• 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

Birmingham Steam Buses 1824-1910.

Not far from the (imagined) truth, Moleworth [in the running for "Cad of the Remove" award are we?]
The "Steam Elephant" became the name of the locomotive device which towed a wheeled building around India in Jules Verne's "The Steam House" 1880 story, also known as "Tigers and Traitors", set in the period of the 1857 Indian uprising.
 
Aidan said:
...Chromolithographed music cover of ‘The Fly-by-night Waltzes’ by H Harvey George that shows two firemen sitting on a red steam-driven fire engine printed by Stannard and Dixon ....
Click to expand...

Is reminiscent to me of the rare (only?) 1875 Grenville (pic 1) of Glastonbury (no kidding) from the fun https://www.motoringpicturelibrary.com. It is now housed at the National Motor Museum https://nationalmotormuseum.org.uk/?location_id=355

I also attach a pic of Prime Minister Lord Salisbury aboard a Locomobile steam car c1902. These steam-powered cars suffered from insufficient robustness to cope with early 20th century roads, as well as being limited to a range of 20 miles on a full tank of water. Lord Salisbury was Prime Minister in 1886-1892 and 1895-1902. Which MAY be related to my quest to find the BMO and (possible) Warings vehicle.

And while the Master is away, Here is a pic of Charles Rolls in a Steam Car c1901. He was always after speed and am sure he would have loved this British attempt at the Land Speed Record - wonder how it did?
 
Last edited:
"Ogle-Summers" Southampton to Birmingham 1832.

[Molesworth has worked his usual magic :cool: with the on line newspaper archives, and has discovered a contemporary account, by Nathaniel Ogle and William Alltoft Summers, of the journey of their steam carriage from Southampton to Liverpool via Birmingham in August and September 1832. I'm sure our many readers enjoy this hair-raising story, with its wealth of interesting details. It is quite long, so I'll post it in two parts. Here is the Southampton to Birmingham part:]

The Lancaster Gazette (6 October 1832).

From the Liverpool Chronicle, Sept. 29.

MESSRS. OGLE AND SUMMERS' STEAM CARRIAGE.

This vehicle, of which we gave a description last week, arrived in this town on Monday evening last [24 September 1832]. It drove rapidly up to the Adelphi Hotel, and after the ladies of the party who occupied it had alighted, the carriage proceeded to the Repository, in Great Charlotte-street, where it still remains. We have much pleasure in laying before our readers the following detailed and interesting account of the journey, with which we have been favoured by the proprietors.

Some Account of the late Experimental Journey by Steam from Southampton, of Messrs. Nathaniel Ogle and William Altoft Summers.

To reach Liverpool was the determination of the experimentalists, as there, the efficiency of their power was most likely to be appreciated, and its application understood — for where so great and so laudable a work as the Railway to Manchester has been completed, the knowledge of the subject is most diffused, and the number of practical and scientific men, which that work, and the mercantile demand for mechanical structures has called together, made them conclude that their method of obtaining power would meet with due consideration.

As many observations have very naturally been made on the subject, and some doubts expressed of the capability of continued progression, from the time which has elapsed since the vehicle left Southampton, we will, after offering a few observations, give a briefly detailed account of the circumstances, which caused delay; and of the journey.

It can hardly be supposed that the completion of that mighty work, the Railway, of which England may be justly proud, would terminate the labours of mankind on locomotion; it was more likely to stimulate others to carry the subject still farther; and as man slowly and progressively improves, it must have been seen by the eye of science, that the beautiful and useful Railroad would, like all other human undertakings, be modified, and perhaps ultimately superseded, when the power of steam, or any other power, should be successfully applied to move vehicles along the prepared surface of the earth. When steam was first applied to propel vessels across the stormy seas of our climate, the attempt was derided, by even the informed and the good, as the vain wanderings of mis-directed genius — we now know how deeply wronged the men were, who, seeing farther than their opponents, persevered in the wondrous work, until the application of the power now ensures swiftness, regularity, and safety, beyond all comparison. Let the reasoning be analogically applied to the application of steam for the purpose of propelling vehicles on the common roads, and the enlightened mind will instantly perceive the justness of the analogy.

