It turned out that the first survey of the Liverpool and Manchester line was very imperfect, and it was determined to have a second and more complete one made in the following year. Robert Stephenson was sent over by his father to Liverpool to assist in this survey. He was present with Mr. James on the occasion on which he tried to lay out the line across Chat Moss,—a proceeding which was not only difficult but dangerous. The Moss was very wet at the time, and only its edges could be ventured on. Mr. James was a heavy, thick-set man; and one day, when endeavouring to obtain a stand for his theodolite, he felt himself suddenly sinking. He immediately threw himself down, and rolled over and over until he reached firm ground again, in a sad mess. Other attempts which he subsequently made to enter upon the Moss for the same purpose, were abandoned for the same reason—the want of a solid stand for the theodolite.
On the 4th October, 1822, we find Mr. James writing to Mr. Sandars, “I came last night to send my aid, Robert Stephenson, to his father, and to-morrow I shall pay off Evans and Hamilton, two other assistants. I have now only Messrs. Padley and Clarke to finish the copy of plans for Parliament, which will be done in about a week or nine days’ time.” It would appear however, that, notwithstanding all his exertions, Mr. James was unable to complete his plans and estimates in time for the ensuing Session; and another year was thus lost. The Railroad Committee
became impatient at the delay. Mr. James’s financial embarrassments reached their climax; and, what with illness and debt, he was no longer in a position to fulfil his promises to the Committee. They were, therefore, under the necessity of calling to their aid some other engineer.
Mr. Sandars had by this time visited George Stephenson at Killingworth, and, like all who came within reach of his personal influence, was charmed with him at first sight. The energy which he had displayed in carrying on the works of the Stockton and Darlington Railway, now approaching completion; his readiness to face difficulties, and his practical ability in overcoming them; the enthusiasm which he displayed on the subject of railways and railway locomotion,—concurred in satisfying Mr. Sandars that he was, of all men, the best calculated to help forward the Liverpool undertaking at this juncture. On his return he stated this opinion to the Committee, who approved his recommendation, and George Stephenson was unanimously appointed engineer of the projected railway.
It will be observed that Mr. Sandars had held to his original purpose with great determination and perseverance, and he gradually succeeded in enlisting on his side an increasing number of influential merchants and manufacturers both at Liverpool and Manchester. Early in 1824 he published a pamphlet, in which he strongly urged the great losses and interruptions to the trade of the district by the delays in the forwarding of merchandise; and in the same year he had a Public Declaration drawn up, and signed by upwards of 150 of the principal merchants of Liverpool, setting forth that they considered “the present establishments for the transport of goods quite inadequate, and that a new line of conveyance has become absolutely necessary to conduct the increasing trade of the country with speed, certainty, and economy.”
A public meeting was then held to consider the best plan to be adopted, and resolutions were passed in favour of a railroad. A committee was appointed to take the necessary
measures; but, as if reluctant to enter upon their arduous struggle with the “vested interests,” they first waited on Mr. Bradshaw, the Duke of Bridgewater’s canal agent, in the hope of persuading him to increase the means of conveyance, as well as to reduce the charges; but they were met by an unqualified refusal. They suggested the expediency of a railway, and invited Mr. Bradshaw to become a proprietor of shares in it. But his reply was—“All or none!” The canal proprietors, confident in their imagined security, ridiculed the proposed railway as a chimera. It had been spoken about years before, and nothing had come of it then: it would be the same now.
In order to form a better opinion as to the practicability of the railroad, a deputation of gentlemen interested in the project proceeded to Killingworth, to inspect the engines which had been so long in use there. They first went to Darlington, where they found the works of the Stockton line in progress, though still unfinished. Proceeding next to Killingworth with Mr. Stephenson, they there witnessed the performances of his locomotive engines. The result of their visit was, on the whole, so satisfactory, that on their report being delivered to the committee at Liverpool, it was finally determined to form a company of proprietors for the construction of a double line of railway between Liverpool and Manchester.
The first prospectus of the scheme was dated the 29th October, 1824, and had attached to it the names of the leading merchants of Liverpool and Manchester. It was a modest document, very unlike the inflated balloons which were sent up by railway speculators in succeeding years. It set forth as its main object the establishment of a safe and cheap mode of transit for merchandise, by which the conveyance of goods between the two towns would be effected in 5 or 6 hours (instead of 36 hours by the canal), whilst the charges would be reduced one-third. On looking at the prospectus now, it is curious to note that, while the advantages anticipated from the carriage of merchandise
were strongly insisted upon, the conveyance of passengers—which proved to be the chief source of profit—was only very cautiously referred to. “As a cheap and expeditious means of conveyance for travellers,” says the prospectus in conclusion, “the railway holds out the fair prospect of a public accommodation, the magnitude and importance of which cannot be immediately ascertained.” The estimated expense of forming the line was set down at £400,000,—a sum which was eventually found quite inadequate. The subscription list when opened was filled up without difficulty.