West Coast Main Line


The West Coast Main Line is one of the most important railway corridors in the United Kingdom, connecting the major cities of London and Glasgow along with Birmingham, Liverpool, Manchester and Edinburgh. It is one of the busiest mixed-traffic railway routes in Europe, carrying a mixture of intercity rail, regional rail, commuter rail and rail freight traffic. The core route of the WCML runs from London to Glasgow for and was opened from 1837 to 1869. With additional lines deviating to Northampton, Birmingham, Manchester, Liverpool and Edinburgh, this totals a route mileage of. The Glasgow–Edinburgh via Carstairs line connects the WCML to Edinburgh, however the main London–Edinburgh route is the East Coast Main Line. Several sections of the WCML form part of the suburban railway systems in London, Coventry, Birmingham, Liverpool, Manchester and Glasgow, with many more smaller commuter stations, as well as providing links to more rural towns.
It is one of the busiest freight routes in Europe, carrying 40% of all UK rail freight traffic. The line is the principal rail freight corridor linking the European mainland through London and South East England to the West Midlands, North West England and Scotland. The line has been declared a strategic European route and designated a priority Trans-European Networks route.
Much of the line has a maximum speed of, meeting the European Union's definition of an upgraded high-speed line, although only Class 390 Pendolinos and Class 221 Super Voyagers with tilting mechanisms operated by Avanti West Coast travel at that speed. Other traffic is limited to.

Geography

The core section between London Euston and is long, with principal InterCity stations at,,,,,,,,, and.
The central core has branches serving the major towns and cities of Northampton, Coventry, Birmingham, Wolverhampton, Stoke-on-Trent, Macclesfield, Stockport, Manchester, Runcorn, and Liverpool; there is also a link to Edinburgh, but this is not the direct route between London and Edinburgh.
The route between Rugby and Birmingham, Wolverhampton and Stafford was the original main line until the Trent Valley Line was built in 1847. South of Rugby there is a loop that serves Northampton, and there is also a branch north of Crewe to Liverpool which is notable since Weaver Junction on this branch is the oldest flyover-type junction in use. A loop branches off to serve Manchester, another between Colwich Junction in the Trent Valley south of Stafford via Stoke-on-Trent, one north of Stafford also via Stoke-on-Trent, and one via Crewe and Wilmslow. A further branch at Carstairs links Edinburgh to the WCML, providing a direct connection between the WCML and the East Coast Main Line.
The geography of the route was determined by avoiding large estates, and hilly areas, such as the Chilterns, the Watford Gap and Northampton uplands followed by the Trent Valley, the mountains of Cumbria with a summit at Shap, and Beattock Summit in South Lanarkshire. This legacy means the WCML has limitations as a long-distance main line, with lower maximum speeds than the East Coast Main Line route, the other major main line between London and Scotland. The principal solution has been the adoption of tilting trains, initially with British Rail's APT, and latterly the Pendolino trains constructed by Alstom and introduced by Virgin Trains in 2003. A 'conventional' attempt to raise line speeds as part of the InterCity 250 upgrade in the 1990s would have relaxed maximum cant levels on curves and seen some track realignments; this scheme faltered for lack of funding in the economic climate of the time.

