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The other piping, the air system, is not as critical as that piping which carries steam be it is
important to inspect the piping carefuJly. Also the receivers will need to be inspected and tested.
It is standard procedure to hydrostatically test the air receivers to 150% of their working pressure
• and to pound on the tanks with a two-pound ball peen hammer (the peen end) on a two inch grid

with the intention of cru.~hing or otherwise damaging the tank. Although this is a crude method
and not subject to unifonnity it has been used for years by the rail roads for years. (The actual
• · text of the rule makes note that the weight of the hammer is to be increased in weight in

increments based on the thickness of the tank over some thickness in 16ths of an inch. Ignore this
for all practical purposes.) The bottom of the tank is the area that is most susceptible to corrosion
0 as that is where condensation will colJect. Jf there is any doubt in your mind as to the integrity of

the tank then resort to the ultra.~nic thickness test. Stencil the tank with the test date and
pressure upon completion ofinspection. I believe that in California air tanks are controlled by the
0 same laws that boilers are and require state certification. It would be prudent to look into this
matter.

0 At the time of assembly it will be necessary to lap in all ground joints. Assemble both ends of the
piping no more then hand tight and when the pipe is comfortably in place tighten both ends well.
It is often of benefit to apply a thin coat of oil and graphite to the mating surf aces and thread~ of
0 couplings as this allows the joint to find it's final location more easily. The compound is not a
joint sealing compound though and if the joint leaks in service it may be necessary to reposition
or re-bend the pipe.
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Care should be taken with pipe fitting and application of pipes as a leak can be a nuisance as well
as a danger. Care must be taken in assessment of the existing piping and it is far better to replace
0 a marginal pipe than re-use il

Before the final assembly of the piping h will be necessary to apply lagging and jacketing as wen
as the cab, running boards, air pump. domes, and sundry. These components require cosmetic
attention and arc well within your capacity to evaluate.

The engine brakes will require cleaning and perhaps new cups. The levers and thcfr bearing
surfaces need to be inspected and cleaned. Check the linkage for cracks and defects. The brake
shoes may need to be replaced and are available from several sources. It is important that the
shoes hang true to the tread of the drivers.
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l t The tender can be considered in several stages. That is the trucks. the brake system. the frame,
l the w~r tank, the oil tank, and the appliances.
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L Clean and inspect the trucks. Clean out the journal boxes and repack. It would be prudent to pull
the brasse.~ and ensure that there is a good babbitt surface intact on the brass. Inspect the trucks
for defects and repair as necessary. Inspect the brake rigging and apply new shoes as needed.
Take down the triple valve and clean it. This is something that you can do in house. Inspect the
receiver and hydro.

Clean. inspect, repair as indicated and paint the frame. Inspect the grab irons and draft gear.

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