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Isambard Kingdom Brunel

British engineer (1806–1859)

Brunel's father, Marc Brunel (1769–1849), a French emigré and distinguished engineer, arrived in England in 1799. He sent his son to Paris in 1820 to learn mathematics and engineering. Brunel returned to England in 1822 to work for his father and in 1825 they began the construction of the Rotherhithe-Wapping tunnel underneath the Thames. Here Brunel quickly learned of the unpredictability of great engineering projects; the tunnel flooded in 1828 and Brunel nearly drowned.

While convalescing, he heard that the city of Bristol was considering building a bridge across the River Avon. A competition was to be held with Thomas Telford as the judge. Brunel submitted plans for a suspension bridge at Clifton. Telford rejected Brunel's design and proposed instead that he himself should build something more appropriate. The selection committee, however, preferred Brunel's plans. Although work began in 1831 it was not until 1864, well after Brunel's death, that the bridge was opened. The span is still standing and remains, perhaps, Brunel's most durable monument.

While in the Bristol region other commissions came his way. In 1833 he was invited to build the Great Western Railway (GWR) to run between London and Bristol. He decided to adopt a 7-foot gauge rather than the 4 foot 8½-inch gauge introduced by George Stephenson at the beginning of the railway age. The broad gauge enabled trains to run faster and more comfortably. It did not, however, allow the GWR to link up easily with the rest of the growing network. The line was opened in 1841 and extended to Exeter by 1844. It was insisted, however, in the interest of establishing a unitary railway system, that after 1846 no more broad-gauge track could be laid down. The last of the track was removed in 1896.

Not all Brunel's projects were as successful – in particular, the ‘atmospheric railway’ that he built between Exeter and Newton Abbot in the 1840s. The idea was to eliminate the locomotive. A continuous pipe was laid between the rails and attached to the carriages by a suspended piston. Air was evacuated from the pipe by pumping engines located along the route. In practice, it proved too difficult to maintain the leather seal through which the connecting rod emerged; it was either eaten by rats, or made brittle by the sea air, or it froze in winter. The line was opened in November 1847 and closed the following year, having incurred enormous losses.

Brunel also turned his attention to steamships. The first Atlantic steam crossing had been accomplished by the American Savannah in 1819 using steam in combination with sail. Conventional wisdom held that to cross the Atlantic on steam alone would require so much coal as to leave no room for freight. Brunel calculated otherwise and dispelled this myth with his Great Western (1837; 2340 tons), a timber ship driven by paddles. It crossed the Atlantic in 15 days with 200 tons of coal unused in its bunkers.

Brunel went on to build the equally revolutionary Great Britain (1843; 3676 tons) with an iron hull and screw propellor, which continued in service for 30 years. His final work was the Great Eastern (1858; 32,000 tons) with its double iron hull, screws, and paddles; it was later used to lay the first transatlantic telegraph cable.

The struggle to complete the Great Eastern against considerable financial and engineering difficulties seems to have ruined Brunel's health and probably caused the stroke he suffered soon after his great ship had been finally launched. He died soon after.

 
 
Biography: Isambard Kingdom Brunel

Isambard Kingdom Brunel (1806-1859) was a leading English civil engineer in the railway age with an original and unprejudiced approach to problems in railway and marine engineering.

Isambard Kingdom Brunel was born on April 9, 1806, near Portsmouth, the only son of Marc Isambard Brunel, known for his machine for making ships' blocks and as the engineer of the Thames Tunnel. After attending the Collège Henri Quatre in Paris, Brunel served a short apprenticeship under the Paris instrument maker Louis Breguet. Brunel returned to London in 1822 and entered his father's office in 1823, where he received practical training by assisting with the Thames Tunnel until 1828.

Brunel's first important commission was the 630-foot-span Clifton suspension bridge near Bristol (1831). Unfinished in his lifetime, it was completed in 1864 as his memorial. He also built the Hungerford (London) suspension bridge (1841-1845); its wrought-iron chains were used to complete the bridge at Clifton.

Railway Engineer

In 1833 Brunel was appointed engineer for the Great Western Railway and began surveys for a line between Bristol and London. Construction of the line (1835-1841) included the famous flat-arch bridge over the Thames at Maidenhead and the 3,200-yard Box Tunnel outside Bath (through which the sun is said to shine on Brunel's birthday). With the aim of smooth, high-speed running and locomotive-fuel economy for the line, he introduced the 7-foot gage, which, while technically sound, was commercial folly. However, it was not entirely superseded by the British standard 4-foot 8 1/2-inch gage until 1892. He also designed railroad terminals and a series of bridges, culminating in the Royal Albert Bridge near Plymouth (1853-1859), which combines a tubular arch with suspension chains in the two main spans.

