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Thomas
Colenso
1737 - 1806
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Ann Rose
1738-
********
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John
Colenso
1782 -1863
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Jane Moon
1794 -1854
********
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John 1811 -
1885
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Ann 1814 -
1816
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Samuel 1819 -
1883
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George 1824 -
1890
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Thomas 1812 -
1890
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Ann 1817 -
1893
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Elizabeth 1822
-
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Joseph 1826
- 1889
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Joseph Colenso was born in Truro, the
youngest of seven surviving children and was
baptised in St Mary's Wesleyan, Truro, 24th
September 1826.
His father John Colenso was a bootmaker. The two
eldest and two youngest sons followed into the same
trade, while the third son Samuel was a
mariner.
The eldest sons stayed in Cornwall while the
youngest sons, George and Joseph, decided that they
would seek work in major cities.
George ended up in Liverpool, and Joseph in
Bristol.
Joseph must have been aware of the
exciting developments being made in Bristol even
before he decided to make the city his home,
particularly with the publicity surrounding the
launch of the world's first iron steam ship 'SS
Great Britain' in 1843.
Perhaps in the early days the rumours were that
Bristol would be the 'end of the line' and no good
would come of staying so far west in Cornwall.
In any event, there would have been many a
discussion surrounding the development of 'steam
power' and its applications,
as it was the Cornishman
Richard
Trevithick who had already established a
working use for steam power to keep the mines from
flooding,
as well as developing steam locomotives to haul
trucks for the Penydarran ironworks, near Merthyr
Tydfil in South Wales.
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Quite often we hear the phrase 'household name'
in reference to people we have never met, but know
of in considerable terms. Growing up in and around
Bristol, Isambard Kingdom Brunel was one such
'household name'. Evidence of his work, as well as
his name, was, and of course still is, to be found
all round the city. His statue on the right has him
looking over the 'floating harbour' , which he had
made more accessible for larger ships, and when the
area in front of him was a hive of activity as
cargoes were unloaded and other goods loaded., and
while other ships made their way round to the Old
Market Street area.
Related on this page there are feats of
engineering and events that will have affected
anyone living in Bristol at the specified times
including Joseph Colenso from Truro and his new
family born in Bristol.
Also, events that happened much later that
affected my own family in similar ways.
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An accident while working on the Thames Tunnel for
his father was the reason that Brunel was in
Bristol.
He was recuperating from a serious leg
injury.
And so it was pure chance that he heard
about the competition for designs of a bridge
capable of crossing the Avon Gorge.
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Brunel soon realised the potential for Bristol to
be a centre for goods/passengers travelling to the
'New World'.
He was appointed chief engineer of the
Great Western Railway which was created in 1833.
As well as the rail link from London,
Brunel also started on plans for ships to be built
for the company at Bristol, notably
the 'Great Western' and the 'SS Great
Britain'.
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Work on the Great Western Railway
Station at Temple Meads started in 1835.
As a result Bristol became the most
important port on the west coast of Britain
and almost synonymous with the name of
Brunel.
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The SS Great Britain was the world's first
iron-clad, propeller screw-driven, ocean-going
steamship, and was launched in Bristol 19th July
1843 by Prince Albert. Built on behalf of the Great
Western Company, the ship made her maiden voyage to
New York in 1845. Apparently there were only 50
passengers who dared to travel. During its active
service the ship was used to carry troops to the
Crimea in 1855, as well as India in 1857, and for a
time was a carrier of emigrants to Australia,
completing the trip in a record 53 days but
averaging 60, and most importantly carrying the
first touring cricket team to Australia in 1861.
Her last days were as a coal ship before she was
left in the Falkland Islands after storm damage.
She is now to be seen in dry dock in Bristol having
been rescued and brought back in 1970 for
restoration work at the exact place where she was
first built.
An article in The Times 20 July
1843,
described the day of her launch in Bristol by
Prince Albert .
The following sections from that article capture
the excitement in the city and the mood of the
crowds who turned out for the occasion.
