Birmingham New Street Station UK: A Modern Transformation of a Landmark Transport Hub

Birmingham New Street Station has undergone a remarkable transformation, especially striking for those familiar with the city before the late 1990s when its extensive regeneration began. For those who, like myself, attended Aston University in that era, returning to Birmingham often involves moments of disorientation as new, completely changed parts of the city emerge. The city’s central railway station, New Street, is a prime example of this dramatic evolution.

Indeed, beneath the vast ETFE skylights, today’s passengers at Birmingham New Street Station experience a level of comfort and modernity not seen since 1967.

The atrium at New Street station. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

During my university years, Birmingham New Street station, initially rebuilt as part of British Railways’ 1950-60s modernisation of the West Coast Main Line connecting London and Glasgow, felt like a massive, cumbersome obstacle in Birmingham’s core. It constantly disrupted any westward journeys from the city centre. This station was actually a replacement for an older New Street station. Originally, there were two adjacent stations; the older London and North Western station boasted an elegant glass and iron trainshed roof, which unfortunately suffered irreparable damage during World War II.

The first New Street station. Photo via Network Rail’s Media Centre

The 1960s New Street station, however, presented a stark contrast. It was buried beneath a shopping centre known as the Pallasades. Due to New Street station’s location in a cutting, the platforms were situated below ground level. British Rail capitalised on this by selling the air rights above the platforms, leading to the construction of the Pallasades shopping centre. While positioned above the platforms, it was barely above ground level on the New Street side, and even lower on the opposite side due to the sloping terrain. The result was dismal – both the station and the shopping centre were deeply unappealing.

While I appreciate some of the 1960s architecture along the West Coast Main Line – I find the rebuilt Euston station acceptable, despite subsequent unfortunate modifications and current overcrowding issues – and consider Coventry station splendid though somewhat neglected, New Street station was always an exception. Even the Brutalist signal box at New Street station ((The Beauty of Transport 28 October 2015) is undeniably an architectural marvel, even if not conventionally beautiful (and likely not intended to be).

However, New Street station itself was always a place I disliked. The platforms were dimly lit, possessing a Stygian gloom and ceilings so low that diesel fumes lingered heavily, creating a claustrophobic atmosphere. Only the platform ends offered glimpses of daylight, revealing high concrete walls above.

Platform level at New Street station, 2009. Photo by Sunil060902 [CC BY-SA 3.0 or GFDL], from Wikimedia Commons

Above ground, the concourse and ticket hall were cramped, undersized, and chaotic. Navigating to the platforms for departing journeys was confusing, and upon reaching them, disappointment was inevitable. The station area was clearly confined under the Pallasades shopping centre, prioritising retail over transport functionality. Even the shopping centre itself was unattractive, particularly by the time I was a frequent visitor. A narrow, awkward bridge connected to the Bull Ring shopping centre, which was arguably even less appealing than the Pallasades.

The pre-2015 concourse at New Street station. Photo: No machine-readable author provided. Tagishsimon assumed (based on copyright claims). [GFDL, CC-BY-SA-3.0 or CC BY-SA 2.5 ], via Wikimedia Commons

By the close of the 20th century, it was obvious that significant changes were necessary. The subsequent revitalisation of Birmingham city centre is a broader urban regeneration narrative, beyond the immediate scope here. However, it’s worth noting that this regeneration was partly responsible for the demolition of the Aston University building where transport students attended lectures – a fact I discovered with surprise during a return visit some years ago. The rebuilding of Birmingham New Street station, along with the shopping centre above it, is certainly a key part of this story.

Visiting Birmingham today, I often encounter locations where a 1960s concrete structure once stood, now replaced by a gleaming glass and steel retail development, seemingly teleported from an out-of-town location right into the city centre. Then, just around the corner, everything remains unchanged. It’s akin to experiencing China Miéville’s The City & The City, where old and new Birmingham coexist, yet the old city becomes imperceptible within the new areas, and vice versa.

