|
 Notes: The branch from West Drayton to Uxbridge was authorised
in 1853. Work on the line which was just over two miles in length,
started in 1854 and following a Board of Trade inspection the
first passengers were carried on 8th September 1856. The terminus
at Uxbridge faced onto Vine Street and consisted of a single storey
'L' shaped building with a covered concourse leading to the central
island platform. This was flanked on either side by two shorter
narrow platforms. The station was also provided with an overall
roof (trainshed). The branch had one intermediate station at Cowley
which was added in 1904.
A single road brick engine shed and turntable was sited on the
east side of the station while the goods yard with a brick built
goods shed was sited on the west side.
 The single track broad gauge line was an immediate success but
in 1871 the track was re-laid as standard gauge with the line
reopening on 9th October 1871 with some trains now running through
to and from Paddington. Both passenger and freight traffic continued
to increase and in 1881 it was necessary to double the line after
which a new service was introduced between Uxbridge and Aldgate
on the Metropolitan Line.
 The engine shed was closed in 1897 and in the early 20th Century
the station itself was threatened with closure to passengers following
a proposal to extend the line northwards to join the GWR at Denham.
This would have rendered 'Vine Street' redundant with a new station
being provided to the west of the town. At the same time the Metropolitan
Railway was also extending extending into Uxbridge with their station at Belmont Road opening in 1904. Although the line running south from Denham was
built and opened in 1907; it terminated at a new station called Uxbridge High Street and did not join up with the West Drayton line. Uxbridge now had
three stations so the terminus of the West Drayton line was renamed
Uxbridge Vine Street on 1.5.1907.
The first world war brought a reduction in passenger numbers
but these picked up again after the war. In 1923 the trainshed
roof was removed and replaced by a platform canopy and at the
same time the narrow platforms on either side of the central island
were cut back to a short stub. After the second world war passengers
were again in decline with commuters preferring the more convenient
and faster Metropolitan and Piccadilly line services into London
and once the line began running at a loss closure was inevitable.
Despite the usual public protests the station closed to passengers
on 10th September 1962. Although the freight service remained
profitable and the line was re-signalled, this only lasted until
24th February 1964 with final closure following on 13th July that
year when the parcels service was also withdrawn.
The track was lifted in March/April 1965 and the island platform was demolished shortly afterwards. The station building lingered a little
longer and for a short time was used for storage by a local retailer.
By early 1968 it was derelict and it was demolished the following
year. The stub of one of the side platforms remained at least
until the mid 1970's but the whole area was completely cleared
when the A4020 Hillingdon Road was realigned straight through
the station site part of which is also under an adjacent office
block.
 Today little remains of the Vine Street branch; Cowley Station
has also been demolished and all the bridges have been removed.
The cutting alongside Brunel University has been infilled but
a short length of track bed running parallel with Cleveland Road,
Cowley has been retained as a nature reserve and a short length
of broad gauge track has been laid along it.
Further reading: GWR Disused Stations in Greater London by J.E.
Connor - Connor & Butler 2000 ISBN 0 947699 31 7
Other web sites: Abandoned
Tube Stations - includes photographs of the branch in 2005. Tickets from Michael Stewart
See also Cowley |
Home Page 
Uxbridge
Vine Street station entrance c.1912.
1899 1:2,500 OS map shows the Vine Street terminus as built with an overall (trainshed) roof.
1934 1:2,500 OS map. The trainshed has now been removed and replaced by a canopy. The side walls of the trainshed are still shown. The track layout remains unchanged as it did throughout the life of the station. The extent of the large goods dock is shown immediately to the left of the station with one siding running alongside it and another end on. A second weighbridge (WM) has been provided.old18.jpg)
Uxbridge Vine Street station in 1919 with its original trainshed. The goods dock is seenold17.jpg)
old16.jpg)
An auto train prepares to depart from Uxbridge Vine Street station in October 1955. Neither platform road had a run round loop, so trains had to reverse out so that the loco could run round and then propel the coaches back in again. An auto trains would propel its coaches back to West Drayton with no need to run round.old15..jpg)
Uxbridge Vine Street station seen from the goods yard in October 1955. By this time only one platform road was generally used; the other is being used to stable coaches.old14.jpg)
Looking north towards Uxbridge Vine Street station and goods yard in 1958. The coal yard isold13.jpg)
An unidentified post-war GWR AEC diesel railcar is seen at Uxbridge Vine Street station in July 1960 before departing for West Drayton. The Great Western Railway introduced the first of what was to become a very successful series of railcars in 1933; these survived in regular use into the 1960s, when they were replaced with the new British Rail 'first generation' type diesel multiple units.old12.jpg)
Uxbridge
Vine Street station in August 1962. The GWR railcars have now been replaced with DMUs. A Pressed Steel built class 121 single car awaits departure for West Drayton. Remnants of the trainshed side walls are still in place.
Uxbridge
Vine Street station in September 1962.
Uxbridge
Vine Street Station on 5 September 1962; three days before passenger closure.
Uxbridge Vine Street station entrance in April 1963. A Ford Consul sits in front of the station.