It was one of the characteristics of Brunel to believe in the success of the schemes for which he was professionally engaged as engineer; and he proved this by investing his savings largely in the Great Western Railway, in the South Devon atmospheric line, and in the Great Eastern steamship, with what results are well known. Robert Stephenson, on the contrary, with characteristic caution, towards the latter years of his life avoided holding unguaranteed railway shares; and though he might execute magnificent structures, such as the Victoria Bridge across the St. Lawrence, he was careful not to embark any portion of his own fortune in the ordinary capital of these concerns. In 1845, he shrewdly foresaw the inevitable crash that was
about to follow the mania of that year; and while shares were still at a premium he took the opportunity of selling out all that he had. He urged his father to do the same thing, but George’s reply was characteristic. “No,” said he; “I took my shares for an investment, and not to speculate with, and I am not going to sell them now because folks have gone mad about railways.” The consequence was, that he continued to hold the £60,000 which he had invested in the shares of various railways until his death, when they were at once sold out by his son, though at a great depreciation on their original cost.
One of the hardest battles fought between the Stephensons and Brunel was for the railway between Newcastle and Berwick, forming part of the great East Coast route to Scotland. As early as 1836, George Stephenson had surveyed two lines to connect Edinburgh with Newcastle: one by Berwick and Dunbar along the coast, and the other, more inland, by Carter Fell, up the vale of the Gala, to the northern capital; but both projects lay dormant for several years longer, until the completion of the Midland and other main lines as far north as Newcastle, had the effect of again reviving the subject of the extension of the route as far as Edinburgh.
On the 18th of June, 1844, the Newcastle and Darlington line—an important link of the great main highway to the north—was completed and publicly opened, thus connecting the Thames and the Tyne by a continuous line of railway. On that day the Stephensons, with a distinguished party of railway men, travelled by express train from London to Newcastle in about nine hours. It was a great event, and was worthily celebrated. The population of Newcastle held holiday; and a banquet given in the Assembly Rooms the same evening assumed the form of an ovation to George Stephenson and his son. Thirty years before, in the capacity of a workman, he had been labouring at the construction of his first locomotive in the immediate neighbourhood. By slow and laborious steps he had worked his way
on, dragging the locomotive into notice, and raising himself in public estimation; until at length he had victoriously established the railway system, and went back amongst his townsmen to receive their greeting.
After the opening of this railway, the project of the East Coast line from Newcastle to Berwick was revived; and George Stephenson, who had already identified himself with the question, and was intimately acquainted with every foot of the ground, was called upon to assist the promoters with his judgment and experience. He again recommended as strongly as before the line he had previously surveyed; and on its being adopted by the local committee, the necessary steps were taken to have the scheme brought before Parliament in the ensuing session. The East Coast line was not, however, to be allowed to pass without a fight. On the contrary, it had to encounter as stout an opposition as the Stephensons had ever experienced.
We have already stated that about this time the plan of substituting atmospheric pressure for locomotive steam-power in the working of railways, had become very popular. Many eminent engineers supported the atmospheric system, and a strong party in Parliament, headed by the Prime Minister, were greatly disposed in its favour. Mr. Brunel warmly espoused the atmospheric principle, and his persuasive manner, as well as his admitted scientific ability, unquestionably exercised considerable influence in determining the views of many leading members of both Houses. Amongst others, Lord Howick, one of the members for Northumberland, adopted the new principle, and, possessing great local influence, he succeeded in forming a powerful confederacy of the landed gentry in favour of Brunel’s atmospheric railway through that county.
George Stephenson could not brook the idea of seeing the locomotive, for which he had fought so many stout battles, pushed to one side, and that in the very county in which its great powers had been first developed. Nor did he relish the appearance of Mr. Brunel as the engineer of Lord
Howick’s scheme, in opposition to the line which had occupied his thoughts and been the object of his strenuous advocacy for so many years. When Stephenson first met Brunel in Newcastle, he good-naturedly shook him by the collar, and asked “What business he had north of the Tyne?” George gave him to understand that they were to have a fair stand-up fight for the ground, and, shaking hands before the battle like Englishmen, they parted in good humour. A public meeting was held at Newcastle in the following December, when, after a full discussion of the merits of the respective plans, Stephenson’s line was almost unanimously adopted as the best.
The rival projects went before Parliament in 1845, and a severe contest ensued. The display of ability and tactics on both sides was great. Robert Stephenson was examined at great length as to the merits of the locomotive line, and Brunel at equally great length as to the merits of the atmospheric system. Mr. Brunel, in his evidence, said that after numerous experiments, he had arrived at the conclusion that the mechanical contrivance of the atmospheric system was perfectly applicable, and he believed that it would likewise be more economical in most cases than locomotive power. “In short,” said he, “rapidity, comfort, safety, and economy, are its chief recommendations.”