The Sun.
London, England, 1845-01-10 00:00:00

The principle above stated, of taking the most direct line to
York that the nature of the country admits of, has been steadily
kept in view, and the following results have been obtained :
The actual distance from London to York by the proposed line
is only 1761 miles, to Stamford 811, to Lincoln 1211, to Gains.
borough 134, to Selby 165, and to Hull, by the proposed Gains-
borough and New Holland line, 166. The main trunk at York is
carried onward by a bridge over the York and North Midland Rail.
way, and joins the Great North of England line at a point about a
mile and a half beyond the city of York, for the purpose of avoid-
ing the detention that now occurs to onward passengers, whether
proceeding north or south.
This mode of crossing the York and North Midland line has been
adopted in conformity with the following recommendation con-
tained in the fourth report of the Railway Commissioners in 1841
(p. 43) :—" We consider it improper that the traffic of any new
line should open upon the York and North Midland Railway, with
which so many lines are already in connexion as to render delayun.
avoidable, and collision not improbable. In consequence of the
numerous trains of luggage and passengers using this line nearly
two hours are sometimes occupied in passing over a littlemere than
thirty miles from York." Notwithstanding the opinion thus de-
cidedly expressed, the proposed competing line of the London and
York comes upon the YOld and North Midland Railway in the
very mariner objected to by the Railway Commissioners as likely to
lead to danger and certain to cause delay.
The Direct Northern line supplies the benefit of railway inter-
course to a very large district of country intermediate between the
midland counties and the sea, which has hitherto been left unpro.
vided in that respect; and takes its course through nearly the
centre of that district at a distance varying from eighteen to forty
miles from the lines proceeding north from Rugby. It cannot,
therefore, be held to interfere needlessly with the interests of these
lines, which, although they have conferred great benefits on the
wealthy and populous districts they connect, were not originally
intended to be carried to York, and cannot consequently be re-
garded as furnishing such a communication as in the due applica-
tion of railway power the public have a right to expect.
The subject should be considered also in relation to cross lines
or branches which may now or may hereafter be proposed to tra-
verse the same country as the Direct Northern, and to become con.
nected with it, as the progress of industry and of population may
require, and on this point the Committee believe that the best main
trunk line having been rightly chosen on the principle of direct
communication,that principle will be found to afford every facility
for the advantageous working and connexion of such lateral lines
o
as the amount of local traffic may hereafter demand.
floesthey
etant subject—viz., the relations of probable future
branches, has received the serious consideration of the Committee,
and
of lateral lines, so as to arrange them with the main line to the
best advantage, and to render the communication, both direct and
lateral' as perfect as possible. But they do not propose to sacrifice
to the local convenience of a town of a few thousand inhabitants
(which may by other means be provided for), the interests, both as
regards time and cost, of the large masses of population that lie at
and beyond the termini of the line. On this ground the Provisional
Committee confidently rely on receiving from the northern counties
of England, and from ti.e whole of Scotland, cordial co-operation
and support.

The gradients are of a very favourable description, as the section
demonstrates, and they are obtained at a moderate expense. The
tunnels will be four in number, the longest being 1,450 yards in
length. and the aggregate length of the whole four less than one
mile and two-thirds. No engineering works of great magnitude or
difficulty occur, ornamental property is avoided, and the drainage
of the fen country will not be interfered with. The gunge will be
the same as that of existing railways north of London, and the
line being for its whole length under one management, a higher
average and more equal rate of speed may be attained and ren.
,dered compatible with safety, than can exist on lines where the
'frequent change of Companies renders vexatious delay unavoidable,
superintendence difficult, and rearonsibility incomplete. %Vher.
ever the Direct Northern may be connected with other lines, every
arrangement that experience has pointed out, or that a careful
study of the question can suggest, will be adopted to ensure the
safety and convenience of the public.
It is without doubt a most important consideration in regard to
safety as well as speed that the control and arrangement of the
traffic of a line of great magnitude should be subjected to one go-
verning body, as has been most forcibly urged in a communication
made to the Railway Commissioners by the Directors of the London
and Birmingham Railway Company. (See Fourth Report of Rail•
way Commissioners, 1641. Appendix, page 10.)
In regard to the cost of working, it needs no argument to prove
that, where gradients are the same, the shortest line through a
given country will be the cheapest worked, and that if the capital
required for its construction be the same per mile, the shortest
line will be the cheapest to the public.
• •

The Committee believe that a general con►iction now prevails
that, for the purpose of communication between the metropolis
and the north, a new and independent line of railway is required
between London and York, and they assume that such a work will
certainly receive the sanction of Parliament. It can be proved
that a better engineering line may be made to York 42: miles
shorter than that which at present exists; that by thus shortening
the distance, and avoiding the delays that necessarily attend the
transference of traffic from one line to another (the present line
belonging to four Companies), the time consumed in the journey
to York may be reduced from nine hours and upwards to less than
six hours, without any increase of speed, and likewise that the
fares and freight of goods may be considerably lowered. These
facts appear to the Committee to be conclusive in favour of their
undertaking, and they look to public opinion to confirm and support
their views, . _ _

In comparing the proposed Direct Northern line with other
schemes, the following most important fact should be kept in
view, viz :—Every additional mile cf railway distance is equivalent
to a tax amounting to the fare charged per mile for every passenger
and ton of goods conveyed, that is to say, approximating on an
average to %I. per mile each way, besides the time lost in the transit.