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'The long announced visit of
his Royal Highness Prince Albert to
Bristol, to be present at the floating out
of the great iron steam-ship the Great
Britain, took place yesterday. The city
was completely crowded on Tuesday night,
and it was with difficulty that beds could
be procured at the numerous inns and
hotels, so great was the anxiety of the
people of Somersetshire, Glocestershire,
Wiltshire, and the western counties to get
a sight of his Royal Highness and to
witness the ceremonies at his arrival,
&c. Early trains left Bath yesterday
morning with hundreds of visitors, and
these with the concourse flocking into the
city from other places in the
neighbourhood, added to the inhabitants,
formed a dense mass crowding the streets
and occupying every spot on which a view
could be obtained of the Royal
cortège. As early as 7 o�clock in
the morning the bells of the different
churches were ringing merry peals, whilst
at intervals discharges of small pieces of
ordnance might be heard in different
parts, and by 8 o�clock the streets were
swarming with people, some taking their
stations on temporary scaffoldings in
front of the houses, some filling the
windows, and many more parading on foot or
on horseback, or in cabs, flies, and other
vehicles, backwards and forwards,
according to their notions of obtaining
the best situations for the
sight..........and precisely at that hour
the train arrived. The crowd at this point
was immense, and it required the utmost
energies of the authorities and police to
keep the ground.'
The Times 20 July
1843
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The 'authorities' being a
detachment of the 75th Regiment which
happened to be in Bristol en route to
Wales and which was stationed at the
drawbridge at the end of Clare Street and
at the railroad terminus, also the North
Somerset Yeomanry and the Gloucester
Yeomanry which were on duty at the various
localities through which the procession of
his Royal Highness was to pass. The band
of the 1st Regiment of Life Guards were
positioned at the terminus of the railroad
having arrived in Bristol the previous
Tuesday from London. Once the tour of
Bristol had started, the cortège
was escorted by detachments of the Royal
Chestershire and North Somerset Yeomanry
Cavalry, and a troop of the 4th Light
Dragoons, with a large body of police
bringing up the rear. The Bristol police
were assisted by the Gloucester police for
the day.
Prince Albert arrived at
10 o'clock as planned, accompanied by his
Royal Highness the Prince of Saxe Coburg,
the Marquis of Exeter, Lords Pool,
Lincoln, Wharncliffe, and Charles
Wellesley, Lieut-Colonel Bouverie, and Mr.
G. Anson. Appropriately, Mr. C. Russell,
(MP and Chairman of the Railway Company),
Mr. Saunders (the Secretary), and Mr.
Smith, (the inventor of the Archimedean
screw as applicable to steamships) and Mr.
Brunel, acting as engineer, all travelled
down on the train as well.
The terminus platform, as might
be expected, was covered with crimson
cloth for the occasion, where dignitaries
stood for the welcome speeches and the
playing of the National Anthem. The best
coaches and horses were deployed for the
Prince's tour of the city which is
outlined below
The route
through the city to the SS Great Britain
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Caledonia Place
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The Mall
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passing by the
Victoria Rooms and
Clifton
Church
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College Green
up Park Street
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St. Augustine�s Back
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Clare Street
and over the swivel bridge
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Corn Street
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Sion Hill
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High Street
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Clifton Down
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Bath Street
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down the
Bridge Valley Road
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Temple Street
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Hotwell House
past
St. Vincent�s Parade
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Gloucester Hotel
to Dowry Parade
right into
Caroline Place
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the bridges over
the entrance locks to Cumberland Basin
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the toll-gate
Cumberland Road
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and finally to
Great Western
Steam Ship Company
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Bridge Valley Road joining what
is now the Portway
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St Vincent's Parade
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'The whole of this long line was
crowded with spectators; the windows of
the houses and the temporary scaffoldings
and platforms were clustered with
thousands of people, all expressing their
enthusiasm and gratification at the visit
of his Royal Highness. Fortunately the
weather was propitious for the occasion.
