-
Welcome to this forum . We are a worldwide group with a common interest in Birmingham and its history. While here, please follow a few simple rules. We ask that you respect other members, thank those who have helped you and please keep your contributions on-topic with the thread.
We do hope you enjoy your visit. BHF Admin Team -
HI folks the server that hosts the site completely died including the Hdd's and backups.
Luckily i create an offsite backup once a week! this has now been restored so we have lost a few days posts.
im still fixing things at the moment so bear with me and im still working on all images 90% are fine the others im working on now
we are now using a backup solution
Birmingham Steam Buses 1824-1910.
Lloyd
master brummie
Your amativeness can only be responded to with a raised eyebrow, but in regard to alimentiveness - for tonight your sustenance must only be boeuf et carottes bouillis (as 'championed' by the late William Crump, himself a motor cab and coach proprietor) and your intoxicant la bière Anglaise d' Adam.
Aidan
master brummie
Ah, the mesmeric Music Hall - we just don't get entertainment like that on the outskirts of Buckingham. And who, pray, is the totty with the pneumatic brows?
I've tried slapping the back of my head but my incontinuity started to slip so I left off - did Rickett leave any instructions perchance?
Someone rang for a clip from the Glasgow Herald (Glasgow, Scotland), Wednesday, November 13, 1872 Issue 10257 (or did I post it before?)....
I've tried slapping the back of my head but my incontinuity started to slip so I left off - did Rickett leave any instructions perchance?
Someone rang for a clip from the Glasgow Herald (Glasgow, Scotland), Wednesday, November 13, 1872 Issue 10257 (or did I post it before?)....
motorman-mike
Brum visitor who stayed.
Und just ven you are thinking alles painting aus Herr Dr Church's Dampfbus ve haf seen, along kommen another one ist!
Could this be a demonstrator heading overland to Germany?
Apparently this is one of a series of 'Views of Transport' advertising stamps produced to display his work by by a German artist called Seck. Date of origin not known.
Could this be a demonstrator heading overland to Germany?
Apparently this is one of a series of 'Views of Transport' advertising stamps produced to display his work by by a German artist called Seck. Date of origin not known.
Last edited:
Aidan
master brummie
That is just stupendous Motorman - well done!
Fritz Seck seems to be the leading light in the philately world of advertising, doing a lot of work for Gernerbräu brewery, Munich.
I like the following but not 100% convinced they are by the great man
*Achtung - nichts hinausstrecken - or you'll get it ripped off
* Biesolt & Locke's "AFRANA" nahmaschinen - cos you don't want your pookas at your knickers (I think by Wolfgang Kunze)
Fritz Seck seems to be the leading light in the philately world of advertising, doing a lot of work for Gernerbräu brewery, Munich.
I like the following but not 100% convinced they are by the great man
*Achtung - nichts hinausstrecken - or you'll get it ripped off
* Biesolt & Locke's "AFRANA" nahmaschinen - cos you don't want your pookas at your knickers (I think by Wolfgang Kunze)
Lloyd
master brummie
Nothing to do with steam buses but....
The AFRANA sewing machine (Biesolt & Locke, from 1893 onwards) seems to be a direct copy of the American 'Singer' of the same era - produced under licence, perhaps?
The AFRANA sewing machine (Biesolt & Locke, from 1893 onwards) seems to be a direct copy of the American 'Singer' of the same era - produced under licence, perhaps?
Thylacine
master brummie
Thanks, Motorman, for that new picture of the "Church" in white livery (must have been after the National Bus Co took over!). An important contribution to the Geschichte der Dampfbus.
Fritz Seck's work is widely represented out there in cyberspace, but even the German Wikipedia doesn't have a biography of him. Come on, Dampfherren, let's track him down (dates, places, family, musical preferences ...
).
[It's a pity these "poster stamp" pictures are so small.]
Fritz Seck's work is widely represented out there in cyberspace, but even the German Wikipedia doesn't have a biography of him. Come on, Dampfherren, let's track him down (dates, places, family, musical preferences ...
).[It's a pity these "poster stamp" pictures are so small.]
Thylacine
master brummie
The 1872 "Randolph" Part 1.
[Thanks to Molesworth's "newspaper magic", we have the following contemporary account of the "Randolph" inter-generational steam bus (IGSB) of 1872. The anonymous "motoring correspondent" does a valiant job with challenging material (he was obviously a budding anorak). The article is long and quite detailed, but I thought that the aficionado of the IGSB would appreciate a full transcript. I wish we had something similar on (for example) John Inshaw's machine. The piece falls conveniently into three postable paragraphs. To be read in a broad Glaswegian accent.]
The Glasgow Herald (13 November 1872).
NEW STEAM CARRIAGE.
