CHAPTER VIII.

EVOLUTION OF THE TIRE.

At all times through the history of the art of cycle construction distinct efforts were made to decrease the vibration and to increase the velocity, and none of these efforts were successful with the exception of the pneumatic tire.

Indeed the pneumatic tire has been well described as being “the great marvel of bicycle making, both literally and figuratively, and the foundation upon which the modern bicycle rests.”

Spring forks, spring frames and springy saddles were at one bound replaced by it. Invented late in 1888 by John Dunlop, a veterinary surgeon of Belfast, Ireland, it was tested quietly for nearly a year in and around Belfast before being launched on the British and foreign cycle markets, and its success in 1889 and ’90 was so remarkable that it was regarded as the distinctive feature of the decade. The first pneumatic tires were received in this country in the fall of 1889 on some English bicycles. They were placed on a flat steel rim, were about 2 inches in diameter, and the outer shoe or cover had a heavy, thickened tread, and was fastened to the rim by two canvas flaps, which were slit to pass the spokes, thus completely enveloping the rim. The inner tube was a very heavy one, not nearly so resilient as those in use at the present time. The great features of this tire were, however, its strength and its non-liability to puncture. Its chief objections were its great cost, its enormous weight, and the difficulty to repair when once punctured. It was almost a day’s work to soften with naphtha the cemented flaps, remove them carefully from the rim, withdraw the inner tube from its enveloping tube of seamless constricted canvas which enveloped it to repair the puncture and to replace the tube and to recement the flaps to the rim. This type of tire is, however, now extinct, save that Dunlop’s fundamental idea of the pneumatic tire still prevails with modifications only in methods of attachment, material and details of construction. The advantages which the pneumatic tire possesses are so many and so well known that it is not here necessary, however, to enumerate them. Comfort to the rider is, of course, its greatest point. Vibration is intercepted at the best possible point, namely at the point of contact between the tire and the ground, and thus the vibration is not distributed through the entire structure of the bicycle, the air cushion of the tire being really a spring which is always ready for use, and which works without rubbing surfaces. When an obstruction is encountered it sinks into the tire and the bicycle rides over it without vibration or jolt being communicated to the rider. Its next great point of advantage is of course its speed. The invention of the Dunlop, or inner, tube tire in England, was followed in England by the invention of a type of tire known familiarly here as the hosepipe tire. The hosepipe or single tube tire was first suggested and fully described by I. W. Boothroyd of London, England, in a letter to the _Cyclist_ in 1890. He did not, however, patent the tire, and he has, unfortunately, no pecuniary interest whatever in the single tube tire. The old Draisene, the wooden and iron “Boneshakers” or velocipedes all had iron tires on wooden rims. The Phantom, an English production, was the first bicycle put upon the market that had wooden rims and rubber tires. Its rubber tires, however, were nailed on. When the ordinary came into vogue, U and V shaped steel rims were used. These were usually made solid, although some of the makers made them hollow. Into these rims solid rubber tires were cemented, and a few of the English makers had an arrangement for fixing them in mechanically, with corrugated wires. They averaged ⅞ and 1 inch in size and were very comfortable riding, although they were somewhat heavy. Between 1876 and 1882 there was a tendency to decrease the thickness of the rubber tire and a perfect fad ensued for thin tires. This, however, like other fads in bicycle construction did not last very long, and a few years later there was a distinct tendency to return to tires of a larger diameter. Shortly after the safety bicycle was introduced in this country the cushion tire was invented. This was usually a large round rubber tire, which was moulded with a core in the centre and which, when withdrawn, left a hole varying in size from ¼ to ⅜ of an inch, according to the size of the core. The ends were then lapped and then vulcanized together, forming a complete circle and having an unpuncturable air cushion of small diameter. The objections to this style of tire were its weight and cost. It was, of course, superior to the solid tire, but greatly inferior to the pneumatic tire in every way, and, coming, as it did, into existence at about the same time that the pneumatic tire did, of course, it did not survive. One of the most popular American cushion tires at that time was the Victor. They used a hollow rim and the tire was a simple arch of rubber extending from edge to edge of the rim. Its side walls were held against spreading by side flanges having rounded edges, and which the tire covered and protected. The base of the tire rested upon a horizontal rim bed, and which added greatly in giving lateral stiffness to the tire and strength to the hollow rim. Like the pneumatic tire, this tire displaced inwardly under pressure, and the movement of the rubber was, therefore, wholly radial, which accounted for the great elasticity of the Victor cushion tire. These tires were not, however, cemented to the rim or stretched over the rim, but were compressed to the rim by a peculiar process of their own, and it was almost impossible to pull a Victor tire from the rim. In 1890 T. B. Jeffery of the Gormully & Jeffery Manufacturing Company of Chicago, who had invented a detachable tire in the days of the use of the solid tire, conceived the idea of applying his previous ideas in regard to detachable tires to the pneumatic tire, and the result was the invention of the G. & J. tire with a corrugated tread. From year to year it has been improved in detail, always retaining the corrugations, the number of which is changed annually to indicate the year of manufacture, but the principle of the tire remains unchanged. The G. & J. tire, as adapted to wooden rims, has proven a great success. The wood rim is made with a square central groove, with a supplementary groove at each side with double beads at each edge of the outer case of the tire, which fit into the grooves of the rim. The tire is so constructed that the entire strain of the air pressure comes upon the square central groove, where the rim is strongest. The outer cover is made with a supplementary flap. In applying the tire the edge of the case having the flap is placed on the rim first. The flap extends a little past the edge of the rim and the other edge is easily slipped under the supplementary flap into its place in the rim.

