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enson was not called before the committee. Meanwhile, the Darlington line was opened, and reports of its success had reached London. It seemed to be admitted that the _road_ was a good thing, but there was great scepticism in regard to the locomotive. However, the bill passed in the spring of 1826, and the directors were not long in deciding that the only competent man to build the road was George Stephenson, and he was elected principal engineer at a salary of $5,000. The building of the road seemed to be, and was at the time, a tremendous undertaking. Bridges, viaducts, tunnels, and above all, Chat Moss, a yielding bog four miles across and of unknown depth, all taxed the engineer and the company to the utmost. The road was finished in 1830. With the exception of bridges and rails it was very much as it exists to-day. For a long time the directors were undecided as to the method of propelling the cars. Nearly every engineer except Stephenson was opposed to the locomotive, or travelling engine. It seems incredible that Telford and the two Rennies, road-makers and bridge-builders, lacked faith in the locomotive, and preferred stationary engines and long cables. Their main objection to the locomotive appears to have been based on the fact that the steam capacity was small, and that it was impracticable to build a locomotive large enough to furnish all the steam that was needed. Stephenson insisted that already his locomotives were better than stationary engines, and yet they could be greatly improved. He said, "Offer a generous prize for the best locomotive, and inventors and builders will greatly improve their machines, and we will have a far better locomotive than now." He said he felt sure he could make a much better one himself. By that time Stephenson was part owner in new locomotive works at Newcastle, and Robert was in general charge there. The puzzled directors decided to adopt Stephenson's suggestion, and offered $2,500 as a prize for the best locomotive. The specifications required: 1. The engine (without tender) must not weigh more than six tons. 2. The ordinary steam pressure must not exceed 50 pounds above that of the atmosphere. 3. It must be well supplied with safety-valves and pressure-gauges. 4. It must not exceed fifteen feet in height. 5. It must rest on springs. 6. It must be able (if weighing six tons) to draw twenty tons continuously ten miles per hour. 7. It must not cost
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