Birmingham New Street
The east end of the station, with the newly rebuilt and refurbished building which opened in 2015
General information
Location	Birmingham,West Midlands, England
Coordinates	52°28′41″N1°53′56″W / 52.478°N 1.899°W /52.478; -1.899
Grid reference	SP069866
Managed by	Network Rail
Transit authority	Transport for West Midlands[1]
Platforms	13 (including 4C)
Other information
Station code	BHM
Fare zone	1
Classification	DfT category A
History
Original company	London & North Western Railway
Key dates
1 June 1854	First opened
8 February 1885	Extension opened
1964–1967	Rebuilt
2010–2015	Redeveloped
Passengers
2020/21	7.351 million
Interchange	1.024 million
2021/22	22.683 million
Interchange	3.509 million
2022/23	30.726 million
Interchange	4.328 million
2023/24	33.335 million
Interchange	5.107 million
2024/25	36.624 million
Interchange	5.641 million
Location
Notes Passenger statistics from theOffice of Rail and Road

Birmingham New Street, also known asNew Street station, is the largest and busiest of thethree main railway stations inBirmingham city centre,West Midlands, England; it is a central hub of theBritish railway system. The station is a major destination forAvanti West Coast services fromLondon Euston,Preston,Glasgow Central andEdinburgh Waverley, andWest Midlands Trains services fromLiverpool Lime Street and London Euston both via theWest Coast Main Line. TheCrossCountry network centres on New Street, as well as local and suburban services within theWest Midlands; these include those on theCross-City Line betweenLichfield Trent Valley,Redditch andBromsgrove, and theChase Line toWalsall andRugeley Trent Valley. The three-letter station code is BHM.^[2]

The station is named afterNew Street, which runs parallel to it, although the station has never had a direct entrance from New Street except via theGrand Central shopping centre. Historically, the main entrance was on Stephenson Street, just off New Street. As of 2022, the station has entrances on Stephenson Street, Smallbrook Queensway, Hill Street and Navigation Street.

New Street is thethirteenth busiest railway station in the UK and the busiest outside London, with 36.6 million passenger entries and exits between April 2024 and March 2025. It is also the busiestinterchange station outside London, with over five million passengers changing trains at the station annually. In 2018, New Street had a passenger satisfaction rating of 92%, the third highest in the UK.^[3]

The original New Street station opened in 1854. At the time of its construction, the station had the largest single-span arched roof in the world.^[4] In the 1960s, the station was completely rebuilt. An enclosed station, with buildings over most of its span and passenger numbers more than twice those it was designed for, the replacement was not popular with its users. A £550m redevelopment of the station namedGateway Plus opened in September 2015; it includes a new concourse, a new exterior facade and a new entrance on Stephenson Street.^[5]

New Street station was built in central Birmingham by theLondon and North Western Railway (LNWR) between 1846 and 1854, on the site of several streets in a marshy area known as "The Froggery"; it replaced several earlier rail termini on the outskirts of the centre, most notablyCurzon Street, which had opened in 1838 and was no longer adequate for the level of traffic.^[6]Samuel Carter, solicitor to both LNWR and theMidland Railway, managed theconveyancing.

The LNWR originally shared the station with the Midland Railway; however, in 1885, the Midland Railway opened its own extension alongside the original station for the exclusive use of its trains, effectively creating two stations side by side. The two companies' stations were separated by a central roadway, Queens Drive.^[6] Traffic grew steadily and, by 1900, New Street had an average of 40 trains an hour departing and arriving, rising to 53 trains in the peak hours.^[7]

London and Birmingham Railway (New Street Station) Act 1846
Act of Parliament
Parliament of the United Kingdom
Long title	An Act for making a Railway from the London and Birmingham Railway to or near to Navigation Street within the Borough of Birmingham.
Citation	9 & 10 Vict. c. ccclix
Dates
Royal assent	7 August 1846
Text of statute as originally enacted

