View source for West Coast Main Line

{{short description|Principal railway route in Great Britain}}
{{Use British English|date=December 2022}}
{{Use dmy dates|date=February 2025}}
{{Redirect|WCML|other uses|WCML (disambiguation)|other railway lines|West Coast Line (disambiguation)}}
{{Infobox rail line
| name                            = West Coast Main Line
| color                           = {{rcr|National Rail}}
| image                           = WCML and M1.jpg
| image_width                     = 300px
| caption                         = The West Coast Main Line running alongside the [[M1 motorway]] at [[Watford Gap]]
| status                          = Operational
| system                          = [[National Rail]]
| locale                          = {{Unbulleted list|[[Greater London]] |[[East of England]] |[[South East England]] |[[East Midlands]] |[[West Midlands (region)|West Midlands]] |[[North West England]] |[[Scotland]]}}
| start                           = {{rws|Glasgow Central}}
| end                             = {{rws|London Euston}}
| stations                        = 46
| type                            = {{Hlist |[[Inter-city&nbsp;rail]] |[[High-speed rail in the United Kingdom|high-speed&nbsp;rail]] |[[freight&nbsp;rail]]}}
| owner                           = [[Network Rail]]
| operator                        = {{Hlist |Passenger: [[Avanti West Coast]] |[[Caledonian Sleeper]] |[[CrossCountry]] |[[Northern Trains]] |[[ScotRail]] |[[Southern (Govia Thameslink Railway)|Southern]] |[[TransPennine Express]] |[[Transport for Wales Rail]] |[[West Midlands Trains]]}}{{Hlist |Freight: [[DB Cargo UK]] |[[Direct Rail Services]] |[[Freightliner Group|Freightliner]] |[[GB Railfreight]]}}
| open                            = 1837–1881
| linelength                      = {{cvt|399|mi}}<ref name="railwaytechnology" />
| tracks                          = [[Double track|Two]], [[Quadruple track|four]] or six
| gauge                           = {{RailGauge|uksg|allk=on}}
| load_gauge                      = [[Loading gauge#Great Britain|W10]]
| electrification                 = {{25 kV 50 Hz|conductor=overhead}}
| speed                           = {{ubl|class=nowrap||{{cvt|110|or|125|mph|abbr=on|round=10}}{{efn|{{cvt|125|mph|abbr=on|round=10}} for [[Avanti West Coast#Current fleet|Avanti West Coast tilting trains]] only.<ref name=":2" />}}}}
| map                             = {{switcher |[[File:West Coast Main Line.png|300px]]<br>([[:commons:File:West Coast Main Line.png|Click to expand]]) |Show static map |{{West Coast Main Line|inline=y}} |Show diagram map}}
}}

The '''West Coast Main Line''' ('''WCML''') is a significant railway corridor in the United Kingdom, which connects the major cities of [[London]] and [[Glasgow]] with branches to [[Birmingham]], [[Manchester]], [[Liverpool]] and [[Edinburgh]]. It is one of the busiest mixed-traffic railway routes in Europe, carrying a mixture of [[inter-city rail]], [[regional rail]], [[commuter rail]] and [[rail freight]] traffic. The core route of the WCML runs from London to Glasgow for {{convert|399|mi|km|0}} and was opened between 1837 and 1881; this totals a route mileage of {{convert|700|mi|km|0|adj=off}} by including its many branches.<ref name="parl">{{cite journal |title=Railways: West Coast Main Line |url=http://researchbriefings.parliament.uk/ResearchBriefing/Summary/SN00364#fullreport |journal=House of Commons Library |access-date=26 October 2016 |date=16 March 2010 |last1=Butcher |first1=Louise}}</ref><ref name="DFTWCML">{{cite report |title=Supplement to the October 2013 Strategic Case for HS2 Technical Annex: Demand and Capacity Pressures on the West Coast Main Line |url= https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/480647/annex-demand-and-capacity-pressures.pdf |website=Gov.uk |publisher=[[Department for Transport UK|Department for Transport]] |access-date=26 October 2016 |date=November 2015}}</ref> The [[Glasgow–Edinburgh via Carstairs line]] connects the WCML to Edinburgh; however, the main London–Edinburgh route is the [[East Coast Main Line]] via {{rws|York}}. Several sections of the WCML form part of the [[Urban rail in the United Kingdom|suburban railway]] systems in London, [[Coventry]], Birmingham, Manchester, Liverpool and Glasgow, with many more smaller commuter stations, as well as providing links to more rural towns.

It is one of the busiest rail freight routes in Europe, carrying 40% of all UK traffic. The line is the principal rail freight corridor linking the European mainland (via the [[Channel Tunnel]]) through London and [[South East England]] to the [[West Midlands (region)|West Midlands]], [[North West England]] and Scotland.<ref>{{cite web |url=http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/routeplans/2007/r18%20-%20wcml.pdf |title=West Coast Main Line |archive-url=https://web.archive.org/web/20160117055017/http://www.networkrail.co.uk/browse%20documents/strategicbusinessplan/routeplans/2007/r18%20-%20wcml.pdf |archive-date=17 January 2016 |publisher=Network Rail |date=October 2007 }}</ref> The line has been declared a strategic European route and designated a priority [[Trans-European Networks]] (TENS) route. A number of railway writers refer to it as "The Premier line".<ref>{{Cite magazine |date=March 2022 |title=Special Focus - West Coast Main Line Backbone of Britain |magazine=Modern Railways |volume=79|pages=51–66 |publisher=Key Publishing}}</ref>

The WCML was not originally conceived as a single route, but was built as a patchwork of local lines by several  companies which were linked together. The largest of these amalgamated in 1846 to create the [[London and North Western Railway]] (LNWR), which then gradually absorbed most of the others; the exceptions were the [[Caledonian Railway]] in Scotland and the [[North Staffordshire Railway]] (NSR), which both remained independent until 1923. The core route was mostly built between the 1830s and 1850s, but several cut-off routes and branches were built in later decades. In 1923, the entire route came under the ownership of the [[London, Midland and Scottish Railway]] (LMS), when the railway companies were grouped under the [[Railways Act 1921]]. The LMS itself was [[nationalisation|nationalised]] in 1947 to form part of [[British Railways]] (BR). 

As the WCML is the most important long-distance railway trunk route in the UK, BR carried out an extensive programme of modernisation of it between the late 1950s and early 1970s, which included full overhead [[railway electrification in Great Britain|electrification]] of the route, and the introduction of modern inter-city passenger services at speeds of up to {{convert|110|mph|0|abbr=on}}.<ref>{{Cite web |last=Sonagra |first=Radhika |date=18 July 2024 |title=50 years of electrifying the West Coast Main Line |url=https://www.networkrail.co.uk/stories/50-years-of-electrifying-the-west-coast-main-line/ |access-date=7 August 2024 |website=Network Rail}}</ref> Further abortive modernisation schemes were proposed, including the introduction of the [[Advanced Passenger Train]] (APT) in the 1980s; this was an ill-fated high speed train which used [[tilting train|tilting technology]], which was required to allow faster speeds on the curving route, and the abortive [[InterCity 250]] project in the early 1990s. Further modernisation of the route occurred during the 2000s in the period of [[privatisation of British Rail|privatisation]], which saw speeds raised further to {{convert|125|mph|0|abbr=on}} and the introduction of tilting [[British Rail Class 390|Class 390 ''Pendolino'']] trains.   

As much of the line has a maximum speed of {{convert|125|mph|0|abbr=on}}, it meets the [[European Union]]'s definition of an [[High-speed rail|upgraded high-speed line]],<ref name="GeneralDefinition-EU">{{cite web |publisher=[[International Union of Railways]] |url=http://www.uic.org/spip.php?article971 |title=General definitions of highspeed |access-date=17 March 2011}}</ref> although only Class 390 ''Pendolinos'' with tilting mechanisms operated by [[Avanti West Coast]] travel at that speed. Non-tilting trains are limited to {{convert|110|mph|0|abbr=on}}.<ref name=":2">{{cite web |title=West Coast Main Line - Question for Department for Transport |url=https://questions-statements.parliament.uk/written-questions/detail/2017-03-27/HL6302 |publisher=UK Parliament |access-date=11 June 2022}}</ref>

==Geography==
[[File:Lune Gorge - geograph.org.uk - 600047.jpg|thumb|left|The northern WCML as it weaves through the [[River Lune|Lune Gorge]] in Cumbria alongside the [[M6 Motorway|M6]] ]]
The spine between [[Euston railway station|London Euston]] and {{stn|Glasgow Central}} is {{convert|399|mi|km|0|adj=off}} long,<ref name="railwaytechnology">{{cite web|url=http://www.railway-technology.com/projects/virgin/ |title=West Coast Main Line Pendolino Tilting Trains, United Kingdom |publisher=railway-technology.com |access-date=1 December 2010}}</ref> with principal [[InterCity]] stations at {{rws|Watford Junction}}, {{rws|Milton Keynes Central}}, {{rws|Rugby}}, {{rws|Stafford}}, {{rws|Crewe}}, {{rws|Warrington Bank Quay}}, {{rws|Wigan North Western}}, {{rws|Preston}}, {{rws|Lancaster}}, {{rws|Oxenholme Lake District}}, {{rws|Penrith}} and {{rws|Carlisle}}.

The spine<ref name="Electric All The Way">{{cite web |publisher=British Railways Board |date=1974 |url=http://www.railwaysarchive.co.uk/documents/BRLM_Elec002.pdf |title=Electric All The Way - Information booklet}}</ref> has bypasses serving the major towns and cities of [[Northampton]], [[Coventry]], Birmingham and [[Wolverhampton]]. Spurs serve [[Stoke-on-Trent]], [[Macclesfield]], [[Stockport]], Manchester, [[Runcorn]] and [[Liverpool]]. There is also a branch to [[Edinburgh]], at [[Carstairs]] in Scotland, although this is not the most direct route between London and Edinburgh.<ref>{{cite web |archive-url=https://web.archive.org/web/20071015164053/http://virgintrainsmediaroom.com/index.cfm?Articleid=311 |url=http://virgintrainsmediaroom.com/index.cfm?Articleid=311 |title=History of the West Coast Main Line |publisher=Virgin Trains |date=2 July 2004 |archive-date=15 October 2007 |url-status=dead}}</ref> It provides a direct connection between the WCML and the [[East Coast Main Line]].

