I felt very

2 to I, but the cylinders were small. uneasy about the working of these machines, feeling sure they would have enough to do to drive themselves along the road. The Great Western line had been laid out with very flat gradients, generally 4 feet per mile, and a maximum of 8 feet, with the exception of the inclines at Box and Wootton Bassett, which were I in 100. The idea was to concentrate the gradients on these inclines, and work them with stationary power. In the directors' report to the shareholders of the 25th August 1836 these matters are referred to as follows:-"It is expected by these ultimate arrangements (meaning the end gradients) the locomotive engines in the Great Western Railway will have nowhere to surmount a greater inclination than 5 or 6 feet per mile, and probably even less, the only two inclined planes of I in 100, at Box and Wootton Bassett, being worked by stationary power. These very favourable gradients, unequalled in any railway of great extent now in progress, will ensure such an economy in the cost of locomotive power as materially to reduce the estimated annual expenses. They will, moreover, greatly facilitate the attainment of a higher speed of travelling. Under these peculiar circumstances, and with the view of obtaining the full advantage of the regularity and the reduction of power effected by this near approach to a level, and also to remedy several serious inconveniences experienced in existing railways, an increased width of rails has been recommended by your

engineer, and, after mature consideration, has been determined upon by the Board. Difficulties and objections were at first supposed by some persons to exist in the construction of engines for this increased width of rails, but the directors have pleasure in stating that several of the most experienced locomotive engine manufacturers in the North have undertaken to construct these, and several are now contracted for, adapted to the peculiar track and dimensions of this railway, calculated for a minimum velocity of 30 miles per hour. These engines will be capable of attaining a rate of 35 or 40 miles per hour, with the same facility as 25 to 30 miles is gained by those now constructed for other lines."

It was thus the great battle of the gauges had its beginning, and these were the rates of the speed to be obtained. As I before said, I liked the gauge and the scope it gave for improving the engines, but the designs of the engines then contracted for were bad. I, however, had made up my mind to do my best to aid Mr. Brunel in carrying out his views. While inspecting these engines, I also bought a number of tools for the repairing shops.

I spent the 24th of August, the day I came of age, with my mother at Warwick, and on my return from the North I went to live at West Drayton, as being a central place between London and Maidenhead. The company provided me with a horse and gig. We also built an engine-house here, supposing that trains would start from West Drayton, and the first piece

of the line was finished between the Drayton enginehouse and the Dogkennel Bridge through the cutting towards Maidenhead. The first engine delivered to the railway was the "Vulcan," built by the Vulcan Foundry Company. She was first in steam on the rail on the 9th January 1838; a second from the same firm, and two from Mather Dixon & Co., followed in a week or so. These came by canal to West Drayton, and I had to get them from there to the engine-house, about a mile off. The "North Star" engine was delivered by barge on the river at Maidenhead in January, and was first in steam on the 15th January 1838. The first running of the engines was celebrated by a dinner at West Drayton on the 16th January. Some Irish gentlemen took more wine than was good for them, and amused themselves by dancing an Irish war dance on our hats, which happened to be piled up in a corner of the room. I was rather disgusted with the termination of our dinner, and resolved never to have anything to do with another. I was one of the stewards. I went to my first London party on the 29th January. It was at Mrs. Horsley's, Mrs. Brunel's mother. I believe I did succeed in getting as far as the staircase, and left it disgusted with London parties, making a note in my memorandum-book never to go to another. I had to drive all the way from West Drayton to get there, and to walk from a public-house, where I put up and got a bed, in silk stockings and thin shoes. I spent my Christmas in the North, chiefly at Mr. Tanner's.

The time had now arrived when I thought myself sufficiently fixed in life to get married. On March 22, 1838, I was married at Bishop Wearmouth church by Mr. Grant to Miss Margaret Tanner. It took place, on account of Mrs. Tanner's state of health, in a very quiet manner. A postchaise (things that have gone out of use) was brought to the back-door of Mr. Tanner's house, and Margaret and I, accompanied by Mr. Temfield, an old friend of Mr. Tanner's, went in it to church. The day was quietly spent at Mr. Tanner's house. I was anxious to get back to the railway, but did not leave Sunderland until Sunday night. We went by a postchaise to Durham, and took the coach early next morning for London, arriving there about five o'clock on the Tuesday afternoon, or in thirty-six hours, a very different time from that now occupied by the same journey. We went on to West Drayton the same night, where I had taken part of a furnished house, and my mother was there to receive us.

I took a good deal of interest at this time in the building of the Great Western steamship. She was intended to sail between Bristol and America. She was a design of Mr. Brunel's, and, like many of his ideas, the world would not believe in her. Indeed, Dr. Lardner proved that she could not cross the Atlantic. However, on the 31st March 1838 steam was got up in her, and a trial made. All went well with the ship, but Mr. Brunel had a serious accident by falling down one of the hatchways and severely injuring himself.

It was a most unfortunate time for him, as every effort was being made to get the railway open. The Great Western steamship made her voyage to America, and has since been a most successful ship. None of her size have done better. She was broken up in 1857.

I was much engaged up to the end of May in getting all ready for opening the portion of the Great Western Railway from London to Maidenhead. On the 31st May the directors made their first trip over the whole length of this portion, and it was opened to the public on the 4th June, and then my difficulties with the engines began. The "North Star" and the six from the Vulcan Foundry Company were the only ones I could at all depend upon. The result was I had to begin in a measure to rebuild one half of the stock I had to work with. For many weeks my nights were spent in a carriage in the engine-house at Paddington, as repairs had to be done to the engines at night to get them to do their work next day. The "North Star" being the most powerful one, and in other respects the best, was my chief reliance, but she was often getting into trouble from other causes. I began to think railway life was a very hard and anxious one. I was soon obliged to leave West Drayton and go to Paddington to live, having taken furnished lodgings in the Harrow Road. When I look back upon that time, it is a marvel to me that we escaped serious accidents. It was no uncommon thing to take an engine out on the line to look for a late train that was expected, and many times have I seen the train coming