View source for Midland and Great Northern Joint Railway

{{Short description|Former railway network in England}}
{{Use British English|date=November 2024}}
{{Use dmy dates|date=November 2024}}
{{Infobox rail line
| box_width                       = 25em
| name                            = Midland and Great Northern<br/>Joint Railway
| color                           =
| logo                            = Midland and Great Northern Joint Railway.svg
| logo_width                      = 200px
| image                           = Map of Midland & Great Northern Joint Railway 1926.jpg
| image_width                     =
| caption                         = 1926 map of {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}
| type                            = [[Regional rail]]
| system                          =
| status                          = [[Beeching cuts|Defunct]]
| locale                          = [[East of England]]
| start                           =
| end                             =
| stations                        =
| routes                          =
| daily_ridership                 =
| open                            = 1858-1893
| close                           = 1959-1965 (vast majority)
| reopen                          = 1975-2010 ({{convert|5.25|mi}} by [[North Norfolk Railway]])
| owner                           =
| operator                        =
| character                       =
| depot                           =
| stock                           =
| event1label                     = 1893
| event1                          = Midland and Great Northern Joint Railway is incorporated
| event2label                     = 1948
| event2                          = The railway is nationalised under [[British Rail]]
| linelength                      = {{convert|183|mi|20|chain}} (1925)<ref name="RYB">{{Cite book |title=The Railway Year Book for 1926 |publisher=The Railway Publishing Company Limited |year=1926 |location=London |pages=229–231}}</ref>
| tracklength                     = {{convert|261|mi|4|chain}} (1925)<ref name="RYB" />
| tracks                          = Majority single track. {{convert|74|mi|25|chain}} double track.<ref name="RYB" />
| gauge                           = {{RailGauge|4ft8.5in}}
| old_gauge                       =
| minradius                       =
| racksystem                      =
| speed                           =
| elevation                       =
| website                         =
}}

The '''Midland and Great Northern Joint Railway''' (M&GNJR) was a railway network in England, in the area connecting southern [[Lincolnshire]], the [[Isle of Ely]] and north [[Norfolk]]. It developed from several local independent concerns and was incorporated in 1893. It was jointly owned by the [[Midland Railway]] and the [[Great Northern Railway (Great Britain)|Great Northern Railway]], and those companies had long sponsored and operated the predecessor companies.

The area directly served was agricultural and sparsely populated, but seaside holidays had developed and the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} ran many long-distance express trains to and from the territory of the parent companies, as well as summer local trains for holidaymakers. It had the longest mileage of any joint railway in the United Kingdom.<ref name = casserley>{{cite book| first=H. C.| last=Casserley| title=Britain's Joint Lines| publisher=Ian Allan| location=London| year=1968| isbn=0-7110-0024-7}}</ref>{{page needed|date=July 2018}}

In the [[Railways Act 1921|grouping of 1923]], the two joint owners of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} were absorbed into two separate companies (the Midland into the [[London, Midland and Scottish Railway]] and the Great Northern into the [[London and North Eastern Railway]]). The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} maintained a distinct identity which only formally ended with nationalisation in 1948. After 1945 the profitability of the network declined steeply, worsened by the seasonality of the business. It was duplicated by other lines and the decision was taken to close it. Most of the network closed in 1959, although some limited sections continued in use. Only a short section near [[Sheringham]] is in commercial use today, but the [[North Norfolk Railway]] is active as a heritage line.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark>{{cite book| first=Ronald H.| last=Clark| title=A Short History of the Midland & Great Northern Joint Railway| publisher=Goose and Son| location=Norwich| year=1967 }}</ref>{{page needed|date=July 2018}}<ref name = rhodes>{{cite book| first=John| last=Rhodes| title=The Midland and Great Northern Joint Railway| publisher=Ian Allan Ltd| year=1982| isbn=0-7110-1145-1 }}</ref>{{page needed|date=July 2018}}

==First railways==
The area eventually served by the Midland and Great Northern Joint Railway, taken as south Lincolnshire and north Norfolk, was late to be supplied with railway connections due to being sparsely populated [[fen]]land. The [[Great Northern Railway (Great Britain)|Great Northern Railway]] (GNR), running north through [[Huntingdon]], [[Peterborough]] and on to [[Grantham]], so forming the western edge of the area, was not authorised until 1846 and not opened until 1848 between Peterborough and [[Lincoln, England|Lincoln]]. The [[Eastern Counties Railway]] (ECR), authorised in 1836, aspired to reach [[Norwich]] and [[Great Yarmouth|Yarmouth]], but ran out of money and stopped short.

In frustration local people obtained authority for the [[Yarmouth & Norwich Railway|Yarmouth and Norwich Railway]] in the [[Yarmouth and Norwich Railway Act 1842]] ([[5 & 6 Vict.]] c. lxxxii). Running via [[Reedham, Norfolk|Reedham]] it opened to the public on 1 May 1844. In 1845 [[railway mania]] was underway, and a myriad of railway schemes was put before Parliament. Many of these foundered there, or were authorised but failed to generate investors' commitment.

By 1850 the {{abbr|ECR|Eastern Counties Railway}} had recovered from its financial difficulties of 1836 and had connected practically every town of importance in [[East Anglia]] into its system. For some years the {{abbr|ECR|Eastern Counties Railway}} had successfully resisted the promotion of independent railways in its area but this could not continue indefinitely, and some local lines began to obtain authorisation.

The [[East Anglian Railway Company]] was an amalgamation of three earlier companies, the [[Lynn and Dereham Railway]], the [[Lynn and Ely Railway]] and the [[Ely and Huntingdon Railway]]. The company became bankrupt early in 1851 and the {{abbr|GNR|Great Northern Railway}}, operating the [[East Coast Main Line]] at Peterborough, leased the line. Using running powers between its line at Peterborough and [[March, Cambridgeshire|March]] over the {{abbr|ECR|Eastern Counties Railway}}, it intended to connect to [[King's Lynn]] via the [[Wisbech]] line of the East Anglian Railway. However the powers acquired from Parliament did not include a short section between the two companies' stations at Wisbech, and the scheme foundered. The {{abbr|GNR|Great Northern Railway}} sold the line on to the {{abbr|ECR|Eastern Counties Railway}} in 1852.<ref name = rhodes/>{{page needed|date=July 2018}}<ref name = Gordon>{{cite book| first=D.I.| last=Gordon| title=A Regional History of the Railways of Great Britain: volume 5: The Eastern Counties| publisher=David & Charles| location=Newton Abbot| year=1977| isbn=0-7153-7431-1}}</ref>{{page needed|date=July 2018}}<ref name = moffat>{{cite book| first=High| last=Moffat| title=East Anglia's First Railways| publisher=Terence Dalton Limited| location=Lavenham| year=1987| isbn=0-86138-038-X}}</ref>{{page needed|date=July 2018}}

The financial performance of the {{abbr|ECR|Eastern Counties Railway}} declined over the years and in 1862 it was absorbed into the new [[Great Eastern Railway]] (GER).

==Constituents of the M&GNJR==
[[File:M&GN West.png|thumb|300px|The western section of the later {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}]]

The ultimate formation of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} resulted from the fusion of numerous local schemes, though they did not at first aspire to form a connected railway.

===Norwich and Spalding Railway===
{{Infobox UK legislation
| short_title           = Norwich and Spalding Railway Act 1853
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1853
| citation              = [[16 & 17 Vict.]] c. cxxiv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 4 August 1853
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/16-17/124/pdfs/ukla_18530124_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
On 4 August 1853 the '''Norwich and Spalding Railway''' obtained its an act of Parliament, the '''{{visible anchor|Norwich and Spalding Railway Act 1853}}''' ([[16 & 17 Vict.]] c. cxxiv), for a line from [[Spalding, Lincolnshire|Spalding]] to [[Sutton Bridge]], and from there to [[Wisbech]]. Notwithstanding the company's title, reaching [[Norwich]] was an (unfulfilled) aspiration for later rather than an immediate intention. The act stipulated that the other parts of the proposed Norwich and Spalding system could not be opened unless genuine progress was being made with the Wisbech connection.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

In fact at this time the money market was particularly difficult, partly because of the [[Crimean War]], and the company was unable to attract enough investment. It only managed to build from Spalding to [[Holbeach]], {{convert|7+1/2|mi|0}}, opening to Holbeach for goods on 9 August 1858 and for passengers on 15 November 1858. The Wisbech stipulation appears to have been overlooked for the time being.

The line connected with the Great Northern Railway (GNR) at Spalding and the {{abbr|GNR|Great Northern Railway}} agreed to work the line for three years. There were four trains daily except Sundays, with one extra on Tuesdays.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = rhodes/>{{page needed|date=July 2018}}

{{Infobox UK legislation
| short_title           = Norwich and Spalding Railway Act 1859
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Norwich and Spalding Railway Company to extend their Railway from Holbeach to Sutton Bridge in Lincolnshire.
| year                  = 1859
| citation              = [[22 & 23 Vict.]] c. cxviii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 13 August 1859
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:M&GN East.png|thumb|300px|The eastern section of the later {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}]]

The company obtained a further authorising act of Parliament, the '''{{visible anchor|Norwich and Spalding Railway Act 1859}}''' ([[22 & 23 Vict.]] c. cxviii) to extend from Holbeach to Sutton Bridge, as the earlier powers had expired. Wisbech was omitted this time, but the act stipulated that no dividend might be declared unless the company proceeded with the promotion of the Wisbech line in Parliament. This was attempted in 1860 but rejected in Parliament, and again in 1862 and 1863. The {{abbr|GNR|Great Northern Railway}} agreed to extend the working arrangement to ten years from 1 November 1861 for 50% of receipts and to carry out some permanent way improvements on the original section. The Sutton Bridge station was on the site of the later goods station, west of the [[River Nene]]. The extension to Holbeach was completed and opened on 1 July 1862.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = rhodes/>{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

===Peterborough, Wisbech and Sutton Bridge===
{{Infobox UK legislation
| short_title           = Peterborough, Wisbeach and Sutton Railway Act 1863
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for making a Railway from Peterborough to Thorney, Wisbeach, and Sutton; and for other Purposes.
| year                  = 1863
| citation              = [[26 & 27 Vict.]] c. ccxxii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 28 July 1863
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/26-27/222/pdfs/ukla_18630222_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The line connecting Wisbech{{refn|group=note|The spelling was Wisbeach until 1877.{{sfn|Wrottesley|1981|page=19}}}} to Sutton Bridge was considered important because Sutton Bridge was an important inland port further downstream on the [[River Nene]] than [[Port of Wisbech|Wisbech port]]. Wisbech would have been reached by a southward branch of the Norwich and Spalding Railway, but now an alternative means of making the connection was brought forward. On 28 July 1863 the '''{{visible anchor|Peterborough, Wisbeach and Sutton Railway Act 1863}}''' ([[26 & 27 Vict.]] c. ccxxii) authorising the '''Peterborough, Wisbech and Sutton Bridge Railway''' (PW&SBR) was passed. Capital was to be £180,000.

