Wikipedia

Bristol Temple Meads railway station

Bristol Temple Meadsis the oldest and largest railway station inBristol,England. It is located 118miles31chains(118.39 mi; 190.5 km) away fromLondon Paddington.It is an importanttransport hubforpublic transport in the city;there are bus services to many parts of the city and surrounding districts, with a ferry to the city centre. It is the busiest station inSouth West England.Bristol's other major station,Bristol Parkway,is a more recent station on the northern outskirts of the conurbation.

Bristol Temple Meads
National Rail
Facade of the station
General information
LocationRedcliffe, Bristol
England
Coordinates51°26′56″N2°34′48″W/ 51.449°N 2.580°W/51.449; -2.580
Grid referenceST597725
Managed byNetwork Rail
Platforms13 in use
Other information
Station codeBRI
ClassificationDfT categoryA
History
Original companyGreat Western Railway
Key dates
1840Opened
1871–1878Extended
1930sExtended
1965Original platforms closed
Passengers
2019/20Increase11.619 million
InterchangeIncrease1.632 million
2020/21Decrease2.033 million
InterchangeDecrease0.277 million
2021/22Increase6.628 million
InterchangeIncrease0.971 million
2022/23Increase9.292 million
InterchangeIncrease1.242 million
2023/24Increase10.227 million
InterchangeIncrease1.498 million
Listed Building– Grade I
FeatureTemple Meads Station
Designated1 November 1966
Reference no.1282106[1]
Location
Map
Notes
Passenger statistics from theOffice of Rail and Road

Temple Meads was opened on 31 August 1840, as the western terminus of theGreat Western Railway.The railway, including Temple Meads, was the first to be designed by the British engineerIsambard Kingdom Brunel.Soon, the station was also used by theBristol and Exeter Railway,theBristol and Gloucester Railway,theBristol Harbour Railwayand theBristol and South Wales Union Railway.To accommodate the increasing number of trains, the station was expanded in the 1870s byFrancis Foxand again between 1930 and 1935 byPercy Emerson Culverhouse.Brunel's terminus is no longer part of the operational station. The historical significance of the station has been noted and most of the site isGrade I listed.

Temple Meads, which has 13 active platforms across eight tracks, is managed byNetwork Rail.Most services are operated by the present-dayGreat Western Railway,with others byCrossCountry.

History

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The nameTemple Meadsderives from the nearbyTemple Church,which was gutted by bombing during theSecond World War.[2]The word "meads" is a derivation of "mæd", anOld Englishvariation of "mædwe",meadow,referring to the water meadows alongside theRiver Avonthat were part of Temple parish. As late as 1820 the site was undevelopedpastureoutside the boundaries of the old city,[3]some distance from the commercial centre. It lay between theFloating Harbourand the city's cattle market, which was built in 1830.

Brunel's station

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Engraving of interior of Brunel's train-shed from c1843, byJohn Cooke Bourne

The original terminus was built in 1839–41 for theGreat Western Railway(GWR), the first passenger railway in Bristol, and was designed byIsambard Kingdom Brunel,the railway's engineer.[4]It was built to accommodate Brunel's7 ft1⁄4in(2,140 mm)broad gauge.The station was on aviaductto raise it above the level of theFloating Harbourand River Avon, the latter being crossed via the Grade IlistedAvon Bridge.The station was covered by a 200-foot (60 m)train shed,extended beyond the platforms by 155 feet (47 m) into a storage area andengine shed,fronted by an office building in theTudor style.[5]Train services toBathcommenced on 31 August 1840 and were extended toPaddingtonon 30 June 1841 following the completion ofBox Tunnel.[6]

Brunel's original station as it appears today

A few weeks before the start of the services to Paddington theBristol and Exeter Railway(B&ER) had opened, on 14 June 1841,[7]its trains reversing in and out of the GWR station. The third railway at Temple Meads was theBristol and Gloucester Railway,which opened on 8 July 1844 and was taken over by theMidland Railway(MR) on 1 July 1845.[6]This used the GWR platforms, diverging onto its own line on the far side of the bridge over the Floating Harbour. Both these new railways were engineered by Brunel and were initially broad gauge.[7]Brunel also designed theBristol and South Wales Union Railway,but this was not opened until 25 August 1863, nearly four years after his death. It terminated at Temple Meads.

Wikimedia Commons has media related toBrunel's Temple Meads railway station.

