The Station at Euston Square, 1837(J Harris after T T Bury, print by Ackerman, CLSAC)At Camden the train from Euston arrived at the Iron Bridge that carried the railway over the Regent’s Canal and shortly afterwards the ‘messenger’, which attached the first carriage to the endless rope, was cast off before reaching the winding engines below. Primrose Hill Station, c1992 (Graham Larkby) The LNWR was a ‘main line’ railway and local traffic was largely left to the NLR.
Passenger Locomotive Shed, 1938(G Peter M Green) After the opening of a new shed at Willesden for freight locomotives in 1873, the remaining locomotive shed at Camden Depot was used almost exclusively by large express passenger locomotives. Shisha Bars are the perfect place for a chilled out drink and experience, and with a plentiful amount of Shisha options in London, suddenly 'the big smoke' makes a whole lot more sense.
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The experience gained formed the basis of much of the general development of civil engineering in Britain and established the construction technology of the railway age. H Griffiths, CLSAC)Later railways in the Camden area were to avoid the steep gradient imposed by the Regent's Canal either by going under it, as at Kings Cross, or by raising the rail terminus on arches, as at St. Carriages were then allowed to run along the line until they met and were harnessed to the locomotive engine by which they were pulled to Birmingham. If you're looking to sample various Shisha delights, take a look at our recommended Shisha Bars in London. Use our targeted marketing packages to instantly push your venue to a young professional audience. The festival has been based in London since its launch in 2005, and has seen the likes of Jay-Z, Justin Timberlake and Nas pass through over the years. It also precipitated the railway mania of the 1840s. Robert Stephenson, son of George Stephenson, was appointed engineer-in-chief for the whole line in September 1833.


C Hunt, CLSAC)In late 1834 the L&BR company applied for an extension from Camden Town to allow passengers to reach Euston. From the stationary engine house to Chalk Farm Lane Bridge the gradient reversed from the climb up the Incline to a slight fall.
This line proved very successful as a passenger line for city workers commuting from the new estates.
Steam lasted until 1962, to be replaced by diesel, but the diesels did not stay long and the Passenger Locomotive Shed (then known as Camden Motive Power Depot) was closed completely on 3 January 1966. The extension to Euston Grove, beside the New Road, was authorised on 3 July 1835 under the amending Act. Difficult ground conditions on the Primrose Hill contract, including the tunnel and deep approach cutting, bankrupted the contractor.
This was engineered so as to check the speed of a train coming into London, and to give an impetus to one leaving London. Trains from Birmingham would stop at Camden for tickets to be collected and for the locomotives to be detached from the front of the train and shunted to the rear to give the train an impetus towards Camden Incline.
With the through line from Camden Town, goods could be moved directly to and from the London docks, and the railway was a real rival to the Regent’s Canal at last. Chalk Farm Station had platforms on both the LNWR and NLR lines with a footbridge link between the two after 1872. He lived from 1836 to 1842 in a house then called 5 Devonshire Place, on the west side of Haverstock Hill, at the corner of Belsize Grove. The Regent’s Canal had to be crossed at a height that allowed boats to pass below; the ground at Camden Depot therefore had to be raised, while that at Hampstead Road, close to Mornington Crescent, and six other road crossings, had to be lowered for rail tracks to pass under the roadways. The train, now controlled by a brakeman or ‘bankrider’, travelled under gravity down the slope to Euston Station at a maximum speed of 10 mph. The four-track LNWR line out of Euston was widened between 1900 and 1906, requiring the demolition of one side of Park Village East. Until the 20th century LNWR proper had no suburban services to speak of, except those associated with the NLR. The goods depot closed around 1980. In 1950 Chalk Farm station became Primrose Hill station and the street building was reconstructed. His wife, Frances, died here and is buried in Hampstead churchyard. The route of the line at the London end was dictated by the desire to reach the docks. A variety of Stephenson and other locomotives worked trains up the Incline until the winding engines were commissioned. The Euston to Boxmoor section opened on 20 July 1837, and the 32 mile (52 km) line from Euston to Tring (and another section south from Birmingham) was opened in October 1837. The endless rope can be seen between the rails of the eastern pair of rail tracks in the two pictures of Camden Incline. After a number of trials, it was found that newer and more powerful locomotives could manage the Camden Incline, often with a second locomotive at the rear of the heavier trains.
After 1907, traffic was lost to Chalk Farm tube station, but the LNWR platforms lingered mainly for ticket collection purposes.
Plans for the London terminus of the railway at Maiden Lane, near Kings Cross, had been rejected by Parliament and Robert Stephenson, ordered to make economy cuts, proposed a terminus in Camden Town at a depot by the side of the Regent’s Canal, adjacent to the Hampstead Road. This saved time and operating costs, and the stationary engines were abandoned in April 1844.