In 1846, the LNWR had obtained an act of Parliament, theLondon and Birmingham Railway (New Street Station) Act 1846 (9 & 10 Vict. c. ccclix), to extend their line into the centre of Birmingham, which involved the acquisition of some 1.2 hectares (3 acres) of land and the demolition of around 70 houses in Peck Lane, The Froggery, Queen Street and Colmore Street.^[8] TheCountess of Huntingdon's Connexion chapel, on the corner of Peck Lane and Dudley Street, which had only been built six years before,^[9] was also demolished.^[10] The station was formally opened on 1 June 1854,^[11] although the uncompleted station had already been in use for two years as a terminus for trains from theStour Valley Line, which entered the station from the Wolverhampton direction. On the formal opening day, the LNWR's Curzon Street station was closed to regular passenger services and trains from the London direction started using New Street.^[6]

The station was constructed by Messrs.Fox, Henderson & Co. and designed byEdward Alfred Cowper of that firm, who had previously worked on the design of theCrystal Palace. When completed, New Street had the largest arched single-span iron and glass roof in the world, spanning a width of 211 feet (64 m) and being 840 ft (256 m) long.^[6][11] It held this title for 14 years untilSt Pancras station opened in 1868. It was originally intended to have three spans, supported by columns; however, it was soon realised that the supporting columns would severely restrict the workings of the railway. Cowper's single-span design, was therefore adopted, even though it was some 62 feet (19 metres) wider than the widest roof span at that time.^[12][13]George Gilbert Scott praised Cowper's roof at New Street, stating "An iron roof in its most normal condition is too spider-like a structure to be handsome, but with a very little attention this defect is obviated. The most wonderful specimen, probably, is that at the great Birmingham Station…"^[14] When first opened, New Street was described as the "Grand Central Station at Birmingham" by Richard Foster.^[15]

The internal layout of tracks and platforms was designed byRobert Stephenson and his assistants; the station contained a total of nine platforms, comprising four through and five bay platforms.^[6] The main entrance building on Stephenson Street incorporated Queens Hotel, designed byJohn William Livock, which was opened on the same day. It was built in anItalianate style and was originally provided with 60 rooms. The hotel was expanded several times over the years and reached its final form in 1917, with the addition of a new west wing.^[11][16] The scale of the station at this time was documented in the station's entry in the 1863 edition ofBradshaw's Guide:^[17]

The interior of this station deserves attention from its magnitude. The semicircular roof is 1,110 feet long, 205 feet wide and 80 feet high, composed of iron and glass, without the slightest support except that afforded by the pillars on either side. If the reader notices the turmoil and bustle created by the excitement of the arrival and departure of trains, the trampling of crowds of passengers, the transport of luggage, the ringing of bells and the noise of two or three hundred porters and workmen, he will retain a recollection of the extraordinary scene witnessed daily at Birmingham Central Railway Station.

The roof of the original station was strengthened with additional steel tie bars during 1906–07, as a precaution following thecollapse of a similar roof which killed six people atCharing Cross station in 1905.^[18]

• 
  The interior of the original LNWR station in the late 19th century, with its once record-breaking roof
• 
  Victorian image of the interior of the LNWR station
• 
  The main entrance building to the old station on Stephenson Street, incorporating Queens Hotel, c. 1920
• 
  The main entrance to the old station on Stephenson Street, including Queens Hotel in 1962

Midland Railway trains that had used Curzon Street began to use New Street from 1854; however, its use by the Midland Railway was limited by the fact that those trains going betweenDerby and Bristol would have to reverse, so many trains bypassed New Street and ran throughCamp Hill. This was remedied in 1885, when a new link to the south, theBirmingham West Suburban Railway, was extended into New Street, which allowed through trains to and from the south-west to run via New Street without reversing.^[19]

To cope with the increase in traffic that this would bring, the station required an extension; the construction of which began in 1881. A number of buildings, mostly along Dudley Street, were demolished to make room for it, including a number of cottages, some business premises and a small church.^[6] Built immediately to the south of the original station, the extension contained four through platforms and one bay.^[20] It consisted of atrainshed with a glass and steel roof comprising two trussed arches, 58 ft (18 m) wide by 620 ft (189 m) long, and 67 ft 6 in (21 m) wide by 600 ft (183 m) long. It was designed by Francis Stevenson, chief engineer to the LNWR.^[11] The extension was opened on 8 February 1885.^[11] On completion, New Street had nearly doubled in size and became one of the largest stations in Britain, covering an area of over twelve acres (4.9 ha).^[16]

