Page 87 - BBC History The Story of Science & Technology - 2017 UK

Brunel wrote

“It is an understood
thing that all under
me are subject

to immediate

dismissal at
Maidenhead Bridge my pleasure”
and Station, 31 May 1838
The GWR ran its first train from
Paddington to Maidenhead and most silly, useless things to appear to
back, carrying its directors, with advantage before, or attract the attention of,
Brunel and Gooch on the engine those I shall never see again or who I care
footplate. The bridge over the nothing about. My self-conceit renders me
Thames at Maidenhead, with its
great 128-foot arches, the widest domineering, intolerant, nay, even quarrel-
brick arches that had ever been some, with those who do not flatter.”
built, was still under construction. The Brunels’ efforts were rewarded with
calamity, when the tunnel flooded for the
second time, in January 1828. Isambard was
almost killed, the project went into abey-
ance, and at the age of 22 he was effectively
unemployed (as was his father). Five years of
intermittent employment on minor projects
followed: five years in which the railway
revolution was beginning. The Brunels, their
efforts apparently wasted down the unfin-
ished black hole of the tunnel, seemed
Paddington Station,
Spring 1836 doomed to remain on the sidelines.
Wharncliffe Viaduct, Paddington was chosen as Isambard’s diaries vividly convey his
the London terminus after frustration: “It’s a gloomy perspective yet
negotiations to share bad as it is I cannot bring myself to be
Brent Valley, Hanwell,
November 1835
Euston with the London & downhearted… After all, let the worst
Work on the GWR began Birmingham Railway broke happen – unemployed, untalked of – penny-
when ground was broken for down. The first temporary less (that’s damned awkward)… My poor
this great brick viaduct with station was replaced with father would hardly survive the [failure of
its eight 72-foot arches over the present magnificent
the valley of the little river iron and glass roof in the] tunnel. My mother would follow him
Brent in West London. It is 1851–55. For 110 years it – here my invention fails. A war now and
still carrying trains, but it was also the GWR’s I would go and get my throat cut and that
was doubled in width when headquarters, until would be foolish enough. I suppose a sort of
the GWR added two more nationalisation in 1948. middle path will be the most likely one –
tracks to the line in 1878. a mediocre success – an engineer sometimes
employed and sometime not – £200/£300
a year and that uncertain.”
It seems clear that these early struggles,
and the memory of his father’s difficulties,
were fundamental in the formation of
Brunel’s remarkable, driven personality. The
barren years ended in the greatest turning-
point of his life, when in March 1833,
approaching the age of 27, he was appointed
engineer to the newly-formed Bristol
Railway, soon renamed the Great Western
Railway. He completed his survey for them
in nine weeks and presented his plans. In
July his appointment was confirmed, and
Master plan the great work of designing the 118-mile line
The route took Brunel nine
weeks of 20-hour days to could begin. Up to now, he had never really
survey in 1833. Construction employed staff at all. Now he had to set up
took from 1836 to 1841 an office and a team. Among the first to be

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