In 1871 [[Richard Young (MP)|Richard Young]] a local shipowner (and later director of the [[Great Eastern Railway]]) was chairman of the company.<ref>{{cite news|title= Peterborough, Wisbech and Sutton Railway company|newspaper=Cambridge Chronicle and Journal| date= 1 April 1871|page= 7}}</ref>

The Eastern Counties Railway had just been transformed into the Great Eastern Railway (GER), and powers were to be sought by the {{abbr|PW&SBR|Peterborough, Wisbech and Sutton Bridge Railway}} to connect to the {{abbr|GER|Great Eastern Railway}} line at Wisbech. The Norwich and Spalding Railway was given running powers between Sutton Bridge and Wisbech. It was the [[Midland Railway]] (MR), not the {{abbr|GNR|Great Northern Railway}}, that secured the contract for operating the new railway for 50% of receipts.{{sfn|Wrottesley|1981|pp=16, 19, 21}}<ref name = rhodes/>{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

===Lynn and Sutton Bridge Railway===
{{Infobox UK legislation
| short_title           = Lynn and Sutton Bridge Railway Act 1861
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to authorize the Construction of a Railway from the East Anglian Railways at Lynn to the Norwich and Spalding Railway at Sutton Bridge, and for other Purposes.
| year                  = 1861
| citation              = [[24 & 25 Vict.]] c. ccxlv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 6 August 1861
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = {{ubli|Lynn and Sutton Bridge Railway Act 1863}}
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = Lynn and Sutton Bridge Railway Act 1863
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to amend "The Lynn and Sutton Bridge Railway Act, 1861."
| year                  = 1863
| citation              = [[26 & 27 Vict.]] c. cxciii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 21 July 1863
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = {{ubli|Lynn and Sutton Bridge Railway Act 1861}}
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/26-27/193/pdfs/ukla_18630193_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The next section of the future {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} to be built was the '''Lynn and Sutton Bridge Railway''', which was authorised by the '''{{visible anchor|Lynn and Sutton Bridge Railway Act 1861}}''' ([[24 & 25 Vict.]] c. ccxlv) on 6 August 1861 with capital of £100,000.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}} It was to connect with the Eastern Counties Railway (soon to be {{abbr|GER|Great Eastern Railway}}) at [[South Lynn railway station|South Lynn]], near the major port of [[King's Lynn]]. The authorisation obliged the company to construct a new rail and road bridge at Sutton Bridge, but this was modified by the '''{{visible anchor|Lynn and Sutton Bridge Railway Act 1863}}''' ([[26 & 27 Vict.]] c. cxciii) which permitted the railway to purchase the existing road [[swing bridge]], built in 1850, and adapt it for railway use as well.<ref name = rhodes/>{{page needed|date=July 2018}} The line was opened for goods traffic throughout in November 1864 from a junction some distance south of [[King's Lynn railway station|King's Lynn station]]. Passenger trains provided by the {{abbr|GNR|Great Northern Railway}} began on 1 March 1866.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = casserley/>{{page needed|date=July 2018}}

===Spalding and Bourn Railway===
{{Infobox UK legislation
| short_title           = Spalding and Bourn Railway Act 1862
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for making a Railway, to be called "The Spalding and Bourn Railway," and for other Purposes.
| year                  = 1862
| citation              = [[25 & 26 Vict.]] c. cxcix
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 29 July 1862
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
On 29 July 1862 the '''Spalding and Bourn Railway'''{{refn|group=note|The contemporary spelling; it was altered (in railway terminology) to Bourne in 1894.{{sfn|Rhodes|1982|page=10}}{{sfn|Wrottesley|1981|page=20}}}} was authorised by the '''{{visible anchor|Spalding and Bourn Railway Act 1862}}''' ([[25 & 26 Vict.]] c. cxcix), also with capital of £100,000. This line was to make an end-on junction at [[Bourne, Lincolnshire|Bourne]] with an offshoot of the {{abbr|GNR|Great Northern Railway}}, the [[Bourn and Essendine Railway]]. The line was opened on 1 August 1866. It ran through practically unpopulated terrain. The {{abbr|GNR|Great Northern Railway}} worked the line.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

===PW&SBR extending to Wisbech===
{{Infobox UK legislation
| short_title           = Peterborough, Wisbeach and Sutton Railway Act 1864
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for authorizing the Peterborough, Wisbeach, and Sutton Railway Company to extend their Line of Railway; and for other Purposes.
| year                  = 1864
| citation              = [[27 & 28 Vict.]] c. ccxl
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 25 July 1864
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/27-28/240/pdfs/ukla_18640240_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The Peterborough, Wisbech and Sutton Bridge Railway now got authorisation in the '''{{visible anchor|Peterborough, Wisbeach and Sutton Railway Act 1864}}''' ([[27 & 28 Vict.]] c. ccxl) to make a connecting line at Wisbech to the {{abbr|GER|Great Eastern Railway}} line, and to the harbour. The connection to the {{abbr|GER|Great Eastern Railway}} was in fact not made. On 1 August 1866 its main line opened for traffic. At Peterborough it started from the [[Midland Railway]] lines, on the west side of the {{abbr|GNR|Great Northern Railway}} main line, and crossed both the Midland and {{abbr|GNR|Great Northern Railway}} track by a bridge. The line was {{convert|27|mi|0}} in length, to a junction at Sutton Bridge. The Midland Railway worked the trains, working to and from the [[Peterborough East railway station|GER station at Peterborough]] and calling at the [[Peterborough railway station|GNR station]] en route.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Rivalry between the GNR and the GER==
The Great Eastern Railway (GER) was formed on 7 August 1862, from the Eastern Counties Railway and other concerns. The {{abbr|GER|Great Eastern Railway}} made it{{what|date=March 2025}} clear, not least by bitter parliamentary struggles, to get authorisation for its own line or for running powers to get to [[Doncaster]]. Considerable quantities of coal were being brought south from the [[South Yorkshire Coalfield]] by the {{abbr|GNR|Great Northern Railway}}, and the {{abbr|GER|Great Eastern Railway}} sought to take a share of the traffic. Fearing that this might happen, suddenly giving the {{abbr|GER|Great Eastern Railway}} a monopoly of the coal traffic to [[East Anglia]], the {{abbr|GNR|Great Northern Railway}} started to sponsor friendly railways in the area itself.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Midland and Eastern Railway==
{{Infobox UK legislation
| short_title           = Lynn and Sutton, Spalding and Bourn, and Norwich and Spalding Railways Act 1866
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to amalgamate the Lynn and Sutton Bridge and the Spalding and Bourn Railway Companies, and for a Lease of the Norwich and Spalding Railway to the amalgamated Company; and for other Purposes.
| year                  = 1866
| citation              = [[29 & 30 Vict.]] c. cclxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 23 July 1866
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/29-30/265/pdfs/ukla_18660265_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = Midland and Eastern and Norwich and Spalding Railways Act 1867
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to confirm certain Agreements between the Midland Railway Company and the Great Northern Railway Company on the one hand, and the Midland and Eastern, the Norwich and Spalding, and the Stamford and Essendine Railway Companies on the other hand; and for other Purposes connected with the Undertakings of those Companies.
| year                  = 1867
| citation              = [[30 & 31 Vict.]] c. clxxxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 12 August 1867
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/30-31/185/pdfs/ukla_18670185_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:Spalding1866.png|thumb|300px|Spalding and Sutton Bridge railways in 1866]]

The Lynn and Sutton Bridge Railway and the Spalding and Bourn Railway amalgamated to form the '''Midland and Eastern Railway''' in 1866; the intention was to push westward to [[Saxby, Lincolnshire|Saxby]] and join the Midland Railway there. This plan was opposed by the Great Northern Railway and the compromise was that the scheme was dropped, but that the Midland Railway was given running powers from over two {{abbr|GNR|Great Northern Railway}}-sponsored lines: from [[Bourne, Lincolnshire|Bourne]] to [[Essendine]], and (by reversing there) from Essendine to [[Stamford, Lincolnshire|Stamford]]; this was not a direct or fast route. The arrangement was agreed, and ratified by the '''{{visible anchor|Lynn and Sutton, Spalding and Bourn, and Norwich and Spalding Railways Act 1866}}''' ([[29 & 30 Vict.]] c. cclxv) of 23 July 1866.<ref name = clark/>{{page needed|date=July 2018}} The Midland and Eastern Railway was operated by the {{abbr|GNR|Great Northern Railway}} and the Midland jointly, authorised by the '''{{visible anchor|Midland and Eastern and Norwich and Spalding Railways Act 1867}}''' ([[30 & 31 Vict.]] c. clxxxv).{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = rhodes/>{{page needed|date=July 2018}}

The Midland and Eastern Railway leased the Norwich and Spalding line, but the {{abbr|N&SR|Norwich and Spalding Railway}} remained nominally independent until 1 July 1877.<ref name = clark/>{{page needed|date=July 2018}} It needed to go to Parliament to plead that it had, in good faith, tried to make a Sutton to Wisbech line, but had been prevented; and that the line had in fact been pre-empted by the {{abbr|PW&SBR|Peterborough, Wisbech and Sutton Bridge Railway}}; this was accepted and the {{abbr|N&SR|Norwich and Spalding Railway}} was released from the prohibition on declaring a dividend. The Midland and Eastern Railway now effectively controlled the whole of the western section of the future {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}, except for the Peterborough to Sutton Bridge line, which was still controlled by the Midland Railway.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

The Midland and Eastern was jointly owned by the {{abbr|GNR|Great Northern Railway}} and the Midland Railway, but it operated more or less independently. The joint committee did not meet between 1867 and 1880; trains of the two owning companies ran their own trains on the lines. In this period the network was referred to as the '''Bourne and Lynn Joint Railway'''.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==GN and GE Joint Line==
{{main|Great Northern and Great Eastern Joint Railway}}
For several years the [[Great Eastern Railway]] had been trying to get access to northern districts, and had been frustrated by the [[Great Northern Railway (Great Britain)|Great Northern Railway]]'s opposition. Nevertheless, the {{abbr|GER|Great Eastern Railway}} repeatedly presented bills for such lines, and the {{abbr|GNR|Great Northern Railway}} calculated that it was only a matter of time until it was successful. This policy came to fruition in April 1878 during parliamentary hearings on a {{abbr|GER|Great Eastern Railway}} bill, and negotiations were set in place to establish what became the '''Great Northern and Great Eastern Joint Line''', forming a through route from [[Doncaster]] to [[March, Cambridgeshire|March]] via [[Lincoln, England|Lincoln]].