Bristol and Exeter Railway station

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TheBristol and Exeter Railwayheadquarters

In 1845 the B&ER built its own station at right angles to the GWR station and an "expressplatform"on the curve linking the two lines so that through trains no longer had to reverse. The wooden B&ER station was known locally as" The Cowshed ";[5]but a grand headquarters was built at street level on the west side of its station in 1852–54 to theJacobeandesigns of Samuel Fripp.[4]TheBristol and Portishead Pier and Railwayopened a branch off the Bristol and Exeter line west of the city on 18 April 1867, the trains being operated by the B&ER and using its platforms at Temple Meads.[8]

In 1850 anengine shedwas opened on the south bank of the River Avon on the east side of the line to the B&ER station.[9]Between 1859 and 1875, 23 engines were built in the workshops attached to the shed, including several distinctiveBristol and Exeter Railway 4-2-4T locomotives.[10]

Goods stations

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A 1911Railway Clearing Housejunction diagram showing railways around Bristol

The GWR built a 326-by-138-foot (99 m × 42 m)goods shedon the north side of the station adjacent to the Floating Harbour, with a small dock fortranshipmentof goods tobarges(not seagoing ships, as the wharf was upstream ofBristol Bridge). Wagons had to be lowered 12 feet (4 m) to the goods shed onhoists.On 11 March 1872, a direct connection to the harbour was made in the form of theBristol Harbour Railway,a joint operation of the three railways, which ran between the passenger station and thegoods yard,across the street outside on a bridge, and descended into a tunnel under the churchyard ofSt. Mary Redcliffeon its way to a wharf downstream of Bristol Bridge.[5]The southern end of the tunnel can still be seen between the bottom of Guinea Street and the Ostritch public house. The footbridge across the entrance to Bathhurst Basin is on the site of the railway bascule bridge.

The B&ER had a goods depot at Pylle Hill (south of the station) from 1850, and the MR had an independent yard at Avonside Wharf on the opposite side of the Floating Harbour from 1858.[11]

Effects of the change of gauge

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On 29 May 1854 the Midland Railway laid a third rail along their line to Gloucester to providemixed gaugeso that it could operate4 ft8+1⁄2in(1,435 mm)standard gaugepassenger trains while broad gauge goods trains could still run tocollieriesnorth of Bristol. Sidings at South Wales Junction allowed traffic to be transhipped between wagons on the two different gauges. The GWR continued to operate its trains on the broad gauge,[6]but on 3 September 1873 it opened the standard gaugeBristol and North Somerset Railway.This had a junction nearly1⁄2mile (800 m) from the station on the London line and so mixed gauge was extended to that point. During the following year mixed gauge track was continued beyond Bath in connection with the conversion of theWilts, Somerset and Weymouth Railwayto standard gauge. Mixed gauge was laid throughBox Tunnelon 16 May 1875 and so standard gauge trains could run to London, although broad gauge was retained west of Temple Meads and through trains from London toPenzanceand other stations inDevonandCornwallcontinued to be broad gauge.[7]Goods traffic was transhipped between the two gauges in the B&ER yard at Pylle Hill.

The B&ER converted the line toTauntonto mixed gauge by 1 June 1875, but the remainder of the line toExeterwas not done until 1 March 1876, three months after the B&ER hadamalgamatedwith the GWR. The remainder of the lines beyond Exeter were converted to standard gauge on 21 May 1892[7]so the extra rails at Temple Meads fell into disuse and were removed to leave a purely standard gauge layout. This allowed the through station to be rebuilt with two additional platform faces.[5]

1870s expansion

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The main entrance to the station built in the 1870s between the terminal and through platforms. The tower was topped by a spire untilWorld War II.

The additional railway routes put the two short 140-yard (130 m) platforms of Brunel's terminus under pressure and a scheme was developed to extend the station. An enablingAct of Parliamentfor a new Bristol Joint Station was passed in 1865, and between 1871 and 1878 the station was extensively rebuilt by a committee formed of the three principal railway companies that used the station. Brunel's platforms were extended by 212 yards (194 m) towards London, and a new three-platform through station was built on the site of the express platform, while the B&ER station was closed and the site used for a new carriage shed.[12]From the 1960s, the work was usually attributed to Brunel's former associateMatthew Digby Wyatt,but in 2020 it was established to be by Bristol architect Henry Lloyd under the superintendence ofFrancis Fox,the engineer of the B&ER.[13]The curvedwrought-irontrain shed over the new through platforms was 500 feet (150 m) long on the platform wall. The goods depot was rebuilt, with the inconvenient wagon hoists replaced by a steep incline from the east end of Temple Meads, which meant that the sidings in the goods shed were at right angles to their original alignment; and the barge dock was filled in.[11]

