, as they were all worn too.

November 2014

Parallel to the works at her younger sister even those on the L180 no. 1361 go on. The LD2 no. 5863 is to be considered in terms of weight and performance as a successor to the L180, which is emphasized by the lying engine, which was very popular at the early mining locos. The benzol loco had a protective casing around the drive sprocket of the jackshaft originally. Unfortunately only the mounting brackets remained, so that the form had to be redesigned, as well as in the spare parts list was no representation of it. Without this case there is a risk of damaging the gears by picked up stones or metal parts from the track .
The wooden (oak) buffer inserts were long time ready for mount and now fitted, the tow hooks too. The fitting springs are in progress. The circumferential, strong metal strips of the buffers are made of of spring steel and struggled successfully all tries of bagging with the 3 ton-jack.

October 2014

Thanks to the active help of a hobby friend the frame and the axes of the LD2 no. 6331 are painted and now ready for assembling. Because of the new springs there is now enough space between the whieels an the frame for the exaust pipe. The next step now can be the refurbishing of the engine-gearbox-block.

August 2014

The wheel rims of the LD2 no. 6331 have been build-up welded and turned, so the profiles enable a correct working of the locomotive on the track. The exhaust gas scrubber must be re-fixed to overcome previous botch. The sand-blasted parts show many blowholes that need to be filled before painting.

July 2014

Since 2001 is an article on the website of Mauro Bottegal about the surviving locomotives of the gravel railway in Carturo (PD). A site visit at the time showed four under a large shed roof parked machines, the RL2 no. 3391, the RL4 no. 20028 and LD2 no. 10387 of O&K as well as a locomotive of the American manufacturer Whitcomb. Like Mauro wrote the state was quite good thanks to the roof, despite obvious long shut-down. The owners, two very old brothers, couldn’t get contacted. But at every journey in the region during the next following years a visit to the machines was made, however there was no changes except for a decline of the buildings.
Three years ago, a chance offered the first personal contact with the current owner, who said that nothing is to sell except an old digger. The key hint came by a years old post in an Italian web forum, referred to the purchase of a Decauville loco. The added photo in the post showed the RL2, in Carturo yet. So it was urgent necessary to check how it looks there! Fortunately, not the RL2, but the Whitcomb had been sold.
But that meant that the owner probably now considered to sell the locomotives. By another lucky circumstance, it was possible to find out an English speaking young man in a group of residents, who was able to get the phone number of the owner. With the friendly help by phone of a native speaker it could be made sure that the "Montanias" came up for sale. The rest was easy to manage unless the problem to order an empty truck, immediately before the start of the summer holidays in Italy.
The loading was done with the help a local crane company , probably one of the smartest from across the region, with a small, agile and strong (22t) "magic crane".
However, it got stuck at first on a wet meadow (it had recently rained properly), just like the truck, which should pull it out. But there was still the big tractor that was supposed to haul the locomotives from the dilapidated shed but didn’t have the slightest chance.

So the locomotives looked before starting of the works. They seemed to wait for the awake kissing. Sorry, no princes were present. However, three side panels have been lost in recent years, adjacent to the beautiful, large cooler of the RL2. The front panel of the RL2 and a side plate of the RL4 were missing already in 2001.



With difficulty the growth of the recent decades has to be removed.



Now, the crane can lift and drag, getting bit by bit with the telescope. With the help of the wheels he wasn't able to make it.



And at the end of the second, crooked shed he can lift the locomotive. The 8t the RL4 didn't seem to be a burden for the crane. The shed threatened to collapse all the time, but could not be pushed aside for the action. Then the bulidung lease would have been lost for...



A kind of procession was the way to the truck. Finally, someone had to keep the locomotive on the "track". For the loading the crana stands on the same place and the truck moved backwards.For the observer a confusing relative movement.



Now the RL2 could by lifted the same kind whereat it lent risky and left a deep furrow in the soft sand. But in the end, she was hooked.



The LD2 had to be brought "outside the box" to reach the "main line", no problem for the crane with the light locomotive. Compared to its big sisters it is almost a toy. By the way, the head of the crane team was, due to his technique, of respectable figure. And finally, a pure "Montania" loaded truck appeared. He was later completed with a MD2, for which the necessary space was left.



The locomotives reemaind under the shed since the year 1968. While the RL2 and LD2 complete the own collection, the RL4 goes to a fellow collector in Thuringia.

At once with the Carturo locos another Montania locomotive was acquired in Italy, which once was in duty for a construction company. This is - so far known - the last built machine of the type MD2 from 1963, still equipped with the original engine (two-cylinder in line). It is factory fitted with an electrical system and starter and mounted in the workshop Sesto San Giovanni, near Milan. Obviously it had from the beginning a red finish, as used by O&K later for the construction machines. The loading with a forklift was'nt without problems, so some volunteers had to support with their own weight. With this fourth locomotive the truck was fully utilized with 23 tons.

April 2014

The works on the frame of the M00A no. 126 go ahead, so that they will be back on their "feet" soon, after finally painting the bottom. Previously, the completely broken springs are changed by new ones and the missing weights on the left side are replaced. One of the two weights under the footplate was re-mounted and all buffer screws were exchanged. During the last operation of the locomotive the mechanics obviously believed that casting buffers could be welded, a mistake. The remaining weldseams have to be removed by grinding. The exhaust wash box was apparently used without water, but filled for better sound attenuation with old, crumpled cylinder head gaskets.