Originally, the lines between {{rws|Rugby}}, {{rws|Birmingham|New Street}} and {{rws|Stafford}} were part of the main spine, until the [[Trent Valley Line]] was built in 1847. This line formed a direct connection between Rugby and Stafford becoming the a part of the spine. South of Rugby, there is a bypass loop that serves {{rws|Northampton}}. There is a spur at [[Weaver Junction]] north of {{rws|Crewe}} to {{rws|Liverpool|Lime Street}}. [[Weaver Junction]] on this branch is the oldest [[flying junction|flyover-type junction]] in Britain. A spur branches off from Crewe to serve [[Manchester]].  There is also a spur between Colwich Junction in the Trent Valley, south of Stafford to Stoke-on-Trent, with another spur north of Stafford, also to Stoke-on-Trent.{{Cn|date=March 2024}} 

The geography of the route was determined by avoiding large estates and hilly areas, such as the [[Chiltern Hills|Chilterns]] ([[Tring Cutting]]); the [[Watford Gap]] and Northampton uplands, followed by the Trent Valley; the mountains of [[Cumbria]], with a [[Shap Summit|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]] (ECML) route, the other main line between London and Scotland. The principal solution has been the adoption of [[tilting train]]s, initially with [[British Rail]]'s [[Advanced Passenger Train|APT]] and latterly the {{brc|390}} ''[[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 (road/rail)|cant]] levels on curves and seen some track realignments; this scheme faltered for lack of funding in the economic climate of the time.{{cn|date=May 2022}}

== History ==

=== Pre-grouping, 1837–1923===

The early history of the WCML is complex, as it was not originally conceived as a single trunk route, but was built as a patchwork of separate lines by different companies, mostly during the 1830s and 1840s, but some parts were opened as late as the 1880s. After the completion of the pioneering [[Liverpool and Manchester Railway]] in 1830, schemes were mooted to build more inter-city lines. The business practice of the [[History of rail transport in Great Britain 1830–1922|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.
[[File:HLB Lok 2.jpg|thumb|[[LNWR 2-2-2 3020 Cornwall|3020 Cornwall]], an early LNWR express locomotive (built 1847, as pictured circa 1890)]]
The first stretch of what is now the WCML was the [[Grand Junction Railway]] connecting the Liverpool and Manchester Railway to Birmingham, via {{rws|Warrington|Bank Quay}}, {{rws|Crewe}}, {{rws|Stafford}} and {{rws|Wolverhampton}}, opening in 1837. The following year the [[London and Birmingham Railway]] was completed, connecting to the capital via {{rws|Coventry}}, {{rws|Rugby}} and the [[Watford Gap]]. The Grand Junction and London and Birmingham railways shared a Birmingham terminus at [[Birmingham Curzon Street railway station (1838-1966)|Curzon Street station]], so that it was now possible to travel by train between London, Birmingham, Manchester and Liverpool.<ref>{{cite web |url=http://virgintrainsmediaroom.com/media/adobepdf/3%20Grand%20Junction%20D.pdf |archive-url=https://web.archive.org/web/20060622194148/http://virgintrainsmediaroom.com/media/adobepdf/3%20Grand%20Junction%20D.pdf |title=Grand Junction Railway: History of the West Coast Main line |publisher=Virgin Trains |date=2004 |archive-date=22 June 2006 |url-status=dead}}</ref><ref name="web.archive.org">{{cite web |archive-url=https://web.archive.org/web/20060622194141/http://virgintrainsmediaroom.com/media/adobepdf/2%20LondonBirmingham%20D.pdf |title=London and Birmingham Railway: History of the West Coast Main line |publisher=Virgin Trains |date=2004 |url=http://virgintrainsmediaroom.com/media/adobepdf/2%20LondonBirmingham%20D.pdf |archive-date=22 June 2006}}</ref> These lines, together with the [[Trent Valley Railway]] (between Rugby and Stafford, avoiding Birmingham) and the [[Manchester and Birmingham Railway]] (Crewe–Manchester), amalgamated operations in [[1846 in rail transport|1846]] to form the [[London and North Western Railway]] (LNWR). Three other companies, the [[North Union Railway]] ([[Parkside railway station (Merseyside)|Parkside]]–Wigan–Preston), the [[Lancaster and Preston Junction Railway]] and the [[Lancaster and Carlisle Railway]], completed a through route to {{rws|Carlisle}} by the end of 1846, these were later absorbed by the LNWR.<ref name="Talbot 7-9">{{cite book |last1=Talbot |first1=Edward |title=The London & North Western Railway |date=1996 |publisher=Silver Link Publishing Ltd |isbn=1-85794-086-5 |pages=7–9}}</ref>

North of Carlisle, the [[Caledonian Railway]] remained independent, and opened [[Caledonian Main Line|its main line]] from Carlisle to {{rws|Beattock}} on 10 September 1847, connecting to Edinburgh in February 1848, and to Glasgow in November 1849.<ref name="Awdry">{{cite book |last=Awdry |first=Christopher |year=1990 |title=Encyclopaedia of British Railway Companies |location=Sparkford |publisher=Patrick Stephens Ltd |isbn=1-85260-049-7 |oclc=19514063}}</ref> 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.<ref>{{cite web |title=West Coast Joint Stock Railway |url=https://collection.sciencemuseumgroup.org.uk/people/cp32125/west-coast-joint-stock-railway |publisher=Science Museum Group |access-date=29 April 2024}}</ref> The first direct London to Glasgow trains in the 1850s took 12.5{{nbsp}}hours to complete the {{convert|400|mi|km|adj=on}} journey.<ref>{{cite book |first=John |last=Thomas |year=1971 |title=A Regional History of the Railways of Great Britain. Volume VI Scotland: The Lowlands and the Borders (1st ed.) |location= Newton Abbot |publisher= David & Charles |oclc=650446341}}</ref>

Another important section, the [[North Staffordshire Railway]] (NSR), which opened [[Stafford to Manchester Line|its route]] in 1848 from {{rws|Macclesfield}} (connecting with the LNWR from Manchester) to Stafford and [[Colwich Junction]] via {{rws|Stoke-on-Trent}}, also remained independent. The NSR provided a useful alternative route to Manchester, however poor relations between the LNWR and the NSR meant that through trains did not run until 1867.<ref>{{cite web |url= http://virgintrainsmediaroom.com/media/adobepdf/4%20Manchester%20D.pdf |archive-url= https://web.archive.org/web/20060622194051/http://virgintrainsmediaroom.com/media/adobepdf/4%20Manchester%20D.pdf |title=The Manchester Lines: History of the West Coast Main line |publisher= Virgin Trains |year=2004 |archive-date=22 June 2006 |access-date=22 June 2006 |url-status=dead}}</ref>

The final sections of what is now the WCML were put in place over the following decades. A direct branch to {{rws|Liverpool|Lime Street}}, bypassing the earlier Liverpool and Manchester line, was opened in 1869, from [[Weaver Junction]] north of {{rws|Crewe}} to [[Ditton Junction]] via the [[Runcorn Railway Bridge]] over the [[River Mersey]].<ref>{{cite web |archive-url=https://web.archive.org/web/20060622194103/http://virgintrainsmediaroom.com/media/adobepdf/5%20Lancashire%20D.pdf |url=http://virgintrainsmediaroom.com/media/adobepdf/5%20Lancashire%20D.pdf |title=Lines in Lancashire: History of the West Coast Main line |publisher=Virgin Trains |year=2004 |archive-date=22 June 2006 |url-status=dead}}</ref>

At the northern end, the Caledonian replaced its original {{rws|Southside}} terminus in Glasgow, with the much larger and better located {{rws|Glasgow Central}} in 1879.<ref name="Awdry"/>

To expand capacity, the line between London and Rugby was widened to four tracks in the 1870s. As part of this work, a new line, the [[Northampton Loop Line|Northampton Loop]], was built, opening in 1881, connecting {{rws|Northampton}} before rejoining the main line at Rugby.<ref name="web.archive.org" />

=== LMS, 1923–1948 ===
[[File:Coronation scot BNF.jpg|thumb|The [[Coronation Scot]] in 1937, hauled by a [[Streamliner|streamlined]] [[LMS Coronation Class|Coronation Class]] locomotive]]
The entire route came under the control of the [[London, Midland and Scottish Railway]] (LMS) on 1 January 1923 when the railway companies were [[Big Four (British railway companies)|grouped]], under the [[Railways Act 1921]].

