Last week, I held Westminster Hall Debate on the future of the West Coast Main Line.
The West Coast Main Line is one of the most important railway corridors in the United Kingdom. It runs 400 miles from Edinburgh and Glasgow through Crewe all the way to London Euston. It links the South East to the North West to Wales and to Scotland.
Not only does it serve more than 75 million passengers a year, but over 40% of the UK’s rail freight moves along this route. That’s over 200,000 passengers every single day.
The previous government’s decision to scrap the development of HS2 beyond Birmingham has put the future of the West Coast Main Line at risk. At Tuesday’s debate, we convened as a group of cross-party MPs united in our concerns for the railway’s future.
Many stations along the track are in dire need of investment. Crewe Station, for example, has not seen major redevelopment since the 1980s, despite hosting more than 3 million passengers a year.
The importance of the station to my local area is something I highlighted in my speech. As the rail sector continues to advance, we need to make sure that our stations do as well. In the case of Crewe Station, we have a series of short platforms which do not cater to new 400-metre-long trains and are also unevenly allocated.
Greater investment is required to expand, as well as improve, on the current West Coast Main Line in order to meet the rising demand for rail travel.
As the Railway Industry Association’s recent report titled ‘Research on Long-Term Passenger Demand Growth’ outlines, rail passenger volumes could grow by 37% to 97% by 2050, and in any case, rail demand is set to outgrow today’s network.
Unfortunately, we are already seeing the impact of no expansion – the West Coast Main Line is statistically the least reliable railway in Britain, with fewer than 50% of trains running on time, which will only get worse.
These increases are not new information: the purpose of HS2 was originally, despite its name, to help manage demand on the West Coast Main Line by relieving capacity on the busiest lines.
An evidence report into the economic impacts of transport interventions commissioned by the Department of Transport last year documented the positive impact of interventions on productivity as people are drawn to improved transport hubs.
The benefits of improving the route will not only be felt by local economies, but also on our motorways, in our carbon footprint.
As a result of more rail freight on the main Line, there will be less congestion on our motorways making them greener and allowing for quicker journey times, while also freeing up domestic air travel.
I welcome the appointment of new leadership for HS2 Limited under Mark Wild to provide a fresh pair of eyes. During the debate, I encouraged the government to consider re-extending the line north of Birmingham under Mr Wild’s oversight if he can address the previous failings of the company and a credible plan to deliver phase 1 on time and on budget.
Failing that, we have also seen impressive proposals from the Mayor of Greater Manchester, Andy Burnham, The Mayor of the West Midlands, Richard Parker, ARUP and other stakeholders, entitled the Midlands-North West Rail Link. These plans outline how private investment could be used to deliver 85% of the benefits of HS2 phase 2 at approximately 60-75% of the cost, without great expense to the taxpayer.
By all accounts, be it economic, environmental, or social, the impact of the West Coast Main Line extends far beyond the tracks themselves. There is wide-ranging consensus in my experience speaking with industry figures, rail operators and experts that inaction is not an option.
Whether it’s through private financing or an improved HS2 Limited, it is clear that the West Coast Main Line needs investment, to both expand its capacity and improve its current offering.
Fighting for the future of the West Coast Main Line