February 2014

The LD2 no. 6331 in mining design will be restored together with a similar loco, owned by a friend. So it will be easier to copy missing parts of one of the locos after the existing parts of the other. The result will be two nearly identic locos with only few differences. The decomposition showed a good substance of the machine despite of some superficial damage and considerable pitting. So the liner and the bearing of the motor and the axle bearings are perfectly. , However, only remnants of the suspension springs exists and the radiator needs a new gauze. The element of the injection pump has to be replaced but the nozzle insert could be refurbished. The cooling water pump was broken and all internal parts except the paddle had to be rebuilt. The axles have to be overlay welded and turned. The metal parts of the hood must be new built widely. However, the rareness of the loco justifies the effort.

January 2014

During the Christmas holidays the hint of a light railway friend offered the opportunity to buy MD3 no. 11709 from the Swedish Decauville railway museum at Frövi. The locomotive has no engine, but several years ago this was sold as a spare part to the Feldbahnmuseum Herrenleite, because it's cylinder heads were lost in Sweden. Luckily in Pirna the engine was not needed because the local MD3 could be restored without it's help. But the required cylinder heads are already existing and now it is possible to complete the loco. When attempting to mount a chanded engine, the hood was removed in Frövi and not completed. However, all housing parts incl. cooler are remaining. The substance of the locomotive is good at first glance, more details will be seen during disassembly.

December 2013

The work on the L180 no. 1361 continues unabated. In connection with the mounting of the axles and the jackshaft all bearings have been replaced, which involves considerable complexity. Of course, the oil grooves were milled again into the cups. Also the exhaust box has returned to its place in the locomotive frame. Next, the rods follow.

November 2013

Now the small M00A no. 126 has repaired hood parts and a newly built rear panel. The repair of the hood by a locksmith certainly needed more work than a new construction, because it was so battered and partly cutted. But so the original substance could be almost completely preserved. And a few small bumps are usual at a Decauville loco. Now even the frame and chassis must be repaired. Engine and transmission are already in process in parallel.

October 2013

The Norwegian handcar unfortunately had the lack, that its third wheel was missing, because it wasn't to find in the scrap heap at Notodden station. With to the help of Thor Bjerke of the Norwegian Railway Museum in Hamar a matching wheel found its way to Germany. It has been restored, completed with two new steel rings - coloured "Norway brown" - and mounted on the handcar. The vehicle is likely the only one known on 600mm gauge. The slopes in Glossen provide quite a sporting challenge for the " rider".

September 2013

The reconstruction of the Montania L180 is going on slowly but steadily. In March, both axes were electro-surfaced and reprofiled by the MaLoWa in Benndorf . The bad condition of the first axle - caused by eroding mine water - made it necessary. As part of this work also all bearing surfaces have been repaired, the crankshaft journals too. Because of the new bearing measurements , all bearing shells had to be re-manufactured, the jackshaft included. Additional the metal panels, subsequently welded in to the buffers, have been removed and hardwood chunks were fitted. This buffer construction was used only until the twenties.



The axes of the mining RL1c had to be reconstructed because the transformed to double flenged wheels during its last use in a clay pit. See also the photo of a year ago. During the the dismounting it was evident that the bush bearing had been converted to roller bearings added with new housings. But both of them were useable bacause of the intensive waste and had to be replaced. Now it was time to lift the locomotive from its flat car and to set it on its own " feet ", of course with new springs.

May 2013

Sometimes unbelievable things happen. For example, that in the year 2013 a Jung loco still stands in a private garden since almost 50 years. Once, in it's second life, it was used as a drive of a circular saw. But not long until an engine failure finished this service. The rest of the time until today it remains in a kind of twilight sleep without gear. It wasn't necessary for the saw use. But a replacement gearbox from a decades ago scrapped loco is waiting for duty in the store. The recovery of the EL105 No. 8002 was not easy to do because it had been brought down to its place with the help of a long steel cable from a mountainside. Now it was to bring back up this slope without a rope but with a wheel loader. Despite other expectations there was no problem. The dismounted spring buffer of the back of the loco was found buried in the soil next to a nearby tree and in the open tank filler neck funnel-shaped mushrooms had taken root, reminiscent of a "Yes" album cover. Inspite of the extended length of outdoor time the locomotive is in a surprisingly good overall condition.

February 2013

After remaining the M00A in the locomotive shed for some time, it would make sense to repair the metal sheets as a first step on the way to further reconstruction. So an inventory and the dismantling of the remaining remnants of the bonnet happened. The motor-gear block looks a little bit like the construction of O&K type M, the exterior like the MD series with their weight hangings on the frame. The origin of the construction of the Montania locos is apparently. The M00A rightly has its unique name, it is obviously the little sister of the MD1 or MV0. May be there was no market in Germany for such a lightweight loco. For smaller companies in Spain it was apparently sufficient, that also shows the number of surviving machines.

January 2013

For fitting again the chassis of the L180 in spring, all other frame connected parts have to be refurbished. Axle boxes and springs have been sand-blasted and repainted. The springs are in good condition, only the upper layer of one of them needs to be replaced because it's broken and "Feldbahn like" repaired with a rail joint. A special detection after the sand-blasting were stamps of the manufacturer "D & N" (a today unknown company), as well as of the year 1920. So it can be sure considered, that the 1361 really was built and delivered to Norway in this year and there was no delay because of the First World War.