The {{abbr|GNR|Great Northern Railway}} and the Midland Railway had hitherto dominated the southward flow of [[Nottinghamshire]] and [[South Yorkshire]] coal, and saw that the dominance was vulnerable. This led the {{abbr|GNR|Great Northern Railway}} and the Midland to look favourably at further development of the Bourne and Lynn Joint Railway (Midland and Eastern Railway).{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Sutton Bridge Dock failure==
Sanction was obtained by an independent shipping company in the [[Sutton Bridge Dock Act 1875]] ([[38 & 39 Vict.]] c. ccvii) to develop [[Sutton Bridge#Dock|Sutton Dock]]. [[Port of Wisbech|Wisbech]] had traditionally been used as an inland port, but a Sutton Bridge Dock, connected to the railway network, could be advantageous, saving part of the difficult navigation up the [[River Nene]]. The {{abbr|GNR|Great Northern Railway}} subscribed £20,000, calculating that this could be an export point for coal. The dock opened on 14 May 1881, and a short branch railway had been constructed to serve it. The day after the opening it was observed that the lock gates were not watertight, and in fact a general failure of the wall of the dock took place.<ref>{{cite news|title= Sutton Bridge Dock|newspaper= Portsmouth Evening News |date= 24 June 1881|page= 3}}</ref> Ships that had entered the dock were got away, but repairs to the dock were said to be impracticable, and the dock was not used again; the {{abbr|GNR|Great Northern Railway}} had by then expended £55,000 on an unusable dock system.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==In the east==
===Great Yarmouth and Stalham Light Railway===
{{Infobox UK legislation
| short_title           = Great Yarmouth and Stalham (Light) Railway Act 1876
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for making a Railway from Great Yarmouth, in the County of Norfolk, to Stalham, in the same county; and for other purposes.
| year                  = 1876
| citation              = [[39 & 40 Vict.]] c. lxxxii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://books.google.co,/books?id=GbgwAQAAMAAJ&pg=RA10-PA1
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:Lynn-rlies-1879.png|thumb|300px|Railways around [[King's Lynn]] in 1879]]

Further east, it was not until 1876 that the first railway section of the future {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} was approved by the '''{{visible anchor|Great Yarmouth and Stalham (Light) Railway Act 1876}}''' ([[39 & 40 Vict.]] c. lxxxii): the '''Great Yarmouth and Stalham Light Railway'''<ref group = note>This was before the era of the [[Light Railways Act 1896]] ([[59 & 60 Vict.]] c. 48), which obviated the securing of an act of Parliament in some circumstances.</ref> was authorised on 27 June 1876;{{refn|group=note|Clark gives exhaustive details of enactment dates.{{sfn|Clark|1967|p=13}} Wrottesley gives 26 July 1876.{{sfn|Wrottesley|1981|page=34}}}} capital was £98,000. The line would run northwest for {{convert|16|mi}}; the [[Great Yarmouth]] terminal, later to be known as {{rws|Yarmouth Beach}}, was well situated for holidaymakers, but at this stage there was no connection to other railways. The first section, to {{rws|Ormesby}}, was opened on 7 August 1877.

{{Infobox UK legislation
| short_title           = Yarmouth and North Norfolk (Light) Railway Act 1879
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to confer further powers upon the Yarmouth and North Norfolk (Light) Railway Company.
| year                  = 1879
| citation              = [[42 & 43 Vict.]] c. lxxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 3 July 1879
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/42-43/75/pdfs/ukla_18790075_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
From Ormesby to [[Hemsby]] opened on 16 May 1878, but there was a legal argument about a level crossing at Hemsby, and the next section to [[Martham]] opened from a temporary station north of the level crossing, on 15 July 1878. A temporary station south of the crossing was used from October. The legal position was resolved by the '''{{visible anchor|Yarmouth and North Norfolk (Light) Railway Act 1879}}''' ([[42 & 43 Vict.]] c. lxxv) in July 1879 and the permanent {{rws|Hemsby||Hemsby station}} opened, and the two temporary stations closed.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

{{Infobox UK legislation
| short_title           = Yarmouth and North Norfolk (Light) Railway Act 1878
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Great Yarmouth and Stalham (Light) Railway Company to construct a new Railway and other works; and for other purposes.
| year                  = 1878
| citation              = [[41 & 42 Vict.]] c. xl
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 27 May 1878
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://books.google.com/books?id=alc1AQAAMAAJ&pg=PA399
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Meanwhile, on 27 May 1878 the company got powers in the '''{{visible anchor|Yarmouth and North Norfolk (Light) Railway Act 1878}}''' ([[41 & 42 Vict.]] c. xl) to extend to [[North Walsham]], and to change its name to the '''Yarmouth and North Norfolk Light Railway''', with additional capital of £60,000.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}} Its status as a [[light railway]] was designed to prevent the [[Great Eastern Railway]] from acquiring running powers over the line.<ref name = rhodes/>{{page needed|date=July 2018}} Successive openings took place: to [[Catfield]] on 17 January 1880 and on to [[Stalham]] on 3 July 1880.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

===Lynn and Fakenham Railway===
{{Infobox UK legislation
| short_title           = Lynn and Fakenham Railway Act 1876
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to authorize the construction of Railways between King's Lynn and Fakenham in the County of Norfolk and for other Purposes connected with the said Undertaking.
| year                  = 1876
| citation              = [[39 & 40 Vict.]] c. cxlvi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 13 July 1876
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://books.google.com/books?id=1rcwAQAAMAAJ&pg=RA29-PA1
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:Lynn-rlies-1885.png|thumb|300px|Railways around [[King's Lynn]] in 1885]]

On 13 July 1876 the '''Lynn and Fakenham Railway''' (L&FR) was authorised by an act of Parliament, the '''{{visible anchor|Lynn and Fakenham Railway Act 1876}}''' ([[39 & 40 Vict.]] c. cxlvi), in the face of bitter opposition by {{abbr|GER|Great Eastern Railway}} interests. With capital of £150,000 it was to run from {{abbr|GER|Great Eastern Railway}}-influenced connections near King's Lynn to near [[Fakenham]]. Surprisingly, the {{abbr|GER|Great Eastern Railway}} made no attempt to take control of this line, in fact making obstructions to the construction process. It was opened to [[Great Massingham|Massingham]] on 16 August 1879, extending to Fakenham on 16 August 1880.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}<ref name = casserley/>{{page needed|date=July 2018}}

{{Infobox UK legislation
| short_title           = Lynn and Fakenham Railway (Extensions) Act 1880
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Lynn and Fakenham Railway Company to extend their Railway to Norwich and Blakeney; and for other purposes.
| year                  = 1880
| citation              = [[43 & 44 Vict.]] c. clxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 12 August 1880
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/43-44/165/pdfs/ukla_18800165_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
On 12 August 1880 the Lynn and Fakenham got approval in the [[Lynn and Fakenham Railway (Extensions) Act 1880]] ([[43 & 44 Vict.]] c. clxv) to extend to [[Norwich]], creating a much sought-after independent line to the city. The line was to pass through [[Melton Constable]], and from that place there was to be a branch to [[Blakeney, Norfolk|Blakeney]] Harbour. On 11 August 1881 the Lynn and Fakenham and the Yarmouth and North Norfolk companies together managed at last to get powers to build from [[Melton Constable]] to North Walsham, which would connect their systems. In the same act the Lynn and Fakenham got powers to build from [[Kelling]] to [[Cromer]] (not actually built), and the Yarmouth and North Norfolk was converted from a light railway to a full system, avoiding the speed and weight restrictions imposed by light railway status. The {{abbr|L&FR|Lynn and Fakenham Railway}} opened from Fakenham to [[Guestwick]] on 19 January 1882, and from there to [[Lenwade]] on 1 July 1882. The final section to Norwich was opened on 2 December 1882. The Norwich station was named [[Norwich City railway station|Norwich City]] from the outset. Melton to North Walsham was opened on 5 April 1883.<ref name = rhodes/>{{page needed|date=July 2018}}{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

===Yarmouth Union Railway===
{{Infobox UK legislation
| short_title           = Yarmouth Union Railway Act 1880
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to incorporate a Company for the construction of the Yarmouth Union Railway; and for other purposes.
| year                  = 1880
| citation              = [[43 & 44 Vict.]] c. cxcv
| introduced_commons    =
| introduced_lords      =
| territorial_extent    =
| royal_assent          = 26 August 1880
| commencement          =
| expiry_date           =
| repeal_date           =
| amends                =
| replaces              =
| amendments            =
| repealing_legislation =
| related_legislation   =
| status                =
| legislation_history   =
| theyworkforyou        =
| millbankhansard       =
| original_text         = https://www.legislation.gov.uk/ukla/Vict/43-44/195/pdfs/ukla_18800195_en.pdf
| revised_text          =
| use_new_UK-LEG        =
| UK-LEG_title          =
| collapsed             = yes
}}
The '''Yarmouth Union Railway''' (YUR) was a short line, {{convert|1|mi|2|ch|km|2}} long, was authorised by the '''{{visible anchor|Yarmouth Union Railway Act 1880}}''' ([[43 & 44 Vict.]] c. cxcv) on 26 August 1880, to extend from the Yarmouth and North Norfolk station at {{rws|Yarmouth Beach}} to the quay, where it became effectively a [[Tramway (industrial)|tramway]], joining the GE tramway there (but not facilitating any through running between the two systems.) The capital was £20,000. The {{abbr|YUR|Yarmouth Union Railway}} itself was slow to start work, but with the assistance of the Yarmouth and North Norfolk the work was pushed forward and completed on 15 May 1882.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}