Ticket collecting from platforms declined, however, and this, together with the need for space for the new system of sub-surface tracks, led to the demolition of the LNWR Chalk Farm station in 1915.
At Camden Station some rail freight destined for waterside locations, including the Docks, could be transferred to the Canal, while rail passengers and other freight would be discharged onto the road system at Hampstead Road (now Chalk Farm Road). Forced by high ground to approach London from the west rather than the northwest, the railway made its way around the edge of the built up area, heading slightly north of east, and passed between the southern flank of Hampstead Heath and Primrose Hill. Both the winding engines and the 19 ft (6 m) deep cutting to Euston responded to the concerns of influential local residents in regard to the noise and smoke from locomotives toiling up the Incline. Initially passengers were unable to alight at Camden Station as the access road to the Hampstead Road was considered unsuitable, and a passenger station was created at Chalk Farm Bridge (now Regent’s Park Road Bridge). In 1837 there were three trains a day going north from Euston pulled by small and slow locomotives. The winding engine house formed a large vaulted underground structure, located under the main line just north of Regent’s Canal Bridge. The North London Railway became part of the LNWR in 1922. The next stage of major expansion was essentially for suburban services. Gradients were kept down to 1 in 587 by means of nearly three miles of cutting and the 1120 yard (1024 metre) Primrose Hill Tunnel.
Camden handled all freight, which was transferred to road for distribution around London, or to the Regent’s Canal for transport to and from London docks. First class passengers travelled in comfortable covered coaches but third class wagons were open, without windows, curtains or cushions on the seats.
It was based on the broad concept of an electrified system embracing all the North London lines west of Broad Street, an electrified line to Watford, and the extension of the Hampstead services by electric trains to Kew Bridge. The main lines from Euston to the North were already far too crowded to permit an intense electric service being superimposed on them. Third class was stopped in October 1837 to be resumed three years later with third class trains and closed carriages.
The decision was taken to build a “New Line” on which the suburban electric services would be almost entirely independent of the main lines, designed for four-rail DC electric trains. At Willesden Junction and eastwards to Chalk Farm widening could be done most conveniently on the up (into London) side of the line. Various stages within Camden were completed over 1915-1917, including two single track tube-type tunnels just north of the original Primrose Hill Tunnel, but the entire project was held up pending the complete track-remodelling scheme at Chalk Farm, which created an elaborate system of burrowing junctions. On 10 July 1922, Chalk Farm station, long closed to passenger traffic, was reopened, although with platforms only on the line to Broad Street. The lines from Euston, the exit from Camden goods yard, and the newly electrified link from Camden Town all led to the new non-conflicting junctions controlled by Camden No. Here they were sorted out to enter the old fast (southern) and slow (northern) Primrose Hill Tunnels and new twin electrified bores. The new bores at Primrose Hill Tunnel, and new tracks from there to Queen’s Park, were the final portion of the new line to be opened. The LNWR became part of the London Midland and Scottish Railway (LMS) under the “Grouping” of 1923.



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