A tire somewhat similar to this was invented in England about the same time, known as Bartlett’s Clincher, and manufactured by the North British Rubber Co., under Bartlett’s patents, and a tire largely used in this country in 1891 to 1893 was that known as the Bidwell-Thomas tire, and which was similar in construction to the Dunlop tire already described; and among the early American tires in addition to those already mentioned were the hosepipe tires known as the Columbia, Ideal, the New York Belting and Packing Co.’s Protective Strip and the Palmer. But even of these, some that have survived have undergone some radical changes in their construction. The Dunlop tire, for instance, now has an endless wire in each side of its outer shoe. The inner tube lies in the base of the rim, and when the inner tube is inflated the air pressure holds the outer shoe to the rim. The Dunlop, although it is largely used in this country, is still more largely used in England, although plans have been laid by the American makers of hosepipe tires to increase the sale of their product in England this year.

To the makers of the Columbia, however, must be given the credit of introducing the hosepipe tire in this country, for in 1892 they were practically alone in their belief that the single tube tire was the coming tire. The hosepipe tires made at that time were, of course, very heavy and difficult to repair, but they continued to manufacture them and gradually became skilful in their processes of manufacture, and developed repair methods that are still in use. At the Chicago Cycle Shows of 1895 there were only two tire makers who exhibited hosepipe tires, but a year later at the shows nearly every great tire maker in the country exhibited hosepipe tires, and since that time they have been the most popular tires in use in this country.

Mention here should be made, however, of the invention in this country at this time of what has been popularly known as the Morgan & Wright inner tube tire, and which differed from the detachable inner tube tires in its construction, the outer shoe resembling a hosepipe tire with the exception that on its inner or rim side it is slit open for about six inches each side of the valve stem, and the inner tube is drawn into the shoe through this opening. When the tube is placed in position the slits, which have eye-holes on their sides, are laced together, and the tire is cemented to the rim. The Morgan & Wright tire is one of the most popular on the market, and has been improved by placing in the inside of the inner tube what is known as a quick repair strip.

The Quick Repair strip is simply the addition of a thin web or film of rubber which lies inside of the inner tube next to the rim. They also make this year, for the first time, a single tube tire containing this quick repair strip, so that punctures can be easily repaired without plugs and with the added advantage of permanence. This tire also has a valve which can be removed so that a defective valve stem does not mean a ruined tire. In making the tire the inner rubber lining is vulcanized before the tire is built up instead of afterward, so that it is much less likely to have holes in it or leak. Another advantage of this type of single tube tire is that large cuts in it can be readily vulcanized.

