The life of Isambard Kingdom Brunel, Civil Engineer Part 1

The life of Isambard Kingdom Brunel, Civil Engineer.

by Isambard Brunel.

PREFACE.

I have not attempted to describe the events of my father's life in chronological order beyond the end of Chapter III., which brings down the narrative to the close of 1835, the year in which the Act was obtained for the Great Western Railway.

Chapter IV. contains a general account of my father's railway works, with the exception of the Bridges, which are described in Chapter VII.

The history of the Broad Gauge and of the trial of the Atmospheric System on the South Devon Railway is given in Chapters V. and VI.

Chapters VIII.--XIII. contain an account of my father's labours for the advancement of Ocean Steam Navigation. It will be noted that these chapters cover the same period as Chapters IV.--VII., namely, from 1835, the year of the commencement of the Great Western Railway and the 'Great Western' Steam-ship, to 1859, the year of his death, in which the Saltash Bridge and the 'Great Eastern' were both completed.

Chapters VII. (on the Bridges) and XIV. (on the Docks) have been written by Mr. William Bell, for many years a member of my father's engineering staff; and in regard to Chapter V. (on the Broad Gauge), I have to acknowledge a.s.sistance rendered me by Mr. William Pole, F.R.S.

For the Note on the Carbonic Acid Gas Engine which follows Chapter I., I am indebted to Mr. William Hawes; and for Chapter VI. (on the Atmospheric System) to Mr. Froude, F.R.S.

I have also printed letters, written to me at my request, relating to various incidents in my father's life.

The a.s.sistance I received in the preparation of the chapters on Steam Navigation from my friend the late Captain Claxton, R.N., has been referred to in the note to p. 234.

I have throughout availed myself of my brother's professional knowledge.

I have been compelled, in order to bring the work within the compa.s.s of a single volume, to omit much that would otherwise have been inserted, and I must therefore be held responsible for the general arrangement of those parts which have been contributed by others, as well as for the chapters which I have written myself.

Lastly, I desire gratefully to thank those friends who, by supplying me with materials and revising the proof sheets, have helped me in my endeavour to make this book, as far as possible, an accurate record of my father's life, written in the spirit of which he would have approved.

I. B.

18 DUKE STREET, WESTMINSTER:

_November_, 1870.

CHAPTER I.

_EARLY LIFE._

A.D. 1806--1828.

BIRTH OF MR. BRUNEL, APRIL 9, 1806--SIR MARC ISAMBARD BRUNEL--THE BLOCK MACHINERY--MR. BRUNEL'S SCHOOL LIFE--THE THAMES TUNNEL--SINKING OF THE ROTHERHITHE SHAFT--DESCRIPTION OF THE SHIELD--EXTRACTS FROM SIR ISAMBARD BRUNEL'S JOURNALS FROM THE COMMENCEMENT OF THE THAMES TUNNEL TO THE DATE OF THE SECOND IRRUPTION OF THE RIVER, JANUARY 12, 1828--_NOTE A:_ THE BOURBON SUSPENSION BRIDGES--_NOTE B:_ EXPERIMENTS WITH CARBONIC ACID GAS.

ISAMBARD KINGDOM BRUNEL was born on the ninth day of April, 1806, at Portsmouth, and was the only son of Sir Marc Isambard Brunel.[1]

Most biographies commence with an account of the parentage of the person whose life is about to be written. If this be permitted in any case, no apology can be needed for prefixing to a Life of Mr. Brunel some particulars of his father's career, since he was indebted to him, not only for the inheritance of many natural gifts, and for a professional education such as few have been able to procure, but also for a bright example of the cultivation of those habits of forethought and perseverance, which alone can ensure the successful accomplishment of great designs.

Sir Marc Isambard Brunel was a native of Hacqueville, a village in Normandy, where his family had been settled for several generations. He was originally intended for the priesthood; but, as he showed no inclination for that calling, and a very decided talent for mechanical pursuits, he was permitted to enter the French Navy; and he served in the West Indies for six years, namely, from 1786 to 1792. On his return home, at the expiration of his term of service, his strong Royalist sympathies made it unsafe for him to remain in France, and with great difficulty he managed to escape to America. He landed at New York in September 1793, and soon obtained employment as a civil engineer. A few years afterwards he was appointed engineer to the State of New York; and, while holding that office, he designed a cannon foundry and other important public works.

