Nickey line

In 1837, the [[London and Birmingham Railway]] opened the first stretch of the main line from {{stnlnk|London Euston}} to [[Birmingham Curzon Street railway station (1838-1966)|Birmingham Curzon Street]] as far as Hemel Hempstead (today's [[West Coast Main Line]]), with the line fully opened as far as Birmingham in 1838.<ref name=smithdenis>{{cite book |title=London and the Thames Valley |year=2001 |publisher=Telford |location=London |isbn=9780727728760 |page=157 |editor=Smith, Denis |access-date=6 June 2013 |url=https://books.google.com/books?id=4TA262F55asC&q=Hemel&pg=PA157}}</ref> The L&BR's construction had been delayed for several years by vigorous lobbying by a number of powerful and well-connected local landowners, including the eminent surgeon [[Sir Astley Cooper]] of Gadebridge House, who were all keen to protect their estates from invasion by the "[[iron horse]]". Their campaign was successful and the main line was routed along the [[River Bulbourne]] instead of the [[River Gade]], skirting around the edge of Hemel Hempstead. As a result, the railway station serving Hemel Hempstead was built one mile outside the town centre at [[Boxmoor]]; ''Boxmoor and Hemel Hempstead'' railway station (today's [[Hemel Hempstead railway station]]) opened in 1837.<ref name=Birtchnell>{{cite book |last=Birtchnell |first=Percy |title=A Short History of Berkhamsted |year=1960 |chapter=Our Communications |publisher=Book Stack |isbn=9781871372007}}</ref>

In 1837, the [[London and Birmingham Railway]] opened the first stretch of the main line from {{stnlnk|London Euston}} to [[Birmingham Curzon Street railway station (1838-1966)|Birmingham Curzon Street]] as far as Hemel Hempstead (today's [[West Coast Main Line]]), with the line fully opened as far as Birmingham in 1838.<ref name=smithdenis>{{cite book |title=London and the Thames Valley |year=2001 |publisher=Telford |location=London |isbn=9780727728760 |page=157 |editor=Smith, Denis |access-date=6 June 2013 |url=https://books.google.com/books?id=4TA262F55asC&q=Hemel&pg=PA157}}</ref> The L&BR's construction had been delayed for several years by vigorous lobbying by a number of powerful and well-connected local landowners, including the eminent surgeon [[Sir Astley Cooper]] of Gadebridge House, who were all keen to protect their estates from invasion by the "[[iron horse]]". Their campaign was successful and the main line was routed along the [[River Bulbourne]] instead of the [[River Gade]], skirting around the edge of Hemel Hempstead. As a result, the railway station serving Hemel Hempstead was built one mile outside the town centre at [[Boxmoor]]; ''Boxmoor and Hemel Hempstead'' railway station (today's [[Hemel Hempstead railway station]]) opened in 1837.<ref name=Birtchnell>{{cite book |last=Birtchnell |first=Percy |title=A Short History of Berkhamsted |year=1960 |chapter=Our Communications |publisher=Book Stack |isbn=9781871372007}}</ref>

{{Infobox UK legislation

The first proposal for a more convenient rail link for the townspeople of Hemel Hempstead was presented in 1862 by John Grover. His proposal was for a short spur from the main line at Boxmoor, following the route of the River Gade to the lower end of the (old) town at Bury Mill End. At the same meeting, another (more ambitious) proposal was put forward by a Mr Stocken and a Mr Stallon, extending the line to Redbourn to link to the [[Great Northern Railway (Great Britain)|Great Northern Railway]] at Harpenden.<ref name=woodward7>Woodward 1996, p.7</ref> However, Grover's design found a sponsor and, following an [[act of Parliament (UK)|act of Parliament]]{{which|date=April 2025}} in 1863, the ''{{Proper name|Hemel Hempsted}}<ref name="hempsted" group="notes">{{Proper name|Hemel ''Hempsted''}} {{sic}} was the spelling used widely by the railway companies at the time on ticketing and signage.</ref> and London and North Western Railway Company'' (HH&L&NWR) was formed to construct and operate the line. However, no construction work was undertaken due to difficulties with local landowners and problems agreeing the connection to the main line at Boxmoor; after a number of years of stagnation the earlier proposals were re-examined.