==Amalgamation: the Eastern and Midlands Railway==
{{main|Eastern and Midlands Railway}}
{{Infobox UK legislation
| short_title           = Eastern and Midlands Railway (Amalgamation) Act 1882
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to amalgamate the Lynn and Fakenham the Yarmouth and North Norfolk (Light) the Yarmouth Union the Midland and Eastern and the Peterborough Wisbeach and Sutton Railway Companies.
| year                  = 1882
| citation              = [[45 & 46 Vict.]] c. ccxxvii
| introduced_commons    =
| introduced_lords      =
| territorial_extent    =
| royal_assent          = 18 August 1882
| commencement          =
| expiry_date           =
| repeal_date           =
| amends                =
| replaces              =
| amendments            =
| repealing_legislation =
| related_legislation   =
| status                =
| legislation_history   =
| theyworkforyou        =
| millbankhansard       =
| original_text         = https://www.legislation.gov.uk/ukla/Vict/45-46/227/pdfs/ukla_18820227_en.pdf
| revised_text          =
| use_new_UK-LEG        =
| UK-LEG_title          =
| collapsed             = yes
}}
Now the many railway companies that were independent of the Great Eastern Railway saw that amalgamation with one another was desirable. On 18 August 1882 the '''{{visible anchor|Eastern and Midlands Railway (Amalgamation) Act 1882}}''' ([[45 & 46 Vict.]] c. ccxxvii) was passed, which arranged that on the first day of 1883 the Eastern and Midlands Railway<ref group = note>Midlands as opposed to Midland appears to be correct. Wrottesley uses Midlands consistently, as does Casserley on page 16, and Burgess in several places, and Carter on page 453. Awdry uses Midlands, page 125. Hopwood uses it However Rhodes uses Midland on page 12. Clark uses both in quick succession, quoting titles of acts: Midlands on page 21; both spellings on page 22; Midland on page 23.</ref> was created by amalgamating the Lynn and Fakenham Railway, the Yarmouth and North Norfolk, and the Yarmouth Union Railway. Shares generally were transferred to {{abbr|E&MR|Eastern and Midlands Railway}} stock, but some preference shareholders retained their rights. By the same act of Parliament a second stage arranged that the {{abbr|E&MR|Eastern and Midlands Railway}} took over the Midland and Eastern Railway on 1 July 1883. The {{abbr|MR|Midland Railway}} and {{abbr|GNR|Great Northern Railway}} working arrangements were to continue on those affected routes, and the {{abbr|E&MR|Eastern and Midlands Railway}} could only run trains on those section with the consent of those larger railways.<ref name = clark />{{page needed|date=July 2018}}<ref name = carter>{{cite book| first=E.F.| last=Carter| title=An Historical Geography of the Railways of the British Isles| publisher=Cassell| location=London| year=1959}}</ref>{{page needed|date=July 2018}}<ref name = burgess>{{cite book| first=Neil| last=Burgess| title=Norfolk's Lost Railways| publisher=Stenlake Publishing Ltd| location=Catrine| year=2016| isbn=978-1-84033-7556}}</ref>{{page needed|date=July 2018}}

The whole line from Bourne to Great Yarmouth was now under the control of the Eastern and Midlands Railway. The train service at this stage was "lavish",{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}} with six trains daily on the {{rws|South Lynn}} to {{rws|Melton Constable}} section and seven from Melton to {{rws|Norwich City}}, with numerous short workings. On Sundays it was made possible to spend the day in Great Yarmouth, by running several trains throughout or connecting in to those trains.<ref name = rhodes/>{{page needed|date=July 2018}}{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Further openings==
The section from Melton Constable to [[Holt railway station (North Norfolk Railway)|Holt]] was opened on 1 October 1884.

King's Lynn was an important regional centre and port on the [[River Great Ouse|Ouse]], and the {{abbr|E&MR|Eastern and Midlands Railway}} access to it was inconvenient, involving (from the east) reversal at [[King's Lynn railway station|the GER station]] for through trains, and reliance on that company's grudging acquiescence. Thoughts had long harboured the intention of creating an independent through route and on 2 November 1885 the Lynn Loop was opened for goods traffic; passenger service followed on 1 January 1886. The line ran south of Lynn, connecting from South Lynn goods station to [[Bawsey]]. The former connection from Gaywood Road Junction, north of King's Lynn, to Bawsey was closed. The railways had referred to the main station in King's Lynn simply as "Lynn" but from this time "Lynn Town" was used instead.

After a suspension of work, the Holt to [[Cromer]] section of line was completed by direct labour, and opened on 16 June 1887. A through {{rws|London King's Cross}} to {{rws|Cromer}} express started running in August 1887, and although the construction had been expensive, the boost to revenue from the new line was considerable. A second train was put on the following year, in the down direction consisting of coaches slipped at {{rws|Peterborough}} from a {{abbr|GNR|Great Northern Railway}} Manchester train. The time from King's Cross to Cromer via Peterborough was typically {{frac|4|1|2}} hours, but the {{abbr|GER|Great Eastern Railway}} did {{rws|London Liverpool Street}} to Cromer via Norwich in {{frac|3|1|2}} hours.

At this time the decision was taken not to go ahead with the Blakeney Harbour branch from Kelling.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

{{Infobox UK legislation
| short_title           = Eastern and Midlands Railway (Further Powers) Act 1888
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Eastern and Midlands Railway Company to abandon certain authorised railways and works to make a new railway and works and for other purposes.
| year                  = 1888
| citation              = [[51 & 52 Vict.]] c. lxvi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 28 June 1888
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/51-52/66/pdfs/ukla_18880066_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
On 20 June 1888 a new branch line from North Walsham to [[Mundesley]], a small seaside resort was authorised by the '''{{visible anchor|Eastern and Midlands Railway (Further Powers) Act 1888}}''' ([[51 & 52 Vict.]] c. lxvi).<ref name = clark/>{{page needed|date=July 2018}}

==Relationships with the Midland and the GNR==
For some years there had been continuing friction between the {{abbr|E&MR|Eastern and Midlands Railway}} (and its predecessors) and the Midland Railway over the routing for goods traffic. The {{abbr|E&MR|Eastern and Midlands Railway}} contended that the Midland was obliged to route its traffic to Norwich over the {{abbr|E&MR|Eastern and Midlands Railway}} and not the {{abbr|GER|Great Eastern Railway}}, notwithstanding the inferior travel times. The Midland repeatedly protested at tribunals that no such obligation existed. Now at last a sudden rapprochement took place. A bill was to be submitted to the 1888 session of Parliament to build a connecting line from the Midland Railway near [[Ashwell, Rutland|Ashwell]] (in the vicinity of [[Oakham]]) and Bourne. The {{abbr|E&MR|Eastern and Midlands Railway}} was to build this with Midland financial help, and the following year the Midland would take over the entire western section. Traffic from the eastern section would be directed via the Midland.

At a stroke this would have cut the {{abbr|GNR|Great Northern Railway}} out of much of the traffic, even though it had constantly been friendly and supportive of the {{abbr|E&MR|Eastern and Midlands Railway}} when the Midland had treated it shabbily. This was "extraordinary conduct" by the {{abbr|E&MR|Eastern and Midlands Railway}}. R. A. Read was a director, friendly to the Midland but prone to "rash and elaborate schemes", and Wrottesley attributes these schemes to him.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

{{Infobox UK legislation
| short_title           = Eastern and Midlands Railway (Extension) Act 1888
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Eastern and Midlands Railway Company to make new Railways in the counties of Lincoln and Rutland and for other purposes.
| year                  = 1888
| citation              = [[51 & 52 Vict.]] c. lxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 28 June 1888
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/51-52/65/pdfs/ukla_18880065_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Nevertheless, the new line was sanctioned by the '''{{visible anchor|Eastern and Midlands Railway (Extension) Act 1888}}''' ([[51 & 52 Vict.]] c. lxv) on 28 June 1888, although a junction to the {{abbr|GNR|Great Northern Railway}} at [[Little Bytham]] was inserted to mollify the {{abbr|GNR|Great Northern Railway}}.<ref name = clark/>{{page needed|date=July 2018}}

In the months following the passage of the act, wiser counsels prevailed, and the {{abbr|E&MR|Eastern and Midlands Railway}}, Midland and {{abbr|GNR|Great Northern Railway}} boards negotiated a more congenial arrangement. The Midland and {{abbr|GNR|Great Northern Railway}} would become joint owners of the western section; the eastern section would be unaffected for the time being. The route of the Bourne connecting line to the Midland would be varied, to meet the Midland at [[Saxby, Lincolnshire|Saxby]]; the connection to the {{abbr|GNR|Great Northern Railway}} main line at Little Bytham would be retained; and the connecting line west of that point would be Midland property, not {{abbr|E&MR|Eastern and Midlands Railway}}. Ordinary shareholders in the {{abbr|E&MR|Eastern and Midlands Railway}} would get £47 for every £100 worth.{{refn|group=note|Wrottesley does not make it clear whether these are face value or market prices.{{sfn|Wrottesley|1981|p=65}}}} A joint committee met at King's Cross on 5 March 1889; it was a Midland and Great Northern Joint Committee, but at this stage no such designation was applied to the railway itself.

===Eastern and Midlands Railway in chancery===
At the moment when the future seemed satisfactory, the {{abbr|E&MR|Eastern and Midlands Railway}} was plunged into crisis. For some years it had been paying only modest dividends, and profitability had not always been adequate to support outgoings. W. Jones had been hiring carriages to the company and for some time had not been paid. On 27 June 1889 he obtained judgment in his favour, but the company had no money to comply. At the time there was a system established since 1867 intended to keep a railway in operation for the convenience of the public in this situation: in effect to trade out of bankruptcy.