In January 1799, when Sir Isambard was in his thirtieth year, he came over to England, and shortly after his arrival married Miss Sophia Kingdom, a lady for whom he had formed an attachment some years before.[2]

The first great work undertaken by him in this country was the machinery for making blocks, which he designed and erected for Government at Portsmouth.

The history of the invention and construction of this system of machinery (for it consisted of _forty-three_ separate machines) need not be given at length; but it may be permitted to extract the following pa.s.sage from Mr. Beamish's 'Life of Sir Isambard Brunel' (pp. 97, 99, 2nd edition), in which he points out the benefits which have resulted from its introduction, and the position its inventor is ent.i.tled to hold among those who have contributed to the progress of mechanical science.

Where fifty men were necessary to complete the sh.e.l.ls of blocks previous to the erection of Brunel's machinery, four men only are now required, and to prepare the sheaves, six men can now do the work which formerly demanded the labours of sixty. So that ten men, by the aid of this machinery, can accomplish with uniformity, celerity, and ease, what formerly required the uncertain labour of one hundred and ten.

When we call to mind that at the time these works were executed, mechanical engineering was only in its infancy, we are filled with amazement at the sagacity and skill that should have so far antic.i.p.ated the progress of the age, as to leave scarcely any room, during half a century, for the introduction of any improvement....

Beautiful as are the combinations and contrivances in the block machinery, and highly deserving as the inventor may be of credit for originating such labour-saving machines for the production of ships' blocks, there is a far higher claim to the admiration and grat.i.tude of all constructors of machinery, and of all workers in metal. In this block machinery exist the types and examples of all the modern self-acting tools, without the aid of which the various mechanical appliances of the present day could not be produced with the marvellous accuracy which has been attained. It is true that to the trades unions or combinations among the artisans, is in a great measure directly due the introduction of self-acting machines; but the types of all these tools existed in the machines and combinations of Brunel's block machinery. The drilling, the slotting, and the shaping machines, the eccentric chuck, and the slide rest, with the worm wheel motion, are all to be found in his machine.

On the completion of the block machinery Sir Isambard Brunel removed to London, and took a house in Lindsay Row, Chelsea, where he remained until he was obliged to live nearer the works of the Thames Tunnel.

Mr. Brunel's first recollections were of the house at Chelsea; and in 1814, when he was eight years old, he commenced his school life under the Rev. Weeden Butler, who resided in the neighbourhood. Previously to his going to Mr. Butler, he had been taught Euclid by Sir Isambard; and he had also a great talent for drawing, for which he had been remarkable even from four years old. His drawings were beautifully precise and neat, but, when the subject admitted of it, full of vigour and picturesque effect.

After some time he was sent to Dr. Morell's school at Hove, near Brighton. The following extract is taken from one of his letters home in 1820:--

I have past Sall.u.s.t some time, but I am sorry to say I did not read all, as Dr. Morell wished me to get into another cla.s.s. I am at present reading Terence and Horace. I like Horace very much, but not as much as Virgil. As to what I am about, I have been making half a dozen boats lately, till I have worn my hands to pieces. I have also taken a plan of Hove, which is a very amusing job. I should be much obliged to you if you would ask papa (I hope he is quite well and hearty), whether he would lend me his long measure.

It is a long eighty-foot tape; he will know what I mean. I will take care of it, for I want to take a more exact plan, though this is pretty exact, I think. I have also been drawing a little. I intend to take a view of _all_ (about five) the princ.i.p.al houses in that great town, Hove. I have already taken one or two.

In the intervals of his cla.s.sical studies he seems to have employed himself, not only in making a survey of Hove in its existing state, but also in a critical examination of the works in progress for its enlargement. It is told of him that one evening he predicted the fall, before the next morning, of some houses which were building opposite the school, and laid a bet on the subject, which his companions readily accepted. He had noticed the bad way in which the work was done, and that the stormy weather, which appeared to be setting in for the night, would probably blow the walls down. In the morning he claimed the wager, for the buildings had fallen in the night.