The Palmer tire is also one of the original tires that has survived. In construction the Palmer tire differs from other pneumatics in that linen threads are used instead of woven cotton fabric. To use the language of the inventor, “Upon a pure gum tube is wound spirally two layers of thread; each thread imbedded in rubber and out of contact with its neighbors, the two layers separated from each other by a wall of pure rubber, and one wound at an angle of forty-five degrees to the other. This method makes a seamless, endless, spirally laid tube, unequalled in strength, speed and durability, in combination with resiliency. Its advantages are summed up as follows: Each thread being laid straight under high tension and at a tangent to the rim of the wheel, power is transmitted without loss. Each thread being separated from all neighboring threads by an elastic body of rubber, they are free to move over each other without friction to the limits of the elasticity of the said rubber. This, in combination with the construction described, gives the greatest possible speed and resiliency. By reason of the threads being separately cushioned by soft rubber, the whole strength of the fibres is utilized. As there is absolutely no friction between the threads, they cannot wear each other out. Hence durability is assured. As there are but one hundred and twenty threads in the whole tube each extending spirally around its entire length and imbedded in an elastic body, any inequality in tension adjusts itself. As the tube is seamless there is no chance of its bursting through bad joints.”

A well-known detachable inner tube tire is that known as the Liberty. It resembles the Dunlop in its general construction, save that the wires instead of being endless are joined together at their ends by a turnbuckle, having right and lefthand threads, and after the outer shoe is placed in the steel rim these turnbuckles are slipped into holes cut into the edges of the rim on the opposite side, and operated and adjusted by inserting a wire key into the holes in the turnbuckles. In using this tire on a wooden rim, however, the turnbuckles are not exposed, but lie on the interior edge of the rim, so that by deflating the tire slightly and pushing the shoe back the turnbuckles are exposed and can be readily operated.

Among the old tire makers who are still in the field are the New York Belting and Packing Company. Their League Special single tube tire is a high speed road tire, constructed of precisely the same rubber and fabric used in the League racing tire, the quantity of each being practically doubled, to give the strength and wear required for road service. The rubber is fine Para, the fabric Sea Island, strong and light, woven so that each individual thread has free play in every direction. This elasticity of texture permits the tire to yield instantly to obstructions, carries it over small obstacles without jolt or jar and reduces vibration to a marked degree.

The Vim tire people, who were the first in the field with the famous pebble tread tire, are this year showing a new design which they call the “Vim Serrate.” This tire has a narrow strip of perfectly smooth rubber about three-eighths of an inch wide encircling the tire on the tread. On either side of this strip are eight fine and accurately moulded corrugations. The effect of this construction is to produce a tire which has a perfectly smooth tread when the tire is vertical, but which when the wheel is inclined at an angle in rounding corners will bring these serrations in contact with the ground, thus counteracting the natural tendency of the tire to slip in turning corners at speed. This design combines the advantages of both the smooth and pebble tread, and in addition to its utility in this direction gives the tire a very stylish appearance. The Serrate is being fitted to a very generous number of the early ’98 model sample wheels. Its appearance is certainly in its favor, but it remains to be seen how well it will take with the public.

The ’98 Defender Special single tube tire is manufactured by the Kokomo Rubber Company, Kokomo, Ind. The material used in the construction of this tire is the same as was used in the ’97 Defender, being the finest of Sea Island cotton fabric and Old Upriver Para. The tire itself does not differ materially from the Defender single tube, aside from the tread, which has a corrugation about one-half inch on either side of the centre of the tread, and is entirely new and very sightly.

A novelty in treads is a tire called the “Won’t Slip,” which was invented by C. J. Bailey, the inventor and patentee of Bailey’s rubber brushes. The entire tread of the tire is covered with round teeth closely set together. The makers say it will not slip under any conditions of surface, such as wet car rails, asphalt or macadam, and that it is 90 per cent. puncture proof when under pressure.

The B. F. Goodrich Company of Akron, O., make a corrugated rubber tread band which is endless and which can be applied with rubber cement to the worn treads of all kinds of pneumatic tires. A pair of these treads cost only $1.50. They look as if they might be a practical thing. The Hodgman tire, style F, has a fleur-de-lis design on the tread. This may be regarded simply as a novelty in roughened tread construction.

The American Tire Company of New York are marketing a new tire called the Apex, the base of which is round, but the whole construction of the tire somewhat resembles an arrow or spearhead, and on the point of which is a very thickened tread preventing puncture, but having thin flexible side walls. The India Rubber Company of Akron, O., have a tire presenting what they call an “arrow” tread. It has a small arch or rib on the centre of the tread of the tire, from which run tapering ribs to the sides somewhat resembling an arrow in shape, the idea of this being to prevent side slip on wet or greasy pavement, and on turning corners.