Designer of Steamships

In 1835 Brunel suggested, half in jest, a transatlantic steamship service. The idea found support, and the outcome was the Great Western, a timber-built paddle steamer of 2,300 tons' displacement. In April 1838 it steamed from Bristol to New York in 15 days and then maintained a regular service. His Great Britain (1839-1845) was a 3,600-ton iron-hulled, screw-driven steamship. Brunel's last great ship was the Great Eastern (1854-1859), for which he was the sole architect. Displacing 32,000 tons, the largest ship afloat, it was intended to make the round trip to Australia without recoaling. The Great Eastern had a double hull, and with engines to drive both paddles and screw, it had outstanding maneuverability. That its cost was excessive, its completion delayed, and the launch difficult was largely due to the machinations of the building contractor. Brunel never saw the trials, for he suffered a stroke and died on Sept. 15, 1859, in London. A liability to its owners, the ship showed twice the calculated fuel consumption. The Great Eastern was sold and eventually used to lay the first Atlantic telegraph cable (1865-1866).

Further Reading

Of three worthwhile biographical studies, the latest, L. T. C. Rolt, Isambard Kingdom Brunel: A Biography (1959), is the most carefully written. The others are by Brunel's son, Isambard Brunel, The Life of Isambard Kingdom Brunel: Civil Engineer (1870), and by his granddaughter, Celia Brunel Noble, The Brunels, Father and Son (1938). An account of the building of the Great Eastern is James Dugan, The Great Iron Ship (1954).

Additional Sources

Pudney, John, Brunel and his world, London, Thames and Hudson 1974.

Jenkins, David, Isambard Kingdom Brunel, engineer extraordinary, Hove: Priory Press, 1977.

Vaughan, Adrian, Isambard Kingdom Brunel, engineering knight-errant, London: J. Murray, 1993.

The Works of Isambard Kingdom Brunel: an engineering appreciation, Cambridge Eng.; New York: Cambridge University Press, 1980, 1976.

 
Britannica Concise Encyclopedia: Isambard Kingdom Brunel

(born April 9, 1806, Portsmouth, Hampshire, Eng. — died Sept. 15, 1859, London) British civil and mechanical engineer. He was the son of Marc Brunel. His introduction of the broad-gauge railway, with rails 7 ft (2 m) apart, made possible high speeds and provided a great stimulus to railroad progress. He was responsible for building more than 1,000 mi (1,600 km) of railway in Britain and also oversaw construction of railway lines in Italy, Australia, and India. His use of a compressed-air caisson to sink bridge pier foundations helped gain acceptance of compressed-air techniques in underwater and underground construction. Brunel made outstanding contributions to marine engineering with three steamships — the Great Western, the Great Britain, and the Great Eastern — each the largest in the world at date of launching. The Great Western instituted the first regular transatlantic service, and Great Eastern laid the first successful transatlantic cable.

For more information on Isambard Kingdom Brunel, visit Britannica.com.

 
British History: Isambard Kingdom Brunel

Brunel, Isambard Kingdom (1806-59). Engineer. Son of the distinguished émigré Sir Marc, Brunel was scientifically educated in Paris. Sickness incurred at his father's Thames Tunnel (1826-8) led Brunel to convalesce at Bristol, where he gained appointments as engineer of the Clifton bridge (1829-31), the floating harbour (1830-1), and the Great Western railway (from 1833). Brunel's engineering of the GWR demonstrated his vision and his failings: the commitment to the broad (7-feet) gauge promised quality and speed, but delivered inflexibility; his vision of the Atlantic crossing from Bristol encapsulated by his first two major ships, Great Western (1837) and Great Britain (1843), exceeded the bounds of commercial technology proven in the outstandingly advanced Great Eastern (1858). A driven man, chronic overwork contributed to early death as his two greatest achievements, the Albert bridge at Saltash and the Great Eastern, neared commissioning.

 
Architecture and Landscaping: Isambard Kingdom Brunel

(1806–59)

One of the most distinguished and imaginative engineers of C19, Brunel was born in Portsmouth, Hants., son of the French-born engineer Sir Marc Isambard Brunel (1769–1849). Educated privately and at the Lycée Henri Quatre in Paris, in 1823 he entered his father's office where he was involved in the construction of the Thames Tunnel from Wapping to Rotherhithe. In 1829 he designed the suspension-bridge over the Avon at Clifton, and an amended conception of 1831 was begun in 1836, completed in 1864 after modification. He was appointed engineer for the Great Western Railway in 1833: he not only surveyed the route, but designed the Box Tunnel between Chippenham and Bath, the bridge over the Thames at Maidenhead, and introduced a limited type of standardization for the designs of station-buildings on the line between London and Bristol. He was responsible for Temple Meads Station, Bristol (1839–40), and Paddington Terminus, London (1850–5—to which M. D. Wyatt and Owen Jones contributed), as well as the Royal Albert Bridge over the Tamar at Saltash (1857–9), his most celebrated iron structure. He designed the Railway Company's town at Swindon, Wilts. (again with Wyatt); the Monkwearmouth Docks (1831), and later similar works at Plymouth and Milford Haven; a prefabricated hospital (complete with tarred wooden sewers and mechanical ventilation, for Renkioi in the Crimea (1855), possibly suggested by the success of the Crystal Palace, for he was a zealous promoter of the Great Exhibition of 1851); and ocean-going steamships (e.g. the Great Eastern (1858)) that were larger and more technically advanced than any previously known.

