Cambridge line

The Cambridge Line{{cite book |author=Quail Maps |url=https://www.trackmaps.co.uk/trackmaps/railway-track-diagrams/book-2-eastern/ |title=Map#2 - England: East |volume=[page 24] Feb 1998 (Retrieved 2014-04-12)}} diverges off the East Coast Main Line at Cambridge Junction north of Hitchin, heading north-east until Shepreth Branch Junction, where it meets the West Anglia Main Line south of Cambridge.{{sfnp|Jowett|1989|pp=87 & 119A}}{{sfnp|Network Rail|2025|pp=238–243}} The line is {{miles-chains|23|mi|15|chain|km}} in length, and serves nine stations, as well as having one disused station at Harston.{{sfnp|Jowett|1989|pp=87 & 119A}}{{sfnp|Network Rail|2025|pp=238–243}}

An alternative route between London and Cambridge also exists in the form of the West Anglia Main Line from Liverpool Street, with trains operated by Greater Anglia.{{Cite web |title=Greater Anglia: Passengers welcome brand-new electric commuter trains |url=https://www.railtechnologymagazine.com/articles/greater-anglia-passengers-welcome-brand-new-electric-commuter-trains |access-date=2025-05-11 |website=Rail Technology Magazine |language=en}} Historically, it has been quicker to travel from Cambridge to London via the Cambridge line; this is still the case today.{{Cite web |title=London to Cambridge |url=https://footprints-tours.com/cambridge/things-to-do-in-cambridge/getting-around-cambridge/london-to-cambridge/#:~:text=Trains%20go%20from%20London%20Kings,and%20usually%20run%20every%2030mins. |access-date=2025-05-11 |website=Footprints Tours |language=en-GB}}{{Better source needed|reason=The current source is insufficiently reliable (WP:NOTRS).|date=May 2025}}

All stations on the line have two tracks and two platforms, with the exception of Hitchin (two platforms facing four tracks) and Cambridge (eight platforms).{{sfnp|Network Rail|2025|p=209, 238–244}} Cambridge South will have four platforms when it opens.{{cite news |date=24 October 2023 |title=Cambridge South station building company gets £93m contract |url=https://www.bbc.co.uk/news/uk-england-cambridgeshire-67199877 |access-date=31 October 2023 |work=BBC News}} The line forms part of the Network Rail Strategic Route 5 and is classified as a London and South East Commuter line.{{cite web |title=Route 5 – West Anglia |url=http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%205%20-%20West%20Anglia.pdf |url-status=dead |archive-url=https://web.archive.org/web/20110607104701/http://www.networkrail.co.uk/browse%20documents/StrategicBusinessPlan/RoutePlans/2009/Route%205%20-%20West%20Anglia.pdf |archive-date=2011-06-07 |access-date=2009-05-26 |publisher=Network Rail}}

The flat junction at {{stnlnk|Hitchin}}, which trains used to use to access the line from the East Coast Main Line, is a historic bottleneck.{{sfnp|Office of Rail and Road|2006|p=2}} The Hitchin Flyover to the north of the existing junction was opened in 2013 to grade-separate the northbound Down Cambridge Flyover track,{{sfnp|Network Rail|2025|p=209}} preventing conflicting movements with southbound services on the ECML.{{cite web |last=Network Rail |author-link=Network Rail |title=Hitchin flyover |url=http://www.networkrail.co.uk/aspx/6397.aspx |url-status=usurped |archive-url=https://web.archive.org/web/20160910232423/http://www.networkrail.co.uk/aspx/6397.aspx |archive-date=10 September 2016 |access-date=16 June 2011 |website=Network Rail |language=en-GB}}

Traction current is supplied at 25 kV AC using overhead line equipment overseen by York Electrical Control Room, with Neutral Sections at Cambridge junction, Litlington and Shepreth Branch Junction.{{sfnp|Network Rail|2025|pp=238–243}} It has a loading gauge of W8 and a maximum line speed of {{Convert|90|mph|km/h|abbr=on}}.{{sfnp|Network Rail|2025|pp=238–243}}

Just under a mile to the east of Royston station lies the boundary between the Network Rail London North Eastern Route and Anglia Route.{{sfnp|Network Rail|2025|p=240}} All signals between King's Cross and this point are controlled by Kings Cross Power Signal Box, whilst those from here to {{stnlnk|Cambridge}} are controlled by Cambridge Signal Box.{{sfnp|Network Rail|2025|pp=238–243}} The signalling system for the whole Cambridge line is Track Circuit block,{{sfnp|Network Rail|2025|pp=238–243}} with all main signals being multiple-aspect colour light signals.{{Cn|date=May 2025}}

Harston railway station was situated between Foxton and Cambridge. It opened in 1852 and closed in 1963 as part of the Beeching Axe.{{Cite web |title=Harston Railway Station |url=https://www.harstonhistory.org.uk/content/topics/transport/harston-railway/harston-railway-station |access-date=2025-05-04 |website=Harston History |language=en}}

{{#tag:timeline|ImageSize=width:900 height:auto barincrement:26

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bar:SHE text:Shepreth

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File:Cambridge South rail station 14 May.jpg under construction in 2024.|205x205px]]

A station to the south of Cambridge was first proposed in 2017,{{cite web |date=16 January 2017 |title=Cambridge South Station – Project Update |url=https://democracy.cambridge.gov.uk/documents/s37387/Cambridge%20South%20Station.pdf |website=cambridge.gov.uk |publisher=Cambridge City Council}} and although its application to New Stations Fund 2 that year was unsuccessful,{{Cite news |date=22 August 2017 |title=Nineteen bids for New Stations Fund second round – Proposed Railway Schemes |url=http://trundleage.co.uk/2017/08/nineteen-bids-new-stations-fund-second-round/ |access-date=22 November 2017 |work=Proposed Railway Schemes |language=en-GB}} the November 2017 budget allocated it £5 million in funding.{{Cite web |title=Chancellor accepts East West Rail targets and strengthens plans with extra cash |url=http://www.railtechnologymagazine.com/Rail-News/chancellor-accepts-east-west-rail-targets-and-strengthens-plans-with-extra-cash |access-date=22 November 2017 |website=www.railtechnologymagazine.com}} The station, called Cambridge South, is situated between Foxton and Cambridge, and will serve the Cambridge Biomedical Campus and the wider Trumpington area.{{Cite web |last=Findlay |first=Cait |date=2023-01-19 |title=First look as Cambridge South station work begins after approval |url=https://www.cambridge-news.co.uk/news/cambridge-news/first-look-cambridge-south-station-26009898 |access-date=2025-05-11 |website=Cambridgeshire Live |language=en}} The station is set to open in early 2026, which is a delay from the originally proposed date of late 2025.{{Cite web |last=Middleton |first=Siobhan |date=2025-02-24 |title=Cambridge South station opening pushed back |url=https://www.cambridge-news.co.uk/news/cambridge-news/cambridge-south-station-opening-pushed-31072972 |access-date=2025-02-25 |website=Cambridgeshire Live |language=en}} The station will be managed and served by Greater Anglia and East West Rail, with no further conformation as to whether Great Northern, Thameslink, or CrossCountry will also serve the station.{{Cite web |title=Cambridge South station |url=https://www.networkrail.co.uk/running-the-railway/our-routes/anglia/improving-the-railway-in-anglia/cambridge-south-station/#:~:text=The%20station%20will%20be%20managed,future%20service%20provision%20and%20timetabling). |access-date=2025-05-14 |website=Network Rail |language=en-GB}}