The scientific man may apprehend many difficulties, but he will at once admit that, as there is no doubt of the principles being obtained, the details must follow.

The vehicle containing water, coke, tools, luggage, and twenty-five persons, left the village of Milbrook, two miles from Southampton, on the 13th of August, and proceeded to Winchester; the road is known to be very hilly, and in parts soft — the distance of fourteen miles, was cleared in one hour and ten minutes [12 mph], while steam was so abundant it was blowing away the whole time. It was on this part of the road, observed from the steepness of the hills, that the method of retarding the carriage in going down was not sufficient. The journey was, however, prosecuted towards Oxford, through Whitchurch, a cross road, so hilly that the best horsed coaches can only clear eight miles an hour. The steam vehicle easily cleared twelve and a half: — the delay on the road in no instance being occasioned by the slightest failure in the machinery, or by want of firmness in the general structure. At the summit of a steep hill the drag [brake] (then used) was displaced, and the vehicle run amain, and actually passed over one mile in one minute and ten seconds [51 mph!]. We are not aware that the slightest injury ensued from so severe a trial. In another instance, the carriage was necessarily driven through a river. On the vehicle reaching Oxford, it was determined to add a more powerful break. There, on examining the crank axle, it was found defective. Subsequent inspection shewed that the man who had forged it at Messrs. Treffrys and Haseldens had concealed three cold-shuts [surface defects] and other faults. While we deeply deplored the necessary delay, we could only be thankful that the axle had not broken when rushing down the steep declivity. It was the only piece of the machinery not made by ourselves. Mr. Summers immediately proceeded with the axle to Bristol, a distance by way of Milbrook, which he went, of one hundred and twenty miles. It required more than a fortnight to complete and convey to Oxford the new axle. While there, some trifling things were done, a pump was added to save the labour of handing water to the tank. The springs of the carriage body were strengthened. The boiler was perfectly tight, and fully answered our expectations.

As soon as the axle had been replaced, we proceeded towards Birmingham, and the cleared the first stage to Woodstock, through a very sticky, clammy road, in thirty-eight minutes [15 mph]. On this stage, we tried some trifling experiments relative to our waste steam, which we think may hereafter be partially used to heat the supply of water. On leaving Woodstock, the attendants reported the proper quantity of water to be in the boiler, but to our mortification we discovered in less than five minutes that they had in some inexplicable manner been in error; and to complete the misfortune the communication between the tank and the pump had been as unaccountably closed, and the boiler was found without water, and red hot. Every precautionary measure was instantly adopted, and the boiler was allowed to cool gradually. After a delay of three hours, water was again injected, but to our great annoyance, we found that two portions of our boiler were injured. Its great power, however, enabled us to reach, though with rather diminished speed, Chapel-house, where we remained and again examined the boiler. On the following morning we proceeded towards Birmingham, notwithstanding the misfortune which had happened to us, the steep hills, well known on the road, were ascended with facility; that of Liveridge [between Henley-in-Arden and Hockley Heath], nearly a mile long, at eight miles an hour, and our break, on descending was found efficient. A clutch of one of the wheels was dropped on the road, so that we were compelled, when ascending the steepest hills, to work with only one wheel, a very serious disadvantage, when the ascent is considerable. On reaching Birmingham, it being dark, and the fog very dense, our lamps were lighted, and we passed without the least difficulty the various coaches on the road towards London, and with scarcely any fire, and no coke, for it was all consumed, and one wheel only in gear, we forced, with rapidity, our way through long-continued masses of heavy gravel and broken granite just laid down, up the steep ascent, called the Bull-ring, to the Church, without one check. There one wheel, and little steam, were found hardly sufficient to propel so heavy a body up so great and so rough an ascent. The artisans of Birmingham, who now formed a dense crowd, saw the cause of the difficulty, and instantly applied the little additional power which was requisite, and the vehicle reached its destination. Business, and a wish to see the various manufactories there, at Stourbridge, and Shut End, &c. (where Mr. Rastrick's excellent locomotive engine is at work, and his useful and scientific hydraulic lift induced us to remain a fortnight.
 