In early 1885, the number of daily users of the station was surveyed. On a Thursday, the number was 22,452 and on a Saturday it was 25,334.^[21]

Initially, the extension was used by both the LNWR and Midland Railway but, from 1889, it was only used by Midland Railway trains.^[22] It was separated from the original LNWR trainshed by Queens Drive, which became a central carriageway, but the two were linked by a footbridge which ran over Queens Drive and across the entire width of both the LNWR and Midland stations.^[23] Queens Drive was lost in the 1960s rebuild, but the name was later carried by a new driveway, which served the car park and atower block, and is the access route for the station's taxis.

On 1 February 1910, the LNWR introduced aCity to City service between New Street andBroad Street, in theCity of London. The service only lasted for five years, before being withdrawn on 22 February 1915, as a result of theFirst World War.^[24]

In 1923, the LNWR and Midland Railway, with others, were grouped into theLondon, Midland and Scottish Railway (LMS) by theRailways Act 1921. In 1948, the railways werenationalised and came under the control ofBritish Railways.

During theSecond World War, Cowper's roof sustained extensive bomb damage as a result of air raids during theBirmingham Blitz. After the war, the remains of the roof were dismantled after being deemed beyond economic repair. It was replaced with austere canopies over the platforms, made from surplus war materials, which remained in use until the station was rebuilt in the 1960s.^[25][26][6]

The station was completely rebuilt in the 1960s, as part of themodernisation programme for theWest Coast Main Line. Demolition of the old station and Queens Hotel began in 1964 and was not completed until 1966.^[27] The rebuilt New Street station was opened on 6 March 1967 to coincide with the introduction of electric expresses on the West Coast Main Line. It cost £4.5 million to build (equivalent to £103,170,000 in 2023).^[28][29]

The new station was designed by Kenneth J. Davies, lead planner for British Rail'sLondon Midland Region.^[30] Twelve through platforms replaced the eight through and six bay platforms of the previous station.^[28] The platforms were covered over by a seven-acre (2.8 ha) concrete deck, supported by 200 columns, upon which the concourse and other buildings were constructed. Escalators, stairs and lifts were provided to reach the platforms from the concourse. The new station had sold itsair rights, leading to the construction of thePallasades Shopping Centre (then known as the Birmingham Shopping Centre) above the station between 1968 and 1970.^[16][30][31] The publicright of way across the station, which had previously been maintained by the station footbridge, was retained in the new station via a winding route through the shopping centre.^[32] The station and the Pallasades were partly integrated with theBullring Shopping Centre via elevated walkways above Smallbrook Queensway.

Also above the station was a nine-storey office block called Ladywood House,^[33] and amulti-storey car park dating from the 1970s. The car park closed in May 2012; it was demolished to provide space for the new concourse and was rebuilt.^[34] Stephenson Tower, a 20-storey residential tower block, was built alongside the station between 1965 and 1966.^[35] The tower, designed by theCity Architect of Birmingham, was demolished in March 2012 as part of the station redevelopment.^[36]

In 1987, twelve different horse sculptures by Kevin Atherton, titledIron Horse, were erected between New Street station and Wolverhampton at a cost of £12,000.^[37][38] One stands on platform 7 at New Street.^[39]

Due to its enclosed sub-surface platforms, New Street was designated as an underground station by the fire service. In the 1990s, a number of changes had to be made to the station in order to comply with stricter fire regulations, introduced for underground stations as a result of the 1987King's Cross fire. In 1993, a new enclosed footbridge was opened at the Wolverhampton end of the station, with access to the platforms separate from the main building; this was built primarily as a fire exit, but the new exit from the station into Navigation Street was opened to the public. All wooden fittings were removed from the platforms and new fire doors were also installed at the foot of the stairs and elevators on the platforms.^[32]

