The Sun.
London, England, 1846-01-29 00:00:00

OXFORD, -THAME, HIGH WYCOMBE,
AND UXBRIDGE JUNCTION RAILWAY.
HUBERT DE-BURGH, Esq.; Chairman.
Viscount CURZON, Demny-Chairman.

The Committee of- Management, being impressed with the crest
importance and practicability of this undertaking, which must ulti-
mately become one of the most important lines In the kingdom, and
in accordance with the suggestions -of several landowners and par-
ties locally interested, have withheld their allotment until they
could assure their subscribers and applicants `for shares that all the
standing orders of Parliament had been complied with. They now
beg to state that, pursuant to their resolution they have, out of their
own resources, provided all the expenses required for completing the
surveys, depositing plans, serving notices, &c., and or complying
with all other formalities up to the 31st of December ult., and they
have, therefore, tills day allotted the shares.
R. MORTON' CAI:EY.
43, Moorgate-street, Jan. 23, 1846.

THE bIRECr NORTHERN RAILWAY
COMPANY, FROM LONDON TO YORK.

COMMITTEE OF KANAGEMNIIT.
The Hon. William Ashley, Stable-yard, St. James's
Major Amsinck, 22, Upper Montagu-street, Montagu square
William Scott Binney, Esq. 27, Bryanstome-square
William Sprott Boyd, Esq. 1, Sussex-gardens, Hyde-park
John Brightman, Esq. 30, Cornhill
Samuel James Capper, Esq. 1, Adelaide-place, London-bridge
Robert Walter Carden, Esq. 61, 'lhreadneedle-street
Edward Trust Carver, Esq. Forest-lodge, Tulse-bill
The Chisholm, 37, Chapel-street, Gros enor-place
Lieut.-Colonel Colquhoun, R.A. Woolwich
William Morley, Esq. Blackheath
William Mountford Nurse, Esq. Kensington-gore
John rickersgill, Esq. 8, Warnford-court
Robert Rodger, Esq. Glasgow, 30, Montagu-street, Montaga-square

ENGINEER—Jahn Miller, Esq. Edinburgh

Soucrroas—Messrs. Johnston, Farquhar, and Leech, 6.5, Moorgate-

street

PAULIAMENTLET AGENTS—Messrs. Webster, 26, Great George-street,

Westminster
SLcarraair— Mr. W. H. Clark
Offices of the Company, 64, Afoorgate-street.

EXTRACT FROM REPORT OF THE COMMITTEE OF MA-
NAGEMENT TO THE SHAREHOLDERS, DATED THE
29TH DECEMBER, 1845.

" By the scheme promoted by the Direct Northern Railway Com-
pany it is proposed to bring York (to the north of which city there
is a population exceeding five millions) within the distance (as mea-
sured by tine), of four hours and a half from London; to reduce by
42 miles the distance now traversed by the existing means of railway
communication between those termini ; to lessen the distance as
projected by the competing plan least favourable to the public) that
of the Eastern Counties Extension by Cambridge and Lincoln) by
21% miles, and as projected by the most favourable rival scheme
(that of the London and York) by ten miles ; and yet so to reconcile
this result with local wants, as to place, without in any instance
sacrificing the principle of directness, every town of importance in
the districts to be served by this Company's main line nearer Lon-
don, either by means of the main line itself, or of well-de"lsed lateral
lines, than they are by the scheme of the London and York, which,
for the sake of passing through certain towns, pursues a devious
route to York, thereby inflicting a serious injury on the country north
of the Humber.