History

Early history

The WCML was not originally conceived as a single trunk route, but was a number of separate lines built by different companies between the 1830s and the 1880s. After the completion of the successful Liverpool and Manchester Railway in 1830, schemes were mooted to build more inter-city lines. The business practice of the early railway era was for companies to promote individual lines between two destinations, rather than to plan grand networks of lines, as it was considered easier to obtain backing from investors. And so this is how the early stages of the WCML evolved.
The first stretch of what is now the WCML was the Grand Junction Railway connecting Liverpool and Manchester to Birmingham, via, and, opening in 1837. The following year the London and Birmingham Railway was completed, connecting to the capital via, and the Watford Gap. The Grand Junction and London and Birmingham railways shared a Birmingham terminus at Curzon Street station, so that it was now possible to travel by train between London, Birmingham, Manchester and Liverpool.
These lines, together with the Trent Valley Railway and the Manchester and Birmingham Railway, amalgamated operations in 1846 to form the London and North Western Railway. Three other sections, the North Union Railway, the Lancaster and Preston Junction Railway and the Lancaster and Carlisle Railway, were later absorbed by the LNWR.
North of, the Caledonian Railway remained independent, and opened its main line from Carlisle to on 10 September 1847, connecting to Edinburgh in February 1848, and to Glasgow in November 1849.
Another important section, the North Staffordshire Railway, which opened its route in 1848 from Macclesfield to Stafford and Colwich via Stoke-on-Trent, also remained independent. Poor relations between the LNWR and the NSR meant that through trains did not run until 1867.
The route to Scotland was marketed by the LNWR as The Premier Line. Because the cross-border trains ran over the LNWR and Caledonian Railway, through trains consisted of jointly owned "West Coast Joint Stock" to simplify operations. The first direct London to Glasgow trains in the 1850s took 12.5 hours to complete the journey.
The final sections of what is now the WCML were put in place over the following decades by the LNWR. A direct branch to Liverpool, bypassing the earlier Liverpool and Manchester line, was opened in 1869, from Weaver Junction north of to Ditton Junction via the Runcorn Railway Bridge over the River Mersey.
To expand capacity, the line between London and was widened to four tracks in the 1870s. As part of this work, a new line, the Northampton Loop, was built, opening in 1881, connecting before rejoining the main line at Rugby.
The worst-ever rail accident in UK history, the Quintinshill rail disaster, occurred on the WCML during World War I, on 22 May 1915, between Glasgow Central and Carlisle, in which 227 were killed and 246 injured.

LMS era

The route came under the control of the London, Midland and Scottish Railway on 1 January 1923 when railway companies were grouped, under the Railways Act 1921.
The LMS competed fiercely with the rival LNER's East Coast Main Line for London to Scotland traffic. Attempts were made to minimise end-to-end journey times for a small number of powerful lightweight trains that could be marketed as glamorous premium crack expresses, especially between London and Glasgow, such as the 1937–39 Coronation Scot, hauled by streamlined Princess Coronation Class locomotives, which made the journey in 6 hours 30 minutes, making it competitive with the rival East Coast Flying Scotsman.

British Rail era

In 1948, following nationalisation, the line came under the control of British Railways' London Midland and Scottish Regions, when the term "West Coast Main Line" came into use officially, although it had been used informally since at least 1912.