December 2012

A hint of a fellow offered the opportunity to buy a motor corresponding to the original engine of the Deutz MLH415 at ebay. Unfortunately the seller didn't knew the exact type, was it a MAH514 or 516. And it was too complex to drive once across Germany to find it out. So the probability of the right type was 50%. But how so often in such cases: it was a 516 and therefore not usable for the locomotive. However, the engine is in very good condition and mounted on an original chassis, with which it could be moved as a "locomobile" e.g. on a farm to the place of duty. It would be an outrage to disconnect it from its frame, so it will remain as a functional showpiece, presented first time to public in September during a meeting of classic utility vehicles in Glossen. Just a few weeks later a real MAH514, built in 1932, was auctioned at e-bay, with way bill and spare parts list, a rare opportunity. He had been used for decades as stationary drive on a building yard but obviously not very frequently. Unfortunately the forwarding company handled this "general cargo" very bad, because the engine was delivered - lying almost upside down - unsecured on a pallet. But the construction of the motor is very strong and the is the hope of no damages. In spring the assembly will take place on the locomotive, which again bears now also her number plate.

November 2012

A little bit of luck is part of every hobby. It will make some things easier, other possible. In September, it was announced that in early October in the vicinity of Southampton will be auctioned the "Durley light railway", after the death of its owner Barry Curl at the beginning of 2012. In the auction catalogue, beside the operational Montania RL3 No. 20777 the engine and the gearbox of a further locomotive of the same type, was written. This item led to the immediate decision to take part in the auction. Apart from the fact that such an event is very interesting, it offered the opportunity to study the British mentality. By the way the German guests and bidders were welcomed very friendly. After selling the 20777 for a comparatively high price (more than for the also auctioned Feldbahn locomotive), nobody was interested in the RL3 spare parts. So they could be bought for a fair price. The loading and shipping to Germany were not so easy because of the high weight and extensions of the gear box. But the British friends around Bob Millard showed strong commitment to store everything in a big, self-made wooden box. After more than a month, the shipment arrived safely in Glossen and the engine was mounted immediately on the RL3 20787. Along with the parts of the demaged, existing motor, the repair is not simple, but doable. Also the worn switch claw in the gearbox can be replaced with new parts.

September 2012

Because of the need of repairing the wheels of the L180 by a professional firm, it was obvious to take the axes of the RL1c mining loco to this company too. Its wheels are worn by reason of long term use in a clay pit. By the way it was evident that the RL1 has the same spring system like the MD1, volute springs at the front and rubber blocks at the rear axle.



It's going on with the L180. The frame and the axes are sandblasted and primed. It was a pretty good load for the trailer bur he has to run only a few kilometers. Next the wheels has to be repaired because the suffered from the running pit water during decades.

August 2012

Bevor the beginning of winter the frame of the L180 should be sand blasted and primed for further works in the shop. For it motor, gearbox and rear wall has to be dismounted and the frame turned over. So it was possible to dismount axes and jack shaft.

July 2012

Another pleasant new entrant is a small Montania mining loco of the RL1c type.
It comes from the coal mining area of Northern France near the British Channel and owes its survive obviously the fact that it was given off to a brick yard before the mine closed. The loco is complete aside from the missing roof and the side plates of the bonnet. The feed hoppers of the sand boxes are not original and have to been changed. Also the wheels are worn and need to build up. The motor has compression and runs slowly.
Remarkable at the RL1c is the short wheelbase of 60cm, the inside frame and the concrete design, all caused by the mining use.
The repair of the crown cogwheel of the L180 regulators drive was rather difficult because modern machines produce wheels, which not suit to old time wheels. Thus two new cogwheels had to be manufactured, an expensive but at the end good looking part project.
At the LD2 5175 the radiator fan is not an original part, thus he has to be substituted. An existing, but damaged fan could be completed with the help of a foundry.

April 2012

By fluke two "new" locomotives of Montania Nordhausen could be acquired for the collection, both of the LD2 type, however a standard and a mining machine. The standard loco with the early year of construction 1933 remained for many years part-dismantled and open air at the previous owner, but however it has nevertheless a quite good substance. Missing parts can be removed from a spare part source, bought additional.
Also the pit machine didn't stay under a roof, however it doesn't suffer from weather because of its strong and heavy construction. The already existing mining LD2 has been delivered to a friendly collector, where both locomotives will be restored together. This will make it easier to complete widely the locos.

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January 2012

After the successful assembly of the liner of the L180 Nr.1361 also the crankshaft found back to its original place. The bearings obviously had been very generously adapted in the last period of operation of the locomotive, simply by not completely fixed screws. For safety there were lock nuts and split pins… That means, that now some more expenditure is necessary for the exact adjustment. After finishing of the engine also the gearbox will still offer enough work to do.

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November 2011

After preparing so far the crankshaft housing of the Montania L180, now it could be tried to mount the new liner. Although it is manufactured accurate with the same dimensions like the old liner, initially it was not possible. Not until intensive clearing of the rear hub in the housing the liner could be fitted, with its mass of over 50kg a skill play. Obviously - despite sandblast - still corrosion-caused buckles of the cast iron were present.

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October 2011

The M00 loco, bought in November 2010 in Spain, should have had a gauge of 600mm, but it hadn't. Thus the plan was to re-gauge it from 500 to 600mm. But now the possibility occurs to exchange this engine with a 600mm one owned by the Feldbahnmuseum 500 e.V. in Nürnberg. The bonnet of the exchanged loco is rather demaged but the motor is not fixed which will make the restoration easier. The loco is of the M00A type and has a mining equipment with a special, large air filter and an exhaust cleaner. It is in addition to the L180 and the LD2 the third mining loco in the collection.