"Ogle-Summers" Birmingham to Liverpool 1832.

[Here is the Birmingham to Liverpool part of the account:]

On our leaving Birmingham, the portion of the boiler which had been injured, still leaked. Our blowing strap proved rotten, and to crown our vexation, it was found that the connexion between the tank and the pump was closed, and we were compelled to stop close to Soho, the factory of Messrs. Watt and Boulton, who neither rendered, nor offered to render us the least assistance, being the solitary instance we encountered in a journey of 200 miles, of sordid illiberality. On examining the cause of the stoppage in the pipe, we found that some one had fitted in, very neatly, a piece of wood into the cock, which acted as a plug. We do not envy the feelings of the malicious person who could perpetrate such a crime against those who had not given him any offence. After the discovery and removal of the cause, the vehicle proceeded to Wolverhampton, and then to Penkridge, in Staffordshire. From the badness of the fuel, the leak in the boiler, and the only real defect which has happened to any of the machinery, this part of the journey was performed in an unsatisfactory manner. The defect alluded to, was the loosening of one of the piston rods, from the key not having been accurately fitted. The last three miles into Penkridge were performed with only one engine! At Penkridge a new key was put into the piston, and one portion of the boiler cut out and left behind! This occupied several days. We then proceeded to Trentham Inn. On the following morning, the agent to the Marquess of Stafford, hearing that the cokes were bad, most kindly sent us some of a quality so superior, that on leaving Trentham, the adjacent and lofty hills were ascended with such rapidity, that well-mounted horsemen could not keep pace without distressing their animals. Mr. Cork, a coach proprietor, timed the vehicle, and found that two miles, nearly all up hill, were cleared in six minutes and a half [18 mph]. The difference in speed arising form the quality of the fuel was now apparent; and the coachmen on the roof, sent expressly by the coach proprietors to report our progress, gave up all doubt, and loudly expressed their astonishment. At Newcastle we obtained a good strap for the blower, and accompanied by Mr. Witty and his son, the distinguished engineers, proceeded.

Mr. Witty and his son have most handsomely sent us the following letter, which with the scientific and practical man will remove all doubt: —
Basford Cottage, near Newcastle, Staffordshire, Sept. 26, 1832.

Gentlemen, — On your arrival at Newcastle, Staffordshire, I had an opportunity of witnessing the performance of your steam-carriage on the Liverpool road. Myself and son travelled by it at Lawton-gate, a distance of seven miles, passing over two or three very high and long hills, well known to travellers on this road; in one part of which an arched drain crossing it was undergoing repair, so that the road was impassable, except on one side where the ground had not been filled in, but left quite soft, and just wide enough to admit a single carriage. Notwithstanding this formidable obstruction, I had the pleasure of seeing your steam-carriage pass over it, although the wheels sank five or six inches in the soft ground. With regard to the speed, it much exceeded my expectations, when I saw a coach with the horses at full gallop pass by the steam-carriage before we arrived at Lawton-gate.

I cannot close my letter without congratulating you on the success of this trial, and from having some knowledge of the parts and principles of steam-carriages, I think your patent boiler exceeds every other yet brought into use; and have no doubt of its being generally adopted. — I am, gentlemen, yours, very respectfully,

RICHARD WITTY.

To Messrs. Ogle and Summers.

P. S. As you were much annoyed on this road by the want of good coke, permit me to recommend what is here called "Worsley coke." It comes from Lancashire. Our iron-founders all use it for smelting; no other will bear a blast equal to this. No doubt it may be found at the foundries in Liverpool.

