The railways did not
stop at Bristol and Brunel did anything
but rest on his laurels. He had many more
projects to keep him busy - not least of
all extending the railway to the far south
west of England and figuring out how and
where to construct a bridge across the
Tamar, bearing in mind that Plymouth was
then, as now, a major navy base. The Tamar
was navigable by smaller vessels as far as
Launceston, therefore the bridge
constructed would have to allow for
frequent and ever expanding river traffic.
Brunel would know more than anyone the
possible dimensions for ships in the
future. There were also problems in
finding a suitable 'landing' place for the
bridge on the Cornish side. The result was
a single track construction which had to
incorporate a rather tight bend to reach a
level link towards Saltash. Prince Albert
was there to witness the opening of this
great bridge in 1859, once again showing
support for this amazing engineer. Sadly,
this was to be the last of Brunel's
projects that he could oversee to the end
as he died soon after its opening. We can
only imagine what other great feats he
could have achieved.
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***
(For more
indepth information click the
photograph)
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During the Summer of
2005 I was fortunate enough to take a
train journey to visit a cousin in
Liskeard and crossed this famous landmark
for the first time.
Still very much in use, even though as can
be seen is only a single track - the
trains have to slow to about jogging pace
to make it through the bend safely.
I also learned that it was another 100
years before the road bridge was
constructed.!!
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The first locomotive
test runs of the Great Western from 1840's
averaged between twenty-eight and
thirty-three and a half miles an hour.
Time and speed were the driving forces as
the company developed and extended
routes.
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Passenger comfort was
not really the priority. These pioneer
trains had basic coach-like vehicles for
first and second class passengers, while
third class passengers travelled in an
open truck with a few cross planks for
seating.
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The people who
frequently used the stage-coach or chaise
were the prospective first and second
class passenger group.
If superior class of carriage was
provided, and it proved to be less
hazardous than the stage-coach, then these
particular passengers would choose to
travel by train.
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There was yet another
problem facing the GWR in their bid to
rail link Penzance to London. All of their
track was broad gauge. Brunel had thought
that with a broader guage journeys would
be quicker and more comfortable for
passengers but the GWR was the only
company to use it. Thirty years after
Brunel's death, the company had to bow to
government pressure to convert all their
existing track.
The last section to
Penzance already used a narrow gauge,
meaning passengers had to alight at
Falmouth, take a short carriage ride
before continuing their journey on another
train.
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The
"Cornishman" Express was the last train to
leave Paddington running on the broad
gauge track 20th May 1892.
Over the next
two days it took 5000 men to convert over
170 miles of track to narrow gauge.
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****************
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William Colenso
1784 - 1832
********
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Elizabeth Davis
1788 - 1859
********
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Hosking
********
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********
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Edward
Colenso
1826 -
1897
********
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Jane
Hosking
1830 - 1912
********
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Richard
James 1852 - 1934
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Edward 1856 - 1857
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Harriet 1861 - 1863
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William John
1853 -
1921
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Edith
Jane 1858
-
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Hannah
1863
-
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Thomas
Henry 1855 - 1906
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Edward 1860 - 1882
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Elizabeth 1866 - 1867
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****************
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Richard James Colenso was the eldest
child of Edward Colenso and Jane Hosking.
Edward, like his brothers, spent most
of his working life in Tin, first as a
miner 1841, then a dresser 1850 1851 1861
1871, and smelter 1852. When in his 50's
Edward became an agent for selling coal.
He would have experienced and witnessed
great hardship, working long hours for
little return, and as many parents before
and since, Edward wanted his children to
have a better life. None of his sons
worked in the mines. Richard James was an
iron chipper but soon became a railway
porter; William John was a baker and
emigrated to Australia; Thomas Henry was a
boiler maker and also emigrated to
Australia, and Edward was a porter like
his eldest brother but died as a young
man. Similarly, the girls married none
miners. Edith Jane first married Robert
Walker (Pianoforte maker, Accountant, and
Railway Clerk) and after his death Edith
married Thomas Alfred Williams (Station
Master). Her younger sister Hannah married
William Henry Laity (Grocer).
Richard James started out as a Railway
Porter in the 1870's. It was not long
before he was promoted to Foreman, a
position he maintained for about twenty
years. As Foreman Porter, Richard James
Colenso would have been waiting with his
team when the first through train from
London arrived at Penzance.