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September 2011

The work at the L180 proceeds slowly, but incessant. The crankshaft housing is sand-radiated and primed. So the re-assembly of the motor will is prepared .
The large, cast-iron mining exhaust silencer is also sand-radiated and treated with basic colour, in order to be able to work on it further. It is partially very strongly eroded, so that holes must be closed and covers renewed.


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July 2011

In June the 3-speed-RL1c and the RL3 went on a - at least for Decauville locomotives - far journey to the former "Wirsitzer Kreisbahn" (Wirsitz county railway) into Poland. There took place a meeting ("Kipplorentreffen") of Polish and German industrial narrow gauge railway enthusiasts on a 12km long part of this closed but as a technical monument protected 2ft-railway.
During several voluntary works before the track had been made useable again, after at the beginning of the 90's the regular operation ended.
The small RL1c was amazingly up to standard and in the entire week it ran over 70km, approx. 25 of it with the blue caboose car. The loco worked uneffected in the 3rd speed, on inclines only the engine sound got a little bit more intensive.
The RL3 unfortunately was hidden by the fate heavily, because she suffered on the test run after approximately 2km a damage of the engine, which announced itself before by nothing. This was amazing, because the locomotive had already successfully run several times.
After the meeting in Poland both machines arrived again well in Glossen and the engine of the RL3 has been dismounted and brought to a workshop.
Of course there were not only diesel locomotives at the "Kipplorentreffen"…


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November 2010

From the - at least partial - dissolution of the collection of a Spanish industrial narrow gauge enthusiast a small locomotive of the type M00 could be acquired. It was manufactured 1957 in a subsidiary of the O&K-company in Cornellà in Spain. Originally these locomotives carried the typical rhombus as manufacturer sign, however with the letters " OyK". Some of it still exist in Spanish museums. The design of the machine shows unmistakable " Montania"-characteristics, which concerns the framework, the hood and (momentarily still missing) the rear plate. With its weight of 1,2t it could be the small sister of the (anyway already small) MD1. It was - added by lateral ingots, also available with 1,6t. A comparison with the Ns2f shows the size of the M00. Remarkably is the gear box with only one speed forward and reverse, switched and coupled by a handwheel. It is similar to the after the war in the O&K works Bochum developed " Schienentraktor". The locomotive has a "Sole"-diesel engine, which however suffered from the long open air storage time. At least it hasn't been destroyed by frost because of the mild, Spanish climate.

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August 2010

By the hint of a friend an alternative motor for the Deutz OMZ117 could be provided. It doesn't look like it has left the workshop of Deutz last week but it is in much better condition than the existing motor on the loco.

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February 2010

After a brake of more than a year the work at the liner of the benzene locomotive continues, among other things the price of 640 Euros only for the blank of nodular cast iron justifies the slow progress. After the outside treatment is finished on the turning lathe of the Feldbahn Glossen, the drilling of the internal dimension takes place at a machine building company. Afterwards the final surface can be reached by honing. It is always easier to build a new liner than to construct a new piston.

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January 2010

With the help of a long term friend - Simon Lomax from Moseley Railway Trust - I had the possibility to get photos of the LD2 at its time in the leisure park " Bagatelle" in France. He took the pictures in the years 1989 and 1996. In the 80s the park management obviously preferred a "Western look" and into the 90s the locomotive looked already in such a way, as it was taken over.

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November 2009

Everybody knows that's not so good to start an old motor that hasn't been running for long time. It is better to dismantle it completely, check all parts, change or repair some and assemble the motor. But this procedure needs time and the curiosity is stronger than patience and carefulness. Therefore only a few maintenance work had to be enough before the LD2 run again after years by its own power. After the fixed exhaust valve gave up its resistance by some quite strong hammer blows, the valves get grinded, they have flat (no conical) seats. Further still the rust at piston head and cylinder head was eliminated and the decompression arrangement was made passable. After filling up warmed cooling water the loco was ready for run. It was an illusion to start the motor only by crank, so the loco was dragged by another one and someone turned the crank too. The engine exhausts marvelous, dark grey-brown clouds and has an impressing sound. If the adjusted number of revolutions is reached, it runs quite cleanly. Nevertheless there's still enough work remaning for later time.

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October 2009

By the hint of a friend a locomotive joined the collection, which fullfilled a long time desire: a LD2 from O&K Montania. And it is not an "ordinary" loco of this type, it's in mining design, from which only three existing locomotives are known. The LD2 served in the past in a tourism park and that to see clearly in the subsequent additions like the cab, the framework widening and the auxiliary buffers. However all can be removed without problems. In order to have again a correct mining loco, only a new exhaust gas scrubber box is to built and to connect with the exhaust gas pipe. The right colour for framework and wheels will be black and for the bonnet "O&K-green". The total condition of the machine is good, even though it remained some years outdoors.

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After dismounting the parts mentioned before, the locomotive already lookes quite similar to its original appearance. The very compact design is remarkable, in order to achieve the small clearance demanded for the pit use. Even though the engine driver had the luxury of a pedal for speed control, nevertheless he was little to envy: its seat was the tool box and the its cab was very small. A first check showed that the flywheel is turnable but there is water in the exaust pipe, not a good sign. Now it needs to dismount the cylinder had for getting more information.

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Fortunately the piston was in the upper, so the water could not cause larger damage. Piston head and cylinder head were tidy rusty, but they could be furbished up with justifiable effort. The inside of the sleeve is in a condition, which lets a test run appear possible. More problems might make the main bearing of the crankshaft. The cylinder head gasket looks still very good. On closer inspection of the area under the hood the former place of the compressed air bottle for the start facility was to found. At longer term there's the goal add the parts of this facility.