Both Cambridge South and Cambridge stations are to be served by East West Rail, the {{rws|Bedford}}–Cambridge section of which is in detailed planning as of 2025.{{sfnp|East West Rail|2023|pp=104–105|ref=ewr}} The current plan for the route will include a grade-separated junction with the line at Hauxton, between Foxton and Cambridge. This will include improvements to Hauxton level crossing.{{sfnp|East West Rail|2023|pp=104–105|ref=ewr}} East West Rail confirmed in their 2021 consultation that the Cambridge line will remain double-tracked between this junction and Shepreth Junction, where the line will be quadrupled to run alongside the West Anglia Main Line as far as Cambridge.{{Cite web |title=The approach to Cambridge |url=https://eastwestrail.co.uk/consultationfeedbackreport/chapter-3-approach-to-cambridge |access-date=2025-05-14 |website=East West Rail |language=en-GB}}

File:Royston_&_hitchin.png

{{Expand section|the section is mainly about the Royston and Hitchin Railway, and does not talk in great depth about the Shepreth Branch Railway|date=May 2025}}

The Eastern Counties Railway (ECR) completed its main line from London to Norwich on 30 July 1845, running from the south through Cambridge and on to Ely.{{sfnp|Gordon|1977|p=105}} Cambridge was an important industrial and agricultural centre.{{sfnp|Gordon|1977|pp=135–136}}

{{Infobox UK legislation

| short_title = Royston and Hitchin Railway Act 1846

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act for making a Railway from Royston to Hitchin.

| year = 1846

| citation = 9 & 10 Vict. c. clxx

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 16 July 1846

| commencement =

| expiry_date =

| repeal_date =

| amends =

| replaces =

| amendments =

| repealing_legislation =

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}}The year 1846 was a peak time for the authorisation of railway schemes, part of the railway mania. The Great Northern Railway obtained its authorising act of Parliament, the Great Northern Railway Act 1846 (9 & 10 Vict. c. lxxi), on 26 June 1846; this was a huge project: it was to build a line from London to York, with a number of small branch lines.{{sfnp|Grant|2017|pp=477–478}} The Royston and Hitchin Railway (R&HR) had been submitted to Parliament as a proposed Cambridge and Oxford Railway, which would have run as a single track through Royston, Hitchin and Dunstable, but the scheme was very considerably cut back by the Lords in Parliament; there were other contenders in the field for occupation of the route. The railway as actually authorised in the {{visible anchor|Royston and Hitchin Railway Act 1846}} (9 & 10 Vict. c. clxx), on 16 July 1846, was renamed the Royston and Hitchin Railway, and the Lords demanded double track for the truncated version.{{sfnp|Grinling|1898}}{{sfnp|Wrottesley|1979a|pp=17 & 23}}{{sfnp|Grant|2017|pp=477–478}}{{sfnp|Gordon|1977|p=145}}

The Great Northern Railway (GNR) had encouraged the Cambridge and Oxford Railway scheme (now the Royston and Hitchin Railway), and had guaranteed the shareholders 6% on paid-up capital. The GNR wanted to use the line to get access to Cambridge, and at all costs it wanted to keep the Eastern Counties Railway out. If the ECR could seize control of the R&HR it would have yet another penetrating line into GNR territory. The Eastern Counties Railway had secured the Eastern Counties (Cambridge to Bedford Railway) Act 1847 (10 & 11 Vict. c. clviii) giving approval for a Cambridge to Bedford line, and the GNR tried to get its Cambridge connection using that line, but this attempt failed too, in 1848.{{sfnp|Gordon|1977|p=146}}

{{Infobox UK legislation

| short_title = Royston and Hitchin Railway Amendment (Shepreth Extension) Act 1848

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act to enable the Royston and Hitchin Railway Company to extend their Line of Railway from Royston to Shepreth. and to make a Deviation of the authorized Line at Hitchin.

| year = 1848

| citation = 11 & 12 Vict. c. cxix

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| royal_assent = 14 August 1848

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However the Royston and Hitchin Railway had more success: on 14 August 1848 it obtained an act of Parliament, the Royston and Hitchin Railway Amendment (Shepreth Extension) Act 1848 (11 & 12 Vict. c. cxix) to extend its line from Royston to Shepreth, joining the Cambridge to Bedford branch there. If the Eastern Counties failed to construct its Cambridge to Bedford line in a reasonable time, the R&HR would have power to build the line itself.{{sfnp|Wrottesley|1979a|pp=31–32}}{{sfnp|Grinling|1898|p=78}}

Construction of the Royston and Hitchin Railway was not difficult and not expensive, and the {{frac|12|3|4}} miles from Hitchin junction to Royston were opened on 21 October 1850. The route was hilly and the line had a series of gradients. Beyond Royston the line, still under construction, was also beset by gradients, one as steep as 1 in 100. The line served a purely agricultural district, but a connecting bus service ran between Royston and Cambridge.{{sfnp|Grant|2017|pp=477–478}}{{sfnp|Wrottesley|1979a|pp=55–56, 61}}

Operations began on the {{Miles-chains|5|3=4}} extension from Royston to Shepreth on 1 August 1851. A service of five omnibuses per day was also introduced; it took 40 minutes to travel the {{Convert|9|mi|km}} route. There were still no direct trains from London King's Cross and the journey took 130 minutes at its quickest. Although the GNR's fares were lower than that of the ECR's, the service did not prove financially viable. Due to the lack of the development, the Royston and Hitchin Railway remained a purely agricultural area; the GNR was paying almost £15,000 (£{{Inflation|index=UK|value=15000|start_year=1851|r=-3|fmt=c}} in {{Inflation year|index=UK}}) every year for the guarantee of operating the line without any guarantee of breaking even.{{sfnp|Gordon|1977|p=146}}{{sfnp|Wrottesley|1979a|pp=55–56, 61}}

There was a condition in the 1847 Act of Parliament which forced the ECR to open its extension from Cambridge to Shepreth without any delay. It opened a year later than the R&HR's line on 1 April 1852; although the line was a single-track railway, the alignment was designed for it to be expanded to a double-track railway. The line was {{Miles-chains|5|3=28}} in length between Shelford Junction and Shepreth, where it met the R&HR's line with an end-on design.An end-on junction meant that the two railway lines were connected to form a single line, but were owned and operated by two separate companies.{{sfnp|Wrottesley|1979a|pp=75–76}}{{sfnp|Grant|2017|pp=477–478}}

