perquisite. And thus the two contrived to make a cheap journey of it between Darlington and Killingworth.

Mr. Pease having made further inquiries respecting the character and qualifications of George Stephenson, and having received from John Grimshaw - also a Friend, the inventor of endless spinning-a very strong recommendation of him as the right man for the intended work, he brought the subject of his application before the directors of the Stockton and Darlington Company. They resolved to adopt his recommendation that a railway be formed instead of a tramroad; and they further requested Mr. Pease to write to Mr. Stephenson, which he accordingly did, requesting him to report as to the practicability, or otherwise, of the line as laid out by Mr. Overton, and to state his recommendations as to any deviations or improvements in its course, together with estimates of comparative expenses. "In short," said Mr. Pease, "we wish thee to proceed in all thy levels, estimates, and calculations, with that care and economy which would influence thee if the whole of the work were thy own."

Mr. Stephenson replied (August 2nd, 1821) that the resurvey of the line would occupy at least four weeks, and that his charge would include all necessary assistance for the accomplishment of the survey, estimates of the expense of cuts and batteries (since called cuttings and embankments) on the different projected lines, together with all remarks, reports, &c., on the same; also the comparative cost of malleable and cast-iron rails, laying the same, winning and preparing the blocks of stone, and all other materials wanted to complete the line. "I could not do this," said he, " for less than 1407., allowing me to be moderately paid. Such a survey would of course have to be made before the work could be begun, as it is impossible to form any idea of contracting for the cuts and batteries by the former one; and I

assure you I shall, in completing the undertaking, act with that economy which would influence me if the whole of the work was my own."

About the end of September Mr. Stephenson went over the line of the proposed railway, for the purpose of suggesting such improvements and deviations as he might consider desirable. He went over every foot of the ground himself, accompanied by an assistant and a chainman,—his son Robert, who had recently returned from college, entering the figures while his father took the sights. After being engaged in the work at intervals for about six weeks, Mr. Stephenson reported the result of his survey to the Board of Directors, and showed that by certain deviations, a line shorter by about three miles might be constructed at a considerable saving in expense, while at the same time more favourable gradients- an important consideration-would be secured.

The directors of the company, being satisfied that the improvements suggested in the line, and the saving which would thus be effected in mileage and in money, fully warranted them in incurring the trouble, delay, and expense of making a further application to Parliament for an amended Act, took the requisite steps with this object. And in the meantime they directed Mr. Stephenson to prepare the specifications for the rails and chairs, and make arrangements to enter into contracts for the supply of the stone and wooden blocks on which the rails and chairs were to be laid. It was determined in the first place to proceed with the works at those parts of the line where no deviation was proposed; and the first rail of the Stockton and Darlington Railway was laid with considerable ceremony, by Thomas Meynell, Esq., of Yarm, at a point near St. John's Well, Stockton, on the 23rd of May, 1822.

It is worthy of note that Mr. Stephenson, in making his

first estimate of the cost of forming the railway according to the instructions of the directors, set down, as part of the cost, 62001. for stationary engines, not mentioning locomotives at all. The directors as yet confined their views to the employment only of horses for the haulage of the coals, and of fixed engines and ropes where horse power was not applicable. The whole question of steam locomotive power was, in the estimation of the public, as well as of practical and scientific men, as yet in doubt. The confident anticipations of Mr. Stephenson, as to the eventual success of locomotive engines, were regarded as mere speculations; and when he gave utterance to his views, as he frequently took the opportunity of doing, it had the effect of shaking the confidence of some of his friends in the solidity of his judgment and his practical qualities as an engineer.

When Mr. Pease discussed the question with Stephenson, his remark was, "Come over and see my engines at Killingworth, and satisfy yourself as to the efficiency of the locomotive. I will show you the colliery books, that you may ascertain for yourself the actual cost of working. And I must tell you that the economy of the locomotive engine is no longer a matter of theory, but a matter of fact." So confident was the tone in which Stephenson spoke of the success of his engines, and so important were the consequences involved in arriving at a correct conclusion on the subject, that Mr. Pease at length resolved upon paying a visit to Killingworth; and accordingly he proceeded thither, in company with his friend Mr. Thomas Richardson*, a considerable subscriber to the Stockton and Darlington project, in the summer of 1822.

When Mr. Pease arrived at Killingworth village, he in

* Mr. Richardson was the founder of the celebrated discount house of Richardson, Overend, and Gurney, in Lombard Street.

quired for George Stephenson, and was told that he must go over to the West Moor, and seek for a cottage by the roadside, with a dial over the door-that was where George Stephenson lived. They soon found the house with the dial; and on knocking, the door was opened by Mrs. Stephenson -his second wife (Elizabeth Hindmarsh), the daughter of a farmer at Black Callerton, whom he had married in 1819. Her husband, she said, was not in the house at present, but she would send for him to the colliery. And in a short time Stephenson appeared before them in his working dress, just out of the pit.

He very soon had his locomotive brought up to the crossing close by the end of the cottage,-made the gentlemen mount it, and showed them its paces. Harnessing it to a train of loaded waggons, he ran it along the railroad, and so thoroughly satisfied his visitors of its powers and capabilities, that from that day Edward Pease was a declared supporter of the locomotive engine. In preparing, in 1823, the Amended Stockton and Darlington Act, at Mr. Stephenson's urgent request, Mr. Pease had a clause inserted, taking power to work the railway by means of locomotive engines, and to employ them for the haulage of passengers as well as of merchandise; and Mr. Pease gave a further and still stronger proof of his conviction as to the practical value of the locomotive, by entering into a partnership with Mr. Stephenson, in the following year, for the establishment of a locomotive foundry and manufactory in the town of Newcastle-the northern centre of the English railroad system.

The second Stockton and Darlington Act was obtained in

* The first clause in any railway act, empowering the employment of locomotive engines for the working of passenger traffic.

the session of 1823, not, however, without opposition, the Duke of Cleveland and the road trustees still appearing as the determined opponents of the bill. Nevertheless, the measure passed into law, Mr. Stephenson was appointed the company's engineer at a salary of 300l. per annum, and the works were now proceeded with as vigorously as possible.