BRUNEL, Isambard Kingdom (1806-1859), one of the most distinguished civil engineers of the age, was born at Portsmouth, April 9, 1806. He was the only son of Sir Marc Isambard Brune], from whom he inherited some rare intellectual gifts, and to whom he owed his first education. From his earliest years he took an eager and intelligent interest in all the plans and undertakings of his father, who had then just completed the construction of the remarkable block machinery at Portsmouth. He displayed in childhood singular powers of mental calculation, great skill and rapidity as a draughtsman, and a true feeling for art. After attending some private schools, he was sent at the age of fourteen to Paris, to study mathematics, and to recover his knowledge of French. From November 1820 to August 1822 he studied at the Collège Henri Quatre; and in holiday intervals he used to visit the engineering works going on in Paris, and send his father drawings and descriptions of them. In 1823 he entered his father’s office as assistant-engineer, just at the time when the project of the Thames Tunnel began to occupy the attention of Sir Isambard; and from 1825, when the work was begun, till 1828, when it was stopped by an irruption of the river, he displayed a singular energy, inventiveness, and power of application in that struggle of science against natural obstacles on a vast scale. He had even then the power, which distinguished him in later years, of doing almost without sleep for many nights when work was pressing. During the later part of the contest which ended by a second irruption in January 1828, he was both nominal and actual resident engineer of the Thames Tunnel. Left for nearly two years without regular professional occupation, Brunel employed himself in scientific ...researches, enjoying intercourse with Babbage, Faraday, and other friends. In November 1829 he sent in designs and plans for the projected Suspension Bridge over the Avon at Clifton. In consequence of objections raised by Telford, the referee of the bridge committee, Brunel’s plans were rejected. But on a second competition, early in 1831, he sent in a new design, and this was accepted. Brunel was appointed engineer to the trustees, and the works were begun in 1836. Delay had been caused by want of funds, and from the same cause the works were afterwards suspended for some years, and were not completed during Brunel’s lifetime. In March 1833, Brunel, at the age of twenty-seven, attained one of the highest professional positions by his appointment as engineer of the newly-projected Great Western Railway. For several years his energies were taxed to the utmost by the conflict with obstructive landowners and short-sighted critics; but he showed himself equal to the occasion, not only as a professional man, but as a persuasive negotiator. For solidity of construction and for skill and beauty of design the Great Western Railway, though one of the first made in England, holds a very high place. Among the triumphs of the engineer are the Hanwell Viaduct, the Maidenhead Bridge, and the Box Tunnel, at the time the longest in the world; and, on extensions of the line, the great bridges at Chepstow and Saltash. The noλv notorious “battle of the gauges” took its rise from Brunel’s introduction of the broad gauge on this line. In 1846 he resigned his office as engineer of the Great Western Railway. In 1844 he had recommended the adoption of the Atmospheric System on the South Devon Railway, but after a year’s trial tlιis system was abandoned. The last and greatest of Brunel’s railway works was the Royal Albert Bridge of the Cornwall Railway, crossing the River Tamar' at Saltash. This work, sanctioned by parliament in 1845, was constructed between 1853 and 1859. In addition to the arduous labours of railway engineering, Mr Brunel had taken a leading part in the systematic development of ocean steam navigation. As early as October 1835 he had suggested, to the amusement of the directory of the Great Western Railway, that they should “make it longer, and have a steamboat to go from Bristol to New York, and call it the Great Western.” The project was taken up, and the “Great Western” steamship was designed by Brunel, and built at Bristol under his superintendence. It was much longer than any steamer of the day, and was the first steamship built to make regular voyages across the Atlantic. While the vessel was building a controversy was raised about the practicability of Brunei’s scheme, Dr Lardner assarting dogmatically that the voyage could net be made, and backing his assertion with an array of figures. His view was widely accepted, but the work went on, and the voyage was accomplished in 1838. A greater work was at once undertaken, and the “Great Britain” was built. This was the first large iron steamship, the largest ship afloat at that time, and the first large ship in which the screw-propeller was used. She made her first voyage from Liverpool to New York in August and September 1845; but in the following year was carelessly run upon the rocks in Dundrum Bay on the coast of Ireland. After lying there nearly a year without material damage she was got off and was employed in the Australian trade. Brunel soon after began to meditate a vaster project still, the construction of a vessel large enough to carry all the coal required for a long voyage out, and if coal could not be had at the out port, then to carry enough also for the return voyage. It seemed to him, further, that a great increase of size would give many advantages