Mr. Brunel, however, determined that the Great Western should be a giant’s road, and that travelling should be conducted upon it at double speed. His ambition was to make the _best_ road that imagination could devise; whereas the main object of the Stephensons, both father and son, was to make a road that would _pay_. Although, tried by the Stephenson test, Brunel’s magnificent road was a failure so far as the shareholders in the Great Western Company were concerned, the stimulus which his ambitious designs gave to mechanical invention at the time proved a general good. The narrow-gauge engineers exerted themselves to quicken their locomotives to the utmost. They improved and re-improved them; the machinery was simplified and perfected; outside cylinders gave place to inside; the steadier and more rapid and effective action of the engine was secured; and in a few years the highest speed on the narrow-gauge lines went up from 30 to about 50 miles an hour. For this rapidity of progress we are in no small degree indebted to the stimulus imparted to the narrow-gauge engineers by Mr. Brunel. And it is well for a country that it should possess men such as he, ready to dare the untried, and to venture boldly into new paths. Individuals may suffer from the cost of the experiments; but the nation, which is an aggregate of individuals, gains, and so does the world at large. 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.