78 



THE INDIA RUBBER WORLD 



[November 1, 1911. 



NON-SKID FOR SOLID TIRES. 



THE solid tire, particularly on heavy road trucks, is just as 

 likely to skid as the pneumatic, and oftentimes with disas- 

 trous results. Quite a variety of non-skidding devices have 



been brought out 

 in Europe, particu- 

 larly in Germany. 

 For heavy non-skid 

 devices applicable 

 both to light and 

 heavy motor trucks, 

 one of the first to 

 appear was the Sau- 

 rer, which is used 

 in connection with 

 twin tires. It is ex- 

 ceedingly simple, a 

 chain passing around 

 in the groove be- 

 tween the tires, and 

 carrying on the al- 

 The Taylor Truck Tire Grip. ternate links trans- 



verse steel bars which have ridged outer faces. The under- 

 sides, however, that come in contact with the tire are smooth 

 and flat. The chain can be applied easily and quickly, and it is 

 said, does not in any way injure the tire. 



Another type, this time the invention of an American, con- 

 sists of flat strips of iron bent over the tire and secured by 

 anchor rings. This 

 is practically a flat 

 chain made up of 

 short links. This non- 

 skid hugs the tire very 

 closely, and while it is 

 fle.xible and easily ap- 

 plied does not slip, 

 nor does it cut into the 

 tire when in use. It 

 is the invention of 

 Leonard B. Gaylor, 

 Stamford, Connecticut. 

 There are many other 

 devices, such as, for 

 example, the lion grip, 

 of which there are three 

 sections that attach at 

 equal distance around 

 the periphery of the 

 wheel and held in 

 place by bolts. There 

 is also the drag-on non- 

 skid device which is 

 not dissimilar to that 



INTERESTING FACTS ABOUT TIRES. 



Germ.\n Non-Skid B.^nd for Solid 

 Rubber Tires. 



furnished by the Saurer Company. 



The great rubber manufacturers who go largely into solid tires 

 are also producing special treads that are being supplied to a 

 considerable degree. 



Crude Rubber and Buffalo Skins. — A report from an Amer- 

 ican consular officer in Spain states that he has received a letter 

 from a local business man requesting the names of American ex- 

 porters or dealers in crude rubber for use in manufacturing rub- 

 ber goods. He desires to import this article, and is also in the 

 market for buff'alo skins. Correspondence should be in Spanish. 



<«'T'HE Automobile" recently sent out a circular to the tire 

 •*■ manufacturers asking 26 different questions. Here are 

 some of the more important of them, together with the answers 

 given by the B. F. Goodrich Company, and others : 



The question, "What is the proportion by weight of rubber in 

 tires?" is answered by the statement that it is 75 per cent. "The 

 proportion by weight of cotton fabric" is given as 25 per cent. 

 "What is the effect of speed rather than weight on tire life?" 

 is answered as follows : "Excessive speed undoubtedly destroys 

 more tires than excessive weight ; that is, we believe that con- 

 tinuous high speed is more of a detriment to tire life than large 

 weights carried at a very slow speed." Another manufacturer 

 replies that if the tire is properly inflated it suffers more from 

 speed than from weight, but if it is not properly inflated, the 

 weight does rather more injury than the speed. "What is the 

 greatest abuse to which tires are being subjected at the present 

 time," is imanimously answered by most of the manufacturers 

 as being lack of proper inflation. 



"What is the effect of grease on floors on tire life?" brings 

 the reply, "Bound to rot the tire." There is a unanimity among 

 manufacturers on that point also. They seem to agree likewise 

 as to the affect of mud and water on tires, namely, that mud 

 and water do not seriously affect the tires, and that they last 

 longer in a moist atmosphere than in a very dry one. Answers 

 to the question "What is the effect of heat and cold on tire life?" 

 show that there is very little difference of opinion in that mat- 

 ter. Heat tends to soften the rubber and is more injurious than 

 cold, except extreme cold, which hardens the rubber and tends 

 to make it brittle. There seems also to be but one opinion as to 

 the extent of rim cutting, namely, that it is growing less and 

 less, and is no longer a feature of any great importance. 



DOES IT PAY TO REPAIR TIRES? 



AV/HETHER it pays to repair tires is a question that must be 

 ' ' answered in each individual case. New tires with slight 

 injuries certainly are worth repairing — badly worn tires with se- 

 vere injuries certainly are not. Affording some light on this 

 subject a table is given below showing the charges of one of 

 the repair garages in Greater New York. 



AUTOMOBILE TIRES AND TUBES REPAIRED AND VULCANIZED. 



The accepted authority on South American rubber— "The 

 Rubber Country of the Amazon," by Henry C. Pearson. 



SECTION REPAIRS. 



Two to Six Inches. 



25^-inch tire $2.50 4- inch tire $4 00 



3 " " 3.00 4^ " " 4.75 



3/ " " 3.50 5 " " 6.75 



When the repairs are over six inches, add the following prices 

 to the above : 



For 2j^-inch tires $.50 to $1.25 



" 3 " " 50 to 2.00 



" VA " " 75 to 2.75 



" 4 " " 1.00 to 4.00 



" PA " " 1.00 to 4.50 



" 5 " " 1.25 to 5.50 



Inner tube punctures from 35c. up. 



Valve bases, 7Sc. 



New valve, American, 90c. to $1.10, according to size. 



