The Sun.
London, England, 1845-01-14 00:00:00

fact, that the London and Birmingham and Grand Junction Rail-
way Companies have consented (after several years of opposition)
to join in the formation of a new line from Stafford to Rugby, 48
miles 77 chains in length, at an estimated cost of about a million,
for the sole purpose of effecting a saving of 9 miles 39 chains be-
tween London and Stafford is distance of 141 miles 15 chains),
and this, too, although the effect of the alteration is to carry all the
through traffic past and not through the important town of Bir-
mingham, which is thus placed, as it were, on a branch with refe.
rence to the main line of cemraunication. It is also remarkable
that the line in that direction originally contemplated and submited
tafarliarnent was laid down so as to save the distance now to be
curtailed at so great a cost, but local interests prevailed at the time
over the direct principle, and carried the line round by Birming.
ham. Successive alterations, at great cost, it is well known, have
also been made, or are about to be made, in several other principal
lines, viz„ in the original Birmingham and Liverpool, the Bir-
mingham and Manchester, the Manchester and Leeds, the South.
Eastern, and others ; all of which alterations must be considered
as adoptions of, or approximations to, the direct principle.
The Committee are confident that neither the Legislature nor
the Board of Trade will now sanction a line from London to York
on merely local grounds, but will regard the question as one of
general national importance. For it is evident that all perseni te)
the south of the London terminus, or the north of the York ter-
minus, who desire to travel or transmit goods in either direction,
have a clear interest in the formation of the shortest through line,
and (for example), while it may be for the convenience of persons
residing at Peterborough, when they wish to travel or send goods
to London, that the main trunk should be brought round by that
town, it is equally clear that it is not for their convenience that it
should bend round by Grantham, Newark, and Doncaster, when
they wish to travel or send goods to York, any more than it is
for the convenience of persons residing at Grantham,
Newark, and Doncaster, to be carried round by Peterborough, or
any other of the other towns, when they wish to travel or send
goods to London. In short, nothing but the direct principle
(facilities for lateral branches being always provided) resolves
the question of general aggregate convenience.
It has been stated that the Direct Northern line does not accom.
modate the same amount of local population as the proposed London
and York ; but, by reference to the plans of both Companies, it
will be seen that this is not the fact and that all the towns of im-
portance on the route (Doncisier not excepted) are brought
nearer to the metropolis and to York, and to places intermediate,
by means of the Direct Northern, than by the London and York,
with the single exception of Peterborough, to communicate
with which the Direct Northern avails itself of the Northampton
and Peterborough branch of the London and Birmingham Rail.
way, now nearly completed, which it crosses at the distance of four
miles and a half from Peterborough, making the total distance
from London to Peterborough only about a mile greater than by
the London and York—a result obtained by the latter Company at
a considerable elongation of their main line, detrimental to the
locality itself in its traffic northward, and generally to the cha.
ratter of the line.

The Committee forbear to introduce into this statement other
topics which they might urge (such as the priority on their part
in the proposal of a direct line from London to York, which priority
has been clearly established), as these might, perhaps, divert atten.
tion from the strength of their main position, upon which they are
content that their claim to legislative preference and to public sup-
port shall rest, viz., that, compared with all other proposed under.
takings for the same object, theirs presents a great preponderance
of national advantage, while, at the same time, it is the most
secure as a profitable investment of capital.

In conclusion, and in brief recapitulation of the more prom'.
nent grounds on which the Committee rely for the sanction of the
Legislature to their undertaking as a national line, they beg to sub-
mit the following propositions, and they court the most searching
inquiry into their truth and value :

I. That an independent direct line between London and York is
required by the public, and will command a sufficient traffic to yield
an ample return.

2. That the interests of a large proportion of the population of
England, and of the whole of Scotland, require that the most di.
rect line should be adopted.

3. That the Direct Northern not only satisfied these conditions
by being the shortest line between London and York, but it is
preferable by the character of its gradients, and its economical con.
struction.

4. That the line being the shortest and cheapest possible, pas.
sengers and goods may be carried by it at a lower rate of charge
than by any other.

5. That the primary object of shortening the distance is attained
by the Direct Northern, with 'due regard to intermediate and local
interests, and without needlessly interfering with the traffic of
existing lines.

6. That as a question of investment of capital, it is essential
that the most direct line should be taken to prevent future corn-
petition, or expensive alterations for the protection or improvement
of the original line, and that consequently none but direct lines
can constitute a permanent property.
By order of the Committee,
WILLIAM AMSINCK, Secretary.
Direct Northern Railway Offices, 64, Moorgate.street,

. ,
London, Dec, 23, 1844.
ropulation according to the Census of 1841, at or immediately be-
_

_
yond the termini, or traversed by the main line.
The Metropolis
Hertfordshire ...
Bedfordshire ...
Huntingdonshire 58,5491 York City
Nottinghamshire 2.19,9101 and Ainsty 39,321
Cambridgeshire
Rutlandshire ...... ... 21,302 Cumberland... ......
Lincolnshire
The whole of Scotland 2,620,184
• N.B. This statement, with a relative plan showing the course of
the line, may be procured by personal application at the Office of
the Company, or by letter addressed to the Secretary.

1 ItAVESEND STAR PACKETS leave the
Branswick Pier, Blackwnll, at 11, 3, and 4 on Sundays at

11 and 3.
From Terrace Pier, Gravesend, at 91, 1, and 5 ; ou Sundays at
91 and 5.
Fares to or from London.
Fore Cabin and Second Class Carriage, Ninepence.
Saloon and First Class Carriage, One Shilling,
To or from Blackwall.
Fore Cabin, Sixpence—Saloon, Ninepence,
()Mee, iiravesend, Nov. 29, 1844.

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LIFE ASSURANCE AND ANNUITY
SIETY.
AVSTRALASIAN, COLONIAL, AND GENERAL LIFE
ASSURANCE and ANNUITY SOCIETY.
Capital 200,0001., in 2,000 Shares.
DIRECTORS.
Edward Barnard, Esq., F.R.S. Gideon Colquhoun, Esq.
Robert Brooks, Esq, Charles E. Mangles, Esq.
Henry Buckle, Esq. Richard Onslow, Esq.
John Ileary Capper, Esq. William Walker, Esq.
SECRETARY—Edward Ryley, Esq.
The following are specimens of the premiums charged by this Com-
pany for the assurance of 1001.

Age.

20 I 30 I 40 I 60 I 40

A.n. Prem. I £1 10 31 £2 0 7 I £2 15 3

X 4 I 6

X 6 3 9

This Company offers the advantages of the guarantee of an ample
subscribed capital—of permission to retain one-third of the premium
in their own hands (the portion so retained, with interest upon it,
being deducted from the policy when it become a claim),—of ascend-
ing, descending, and other scales of premiums,—and of participation
in the profits at the end of every five years.
TO EMIGRANTS, TO THE AUSTRALASIAN COLONIES,
assured for the whole of life, this Company offer the permission to
proceed to, and reside in, any of those colonies without extra pre-
mium, and to pay their premiums there. For residence in New
Zealand, a moderate extra premium is charged.
In Sydney, a Board of Directors, and Agents in all the principal
settlements—Bankers in the colony. The Bank of Anstralasia (in •
corporated by Royal Charter, lii3s), No. 2, Moorgate-street, London.