Modernisation by British Rail

As part of the 1955 modernisation plan, the line was modernised and electrified in stages between 1959 and 1974. The first stretch to be electrified was Crewe to Manchester, completed on 12 September 1960. This was followed by Crewe to Liverpool, completed on 1 January 1962. Electrification was then extended south to London. The first electric trains from London ran on 12 November 1965, with full public service from 18 April 1966. Electrification of the Birmingham line was completed on 6 March 1967. In March 1970 the government approved electrification between Weaver Junction and Glasgow, and this was completed on 6 May 1974. The announcement, after five years of uncertainty, was made 48 hours before the writ was issued for a by-election in South Ayrshire. The Observer commented that, if the £25 million decision was politically rather than financially motivated, it would have the makings of a major political scandal.
A new set of high-speed long-distance services was introduced in 1966, launching British Rail's highly successful "Inter-City" brand and offering journey times as London to Manchester or Liverpool in 2 hours 40 minutes. A new feature was that these fast trains were offered on a regular-interval service throughout the day: hourly to Birmingham, two-hourly to Manchester, and so on. With the completion of the northern electrification in 1974, London to Glasgow journey times were reduced to 5 hours.
Along with electrification came modern coaches such as the Mark 2 and from 1974 the fully integral, air-conditioned Mark 3 design. These remained the mainstay of express services until the early 2000s. Line speeds were raised to a maximum, and these trains, hauled by and electric locomotives, came to be seen as BR's flagship passenger product. Passenger traffic on the WCML doubled between 1962 and 1975.
The modernisation also saw the demolition and redevelopment of several of the key stations on the line: BR was keen to symbolise the coming of the "electric age" by replacing the Victorian-era buildings with new structures built from glass and concrete. Notable examples were Birmingham New Street, Manchester Piccadilly,, and London Euston. To enable the latter, the famous Doric Arch portal into the original Philip Hardwick-designed terminus was demolished in 1962 amid much public outcry.
Electrification of the Edinburgh branch was carried out in the late 1980s as part of the East Coast Main Line electrification project in order to allow InterCity 225 sets to access Glasgow via Carstairs Junction.
, British Rail's ill-fated tilting train, seen here next to the WCML at Crewe Heritage Centre
Modernisation brought great improvements in speed and frequency. However some locations and lines were no longer served by through trains or through coaches from London, such as: Windermere; Barrow-in-Furness, Whitehaven and Workington; Huddersfield, Bradford Interchange, Leeds and Halifax ; Blackpool South; Colne ; Morecambe and Heysham; Southport ; Blackburn and Stranraer Harbour. Notable also is the loss of through services between Liverpool and Scotland; these were due to be reinstated in December 2018 but have now been further delayed until at least May 2019.
British Rail introduced the Advanced Passenger Train APT project, which proved that London-Glasgow WCML journey times of less than 4 hours were achievable and paved the way for the later tilting Virgin Pendolino trains.
In the late 1980s British Rail put forward a track realignment scheme to raise speeds on the WCML; a proposed project called InterCity 250, which entailed realigning parts of the line in order to increase curve radii and smooth gradients in order to facilitate higher-speed running. The scheme, which would have seen the introduction of new rolling stock derived from that developed for the East Coast electrification, was scrapped in 1992.

Modernisation by Network Rail

By the dawn of the 1990s, it was clear that further modernisation was required. Initially this took the form of the InterCity 250 project. But then the privatisation of BR intervened, under which Virgin Trains won a 15-year franchise in 1996 for the running of long-distance express services on the line. The modernisation plan unveiled by Virgin and the new infrastructure owner Railtrack involved the upgrade and renewal of the line to allow the use of tilting Pendolino trains with a maximum line speed of, in place of the previous maximum of. Railtrack estimated that this upgrade would cost £2 billion, be ready by 2005, and cut journey times to 1 hour for London to Birmingham and 1 hr 45 mins for London to Manchester.
However, these plans proved too ambitious and were subsequently cancelled. Central to the implementation of the plan was the adoption of moving block signalling, which had never been proven on anything more than simple metro lines and light rail systems – not on a complex high-speed heavy-rail network such as the WCML. Despite this, Railtrack made what would prove to be the fatal mistake of not properly assessing the technical viability and cost of implementing moving block prior to promising the speed increase to Virgin and the government. By 1999, with little headway on the modernisation project made, it became apparent to engineers that the technology was not mature enough to be used on the line. The bankruptcy of Railtrack in 2001 and its replacement by Network Rail following the Hatfield crash brought a reappraisal of the plans, while the cost of the upgrade soared. Following fears that cost overruns on the project would push the final price tag to £13 billion, the plans were scaled down, bringing the cost down to between £8 billion and £10 billion, to be ready by 2008, with a maximum speed for tilting trains of a more modest – equalling the speeds available on the East Coast route, but some way short of the original target, and even further behind BR's original vision of speeds planned and achieved with the APT.
and EWS freight train on the WCML
The first phase of the upgrade, south of Manchester, opened on 27 September 2004 with journey times of 1 hour 21 minutes for London to Birmingham and 2 hours 6 minutes for London to Manchester. The final phase, introducing running along most of the line, was announced as opening on 12 December 2005, bringing the fastest journey between London and Glasgow to 4 hours 25 mins. However, considerable work remained, such as the quadrupling of the track in the Trent Valley, upgrading the slow lines, the second phase of remodelling Nuneaton, and the remodelling of Stafford, Rugby, Milton Keynes and Coventry stations, and these were completed in late 2008. The upgrading of the Crewe–Manchester line via Wilmslow was completed in summer 2006.
In September 2006, a new speed record was set on the WCML – a Pendolino train completed the Glasgow Central – London Euston run in a record 3 hours 55 minutes, beating the APT's record of 4 hours 15 minutes, although the APT still holds the overall record on the northbound run.
The decade-long modernisation project was finally completed in December 2008. This allowed Virgin's VHF timetable to be progressively introduced through early 2009, the highlights of which are a three-trains-per-hour service to both Birmingham and Manchester during off-peak periods, and nearly all London-Scottish timings brought under the 4 hours 30 minutes barrier – with one service achieving a London-Glasgow time of 4 hours 8 minutes.
Some projects that were removed from the modernisation as a result of the de-scoping, such as a flyover at Norton Bridge station, were later restarted. A £250 million project to grade-separate the tracks at Norton Bridge that allowed for increased service frequency as well as improved line-speeds was completed in spring 2016. Other projects such as the replacement of a weak bridge in Watford allowed line-speeds to be increased from to decreasing journey times.

