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Feedback  The workshop was delivered this morning and looks like it will last for many years - a very solid construction. Part of the front and side wall of the street level building survives including a bricked up doorway and window.
Notes: On 15th June 1855 the City Corporation opened the Metropolitan Cattle Market off Caledonian Road so to cater for expected rail traffic the NLR opened a cattle terminal at Maiden Lane but no passenger station was provided until 1st July 1887 to cater for newly constructed residential expansion into the area. Passenger numbers declined rapidly with the coming of electric trams and local residents gradually switched from working in the City to working in local industries. Islington and Hackney councils have expressed a desire to reopen a station at Maiden Lane (now York Way) in order to serve the massive development planned for the former King's Cross railway lands but no decision has yet been made. The original idea for the North London Line came from the London & Birmingham Railway who was keen to reach the docks situated on the lower reaches of the River Thames.
The extension to Camden Town (Camden Road until 1870) was opened on 7th December 1850 and on to Hampstead Road (renamed Chalk Farm from 1862 and Primrose Hill from 1950) on 9th June 1851; beyond Hampstead Road there was a junction with the LNWR. On 1st January 1853, the rather unwieldy East & West India Docks and Birmingham Junction Railway was changed to the North London Railway. On the 18th May 1869 an eastwards spur was added at Bow onto the London Tilbury and Southern Railway allowing through running between Broad Street and Southend.
The line was an immediate success and traffic steadily increased with 4.37 million passengers being carried in 1853 when some trains were extended from Hampstead Road over the LNWR to Willesden and Kew. By 1861, passenger numbers had reached 6.5 million the NLR decided to seek a more direct access into the city rather than the circuitous route into Fenchurch Street.
The Broad Street extension was very expensive to build and to save costs, the adjacent Broad Street goods station was built on two levels. The Bow locomotive shed was closed in 1882 and the building was incorporated into Bow Works.
For the next 50 years a 15 minute service ran from Broad Street over the Poplar line, another 15 minute service ran to Hampstead Road calling at all stations while a third ran semi-fast to Camden with alternate trains running on to Watford and Richmond. In 1909 the North London Railway went into joint management with the LNWR and in 1922 the latter company absorbed the NLR completely before itself becoming part of the LMS the following year.
The lines to Richmond and Watford remained and the Richmond service was reputedly one of London's more profitable but this prosperity was short lived with passenger numbers once again in decline by 1955. Freight traffic was now also in decline as the developing motorway network made it more economical to transport freight by road.
The opening of the new line marked the end for Broad Street however, from 13th May 1985 the Richmond service was diverted from Broad Street to North Woolwich leaving just a peak hour service to Watford Junction.
The Stratford branch used the track bed of the North London line from its junction with the former L & B at Poplar to a point just north of Bow station where it took a new route to Stratford running into a disused bay platform at the existing station.
In January 1997, the government granted the statutory planning powers for an extension of the East London Line. In phase 1, the line is being extended northwards from Whitechapel, with new stations at Shoreditch High Street, on the site of the old Bishopsgate goods depot, Hoxton, Haggerston and Dalston Junction, the latter two stations on their original sites. The line has been franchised out to London Overground which was launched in 2007, when TfL took over part of the rail franchise for the existing North London line service from Richmond to Stratford from Silverlink trains; the line from Stratford - North Woolwich closed in November 2006. Today the only part the North London line that hasn't been reopened is between Victoria Park and Bow. The LNWR opened a ticket platform on the Euston line at Camden in 1844 and eventually it opened to the public as a passenger station on 1st November 1851.
The LNWR station was renamed Camden Chalk Farm in 1866 and was again resited next to the North London line station on 1st April 1872, this third station was later renamed Chalk Farm. The LNWR's Chalk Farm station closed on 10th May 1915 during the electrification of the Euston line and the platforms were quickly removed leaving just the twin island platforms on the North London line which was served by trains running from Broad Street to Watford. After Broad Street closed in 1986 the service ran to Liverpool Street but by this time there were only two morning and two evening trains with no weekend service, this was still further reduced to one train from Watford Junction to Liverpool Street in the morning and one back to Watford in the evening so it came as no surprise when closure was announced in 1992. The platform became overgrown with weeds and the buildings were soon covered in graffiti but the line remained open to freight traffic and occasional passenger diversions during engineering works Future plans for London Overground envisage the Bakerloo line taking over the Watford local service.