The Dreadnaught tire is a peculiar one, its peculiarity consisting in having an articulated tread band, which consists of pieces of wood having concave sides and pivots between them which enables freedom of yield with the give of the tire, but preventing sharp pointed projections from passing between the joints, and this articulated band is enveloped in a bed of rubber that is coated with a suitable fabric, the arrangement being such that the individual members of the band have free movement, enabling the pneumatic cushion behind to yield to the same extent as it would without this band, but the manner of yielding is different. For whereas the ordinary pneumatic tire absorbs at its point of contact the Dreadnaught yields at its tread over an extended surface, and also yields freely at its side walls. They claim that this tire possesses great speed owing to the very slight frictional contact of the surface and that upon a loose or sandy road its broad flat surface will ride upon the top of the sand and not sink down in it like the ordinary round tread tire would. Side slip is also avoided by the use of the rib and the edge of the tread.

Every one actively interested in the subject of tires will readily admit that the puncture proof tire is the tire of the future. Inventors are aiming to that end, and it is unfortunately true that the aim of most of them, while high, has not been straight or true. The result has been a confusion of so-called puncture proof tires, the non-utility and impracticability of which are observable at a glance. Steel, iron, wood, cork and chemical compounds have all been brought into use, and in such ludicrous shapes as to make the average puncture proof tire an object of deserved ridicule. In common with other interested people, the inventor of the Straus protected tire has for years sought the end in view—a practical puncture proof tire. He was one of the very first to engage in the tire trade, and since the year 1890 has been continuously and prominently identified with the business in expert capacities as inventor, manufacturer and seller. His extensive knowledge has been concentrated in the Straus protection tire. It is composed entirely of rubber and fabric, the same as all of the practical tires now in universal use. As the single tube tire is now the leading tire in use in this country, and as for easy riding and speed it cannot be excelled, the Straus protected tire is made in the single tube form. It can be produced, however, in double and detachable forms. It is called a “protected tire” because the tire proper is protected by a shoe, which is made with six plies of fabric and which surrounds the tire proper loosely when fully inflated. This protector is not a part of the tire proper, but a fixed attachment thereto, affording a surface over which the tire rides. The tire proper is a highly resilient single tube tire, actually a racing tire, which gives the tire its life. The cover or protector does not in any way subtract from its resiliency for the reason that the outer cover does not come in contact with it any more than the ground does with any tire, the cover being simply the road over which the tire proper travels. In fact, the “Straus protected tire” carries its own road, so to speak. In other words, the protector acts the same as if it were laid on the ground and the tire proper passed over it. We have found that the tire does not slip on wet pavements or wet asphalt, and that it prevents cutting on the rim. In coasting tests the tire complete has coasted as far as the same tire with the cover removed, sufficiently proving that the protector does not take away any of the life of the tire proper. It is proof against nails, thorns, pins, glass and all other of the “ills” which a tire encounters on the road in everyday use, and the result is obtained without a resort to freakdom or without affecting the life and practical utility of the tire. In appearance the tire is just the same as any other single tube tire, and is applied to the rim in exactly the same way. In case of puncture remove the protector, the protector being only cemented to the tire with rubber solution and easily removed. It is very necessary that the space between the tire proper and the protector is not too great, else the tire will drag. It should be just loose enough to be felt when the tire is fully inflated, and no more. The weight of a pair of the regulation 1⅝ in. tires is about 4½ pounds.

The Buckeye tire has a square base and is held to the rim by steel toothed washers which are held in place by the heads of the spoke nipples, and the teeth of these washers prevent creeping of the tire, making cementing unnecessary, and there is no possibility of the tire ever creeping and cutting the valve stem off. The outer cover is open at its base and laced all around in sections, so that when punctured only one section needs to be unlaced. The lacing holes through the base and the side screws which enditch the cord are vulcanized in a mould. The inner air tube is endless and is entirely surrounded by the outer cover, thus giving an even pressure of air all around, which sometimes butt ended tubes do not.

In producing a tire that has all the qualities demanded by experienced riders, namely, speed, resilience, strength and durability, the manufacturers of the Kangaroo, the National India Rubber Company, have made a radical departure in the construction of their tire. The Kangaroo tire is made to conform to the prevailing weight in tires, but in doing so it has been necessary to use more rubber, owing to the fact that only about one-half the quantity of thread is used.