The application of steam to street locomotion has long engaged the attention of engineers, and at various times experiments have been made in this direction, which in all cases, however, have ultimately proved unsuccessful. Nearly forty years ago, as elderly citizens doubtless remember, a steam carriage, designed by Mr John Scott Russell, conveyed passengers between Glasgow and Paisley, but its career was suddenly interrupted by an explosion, which was attended with the most lamentable consequences. Since that time several other contrivances, chiefly of the nature of traction engines, have been introduced, with the view of solving the problem which is implied in securing the maximum of speed with the minimum of danger, and so recently as last year a steam omnibus was put on the route between Edinburgh and Portobello, but has since been discontinued. In the case of this last experiment the omnibus was apparently of great weight, and its passage along the streets was attended with so much noise that horses were startled, and the ordinary traffic of the city was thus considerably disturbed. It is obvious that such a means of propulsion on the common highway cannot be adopted without more or less attendant risk, just as it seems impossible to work our railways and steamers — shall we say also our tramways? — with perfect safety. But we had yesterday an opportunity of inspecting a new steam carriage which appears to reduce the chances of accident to the lowest point, and entirely to remove the objection of disturbance to the general traffic of the street. The carriage to which we refer has been introduced by Mr Charles Randolph, of this city, whose eminence as an engineer is a guarantee for the soundness of the principles which it embodies. Mr Randolph has for a considerable time given careful attention to the subject of steam as applied to street locomotion, and his plans having been matured towards the close of last year, a carriage has since been constructed, and is now ready for use — the machinery having been made by Messrs Dubbs and Company, of the Glasgow Locomotive Works, and the carriage portion by Messrs James Henderson and Company, of North Street, Anderston. The carriage, which Mr Randolph has protected by patent, is sixteen feet in length, and is externally a handsome specimen of the coachbuilder's handicraft. It consists of three divisions or compartments, which are harmoniously united — the driver's box in front, the boiler and engine house in rear, with a compartment for passengers in the centre — and is carried on four wheels, two at each end. Taking these compartments in the order thus indicated, we have first the driver's box, which is roofed and closed in with side and front windows, and is set on a higher elevation than the rest of the carriage. It is comfortably cushioned, and will accommodate two passengers besides the driver. Below this box is a "boot" in which luggage may be placed, or fuel stored for long journeys. Behind the driver's box, and on a lower level, so as to be easily entered from the street, is the central compartment, which will comfortably accommodate six passengers. It is lofty enough in the roof to admit of a person of average height standing with his hat on, and is fitted with spring cushions, an umbrella or parcel rail, and hat belts in the roof, while passengers may communicate with the driver by means of a bell which is conspicuously shown. In the engine house, which, as we have said, occupies the rear of the carriage, a seat is provided for the fireman, who takes his fuel from a coal bunk close at hand. The whole construction of the carriage is so designed as to secure order and neatness, together with the utmost economy of space in the working parts. When filled with passengers, and provided with water, etc, for a journey, its entire weight will be about four and a half tons.
[Thanks to Molesworth's "newspaper magic", we have the following contemporary account of the "Randolph" inter-generational steam bus (IGSB) of 1872. The anonymous "motoring correspondent" does a valiant job with challenging material (he was obviously a budding anorak). The article is long and quite detailed, but I thought that the aficionado of the IGSB would appreciate a full transcript. I wish we had something similar on (for example) John Inshaw's machine. The piece falls conveniently into three postable paragraphs. To be read in a broad Glaswegian accent.
]The Glasgow Herald (13 November 1872).
NEW STEAM CARRIAGE.