R. W.​
Perhaps the greatest speed attained by any vehicle, was between Knutsford and Hoo Green. The road is good, and may be termed a fair give and take piece of ground. The distance is three miles and a half. The ground was passed over in seven minutes [30 mph]. On leaving Hoo Green our fuel was found of an inferior quality. The few bags so liberally promised by the directors of the Railway were accidentally changed for cokes which were rejected as unfit for their use, and consequently our progress was retarded, though, at times, considerable speed was obtained on adding a little coal to the fuel. We had been kindly warned and most judiciously instructed how to proceed, by Mr. Bretherton's brother-in-law and the guard of the mail, on reaching the embankment at Bold-heath. Many were the bets that we could not surmount and cross this soft, shaking, new, and high embankment. Many scientific men deemed it as the last and only test required to prove to the satisfaction of the most sceptical the prodigious power possessed by us. With a full charge of water, several bags of coke, much luggage, and five persons (the rest of the party had got down to witness the trial and lighten the carriage) — the vehicle majestically and steadily ascended the shaking and waving fabric at full ten miles an hour. Not a voice was heard, even the numerous workmen belonging to the St. Helen's Railway stood in anxious expectation, but no sooner was the summit gained than a simultaneous shout burst from all the spectators, and the coach with accelerated speed regained the solid ground. During the whole distance the power was evident; for steam even at the steepest point of ascent was blowing off at both the valves, and when we stopped, we were compelled to open the fire doors and shut the damper while the party resumed their seats. It must be remembered that this great feat was achieved with a portion of the boiler cut out, and left on the road — with one other portion injured, and narrow wheels. To have verged six inches on either side would have entailed certain destruction, and though the shaking mass screwed, as it were, the vehicle to the left, so completely under command is the steering, that she was guided truly in the track. With the exception of the two portions of the boiler injured, there is not the remotest appearance of the slightest leak. Rushing down a flinty hill at fifty miles an hour has not started it one hair's breadth, the rattling over various pavements, even after the boiler was red hot, has not produced the least effect. Every joint is perfectly tight, which, considering the vibration, and the pressure of 200 lbs on the square inch, may be deemed the acquisition of an important point.

The furnace has suffered slightly, but not so much as might have been expected, considering that it was made of thin sheet iron.

The substitution of mechanical for animal power for the purposes of public transit can no longer be a question. Perhaps among the improvements to which it may lead, are the partial levelling of the hills, making the roads hard and sound; and where the traffic is great, and the speed required upwards of fifteen miles an hour, a train will be laid down of hard stone, each about three feet long, one and a half broad and deep — on which not only steam, but other vehicles will run. This is contemplated between Manchester and Liverpool, which would probably return a considerable portion of the traffic and personal transit form the Railway to the common road. It may be a question — and a serious one — with the public, after our experiment, how far the Railways proposed are advisable — either as a mean of transit or an investment of capital.

N. O. and W. A. S.

P. S. — Our boilers are equally applicable to vessels, factories, mines, or the collieries. Our object in coming to Liverpool is either to sell licenses for the working of our Patent, or to enter into such arrangements as will remunerate us for the very great outlay we have made in bringing our Locomotive Carriage and Boiler to its present state of perfection. We are, therefore, ready to receive applications from any person who may be inclined to treat with us.
 
Last edited:
"Ogle-Summers" at Abingdon 13 August 1832.

Jackson's Oxford Journal (18 August 1832).

ABINGDON, August 17.

On Monday evening last [13 August 1832] that Leviathan of wheel carriages, a "steam coach", entered this town from Southampton, on its way to Birmingham. Of course the vehicle attracted considerable notice, and as it did not leave till the middle of the following day the inhabitants and visitants of Abingdon had ample opportunity of inspecting its extremely curious machinery. The patentees are Messrs Ogle and Sons [sic]. Its weight is six tons, exclusive of passengers. The pressure on ascending hills is 270 to the square inch. The distance from Southampton to Newbury, 36 miles, was run over in 4 hours and 10 minutes, sometimes going at the rate of 20 miles an hour. Considering the difficulties the engineers and other managers had to contend with, it is saying much for the undertaking to remark, that no accident happened of any consequence, and no difficulty existed but what experience and practice would soon remove. The party, consisting of 22 gentlemen, stopped at the New Inn — perhaps the largest number contained in one coach that ever stopped there; and it was amusing to observe those who had already secured beds locking up their rooms, to secure the possession of them from the numerous steam coach passengers.
 
"Ogle-Summers" Comes to Oxford August 1832.

London Morning Post (22 August 1832) and London Morning Chronicle (24 August 1832).

STEAM-CARRIAGES.

Experimental Journey by Messrs Nathaniel Ogle and W A Summers in their Steam-Carriage.

