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Rh than an hour are used in several British colonies. Standard time in the E. African Protectorate is 2 h. 30 min., in India 5 h. 30 min., in Inclo-China 6 h. 30 min., in S. Australia 9 h. 30 min., in New Zealand II h. 30 min. fast; in British Guiana 3 h. 45 min., the Sandwich Is. 10 h. 30 min., Samoa n h. 30 min. slow. In all other countries adopting standard time the most suitable whole hour is employed. The standard zones in Brazil are from 2 to 5 h. slow on Greenwich. Uruguay, the Argentine Republic and Siam adopted standard time in 1920.

In the United States in 1918 to the four zones already established (1883) was added a fifth for Alaska alone. Standard time for this zone is based on 150 W. longitude. Standard time in the four other zones is based, as from the beginning, on the 75th, goth, tosth, and I2oth meridians. The marking of the limits of the various zones lies with the Interstate Commerce Commission, and they may be changed at its discretion. The first four zones differ from each other I h. in standard time; the fifth differs from the fourth by 2 hours. The first zone is 5 h. slow on Greenwich.

Until recently no definite time system was employed at sea, each ship adopting the local time corresponding to its position at a certain instant, usually noon. In 1919 a system of hour zones similar to that used on land, previously adopted in the French and Italian navies, came into official use in the British navy, a change which will greatly facilitate the interpretation of entries in ships' logs. The " zone description " of each zone is denoted by a positive or negative number equal to the number of hours slow or fast on Greenwich.

The central zone or Zone O lies between long. 75 E. and long. 7jW. : the zones to E. of this are numbered I, 2. . .12, and those to W. +1, +2. . . + 12. Zone 12 is divided cen- trally by the iSoth meridian (the date line) and the + or prefixes are used in its two halves. Near land the boundaries between the zones are modified so as to agree with the time used ashore.

Civil and Astronomical Times. The civil day reckoned from mean midnight, instead of the astronomical day reckoned from mean noon, is to be adopted in the Nautical Almanac in 1925, and a similar change has been decided on for the Connaissance de Temps and the American Ephemeris. The same course will probably be followed by astronomers, but some confusion may arise if the old expression "Greenwich Mean Time" is employed in a new sense.

TINAYRE, [MARGUERITE SUZANNE] MARCELLE (1872- ), French novelist, was born at Tulle, Correze, in 1872. She was educated at Bordeaux and Paris, and in 1889 married the painter Julien Tinayre. Her earliest novel was Avani V Amour (1897); but the one by which she is best known is La Maison du Peche (1902). Her later works include La Rebelle (1905); La Consolatrice (1907); Madeleine au Miroir (1912); L'Ornbre de I' Amour (1910); La Douceur de Vivre (1911); and Le Depart; Adut, 1914 (1915). She also published in 1910 a book of travels, Notes d'une Voyageuse en Turquie.

TIRE (see 26.10x36). The modern motor vehicle (see MOTOR VEHICLES) would not be possible without some cushioning or shock-absorbing medium at the periphery of its wheels. India rubber, properly fashioned and fabricated with metals and fab- rics into tires, plays an essential part in providing this necessary cushion. Structurally, tires are divided into two main classes : solid rubber and pneumatic. The cushioning properties of solid

FIG. i.

tires are due to the elasticity of the rubber and the design of the tread, while in the pneumatic type compressed air is the cushion- ing medium; the rubber tire in this case serving as a flexible, yielding container for the compressed air. In both classes the

various types are made in a progression of sizes, varying in out- side diameter to give the proper road clearance, and in width to accommodate properly the weight the tires have to support. History from 1910 to 1911. This period opened with the motor vehicle industry served by clincher or beaded edge pneu- matic tires (fig. i) of square woven fabric not larger than 55 in. in section, suitable for use on passenger cars only, and giving 3,000 to 4,000 m. service. The trend of tire development had only recently settled on this clincher type as the most logical of the many inventions, and the shortcomings of the product were varied and numerous. Americans, following British design, were especially unfortunate in having a great deal of premature failure due to " rim cutting." This clincher type was also difficult to apply to the rims in the larger sizes, and troublesome security bolts were necessary to keep the tire from creeping around the rim. Progress in tire development has been influenced by three considerations: first, the method of attachment to the rim; second, increase in the durability of the tire; and third, the development of new types of tires for new fields of usefulness. The principle of the Dunlop-Welch wired-on bicycle tire had been tried experimentally in motor vehicle tires by using a bulky inextensible wire bead fastened to the wheel rim with " straight- side " bolted-on flanges. This straight-side tire idea first became practical for motor vehicle use in 1907 when an American manu- facturer offered to the American public in perfected form his

SSR

" detachable " straight-side rim and tire. Its progress was slow because of competitive hindrances, but by 1910 the detachable rim had become so much appreciated that the clincher tire manufacturers were obliged to furnish some sort of a detachable tire. The result was the " quick-detachable " (Q.D. clincher), a tire fitting a detachable clincher rim and having its beads shaped like the regular soft bead clincher but with an inexten- sible wire bead core like the straight-side tire. During this period of development the Q.D. clincher served admirably as a transition type.

The merits of the straight-side (fig. 2), however, gradually made it more popular than the Q.D. clincher, with the result that the last Q.D. clincher rims were made in 1916. In the meantime the European demand continued to be for the clincher type exclusively, while except in the Ford sizes, they were discontinued in American production. American army vehicles and motor vehicles exported on straight-side tires have recently opened a market for straight-side in other countries. The year 1921 found the situation as follows: bicycles were fitted with single tube tires in America and wired-on tires in Europe.