Андрей Рожков написал:

Оригинальное сообщение #113260
Факты в студию!

В смысле?

Андрей Рожков написал:

Оригинальное сообщение #113308
Не могли бы Вы вложить этот материал на форуме?

Примерное изложение куска из статьи я дал; или вы полагаете, что не лучшего качества фотография страницы на французском даст больше?
Ну, ловите.

Спасибо!

Kimsky написал:

Оригинальное сообщение #113630
К слову, ниже там приводилось мнение, что тонкотрубные котлы - во всяком случае Норманы и Гюйо - в отличие от толстотрубных, в случае разрыва трубок было крайне трудно отремонтировать на корабле. В принципе - хотя это уже и мое домысливание - это и могло повлиять на мнение тех механиков, с которыми советовался Пеллетэн.

можно ещё вспомнить слова механика Олега, из которых следует, что для корабля с Норманами проблематично двигаться невысокой скоростью.

Тогда уж позволю себе привести главу из Джейна "Британский линейный флот":

http://www.archive.org/details/britishbattlefle02jane

THE BATTLE OF THE BOILERS.

Owing to favourable reports of their use in the French Navy, Belleville boilers were in 1895 experimentally fitted to the Sharpshooter, torpedo gunboat ; but the
decision to adopt them in large ships was taken from French rather than any British experience. Trouble and failure were freely predicted. With the result frequently attending lugubrious predictions, very little trouble has ever been experienced with any type and then only in the very early stage when the water-tube boiler was an almost unknown curiosity to the engine-room staff.

The chief advantages claimed for Belleville boilers were the higher working pressures, economy in maintenance and fuel consumption, saving of weight, rapid steam raising, and great facility for repairs.

The Belleville was the first water-tube boiler to come into prominence ; other types, however, soon appeared. In the period 1895-98, torpedo gunboats were experimentally fitted as follows : — Sharpshooter, Belleville ; Sheldrake, Babcoсk ; Seagull, Niclausse ; Spanker, Du Temple ; Salamander, Mumford ; Speedy,
Thornycroft — these three last being of the small tube type. Other existing types were the Yarrow, White-Foster, Normand, Reed, Blechynden, all these being of
the small tube type also, and regarded as suitable for small craft only.*

(* The largo tube Yarrow, now so general, did not appear till at a later dato.)

In the matter of big ships, so far as the British Navy was concerned, " water-tube boiler " for some years meant Bellevilles only, whence it came that in the
insensate " Battle of the Boilers," which presently broke out, Bellevilles were the main object of attack in Parliament and elsewhere. Actually, of course, the
whole principle was in the melting pot. All the elements opposed to change in any form rallied to the attack, led on and influenced in some cases by those whose interests were bound up with the old style cylindrical boilers. It was all over again the old story of the fight for the retention of the paddle against the screw propeller, with an equal disregard for facts.

Unfortunately the party of progress played somewhat into the hands of the reactionaries. In fitting the Belleville type only, they had not much alternative, other
types being then in a less forward state. The error made was that in the wholesale adoption of a new type of steam generator, requiring twice the skill and intelligence necessary for the old type, it was practically impossible to train quickly enough a sufficiency of engineers and stokers. Hence troubles soon arose. An even greater error was that the boilers were mostly built in England to the French specifications, without, in many cases, sufficient experienced supervision ; and minor " improvements," such as fusible plugs and restricting regulations, were introduced by more or less amateur Admiralty authorities — which also produced trouble.

For example, French practice had taught that adding lime to the feed water was desirable ; but in many British ships this rule was ignored. Again, one
Belleville essential was to throw on coal in very small quantities at a time, in contradistinction to the old cylindrical practice in which shovelling on enormous
quantities of coal was the recipe for increased speed. This feature was often disregarded.

The Belleville, ever a complicated and delicate mechanism, if its full efficiency is to be secured, was a worse boiler for the experiments than many of the simpler
types of to-day would have been. But no water-tube boiler of any type would have stood any chance of success against the opposition. There were some terrible
times in the boiler rooms in those days. One or two  ships whose chief engineers had been specially trained in France secured marvellous results, usually by ignoring Admiralty improvements and regulations.* But for one success there were many early failures.

(* Comparatively recently a ship — best left unnamed — made wonderful speed. With a new Engineer Commander she suddenly lost 25 per cent, of her horse-power. The newcomer was rather inexperienced in the type, and closely followed Admiralty regulations. Presently the ship recovered her power — he had given up following the book ! It is only fair to say that the restrictive regulations of the Admiralty were mostly forced upon them by people ashore, who probably had not even a nodding acquaintance with the engine-room of a warship, or warship requirements.)

The agitation triumphed to the extent of a Committee of Inquiry being appointed. An interim report of this Committee made a scape-goat of the Belleville, to the extent of recommending that no more should be fitted. But the victory of the retrogrades ended there. A species of compromise with pubhc opinion inflamed
against the water-tube system was temporarily adopted, and absurd mixed installations of cylindrical and water-tube boilers were fitted to some ships. Four large tube types were selected as substitutes for Bellevilles, the Niclausse, Durr (a German variant of the Niclausse), the Babcock and Wilcox, and the Yarrow large tube.

It may approximately be said that every water-tube boiler is a species of compromise between facility for rapid repair on board ship and complication, and the
need of great care in using and working. It is usual to put the Belleville at one end of this scale and the Yarrow (large tube) at the other, this last boiler now requiring little, if any, more care than the old type of cylindrical.

In the course of comparatively short experiments, both the Niclausse and the Diirr were found to possess most of the alleged deficiencies of the Belleville without
its advantages ; and it was decided to fit all future types of largo ships with the Babcock and Yarrow types only. The absurd mixture of cylindrical and water-tube boilers  was wiselv done away with. Curiously enough, the Belleville boiler, once the agitation liad ceased, also ceased to be troublesome. This was no doubt due to the increased experience which had been gained in the interim.

Both the Babcock and Yarrow boilers have been immensely improved since the days when they were first brought out. Something of the same sort is, of course,
true of all the standard types, and there is to-day hardly any question as to which of them may be the best or worst. Each type has some special advantage of
its own, and in no case, probably, is that advantage sufficiently pronounced to render any one type absolutely the best. When adopted by the Admiralty the Belleville was certainly the best water-tube boiler available. Had it been persisted in and not " improved " by amateurs it would probably have done quite as well
as any type adopted to-day. The real issue was mainly not one of type, but of principle. That principle was the water-tube boiler as opposed to the old type cylindrical.

Прошу прощения за английский, но столько перевести мне не под силу сразу, текст же интересный, а гугл есть сейчас почти у каждого.

Krom Kruah написал:

Оригинальное сообщение #113655
можно ещё вспомнить слова механика Олега, из которых следует, что для корабля с Норманами проблематично двигаться невысокой скоростью.

Ну да, "огромное количество сжигаемого на малых ходах топлива" тут тоже поминается

vov написал:

Оригинальное сообщение #114033
Так что, французы оказались здесь почти в передовиках.

По факту - могли оказаться в еще больших передовиках... но и тут Пеллетэн отметился.