2-6-0 Steam Locomotives in Norway

Class 33 (Locobase 12216)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 20, p. 192. See also "Locomotives Recently Constructed by the Baldwin Locomotive Works", American Engineering & Railroading Journal, Volume 70, No 12 (December 1896), p. 340; and Don Ross, Don's Rail Photos on the web at Don Ross Group, last accessed through [], last accessed 28 April 2026. Works numbers were 15000-15003 in July 1896.

Vauclain compound Moguls with 8" (203 mm) piston valves that worked the Norwegian State Railways' main line between Oslo and Trondheim in the far north. The firebox sat low between the second and third driven axles. Both the adhesion and engine weights gained about one short ton before delivery compared to Baldwin's estimates.

Don Ross reproduced a photo of the 36 with the comment that it was still in service 35 years after delivery.

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Class Class 11a/11e/15h (Locobase 6143)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004). The dozen Class 11 Moguls were delivered over a five-year period by Dubs (8 locomotives) and Nyland (4).

Locobase reconstructs the fate of the first three as follows. As delivered, the three1891 Dubs engines were saturated-steam locomotives with 16"-diameter cylinders. They were designed by David Jones of the Highland Railway

Two of the 3 -- 64 and 66 -- were later superheated, but otherwise unchanged as Class 11e. Svein Sando's table shows a new EHS as 71.2 sq m (766 sq ft) and an SHS of 45 sq m (484 sq ft). That latter figure is wildly unlikely, but any adjustment would be based on a guess (Locobase guessed 14.5 sq m/156 sq ft ...). (Class 15d has a similar set of data.)

The third 11 a -- 65 -- had a different superheater installed and larger cylinders, becoming 11d; see Locobase 6145. Then 64 & 66 were upgraded to 11d-standard and redesignated Class 15h with three-axle tenders.

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Class Class 11b/11c (Locobase 6144)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)-- and the Jernbane (Iron Road) site [] (June 2004). The dozen Class 11 Moguls were delivered over a 5-year period by Dubs (8 locomotives) and Nyland (4).

Of those, nine were 2-cylinder compounds (5 from Dubs, 4 from Nyland). Of these, some were Class 11b and the rest were Class 11c. The difference between the two is a slightly larger evaporative heating surface in the 11c of 80.7 sq m (868 sq ft). The last 11c -- 83 -- was superheated and redesignated 11f.

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Class Class 11d (Locobase 6145)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

This is the single Class 11 Mogul that was both enhanced (both in cylinder size and boiler pressure) and superheated.

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Class Class 15a (Locobase 6146)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004). A total of 16 Class 15s were delivered: 4 by Dubs, 4 by Hamar, 2 from Hartmann, 3 by Nyland, 2 from SLM, and 4 from Thune. Who supplied what locomotives Locobase hasn't yet determined.

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Class Class 15b (Locobase 6147)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

These were repeats of the Class 11b, but with the larger, three-axle tender.

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Class Class 15c (Locobase 6148)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

Like the other Class 15s, these were repeats of the Class 11b, but with the larger three-axle tender. At this point, however, the slightly smaller grate that would be standard on the Class 21s made its appearance. The boiler also was slightly larger.

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Class Class 15e (Locobase 6149)

Data from:

Svein Sando's Railway Site [] (last accessed 26 June 2006)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

As with the Class 11, the NSB superheated Class 15 locomotives. In some cases, or as a first phase, the conversions retained their compound working system. This entry shows that group.

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Class Class 15f/15g (Locobase 6150)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

As with the Class 11, the NSB superheated Class 15 locomotives. When the 15c was superheated and was fitted with two simple-expansion cylinders, the result was this specification. (15g s had the 1.3-meter grate of the early Class 15s and weighed less than the 15f.)

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Class Class 21a (Locobase 1730)

Data from Svein Sando's Railway Site, originally accessed 9 June 2004 at [] link: The Semaphore, accessed for link update 10 July 2022.)--and Jernbane (Iron Road) site []. See also Wikipedia, last accessed 6 May 2018 at [][].; and "The NSB Type 21", Norwegian Locomotive Trust website at [], last accessed 13 October 2019.