Bibliography

  • Binding (1997)
  • R. A. Buchanan (2002)
  • Falconer (1995)
  • Kentley et al. (eds.) (2000)
  • Noble (1938)
  • Oxford Dictionary of National Biography (2004)
  • Pugsley (ed.) (1980)
  • Rolt (1957)
  • Skempton et al. (eds.) (2002)

The full bibliography for this book is available to download as a pdf file.
Download the bibliography for A Dictionary of Architecture and Landscape Architecture (PDF: 1.2MB)

 
Columbia Encyclopedia: Brunel, Sir Marc Isambard
(ĭz'əmbärd' brūnĕl') , 1769–1849, British engineer and inventor. Born in France, he came to the United States in 1793 as a royalist refugee. He became chief engineer of New York City, and his projects included building the old Bowery theater (burned in 1821) and constructing a canal between Lake Champlain and the Hudson. In 1799 he went to England, where he patented machinery for making ships' blocks and later invented many other mechanical labor-saving devices. In 1825, Brunel began the construction of the Thames Tunnel (the first in which a shield was used; see tunnel). In 1841 he was knighted. In the work on the tunnel Sir Marc was assisted by his son, Isambard Kingdom Brunel, 1806–59, British civil engineer and an authority on railway traction and steam navigation, b. Portsmouth. He was chief engineer of the Great Western Railway, building bridges and docks. Later he constructed railways in Italy and was a consulting engineer in Australia and India. He is best known, however, for his designing and construction of three oceangoing steamships: the Great Western (1838), which was the first transatlantic steam vessel, the Great Britain (1845), the first ocean screw steamship, and the Great Eastern (1858), the largest steam vessel of its time.

Bibliography

See biography of M. I. Brunel by P. Clements (1970); study by P. Hay (1973); biographies of I. K. Brunel by his son, I. Brunel (1870, repr. 1972), and L. T. Rolt (1959); C. B. Noble, The Brunels: Father and Son (1938); S. Fox, Transatlantic: Samuel Cunard, Isambard Brunel, and the Great Atlantic Steamships (2003).

 
Wikipedia: Isambard Kingdom Brunel
Isambard Kingdom Brunel
IKBrunelChains.jpg
Brunel before the launching of the Great Eastern
Born 9 April 1806
Portsmouth, Hampshire, England
Died 15 September 1859 (aged 53)
Education Lycée Henri-Quatre, Paris, France and
University of Caen, Normandy, France
Occupation Engineer
Spouse Mary Elizabeth Horsley
Children Isambard Brunel Junior, Henri Marc Brunel, Florence Mary Brunel
Parents Marc Isambard Brunel and
Sophia Kingdom

Isambard Kingdom Brunel, FRS (9 April 180615 September 1859) (IPA: [ˈɪzəmbɑ(ɹ)d ˈkɪŋdəm brʊˈnɛl]), was a British engineer. He is best known for the creation of the Great Western Railway, a series of famous steamships, and numerous important bridges, hence revolutionising public transport and modern day engineering.

Though Brunel's projects were not always successful, they often contained innovative solutions to long-standing engineering problems. During his short career, Brunel achieved many engineering "firsts," including assisting in the building of the first tunnel under a navigable river and development of SS Great Britain, the first propeller-driven ocean-going iron ship, which was at the time also the largest ship ever built.[1]

Brunel suffered several years of ill health, with kidney problems, before succumbing to a stroke at the age of 53. Brunel was said to smoke up to 40 cigars a day and to sleep as few as four hours each night.

In 2006, a major programme of events celebrated his life and work on the bicentenary of his birth under the name Brunel 200.[2]

Early life

The son of engineer Sir Marc Isambard Brunel (the name Brunel is probably a derivation from the Italian name Brunelli), a Frenchman, and Sophia (née Kingdom) Brunel (d. 1854), Isambard Kingdom Brunel was born in Portsmouth, Hampshire, on 9 April 1806.[3] His father was working there on block-making machinery for the Portsmouth Block Mills.

At 14 he was sent to France to be educated at the Lycée Henri-Quatre in Paris and the University of Caen in Normandy.[4] Brunel rose to prominence when, aged 20, he was appointed chief assistant engineer of his father's greatest achievement, the Thames Tunnel, which runs beneath the river between Rotherhithe and Wapping.

The first major sub-river tunnel, it succeeded where other attempts had failed, thanks to Marc Brunel's ingenious tunnelling shield — the human-powered forerunner of today's mighty tunnelling machines — which protected workers from cave-in by placing them within a protective casing. Marc Brunel had been inspired to create the shield after observing the habits and anatomy of the shipworm, Teredo navalis.

Most modern tunnels are cut in this way, notably the Channel Tunnel between England and France.[5]

Brunel established his design offices at 17–18 Duke Street, London, and he lived with his family in the rooms above.[6]

On 5 July 1836, Brunel married Mary Elizabeth Horsley (b. 1813), the eldest daughter of composer and organist William Horsley, who came from an accomplished musical and artistic family.

