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December 10, 2021
RUBBER TYRES BEFORE THERE WERE TYRES
24 Comments
* by:
Jenny List
December 8, 2021
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Sometimes there is pleasure in watching an expert demonstrating his craft,
particularly so when the craft is unusual or disappearing. A video came our way
of just such a thing, and it’s of a craft so rare that it’s possible few of us
will have considered it. We’re used to buying tyres for our motor vehicles that
come pre-made in a mould for the size of our wheels, but how many of us have
considered where the origins of the rubber tyre lie? How did a 19th-century
horse-drawn buggy get its tyres? [EngelsCoachShop] take us through the process,
putting rubber on a set of wooden carriage wheels.
These wheels would originally have had iron rims, that must have provided a
jarring ride on cobbled roads of the day. English coach-builders of the mid 19th
century were the first to fit solid rubber tyres, and it’s this type of tyre
that’s being fitted in the video. Instead of the rubber ring we might expect the
tyre is cut from a length of vulcanised rubber extrusion with a significant
overlap, then a pair of high-tensile wires are fed through holes in the
extrusion. The impressive part is the jig for creating the tyre, in which the
rubber is compressed to a tight fit on the wheel before the wires are cut and
their ends brazed together. Once the wheel is released from the jig the
compressed tyre expands to the point at which its ends meet, making a perfect
circular tyre held tightly on the rim. Few of us will ever see this for real,
but we’re privileged to see it on the screen.
We may not deal with wooden wheels very often, but this isn’t the first set
we’ve seen.
Thanks [Andy Pugh] for the tip.
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Posted in Transportation HacksTagged rubber tyre, tyre, wheel
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24 THOUGHTS ON “RUBBER TYRES BEFORE THERE WERE TYRES”
1. Saabman says:
December 8, 2021 at 1:17 am
I had airless rubber tyres on my push bike back in the 80’s they were
horrid- but slightly better than running on a steel band I guess. And they
never got punctures :lol:
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2. jalnl says:
December 8, 2021 at 1:51 am
Oh, I love it how he seems to _listen_ whether the tension on those wires is
correct :D. What a hero.
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1. Joseph Eoff says:
December 8, 2021 at 2:13 am
I don’t know if he’s listening for proper tension, but I’m pretty sure
he’s listening for equal tension.
I don’t expect there’s a single level of tension that is always
appropriate. The frequency of the sound will depend at least in part on
how long the free sections of wire are. How much tension you need will
depend on the circumference of the tires and how hard and thick the
rubber is. The pitch of the struck wires is more of a rough guide – you
don’t want a “thummm” and you probably don’t want a “tinggg,” but
something inbetween that indicates enough tension but not too much.
You wil, of course, want the two wires at pretty much the same tension.
If they’re different they might work against each other and cause the
rubber to “walk” itself out of the channel.
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1. jalnl says:
December 8, 2021 at 2:17 am
In the YouTube comments, one Cemal Hussein says “I remember being
taught to ‘twang’ the wire tension to ‘middle c’.” – that sounds
listening to “proper tension” at least, though without perfect pitch
that would still be difficult :).
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1. smellsofbikes says:
December 8, 2021 at 9:34 am
You can fake perfect-ish pitch. Sit down at a piano and play the
lower notes and sing them and find the lowest note you can sing
well and remember what it is, and you can later octave up to close
and then fine pitch up to the note you hear. It’s not perfect: if
you don’t sing regularly you probably aren’t going to be able to
tell F from F#. But it’ll get you pretty close and it can be a
useful skill. Plus if you spend a lot of time playing with this,
pretty soon you’ll start being able to recognize middle of the
keyboard notes and you’re on your way to developing perfect pitch.
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2. The Commenter Formerly Known As Ren says:
December 8, 2021 at 11:16 am
That part makes me nervous. I once used a compressor with a broken
pressure gauge and had a bike tire explode right next to my ear. I wasn’t
sure my hearing would come back!
I know, not the same thing. There is no inflation here. But it’s still
unnerving for me to watch!
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1. McNugget says:
December 8, 2021 at 4:23 pm
*clears throat*, “we are saying ‘tyre’, today.”
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1. Gregg Eshelman says:
December 8, 2021 at 11:44 pm
But the video is in Montana, so it’s tire.
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3. ThisGuy says:
December 8, 2021 at 1:52 am
The entire channel is well worth a watch. Mr. Engels is certainly the type
that takes his time on everything, but in this case I think the sometimes
more sedate pace works very well and his video’s are often very informative
and enlightening. There’s a lot of knowhow and old school technology that
goes into coach building, much more than I would initially have imagined
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4. Truth says:
December 8, 2021 at 2:22 am
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5. cyberteque says:
December 8, 2021 at 4:39 am
this is sort of how push lawn mower, pram tires, Cyclops bikes and trikes
had “tyres”
they work well until you wear down to the wire!
way back when (late Jurassic) my mates and I were making “go carts”/”billy
carts” we used these wheels
push lawn mowers could use the handle tubes for axles, lit was an exact fit!
