The Anonymous Widower

Access To The Western End Of The Camden High Line

I took between Camden Road and Camden Town stations on Sunday.

I was investigating two questions.

  • How would you provide access to the Western end of the Camden High Line?
  • How would you improve interchange between the North London Line and Northern Line stations?

These are some of the pictures that I took.

I can see a few strengths and problems.

Architectural Quality

Camden Gardens has several Listed buildings, but the viaduct appears not to be Listed.

The brick viaduct is a substantial one and like most of this type of structure in the UK, Network Rail seem to keep it in good condition.

You have to remember that there was a derailment on the bridge, which I wrote about in Fall Out From A Train Crash. So I suspect, it has had a detailed check-up since.

The only eyesore is the steel bridge over Camden Street. But Network Rail have ways of making them look better. A good coat of paint would help.

Camden Gardens

To my mind, Camden Gardens needs development. Not in any negative sense, but it is surrounded by pedestrian traffic generators.

  • Camden Road station to the East
  • The Regents Canal to the South
  • Camden Town station to the South, which will have a new step-free Northern entrance, about a hundred metres from the Gardens.
  • |A large mixed development on the other side of Kentish Town Road.
  • It is on the direct route between Camden Road station and the tourist attractions around Camden Lock.

It could be developed into a convenient oasis for those walking in the area.

Perhaps there needs to be a cafe in one of the arches.

Camden Interchange

In Boris Johnson’s Transport Infrastructure Plan for 2050, the Appendix mentioned that there will be an interchange between Camden Town and Camden Road stations. Unfortunately, a copy of the report is not available on the Internet.

But it can’t be deleted from my memory.

I feel strongly, that as after the expansion of Camden Town station, the two stations will be physically closer, that a Western entrance to Camden Road station, should be built, if the sums added up.


  • It would create a convenient interchange between the two rail services.
  • It would improve access from Camden Lock and the new developments on the North side of the Regent’s Canal.

But it could also create access to the Camden High Line.

The Height Of The Viaduct

The viaduct is high, as the last-but-one picture in the gallery shows.

Because of the railway tracks, between the two platforms, which means the only way to cross is to walk to the other end of the platforms and go down and up again, design of affordable and practical access, will be challenging.

A Station Entrance On The Camden High Line

The first picture in the gallery, shows the shrubbery on the two disused tracks, that could become the Camden High Line, behind a fence.

It would surely be possible to create a ticket gate in a small building on the wide platform.


With clever design it would be possible to provide access to the Camden High Line and the station in a single development.




March 20, 2018 Posted by | Transport | , , , | 2 Comments

Thoughts On The Camden High Line

Last night, I was made aware of the Camden High Line proposal.

On their web site, they say this is their mission.

Our mission is to transform the disused railway into a sustainable green space and transport link that is open for and used by everyone.

Here are my thoughts.

The Railway Line In Question

This map from shows the disused railway tracks.


  1. The line shown in orange is the North London Line of the London Overground.
  2. Camden Road is a two-platform station, with full step-free access.
  3. Maiden Lane is a disused station, that closed a hundred years ago.

I would assume that the two dotted lines between the two stations, will be converted into the Camden High Line.

This Google Map shows the North London Line between Camden Road and Maiden Lane stations.

One of the most striking features visible from this map, is the large amount of development going on to the South of the North London Line.

The new residents and workers could probably do with a good walking and cycling route between Camden Town and Kings Cross.

Plans For The North London Line

The North London Line is a heavily-used passenger and freight route and it is unlikely, that traffic levels will drop.

Freight Traffic

There are now two electrified rail routes across North London; the North London Line and the Gospel Oak to Barking Line.

As two of the UK’s main container ports; Felixstowe and London Gateway, are not served by electrified railways, this still means that large numbers of diesel-hauled freight trains have to pass through North London to get to the Midlands, North and Scotland, despite the routes from Ipswich and Tilbury being fully-electrified.

These diesel-freight trains are boosted because the alternative  route via Ipswich, Ely and Peterborough is not electrified.

The following needs to be done to seriously cut the number of diesel-hauled freight trains through North London.

  • Electrify Ipswich to Felixstowe.
  • Electrify to London Gateway.
  • Electrify Ipswich to Peterborough.
  • Replace a large fleet of polluting diesel Class 66 locomotives with modern electric units.

In some ways, the replacement of the locomotives by private freight companies is the largest stumbling block.