Except from November 1820 to August 1822, when he was at the College Henri Quatre at Paris,[3] Mr. Brunel was so very little absent from home that he became thoroughly acquainted with all his father's undertakings.

Among these was the veneering machinery at Battersea, remarkable for the great diameter of the saw, the steadiness of its motion, and the mechanical arrangements for clearing the veneer from the saw; also the works at the Government establishments at Woolwich and Chatham, and the machinery for making shoes. They have been fully described by Mr.

Beamish; but the mere mention of their names is enough to show how great were the advantages enjoyed by Mr. Brunel in receiving from his father his early professional education.

From the year 1823 Mr. Brunel was regularly employed in his father's office. It was in the early part of this year that the project of the Thames Tunnel first began to occupy Sir Isambard's attention; but he was also engaged at that time in other works of great importance, among them the suspension bridges for the Ile de Bourbon, and designs for bridges of the same character over the Serpentine, and over the Thames at Kingston.[4] Some account of the Bourbon bridges, and also of experiments with carbonic acid gas, on which Mr. Brunel was engaged, will be found in the notes to this chapter.

The history of the Thames Tunnel will be told, as far as possible, in Sir Isambard Brunel's own words, as given in his journals.[5] Although these extracts do not relate to works for which Mr. Brunel was personally responsible, they have been inserted in the belief that they are valuable, not only as showing the nature and extent of his duties as his father's a.s.sistant, but also as displaying, in the most interesting and authentic form, Sir Isambard's character and genius at a time when his son was brought into hourly contact with him, and under circ.u.mstances which would cause the influence of his example to make a deep and lasting impression.

Previously to the year 1823 there had been several plans suggested for the construction of a tunnel under the Thames; and it would seem that a great demand was supposed to exist for some such means of communication between the two sides of the river eastward of London Bridge; for after the failure of the operations undertaken by Mr. Vasie in 1805, and Mr.

Trevethick in 1807,[6] a high level suspension bridge was proposed, although it was not intended to be used for heavy traffic.[7]

The first reference to the Tunnel in Sir Isambard's journals is dated February 12, 1823. 'Engaged on drawings connected with Tunnel;' and on the 17th and following days of the same month, 'Isambard was engaged on Tunnel.' These entries become more and more frequent in the pages of his diary, until it is evident that Sir Isambard's whole time and thoughts were absorbed in this work.

The spring of 1823 was occupied in preparing drawings and models of his plans, and in enlisting the sympathy and a.s.sistance of various influential persons. By the close of the year the designs were matured sufficiently to enable the promoters of the scheme to commence the task of organising a company for carrying it out; and in January 1824 they resolved to call a general meeting of their friends, and invite public subscriptions.

On February 17, Sir Isambard explained his plans at the Inst.i.tution of Civil Engineers, and on the next day a meeting was held at the City of London Tavern, under the presidency of Mr. William Smith, M.P., more than a hundred persons being present. Resolutions authorising the formation of a company were pa.s.sed unanimously, and the share list was opened. In the course of an hour one-third of the subscriptions was filled up, namely, 1250 shares; and before the end of the day the number of shares taken was 1381.

Borings were then commenced in order to ascertain the nature of the strata through which the Tunnel would pa.s.s. A bed of gravel was found over the clay, which gave Sir Isambard great anxiety. A large pipe or shaft was sunk on the side of the river, and in it the water rose to within three feet of the surface of the ground, and fell about eighteen inches with the tide. 'It is manifest (Sir Isambard writes) from this that unless the Tunnel is enclosed in the stratum of clay, it would be unsafe to drive through the bed of gravel. The Tunnel must, therefore, begin with the substantial clay.'

However, the result of thirty-nine borings in two parallel lines across the river, to the depth of from 23 to 37 feet, seemed to prove that there was below the gravel a stratum of strong blue clay of sufficient depth to ensure the safety of the Tunnel.[8]

A report to this effect was made to the shareholders at their first general meeting in July, and it was also stated that the works would be completed in three years.