R.P. Brereton, who became his chief assistant in 1845, was in charge of the office in Brunel's absence, and also took direct responsibility for major projects such as the Royal Albert Bridge as Brunel's health declined.

Thames Tunnel

The Thames Tunnel in 2005, now part of the London Underground East London Line between Rotherhithe and Wapping.
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The Thames Tunnel in 2005, now part of the London Underground East London Line between Rotherhithe and Wapping.
Main article: Thames Tunnel

Brunel worked for nearly two years to create a tunnel under London's River Thames, with tunnellers driving a horizontal shaft from one side of the river to the other under the most difficult and dangerous conditions. Brunel's father, Marc, was the chief engineer, and the project was funded by the Thames Tunnel Company. The composition of the Thames river bed at Rotherhithe was often little more than waterlogged sediment and loose gravel, and although the extreme conditions proved the ingenuity of Brunel's tunnelling machine, the work was hard and hazardous.[7]

For the workers the building of the tunnel was particularly unpleasant because the Thames at that time was still little better than an open sewer, so the tunnel was usually awash with foul-smelling, contaminated water. The tunnel was often in imminent danger of collapse due to the instability of the river bed, yet the management decided to allow spectators to be lowered down to observe the diggings at a shilling a time. Two severe incidents of flooding halted work for long periods, killing several workers and badly injuring the younger Brunel.

The later incident, in 1828, killed the two most senior miners, Collins and Ball, and Brunel himself narrowly escaped death; a water break-in hurled him from a tunnelling platform, knocking him unconscious, and he was washed up to the other end of the tunnel by the surge. As the water rose, by luck he was carried up a service stairway, where he was plucked from almost certain death by an assistant moments before the surge receded. Brunel was seriously hurt (and never fully recovered from his injuries), and the event ended work on the tunnel for several years.[4]

The tunnel is still in operation, accommodating the London Underground East London Line between Rotherhithe and Wapping.[8] The building that contained the pumps to keep the Thames Tunnel dry was saved from demolition in the 1970s by volunteers and made a Scheduled Ancient Monument. It now houses the Brunel Museum, which documents not just the Thames Tunnel but also Brunels' other two achievements.

Bridges

The Maidenhead Railway Bridge, at the time the largest span for a brick arch bridge.
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The Maidenhead Railway Bridge, at the time the largest span for a brick arch bridge.
The Clifton Suspension Bridge spans the Avon Gorge, linking Clifton in Bristol to Leigh Woods in North Somerset.

Brunel's solo engineering feats started with bridges — the Royal Albert Bridge spanning the River Tamar at Saltash near Plymouth, and an unusual timber-framed bridge near Bridgwater.[9]

Built in 1838, the Maidenhead Railway Bridge over the Thames in Berkshire was the flattest, widest brick arch bridge in the world and is still carrying main line trains to the west. There are two arches, with each span totalling 128 ft (39 m), having a rise of only 24 ft (7 m), and a width that carries four tracks. The rather flat arches reduce the difficulty railway engines have with steep gradients (especially on hump back bridges) and today's trains are about 10 times as heavy as Brunel ever imagined.[10]

In 1845 Hungerford Bridge, a suspension footbridge across the Thames, near Charing Cross Station in London, was opened only to be replaced by a new railway bridge in 1859.

Throughout his railway building, but particularly on the South Devon and Cornwall Railways where economy was needed and there were many valleys to cross, Brunel made extensive use of wood for the construction of substantial viaducts;[11] these have had to be replaced over the years.

The Royal Albert Bridge was designed in 1855 for the Cornwall Railway Company, after Parliament rejected his original plan for a train ferry across the Hamoaze — the estuary of the tidal Tamar, Tavy and Lynher. The bridge (of bowstring girder or tied arch construction) consists of two main spans of 455 ft (139 m), 100 ft (30 m) above mean high spring tide, plus 17 much shorter approach spans. Opened by Prince Albert on 2 May 1859, it was completed in the year of Brunel's death.

However, Brunel is perhaps best remembered for the Clifton Suspension Bridge in Bristol. Spanning over 700 ft (213 m), and nominally 200 ft (61 m) above the River Avon, it had the longest span of any bridge in the world at the time of construction. Brunel submitted four designs to a committee headed by Thomas Telford and gained approval to commence with the project. Afterwards, Brunel wrote to his brother-in-law, the politician Benjamin Hawes: "Of all the wonderful feats I have performed, since I have been in this part of the world, I think yesterday I performed the most wonderful. I produced unanimity among 15 men who were all quarrelling about that most ticklish subject — taste." He did not live to see it built, although his colleagues and admirers at the Institution of Civil Engineers felt the bridge would be a fitting memorial, and started to raise new funds and to amend the design. Work started in 1862 and was complete in 1864, five years after Brunel's death.[12]

In 2006, there is the possibility that several of Brunel's bridges over the Great Western Railway might be demolished because the line is planned to be electrified, and there is inadequate clearance for the overhead wires. Buckinghamshire County Council is petitioning to have further options pursued, in order that all nine of the historic remaining bridges on the line can remain.[13][14]

Great Western Railway

Paddington Station, still a mainline station, was the London terminus of the Great Western Railway.
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Paddington Station, still a mainline station, was the London terminus of the Great Western Railway.
Main article: Great Western Railway

In the early part of Brunel's life, the use of railways began to take off as a major means of transport for passengers and goods. This influenced Brunel's involvement in railway engineering, including railway bridge engineering.