" Thus the scheme of the Direct Northern Railway offers to the
North of England, and to all Scotland, advantages presented by no
other project whatever. These advantages it also immediately con-
veys to Bedford, St. Neots, Huntingdon, Peterborough, Stamford,
Grantham, Newark, Lincoln, East Retford, Sheffield, Gainsborough,
Doncaster, Pontefract; Selby, and Hull ; whilst it lessens by twenty-
eight miles the route to Leeds, the great manufacturing capital of
Yorkshire, itself rapidly becoming the centre of an important railway
system.
" With perfectly unexceptionable gradients, that in no case ex-
ceede I I in 200, with npwards of sixty-nine miles of level on its main
line, with no works of any engineering difficulty or of peculiarly ex-
pensive execution, with only 3,900 yards of tunnelling in eight tun-
nels, with no opening or swing brid,es, with only one viaduct, ann
that of 500 yards, and with remarkably easy curves, the Direct North-
ern It tilway, whilst its primary object is to unite in the directest
manner London and York, will at the same time serve a rich, fertile,
and populous country.' will reciprocate the alvantages of easy and
'next, nsive communication between the manufacturing towns of the
north and the agrit-altural and grazing counties of eastern and central
England, and will connect by the shortest route the south of England
at d the continent of Europe with York, the north of England, and
Scotland.

The shareholders will observe the 'suggestion m,de by Mr. Miller,
which pt 'poses to introduce a new element of safety, regularity, and
speed into ra'lway travelling, by the conveyance of passengers and
ecygls upon separate lines. This suggestion will, no doubt, receive
the consideration due to its importance in the ensuing sess'on.
" The Committee entirely concur with Mr. in the important
bear'ng which the Holborn 'Terminus project, has on the i Direct
Northern. It is in effect, tholigh under different management, an ex•
tension of that line into the heitrt of London. Ity its means the London
Terminus of the Direct northern Railway will he immediately avail-
able for the Post-office and the City of London generally (between
Furnival's inn and Gray's-inn-lane), and will itself form a portion
of one side of the widest thoroughfares in London, will be in the
immediate vicinity of the Courts of Law arid lints of Court, and
comes more into the heart of London, with less sacrifice of valuable
property, than any metropolitan terminus which has been suggested.

"in iaccordance, therefore, with Mr. Miller's recommendation,
and in pursuance of the powers entrusted to them by their proprie-
tary, the Committee have taken steps to -.secure control over this
project, satisfied that It affords the most central, and, at the same
time,. the most accessible and least expensive London terminus.
"'she Vemmitree reffr the shareholders to the map accompanying
this Report; it fully shows the course and relations of the Direct
Northern Railway, and its national character.
" Up to the 30th of November, all the standiag orders of Parlia-
ment have been complied with ; and the solie-ors report their per-
feet ability to fulfil all that remains to be completed within tin time
limited by the Legislature.
" Thus prepared, an i with deposits paid, and the proper deeds
signed by a body of most responsible Shareholders, the Com-
mittee intend to make their application to Parliament at the earliest
possible day, confident that a project of such undoubted public utility
as the Direct Northern, in which the public service itself is deeply
interested, will there receive what it only needs to ensure its success
—a fair and impartial hearing."

The following tables, appended to the Report of the Company's
Engineer (John Miller, Esq.), will show the relative advantages of
the Direct Northern in point of distances, as compared with its com-
petitors for legislative sanction, and with existing lines.
It may here be observed, that the distance between the cross of
St. Paul's Cathedral, in London, and the centre of the Great Tower
of York Minster, as measured'along the earth's surface, is, according
to the Ordnance Survey, 920,108.7 feet, or very nearly 17414 miles ;
and that the main line of the Direct Northern, between London and
York, is 176 miles.

Table showing Comparison of Distances by the proposed Direct
Northern Railway and by the London and York Railway.