for navigation. During his connection as engineer with the Australian Mail Company he worked out into a practical shape his conception of a “great ship;” and in 1852 his scheme was laid before the Directors of the Eastern Steam Navigation Company. It was adopted, the projector was appointed their engineer, and after much time occupied about contracts and specifications, the work was begun in December 1853. Immense difficulties in the progress of construction caused delays from time to time. The operations of launching was several times attempted in vain; but at length the gigantic vessel, the now familiar “Great Eastern,” was got afloat (31st January 1858). Much remained to be done to complete the ship; and her engineer, overworked and worn out with the worry of the launching processes, broke down and did not live to see her sail on her first voyage. In addition to the great works already described, Brunel was employed in the construction of many docks and piers. The first of these was the Monkwearmouth Docks, for which he made the designs in 1831. The construction, after a new design, was begun in 1834. He was afterwards engaged in works of the same kind at Bristol, Plymouth, Briton Ferry, and Brentford, and on a pier at Milford Haven. He was a zealous promoter of the Great Exhibition of 1851, and was a member of the committee on the section of machinery and of the building committee. He paid much attention to the subject of improvement of large guns, and designed a floating gun-carriage for the attack on Cronstadt in the Russian war (1854); he also designed and superintended the construction of the hospital buildings at Renkioi, on the Dardanelles (1855). The genius, energy, and industry of Brunel in his profession were not more remarkable than the high moral tone which characterized his whole life, and the fascinating qualities which gave him immense personal influence, and made him the delight of the social circle. With single-hearted truthfulness he devoted himself to his chosen work; he was singularly free from professional jealousy, and was always ready to commend and help others. With robust health, which he enjoyed through many years, he had the two invaluable qualities of good spirits and good temper. In his relations with his subordinates he was considerate and kindly, at the same time that he demanded faithful service according to a high standard. He cared nothing for popularity. He enjoyed the beauties of a fine landscape, and was an enthusiastic lover of the fine arts. In the course of his busy life he several times went to Italy and Switzerland; and in 1847 he bought a small estate in Devonshire, to make his home there. The pressure of business, however, did not allow him to spend much of his time in the country. In 1830 Brunel was elected F.R.S., and he was afterwards a member of many other scientific societies. In 1857 the honorary degree of D.C.L. was conferred on him by the university of Oxford. In July 1836 he married; he left two sons and a daughter surviving him. For the sake of his health he spent the winter of 1858-59 in Egypt, returning to England in May. He was on board his “great ship” on the 5th September 1859, and the same day was attacked with paralysis. The ship sailed on her first voyage on the 7th, and her great projector passed away on the 15th of the month. His remains were interred in Kensal Green Cemetery. In 1870 appeared The Life of I. K. Brunel, C.E., by his son Isambard Brunel, of Lincoln’s Inn, chancellor of the diocese of Ely. (w. L. R. c.)
BRUNEL, Sir Marc Isambard (1769-1849), was born at Haqueville, in Normandy. His family had for several centuries held a respectable station in the province, living as farmers and small landowners on the estate on which he was born, and numbering among its members Nicholas Poussin. He was educated at the seminary of St Nicaise at Rouen, with the intention of his entering holy orders; but his predilection for the physical scieuces was so strong, and his genius for mathematics and mechanics so decided, that, on the advice of the superior of· ’ the establishment, he was removed to follow a more congenial career. His father then destined him for the naval service, which he entered on the appointment of the Marshal de Castries, the minister of marine, and made several voyages to the West Indies. In this position, although only in his seventeenth year, his mechanical talents developed themselves actively on many occasions, and he surprised his captain by the production of a sextant of his manufacture with which he took his observations. On his return to France in 1792, he found the Revolution at its height, and like all who entertained royalist principles, he was compelled to seek safety in emigration. He effected his flight with considerable difficulty, and found refuge in the United States of America, where, driven by necessity to the exercise of his talents as a means of support, he followed the bent of his inclination and became a civil engineer and architect. His first engagement was on the survey of a tract of land near Lake Erie; he then became engaged in cutting canals, and was employed to erect an arsenal and cannon foundry at New York, where he applied several new and ingenious machines. His highly ornamental design for the House of Assembly at Washington was rejected, as being inconsistent with the simplicity of a republic; he was, however, engaged to design and superintend the construction of Bowery Theatre, New York, since destroyed by fire, the roof of which was peculiar and original.