The bells of the churches were all pealing
notes of welcome, whilst on all sides
shouts of congratulation were to be heard.
Across the streets were erected triumphal
arches of boughs of trees and laurel, with
appropriate devices. Flags were hanging
from the church steeples and across from
house to house, and the numerous vessels
in the basin and decks were ornamented
with streamers, &c. Altogether, a more
animating sight was never experienced in
this ancient city, nor could a more
cordial and respectful welcome be tendered
to any visitor than to Prince Albert, who
will, it may be safely predicted, never
forget the reception he experienced from
the loyal inhabitants and numerous
visitors. Brandon-Hill presented one of
the most extraordinary spectacles ever
witnessed; it was completely covered with
people; certainly some thousands must have
been congregated on its side. From the
towing-path along the Float it appeared a
mountain of living beings, whilst
Clifton-woods were swarming with groups of
all ages and classes, male and female,
men, women, and children, all anxious to
testify their joy and cheer the Prince as
he came in sight.'
The Times 20 July 1843
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Mentioning that Brunel had designed a
larger lock to enable his ships to both leave and
gain entrance to Bristol Harbour - I was not really
sure of the dimensions involved
Then I saw the replica (yet full-sized )
'Matthew' alongside the SS Great Britain.
Very much like seeing a 'mini'
next to a double decker bus.
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Matthew
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SS Great
Britain
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Queen Mary
2
|
Launched
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1421
|
19 July
1843
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8 January
2004
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First voyage
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Newfoundland
|
New York
1845
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Fort
Lauderdale
|
Tonne
|
?
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1,961
|
148,528
|
Length
|
50
feet?
|
322
feet
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1,132
feet
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width
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15
feet?
|
50 feet 6
inches
|
135
feet
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Passenger decks
|
1
|
3
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17
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Passenger number
|
?
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252
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3,090
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Elevators
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0
|
0
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22
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Swimming pools
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Depends on the
size of the waves
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0
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3 outdoor and 2
indoor
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Crew Number
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12?
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130
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1,354
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And so it was in
Brunel's own interests that he made an exit for his
ocean going steam passenger ship especially having
persuaded the Great Western Company to fund the
whole project - including the rail link from
London.
This is Brunel's
Lock.
Two exclusive features
at the time were :-
- It was the only
lock with gates made of iron.
- The gates had air
pockets to provide a degree of
buoyancy.
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I find it interesting that on the
various masts the colours of the United States, of
Russia, of France and of Belgium were to be seen
.
Why only those in particular I shall have to
investigate further,
but I am assuming the United States is included as
this is where the ship would sail first.
The Royal standard of England
was hoisted to wave 'bravely' at her
maintop as Prince Albert stepped on to the
deck.
Two fares were charged for
members of the public who wanted to get a
closer look of the ship. A payment in
advance of five shillings allowed a view
of one side of the ship, while a payment
in advance of one guinea (21 shillings)
allowed admittance at another entrance, in
order to have a view of the other side of
the ship, as well as the privilege of
going on board, and to be a guest at the
banquet provided for his Royal Highness
after the tour of the vessel.
And so while the crowds that we
have read about were out in heavy showers
of rain and getting soaked, about 520 sat
down to the tables for a banquet which
lasted about two hours - about the same
length of time as the showers strangely
enough. There were the usual toasts to be
proposed and acknowledged starting with
the health of "the Queen", the health of
the "Queen Dowager" and then the health of
"Prince Albert" who responded with the
following words:-
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�Mr. Chairman, my Lords,
Ladies, and Gentlemen, I thank you for the
honour you have done me in drinking my
health, and I assure you it affords me
great pleasure that I have come here
to-day, and I shall always bear a lively
remembrance of the cordiality with which
you have received me. Allow me now to
propose the health of �The Mayor, and
prosperity to the city and trade of
Bristol.��
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There followed a variety of
other toasts before finally at a little
after 3pm the Prince took his place on the
platform for the ceremony and to watch as
the Great Britain was towed out
and
'swam gallantly into the place appointed
for her, and presented one of the noblest
sights to be imagined'.
