[Moved from page 5 on 11 Oct 04 and expanded.]
BW/Baldwin/PRR Class T3 Oil-Fired Cab-Forward.
BW/Baldwin/Virginian 2-4-6-8-10-12 Multiplex.
The ELEGARNT (Elegant Energy-Efficient Elephant-Garratt)
12,000HP SD90MAC2.
ALCo-GE-BW FPA-1.
On the Berlinerwerke Apocrypha Continuation Page 7:
(23 Jan 06)
9,000HP GE-BW Turbine (B-B+B-B)-(B-B+B-B)-T.
(23 Jan 06)
9,000HP UP Turbine (B-B+B-B)-T-(B-B+B-B).
(23 Jan 06)
12,000HP GE-BW Turbine [(A-1-A)-(A-1-A)+(A-1-A)-(A-1-A)]-[(A-1-A)-(A-1-A)+(A-1-A)-(A-1-A)]-T.
(23 Jan 06) and
(25 Jan 06)
16,000HP GE-BW Turbine (C-C+C-C)-(C-C+C-C)-T.
(23 Jan 06)
20,000HP GE-BW Turbine (D-D+D-D)-(D-D+D-D)-T.
(27 Jan 06)
18,000HP GE-BW Turbine (D-D)-(D-D)-T.
(27 Jan 06)
PRR S3 6-10-6 Turbine.
(28 Jan 06)
PRR BH50T 2-D+D-2 Centipede Turbine #5821.
(30 Jan 06)
PRR HH2 1-D+D-1.
(28 Jan 06)
Shay Geared Handcar.
(30 Jan 06)
On this Berlinerwerke Apocrypha Page 8:
(03 Feb 06)
CP/MLW/BW Super Selkirk 2-10-10-4.
(03 Feb 06)
CP/MLW/BW Super Selkirk 2-10-10-6.
(03 Feb 06)
CP/BW Super Duper Selkirk (Auld Kirk)
2-4-6-8-10-12.
(05 Feb 06)
PRR/Baldwin/BW 8-8-8-8 Duplexii.
(09 Feb 06)
On the Berlinerwerke Apocrypha Continuation Page 9:
(09 Feb 06)
Apocryphal Miscellany.
Because the Apocrypha and Guest Apocrypha indices exceeded the capacity of the
individual pages, they are now presented in full on a separate
Berlinerwerke Apocrypha Index (including the
Guest Apocrypha Index).
(03 Oct 06)
Before I start, I should note that all this started with a secret project that is still unfinished and the next major development of the Berlinerwerke was their fabled DDP45:
For more about her and her family, see my EMD page.
CP/MLW/BW Super Selkirk 2-10-10-4
(03 Feb 06)
The Canadian Pacific wanted a super-powered drag freight loco for the eastern
foothills of the Rockies and asked Montreal Locomotive Works to build one.
MLW, in turn, called on the BW and George Ersatz. One requirement
was to use CP surplus; Ira found that there were some T-1c 2-10-4 Selkirks
available and came up with this monster 2-10-10-4, the TT-1 Selkirk II
(Super Selkirk):
02 Feb 06 image by and © 2006 S. Berliner, III, after J. Bélanger
on J. Moldover's "Railroad Paint Shop" - all rights reserved)
[Thumbnailed image - click on the picture for a larger image.]
[This image is based on the outstanding work of Jacques Bélanger on
Joshua Moldover's
"The Railroad Paintshop"; I am
unable to contact Jacques.]
Lengthening the T-1a Selkirk firebox and main courses, putting two chassis
together, and making a giant tender out of old ones (on 8-wheel trucks)
resulted in a perfect solution. To keep the semi-streamlined look, Ira
put the front of the walkways on the pilot. When the CP dieselized, the
unit went to the Ferrocarriles de Coulońesantos, where it is still running as far
as I know.
CP/MLW/BW Super Selkirk 2-10-10-6
(03 Feb 06)
The Canadian Pacific then asked MLW for a bigger firebox to match the drafting
capability of that giant boiler, so they turned to the BW and George Ersatz once
again. Ira easily came up with another monster, the 2-10-10-6 TT-1a
Selkirk III (Super Selkirk):
02 Feb 06 image by and © 2006 S. Berliner, III, after J. Bélanger
on J. Moldover's "Railroad Paint Shop" - all rights reserved)
[Thumbnailed image - click on the picture for a larger image.]
[This image is also based on the outstanding work of Jacques Bélanger on
Joshua Moldover's
"The Railroad Paintshop".]
Lengthening the TT-1 Super Selkirk firebox and fitting a heavy 6-wheel trailing truck
did the trick.