However, I think that the two shorter lengths of electrification will happen, which will mean that less diesel-hauled freight trains will pass through London, as they will go via Peterborough.

On the other hand, the need for freight trains will increase.

  • More traffic to and from the ports.
  • Freight to and from the Channel Tunnel, which must go through London.
  • Trains carrying vehicles seem to be becoming more numerous.

I wouldn’t be surprised to see calls from the rail freight industry for improvements to the two freight routes through London.

One thing that will help freight trains, would be extra passing loops, where freight trains can wait for the passenger trains to overtake.

The double track of the Camden High Line is one of the few places, where another freight loop could possibly be installed.

Passenger Traffic

Sometime this year, two extra passenger trains per hour (tph) will run on the North London Line between Stratford and Clapham Junction stations.

This will bring the frequency to six tph.

On the past history of the London Underground, this will mean more full trains and pressure for longer trains and more services.

Old Oak Common Station

But the biggest changes will come in the next few years with a new Old Oak Common station, which will connect the North London Line to HS2, Crossrail, Chiltern, Great Western Railway and the West Coast Main Line.

Remember too, that the North London Line will be connected to Crossrail at Stratford.

Will these developments create a demand for extra trains on the North London Line?

Camden Town Station

Camden Town station on the Northern Line is being extended, with a new Northern entrance closer to the North London Line.

Will better routes be provided between Camden Road and Camden Town stations?

Interchange Between Camden Town And Camden Road Stations

Camden Town station’s new entrance will be to the North of the current entrance just off Kentish Town Road.

This Google Map, shows the Western end of Camden Road station.


  1. There is a train in the Westbound platform.
  2. Kentish Town Road meets the station by Camden Gardens.
  3. The overgrown unused tracks to the North of the current station.
  4. The green space of Camden Gardens, with the 88 bus stand.

Could a second entrance to Camden Road station be built within the viaduct, perhaps with a ground-level entrance in Camden Gardens?

  • It would be a short walk to the new entrance to Camden Town station.
  • It would be convenient for walking to Camden Lock and the other attractions along the Regents Canal.

If the Camden High Line is created, access to the Eastbound platform could be directly to and from the High Line, which would be a garden to the North of the station.


Maiden Lane Station

Wikipedia says this about the re-opening of Maiden Lane station.

Camden Council has suggested this station could be rebuilt and reopened, in conjunction with the King’s Cross Central redevelopment project.

In June 2017, the Council were talking with Tfl on the possible reopening of Maiden Lane & York Road stations which it wished to reopen with Maiden Lane more likely to reopen then York Road.

I suspect, if the station is reopened, it will be on the Southern pair of lines, currently used by the London Overgr4ound.

One of the problems of reopening Maiden Lane station, is that a stop at the station would decrease capacity on the North London Line, through the area.

Plans For The East London Line

The East London Line is one of the UK’s rail successes of the last few years.

An outpost of the London Underground, through a tunnel, built by the Brunels, was turned into a modern railway with new trains and sixteen tph all day.

But this is only a start!

Plans exist for more new trains, an extra fout tph through the tunnel and a possible uprating of the signalling to handle a frequency to 24 tph.

If the latter should happen, I feel that another Northern terminal will be needed for the East London Line.

The obvious terminal is Willesden Junction station.

  • Willesden Junction was certainly mentioned, when the London Overground was opened.
  • There is a bay platform at the station.
  • ,The station can be reached via Camden Road, Primrose Hill, South Hampstead, Kilburn High Road, Queen’s Park and Kensal Green stations.
  • It will have good connections to an extended Bakerloo Line.

It would create another route across North London.

Would it mean extra platforms at Camden Road station?



I think that there will be a very large demand for using the two old tracks for rail purposes.






March 14, 2018 Posted by | Transport | , , , , , | 3 Comments

Is Hackney Downs Station A Suitable Case For Treatment?

Some of the stations on the London Overground, are architectural gems.

The picture shows some the internal detail of the refurbished Grade II Listed Crystal Palace station. The cafe was created in an area of the station, that few realised existed.

There is also work going on at Peckham Rye station, where an enormous Victorian waiting room has been discovered. An architect called Benedict O’Looney seems to be on a mission to restore the station to its former glory.

Peckham Rye station could be step-free as early as 2019, so I suspect that the station could become more important in the grand scheme of things.

What would Del Boy have thought?

