Mr. Brunel’s recommendation was adopted by the Directors of the Great Western Railway; and, in their report of August 25, 1836, after observing that the generally level character of the line would greatly facilitate the attainment of a higher speed of travelling, they pointed out the advantages of the broad gauge, and stated that engines had been ordered specially adapted to the nature of the line, which would be capable of attaining with facility a rate of from thirty-five to forty miles per hour. The line was opened between Paddington and Maidenhead on June 4, 1838, and the performance of the engines was considered satisfactory, trains of eighty tons and upwards being drawn at speeds of from thirty-eight to forty miles per hour. * * * * * Notwithstanding these favourable results, the change in regard to the gauge did not pass unquestioned. Attacks were made on it in various quarters, and considerable excitement was caused among the shareholders and the public. It was asserted that the width of 4 feet 8½ inches was exactly the proper width for all railways, and that a deviation from it was tantamount to the abandonment of an established principle which experience had proved to be correct. It was further alleged that the cost of all the works connected with the formation of the line would be greatly increased; that the carriages must be stronger and heavier, that they would not run round the curves, and would be liable to run off the rails, and particularly that the increased length of the axles would render them liable to be broken. These were not advanced as difficulties which, existing in all railways, might be somewhat increased by the increase of gauge, but they were assumed to be peculiar to the broad gauge, and fatal to it. Some urgent representations appear to have been made to the Directors; for in their report of August 15, 1838, they state, that as the gauge and the permanent way, which had also been the subject of adverse criticism, had been sources of some anxiety to them, they had applied to three of the most eminent authorities on the construction and working of railways--Mr. James Walker, President of the Institution of Civil Engineers, Mr. Robert Stephenson, and Mr. Nicholas Wood, of Newcastle-on-Tyne--to undertake a thorough inspection of the line, to investigate the working of it, and to give their opinion on the plan adopted. Mr. Walker and Mr. Stephenson declined the task, on the ground that they did not wish to become embroiled in professional controversy, but Mr. Wood undertook it; and a similar commission was afterwards given to Mr. Hawkshaw.