Windsor & Eton Central railway station
|Windsor & Eton Central|
|The end of the branch line from Slough: the truncated Platform 1, with the towers of Windsor Castle visible in the background|
|Local authority||Windsor and Maidenhead|
|Managed by||First Great Western|
|Number of platforms||1|
|Live arrivals/departures and station information
from National Rail Enquiries
|Annual rail passenger usage*|
|Original company||Great Western Railway|
|8 October 1849||Opened as Windsor|
|1 June 1904||Renamed Windsor and Eton|
|26 September 1949||Renamed Windsor and Eton Central|
|National Rail – UK railway stations|
|A B C D E F G H I J K L M N O P Q R S T U V W X Y Z|
|* Annual estimated passenger usage based on sales of tickets in stated financial year(s) which end or originate at Windsor & Eton Central from Office of Rail Regulation statistics. Methodology may vary year on year.|
|UK Railways portal|
Windsor & Eton Central station is one of two terminal stations serving the town of Windsor, Berkshire, England. Although a small part is still a railway station, most of the station building has been converted into a tourist-oriented shopping centre, called Windsor Royal Shopping. It is situated on the High Street, almost immediately opposite Castle Hill, the main public entrance to Windsor Castle.
Originally named simply Windsor, the station was renamed twice: first to Windsor & Eton on 1 June 1904; and then, following nationalisation of the railways, to Windsor & Eton Central on 26 September 1949.
The station is the terminus of the Slough to Windsor & Eton line and is served by a shuttle service of trains from Slough operated by First Great Western. Windsor's other station, Windsor and Eton Riverside, is the terminus for the South West Trains service from London Waterloo.
- See also: the Windsor Branch line
Windsor Station opened on 8 October 1849 on the completion of the branch line from Slough, but only after considerable opposition from the powers at Eton College who were convinced that the proximity of a railway would lead the Eton boys astray.
An extension of the branch was planned in 1871–72 to connect to the south via Dedworth and Ascot. It was planned to diverge west from the viaduct, just to the south of the river bridge. Despite reaching an advanced stage of design, and with some property purchased plus the construction of a possible station building, the plans were never completed and were abandoned completely by 1914.
The Metropolitan and District railways
When, in 1863, the Metropolitan Railway opened the world's first underground railway, between Paddington and Farringdon Street in the City of London, the Great Western Railway ran regular through services to Windsor from Farringdon. Initially these were broad gauge trains, as the original Metropolitan was laid for mixed standard and broad gauges and, for some months, the engines and coaches were hired from the GWR. By 1865 there were ten trains daily on this route.
Later the Metropolitan District Railway expanded its services to the west of London. On 1 March 1883 it started a service to Windsor from Mansion House, using the Great Western main line. These trains were not popular, possibly because of the unsuitability of using four-wheel coaches for the non-stop section between Ealing Broadway and Slough, and possibly because Windsor was too affluent and too far from the City at that time to make commuting attractive. The service was discontinued on 30 September 1885.
The station is approached by a 2,035-yard (1,861 m) brick viaduct and Windsor Railway Bridge, Brunel's oldest surviving railway bridge. The original building was little more than a glorified train shed. This was completely rebuilt by the GWR for Queen Victoria's Diamond Jubilee, with a much grander frontage and an interior reminiscent of Paddington. Two island platforms and a bay on the south side were provided.
The goods yard
|Windsor & Eton Central railway station|
To the north of the station, a large goods yard was laid out between the station and the River Thames at ground level. Since the station was built somewhat higher up, the yard had to be reached by a steep incline built against the side of the viaduct. It sloped down towards a short headshunt, near the river bridge, which allowed switchback access to the yard sidings. This arrangement limited the number of wagons that could be transferred to and from the sidings in one go. In addition to serving the populace of Windsor and surrounding area, the yard provided a connection to Windsor Gas Works; a siding was laid through one of the bridge arches in order to supply the works with loads of coal, and remove loads of coke and tar.
When freight services were stopped in the 1960s, the goods yard and incline were removed. The yard became a coach park but, on the side of the viaduct, it is possible to see where the incline was.
On 17 November 1968 platforms 3 and 4 were taken out of use and, on 5 September 1969, platform 2 was also decommissioned. Later on the remaining platform was also truncated, twice, at each rebuild of the station.
The Tussauds years
|This section does not cite any references or sources. (October 2011)|
In 1982 British Railways and Madame Tussauds restored the station, creating an exhibition called Royalty and Railways. It was later renamed Royalty and Empire. The exhibition recalled the Diamond Jubilee of Queen Victoria in 1897, using displays of wax models and an audio-visual show featuring Audio-Anamatronic figures – the first of their kind seen in Europe at that time.
After entering the exhibition via the ticket office, visitors would be greeted by a scene on the platform depicting the arrival of the Royal Train, complete with figures of station staff and a full size replica train.
A full-size replica steam locomotive GWR 3031 Class named The Queen was built at Steamtown, Carnforth, and this was combined with an ex-London, Brighton and South Coast Railway tender (that had later been a sludge tanker at Guildford loco depot) and fittings from a GWR tender. The locomotive's bogie and rear wheels are also from another GWR tender, but the large driving wheels are only half complete (the lower half) and they do not sit directly on the rails. This allowed the locomotive to be rolled into position when the exhibition was built. The replica was completed in December 1982 and delivered by road. Two mobile cranes hoisted it onto the viaduct, then it was rolled into position on temporary track. Tussaud's fitted smoke and steam generators so that steam was emitted from the cab, whistles and safety valves, and smoke from the chimney. A sound unit was also fitted.