Trains on the Bristol and South Wales Union and theMidlandroutes operated from the terminal platforms, while the GWR used the new through platforms.[5]Thecapitalcosts of the new work were split 4/14 GWR/B&ER and 10/14 MR, and operating costs were split GWR 3/8, MR 3/8 and B&ER 2/8. Hence, when the GWR absorbed the B&ER in 1876 the split became GWR 5/8 and MR (laterLMS) 3/8, until nationalisation on 1 January 1948.[14]

Twentieth-century changes

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Original terminus in 1958
APaigntontoLeedsexpress stands at Platform 7 (now Platform 5) in 1960.
A view looking northwards from Bath Road. The 1870s archedtrain shedis surrounded by the flatter canopies of the newer platforms opened in 1935.

In 1924 the goods depot was rebuilt with 15 platforms, each 575 feet (175 m) long. Large warehousing and cellar space was provided to store goods, although by this time another city centre goods depot had been opened atCanons Marsh.[11]

Between 1930 and 1935 the through station was expanded under the direction of the GWR's chief architect P E Culverhouse, inArt Decostyle, both eastwards over the old cattle market and southwards on a new wider bridge across Cattle Market Road and theNew Cutof the River Avon. This made room for the addition of five through-platform faces, while the removal of the narrow island platforms in the middle of the train shed allowed the main Up and Down platforms to be both widened and lengthened.[12]All the routes approaching Temple Meads were widened to four tracks to allow more flexibility.[11]

As part of this work, fourmanualsignal boxeswere replaced by three power signal boxes, and thesemaphore signalsandmechanical pointlinkages were replaced bycolour light signalsand point motors. The new Bristol Temple Meads East box was the largest on the GWR, with 368 miniature levers operated by three signalmen assisted by a "booking boy". The other two boxes were at Bristol Temple Meads West, and controlling the movements in and out of the newBath Road Depot,which replaced the old B&ER locomotive works in 1934.[11]

DuringWorld War IIthe station was bombed, which led to the destruction of the wooden spire of the clock tower above the ticket office on 3 January 1941.[12]Gas lightingwas replaced byfluorescentelectric lights in 1960.[11]

Bristol Panel Signal Box was built on the site of Platform 14. When opened, it controlled 280 multiple-aspect signals and 243 motor-worked points on 114 miles (183 km) of route, the largest area controlled by a single signal box onBritish Railat the time.[15]

The construction of this signal box, completed in 1970, involved the demolition of almost half of the 1870s extension to Brunel's terminus and completely blocked rail access to the Old Station.[16]

A second main-line station serving the city,Bristol Parkway,opened in 1972. It is on the northern outskirts of theconurbationclose to theM32 motorwayand was designed as apark and ridefacility for long-distance travellers.[17]

In the late 1960s theRoyal Mailbuilt a mail conveyor at the northern end of the station, with significant aesthetic impact. This was out of use for many years following the transfer of Royal Mail's activities to the West of England Mail Centre atFiltonand the opening of the short-lived Railnet Hub next to Bristol Parkway station in May 2000.[18]It was finally dismantled in stages and removed between October and December 2014.[19]In 1990/91, £2 million was spent byInterCityon a renovation of the main train shed and another £7 million on restoring some of the older areas of the station, including the refurbishment of the subway and construction of new retail outlets. The shorter of the two 1935 platform islands had been used only for parcels traffic since the 1960s but was temporarily brought back into passenger use during this work. It was fully restored for passenger use in 2001.[12]

In August 1998, a 15-month, £7 million project commenced with work performed on the external facade, clocktower, roof and paving.[20][21]As part of this work, the quarry from which thedolomitestone had originally been extracted was reopened inAbbots Leigh.[22]

Preceding station Historical railways Following station
St Anne's Park Great Western Railway
To London via Box 		Bedminster
Lawrence Hill Great Western Railway
To London via Badminton,
To CardiffandPilning via Avonmouth
Brislington Great Western Railway
To Radstock 		Terminus
Fishponds Bristol and Gloucester Railway
(laterMidland Railway) 		Terminus