The LMS competed fiercely with the rival [[London and North Eastern Railway|LNER]]'s [[East Coast Main Line]] for London to Scotland traffic (see [[Race to the North]]). 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 [[Streamliner|streamlined]] [[LMS Princess Coronation Class|Princess Coronation Class]] locomotives, which made the journey in 6{{nbsp}}hours 30{{nbsp}}minutes,<ref>{{cite web |url=http://www.railalbum.co.uk/steam-locomotives/lms-coronation-streamlined-1.htm |title=Rail Album – LMS Steam Locos – Streamlined Princess Coronation Class Pacifics – Part 1 |work=railalbum.co.uk}}</ref> making it competitive with the rival East Coast [[Flying Scotsman (train)|Flying Scotsman]] (British Railways in the 1950s could not match this, but did achieve a London-Glasgow timing of 7{{nbsp}}hours 15{{nbsp}}minutes in the 1959–60 timetable by strictly limiting the number of coaches to eight and not stopping between London and Carlisle.<ref>{{cite news |title=The winter timetables of British Railways: The West Coast speed-up |work=Trains Illustrated |publisher=Ian Allan |location=Hampton Court |date=December 1959 |page=584}}</ref>)

===British Rail, 1948–1997 ===
In 1948, following [[nationalisation]], the line came under the control of [[British Railways]]' [[London Midland Region|London Midland]] and [[Scottish Region]]s, when the term "West Coast Main Line" came into use officially,{{Citation needed|date=November 2010}} although it had been used informally since at least 1912.<ref>{{cite news |title=Auction Announcements of Messrs. Knight, Frank, and Rutley |newspaper=The Times |location=London |date=27 April 1912 |page=22 |quote="The Abington and Crawford Estates&nbsp;... extending as they do for some 12 miles either side of the main road and the West Coast Main Line to the North, with Abington and Crawford Stations on the Estate.}}</ref>

==== Modernisation by British Rail ====
[[File:Electric hauled train at Euston, 1966, geograph 6436599 by Alan Murray Rust.jpg|thumb|A train headed by a {{brc|85}} electric locomotive at Euston in 1966, shortly after the introduction of electric train services on the WCML]]
As part of the [[1955 modernisation plan]], British Rail carried out a large programme of modernisation of the WCML in stages between 1959 and 1974; the modernisation involved upgrading the track and signaling to allow higher speeds, rebuilding a number of stations, and [[Railway electrification in Great Britain|electrification]] of the route with overhead line equipment. The first stretch to be upgraded and 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 a full public service to Manchester and Liverpool launched on 18 April 1966. Electrification of both the [[Rugby–Birmingham–Stafford Line|Birmingham branch]], and the routes to Manchester via {{rws|Stoke-on-Trent}} was completed on 6 March 1967, allowing electric services to commence to those destinations. In March 1970 the government approved electrification of the northern half of the WCML, between [[Weaver Junction]] (where the [[Crewe–Liverpool line|branch to Liverpool]] diverges) and Glasgow, and this was completed on 6 May 1974.<ref name="Electric All The Way" /><ref>{{cite book |title=The Guinness Book Of Rail Facts & Feats |last=Marshall |first=John |year=1979 |isbn=0-900424-56-7 |publisher=Guinness Superlatives |location=Enfield}}</ref><ref>{{cite book |last1=Christiansen |first1=Rex |title=A Regional History of the Railways of Great Britain, Volume 7 The West Midlands |date=1983 |publisher=David St John Thomas David and Charles|pages=45, 209 |isbn=0946537-00-3}}</ref> The announcement, after five years of uncertainty, was made 48{{nbsp}}hours before the writ was issued for a [[1970 South Ayrshire by-election|by-election in South Ayrshire]].<ref name=Observer>{{cite news |title=£25 million railway scheme shocks economists |newspaper=[[The Observer]] |pages=1 |date=1 March 1970 |url=https://www.newspapers.com/image/257798361/ |access-date=27 February 2019 |last1=Beloff |first1=Nora |author-link=Nora Beloff |last2=Eglin |first2=Roger |last3=Haworth |first3=David |url-access=subscription |via=newspapers.com}}</ref> ''[[The Observer]]'' commented that, if the £25&nbsp;million decision was politically rather than financially motivated, it would have the makings of a major political scandal.<ref name=Observer />

A new set of high-speed long-distance services was introduced in 1966, launching British Rail's highly successful "[[InterCity (British Rail)|Inter-City]]" brand<ref>{{cite book |title=Fire and Steam, A New History of the Railways in Britain |last=Wolmar |first=Christian |author-link=Christian Wolmar |year=2007 |isbn=978-1-84354-629-0 |location=London |publisher=Atlantic}}</ref> (the hyphen was later dropped) and offering journey times as London to Birmingham in 1 hour 35 minutes, and London to Manchester or Liverpool in 2{{nbsp}}hours 40{{nbsp}}minutes (and even 2{{nbsp}}hours 30{{nbsp}}minutes for the twice-daily [[Manchester Pullman]]).<ref>{{cite book |title=Passenger Timetable 1 May 1972 to 6 May 1973 |publisher=British Railways Board, London Midland Region |pages=83, 06}}</ref> This represented a big improvement on the 3{{nbsp}}hours 30{{nbsp}}minutes to Manchester and Liverpool of the fastest steam service. A new feature was that these fast trains were offered on a regular-interval service throughout the day: initially hourly to Birmingham, two-hourly to Manchester, and so on.<ref>{{cite web |publisher=British Railways Board |date=April 1966 |url=http://www.railwaysarchive.co.uk/documents/BRB_YNR001.pdf |title=Your New Railway: London Midland Electrification - Information booklet}}</ref> The service proved to be so popular that in 1972 these InterCity service frequencies were doubled to deal with increased demand.<ref>{{cite book |last1=Christiansen |first1=Rex |title=A Regional History of the Railways of Great Britain, Volume 7 The West Midlands |date=1983 |publisher=David St John Thomas David and Charles|page=246 |isbn=0946537-00-3}}</ref> With the completion of the northern electrification in 1974, London to Glasgow journey times were reduced from 6{{nbsp}}hours to 5.<ref name="Electric All The Way" /> Along with electrification came modern coaches such as the [[British Rail Mark 2|Mark 2]] and from 1974 the [[Monocoque|fully integral]], air-conditioned [[British Rail Mark 3|Mark 3]] design. These remained the mainstay of express services until the early 2000s. Line speeds were raised to a maximum {{cvt|110|mph|km/h}}, and these trains, hauled by {{brc|86}} and {{brc|87}} electric locomotives, came to be seen as BR's flagship passenger service. Passenger traffic on the WCML doubled between 1962 and 1975.<ref name="S.Potter and R. Roy">{{cite book |first1=Stephen |last1=Potter |first2=Robin |last2=Roy |series=Design and Innovation, Block 3 |title=Research and development: British Rail's fast trains |location=Milton Keynes |publisher=Open University Press |year=1986 |page=12 |isbn=978-0-335-17273-3}}</ref>

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 {{rws|Birmingham New Street}}, {{rws|Manchester Piccadilly}}, {{rws|Stafford}}, {{rws|Coventry}} and {{rws|London Euston}}. To enable the latter, the famous [[Euston Arch|Doric Arch portal]] into the original [[Philip Hardwick]]-designed terminus was demolished in 1962 amid much public outcry.<ref>{{cite news |first=Gavin |last=Stamp |author-link=Gavin Stamp |title=Steam ahead: the proposed rebuilding of London's Euston station is an opportunity to atone for a great architectural crime |date=1 October 2007 |url=http://www.apollo-magazine.com/189416/steam-ahead.thtml |work=Apollo: the international magazine of art and antiques |access-date=9 November 2007 |archive-url=https://web.archive.org/web/20071101082227/http://www.apollo-magazine.com/189416/steam-ahead.thtml |archive-date=1 November 2007 |url-status=dead }}</ref>

Electrification of the [[Glasgow to Edinburgh via Carstairs Line|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.<ref>{{cite book |last=Semmens |first=Peter |year=1991 |title=Electrifying the East Coast Route |publisher=Patrick Stephens |isbn=0-85059-929-6}}</ref>

[[File:APT at Crewe.jpg|thumb|left|The [[Advanced Passenger Train]], 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: {{rws|Windermere}}; {{rws|Barrow-in-Furness}}, {{rws|Whitehaven}} and {{rws|Workington}}; {{rws|Huddersfield}}, {{rws|Bradford Interchange}}, {{rws|Leeds}} and {{rws|Halifax|England}} (via Stockport); {{rws|Blackpool South}}; {{rws|Colne}} (via Stockport); {{rws|Morecambe}} and {{rws|Heysham}}; {{rws|Southport}} (via {{rws|Edge Hill}}); {{rws|Blackburn}} and {{rws|Stranraer Harbour}}. Notable also is the loss of through services between Liverpool and Scotland; however these were restored by [[TransPennine Express]] in 2019.<ref>{{Cite web |last1=Houghton |first1=Tom |edition=Updated |date=20 December 2019 |title=Direct trains launched between Liverpool Lime Street and Glasgow |url=https://www.liverpoolecho.co.uk/news/liverpool-news/transpennine-express-launches-direct-trains-17452626 |access-date=4 June 2022 |website=Liverpool Echo}}</ref>

British Rail introduced the [[Advanced Passenger Train]] APT project, which proved that London–Glasgow WCML journey times of less than 4{{nbsp}}hours were achievable and paved the way for the later tilting Virgin ''[[Pendolino]]'' trains.<ref>{{Cite web |url=http://www.apt-p.com/BenGoodwinDissertation.pdf |title='Queasy Rider:' The Failure of the Advanced Passenger Train.}}</ref> 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.

===Privatisation, 1997–present===
As part of the [[privatisation of British Rail]] in the 1990s, the infrastructure was taken over in 1994 by the private company [[Railtrack]], which later collapsed in 2002, and was replaced by the not-for-profit company [[Network Rail]]. WCML's InterCity services became part of the [[InterCity West Coast]] [[Passenger rail franchising in Great Britain|franchise]], which was won by [[Virgin Trains]] who took over in 1997.<ref name="HOCLWCML">{{cite web |title=Railways: West Coast Main Line |url=https://researchbriefings.files.parliament.uk/documents/SN00364/SN00364.pdf |publisher=House of Commons Library |access-date=19 May 2024}}</ref> In 2019, [[Avanti West Coast]] won the new [[West Coast Partnership]] franchise, taking over from Virgin Trains.

==== Modernisation by Railtrack and Network Rail ====
{{main|West Coast Main Line route modernisation}}
[[File:Pendolino and Freight train.jpg|thumb|A [[Virgin Trains|Virgin]] [[Pendolino]] and [[English Welsh and Scottish Railway|EWS]] {{brc|66}} freight train on the WCML]]

By the dawn of the 1990s, it was clear that further modernisation was required. Initially this took the form of the InterCity 250 project. 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 {{convert|140|mph|km/h|0|abbr=on}}, in place of the previous maximum of {{convert|110|mph|km/h|0|abbr=on}}. Railtrack estimated that this upgrade would cost £2&nbsp;billion, be ready by 2005, and cut journey times to 1&nbsp;hour for London to Birmingham and 1&nbsp;hr 45&nbsp;mins for London to Manchester.