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April 2009

With the help of friendly metalworkers the tank of the benzene loco could be rebuilt under use of the existing fittings. The bodyshell work is finished. The present tank wasn't furtheron useable. That was clearly to see after sandblasting. It was mounted in the upper side of the bonnet and totally corroded by mine waters. Now the special screws for the mounting of the fittings are to buy. The brass nipples are very massive and adapted to the rough operatings in a pit.

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January 2009

The next step is done: the cylinder liner of the L180 is pulled out! Because of the large contact area and the long lasting immobilisation time the liner was stuck together with the cylinder cover. Even four cuts for relaese didn't achieve success. A sledge hammer and two elevating screws were required to bring the liner out.

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December 2008

Now and then the work on the benzene locomotive type L180 has to be continued, if I don't want to capitulate in view of the entire scope. Thus "currently" (what can mean quite a longer period) the repair of the engine stands on the agenda. After several weeks ago the flywheels were dismounted and stored surely, now it was possible to remove the automatic controller and the crankshaft. The crank weighs approx. 90kg and it is a challenge to remove it alone without assistance. But it's possible to lift one end… Also the piston (33,4kg weight inclusive connecting rod) let drive out itself - but only with the help of a 10kg sledge hammer and some wooden chunks. Aside from the piston head he (nearly) looks like a new one. The next to do is to pull out the cylinder sleeve, but it moved already a little bit. A strange part at the automatic controller shaft shaped up as a small oil pump, which was completely seized up. Some affection led to the fact that it functioned completely again and in future it can supply the piston with the necessary lubricating oil. By the way the beer bottle in the pictures serves only for size comparison and it's the item, which is fastest at hand in the workshop : -)

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October 2008

At the beginning of the month at the "Historische Feldbahn Dresden" near Pirna a show of locomotives produced by O&K Montania took place. The cause for that presentation was the 100th anniversary of the building of the first internal combustion locomotive by this manufacturer in Nordhausen. It was the rare opportunity to see 8 different "Montania" types in action. The meeting was supported by guest locomotives. So the RL1a No. 6281, the RL1c No. 10529 and the RL3 No. 20787 had the possibity to cruise on the rails in the "Herrenleite". The RL3 was clearly the public favourite, but it made big problems. The seals at the injection nozzles resisted the injection pressure only for a few minutes. The solution was to drill (during the reconstruction forgotten) holes for the leaking fuel.

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In time to the 18th International Decauville Railroad Meeting in Ramsen the reconstruction of the Norwegian bicycle handcar has been finished, firstly with 600mm gauge. However a problem of the track in Ramsen were the differently heavy rails resp. broad railheads. The bicycle suits for a head width of 40mm, which corresponds with S18-rails usual at Decauville railroads. Only one-third of the railway line in Ramsen has fitting rails for the handcar and it was a problem to bring it over the rest of the distance. One of the results was a broken part of the handlebar. But the locomotive builder Bernd Bormann of Ramsen could repair it over night!

August 2008

The restoration of the RL1c No. 10529 is nearly finished. The engine starts without any problems and runs perfectly. The size difference between RL1c and MD1 is considerable.

July 2008

The reconstruction of the MD1 approaches to their end after over 13 years. In order to check the correct function of the loco, it has been taken place a " roll out" and a test run on almost the entire 50m track in the garden. Also the existing switch has been passed for several times! The result was fairly satisfying, the engine runs very evenly, transmissions and brake work faultless. An acoustic impression is possible by clicking here. In the third picture it is good to recognize, that a part of the side wall of the barn can be folded away to make it possible to drive past. Now the next step is the transport of the loco to Glossen, where it will run for longer distances. At the end for camparison a picture of the loco in "delivery condition".

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The search for many years for an adequate change engine for the type M was finally crowned with success: a 8H.P.-petrol motor of the Conord type F3 will supply the necessary traction power to the locomotive in the future. It is not so haevy constructed like the original implemented O&K-aggregate, but the 50cm fly wheel will provide an equivalent energy storage combined with a half H.P. more. The engine starts problem-free and runs with the fuel, which was still in the tank. It could be 30 years old according to statement of the salesman.

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June 2008

Because the OME117 was a spare part source in the company it was coming from, some parts have been dismounted, the gearbox included. Fortunately a fitting gearbox was found in a workshop container nearby the loco. It could be picked up. After years of separated storage now there was the opportunity to mount it. At first the original and the rebuilt spring of the rear axle were applied. The comprehensive reconstruction of the OME117 has to wait because of more urgent projects.

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Mai 2008

If somebody goes on a journey ... he can tell about something but he can bring along something too. During my trip to Norway I found an old railway bicycle, a so called "Draisine", in a scrap heap of a nearly abandoned railway station. The third wheel was missing but the Draisine was good enough for reconstruction. That's why I devided the metal from the wooden parts and took the steel components to Germany. The security officers in the Oslo port agreed to bring the stuff abroad. A friendly carpenter built a new wooden frame of larch and I bought the Norwegian national colour red-brown for the wheels. I will rebuilt the Draisine for 600mm but with the option of standard gauge to run closed railway lines...

