Contributions from Drivers and Mechanics.
Page 21
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ren Shillings Weekly for the Best Communication Received, and One Penny a Ling of ten words Tor anything else published.
nproving the Roads in London.
[4671 A correspondent, who signs his communication "A /bite Putney " (Wandsworth), writes as fellows. —" onder whether it has struck the readers of your valuable spec that there are very considerable and practical signs at the authorities in and around London are beginning realise that the street surfaces, of which they have always ?en so proud, are by no means all suited for the altered ■ tulitions of traffic. On the Barnes to Liverpool Street otorbus route of the General services the western end of Le line has now been thoroughly accommodated by the arnes District Council, in that this body has paved the hole of Castelnau and the route through Barnes village id along the Nlortlake embankment with a magnilicent irface of wood blocks. The chief point to which I would .aw attention is that the corners on this newly-payed rend e properly banked in a small way, and this seems to
e to be evidence that an attempt has been made to assist e motorbus service to run satisfactorily to the great advange of the district.
" In the City. King William Street has recently been conTted from asphalt to wood paving and I hear that Cheaple and other principal thoroughfares .are to undergo a nilar alteration almost at once. Surely the anthoritles e not doing these things actually to assist the motorbus. 'onders will never cease! "
ig for Cutting Oil Ways in Bushes.
The sender of the following communication has been awarded the los. prize this week.
14681 The following is an account of a handy little device lich has been constructed by our correspondent " :offing enclose a sketch and description of a ol which I have made for the cutting of spiral oil ways bushes and other bearings. The readers of the ' D. and .' pages will, no doubt, readily understand the idea I Are had in mind, and I trust you will think it of sufficient
ruts and and references should render the sketch quite underridable. The base plate (A) is 7 inches by 3i inches by nch in dimensions. The studs (B and C) are at 33-inch ares, and are screwed and riveted into the base plate; this angement allows the cutting of oil ways in bushes which have a bore as large as 2?,i inches. The studs should be threaded down far enough to allow for the cutting of bushes of different lengths, and they should he long enough to hold the bridge (F). The plates (D and E) should have slots for adjustment. The studs (G and H) are screwed into the base plate, and should be just linger-tight. The plain part of the cutter bar should, of course, be longer than its quickthread part. The collar which holds the cutter should be brazed on, and it should have two screws, one to hold the cutter, and the other to give the feed. The other two collars are to act as stops; the block (J) is of brass, screwed into the plate (A). Two or three circles, scribed and centre popped round the cutter bar, will be found useful for the setting of the bushes. It will also be found useful to recess with the point of a drill both ends of the oil way, and this arrangement will allow for clearance to the cutter. A piece of square steel which has been carefully twisted and a gas nipple to hold the white metal, which should be cast round the twisted spindle in order to form a nut in the place of the piece (J), will answer just as well as a machine-cut thread.
claim that the use of this small tool renders it pcssible to cut oil ways quite as quickly and as well as they can be dealt with on a lathe."
A Perfect Motor Omnibus.
[4691 " J.W.G." (Dalton) considers that the experience which has now been gained with various types of chassis in London public service should facilitate the design of a new type of motorbus which should be quite suited to its purpose. Ile writes.—" Now that the various types of motorbuses have been running on the streets of London for several years, do you not consider it possible that a machine might be produced which should have the good points of the several types, without their obvious shortcomings? It would perhaps be interesting if you would publish the different combinations which might be sent to you by other correspondents. As far as my judgment is concerned, I would suggest that the most reliable machine for motorbus work should, in its main features, adhere to the follo.ving practice :—
" The engine. This component should be of the de Dion type, with de Dion latest high-tension duplex ignition.
" The radiator. This should be fixed close to the dashboard, well out of harm's way, and should be fed from an extra tank carried on the canopy over the driver.
" Steering gear. This detail might be of the MilnesDaimler pattern, and throttle control of the same type should he attached to the steering column.
" The clutch. This should undoubtedly he of the de Dion plate type. " The final drive. My choice in this direction would again be for the de Dion pattern, viz., a cardan shaft drive to internally-toothed gear rings from the de Dion-type gearbox.
" Brakes. One should be provided on the countershaft, and another on each back wheel. I would also suggest, as the result of the recent trials of front-wheel brakes, the provision of these useful fittings, which promise in greasy weather to abolish a great deal of the danger from sideslip, a fault to which the motorbus is peculiarly liable.
"I only roughly indicate. above my idea of what a perfect bus should be, and T have not attempted to dictate on the question of a number of miner but quite important improvements. I leave these to the suggestions of other and more able correspondents."