The application of steam to street locomotion has long engaged the attention of engineers, and at various times experiments have been made in this direction, which in all cases, however, have ultimately proved unsuccessful. Nearly forty years ago, as elderly citizens doubtless remember, a steam carriage, designed by Mr John Scott Russell, conveyed passengers between Glasgow and Paisley, but its career was suddenly interrupted by an explosion, which was attended with the most lamentable consequences. Since that time several other contrivances, chiefly of the nature of traction engines, have been introduced, with the view of solving the problem which is implied in securing the maximum of speed with the minimum of danger, and so recently as last year a steam omnibus was put on the route between Edinburgh and Portobello, but has since been discontinued. In the case of this last experiment the omnibus was apparently of great weight, and its passage along the streets was attended with so much noise that horses were startled, and the ordinary traffic of the city was thus considerably disturbed. It is obvious that such a means of propulsion on the common highway cannot be adopted without more or less attendant risk, just as it seems impossible to work our railways and steamers — shall we say also our tramways? — with perfect safety. But we had yesterday an opportunity of inspecting a new steam carriage which appears to reduce the chances of accident to the lowest point, and entirely to remove the objection of disturbance to the general traffic of the street. The carriage to which we refer has been introduced by Mr Charles Randolph, of this city, whose eminence as an engineer is a guarantee for the soundness of the principles which it embodies. Mr Randolph has for a considerable time given careful attention to the subject of steam as applied to street locomotion, and his plans having been matured towards the close of last year, a carriage has since been constructed, and is now ready for use — the machinery having been made by Messrs Dubbs and Company, of the Glasgow Locomotive Works, and the carriage portion by Messrs James Henderson and Company, of North Street, Anderston. The carriage, which Mr Randolph has protected by patent, is sixteen feet in length, and is externally a handsome specimen of the coachbuilder's handicraft. It consists of three divisions or compartments, which are harmoniously united — the driver's box in front, the boiler and engine house in rear, with a compartment for passengers in the centre — and is carried on four wheels, two at each end. Taking these compartments in the order thus indicated, we have first the driver's box, which is roofed and closed in with side and front windows, and is set on a higher elevation than the rest of the carriage. It is comfortably cushioned, and will accommodate two passengers besides the driver. Below this box is a "boot" in which luggage may be placed, or fuel stored for long journeys. Behind the driver's box, and on a lower level, so as to be easily entered from the street, is the central compartment, which will comfortably accommodate six passengers. It is lofty enough in the roof to admit of a person of average height standing with his hat on, and is fitted with spring cushions, an umbrella or parcel rail, and hat belts in the roof, while passengers may communicate with the driver by means of a bell which is conspicuously shown. In the engine house, which, as we have said, occupies the rear of the carriage, a seat is provided for the fireman, who takes his fuel from a coal bunk close at hand. The whole construction of the carriage is so designed as to secure order and neatness, together with the utmost economy of space in the working parts. When filled with passengers, and provided with water, etc, for a journey, its entire weight will be about four and a half tons.
Thylacine
master brummie
The 1872 "Randolph" Part 2.
[This is the second installment of the Glasgow Herald (13 November 1872) article on the "Randolph" steam carriage.]
Passing from general details, we may now indicate the special engineering features of the carriage, in so far as these are capable of being explained to non-practical readers. Entering the driver's box, it will be seen that a lever is brought down on each side from the roof. By drawing towards him the lever on his right hand, the driver applies brake power to both the sets of engines which drive the hind wheels, and may thus altogether stop the carriage on level ground, or regulate the restraining force of the drag according to the steepness of the declivity down which the machine is travelling. With reference to the lever on the left hand, we may explain that when it occupies a vertical position the steam is cut off from both pairs of engines, and the machinery accordingly is at a standstill. By pushing the lever slightly away from him, the driver sends the machine slowly forward. He may increase the rate of progress or provide for the ascent of a hill by still further moving the lever to the front, and may correspondingly diminish the speed by bringing it back again to the vertical position. If, on the other hand, he wishes to back the carriage, it is only necessary to pull the vertical lever towards him to the required extent. Rising through the centre of the compartment is a pillar surmounted by a steering wheel similar to those employed on board ship, except that it is placed in a horizontal instead of an upright position. This steering apparatus is of course directly connected with the wheels, but by an ingenious piece of mechanism, which need not be described, it does not partake of the jolting motion imparted to the wheels by the stones and other impedimenta of the streets. The carriage, too, is protected from the unpleasantness usually experienced in travelling along rough roads, but this we shall refer to in its proper connection. We have thus noticed the principal mechanical peculiarities of the driver's box, but there are also minuter although hardly less important details to which we must advert. Thus, in front of the steering apparatus is placed a pointer, which unerringly indicates the position of the wheels at any given moment relatively to the motion of the carriage. The importance of the pointer consists in this, that when the machine has been stopped the driver knows before starting again the exact position of the wheels. A steam gauge is also provided, whereby the steersman may at a glance ascertain the pressure of steam in the boiler; a mercury gauge exhibiting the precise acclivity or declivity of the ground passed over; and a mirror in front, showing the condition of the road or the traffic which may be coming on behind. The driver, again, is able to communicate with the stoker by pulling a bell, and the stoker may similarly arrest the attention of the steersman. For facility in steering, the two front wheels, which are three feet four inches in diameter, and two and a half inches in breadth, are only two feet apart, while the hind wheels, which are four feet six inches in diameter, and four inches in breadth, are five feet four inches apart, being the ordinary gauge of an omnibus. The latter are each provided with a spur wheel, bolted on the side next the carriage, which is driven by a pinion upon the crank-shaft of each of the pair of engines. The carriage is set upon springs of improved construction. In the case of ordinary vehicles, progress through uneven streets results in more or less jolting even where all the latest improvements have been adopted, but the springs of Mr Randolph's carriage are so nicely adjusted, and the weight of the machine itself is so great, that the jerking motion of the wheels is not communicated in any appreciable degree to the body of the vehicle.
[This is the second installment of the Glasgow Herald (13 November 1872) article on the "Randolph" steam carriage.]