Closure of lines

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Passenger traffic on the old North Somerset line ceased on 2 November 1959, and many more closures followed after the publication ofDr Beeching'sThe Reshaping of British Railwaysin 1963. The connection to the Bristol Harbour Railway was closed on 6 January 1964; passenger trains toPortisheadwere withdrawn on 7 September 1964; and most local services in the north of the city were withdrawn on 23 November 1964. The following year saw local services on the Midland route to Gloucester withdrawn[23]and the Midland route toBath Green ParkviaMangotsfieldwas closed on 7 March 1966.St Anne's ParkandSaltfordon the line towards Bath survived until 5 January 1970.[23]

On 12 September 1965, the terminal platforms were closed. This allowed the platforms to be renumbered with the order reversed (see list below).[11]The redundant train shed became a covered car park in February of the following year, but from 1989 until 1999 the original (Brunel) part was an interactive science centre known asThe Exploratoryand an exhibition space. From 2002 to 2008, it housed theBritish Empire and Commonwealth Museum.[24]As of 2016,the shed, now known as the Passenger Shed, is a venue for events such as conferences and weddings.[25]

This sign should read "Platforms 1 to 12" but refers to the earlier numbering system when these platforms were numbers 1 and 2. They are now 15 (left) and 13 (right).
Bristol Panel Signal Box, built on the old Platform 14
Old New Location
1 15
2 13
3 12 West end
4 11 East end
5 9 & 10 East and west ends numbered differently
6 7 & 8 East and west ends numbered differently
7 5 East end in the main train shed
8 6 West end beyond (new ) platform 5
9 3 East end in the main train shed
10 4 West end beyond (new) platform 3
11 2 West end bay (not in use)
12 1 East end of arrival platform
13 Closed West end of arrival platform
14 Closed East end of departure platform
15 Closed West end of departure platform
Bristol Temple Meads
Legend
Simplified platform diagram
Brunelian
station

Grey lines represent trainsheds
U = Up through line
D = Down through line

Enterprise zone and station redevelopment

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Bristol Temple Quarter Enterprise Zone,anenterprise zonewith an area of 70 hectares (170 acres) centred on Temple Meads,[26]was announced in 2011,[27]and launched in 2012. Network Rail is a partner in coordinating development in the zone.[26]In November 2012, Network Rail announced a £100 million redevelopment of the station, with two unused platforms to be opened up. Station Approach Road will be turned into a public square and the station's main entrance moved to the north side.[28]A large bridge above the tracks at the east end of the station which was erected in the 1970s for postal traffic was demolished at Christmas 2014.[29]In November 2016, theUniversity of Bristolannounced that it plans to build a Temple Quarter Campus to the east of the station, replacing the derelictsorting officewhich was formerly connected to the station by the bridge.[30]

Bristol and Exeter House has been redeveloped by TCN UK as a business hub forsmall and medium-sized enterprises.Part of Brunel's station has found a new use in a redevelopment by the City Council, theUniversity of Bristoland the West of EnglandLocal Enterprise Partnership.[26]Opened in 2013 as the Engine Shed,[27]it hostsbusiness incubatorsfor startups.[31]

Plans to build a 12,000-capacity arena[32]on the former site of theBristol Bath Road Traction Maintenance Depot,to the south of the station, were cancelled in 2018.[33]

21st century

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The Great Western Main Line from London to Bristol was part ofelectrificationplans first announced by the UK government in 2009.[34]However, because of cost overruns and delays, on 8 November 2016 the government announced that several elements of the programme would be deferred including electrification south-west of Thingley Junction nearChippenham,and between Temple Meads andBristol Parkway.Although this left Temple Meads un-electrified, theHitachi Super Expresstrains are bi-mode so can operate on diesel around Bristol and can use electricity where the electrification work is complete.[35][36]The electrification plans do not extend west of Bristol, so local services will continue to be provided using diesel trains, withClass 165/166scascaded fromThames Valleyservices scheduled to replace the150/153/158son local services.[37][38]

ThePortishead branch line,which runs along the south side of theRiver Avonfrom a junction just beyondParson Street stationis proposed to be reopened.[39]There is an aspiration of two trains per hour betweenPortisheadand Temple Meads in peak periods, possibly calling atBedminsterand Parson Street.[40][41][42][43][44]The line was built in the 1860s but closed to passenger traffic in 1964, leavingPortisheadas one of Britain's largest towns without a railway station. The line was reopened for freight traffic to serveRoyal Portbury Docksin 2001, and the restoration of passenger traffic is considered part of theGreater Bristol Metro scheme,which was given the go-ahead in July 2012 as part of a City Deal, whereby local councils would be given greater control over money by the government.[39]