In 1833, before the Thames Tunnel was complete, Brunel was appointed chief engineer of the Great Western Railway, one of the wonders of Victorian Britain, running from London to Bristol and later Exeter.[15] The Company was founded at a public meeting in Bristol in 1833, and was incorporated by Act of Parliament in 1835.

Brunel made two controversial decisions: to use a broad gauge of 7 ft 0¼ in (2,140 mm) for the track, which he believed would offer superior running at high speeds; and to take a route that passed north of the Marlborough Downs, an area with no significant towns, though it offered potential connections to Oxford and Gloucester and then to follow the Thames Valley into London. His decision to use broad gauge for the line was controversial in that almost all British railways to date had used standard gauge. Brunel said that this was nothing more than a carry-over from the mine railways that George Stephenson had worked on prior to making the world's first passenger railway. Brunel worked out through mathematics and a series of trials that his broader gauge was the optimum railway size for providing stability and a comfortable ride to passengers, in addition to allowing for bigger carriages and more freight capacity.[16] He surveyed the entire length of the route between London and Bristol himself.

Drawing on his experience with the Thames Tunnel, the Great Western contained a series of impressive achievements — soaring viaducts, specially designed stations, and vast tunnels including the famous Box Tunnel, which was the longest railway tunnel in the world at that time.[4]

Isambard Kingdom Brunel - Steam Museum, Swindon.
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Isambard Kingdom Brunel - Steam Museum, Swindon.

There is an anecdote that Box Tunnel is so oriented that the sun shines all the way through it on Brunel's birthday. For more information, see Box Tunnel.[17]

The initial group of locomotives ordered by Brunel to his own specifications proved unsatisfactory, apart from the North Star locomotive, and 20-year-old Daniel Gooch (later Sir Daniel) was appointed as Superintendent of Locomotives. Brunel and Gooch chose to locate their locomotive works at the village of Swindon, at the point where the gradual ascent from London turned into the steeper descent to the Avon valley at Bath.

Brunel's achievements ignited the imagination of the technically minded Britons of the age, and he soon became one of the most famous men in the country on the back of this interest.

After Brunel's death the decision was taken that standard gauge should be used for all railways in the country. Despite the Great Western's claim of proof that its broad gauge was the better (disputed by at least one Brunel historian), the decision was made to use Stephenson's standard gauge, mainly because this had already covered a far greater amount of the country. However, by May 1892 when the broad gauge was abolished the Great Western had already been re-laid as dual gauge (both broad and standard) and so the transition was a relatively painless one.[4]

The present Paddington station was designed by Brunel and opened in 1854. Examples of his designs for smaller stations on the Great Western and associated lines which survive in good condition include Mortimer, Charlbury and Bridgend (all Italianate) and Culham (Tudorbethan). Surviving examples of wooden train sheds in his style are at Frome and Kingswear.

The great achievement that was the Great Western Railway has been immortalised in the Swindon Steam Railway Museum.

Brunel's "atmospheric caper"

A reconstruction of Brunel's atmospheric railway, using a segment of the original piping at Didcot Railway Centre
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A reconstruction of Brunel's atmospheric railway, using a segment of the original piping at Didcot Railway Centre

Another of Brunel's interesting though ultimately unsuccessful technical innovations was the atmospheric railway, the extension of the GWR southward from Exeter towards Plymouth, technically the South Devon Railway (SDR), though supported by the GWR. Instead of using locomotives, the trains were moved by Clegg and Samuda's patented system of atmospheric (vacuum) traction, whereby stationary pumps sucked air from the tunnel.

The section from Exeter to Newton (now Newton Abbot) was completed on this principle, with pumping stations with distinctive square chimneys spaced every two miles, and trains ran at approximately 20 miles per hour (30 km/h).[4] Fifteen-inch (381 mm) pipes were used on the level portions, and 22-inch (559 mm) pipes were intended for the steeper gradients.

The technology required the use of leather flaps to seal the vacuum pipes. The leather had to be kept supple by the use of tallow, and tallow is attractive to rats. The result was inevitable — the flaps were eaten, and vacuum operation lasted less than a year, from 1847 (experimental services began in September; operationally from February 1848) to 10 September 1848.[18]

The accounts of the SDR for 1848 suggest that atmospheric traction cost 3s 1d (three shillings and one penny) per mile compared to 1s 4d/mile for conventional steam power. A number of South Devon Railway engine houses still stand, including that at Starcross, on the estuary of the River Exe, which is a striking landmark, and a reminder of the atmospheric railway, also commemorated as the name of the village pub.

A section of the pipe, without the leather covers, is preserved at the Didcot Railway Centre.