The Board of Trade Inspecting Officer only allowed the ECR to open their line on the condition that they were able to use the R&HR's turntable at Shepreth. Despite the line being owned by two different companies, through services were worked between King's Cross and Cambridge nonetheless. The ECR paid £300 (£{{Inflation|index=UK|value=300|start_year=1852|r=-3|fmt=c}} in {{Inflation year|index=UK}}) to the R&HR per annum in return for their use of Hitchin railway station. The ECR was always far behind on its rent to the R&HR, as was its successor the Great Eastern Railway.{{sfnp|Wrottesley|1979a|pp=75–76}}{{sfnp|Grant|2017|pp=477–478}}

During the construction of its extension to Shepreth, the ECR opened negotiations to lease the R&HR; a fourteen-year lease was agreed in February 1852 which started upon the connection of the lines at Shepreth. As part of the lease, the ECR would pay £16,000 (£{{Inflation|index=UK|value=16000|start_year=1852|r=-3|fmt=c}} in {{Inflation year|index=UK}}) every year of rent and interest. The movement of the financial obligation for the R&HR to its rival was incredibly beneficial to the GNR; it agreed to pay the company 60% of any revenue it made from stations east of Ashwell & Morden from Hitchin or London King's Cross. During the tenure of the lease, the Railway Clearing House referred to the line as the "Shelford & Hitchin Railway". Three services per day were provided on the line between Hitchin and Cambridge, which was later expanded{{When|date=May 2025}} to four. There were also two trains per day on Sundays.{{sfnp|Gordon|1977|p=146}}

On 7 August 1862, the {{visible anchor|Great Eastern Railway Act 1862}} (25 & 26 Vict. c. ccxxiii) received royal assent; the act amalgamated the Eastern Counties Railway with three smaller railways (the Newmarket and Chesterford Railway, the Eastern Union Railway, and the Norfolk Railway) to form the Great Eastern Railway (GER). This took over the responsibilities of the ECR in its ownership of the line.{{cite journal |last1=Ashton |first1=Geoff |date=April 2013 |title=The Great Eastern Railway 1862-1865 |journal=Great Eastern Railway |volume=154 |pages=24, 25}}{{sfnp|Allen|1968|p=46}}File:Meldreth station 1905.jpg (c.1905)]]Towards the end of the GNR's fourteen year lease, the company considered purchasing the R&HR outright; however, there was opposition to this from the GER, who did not want the GNR to use their tracks all the way to Cambridge. Additionally, the Bedford–Cambridge section of the Varsity line had been opened by the Bedford and Cambridge Railway on 7 July 1862.{{sfnp|Leleux|1976|p=28}} The line was worked by the London and North Western Railway, which had a friendly relationship with the GNR at the time.{{sfnp|Wrottesley|1979a|p=149}}{{sfnp|Gordon|1977|p=147}}

As a result, the companies brought forward two proposals to extend the railways in the area. The first involved the GNR being able to run between Shepreth and Cambridge, doubling of the track on this section of the line, the GNR being able to use the GER's station at Cambridge, and then a {{Convert|1|mi|km}} extension from Cambridge to a different terminal for the GNR to use. The alternative option was that the GNR built their own extension from Shepreth to the Bedford and Cambridge Railway, joining the line {{Convert|1.5|mi|km}} from Lord's Bridge station, and then extending that line {{Convert|2|mi|km}} into Cambridge over which the GNR would be able to run.{{sfnp|Wrottesley|1979a|p=149}}{{sfnp|Gordon|1977|p=147}}{{Infobox UK legislation

| short_title = Royston and Hitchin Railway Act 1864

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act to enable the Great Northern Railway Company to use certain Portions of the Great Eastern Railway, and to make Arrangements with the Great Eastern Railway Company.

| year = 1864

| citation = 27 & 28 Vict. c. cxxiv

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 23 June 1864

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}}

As the second proposal would render the GER's branch to Shepreth a short, useless section of railway, they agreed to the first proposal. On 2 May 1864, they signed an agreement with the GNR which would allow the company to build their extension and use the GER's track and station at Cambridge. This was enacted in the Royston and Hitchin Railway Act 1864 (27 & 28 Vict. c. cxxiv), which conceded to the GNR full running powers to Cambridge station, where all facilities and a separate platform would be provided for the GNR to use. The GER would also convert the Shepreth branch into a double-track railway capable of carrying express services, which was promised to be enacted between Shepreth and Shelford Junction by 31 March 1866, which was the last day of the lease; on this date, the R&HR line was returned to the GNR.{{sfnp|Wrottesley|1979a|p=149}}{{sfnp|Gordon|1977|p=147}}

The GER, were responsible for keeping the line well-maintained, however their poor financial health led to them failing to do so adequately.{{sfnp|Gordon|1977|p=147}}{{sfnp|Wrottesley|1979a|pp=163–164}} On 31 May 1865, the 7:10pm service from Cambridge derailed between Shelford Junction and Shepreth; there were no serious casualties.{{sfnp|Wrottesley|1979a|pp=163–164}}{{sfnp|Wrottesley|1979b|pp=24–25}} In December 1865 the GNR and the GER engineers made a joint inspection of the R&HR line, finding that the track bed was in a dilapidated state, and there were insufficient sleepers on the line. As a result, the GNR's engineer demanded that 11,400 sleepers should be renewed.{{sfnp|Gordon|1977|p=147}}{{sfnp|Wrottesley|1979a|pp=163–164}}

When the line was handed back on 1 April 1866, it was found that although the sleepers had been supplied, they had not been installed, and this responsibility was left with the GNR. Between April and July, {{Convert|11|mi|km}} of track and 5,000 new sleepers were laid. Despite this, on 3 July 1866, a fatal derailment occurred near Royston.{{sfnp|Gordon|1977|p=147}}{{sfnp|Wrottesley|1979a|pp=163–164}}

Captain H.W. Tyler was tasked with reporting on the causes of the derailment; he found that the track bed was built with {{Convert|16|ft|m}} rails, and the joints did not have fishplates. Furthermore, the sleepers were very widely spaced, and many were "in the last stages of derailment", particularly near the site of the accident, where the track geometry was described to be "wavy".{{sfnp|Gordon|1977|p=147}}{{sfnp|Wrottesley|1979a|p=218}}

{{blockquote|This portion of railway, which had been for some 11 years in the charge of the Great Eastern Company, was taken over, at the expiration of the agreement under which it was worked, by the Great Northern Company, on the 1st April [1865]. I learn from the engineer of the Great Northern Railway that he inspected it, with the engineer of the Great Eastern Company, in December 1865, and that he then required that 11,400 new sleepers should be inserted in the permanent way; but this not having been done, the same number of new sleepers were handed over to the Great Northern Company, with the line, in April. Out of 18 miles of double or 36 miles of single line thus taken over, 11 miles have since been re-laid with fished joints. [...] I am glad to learn also that [...] the re-laying of the whole 18 miles may be completed in 12 weeks from the present time [...] Orders have wisely been given to slacken the speed of the trains pending the completion of this re-laying; and the posts have been erected, and wires strained, for providing telegraphic communication, which, strange to say, had not previously been supplied.|source=|author=Captain H.W. Tyler|title=Report on the Derailment that Occurred near Royston on 3rd July 1866.{{sfnp|Tyler|1866|pp=1–2}}}}