The shed closed in 1847 and replaced on an immediately adjacent site, by the brick roundhouse and the passenger locomotive sheds, designed by Robert Dockray and Robert Stephenson. In 1964 playwright Arnold Wesker established Centre 42 at the Roundhouse, named after the trade union movement Article 42 stating that arts should be for everyone. Primrose Hill Station looking east in December 2008, just after demolition of the platform buildings. Unlimited manufacture and install quality garden sheds primarily in the Essex and East London areas. All of our garden sheds are made from quality materials, we do not utilise cheaper grades of timber to save a few pennies here and there, we prefer to build garden sheds up to a standard that if we were installing them in our own garden, we would be happy with them.
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Although the line between Dalston and Camden Town had been quadrupled in 1871 two platforms were only provided on the northern pair of tracks. The station was closed as a war time economy measure on 1st January 1917 and like numerous other inner suburban stations, Maiden Lane never reopened. Initially planned as a freight only line, by the time the first five mile section of the East & West India Docks and Birmingham Junction Railway opened between Islington and Bow on 26th September 1850, it was also provided with a passenger service with an intermediate station at Hackney and another at Kingsland (Dalston) opening a month later.
The line was extended south from Bow to Poplar on 1st January 1852 allowing freight services to reach the West India Docks. A connection was made with the Eastern Counties Railway (later the Great Eastern) at Hackney Wick in 1854 and Victoria Park station was opened north west of the junction in 1856 and the company opened its locomotive and carriage works south of Bow station in 1863. By this time however, the steamers were in decline and the train service was withdrawn in 1890 and the connection at Poplar was severed. To avoid congestion, the LNWR promoted the six mile long Hampstead Junction Railway between Camden Town and Old Oak Junction (Willesden) which opened on 2nd January 1860 and was operated by the NLR. A replacement known as Devons Road was built further south and consisted of two 10-road Northlight sheds, of Webb LNWR design. WW1 brought little change although Maiden Lane was closed as a war time economy measure and never reopened. The last steam locomotives left Devons Road shed on 28th August 1958 and it became London's first all diesel depot. Strenuous opposition to closure by local authorities along the route brought a reprieve in 1965 and a modest modernisation scheme to cut costs was started in 1966, this involved singling the track out of Broad Street and removal of the junction to Poplar at Dalston.
By the early 1980's the Poplar line had been reduced to the status of a long siding and freight traffic ceased from 3rd October 1983. A further extension along the North London Line, through Canonbury to In phase 1, the line is being extended northwards from Whitechapel, with new stations at Shoreditch High Street, on the site of the old Bishopsgate goods depot, Hoxton, Haggerston and Dalston Junction, the latter two stations on their original sites. This station was short lived and was replaced by a new station, also called Hampstead Road to the west at the junction with the LNWR's main line out of Euston on 5th May 1855.
On 1st May 1852 it was replaced by a new more conveniently sited station to the north west but as there was no through running from the North London Line passengers had to walk from Hampstead Road to Camden.
At this time the down side island platform was removed and the tracks realigned allowing all trains to use the former up side. Due to flooding the closure date was brought forward the last eastbound train was on 18th September and the last westbound train on 22nd September. A new service has been suggested run on the North London Line between Stratford and Camden Road and then onto these stations and beyond.
After demolition, the first shed's site was used for sidings, as part of Chalk Farm goods depot. A number of proposals to revitalise the building failed until in 1996, a private charitable trust by Torquil Norman, a local businessman, bought the Roundhouse and set up the Roundhouse Trust to bring the building back to life and to build a brand new creative centre for young people, the Roundhouse Studios. With the opening of a new connecting spur between the North London and the former Great Eastern line at Hackney the remaining. A further extension along the North London Line, through Canonbury to Highbury & Islington for interchange with the Victoria line, North London Line and Northern City Line will open soon afterwards.
We manufacture apex garden sheds, pent garden sheds, summerhouses, chalet style garden sheds and bespoke garden sheds. We also specialize in Custom Made Sheds and delivery areas include London and the South East, including Kent, Essex, Sussex, Surrey, Middlesex, Hampshire, Berkshire, Buckinghamshire, Hertfordshire & Middlesex.
The two storey street level building was a fairly plain structure with arched windows and doorways, not as grandiose as other NLR buildings of the period.
By 1910 the decline in passenger numbers has reached catastrophic proportions and in 1921 only 11.4 million passengers were carried.
