The Clifton clarion., 1886-06-09
OFFICIAL COUNTY PAPER;

-A-NA V AA4SNutiutSIu tueTo IS ln motion (that is, the greater the number Of working joints or jour nals) the more the trouble from the spring or elasticity of the ma teriaf, the more the cran1pIng and binding of posts, which will multi ply the friction in a compound ra- tio Of the number and speed of the moving pieces.
 How then can this strong. slow moving power be converted into high speed with the least loss from friction? It has been seen that in the case of the wind as 6 power, a vessel smiling 'close by" or within six points of the wind, may run ten miles an hour with a wind that itself only moves at the rate of eight miles. Here the case of fife ton IS simplifed down to, first tue friction of the wind upon the can Vass, and second, the friction of the keel upon the water. These two items of friction are great-far greater than most people would at first imagine; but they are far less than the waste of power in the f. nest machinery man ever made. Wherefore, various and sundry at- tempts that have been made from time to time to make vessel travel by means Of a windmill driving a paddle or propeller, have all been jgnominious failures in speed or economy of power.
 Now, it is to be observed that the result spoken of n the case of 8 vessel sailing on a wind is attain- ed by simply making the line of draught be at such an angle in re- lation to the line of direction az shall compel the vessel to run fast to get out of the way of a slow coming wind.
 Let the steam engineer also 3D. ply his power n . similar manner; and make his line of draught lie at such an angle to his line of direc-
 ton as shall cause his vessel to run fast to give room for the movement of slow (and therefore possibly simple, durable and smooth run
 ning} machinery.
 h this matter tl9 marine engi-
 neer compares with his railroad
 brother as the boy skating on
 smooth ice compares with the boy
 running on land, for the railroad
 man with the present style of To- comot1ve must measure of mile by ) mile with his driving wheels, while } the marine engineer may, with ad- vantage, drive his boat ten miles,. while his machinery would run on ly seven.
 Overlooking and ignoring this principle costs many of our largest steamship companies very large
 sum, both in coal bills and repairs. No wonder our steamer-owners groan under their heavy burden while carrying near one-third of their expenses uselessly, either in vested in spare boats or wasting in their furnace fires.
 Fracture from Centrifugal Force.
 The bursting of a wheel makes
 a very interesting problem to to work out materially to
 agree with an accidental smash up
 of an emery wheel We hear of fy-wheels exploding. They broks
 all to pieces, smashed into atoms and few in every direction, simply
 because the centrifugal force has an outward tendency in every por- ti0n of the wheel, and must break
 across in every diameter within the
 revolving mass. Take chain of
 uniform strength, or a rope of
 equal size throughout its length, 1t would not be supposed that every
 link would give out at once, or that the rope would separate into it's
 integumental fbers, simply be-
 cause every thread and every link is strained to its utmost and is on the point of breaking. The instant that a fracture occurs in any part
 of the chain, every link is relieved of its strain. The breaking force has no means of being sustained for the remaining portion of the
 chain to receive tho same parting
 treatment 50 with the bursting of the wheel; the breaking strain is in the form Of a circle instead Of a straight line, as in a chain;
 and stands ready to part in any
 point in its circumference The
 emery wheel has every tendency
 to split into any number of radiaI
 diversions as in two or three equal
 parts. but the composition of a
 wheel of this kind, like everything oIcn LnO n ,,lnnn n dir;c;nn l;nn-