The poor quality of the GER section between Shepreth and Shelford Junction went far beyond the poor track layout; the section had not been doubled as promised, and there was no accommodation provided at Cambridge, where there was no shelter for GNR passengers either. The contractors for these works, W. Bell & Sons, ceased delivering the project when the GER was unable to pay them. Instead, the GNR paid £5000 (£{{Inflation|index=UK-GDP|value=5000|start_year=1868|r=-3}} today) for the work; they also provided their own staff at Cambridge to make up for the GER's shortcomings. Doubling the line between Shelford Junction and Shepreth was completed early in May 1867, and the electric telegraph system was working between Hitchin and Cambridge a few months afterwards.{{sfnp|Wrottesley|1979a|pp=163–164}}{{sfnp|Wrottesley|1979b|pp=24–25}}

File:Meldreth station 1880.jpg (c.1880)]]

Slip carriages were first used on the line in the August 1872 timetable.{{sfnp|Wrottesley|1979b|p=38}} These were useful as they allowed for faster journey times with more stops; this would allow the GNR to compete more effectively against the GER's alternative route.{{sfnp|Jackson|2015|p=266}}

As the GNR were already responsible for maintaining the western portion of the line between Hitchin and Shepreth, it was agreed that the GER would pay for the GNR to maintain the rest of the route between Shepreth and Shelford Junction. The agreement lasted 21 years from 1 January 1874; the GER paid £320 per annum in return. Between 1874 and 1878, the GNR resignalled the entire line, in order to install the signalling block system.{{sfnp|Wrottesley|1979b|pp=24–25}} Signal boxes were built at Letchworth (although there was no station there at the time), Baldock, Ashwell, Royston, Meldreth, Shepreth, Harston, and Foxton, of which the latter two were paid for by the GER. The GER also paid for the improvement of Shelford junction. As part of the works, new sidings were installed at Baldock. The project was delivered by Saxby & Farmer and finished by April 1878.{{sfnp|Wrottesley|1979b|pp=24–25}}

Competition with the GER led to mounting pressure for faster journey times; in summer 1880, the GNR ran a midday express service which reached Kings Cross in 75 minutes. The service stopped only at Hitchin, making it one of the only services to not stop at Finsbury Park. In contrast, the fastest service towards Cambridge took 80 minutes. However, despite further attempts to improve journey times, by 1898 it was no longer possible to compete with the GER between London and Cambridge. Instead, the GNR decided to concentrate on developing passenger numbers at intermediate stops, rather than specifically from Cambridge itself.{{sfnp|Wrottesley|1979b|pp=69–70}}{{Infobox UK legislation

| short_title = {{visible anchor|Great Northern Railway Act 1887}}

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act to confer further powers upon the Great Northern Railway Company with respect to their own and other undertakings to provide for the incorporation of a Joint Committee of the Great Northern Railway Company and the Manchester Sheffield and Lincolnshire Railway Company the vesting in that Committee of an authorised Passenger Station at Nottingham and for other purposes.

| year = 1897

| citation = 60 & 61 Vict. c. xl

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent =

| commencement =

| expiry_date =

| repeal_date =

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| status = Amended

| legislation_history =

| theyworkforyou =

| millbankhansard =

| original_text = https://vlex.co.uk/vid/great-northern-railway-act-808442361

| revised_text =

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| UK-LEG_title =

| collapsed = yes

}}The GNR officially acquired the Royston and Hitchin Railway on 3 June 1897 by means of the Great Northern Railway Act 1897 (60 & 61 Vict. c. xl).{{sfnp|Grant|2017|pp=477–478}} This came into effect on 1 July 1897,{{sfnp|Gordon|1977|p=147}} bringing the line under single ownership and management for the first time in its existence.{{sfnp|Wrottesley|1979a|p=149}}{{sfnp|Gordon|1977|p=147}}

File:Letchworth_station_in_1920.jpg

Sir Ebenezer Howard's 1898 book "Tomorrow a Peaceful Path to Real Reform" detailed his proposal of a garden city; that is, a self-sufficient town designed in a circular pattern, with a large park at the centre.{{Cite web |last=Historic England |date=2016-02-18 |title=A Brief Introduction to Garden Cities |url=https://heritagecalling.com/2016/02/18/a-brief-introduction-to-garden-cities/ |access-date=2025-05-11 |website=The Historic England Blog |language=en-GB}} In the book, he presents his ideal garden city being surrounded by a circular goods railway, with a mainline railway running through the centre.{{sfnp|Howard|1898|p=16}} Furthermore, he includes the railway as one of the mechanisms by which the town would raise revenue, both by means of goods and passengers.{{sfnp|Howard|1898|pp=24–25}}

As a result of Howard's work, the first garden city was founded at Letchworth in 1903. At first, construction workers made use of a wooden halt on the line; regular passenger services were provided from 1905. A goods depot was added on 19 August 1907, and a permanent station on 18 May 1913. The station originally had two island platforms, but only the centre two tracks were used.{{sfnp|Gordon|1977|p=148}}{{sfnp|Mott|Mitchell|2006|pp=58–62}} This has since been reduced to two platforms.{{sfnp|Network Rail|2025|p=238}}{{When|date=May 2025|reason=Sources only exist saying it was four then and two now, not when they were removed.}}

A second garden city was also founded at Welwyn in 1920;{{cite book | last1 = Ward | first1 = Stephen V. | title = The Peaceful Path | date = 2016 | publisher = Hertfordshire Press | location = Hatfield | isbn = 9781909291690 | pages = 90–91}} its railway station is situated on the East Coast Main Line, making it also part of the Great Northern route.{{cite book |last=Padgett |first=David |title=Railway Track Diagrams 2: Eastern |date=October 2016 |publisher=Trackmaps |isbn=978-0-9549866-8-1 |editor-last=Brailsford |editor-first=Martyn |edition=4th |location=Frome |at=map 15A |orig-year=1988}}

File:Letchworth_station_in_1910.jpg in 1910. ]]

Hostility between the Great Northern Railway and the Great Eastern Railway cooled in the twentieth century, with GNR withdrawn from Cambridge station in July 1912. However, four GNR engines were still based there, and there were still five or six fast trains each way between King's Cross and Cambridge.{{sfnp|Wrottesley|1981|p=133}} Foxton was linked to a cement works near Barrington by a short branch line sanctioned by a Light Railway Order of 1920.{{sfnp|Gordon|1977|p=148}}{{Infobox UK legislation

| short_title = Railways Act 1921

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act to provide for the reorganisation and further regulation of Railways and the discharge of liabilities arising in connection with the possession of Railways, and otherwise to amend the Law relating to Railways, and to extend the duration of the Rates Advisory Committee.

