It would be improper here to attempt to enter into a general criticism of Mr. Brunel's works, or to determine the position which he is ent.i.tled to occupy among civil engineers. That task has yet to be accomplished, and must be undertaken by those who can claim to be impartial judges. It has been the object of this book to provide, as far as possible, the materials on which a just judgment of his career can be based.

But it may be permitted, in conclusion, to place on record the following testimony to the high position held by Mr. Brunel in the esteem of his contemporaries.

On November 8, 1859, at the first meeting of the Inst.i.tution of Civil Engineers after the death of Mr. Brunel and of Mr. Robert Stephenson, Mr. Joseph Locke, M.P., the President, rose and said--

'I cannot permit the occasion of opening a new session to pa.s.s without alluding to the irreparable loss which the Inst.i.tution has sustained by the death, during the recess, of its two most honoured and distinguished members.

'In the midst of difficulties of no ordinary kind, with an ardour rarely equalled, and an application both of body and mind almost beyond the limit of physical endurance, in the full pursuit of a great and cherished idea, Brunel was suddenly struck down, before he had accomplished the task which his daring genius had set before him.

'Following in the footsteps of his distinguished parent, Sir Isambard Brunel, his early career, even from its commencement, was remarkable for originality in the conception of the works confided to him. As his experience increased, his confidence in his own powers augmented; and the Great Western Railway, with its broad-gauge line, colossal engines, large carriages, and bold designs of every description, was carried onward, and ultimately embraced a wide district of the country.

'The same feeling induced, in steam navigation, the successive construction of the "Great Western" steamer, the largest vessel of the time, until superseded by the "Great Britain," which was in its turn eclipsed by the "Great Eastern," the most gigantic experiment of the age.

'The Great Ship was Brunel's peculiar child; he applied himself to it in a manner which could not fail to command respect; and, if he did not live to see its final and successful completion, he saw enough, in his later hours, to sustain him in the belief that his idea would ultimately become a triumphant reality.

'The shock which the loss of Brunel created was yet felt, when we were startled by an announcement that another of our esteemed members had been summoned from us.[199]

'It is not my intention at this time to give even an outline of the works achieved by our two departed friends. Their lives and labours, however, are before us; and it will be our own fault if we fail to draw from them useful lessons for our own guidance. Man is not perfect, and it is not to be expected that he should be always successful; and, as in the midst of success we sometimes learn great truths before unknown to us, so also we often discover in failure the causes which frustrate our best directed efforts. Our two friends may probably form no exception to the general rule; but, judging by the position they had each secured, and by the universal respect and sympathy which the public has manifested for their loss, and remembering the brilliant ingenuity of argument, as well as the more homely appeals to their own long experience, often heard in this hall, we are well a.s.sured that they have not laboured in vain.

'We, at least, who are benefited by their successes, who feel that our Inst.i.tution has reason to be proud of its a.s.sociation with such names as Brunel and Stephenson, have a duty to perform; and that duty is, to honour their memory and emulate their example.'

APPENDIX I.

(_See Chapter V. on the Broad Gauge, p. 99._)

_Report to the Board of Directors of the Great Western Railway Company._

August 1838.

GENTLEMEN,--As the endeavour to obtain the opinions and reports of Mr.

Walker, Mr. Stephenson, and Mr. Wood, prior to the next half-yearly meeting, has not been successful, I am anxious to record more fully than I have previously done, and to combine them into one report, my own views and opinions upon the success of the several plans which have been adopted at my recommendation in the formation and in the working of our line; and in justice to myself and to these plans, and indeed to enable others to arrive at any just conclusion as to the result which has been attained, or as to the probable ultimate success or advantages of the system, it is necessary that I should enter very fully, I fear even tediously, into a recapitulation of the circ.u.mstances, peculiar to this railway, which led to the consideration and the adoption of these plans, which some call innovations and wide deviations from the results of past experience, but the majority of which I will undertake to show are merely adaptations of those plans to our particular circ.u.mstances.

It will be necessary also that I should refer to all the numerous difficulties which we have had to encounter, which have necessarily prevented the perfect working of these plans in the first instance, but which have been overcome, or which are gradually and successively diminishing; and, finally, I am prepared to show that, notwithstanding the novelty of the circ.u.mstances, and the difficulties and delays which at the outset invariably attend any alteration, however necessary, or however desirable, from the accustomed mode of proceeding, and notwithstanding the violent prejudices excited against us, and the increased difficulties caused by these prejudices, the result is still such as to justify the attempt which has been made, and to show that in the main features, if not in all the details, the system hitherto followed is good, and ought to be pursued.