There is also Camden Road station, which is in pretty-good nick.

If Camden Road station has a problem, it is that the station possibly needs more passenger capacity and perhaps one of the closed platforms to be reopened.

I’d love to know what is behind those windows on the top floor.

Hackney Central station has a similar building to Camden Road station.

It looks like Hackney Central will get a modern station building to go with the step-free footbridge. But I suspect everything is on hold until the plan for Crossrail 2 is finally decided.

Yesterday, I was in Hackney Downs station and I was told that the bland station building abandoned by British Rail, might be worth restoring.


Who knows what lies behind the brick walls and lurks in the dark spaces under the tracks in the old station building?

Knowing the way, many of these railway stations were built, I wonder if London Overground could come up with an imaginative scheme to create a Victorian counterbalance to the more modern Hackney Central, in what will inevitably be Hackney Interchange.


April 19, 2017 Posted by | Transport | , , , , , , | 1 Comment

The Camden Town Station Upgrade Exhibition

This afternoon I went to the Camden Town Station Upgrade Exhibition at the Trinity United Reformed Church, Buck Street, Camden Town NW1 8NJ.

It will be on tomorrow and Saturday.

I did get a few questions answered and I have a few comments.

  1. This capacity upgrade is only concerned with the upgrade to Camden Town station and has nothing to do with improving the routes between this station and Camden Road station.
  2. I do think that provision should be made for a connection, even if it isn’t made until quite a few years.
  3. As in the current station, steps will still normally be used to access the two Southbound platforms from the main circulating space.
  4. For those needing step-free access to and from the surface, there will be a second lift lobby at Southbound platform height, below the main circulating space.
  5. Anybody crossing between the two Southbound or the two Northbound platforms will have a step-free route across.

I think that it is important that in addition to upgrading the capacity at Camden Town station, that the routes between the two Camden station; Town and Road should be improved for the following reasons.

  1. Camden Road is a station with full step-free access and if you lived or were staying within easy reach of the North London Line, you might find the route a much better alternative for going to the attractions of Camden Town and Camden Lock. I sometimes go for a coffee with my son, who works in Camden Town by that route from Dalston.
  2. Camden Lock is five hundred metres from Camden Road station and three-hundred and fifty metres from Camden Town stations and the longer route can be less busy.
  3. Walking between Camden Road station and Camden Lock has been improved recently, by creating a set of steps down from Camden Road to the Regent’s Canal. This may encourage many to walk to the Camden Lock area along the canal.
  4. Using Camden Road station or a bus for leaving the area avoids using the long spiral staircase to descend to the Northern Line at Camden Town station, which at times is the only route to the platforms.
  5. During the building of the capacity upgrade at Camden Town station, any alternative route that takes pressure off the station will be welcomed.
  6. The current walking route along Camden Road is very crowded and involves two crossings of roads on controlled crossings.
  7. Access to buses could be better thought out.

I would do the following.

  1. Improve the Regent’s Canal route between Camden Road station and Camden Lock. At present it is a bit difficult at the Camden Lock end, due to the development of Hawley Wharf.
  2. Improve the steps from the canal to Kentish Town Road, so that, when the Buck Street entrance to Camden Town station is opened, you have a shorter walk between the two stations.
  3. The Kentish Town Road steps could also provide a possibly quicker route to Camden Lock and the Roundhouse from the Buck Street entrance.

In addition lots of maps and signposting could point out some of the myriad routes and short-cuts in the area.

Eventually, a second entrance could be built at an expanded Camden Road station in the area of Camden Gardens.

Perhaps, by building much of the entrance in the three empty arches under the railway and using external lifts and escalators as has been done in buildings like the Pompidou Centre, the Lloyd Building or Deansgate-Castlefield tram stop in Manchester.

This Google Map shows the area.

Camden Gardens, Camden Lock And Buck Street

Camden Gardens, Camden Lock And Buck Street

Camden Gardens is at the top right around the viaduct of the North London Line, which runs across the map to Camden Lock. Kentish Town Road goes almost North-South through the area, with Buck Street towards the bottom. The triple building is the school that currently occupies the proposed station site. I would estimate that the distance between Camden Gardens and Buck Street could be little more than two hundred metres.

Perhaps, the Buck Street entrance building, needs a back entrance on Kentish Town Road?

To finish this is a picture of the viaduct across Camden Gardens.