| introduced_by = Eric Geddes

| territorial_extent = Great Britain

| royal_assent = 19 August 1921

| commencement = 1 January 1923

| repeal_date =

| amendments =

| repealing_legislation =

| related_legislation =

| status = Amended

| legislation_history =

| original_text = http://legislation.gov.uk/ukpga/Geo5/11-12/55/enacted

| revised_text = http://legislation.gov.uk/ukpga/Geo5/11-12/55

| collapsed = y|

| statute_book_chapter = 11 & 12 Geo. 5. c. 55

}}

During World War I (1914–1918), the government took control of all the railways in order to use them for the war effort.{{Cite journal |last=Channon |first=Geoffrey |date=1981 |title=The Great Western Railway under the British Railways Act of 1921 |url=https://www.jstor.org/stable/3114895 |journal=The Business History Review |volume=55 |issue=2 |pages=188–216 |doi=10.2307/3114895 |jstor=3114895 |issn=0007-6805 |url-access=subscription}} In an attempt to stem the losses of the 120 extant railway companies at the time, the government enacted the Railways Act 1921, which grouped the railways into four large companies, which were dubbed the "Big Four".{{Cite journal |last=Acworth |first=W. M. |date=1923 |title=Grouping Under the Railways Act, 1921 |url=https://www.jstor.org/stable/2222914 |journal=The Economic Journal |volume=33 |issue=129 |pages=19–38 |doi=10.2307/2222914 |jstor=2222914 |issn=0013-0133 |url-access=subscription}} Both the GNR and GER became part of the London and North Eastern Railway (LNER), which was the second largest of these companies.{{cite web |title=London & North Eastern Railway Co |url=https://collection.sciencemuseumgroup.org.uk/people/ap26/london-north-eastern-railway-co |publisher=Science Museum, London |language=en}} This meant that both routes between Cambridge and London were under the same ownership, ending the competition between the two lines.{{sfnp|Gordon|1977|p=148}}

In May 1932, the LNER introduced five daily 'Garden Cities Expresses', which took 82 minutes to run from London to Cambridge and 77 minutes to return. These were soon renamed to the 'Cambridge Buffet Expresses', and from July 1932 they were accelerated to 72 and 72 minutes respectively.{{sfnp|Gordon|1977|p=148}} The popularity of the service was largely derived from Letchworth's status as an alcohol-free town, which led residents to use the train as a pub.{{Sfn|Le Vay|2014|p=183}} The service was suspended at the outbreak of World War II in 1939, but was reinstated on 6 December 1948, with four daily services in times of 82–90 minutes. In the pre-war years the original three-coach formations had on occasion to be strengthened to as many as nine or ten coaches.{{sfnp|Gordon|1977|p=148}}{{Infobox UK legislation

| short_title = Transport Act 1947

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act to provide for the establishment of a British Transport Commission concerned with transport and certain other related matters, to specify their powers and duties, to provide for the transfer to them of undertakings, parts of undertakings, property, rights, obligations and liabilities, to amend the law relating to transport, inland waterways, harbours and port facilities, to make certain consequential provision as to income tax, to make provision as to pensions and gratuities in the case of certain persons who become officers of the Minister of Transport, and for purposes connected with the matters aforesaid.

| year = 1947

| introduced_by =

| territorial_extent = United Kingdom

| royal_assent = 6 August 1947

| commencement = {{start date|1948|01|01|df=yes}}

| repeal_date = {{end date|1963|01|01|df=y}}

| amendments =

| repealing_legislation = Transport Act 1962

| related_legislation =

| status = Repealed

| legislation_history =

| original_text = https://www.legislation.gov.uk/ukpga/Geo6/10-11/49/enacted

| revised_text =

| use_new_UK-LEG =

| collapsed = y

| statute_book_chapter = 10 & 11 Geo. 6. c. 49

}}The Transport Act 1947 merged the Big Four into a single nationalised operator under the ownership of the British Transport Commission's Railway Executive, which traded as British Railways. This meant the Cambridge line was owned by the British Transport Commission, the fourth time the ownership of the line had changed hands.{{Cite web |title=Transport Act, 1947 |url=http://www.legislation.gov.uk/ukpga/1947/49/pdfs/ukpga_19470049_en.pdf |access-date=10 May 2017 |website=legislation.gov.uk}}

Situated between Foxton and Cambridge,{{sfnp|Jowett|1989|pp=87 & 119A}} Harston railway station had served the villages of Harston and Hauxton since it opened with the rest of the line in 1852.{{sfnp|Wrottesley|1979a|pp=75–76}} A victim of the Beeching Axe, it was closed to passengers in 1963, and goods traffic continued until 1964. A feasibility study to re-open the station was carried out in 1996 but rejected by South Cambridgeshire District Council.{{Cite web |last=Findlay |first=Cait |date=2024-10-02 |title=The lost railway Cambs station that could have reopened but plans were rejected |url=https://www.cambridge-news.co.uk/news/history/lost-railway-cambridgeshire-station-could-30053936 |access-date=2025-05-12 |website=Cambridgeshire Live |language=en}} In 2021 Anthony Browne, the MP for South Cambridgeshire at the time, called for the station to be reopened, saying that "Installing a small new station on an existing line should be straightforward and cause minimal disruption". The proposal did not materialise in any form, and no other attempts to reopen the station have been made since.

The towns on the line have seen significant growth, in particular Letchworth, Baldock, and Royston.{{sfnp|Gordon|1977|p=148}} For example, the population of Letchworth grew from 10,302 in 1921 to 29,760 in 1971,{{cite web |title=Letchworth Urban District, A Vision of Britain through Time |url=https://www.visionofbritain.org.uk/unit/10042100 |access-date=4 October 2021 |publisher=GB Historical GIS / University of Portsmouth}} and is currently at 33,990 as of 2021.{{cite web |title=Towns and cities, characteristics of built-up areas, England and Wales: Census 2021 |url=https://www.ons.gov.uk/peoplepopulationandcommunity/housing/articles/townsandcitiescharacteristicsofbuiltupareasenglandandwales/census2021 |access-date=8 August 2023 |website=Census 2021 |publisher=Office for National Statistics}} Furthermore, many of its industries have developed with the railway; in 1965 Letchworth despatched 64,197 tons of freight in full wagon loads and 8,554 in smaller consignments. The station also issued 151,295 ordinary and 2,795 season tickets the same year.{{sfnp|Gordon|1977|p=148}}

During the 1970s, British Rail focussed their electrification efforts on the Great Northern suburban services. Electrification reached Welwyn Garden City and Hertford North on 3 November 1976, and as far as Stevenage on 6 February 1978. The Cambridge Line was chosen for electrification in 1978, primarily because it allowed an alternative electrified route to London while essential upgrade works were carried out on the West Anglia Main Line. However, electrification was not pursued further than Royston as it was not considered value-for-money to electrify as far as Cambridge.{{Harvtxt|Phillips|2025}}{{Page needed|date=May 2025}} However this meant that the through service was severed; passengers had to change from the electrified service at {{stnlnk|Royston}} to a diesel train service to {{stnlnk|Cambridge}}.{{sfnp|Gillham|1988|pp=183–184}}

