Newcastle Central Station
The main line serving the station is the East Coast Main Line from London to Edinburgh via Berwick and Newcastle. TransPennine Express maintains a frequent service to Liverpool and Manchester, and CrossCountry provides services to the West Midlands and South West of England. The station is also on the Durham Coast Line which provides commuter connections to Gateshead, Sunderland, Hartlepool, Stockton, and Middlesbrough. Additionally, the station is served by the Tyne Valley Line to Hexham and Carlisle. Direct destinations from the station include London, Edinburgh, Aberdeen, Glasgow, Manchester, Liverpool, Leeds, Durham, York, Darlington, Bristol, Reading, Birmingham, Wolverhampton, Coventry, Leicester, Derby, Nottingham, Hull, Southampton, Portsmouth, Bournemouth and Plymouth.
The station opened in August 1850, as part of the then Newcastle & Carlisle Railway and York, Newcastle & Berwick Railway. Now a Grade I listed building, it is located in the city's Grainger Town area, to the west of the Castle Keep. In Simon Jenkins' Britain's 100 Best Railway Stations, the station was one of only ten to be awarded five stars.
Construction and opening
Conception
A scheme for a central station was proposed by Richard Grainger and Thomas Sopwith in 1836, but was not built.
The Newcastle and Carlisle Railway had agreed to relinquish their insistence on exclusively using their Redheugh terminus on the south bank of the River Tyne. They agreed with George Hudson on a general station north of the Tyne, near the Spital. Instead of crossing the Tyne by a low level bridge and climbing to the Spital by a rope-worked incline, they would build an extension crossing at Scotswood and approaching on the north bank. They opened this line and a temporary station at Forth, and passenger trains started using that on 1 March 1847.
Hudson, known as the "Railway King" was concentrating on connecting his portfolio of railways so as to join Edinburgh with the English network. His Newcastle and Berwick Railway obtained its authorising Act of Parliament in 1845, but for the time being it was to use the Newcastle and North Shields Railway's station at Carliol Square. Building a crossing of the Tyne was obviously going to be a lengthy process, so that he gave the construction of the general station a low priority. The Tyne crossing became the High Level Bridge.
In February 1846, the Newcastle and Carlisle Railway exerted pressure for the general station to be built, and the architect John Dobson was appointed by Hudson to design it, in association with the engineer T E Harrison, and Robert Stephenson. Gibson Kyle was clerk of works. By now the general alignment of Hudson's railways was becoming clear: a main line from the south via Gateshead would approach over the High Level Bridge and enter the general station from the east; the Newcastle and Berwick line would be extended from Carliol Square and also enter from the east; through trains from London to Scotland would reverse in the new station. Newcastle and Carlisle Railway trains would of course enter from the west.
A definite design
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Dobson produced general plans for the station, now being referred to as the Central station, on a broad curve to front Neville Street so as to accommodate the alignment of the approaching railways at east and west. It was to a "Romano-Italien design with ornamental work of the Doric order". Two through platform lines were shown, with three west end bays and two at the east end. There were to be three train shed roofs with spans of 60 feet (18 m). Extensive offices as well as refreshment facilities were shown, and there was to be a covered carriage drive on the Neville Street side extending from the porte-cochère at each end.
On 7 August 1847 a contract was let for the main part of the work to Mackay and Blackstock, for £92,000 (equivalent to £10,620,000 in 2023). A considerable amount of groundworks was necessary on the large site prior to the actual building work.
The work did not progress speedily, and in 1849 Hudson's collection of railway companies suffered a financial shock. At a time of more difficult trading and a tighter money market, Hudson's personal dealings were exposed as shady. The York, Newcastle and Berwick Railway had been formed by merger of the previous smaller companies, and the YN&BR wished to reduce the financial commitment to the Central Station substantially; hotel accommodation and the covered carriage drive were eliminated. One of the through platforms was also removed from the plan.
As built the site covered three acres and the length of the platform faces was 830 yards (760 m).
Inaugurated by The Queen
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The train shed proved faster to construct and on 29 August 1850, Queen Victoria visited the station by train and formally opened it. The day was declared a public holiday in Newcastle. The following day YN&BR trains were diverted into the station.
The train shed was, jointly with the Lime Street station in Liverpool, the first to be designed and built in Britain using curved wrought iron ribs to support an arched roof. The large section of the ribs was fabricated using curved web plates specially rolled using bevelled rolls; the novel technique was created by Thomas Charlton of Hawks Crawshay, and was estimated to have saved 14% on the cost of the roof ironwork, compared with cutting rectilinear plates to the curve.
The station was lit by gas; a demonstration of electric arc-lighting was made, but was not at that date a practical possibility for the large station space. The platforms were positioned 15 inches above rail level.
The station was shared from the beginning by the Newcastle and North Shields Railway, which abandoned its earlier terminus at Carliol Square to the east which had operated since 1839. The Newcastle and Carlisle Railway started using Central station from 1 January 1851, and also abandoned its earlier terminus at Forth.
