. Cassier's magazine. ds orsprings interposed. Here, however,the pressure is taken on a small sur-? face of rubber, which soon perishes,while springs are liable to fracture aswell as to variation of tension. At allevents, complexity is added. Movingparts in a wheel should be sedulouslyavoided. Perhaps one of the most hopeful ofelastic spoke devices is that known asthe Roussel wheel, made by MM. deCadignan & Cie., of Paris, in which aseries of spring steel hoops take theplace of the usual straight spokes, asshown in Fig. 2. These hoops, being securely fixedto both hub and felloe, involve nomovi
. Cassier's magazine. ds orsprings interposed. Here, however,the pressure is taken on a small sur-? face of rubber, which soon perishes,while springs are liable to fracture aswell as to variation of tension. At allevents, complexity is added. Movingparts in a wheel should be sedulouslyavoided. Perhaps one of the most hopeful ofelastic spoke devices is that known asthe Roussel wheel, made by MM. deCadignan & Cie., of Paris, in which aseries of spring steel hoops take theplace of the usual straight spokes, asshown in Fig. 2. These hoops, being securely fixedto both hub and felloe, involve nomoving parts, and yet give consider-able elasticity to the wheel. With the weight of the vehicle the 462 CASSIERS MAGAZINE expenses of pneumatic tires, both in-itial and running, increase rapidly un-til they become prohibitive. There isalso a practical limit to the weight the same, but of course with its partsproportioned to the extra weight andpower of the machine. With theseclasses of vehicles, so great a speed is. FIG. 4. THE GARE WHEEL, MADE OF WEDGE-SHAPED WOODEN BLOCKS WITH A BEDDING OF SOFT RUBBER which can be carried by such tires asat present made. In a table published by Michelin,giving the weight per axle and horse-power for various sizes of tire, no tireis shown of greater size than 120 mil-limeters, and the maximum weight peraxle suitable to this tire is stated to beunder 24 cwt., while the maximumhorse-power at the driving wheels isgiven as 18 to 20. Thus, in the caseof motor omnibuses and vans for me-dium loads, pneumatic tires are dis-carded in favour of solid rubber tires,the general design of wheel remaining not required, though having regard tothe total running weight, it is consid-erable and some form of cushion tireis desirable. Where the commercial class of vehi-cle is concerned, as distinguished fromthe purely pleasure car, the matters ofwheel cost and maintenance, particu-larly the latter, become of vastly in-creased importance while mere com-fort is of quit
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