Infrastructure

Track

The main spine of the WCML is quadruple track almost all of the route from London to Weaver junction, south east of Runcorn. At Hanslope Junction, the line divides with one pair going direct to and the other pair diverting via to rejoin at Rugby. The spine continues north in quadruple track until Winsford, where it reduces to double track through the town, reverting to quadruple track thereafter. The spine reduces to double track at Weaver junction. After Weaver junction the line continues north to Scotland in double track. There is a busy section around Glasgow in quadruple track.
The WCML is noted for the diversity of branches served from the spine, notably those to/from the West Midlands and North Wales, Greater Manchester, and Liverpool. These are [|detailed below].
The complete route has been cleared for W10 loading gauge freight traffic, allowing use of higher hi-cube shipping containers.

Electrification

Nearly all of the WCML is electrified with overhead wires at. Several of the formerly unelectrified branches of the WCML in the North West have recently been electrified such as the to Line on which electric service commenced in May 2018 along with the - line which saw electric service commence in February 2019.
The to branch is also scheduled to be electrified.

Rolling stock

The majority of stock used on the West Coast Main Line is new-build, part of Virgin's initial franchise agreement having been a commitment to introduce a brand-new fleet of tilting Class 390 "Pendolino" trains for long-distance high-speed WCML services. The 53-strong Pendolino fleet, plus three tilting SuperVoyager diesel sets, were bought for use on these InterCity services. One Pendolino was written off in 2007 following the Grayrigg derailment. After the 2007 franchise "shake-up" in the Midlands, more SuperVoyagers were transferred to Virgin West Coast, instead of going to the new CrossCountry franchise. The SuperVoyagers are used on London-Chester and Holyhead services because the Chester/North Wales line is not electrified, so they run "under the wires" between London and Crewe. SuperVoyagers were also used on Virgin's London-Scotland via Birmingham services, even though this route is entirely electrified – this situation is however changing since the expansion of the Pendolino fleet; from 2013 onward Class 390 sets have been routinely deployed on Edinburgh/Glasgow-Birmingham services.
By 2012, the WCML Pendolino fleet was strengthened by the addition of two coaches to 31 of the 52 existing sets, thus turning them into 11-car trains. Four brand new 11-car sets are also part of this order, one of which replaced the set lost in the Grayrigg derailment. Although the new stock is to be supplied in Virgin livery, it was not expected to enter traffic before 31 March 2012, when the InterCity West Coast franchise was due to be re-let, though the date for the new franchise was later put back to December 2012, and any effect of this on the timetable for introducing the new coaches remains unclear.
Previous franchisees Central Trains and Silverlink were given 30 new "Desiro" Class 350s, originally ordered for services in the south-east. Following Govia's successful bid for the West Midlands franchise in 2007, another 37 Class 350s were ordered to replace its older fleet of s.
The older BR-vintage locomotive-hauled passenger rolling stock still has a limited role on the WCML, with the overnight Caledonian Sleeper services between London Euston and Scotland using Mark 3 and Mark 2 coaches. Virgin has also retained and refurbished one of the original Mark 3 rakes with a Driving Van Trailer and a locomotive as a standby set to cover for Pendolino breakdowns. This set was retired from service on 25 October with a rail tour the following day. In November 2014 the "Pretendolino" was transferred to Norwich Crown Point depot to enter service with Abellio Greater Anglia having come to the end of its agreed lease to Virgin Trains.
The following table lists the rolling stock which forms the core passenger service pattern on the WCML serving its principal termini; it is not exhaustive since many other types use sections of the WCML network as part of other routes – notable examples include the InterCity 125 HST on certain CrossCountry services and the London North Eastern Railway InterCity 225 between Edinburgh and Glasgow Central.