This was the first of four similar classes of mixed-traffic locomotives (Locobases 1730-1733). The 21a was a cross-compound design produced

They first saw service on the Vosse Line (later the western part of the Bergen line). Christiana's (later Oslo) Thune Mechanical Works produced the 174-178 in July 1904. Hamar added five more in 1905-1906. Ten more came from Hamar and Thune in 1909-1910 for service on the Solor line (between Kongsvinger and Elverum), the Otta line (between Hamar and Otta) and the Randsfjord line (Drammen -Honefoss). (All of these railway lines had recently been widened to standard gauge.)

Nine of these were later superheated and renamed Class 21d (Locobase 1732).

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Class Class 21b, c (Locobase 1731)

Data from Svein Sando's Railway Site, originally accessed 9 June 2004 at [] link: The Semaphore, accessed for link update 10 July 2022.)--and Jernbane (Iron Road) site http://jernbane.net . See also Wikipedia, last accessed 6 May 2018 at [][]; and "The NSB Type 21", Norwegian Locomotive Trust website at [], last accessed 13 October 2019.

Simple-expansion version of the Class 21a that first entered production at Hamar Foundry in 1909. The first two 21b were delivered in 1909 at the same time as the last 21a (Locobase 1730). Hamar and Thune added twelve more between 1908-1919 to run on the Ostfold line and the Kongsvinger lines.

Eight 21c were fitted with Knorr feed water heaters and weighed 38.3 metric tons (84,437 lb) overall with 29,700 kg (65,477 lb) on the drivers. According to Wikipedia, however, the Knorr's complicated design raised the cost of maintenance beyond any benefit from decreased coal consumption. Although the system was removed, the octet retained its 21c designation.

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Class Class 21d (Locobase 1732)

Data from Svein Sando's Railway Site, originally accessed 9 June 2004 at [] link: The Semaphore, accessed for link update 10 July 2022.)--and Jernbane (Iron Road) site []. See also Wikipedia, last accessed 6 May 2018 at [][]; and See also "The NSB Type 21", Norwegian Locomotive Trust website at [], last accessed 13 October 2019.

With superheat, the internal layout of the 21a's boiler changed. Nine of the 21a were converted. Wikipedia's entry said that the combination of superheated compounding and slide valves proved a bad idea.

Most 21d were changed again in the latter 1920s by removing the compound cylinders and piping in favor of a simple-expansion layout. These were 21e described in Locobase 1733.

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Class Class 21e (Locobase 1733)

Data from Wikipedia, last accessed 6 May 2018. See also "The NSB Type 21", Norwegian Locomotive Trust website at [], last accessed 13 October 2019.

By the time four Class 21a Moguls had become the 21e, the upper limits of this wheel arrangement had been reached. The boiler was now a bit too small for the demands. On the other hand, the upgrade to the 21e included conversion to simple expansion and piston valves with outside admission replacing slide valves.

Still, the basic layout had remained unchanged for almost three decades.

members of this class carried on for many more years. The last was retired in 1971.

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Class Class 6a (Locobase 6104)

Data from:

Svein Sando's Railway Site [] (9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site [] (June 2004).

The first Norwegian Mogul to grow beyond the original Class 4 0-6-0 boiler, although the grate is surprisingly small. The last of this trio left service in 1926.

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Class unknown (Locobase 5415)

Data from "A Norwegian Locomotive", Railroad and Engineering Journal (RREJ), Volume 63, No 4 (April 1889). pp. 172-173. See also Svein Sando's Railway Site [] (first accessed 9 June 2004)--(Later link: The Semaphore, accessed for link update 10 July 2022.)--and the Jernbane (Iron Road) site http://jernbane.net (June 2004).

Among the detail differences from a typical American Mogul were the Adamssen truck and the spark-arresting stack, both of Swedish pattern. The latter had the screen in a swelling at the base of the stack.

Locobase can't identify this locomotive further, despite having access to data from:

None of the locomotives listed in either site had cylinders as small as those shown here.

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Class unknown (Locobase 14384)

Data from DeGolyer, Volume 60, p. 13+. See also "Baldwin Locomotives for the Norwegian Government Rys", Locomotive Magazine, Volume 24 (15 January 1917), pp. 16-17. Works number was 45550 in May 1917.

Small superheated Mogul with 6 inch (152 mm) piston valves, but with an "old-fashioned" look owing to the large cab, round-top sand and steam domes, slender tapered stack, and large, kerosene-burning headlamp. But the running gear's outside constant-lead radial valve gear and superheater brought it into the 20th Century.

The specs reported a maximum speed of 60 kph (37 mph).