Frostburg mining journal. [volume] (Frostburg, Md.) 1871-1913, 1907-03-23


but also to the strength of the roads to
be Travelled and the kind of wagon they
have strength to support.
Tests have been made from time to
time of the effect of wide tires not
merely ON the roads. but also on the
pull required to move the loads Among
these tests have been those made by
the British Association For the Adj
Vancememt of Science in 1902, by the
experimental station of Missouri uni
vcrSity of 1897 and more recently by
the United States war de .artmeut
The results in all cases have brpa
practically the same:
F'irSt.-With regard to the roads it is
found that wide tires leave il road in
better condition than before passing
over it.
Sccond.-As to tractivc effect the
only practical disadvantage of wide
tires arises where the road is so soft
that the wheels sink into it and the
mud sticks to the rims and packs be
tween the SpOkcS. On very hard
smooth roads or roads covered with
dust wide tires require Il very slightly
increased tractiVc effort On all other
classes of roads the advantage is in
favor of the wide tire
The practical application OF the re
suit OF tests is that for traffic Oh cOun
try roads if wide tires of four inches
and upward are generally used there
would be a decided Improvement in
every class of road The tractive pow
rr required would be less and the cost
of keeping the roads in repair would
he much reduced. If all farm wagons
were equipped with wide tires the
muddieSt and SticliicSt of our roads
would be very much improved and
many of what are now known as bad
roads would be for the most of the
year in fair condition.
While the majority of wagons con
tinue to have narrow tires the few
having wide tires are heavier to draw
IN very muddy and sticky clay roads.
bat on the great mljp"ty OF roads. the
average country roads. the advantage
is in favor of the tire four inches wide.
1t is urged against wide tires that
thcy do not roll freely in the rut4
made by narrow tires 50 long us mar
row tires are commonly uNcl this viii
hc the case to some extent: but, ON the
other hand, if wide tires were general
~ used the rutS would not exist.
In any ease. with nHrroW tires the
bottom of the rutS made 10y the mar
row tires are uneven. ana the narrow
rims are constantly grindin" against
tn" sides of the rutS. creatin" the
greatest friction, so that the objection
able difference IS not 50 great as it
appears on first sight, if it exists mt all
1t is further contcndcd that the wide
fires come in contact with more loose
stones than do those with Il narrow
tread. The greater resistance offered
In this way Is more than cDunterbal-
anced, however by the loose stones
dropping into the narrow ruts.
In the one case the wheel goes to
the stone; in the other the ST me gets
in front Of tho wheel. The irregular
bottom of the rutS and the stones In
the narrow ruts keep up constant Vi
bration of the wagon. which transmits
n swinging motion to the tongue. gall
ing and annoying the horses and de-
structiVc 10 ConVcyanccS.
provincial law coming into effect
after Il term of years requiring II stat
eel width of tire for certain sizes of
wagon aXlcS would not create hard
ship. might he accompanied by re
bate of taxes OF q small bounty and
In