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April 2008

There are news from the MD2, changed with the benzene loco in 2005: in their new home Norway the very ambitious friends of the museum association in Stord not only rebuilt the Mine railway track system during the last years.They also made the old machinery house of the mine suitable for their use and installed a complete old, small water power station for museum purpose. The next step is to prepare the mine for future visitors. Therefor they have to open the abandoned tunnels to public. During a visit at the beginning of April we could see and appreciate the successful activities of the norwegian friends. During the last days it was possible to run the old tracks in the mine by the MD2 first time since about 50 years.

November 2007

Sometimes It could be better not to work at the locomotives but to provide better conditions for work. There are 50m track near the own house in the open air, thus it was only possible to work on the machines in good weather and in the warmer season. Therefore already for a long time the idea of a small locomotive shed existed. During the last months this shop has been built widely by myself. A direct track connection to the shed doesn't exist. It will be provided by flying track and a "frog" (portable turntable). An oddity is the fact, that the existing track lies under a corner of the shed, that's removeable if required.

August 2007

Now the RL3 drove the first, longer distance from own strength and without forcing, however there were some "smaller" problems thereby: after some time the copper seals at the injection nozzles did not withstand the pressure and the Diesel atomised the environment. This could be eliminated by a reduction of the injection pressure on 100atm, in addition the engine runs substantially more cleanly. The other problem is already more unpleasant: it's not possible to brake the loco by the motor, thereby an increasing knocking noise is to hear in the gearbox. There's waiting something work for the winter time! But during the event "day of the monument" at the beginning of September the locomotive run in Glossen!

July 2007

In the reconstruction process of the RL3 loco the difficult chapter of the axle repair obviously could be finished now. After a measurement resulted that the angle between the two front wheels was 94° it was clear that the locomotive thereby could not drive properly. Unfortunately it was not possible and it would have the danger of breaking the wheels to dismount them by a hydraulic press from the axle. So it was to be needed to bore the axle from both sites and to slit it too. Than a new axle had to be manufactured. To provide future difficulties and not to make the same error like O&K fitting keys were necessary as anti-twist locking devices. The work was expertly made by the Elbtalwerk Heidenau. A first test run from own strength showed the correct function of the loco, now some fine work is still to do. The engine runs very calmly and evenly, but it produced an exhaust cloud as a steam locomotive. Hopefully it will be reduced after some operation hours.
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The open RL1a did not have any oil pressure at the engine during the last start. In addition it lost cooling water, without any puddle under the locomotive. That let assume a leakage inside the engine. When opening the oil drain valve at first approximately two litres of cooling water ran out only once, which confirmed this suspicion. During a closer investigation it was to see that the cooling water found a way to the crank case from the zone of the push rods. To reach the leaky it was necessary to slice the external part of the cylinder barrel.
This procedure showed a large frost damage, which had been repaired many years ago with epoxy resin. This stuff had now aged and become brittle and could not seal the fractures any longer. It will not be simple now to close the tear by welding.

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May 2007

Unfortunately the axle of the RL3 did not return yet again to their place in the locomotive. It was impossible to dismount the wheels from the axle by a hydraulic press. So it is necessary to bore the axle and to manufacture it new after this. This work is finished in the meantime, when shrinking arose however new difficulties, which are not yet solved.
But the repair of the cylinder head of the L180 is in progress, it was welded by a specialized firm. After a valve refused itself to be dismounted, it was bored, so that at least the valve seat could be saved. Further several threaded bores at the head must be regenerated, a toilsome but inevitable task.

December 2006

In the never ending story of the reconstruction of the RL3 No. 20787 a new and hopefully the last chapter is opened: the locomotive stands without its front axle on sleeper piles in the workshop. In order to eliminate the pressure between the rods and the wheels, in last autumn the axle boxes were adjusted by plates. After this it was only possible to mount the rod on one side, the crankpins of the wheels and the jackshaft on the other side were not in one line. The fact was that the wheels of the front axle were not in an exact 90° position. Today we can only assume the reason of this deviation, may be the loco had a small accident by a stone, rolling under the rod of the running machine. May be this circumstance saved the loco until today: all of her usable sisters have been sold and later scrapped in the seventies. Only the 20787 remained in the abandoned brick yard. Now it's necessary to dismount one wheel and to remount it in the right position. It will not be an easy task but it will be solvable.

Unfortunately the coiled springs by O&K tend to brake frequently with increasing age. So far I used spiral springs as substitute, which were built for heavy mining cars. Because the springs of the locomotives are free visible, there was the goal to rebuilt new "old" springs already for a long time. In order to receive a favourable price, four orderers joined. So could be manufactured an accordingly large number of springs (30). The Bischoff company in Stassfurt delivered an excellent work!

November 2006

The motor that's present mounted on the MD1 was originally as an exchange engine on the type M loco. Together with their it had been on the ground of a shut down quarry for approx. 30 years . Before this "scrapping" somebody had dismantled still the cylinder head and the water pump. These circumstances were very bad for the motor and thus it wasn't planned to restore it. That did also not change when the MD1 with an exchange engine came into the collection, because the missing cylinder head was not replaceable. But persistent asking around led to the fact that a cylinder head could be bought after some years. However, the existing attachments (rocker lever block and nozzle holder) of MD2 and RL1c did not fit to the head, which comes probably still from a type MD motor. After longer puzzle about it, how the problem was to be solved by a specialty firm here in Dresden. They manufactured an adapter that the accessories makes suitable to the cylinder head.

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October 2006

Because the restoration of the benzene locomotive is very complex and some difficulties are predictable , it doesn't exist a schedule for this task. The work takes place in small steps and rather besides. As the first stage this way the gear box was divided and re-mounted. Only a disk, which broke when forcing and the bearing bushes in two gear wheels had to be renewed, all other parts can be used furthermore. For the refurbishing of the locomotive framework the gear box is removable as a whole of the locomotive later.