Monday this steam-carriage passed through Newbury from Southampton to Oxford; it proceeded along the streets at a steady pace, attended by a large concourse of persons. At the Chequers Inn, Speenhamland, it stopped to take in water and coke; the supply of water required was about one hundred buckets. When starting, the coach went off with very considerable speed, and soon left all the pedestrians far behind.

We understand Messrs Ogle and Summers have been occupied almost four years in their experiments, and have expended £30,000 in bringing their invention to perfection, or rather to that state which leaves only some trifling minor details to be worked out. The chief desideratum in locomotive vehicles and vessels (in mines in our colonies) is a safe and efficient mode of generating steam on scientific principles. Messrs Ogle and Summers have completely mastered that most difficult point. Their boiler contains the greatest possible heating surface in the least possible space, when in combination with the strongest mechanical form. Their boiler consists of numerous sections, having sufficient connection with each other, constructed of cylinders with air tubes within each, standing vertically, so that a stratum of water is placed between two heating surfaces, the outer surface of the cylinders and the inner surface of the air tube. They allow 13 superficial feet to the horse power, and the boiler in their vehicle contains 398 feet of heating surface, or thirty horse power. They usually work at the pressure of two hundred pounds on the square inch, so that upwards of nineteen millions of pounds weight are pressing to get loose, and yet confined and used with perfect safety. The cylinders are 12¼ in diameter, with metallic pistons, of such perfect construction, that the steam has never been known to pass these pistons. The boiler contains upwards of fifty-six thousand rivets, and at the tremendous pressure of three hundred pounds on the inch not a rivet leaks. The joints are all perfectly tight, and the supply of water to the boiler from the tank quite perfect. The form of the carriage is elegant and remarkably commodious, and, we understand, easier than any other vehicle. It differs from the common carriage chiefly in its height, and the cumbrous appearance of the boiler, which is placed behind, and beyond is the blowing machine. Owing to the heavy ironwork being at the lower part of the vehicle, an upset is almost impossible.

On Monday morning this carriage left Millbrook, near Southampton, with 23 persons and their luggage, and proceeded towards Oxford. The first 12 miles, celebrated for the hills, were cleared in one hour and ten minutes without pressing the vehicle to its speed. The coach then proceeded towards Whitchurch with great velocity; but before it reached Sutton Scotney it was found that the coke, which had been sent to different stations, consisted of little bags instead of sacks, and therefore, fuel was necessarily waited for, or the whole distance would have been cleared in less than five hours. The road is known to be very hilly and rough, and to be perhaps the most trying which a steam-coach could be run on. Notwithstanding, the loftiest hills were surmounted with the greatest facility; that from Whitchurch was ascended at full ten miles an hour. At intervals, the coke being consumed, coals were used, which caused a stream of smoke; but, when coke is burnt there is no appearance of coke. The want of coke, and the illness of Mr Summers, induced the party to stop at Abingdon, having cleared upwards of twelve miles an hour when supplied with fuel, and which speed could have been considerably accelerated. The strength of the machinery and the perfect command over the power was completely proved by the fact, that at the summit of a very long and steep hill the drag-chain failed, and the vehicle rushed forward and attained the terrific speed of fifty miles an hour, but was steered with accuracy and safety. It is Messrs Ogle and Summers' intention to remain several days at Oxford, as they have business to transact, and are desirous of trying some experiment in detail, which experience alone can teach; they have also found that the only part of the machine not made by themselves, the crank axle, has shown some symptoms of weakness in the most unexpected part, arising from culpable neglect, and still more culpable concealment, of the workmen who made it; the necessary strength will be given to it, and the vehicle will then proceed on its destination, through Birmingham and Liverpool. In this experiment there has been no avoiding of difficulties — a hilly, rough, and winding road has been selected, and traversed with safety and velocity. The boiler is found to be most efficient, and perfectly tight; the cylinders large enough; the machinery so well put together that even a rush of fifty miles an hour has not started on bolt, nor broken a single screw: the springs of the carriage body have been strengthened, as so many persons clambered on it as to overweigh them. Everywhere the travellers were well and kindly received, and willingly supplied with water. The vehicle entered Oxford in fine style, ascending, at about eight miles an hour, St Aldate's, and turned into the gateway of the Star Inn. Several ladies accompanied the party, which consisted of the inventors, Messrs Ogle and Summers, and their friends. — Reading Paper.
 
