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, we have seen, was by no means in a prosperous state. During the time Robert had been in America it had been carried on at a considerable loss; and Edward Pease, very much disheartened, wished to retire from it, but George Stephenson being unable to raise the requisite money to buy him out, the establishment was of necessity carried on by its then partners until the locomotive could be established in public estimation as a practicable and economical working power. Robert Stephenson immediately instituted a rigid inquiry into the working of the concern, unraveled the accounts, which had been allowed to fall into confusion during his father's absence at Liverpool, and very shortly 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, strange 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 farther 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, it may be mentioned that the Newcastle and Carlisle Railway Act was conceded in 1829 on the express condition that it should _not_ be worked by locomotives, but by horses only.