However, these plans proved too ambitious and were subsequently scaled back. The upgrade was described as "a classic example of disastrous project management".<ref name="BBCupgrade">{{cite web |title=West coast rail upgrade expected |url=https://news.bbc.co.uk/2/hi/uk_news/2221904.stm |publisher=BBC News |access-date=19 May 2024 |date=28 August 2002}}</ref> Central to the implementation of the plan was the adoption of [[moving block signalling]], which had never been proven on anything more than simple [[rapid transit|metro lines]] and [[Light rail|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.<ref>{{cite news |first=James |last=Meek |url= https://www.theguardian.com/world/2004/apr/01/transport.politics1 |title=The £10bn Rail Crash |location=London |newspaper=The Guardian |date=1 April 2004}}</ref> The bankruptcy of Railtrack in 2001 and its replacement by [[Network Rail]] following the [[Hatfield train crash|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&nbsp;billion, the plans were scaled down, bringing the cost down to between £8&nbsp;billion and £10&nbsp;billion, to be ready by 2008, with a maximum speed for tilting trains of a more modest {{convert|125|mph|km/h|0|abbr=on}} – 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 {{convert|155|mph|km/h|-1|abbr=on}} speeds planned and achieved with the APT.<ref>{{cite web |title=West Coast Main Line |url=https://www.railway-technology.com/projects/virgin/?cf-view |publisher=Railway Technology |access-date=19 May 2024}}</ref>

The first phase of the upgrade, south of Manchester, opened on 27 September 2004 with journey times of 1{{nbsp}}hour 21{{nbsp}}minutes for London to Birmingham and 2{{nbsp}}hours 6{{nbsp}}minutes for London to Manchester. The final phase, introducing {{convert|125|mph|km/h|0|abbr=on}} running along most of the line, was announced as opening on 12 December 2005, bringing the fastest journey between London and Glasgow to 4{{nbsp}}hours 25{{nbsp}}mins (down from 5{{nbsp}}hours 10{{nbsp}}minutes).<ref name="High-speed tilting train on track">{{cite news |url=https://news.bbc.co.uk/2/hi/uk_news/scotland/4518282.stm |title=High-speed tilting train on track |work=BBC News |date=12 December 2005}}</ref> 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&nbsp;– a Pendolino train completed the {{convert|401|mi|km|0|adj=on}} Glasgow Central&nbsp;– London Euston run in a record 3{{nbsp}}hours 55{{nbsp}}minutes, beating the APT's record of 4{{nbsp}}hours 15{{nbsp}}minutes, although the APT still holds the overall record on the northbound run.
The decade-long modernisation project was finally completed in December 2008.<ref>{{cite news |url=https://news.bbc.co.uk/2/hi/uk_news/7782085.stm |title=West Coast rail works completed |work=BBC News |date=14 December 2008}}</ref> This allowed Virgin's VHF (very high frequency) 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{{nbsp}}hours 30{{nbsp}}minutes barrier&nbsp;– with one service (calling only at Preston) achieving a London–Glasgow time of 4{{nbsp}}hours 8{{nbsp}}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{{nbsp}}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.<ref>{{Cite web |url=https://alittlebitofstone.com/2016/03/29/norton-bridge-rail-flyover-opens/ |title=First trains use Norton Bridge rail flyover |date=29 March 2016 |website=A Little Bit of Stone}}</ref> Other projects such as the replacement of a weak bridge in Watford allowed line-speeds to be increased from {{convert|90|mph|km/h|0|abbr=on}} to {{convert|125|mph|km/h|0|abbr=on}}, decreasing journey times.<ref>{{Cite press release |url=https://www.networkrailmediacentre.co.uk/news/orphanage-road-bridge-to-be-replaced-as-work-to-upgrade-railway-at-watford-continues |title=Orphanage Road bridge to be replaced as work to upgrade railway at Watford continues |publisher= Network Rail |date=28 January 2015}}</ref>

== Infrastructure ==

=== Track ===
[[File:Roade cutting.JPG|thumb|left|Quadruple track section of line at [[Roade]] cutting in [[Northamptonshire]] – lines have already divided [[Hanslope Junction|south of here]] and diverge a little further north]]
The main spine of the WCML is [[quadruple track]] on almost all of the route from London to south of [[Winsford]]. At [[Hanslope Junction]] (near [[Milton Keynes]]), the line divides with one pair going direct to {{rws|Rugby}} and the other pair diverting via {{rws|Northampton}} to rejoin at Rugby. The spine continues north in quadruple track until Brinklow, where it reduces to triple track. The line between Brinklow and Nuneaton has three tracks, with one northbound track and fast and slow southbound tracks. The line then reverts to quadruple track at Nuneaton. North of Rugeley, there is a short double track stretch through the {{convert|777|yd|adj=on}} Shugborough Tunnel. The line is then quadruple track most of the way to Acton Bridge railway station, except for a double track section between [[Winsford]] and Hartford. The line becomes quadruple again between {{rws|Warrington Bank Quay}} and {{rws|Wigan North Western}}, except for a short section via the Golborne cut-off where it has two tracks. There are two more stretches of quadruple track, otherwise the line is double track to Scotland. The first is from Euxton Balshaw Lane to Preston, and the second is between {{rws|Glasgow Central}} and {{rws|Rutherglen}}

The WCML is noted for the diversity of branches served from the spine, notably those to/from the [[West Midlands (region)|West Midlands]] and [[North Wales]], [[Greater Manchester]], and Liverpool. These are [[West Coast Main Line diagram|detailed in the route diagram]].

The complete route has been cleared for W10 [[loading gauge]] freight traffic, allowing use of higher {{convert|9|ft|6|in|mm|0|abbr=on}} hi-cube [[Intermodal container|shipping containers]].<ref>{{cite web |url=http://www.corusrail.com/en/design_and_innovation/case_studies/casestudy-westcoastmainlineupgrade |title=West coast main line upgrade |publisher=Corus rail |access-date=16 May 2009}}</ref><ref>{{cite web |url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/freight/freight%20rus.pdf |title=Freight Route Utilisation Strategy&nbsp;– March 2007 |publisher=Network Rail |access-date=25 November 2009 |archive-date=2 March 2012 |archive-url=https://web.archive.org/web/20120302212305/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/freight/freight%20rus.pdf |url-status=dead}}</ref> The route passes through Nuneaton and the Midlands and this area has been called the "[[Golden logistics triangle|Golden Triangle of Logistics]]".<ref>{{cite web |title=The rise of the UK warehouse and the "golden logistics triangle" |url=https://www.ons.gov.uk/businessindustryandtrade/business/activitysizeandlocation/articles/theriseoftheukwarehouseandthegoldenlogisticstriangle/2022-04-11 |website=Office for National Statistics |access-date=19 August 2022}}</ref>

=== Electrification ===
Nearly all of the WCML is [[Railway electrification system|electrified]] with [[Overhead line|overhead line equipment]] at {{nowrap|[[25 kV AC railway electrification|25 kV AC]]}}.<ref>{{cite web |title=Railroad/Railway Electric Traction Systems |url=http://www.crbasic.info/railroad_electric_engr3.html |publisher=crbasic.info |access-date=30 August 2012}}</ref> Several of the formerly unelectrified branches of the WCML in the [[North West England|North West]] have recently been electrified such as the {{rws|Preston}} to {{rws|Blackpool North}} Line on which electric service commenced in May 2018 along with the Preston – {{rws|Manchester Piccadilly}} line which saw electric service commence in February 2019.<ref>{{cite web |url=https://www.theboltonnews.co.uk/news/17426252.first-electric-passenger-trains-finally-entering-service-in-bolton/ |title=First electric passenger trains finally entering service in Bolton |last=McDonnell |first=S. |website=Bolton News |date=12 February 2019 |access-date=18 February 2019}}</ref> Wigan to Liverpool via St Helens Shaw Street and St Helens Junction were also electrified in the 2010-2017 timeframe. 

The {{rws|Wigan North Western}} to {{rws|Lostock Parkway}} branch is also in the process of being electrified.<ref name="NorthWestelectrification">{{cite web |title=North West electrification |url=http://www.networkrail.co.uk/North_West_electrification.aspx |publisher=Network Rail |access-date=30 August 2012}}</ref>

== Rolling stock ==
{{more citations needed section|date=March 2017}}
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 [[British Rail Class 221|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 was 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,<ref>{{cite news |title=Virgin Rail Group welcomes West Coast franchise extension discussions |url=http://www.railnetwork.info/article.php?article_id=2866 |work=Rail Network |date=21 May 2011 |access-date=25 November 2011}}</ref> and any effect of this on the timetable for introducing the new coaches remains unclear.

Previous franchisees [[Central Trains]] and [[Silverlink]] (operating local and regional services partly over sections of the WCML) were given 30 new [[British Rail Class 350|"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 350 units were ordered to replace its older fleet of {{brc|321}}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 until their replacement with [[British Rail Mark 5|Mark 5]] stock in October 2019.<ref>{{cite magazine |title=The Sleepers are stirring |magazine=Rail |issue=756 |date=3 September 2014 |page=70}}</ref> Virgin also retained and refurbished one of the original Mark 3 rakes with a [[Driving Van Trailer]] and a {{brc|90}} locomotive as a standby set to cover for ''Pendolino'' breakdowns. This set was retired from service on 25 October{{Year missing|date=May 2022}} 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.{{cn|date=February 2025}}

In September 2022, following the [[Death and state funeral of Elizabeth II|death of Queen Elizabeth II]], locomotive hauled services returned briefly to the WCML once more when incumbent operator Avanti West Coast employed a rake of Mark 3 coaches (hauled by a Class 90 locomotive) to provide additional services to Euston for those wishing to travel to London for the Queen's lying-in-state and subsequent funeral.

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 as many other types use small sections of the WCML as part of other routes.