The "rash" R. A. Read was appointed receiver, and at a shareholders' meeting in November 1889 it was stated that the company had liabilities of over £108,000 on working costs as well as £71,645 on unpaid debenture interest and guaranteed share dividends. At a further meeting on 2 May 1890 the debenture holders accused Read of being to blame for getting the line into this situation, and demanded his removal, as well as a declaration that their debenture payments should rank equally with the railway operating costs, contrary to normal practice when a line was in receivership. Appeals were eventually dismissed and despite the legal and financial difficulties the railway kept running. It was not until 16 August 1892 that a scheme of financial arrangement was finalised.

===Improvements despite the crisis===
While this was continuing, some capital improvements took place, largely funded by the Midland Railway. [[Railway signalling|Signalling]] was modernised, some additional [[passing loop|crossing places]] were established as well as some short lengths of double track, and the Bourne to Saxby line continued to be built. On 25 July 1890 an avoiding line at [[Spalding, Lincolnshire|Spalding]] was authorised, enabling through running past the south of the town. It opened for goods traffic on 5 June 1893, and on the same day the Saxby to Bourne section opened, also for goods only. On 28 June 1892 the Sutton Bridge was authorised to be renewed. It opened on 18 July 1897; it was a [[swing bridge]], and carried road and rail traffic. There were tolls on the road part of the bridge, but these were given up in 1902.

The words '''Midland and Great Northern Joint Railway''' appeared in public timetables for the first time in 1890.

==The M&GNJR is formed==
[[File:Cromer-1906.png|thumb|300px|Railways around [[Cromer]] in 1906]]

The 1889 arrangement whereby the Midland and {{abbr|GNR|Great Northern Railway}} jointly took over {{abbr|E&MR|Eastern and Midlands Railway}} lines applied only to the western section. Now in 1891 the two larger companies indicated that they wished to acquire the eastern section too. This was agreed in October 1892, and a bill was submitted to the 1893 session of Parliament. The consideration was £1,200,000 of Midland and {{abbr|GNR|Great Northern Railway}} 3% rent stock, although there were complicated provisions for preference and debenture shareholders. Both eastern and western sections transferred to the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}.

{{Infobox UK legislation
| short_title           = Midland and Great Northern Railways (Eastern and Midland Railway) Act 1893
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for vesting in the Midland and Great Northern Railway Companies the undertaking and powers of the Eastern and Midlands Railway Company and for other purposes.
| year                  = 1893
| citation              = 
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 9 June 1893
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/56-57/57/pdfs/ukla_18930057_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
With only minor interference from the {{abbr|GER|Great Eastern Railway}}, the new arrangement passed as the '''{{visible anchor|Midland and Great Northern Railways (Eastern and Midland Railway) Act 1893}}''' ([[56 & 57 Vict.]] c. lvii) on 9 June 1893: the Midland and Great Northern Joint Railway would become an incorporated entity (rather than just a committee delegated by the two principals). A total of {{convert|113|mi}} of railway was involved,{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = clark/>{{page needed|date=July 2018}}<ref name = Maxwell>{{cite magazine| first=Alexander| last=Maxwell| title=The Midland and Great Northern Railway: I: Its Traffic| magazine=Railway Magazine| date=September 1936}}</ref><ref name = hopwood>{{cite magazine| first=H.L.| last=Hopwood| title=The Midland and Great Northern Railway| magazine=Railway Magazine| date=August 1908}}</ref> so that the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} network was the longest [[joint railway]] in the United Kingdom, by mileage.<ref name = casserley/>{{page needed|date=July 2018}}

==Further projects==
===Saxby and the Spalding avoiding line opened to passengers===
On 1 May 1894 the Bourne to Saxby line was opened to passengers, with additional platforms at Saxby. The formation was made for a southward connecting curve there, but track was never laid on it. The boundary with the Joint Line was at Little Bytham as planned, and the formation of the connection to the {{abbr|GNR|Great Northern Railway}} was also made, and here too track was never laid on it. The Spalding avoiding line was opened to passenger traffic on the same day, 1 May 1894.

===Mundesley to Cromer===
The [[Midland Railway Act 1896]] ([[59 & 60 Vict.]] c. clxxxiii) of 7 August 1896 authorised the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} to build on from {{rws|Mundesley}} (not yet open) to [[Cromer]], passing south of the town and curving back to approach it from the west.

===The Norfolk and Suffolk Joint Railway===
{{main|Norfolk and Suffolk Joint Railway}}

Both the {{abbr|GER|Great Eastern Railway}} and the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} wanted to build a direct coastal line between [[Great Yarmouth]] and [[Lowestoft]]; the coastal area and Lowestoft itself were developing and offered the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} much potential. At the same time the {{abbr|GER|Great Eastern Railway}} wished to develop its access to [[Mundesley]]. Notwithstanding the friction between the two companies, a sensible accommodation was finalised on 18 March 1897 by which the {{abbr|GER|Great Eastern Railway}} bill for the Yarmouth to Lowestoft line and a Mundesley to [[Happisburgh]] line would not be opposed by the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}. The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} would simply build a connecting curve from its line swinging round the north and west of Yarmouth and connecting in to the new {{abbr|GER|Great Eastern Railway}} line, and have running powers to Lowestoft. A [[Norfolk and Suffolk Joint Railway]] company would be created, and would control the Yarmouth to Lowestoft line (from [[Gorleston]]), the North Walsham to Mundesley line, Mundesley to Cromer, and Mundesley to Happisburgh.

The Midland and Great Northern Joint Railway Bill for the curve at Yarmouth passed in Parliament on 6 August 1897, becoming the [[Midland and Great Northern Railways Joint Committee Act 1897]] ([[60 & 61 Vict.]] c. clxxxii) and the establishment of the [[Norfolk and Suffolk Joint Railway]] (N&SJR) was enacted by the [[Great Eastern Railway and Midland and Great Northern Railways Joint Committee Act 1898]] ([[61 & 62 Vict.]] c. cxx) on 25 July 1898. The Lowestoft line opened on 13 July 1903.

===Opening to Mundesley===
The Mundesley branch opened for goods traffic on 20 June 1898, and to passengers on 1 July 1898. As a joint line (from Antingham Road Junction) it had passenger trains of both companies: nine {{abbr|GER|Great Eastern Railway}} and seven {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} daily. Goods services alternated month by month.

==From 1900==
In the first years of the 20th century the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} was doing well financially. Long-distance expresses were run to the area from northern English cities as well as from London. Restaurant cars were put on, as well as workers' trains, for example bringing fish-processing women from northern Scotland for seasonal work. Fish had become an important traffic since the {{abbr|N&SJR|Norfolk and Suffolk Joint Railway}} connection to Lowestoft had been established.

Although some short sections of double track had been introduced, the majority of the network was single line, and this brought challenges to timekeeping at busy times. The Midland and GNR were operating trains on the line as of right, and the {{abbr|GER|Great Eastern Railway}} had acquired running powers over several sections and to some terminal stations. Conversely the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} needed the cooperation of the {{abbr|GER|Great Eastern Railway}} for some penetrating workings, at a time when competition with the {{abbr|GER|Great Eastern Railway}} was still intense.

In May 1906 the committee approved introduction of the Whitaker [[Token (railway signalling)|tablet exchange]] apparatus. On single-track sections, head-on collision due to signalman error was prevented by a token system: drivers of trains entering a single line section must be in possession of a physical token, a "tablet" specific to that section, and one only could only be released from control equipment in the one or other of the two [[signalbox]]es controlling entry to the section. When the train had passed through the section the tablet was placed in the apparatus at that end of the section, and only now another might be released either there or at the other end of the section. When non-stopping trains passed the tablet had to be passed from the signalman to the [[Fireman (steam engine)|fireman]] of the train, and this could not be done at speed without injury. Whitaker devised a mechanical apparatus to be placed at the lineside and on locomotives to enable the exchange at a higher speed.<ref name = sekon>{{cite magazine| first=G.A.| last=Sekon| title=How Expresses Exchange Trains Staffs and Tablets| magazine=Railway Magazine| date=October 1905}}</ref>

During [[World War I]] many of the best long-distance express passenger trains were suspended; the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} took on considerable additional goods traffic during hostilities, and many of the workforce left for the armed forces. The company maintained an [[armoured train]], constructed by the [[London and North Western Railway]] at [[Crewe Works|Crewe]],  continuously in steam from early in 1915 in case of enemy invasion.<ref>{{cite book |last1=Pratt |first1=Edwin A. |title=British railways and the great war |volume=2|date=1921 |publisher=Selwyn & Blount |location=London |oclc=835846426 |chapter=Armoured trains for coast defence}}</ref>

After 1918, government control of the railways continued, and much traffic in demobilised servicemen tested the capacity of the network. There was a general railway strike in the latter months of 1919, and a coal strike in 1921, both of which caused considerable damage to the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}. The [[1926 United Kingdom general strike|national general strike]] took place in 1926.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Grouping of the railways==
Wartime control of the railways ended on 15 August 1921, and the government passed the [[Railways Act 1921]], which had the effect of transferring most of the railways of Great Britain into one of four new large companies, in a process referred to as the "grouping". The [[Midland Railway]] was transferred to the new [[London, Midland and Scottish Railway]] (LMS), and the [[Great Northern Railway (Great Britain)|Great Northern Railway]] (as well as the [[Great Eastern Railway]]) were transferred to the new [[London and North Eastern Railway]] (LNER). The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} remained unchanged, now jointly owned by the {{abbr|LMS|London, Midland and Scottish}} and {{abbr|LNER|London and North Eastern Railway}}. The rivalry with the {{abbr|GER|Great Eastern Railway}} was naturally at an end. The change took place formally on 1 January 1923.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

The long-distance express trains were reinstated progressively, and the {{abbr|LNER|London and North Eastern Railway}} particularly emphasised {{rws|London King's Cross}} to {{rws|Cromer}} traffic. Holidays at the seaside increased in popularity very considerably after the war, and as well as trains to and from the area, local services for holidaymakers staying in the area were enhanced in the season.