Well, Karen Parker sent me this supposed "photo" of the Super Selkirk and,
while it is a beautiful job, it is NOT the TT-1 but a Canadian Pacific stylist's
rendering, showing a lengthened boiler front and a stream-styled single stack
and steam dome:
(05 Feb 06)
04 Feb 06 image by K. Parker - all rights reserved)
There's no way that could ever have worked; that bullet nose would have hung
half-way across the next track any time such a beast was on an inner track on
a multi-track curve! Now, that set me to thinking, though, and I tasked
the BW Art Dept. to look for the original photo and, sure enough (they never
seem to fail me), here it is:
(05 Feb 06)
04 Feb 06 image by S. Berliner, III after ('way after!) K. Parker - all rights reserved)
However, don't let all this fooferaw get to you; there's much worse to come!
CP/BW Super Duper Selkirk (Auld Kirk) 2-4-6-8-10-12
(05 Feb 06)
With all those Selkirks sitting around around and the TT-1a languishing after
being displaced by multipled diesels on long-distance freights, CP Motive
Power was wondering if the BW could do anything with that expensive boiler
and all that running gear that would help them out on twisty branch line work
where the 10-drivered lead engines just couldn't hack it. George threw
the problem to Ira the way you throw a bone to a dog and he responded
quickly and impressively. Knowing of the CP's interest in the
Pennsy Multiplex - the fabled Wopsononock Class YNOT
2-4-6-8-10-12, Ira found that one would just fit under the Super Selkirk and,
using some of the surplus Selkirks and their tenders, he came up with an
absolutely-unbelievable loco, the enormous Z-1 Super Duper Selkirk,
which the old Scots in Motive Power quickly dubbed the "Auld Kirk" for its use
of so much old Selkirk equipment:
04 Feb 06 image by and © 2006 S. Berliner, III, after J. Bélanger
on J. Moldover's "Railroad Paint Shop" - all rights reserved)
[Thumbnailed image - click on the picture for a VERY much larger image,
which will require quite a bit of horizontal scrolling!]
[This image is also based on the outstanding work of Jacques Bélanger on
Joshua Moldover's
"The Railroad Paintshop".]
Ira stuck a wide-beam headlight in the middle of the front walkway on the pilot
where the articulation of the lead engine truck gave the effect of a steerable
headlight without the mechanism and complexity (CP Maintenance liked that)
and dispensed with a trailing idler truck since the loco was rarely ever backed
down (and never at speed) except to couple on to a train; switchers
made up all the trains for long-haul work. MLW (ALCo) lateral-motion
gear eased the 5-axles through curves and pointwork. The weight of the
huge oil tender (cobbered up from two old Selkirk tenders) was carried on the
10-wheel engine truck, with the weight of the cylinder and saddle partially
offset onto the rear of the 8-wheel engine truck. Using the old Multiplex
trick of having a canteen to automatically pump liquid into the trailing engine
cistern kept the level (and thus the traction of that engine) constant.
However, since the cistern and the canteen were both for fuel oil, Ira gave the
beast lots of water by the simple expedient of grafting four old Selkirk tenders
together to create a huge water canteen; both canteens were
semi-permanently coupled together and to the cistern/rear engine.
The Auld Kirk was quite a sight snaking through branch line reverse curves!
PRR/Baldwin/BW 8-8-8-8 Duplexii
(05 Feb 06)
Dennis Becker, who is a great fan (no pun intended) of the Pennsy S2 turbine,
asked me about the PRR's gigantic S1x 8-8-8-8 Duplex and I misunderstood,
assuming automatically that he meant the S2x 8-8-8-8-8 Duplex Turbine.
Sure enough, the BW files disgorged PRR class drawings of both locos:
07 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
09 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
No streamling or streamstyling for these babies, though; both were styled
after the well-received S2 turbine, functional, elegant, and accessible!
Dennis thought these ran into Penn Station but they could never have fit
through the Hudson or Steinway tunnels; they had to come into Sunnyside
yard by running up the Hudson on trackage rights and then down across the
Hellgate Bridge on the NY Connecting RR .
However, in order to reach Manhattan when the tunnels were expanded
(which never came to pass), all eight axles on their enormous tenders were
fitted with traction motors and third rail shoes so they could come in from
Manhattan Transfer and on to Sunnyside under their own "steam" (deliberate
pun) without violating NY City's anti-smoke ordinances.
Both these designs relied VERY heavily on Ira's licensed adaptation of the
ALCo lateral motion gear, giving extremes of curving capability on such
incredibly long rigid wheelbases.
Dennis had heard that, instead of having a round boiler, the S1x had a much
flatter profile. The firebox was called a Beltrio (compaired to a Belpaire)
and the loco had a side exhaust ("ck" standing for "cocked Kiesel") and a
forward mounted cab that was so low, the engineer felt like he was dragging
his butt on the ties (who knows, maybe he was!). Damn! All that
secondhand smoke must really getting to Dennis.... ! That was definitely
NOT the S1x; the BW Art Dept. is checking the files even as we speak for the
S1ck, the actual unit to which Dennis referred.