===Commuter and regional trains===

{| class="wikitable"
|- style="background:#f9f9f9;"
! rowspan="2" |Family
! rowspan="2" |Class
! rowspan="2" |Image
! rowspan="2" |Type
! colspan="2" |Top speed
! rowspan="2" |Operator
! rowspan="2" |Routes
|- style="background:#f9f9f9;"
!mph
!km/h
|-
| rowspan="3" |[[British Rail Sprinter|BR Sprinter]]
| {{brc|153}}
| [[File:Class 153 at Ty Glas station crop (geograph 6162860).jpg|150px]]
| rowspan="5" |[[Diesel multiple unit|DMU]]
| rowspan="2" |75
| rowspan="2" |120
| [[Transport for Wales Rail]]
| {{rws|Chester}}{{ndash}}{{rws|Crewe}}
|-
| {{brc|156}}
| [[File:Carlisle - ScotRail 156501 Newcastle train.JPG|150px]]
| [[ScotRail]]
| [[Glasgow South Western Line]]
|-
| {{brc|158}}
| [[File:158752 at Manchester Victoria.jpg|150px]]
| 90
| 145
| {{ubl|[[Northern Trains]]|[[Transport for Wales Rail]]}}
| {{ubl|[[Settle–Carlisle line]]|[[Wolverhampton–Shrewsbury line|Birmingham International{{ndash}}Shrewsbury]]|[[Cambrian Line|Aberystwyth, Pwllheli]]|[[Shrewsbury–Chester line|Chester and Holyhead]]}}
|-
| [[Bombardier Turbostar]]
| {{brc|170}}
| [[File:170111 near Great Shelford.jpg|150px]]
| rowspan="2" | 100
| rowspan="2" | 161
| {{ubl|[[CrossCountry]]}}
| {{ubl|{{rws|Cardiff Central}}{{ndash}}{{rws|Nottingham}}|{{rws|Birmingham New Street}}{{ndash}}Nottingham|Birmingham New Street{{ndash}}{{rws|Stansted Airport}}|Birmingham New Street{{ndash}}{{rws|Leicester}}}}
|-
| [[Siemens Desiro]]
| {{brc|185}}
| [[File:Class 185 at Manchester Piccadilly.jpg|150px]]
| [[TransPennine Express]]
| [[TransPennine Express#Routes|TransPennine North West]]
|-
| rowspan="3" |BR Second Generation
| {{brc|318}}
| [[File:Hyndland - Abellio 318262 Cumbernauld service.JPG|150px]]
| rowspan="11" |[[Electric multiple unit|EMU]]
| rowspan="2" |90
| rowspan="2" |145
| rowspan="3" |[[ScotRail]]
| {{rws|Glasgow Central}}{{ndash}}{{rws|Lanark}} and {{rws|Carstairs}}
|-
| [[British Rail Class 320|Class 320/3]]
| rowspan="2" |[[File:Hyndland - Abellio 320321 Springburn service.JPG|150px]]
| rowspan="2" |{{cslist|[[North Clyde Line]]|[[Argyle Line]]|[[Whifflet Line]]}}
|-
| [[British Rail Class 320|Class 320/4]]
| 100
| 161
|-
|
| {{brc|323}}
| [[File:Railways England 2022 03.jpg|150x150px]]
| 90
| 145
| rowspan="2" |{{ubl|[[Northern Trains]]}}
| {{ubl|Crewe{{ndash}}{{rws|Manchester Piccadilly}}|{{rws|Stoke-on-Trent}}{{ndash}}Manchester Piccadilly}}
|-
| [[CAF Civity]]
| {{brc|331}}
| [[File:331001 approaching Crewe platform 1.jpg|150x150px]]
| 100
| 161
| {{ubl|Crewe{{ndash}}Manchester Piccadilly|Stoke-on-Trent{{ndash}}Manchester Piccadilly|{{rws|Blackpool North}} to {{stnlink|Manchester Airport}} via {{rws|Preston}}}}
|-
| [[Siemens Desiro]]
| {{brc|350}}
| [[File:350232 at Watford Junction.jpg|150x150px]]
| 110
| 180
| [[West Midlands Trains|London Northwestern Railway]]
| {{ubl|{{rws|London Euston}}{{ndash}}{{rws|Tring}}|{{rws|Milton Keynes Central}}|{{rws|Northampton}} and Birmingham New Street|Birmingham New Street{{ndash}}{{rws|Liverpool Lime Street}}|{{rws|Stafford}}{{ndash}}Crewe via Stoke-on-Trent|London Euston{{ndash}}Crewe via [[Trent Valley line]]}}
|-
| [[Bombardier Electrostar]]
| {{brc|377}}
| [[File:Southern 377 at Hemel Hempstead.JPG|150px]]
| rowspan="3" |100
| rowspan="3" |161
| [[Southern (Govia Thameslink Railway)|Southern]]
| {{rws|Watford Junction}}{{ndash}}{{rws|East Croydon}}
|-
| [[Siemens Desiro]]
| {{brc|380}}
| [[File:Glengarnock - looking towards Glasgow.JPG|150px]]
| rowspan="2" | [[ScotRail]]
| {{ubl|[[Ayrshire Coast Line]]|[[Inverclyde Line]]|[[North Berwick Line]]|[[Paisley Canal Line]]|[[Argyle Line]]|[[Cathcart Circle Line]]}}
|-
| [[Hitachi AT200]]
| {{brc|385}}
| [[File:385003 at Linlithgow.jpg|150px]]
| [[Shotts Line]]
|-
| rowspan="2" | [[Alstom Aventra]]
| rowspan="1" | [[British Rail Class 730|Class 730/0]]
| rowspan="2" | [[File:730018 AST.jpg|150x150px]]
| rowspan="1" | 90
| rowspan="1" | 145
| rowspan="1" | [[West Midlands Trains|West Midlands Railway]]
| rowspan="1" | Birmingham New Street{{ndash}}Wolverhampton, {{rws|Birmingham International}} and {{rws|Coventry}}
|-
| [[British Rail Class 730|Class 730/2]]
| 110
| 177
| [[London Northwestern Railway]]
| {{ubl|London Euston{{ndash}}Tring, Milton Keynes Central, Northampton and Birmingham New Street|Birmingham New Street{{ndash}}Liverpool Lime Street|Crewe{{ndash}}London Euston via the [[Trent Valley line]]}}
|-
|}

===High-speed trains===

{| class="wikitable"
|- style="background:#f9f9f9;"
! rowspan="2" |Family
! rowspan="2" |Class
! rowspan="2" |Image
! rowspan="2" |Type
! colspan="2" |Top speed
! rowspan="2" |Operator
! rowspan="2" |Routes
|- style="background:#f9f9f9;"
!mph
!km/h
|-
| rowspan="3" |[[Bombardier Voyager]]
| {{brc|220}}
| [[File:CrossCountry Class 220, 220004, platform 3, Stockport railway station (geograph 4525172).jpg|150x150px]]
| rowspan="3" |[[Diesel electric multiple unit|DEMU]]
| rowspan="9" |125
| rowspan="9" |200
| rowspan="3" | [[CrossCountry]]<ref>{{Cite web |date=13 December 2024 |title=Our high-speed Super Voyager Trains (now retired) |url=https://www.avantiwestcoast.co.uk/travel-information/onboard/about-our-trains/railfans/super-voyager |access-date=13 December 2024 |website=Avanti West Coast}}</ref>
| rowspan="3" | {{ubl|Birmingham New Street{{ndash}}Manchester Piccadilly|Glasgow Central{{ndash}}{{rws|Edinburgh Waverley}}|before joining or leaving the ECML}}
|-
| rowspan="2" |{{brc|221}}
| [[File:Dawlish Coastguards - CrossCountry 221115 (GWR 802005).JPG|150x150px]]
|-
| [[File:CrossCountry Class 221, 221124, platform 5, Manchester Piccadilly railway station (geograph 4512037).jpg|150x150px]]
|-
| [[Pendolino|Alstom Pendolino]]
| {{brc|390}}
| [[File:Avanti West Coast train arriving at Lancaster (crop), geograph 6606753 by Peter Trimming.jpg|150x150px]]
| rowspan="2" |[[Electric multiple unit|EMU]]
| [[Avanti West Coast]]
| {{ubl|London Euston{{ndash}}Manchester Piccadilly|London Euston{{ndash}}Liverpool Lime Street|London Euston{{ndash}}Blackpool North|London Euston{{ndash}}Birmingham New Street and the West Midlands|London Euston{{ndash}}Glasgow Central and Edinburgh Waverley}}
|-
| [[CAF Civity]]
| {{brc|397}}
| [[File:Transpennine Express 397003 at Wigan North Western April 2019.jpg|150x150px]]
| rowspan="2" |[[TransPennine Express]]
| rowspan="2" |{{rws|Manchester Airport}} and Liverpool Lime Street{{ndash}}Glasgow Central and Edinburgh Waverley
|-
| rowspan="5" |[[Hitachi AT300]]
| [[British Rail Class 802|Class 802 ''Nova 1'']]
| [[File:Nova 1 in London Kings Cross 20.02.19.jpg|150px]]
| rowspan="2" |[[Bi-mode multiple unit]]
|-
| [[British Rail Class 805|Class 805 ''Evero'']]
| [[File:805005_at_Crewe.jpg|150px]]
| [[Avanti West Coast]]
| {{ubl|London Euston{{ndash}}Chester|London Euston{{ndash}}Blackpool North|London Euston{{ndash}}{{rws|Wrexham General}}|London Euston{{ndash}}Liverpool Lime Street|London Euston{{ndash}}{{rws|Wolverhampton}}|London Euston{{ndash}}{{rws|Holyhead}}}}
|-
| {{brc|807}}
| [[File:AWC-AT300.jpg|150px]]
| rowspan="1" |[[Electric multiple unit|EMU]]
| [[Avanti West Coast]]<ref>{{Cite web |date=2 June 2024 |title=Avanti West Coast adds more seats with summer timetable change |url=https://newsdesk.avantiwestcoast.co.uk/news/avanti-west-coast-adds-more-seats-with-summer-timetable-change |access-date=2 June 2024 |website=Avanti West Coast News}}</ref>
| {{ubl|London Euston{{ndash}}Blackpool North|London Euston{{ndash}}Liverpool Lime Street|London Euston{{ndash}}{{rws|Wolverhampton}}|London Euston{{ndash}}{{rws|Birmingham New Street}}|London Euston{{ndash}}Manchester Piccadilly|}}
|-
|}