The North London Line Crosses Camden Gardens

After being rebuilt since the freight train crash of a couple of years ago, I’m sure another good use can be found for it.



October 21, 2015 Posted by | Transport | , , , , | 3 Comments

Further Investigations Around Camden Town

As there was nothing else to do, and I’d watched Match of the Day last night, I went to Camden Town to investigate the area and see if I could get any pictures of the disused lines that looped round Camden Road station.

I walked up Camden High Street and then turned into Hartland Road, where in 1970 we nearly bought a newly-refurbished house for six grand. I wrote It Always Rains On Sunday, about a film shot in the road. The house we tried to buy could have been the one in the film or one of its neighbours.

I then went in a circle following The North London Line before I ended up on Royal College Street, from where I entered the station to get a train home to Canonbury.

As I did in Camden Town Station Capacity Upgrade, I can add a few conclusions and questions.

  1. What is happening between Hawley Road and the Regent’s Canal? This Planning Framework from Camden Council gives some history and some rules.
  2. The loop around the station ends in a stub end above Camden Gardens.
  3. The arches underneath the loop seem to be in good condition.
  4. The arches under the railway in Camden Gardens have no obvious current use.
  5. There would appear to be enough space to create any platform extensions needed at Camden Road to accommodate the planned six car trains.
  6. The extended platforms could probably reach to Camden Gardens.
  7. Could escalators and/or lifts to connect Camden Road and Camden Town stations be built into the empty railway arches in Camden Gardens?

As I said previously, there is a lot of scope to do something really good in this area. Further digging has led me to this article in the Evening Strandard, which has this picture of what is now called Camden Lock Village.

Camden Lock Village

Camden Lock Village

Note how the rail lines thread their way through the development.

This is said by the Standard about the development.

The plan for the project will feature 170 new homes, of which 156 are private and the rest affordable housing. There will also be new shops and market pitches and 100,000 square feet of offices.

Building firm McLaughlin & Harvey has also been hired to build a primary school and nursery.

If you add in the number of visitors already going to the area, I can’t believe that serious thought has not been given to how the development will effect the new Camden Town station and its relationship to Camden Road station.

We could be seeing some interesting plans, when TfL show them in full on Wednesday and Thursday this week.

If as I suspect TfL decide to go to for a full Camden Interchange, where the following lines meet.

  • North London Line
  • Edgware – Charing Cross – Battersea – Clapham Junction Section of the Northern Line
  • High Barnet – Bank – Morden Section of the Northern Line

Then I feel that they will throw other services into the Interchange.

TfL have talked for years about reopening Primrose Hill station on the line between Camden Road and Queen’s Park on the Watford DC Line. Who knows if it will happen?

Something that will happen is an increase in frequency and capacity on both the North and East London Lines. This will mean a full Camden Interchange is more likely.

What is often the biggest constraint on frequency is turning the trains at the end of the line. I do wonder if the former loop at Camden Road station could be used as a turnback platform for trains from the East. It’s certainly a possibility.

I can remember when the current London Overground was designed, that there was talk of some East London Line trains terminating at Willesden Junction. So perhaps in the future we might see a service from Crystal Palace to Willesden or Camden Road via Highbury and Islington.

One of the rules of scheduling is to match your available resources to the needed demand. So as TfL have all the details about complete passenger journeys including any changes, they know the pattern of services that will result in the most efficient loading of the trains.

Passengers on the whole are intelligent, so when a new service is provided, they will check it out to see if it gives them a better journey. If it does they will continue to use it. This phenomena explains why both new roads and rail lines generally attract more traffic than was originally forecast.


October 18, 2015 Posted by | Transport | , , | Leave a comment

Camden Town Station Capacity Upgrade

Camden Town station on the Northern Line of the London Underground is one of the most congested stations on the network.

It finally looks like something is happening to ease the problems as this consultation is now on the TfL website.

TfL’s first rebuilding plans are described in Wikipedia and they needed a lot of demolition. Wikipedia says this.

Apart from complaints about destruction of one of the ox-blood tiled station buildings, there is a significant controversy over the demolition of the buildings to the north. Complaints particularly centred on London Underground’s desire to replace the buildings with modern construction said to be out of place and out of scale with the remainder of Camden Town, together with complaints about the loss of the buildings and market themselves. This led to a public inquiry being held. In January 2004, consultants Arup published plans commissioned by Save Camden, a group of local market traders, for a remodelling that would preserve the majority of the threatened buildings, including the market. In 2005 Transport for London lost its appeal to the office of the Deputy Prime Minister and the scheme has been cancelled.

