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