The idea of substituting machinery for manual labour in the making of ships’ blocks had long occupied his mind; and, in 1799, having matured his plans, he determined to visit England. Earl St Vincent was at that time at the head of the Admiralty, and after the usual delays and difficulties, which were ultimately overcome chiefly through the powerful influence of his steady friend and patron Earl Spencer, aided by the recommendation of BrigadierGeneral Sir Samuel Bentham, who at once perceived and appreciated the merit of the machines and the talent of the inventor, the system was adopted, and the machinery erected. The construction of the machines was entrusted to Mr Henry Maudslay, whom Brunel had selected with true discrimination, and by whom he was ably assisted. The beautiful simplicity of these machines, their perfect adaptation to their various purposes, and, notwithstanding the recent advances in mechanics, their continuing for nearly half a century in active work, without any improvements having ever been suggested, must rank them as among the most complete and ingenious pieces of mechanism ever invented.
The block machinery was completed in 1806, and it was estimated that the economy produced by it in the first year was about £24,000, two-thirds of which sum was awarded to the ingenious inventor, who was soon after engaged by the Government to erect extensive saw-mills, on improved principles, at Chatham and Woolwich. He there suggested modifications of the systems of stacking and seasoning timber, which were afterwards carried into effect. Some time previously, he had invented the ingenious little machine for winding cotton-thread into balls, which, simple as it may at first sight appear, has exercised great influence on the extension of the cotton trade.
He found time also to invent an instrument for combining the use of several pens, so as to produce simultaneously a number of copies of a manuscript; a simple and portable copying-machine; and a contrivance for making the small boxes used by druggists, which had been previously imported in large quantities from Holland. A nail-making machine also occupied his attention; and he discovered the system of giving the efflorescent appearance to tinfoil, by which it was fitted for ornamental purposes. Among other more important improvements may be mentioned that of cutting veneers by circular saw s of large diameter, to which is mainly due the present extensive application of veneers of wood to ornamental furniture. About the year 1812 he had devised a scheme for making shoes by machinery; and, under the countenance of the duke of York, the shoes so manufactured, in consequence of their strength, cheapness, and durability, were introduced for the use of the army; but at the peace in 1815, manual labour becoming cheaper, and the demand for military equipments having ceased, the machines were laid aside.
Steam navigation also attracted his attention, and he became deeply interested in establishing the Ramsgate steam vessels, which were among the first that plied successfully on the River Thames; and on board of them it is believed that the double engines were first used. About this period, after much labour and perseverance, he induced the Admiralty to permit the application of steam for towing vessels to sea, the practicability of which he had strenuously urged. The experiments were tried chiefly at his own expense; a small sum in aid had been promised, but it was eventually withdrawn before the completion of the trials, the Admiralty considering the attempt “too chimerical to be seriously entertained.” He introduced various improvements in the steam-engine, and for nearly ten years persevered in the attempt to use liquefied gases as the source of motive power, in which he was ably assisted by his son. The necessary experiments were most laborious, and needed all the persevering energy and resources of a mind determined not to be foiled; in spite, however, of his efforts, after a great sacrifice of time and money, the plan was abandoned.
The whole power of his mind, however, was for many years concentrated on one great object, the construction of the tunnel for communication from shore to shore beneath the bed of the River Thames. It is said that the original idea occurred to him, as applied to the Neva at St Petersburg, in order to avoid the inconvenience arising from the floating ice,—a plan which he offered to the Emperor Alexander, on the occasion of his visit to England in 1814. Undismayed by previous signal failures in the attempt to construct a tunnel beneath the Thames, Brunel, confident in his own powers, persevered, and in 1824, under the auspices of the duke of Wellington, who always entertained a favourable view of the practicability of the scheme, a company was formed for its execution; and after numerous accidents and suspensions of the works, this great and novel undertaking was successfully accomplished, and the tunnel opened to the public in the year 1843.
In the prosecution of the work he received great assistance from his son, Isambard Kingdom Brunel, and in a scientific point of view the construction of the tunnel will be regarded as displaying, at the same time, the highest professional ability, an amount of energy and skill rarely exceeded, and a fertility of invention and resources, under what were deemed insurmountable difficulties, which will secure to the memory of Sir Isambard Brunel a high position among the engineers of England.
He received the order of the Légion d’Honneur in 1829, and the honour of knighthood in 1841. He was a corresponding member of the French Institute, and a fellow of the Royal Society. He joined the Institution of Civil Engineers in the year 1823, and constantly attended the meetings, took part in the discussions, and promoted the society’s interests by every means in his power.
He was unaffected and simple in his habits, and possessed indomitable courage, perseverance, and industry; whilst his benevolence constantly prompted him to kindly and considerate actions. His labours had so seriously impaired his health, that for some years after the completion of the tunnel he was unable to mix in active life. He died on the 12th of December 1849, in his 81st year. (See Richard Beamish, Memoirs of Sir Marc Isambard Brunel, 1862.)
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