Particularly as the sun was shining so
brilliantly on the proceedings.
Prince Albert was then conveyed
back to the station where he departed for
Paddington at 4pm.
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It was fair to say that with the expected
increase in both size and frequency of river
traffic this was no longer a good way of crossing
the River Avon . Whether it be planks laid between
boats at low tide - or attempting to row across at
a higher tide. A bridge would be the only solution
and one high enough to allow the ships clear
passage underneath..
To compare the difference between low tide and high
tide just click the picture on the left.
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This is the section of the river just
before Bristol Harbour. The entrance to the lock
can be seen, and the reason for its existence all
too clear. It meant that water could be kept at a
constant level within the harbour areas for the
loading and unloading of ships, and also to avoid
damage being done to the hulls of the vessels as
they would surely run aground otherwise. The
difficulty of navigating the stretch of river
between here and the River Severn was well known
and feared by many a ship's captain! Particularly
when ships became bigger and loads heavier as
indicated above.
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A competition was
launched
for the best design
for a bridge
to cross the Avon
Gorge .
By the way!
The result went in favour of Brunel
....
(much to the annoyance of Thomas
Telford
who had tried to rig the outcome in his own
favour!)
AND
It was the longest suspension bridge in
the world at 702ft and suspended at about
240ft above the river!
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1. Work began
on the foundations building up from the gorge
itself.
2. However, once the
towers either side were completed work had to stop
through lack of funds and this is how it stayed for
several years.
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3. Work
finally resumes.
Rather them than me!
The men working in the middle of the 'hung
structure'
must have had a good head for heights.
I daren't wonder how they got on or
off.
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November
1864
4. Finally, the
Clifton Suspension Bridge was formally opened .
This was 5 years after the death of Brunel
and also with engineering modifications to the
original design .
However it still stands (or is that suspends?) as a
testament to a man with vision but with so little
time to share it.
The guide rail and ramp down to the ferry crossing
point that the bridge replaced are overgrown
but still visible as seen in the left-side
foreground of the photograph
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Joseph Colenso
started his family at about the same time as work
resumed on the bridge.
It was completed as his 7th child was
born!
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Joseph married Louisa Pymm, the daughter
of George and Mary Ann Pymm. in Bedminster 4th
October 1850.
He worked all his life providing footwear for the
citizens of Bristol and so supported the well-being
of his growing family.
They lived first at 12 Eugene Street, moving then
to 6 Bicks Buildings and then back to Eugene Street
but at number 27.
When daughter Louisa Jane got married she lived
close by at number 25 and son John James at number
4.
When Joseph's eldest brother John appeared from
Cornwall, he lodged at number 13.
Eugene Street was therefore quite a Colenso
'stronghold' for a few years.
(While the street remains today, the houses are
long gone with a piece of Colenso history.)
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Joseph
Colenso
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Louisa
Pymm
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1826 -
1889
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1828 -
1912
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Louisa Jane 1853 -
1921
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John James 1858 -
1937
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Edward Sidney 1864 -
1937
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Joseph George
1854 - 1932
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Mary Ann 1861 -
1922
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Frederick
Samuel 1866 - 1953
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Albert Thomas
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William
Henry 1856 - 1914
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Charles
Edward 1862 - 1884
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Clara Annie
1869 -
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1883 -
1969
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Even if they were unable to go to the
official opening, (as Edward Sidney was making his
first appearance at about the same time), I just
know that a 'day out' will have been organised for
a picnic and a view of the bridge, and maybe even a
walk across! A trip to be repeated as each new
addition appeared. For those of you wondering about
young Albert Thomas - he was adopted by Joseph and
Louisa.
As the family grew up in all the
excitement of ships visiting far off lands (and
returning to do it all again) it is not surprising
that the children wanted to experience all that for
themselves. Louisa Jane and her husband ended up in
Canada. William Henry, Mary Ann, Charles Edward,
Edward Sidney and Frederick Samuel all went to
Australia. Charles died there in 1884, Mary Ann and
Edward stayed on while the other two returned to
England in 1886. Mary Ann returned later about
1900.