The Metro scheme could also see the reopening of theHenbury Loop Lineto passengers, with the possibility of services from Temple Meads toBristol ParkwayviaClifton DownandHenbury.[39]Plans for a loop were rejected by the West of England Joint Transport Board, but in July 2015Bristol City Councillorsvoted to send the decision back to the board for further discussion.[45][46]

On 1 April 2014,Network Railtook over management of the station from First Great Western.[47][48]

In December 2021,South Western Railwayservices toLondon Waterloowere withdrawn,[49]followed by GWR services toBrightonin 2022.[50]In 2024, direct services toOxfordwere reintroduced by GWR on a trial basis on Saturdays only.[51]

A new station reception was opened in 2023, replacing the information desk on platform three.[52]

Refurbishment

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In 2013, it was announced that the station roof would be refurbished as part of a scheme to transform the station over the 25 years commencing 2013.[53]In September 2021, foundations were installed for a planned eastern entrance to the station.[54]Following the erection of scaffolding inside the station, work on the roof began in April 2022.[55]

Description

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The station from the south. The main approach is from the left, behind the brown brick offices (Collett House). The turrets behind these belong to Bristol & Exeter House, which hides Brunel's building. Fox's extension can be seen to the right of Bristol & Exeter House, linking Brunel's station with the large arch of the main train shed. The flatter canopies belong to Culverhouse's 1935 extensions, with platform 4 on the extreme left and Platform 15 partly hidden by the trees on the right. The lower modern buildings behind the station are theTemple Quayoffice complex, on the site of the old goods shed. The demolition rubble in the foreground is the remains ofBristol Bath Road TMD.

Approaches

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The station approach looks straight towards Fox'sturreted1870s station entrance. Part of Brunel's original station on the left with Fox's 1870s extension between that and the entrance; the current stationtrain shedis to the right of the entrance.

Although it is now possible to reach the station through the Temple Quay office development (on the site of thegoods shed) or from theBristol Ferry Boat Companylanding stage on theFloating Harbour,the traditional and main approach is from Temple Gate.Isambard Kingdom Brunel's Tudor-style offices, later used by the formerBritish Empire and Commonwealth Museum,face this road and are flanked on the north side by an archway that used to be the main station for departing passengers; a matching arch on the other side was the arrivals gateway but was removed when the station was expanded in the 1870s.[5]

Opposite these offices are the Grosvenor Hotel and the derelict George Railway Hotel, which were built in the 1870s,[4]on either side of the site of theBristol Harbour Railwaybridge. A modernpubnamed The Reckless Engineer as a tribute to Brunel faces the approach road to the station.

Autumn sunset over Bristol Temple Meads station

On the right of the Station Approach but at a lower level is the B&ER office building designed by Samuel Fripp; the 1930s offices known as "Collett House" (named afterCharles Collett) and a disused parcels depot lie beyond. On the left is Brunel's original station building. Thetrain shedis 72 feet (22 m) wide with a wooden box-frame roof andcast ironcolumns disguised ashammerbeamsabove Tudor arches. It is believed to be the widest hammerbeam roof in England and, along with most of the station, is a Grade 1listed building,[56][57]and forms part of a proposed Great Western RailwayWorld Heritage Site.[58]At the top of the slope an entrance on the left to the covered car park marks the junction between the original terminus and Fox's 1870s extension.

Ahead is the turreted main station building, and to the right a flat area marks the site of the B&ER station. The tunnel beneath this area was the route for passengers to and from the Down platform from 1878 until the station was enlarged in 1935.[12]

Outside the old station building is a statue of Brunel, moved here in 2021 but first erected in the city centre in 1982.[59]

Station

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Entering the main building, the ticket office and ticket machines are immediately ahead, and the route from Temple Quay and the ferry is on the left; a newsagent is on the right, next to the platform entrance.[60]Customer Information System screens by the entrance show arrival and departure information for all platforms, as do displays on each of theplatforms.

