Newport railway station looking Eastbound.
|Managed by||Transport for Wales|
|Number of platforms||4|
|Live arrivals/departures, station information and onward connections|
from National Rail Enquiries
|Annual rail passenger usage*|
|- Interchange||0.567 million|
|- Interchange||0.590 million|
|- Interchange||0.557 million|
|- Interchange||0.580 million|
|- Interchange||0.560 million|
|18 June 1850||Opened|
|National Rail - UK railway stations|
Newport railway station (Welsh: Gorsaf Rheilffordd Casnewydd) is the third-busiest railway station in Wales (after Cardiff Central and Cardiff Queen Street), situated in Newport city centre. It is 133.5 miles (215 km) from London Paddington on the British railway network.
The station was originally opened in 1850 by the South Wales Railway Company and was greatly expanded in 1928. A new station building was built in 2010 with four full size platforms, to facilitate new Great Western Railway 10-car Intercity Express Programme trains.
The station is owned by Network Rail and managed by Transport for Wales. The main station entrance is located on Queensway, connected by Station Approach to the High Street, with a further entrance adjoined to the National Car Parks site at its rear, reached from Devon Place.
In October 2008 the Welsh Government announced the launch of a new faster services between Cardiff and North Wales. The service was first operated by Class 57 locomotives and Mark 2 passenger rolling stock. The Premier Service has premier business-class accommodation. In March 2012 the service was upgraded to Class 67 locomotives and Mark 3 rolling stock.
Phase Two of the Ebbw Valley Railway project would see the restoration of direct trains between Newport and Ebbw Vale and resurrect the suburban rail link with Rogerstone. In March 2008 following the success of phase one - direct services between Cardiff Central and Ebbw Vale - the Welsh Government's Minister for Economy and Transport launched a feasibility study into the restoration of direct trains from Newport. Significant works need to be carried out including the re-instatement of a set of points, refurbished track, new signals at the Gaer and Park junctions as well as track extensions between Crosskeys and Llanhilleth. The Welsh Government announced in July 2009 that the relevant works to enable direct trains between Ebbw Vale and Newport would be complete by 2011.
|Preceding station||National Rail||Following station|
|Cardiff Central||Transport for Wales
Maesteg / Cardiff Central - Cheltenham Spa
|Severn Tunnel Junction|
|Transport for Wales
Milford Haven/Carmarthen - Manchester Piccadilly
|Transport for Wales
Cardiff - Holyhead
Cardiff Central - Nottingham
|Severn Tunnel Junction |
Cardiff Central to Manchester Piccadilly via Bristol Temple Meads
(Mondays to Saturdays only, limited service)
|Severn Tunnel Junction|
|Cardiff Central||Great Western Railway
Cardiff Central / Swansea - London Paddington
|Great Western Railway
Cardiff Central - Taunton
|Severn Tunnel Junction|
|Great Western Railway
Cardiff Central - Brighton / Portsmouth Harbour
|Filton Abbey Wood|
|Pye Corner||Transport for Wales
Ebbw Valley Railway
The current station layout consists of four through-platforms numbered 1 to 4 from the south side. The original broad gauge station had only two 200-foot-long (61 m) through platforms and a bay platform at the east end of the down platform. The Hillfield railway tunnels to the west of the station were dug under Stow Hill in the 1840s. On the closure of Dock Street and Mill Street stations to passengers in 1880, High Street station was greatly expanded: The up platform was made into an island - the north face 825 feet (251 m) in length, and the south side 814 feet (248 m). The down platform was extended to 897 feet (273 m), with the west end bay extended to 428 feet (130 m). Two scissors crossovers were provided on these new platforms, effectively dividing them into two. The original down platform became Nos. 1 and 2. The bay became No. 3, the south face of the up platform Nos. 4 and 5 and the north face Nos. 6 and 7. The bay platform was mostly used for Monmouthshire western valleys services, but with the quadrupling of the line in 1912 trains from the bay platform (on the south side) now had to cross the entire station to get to the Gaer Tunnel on the north side. To address this the former loading dock on the north side of the station was made into a passenger platform (No. 8).
April 1961 saw the introduction of colour Multiple-Aspect Signalling and associated modifications to the station layout. The north face of the island platform became the new up platform, with the south face becoming the new down. The platforms were also renumbered in the opposite direction to match the new line designations — No. 8 became No. 1, Nos. 6/7 became 2, Nos. 4/5 became No. 5 and Nos. 1/2 became No. 6. Lines 3 and 4 became the designations for the through non-platform lines. Subsequent removal of the scissors crossovers saw a further combination and renumbering of platforms to the current layout.