London Morning Post (7 September 1832); The Derby Mercury (12 September 1832; abridged version); Berrow's Worcester Journal (13 September 1832; much abridged).

STEAM-CARRIAGE JOURNEY.

At length the desideratum of steam being made applicable to carriages on our public roads has been accomplished. On Monday morning the new steam-carriage of Messrs Ogle and Summers started from this city [Oxford] with twenty-two passengers and a large quantity of luggage, steered by Mr Ogle, and assisted by his partner Mr Summers. As St Giles's Fair was held on that day, and the starting of the steam-coach had been previously announced, the town was unusually full, and, whilst every window in the line of its course was crowded, not less than 10,000 people had assembled. The coach ran through the town at the rate of ten miles an hour amidst the cheers of the multitude; on clearing the town it was allowed to accelerate its speed to about fourteen miles an hour; and on reaching the turnpike the numerous horsemen who had attended stopped, and it proceeded on its way to Woodstock, having in its progress accomplished the eight miles in 39 minutes. On leaving Woodstock one of the attendants erroneously reported that there was a sufficiency of water in the boiler, which not being the case, the boiler, on ascending the first hill, was found over-heated, and considerable delay took place; however, it proceeded to Chapel House, where the party, consisting of twenty-two persons, dined and stayed the night. About eleven o'clock on Tuesday morning it again started, without having had the means of repairing the damage done to the boiler. Dr Phillips, of Chipping Norton, and Mr Tagg, we observed particularly attentive to its progress. It proceeded down Long Compton Hill at a slow rate under perfect controul. This, from the length of its continued ascent, we had watched with some anxiety, being fearful that, by its own impetus and great weight, it would have proved impracticable so to have managed it. We had equal pleasure in seeing it ascent the various acclivities. From Stratford it started at four o'clock. At Henley Mrs Harpwood, of the Swan, supplied water for the tank with the greatest alacrity. In consequence of better coke, the carriage started at twelve miles an hour, and worked up Sovereign Hill with the greatest facility and equality of speed, and so continued till it reached the foot of the hill at Birmingham, when the coke was all consumed, and the steam, consequently, very nearly expended; there was the defection of a clutch to one of the wheels, which had been lost on the road. On coming to a standstill opposite the church, from these causes, the good people of Birmingham were forward in the cause of practical science, and themselves supplied the wanting power, and, fastening on the frame, aided the ascent of the carriage to the Hen and Chickens. Whilst we congratulate the public on the accomplishment of this great desideratum in mechanics, we must not withhold our praise to Messrs Ogle and Summers, the Gentlemen by whom this has been achieved; their own feelings will, however, have been more gratifying to them than any expression of ours.

We have observed that within a few days a great quantity of gravel had been laid on our roads, which must have added greatly to their resistance.

This coach, we understand, had reached Oxford from Southampton, thus traversing the country in a line offering great difficulties, from the heaviness of the roads, to the undertaking, either as regards level or straightness. Through the tortuous windings of Shipstone it urged its way without the appearance of danger or difficulty. — Oxford Journal.
 
Onwards to Liverpool.

The Derby Mercury (26 September 1832).

The Steam Carriage constructed by Messrs Ogle and Summers, proceeded from this town [Birmingham] towards Liverpool on Monday morning last. Some impediment and delay, we understand, occurred at the outskirts of the town, after surmounting which, it proceeded through Wolverhampton and reached Penkridge in the course of the afternoon, where it remained says the Stafford Advertiser, until yesterday (Friday) afternoon, undergoing some improvements which had been suggested by the working of the apparatus during the journey. When it reached Stafford, the street was lined with spectators, information of its approach having been previously brought to the town. It moved forward steadily, with less noise than we could have imagined so apparently unwieldy a vehicle would have made, but not at a very quick rate. It was stopped with the greatest ease opposite the Swan Hotel, where the engine received a supply of cokes and water. After a delay of about a quarter of an hour, it again started, and in passing the "Bang-up" coach, the ease with which it diverged from the centre of the road, and afterwards recovered its former line, was admired by all who witnessed it at the moment. At the end of the town, when off the stones, the carriage travelled at a great rate, and took the direction of Stone.