However road competition, both for goods and passengers, began to take a serious toll as roads were improved. at the same time a general depression in the agricultural sector harmed {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} income.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

===Incorporation into the LNER===
The Midland and Great Northern Joint Railway had retained its identity at the grouping of the railways in 1923. In the mid-1930s there was good cooperation between the {{abbr|LMS|London, Midland and Scottish}} and the {{abbr|LNER|London and North Eastern Railway}} and in 1935 it was agreed that the {{abbr|LNER|London and North Eastern Railway}} should manage the operational aspects of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} system, though maintaining its independent identity. This took effect from 1 October 1936.<ref name = rhodes/>{{page needed|date=July 2018}} The system consisted of {{convert|183|mi|km|adj=pre|route}}, of which 40% was double track.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==World War II and after==
In 1939 [[World War II]] started, and once again most long-distance expresses were suspended; staff were called up or volunteered in the services. However the focus of defence, evacuation of children, and later the [[Normandy landings|D-day landings]] was the south coast, not the east. The war ended in 1945. The railways were run down during the war and the government passed the [[Transport Act 1947]], so that the railways became nationalised at the beginning of 1948, forming [[British Rail]]ways (BR).

The long distance and holiday trains began to be restored, and [[holiday camp]] facilities became popular, and were served by the line.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

===Local closures===
The very low usage of some parts of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} system under {{abbr|BR|British Railways}} could not be ignored, and some local closures started:

* On 6 April 1953 the {{rws|Cromer Beach}} to {{rws|Mundesley}} section (of the former Norfolk and Suffolk Joint Railway) was closed.<ref name = rhodes/>{{page needed|date=July 2018}}
* On 21 September 1953 the {{rws|Yarmouth Beach}} to {{rws|Gorleston North}} section (of the Norfolk and Suffolk Joint railway) closed.<ref>Passengers No More Second Edition page 110</ref>
* The ex-GER station {{rws|Cromer High}} was closed on 20 September 1954, services being concentrated on the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} station, Cromer Beach, which was extended and improved for the purpose.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}
* {{rws|Eye Green}}, {{rws|Thorney}} and {{rws|Wryde}} stations closed to passengers in 1957 and {{rws|North Drove}} closed to passengers in 1958.

===Diesel trains===
[[Diesel multiple unit]] vehicles were introduced on the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} from 18 September 1955, gradually taking over the entire passenger service except the long-distance trains which remained locomotive-hauled.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

==Total closure==
In May 1958 a report was finalised by British Railways. It concluded that the entirety of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} was loss-making, and was largely duplicated by routes of the former {{abbr|GER|Great Eastern Railway}}. Complete closure of passenger services was proposed. Widespread closure of goods services too was contemplated, with only the Spalding to Sutton Bridge, Peterborough to Wisbech, South Lynn to Gayton Road, and Melton Constable to Norwich City being kept. Only the Melton to Cromer branch was to be unaffected by the proposals. The scale of the closure aroused considerable opposition, mainly focussed on the reduction in amenity to communities, although there was also widespread apathy, reflected in poor turnouts at public meetings.

After deliberation the [[Transport Users Consultative Committee]] issued its decision in November 1958, that the majority of the proposed closures should proceed. Retained sections were Spalding to Bourne for goods, Spalding to Sutton Bridge for goods. A new spur would be built at Murrow connecting the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} line with the {{abbr|GN&GE|Great Northern and Great Eastern}} joint line; the Peterborough to Wisbech line would be disconnected at the Peterborough end, and served via the Murrow curve from Whitemoor, at March. Wisbech too would be retained and served from Whitemoor via Murrow. Further east the Melton Constable to Norwich line would remain open for goods trains, as would the South Lynn to Rudham line. Passenger trains would continue to operate between Melton Constable and Cromer, and between North Walsham and Mundesley. [[Great Yarmouth railway station|Yarmouth Vauxhall]] (the former {{abbr|GER|Great Eastern Railway}} station) would be extended to handle the additional seasonal passenger traffic.

The closures took place after the last trains on Saturday 28 February 1959. There was much greater public attention to the running of the last passenger trains than there had been to attending the public meetings, but the closure was decisive.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}<ref name = rhodes/>{{page needed|date=July 2018}}

Notwithstanding the dire warnings of protesters, a substitute bus service operating from [[Melton Mowbray]] to Spalding following closely the route of the railway was almost completely lacking in patronage, and was soon given up.<ref name = rhodes/>{{page needed|date=July 2018}}

The Melton Constable to Sheringham line had retained its passenger services for the time being; however that too closed to passengers after 4 April 1964. North Walsham to Mundesley closed on 5 October 1964.{{sfn|Wrottesley|1981}}{{page needed|date=July 2018}}

The Spalding to Sutton Bridge goods connection closed after Friday 2 April 1965.<ref name = rhodes/>{{page needed|date=July 2018}}

==Topography==
{{Midland and Great Northern Joint Railway RDT}}

===<span class="anchor" id="Saxby to Sutton Bridge"></span>Saxby to Sutton Bridge via Spalding===
* {{rws|Saxby}}; Midland Railway station;
* ''Little Bytham Junction''; boundary point between [[Midland Railway]] and {{abbr|M&GNJR|Midland and Great Northern Joint Railway}};
* Bourn; opened 16 May 1860; renamed {{rws|Bourne}} between 1872 and 1893; closed 2 March 1959; convergence of line from Essendine; divergence of line to Spalding;
* {{rws|Twenty}}; opened September 1866; closed 2 March 1959;
* {{rws|Counter Drain}}; opened September 1866; closed 2 March 1959;
* {{rws|North Drove}}; opened September 1866; closed 15 September 1958;
* ''Cuckoo Junction''; divergence of avoiding line to Welland Junction;
* '''{{rws|Spalding}}'''; [[Great Northern Railway (Great Britain)|Great Northern Railway]] station; opened 17 October 1848; {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} route reverses here; divergence northward of {{abbr|GNR|Great Northern Railway}} and [[Great Northern and Great Eastern Joint Railway|GN&GE Joint]] lines;.
* ''Welland Bank Junction''; convergence of avoiding line from Cuckoo Junction;
* {{rws|Weston|Lincolnshire}}; opened 1 December 1858; closed 2 March 1959;
* {{rws|Moulton|Lincolnshire}}; opened 15 November 1858; closed 2 March 1959;
* {{rws|Whaplode}}; opened 1 December 1858; closed 2 March 1959;
* {{rws|Holbeach}}; opened 15 November 1858; closed 2 March 1959;
* {{rws|Fleet|Lincolnshire}}; opened 1 November 1862; closed 2 March 1959;
* {{rws|Gedney}}; opened 1 July 1862; closed 2 March 1959;
* {{rws|Long Sutton}}; opened 1 July 1862; closed 2 March 1959;
* ''Dock Junction''; divergence of line to Docks;
* ''Sutton Bridge Junction''; convergence of line from Peterborough;
* {{rws|Sutton Bridge}}; first station Norwich and Spalding terminus opened 1 July 1862; Lynn and Sutton station opened 1 March 1866; closed 2 March 1959.

===<span class="anchor" id="Peterborough to Wisbech and Sutton Bridge"></span>Peterborough to Sutton Bridge via Wisbech===
* ''{{rws|Peterborough}}''; opened August 1850; originally Peterborough North; still open
* ''Peterborough Wisbech Junction''; divergence from [[Leicester to Peterborough Line|Midland Railway route]];
* ''Dogsthorpe Brick Works'';
* Eye; opened 1 August 1866; renamed {{rws|Eye Green}} 1875; closed 2 December 1957;
* {{rws|Thorney}}; opened 1 August 1866; closed 2 December 1957;
* {{rws|Wryde}}; opened 1 August 1866; closed 2 December 1957;
* Murrow; opened 1 August 1866; renamed {{rws|Murrow East}} 1948; closed 2 March 1959;
* {{rws|Wisbech St Mary}}; opened 1 August 1866; closed 2 March 1959;
* [[Wisbech North railway station|Wisbeach]]; opened 1 August 1866; renamed Wisbech 1877; renamed {{rws|Wisbech North}} 1948; closed 2 March 1959;
* {{rws|Ferry}}; opened 1 August 1866; closed 2 March 1959;
* {{rws|Tydd}}; opened 1 August 1866; closed 2 March 1959.
* ''Sutton Bridge Junction''; above.

===<span class="anchor" id="Sutton Bridge to Norwich"></span>Sutton Bridge to Norwich via Melton Constable===
* Sutton Bridge;
* ''Cross Keys''; east end of [[Crosskeys Bridge|swing bridge]];
* Walpole; opened 1 March 1866; closed 2 March 1959;
* {{rws|Terrington}}; opened 1 March 1866; closed 2 March 1959;
* {{rws|Clenchwarton}}; opened 1 March 1866; closed 2 March 1959;
* {{rws|West Lynn}}; opened 1 March 1866 closed 1886:
* {{rws|South Lynn}}; opened 1 January 1886; closed 2 March 1959;
* ''South Lynn Junction''; divergence of line to {{rws|King's Lynn}};
* {{rws|Gayton Road}}; opened 1 July 1887; closed 2 March 1959;
* {{rws|Grimston Road}}; opened 16 August 1879; closed 2 March 1959;
* {{rws|Hillington}}; opened 16 August 1879; closed 2 March 1959;
* {{rws|Massingham}}; opened 16 August 1879; closed 2 March 1959;
* Rudham; opened 16 August 1880; renamed {{rws|East Rudham}} 1 March 1882; closed 2 March 1959;
* {{rws|Raynham Park}}; opened 16 August 1880; closed 2 March 1959;
* Fakenham Town; opened 16 August 1880; renamed {{rws|Fakenham West}} 27 September 1948; closed 2 March 1959;
* {{rws|Thursford}}; opened 19 January 1882; closed 2 March 1959;
* {{rws|Melton Constable}}; opened 19 January 1882; closed 6 April 1964; convergence of line from Cromer; divergence of line to Yarmouth;
* {{rws|Hindolvestone}}; opened 19 January 1882; closed 2 March 1959;
* {{rws|Guestwick}}; opened 19 January 1882; closed 2 March 1959;
* {{rws|Whitwell & Reepham}}; opened 1 July 1882; closed 2 March 1959;
* {{rws|Lenwade}}; opened 1 July 1882; closed 2 March 1959;
* {{rws|Attlebridge}}; opened 2 December 1882; closed 2 March 1959;
* Costessey & Drayton; opened 2 December 1882; renamed {{rws|Drayton}} 1 February 1883; closed 2 March 1959;
* {{rws|Hellesdon}}; opened 2 December 1882; closed 15 September 1952;
* {{rws|Norwich City}}; opened 2 December 1882; closed 2 March 1959.