Aha! They found it! It's WEIRD; you can look right into the four
Kiesel star-shaped exhaust nozzles! I sure wouldn't want to be a
Pennsy track-walker caught up on a tunnel walkway or in a pass-by on the
right (wrong!) side of the loco as it blasted by in one of the tunnels. But,
once the S1ck was equipped with tender traction motors* and third-rail shoes,
that problem became a moot point:
07 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
It had a full height cab, though, riding atop the air compressor housing.
The loco was an oil-fired unit and that system that George had devised for the
PRR/BW T3 Shark, with a color video
camera with a quartz lens shield to monitor firing in the firebox on a color TV
screen at the fireman's station in the forward cab, as well as automatic remote
sanding of the fliues, was applied to this loco with the same outstanding results.
Maintenance of the boiler was expedited by the simple expedient of hinging the
forward cab to give full access to the boiler front.
There is absolutely no question whatsoever that the unit Dennis had in mind
was one S1ck loco!
PRR Motive Power, which had been looking into the diesel-pneumatic
(or diesel-compressed air) concept pioneered (most unfortunately) by Krupp
on the Lomonosoff principle, in which a diesel runs a huge compressor which
sends compressed air to the cylinders of a steam engine, asked Baldwin if
they could build such. BLW turned to the BW for help just when the
S1ck was finally ready to be scrapped with a bad boiler and the result was the
incredibly-strange marriage of left-over Baldwin Centipede components on the
S1ck chassis, resulting in the class S1dp (Diesel-Pneumatic):
09 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
When Pennsy Marketing saw that flat front, like on the original SP cab-forwards,
they threw a hissy-fit, so BLW and the BW scrambled to revise the nose with
readily available Centipede components with this startling result:
(09 Feb 06)
09 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
I'd completekly forgotten about this but the BW Art Dept. found a later revision to the
S1dp class drawing which reminded me. The rebuilt S1dp hadn't been out on
the road very long with the Centipede cab when a runaway flat loaded with depleted
uranium slabs clobbered her; the damage to the front end from the impact was
minimal but the slabs cut loose and smashed the cab beyond repair. The only
cab readily available at Baldwin was from a Shark and the only metal shop that could
stretch and shrink already-assembled sheet metal to fit a new cab to the existing
body was up at Elmer B. Fuddle's place in West Thudpucker, Rhode Island. He
fiddled around some and came up with this:
(10 Feb 06)
10 Feb 06 image by and © 2006 S. Berliner, III - all rights reserved)
[Thumbnailed image - click on the picture for a larger image]
Coincidentally, Dennis says he saw her there then (how could he NOT - she's bigger
than the whole state!).
The Germans didn't like the Diesel-Pneumatics, the Russians didn't like them,
and (surprise!) neither did the Pennsy.
[* - Does anyone know a recipe for tender traction motors?]
{Stay tuned!}
[See also the HO (1:87.1) Berlinerwerke saga or the Z
(1:220) Berlinerwerke-Z saga.]
I always wondered at the incredibly tight security at the Berlinerwerke during WWII;
now it can be told! See, for starters, the wild site of Sig Case,
Rails to the Stars - Steam in Space, files from the National Aeronautics and
Steam Administration and the tie-in to the Berlinerwerke V1 on
Apocrypha Page 2.
See also the HO (1:87.1) Berlinerwerke saga or the Z (1:220) Berlinerwerke-Z saga
and Berlinerwerke Guest Apocrypha (for taller tales?):
NORTHEAST CORRIDOR FREIGHT ENGINES.
LEWELLEN NORTHERN GARRATTS.
CSXT AC100CBW and NSC CB100W-10 10,000 horsepower locos!
Also, see the fabled BW DDP45 and other EMD engines EMD may never have dreamed of!
Because the Apocrypha and Guest Apocrypha indices exceeded the capacity of the
individual pages, they are now presented in full on a separate
Berlinerwerke Apocrypha Index (including the
Guest Apocrypha Index).
(03 Oct 06)
If you like this sort of nonsense, take a gander at Jim Wells' incredible 
and at the AW NUTS Magazine site, "A Publication of the A.W. N.U.T.S. Garden Railway Society".
If you are air-minded (take that as you choose), you must see the Lion Air site! I'd be Lion if I didn't warn you to keep your tongue in your cheek on this one!
Take your tongue out of your cheek and visit D. Dickens' The Patiala State Monorail Tramway site; whooie (and it's for real)!
THUMBS UP!
THUMBS UP! - Support your local police, fire, and emergency personnel!
S. Berliner, III
To contact S. Berliner, III, please click here.
of this series of Berlinerwerke Apocrypha pages.
© Copyright S. Berliner, III -
2006
- All rights reserved.
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