Commuter Trains

High Speed Trains

Sleeper Trains

Future Trains

Operators

Avanti West Coast

The current principal train operating company on the West Coast Main Line is Avanti West Coast, which runs the majority of long-distance services under the West Coast Partnership rail franchise. In November 2016, the government announced that the InterCity West Coast franchise would be replaced by a new franchise called 'West Coast Partnership', which includes operating the planned High Speed 2 service as well as the existing West Coast Main Line express services. In August 2019, the DfT announced that First Trenitalia West Coast Rail was the successful bidder. Avanti West Coast commenced operating the franchise on 8 December 2019.
Avanti operates nine trains per hour on the WCML from, with three trains per hour to each of and, one train per hour to each of, and via the Trent Valley, five trains on a weekday to and three trains on a weekday to Bangor. There is also one weekday train in to/from. Additional peak terminating services run between London Euston and,,,, and. Additional trains during the early morning, late evening, rush hour and night that terminate or start at Birmingham. There are also two daily services between London Euston and and four daily services between and.
TimeDestinationviaDurationCalling pattern
xx:002hr 05min; ; ;
xx:031hr 21min; ; ;
xx:072hr 13min; ; ;
xx:10 or 1hr 58min; ; ;
xx:202hr 07min; ; ;
xx:231hr 21min ; ; ;
xx:30Trent Valley4hr 29min; ; ; ; ; ;
xx:402hr 06min; ; ;
xx:43 5hr 32 min; ; ; ; ; ; ; ; ; ; ; ; ;
xx:43 5hr 39min; ; ; ; ; ; ; ; ; ; ; ; ; ;

West Midlands Trains

provides commuter and long-distance services on the route, which terminate at London Euston. They are all operated under the London Northwestern Railway brand. There are two trains an hour from London to Birmingham; one calling at the majority of stations en route and one calling only at,,,,,,, and. There are three trains per hour from Birmingham New Street to London Euston. These London-Birmingham stopping services are roughly one hour slower, end to end, than the Virgin Trains fast service. There is also an hourly service from London Euston to Northampton calling at Leighton Buzzard, Bletchley, Milton Keynes Central and Wolverton.
West Midlands Trains also operates an hourly service between London and, serving Watford Junction, Milton Keynes Central, Northampton, Rugby,,, Polesworth,,,,,,, Kidsgrove, Alsager and. Some services also call at,,,, and. Trains also call at Long Buckby. This service was introduced in 2008 to coincide with the withdrawal of the similar Virgin Trains service. Under 'Project 110' this service was reconfigured in December 2012 and to operate 10 mph faster using enhanced British Rail Class 350/1 units.
A service to is provided half-hourly from Euston; one calling at Harrow & Wealdstone, Bushey, Watford Junction, Kings Langley, Apsley, Hemel Hempstead and Berkhamsted and one calling at Wembley Central, Harrow & Wealdstone, Bushey, Watford Junction, Kings Langley, Apsley, Hemel Hempstead and Berkhamstead. An hourly service operates to Milton Keynes Central calling at Watford Junction, Hemel Hempstead, Berkhamstead, Tring, Cheddington, Leighton Buzzard and Bletchley.
West Midlands Trains also operates an hourly stopping train on the Marston Vale Line from Bletchley to as well as a 45-minute service on the Abbey Line to. These are both local branches off the WCML and classified as part of it.
After the Central Trains franchise was revised, London Midland took over services running on the WCML between Birmingham and Liverpool. In August 2017, London Midland lost the West Midlands franchise; West Midlands Trains took over in December 2017. Services on the WCML are all branded London Northwestern Railway services, and all local services around Birmingham are branded West Midlands Railway services.

