Throughout his life Isambard, the engineering star, never stopped working on projects which called for complex organisational ability: working with clients, creating visionary designs, applying new engineering principles, budgeting and financing, and, co-ordinating and motivating people.

The Clifton Bridge project demonstrates all these qualities. It was built at a time of intense competition between ports to retain business and capture substantial growth in trade and economic prosperity. Liverpool was breathing down Bristol's neck. Brunel submitted his radically new design for the bridge (1830) in a competition with Thomas Telford and others. He finally won the design competition but for reasons of funding exacerbated by social unrest (Bristol riots) it was not built until after his death. The frustrated engineer and the artist become one. Isambard's Egyptian sphinxes were omitted from the completed bridge (too expensive). But he was the visionary with an eye for the landscape. Today's bridge is a blessing for Heritage Managers who encourage tourists to visit the city and its environs. The rude building site compares superbly with the delicate romanticism of Samuel Jackson's pen and ink drawing. Could that be the Bennet family (Pride and Prejudice) gazing over the Avon?

In all things: Isambard's life was a hectic sequence of ambitious, high-risk, leading-edge projects involving complex tasks, new technology, people, politics, investors and funding. The lithograph of work on a GWR cutting illustrates the range of organisational problems Brunel had to contend with - recruitment of navies, pay, health and safety, equipment, deadlines and the weather. The Royal Albert Bridge over the River Tamar at Saltash construction illustrates the same ability to develop innovative solutions to problems.

Did this man ever rest, listen to music or play sport? Do we ever see Brunel the contemplative person reading a book, enjoying a poem or writing a letter to his wife Mary and children? We know that when he first met Mary Horsley (his wife to be) in Kensington it was in the company of Felix Mendelssohn. Felix played piano, Isambard entertained with displays of magic and slight of hand whilst Felix played the piano. At one children's party Isambard swallowed a coin. It became stuck in his throat and nearly killed him. After surgery which failed (early tracheotomy) several days later the coin popped out. It is said that Isambard invented a frame in which he could be strapped and rocked up-side down in an effect to dislodge the coin!

Isambard was a work-a-holic who would readily work a 18 hour day and sleep in his office (Duke Street) or in his Britzka carriage. Holidays were usually forced on him by his doctor. His honeymoon consisted of three days in Capel Curig in North Wales - with a visit to the Liverpool-Manchester railway opening rolled in!

Imagine him constantly giving instructions, preparing submission documents, working with trusted aids, constantly negotiating with others and pushing out energy. He appointed Daniel Gooch to be the Great Western Railway's Superintendent of Locomotives. Daniel designed reliable, state of the art locomotives to solve, in the case of the first GWR order for locomotives, design problems of Brunel's own making. Brunel's original specification was too constraining resulting in trains too underpowered to take advantage of the long straight GWR routes. Speeds of 50 and 60 mph were soon to be achieved on the GWR.

The most famous picture of Isambard is of him standing dwarfed by the launching chains of the Great Eastern. But look at him again with his management team around him - cigar still in view.

A great achievement of Brunel's was the Great Britain - today another tourist and recreation attraction salvaged from rusty oblivion. He and such brilliant engineers as Daniel Gooch and Stephenson implemented science - they created the devices and systems of new technology that transformed peoples lives and the world as a whole. The engineer in 19th century Britain transformed the landscape and the lives of everyday people. A one hour journey from Paddington to Slough became normal. The crossing of the Atlantic became safe with the availability of iron-clad, screw propelled vessels. The bridges, railways, tunnels and ships of Brunel and his contemporaries were built with private risk capital not public funding.

In extending the Western end of the Great Western railway, Brunel developed his atmospheric engine based on the work of Joseph Samuda, who had already built a short and successful line in Dublin. Carriages were connected by a rod and piston to a vacuum tube laid between the tracks. The only air pressure involved was that of the atmosphere, hence the name. Pumping stations along the route created a vacuum in the tube and the carriages were sucked (not blown) by the differential pressure in the tube.

On paper, far greater propulsion efficiencies were possible over steam power. However the weaknesses of materials needed to maintain the vacuum in the tube were soon apparent. Leather seals deteriorated in icy weather and the leather was eaten by rats. Brunel's idea was ahead of its time - the necessary component materials were no yet available.

The poetry and history of the Great Eastern upholds the Brunel legend - but the project was plagued with project management and collaboration problems. Required by the Great Eastern Company to work with a collaborator, Russell, Brunel felt he was let down what he saw as Russell's poor management practices. The Great Eastern project hit major financial problems which came to a head as the launch date approached. Brunel blamed Russell for misuse of funds. Russell seemed to have a better relationship with the press who poured scorn on Brunel. The project went broke. Much of what Brunel needed was in Russell's hands (his boat-yard). Here was a situation of litigation, reputations at stake and Brunel trying desperately to regain control of his Great Eastern.

With the Great Eastern, Brunel had produced something that was at the leading edge of the available technologies of the time. The vision and the design concepts were always pushing ahead but the components - again in this case under-developed engines - offered too little power. The technologically brave are also judged by the economic demands of the marketplace! The intrigues, funding mismanagement, quality problems of contractors and associates, short-sightedness and even marketing promotions let Brunel down. He could not manage every aspect of the complex project on his own! The building of the boat was - in late 20th century terms, contracted out to Russell. Brunel - the perfectionist - as designer and architect found the relationship with the contractor very difficult. What's new?

Isambard's herculean personal interventions secured the launch of the Great Eastern into the Thames - after many attempts needing hydraulic rams. The first launch attempt was a public relations disaster and a human tragedy. Chains snapped on capstans and men died.

Soon after a difficult and troublesome launch, Brunel collapsed. He died soon afterwards (1859) and was buried in Kensal Rise Cemetary. Visit the Great Eastern Salvage Company.

These few pictures of Brunel's achievements are offered to show how energy and talent, determination to apply technology to complex problems and ability to navigate demanding economic and political contexts are as relevant today as in the mid-19th century. He is an iconic figure for children undertaking their national curriculum "Victorians" projects and a role model for budding technologists, managers and artists alike.

Here is the genius and slave to his work. Brunel University is named after him yet so few know much about this mountain of a man. What would he really have been like to work for?