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May 2006

There is new acquisition in the collection: a SCHÖMA Lo20. It looks with their porthole windows a little as from an animated cartoon. The propulsion principle with pendular axle and Cardan drive is remarkable. If the gauge of the locomotive will be changed from 890mm to 600mm, it is to be used in Glossen, because it is similar to the DIEMA locos working there in former times.

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February 2006

The French RL1a was functional again after the repair of the engine, but it inclined to derail and could not be pushed by hand not. The reason for it was that the bearing surfaces of the wheels had strongly run in. Thus resulted different wheel diameters, which had the consequence to force strong the chain between both axes. When the axes were dismounted, it turned out that the wheel circumferences were far away from the ideal circle. Due to the extreme hardness of the bearing surfaces (the material was cold-rolled over decades in use) it was necessary to work with the friction disk, before the axes could on the centre lathe. The diagonal grooves were removed again with a particularly hard roughing disk. Partially up to 15mm material from the radius were taken away. Fortunately the technical designers had planned enough reserves.

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December 2005

In conjunction with the dismounted axle of the Deutz OME117 one of the bearing-springs was lost. When I picked up the loco I couldn't find it. After some unsuccessfull trials to use other springs I had to order a new one, formed upon a pattern. An old-established spring forge here in Dresden built an excellent copy, to differ from the original only by some rust holes at the old spring.

Oktober 2005

Since about 10 years the O&K MD1 is nearly complete refurbished, beside the completion of the motor. But the essential workings on the engine are done, for example the mounting of a new cylinder liner and new roller bearings for the crankshaft. Because the motor needed too much space in the workshop i decided to bring him outside on the loco and to finish the workings open-air in spring . For the mounting of the motor I used three pieces of decauville rails and a lifting block as a crane. Not so easy was the transport of the body (350kg) and the fly wheel (200kg) with a sack barrow from the shop into the garden.

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September 2005

There are incidents you may not believe it! Since the moment of its first action after the reconstruction the motor of the "open" RL1a had the feature of blowing out exhaust through all of his wholes. It didn't look good and it was especially bad for the poor driver, sitting close to the motor in a cloud of exhaust. That's why some years ago I changed the piston rings - without visible success. the second step was to replace the cylinder liner with a new built one. But I reached no better results and there was only one possibility: a whole in the piston. I checked it an found a big blowhole below the cover of the Acro burning chamber. With the help of a friendly company that is specialized for welding the piston was successfully repaired. Now the compression of the motor is high and it runs very satisfactory.
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August 2005

After a long time of staying in rather poor condition on a flat truck the Deutz OME117 got her axes back now. A great help was the use of special, old, electrical jacks constructed to lift up tramway cars. That the axes don't originate from the same loco is to see on the different colour. Occasionally gearbox and coupling rods will come back to it's places.

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June 2005

After the MD2 is completed for some weeks the loco could show, that it's suitable for use. Now it was possible to make the planned exchange of the MD2 with another loco from of the old O&K L180 type. Partner in this deal is a mining museum that intends to bring the visitors by train into the old mine. The museum needs a workable loco for this project and doesn't have the opportunity to repair the remaining L180. Also an old benzene driven engine isn't adapted for an every day use. During the active time of the mine they had a MD2 type in service. So we had the idea to change the locos. Even though only the spark coil misses, the reconstruction of the L180 will be a life-task. It is to check how much parts are irreparable and can only be used as a model for new building. But everybody needs challenges!

This was a part of the report of the local press from the arrival of the MD2 in Norway:

April 2005

The some years ago bought Deutz OME117 had wheels with different diameters because the loco was a donator of spare parts for the operating engines and had to give off one of its axes. Fortunately the changed axle was part of the “scope of delivery” when I got the OME117. After a longer period of preparation – we had to purchase some special parts for our engine lathe – we could dress to size the wheels of both axes and adapt the contact surfaces. The thickness of the material is big enough to remove some millimeters of steel without any problems. Now I can mount the OME on its own axes again.

March 2005

The roll out of the MD2 powered of itself happened! But it needed some works to do for the running of the changed motor. It's a Deutz F2L712 type and it got new nozzles and piston rings, the valves are grinded and the cylinder head is overhauled. Furthermore the engine is completely cleaned. For the coupling of the motor with the gearbox an adapter was constructed and mounted. Now the loco looks nearly like in it's active life time, only the paintworks had to be finished, the doors of the bonnet had to be mounted and the electrical equipment had to be completed. The finish will be the mounting of the copies of the manufacturers plates.

December 2004

The reconstruction of the MD2 is in progress. Now it's to see how the loco looked formerly. But it isn't possible to remove the holes in the surface of the frame made by corrosion. Theybear witness of the decades this "scrap" stood around unsheltered. Now the gearbox and chassis are fully functionable. The next step will be to mount the motor and the bonnet. The pictures show the loco in Schechat near Vienna and in it's recent condition.

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October 2004

Just in time to the 14th International Feldbahn Meeting in Glossen the DEMAG ML15 was ready to show what she can. The motor runs uniformly from the first starting after about 40 years of standstill! The reconstruction of the ML15 was a real teamwork of the "Feldbahnschauanlage Glossen" club members. Now the motor owns a new cylinder liner, valves, piston rings, injection pump and a waorkmanlike repaired radiator. Furthermore the fractured steel bottom tray of the gear box was welded by a specialist and a virgin nozzle was mounted. The exhaust box was re-manufactured in the traditional manner. But the succes was worth the trouble: the motor runs perfectly consistent and the loco has a very good riding quality - because of its three point attachment. But the driver is a poor guy: the noise made by motor and gearbox inside the iron cab is horrible. 60 years before the loco was a high tech product, may be the locomitive driver was proud of "his" loco anyway.