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Bristol was definitely not going to be the end of
the line!
Work having resumed on the Suspension Bridge,
Brunel was able to look towards extending the
Railway to Penzance.
And there in Penzance, like Joseph in Bristol, a
certain Edward Colenso had just started having the
first of his 9 children
namely Richard James Colenso, for whom the arrival
of the Great Western Railway would provide life
long work.
It would also inspire a man called John Rodda to be
an engineer for the GWR .
He was husband to Mary Colenso, a first cousin of
Richard James Colenso.
1 Clicking on the 'Stag
and Hounds' below
will take you to continue the lives of
William Henry and his brothers from
above.
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2. Keep scrolling for an
account of a similar story but within my
lifetime and experience.
You will also find links at the
end of the page.
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3 Clicking on Temple
Meads Station below will take you to the
next page to continue the line to
Penzance.
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Here we are 100 years
later - same theme - just a few miles
away.
Visiting Welsh friends and relatives
required crossing the River Severn by ferry.
Again times available for making the crossing were
limited for four reasons:-
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1. This is the same river
into which the Avon flows. Therefore there is still
the 30ft minimum difference between high and low
tide.
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2. Many silt deposits
and contra currents and
bores
had created 'sand banks' and channels making
navigation a knowledgeable enterprise, but also
adding to the limited number of times it could be
crossed. (The extent of this as a problem became
all too clear when the Severn Bridge was built and
crossing at even the lowest tide was possible. The
sand banks and channels were visible for all to
see. I now knew why the navigation bridge on the
boat was so high up - so the Captain could see the
channels more easily - and fully admire their skill
at running the service at all).
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3.There were usually
two boats in operation at one time, a third was
added for very busy times and maybe on exceptional
occasions all four, but of course they all needed
maintaining and would break down like any other
mechanical machine. One of those boats was called
Severn
Princess which has been rescued and
restored.
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4. There was no
booking system or guarantee that the boats would
run at all (weather and choppy water were a factor
here). The approach road on the Aust side for about
a mile was only one car wide with a couple of
places slightly wider for passing vehicles. There
was therefore a point of no return so to speak.
There were a few times when exasperation filled the
car as we sat waiting in the queue of unmoving
vehicles watching the time tick away and seeing the
boat unloading and loading from further down the
sloping jetty as the tide was going out., and then
a short trek by foot to ask the odds of being able
to cross or whether to have to make the journey the
long way round going up towards Gloucester.
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Driving on and off the ferry at Aust was a
nightmare, (ok it was for me sitting in the back of
the car). My father has always had a company car
which tended to be a larger vehicle to cope with
the expected yearly mileage related with his line
of work. In terms of the ferry, it meant being one
of the first on to park on the far side, allowing
all manner of other vehicles to follow, or being
last.
I remember this one occasion we arrived especially
early - yet we were not the first. The tide was at
its highest which meant the boat was well up the
jetty, and we had to wait to be last on. The ramp,
which was lowered to allow cars to drive on, was
about 6 inches above the jetty, which itself was a
little more than a car width. So from a standing
start, my father had to turn the car 90 degrees
left with sufficient speed to go onto the ramp, and
also to go up the ramp which was about 1 in 5, and
then to brake quickly for fear of going into the
back of the other vehicles already on the boat. The
ramp could not be pulled up properly because our
boot was sticking out (just to give some idea of
how much room there really wasn't for this
manoeuver).
Cars were parked on the ferry like sardines. This
was made possible through the use of a revolving
circle. The first cars on would drive onto the
circle (the diameter of which was a little short of
the width of the boat) and then four men would turn
the circle pulling on ropes so as to leave the car
facing the right way for parking in the designated
place, and so that the wheels would be off the
circle so that the next car can be turned. I have
to say that was my favourite bit of the journey if
it happened - I was disappointed if we only went a
short way round!
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