By the 2000s, the station was unpopular with its users. In a 2007 survey, it scored a customer satisfaction rate of only 52%, the joint lowest of any Network Rail major stations along withLiverpool Lime Street andEast Croydon.^[40] The station had become inadequate for the level of traffic with which it was dealing; it had been designed with capacity for 650 trains and 60,000 passengers per day. In 2008, there were 1,350 trains and over 120,000 passengers per day.^[41][4] By 2013, it was 140,000 passengers per day.^[42] This made overcrowding and closures on safety grounds more common.^[43] Furthermore, the 1960s concrete architecture and enclosed design was widely criticised on aesthetic grounds.^[44] In November 2003, the station was voted the second biggest "eyesore" in the UK by readers ofCountry Life magazine.^[45] In books on railway station architecture, it was described by Steven Parissien as a "depressing underground bunker" and bySimon Jenkins as "hideous".^[46]

• 
  The concrete external architecture of the 1960s station
• 
  The western end of the station
• 
  A Virgin Trains Pendolino waiting at platform 2 at New Street in 2009
• 
  The former station concourse at rush hour
• 
  Iron Horse sculpture

The power signal box at New Street was completed in 1964 on the site of the former turntable; it housed the Westpac geographical interlocking and signalmen's push button control panel (the largest relay interlocking in the world when installed) and also the railway telephone exchange.^[11] It is abrutalist building with corrugated concrete architecture, designed by John Bicknell andPaul Hamilton in collaboration withWilliam Robert Headley, the regional architect for British Railways London Midland Region.^[47] The eight-level structure with five main storeys, including track and street levels, and cable chamber below track level, is at the side of the tracks connected to Navigation Street. In 1995 it was protected as a Grade II-listed building.^[48][49] Until recently, two small sidings (nos. 2 & 3 Engine Sidings) were located in front of the signal box which were used for stablingelectric locomotives; this was in connection with locomotive changes from diesel to electric traction on cross-country services heading north. As they are no longer needed, these have now been removed in connection with the ongoing resignalling project for the station area. No. 1 Engine Siding was located at the north end, between platforms 4 and 5, and was lengthened some years ago to form platform 4C.^{[citation needed]}

ASutton Coldfield model railway enthusiast, Don Jones, built a scale model of the entire 1960s station and surrounding buildings including theRotunda, theold Head Post Office and the signal box, atOO scale; open days were held to raise funds for local charities.^[50] Private visits were held forRobert Redford andKing Hussein of Jordan.^[50]

As a result of the problems with the existing station, proposals to redevelop the station gained traction in the mid-2000s. A feasibility study was approved in January 2005. Designs were shown to the public in February 2006 for a new Birmingham New Street Station, in a project known asGateway Plus.^[51] A regeneration scheme was launched in 2006^[52] and evolved through names such as Birmingham Gateway, Gateway Plus and New Street Gateway. The scheme proposed complete rebuilding of the street-level buildings and refurbishment of the platforms by 2013, with track and platform level remaining essentially unchanged.^{[citation needed]}

The approved planning application of August 2006 showed a glass facade with rounded edges. The entrance on Station Street originally included two curved 130 metres (427 ft) tall towers on the site of Stephenson Tower. Due to the economic slowdown, the "twin towers" plan was shelved.^[53]

In February 2008, theSecretary of State for Transport,Ruth Kelly, announced that theDepartment for Transport would provide £160 million in addition to £128 million through the government white paperDelivering a Sustainable Railway.^[54] A further £100 million came from theDepartment for Business, Enterprise and Regulatory Reform and channelled throughAdvantage West Midlands, the regional development agency. The announcement brought total government spending on the project to £388 million.^[55] After earlier proposals were discarded, six architects were shortlisted to design the new station following a call for submissions^[56] and it was announced, in September 2008, that the design byForeign Office Architects had been chosen.^[57]

The approved plans for the redevelopment included:^[58]

• A new concourse three-and-a-half times larger than the 1960s concourse, with a domedatrium at the centre to let in natural light
• Refurbished platforms reached by new escalators and lifts
• A new station facade and new entrances.