In early 1978 ten sidings and a carriage washing plant were added {{convert|3/4|mi}} east of Letchworth.{{sfnp|Gillham|1988|pp=183–184}}

British Rail had originally subdivided its services by region, including the Eastern region,{{Cite web |last=Johnson |first=Marc |date=2013-12-19 |title=The fall and rise of Britain's railways |url=https://www.railstaff.co.uk/2013/12/19/the-fall-and-rise-of-britains-railways-3/ |access-date=2025-05-12 |website=RailStaff |language=en-GB}} which the Cambridge line had been part of. However, in 1982 sectorisation split operations by traffic type, and the line fell under the Great Northern subdivision of London & South East, which was rebranded as Network SouthEast in 1986. It was expected that Network SouthEast would cover its costs from revenue in contrast to rural services, which were heavily subsidised.{{Cite book |last=Lawrence |first=Mark |title=Network SouthEast - From Sectorization to Privatisation |date=16 May 1994 |publisher=OPC Rail Print |isbn=9780860934943}}{{Page needed|date=May 2023}}

On the 4 March 1987, approval was given by Network SouthEast for the extension of electrification as far as Cambridge;{{sfnp|Gourvish|2002|p=220}} electric operation commenced on 16 May 1988.{{sfnp|Mott|Mitchell|2006|loc=introduction}} This was combined with track improvements to increase speed on the line.

File:Ashwell_&_Morden_station_geograph-3240634-by-Ben-Brooksbank.jpg

On 7 December 1996, it was announced that Prism Rail had won the West Anglia Great Northern franchise, which allowed them to operate the services on the line until 2004.{{Cite news |title=Prism wins franchise for Great Northern |url=https://www.independent.co.uk/news/business/prism-wins-franchise-for-great-northern-1313385.html |archive-url=http://web.archive.org/web/20250225184946/https://www.independent.co.uk/news/business/prism-wins-franchise-for-great-northern-1313385.html |archive-date=2025-02-25 |access-date=2025-05-12 |work=The Independent |language=en-GB}} The Great Northern section of the franchise was extended until 2006,{{Cite web |date=2004-04-22 |title=Franchising Programme Continues Apace |url=http://www.sra.gov.uk/news/2004/2/extensions_130204 |url-status=usurped |archive-url=https://web.archive.org/web/20040422173122/http://www.sra.gov.uk/news/2004/2/extensions_130204 |archive-date=22 April 2004 |access-date=12 May 2025 |website=Strategic Rail Authority}} with West Anglia Great Northern rebranding to WAGN to reflect their loss of the West Anglia portion.{{Cn|date=May 2025}}

On 13 December 2005, the Department for Transport awarded the new franchise to FirstGroup, with the services operated by Thameslink and West Anglia Great Northern transferring to First Capital Connect on 1 April 2006.{{cite press release |title=Department for Transport Announces Winner of Thameslink/GN Franchise |date=13 December 2005 |publisher=Department for Transport |url=http://www.gnn.gov.uk/environment/fullDetail.asp?ReleaseID=181549&NewsAreaID=2&NavigatedFromDepartment=False |url-status=dead |archive-url=https://web.archive.org/web/20070310142714/http://www.gnn.gov.uk/environment/fullDetail.asp?ReleaseID=181549&NewsAreaID=2&NavigatedFromDepartment=False |archive-date=10 March 2007}} In December 2011, the DfT announced that all services operated by First Capital Connect would be included within the new Thameslink, Southern and Great Northern franchise.{{cite web |date=19 December 2011 |title=Thameslink franchise 2013 |url=http://www.dft.gov.uk/publications/thameslink-franchise-2013/ |url-status=live |archive-url=https://web.archive.org/web/20120110201605/http://www.dft.gov.uk/publications/thameslink-franchise-2013 |archive-date=10 January 2012 |access-date=31 December 2011 |publisher=Department for Transport}} Their franchise was extended twice, ending on 13 September 2014.{{cite press release |title=Passengers on track to receive multi-billion pound improvements to services |date=18 February 2014 |publisher=Department for Transport |url=https://www.gov.uk/government/news/passengers-on-track-to-receive-multi-billion-pound-improvements-to-services |access-date=18 February 2014 |url-status=live |archive-url=https://web.archive.org/web/20140222070244/https://www.gov.uk/government/news/passengers-on-track-to-receive-multi-billion-pound-improvements-to-services |archive-date=22 February 2014}}

File:Hitchin Flyover seen from a train.jpg as viewed by a Down Cambridge Flyover train using it. ]]

The Hitchin Flyover to the north of the existing junction was opened in 2013 to grade-separate the northbound Down Cambridge Flyover track,{{sfnp|Network Rail|2025|p=209}} preventing conflicting movements with southbound services on the ECML. However, the alleviation of this bottleneck has done little to increase service frequency due to the continued bottleneck of the Digswell Viaduct between Welwyn Garden City and Welwyn North.{{sfnp|Office of Rail and Road|2006|p=2}}

In 2014, the newly-created Thameslink, Southern and Great Northern franchise was awarded to Govia Thameslink Railway, with the handover of services occurring on 14 September.{{Cite web |title=New rail franchising deal set to transform passenger services across London and south east |url=https://www.gov.uk/government/news/new-rail-franchising-deal-set-to-transform-passenger-services-across-london-and-south-east |access-date=2025-05-12 |website=GOV.UK |language=en}} Their franchise agreement included connecting Cambridge to the Thameslink route via the Canal Tunnels; these services started on May 20, 2018.{{Cite web |last=Savva |first=Anna |date=2018-05-05 |title=Everything you need to know about the new Cambridge to Brighton train service |url=https://www.cambridge-news.co.uk/news/cambridge-news/brighton-cambridge-train-price-timetable-14610570 |access-date=2025-05-12 |website=Cambridgeshire Live |language=en}}

On 30 June 2015, the Barrington Freight branch was reopened, the track having been re-laid and re-ballasted.{{Cite web |title=First run of the Barrington Freight. |url=https://www.rail-net.org.uk/storypage.php?storyid=302 |access-date=2025-05-13 |website=www.rail-net.org.uk}}{{Bsn|reason=The current source is insufficiently reliable (WP:NOTRS).|date=May 2025}} The branch connects to the line by a junction west of Foxton railway station.{{Cite report |url=https://scambs.moderngov.co.uk/documents/s103995/Item%207_%20A10%20Foxton%20level%20crossing%20bypass%20and%20travel%20hub.pdf |title=A10 Foxton level crossing bypass and travel hub |last=Tunstall |first=Chris |date=18 January 2018 |page=2 |access-date=13 May 2025 |archive-url=https://web.archive.org/web/20221124024107/https://scambs.moderngov.co.uk/documents/s103995/Item%207_%20A10%20Foxton%20level%20crossing%20bypass%20and%20travel%20hub.pdf |archive-date=24 November 2022 |url-status=dead}}

All services on the line are operated by Thameslink and Great Northern, with the line forming part of the Great Northern route. A mix of stopping, semi-fast, and express services operate, with some trains between London Kings Cross and Kings Lynn not stopping at all on the line.{{Cite web |title=Timetable A |url=https://timetables.greatnorthernrail.com/GN/#/timetables/3235/Table%20A?daysetId=35363&date=&print=true |access-date=2025-05-04 |website=Great Northern}}

All Thameslink services have been operated using their {{Brc|700}} Desiro City units since February 2018, as part of the Thameslink programme.{{cite web |last1=Barrow |first1=Keith |title=Peterborough and Cambridge join Thameslink network |url=http://www.railjournal.com/index.php/commuter-rail/peterborough-and-cambridge-join-thameslink-network.html |access-date=23 June 2018 |website=Rail Journal|date=26 February 2018 }} There are up to 8 trains per hour on the line between Cambridge and Brighton during peak times.