At the heart of this cognitive dissonance is the redeveloped Birmingham New Street station. While not entirely flawless, it is undeniably a significant improvement and offers much of interest.

The reflective facade of New Street station. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

Plans for a predicted £350 million redevelopment of the station were announced in 2005. By the time the project concluded in 2015, the investment had escalated to £750 million. Birmingham City Council strongly advocated for a New Street station that would serve as a more impressive gateway to the city. Simultaneously, the rail industry aimed to create a facility better equipped to handle increasing passenger numbers that were overwhelming the existing station’s capacity.

Full planning permission for the station redevelopment was granted in 2010, initiating a five-year reconstruction program. A design competition was won by Foreign Office Architects. Earlier concept designs by Will Alsop and McAslan + Partners were rejected for being considered too radical and not radical enough, respectively, as reported by The Guardian. Foreign Office Architects initially gained recognition for the Yokohama International Port Terminal ([The Beauty of Transport 12 November 2014](https://thebeautyoftransport.com/2014/11/12/dockside-digital-yokohama-international-port-terminal-yokohama-japan/)), but the New Street station project became their final undertaking. The practice’s two partners had effectively separated, and the New Street station project transitioned to partner Alejandro Zaera-Polo’s new firm, AZPML.

The project entailed a complete overhaul of the station concourse and the Pallasades shopping centre. The project’s initial title, Birmingham Gateway, was dropped, and the new upper-level shopping centre within the station was named Grand Central. Naming it after what is arguably the world’s most iconic and impressive station was a bold move. So, what did Birmingham gain from this investment? And how does it compare to its New York namesake, Grand Central Terminal ([The Beauty of Transport 13 August 2014](https://thebeautyoftransport.com/2014/08/13/the-sky-full-of-stars-grand-central-terminal-new-york-ny-usa/))? Undeniably, it represents a vast improvement over the 1967 station in both functionality and aesthetics. Furthermore, it shares more similarities with New York’s Grand Central Terminal than one might initially think.

New Street station entrance. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

Approaching from the surrounding city, the new station makes a strong visual statement, perfectly aligning with Birmingham’s revitalised image. Encircling the station is an undulating, mirror-finished façade of polished stainless steel. It is purely a façade, lacking any structural role. As AZPML acknowledges, the cladding “could not be related to the building for practical reasons”. Nevertheless, it is a striking visual element, reflecting its surroundings and consequently both blending in and standing out simultaneously. This has transformed the new station (and its shopping centre) into a true landmark, unlike the Pallasades and the previous station entrance.

The redevelopment significantly improved pedestrian flow around Birmingham New Street station at street level. Walking around the station is now much easier, often following a sheltered path beneath the projecting reflective façade, which serves as a giant wayfinding aid. This has greatly enhanced permeability for pedestrians and cyclists in the New Street station area. While the more flamboyant design aspects of the new New Street station have garnered the most attention, the improved pedestrian and cycling access may be one of the most valuable improvements.

Giant “media eyes” mark each main entrance to Grand Central. These are frequently featured in photographs of the new Birmingham New Street station, and Network Rail expressed considerable enthusiasm upon their installation. They are essentially large LED display screens, common in major stations, but ellipsoid rather than rectangular, oddly reminiscent of the Martian war machines from the original film adaptation of The War of the Worlds (dir Byron Haskin 1953). Personally, I find them slightly unsettling, especially when displaying images of actual eyes.

The interior transformation compared to the old New Street station is immense. The Pallasades shops are no longer situated above a tucked-away station concourse. Now, shops and concourse are integrated on the same level, with an additional gallery level of shops encircling a large central atrium. For the first time in decades, daylight floods into Birmingham New Street station’s concourse through the massive ETFE skylight windows above.

ETFE skylights in the atrium at New Street station. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

Wide passageways leading from the station’s main entrances into the atrium incorporate wave-shaped slats across the ceiling, creating a unique texture. These features, according to AZPML, represent the geometries of motion. Lights positioned between the slats provide illumination without disrupting the design aesthetic.

