CHAP. IX.

WITHDRAWAL OF THE BILL.

169

to suggest and to show, that this scheme of Mr. Stephenson's is impossible or impracticable, and that no other scheme, if they proceed upon this line, can be suggested which will not produce enormous expense. I think that has been irrefragably made out. Every one knows Chat Moss-every one knows that the iron sinks immediately on its being put upon the surface. I have heard of culverts, which have been put upon the Moss, which, after having been surveyed the day before, have the next morning disappeared; and that a house (a poet's house, who may be supposed in the habit of building castles even in the air), story after story, as fast as one is added, the lower one sinks! There is nothing, it appears, except long sedgy grass, and a little soil to prevent its sinking into the shades of eternal night. I have now done, sir, with Chat Moss, and there I leave this railroad."

The case of the principal petitioners against the bill occupied many more days, and on its conclusion the committee proceeded to divide on the preamble, which was carried by a majority of only one-37 voting for it, and 36 against it. The clauses were next considered, and on a division the first clause, empowering the Company to make the railway, was lost by a majority of 19 to 13. In like manner, the next clause, empowering the Company to take land, was lost; on which the bill was withdrawn.

Thus ended this memorable contest, which had extended over two months-carried on throughout with great pertinacity and skill, especially on the part of the opposition, who left no stone unturned to defeat the measure. The want of a third line of communication between Liverpool and Manchester had been clearly proved; but the engineering evidence in support of the proposed railway having been thrown almost entirely upon Stephenson, who fought this, the most important part of the battle, single-handed, was not brought out so clearly as it would have been, had he secured more efficient engineering assistance-which he was not able to do, as the principal engineers of that day

The obstacles

were against the locomotive railway. thrown in the way of the survey by the landowners and canal companies, by which the plans were rendered exceedingly imperfect, also tended in a great measure to defeat the bill.

The rejection of the bill was probably the most severe trial George Stephenson underwent in the whole course of his life. The circumstances connected with the defeat of the measure, the errors in the levels, his rigid crossexamination, followed by the fact of his being superseded by another engineer, all told fearfully upon him, and for some time he was as much weighed down as if a personal calamity of the most serious kind had befallen him.

Stephenson had been so terribly abused by the leading counsel for the opposition in the course of the proceedings before the Committee-stigmatised by them as an ignoramus, a fool, and a maniac-that even his friends seem for a time to have lost faith in him and in the locomotive system, whose efficiency he nevertheless continued to uphold. Things never looked blacker for the success of the railway system than at the close of this great parliamentary struggle. And yet it was on the very eve of its triumph.

The Committee of Directors appointed to watch the measure in Parliament were so determined to press on the project of a railway, even though it should have to be worked merely by horse-power, that the bill had scarcely been thrown out ere they met in London to consider their next step. They called their parliamentary friends together to consult as to future proceedings; and the result was that they went back to Liverpool determined to renew their application to Parliament in the ensuing session.

It was not considered desirable to employ Mr. Stephenson in making the new survey. He had not as yet established his reputation as an engineer beyond the boundaries of his own district; and the promoters of the bill had doubtless felt the disadvantages of this in the course of their parliamentary struggle. They therefore resolved now to employ

CHAP. IX. SECOND APPLICATION TO PARLIAMENT.

171

engineers of the highest established reputation, as well as the best surveyors that could be obtained. In accordance with these views they engaged Messrs. George and John Rennie to be the engineers of the railway; and Mr. Charles Vignolles was appointed to prepare the plans and sections. The line which was eventually adopted differed somewhat from that surveyed by Mr. Stephenson. The principal parks and game-preserves of the district were carefully avoided. The promoters thus hoped to get rid of the opposition of the most influential of the resident landowners. The crossing of certain of the streets of Liverpool was also avoided, and the entrance contrived by means of a tunnel and an inclined plane. The new line stopped short of the river Irwell at the Manchester end, by which the objections grounded on an illegal interruption to the canal or river traffic were in some measure removed. The opposition of the Duke of Bridgewater's trustees was also got rid of, and the Marquis of Stafford became a subscriber for a thousand shares. With reference to the use of the locomotive engine, the promoters, remembering with what effect the objections to it had been urged by the opponents of the bill, intimated, in their second prospectus, that “ as a guarantee of their good faith towards the public they will not require any clause empowering them to use it; or they will submit to such restrictions in the employment of it as Parliament may impose."

The survey of the new line having been completed, the plans were deposited, the standing orders duly complied with, and the bill went before Parliament. The same

counsel appeared for the promoters, but the examination of witnesses was not nearly so protracted as on the previous occasion. The preamble was declared proved by a majority of 43 to 18. On the third reading in the House of Commons, an animated, and what now appears a very amusing discussion took place. The Hon. Edward Stanley moved that the bill be read that day six months; and in his speech he undertook to prove that the railway trains would take

ten hours on the journey, and that they could only be worked by horses. Sir Isaac Coffin seconded the motion, and in doing so denounced the project as a most flagrant imposition. He would not consent to see widows' premises invaded; and "What, he would like to know, was to be done with all those who had advanced money in making and repairing turnpike-roads? What was to become of coach-makers and harness-makers, coach-masters and coachmen, inn-keepers, horse-breeders, and horse-dealers? Was the house aware of the smoke and the noise, the hiss and the whirl, which locomotive engines, passing at the rate of 10 or 12 miles an hour, would occasion? Neither the cattle ploughing in the fields or grazing in the meadows could behold them without dismay. Iron would be raised in price 100 per cent., or more probably exhausted altogether! It would be the greatest nuisance, the most complete disturbance of quiet and comfort in all parts of the kingdom, that the ingenuity of man could invent!"

Mr. Huskisson and other speakers, though unable to reply to such arguments as these, strongly supported the bill; and it was carried on the third reading by a majority of 88 to 41. The bill passed the House of Lords almost unanimously, its only opponents being the Earl of Derby and his relative the Earl of Wilton.

СНАР. Х. STEPHENSON PRINCIPAL ENGINEER.

173

CHAPTER X.

CHAT MOSS-CONSTRUCTION OF THE RAILWAY.

THE appointment of principal engineer to the railway was taken into consideration at the first meeting of the directors held at Liverpool subsequent to the passing of the Act. The magnitude of the proposed works, and the vast consequences involved in their experiment, were deeply impressed upon their minds; and they resolved to secure the services of a resident engineer of proved experience and ability. Their attention was naturally directed to Mr. Stephenson; at the same time they desired to have the benefit of the Messrs. Rennie's professional assistance in superintending the works. Mr. George Rennie had an interview with the Board on the subject, at which he proposed to undertake the chief superintendence, making six visits in each year, and stipulating that he should have the appointment of the resident engineer. But the responsibility attaching to the direction in the matter of the efficient carrying on of the works, would not admit of their being influenced by ordinary punctilios on the occasion; and they accordingly declined this proposal, and proceeded to appoint Mr. Stephenson their principal engineer at a salary of 1000% per annum.

He at once removed his residence to Liverpool, and made arrangements to commence the works. He began with the "impossible thing"-to do that which the most distinguished engineers of the day had declared that “ no man in his senses would undertake to do"-namely, to make the road over Chat Moss! It was indeed a most formidable undertaking; and the project of carrying a railway along, under, or over such a material as that of which it consisted,