===Sleeper trains===

{| class="wikitable"
|- style="background:#f9f9f9;"
! rowspan="2" |Class
! rowspan="2" |Image
! rowspan="2" |Type
! colspan="2" |Top speed
! rowspan="2" |Operator
! rowspan="2" |Routes
|- style="background:#f9f9f9;"
!mph
!km/h
|-
| {{brc|92}}
| [[File:92038 Wembley Depot to Euston 5S95 (31488231503).jpg|150px]]
| [[Electric locomotive]]
| 87
| 140
| [[GB Railfreight]], on behalf of [[Caledonian Sleeper]]
| London Euston{{ndash}}Glasgow Central or Edinburgh Waverley
|-
| [[British Rail Mark 5|Mark 5 coach]]
| [[File:CAF mk5 sleeper coach.jpg|150px]]
| {{ubl|[[Lounge car|Lounge]]|[[Passenger car (rail)|Seated sleeper]]|[[Sleeping car]]}}
| 100
| 161
| [[Caledonian Sleeper]]
| All [[Caledonian Sleeper]] services<ref>{{cite magazine |url=http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/transpennine-express-coach-production-begins.html |title=TransPennine Express coach production begins |magazine=[[Railway Gazette International]] |date=27 October 2016 |access-date=24 August 2017 |archive-date=27 October 2016 |archive-url=https://web.archive.org/web/20161027192732/http://www.railwaygazette.com/news/traction-rolling-stock/single-view/view/transpennine-express-coach-production-begins.html |url-status=dead }}</ref>
|-
|}

== Operators ==

=== Avanti West Coast ===
The current principal long distance [[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 (then named) [[InterCity West Coast]] franchise would be replaced by a new franchise called 'West Coast Partnership', which includes operating the planned [[High Speed 2]] (HS2) service as well as the existing West Coast Main Line express services. In August 2019, the DfT announced that First Trenitalia West Coast Rail (trading as [[Avanti West Coast]]) was the successful bidder. [[Avanti West Coast]] commenced operating the franchise on 8 December 2019.<ref>{{cite web |url=https://www.gov.uk/government/news/west-coast-marks-new-partnership-model-for-rail |title=West Coast marks new partnership model for rail |date=14 August 2019 |website=DfT |access-date=14 August 2019}}</ref><ref>{{Cite news |url=https://www.theguardian.com/business/2019/nov/27/west-coast-train-services-to-be-rebranded-with-avanti-logo |title=West coast train services to be rebranded with Avanti logo |newspaper=The Guardian |date=27 November 2019 |access-date=28 November 2019 |first=Gwyn |last=Topham}}</ref>

Avanti operates nine trains per hour on the WCML from {{rws|London Euston}}, with three trains per hour to {{rws|Manchester Piccadilly}}, two trains per hour to {{rws|Birmingham New Street}}, one train per hour to each of {{rws|Chester}}, {{rws|Liverpool Lime Street}} and {{rws|Glasgow Central}} via the Trent Valley (one Birmingham New Street train per hour continues to Scotland via {{rws|Wolverhampton}} alternating between {{rws|Edinburgh Waverley}} or {Glasgow Central), five trains on a weekday to {{rws|Holyhead}} and three trains on a weekday to {{rws|Bangor|Wales}}. There is also one weekday train in to/from {{rws|Wrexham General}}. Additional peak terminating services run between London Euston and {{rws|Preston}}, Wolverhampton, {{rws|Crewe}}, {{rws|Birmingham International}}, {{rws|Lancaster}} and {{rws|Carlisle}}. Additional trains during the early morning, late evening, rush hour and night that terminate or start at Birmingham. There are also three daily (Monday to Friday) services between London Euston and {{rws|Blackpool North}}.

=== West Midlands Trains ===
[[West Midlands Trains]] is the current principal commuter and outer suburban operator on the route, and provides some long-distance services 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 {{rws|Watford Junction}}, {{rws|Milton Keynes Central}}, {{rws|Northampton}}, {{rws|Rugby}}, {{rws|Coventry}}, {{rws|Canley}}, {{rws|Tile Hill}}, {{rws|Berkswell}}, {{rws|Hampton-in-Arden}}, Birmingham International and {{rws|Marston Green}}. There are two return 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 [[Avanti West Coast]] fast service. There is also an hourly service from London Euston to Northampton calling at {{rws|Leighton Buzzard}}, {{rws|Bletchley}}, Milton Keynes Central and {{rws|Wolverton}}.

West Midlands Trains also operates an hourly service between London Euston and Crewe, serving Watford Junction, Milton Keynes Central, Rugby, {{rws|Nuneaton}}, {{rws|Atherstone}}, {{rws|Tamworth}}, {{rws|Lichfield Trent Valley}}, {{rws|Rugeley Trent Valley}}, {{rws|Stafford}} and Crewe. Some services also call at {{rws|Hemel Hempstead}}, {{rws|Berkhamsted}}, {{rws|Tring}}, {{rws|Cheddington}}, Leighton Buzzard and Bletchley. Trains also call at {{rws|Long Buckby}} (Sundays only). 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&nbsp;mph faster using enhanced [[British Rail Class 350]]/1 units.

A service to Tring is provided half-hourly from Euston; one calling at {{rws|Harrow & Wealdstone}}, {{rws|Bushey}}, Watford Junction, {{rws|Kings Langley}}, {{rws|Apsley}}, Hemel Hempstead and Berkhamsted and one calling at {{rws|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, {erkhamstead, Tring, Cheddington, Leighton Buzzard and Bletchley.

[[West Midlands Trains]] also operates an hourly stopping train on the [[Marston Vale Line]] from Bletchley to {{rws|Bedford}} as well as a 45-minute service on the [[Abbey Line]] to {{rws|St Albans Abbey}}. 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 ===
[[TransPennine Express]] provides services along the WCML between {{rws|Manchester Airport}} or Liverpool Lime Street, and Glasgow or Edinburgh (alternating serving each every 2{{nbsp}}hours). 

=== Southern ===
[[Southern (train operating company)|Southern]] provides an hourly service between {{rws|East Croydon}} and Watford Junction, which calls at all stations on the [[West London Line]], then {{rws|Wembley Central}}, Harrow & Wealdstone and Watford Junction.

=== CrossCountry ===
[[CrossCountry]] operates services from {{rws|Plymouth}}, {{rws|Bournemouth}} and {{rws|Bristol Temple Meads}} to Manchester Piccadilly; these trains run along the West Coast Main Line between Coventry and Manchester Piccadilly. Some trains from Manchester Piccadilly to Bristol Temple Meads are extended to {{rws|Paignton}} and Plymouth, and on summer weekends to {{rws|Penzance}} and {{rws|Newquay}}. CrossCountry services between {{rws|Reading}} and {{rws|Newcastle}} also use a small portion of the West Coast Main Line between Coventry and Birmingham New Street.  CrossCountry also operates occasional services to/from Glasgow Central, which operate 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.

===  ScotRail ===
[[ScotRail]] operates services on sections of the West Coast Main Line for example near Glasgow with [[Argyle Line]] trains running on the section from {{rws|Cambuslang}} to {{rws|Carluke}} before veering off on the short branch to {{rws|Lanark}} or continuing to {{rws|Carstairs}}. The [[North Berwick Line]] runs from Glasgow Central High Level via {{rws|Motherwell}} to Carstairs and on to {{rws|Haymarket}}, Edinburgh Waverley and {{rws|North Berwick}}.

At {{rws|Carlisle}} the [[Glasgow South Western Line]] runs for several miles before heading west towards {{rws|Dumfries}}, {{rws|Kilmarnock}}, {{rws|Ayr}} and {{rws|Stranraer}}.

=== Caledonian Sleeper ===
[[Caledonian Sleeper]] operates services down the length of the West Coast Main Line, providing an overnight services each way between London and Scotland.

== Recent developments ==

=== Felixstowe and Nuneaton freight capacity scheme ===
{{Main|Birmingham to Peterborough Line}}
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.<ref>{{cite web |url=http://www.networkrail.co.uk/news/2012/november/Nuneaton-North-Chord-freight-line-now-open/ |title=Nuneaton North Chord freight line now open |date=15 November 2012 |publisher=Network Rail |access-date=15 November 2012 |archive-date=6 July 2015 |archive-url=https://web.archive.org/web/20150706021208/http://www.networkrail.co.uk/news/2012/november/Nuneaton-North-Chord-freight-line-now-open/ |url-status=dead }}</ref><ref>{{cite magazine |title=Work starts on Nuneaton chord |magazine=Rail |location=Peterborough |page=20 |date=10 August 2011}}</ref> 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.<ref>{{cite web |url=http://www.networkrail.co.uk/news/2014/mar/The-new-Ipswich-chord-will-ease-a-major-bottleneck-on-the-Great-Eastern-main-line/ |title=The new Ipswich chord will ease a major bottleneck on the Great Eastern main line |date=25 March 2014 |publisher=Network Rail |access-date=16 May 2014 |archive-date=26 February 2015 |archive-url=https://web.archive.org/web/20150226023642/http://www.networkrail.co.uk/news/2014/mar/The-new-Ipswich-chord-will-ease-a-major-bottleneck-on-the-Great-Eastern-main-line/ |url-status=dead }}</ref>

=== Stafford Area Improvements Programme ===
A planned [[flying junction]] and {{convert|2.5|mi|km|abbr=on}} track diversion in the {{rws|Stafford}} – {{rws|Norton Bridge}} area. This replaced the previous level junction where the [[Stafford to Manchester Line|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. This allowed 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. Additional freight capacity was also provided around Stafford station. The resignalling work associated with this project was 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.<ref>{{cite web |url=http://www.networkrail.co.uk/improvements/stafford-crewe/ |title=Stafford – Crewe rail enhancements |publisher=[[Network Rail]] |access-date=17 August 2015 |archive-date=19 December 2014 |archive-url=https://web.archive.org/web/20141219021336/http://www.networkrail.co.uk/improvements/stafford-crewe/ |url-status=dead }}</ref>

=== Weaver Junction to Liverpool signalling ===
Re-signalling work the WCML spur track from Liverpool to [[Weaver Junction]] was underway in 2016. Signal control moved to the Manchester Rail Operating Centre removing five local signal boxes. The signalling improvements are intended to improve journey times on this section of line.<ref>{{Cite press release |url=https://www.networkrailmediacentre.co.uk/news/gbp-340m-railway-upgrade-planned-for-liverpool-city-region |title=£340m railway upgrade planned for Liverpool City Region |publisher=Network Rail}}</ref>