It is located 118miles31chains(118.39 mi; 190.5 km) fromLondon Paddington.[61] There are 13 numbered platforms serving 8 tracks. The platforms are numbered from 1–15 with 2 and 14 omitted. Platforms 1, 13 and 15 do not share tracks with any other platform. Platforms 3–12 consist of five tracks that are each subdivided into a pair of numbered platforms. Of those, the odd numbered platforms are at the north end of the station, while even numbers are at the south end.[62][63]All platforms are signalled for trains in either direction and the flexible layout means that trains on any route can use any part of the station.[64]

Platform 3 and the ticket gates that control entrance to the platforms

Entrance to the platforms is controlled by automatic ticket gates on Platform 3, which is used by many northboundCrossCountrytrains and local services toBristol ParkwayandGloucester.The main station restaurant and bar is on the left[65]and the short Platform 1, abay,is beyond this. This is most frequently used bySevern Beach Linetrains but is long enough to handle any four-carDiesel Multiple Unit(DMU). Behind Platform 1 is a brick wall that forms part of the signal box and on this are some metal artworks created by artists with learning difficulties to celebrate Brunel's 200th anniversary in 2006; an interpretation panel is nearby. The High Level Siding beyond Platform 1 is the rump of the Bristol Harbour Railway, andBristol Barton Hill TMDcan be seen in the distance alongside Bristol East Junction (formerly South Wales Junction) where the lines to Bristol Parkway and Bath diverge.

The subway, below the station, links the platforms

On the right of the entrance is the subway that links all the platforms, reached either by steps orlift;[65]it houses the main public toilets,automated teller machines(ATM) and several catering outlets (there is catering on allplatform islandsexcept 13–15). A passenger information office and lounge are above the subway, theBritish Transport Policeoffice and cycle racks are beyond,[65]and at the western end is Platform 4, used by only a few trains. Alongside this is Platform 2, another bay platform but not signalled for passenger trains and used only for stabling empty trains, as is the formerMotorailunloading bay alongside. At the far end of this track is the old Fish Dock, occasionally used for stabling engineers' on-track equipment. Beyond the end of the platform the tracks swing to the right (the west) and pass out of sight beneath Bath Road Bridge, a girder bridge that carries theA4out of the city.

The first island platform comprises platforms 5 to 8. Platform 5 is inside the main train shed while 6 is a southerly extension and 7 and 8 were added outside the supporting wall in the 1930s.[12]Platform 5 is used by trains towardsCardiffand platform 7 toPortsmouth;platforms 6 and 8 are the main platforms forWeston-super-Mareand stations toPenzance.Between platforms 5 and 7 are the two spur sidings that are long enough to stable a singleClass 153 DMU.

The third island platform comprises platforms 9 to 12 and also dates from the 1930s.[12]It is longer than platforms 5–8 but the rear of aHigh Speed Trainon the west end platforms will block part of the east end platform.[63]A wide variety of trains use these platforms, including to and fromLondon PaddingtonandWeymouth.

The final island platform is shorter and only has east-end platforms 13 and 15: 15 is used by most trains from Paddington that continue westwards to Weston-super-Mare or beyond. Platform 13 is a terminus platform and is used by many trains from Paddington, some local services and occasionally by CrossCountry. There is another siding beyond platform 15 that used to be the In/out Road forBristol Bath Road TMD.This depot has been demolished. Between platforms 3/4 and 5/6 are the Up Through line and the Middle Siding, the latter is often used to stableMark 1carriages betweenTorbay Expressduties in the summer months. The Down Through line runs between platforms 11/12 and 13.[63]

To the north of the station liesArriva TrainCare's Barton Hill TMD, and to the south-east of the station liesSt Philip's Marsh depotwhich services the Great Western Railway fleet. This is accessible from both ends of Temple Meads station.

Other facilities include pay phones, publicWi-Fi,a post box, photo booth, and passenger assistance such as information points, waiting rooms, a lost property office,first aid room,andCCTV.[65]

InBritain's 100 Best Railway StationsbySimon Jenkins,the station was one of only ten to be awarded five stars.[66]

Passenger volume

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Temple Meads is the busiest station in the Bristol area and thesouth west region.[67]Official statistics show it to have the 35th-largest number of people entering or leaving any national rail station, the 14th busiest outside London. Comparing the year from April 2009 with the year from April 2002, estimated passenger numbers increased by 52%.[note 1]