In 1861, the York, Newcastle and Berwick Railway had already merged with others to form the North Eastern Railway, and now it was desired to amalgamate with the Newcastle and Carlisle Railway too. The Corporation of Newcastle used the opportunity of the necessary Parliamentary Bill for the amalgamation to insist on construction of the abandoned porte-cochère, and this was designed by Thomas Prosser and completed in 1863.
Expansion of the station
In the 1860s, the passenger train service was increasing considerably, especially as branch lines opened, six platforms were increased to nine in 1871 and to twelve in 1877, and then to fifteen in 1894: an additional through island platform was provided in 1871, occupying space formerly in use for stabling carriages. Increase in traffic continued, as also increasing train lengths and it was clear that a major extension of the station was essential. Newcastle had been given city status in 1882 and was supportive of the work, seeing it as a civic improvement. Forth Street was displaced southwards and two new trainshed roofs covered a southward extension of the station; in addition a large expansion to the east took place, with additional bay platforms there on the north side of the former bays. The original through track was blocked to form east and west bays, so that there were still only three through platform lines. This work was completed in 1894.
The new group of bay platforms at the east end had their own concourse quadrangle, known at the time as the "Tynemouth Square". There was a separate booking hall for those local services. At this stage the roof covered seven and a half acres in area; there were fifteen platforms with a length of 3,000 yards (2,700 m).
Killingworth Billy
In 1901 an early steam locomotive was on display at the station:
[The station] is further graced by a pedestal on which stands a curious old locomotive rejoicing in the name of "Billy". The true early history of "Billy" is well-nigh veiled in the mists of antiquity, and it was only by diligent enquiry that Mr Holliday, the Station Master, was able to learn a little of her antecedents. That "she" was constructed as far back as 1824 – 1826 is however certain, and on that score alone she is entitled to an introduction to such of the readers of the Railway Magazine as have until now been unaware of her existence. For about fifty-five years (until 1879) she performed good service, first at the Springwell, and latterly at the Killingworth colliery, from which place she actually steamed into Newcastle in 1881 to celebrate George Stephenson's Centenary.
An image of the locomotive in Bywell's article is captioned "Puffing billy" but it is not Puffing Billy of 1814, which is currently on display at the Science Museum in London.
The locomotive in Bywell's article is known simply as Billy (Built in 1826). It was presented to Newcastle upon Tyne Corporation for preservation in 1881. Initially it was displayed on a plinth at the north end of the High Level Bridge, but was moved to the interior of Newcastle Central Station in 1896; it remained there until 1945, when it was moved to the city's Museum of Science and Industry; it was moved again in 1981 to the Stephenson Railway Museum in nearby North Shields, where it is still on display.
The early history of the locomotive is uncertain; it is probably a George Stephenson locomotive, and was probably built at Killingworth Colliery workshops around 1815–1820.
The twentieth century
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In 1900 the North Eastern Railway started replacing the gas lighting in the station with electric arc equipment. Further use of electricity came from 1904 when several suburban lines were electrified using the third rail system, to form the Tyneside Electrics system, electric trains were introduced, using Central Station from 1 July 1904. The tracks on platforms 1 to 6 were equipped with electrified third rails, and platform 7 was later electrified to handle electric trains to South Shields.
Another major development came on 1 October 1906 when the King Edward VII Bridge was opened, crossing the Tyne to the south-west of the station: Since 1850 East Coast Main Line trains had entered Newcastle from the south via the High Level Bridge to the south-east, this meant however that they had to reverse in order to continue their journey, which lengthened journey times and led to congestion at the busy junction east of the station. The four-track King Edward Bridge remedied this by allowing north–south trains to leave or enter from either side of the station. The triangular junction at the Gateshead side also allowed for greater flexibility, allowing trains from Sunderland to use the new bridge if necessary.
In 1909, Central station became Newcastle's only major city-centre station when the former Blyth and Tyne Railway's terminus at Newcastle New Bridge Street was closed, and its trains diverted to Central station via a new connection to Manors station.
Metro station
The Tyne and Wear Metro system opened in 1980, taking over and improving many of the Tyneside suburban routes that had declined under British Railways management. The underground Central Station for Metro trains was constructed during the late 1970s underneath the main line station, and opened in 1981. Part of the porte-cochère was temporarily dismantled while excavation work took place. The Metro system was a considerable success; Many conventional rail services were transferred there, and several of the east end bays were closed and converted to car parking and other usage. The Carlisle line was diverted in 1982 to enter Newcastle over the King Edward Bridge of 1906, and a large out-of-town shopping development, the Metro Centre, was opened with a station on that line in 1987. The changing pattern of railway services meant that terminating trains were significantly fewer and through trains had increased. The emphasis on bay platforms at the station was no longer appropriate.
The opportunity was taken in conjunction with the East Coast Main Line electrification scheme, inaugurated in 1991 by British Rail, to extend the station southwards to provide more through platforms. This encroached on to land occupied by through tracks previously used by goods trains, which had seen little use since the withdrawal of many goods services in the 1960s. A new island platform was provided, built around the southern wall of the station. The two platform faces are divided so as to provide four numbered platforms, 5 to 8, generally used for local trains.
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