Next taking up steel wheels, a great deal might be said about the different makes and patterns, but as the diameter of wheels of this kind is not limited practically to any extent by the methods of manufacture, except as to the fastening of the wheel and tire together, we will note this point only. Tires might be so deeply cut into for the introduction of a retaining ring that a small wheel would be unduly weakened after a few turnings. On the other hand, when centers and tires are held together by springing the former into the latter under pressure, it is possible that a tire of larger diameter might be overstrained. But allowing that the method of manufacture does not limit the diameter of a steel wheel as it does a cast iron one, the claim that the larger diameter is the best is open to debate at least, and, I believe, is proved to the contrary on several accounts. It is argued that increasing the diameter of a wheel increases its total mileage in proportion, or even more. Whether this be so or not, there are two other very objectionable features that come with an increase in diameter--the wheel becomes more costly and weighs more, without giving in all cases a proportionate return. We have to do more work in starting and stopping, and in lifting the large wheel over the hills, and when the diameter exceeds a certain figure we have to pay more per 1,000 miles run. I am very firmly convinced that the matter of dead weight should receive more attention than it does, with a view to reducing it. The weight of six pairs of 42 in. wheels and axles alone is 15,000 to 16,000 lb. The matter of brakes is coming up for more attention in these days of high speed, heavy cars and crowded roads, and the total available braking power, which has hitherto been but partially taken advantage of, must be fully utilized. I refer to the fact that many of our wheels in six-wheel trucks have gone unbraked where they should not. As the height of cars and length of trucks cannot well be increased for obvious reasons, it is necessary to keep the size of the wheels within the limits that will enable us to get efficient brakes on all of them that carry any weight. This is not easy with a 42 in. wheel in a six-wheel truck, which is usually the kind that requires most adjustment and repairs after long runs. The Pullman Co. has recognized this fact, and is now replacing its 42 in. wheel with one 38 in. in diameter. A 42 in. wheel with 4 in. journal has a greater leverage wherewith to overcome the resistance of journal friction than the 38 in. wheel with the same journal, and even more than the 36 in. and 33 in. wheels with 33/4 in. and 31/2 in. journals respectively, but the fact remains that the same amount of work has to be done in overcoming the friction in each case, and what may be gained in ease of starting with the large wheel is lost in time necessary to do it, and in the extra weight put into motion.