TransPennine Express

As part of its North West route, TransPennine Express provides services along the WCML between Manchester Airport and Glasgow/Edinburgh as part of its Manchester Airport to Scotland service.

Southern

provide an hourly service between East Croydon and Milton Keynes Central, which calls at all stations then Clapham Junction via Selhurst, then all stations on the West London Line then Shepherd's Bush, Wembley Central, Harrow & Wealdstone, Watford Junction, Hemel Hempstead, Berkhamsted, Tring, Leighton Buzzard, Bletchley and Milton Keynes Central.

London North Eastern Railway

operates one train per day between Glasgow Central and London King's Cross via Edinburgh Waverley, operating over the West Coast Main Line route between Edinburgh and Glasgow.

CrossCountry

CrossCountry operates services from Plymouth, Bournemouth and Bristol Temple Meads to Manchester Piccadilly; these trains run also the West Coast Main Line between Coventry and Manchester Piccadilly. Some trains from Manchester Piccadilly to Bristol Temple Meads are extended to Paignton and Plymouth, and on summer weekends to Penzance and Newquay. CrossCountry services between Reading and Newcastle also use a small portion of the West Coast Main Line between Coventry and Birmingham New Street. Services towards Reading are often extended to Southampton Central and 1 train per day towards Reading is extended to Guildford.
CrossCountry also operates a 2 hourly service to/from Glasgow Central, which operates to either Penzance, Plymouth, Newcastle upon Tyne, Bristol Temple Meads or Birmingham New Street. On summer weekends trains from Glasgow Central also operate to Paignton, Penzance and Newquay. These services use the West Coast Main Line from Edinburgh to Glasgow Central.

Abellio ScotRail

Abellio ScotRail operates services on sections of the West Coast Main Line for example near Glasgow with Argyle Line trains running on the section from to before veering off on the short branch to Lanark or heading along till Carstairs. The North Berwick Line runs from Glasgow Central High Level via Motherwell to Carstairs and onto Haymarket, Edinburgh Waverley and North Berwick.
At the Glasgow South Western Line runs for several miles before heading west towards,, and Stranraer.

Caledonian Sleeper

Caledonian Sleeper operates services down the length of the West Coast Main Line, providing an overnight service between London and Scotland.

Recent developments

Felixstowe and Nuneaton freight capacity scheme

A number of items of work are under way or proposed to accommodate additional freight traffic between the Haven ports and the Midlands including track dualling. The 'Nuneaton North Chord' was completed and opened on 15 November 2012. The chord will ease access for some trains between the Birmingham to Peterborough Line and the WCML.
The Ipswich chord was opened at the end of March 2014 allowing trains to run without reversing from Felixstowe towards the Midlands.

Stafford Area Improvements Programme

Planned flying junction and track diversion in the – Norton Bridge area. This will replace the current level junction where the Stafford to Manchester via Stoke-on-Trent line diverges from the trunk route at Norton Bridge, avoiding conflicting train movements to enhance capacity and reduce journey times, additional freight capacity will also be provided around Stafford station. There will be two extra off-peak trains per hour from Euston to the North West, one extra train per hour from Manchester to Birmingham and one additional freight train per hour. The resignalling work associated with this project is due to be completed in summer 2015 and the Norton Bridge work was complete in December 2016, followed by a new timetable introduced in December 2017.

Weaver Junction to Liverpool signalling

Re-signalling work the WCML spur track from Liverpool to Weaver Junction was underway in 2016. Signal control will move to the Manchester Rail Operating Centre removing five local signal boxes. The signal improvements will improve journey times on this section of track.

