Happy New Year everyone. I read recently that the K37s used on the Denver & Rio Grande were standard gauge engines converted to narrow gauge maybe in the 1920s somewhere. I believe the #497 on the D&S is K37, right? Anyway, has anyone come across a picture or more of these locomotives pre-conversion to narrow gauge? I'm so used to seeing them ng, it would be interesting to see a photo otherwise. Also, what road used these engines while standard gauge? Who made the conversion, Baldwin? Any info is appreciated. Thanks. Seth

The K-37's were originally built as C-41 class standard-gauge 2-8-0's. A quick Google search turned up this page of D&RGW steam photos, indexed by locomotive class: http://ghostdepot.com/rg/rolling%20stock/locomotive/drgw1939roster.htm The C-41 class is about halfway down the page.

FYI,

K37 497 was restored by the D&S shops. the 497 was not liked on the Silverton and the Great Locomotive Swap with the C&TS occurred. The 497 is on the C&TS and K36 482 from the C&TS was moved to the D&S.

Later on, K37 499 from the D&S was traded to Canyon City for K36 486. K36's onn the D&S are 480, 481, 482, and 486.

K37's left on the D&S are 498 and 493. 493 and 498 (without tender) have been for sale for a few years The D&S does not really want them and the C&TS can not afford them and does not need them. C&TS has 492, 494, 495, and 497 in its stable. That makes the 493 and 498 a nice to have but not a got to have.

Doug

The K-37s were built using the boilers, tenders, and other components from C-41 Consolidations in the 1000 number series. The cylinders, frames, and running gear came from Baldwin, they did not use those parts from the Consolidations.

I couldn't tell from the photos referenced, but I seem to recall seeing a photo shot from the rear that shows the original standard gauge tender riding on the narrow gauge trucks. Indicating that the tenders weren't really cut back to a narrower width. But maybe I have that wrong and am thinking of some other class of locomotives.

Les

You're right. Only the trucks were changed, plus a "doghouse" for the head brakeman was added; otherwise, the tenders remained the same.

Nathan D. Holmes' website (http://www.drgw.net) has rosters for both the C-41s and the K-37s, including scrapping dates or current location/disposition.

497 wasn't too popular on the D&S because it was a rough riding locomotive (as were all K-37s) and it couldn't handle the curves above Rockwood very well, at least not at the same speed as the K-28s and K-36s (even though the track and bridges north of Rockwood had been upgraded and realigned specifically so the K-37s could run through to Silverton; K-37s never went beyond Rockwood when D&RGW still owned the Silverton Branch.).

C&TS doesn't want 493 or 498 because both locomotives aren't worth restoring even if it could afford them; the K-37s it already has are in better shape (either 494 or 495 have been mentioned as possible candidates for future restoration).

497 is currently stored serviceable at Chama; it needs new flues and a complete rebuild of its running gear.

The K37s had identical running gear to the K36s. The main differences were in the cylinder saddle (I think the C41 boiler was larger) and the firebox required a different type of trailing truck.

The tender and trucks are from the C41. The axles were machined to allow a gauge of 36" instead of 56.5". It is interesting to look under the tender of a K37 and compare it to a K36.

If I recall correctly, a couple of K37 driver sets are under the K36s. I also seem to recall that at one time or another some of the K37s side rods were used on hte K36s. A few years ago, there was a detailed discussion over at NGDF. It was before they had to change the forum's software.

As for the comment on 493 and 498, you are absolutely right. Other than getting a few spare parts (i.e. side rods) for the the remaining K37s, the C&TS does not need them.

493 and 498 have had most of their appliances removed by the D&S. I have equated in my mind that the restoration of the 493 would be like Knots Berry Farm reviving 464 in the 1970s - replacing almost everything. The 498 without tender would cost even more.

Why 498 ended up without a tender, there was a long thread on NGDF about tracing the K37 tenders and all the swaps in the 1950s and 1960s. Very confusing and interesting and I think it was also on the old software.

Doug

The C-41 boilers and fireboxes were a bit larger than those of the K-36s, so heavier trailing trucks and a different cylinder saddle were needed; otherwise the frames and running gear of both the K-36s and K-37s are the same.

Hmmm... I'd thought the tender trucks were the same (except that the wheelsets were regauged) but I wasn't too sure.

That's all they did, regauge the wheel sets. However unlike Z scale to G scale, Axles have a shoulder on them where the wheel casting is pressed on. This prevents a narrow gauge. To change from SG to NG, the shoulders for the wheels must be moved in to 36" gauge back to back dimension. Thus the need for re-machining the old axles.

Doug.