One of the principal objects sought in designing the Kangaroo tire was to reduce to the lowest possible point consistent with strength the inelastic material (thread or fabric) employed, and to this end a special yarn or thread of Sea Island cotton of a tensile strength of seven and one-quarter pounds each was obtained. To secure greater elasticity in the fabric continuous threads, coated with rubber, are wound spirally from one end of the tire to the other, doing away with the friction of thread upon thread and stiffness to the ordinary fabric. The inner tube is placed on the mandrel of the tire machine, and the threads are wound spirally around it at an angle of 45 degrees, after first being immersed in a solution of rubber. An intermediate inner tube is then put on, and a second layer of thread wound about it at the same angle, but in an opposite direction, making an angle of 90 degrees between the two layers. It will be readily seen that only one-half as much thread is used as is contained in two-ply of woven fabric, and yet the peculiar construction gives, among other advantages, nearly twice the strength of any other make of tire.

The next step is the application of the tread strip, which serves a double purpose. In the road tire it is used to thicken the tire at its most vulnerable points, and in the track racing tire serves as a tread and as a protector of the threads. The outer cover is now put on, the ends spliced and the tire is ready for the mold. A great increase of speed is obtained by this method of construction, and the pliability, elasticity and yielding qualities of the Kangaroo tire lend an additional pleasure to road riding. Its constructive features make punctures exceedingly rare and easily repaired.

The intermediate inner tube, it is claimed, positively prevents porosity. The method of manufacture, as above described, produces their road tire. The only difference between their track tire and road tire is that in the racing tire the outer shoe is omitted. In all other respects they are the same.

REPAIR TOOLS.

Next to the make of tire, its resilient and lasting qualities, the efficiency of the valve and the merit of the various claims for advantage set forth by the different makers, the question of emergency repair in case of puncture, is equal, in importance with any of the foregoing considerations. In the early days of the pneumatic, a puncture upon the road was a matter of grave moment, and the more serious accident of the tearing off of the valve stem, or the cracking of the shoe itself, was a cause for lamentation, indeed. Repair shops were not then equipped with the necessary means to quickly set such conditions to right, and the emergency repair kits furnished riders were exceedingly crude compared with those now provided by every first-class tire manufacturer. Today, however, the rider, by virtue of the improved puncture repairing tools carried in his tool bag, regards the average puncture merely as a possible incident of his spin, and more serious mishaps to either tire or valve stem are handled by the ordinary repair man, where, not many years ago, they necessitated the sending of the tire to the makers and a consequent long and tedious delay, with the alternative of purchasing a new tire.

Of course the old solid tires that were so long in use on the ordinary and on the first safeties did not need many repairs. Not being air cushions, they could not be punctured, their main trouble being usually their liability to get detached from the rim and the tendency to stretch. The usual method of relieving this excess in length caused by stretching was to cut them, take out a piece and revulcanize them together again, but even this was not done very often. When the cushion tire came in vogue, considerable difficulty was experienced, owing to the fact of their wearing in a peculiar manner. They did not break, as might be expected, on the outside, but they broke from the walls, as the hollow core itself did not offer sufficient support, and many efforts were made to solve this problem. The first Dunlop pneumatic tires used in this country, as before stated, were very difficult to repair, but when once the tube was brought to light, patching it was an easy thing. In fact, the same method of repairing the inner tube is today in use. A portion of the tube immediately surrounding the puncture is roughened with sandpaper to remove the sulphur bloom, a little rubber solution is smeared around the spot, a piece of sheet rubber, or material similar to that of which the tube is constructed is similarly smeared with solution, and when this solution reaches what is called a “tacky” condition, the patch is pressed over the puncture until it gets “set,” and the only improvement in repairing inner tube tires is what is known as the Morgan & Wright quick repair method. In this method the inner tube has an addition of a thin web or film of rubber which lies inside of the inner tube, next to the rim, and adds about 1½ ounces to the weight of the tire, and yet does not affect the resiliency of the tire in any way. Should, however, a repair in this method fail, the old method of withdrawing the tube from the casing can still be adopted. One method of repairing this style of inner tube is as follows: A repair tool, having a hollow needle point containing thick rubber solution, is inserted through the outer casing and the inner tube; the top of the tool containing the solution is then withdrawn, and this top contains a slender wire, which, when in place, was in the hollow needle. The butt end of this hollow needle plug is then screwed into the tube, which, therefore, forces the cement through the needle point and down on top of the web or film of rubber inside of the tube. The needle and needle plug are then withdrawn; the tire is then pressed together, and upon releasing it the quick repair strip adheres to the punctured spot, and the tire is permanently repaired. The first hosepipe tires used in this country were extremely difficult to repair, and it looked for a time as if the repair of this type of tire could not be made a success. When punctured it was extremely hard to locate the leak and still harder to repair it properly. After numerous abortive attempts to produce a repair kit that would be satisfactory in every way, the mushroom patch was introduced. The next great step forward in repairing tires was that of vulcanizing them where punctured, but at that time this necessitated their being returned to the rubber works to be repaired. At present every bicycle repairer of any consequence does his own vulcanizing, and there is now a neat little vulcanizer on the market by which every rider can do his own vulcanization. But of the process of vulcanization we will treat later on. A peculiar fact, however, is that when Mr. Boothroyd suggested building a hosepipe tire he at the same time suggested the use of plugs for repairs, and the use of plastic compounds also. There are a number of repair kits on the market today, and among the most popular is one called the Hartford. This kit contains the usual mushroom plugs, a pair of light steel plyers to hold the plugs and to force them through the tire, with the necessary solution, and among the plastic compounds that are popular are those known as the Vimoid, the Goodrich Jiffy, the Palmer, the Chase, the “Kokomo Korker,” and the Amazon. All these plastic compound repair kits are operated on the one principle. The puncture is first located, and the wheel is then turned so as to work from the under side. The compound is contained in a collapsible tube, which is inserted into a nickel-plated holder, which has a hollow needle point. This needle point is inserted in the puncture and the compound is forced through the puncture, which operation leaves a mass resembling a large button over the puncture. The instrument is then withdrawn with a twisting motion. These compounds are necessarily very quick drying, and after two or three moments of waiting the tire is inflated, and, if the operation has been a success, the puncture is permanently repaired.

