The Denver and Rio Grande Western K-37 is a class of 2-8-2 "Mikado" type narrow-gauge steam locomotives built by the D&RGW Burnham Shops. They were made by converting 10 standard gauge C-41 Consolidation locomotives onto new narrow gauge frames. The locomotives are of outside-frame design, with the driving wheels placed between the two chassis frames which support the boiler, but with the cylinders, driving rods, counterweights and valve gear on the outside. This general arrangement is shared with the earlier K-27, K-28 and K-36 Mikado type engines.
The locos worked out of Salida, Colorado to Gunnison, Colorado and up the Crested Butte Branch as well as the Monarch Branch. The locos also worked out of Alamosa, Colorado to Antonito over Cumbres Pass to Chama and on to Durango and the Farmington branch. Like the K-36s the locos were not permitted west of Gunnison or on the Silverton branch. However, the Silverton branch has since been upgraded to handle K-36s and K-37s. Three of the K-37s, Nos. 491, 493 and 499, were equipped with steam heat and signal lines so they could haul passenger trains like the San Juan Express and Shavano.
Of the eight preserved K-37s, locomotive #497 has operated on both the Durango and Silverton Narrow Gauge Railroad (D&SNG) in Durango, Colorado from 1984 to 1991 and on the Cumbres and Toltec Scenic Railroad (C&TSRR) in Chama, New Mexico from 1992 to 2002. In late 2002, #497 was taken out of service, and as of 2021, it currently sits inside the Chama roundhouse awaiting a future overhaul. In August 2014, locomotive #491 was restored to operating condition at the Colorado Railroad Museum (C.R.R.M.) and operated for the first time in public on Saturday, September 13, 2014 at the annual Thomas the Tank Engine event. A ticketed "roll out" was hosted on August 29, 2014. On May 4, 2016, the D&SNG, in cooperation with the Colorado Railroad Museum, transported locomotive #493 to Durango after resting in Silverton for almost 20 years with the plan of having the C.R.R.M. transport it to Golden, Colorado and have it restored as well. However, after plans with the C.R.R.M. fell through, the D&SNG decided to undertake the restoration of #493 themselves. In the restoration process of #493 however, the locomotive was converted to oil-firing, making it the first former D&RGW 2-8-2 to burn oil instead of coal, the next one being K-28 class #473. On January 24, 2020, #493 moved under its own power for the first time in over 50 years, making it the first D&RGW K-37 class since #497 to run on the D&SNG. #493 then ran its first revenue run on the D&SNG on February 14, 2020. As of February 16, 2022, it was announced that engines 492 and 497 are being evaluated to see which is more fit for restoration. It is unclear if the chosen locomotive will be converted to burn oil.
Recorded from C.R.R.M #491
While recorded from a K-37 2-8-2, this file can be used for smaller locomotives in many wheel arrangments.
Whistles:
CV163=0 C&TSR 463
CV163=1 DRGW 484
CV163=2 DRGW 488
CV163=3 DRGW 5-Chime 1
CV163=4 DRGW 5-Chime 2
CV163=5 DRGW 346
CV163=6 DRGW 484 #2
CV163=7 DRGW 488 #2
CV163=8 DRGW 491
CV163=9 DRGW 318
Bells:
CV164=0 DRGW 491 Bell
CV164=1 DRGW 346 Bell
CV164=2 DRGW 463 Bell
Brake Squeal:
CV165=0 Brake Squeal #1 Long
CV165=1 Brake Squeal #1 Short
CV165=2 Brake Squeal #2 Long
CV165=3 Brake Squeal #2 Short
Dynamos:
CV166=0 DRGW #191 Dynamo
CV166=1 K27 463 Dynamo
Air Pumps
CV167=0 Air Pump DRGW #491
Reversers
CV168=0 Johnson Bar
CV168=1 Power Reverse
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
S0840 - Release Notes
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V-2 R-2:
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- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-3 R-3:
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- fixed wrong sound slot 1 name