Transatlantic shipping

Brunel Launch of the SS Great Britain, the revolutionary ship of Isambard Kingdom Brunel, at Bristol in 1843
Brunel Launch of the SS Great Britain, the revolutionary ship of Isambard Kingdom Brunel, at Bristol in 1843
Great Eastern At Sea, the great ship of IK Brunel as imagined at sea by the artist at her launch in 1858
Great Eastern At Sea, the great ship of IK Brunel as imagined at sea by the artist at her launch in 1858
 SS Great Eastern shortly before her launch in 1858.
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SS Great Eastern shortly before her launch in 1858.
Brunel at the Launching of The Great Eastern with John Scott Russell & Lord Derby
Brunel at the Launching of The Great Eastern with John Scott Russell & Lord Derby

Even before the Great Western Railway was opened, Brunel was moving on to his next project: transatlantic shipping. He used his prestige to convince his railway company employers to build the Great Western, at the time by far the largest steamship in the world. She first sailed in 1837.

She was 236 ft (72 m) long, built of wood, and powered by sail and paddlewheels. Her first return trip to New York City took just 29 days, compared to two months for an average sailing ship. In total, 74 crossings to New York were made. The Great Britain followed in 1843; much larger at 322 ft (98 m) long, she was the first iron-hulled, propeller-driven ship to cross the Atlantic Ocean.[19]

Building on these successes, Brunel turned to a third ship in 1852, even larger than both of her predecessors, and intended for voyages to India and Australia. The Great Eastern (originally dubbed Leviathan) was cutting-edge technology for her time: almost 700 ft (213 m) long, fitted out with the most luxurious appointments and capable of carrying over 4,000 passengers.

She was designed to be able to cruise under her own power non-stop from London to Sydney and back since engineers of the time were under the misapprehension that Australia had no coal reserves, and she remained the largest ship built until the turn of the century. Like many of Brunel's ambitious projects, the ship soon ran over budget and behind schedule in the face of a series of momentous technical problems.[4]

The ship has been portrayed as a white elephant, but it can be argued that in this case Brunel's failure was principally one of economics — his ships were simply years ahead of their time. His vision and engineering innovations made the building of large-scale, screw-driven, all-metal steamships a practical reality, but the prevailing economic and industrial conditions meant that it would be several decades before transoceanic steamship travel emerged as a viable industry.

Great Eastern was built at John Scott Russell's Napier Yard in London, and after two trial trips in 1859, set forth the following year on her maiden voyage from Southampton to New York on 17 June 1860.[20]

Though a failure at her original purpose of passenger travel, she eventually found a role as an oceanic telegraph cable-layer, and the Great Eastern remains one of the most important vessels in the history of shipbuilding — the Trans-Atlantic cable had been laid, which meant that Europe and America now had a telecommunications link.[4]

Crimean war

During 1854, Britain entered into the Crimean War, an old Turkish Barrack building became the British Army hospital in Scutari (modern-day Üsküdar in Istanbul). With injured men suffering from a variety of illnesses including cholera, dysentery, typhoid and malaria purely from hospital conditions,[21] Florence Nightingale sent a plea to The Times for the government to produce a solution.

Brunel was already working on building the SS Great Eastern amongst other projects, but accepted the task in February 1855 of designing and building the War Office requirement of a temporary, pre-fabricated hospital that could be shipped to the Crimea and erected. In 5 months he had designed, built and shipped the pre-fabricated wood and canvas buildings[22] that were erected, near Scutari Hospital where Nightingale was based, in the malaria free area of Renkioi.[23]

His designs incorporated the necessity of hygiene, providing access to sanitation, ventilation, drainage and even rudimentary temperature controls. They were feted as a great success, some sources stating that of the 1,300 (approximate) patients treated in the Renkioi temporary hospital, there were only 50 deaths.[24] In the Scutari hospital it replaced, deaths were said to be as many as 10 times this number. Nightingale herself referred to them as "those magnificent huts."[25] Brunel not only designed the buildings but gave advice as to the location of placing.[26]

The art of using pre-fabricated modules to build hospitals has been carried forward into the present day,[23] with hospitals such as the Bristol Royal Infirmary being created in this manner.

Illnesses and death of Brunel

In 1843, while performing a conjuring trick for the amusement of his children, Brunel accidentally inhaled a half-sovereign coin, which became lodged in his windpipe. A special pair of forceps failed to remove it, as did a machine devised by Brunel himself to shake it loose.

Eventually, at the suggestion of Sir Marc, Brunel was strapped to a board and turned upside-down, and the coin was jerked free.[27] He convalesced by visiting Teignmouth and enjoyed the area so much that he purchased an estate at Watcombe in Torquay, Devon. Here he designed Brunel Manor and its gardens to be his retirement home. Unfortunately he never saw the house or gardens finished, as he died before it was completed.

Brunel suffered a stroke in 1859, just before the Great Eastern made her first voyage to New York.[28] He died ten days later at the age of 53 and was buried, like his father, in Kensal Green Cemetery in London.[29]

He left behind his wife Mary and three children: Isambard Brunel Junior (1837–1902), Henri Marc Brunel (1842–1903) and Florence Mary Brunel (c.1847–1876).[30] Henri Marc enjoyed some success as a civil engineer.