Originally named Newport High Street, the suffix High Street became unnecessary on the closure of Mill Street and Dock Street stations to goods traffic in the 1960s. Printed tickets and National Rail enquiries use the suffix "South Wales" to differentiate this station from its namesake in Essex. In 2007 the Newport Unlimited urban regeneration company proposed the station be renamed Newport City railway station; however, this suggestion was not taken up.
Platform 1 is only mainly used for westbound services to Cardiff Central during peak times. Platform 2 is usually the stopping point for all westbound services to Cardiff Central. Platform 3 is usually the stopping point for eastbound services to London Paddington and Nottingham. Platform 4 is usually the stopping point for eastbound services to Manchester Piccadilly, Holyhead, Portsmouth Harbour, Taunton and Cheltenham Spa and will also be used by trains to Ebbw Vale following the full re-opening of the Ebbw Valley Railway.
A British Transport Police station and a branch of WH Smith are situated on platform 1. The waiting room and customer toilets are situated between platforms 2 and 3, as is the Upper Crust café. Also between platforms 2 and 3 is a customer help desk. The booking hall is situated between the main entrance and platform 1. There are three main windows for tickets for immediate travel and a travel centre which handles enquiries, complaints and issues tickets for future travel. In the booking hall there is also a small buffet, telephones, automatic ticket machines and a photo booth. Wheelchair access between platforms is provided by a subway, accessed by a lift from the platforms. Also, a ramp from platforms 2 and 3 leads into a subway that links Mill Street to the city centre. There is a short-stay car park and taxi rank situated to the front and a long-stay car park to the rear which is accessible via a footbridge from all platforms. Since October 2005, automatic ticket barriers have been installed. At the same time, the ticket barriers are being used more often, before used during peak periods and match days, now manned throughout the day until late in the evening.
The Welsh Government and Network Rail agreed a £20 million makeover for the station that provided two new concourses, a second pedestrian bridge over the tracks and a user-friendly bus-rail interchange at the station. The plans also included an extended platform 4 capable of accommodating up to twelve-carriage intercity trains and a new multi-storey car park for long-stay travellers. The initial redevelopment of Platform 4 did not allow for disabled access, resulting in station staff using a locally contracted taxi firm at £3 a passenger to move disabled and elderly passengers the half-mile from one side of the station to the other, in a complimentary service provision. The first phase, platform 4 extension, was completed on 2 July 2007, with design works completed by Atkins.
Planned to enable the station to cope with passenger traffic associated with the 2010 Ryder Cup, a second passenger bridge was built linking the whole station with a lift for all platforms. Network Rail claimed accessibility and safety are at the heart of the new design.
The new bridge is clad in ethylene tetrafluoroethylene (ETFE), the material which protects the Eden Project in Cornwall. The station enhancements were engineered by Atkins Engineers, based in Exeter and Swindon, with design support from Grimshaw Architects and Vector Foiltec working as sub-consultants. The new north and south concourses opened on 13 September 2010.
The development was criticised by RAIL magazine columnist Barry Doe for being at the wrong end of the station, a lack of seating and generally poor design. The station was nominated in 2011 for the Carbuncle Cup, awarded for the ugliest building of the year.
Arriva Trains Wales had expressed concern about a leaking roof, an inadequate customer service area and insufficient ticket gates. Network Rail said the roof was fixed in mid-May 2011, but issues had resumed in 2013. Transport for Wales acquired the management of the station in 2018 and are replacing station infrastructure across the network.
The whole Newport area was re-signalled from 2009-12, providing speed improvements on the relief lines.
The Great Western Main Line from London to Cardiff was electrified as part of the Great Western Main Line electrification scheme. As part of this the former footbridge was removed in 2017. Following the introduction of Hitachi Rail British Rail Class 800/802 trains and the new timetable introduced on 15 December 2019, journey times between Newport and London Paddington were reduced to around 1 hour 30 minutes The power from Bristol Parkway through Newport was switched on on 14 September 2019, with electric running extended to Newport from 15 December, and as far as Cardiff over the Christmas period.
In September 2018, plans were submitted to Newport City Council for a new footbridge between Devon Place and Queensway, to replace the subway used since the closure of the previous footbridge.
The South East Wales Transport Alliance (SEWTA) have proposed an additional service (one in every two hours) to Abergavenny with a re-opened station in Caerleon, two trains per hour between Cwmbran and Abergavenny, and an hourly service to Pontypool and New Inn, subject to line enhancements in Abergavenny.