Passing from general details, we may now indicate the special engineering features of the carriage, in so far as these are capable of being explained to non-practical readers. Entering the driver's box, it will be seen that a lever is brought down on each side from the roof. By drawing towards him the lever on his right hand, the driver applies brake power to both the sets of engines which drive the hind wheels, and may thus altogether stop the carriage on level ground, or regulate the restraining force of the drag according to the steepness of the declivity down which the machine is travelling. With reference to the lever on the left hand, we may explain that when it occupies a vertical position the steam is cut off from both pairs of engines, and the machinery accordingly is at a standstill. By pushing the lever slightly away from him, the driver sends the machine slowly forward. He may increase the rate of progress or provide for the ascent of a hill by still further moving the lever to the front, and may correspondingly diminish the speed by bringing it back again to the vertical position. If, on the other hand, he wishes to back the carriage, it is only necessary to pull the vertical lever towards him to the required extent. Rising through the centre of the compartment is a pillar surmounted by a steering wheel similar to those employed on board ship, except that it is placed in a horizontal instead of an upright position. This steering apparatus is of course directly connected with the wheels, but by an ingenious piece of mechanism, which need not be described, it does not partake of the jolting motion imparted to the wheels by the stones and other impedimenta of the streets. The carriage, too, is protected from the unpleasantness usually experienced in travelling along rough roads, but this we shall refer to in its proper connection. We have thus noticed the principal mechanical peculiarities of the driver's box, but there are also minuter although hardly less important details to which we must advert. Thus, in front of the steering apparatus is placed a pointer, which unerringly indicates the position of the wheels at any given moment relatively to the motion of the carriage. The importance of the pointer consists in this, that when the machine has been stopped the driver knows before starting again the exact position of the wheels. A steam gauge is also provided, whereby the steersman may at a glance ascertain the pressure of steam in the boiler; a mercury gauge exhibiting the precise acclivity or declivity of the ground passed over; and a mirror in front, showing the condition of the road or the traffic which may be coming on behind. The driver, again, is able to communicate with the stoker by pulling a bell, and the stoker may similarly arrest the attention of the steersman. For facility in steering, the two front wheels, which are three feet four inches in diameter, and two and a half inches in breadth, are only two feet apart, while the hind wheels, which are four feet six inches in diameter, and four inches in breadth, are five feet four inches apart, being the ordinary gauge of an omnibus. The latter are each provided with a spur wheel, bolted on the side next the carriage, which is driven by a pinion upon the crank-shaft of each of the pair of engines. The carriage is set upon springs of improved construction. In the case of ordinary vehicles, progress through uneven streets results in more or less jolting even where all the latest improvements have been adopted, but the springs of Mr Randolph's carriage are so nicely adjusted, and the weight of the machine itself is so great, that the jerking motion of the wheels is not communicated in any appreciable degree to the body of the vehicle.
Thylacine
master brummie
The 1872 "Randolph" Part 3.
[This is the third (and last) installment of the Glasgow Herald (13 November 1872) article on the "Randolph" steam carriage.]
It now only remains for us briefly to notice the engines and boiler. There are two pairs of vertical engines, one on each side of the carriage, with three-inch cylinders. The engines are quite apart from each other, so that, when a curve is being passed over, the engine and wheels on one side of the carriage accommodate themselves to the situation, by acquiring increased velocity in proportion to the extent of the curve which is described. The carriage, we may add, can be readily turned in a street of ordinary width. As to the boiler, we notice that it is of the vertical type, and is fitted with Field's patent tubes, as also with a couple of safety valves, a water gauge, gauge cocks, and a pressure gauge. The area of the fire grate is two square feet, and the heating surface is about eighty feet. The stoker is enabled to control the fire by means of a damper attached to the furnace, besides the ordinary method of working the furnace doors. The bursting strain of the boiler, assuming the material employed to be of only moderate quality, is 720 lbs of steam to the square inch. In point of fact, the metal used is of the very best description, and the boiler has been tested by the makers with 250 lbs of water pressure and 120 lbs of steam. It is not intended in practical working to exceed the 120 lbs. With regard to the rate of travel, we may explain that when the pistons are running at the rate of 300 feet per minute, the carriage will go eight miles an hour. Of course, the pace down-hill will be somewhat accelerated, and the engines provide for greater speed on level ground, but in a general way eight miles an hour is the rate aimed at. The water necessary for supplying the boiler is contained in a tank capable of holding about eight hours' supply and is conveyed from the tank by means of two of Friedman's patent injectors. Besides serving this essential purpose, the water cistern, being interposed between the central compartment of the carriage and the boiler, tends to keep the former cool, and thus promotes the comfort of the passengers. The waste steam from the safety valves, together with the eduction from the engines, pass into a single pipe, and are carried into a chamber surrounding the funnel on top of the boiler. This chamber is so large in proportion to the quantity of escaping steam that pulsation is entirely avoided, and the pressure is reduced to equability. The steam is discharged from the chamber into the funnel in a thin annular stream, which surrounds the effluent gases rising from the fire beneath, thus acting as a blast, and obviating the sudden screech and snort which would otherwise prove an annoyance. No steam is allowed to escape in the boiler-house, and almost none is seen to be emitted from the funnel. We may add that the first trial of the carriage took place a few mornings since, when it was under the guidance of Mr Charles R Harvey, who has throughout attended to the details of construction. The carriage was taken from North Street, Anderston, out to Parkhead, the result of this first run being in all respects satisfactory. Mr Randolph, we understand, anticipates that the mode in which he applies steam power to his carriage may be adapted to tramway cars, omnibuses, lorries, and even to ordinary carts.
