lost part of his botanical collection. Upon the whole, we got off well;
and, had I not been on the American side of the Atlantic, I 'guess' I
would not have gone to sea again."

After a short tour in the United States and Canada, Robert Stephenson and
his friend took ship for Liverpool, where they arrived at the end of
November, and at once proceeded to Newcastle. The factory was by no
means in a prosperous state. During the time Robert had been in America
it had been carried on at a loss; and Edward Pease, much disheartened,
wished to retire, but George Stephenson was unable to buy him out, and
the establishment had to be carried on in the hope that the locomotive
might yet be established in public estimation as a practical and
economical working power. Robert Stephenson immediately instituted a
rigid inquiry into the working of the concern, unravelled the accounts,
which had fallen into confusion during his father's absence at Liverpool;
and he soon succeeded in placing the affairs of the factory in a more
healthy condition. In all this he had the hearty support of his father,
as well as of the other partners.

The works of the Liverpool and Manchester Railway were now approaching
completion. But, singular to say, the directors had not yet decided as
to the tractive power to be employed in working the line when opened for
traffic. The differences of opinion among them were so great as
apparently to be irreconcilable. It was necessary, however, that they
should come to some decision without further loss of time; and many Board
meetings were accordingly held to discuss the subject. The old-fashioned
and well-tried system of horse haulage was not without its advocates;
but, looking at the large amount of traffic which there was to be
conveyed, and at the probable delay in the transit from station to
station if this method were adopted, the directors, after a visit made by
them to the Northumberland and Durham railways in 1828, came to the
conclusion that the employment of horse power was inadmissible.

Fixed engines had many advocates; the locomotive very few: it stood as
yet almost in a minority of one--George Stephenson. The prejudice
against the employment of the latter power had even increased since the
Liverpool and Manchester Bill underwent its first ordeal in the House of
Commons. In proof of this, we may mention that the Newcastle and
Carlisle Railway Act was conceded in 1829, on the express conditio