Should Birmingham International railway station have more direct trains to other parts of Birmingham?

[VItraveller]

One of the things I’ve learned over the years is that people generally avoid changing trains where possible and this is especially the case if they have heavy luggage, suitcases, and pushchairs.
And separately, a lot of people I’ve spoken to over the years find changing at Birmingham New Street particularly challenging or uncomfortable and. so I do find it strange that only the stations to Walsal and of course Wolverhampton get direct Birmingham International trains, for every other part of Birmingham like Selly oak, Sutton Coldfield, Solihull and the larger commuter towns still have to change atNew Street, now I know the trains between New Street and international are very fast and frequent but how many people are put off the journey entirely by the change and just take a taxi instead and is there anything that may alleviate this in future?

 

[The Planner]

One of the things I’ve learned over the years is that people generally avoid changing trains where possible and this is especially the case if they have heavy luggage, suitcases, and pushchairs.
And separately, a lot of people I’ve spoken to over the years find changing at Birmingham New Street particularly challenging or uncomfortable and. so I do find it strange that only the stations to Walsal and of course Wolverhampton get direct Birmingham International trains, for every other part of Birmingham like Selly oak, Sutton Coldfield, Solihull and the larger commuter towns still have to change atNew Street, now I know the trains between New Street and international are very fast and frequent but how many people are put off the journey entirely by the change and just take a taxi instead and is there anything that may alleviate this in future?

How do you do it? Rugeley to International arguably is just convenience joining up two service groups. Anything else will mean either reducing other service groups to fit new destinations in. Solihull to International just isn't a rail journey people are going to make.

 

[CW2]

There's a need to understand the scale of the actual travel requirements here.

People travelling to Birmingham International station are (in my experience) predominantly continuing to Birmingham Airport. There will be some irregular flows during major events at the NEC, and maybe some regular local commuting too, but I still think the airport flow dominates.

People travelling to/from the airport will typically carry more luggage than the average passenger. However the flows are scattered and infrequent.

By that, I mean that somebody living in (say) Dorridge or Four Oaks might fly from the airport two or three times a year, with different flight times. There isn't a sufficiently strong passenger flow to justify a through service on that basis.

The only sensible thing to do is consolidate passengers at New Street and provide a regular service of both fast and stopping services to International.

The New Street - International section is already very busy, so the scope to add further terminating services from various scattered origins is very small.

 

[The Mercian]

I agree with the premise that it would be great to have services that went direct to the Airport but in practice the infrastructure required to deliver it in terms of chords, dive unders and then recasting of the operational timetable to make it work seems almost impossible and as someone says above, are there the flows to justify the services. I’d also add the discussion about Bristol Airport is quite instructive about flows to and from the airport as Birmingham is similar if a bit bigger.

 

[VItraveller]

I understand that suppressed demand is difficult to predict, how about extending one of the Camphill line trains as a proof of concept.

 

[Magdalia]

Rugeley to International arguably is just convenience joining up two service groups.

The numbers of journeys in the flows database for this route suggest that the benefits are tiny. Birmingham International-Walsall is 24k one way journeys per annum and Tame Bridge Parkway is 10k. Cannock and Rugeley are 6k and 4k.

The possible exceptions are to the south west of Birmingham, on the opposite side of the city to the airport. Birmingham International-Selly Oak is 19k, with University at 11k, and Bourneville, Kings Norton and Longbridge are all at 6k. Birmingham International-Worcester FS and Stourbridge Jn are at 10k with Cradley Heath and Kidderminster at 6k.

But, on a congested railway, it would need a complete timetable rewrite, and for somewhere else to lose out.

 

[A S Leib]

Solihull and the larger commuter towns still have to change atNew Street,

For Solihull specifically, there's a direct bus every half an hour taking around 25 minutes, which is as fast, if not faster, and probably about as reliable as a direct train would be.

 

[keyy729]

The numbers of journeys in the flows database for this route suggest that the benefits are tiny. Birmingham International-Walsall is 24k one way journeys per annum and Tame Bridge Parkway is 10k. Cannock and Rugeley are 6k and 4k.

The possible exceptions are to the south west of Birmingham, on the opposite side of the city to the airport. Birmingham International-Selly Oak is 19k, with University at 11k, and Bourneville, Kings Norton and Longbridge are all at 6k. Birmingham International-Worcester FS and Stourbridge Jn are at 10k with Cradley Heath and Kidderminster at 6k.

But, on a congested railway, it would need a complete timetable rewrite, and for somewhere else to lose out.

surely 2tph could do well on this right:

1tph Birmingham Int'l to Longbridge (all stops)
1tph Birmingham Int'l to Worcester Foregate Street (calling at 1 or 2 stops between Int'l/New Street, University, Selly Oak, Kings Norton, Longbridge, Bromsgrove, Droitwich Spa, and Worcester Foregate Street)

as someone who knows absolutely nothing about this

 

[Palmerston]

For Solihull specifically, there's a direct bus every half an hour taking around 25 minutes, which is as fast, if not faster, and probably about as reliable as a direct train would be.