===Melton Constable to Cromer===
* Melton Constable; above;
* {{rws|Holt}}; opened 1 October 1884; closed 6 April 1964;
* {{rws|Weybourne}}; opened 1 July 1901; closed 6 April 1964;
* Sherringham; opened 16 June 1887; renamed '''{{rws|Sheringham}}''' 1897; {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} station closed in 1967 when new resited station opened, now part of the [[Bittern Line]]
* '''{{rws|West Runton}}'''; opened September 1887; still open as part of the Bittern Line;
* ''Runton West Junction''; divergence of line to North Walsham;
* ''Runton East Junction''; convergence of line from North Walsham and later the Bittern Line from Norwich (via ex-[[Great Eastern Railway|GER]] route);
* Cromer Beach; opened 16 June 1887; expanded and renamed '''{{rws|Cromer}}''' 1969; still open as part of the Bittern Line.

===Melton Constable to Great Yarmouth===
* Melton Constable; above;
* {{rws|Corpusty and Saxthorpe}}; opened 5 April 1883; closed 2 March 1959;
* {{rws|Bluestone}}; opened 5 April 1883; closed 1 March 1916;
* Aylsham Town; opened 5 April 1883; simply Aylsham 1902 – 1910; {{rws|Aylsham North}} from 1948; closed 2 March 1959;
* {{rws|Felmingham}}; opened 5 April 1883; closed 2 March 1959;
* North Walsham; opened 13 June 1881; renamed {{rws|North Walsham Town}} 27 September 1948; closed 2 March 1959;
* {{rws|Honing}}; opened August 1882; closed 2 March 1959;
* {{rws|Stalham}}; opened 3 July 1880; closed 2 March 1959;
* {{rws|Sutton Staithe Halt}}; opened 17 July 1933; closed 8 July 1935;
* {{rws|Catfield}}; opened 17 January 1880; closed 2 March 1959;
* {{rws|Potter Heigham}}; opened 17 January 1880; closed 2 March 1959;
* {{rws|Potter Heigham Bridge Halt}}; opened 17 July 1933; closed September 1939; reopened June 1948; closed 27 September 1958;
* {{rws|Martham}}; opened 15 July 1878; closed 2 March 1959;
* {{rws|Hemsby}}; opened 16 May 1878; closed 2 March 1959; a temporary station to north opened 15 July 1878; temporary station to south opened October 1878; temporary stations closed July 1879;
* {{rws|Little Ormesby Halt}}; opened 17 July 1933; closed 8 July 1935
* Ormesby; opened 7 August 1877; renamed {{rws|Great Ormesby}} 21 January 1884; closed 2 March 1959;
* {{rws|Scratby Halt}}; opened 17 July 1933; closed September 1939; reopened June 1948; closed 2 March 1959;
* {{rws|California|Norfolk}}; summer service only; opened 17 July 1933; closed September 1939; reopened June 1948; closed 28 September 1958;
* {{rws|Caister Camp Halt}}; summer service only; opened 17 July 1933; closed September 1939; reopened June 1948; closed 28 September 1958;
* Caister; opened 7 August 1877; renamed {{rws|Caister-on-Sea}} 1 January 1893; closed 2 March 1959;
* {{rws|Newtown Halt}}; opened 17 July 1933; closed September 1939; reopened June 1948; closed 2 March 1959;
* Yarmouth; opened 7 August 1877; renamed {{rws|Yarmouth Beach}} 1883; closed 2 March 1959.<ref name = quick>{{cite book| first=M.E.| last=Quick| title=Railway Passenger Stations in England Scotland and Wales—A Chronology| publisher=The Railway and Canal Historical Society| year=2002}}</ref>{{page needed|date=July 2018}}<ref name = burgess/>{{page needed|date=July 2018}}

==Key people==
[[Image:William Marriott.JPG|thumb|William Marriott]]

For over 40 years [[William Marriott (engineer)|William Marriott]] served the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} and its predecessors, joining the staff of the original contractors, Wilkinson and Jarvis in 1881, serving as Engineer from 1883, Locomotive Superintendent from 1884 and finally becoming Traffic Manager as well in 1919, before retiring in 1924. He is commemorated in the name of the [[Marriott's Way]] footpath, much of which follows the trackbed of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} Norwich line, and in the work of the [[North Norfolk Railway]]

==Murrow flat crossing==
At Murrow the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} crossed the {{abbr|GN&GE|Great Northern and Great Eastern}} joint Line on the level, one of few such crossings in the UK, and the only one where two joint lines crossed.<ref name = casserley/>{{page needed|date=July 2018}}

==Locomotives==
Because of the relatively early closure date, most workings throughout the life of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} were operated by steam power. A small number of diesel multiple unit services were run in the final years, alongside the very occasional incursions of early diesel locomotives.

The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} mainly used designs from the {{abbr|MR|Midland Railway}} and {{abbr|GNR|Great Northern Railway}}, but included in its stock some of the older E&M engines, often much rebuilt. The famous Beyer-Peacock engines survived in this way from the early 1880s to the mid-1930s. The best contemporary designs were acquired by the Joint in the 1893 – 1901 period, but as there were no more modern engines forthcoming, the light [[0-6-0]]s and [[4-4-0]]s provided much of the motive power on the line until 1936. From then on the {{abbr|LNER|London and North Eastern Railway}} tried various designs on the line, not necessarily bigger or even more recent than the Joint's own engines, but as the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}'s engines were scrapped, newer engines such as the K2 [[2-6-0]]s and B12 [[4-6-0]]s became common. The ex-GER D16 "Claud Hamilton" 4-4-0s provided the locomotive backbone of this later period.

From the 1950s, [[LMS Ivatt 4MT|Ivatt 4MTs]] became the dominant motive power on the system, which achieved a higher degree of standardisation than any other part of British Railways—more than 50 of these "mucky ducks" were allocated here. But there were other types still in use, and among them the line saw [[LMS Ivatt 2MT|Ivatt 2MTs]] and occasional [[BR standard class 4 2-6-0|Standard 4MT]] and {{abbr|LNER|London and North Eastern Railway}} B1 and B17 types.{{citation needed|date=May 2016}}

British Railways' Eastern Region was an early adopter of diesel motive power and the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} lines were used by [[British Rail Class 31|Brush Type 2]] locomotives and several early DMU types including [[British Rail Class 101|Class 101]] and [[British Rail Class 105|Class 105s]]. A fleet of the latter was commissioned in the mid-1950s to take over all the long-distance locomotive-hauled passenger services, but the line's closure in 1959 saw them re-allocated (especially to the Great Northern suburban commuter workings out of King's Cross, for which they were particularly unsuitable). One {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} boiler from a Hudswell Clarke 4-4-0T survives, it is hoped this will be rebuilt as a static exhibit.

{{clear}}

===Badge and livery===
[[File:Norfolk Green.JPG|thumb|left|[[Stagecoach in Norfolk|Norfolk Green]] bus painted in the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} livery]]

The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} device consists of images derived from the [[Coat of arms|coats of arms]] of the four principal cities and towns it served: (clockwise from top left) Peterborough, Norwich, Great Yarmouth and King's Lynn.

For much of the company's life the locomotives were painted a light golden brown, often referred to by paintshop staff as "autumn leaf" or "[[Yellow ochre|golden ochre]]". From 1922 the goods engines were painted dark brown, followed by the rest of the locomotives in 1929. The {{abbr|LNER|London and North Eastern Railway}} painted the survivors black. Most of the carriages were ex-{{abbr|GNR|Great Northern Railway}} and were varnished teak, but some of the older stock and rebuilds were painted and grained to look like teak. Wagon stock was generally brown oxide, the same colour as the {{abbr|GNR|Great Northern Railway}} used, until 1917 when general stock under the common user agreement began to be painted grey. The number of {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} wagons declined during the 1920s, and were eventually bought by the parent companies in 1928, leaving only service stock, which was painted red oxide. Under British Railways' control, carriages were often carmine and cream, then maroon.
{{clear}}

==Cultural impact and heritage==
[[File:M&GN Brake Van (Geograph 2566050).jpg|thumb|right|Preserved brake van No. 12 restored and in operation on the NNR.]]

The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} was frequently referred to as the "Muddle and Go Nowhere",<ref>{{cite web|url=http://www.walpolecrosskeys.co.uk/ |title=Walpole Cross Keys village website |website=Walpolecrosskeys.co.uk |access-date=17 November 2012|url-status=dead |archive-url=https://web.archive.org/web/20130518202557/http://walpolecrosskeys.co.uk/ |archive-date=18 May 2013 |df=dmy-all }}</ref> a fairly self-evident title for a route that served a mostly rural region, but after closure this phrase was commonly replaced with "Missed and Greatly Needed".<ref>{{cite web| url=http://www.spaldingtoday.co.uk/news/local/trip_back_to_the_golden_age_of_steam_1_578607| title=Trip Back to the Golden Age of Steam| website=Spalding Advertiser}}</ref>

The {{abbr|M&GNJR|Midland and Great Northern Joint Railway}}'s memory is kept alive by two heritage railway operations and railway museums.  Whilst only the short section between [[Cromer railway station|Cromer Beach]] and [[Sheringham railway station|Sheringham]] remains open to regular services,<ref>{{cite web|url=http://www.bitternline.com/index.htm |title=Bittern Line homepage |website=Bitternline.com |access-date=17 November 2012}}</ref> the section of branch line between Sheringham and Holt is operated as the [[North Norfolk Railway]].<ref>{{cite web|url=http://www.nnrailway.co.uk/ |title=North Norfolk Railway |website=Nnrailway.co.uk |access-date=17 November 2012}}</ref> The station at [[Whitwell & Reepham railway station|Whitwell]] also operates as a heritage centre, with ambitions to restore a section of the {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} main line.<ref>{{cite web| url=http://www.whitwellstation.com/default.asp| title=Whitwell and Reepham Railway| archive-url=https://web.archive.org/web/20110718042916/http://www.whitwellstation.com/default.asp |archive-date=18 July 2011 }}</ref> There is also a group dedicated to the study of the line: the M&GN Circle.<ref name = circle>{{cite web| title=M&GN Circle| url=http://www.mgncircle.org.uk/index.html}}</ref>