| short_title = Hemel Hempsted and London and North Western Railway Act 1863

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act for making a Railway from the London and North-western Railway at Boxmoor to Hemel Hempsted, in the County of Hertford; and for other Purposes.

| year = 1863

| citation = [[26 & 27 Vict.]] c. clii

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 13 July 1863

| commencement =

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| millbankhansard =

| original_text = https://www.legislation.gov.uk/ukla/Vict/26-27/152/pdfs/ukla_18630152_en.pdf

| revised_text =

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}}

The first proposal for a more convenient rail link for the townspeople of Hemel Hempstead was presented in 1862 by John Grover. His proposal was for a short spur from the main line at Boxmoor, following the route of the River Gade to the lower end of the (old) town at Bury Mill End. At the same meeting, another (more ambitious) proposal was put forward by a Mr Stocken and a Mr Stallon, extending the line to Redbourn to link to the [[Great Northern Railway (Great Britain)|Great Northern Railway]] at Harpenden.<ref name=woodward7>Woodward 1996, p.7</ref> However, Grover's design found a sponsor and, following an [[act of Parliament (UK)|act of Parliament]], the '''{{visible anchor|Hemel Hempsted and London and North Western Railway Act 1863}}''' ([[26 & 27 Vict.]] c. clii), the ''{{Proper name|Hemel Hempsted}}<ref name="hempsted" group="notes">{{Proper name|Hemel ''Hempsted''}} {{sic}} was the spelling used widely by the railway companies at the time on ticketing and signage.</ref> and London and North Western Railway Company'' (HH&L&NWR) was formed to construct and operate the line. However, no construction work was undertaken due to difficulties with local landowners and problems agreeing the connection to the main line at Boxmoor; after a number of years of stagnation the earlier proposals were re-examined.

By 1865, the [[Midland Railway]] was developing its route out of {{stnlnk|London St Pancras}}, opening up new interchange possibilities to the north of Hemel Hempstead. A new railway scheme was put forward by engineers G. W. Hemans and A. Ormsby, which followed the original HH&L&NWR plan as far as Hemel but involved tunnelling under Highfield to connect to the MR at Harpenden, with an option to extend (via another tunnel) to {{stnlnk|Harpenden East}} on the GNR's [[Dunstable Branch Lines|Hertford, Luton & Dunstable]] branch. The tunnelling proposals proved to be prohibitively expensive, and further opposition from landowners resulted in the scheme being rejected by Parliament in 1865. With the assistance of Grover, the plans were revised and resubmitted for Parliamentary approval which was obtained in 1866. The railway company had meanwhile already commenced construction work in anticipation of approval. The new line was to follow the route authorised in 1863 through Hemel Hempstead and Redbourn, before curving north around Harpenden, crossing the [[Turnpike trusts|turnpike road]] (A1081) and passing under the Midland line to connect with the GNR at Harpenden East, with provision for a spur to connect to the MR line north of Harpenden Central.<ref name=woodward11>Woodward 1996, pp.11-12</ref>

By 1865, the [[Midland Railway]] was developing its route out of {{stnlnk|London St Pancras}}, opening up new interchange possibilities to the north of Hemel Hempstead. A new railway scheme was put forward by engineers G. W. Hemans and A. Ormsby, which followed the original HH&L&NWR plan as far as Hemel but involved tunnelling under Highfield to connect to the MR at Harpenden, with an option to extend (via another tunnel) to {{stnlnk|Harpenden East}} on the GNR's [[Dunstable Branch Lines|Hertford, Luton & Dunstable]] branch. The tunnelling proposals proved to be prohibitively expensive, and further opposition from landowners resulted in the scheme being rejected by Parliament in 1865. With the assistance of Grover, the plans were revised and resubmitted for Parliamentary approval which was obtained in 1866. The railway company had meanwhile already commenced construction work in anticipation of approval. The new line was to follow the route authorised in 1863 through Hemel Hempstead and Redbourn, before curving north around Harpenden, crossing the [[Turnpike trusts|turnpike road]] (A1081) and passing under the Midland line to connect with the GNR at Harpenden East, with provision for a spur to connect to the MR line north of Harpenden Central.<ref name=woodward11>Woodward 1996, pp.11-12</ref>