[This is the third (and last) installment of the Glasgow Herald (13 November 1872) article on the "Randolph" steam carriage.]
It now only remains for us briefly to notice the engines and boiler. There are two pairs of vertical engines, one on each side of the carriage, with three-inch cylinders. The engines are quite apart from each other, so that, when a curve is being passed over, the engine and wheels on one side of the carriage accommodate themselves to the situation, by acquiring increased velocity in proportion to the extent of the curve which is described. The carriage, we may add, can be readily turned in a street of ordinary width. As to the boiler, we notice that it is of the vertical type, and is fitted with Field's patent tubes, as also with a couple of safety valves, a water gauge, gauge cocks, and a pressure gauge. The area of the fire grate is two square feet, and the heating surface is about eighty feet. The stoker is enabled to control the fire by means of a damper attached to the furnace, besides the ordinary method of working the furnace doors. The bursting strain of the boiler, assuming the material employed to be of only moderate quality, is 720 lbs of steam to the square inch. In point of fact, the metal used is of the very best description, and the boiler has been tested by the makers with 250 lbs of water pressure and 120 lbs of steam. It is not intended in practical working to exceed the 120 lbs. With regard to the rate of travel, we may explain that when the pistons are running at the rate of 300 feet per minute, the carriage will go eight miles an hour. Of course, the pace down-hill will be somewhat accelerated, and the engines provide for greater speed on level ground, but in a general way eight miles an hour is the rate aimed at. The water necessary for supplying the boiler is contained in a tank capable of holding about eight hours' supply and is conveyed from the tank by means of two of Friedman's patent injectors. Besides serving this essential purpose, the water cistern, being interposed between the central compartment of the carriage and the boiler, tends to keep the former cool, and thus promotes the comfort of the passengers. The waste steam from the safety valves, together with the eduction from the engines, pass into a single pipe, and are carried into a chamber surrounding the funnel on top of the boiler. This chamber is so large in proportion to the quantity of escaping steam that pulsation is entirely avoided, and the pressure is reduced to equability. The steam is discharged from the chamber into the funnel in a thin annular stream, which surrounds the effluent gases rising from the fire beneath, thus acting as a blast, and obviating the sudden screech and snort which would otherwise prove an annoyance. No steam is allowed to escape in the boiler-house, and almost none is seen to be emitted from the funnel. We may add that the first trial of the carriage took place a few mornings since, when it was under the guidance of Mr Charles R Harvey, who has throughout attended to the details of construction. The carriage was taken from North Street, Anderston, out to Parkhead, the result of this first run being in all respects satisfactory. Mr Randolph, we understand, anticipates that the mode in which he applies steam power to his carriage may be adapted to tramway cars, omnibuses, lorries, and even to ordinary carts.
Thylacine
master brummie
Steambumps.
What was it with steam carriage inventors and bumps on the head? We learn from John van Wyhe's excellent "History of Phrenology on the Web" that Charles Randolph (millwright, Glasgow) joined the Glasgow Phrenological Society on 5 September 1840. :confused2:
What was it with steam carriage inventors and bumps on the head? We learn from John van Wyhe's excellent "History of Phrenology on the Web" that Charles Randolph (millwright, Glasgow) joined the Glasgow Phrenological Society on 5 September 1840. :confused2:
Thylacine
master brummie
Thylacine
master brummie
The Coming of the Motor-'Bus (1906).
[In 1906 the Illustrated London News (ILN) published a series of pictures under the general heading "The Coming of the Motor-'Bus". Pictured were three of our old friends, beautifully drawn (or redrawn) by Amédée Forestier. Here they are (reduced to 25% but still very sharp) with the original ILN captions.]
No I (28 July 1906): The Motor in 1770. A Tea-Kettle on Wheels. The First of Motors: Cugnot's Steam-Car, 1770. N J Cugnot was quite a century in advance of his time, and is rightly considered the father of automobilism. But for the French Revolution, which turned men's minds entirely away from this form of mechanics, he might have anticipated George Stephenson. His machine consisted of a wooden chassis, with three wheels. The boiler, a kettle-like contrivance, was in front, and the single fore-wheel was driven by two cylinders. The steering arrangement was not unlike that of the present day, and there were non-skidding tyres. The machine still exists, and was recently placed in one of the museums in Paris. We intend in this series to trace the development of automobilism through all its stages.