== Proposed development ==
[[File:Crossrail extensions.png|thumb|Outline map of the possible future Crossrail extensions as recommended in the 2011 RUS, which include the WCML<ref name="rus2011" />]]

=== Increased line speed ===
In 2007, Virgin Trains put forward plans to increase the line speed in places on the WCML – particularly along sections of the [[Trent Valley Line]] between Stafford and Rugby from {{cvt|125|to|135|mph}} after the quadrupling of track had been completed. This would permit faster services and possibly allow additional train paths. {{convert|135|mi/h|km/h|abbr=on}} 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 ([[Tilt Authorisation and Speed Supervision]]) to prevent overspeeding. In practice, regulations introduced by the HMRI (now ORR) at the time of the ECML high-speed test runs in 1991 are still in force prohibiting this. Network Rail was aware of Virgin Trains' aspirations;<ref name="Business plan 2007">{{cite web |url=http://www.networkrail.co.uk/aspx/3085.aspx |title=Business plan 2007 |publisher=Network Rail}}</ref> however, in November 2009 [[Chris Mole]] MP (then Parliamentary Under Secretary of State, Transport) announced that there were no plans for this to happen and thus for the foreseeable future the maximum speed will remain at {{convert|125|mi/h|km/h|abbr=on}}.<ref>{{cite web |url=http://www.parliament.the-stationery-office.co.uk/pa/cm200809/cmhansrd/cm091104/text/91104w0004.htm |title=Hansard |publisher=House of Commons |date=4 November 2009 |access-date=6 February 2010 |archive-date=4 June 2011 |archive-url=https://web.archive.org/web/20110604192522/http://www.parliament.the-stationery-office.co.uk/pa/cm200809/cmhansrd/cm091104/text/91104w0004.htm |url-status=dead }}</ref> In promoting this proposal, Virgin Trains reported that passenger numbers on Virgin West Coast increased from 13.6&nbsp;million in 1997/98 to 18.7&nbsp;million in 2005/6, while numbers on CrossCountry grew from 12.6&nbsp;million to 20.4&nbsp;million over the same period.<ref>{{cite news |first=Neil |last=Connor |title=We won't bid if rail link becomes a 'bus run' |date=25 April 2006 |url=http://icbirmingham.icnetwork.co.uk/0100news/0100localnews/2006/04/25/we-won-t-bid-if-rail-link-becomes-a-bus-run-50002-16989620/ |work=icBirmingham.co.uk |access-date=25 June 2013}}</ref>

=== Crossrail extension ===
In the ''London & South East Rail Utilisation Strategy'' (RUS) 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 {{rws|Tring}} and {{rws|Milton Keynes Central}}. The scheme would involve the construction of a tunnel in the vicinity of the proposed new station at {{rws|Old Oak Common}} 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 {{rws|Paddington}} 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.<ref name="rus2011">{{cite web |url=http://www.networkrailmediacentre.co.uk/imagelibrary/downloadMedia.ashx?MediaDetailsID=4858#page=149 |publisher=Network Rail |title=8. Potential new lines |work=London and South East Route Utilisation Strategy |pages=149–153 |date=28 July 2011 |access-date=20 January 2014 |archive-url=https://web.archive.org/web/20120314070733/http://www.networkrailmediacentre.co.uk/imagelibrary/downloadMedia.ashx?MediaDetailsID=4858#page=149 |archive-date=14 March 2012 |url-status=dead }}</ref> In August 2014, the government launched a study into the Crossrail extension.<ref>{{Cite web |url=https://www.gov.uk/government/news/government-launches-study-into-potential-crossrail-extension |title=Government launches study into potential Crossrail extension |website=GOV.UK}}</ref>

== Accidents ==
{{See also|List of rail accidents in the United Kingdom}}
{{more citations needed section|date=February 2025}}

{| class="wikitable sortable"
|-
! Name
! width="120px"|Date
! Deaths 
! Injuries 
! class="unsortable"|Notes
|-
| [[2025 Shap derailment]]
| 3 November 2025
| 0
| 4 
|<ref>{{Cite web |date=2025-11-03 |title=West Coast Mainline blocked as train derails in Cumbria |url=https://www.bbc.co.uk/news/articles/c8x1dydwg2jo |access-date=2025-11-03 |website=BBC News |language=en-GB}}</ref>
|-
| [[Grayrigg derailment]]
| 23 February 2007
| 1 
| 89
| Accident occurred at at Lambrigg Crossovers, south of Grayrigg
|-
| [[Tebay rail accident]]
| 15 February 2004
| 4
| 0
| Deaths were workers. No public involvement
|-
| [[Norton Bridge rail crash]]
| 16 October 2003
| 0
| 1
|
|-
| [[1999 Winsford railway accident|Winsford rail crash]]
| 23 June 1999
| 0
| 31
|
|-
| [[Watford rail crash]]
| 8 August 1996
| 1 
| 69
|
|-
| [[Stafford rail crash (1996)]]
| 8 March 1996
| 1 
| 22
|
|-
| [[Newton (South Lanarkshire) rail accident|Newton rail crash]]
| 21 July 1991
| 4
| 22
|
|-
| [[Stafford rail crash (1990)]]
| 4 August 1990
| 1 
| 35
|
|-
| [[Colwich rail crash]]
| 19 September 1986
| 1
| 60
|
|-
| [[Wembley Central rail crash]]
| 11 October 1984
| 3 
| 18
|
|-
| [[Nuneaton rail crash]]
| 6 June 1975
| 6 
| 67
|
|-
| [[Watford Junction rail crash]]
| 23 January 1975
| 1 
| 11
|
|-
| [[Hixon rail crash]]
| 6 January 1968
| 11 
| 27
|
|-
| [[Stechford rail crash]]
| 28 February 1967
| 9 
| 16
|
|-
| [[Cheadle Hulme 'bend' derailment]]
| 28 May 1964
| 3 
| 0
|
|-
| [[Coppenhall Junction railway accident]]
| 26 December 1962
| 18 
| 34
|
|-
| [[Harrow and Wealdstone railway accident]]
| 8 October 1952
| 112 
| 340
| Worst peacetime railway accident in the UK
|-
| [[Weedon rail crash (1951)]]
| 21 September 1951
| 15 
| 36
|
|-
| Lambrigg Crossing signal box between [[Grayrigg]] and [[Oxenholme Lake District railway station|Oxenholme]]
| 18 May 1947
| 0
| 38 
| Express hit [[light engine]] due to driver missing a signal while looking in his food box. Four hospitalised, 34 minor injuries<ref>{{cite web |url=http://home.clara.net/gw0hqd/bumps/180547/180547.htm |title=Ministry of Transport Accident Report Between Grayrigg and Oxenholme, L.M.S.R., 18 May 1947 |access-date=18 February 2008 |archive-url=https://web.archive.org/web/20000918224501/http://home.clara.net/gw0hqd/bumps/180547/180547.htm |archive-date=18 September 2000 |url-status=dead}}</ref>
|-
| [[Lichfield rail crash]]
| 1 January 1946
| 20 
| 21
|
|-
| [[Bourne End rail crash]]
| 30 September 1945
| 43 
| 64
|
|-
| [[Winwick rail crash]]
| 28 September 1934
| 12 
| 0
|
|-
| [[Weedon rail crash (1915)|Weedon rail crash]]
| 14 August 1915
| 10 
| 21
|
|-
| [[Quintinshill rail crash]]
| 22 May 1915
| 227 
| 246
| Worst ever rail accident in the United Kingdom.
|-
| [[Ditton Junction rail crash]]
| 17 September 1912
| 15 
| 0
|
|-
| [[Chelford rail accident]]
| 22 December 1894
| 14 
| 48
|
|-
| [[Wigan rail crash]]
| 1 August 1873
| 13 
| 30 (major injuries)
|
|-
| [[Tamworth rail crash]]
| 14 September 1870
| 3 
| 13
|
|-
| [[Warrington rail crash]]
| 29 June 1867
| 8 
| 33
|
|-
| [[Atherstone rail accident]]
| 16 November 1860
| 10
| 0
|
|}

== Route ==
{{Update section|date=May 2020|reason=Network Rail routes have changed hence mentions of routes are all out of date. All references about previous routes are dead}}
[[File:West Coast Main Line Map.png|thumb|Map of WCML]]
{{see also|Trent Valley line}}

In June 2019 [[Network Rail]] formed five regions for helping to support Britain's railways.<ref>{{cite web |title=Our routes |url=https://www.networkrail.co.uk/running-the-railway/our-routes/ |website=Network Rail |access-date=13 May 2020}}</ref> 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 ("Scotland's Railway" and "North West and Central") and is a part of 3 routes ("Scotland", "North West" and "West Coast Mainline South").

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 is not electrified. Services between London, Chester and Holyhead are operated by [[British Rail Class 805|Class 805]] bi-mode units. Formerly in the case of one of the Holyhead services, a [[British Rail Class 390|Pendolino]] set was hauled from Crewe by a [[British Rail Class 57|Class 57/3]] [[diesel locomotive]].