Ceiling detail at New Street station. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

The atrium itself and its ETFE windows are the design highlight. The roof’s curving, branching structure evokes the work of Santiago Calatrava. However, while Calatrava draws from organic forms, AZPML’s design intentionally references railway trackwork, with its points and diverging tracks. It is undeniably photogenic, a stark contrast to the 1967 station. Passenger waiting areas are strategically located in two separate gated sections (serving platforms 1-5 and 6-12 respectively), with a space between them allowing shoppers to pass through.

The atrium roof structure proved to be the most challenging aspect of the design to realise. Zaera-Polo initially wanted the curving roof struts to be plasterboarded to match the station’s interior. Network Rail deemed this too complex to execute. The contractors preferred leaving the roof’s bare steelwork exposed. The compromise was cladding the struts with PVC fabric. While functional, it loses some of the crispness that plasterboard or sculpted steel might have offered. Zaera-Polo was reportedly displeased with this compromise and is said never to have visited the rebuilt New Street station.

Escalators within the atrium ascend to the gallery and surrounding shops, Grand Central shopping centre itself, and a new connection to the redeveloped Bullring shopping centre.

View of the atrium from the gallery level. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

This, however, forms the basis of a common criticism: that the new New Street station prioritises its role as a shopping centre over its function as a railway station. This is undeniably true. Network Rail promotes the station as a “destination station”, reviving the historical role of railway stations as community hubs, now reimagined as places to visit even without intending to catch a train. However, this is primarily about generating additional revenue for Network Rail (and, consequently, HM Treasury). Yet, if this results in a station where passengers can find entertainment and distraction while waiting for a train, rather than sitting on a cold bench, is it necessarily negative? The railway must evolve with the times to survive. This approach is not unique; The Oculus at the World Trade Center Transportation Hub ([The Beauty of Transport 13 June 2018](https://thebeautyoftransport.com/2018/06/13/were-s-h-o-p-p-i-n-g-the-oculus-new-york-ny-usa/)) adopts a similar model, and even Grand Central Terminal today functions as much as a shopping centre as a railway station.

The arrival and waiting experience at Birmingham New Street station has been revolutionised. However, the descent to the platforms reveals a significant shortcoming. While the new atrium allows daylight to reach the concourse and waiting areas, this benefit doesn’t extend to the platforms below. They remain as removed from daylight as ever, still overshadowed by the shopping centre above, with oppressively low ceilings. The platforms are still narrow and feel congested when large crowds gather for long-distance inter-city trains. Refurbishments have aimed to brighten the platform areas, and they are somewhat improved aesthetically, but the overall impact is limited.

The refurbished platforms at New Street station. The finishes are brighter but the overall feel is still too dark and claustrophobic. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr album

Substantially improving the platform level would have required complete demolition of the shopping centre above, allowing natural light to reach the platforms, as in the pre-1960s station design. Plans have also been considered to construct additional platforms in tunnels beneath the existing ones to accommodate suburban train services. A combination of these approaches might offer the best opportunity for significant platform improvement at Birmingham New Street station. However, securing funding for such an extensive rebuild in the near future, especially one that would sacrifice retail revenue, seems unlikely.

The rebuilding of Birmingham New Street station is not perfect; it is, in many ways, only half-finished. It has dramatically improved the station from ground level upwards, but the platforms remain disappointing and create a somewhat negative first impression for rail passengers arriving in Birmingham. Despite this, passenger surveys indicate a more positive perception of the new New Street station compared to its predecessor. Within the first six months of reopening, passenger satisfaction increased from 66% to 81%.

Interestingly, another station with a remarkably impressive concourse but less appealing, darker platforms is Grand Central Terminal in New York. Despite this, it frequently tops lists of the world’s best stations. Perhaps the new Birmingham New Street station can draw some comfort from this, even if passengers on its platforms might remain less enthusiastic.