The majority of Great Northern services are operated with {{Brc|387}} Electrostar units.{{Cite web |last=Mansfield |first=Ian |date=25 February 2025 |title=Govia Thameslink Railway brings 30 more trains into service through London |url=https://www.ianvisits.co.uk/articles/govia-thameslink-railway-brings-30-more-trains-into-service-through-london-79396/ |access-date=2025-05-10 |website=ianVisits |language=en-US}} Great Northern also introduced {{brc|379}}s for their services to Letchworth in February 2025,{{Cite magazine |date=11 February 2025 |title= Class 379s enter traffic with GTR |url= https://www.modernrailways.com/article/class-379s-enter-traffic-gtr |access-date=11 February 2025 |magazine=Modern Railways}} which will replace some Class 387 units to allow them to be transferred to Southern.

{{Gallery |align=center

|File:Hitchin Station - geograph.org.uk - 4299137.jpg |Hitchin railway station in 2014.

| File:Letchworthentry.jpg |Letchworth Garden City railway station building in 2004.

|width=200|state=expanded|File:700030 heads into the sunset at Letchworth.jpg|A {{brc|700}} at Letchworth railway station in 2020.

| File:Baldock railway station 1745414 b6a69076.jpg |Baldock railway station in 1961.

| File:Ashwell & Morden station geograph-3240634-by-Ben-Brooksbank.jpg |Ashwell & Morden railway station in 1992.

| File:Royston railway station.JPG |Royston railway station in 2015.

| File:Meldreth - Flickr - XPinger (Chris Sutton).jpg |A {{brc|700}} at Meldreth railway station in 2018.

| File:Shepreth railway station from level crossing.jpg |Shepreth railway station in 2012, as viewed from the level crossing.

| File:Foxton station.jpg |Foxton railway station in 2005.

|File:Foxton Exchange sidings towards Barrington.jpg |Two GBRf freight services on the Barrington branch in 2024.

| File:Cambridge Railway Station, from near the bus station.jpg |Cambridge railway station's facade in 2025.

}}

Below are the passenger usage statistics on the National Rail network from 1 April 2002 to 31 March 2024. All stations have seen large increases in their passenger volumes, for example Cambridge having 71% more passengers in 2022 than it did in 2002.{{cite web |title=Station Usage |work=Rail Statistics |publisher=Office of Rail Regulation |url=http://www.rail-reg.gov.uk/server/show/nav.1529 |access-date=3 January 2013 |archive-date=4 July 2012 |archive-url=https://web.archive.org/web/20120704101059/http://www.rail-reg.gov.uk/server/show/nav.1529 |url-status=dead }}

File:Cambridge_line_passenger_numbers.svg showing the total passenger numbers of Cambridge line stations.]]

{{GBsta-u|{{GBsta-u A|stn=Cambridge|u1=5,478,112|u2=6,060,475|u3=6,137,423|u4=6,522,309|u5=6,997,887|u6=7,571,838|u7=7,661,146|u8=8,245,416|u9=8,823,236|u10=9,168,938|u11=9,824,859|u12=10,420,178|u13=10,954,212|u14=11,424,902|u15=11,530,158|u16=11,983,320|u17=11,599,814|u18=2,300,528|u19=6,952,780|u20=9,341,600|u21=10,033,088}}

{{GBsta-u A|stn=Foxton|u1=48,874|u2=53,538|u3=54,088|u4=64,685|u5=63,418|u6=76,898|u7=72,072|u8=76,860|u9=83,364|u10=87,974|u11=87,164|u12=94,080|u13=88,236|u14=92,908|u15=102,170|u16=101,990|u17=105,404|u18=30,564|u19=75,252|u20=87,794 |u21=94,124}}

{{GBsta-u A|stn=Shepreth|u1=41,996|u2=48,622|u3=56,747|u4=76,382|u5=75,052|u6=75,704|u7=79,104|u8=83,524|u9=82,422|u10=86,304|u11=92,146|u12=105,802|u13=105,852|u14=110,756|u15=114,294|u16=115,600|u17=117,102|u18=23,676|u19=68,718|u20=91,082 |u21=98,754}}

{{GBsta-u A|stn=Meldreth|u1=140,494|u2=157,409|u3=167,751|u4=195,567|u5=213,562|u6=216,990|u7=205,836|u8=198,626|u9=204,582|u10=221,774|u11=243,646|u12=267,218|u13=278,044|u14=269,934|u15=307,868|u16=295,470|u17=305,888|u18=82,016|u19=181,362|u20=217,158 |u21=230,482}}

{{GBsta-u A|stn=Royston|u1=935,438|u2=1,026,983|u3=1,060,800|u4=1,079,220|u5=1,147,905|u6=1,155,024|u7=1,112,974|u8=1,193,950|u9=1,217,514|u10=1,229,092|u11=1,300,508|u12=1,394,104|u13=1,434,684|u14=1,483,338|u15=1,477,616|u16=1,467,154|u17=1,435,616|u18=289,662|u19=835,428|u20=1,081,014 |u21=1,272,012}}

{{GBsta-u A|stn=Ashwell and Morden|u1=89,061|u2=98,481|u3=96,452|u4=108,013|u5=104,417|u6=116,908|u7=112,350|u8=115,720|u9=130,196|u10=119,042|u11=131,148|u12=138,638|u13=144,158|u14=150,384|u15=152,372|u16=156,490|u17=159,254|u18=34,748|u19=104,212|u20=140,696 |u21=146,024}}

{{GBsta-u A|stn=Baldock|u1=331,732|u2=377,278|u3=386,350|u4=427,635|u5=419,784|u6=473,396|u7=455,724|u8=496,896|u9=517,036|u10=535,106|u11=568,182|u12=623,898|u13=658,208|u14=648,738|u15=653,280|u16=637,664|u17=654,320|u18=154,004|u19=387,170|u20=502,586 |u21=527,306}}

