Mike and Howard:

Thank you both! Someone commented recently that restorations of this magnitude are going to become rare in the future, however I beg to differ. Restorations of this magnitude will become the norm, since all of the mechanical components have are moving further and further from their original construction date. Sharing as much as we can about the processes involved with these restorations will be critical in plan for future restoration and preservation.

Thank you,
Steve Piwowarski

Mike, thank you for the authoritative, if unofficial, update on Baldwin 26.

I wouldn't necessarily agree with you that this will become the norm in terms of restorations. Steamtown manages a restoration of this magnitude because they have the facilities and the resources to pull it off, but your average small preservation group, such as the CNJ 113 group, doesn't.

Taking the boiler off frame is the only way to fly with small locomotives if there is any kind of extensive boiler work in my opinion. NO you may not have to do it this way, but from the person working on it ,my perspective, I think this way is the way to go. Mr Bensman showed us in real time the positive attritbutes of this. Makes the boiler work much easier in most cases, at least for the boilermaker or mechanics helping. As stated, really helps the guys working on the running gear. Small locomotives do not have any extra room to work around when your under them trying to repair, restore or replace parts. It is heaven to work on a running gear without the boiler in place. Not to mention you then get a better look at what needs building up, straightening or replaceing.

Had to rework the jaws on a small 50 ton locomotive by welding and grinding. While it is kind of trained monkey work, it wasn't too bad as you had all sorts of room to manuever around while working. Had the boiler been in place you would of had to have been hunched over the whole time. Just one of many advantages of removing the boiler on small locomotives. Most of your frame bolts are of tapered design, often they need replacing. To drill them out or remove by what ever means possible is so much easier without the boiler in the way. You may not have to remove the boiler to do these repairs, but it certainly has it's place sometimes. Great updates, please keep them coming. Cheers, John.

Mike,

I for one would like to know more about your BLW Olive Green paint; what brand are you using, what was the master color chip, is there a formula you can provide?

The orginal 1925 spec for our little BLW 2-6-2 #103 call for the same color.

Thanks,

Howard P.

Yes, 103 was also Olive Green with Gold, Style 291. 26 is trimmed with silver rather than gold. I believe we are using Dupont Centari on the 26. I will check a can for the code number on Monday when I get to the shop. Do you have the Baldwin Specification Sheet for your 103? It is in Volume 73 page 201 available from SMU DeGolyer library online.

Mike Tillger

Yes, we have the complete file of original documents from the S&C. Original BLW St. Louis regional office sales letter, specification folder, BLW Form 4, BLW invoice (Nov 7, 1925, $16,900, FOB Eddystone), Bill of Lading (south on own wheels on Nov 6, 1925), and the 1962 Bill of Lading (north on a SOU 50-ft flatcar).

Spec folder does show the Olive Green and Gold striping.

Thanks for looking up the Centari code; we should be able to get a good color card from that.

Howard P.