...So, here's my story (and I'm sticking with it): I went to Northeastern University from 1980 to 1984, as part of a 5 year Co-op program studying Chemical Engineering. Because I had scored so highly on my SATs, I thought I'd be a natural for such a career. By 1984, having repeated many classes, and fallen behind in even more, I knew I had been wrong.
In order to avoid paying for my student loans, since I had little prospect of a good paying job, I decided to join the Navy. I had originally intended to join the Navy ROTC program while in college, but there were some difficulties with that. Anyway, the recruiter, having seen my college background, thought I might make a good fit for the Naval Nuclear Power Training program. There was apparently a reward consideration involved for recruiters, if they could get viable candidates. So, I ended up passing the entrance exams, and getting in. By the time I went to Ballston Spa, though, having spent so many years just studying, I was burnt out and failed. There was a short stint of shore duty at New London, Conn. , Master at Arms for a men's restricted barracks, and then I was assigned to the USS Capodanno, FF 1043 as a machinist mate 3rd class... I was given a post in 'E' Division, maintaining the ship's engine.
So, what has all this to do with steam engines? Well, the Knox class frigates were the last ships of that size to have steam power plants. Which meant that they were often too slow for the duties they were intended for. However, they did have one advantage over the jet turbine escorts that would eventually replace them: a steam power plant is incredibly efficient. Burning a kerosine-like fuel, the boilers could generate 2400 psi steam, which is much more pressure than most commercial plants, at about 90% theoretical complete combustion, of which the majority is turned into mechanical work by the multi stage steam turbines. The largest, main steam turbine is the engine, and drives the propeller screw. But, the steam also drives the turbines for electrical generation. And, pressure stepped down by control valves, also provides heating for kitchen appliances, climate control, oil purification, and water desalination.
Every so often, the boilers failed. Usually, the auxiliary diesel engine is supposed to be started, to provide electricity for the fuel oil pumps. But, on the Capodanno, despite maintenance, our diesels always seemed to fail to start. We'd give it about three tries, then do something outside the manual.. as many of the largest and strongest of the crew that could be spared at that moment was herded to the auxiliary engine room, housing the electrical turbines, emergency batteries, and air conditioning equipment. It also housed the fuel oil pumps. We would each take turns hand cranking the fuel oil pump, having to maintain a vigorous, constant specified rate. Neither too fast, nor too slow. If you tired, you'd step back and let the next crewman take over, then go to the back of the line in case you'd be needed again. And the boiler room crew, when the fuel pressure was sufficient to atomize enough fuel in the burners, would light off. I'm not certain, but I believe that this practice was made part of the later manuals of boiler procedures.
After about 2 years on the Capodanno, I was so impressed with the steam turbine's efficiency and versatility, it's superiority in fuel consumption, that I often wondered why such a cycle wasn't used for more forms of transportation. You hardly saw commercial ships using such power plants. And couldn't it be adapted to, say, trains? It's not as if the steam plant isn't being used today, after all. Electrical power plants use a similar system, and the nuclear power plants merely replaced the boilers and fuel with a reactor core and pressurized water coolant heat exchange system.
Even so, the Navy no longer favors the old systems. They don't last forever and a day without refueling like a Nuclear power plant, nor are as fast or stealthy as the jet turbine craft being built today. I often hope to tour a museum ship, and inspect the engine rooms, to catch a last glimpse of the reliable, steady workhorse.
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