{{GBsta-u A|stn=Letchworth Garden City|u1=1,091,229|u2=1,144,661|u3=1,186,565|u4=1,309,067|u5=1,364,936|u6=1,445,886|u7=1,366,714|u8=1,447,418|u9=1,513,292|u10=1,569,410|u11=1,652,253|u12=1,751,820|u13=1,861,902|u14=1,890,116|u15=1,900,970|u16=1,856,558|u17=1,834,720|u18=457,590|u19=1,189,236|u20=1,471,004 |u21=1,598,310}}

{{GBsta-u A|stn=Hitchin|u1=1,806,889|u2=1,948,003|u3=2,049,217|u4=2,368,121|u5=2,543,526|u6=2,569,494|u7=2,478,832|u8=2,594,012|u9=2,641,482|u10=2,764,232|u11=2,902,568|u12=3,035,692|u13=3,199,352|u14=3,213,416|u15=3,237,936|u16=3,265,142|u17=3,233,772|u18=750,478|u19=1,981,466|u20=2,512,254 |u21=2,682,410}}

}}

{{reflist|group=note}}

{{Reflist}}

{{refbegin|35em|indent=yes}}

• {{Cite book |last=Allen |first=Cecil J |title=The Great Eastern Railway |publisher=Ian Allen |year=1968 |isbn=978-0711006591 |volume= |location=Shepperton}}
• {{Cite report |url=https://eastwestrail-production.s3.eu-west-2.amazonaws.com/public/Route-Update-Announcement/f263d4e3c2/Route-update-report.pdf |title=Route Update Report |date=May 2023 |access-date=10 May 2025 |archive-url=https://web.archive.org/web/20230531023514/https://eastwestrail-production.s3.eu-west-2.amazonaws.com/public/Route-Update-Announcement/f263d4e3c2/Route-update-report.pdf |archive-date=31 May 2023 |url-status=usurped |last=East West Rail Co |ref=ewr}}
• {{cite book| last=Fellows| first=Reginald B.| title=London to Cambridge by Train 1845-1938| publisher=Oleander Press| place=Cambridge| year=1976| isbn=0-902675-65-6}}
• {{Cite book |last=Gillham |first=J C |title=The Age of the Electric Train: Electric Trains in Britain since 1883 |publisher=Ian Allan |year=1988 |isbn=978-0711013926 |volume= |location=Shepperton}}
• {{Cite book |last=Gordon |first=Donald Ian |title=A Regional History of the Railways of Great Britain: The Eastern Counties |publisher=Newton Abbot |year=1977 |isbn=978-0715343210 |volume=5}}
• {{Cite book |last=Gourvish |first=Terry |title=British Rail 1974-97: From Integration to Privatisation |publisher=Oxford University Press |year=2002 |isbn=978-0199250059 |volume= |location=}}
• {{Cite book |last=Grant |first=Donald J |title=Directory of the Railway Companies of Great Britain |publisher=Matador Publishers |year=2017 |isbn=978-1785893537}}
• {{Cite book |last=Grinling |first=Charles H |title=History of the Great Northern Railway, 1845 – 1895 |publisher=Methuen and Co |year=1898 |isbn=}}
• {{Cite book |last=Howard |first=Ebenezer |url=https://archive.org/details/tomorrowpeaceful00howa/page/22/mode/2up |title=Tomorrow a Peaceful Path to Real Reform |publisher=Cambridge University Press|date=1898}} {{isbn|978-1108021920}} (2010 reprint)
• {{cite book |last=Jackson |first=Alan Arthur |url=https://archive.org/details/isbn_9781853267505 |title=The Wordsworth Railway Dictionary |publisher= Wordsworth Editions |location= Ware |year=2015 |isbn=9781853267505}}
• {{Cite book |last=Jowett |first=Alan |title=Jowett's Railway Atlas |publisher=Butler & Tanner |year=1989 |isbn=978-1852600860 |language=en-GB}}
• {{Cite book |last=Le Vay |first=Benedict |url=https://archive.org/details/britainfromrails0000leva_t9p9/page/182/mode/2up |title=Britain From the Rails: a Window Gazer's Guide |publisher=Bradt Travel Guides |year=2014 |isbn=978-1841629193 |location=Chalfont St. Peter |access-date=11 May 2025 |url-access=registration }}
• {{Cite book |last=Leleux |first=Robin |title=A Regional History of the Railways of Great Britain |publisher=David & Charles |year=1976 |isbn=978-0715371657 |volume=9: The East Midlands |location=Newton Abbot}}
• {{cite book |first1=Allan |last1=Mott |first2=Vic |last2=Mitchell |title=Potters Bar to Cambridge |publisher=Middleton Press |location=Midhurst |date=2006 |isbn=1-904474-70-5}}, plates 58 to 62
• {{Cite report |last=Network Rail |author-link=Network Rail |date=1 March 2025 |title=London North Eastern Route Sectional Appendix |url=https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs%20March%2025/London%20North%20Eastern%20Sectional%20Appendix%20March%202025.pdf |url-status=dead |journal=National Electronic Sectional Appendix |archive-url=https://web.archive.org/web/20250419161826/https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional%20Appendix%20full%20PDFs%20March%2025/London%20North%20Eastern%20Sectional%20Appendix%20March%202025.pdf |archive-date=19 April 2025}}
• {{cite report |date=13 February 2006 |title=APPENDIX 2: Issues in defining and measuring railway capacity |url=http://orr.gov.uk/__data/assets/pdf_file/0018/5751/its_uleeds_app2.pdf |url-status=dead |archive-url=https://web.archive.org/web/20250406090117/https://www.orr.gov.uk/media/20205 |archive-date=6 April 2025 |accessdate=28 February 2014 |last=Office of Rail and Road}}
• {{Cite book |last=Phillips |first=Charles |title=The Great Eastern Railway - From the Grouping to the Elizabeth Line 1923-2023 |publisher=Pen and Sword Transport |year=2025 |isbn=978-1036103606 |language=en}}
• {{Cite book |last=Tyler |first=Cpt. H W |title=Report on the Derailment that Occurred near Royston on 3rd July 1866 |publisher= |year=1866 |isbn= |volume= |location=}}
• {{Cite book |last=Wrottesley |first=John |title=The Great Northern Railway |publisher=B T Batsford Limited |year=1979a |isbn=978-0713415902 |volume=1: Origins and Development |location=London}}
• {{Cite book |last=Wrottesley |first=John |title=The Great Northern Railway |publisher=B T Batsford Limited |year=1979b |isbn=978-0713415926 |volume=2: Expansion and Competition |location=London}}
• {{Cite book |last=Wrottesley |first=John |title=The Great Northern Railway |publisher=HarperCollins |year=1981 |isbn=978-0713421835 |volume=3: Twentieth Century to Grouping}}

{{Refend}}

{{commons category}}

{{Great Northern Route}}

{{Railway lines in the East of England}}

{{Coord|52.05|N|0.03|W|region:GB|display=title}}

Category:Cambridge line

Category:Hitchin

Category:Rail transport in Hertfordshire

Category:Rail transport in Cambridge

Category:Rail transport in Cambridgeshire