No II (4 August 1906): The Vehicle Seventy-Four Years Ago. William Church's Steam-Carriage in 1832. Church's steam-coach, an elaborately decorated concern, which resembled a circus-car, ran between London and Birmingham. It was something like a double stage-coach, but had more inside accommodation than that vehicle. It was constructed to carry twenty-eight inside and twenty-two outside passengers. The chauffeur wore the many tippeted dress of the old stage-coachman, a garb made immortal by the portraits of the elder Weller. In 1831 a Select Committee of the House of Commons reported on the automobile movement. Its practicability the Committee considered fully established, but they mentioned that a formidable obstacle existed in popular prejudice, which led to the imposition of prohibitive and excessive tolls. The new railways secured a law providing that a man with a red flag by day and a red lantern at night should keep one hundred yards in advance of every automobile. The man has even been seen on the buffer of a traction-engine.
No III (11 August 1906): Another 1833 Design. The Motor-'Bus Seventy-Three Years Ago: Hancock's Steam-Coach, the "Era", Arriving at Greenwich. Hancock's steam-coach, which plied between London and Greenwich, resembled two stage-coaches on end, with a third compartment like a mail or luggage van. It was mentioned in the Parliamentary Report of 1833 as a machine in daily use on common roads. The Report continues, "Mr Hancock reckons that with his carriage he could keep up a speed of ten miles per hour, without injury to the machine".
[In 1906 the Illustrated London News (ILN) published a series of pictures under the general heading "The Coming of the Motor-'Bus". Pictured were three of our old friends, beautifully drawn (or redrawn) by Amédée Forestier. Here they are (reduced to 25% but still very sharp) with the original ILN captions.]
No I (28 July 1906): The Motor in 1770. A Tea-Kettle on Wheels. The First of Motors: Cugnot's Steam-Car, 1770. N J Cugnot was quite a century in advance of his time, and is rightly considered the father of automobilism. But for the French Revolution, which turned men's minds entirely away from this form of mechanics, he might have anticipated George Stephenson. His machine consisted of a wooden chassis, with three wheels. The boiler, a kettle-like contrivance, was in front, and the single fore-wheel was driven by two cylinders. The steering arrangement was not unlike that of the present day, and there were non-skidding tyres. The machine still exists, and was recently placed in one of the museums in Paris. We intend in this series to trace the development of automobilism through all its stages.
No II (4 August 1906): The Vehicle Seventy-Four Years Ago. William Church's Steam-Carriage in 1832. Church's steam-coach, an elaborately decorated concern, which resembled a circus-car, ran between London and Birmingham. It was something like a double stage-coach, but had more inside accommodation than that vehicle. It was constructed to carry twenty-eight inside and twenty-two outside passengers. The chauffeur wore the many tippeted dress of the old stage-coachman, a garb made immortal by the portraits of the elder Weller. In 1831 a Select Committee of the House of Commons reported on the automobile movement. Its practicability the Committee considered fully established, but they mentioned that a formidable obstacle existed in popular prejudice, which led to the imposition of prohibitive and excessive tolls. The new railways secured a law providing that a man with a red flag by day and a red lantern at night should keep one hundred yards in advance of every automobile. The man has even been seen on the buffer of a traction-engine.
No III (11 August 1906): Another 1833 Design. The Motor-'Bus Seventy-Three Years Ago: Hancock's Steam-Coach, the "Era", Arriving at Greenwich. Hancock's steam-coach, which plied between London and Greenwich, resembled two stage-coaches on end, with a third compartment like a mail or luggage van. It was mentioned in the Parliamentary Report of 1833 as a machine in daily use on common roads. The Report continues, "Mr Hancock reckons that with his carriage he could keep up a speed of ten miles per hour, without injury to the machine".
Aidan
master brummie
That's one for Stitcher I think
Thylacine
master brummie
Yes we've seen that "Church" picture before (and the Hancock one I think). Observe that Forestier has signed the Cugnot and Hancock pictures but not the Church one, though ILN credits all three drawings to him. The church and tollhouses may be down to Forestier's "artistic licence", and since the "London - Birmingham" furphy is repeated in the caption, they could be anywhere on the road couldn't they? There are buildings depicted on Keith Fletcher's "Church" oil, but they don't look like tollhouses.
[Incidentally, I was watching a news item last night about the floods in northern Victoria, and they were interviewing a farmer named Furphy. It's the area where the Furphy water tank was first built pre-World War 1. Nice to see the family's still going strong!]
Thylacine
master brummie
The "Rickett" Travels North 1860.