Despite the shortage of men and materials the Broad Street - Richmond line was electrified in 1916 which brought a moderate increase in passenger numbers. Victoria Park closed on 1st November 1942 and the remaining stations of the Poplar line closed on 15th November 1944. On the 5th May 1984 the points at Victoria Park Junction were removed and the track south of Victoria Park was lifted shortly afterwards. Demolition of Broad Street Station started in the summer of 1985 with trains running into a temporary platform at the north end of the station. In 1982, the government decided to redevelop the area and encouraged construction and renovation on the disused docks for business and leisure. Although Broad Street Station has now gone, replaced by the massive Broadgate office development, the remainder of the route remained intact after closure.
Click here for an account of a journey from Fenchurch Street to Bow and along the North London line to Hampstead Road. Although a physical connection with the LNWR was made on 9th June 1851 it was only used for freight. In August 1953 a few North London trains were extended over the LNWR to Willesden and on to Kew. The station was renamed Primrose Hill on 25th September 1950 and the street level building was reconstructed with a new frontage. The surface buildings were let out as commercial premises and the stairs removed but at platform level the station was 'mothballed' with all buildings including the substantial canopy remaining in situ. The first depot was a large square building, in brick and stone and is thought to have contained small turntables, accessed through two entrances, those turntables feeding inside stalls. Other goods sheds were also built until in 1864 the LNWR replaced these with a very large (100,000 sq ft) goods shed. The roundhouse as taken out of service in 1954-5 as the expansion of the goods yard and the movement northwards of the North London Line obstructed the approaches to the shed.


Broad Street trains were diverted into Liverpool Street bringing final closure to Broad Street and Dalston Junction on 30th June 1986.
There was a connection at Bow with the London & Blackwall line allowing trains to run into their City terminus at Fenchurch Street. At this time, the through service to Fenchurch Street was withdrawn with trains terminating at Poplar with a shuttle service being introduced between Bow and Fenchurch Street and from 31st December 1868; this service was taken over by the Great Eastern. The Poplar line however was never electrified and the North London line was never to recover its former glories.
The closure was described as temporary and all the booking office remained open issuing tickets for an emergency bus service calling at all stations. This was undertaken by the London Docklands Development Corporation which needed to provide public transport cheaply for the former docks area to stimulate regeneration. After the Government gave the go-ahead on 9th October 2001 on the basis of the line being funded through the Private Finance Initiative, the construction of the northern extension was due to begin in December 2001.
North London Railway Historical Society includes history plus details of Society publications, tours and speakers. By 1950 there were no trains after 9pm (except Saturdays) and the service was later reduced to peak hours only. Local groups had been campaigning to re-open the station for some time and in 2008 a petition showed significant support for re-opening the station to ease congestion at the nearby Chalk Farm underground station. It might however have been a traverser type shed, with a pair of moving tables giving access to the stalls. Initially it became a store for corn and potatoes until 1869 when it was leased to W S Gilbey of Gilbey's Gin as a bonded warehouse for spirits.
By the early 1990's the Watford Junction to Liverpool Street was reduced to just four trains Monday - Friday. Building is coach screwed together for ease of taking it down againVertical Framework:50 x 45mm (2" x 2" nominal) framing as standard.
Just before the end of the war the bus service was withdrawn and the line was permanently closed to passengers although freight traffic to the docks ensured the lines future for many years.
During the early 1970's there was a spirited campaign to reopen the line between Dalston and Stratford but nothing happened until the spring of 1979 when British Rail announced plans to reinstate the 'Missing Link' and introduce an hourly service between Camden Town and North Woolwich. They chose a light-rail scheme using surviving railway infrastructure to link the West India Docks to Tower Hill and to a northern terminus at Stratford station utilising part of the former North London line between Poplar and Bow.
However, it was held up when it came to light that the Grade II listed 19th-century Braithwaite arches in the former Bishopsgate Goods Yard were to be demolished as part of the project. Just as the campaign was stepping up a gear Network Rail demolished all the platform buildings on 6th December 2008 without any local consultation stating that the buildings were in a dangerous condition and had to be demolished to stop debris falling onto the track. Work began in 1984 with the construction of three branches, from Tower Gateway, Stratford and Island Gardens, the £77 million system was ready for use three years later and was officially opened by Queen Elizabeth II on 31 July, 1987. Campaigners launched legal action against London Underground in an effort to prevent the demolition, but the project finally received legal clearance in the Court of Appeal on 7 July 2003. This decision caused local outrage and the Camden Railway Heritage Trust are now actively campaigning to have the station re-opened. The vast amount of glass on the front wall and and both end walls ensure you get all the benefits of the sun and captures the sun rays.
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