Isn't there a plan to extend the Midland Metro from the airport to Solihull (after the extension from Eastside gets to the airport)? Such a route could also get traffic to HS2 Interchange

 

[The exile]

If you added a service that went between New Street and International via Soho, Aston and Stechford it would enable a single change onto the Cross-City line that wasn’t New Street. Would extend journey time of course, but if it was an extra, plugging a gap, that wouldn’t be so important.

 

[Harpo]

Four tracks are the real answer. Maybe HS2 should have been four tracks between Central Brum and International with two for non-HS?

 

[Bletchleyite]

Four tracks are the real answer. Maybe HS2 should have been four tracks between Central Brum and International with two for non-HS?

HS2 is the four-tracking of that section (6-tracking south of Rugby; 8-tracking south of Watford).

 

[Harpo]

HS2 is the four-tracking of that section (6-tracking south of Rugby; 8-tracking south of Watford).

A premise that only stands up if you’re suggesting that all trains on the classic route call at all stations to create more capacity, inflating all non-HS journey times to International, Coventry etc..

 

[A S Leib]

How difficult would it be to have every Birmingham International train leaving New Street from the same island platform (maybe except Euston services starting at New Street), rather than, going off of RTT, anything from platform 1 to 6 currently being possible? It would make the change easier where direct services aren't practical.

I'd also abolish Avanti and TfW-only New Street to International fares, which should go in any case.

 

[Bletchleyite]

A premise that only stands up if you’re suggesting that all trains on the classic route call at all stations to create more capacity, inflating all non-HS journey times to International, Coventry etc..

Not all stations, but I certainly would suggest that there is an increase in the local service on that section of route. International is in effect replaced (for fast journeys to London) by HS2 to Interchange. Coventry is the big loser from HS2 of course, but just like nobody would seriously suggest bringing back fast Liverpool-Ormskirk trains at the expense of massively cutting the 4tph all stations service, I think that is just how things are going to be.

A pattern like 4tph somwhere-New St-International turnback all stations, and 4tph somewhere-New St-Coventry calling at all stations between International and Coventry inclusive, would be something to look at. Two of the latter could continue to Euston avoiding Northampton calling at Rugby and MKC only (maybe also Watford), and two run via Northampton semifast as at present. It would be easy to interleave those two patterns if the faster service left New St just before the slower one. All trains to be a minimum of 8.350 or 10.730 other than at very quiet times, with Pendolino services on Euston-Brum withdrawn as not really necessary any more.

I think that would be more than reasonable to be honest.

== Doublepost prevention - post automatically merged: 14 Jul 2026 ==

I'd also abolish Avanti and TfW-only New Street to International fares, which should go in any case.

In a sensible world this would be a multimodal fare only, set by the Combined Authority and mostly paid contactless.

 

[The Planner]

Four tracks are the real answer. Maybe HS2 should have been four tracks between Central Brum and International with two for non-HS?

Do you mean Interchange? HS2 doesn't go anywhere near the classic network until it crosses at Berkswell, so I'm not sure how this works.

Isn't there a plan to extend the Midland Metro from the airport to Solihull (after the extension from Eastside gets to the airport)? Such a route could also get traffic to HS2 Interchange

Based on how long any Midland Metro extension is taking, HS2 will get to Manchester first. I don't see anyone using a tram from the city centre out to HS2, it would take forever. Metro is about intermediate journeys.

If you added a service that went between New Street and International via Soho, Aston and Stechford it would enable a single change onto the Cross-City line that wasn’t New Street. Would extend journey time of course, but if it was an extra, plugging a gap, that wouldn’t be so important.

What would that be solving? People wanting the Cross City North from International? as its useless the other way around.

How difficult would it be to have every Birmingham International train leaving New Street from the same island platform (maybe except Euston services starting at New Street), rather than, going off of RTT, anything from platform 1 to 6 currently being possible? It would make the change easier where direct services aren't practical.

Very. Its 9tph with four of those starting/terminating at New St.

== Doublepost prevention - post automatically merged: 14 Jul 2026 ==

A pattern like 4tph somwhere-New St-International turnback all stations, and 4tph somewhere-New St-Coventry calling at all stations between International and Coventry inclusive, would be something to look at. Two of the latter could continue to Euston avoiding Northampton calling at Rugby and MKC only (maybe also Watford), and two run via Northampton semifast as at present. It would be easy to interleave those two patterns if the faster service left New St just before the slower one. All trains to be a minimum of 8.350 or 10.730 other than at very quiet times, with Pendolino services on Euston-Brum withdrawn as not really necessary any more.