[The remarkable journey of the "Rickett" steam carriage from Inverness to Barrogell Castle was mentioned above. This journey is often described in histories of the automobile, but usually in a very sketchy fashion. Here is a quite detailed contemporary account.]
Illustrated London News (15 September 1860).
RICKETT'S ROAD LOCOMOTIVE.
Some time back we gave an illustration of a steam-carriage which was driven from Buckingham to Windsor Castle. The accompanying engraving represents a similar one, built for the Earl of Caithness, with which his Lordship, accompanied by Lady Caithness, the Rev W Ross, and Mr Rickett, "travelled north"; in fact, drove from Inverness to Barrogell Castle, a distance of 150 miles, virtually in two days, and which is considered the boldest and most difficult enterprise recorded in the annals of road locomotion. A trial trip to a point 150 miles ahead, with a full load of passengers and luggage, over some of the most mountainous districts of Scotland, the party for the most part unacquainted with the route, and the supplies of coal and water therefore uncertain; sometimes ascending hills of 1 in 7, towering up to a splendid sea view, and again descending the winding roads cut in the hill sides, crossing the mountain gorges at an acute angle by a narrow bridge, down an unprotected gallery of rocks, without the slightest accident or danger, certainly speaks well for the noble conductor, and also for the inventor of the carriage.
It is stated that his Lordship travelled the first stage from Inverness to Beauly, a distance of fourteen miles, in one hour and twenty minutes, notwithstanding frequent stoppages for horses and once for water. After leaving Beauly, on those parts of the road where some distance forward could be seen, he attained a speed of eighteen miles an hour, and could have kept it up for any distance with ease and safety. He drove up the hills without difficulty, and, proceeding down the very steep declivity near where the road joins the other from Tain, the control his Lordship had over it was most satisfactory, and enabled him to descend at any rate he pleased with perfect ease and safety.
On the Monday he started from Golspie at an early hour, numbers assembling to see if it would manage the steep ascent leading to Dunrobin Castle; but, as usual, drove right on, amidst hearty cheers, to the town of Helmsdale, about fifteen miles, when, on stopping for water, egress from the carriage was almost impossible from the crowd of Gaelic fishermen assembled. The town is situated at the foot of "the Ord of Caithness", a noted mountain, which, it was said, would bring the engine to a stand if anything could; and oft was the cry repeated, "Ye'll ne'er get o'er the Ord!" The ascent commences immediately on leaving the town with an incline of about 1 in 10, and continues for five miles frequently 1 in 7. Winding up the precipitous route, the deep, strong, but regular beat of the engine told that, though severely taxed, the task was not more than it could manage, and without once stopping or flagging it reached the summit, when the party congratulated themselves on the crisis of the enterprise being so satisfactorily passed. For the descent into Berridale Glen his Lordship had provided a special drag, but found that, with the party walking down, the ordinary screw-breaks were quite sufficient to keep it perfectly under control.
At Wick, about seventeen miles from his Lordship's residence, the arrival of the carriage was anxiously expected. Horsemen went out to meet it, and the firing of a cannon announced its approach. The whole town appeared to have turned out, for the streets were thronged and, being situated a hundred miles and more from any railway, steam on the highroads was hailed with enthusiasm. His Lordship stopped for more than an hour for refreshment, and then, amid the gathering shades of night, drove on to Barrogell; but the nights are not dark in that treeless country, and his Lordship drove as merrily as by daylight to within a few miles of John o'Groats.
These carriages are designed by Mr Rickett to carry three persons at ten miles an hour on any ordinary roads, which they appear satisfactorily to accomplish. They require about the same space as a horse and chaise, carry sufficient water for ten to fifteen miles, and coal for thirty miles, weigh thirty cwt, and are well mounted on springs, the only noise being that of the escaping steam, which can be stopped instantly when horses appear frightened. The arrangement is such that the carriage and the engine are distinct, and the duties pertaining to each divided. The fireman keeps up the supply of power by attention to the fire and water, while the person occupying the front right-hand seat turns it on as he thinks proper, having absolute control in the use of the steam and in guiding the carriage.
In the engraving the splashers are taken off the wheels in order to show the machinery, which when working is protected from dust and dirt.
[The remarkable journey of the "Rickett" steam carriage from Inverness to Barrogell Castle was mentioned above. This journey is often described in histories of the automobile, but usually in a very sketchy fashion. Here is a quite detailed contemporary account.]
Illustrated London News (15 September 1860).
RICKETT'S ROAD LOCOMOTIVE.