So this has led to the current plan, where TfL are proposing a second entrance on Buck Street. They say this in the consultation.

A possible site for a new station entrance would be on Buck Street, between Camden High Street and Kentish Town Road. It would lead to three new escalators and two lifts. Below ground there would be more space to change between trains. This would in turn enable future capacity benefits on the Northern line.

The most significant point is the capacity upgrade on the line, which involves splitting the Northern Line into two.

  • The Edgware Branch would take the Charing Cross route to Kennington before continuing to Battersea and eventually Clapham Junction.
  • The High Barnet Branch would take the Bank route to Kennington and then go to Morden.

The only thing stopping this is the current mess that is Camden Town.

I would assume that this upgrade would include an easy walk-across for passengers changing between the two new lines at Camden Town.

On the surface, it would appear that little will be done, except to build the new station entrance on the site of a closed school. This map shows the position of the new entrance.

New Entrance To Camden Town Station

New Entrance To Camden Town Station

It would be ideally placed for the hoards of visitors going to and from Camden Lock and the various markets.

It is also worth looking at the layout of lines in the area.

Camden Town And Camden Road Stations

Camden Town And Camden Road Stations

Note how Camden Road station is actually quite close to the northern end of the platforms at Camden Town station.

So would it be possible to create a better link between the two stations?

I would certainly feel that when the Northern Line is split and extended to Battersea, many people would use the interchange. I certainly would, as getting to places like Charing Cross or Waterloo is one of those journeys you don’t start from Hackney.


In Transport for London’s London Infrastructure Plan for 2050, this is said.

This will allow, for example, higher frequency services out of terminals such as Victoria to South London centres such as Croydon and the development of major interchange hubs that act in a similar way to Clapham Junction in the South West. e.g. Camden Interchange between Camden Road and Camden Town stations.

So obviously, TfL are thinking along these lines.

The two stations are an official out-of-station interchange.

A Google Map also shows Buck Street and the North London Line.

Buck Street To Camden Road

Buck Street To Camden Road


Buck Street is the curved road in the bottom left corner of the map, just above the white building which is Camden Market. On the North side of the street is Hawley Infant and Nursery School, which will become the site of the second entrance to Camden Town station.

The North London Line runs across the top of the map with Camden Road station at the right. It is worthwhile noting the fork in the line.

  • The southern arm is a freight-only line, that leads to the disused Primrose Hill station and the Watford DC Line.
  • The northern arm is the North London Line to Willesden Junction.

At one time it was proposed that changes be made here, as detailed in Wikipedia, but nothing seems to be planned at the moment.

The only thing the proposal shows is that TfL have been thinking hard about this area.

But I do think that London’s universe-class tunnellers could create an escalator connection between the two stations, if that was decided how the interchange was to be created.

There could also be other simpler ways to create better walking routes between Camden Road station and Buck Street. I will have to check, but I don’t think it is possible to walk along the tow-path of the Regent’s Canal.

Later I took a train to Camden Road station and then walked by a roundabout route to Camden Town station.

Do I have any conclusions and questions?

  1. The current walking route between the two stations is crowded and possibly dangerous. It also involves crossing two roads at lights.
  2. Because there is now steps down from Camden Road to the Regent’s Canal Tow Path, there is already a walking route between Camden Road station and Camden Lock, which does not mean any roads have to be crossed. Some improvements to the surface and perhaps guard and hand rails would need to be made to bring it up to a safe standard.
  3. It might be possible to install lifts, at Camden Road, Kentish Town Road and Camden Lock to make the tow path fully-accessible to all.
  4. Until Camden Town station is extended and improved, it could be sign-posted as an alternative route to Camden Lock.
  5. As you approach Camden Lock, where the railway runs along the Regent’s Canal, what plans are there for development in the area?
  6. The Regent’s Canal Tow Path, would also enable a walking route between Camden Road station and the new Buck Street Entrance to Camden Town station.
  7. It would appear that the Hawley Infant and Nursery School is not a bad place for a second entrance to Camden Town station, as it is well placed for the attractions between Camden Town and Camden Lock.
  8. The Buck Street site is probably big enough to create a second entrance, which has a capacity substantially greater than the current station. The consultation talks of three new escalators and two lifts, but capacity is often determined by the space at the bottom of the lifts/escalators, which I’m sure would be more than adequate.
  9. The area round Camden Town station is more than incredibly busy.
  10. There are bus stops everywhere and they could do with being reorganised. As an example, getting a bus to London Zoo is not very easy.
  11. There are quite a few low-grade buildings in the area, that few would miss.
  12. How was planning permission for the Sainsbury’s supermarket obtained?
  13. Incidentally, the store was built in 1988, so it must be coming up for refurbishment soon.