The Common Sense Repair Kit has a cutter which cuts a clean hole through the puncture in the tire, instead of burning the same out, and also avoids the tearing caused by expanding tools. The plugs in use with this repair kit have a tapered stem, to which is attached a strong linen loop. The back of the plug also has a slight indentation to guide the pointer while pushing it through the tire. The kit is used as follows: After the hole has been cut and the parts thoroughly cleaned and cement applied, the plug is forced in the tire up to the flange, the linen loop being retained on the outside by passing it over the thumb. The plug is then forced inside the tire with the pointer, after which it is drawn up against the tire by means of the linen loop.

The Griswold Repair Tool takes the ordinary mushroom plug and inserts it in easily and perfectly. The tool itself is a pointed sliding expansion holder, which carries the plug on the inside of it and forces the head of the plug through the tire, and upon withdrawing the tool leaving one end of the plug sticking through the puncture. This end is then cut off smoothly with the tread of the tire.

The Minute Repair Kit can be used on either an inner tube or a hosepipe tire. It does not, like some other repair kits, cut and impair the strength of the fabric, but simply forces and holds the threads apart while the patch is inserted and cemented, when the threads are allowed to assume their normal positions. The repair is not made with a plug as usual, which is sometimes liable to become displaced when in use, or leak air when the tire is inflated and the fabric distended, but is made with a flat patch or disk of pure rubber, strengthened by a cloth backing, and is placed on the inside or inner wall of the tire.

The Newton Puncture Repair Tool somewhat resembles the other plastic repair tools previously mentioned, with the exception that the solution is not carried in collapsible tubes, but is contained in the tool itself, the tool holding sufficient cement to repair three punctures. In case of large punctures, however, where a plug is necessary, they use a plug which differs from the ordinary mushroom plug because it has two heads to it, one head being very much larger than the other. In inserting these plugs the small head of the plug is firmly gripped with a pair of plyers, and both the plug and the jaws of the plyers are liberally coated with cement. The end of the plug gripped by the plyers is then forced into the puncture, leaving the large flange remaining on the tread of the tire, and to which it will adhere firmly.