Some time back we gave an illustration of a steam-carriage which was driven from Buckingham to Windsor Castle. The accompanying engraving represents a similar one, built for the Earl of Caithness, with which his Lordship, accompanied by Lady Caithness, the Rev W Ross, and Mr Rickett, "travelled north"; in fact, drove from Inverness to Barrogell Castle, a distance of 150 miles, virtually in two days, and which is considered the boldest and most difficult enterprise recorded in the annals of road locomotion. A trial trip to a point 150 miles ahead, with a full load of passengers and luggage, over some of the most mountainous districts of Scotland, the party for the most part unacquainted with the route, and the supplies of coal and water therefore uncertain; sometimes ascending hills of 1 in 7, towering up to a splendid sea view, and again descending the winding roads cut in the hill sides, crossing the mountain gorges at an acute angle by a narrow bridge, down an unprotected gallery of rocks, without the slightest accident or danger, certainly speaks well for the noble conductor, and also for the inventor of the carriage.
It is stated that his Lordship travelled the first stage from Inverness to Beauly, a distance of fourteen miles, in one hour and twenty minutes, notwithstanding frequent stoppages for horses and once for water. After leaving Beauly, on those parts of the road where some distance forward could be seen, he attained a speed of eighteen miles an hour, and could have kept it up for any distance with ease and safety. He drove up the hills without difficulty, and, proceeding down the very steep declivity near where the road joins the other from Tain, the control his Lordship had over it was most satisfactory, and enabled him to descend at any rate he pleased with perfect ease and safety.
On the Monday he started from Golspie at an early hour, numbers assembling to see if it would manage the steep ascent leading to Dunrobin Castle; but, as usual, drove right on, amidst hearty cheers, to the town of Helmsdale, about fifteen miles, when, on stopping for water, egress from the carriage was almost impossible from the crowd of Gaelic fishermen assembled. The town is situated at the foot of "the Ord of Caithness", a noted mountain, which, it was said, would bring the engine to a stand if anything could; and oft was the cry repeated, "Ye'll ne'er get o'er the Ord!" The ascent commences immediately on leaving the town with an incline of about 1 in 10, and continues for five miles frequently 1 in 7. Winding up the precipitous route, the deep, strong, but regular beat of the engine told that, though severely taxed, the task was not more than it could manage, and without once stopping or flagging it reached the summit, when the party congratulated themselves on the crisis of the enterprise being so satisfactorily passed. For the descent into Berridale Glen his Lordship had provided a special drag, but found that, with the party walking down, the ordinary screw-breaks were quite sufficient to keep it perfectly under control.
At Wick, about seventeen miles from his Lordship's residence, the arrival of the carriage was anxiously expected. Horsemen went out to meet it, and the firing of a cannon announced its approach. The whole town appeared to have turned out, for the streets were thronged and, being situated a hundred miles and more from any railway, steam on the highroads was hailed with enthusiasm. His Lordship stopped for more than an hour for refreshment, and then, amid the gathering shades of night, drove on to Barrogell; but the nights are not dark in that treeless country, and his Lordship drove as merrily as by daylight to within a few miles of John o'Groats.
These carriages are designed by Mr Rickett to carry three persons at ten miles an hour on any ordinary roads, which they appear satisfactorily to accomplish. They require about the same space as a horse and chaise, carry sufficient water for ten to fifteen miles, and coal for thirty miles, weigh thirty cwt, and are well mounted on springs, the only noise being that of the escaping steam, which can be stopped instantly when horses appear frightened. The arrangement is such that the carriage and the engine are distinct, and the duties pertaining to each divided. The fireman keeps up the supply of power by attention to the fire and water, while the person occupying the front right-hand seat turns it on as he thinks proper, having absolute control in the use of the steam and in guiding the carriage.
In the engraving the splashers are taken off the wheels in order to show the machinery, which when working is protected from dust and dirt.
motorman-mike
Brum visitor who stayed.
Whilst on the look out for more steamy Seck's stamps, I'm sorry, I'll rephrase that, whilst on the look out for more steam related stamps by Herr Seck I came across these two characters whom I shall name Herr Von Thylacine and Herr Von Molesworth. They sum up nicely what this thread is all about even giving it a motto.
Last edited:
Lloyd
master brummie
In view of the proximity of the Buckingham foundry to the town's railway station, I would think. Inverness station opened in 1855, so this is quite possible.
Lloyd
master brummie
A pity? We will never be sure, of course, but...via Banbury & the GWR to Birmingham, then the L&NWR north...in which case the interchange would have almost certainly been at Curzon St goods station. Pure guesswork, though.
(Actually, studying my fully inclusive railway map of England (huge, well worth downloading for the detail), it is more likely to have gone the other way via Bletchley and remained on the L&NWR metals, via Rugby & Tamworth by-passing Birmingham.)
(Actually, studying my fully inclusive railway map of England (huge, well worth downloading for the detail), it is more likely to have gone the other way via Bletchley and remained on the L&NWR metals, via Rugby & Tamworth by-passing Birmingham.
)
Aidan
master brummie
Yes of course - I was hoping to find account of the perilous Rickett delivery service (trade plates & all) battling it's way up Icknield Street - but Rail (or poss packet steamer) is much more likely I guess...