September 2004

After a short but intensive reconstruction the RL1a from France could show what it can: it runs up the hills like a rabbit! And that after about 40 years of standstill. But there were seriuos defects at the motor and the gearbox. the gearbox was without any oil at all and rather rusty but with patience and some power it could made free to move. The motor had damages by frozen water as well in the cylinder haed as in the jacket. Both of them could be repaired by liquid rubber and pressing screws. It would be possible to weld the parts, but I will wait and observe the motor. After the first rides no cooling water cames out of the engine ... At the photo the loco is to see in last light of the sunset and with a cloud of smoke from the exhaust pipe.

July 2004

Now the RL1c has back her roof: as well the reconstruction of the locomotive isn't finished yet, outwards it is nearly complete. The roof is an original part from a more than 30 years ago scrapped loco. It remains in a brick yard and can be used now for it's primal purpose. Because of the fact that the RL1c had a roof originally the replacement is very enjoyable. Now you can make a "convenient" ride by the loco as well in sunshine as in rain ...

June 2004

That's life! During the holiday trip another O&K Montania loco cames into the collection: a MD2 type. It has a broadened frame for a gauge of 750mm or more, but today the gauge is 600mm. May be it wouldn't be possible to find out the identity of the loco, because mostly all parts of th housing are lost. An advice that the place of assembling could be the O&K plant in Budapest gives the hungarian radiator. The loco remains without any shelter for decades on the company site of a dealer of construction machines in Vienna before it came to the railway museum in Schwechat near Vienna. From this museum it could be acquired by change with another loco. The actually condition of the MD2 is a real challenge for every friend of narrow gauge railroads!

April 2004

And another new entrant: From France I got a Montania RL1a type with a closed bonnet. It represents the change to the RL1c type, although the loco has the 11 H.P. engine. The machine was delivered to a pit, but for the service above ground. That's why it hasn't any mining equipment. The general condition of the loco isn't so bad, the motor is able to turn but only with strong arms. The seat for the driver and the lever for the brake are missing, but I can replace them from my "store". The loco is - without any later additions - very authentic and it owns remarkable "buffer plates" for handling mining cars.

March 2004

New entrants: By fortunate circumstances I could buy one of the favoured DEMAG ML15. Just now the reconstruction is in process, I hope, that the loco will run at the International Feldbahn Meeting in Glossen from 15th to 17th of october 2004.

Anymore another new loco came in change with a DEUTZ OME117 to my collection: the DEUTZ OMZ117 No. 11918. It's an early exemplar of this type without the typical air filter on the top of the bonnet and with a lower cabin. The equipment for the starting of the engine with compressed air is completely preserved . But before running the loco must be reconstructed, it stands on a play ground for many years ...

RL3: There are some troubles yet with this loco: the carriage is repaired and the electrical equipment is replaced, but there are some problems with the fuel injection pump. That's why the motor doesn't run consistent and some times it sounds distressing. There fore I sent the fuel pump to the manufacturer BOSCH and they will repair it, after over 60 years!

August 2003

Since spring there were done some other, essential workings at the RL3, but it will run self-propelling at the earliest at the "Day of memorials" in September. It's founded in the fact, that one of the axle bearings was fixed in his guidance and that's why the axle couldn't move in the suspension. Because of this fact the loco didn't have a correct running and one coupling rod forced. That's why it was necessary to disassamble the axes. By the way the brake would completely finished. Now only the fan and the electrical equipment is to replace.

In the meantime the Deutz MLH514 was brought to Glossen and the heavy additional weights were mounted, with them the loco has a weight of 2,8 tons. Now the reconstruction is nearly ended. That the term "reconstruction" is actually entitled, comes to the fore with the comparison of the pictures from the finding situation and the recent state of the loco. At first the motor, the gear box and the buffers were absent and in 3 of the 4 axle ball bearings were no balls ...

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March 2003

Just now the reconstruction of the "Montania" RL3 gets up to speed, it should be presented in action to public at Easter.

After staying without use in an old brick yard building with leaky roof for 30 years the corrosion made a "good" job at the loco. It weights some kilogramms less than during it's operating days, especially after the removal of the rust. All the parts of the loco are very rusted, but the construction is so that there is enough material at all. It isn't provided to sandblast and revarnish the RL3. On the one hand for saving the authentic character and on the other hand because the results of the corrosion will be observable further on. The oiled, inner parts of the gear box and the engine are in an excellent condition (gold-coloured oil!), the intermediate shaft is easy turnable by hand. Unfortunately the comlepete electric equipment of the locomotive isn't existing yet, it was disassambled during the bad times after World War II. Of course the cruide oil leading parts suffered from the long standstill, so the plungers of the injection pump were fixed, the pressure of one oft the nozzles was to low, the fuel tank was littered and so on. The cylinder head had to work of: grinding the valve seats, loosing the rocker arms ... After passing several times for this tasks now the first success is to see:

At the 9th of March the engine (of course started by hand) was running the first time and it run very consistent! Salutatory it pushed out much grime and than it blowed out very beautiful rings of smoke.

Now it's to refurbish the cooling system and the bearing of the coupling rod yet.