over fire jets. WAS External reducing valves

[NW Mailing List]

I believe the canisters on the outside are mufflers to reduce the extremely loud sound of the air being pulled into the firebox. 

Jim Stapleton 
Northernmost VA

> On Feb 13, 2019, at 11:41, NW Mailing List <nw-mailing-list at nwhs.org> wrote:
> 
> John, don’t know, but I doubt it.  What if a little dust was injected into the firebox, it was just sucked up the stack along with cinders and all.  Bud
>  
> From: NW Mailing List
> Sent: Tuesday, February 12, 2019 8:25 PM
> To: nw-mailing-list at nwhs.org
> Subject: RE: External reducing valves
>  
> Thanks Bud. Most helpful. Do you happen to know if the ‘cans’ hanging below each nozzle on the side of the firebox (S1a for example) were air intake filters?   John Garner
>  
> From: NW Mailing List [mailto:nw-mailing-list at nwhs.org] 
> Sent: Tuesday, February 12, 2019 6:51 PM
> To: NW Mailing List <nw-mailing-list at nwhs.org>
> Subject: Re: External reducing valves
>  
> John,
>  
> The jets were controlled from the cab.  The position of the jets were along the firebox side and were staggered so that a jet on one side was not exactly opposite the other side.  I don’t know about being adjustable, but they did use a steam nozzle that drew air in through an orifice using the venturi (spelling?) effect.  N&W only used overfire air jets on yard engines and if the exhaust and draft was heavy the jets would be off, and if the engine was halted or working with the light exhaust and draft, the engineer could turn the jets to get more complete combustion.
>  
> Hope this helps,
>  
> Bud Jeffries
>  
> From: NW Mailing List
> Sent: Tuesday, February 12, 2019 12:19 PM
> To: nw-mailing-list at nwhs.org
> Subject: RE: External reducing valves
>  
> Bud,  Can you briefly explain the operation of these jets? Were they automatic or controlled by crew? Was air flow adjustable or just on/off? Was steam used as the power source to achieve the necessary air flow?     Thanks,   John Garner
>  
> From: NW Mailing List [mailto:nw-mailing-list at nwhs.org] 
> Sent: Tuesday, February 12, 2019 10:29 AM
> To: NW Mailing List <nw-mailing-list at nwhs.org>
> Subject: Re: External reducing valves
>  
> N&W tested the use of overfire air jets for road service in 1944 with 2151.  With heavy exhaust creating very good draft in road service, the railway found that the jets gave no appreciable benefit.  Overfire air jets did find favor for use on locomotives in yard service where draft was much more sporadic and often not heavy.
>  
> Bud Jeffries
>  
> From: NW Mailing List
> Sent: Monday, February 11, 2019 4:54 PM
> To: NW Mailing List
> Subject: Re: External reducing valves
>  
> Speed didn’t have anything to do with the use of overfire air jets.  Rio Grande had some big Baldwin 4-6-6-4s with overfire jets.
>  
> Their function was to kill smoke by introducing air over the fire to more thoroughly burn the fuel.  The first tests of them on the N&W were on a Z-1a (1352) and a W-2 0-8-0 (if I recall correctly the 680).  The tests were done at Bluefield Yard; the catenary was in full view.  There are at least two N&W photographs of the test.  I don’t know the date, but it was before the electrification was done away with.
>  
> Ed King
>  
> From: NW Mailing List via NW-Mailing-List
> Sent: Monday, February 11, 2019 3:02 PM
> To: NW Mailing List
> Cc: NW Mailing List
> Subject: Re: External reducing valves
>  
> While on N&W steam : Most all the 0-8-0 switchers had over the fire air jets-- I'm guessing to aid in keeping a hot fire because of their slow mundane work vs the faster road locos had speed to help in firing. Is that the only reason for the jets ?  Ron Hash
> 
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