Earl notes the Baldwin specs for the K-36 class provided for operation through 26 degree curves, others on this fourm and elsewhere have commented on the operational difficulties when the D&SNG began operating K-36 class locomotives on the Silverton branch. Was Baldwin being overly optimistic in what they promised, or were the problems due to clearance in cuts on curves, and the degree (or lack of) superelevation on the curves?
Likewise, a quick check of D&RGW profiles shows that the tightest main line curves were on the Marshall Pass. The 1947 profile shows maximum curvature of 25 degrees, 30 minutes between Marshall Pass and Shavano (water tank). Twenty-four degree curves are shown as maximum curvature on significant parts of Marshall Pass, and the Monarch Branch. On the Silverton branch, the 24 degree maximum curvature is shown on the profile as between Hermosa and Cascade. On the Alamosa - Chama portion of the line, the profile gives 20 degrees as the maximum curvature, between Big Horn and Chama. West of Chama the maximum curvature was 24 degrees, between Monero and Amargo. Elsewhere between Chama and Durango, 20 degrees was the maximum.
The K-37 class was regularly used on Marshall Pass. In theory, of all this data is correct, the K-37 class should have been satisfactory on the D&SNG, but they found it less than ideal. Comments from the men who were there?
In any event this has been an interesting series of postings. Easy to see why the D&SNG might not be too excited about acquiring EBT mikes, if they were designed to run around 19 degree curves.
Charlie Mutschler