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6. JWH says:
December 8, 2021 at 7:50 am
I actually do this regularly at work! We have a fleet of big horse-drawn
carriages that all run on these tires. Equal tension is indeed more
important than the overall tension, but the latter is harder to get right.
At least with our setup, there are too many other variables to make
resonance a useful measure. It’s just a practiced feel, really.
The almost-last step of tossing the tire to close the gap is one of my
least-favorite things to do. Some wheels are close to 100lbs, and they
always seem to need fixing on the worst weather days…
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1. Gregg Eshelman says:
December 8, 2021 at 11:47 pm
Why no glue on the ends of the rubber?
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1. Jacob W. Hildebrandt says:
December 9, 2021 at 6:31 am
Well, it wouldn’t really do anything. The rubber is several inches
longer than the actual circumference, so combined with the right wires
the ends are forced together. Failure mode is typically the wires
fatiguing and breaking. I don’t think any glue could hold together
after that, not to mention the heat, cold, water, and other things a
tire has to withstand.
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7. NotABot says:
December 8, 2021 at 9:37 am
“These wheels would originally have had iron rims,”
Well according to all books on engineering and the pictures shared, the rims
were wood and the tyre is Iron.
The Tyre wraps around the rim and the rim is held to the hub with the
spokes.
And BTW trains still use metal tyres!
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1. Hirudinea says:
December 8, 2021 at 12:04 pm
“And BTW trains still use metal tyres!” Train’s use wheels, a tire is a
component of a some wheels but not the entire wheel itself, but if you
can show me a picture of a train with a metal tire (a separate, ring of
metal encompassing the actual wheel on an operating train) I’ll admit
you’re right.
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1. Nicoya says:
December 8, 2021 at 5:05 pm
Google for “resilient train wheels”. They use a steel rim and a steel
tire separated by a rubber insert in order to reduce noise, vibration
and harshness on some passenger trains.
The technology was rather infamously the root cause of Eschede
derailment when one of the steel tires suffered a fatigue crack and
failed at speed. (Usually train wheels of this design are only used on
low speed trains)
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1. BLMac says:
December 9, 2021 at 7:48 am
High speed Pullman carriages used paper wheels with steel rims.
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2. Steven Naslund says:
December 9, 2021 at 7:23 am
How about this?
https://en.wikipedia.org/wiki/Train_wheel
“Modern railway wheels are usually machined from a single casting.
Some wheels, however, are made of two parts: the wheel core, and a
tire (“tyre” in British English, Australian English and other
variants) around the perimeter. Separate tires are a component of some
modern passenger rolling stock. The purpose of the separate tire is to
provide a replaceable wearing element – an important factor for steam
locomotives with their costly spoked construction. In modern times the
tire is invariably made from steel, which is stronger than the cast
iron of earlier eras. It is typically heated and pressed on to the
wheel before it cools and shrinks. Resilient rail wheels have a
resilient material, such as rubber, between the wheel and tire.
“
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3. Hirudinea says:
December 9, 2021 at 4:38 pm
Thanks, this is why I love being wrong, I get to learn something new
when I’m corrected. :)
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8. Hirudinea says:
December 8, 2021 at 12:01 pm
Seems if you had a different style of iron “tires” that you could just nail
the rubber “tires” on to the wheel, but this method is more durable I
suppose.
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9. Jim says:
December 8, 2021 at 12:29 pm
On a theme of ancient technology, us Brits will be familiar with the likes
of Mary Bears trying to explain it, but sometimes it takes someone with
engineering knowledge to understand the actual challenges being faced. One
such person is Spanish engineer Isaac Moreno Gallo, who has presented a
wonderful series of programmes for Spanish TV, Ingeneria Romana which go
deeper into the subject than any other programmes I’ve ever seen. Here’s his
examination of Roman roads, together with a look at the suspension systems
used on various chariots. It’s in Spanish, but if you click on subtitles,
then autotranslate you’ll have no trouble following.
https://www.youtube.com/watch?v=FFFnUM-cG14
If you enjoyed that then try his look at mines which examines how the pumps
which kept deep Roman mines dry worked. Or Aqueducts, which focuses more on
pipes than masonry. Have you heard of the Pergamom siphon which carries
water across a valley, dipping 300m lower in the centre than at the ends.
That means that the bottom section has to withstand a pressure of about 30
atmospheres.
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1. Amiable Ninja says:
December 8, 2021 at 3:02 pm
No, still one atmosphere because it’s not sealed.
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1. RP says:
December 8, 2021 at 7:23 pm
The pressure in the valley is due to the height of the water column
and even though it’s not sealed on the ends, the pressure at the
bottom will be ~1 atmosphere for every 32 ft of water height above.
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