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THE INDIA RUBBER WORLD 



August 1. 1921 



TIRE FACTORY REPAIR SCHOOL 



An advantage that tire-repair concerns in the Southwest ap- 

 preciate is the training school conducted by the Goodyear com- 

 pany at its works in Los Angeles and now about a year in op- 

 eration. Such excellent training do the students receive that 

 thej- find good-paying jobs without trouble. Tuition is entirely 

 free, and the minimum course is three weeks, in which time the 



Tire Repair School in the GoonvE.AR F.\ctory at Los Angeles. 



NEW TYPE REMOVABLE TRACK UTILIZES RUBBER BELTING 

 Previous attempts to use caterpillar tracks have been ordinarily 

 confined to low-speed agricultural purposes, where high speeds 

 were diflScuIt to maintain, due to wear upon the track itself. A 

 type recently developed has attained a nia.ximuni rate of 37 miles 

 an hour on good roads, the highest speed, so far as is known, 

 yet reached by a track-laying type of vehicle. 



The equipment was developed for the Tank, Tractor and Trailer 

 Division of the Ordnance Department, Washington, D. C, by 

 A. M. Chase, who is in charge of its Syracuse engineering office. 

 In this new device, for use with a Ford car, each track consists 

 of two rubberized fabric belts which are connected by steel 

 stampings riveted to the belts, the ends of the stampings being 

 turned over to form a guide into which the tires fit. 



In addition to the regular wheels of the car there are provided 

 four extra ones, two on each side, of the same size as the regular 

 wheels and located between the front and rear regular wheels. 

 These extra wheels serve as carriers, the track under the regular 

 wheels being normally off the ground. Standard regular 3}^-inch 

 pneumatic tires are used, and after 1,300 miles of operation, under 

 conditions which would have damaged the tires of a regular Ford 

 car, the tires and fabric track appeared in excellent condition. 

 For travel in deep snow, over plowed ground or in deep mud, a 

 commercial auxiliary transmission, which doubles the gear reduc- 



students learn how tires are made, why they get damaged, the 

 use of tools and repair material, how to fix sand-boils and tread- 

 cuts, how to do lay-back repairs, mend blow-outs, fix injured 

 beads and sidewalls, do retreading, relining, tube and casing 

 sectional repair, how to handle cord tires, how to manage a 

 vulcanizing apparatus, etc., practical working conditions in a 

 first-class repair shop being fairly duplicated. 



The aim of the manager of the school. J. R. Wells, is to fit 

 the graduates not only for employment with others but also to 

 set up business for themselves. Gasses start every Monday 

 morning, and the enrollment is steadily increasing, many of the 

 pupils coming from several hundred miles distant, and the major- 

 ity attaining remarkable proficiency in a veo' short time. 



THE GREGORY TIRE & RUBBER CO., LIMITED 



The Gregory Tire & Rubber Co., Limited, X'ancouver, British 

 Columbia, sends a most optimistic report regarding its new 

 plant, where the demand is ahead of the production. 



Plant of The Gregory Tire & Rubber Co., Limited 



The city of Vancouver presents an encouraging field for the 

 automobile dealer or manufacturer, as the city ranks second 

 among Canadian towns for the number of cars used, while the 

 climate permits the running of cars the year round. 



A note regarding the new Gregory plant, with the names of 

 the officials of the company, appeared in The India Rubber 

 World, May 1, 1921. 



The Chase Caterimi.lar Track 



tion, is introduced in the drive-shaft, directly in front of the rear 

 axle housing. For operation on improved roads the regular Ford 

 ratios are used. — Automotive Industries. 



FULL TIRE INFLATION IMPORTANT IN SUMMER 

 Tires ?hoiil(l l.c inllated to tlic same recommended pressure 

 in summer as in winter. The expansion of the air in tires, even 

 in the hottest weather, is so slight that it should be entirely dis- 

 regarded. Experience shows that most of the heat generated 

 in a tire is due to the internal friction of constant flexing, and 

 increases with the degree of underinflation. By reducing pres- 

 sures, the increased flexing of the tire creates the very condition 

 which the car owner wishes to guard against. 



A test made on a S-inch cord tire run at 30 miles an hour for 

 two hours at the standard 70 pounds air pressure, with the tem- 

 perature of the air 62.6 degrees F., increased the temperature of 

 the tire to 86 degrees and the pressure to only 75 pounds. For 

 23 degrees increase in temperature, pressure increased only 5 

 pounds. To obtain an increa.se of 15 pounds pressure, it would 

 be necessary to have a temperature increase of 70 degrees over 

 normal. This, of course, is improbable and clearly proves that 

 the motorist has little to fear from increased temperature. Other 

 tests have shown that it is possible to double this increase in 

 temperature by cutting the normal inflation pressure in half. 



