Double Header Narrow Gauge Steam Trains in Durango, Colorado: Trains on the Durango and Silverton RR

Located in the southwest corner of Colorado, the town of Durango is home to one of the most famous tourist railroads in the United States. The Durango and Silverton Narrow Gauge Railroad, running 45 miles between its namesake towns, is well-known for its spectacular scenery and historic fleet of steam and diesel locomotives. Each summer, steam and diesel trains depart Durango in the morning, and return in the late afternoon on a daily basis. It is common for two engines to double-head the morning steam train out of Durango, and this daily event draws people from across the country.
In this video, we'll spend 3 days in Durango to see the famous steam trains in action. We'll catch the daily departure of the double-header train to Silverton, as well as the return journey arriving in Durango. Be sure to check out my other videos on the narrow gauge diesel train at Durango, as well as a ride on the Cascade Canyon train, which runs halfway between Durango and Silverton.
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#trains #railfanning #durango #steamtrains #narrowgauge #durangocolorado
Filmed: June 24-June 26, 2023

[@nathancorcoran5347]

I have been to the Durango & Silverton Narrow Gauge Railroad back in July 3rd 2016 and June 2022.

[@West_Coast_Trains]

Cool!

[@bobkonradi1027]

The D&S has 8 operational steam locomotives, which makes it among the largest operators of steam locomotives in the U.S, by number. They have (3) K28 ALCOs, (4) K36 Baldwins, and (1) K37 Baldwin. With the exception of the K37 Baldwin, the remaining locos have all been in continuous operation for 98-100 years. The ALCOs were acquired by the (then) Denver and Rio Grande Western in 1923, for the Durango-to-Silverton freight runs. The K36s were acquired in 1925. The K37 is actually from about 1905, but was built as a standard gauge engine, converted to narrow gauge in the late 1920s- early 1930s. All locomotives are of 2-8-2 configuration. There is currently a conversion program underway, converting from coal to waste oil, for fire mitigation and other environmental purposes. Six have been converted, another is being converted at this time, and the final engine will be converted at a later date. The 9:00 steam train to Silverton is double-headed 99% of the time on the outbound run, due to some lengthy, steep grades. The helper is detached upon arriving at Silverton, and the return trip, being downhill most of the way, is handled by one engine. The railroad does have (3) DL-535 C-truck diesels, purchased from the White Pass and Yukon Railroad. They were purchased for yard and other miscellaneous work, but given that they're much more economical to operate, power the 8:15 train to Silverton. Because of their economical operating costs, there is a $10 discount per passenger. For a family of 4 (husband, wife and 2 kids) that's a savings of $40, which for a family with children, always helps. There is a 9:45 train, a shorter trip to Cascade Canyon for those with younger children with shorter attention spans, or for families wanting the steam train experience, but on a shorter trip. On an average day, there are 35-36 cars on the move between the three trains. The early train typically has 11 cars, the 9:00 train is limited to 15 cars due to turnaround wye restrictions at Silverton, and the 9:45 shorter trip has 9-11cars on an average day. Nearly all the enclosed cars are from 1881-1882, with many upgrades through the years.

[@markthomas6436]

Wow! I counted 15 cars. 😊

[@bobkonradi1027]

The 8:15 AM train usually has 11 cars, the 9:00 train usually has 15. The wye turnaround in Silverton can only accommodate 15 cars. Both go to Silverton. The 8:15 train is twin diesel powered, and because diesels are less expensive to operate, passengers are given a $10. discount per passenger. For a family of 4 (husband, wife and two kids) it is a savings of $40. The 9:45 train normally has 9-10 cars, and is a shorter trip, to Cascade Canyon. The shorter trip is for families who want the steam train experience but at a shorter time period. The D&S was totally steam-powered, coal fired until 2019, when the railroad bought 4 used narrow gauge diesels from the White Pass and Yukon railroad. They were originally purchased for yard work, and for miscellaneous purposes, but the engineering and sales people noticed they were much cheaper to operate, so a deal was worked out whereby one train per day would be diesel, with a discount. Eleven cars worth of people at $10 discount each amounts to a lot of savings for them, and the railroad has made it work to everybody's satisfaction. Starting in 2019, the D&S started converting over to waste oil for fuel, and now all but 2 of their 8 steamers run on oil. As mentioned, the road has 8 operating steamers, making it one of the largest (by number) operators of steamers in the U.S. All are of 2-8-2 configuration. There are 3 ALCOs, K28s, from 1923. There are 4 Baldwins, K36s, from 1925. One Baldwin was originally a standard gauge K50, from about 1906, but which was rebuilt into a narrow gauge K37 in the 1920s. All the engines other than the K37 have been in continuous operation all this time, 100 years for the K28s and 98 years for the K36s. The K37 was in storage for some years before being brought back on line. So, there are about 35-36 passenger cars on the move for any given day. A few other cars are always in the shop for some sort of maintenance, and a few others are kept "ready-to-go" but in reserve. Nearly every enclosed car dates from 1881 or 1882; they have been continuously updated, with air brakes, other modern features. One business car, the Nomad, was the very first passenger car in the U.S. to have an enclosed vestibule in its front, as modified by the D&RGW, and was displayed at some national fairs and railroad open houses in its early years.

[@markthomas6436]

Thanks for the detailed explanation! 😊