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A railway porter was a very
responsible person, requiring
politeness, a willingness to
serve, efficiency, care,
cleanliness, pride in appearance
and uniform, a friendly
disposition and above all,
trustworthy. Over time, Richard
would have known, by name, all
the 'regulars' who travelled to
and from Penzance. He would have
been a party to many comings and
goings, but like any person in
service, he would keep his
observations to himself. He and
his team would be akin to a
friendly welcoming party. Lessons
would be given on how to address
certain people of varying
importance, with acceptable
levels of 'polite conversational
banter' perhaps enquiring of the
weather in London, if the Prime
Minister was looking well or the
latest news from South Africa and
other parts of the globe. More
importantly would be to know to
avoid particular topics where
certain travellers were
concerned. Of course it was
customary to use the services of
a porter and also to tip them. It
was in the porter's own interest
to show utmost respect and
concern for their clients and
their luggage, collecting and
depositing all accordingly,
without fuss, if they were to
secure a personal bonus in this
way.
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Rail travel had become all the rage!
The popularity of people wanting to travel
to the seaside resorts for days out,
weekend breaks, and longer holidays meant
that GWR had to spend the next few years
making all routes in the southwest double
track, developing a longer carriage design
which could accommodate more comfort for
the passengers, including heating and
lighting. In turn, more efficient engines
had to be designed and built to pull these
carriages. The average travel time from
London to Penzance was six and a half
hours, which was amazing enough. Soon
there would be a through service from
Aberdeen to Penzance taking 22 hours!
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****************
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William Colenso
1784 - 1832
********
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Elizabeth Davis
1788 - 1859
********
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William Tyack
********
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********
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John
Colenso
1814- 1868
********
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Mary
Tyack
1821- 1900
********
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William
1840 -
1840
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Mary 1844 -
1887
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Emily 1850 -
1937
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Henry 1856 -
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William 1841 -
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John
1846
-
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Richard 1854 - 1857
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Edwin 1860 - 1940
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****************
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John Rodda - Engineer 1881 GWR (1841 -
1892)
John and Mary
Rodda lived here on the left in
Walpole Street Melcombe Regis
Weymouth.
Not far to go to work! A 90 degree turn to
the right shows Weymouth Railway Station
on the right hand side.
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The Great Western Railway was wide gauge
(7ft wide track) until 1892, when it was converted
to standard gauge
----
Weymouth & Portland Railway
The line was authorised as part of the
Act of Parliament for the Weymouth & Portland
Railway. It was constructed to mixed gauge and
jointly available to the LSWR and the GWR. However
the LSWR were not involved directly with the day to
day operation of the quay line and to all intents
and purposes it was a GWR line.
Goods traffic commenced on 16 Oct 1865
and ran until 1 Jul 1940 when it was terminated due
to the war and the German occupation of the Channel
Islands.
Passenger traffic commenced on 4 Aug
1889 (Approx) to 9 Sep 1939
Melcombe Regis - Weymouth's other
station. Gerry Beale. 145-57.
The Weymouth & Portland Railway was
opened on 16 October 1865 and was operated jointly
by the LSWR and GWR. It was difficult to operate as
trains had to leave Weymouth station and then they
had to run-round before leaving for Portand as the
Board of Trade did not trains to be propelled.
There were complaints from senior Naval officers,
one of which is reproduced, about delays to their
crews, and these delays were magnified when the
breakwater was completed and fleets couild be
stationed there. In 1904 the two railways agreed to
renew the viaduct and this was completed on 1
February 1909. Melcombe Regis station was opened on
30 May 1909 to obviate reversal in the station
approaches. The Borough Council developed Radipole
Park Drive on reclaimed land and some of this land
was used for Jubilee sidings.
------------
1889Antelope 609 GWR (purchased Weymouth
and Channel Islands Steam Packet Co. in 1888)
Weymouth Built by Laird Brothers with two 1600hp
engines could make 16 knots making this the faster
service than L&SWT. Sold in 1914 to Greeks
1889 Gazelle 609 GWR (purchased Weymouth
and Channel Islands Steam Packet Co. in 1888)
Weymouth Built by Laird Brothers with two 1600hp
engines could make 16 knots making this the faster
service than L&SWT. Sold in 1925
1889 Lynx 609 GWR (purchased Weymouth
and Channel Islands Steam Packet Co. in 1888)
Weymouth Built by Laird Brothers with two 1600hp
engines could make 16 knots making this the faster
service than L&SWT. Sold in 1925
1891 Ibex GWR Weymouth Built by Laird
Brothers
photo jpegWeymouth Pier & Pavilion
Train GWR arriving Steamer Ibex Built 1891 1150
tons
at the Pier side waiting for passengers
for the Channel Isles 1917
1897 Reindeer GWR Weymouth Built by
Laird Brothers. Sold to scrappers in 1928
photo bitmap Steamer SS Reindeer Ferry
Built 1897 1281 tons at Weymouth Pier 1902
1897 Roebuck GWR Weymouth Built by Laird
Brothers. Renamed Roedean & sunk by torpedoed
at Scapa Flow in 1915
000000
1851 Wilts Somerset & Weymouth
Railway [inc 1845 .... opened 1848]
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