By the Direct By the London
Northern nail- and York Rail- Difference in
way and its way and its favour of
Branches and Branches and the Direct
existing and existing and Northern
authorised authorised Scheme.
Railways. Railways.
----- —
From London to Miles. Chains. Miles. Chains. Miles. Chains,
Hatfield - - - - 16 60 17 50 0 70
Stevenage - - - 26 74 28 6 1 12
Baldock - - - 32 13 No line to it.
Hitchin - - - - 30 70 32 0 1 70
Shefford - - - 37 40 No line to it.
Bedford - - - - 46 14 52 31 6 17
Biggleswade 39 40 41 21 1 16
St. Neots - - - 49 0 51 25 2 25
Huntingdon - - 58 4 58 61 0 57
Peterborough - - 73 47 76 0 2 33
Stamford - 82 28 88 4 5 SG
Grantham - - - 99 64 105 12 5 23
Newark- - - - 115 13 119 3 3 70
Lincoln - 126 10 136 53 10 43
East Retford - - 135 24 137 2 1 58
Sheffield - - - 159 4 160 43 1 39
Gainsborough - - 133 73 146 53 12 GO
Doncaster - - - 150 19 154 30 4 11
Pontefract - - 164 69 No line to it.
Wakefield - - - 173 77 173 16
Leeds - - - - 176 77 184 6 7 9
Thorne - - - - 150 0 No line to it.
Selby. - - - - 163 65 172 24 8 39
65 203 24 8 39
0 186 0 10 0
York-u l Bull b y Selby..
. -. :
119764
From Lincoln to
Doncaster --- 34 37 34 72 0 35
Pontefract --- 48 77 No line to it.
Wakefield •-- 57 5 53 58
Leeds --'- - 61 5 68 48 7 43
Selby --- - 47 73 52 . 66 4 73
Hall
York 6O 8 6G ' 40 6 32
Sheffield --- 43 9 43 64 5 55

Note.—The distances to Sheffield, East Retford, arid Gainsborough,
are calculated upon the assumption that the Sheffield and Gainsbo-
rough Railway receives the sanction of Parliament.

Table showing Comparison of Distances by the proposed Direct
Northern Railway and by the Cambridge and Lincoln Scheme.

By the Direct
' By the Cam-
Northern Rll-brid.4e and Lin-
coln scheme Difference in fa-
.
way and its A and its your of the
Branches' and Branches, and Direct Northern
existing and existing and Railway.
authorised authori'ed
Railways. Railways.
From London to Miles. Chains. Miles. Chains. Milt s. Chains.
Peterborough --I 73 47 88 40 14 73
Lincoln - - - -i 126 10 140 26 11 16
Gainsborough - - 133 73 155 32 21 39
Thorne - - - - 150 0 172 28 22 . 28
Selby - - - - 163 65 185 18 21 33
Hull
York 176 0 197 56 21 56

Table showing Comparison of Distances by the proposed Direct
Northern Railway, and by the existing lines of Railway :
By the Direct
Northern Rail
way and its Difference in fa-
Branches, and By existing your of the
existing and Railways. Direct Northern
authorised Railway.
Railways.
----
From London to Miles. Chain7s. Miles Chins.
. Chns. Mil 36 13 es. Chains.
4 109 60
Peterborough - - 73
28 122 76 40 48
103 44 121 60 18 16
3Siteart.fnord. -.-. . 82
Sheffield - -
Newark -- - 115 - 159 4 177 20 18 isi
13 148 • 0 33 67
Lincoln - - - - 126 10 163 40 37 30
Wakefield - - - 173 77 200 0 26 a
205
Leeds - - - - 176
77 20
28 23
York 176 0 218 0 42 0

By order of the Co mm ittee,
W. 11. CLARK, Secretary.
Direct Northern Railway Company's Offices, 64, Moorgate.street,
January 6, 1846.
-

- -
The Map of the Line and Reports above-mentioned may be had at
the Offices in London, and at the following local agents :
St. Neots - - Messrs. Pedpercorn and Wilkinson
Biggleawade - T. Chapman, Esq.
Stamford - - Messrs. W. and R. M. Thompson
Grantham - R. R. Johnstone, Esq.
Lincoln - - - Joseph Moore, Esq.
Louth - - John Gray, Esq.
Gainsborough - William Robinson, Esq.
Leeds - - - E. J. Teals, Esq.
York - - - Messrs. J. and D. Russell
Aberdeen - William Gordon, Esq. sharebroker
Edinburgh - - Robert Allan, Esq. sharebroker
Glasgow - Buchanan, Aitken, and Co. sharebrokers
Liverpool - Messrs, Bachogian and Son, sharebrokers
Manchester - Mesas. Bradley, Ford, and Barker, 41117gb"4"4/1*