London Morning Post (27 September 1832).

STEAM-COACH JOURNEY.

From Liverpool we learn that the steam-coach of Messrs Ogle and Summers, of which we lately noticed the arrival at Birmingham, entered the former town on Monday, amidst the acclamations of a crowded populace. Among the party brought by her were the Messrs Brotherton, the late extensive coach proprietors between that place and Manchester. Thus has been accomplished by steam power, on our common roads, a journey from Southampton, through Oxford and Birmingham, to Liverpool, over as irregular a surface of country as could perhaps have been selected for the purpose of the experiment. The objects sought, and of which there is proof of accomplishment, by these Gentlemen, are, in the first place, a safe method of generating steam in convenient space in sufficient quantity to enable them at all times to propel vehicles on common roads at any desired speed, and with such command of power as will overcome increased resistance from occasional obstacles, fresh-gravelled, soft, or hilly roads. Secondly, the safe application of this power to vehicles of such construction as will ensure action and progress on any description of ground, and nevertheless be under the immediate controul and certain guidance of the conductor. We understand that this attempt had caused many wagers, and that 7 to 2 against the performance had been laid. Various improvements in detail have suggested themselves, and no doubt will continue to do so; and we trust that we may, ere long, congratulate the friends of science and the public on the establishment of this safe, rapid, and cheap conveyance, without the enormous outlay and cutting up of country attendant on new lines of rail-roads.
 
Molesworth, thanks for that "Ogle-Summers" 1832 route map: brilliant! That's definitely one for re-enactment in period costume, stretch chara and steamway piano in August-September 2032. With two-week layover in Birmingham to visit "shrines of interest"! :cool: (My eyes!)
 
Babbage-Lovelace the Movie.

I'm afraid the Thylacine is all "Ogled" out! But he's discovered a whole new world of "Babbage-Lovelace" fandom:

[video=youtube;OkOMh2zjNr8]https://www.youtube.com/watch?v=OkOMh2zjNr8[/video]
 
Babbage and Lovelace in Economic Model!!

Sorry folks, but the Thylacine seems to have acquired "Babbage-Lovelace" syndrome. (Hit me somebody! :dft005:) Here is a preview of Sydney Padua's "Economic Model!!" (2D Goggles).
 
Augusta Ada King (nee Byron), The Right Honourable the Countess of Lovelace, has her life celebrated on Ada Lovelace Day, 24th March. I think no other past celebrity we have discussed here has such an occasion, and her (comic) exploits with sidekicks Babbage and Brunel have elevated her fame even more.
Now if perchance her great granddaughter was to turn out to be a certain Lara Croft, things would begin to fall into place.
 
I get some strange hits when I try to check her out on the matrix. However I attach two for your delectation - one wearing Crinoline & the other coquettishly showing a slippered foot - plus the blue plaque at 12 St James's Sq, London. Ah, if only geek gurls carried themselves thusly these days...
 
Updated post-855 with exciting news that the Glastonbury Grenville (man..) is now safely ensconced at the National Motor Museum. I am sure they played the Fly-by-night Waltz at its reception.

Believed to be the oldest original self-propelled passenger-carrying road vehicle still in working order, it was steamed for the 2009 occasion and made several demonstration circuits around the grounds of Beaulieu.

Built over a period of 15 years, it was Robert Neville Grenville who, having studied engineering at the South Devon Railway workshops, Newton Abbott, first penned the designs about 1875 at his Butleigh Court workshops, Glastonbury. Grenville enlisted the help of friend and fellow South Devon Railway student, George Jackson Churchward, who would later become Chief Mechanical Engineer of the Great Western Railway, Swindon. It is at Swindon that some of the parts could well have been made and the use of construction techniques more akin to railway rolling stock is evident in the frame and wheels.

