Grave doubts existed as to the practicability of working a large traffic by means of travelling engines. The most celebrated engineers offered no opinion on the subject. They did not believe in the locomotive, and would scarcely take the trouble to examine it. The ridicule with which George Stephenson had been assailed by the barristers before the Parliamentary Committee had not been altogether distasteful to them. Perhaps they did not relish the idea of a man who had picked up his experience in Newcastle coal-pits appearing in the capacity of a leading engineer before Parliament, and attempting to establish a new system of internal communication in the country. The directors could not disregard the adverse and conflicting views of the professional men whom they consulted. But Mr. Stephenson had so repeatedly and earnestly urged upon them the propriety of making a trial of the locomotive before coming to any decision against it, that they at length authorised him to proceed with the construction of one of his engines by way of experiment. In their report to the proprietors at their annual meeting on, the 27th March, 1828, they state that they had, after due consideration, authorised the engineer “to prepare a locomotive engine, which, from the nature of its construction and from the experiments already made, he is of opinion will be effective for the purposes of the Company, without proving an annoyance to the public.” The locomotive thus ordered was placed upon the line in 1829, and was found of great service in drawing the waggons full of marl from the two great cuttings.