Legacy

Bronze statue of Brunel at Temple in London.
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Bronze statue of Brunel at Temple in London.
Brunel book cover, the cigar edited out of the original image.
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Brunel book cover, the cigar edited out of the original image.
  • Many monuments to Brunel exist. There are statues in London at Temple (pictured) and Brunel University, Bristol, Saltash, Swindon, Milford Haven, Nyeland and Paddington station. The flagpole of the Great Eastern is at the entrance to Liverpool FC, and a section of the ship's funnel is at Sutton Poyntz, near Weymouth.
  • Contemporary locations bear Brunel's name, such as Brunel University in London, and a collection of streets in Exeter: Isambard Terrace, Kingdom Mews, and Brunel Close. A road, car park and school in his home town of Portsmouth are also named in his honour, along with the town's largest pub. Although not of any real architectural merit, the Brunel shopping centre in Bletchley, Milton Keynes is named after him.
  • Most of Brunel's bridges are still in use. The Thames Tunnel is now part of the London Underground, and the Brunel Engine House at Rotherhithe that once housed the steam engines that powered the tunnel pumps still stands, as a museum dedicated to the work and lives of Marc and Isambard Kingdom Brunel.
  • The image of Brunel used to illustrate the cover of a children's book, The Life of Isambard Kingdom Brunel published by Heinemann in March 2005, was altered because of fears that the image of Brunel smoking a cigar would provide an unsuitable role model for five to seven year olds and might result in school libraries not buying the book.[32]
  • Brunel is credited with turning the town of Swindon into one of the largest growing towns in Europe during the 1800s.[33] The siting of the Great Western Railway locomotive sheds here and the need for housing for the workers, gave Brunel the impetus to build hospitals, churches and housing estates in what was termed 'New Swindon' (subsequently swallowed by the rest of the expanding, mainly agricultural, town). This area is known today as the 'Railway Village'. Brunel's addition of a Mechanics Institute for recreation and Hospitals and clinics for his workers gave Aneurin Bevan the basis for the creation of the National Health Service according to some sources.[34] The current hospital in Swindon was named the Great Western Hospital in commemoration, which also contains the 'Brunel Treatment Centre'
  • In 1975, noted British animator Bob Godfrey was awarded an Oscar for his short film, Great, an irreverent musical look at Brunel and his times.
  • An opera about him was given a concert performance at the Colston Hall, Bristol on 18 July 1993, the day before the 150th anniversary of the launch of the SS Great Britain. Titled Isambard Kingdom Brunel, and written by Will Todd and Ben Dunwell, The Times noted that it was an "epic tale of passion, wild ambition and insanity." In 1994 Todd wrote the orchestral suite Brunel.
£2 coin released by the Royal Mint to celebrate Brunel's 200th Birthday.
Enlarge
£2 coin released by the Royal Mint to celebrate Brunel's 200th Birthday.
  • In 2006, the Royal Mint struck a £2 coin to "celebrate the 200th anniversary of Isambard Kingdom Brunel and his achievements."[35] The coin depicts a section of the Royal Albert Bridge at Saltash, along with a portrait of Brunel. The Post Office issued a set of commemorative stamps.
  • On 8 April 2006, Bristol celebrated Brunel's 200th birthday with a series of festivities. These included a concert of brass bands, an epic saxophone ensemble, a choral piece and a fireworks display over the Avon Gorge culminating in the switching on of new lighting for the Clifton Suspension Bridge.
  • In Plymouth, the city of one of Brunel's finest achievements (Royal Albert Bridge), a 2 metre high wooden statue costing £4,500 can be found in the Pennycombequick roundabout, celebrating the major impact he had on the city and its transport links with the whole of Cornwall.


