https://www.trains.com/trn/news-reviews ... ande-k-37/

"On Saturday, the two-state commission that oversees the Cumbres & Toltec Scenic Railroad voted to restore a Rio Grande K-37 2-8-2, returning that model to the 64-mile narrow gauge railroad for the first time since 2002 when No. 497 ended service. The railroad has both No. 497, restored to operation in 1984, and No. 492, which hasn’t steamed since the Rio Grande shut down regular freight operations on the narrow gauge in 1968.

C&TS President and Colorado Commissioner Scott Gibbs tells Trains News Wire that both locomotives will be evaluated to determine the best restoration candidate. The addition would give the railroad five large locomotives necessary to cover the regular schedule, engineer/fireman schools, and special events, he says. No timetable was established for the evaluation or overhaul."

I read that too! A few of us were joking by saying “fire up 492!” This summer when we were out there for the Victorian Iron Horse... looks like it might not be a joke!

3 K-37’s operating in the 2020’s? And they say preservation is dead :-p

This is really good news! I wonder which one is in better shape. Either way, it will be awesome to have another K-37 operating.

C&TS has five K-36's but 483 has been out of service for decades and seems untouchable, so if they need another big engine, it'll have to be a K-37.

Phil Mulligan

Slightly off topic but I believe appropriate...

Both the locomotives in question are more or less complete, and which ever one is rebuilt will be of the same style/approximate "Target" date... (except for possible oil firing) It is likely that this is no more than a 1472 inspection with other repairs as needed.

As such this is a repair or rehabilitation, not a restoration... Under Secretary of Interior's rules/guidelines, rehabilitation is much less invasive. Restoration calls for replacing lost elements. I may be nitpicking, but when applying for preservation grants this can be a significant issue.

Historical preservation professionals, particularly History Colorado, are very versed in Secretary of the Interior language, and not so much in steam locomotive language, and the wrong preservation term could affect their supporting grant requests.

For either of these locomotives it will be significantly more than a 1472 inspection with some repairs.

I would personally call this a restoration.

D.

Either k37 would be a major frame up project.

wonder why they haven't touched the 483?

Given the success that the D&S had in returning their K-37 to service, I would think that the C&TS would follow suit with whichever one (492 or 497) they choose to return to service. The D&S did quite a bit of boiler work to cure some old problems that the K-37's had with their staybolts. I would bet the C&TS follows suit on their rebuild.

I think because the C&TS receives funds from both Colorado and New Mexico, they have to keep the historic look of the RR as it was and are always aware of that whenever they tackle a rehab job, be it a building or one of their freight cars.

Hello,

On a slightly related note, recently my brother in law and my supervisor sent the two attached videos respectively in the same week.

Seeing the rotary in action on the C&TS is impressive, however the more modern Swiss version seemed to be struggling….then it occurred to me the Swiss version may have been self propelled.

There is something to be said for putting all the rotary’s boiler capacity into the fan! The C&TS will gain another heavy shover with the K-37! Did I hear them say the rotary needs two firemen? No surprise…..it’s wide open lifting the snow!

The ex D&RW K’s are serious machines!

Great news!

Regards,

Randy

https://m.youtube.com/watch?v=SzVJyQ4Jsk4

https://m.youtube.com/watch?time_contin ... e=emb_logo

And the verdict is in. D&RGW 492 is the K-37 that C&TS has chosen to restore. From their Facebook post:

"The 492 was moved from its isolated storage track onto an active track this week by the C&TS track crew. The track crew built a temporary connection from the stub track to the east shop lead track. The 492 was selected to return to service based on some preliminary ultrasonic inspections measurements on the boiler shell, and D&RGW documentation provided by the D&SNGRR that shows the locomotive received a new boiler in 1948. The locomotive operated until 1966. Over the past 53 years while on the C&TS, many parts were removed from this locomotive. When the asbestos abatement was performed many years ago, many more parts were removed and stored for a future cosmetic or operational restoration.

The locomotive boiler appears to be in good condition. If the D&RGW records are correct, this boiler is the newest one the C&TS owns. Last year we began the long process of ordering parts to return the 492 to service. On August 9th, we received the new eccentric rods for the valve gear. Over the next year we will receive a new set of main rods, side rods and valve gear components. We are in the process of sourcing all the required appliances such as air compressor, injectors, electric generator, mechanical and hydrostatic lubricators, and Economy firedoor. We recently had the 490’s whistle donated for use on the 492. We have been in discussions with three vendors to install flexible stay bolts to replace many of the rigid stays in this boiler much like the D&SNG RR did when they returned 493 to service a few years ago. The current plan is to use the 497’s tender behind the 492. We do not want to rob more parts from the 497 and if it becomes a commercial necessity to return the 497 to service in the future, we will rebuild the 492’s tender with a new cistern.

The locomotive needs the 1472 service day inspection, a full running gear overhaul to include the aforementioned new rods and valve gear, a new smokebox, and all the appliances. Once we remove the wheels we will determine if we need to replace the tires and driver boxes. Many people noticed the locomotive’s lead truck is missing. It was removed many years ago and placed under locomotive 497. The 497’s lead truck is located near where the 492 spent the last decade. The lead truck needs a complete rebuild, and a new axle and wheel set.

Our current plan is to return the 492 to service as a coal burning locomotive. When we replace the smokebox we are planning to install a Master Mechanic front end in the engine based on our recent success with the 488."

How will they make the main rods? They would be forged right? Guessing that would be sub contracted to a large machine firm etc.

"The locomotive received a new boiler in 1948". The K37's originally were built using the boilers off of standard gauge 2-8-0's. Was 492's "new boiler" a completely new boiler, or was it from a different standard gauge 2-8-0? If it was a new boiler, was it built by the D&RGW in its shops, or did it come from one of the locomotive builders, all of which were probably still in business in 1948?


Les

Kelly has noted several times, and British practice has involved, the use of machined 'billet' stock for reciprocating steam-locomotive rods, instead of forging and subsequent machining. I was nervous about this, but (unsurprisingly) the people doing it are aware of what parts of supplied plate should be used, how to cut them (I'd prefer waterjet cutting to plasma or flame on general principles) and how to finish-machine and treat to avoid stress raisers.

That's what I'd expect would be used for the rods on something the size of a K-37.

The rods C&TS is getting are being done through the Durango and Silvertons contract side. D&S began a program of rod replacement about 11 or 12 years ago that has included all rods for the k36/37 class included all side, main and valve motion rods. All are made from forgings, and CNC machined to finish. Currently about 50-60% of rods in use on the D&S have been built since 2011 or so, including main rods. They have worked exceptionally well and seen plenty hard of miles.
Randy B