The fact that the proposed Gateway development would leave the railway capacity of the station more or less unaltered has not escaped attention. In July 2008, the House of Commons Transport Committee criticised the plans; it was not convinced they were adequate for the number of trains which could use the station. It said if the station could not be adapted, then the government needed to look for alternative solutions which potentially included a completely new station in the city.^[59]

Work began on the redevelopment on 26 April 2010.^[60] Construction was completed in phases to minimise disruption. On 28 April 2013, one half of the new concourse was opened to the public and the old 1960s concourse was closed for redevelopment, along with the old entrances.^[61] The complete concourse opened on 20 September 2015, the Grand Central shopping centre four days later.^[62][63] The refurbished Pallasades Shopping Centre was renamed Grand Central and included aJohn Lewis department store.^[64] During heavy winds on 30 December 2015, several roof tiles blew off, landing in the adjacent Station Street, which was therefore closed by the police as a precautionary measure.^[65]

Simon Jenkins included the rebuilt station in his bookBritain's 100 Best Railway Stations, describing it as retail-centred with platforms "no more dignified than before", but nevertheless "a vast improvement on its predecessor".^[46]

v t e Railway lines in the West Midlands
toWest Coast Main Line Wolverhampton– Shrewsbury line Bushbury Junction Wombourne branch line Wolverhampton St George's Wolverhampton Chillington Wharf Wolverhampton and Walsall Railway Steel Terminal Portobello Junction Midland Metro Coseley Chase Line Tipton Walsall Pleck and Darlaston Junctions South Staffordshire line Dudley Port Round Oak Steel Terminal Sandwell & Dudley Birmingham– Kidderminster line Bescot Stadium Lye Tame Bridge Parkway Cradley Heath Hamstead Old Hill Midland Metro Rowley Regis Birmingham Snow Hill to Wolverhampton Low Level Line Langley Green Smethwick Galton Bridge The Hawthorns Smethwick Rolfe Street Soho Junctions Perry Barr Junctions Harborne branch line Perry Barr Jewellery Quarter Witton Birmingham Snow Hill Five Ways Birmingham New Street University Birmingham Moor Street Selly Oak Birmingham to Lichfield line Bournville Aston Proof House Junction Duddeston Bordesley Lawley Street Freightliner terminal Lifford Junctions Birmingham Grand Junction Kings Norton Adderley Park Cross Country Route /Worcester line Small Heath Sutton Park line Tyseley Water Orton Cross Country Route / Birmingham–Peterborough line Birmingham– Stratford line Stechford Acocks Green Lea Hall Olton Marston Green Solihull Birmingham International Chiltern Main Line toWest Coast Main Line
Closed stations not shown. Not allWest Midlands Metro stops shown.

Around 80% of train services to Birmingham go through New Street.^[11] The other major city centre stations in Birmingham areBirmingham Moor Street andBirmingham Snow Hill.^[66] Outside Birmingham, inSolihull, isBirmingham International, which servesBirmingham Airport and theNational Exhibition Centre.

New Street is the hub of the West Midlands rail network, as well as being a major national hub. The station is one of twenty operated and managed by Network Rail.^[67] Network Rail also provides operational staff for the station.

Station staff are provided on all platforms to assist with the safe dispatch of trains. For operational reasons, all trains departing New Street must be dispatched via the use ofRight Away (RA) indicators. They display a signal informing the train driver it is safe to start the train, instead of using more traditional bell or hand signals.^{[citation needed]}

The twelve through platforms are divided intoa andb ends, with an extra bay platform called 4c between 4b and 5b, with theb end of the station towards Wolverhampton; this, in effect, allows twice the number of platforms. Longer trains that are too long for one section of the platform occupy the entire length of the platform, such asClass 390Pendolinos.^{[citation needed]}

Trains departing towards Proof House Junction (a end) can depart from any platform, but there are restrictions on trains departing from theb end. All platforms can accommodate trains heading towards Wolverhampton; however, due to the platform layout and road bridge supports, only 5–12 can accommodate trains heading towards Five Ways. There are a number of sidings on the station for the stabling of trains; these are between platforms 5/6, 7/8 and 9/10. The bay platforms at either end of platform 12 were removed during the 2015 refurbishment. The sidings in front of New Street signal box have also been removed.^{[citation needed]}