The peculiarity of the circ.u.mstances of this railway, to which I would more particularly refer, and which have frequently been mentioned, consists in the unusually favourable gradients and curves which we have been able to obtain. With the capability of carrying the line upwards of fifty miles out of London on almost a dead level, and without any objectionable curve, and having beyond this, and for the whole distance to Bristol, excellent gradients, it was thought that unusually high speed might easily be attained, and that the very large extent of pa.s.senger traffic which such a line would certainly command would ensure a return for any advantages which could be offered to the public, either in increased speed or increased accommodations. With this view every possible attention was paid to the improvement of the line as originally laid down in the parliamentary plans. We ultimately succeeded in determining a maximum gradient of 4 feet per mile, which could be maintained for the unusual distance, before mentioned, of upwards of fifty miles from London, and also between Bristol and Bath, comprehending those parts of the line on which the princ.i.p.al portion of the pa.s.senger traffic will be carried. The attainment of high speed appeared to involve the question of the width of gauge, and on this point accordingly I expressed my opinion at a very early period.

It has been a.s.serted that 4 feet 8 inches, the width adopted on the Liverpool and Manchester Railway, is exactly the proper width for all railways, and that to adopt any other dimension is to deviate from a positive rule which experience has proved correct; but such an a.s.sertion can be maintained by no reasoning. Admitting, for the sake of argument, that, under the particular circ.u.mstances in which it has been tried, 4 feet 8 inches has been proved the best possible dimension, the question would still remain--What are the best dimensions under the circ.u.mstances?

Although a breadth of 4 feet 8 inches has been found to create a certain resistance on curves of a certain radius, a greater breadth would produce only the same resistance on curves of greater radius. If carriages and engines, and more particularly if wheels and axles of a certain weight, have not been found inconvenient upon one railway, greater weights may be employed and the same results obtained on a railway with better gradients. To adopt a gauge of the same number of inches on the Great Western Railway as on the Grand Junction Railway, would in fact amount practically to the use of a different gauge in similar railways. The gauge which is well adapted to the one is not well adapted to the other, unless, indeed, some mysterious cause exists which has never yet been explained for the empirical law which would fix the gauge under all circ.u.mstances.

Fortunately this no longer requires to be argued, as too many authorities may now be quoted in support of a very considerable deviation from this prescribed width, and in every case this change has been an increase. I take it for granted that, in determining the dimensions in each case, due regard has been had to the curves and gradients of the line, which ought to form a most essential, if not the princ.i.p.al, condition.

In the Report of the Commissioners upon Irish Railways, the arguments are identically the same with those which I used when first addressing you on the subject in my Report of October 1835. The mechanical advantage to be gained by increasing the diameter of the carriage-wheels is pointed out, the necessity, to attain this, of increasing the width of way, the dimensions of the bridges, tunnels, and other princ.i.p.al works, not being materially affected by this; but, on the other hand, the circ.u.mstance which limits this increase being the curves on the line, and the increased proportional resistance on inclinations (and on this account it is stated to be almost solely applicable to very level lines); and, lastly, the increased expense, which could be justified only by a great traffic.

The whole is clearly argued in a general point of view, and then applied to the particular case, and the result of this application is the recommendation of the adoption of 6 feet 2 inches on the Irish railways.

Thus, an increase in the breadth of way to attain one particular object--viz. the capability of increasing the diameter of the carriage-wheels without raising the bodies of the carriages--is admitted to be most desirable, but is limited by certain circ.u.mstances, namely, the gradients and curves of the line, and the extent of traffic.

Every argument here adduced, and every calculation made, would tend to the adoption of about 7 feet on the Great Western Railway.

The gradients of the lines laid down by the Irish Commission are considerably steeper than those of the London and Birmingham Railway, and four and five times the inclination of those on the Great Western Railway; the curves are by no means of very large radius, and indeed the Commissioners, after fixing the gauge of 6 feet 2 inches, express their opinion, that upon examination into the question of curves, with a view to economy, they do not find that the effect is so injurious as might have been antic.i.p.ated, and imply therefore that curves, generally considered of small radius on our English lines, are not incompatible with the 6 feet 2 inch gauge; and, lastly, the traffic, instead of being unusually large, so as to justify any expense beyond that absolutely required, is such as to render a.s.sistance from Government necessary to ensure a return for the capital embarked. As compared with this, what are the circ.u.mstances in our case?

The object to be attained is the placing an ordinary coach body, which is upwards of 6 feet 6 inches in width, between the wheels. This necessarily involves a gauge of rail of about 6 feet 10 inches to 6 feet 11 inches, but 7 feet allows of its being done easily; it allows, moreover, of a different arrangement of the body: it admits all sorts of carriages, stage-coaches, and carts to be carried between the wheels.

And what are the limits in the case of the Great Western Railway, as compared to those on Irish railways? Gradients of one-fifth the inclination, very favourable curves, and probably the largest traffic in England.

I think it unnecessary to say another word to show that the Irish Commissioners would have arrived at 7 feet on the Great Western Railway by exactly the same train of argument that led them to adopt 6 feet 2 inches in the case then before them.

All these arguments were advanced by me in my first Report to you, and the subject was well considered. The circ.u.mstance of the Great Western Railway, and other princ.i.p.al railways likely to extend beyond it, having no connection with other lines then made, leaving us free from any prescribed dimension, the 7-feet gauge was ultimately determined upon.