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See also

Notes and references

  1. ^ SS Great Britain ([1]) Isambard Kingdom Brunel Retrieved Mar. 29, 2006.
  2. ^ Brunel 200 ([2]) Brunel 200 website Retrieved Feb. 21, 2006.
  3. ^ Brunel University (see [3]) History: Isambard Kingdom Brunel Retrieved Feb. 20, 2006.
  4. ^ a b c d e f g Dumpleton. Brunel's Three Ships, Intellect Books, 2002. (ISBN 1-84150-800-4)
  5. ^ West, Graham. Innovation and the Rise of the Tunnelling Industry, Cambridge University Press, 1988. (ISBN 0-521-33512-4)
  6. ^ Mendelssohn-Bartholdy, Felix; Mendelssohn, Cecille; Ward, Jones. The 1837 Diary of Felix and Cecille Mendelssohn Bartholdy, Oxford University Press, 1997. (ISBN 0-19-816597-8)
  7. ^ Aaseng, Nathan. Construction: Building The Impossible, The Oliver Press, Inc., 1999. (ISBN 1-881508-59-5)
  8. ^ UK Government - Transport for London ([4]) London Underground History - The Early Years Retrieved Feb. 18, 2006.
  9. ^ Billington, David P. Tower and the Bridge, Princeton University Press, 1985. (ISBN 0-691-02393-X)
  10. ^ Gordon J E (1978) Structures: or why things don't fall down, Penguin, London, 395pp. (ISBN 0-14-013628-2)
  11. ^ Lewis, Brian. Brunel's timber bridges and viaducts, Ian Allan, Hersham, 2007. (ISBN 978-07110-3218-7)
  12. ^ BBC History (see [5]) Brunel: The Practical Prophet of Technological Innovation by Professor G. Ross Peters Retrieved November 21, 2006.
  13. ^ Bucks CC (see [6]) "Brunel’s Bridges under threat," retrieved Feb. 22, 2006.
  14. ^ UK Govt. Dept. for Culture, Media and Sport ([7]) World Heritage Sites: The Tentative List of the United Kingdom of Great Britain and Northern Ireland Retrieved Feb. 22, 2006.
  15. ^ Garrison, Ervan G. A History of Engineering and Technology, CRC Press, 1998. (ISBN 0-8493-9810-X)
  16. ^ Oliivier, J. The Broad Gauge the Banc of the Great Western Railway Company, 1846
  17. ^ Williams, Archibald. The Romance of Modern Locomotion, C. A. Pearson Ltd., 1904.
  18. ^ Parkin, Jim. Engineering Judgement and Risk, Thomas Telford (publishers), 2000. (ISBN 0-7277-2873-3)
  19. ^ Lienhard, John H. The Engines of Our Ingenuity, Oxford University Press US, 2003. (ISBN 0-19-516731-7)
  20. ^ Zerah Colburn: The Spirit of Darkness, Arima Publishing, 2005. (ISBN 1-84549-024-X)
  21. ^ Report on Medical Care (see [8]) British National Archives (WO 33/1 ff.119, 124, 146-7 (23 February 1855))
  22. ^ Renkioi Hospital Buildings image (see [9]) The Florence Nightingale Museum, retrieved November 30, 2006
  23. ^ a b Hospital Development Magazine (see [10]) Lessons from Renkioi, November 10, 2005
  24. ^ Palmerston, Brunel and Florence Nightingale’s Field Hospital (see [11]) Palmerston and Politics, HMSwarrior.org retrieved November 30, 2006
  25. ^ Public Health (see [12]) Britains Modern Brunels, BBC Radio 4, retrieved November 30, 2006
  26. ^ Prefabricated wooden hospitals (see [13]) Isambard Kingdom Brunel, British National Archives (WO 43/991 ff.76-7 (7 September 1855))
  27. ^ Dyer, T.F. Thiselton. Strange Pages from Family Papers 1900, Kessinger Publishing, 2003. (ISBN 0-7661-5346-0)
  28. ^ Deborah Cadbury. Seven Wonders of the Industrial World 2003, Fourth Estate, (ISBN 0-00-716304-5)
  29. ^ Skempton, A; Rennison, Robert William; CoxHumphreys, Rob. Biographical Dictionary of Civil Engineers in Great Britain and Ireland v. 1 1500-1830, Thomas Telford (publishers), 2002. (ISBN 0-7277-2939-X)
  30. ^ Brunel Collection: Isambard Kingdom Brunel (1806-1859) papers
  31. ^ [14].
  32. ^ Hansford, Mark. New Civil Engineer Issue No. 1604, 8 December 2005. (ISSN 0307-7683).
  33. ^ Swindon Advertiser (see [15]) How Town was put on the map by Brunel by Stephanie Tye January 20, 2006
  34. ^ BBC Legacies (see [16] A model for the NHS Retrieved November 30, 2006
  35. ^ [17].

External links

Wikisource has an original article from the 1911 Encyclopædia Britannica about:

Television

Newspaper

Further reading

  • Isambard Brunel (1870; reprinted 1970, David & Charles). The Life of Isambard Kingdom Brunel, Civil Engineer. Written by Brunel's son. 
  • Celia Brunel Noble (1938). The Brunels, Father and Son. Written by Brunel's grand-daughter, it adds some family anecdotes and personal information over the previous volume. 
  • L. T. C. Rolt (1957; reprinted with new introduction 1989, Penguin). Isambard Kingdom Brunel. ISBN 0-582-10744-X, ISBN 0-14-007986-6, ISBN 0-14-011752-0. Rolt's highly acclaimed biography of Brunel is still the best and most complete. 
  • Sir Alfred Pugsley, ed. (1976). The Works of Isambard Kingdom Brunel: An Engineering Appreciation. A technical presentation of Brunel's opus. 
  • Adrian Vaughan (1991). Isambard Kingdom Brunel: Engineering Knight-Errant. John Murray. ISBN 0-7195-4636-2. Vaughan presents some interesting interpretations in this volume. His 2006 Brunel: an engineering biography (Ian Allan, ISBN 978-07110-3078-7) is a more orthodox interpretation with notable reproductions of engineering drawings. 
  • R. Angus Buchanan (2002). Brunel: The Life and Times of Isambard Kingdom Brunel. Hambledon and London. ISBN 1-85285-331-X. Buchanan gives a rather more scholarly presentation together with the wider context in which Brunel lived and worked.