You won't fit 4tph all shacks in between New St and International if you are running freight, XC and TfW along there. I very much doubt you will get rid of all of the fast Pendo services.

 

[zwk500]

If you added a service that went between New Street and International via Soho, Aston and Stechford it would enable a single change onto the Cross-City line that wasn’t New Street. Would extend journey time of course, but if it was an extra, plugging a gap, that wouldn’t be so important.

Getting the gaps across Aston and Stechford Jns is hard enough as it is, and freight/diverted traffic can often standing for a good while on that chord, which wouldn't be possible if there was a regular passenger service behind them.

The need for freight to use the chord could be mitigated by a Whitacre east curve, but that many paths may also need the 4th track between Brinklow and Attlebrough South Jn (just south of Nuneaton).

 

[Harpo]

Do you mean Interchange? HS2 doesn't go anywhere near the classic network until it crosses at Berkswell, so I'm not sure how this works.

Yes. I realise what we will end up with but it’s another case of missing opportunities.

 

[Kingsbury Jn.]

Isn't there a plan to extend the Midland Metro from the airport to Solihull (after the extension from Eastside gets to the airport)? Such a route could also get traffic to HS2 Interchange

When they say that the Midland metro is going to Solihull they mean the Airport, Birmingham International station and Birmingham Gateway HS2 station. All are essentially within the borough boundaries of Solihull. The area around Birmingham Gateway will have housing and commercial development and be known as Arden Cross. It's where the Metro is planned to terminate. The business case for it is weak otherwise. Potentially being just over half an hour from OOC and Crossrail, it should be a very popular place to live.

 

[The Mercian]

When they say that the Midland metro is going to Solihull they mean the Airport, Birmingham International station and Birmingham Gateway HS2 station. All are essentially within the borough boundaries of Solihull. The area around Birmingham Gateway will have housing and commercial development and be known as Arden Cross. It's where the Metro is planned to terminate. The business case for it is weak otherwise. Potentially being just over half an hour from OOC and Crossrail, it should be a very popular place to live.

I think the poster may have been referring to the Andy Street pie in the sky proposal to have a line from Arden Cross down to Solihull.

 

[Autspectorder]

There's a need to understand the scale of the actual travel requirements here.

People travelling to Birmingham International station are (in my experience) predominantly continuing to Birmingham Airport. There will be some irregular flows during major events at the NEC, and maybe some regular local commuting too, but I still think the airport flow dominates.

People travelling to/from the airport will typically carry more luggage than the average passenger. However the flows are scattered and infrequent.

By that, I mean that somebody living in (say) Dorridge or Four Oaks might fly from the airport two or three times a year, with different flight times. There isn't a sufficiently strong passenger flow to justify a through service on that basis.

The only sensible thing to do is consolidate passengers at New Street and provide a regular service of both fast and stopping services to International.

The New Street - International section is already very busy, so the scope to add further terminating services from various scattered origins is very small.

Why would the services terminate at the airport instead of continuing to Northampton and Leamington Spa.

 

[The Planner]

Why would the services terminate at the airport instead of continuing to Northampton and Leamington Spa.

Capacity is still an issue.

 

[Autspectorder]

Capacity is still an issue.

Hs2 will take off some of the pressure, but the route between Birmingham and Rugby should be quadtracked in the long term.

 

[NCT]

Hs2 will take off some of the pressure, but the route between Birmingham and Rugby should be quadtracked in the long term.

What for?

 

[Autspectorder]

What for?

To increase capacity and allow for an London Overground-style service to be established. That way, the LNR services doesn't have stop at all the local stations.

 

[NCT]

To increase capacity and allow for an London Overground-style service to be established. That way, the LNR services doesn't have stop at all the local stations.

Even between Coventry and Rugby where it’s just fields?

 

[The Planner]

Hs2 will take off some of the pressure, but the route between Birmingham and Rugby should be quadtracked in the long term.

HS2 is doing that. The second pair of tracks are just not next to the existing ones. Its all very well saying it needs four tracking, but where are all these extra trains going at either end?

 

[A S Leib]

I thought there were vague plans for two or three new stations in that area (Rugby Parkway and Coventry East being two I can find quickly); I don't know if four-tracking on the same route would be necessary to give those stations a usable service, or how densely populated the areas around those stations are or are planned to be.

 

[The Planner]

I thought there were vague plans for two or three new stations in that area (Rugby Parkway and Coventry East being two I can find quickly); I don't know if four-tracking on the same route would be necessary to give those stations a usable service, or how densely populated the areas around those stations are or are planned to be.

Rugby Parkway is on the Northampton line, so doesn't matter. Coventry East is on the lesser used side of the corridor.