Still in existence, but out of use, is theRoyal Mail tunnel which connected the "b" end of the station platforms to the former sorting office (now called The Mailbox) alongside Suffolk Street. The tunnel to the former Head Post Office at Victoria Square is bricked up, with the subway between the platforms remaining in use for railway staff. The former baggage subway at the "a" end is now used for railway staff and as a fire exit.^{[citation needed]}

All signalling is controlled by West Midlands Signalling Centre in Saltley,^[68] with the former New Street power signal box at the Wolverhampton orb end of the station; it can be seen at street level on Navigation Street. The station is allocated theIATA location identifierQQN.^{[citation needed]}

All trains arriving and departing must use one of the several tunnels around the station:^[6][69]

• Stour Valley Line Tunnel – heads westwards towards Soho Junction & Wolverhampton and passes under theNational Indoor Arena. This tunnel is 927 yards (848 m) long in total, comprising the original New Street North Tunnel 751 yards (687 m) and extension: 'Arena' Tunnel, 176 yards (161 m). The former was opened in 1852, as part of theStour Valley Line, and holds two tracks.
• New Street South Tunnel – 254 yards (232 m) long, heading eastbound, passing under the Bullring and Birmingham Moor Street station, heading towardsDuddeston,Adderley Park, theCamp Hill line and theDerby lines towardsTamworth. This tunnel opened in 1854 and originally held two tracks; it was widened in 1896 to hold four tracks, with two double-track parallel bores.
• Gloucester Line Tunnels – a series of four consecutive, separate tunnels heading south-west towardsFive Ways. Heading from New Street, in sequence, the tunnels are named Holliday Street Tunnel, 307 yards (281 m) long; Canal Tunnel, 225 yards (206 m) long, passing under theBirmingham Canal Navigations; Granville Street Tunnel, 81 yards (74 m) long; and Bath Row Tunnel, 210 yards (190 m) long. These tunnels opened in 1885, as part of theBirmingham West Suburban Railway, and hold two tracks.

Network Rail, as well as operating the station, manages a customer reception located on the main concourse; it provides mobility assistance and train dispatch. The booking office and barriers are operated by Avanti West Coast, with customer service or floor walker staff provided by CrossCountry and Network Rail. Avanti West Coast operates a first class lounge andNetwork West Midlands also provides a public transport information point for the station.^{[citation needed]}

The station is apenalty fare station for West Midlands Railway and London Northwestern Railway (West Midlands Trains'brands). This scheme is operated both onboard trains and at the automatic ticket barriers at the station. The other train operating companies that use the station do not operate penalty fare schemes.^{[citation needed]}

The station is designated as underground. There were extractor fans that removed fumes, but these were removed with the refurbishment of the concourse and shopping centre above the platforms. They were replaced with blowers, as there are still a large number of services operated by diesel trains despite the whole station having been electrified in the 1960s. There have been environmental concerns about the level of pollution, especiallyNOx, in the station.^[70]

Since theprivatisation of British Rail, thirteentrain operating companies have regularly called at New Street:Arriva Trains Wales,Avanti West Coast,Central Trains,CrossCountry,First North Western,London Midland,Silverlink,Virgin CrossCountry,Virgin Trains West Coast,Transport for Wales,Wales & Borders,Wales & West andWest Midlands Trains.^{[citation needed]}

Currently Avanti West Coast, CrossCountry, Transport for Wales and West Midlands Trains provide services from New Street:^{[71][72][73][74][75]}Chiltern Railways has occasionally used New Street during engineering works.^{[citation needed]}

• West Midlands Trains operates a train crew depot at the station and stables some trains overnight around the station. For the most part, it usesSoho TMD forelectric multiple units; itsdiesel multiple units are kept atTyseley TMD, to the south-east of Birmingham.^{[citation needed]}
• CrossCountry also operates a train crew depot at the station; it uses Tyseley TMD for theClass 170 units and its Voyagers are based atCentral Rivers TMD.^{[citation needed]}

The basic Monday to Saturday off-peak service in trains per hour/day is as follows:

Avanti West Coast^[71]

• 2 tph toLondon Euston
• 1 tph toPreston, viaWigan North Western; services alternate between continuing towardsEdinburgh Waverley (1 tp2h) orGlasgow Central (1 tp2h).