2002–03 2004–05 2005–06 2006–07 2007–08 2008–09 2009–10 2010–11 2011–12 2012–13 2013–14
Entries 2,590,543 2,823,258 3,039,104 3,279,898 3,541,946 3,914,814 3,937,843 4,204,670 4,442,313 4,549,684 4,761,420
Exits 2,586,575 2,818,114 3,027,136 3,268,961 3,540,152 3,914,814 3,937,843 4,204,670 4,442,313 4,549,684 4,761,420
Interchanges unknown 798,961 856,644 917,595 845,178 890,706 979,955 1,107,555 1,327,179 1,386,664 1,434,465
Total 5,177,118 6,440,333 6,922,883 7,466,454 7,927,276 8,720,334 8,855,641 9,516,895 10,211,805 10,486,032 10,957,305

The statistics cover twelve-month periods that start in April.

Services

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Rail

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Customer Information System showing arrivals and departures

Great Western Railwayoperates main line services between Bristol Temple Meads andLondon Paddington,some of which continue beyond Bristol toWeston-super-MareorTaunton.[69]The company also operates other routes through Bristol such as betweenCardiff CentralandPortsmouth Harbour,[70]Cardiff Central andTauntonincluding extensions as far asPenzance,[71]Worcester Foregate Street/Gloucester[72]andWestbury/Weymouth,[73]andSevern BeachandWeston-super-Mare.[74]As of 2024, a trial of Saturday-only direct services toOxfordis underway.[51][75]

RegularCrossCountryservices run south toPaignton,PlymouthandPenzanceand north toBirmingham New Street,Derby,Leeds,NewcastleandEdinburgh.A limited number of services operate to other destinations in the north such asManchester Piccadilly,Glasgow CentralandAberdeen.[76]

Preceding station National Rail Following station
Bristol Parkway CrossCountry
Scotland and Northern England – South West England 		Weston-super-MareorTaunton
Bath Spa Great Western Railway
Great Western Main Line 		Nailsea & Backwell
Filton Abbey Wood Great Western Railway
Cardiff Central – Penzance 		Nailsea & Backwell
Great Western Railway
Cardiff Central – Portsmouth 		Bath Spa
Lawrence Hill Great Western Railway
Worcester – Weymouth 		Keynsham
Great Western Railway
Severn Beach - Weston-super-Mare 		Bedminster

Bus

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Bus services at the station include theAirport FlyerA1 service,service 73toUWE Frenchay,andmetrobusroute m2.[77]

See also

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Notes

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  1. ^Annual estimated passenger usage based on sales of tickets in stated financial year(s) which end or originate at Patchway, fromOffice of Rail and Roadstatistics.[68]Methodology may vary year on year.

References

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  1. ^Historic England,"Temple Meads Station (1282106)",National Heritage List for England,retrieved4 January2017
  2. ^Historic England."Temple Church (1291644)".National Heritage List for England.Retrieved28 July2006.
  3. ^Lobel, MD (1975).The Atlas of Historic Towns, Volume 2: Bristol, Cambridge, Coventry, Norwich.London, UK: The Scolar Press in conjunction with The Historic Towns Trust.ISBN0-85967-185-2.
  4. ^abcFoyle, Andrew (2004).Pevsner Architectural Guides: Bristol.New Haven and London: Yale University Press.ISBN0-300-10442-1.
  5. ^abcdefBinding, John (2001).Brunel's Bristol Temple Meads.Hersham, UK: Oxford Publishing Company.ISBN0-86093-563-9.
  6. ^abcMacDermot, E T (1927).History of the Great Western Railway, volume I 1833–1863.London, UK:Great Western Railway.
  7. ^abcdMacDermot, E T (1931).History of the Great Western Railway, volume II 1863–1921.London:Great Western Railway.
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Further reading

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  • Buchanan, RA; Williams, M (1982).Brunel's Bristol.Bristol: Redcliffe Press.ISBN0-905459-39-3.
  • Gomme, A; Jenner, M; Little, B (1979).Bristol: an Architectural History.London: Lund Humphries.ISBN0-85331-409-8.
  • Harris, Peter (1987).Bristol's Railway Mania 1862–1864.Bristol: Bristol Branch of the Historical Association.ISBN0-901388-49-1.
  • Jowett, Alan(1993).Jowett's Atlas of Railway Centres: of Great Britain showing their development from the earliest times up to and including the 1990s - Volume 1(1st ed.). Sparkford: Patrick Stephens Ltd.ISBN1-8526-0420-4.OCLC30919645.


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