{{abbr|M&GNJR|Midland and Great Northern Joint Railway}} signal boxes survive at numerous locations,<ref>{{cite web|url=http://www.signalbox.org/gallery/mgn.htm |title=The signal box M&GN listing |website=Signalbox.org |access-date=17 November 2012}}</ref> with Cromer Beach box<ref>{{cite web |url=http://www.cromerbox.co.uk/ |title=Cromer signalbox museum |website=Cromerbox.co.uk |access-date=17 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120902114443/http://www.cromerbox.co.uk/ |archive-date=2 September 2012 |df=dmy-all }}</ref> being open to the public.<ref>{{cite web|url=http://www.nnrailway.co.uk/page.php?pid=3 |title=North Norfolk Railway – Sheringham station facilities |website=Nnrailway.co.uk |access-date=17 November 2012}}</ref> The box from [[Honing railway station|Honing]] also survives at the [[Barton House Railway]] near [[Wroxham]].<ref>{{cite web| url=http://www.bartonhouserailway.org.uk/signalling.php| title=Barton House Railway signalling| website=bartonhouserailway.org.uk| archive-url=https://web.archive.org/web/20110905021520/http://www.bartonhouserailway.org.uk/signalling.php | archive-date=5 September 2011 }}</ref>

The [[Turntable (rail)|turntable]] from Bourne engine shed has also survived. This turntable was built in Ipswich in 1933 and installed at Bourne. When the shed closed along with the line in 1959 it was transferred to Peterborough East railway station. After that shed closed the turntable was rebuilt at Wansford station on the [[Nene Valley railway]]<ref>{{cite web|url=http://www.nvr.org.uk/stations/?idx=2 |title=Nene Valley Railway |website=Nvr.org.uk |date=5 April 1977 |access-date=17 November 2012}}</ref>

Very little rolling stock from the line has been preserved. The North Norfolk Railway have rescued a brake van.<ref>{{Cite web|url=http://www.ws.rhrp.org.uk/ws/WagonInfo.asp?Ref=8381|archive-url=https://web.archive.org/web/20230119164715/http://www.ws.rhrp.org.uk/ws/WagonInfo.asp?Ref=8381|url-status=dead|archive-date=19 January 2023|title=M&GN 12 (body only) Goods Brake Van built 1881}}</ref> Another {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} brake van survives, No. 23 which was built in 1899, was rescued from Melton Constable in 2000.<ref>{{Cite web|url=http://www.ws.rhrp.org.uk/ws/WagonInfo.asp?Ref=8217|archive-url=https://web.archive.org/web/20211026021142/http://www.ws.rhrp.org.uk/ws/WagonInfo.asp?Ref=8217|url-status=dead|archive-date=26 October 2021|title=M&GN 23 (Body only) Brake van built 1899}}</ref> Two {{abbr|M&GNJR|Midland and Great Northern Joint Railway}} coaches survive, both at Eccles on Sea.<ref>{{Cite web|url=http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=15368|archive-url=https://web.archive.org/web/20240714135911/http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=15368|url-status=dead|archive-date=14 July 2024|title=M&GN 587 Six-wheel 6 Compartment Third (part body only)}}</ref><ref>{{Cite web|url=http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=15367|archive-url=https://web.archive.org/web/20240714135912/http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=15367|url-status=dead|archive-date=14 July 2024|title=M&GN Six-wheel Luggage Brake (body only) built 1890}}</ref> No locomotives survived, with the last complete locomotive being scrapped at the [[Longmoor Military Railway]] in 1953.<ref name="MGNJRloc">{{cite journal| last=Rowledge| first=S.| title=Midland and Great Northern Joint Railway locomotive list| publisher=Robinjay Press| location=Staplehurst}}</ref>

The "[[golden ochre]]" livery has been carried by two industrial locomotives on the North Norfolk Railway,<ref>{{cite web| url=http://arpg.org.uk/gallery/displayimage.php?album=3&pos=3 |title=Photo of Harlaxton in M&GN livery |website=Arpg.org.uk |date=6 December 2004 |access-date=17 November 2012}}</ref> and was later worn by a bus operated by [[Stagecoach in Norfolk|Norfolk Green]]<ref>{{cite web| url=http://www.norfolkgreen.co.uk/pdfs/fleetlist.pdf |title=Norfolk Green fleet list |access-date=17 November 2012}}</ref> on routes formerly served by the company.
{{clear}}

==Notes==
{{reflist | group = note}}

==Footnotes==
{{reflist|2}}

==References==
* {{cite book| first=A.J.| last=Wrottesley| title=The Midland & Great Northern Joint Railway| publisher=David & Charles| location=Newton Abbot| year=1981| isbn=0-7153-8173-3 }}

==Further reading==
* {{cite book| title=The District Controller's View No.12: Midland and Great Northern Joint Railway: M&GN Railway Operating in the 1950s| first=W.S.| last=Becket| publisher=Xpress Publishing}} <small>Detailed timetables and descriptions of all line workings, including freight</small>
* {{cite book| title=Railway World Special – The M&GN| first=M.J.| last=Clark| publisher=Ian Allan }}
* {{cite book| title=Scenes from the M&GN| first=R.H.| last=Clark| publisher=Moorland }}
* {{cite book| title=A Short History of the M&GN Joint Railway| first=R.H.| last=Clark| publisher=Goose & Son }}
* {{cite book| title=A Guide to the Midland & Great Northern Joint Railway| first=Nigel| last=Digby| publisher=Ian Allan}}
* {{cite book| title=The Stations & Structures of the Midland & Great Northern Joint Railway Vol.1| first=Nigel| last=Digby| publisher=Lightmoor Press}}<small> Architecture and civil engineering, station plans Lowestoft to Melton Constable</small>
* {{cite book| title=The Stations & Structures of the Midland & Great Northern Joint Railway Vol.2| first=Nigel| last=Digby| publisher=Lightmoor Press}}<small> Signalling and permanent way, station plans Norwich to Peterborough and Spalding</small>
* {{cite book| title=The Liveries of the Pre-Grouping Railways Vol.2 (East of England & Scotland)| first=Nigel| last=Digby| publisher=Lightmoor Press}}<small> Chapter on M&GN liveries</small>
* {{cite book| title=The Liveries of the M&GN| first=Nigel| last=Digby| publisher=M&GN Circle}}
* {{cite book| title=M&GN in Colour – Vols.1 - 4| first=Dennis| last=Greeno| publisher=M&GN Jt Railway Society}}
* {{cite book| title=Building a Railway: Bourne to Saxby| editor1-first=Stewart| editor1-last=Squires| editor2-first=Ken| editor2-last=Hollamby| publisher=Lincoln Record Society| year=2009| isbn=978-0-901503-86-2}} <small>An extraordinary collection of photographs by resident engineer Charles Stansfield Wilson, taken 1890–93, showing the construction of this extension of the M&GN</small>
* {{cite book| title=The Locomotives of the M&GN| first=A.M.| last=Wells| publisher=HMRS}} <small>A detailed and definitive work</small>
* {{cite book| title=Running a Norfolk Railway| first=A.C.| last=Whitaker| publisher=M&GN Circle}}
* {{cite book| title=Operation Norfolk: Midland & Great Northern Joint Railway Passenger Services 1954| first=E.| last=Wilkinson| publisher=Xpress Publishing}} <small>Detailed timetables and descriptions of passenger workings</small>
* {{cite book| title=British Railways Past and Present – 27 Lincolnshire| first1=Roger| last1=Hill| first2=Carey| last2=Vessey| publisher=Past & Present Publishing| year=1995}} <small> Annotated photographs some of which are of the M&GN</small>

Middleton Press "Encyclopedia of Railways" series, featuring annotated track plans and small photographs:
* {{cite book| title=Branch Lines Around Cromer| first1=Richard| last1=Adderson| first2=Graham| last2=Kenworthy| publisher=Middleton Press| year=1998}}
* {{cite book| title=Branch Lines Around Lowestoft| first1=Richard| last1=Adderson| first2=Graham| last2=Kenworthy| publisher=Middleton Press| year=2008}}
* {{cite book| title=Branch Lines Around Spalding – M&GN Saxby to Long Sutton| first=Michael| last=Back| publisher=Middleton Press| year=2009}}
* {{cite book| title=Branch Lines Around Wisbech| first=Andrew| last=Ingram| publisher=Middleton Press| year=1997}}
* {{cite book| title=Melton Constable to Yarmouth Beach| first1=Richard| last1=Adderson| first2=Graham| last2=Kenworthy| publisher=Middleton Press| year=2007}}
* {{cite book| title=Peterborough to King's Lynn: part of the M&GN| first=Michael| last=Back| publisher=Middleton Press| year=2008}}
* {{cite book| title=South Lynn to Norwich City via Melton Constable| first1=Richard| last1=Adderson| first2=Graham| last2=Kenworthy| publisher=Middleton Press| year=2011}}

==External links==
{{commons category-inline}}
* [http://www.mgncircle.org.uk/ The Midland & Great Northern Circle]
* [http://www.mandgn.co.uk/ Midland & Great Northern Joint Railway Society]
* [https://web.archive.org/web/20110605103546/http://myweb.tiscali.co.uk/redhouseguitar/mgn.htm M&GN FAQ]
* [https://web.archive.org/web/20120902114443/http://www.cromerbox.co.uk/ Cromer Signalbox project]

{{Authority control}}

{{DEFAULTSORT:Midland And Great Northern Joint Railway}}
[[Category:Midland and Great Northern Joint Railway| ]]
[[Category:British joint railway companies]]
[[Category:Closed railway lines in the East of England]]
[[Category:Transport in Peterborough]]
[[Category:Railway companies established in 1893]]
[[Category:Railway companies disestablished in 1948]]
[[Category:Standard gauge railways in England]]
[[Category:1893 establishments in England]]
[[Category:1948 disestablishments in England]]
[[Category:British companies disestablished in 1948]]
[[Category:British companies established in 1893]]