Proposed development

Increased line speed

Virgin Trains put forward plans in 2007 to increase the line speed in places on the WCML – particularly along sections of the Trent Valley Line between Stafford and Rugby from 125 to 135 mph after the quadrupling of track had been completed. This would permit faster services and possibly allow additional train paths. was claimed to be achievable by Pendolino trains while using existing lineside signalling without the need for cab signalling via the use of the TASS system to prevent overspeeding. In practice, regulations introduced by the HMRI at the time of the ECML high-speed test runs in 1991 are still in force prohibiting this. Network Rail was aware of Virgin Train's aspirations; however, in November 2009 Chris Mole MP announced that there were no plans for this to happen and thus for the foreseeable future the maximum speed will remain at.
In promoting this proposal, Virgin Trains reported that passenger numbers on Virgin West Coast increased from 13.6 million in 1997/98 to 18.7 million in 2005/6, while numbers on CrossCountry grew from 12.6 million to 20.4 million over the same period.

Crossrail extension

In the London & South East Rail Utilisation Strategy document published by Network Rail in 2011, a proposal was put forward to extend the Crossrail lines, currently under construction in central London, along the West Coast Main Line as far as and. The scheme would involve the construction of a tunnel in the vicinity of the proposed new station at in West London connecting the Crossrail route to the WCML slow lines with a potential for interchange with the planned High Speed 2 line. Under current plans, a proportion of westbound Crossrail trains will terminate at due to capacity limitations; the RUS recommends the WCML extension as it will enable these services to continue beyond Paddington, maximising the use of the central London tunnels. The RUS also notes that diversion of WCML regional rail services via Crossrail into central London would alleviate congestion at Euston station, and consequently reduce the need for infrastructure work on the
London Underground network which would be required to accommodate HS2 passengers arriving at Euston. The Crossrail extension proposal has not been officially confirmed or funded. In August 2014, the government launched a study into the Crossrail extension.

Accidents

In June 2019 Network Rail formed five 'regions' for helping to support Britain's railways. In August and September 2019, 14 'routes' responsible for the operation, maintenance and renewal of infrastructure were assigned across these regions. The West Coast Main Line runs through two of these regions and is a part of 3 routes.
The cities and towns served by the WCML are listed in the tables below. Stations on loops and branches are marked **. Those stations in italics are not served by inter-city services run by Avanti West Coast but only by local trains. Between Euston and Watford Junction the WCML is largely but not exactly paralleled by the operationally independent Watford DC Line, a local stopping service now part of London Overground, with 17 intermediate stations, including three with additional platforms on the WCML.
The final table retraces the route specifically to indicate the many loops, branches, junctions and interchange stations on the core of the WCML.
The North Wales Coast Line between Crewe and Holyhead and the line between Manchester and Preston are not electrified. Services between London and Holyhead and those between Manchester and Scotland are mostly operated either by Super Voyager tilting diesel trains or, in the case of one of the Holyhead services, by a Pendolino set hauled from Crewe by a Class 57/3 diesel locomotive.

London to Glasgow and Edinburgh

Branches and loops

The WCML is noted for the diversity of branches served between the London and Glasgow main line. The following map deals with the very complex network of lines in the West Midlands that link the old route via Birmingham with the new WCML route via the Trent Valley :
In the following tables, related to the WCML branches, only the Intercity stations are recorded:
Rugby-Birmingham-Wolverhampton-Stafford
Town/CityStationOrdnance Survey
grid reference

  • Rugby
  • Coventry
  • Canley
  • Tile Hill
  • Balsall Common
  • Hampton in Arden
  • Birmingham International Airport
  • Marston Green
  • Lea Hall
  • Stechford
  • Adderley Park
  • Birmingham
  • Smethwick
  • Smethwick
  • Oldbury
  • Tipton
  • Tipton
  • Coseley
  • Wolverhampton
  • Penkridge
  • Stafford
  • Rugby
  • Coventry
  • Canley
  • Tile Hill
  • Berkswell
  • Hampton-in-Arden
  • Birmingham International
  • Marston Green
  • Lea Hall
  • Stechford
  • Adderley Park
  • Birmingham New Street
  • Smethwick Rolfe Street
  • Smethwick Galton Bridge
  • Sandwell and Dudley
  • Dudley Port
  • Tipton
  • Coseley
  • Wolverhampton
  • Penkridge
  • Stafford
    • Crewe-Manchester-Preston

    Tunnels, viaducts and major bridges

    Major civil engineering structures on the West Coast Main Line include the following.