CrossCountry^[72]

• 2 tph toManchester Piccadilly, viaStoke-on-Trent
• 2 tph toBristol Temple Meads, with 1 tph continuing on toPlymouth
• 2 tph toNottingham, viaDerby
• 1 tph toBournemouth, viaCoventry
• 2 tph toLeicester, with 1 tph continuing on toStansted Airport
• 1 tph toCardiff Central, viaGloucester
• 1 tph toEdinburgh Waverley, viaLeeds

West Midlands Railway^[73]

• 2 tph toBromsgrove, viaUniversity
• 2 tph toRedditch, via University
• 2 tph toFour Oaks
• 2 tph toLichfield Trent Valley, via Four Oaks
• 2 tph toWolverhampton
• 2 tph toWalsall
• 2 tph toRugeley Trent Valley, via Walsall
• 2 tph to Birmingham International
• 1 tph toHereford, viaWorcester Foregate Street
• 2 tph toShrewsbury, via Wolverhampton andTelford Central.

London Northwestern Railway^[74]

• 2 tph to London Euston, viaNorthampton
• 2 tph toLiverpool Lime Street, via Wolverhampton and Crewe.

Transport for Wales^[75]

• 1 tph to Birmingham International
• 1 tph toShrewsbury, continuing alternately toChester andHolyhead, orAberystwyth/Pwllheli.

Preceding station	National Rail			Following station
Birmingham International		Transport for Wales Birmingham – Wales		Sandwell & Dudley
Birmingham International		CrossCountry Bournemouth – Manchester		Wolverhampton
Cheltenham Spa		CrossCountry Bristol – Manchester
Leamington Spa		CrossCountry Reading – Newcastle		Derby
Cheltenham Spa		CrossCountry Plymouth – Edinburgh		Tamworth or Burton-on-Trent
University orTerminus		CrossCountry Cardiff – Birmingham – Nottingham		Wilnecote orTamworth
Terminus		CrossCountry Birmingham – Leicester – Stansted Airport		Water Orton or Coleshill Parkway
University		West Midlands Railway Hereford – Birmingham		Terminus
Smethwick Galton Bridge		West Midlands Railway Shrewsbury – Birmingham		Terminus
Aston or Duddeston		West Midlands Railway Cross-City Line		Five Ways
Duddeston		West Midlands Railway Walsall – Aston – Birmingham – Wolverhampton		Smethwick Rolfe Street
Birmingham International orAdderley Park		West Midlands Railway Birmingham – Walsall – Rugeley		Tame Bridge Parkway
Adderley Park		West Midlands Railway Birmingham International – Birmingham New Street		Terminus
Terminus		London Northwestern Railway London–Birmingham		Adderley Park towardsLondon Euston
Smethwick Galton Bridge towardsLiverpool Lime Street		London Northwestern Railway Birmingham–Liverpool		Terminus
Birmingham International		Avanti West Coast London – Birmingham – North West & Scotland London – Shrewsbury		Terminus,Sandwell & Dudley or Wolverhampton
	Future services
Moseley Village		West Midlands Railway Camp Hill line		Terminus
	Historical railways
Monument Lane		London and North Western Railway Stour Valley Line		Duddeston
		London and North Western Railway Rugby–Birmingham–Stafford line		Adderley Park
Terminus		London and North Western Railway Birmingham–Peterborough line		Saltley
Five Ways		Midland Railway Birmingham West Suburban Railway		Terminus
Camp Hill		Midland Railway Camp Hill line		Terminus

New Street is served by theWest Midlands Metrotram system from the adjacentGrand Central tram stop, located outside the main entrance on Stephenson Street. This opened on 30 May 2016, when the city centre extension of the Metro came into operation. The stop was temporarily, before extension to Broad Street, a terminus ofWest Midlands Metro Line One, and provides a link to Snow Hill station and onwards toWolverhampton.^[76]

