The line largely followed the river Nene, and for the economy of construction, it had many level crossings with intersecting roads, rather than bridges.

The London and Birmingham Railway (L&BR) opened its main line on 17 September 1838, passing from Roade to Rugby to the west of Northampton.

At this early date the advantages of having a railway connection were so considerable, that few reflected on the lengthy and roundabout route.

Stephenson's design involved 26 level crossings, 13 river bridges and a short tunnel at Wansford.

[6][4] At the same time the Eastern Counties Railway was building a branch line from Ely to Peterborough.

[5] Conveyance of cattle to London and other population centres was an important traffic; coal brought in was also a significant business.

There was serious difficulty with getting land for the line in the central area, and the company opened a detached section from Stamford to Peterborough.

In fact the entire route was formed for double track, and this provision was actually started immediately after opening, and was ready by September 1846.

Colonel Arbuthnot of Woodford displayed specimens of Northamptonshire iron ore at the Great Exhibition, and some early quarrying was carried out in the Blisworth and Heyford area from 1852.

Tramways or sidings were later laid to connect with the LNWR at Gayton, Duston, Dallington, Heyford, Brixworth, Lamport, Whiston, Earls Barton, Irchester, Irthlingborough, Ditchford, Ringstead, Denford and Orton, and transhipment sidings were laid at Blisworth Station to deal with ironstone brought in by canal from local pits.

The LNWR eventually conceded the reality of the location of their own "Higham Ferrers" station and renamed it Irthlingborough in 1910.

Even so, the stations were not well sited for Rushden and Higham Ferrers, and their location on a branch line from Wellingborough made them unpopular for passenger journeys.

Approaching Northampton the Midland Railway Bedford branch ran in from the south-east and crossed over the N&P line, running alongside it on the north side to Hardingstone Junction, and then diverging to a Northampton terminus, called St John's Street from 1924.

When the main part of the N&P line closed, a connection was retained from Northampton Castle station and the Duston curve.

They were self-contained, and had two 105 hp Daimler petrol engines, driving the inner axle on each bogie through a Cardan shaft.

[27] The line was closed on 2 May 1964, except for the stub from Peterborough to Oundle which was retained as a freight-only service, mostly for house coal.