Two carriages were used to form a replica of the Royal Train. Directly behind the loco was No. 229, a replica coach mounted on an ex-British Railways BG Full Brake underframe and containing waxwork figures of various members of the Royal Family. The second coach was the original Royal Day Saloon No. 9002 that was rescued for the exhibition from a cliff top in Aberporth, Wales.
After leaving the platform, visitors could see the restored royal waiting room with figures of Queen Victoria and the Prince and Princess of Wales, before entering 'The Royal Parade' area. A walkway was constructed up and around the canopy, allowing visitors to view figures of the royal party exiting the waiting room and the queen boarding her Ascot landau. Over seventy wax figures of 2nd Battalion Coldstream Guards formed part of this scene.
The last part of the exhibit was the 'Sixty Glorious Years' audio-visual show. The show outlined the growth of Great Britain using slides and projections, before the screen sank to reveal moving animatronic figures of some of the great personalities of the Victorian age, including Queen Victoria herself.
The exhibition closed in the late 1990s and almost all of the exhibits were taken away. The locomotive The Queen was too expensive to remove, so, rather than being cut up, it was incorporated as a feature of a restaurant on the concourse. It is still there today, but looking a little tired. The tender – the only original (and historic) part of the replica engine – was sold to a scrap dealer and cut up, although the springs and axleboxes were salvaged for use in the replica LB&SCR Atlantic project at the Bluebell Railway, and part of one side was rescued by the Slough and Windsor Railway Society, where it is now on display.
The original Royal Saloon No.9002 was preserved at the Museum of the Great Western Railway. It is not known what happened to the replica coach.
The Royal Waiting Room is part of a restaurant on the concourse.
The station today
In 1997 AXA bought the station buildings and enlarged and remodelled them as a shopping complex called Windsor Royal Shopping. The single platform was truncated still further, and can now handle no more than a three-coach train.
Windsor Link Railway
The Windsor Link Railway is a proposed new railway, connecting the Great Western and South West Trains franchise areas and potentially linking both to London Heathrow Airport. Windsor & Eton Central and Windsor & Eton Riverside railway stations would be replaced with one through-route station in the Windsor Goswells.
The focus is on a short tunnel through central Windsor itself and a proof-of-concept on this is currently being supported by a major rail infrastructure company.
In June 2013 the company announced that Network Rail had given the green light to go ahead to the next phase of development and seek private investment. 
Being not far from Pinewood Studios, Central station was extensively used in Carry On Loving, one of the Carry On films. The film was released in 1970, at which time much of the original station was still intact. In the opening sequence, the station doubles as 'Much-Snogging-On-The-Green', where Terry Scott's character boards a British Rail DMU. Later in the film, the taxi rank and approaches to the station are used as Sidney Bliss (Sid James) boards a taxi after being followed into the toilets by Charles Hawtrey in disguise.
Windsor & Eton Central station is served by a First Great Western operated shuttle service from Slough. At Slough, connection is made with the same company's stopping and semi-fast commuter services between London Paddington and Reading. The shuttle service runs every 20 minutes. The journey to or from Slough takes 6 minutes, and typical journey times to Reading and Paddington are 20 and 30 minutes respectively.
|Preceding station||National Rail||Following station|
|Terminus||First Great Western
|Preceding station||London Underground||Following station|
towards Mansion House
|Terminus||Great Western Railway
Line open, station closed
- "About Windsor Royal Shopping". Windsor Royal Shopping. Archived from the original on 11 April 2011. Retrieved 11 April 2011.
- Butt, R.V.J. (1995). The Directory of Railway Stations. Yeovil: Patrick Stephens Ltd. p. 252. ISBN 1-85260-508-1. R508.
- Wolmar, Christian. The Subterranean Railway. ISBN 1-84354-023-1.
- "The Railway from Windsor to Ascot". The Royal Windsor Web Site History Zone. Archived from the original on 11 April 2011. Retrieved 10 April 2011.
- Connor, Piers (1993). "The District Looks West". Going Green: The Story of the District Line. Harrow Weald: Capital Transport. pp. 14, 16. ISBN 1-85414-157-0.
- Day, John R. (1963). "The Metropolitan District and the Inner Circle". The Story of London's Underground (1st ed.). Westminster: London Transport. pp. 24–25.
- Demuth, Tim (2004). "1881–1890". The Spread of London's Underground (2nd ed.). Harrow: Capital Transport. pp. 8–9. ISBN 1-85414-277-1.
- Rose, Douglas (December 2007) . The London Underground: A Diagrammatic History (8th ed.). Harrow Weald: Capital Transport. ISBN 978-1-85414-315-0.
- Hinchcliffe, George (March 1983). "Gentlemen- 'The Queen'". The Railway Magazine 129 (983): 91, 92.
- "Train Times". First Great Western. Retrieved 12 April 2007.
|Wikimedia Commons has media related to Windsor and Eton Central railway station.|
- Train times and station information for Windsor & Eton Central railway station from National Rail
- English Heritage. "Details from listed building database (40464)". Images of England.