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Revised 1850 paragraph with corrected info
* 1845. The ‘[[Madras Railway]]’ was also formed with a less ambitious proposal for an initial 70 mile line between [[Madras]] and the military base at [[Arcot]]. Stephenson agreed to act as Consulting Engineer . The subsequent recession removed the financial incentive for railways in India and the Madras scheme was dissolved the following year <ref name=biog/>.
*1847. Stephenson reported preliminary findings to the directors of GIPR, although he cannot have been in a position to provide more than general advice and a reviews of the material gathered by the surveys This concluded that the best method to climb 1800 feet over the Ghat mountains in just 15 miles was to use locomotives assisted by ropes worked by a stationary engine. The subsequent recession removed the financial incentive for railways in India but the GIPR scheme continued but only through the involvement of the ’East India Company’ which guaranteed a minimum of 5% dividend , however only a 35 mile route between Bombay and Kalyan was authorised <ref name=biog/>.
* c.1850. Stephenson provided the directors with cost estimates and recommended [[James John Berkley]] as Chief Engineer to supervise the building of the line, he left for Bombay in 1850, accompanied by two assistants. (Henry Fowler The Court of Directors of the EIC appointed [[James John Berkley]] as Chief Resident Engineer and [[William Frederick FaviellCharles Buchanan Ker]])and [[Robert W Graham]] as his assistants <ref name=GIPR>[http://www.gracesguide.co.uk/Great_Indian_Peninsula_Railway Grace's Guide "Great Indian Peninsula Railway"] Retrieved on 5 May 2020</ref>.
* >1859. Stephenson was retained as the GIPR Consulting Engineer until his death in 1859 and other commitments led him to appoint [[George Berkley]], brother to John, an independent consulting engineer, as his representative in London.