    WCML Branches and junctions

    LocationTypeRouteDetails
    Camden JnctBranch18Watford DC Line
    +Junction6North London Line from Primrose Hill joins WDCL and WCML
    Willesden JnctJunction6North London Line from West Hampstead joins WDCL and WCML
    +Junction2West London Line from Clapham Junction joins WCML
    +Junction6North London Line from Richmond joins WCML
    Willesden JunctionInterchange6North London Line with Watford DC Line
    Watford JunctionBranch18Watford DC Line terminates at separate bay platforms
    +Branch18St Albans Branch Line to St Albans
    BletchleyBranch18Marston Vale Line to Bedford
    Bletchley High Level Branch16Freight only line to Newton Longville
    Hanslope JunctionLoop18Northampton Loop leaves a few miles north of Wolverton and rejoins just south of Rugby
    RugbyJunction17West Midlands Main Line to Coventry, Birmingham, Wolverhampton and Stafford
    NuneatonJunction19The Birmingham to Peterborough Line from Peterborough
    +Junction17The Coventry to Nuneaton Line
    +Junction17The Birmingham to Peterborough Line to Birmingham
    TamworthInterchange17The Cross Country Route Bristol and Birmingham to Derby and the North East
    Lichfield Trent ValleyInterchange17The Cross-City Line Redditch to Lichfield
    +Junction17north of the station
    Rugeley Trent ValleyJunction17The Chase Line from Birmingham to Rugeley
    Colwich JunctionBranch18to Stoke-on-Trent and Manchester
    StaffordJunction17West Midlands Main Line from Coventry, Birmingham and Wolverhampton
    Norton BridgeBranch18to Stone to join line from Colwich Jnct to Manchester
    Stoke-on-TrentJunction19from Derby
    KidsgroveBranch18to Alsager and Crewe
    Cheadle Hulme–20Route 18 London – Manchester Line becomes Route 20 through to Manchester
    CreweBranch18from Kidsgrove
    +Junction14The Welsh Marches Line from South Wales, Hereford and Shrewsbury
    +Junction22to Chester and the North Wales Coast Line
    +Junction20to Wilmslow, Manchester Airport, Stockport and Manchester
    Hartford NorthJunction20 from Northwich
    Weaver JnctBranch18to Runcorn and Liverpool
    Liverpool South Parkway–20Route 18 London to Liverpool Line becomes Route 20 to Liverpool Lime Street
    WarringtonJunction22from Llandudno and Chester to Manchester
    Winwick JnctJunction20to Liverpool, Earlestown and Manchester
    Golborne JnctJunction20to Liverpool, Newton-le-Willows and Manchester
    Ince Moss/Springs Branch JunctJunction20The Liverpool to Wigan Line
    WiganJunction20from Manchester
    Euxton JnctJunction20The Manchester to Preston Line from Manchester
    Farington JnctJunction23East Lancashire Line and Caldervale Line
    Farington Curve JnctJunction23Ormskirk Branch Line, East Lancashire Line and Caldervale Line
    Preston DockJunction23west
    PrestonJunction20to Blackpool
    Morecambe South JnctJunction23to Morecambe
    Hest Bank JnctJunction23from Morecambe
    Carnforth JnctJunction23Furness Line to Barrow-in-Furness and also the Leeds to Morecambe Line to Leeds
    OxenholmeJunction23to Windermere
    PenrithJunction23Route 23 uses two junctions to the north of the station
    CarlisleJunction23Route 23 Settle-Carlisle Railway and Route 9 from Newcastle
    +Junction23The Cumbrian Coast Line from Barrow-in-Furness
    Gretna JnctJunction26to the Glasgow South Western Line
    Carstairs South JnctJunction24Route 18 West Coast Main Line becomes Route 24 to Edinburgh
    Carstairs South–26Route 18 West Coast Main Line becomes Route 26 to Glasgow