The Liverpool and Manchester Bill went into Committee of the House of Commons on the 21st of March, 1825. There was an extraordinary array of legal talent on the occasion, but especially on the side of the opponents to the measure. Their wealth and influence enabled them to retain the ablest counsel at the bar; Mr. (afterward Baron) Alderson, Mr. Stephenson, Mr. (afterward Baron) Parke, Mr. Rose, Mr. Macdonnell, Mr. Harrison, Mr. Erle, and Mr. Cullen, appeared for various clients, who made common cause with each other in opposing the bill, the case for which was conducted by Mr. Adam, Mr. Sergeant Spankie, Mr. William Brougham, and Mr. Joy. Evidence was taken at great length as to the difficulties and delays in forwarding raw goods of all kinds from Liverpool to Manchester, as also in the conveyance of manufactured articles from Manchester to Liverpool. The evidence adduced in support of the bill on these grounds was overwhelming. The utter inadequacy of the existing modes of conveyance to carry on satisfactorily the large and rapidly-growing trade between the two towns was fully proved. But then came the main difficulty of the promoters' case--that of proving the practicability of constructing a railroad to be worked by locomotive power. Mr. Adam, in his opening speech, referred to the cases of the Hetton and the Killingworth railroads, where heavy goods were safely and economically transported by means of locomotive engines. "None of the tremendous consequences," he observed, "have ensued from the use of steam in land carriage that have been stated. The horses have not started, nor the cows ceased to give their milk, nor have ladies miscarried at the sight of these things going forward at the rate of four miles and a half an hour." Notwithstanding the petition of two ladies alleging the great danger to be apprehended from the bursting of the locomotive boilers, he urged the safety of the high-pressure engine when the boilers were constructed of wrought iron; and as to the rate at which they could travel, he expressed his full conviction that such engines "could supply force to drive a carriage at the rate of five or six miles an hour." The taking of the evidence as to the impediments thrown in the way of trade and commerce by the existing system extended over a month, and it was the 21st of April before the committee went into the engineering evidence, which was the vital part of the question.