The “Sure Thing” Tire Mender repairs punctures in single tube tires without either cement or patent solution, using small rubber bands which are plugged and rivetted inside and out. A long steel needle, having on one end a large ring to hold it by, and on the other end a long slit or eye, with an opening in it, is used as a tool. On this tool ten or twelve little elastic rubber bands are slipped in order to repair an ordinary puncture. For large punctures more bands are added. The needle end of the tool is then inserted into the tire, leaving the opening of the eye outside of the tire. One repair band at a time is then pushed into the slit of the tool and then pushed through the puncture. The tool is then withdrawn, and this operation is then repeated until all the bands are inside the tire. A third operation consists in drawing the bunch of bands out through the puncture until nearly half of their length is outside. This causes them to stretch to almost their full tension without pulling clear out. A head of rubber bands like a rivet remains on the inside as well as on the outside of the tire.

The constant tendency of the bands to expand sideways and contract lengthwise forms a positive and permanent stoppage of the leak. The fourth operation consists in releasing the bands through the opening of the eye. The ends of the bands can be trimmed down to a sixteenth of an inch without danger of their drawing back into the tire. It is better to ride the tire a few minutes before doing so, as the bands will then have settled into place. Very often the bands are not cut off at all. One of the main and good features of this repair is that no solution or cement of any kind is required, and therefore the tool is always ready for use.

VULCANIZING.

The riding public as a rule knows very little about the process of vulcanization, and very often have objected to the time taken and the charges made by repairers for vulcanizing, and perhaps after reading what is here stated as to the necessary operations in vulcanization of a tire the riding public will be more gracious as regards the time allowed and be more willing to pay the charges asked for vulcanization.

The first principle to be employed to vulcanize a tire is cleanliness. A successful result cannot be expected if the hands of the operator are oily or greasy. Four ingredients are used in the vulcanization process, viz., naphtha, vulcanizing cement, friction or coated fabric and pure gum. Naphtha is used to clean the surfaces to be united. Vulcanizing cement is used to cement the surfaces to be united firmly. Friction or coated fabric is employed as a strain resisting agent, and the pure gum is used to make the hole airtight, and also to make the rubber cover as it was originally. The vulcanizing cement is nothing but dissolved pure gum of the same consistency as the pure gum.

The first operation in vulcanizing a tire is to cut a round hole in the tire where the puncture is, making the hole as small as possible; then the rubber cover which is around the hole is peeled off, so that the canvas of the tire for about three-quarters of an inch around the hole is exposed. Then the inside, as well as the outside of the tire is cleaned thoroughly with a clean rag saturated with naphtha; the naphtha is allowed to evaporate, and then the vulcanizing cement is used in the same way. The cement is allowed to dry, and when dry the cementing operation is repeated, so as to give the surfaces two coats of cement. It is important that both coats of cement are thoroughly dry before inserting the rubber patch, and before doing so soapstone is rubbed on the underside of the patch. Care should be taken not to have any soapstone on the part of the patch which is to be united to the tire. The best way to insert the patch is to roll it around a stiff wire about one-eighth inch thick, holding it closed with the fingers, and when in this position it should be dipped into the naphtha and slipped into the hole quickly; as soon as it enters the hole the patch will open. The patch remains in the tire, and the hole in the tire is sewed up. After this the upper side of the tire is pressed firmly against the patch (which lies on the inside of the tire) with the fingers, or better still, as is done in rubber factories, with a stitcher. This tool resembles a pinker without teeth, and is about one-sixteenth of an inch on its periphery. Then the surface to be vulcanized is covered with uncured gum, flush with the tire and no more. Naphtha should always be used to clean the uncured gum, as well as the part of the tire to which it is to be applied, but before this is done it is cemented as before and the cement allowed to dry. Soapstone is then rubbed over the patched part and then “baked.” The utmost care should be taken to have the proper degree of heat and the time required. A thermometer which registers the heat correctly should be employed, and not a pressure gauge, as with the latter there may be fifty pounds pressure, but not the required heat. If a thermometer is used, the heat can always be ascertained as a rule. Three hundred and ten degrees of heat for twenty minutes will vulcanize a tire. The patch to be inserted in a tire is made up as follows: (1) a layer of uncured gum; (2) one or two layers of frictioner or coated duck; (3) another layer of uncured gum. The surfaces to be united should always be wiped with naphtha, and care should be taken that no air is enclosed in the patch when preparing it. Many repairers do not sew the puncture to be vulcanized, and in such a case at least two layers of canvas should be used, or three is still better. It is not always desirable to vulcanize a valve stem. The better way to repair a defective valve stem is as follows: A new hole is cut, a brass or shoe valve is inserted, and the old hole is plugged up the same as a puncture is repaired.