But looking at the North London Line as it passes over Camden Gardens and along the canal, it struck me that something dramatic and modern, but that still fitted in with the surroundings could be created that connected the high viaduct of the North London Line to the ground below and then by escalators and/or lifts to the Northern Line tunnels. I then looked at the Google Map of the area from Camden Road station to Camden Gardens.

To The West Of Camden Road Station

To The West Of Camden Road Station

Note the disused twin-track rail loop around Camden Road station to the north side of the station. There is also a smaller space on the south side that leads almost to Camden Gardens.

Surely, an imaginative architect could use these resources to extend the station to the area of the gardens, from where some means of descending and ascending would be provided. Large lifts or escalators fully enclosed in glass would be something I’ve seen elsewhere and they would contrast well with the bricks of the viaduct.

With my project management hat on, I also believe that TfL have chosen a design, that will be easy to build.

  • Phase 1 – Build the second entrance with its lifts and escalators as almost a second station connected to the existing platforms. There is another station on the Underground that is effectively two stations – Knightsbridge, because of Harrods.
  • Phase 2 – Open the second entrance and prove that it can handle all the passengers who want to use the station.
  • Phase 3 – Close and refurbish the existing station.

The link to Camden Road station would probably be incorporated into Phase 1.

I don’t know anything about the safety arrangements of stations, but surely a twin station’s duplication must make it simpler.

There is a chance to create an iconic Camden Interchange station, that truly reflects the unconventional nature of Camden Town.


October 17, 2015 Posted by | Transport | , , , , | 1 Comment

The Future’s Bright, The Future’s Orange

The London Overground is starting to show its true colours and design philosophy.  I took these pictures at Camden Road station today.

In some way the designs differ to those at Crystal Palace station, but then that station is a Grade 2 Listed building and bright orange would not have been an authentic choice.

September 28, 2012 Posted by | Transport | , , , | Leave a comment

New Lifts At Camden Road

Stannah have been working hard again and new lifts have now been installed at Camden Road station on the Overground.

It couldn’t have been the easiest job, but despite that, the fitting of the lifts into the ground floor, seems to have been done in a manner which shows due respect to the building.

Let’s hope that more and more stations get the Stannah treatment! Especially those dreadful ones down the Lea Valley like Bruce Grove, White Hart Lane, Stoke Newington and many others.

August 23, 2012 Posted by | Transport | , , | Leave a comment

Camden Road: A Destination Station on the North London Line

Obviously stations like Stratford and Richmond are destination stations on the North London line, where there is a lot to do and are ideal places to meet a friend or someone on business. Hampstead Heath station is probably another, but it is not really an interchange.

Today, I went to buy a new jacket and found myself at Camden Road station, which is being updated by the addition of lifts. I got the jacket and then proceeded to have a coffee in the restaurant under the station called the Meribel Brasserie & Coffee House. The coffee was very good and although they didn’t specifically do gluten-free, there were a few items on the menu, that were. For instance, their breakfast menu included scrambled eggs and smoked salmon at a reasonable £7, to include some accompaniments like tomatoes and a bit of salad. I checked the dinner menu with the Russian chef and I certainly wouldn’t starve there. He knew his stuff and even knew that skate were not kosher fish.

You certainly have a better choice of gluten-free food at Camden Road station, than in the whole of Eastfield.

I also drank my coffee on a pleasant terrace in the sun watching the traffic. Unfortunately,that unusual clothes shop, Swanky Modes, which used to be opposite has now gone. C always wondered, whether they actually sold any of their way out designs.

March 27, 2012 Posted by | Food, Transport | , , , , , , | Leave a comment

Camden Road Station

I ended up at Camden Road, where I raided the local Sainsburys to get some supplies for my journey to the football at Ipswich.

Camden Road is a typical Victorian station with some nice features including a proper tiled floor.

Let’s hope that they modenise it sympathtically.

November 10, 2010 Posted by | Transport | , , | Leave a comment