The vertical boiler, believed to have been built by Shand Mason & Co., was of a type used for the pump on horse-drawn fire engines and, although the Grenville is now fitted with a replica, this in turn was built by the same company in the 1930s. Although intended to be operated by two people, it is somewhat easier with three.

The driver has control of the throttle and cut-off levers, the whistle via a foot pedal, and the brake pedal. On the driver’s left and in charge of the tiller sits the steersman whilst at the back the fireman has a small seat in the engine compartment and is responsible for firing the boiler and maintaining its water level. On the flat, the carriage can attain a speed of just under 20mph/32kph and consumes about five gallons of water and 6lbs of coal per mile. There is seating for four passengers.

Post Scriptum - I am not being sponsored by Motorman...
 
Re: "Ogle-Summers" Birmingham to Liverpool 1832.

Thylacine said:
...
P. S. As you were much annoyed on this road by the want of good coke, permit me to recommend what is here called "Worsley coke." It comes from Lancashire. Our iron-founders all use it for smelting; no other will bear a blast equal to this. No doubt it may be found at the foundries in Liverpool.

...
P. S. Our boilers are equally applicable to vessels, factorias, mines, or the colonies.
Click to expand...

Re: Witty's amusing remark - Railway locomotives and cars, Volume 3, 1834 suggests that Worsley Coke was de rigeur for Steamers and that it was expensive. However, I have been unable to find a definition or description of the precious commodity - can anyone else furnish an explanation please?

Ogle's post scriptum suggests that the journey was something of a (desperate? - Was he being dunned for the £30k?) marketing ploy - hope he was successful. And what of the sick and shadowy figure of Mr Summers?
 
The "Railway locomotives and cars" is a compendium of the American Railroad (Wall St) Journal and the Sat 1st March 1834 issue is interesting as it quotes from the London Mechanics Magazine reporting from the House of Commons Committee of Aug 1831 which lists all the major Steam Players of the time and their vehicles. Including:

"Sir Charles Dance his substitute has run many times to Croydon and Greenwich made an attempt to go to Birmingham in which he failed and made lastly an attempt to run daily to Clapham in which also he has failed "

Heaton & Ogle/Summers get name-checked, natch

Interesting enough with loads of new names in the frame. What particularly caught my eye was a supplementary paragraph that states:

"Steam Travelling A company has been just established to run steam coaches in various parts of England The capital of the company is to be £350,000 They have ordered fifty coaches to be built at Birmingham and six at Maudsley's Sir H Parnell is the chairman of the company " is this Church bigging it up or someone else?
 
Good morning, steamgoons! Molesworth, thanks for the continuing story of the "Grenville". Valuable new information there. Aficionados will remember: [1] steaming around Bridgnorth (with boilermaid) in MRED post #766; [2] 1870s picture (MRED post #769); [3] 1950s picture (BSB post #253).

[A most amazing poem came to me while I was in the power of Morpheus! I must get it down ... Wait a minute, there's someone at the door ... ;)]
 
You hear it all here first..... (one to go with your usquebaugh)

& like that Coleridge/Porlock/Matrix/Morpheus segue - excellent
 
The Dream Poem.

Would you believe it? Just as I was about to write down my amazing dream poem, a silly woman came to the door selling computer software. After she'd gone this was all I could remember:
In Bordesley Green did Doctor Church
A stately juggernaut describe:
Where Cole, the sacred river, ran
Through rural eastern Birmingham
Down to the scenic Blythe ...​
 
I've been searching for the "hard word" on Worsley coke, to no avail (except to discover that coke was made at Worsley - d'uh! :rolleyes:).
 
Thanks - yes, the usual - mechanical elephants, women, houses, organs, crinoline, spirit & engines (not necessarily in that order) - same old, same old...
 
The American Railroad Journal and Advocate of Internal Improvement (17 November 1832; pages 738-740) includes the report from the Liverpool Chronicle (29 September 1832), on which the Lancaster Gazette article (transcribed in posts #856 and #857) is based. The original article differs in several minor details, but the only important difference is in the postscript at the very end, which I have amended in post #857. (It makes a lot more sense now! ;)).
 
You must log in or register to reply here.
Back
Top