Initially, Grand Central was planned to act as the terminus of the city centre extension. However, it was later decided that further extension would take place towardsCentenary Square and later toEdgbaston, this extension opened in mid 2022.^[77][78]

New Street station is 660 yards (600 m) away from Birmingham Moor Street;^[79] the city's second busiest railway station.^[79] There is a signposted route for passengers travelling between New Street and Moor Street stations which involves a short walk through a bus tunnel under theBullringshopping centre. Although the railway lines into New Street pass directly underneath Moor Street station, there is no rail connection. In 2013 a new direct walkway was opened between the two stations.^[80]Birmingham Snow Hill station is 1,100 yards (1,000 m) away;^[79] it is either a ten-minute walk away to the north, or can be reached via a short tram ride on the West Midlands Metro.^[81]

• On 7 November 1850, the engine of a goods train which was leaving the station was derailed by an explosion caused by leaking gas from a gas-lighting main, which came into contact with its firebox. There were no casualties, but the abutment of the viaduct on which the explosion occurred was destroyed by the blast.^[82]
• On 18 April 1877, the south tunnel was blocked by an overturned locomotive.^[83]
• On 26 November 1921, a serious accident occurred on the Midland half of New Street station, when an express from Bristol crashed into the rear of a stationary train to Derby, which was standing at platform four and had been delayed due to engine trouble. The collision caused the guards van of the Derby train totelescope with the rear coach. Three people were killed, and twenty four injured. The later inquest ruled that the express had overrun the danger signal due to driver error, and the misty conditions had made the rails moist, leading to wheelslip when the driver applied the brakes.^[84]

• Transport in Birmingham
• Transport for West Midlands
• Commuter rail in the United Kingdom

• Foster, Richard (1990).Birmingham New Street. The Story of a Great Station Including Curzon Street. 1 Background and Beginnings. The Years up to 1860. Wild Swan Publications.ISBN 0-906867-78-9.
• Foster, Richard (1990).Birmingham New Street. The Story of a Great Station Including Curzon Street. 2 Expansion and Improvement. 1860 to 1923. Wild Swan Publications.ISBN 0-906867-79-7.
• Foster, Richard (1997).Birmingham New Street. The Story of a Great Station Including Curzon Street. 3 LMS Days. 1923-1947. Wild Swan Publications.ISBN 1-874103-37-2.
• Foster, Richard.Birmingham New Street. The Story of a Great Station Including Curzon Street. 4 British Railways. The First 15 Years. Not yet published. Wild Swan Publications.
• Kirkman, Richard (2015).Transforming Birmingham New Street. Lily Publications Ltd. (UK).ISBN 9781907945915.OCLC 927826418.
• Norton, Mark (2013).Birmingham New Street Station Through Time. Amberley.ISBN 978-1-4456-1095-5.
• Smith, Donald J. (1984).New Street Remembered: The story of Birmingham's New Street Station 1854-1967 in words and pictures. Barbryn Press.ISBN 0-906160-05-7.
• Upton, Chris (1997).A History of Birmingham. Phillimore.ISBN 0-85033-870-0.

Wikimedia Commons has media related toBirmingham New Street railway station.

• Train times andstation information for Birmingham New Street railway station fromNational Rail
• New Street - New Start
• Birmingham New Street, on Warwickshire Railways Photographs and information on the Victorian Station.
• An 1890 Ordnance Survey map of the station
• Rail Around Birmingham and the West Midlands: Birmingham New Street station
• Building a model of Birmingham New Street station
• 1967 ATV report on station rebuilding and opening
• 1994 video of Don's Miniature New Street

• Former London and North Western Railway stations
• Former Midland Railway stations
• Network Rail managed stations
• Transit centers in the United Kingdom
• Railway stations in Birmingham, West Midlands
• Railway stations in Great Britain opened in 1854
• Railway stations served by CrossCountry
• Railway stations served by Transport for Wales Rail
• Railway stations served by Avanti West Coast
• Railway stations served by West Midlands Trains
• 1854 establishments in England
• DfT Category A stations
• Stations on the West Coast Main Line

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