Many objections were certainly urged against it: the deviation from the established 4 feet 8 inches was then considered as the abandonment of the principle: this, however, was a mere a.s.sertion, unsupported even by plausible argument, and was gradually disused; but objections were still urged, that the original cost of construction of all the works connected with the formation of the line must be greatly increased; that the carriages must be so much stronger; that they would be proportionally heavier; that they would not run round the curves, and would be more liable to run off the rails; and particularly, that the increased length of the axles would render them liable to be broken: and these objections were not advanced as difficulties which, as existing in all railways, might be somewhat increased by the increase of gauge, but as peculiar to this, and fatal to the system.

With regard to the first objection, namely, the increased cost in the original construction of the line, if there be any, it is a question of calculation which is easily estimated, and was so estimated before the increased gauge was determined upon. Here, however, preconceived opinions have been allowed weight in lieu of arguments and calculations; cause and effect are mixed up, and without much consideration it was a.s.sumed at once that an increased gauge necessarily involved increased width of way, and dimensions of bridges, tunnels, &c.

Yet such is not the case within the limits we are now treating of: a 7-feet rail requires no wider bridge or tunnel than a 5-feet; the breadth is governed by a maximum width allowed for a loaded waggon, or the largest load to be carried on the railway, and the clear s.p.a.ce to be allowed on either side beyond this.

On the Manchester and Liverpool Railway this total breadth is only 9 feet 10 inches, and the bridge and viaducts need only have been twice this, or 19 feet 8 inches; 9 feet 10 inches was found, however, rather too small, and in the London and Birmingham, with the same width of way, this was increased to 11 feet by widening the interval between the two rails.

In the s.p.a.ce of 11 feet, allowed for each rail, a 7-feet gauge might be placed just as well as a 5-feet, leaving the bridges, tunnels, and viaducts exactly the same; but 11 feet was thought by some still too narrow: and when it is remembered that this barely allows a width of 10 feet for loads, whether of cotton, wool, agricultural produce, or other light goods, and which are liable also to be displaced in travelling, 13 feet (which has been fixed upon in the Great Western Railway, and which limits the maximum breadth, under any circ.u.mstances, to about 12 feet) will not be found excessive.

It is this which makes the minimum width, actually required under bridges and tunnels, 26 feet instead of 22 feet, and not the increased gauge.

The earthwork is slightly affected by the gauge, but only to the extent of 2 feet on the embankment, and not quite so much in the cuttings; but what, in practice, has been the result? The bridges over the railway on the London and Birmingham are 30 feet, and the width of viaducts 28 feet; on the Great Western Railway they are both 30 feet; no great expense is therefore incurred on these items, and certainly a very small one compared to the increased s.p.a.ce gained, which, as I have stated, is from 10 to 12 feet. In the tunnels exists the greatest difference; on the London and Birmingham Railway, which I refer to as being the best and most a.n.a.logous case to that of the Great Western Railway, the tunnels are 24 feet wide. On the Great Western Railway the constant width of 30 feet is maintained, more with a view of diminishing the objections to tunnels, and maintaining the same minimum s.p.a.ce which hereafter may form a limit to the size and form of everything carried on the railway, than from such a width being absolutely necessary.

Without pretending to find fault with the dimensions fixed, and which have, no doubt, been well considered, upon the works on other lines, I may state that the principle which has governed has been to fix the minimum width, and to make all the works the same, considering it unnecessary to have a greater width between the parapet walls of a viaduct, which admits of being altered, than between the sides of a tunnel which cannot be altered.

The embankments on the London and Birmingham Railway are 26 feet, on the Great Western 30 feet, making an excess of about six and a half per cent. on the actual quant.i.ty of earthwork.

The difference in the quant.i.ty of land required is under half an acre to a mile. On the whole, the increased dimensions from 10 to 12 feet will not cause any average increased expense in the construction of the works, and purchase of land, of above seven per cent.--eight per cent.

having originally been a.s.sumed in my Report in 1835 as the excess to be provided for.

With respect to the weight of the carriages, although we have wheels of 4 feet diameter, instead of 3 feet, which, of course, involves an increased weight quite independent of the increase of width, and although the s.p.a.ce allowed for each pa.s.senger is a trifle more, and the height of the body greater, yet the gross weight per pa.s.senger is somewhat less.

Tons cwt. qrs. lbs.

A Birmingham first-cla.s.s coach weighs 3 17 2 0 Which with 18 pa.s.sengers at 15 to the ton 1 4 0 0 ---------------- 5 1 2 0 Or 631 lbs. per pa.s.senger ================

A Great Western first-cla.s.s weighs 4 14 0 0 And with 24 pa.s.sengers 1 12 0 0 ---------------- 6 6 0 0 Or 588 lbs. per pa.s.senger ================

And our 6-wheeled first-cla.s.s 6 11 0 0 With 32 pa.s.sengers 2 2 2 0 ---------------- 8 13 2 0 Or 600 lbs. per pa.s.senger ================

Being an average of 594 lbs. on the two carriages.

This saving of weight does not arise from the increased width, and is notwithstanding the increased strength of the framing and the increased diameter and weight of the wheels; I have not weighed our second-cla.s.s open carriages, but I should think the same proportion would exist.