===London to Glasgow and Edinburgh===
{| class="wikitable"
|-
! Town/City || Station || [[Ordnance Survey]]<br>[[Ordnance Survey National Grid|National Grid Reference]] || Branches and loops
|-
| '''London''' || '''{{rws|London Euston}}''' || {{gbmappingsmall|TQ295827}}
|-
| ''[[Wembley]]'' || ''{{rws|Wembley Central}}'' || {{gbmappingsmall|TQ182850}}
|-
| ''[[Harrow, London|Harrow]]'' || ''{{rws|Harrow and Wealdstone}}'' || {{gbmappingsmall|TQ154894}}
|-
| ''[[Bushey]]'' || ''{{rws|Bushey}}'' || {{gbmappingsmall|TQ118953}}
|-
| '''[[Watford]]''' || '''{{rws|Watford Junction}}''' || {{gbmappingsmall|TQ109973}}
|-
| ''[[Kings Langley]]'' || ''{{rws|Kings Langley}}'' || {{gbmappingsmall|TL080019}}
|-
| ''[[Apsley, Hertfordshire|Apsley]]'' || ''{{rws|Apsley}}'' || {{gbmappingsmall|TL062048}}
|-
| ''[[Hemel Hempstead]]'' || ''{{rws|Hemel Hempstead}}'' || {{gbmappingsmall|TL042059}}
|-
| ''[[Berkhamsted]]'' || ''{{rws|Berkhamsted}}'' || {{gbmappingsmall|SP993081}}
|-
| ''[[Tring]]'' || ''{{rws|Tring}}'' || {{gbmappingsmall|SP950122}}
|-
| ''[[Cheddington]]'' || ''{{rws|Cheddington}}'' || {{gbmappingsmall|SP922185}}
|-
| ''[[Leighton Buzzard]]'' || ''{{rws|Leighton Buzzard}}'' || {{gbmappingsmall|SP910250}}
|-
| ''[[Milton Keynes]] ([[Bletchley]] area)'' || ''{{rws|Bletchley}}'' || {{gbmappingsmall|SP868337}}
|-
| '''[[Milton Keynes]] ([[Central Milton Keynes|centre]])''' || '''{{rws|Milton Keynes Central}}''' || {{gbmappingsmall|SP841380}}
|-
| ''[[Milton Keynes]] ([[Wolverton]] area)'' || ''{{rws|Wolverton}}'' || {{gbmappingsmall|SP820414}}
|-
| [[Northampton]] || {{rws|Northampton}} || {{gbmappingsmall|SP623666}} || [[Northampton loop]]
|-
| ''[[Long Buckby]]'' || ''{{rws|Long Buckby}}'' || {{gbmappingsmall|SP511759}} || [[Northampton loop]]
|-
| '''[[Rugby, Warwickshire|Rugby]]''' || '''{{rws|Rugby}}''' || {{gbmappingsmall|SP511759}}
|-
| [[Nuneaton]] || {{rws|Nuneaton}} || {{gbmappingsmall|SP364921}}
|-
| ''[[Atherstone]]'' || ''{{rws|Atherstone}}'' || {{gbmappingsmall|SP304979}}
|-
| ''[[Polesworth]]'' || ''{{rws|Polesworth}}'' || {{gbmappingsmall|SK264031}}
|-
| [[Tamworth, Staffordshire|Tamworth]] || {{rws|Tamworth}} || {{gbmappingsmall|SK213044}}
|-
| [[Lichfield]] || {{rws|Lichfield Trent Valley}} || {{gbmappingsmall|SK136099}}
|-
| ''[[Rugeley]]'' || ''{{rws|Rugeley Trent Valley}}'' || {{gbmappingsmall|SK048191}}
|-
| '''[[Stafford]]''' || '''{{rws|Stafford}}''' || {{gbmappingsmall|SJ918229}}
|-
| '''[[Stoke-on-Trent]]''' || {{rws|Stoke-on-Trent}} || {{gbmappingsmall|SJ879456}} || [[Stafford–Manchester line]]
|-
| [[Congleton]] || {{rws|Congleton}} || {{gbmappingsmall|SJ872623}} || [[Stafford–Manchester line]]
|-
| [[Macclesfield]] || {{rws|Macclesfield}} || {{gbmappingsmall|SJ919736}} || [[Stafford–Manchester line]]
|-
| [[Stockport]] || {{rws|Stockport}} || {{gbmappingsmall|SJ892898}} || [[Stafford–Manchester line]]
|-
| '''[[Manchester]]''' || '''{{rws|Manchester Piccadilly}}''' || {{gbmappingsmall|SJ849977}} || [[Stafford–Manchester line]]
|-
| '''[[Crewe]]''' || '''{{rws|Crewe}}''' || {{gbmappingsmall|SJ711546}}
|-
| ''[[Winsford]]'' || ''{{rws|Winsford}}'' || {{gbmappingsmall|SJ670660}}
|-
| ''[[Northwich]]'' || ''{{rws|Hartford}}'' || {{gbmappingsmall|SJ631717}}
|-
| ''[[Acton Bridge]]'' || ''{{rws|Acton Bridge}}'' || {{gbmappingsmall|SJ598745}}
|-
| [[Runcorn]] || {{rws|Runcorn}} || {{gbmappingsmall|SJ508826}} || [[Crewe–Liverpool line]]
|-
| '''[[Liverpool]]''' || '''{{rws|Liverpool South Parkway}}''' || || [[Crewe–Liverpool line]]
|-
| '''[[Liverpool]]''' || '''{{rws|Liverpool Lime Street}}''' || {{gbmappingsmall|SJ352905}} || [[Crewe–Liverpool line]]
|-
| [[Warrington]] || {{rws|Warrington Bank Quay}} || {{gbmappingsmall|SJ599878}}
|-
| [[Wigan]] || {{rws|Wigan North Western}} || {{gbmappingsmall|SD581053}}
|-
| [[Euxton]] || {{rws|Euxton Balshaw Lane}} ||
|-
| [[Leyland, Lancashire|Leyland]] || {{rws|Leyland}} ||
|-
| '''[[Preston, Lancashire|Preston]]''' || '''{{rws|Preston}}''' || {{gbmappingsmall|SD534290}}
|-
| [[Lancaster, England|Lancaster]] || {{rws|Lancaster}} || {{gbmappingsmall|SD471617}}
|-
| [[Carnforth]] || {{rws|Carnforth}} || {{gbmappingsmall|SD497706}}
|-
| [[Oxenholme]] ([[Kendal]]) || {{rws|Oxenholme Lake District}} || {{gbmappingsmall|SD531901}}
|-
| [[Penrith, Cumbria|Penrith]] || {{rws|Penrith}} || {{gbmappingsmall|NY511299}}
|-
| '''[[Carlisle, Cumbria|Carlisle]]''' || '''{{rws|Carlisle}}''' || {{gbmappingsmall|NY402554}}
|-
| [[Lockerbie]] || {{rws|Lockerbie}} || {{gbmappingsmall|NY137817}}
|-
| [[Carstairs]] || {{rws|Carstairs}} || {{gbmappingsmall|NS952454}}
|-
| [[Carluke]] || {{rws|Carluke}} || {{gbmappingsmall|NS839501}}
|-
| [[Craigneuk]] || {{rws|Shieldmuir}} || {{gbmappingsmall|NS773555}}
|-
| [[Motherwell, Scotland|Motherwell]] || {{rws|Motherwell}} || {{gbmappingsmall|NS750572}}
|-
| [[Uddingston]] || {{rws|Uddingston}} || {{gbmappingsmall|NS693608}}
|-
| [[Newton, South Lanarkshire|Newton]] || {{rws|Newton}} || {{gbmappingsmall|NS664604}}
|-
| [[Cambuslang]] || {{rws|Cambuslang}} || {{gbmappingsmall|NS639606}}
|-
| [[Rutherglen]] || {{rws|Rutherglen}} || {{gbmappingsmall|NS615619}}
|-
| '''[[Glasgow]]''' || '''{{rws|Glasgow Central}}''' || {{gbmappingsmall|NS587651}}
|-
| [[Kirknewton, West Lothian|Kirknewton]] || {{rws|Kirknewton}} || {{gbmappingsmall|NT104671}}
|-
| [[Currie, Edinburgh|Currie]] || {{rws|Curriehill}} || {{gbmappingsmall|NT176682}}
|-
| [[Wester Hailes]] || {{rws|Wester Hailes}} || {{gbmappingsmall|NT198697}}
|-
| [[Kingsknowe]] || {{rws|Kingsknowe}} || {{gbmappingsmall|NT210702}}
|-
| [[Slateford]] || {{rws|Slateford}} || {{gbmappingsmall|NT223710}}
|-
| [[Haymarket, Edinburgh|Edinburgh (Haymarket/West End)]] || {{rws|Haymarket}} || {{gbmappingsmall|NT239731}} || [[Glasgow–Edinburgh via Carstairs line]]
|-
| '''[[Edinburgh]]''' || '''{{rws|Edinburgh Waverley}}''' || {{gbmappingsmall|NT257738}} || [[Glasgow–Edinburgh via Carstairs line]]
|}

====Branches and loops====
{{Rugby–Birmingham–Stafford line}}
The WCML is noted for the diversity of branches served between the London and Glasgow main line. The adjacent diagram 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 (i.e. 1830s versus 1840s).

In the following tables, related to the WCML branches, only the Intercity stations are recorded:

=====Rugby–Birmingham–Wolverhampton–Stafford=====
{{main|Rugby–Birmingham–Stafford Line}}

{| class="wikitable"
|-
!colspan=2| City/Town || Station || [[Ordnance Survey]]<br>[[British national grid reference system|grid reference]]
|-
|colspan=2| Rugby || Rugby
|rowspan=21|{{plainlist|
* {{gbmappingsmall|SP511759}}
* {{gbmappingsmall|SP331781}}
* {{gbmappingsmall|SP187836}}
* {{gbmappingsmall|SP069866}}
* {{gbmappingsmall|SO992900}}
* {{gbmappingsmall|SO919988}}
* {{gbmappingsmall|SJ918229}}
}}
|-
|rowspan=3| Coventry || [[Coventry]] || {{rws|Coventry}}
|-
| [[Canley]] || {{rws|Canley}}
|-
| [[Tile Hill]] || {{rws|Tile Hill}}
|-
|colspan=2| [[Balsall Common]] || {{rws|Berkswell}}
|-
|colspan=2| [[Hampton in Arden]] || {{rws|Hampton-in-Arden}}
|-
|colspan=2| [[Birmingham Airport]] || {{rws|Birmingham International}}
|-
| [[Solihull]] || [[Marston Green]] || {{rws|Marston Green}}
|-
|rowspan=4| [[Birmingham]] || [[Lea Hall]] || {{rws|Lea Hall}}
|-
| [[Stechford]] || {{rws|Stechford}}
|-
| [[Adderley Park]] || {{rws|Adderley Park}}
|-
| [[Birmingham city centre]] || {{rws|Birmingham New Street}}
|-
|colspan=2 rowspan=2| [[Smethwick]] || {{rws|Smethwick Rolfe Street}}
|-
| {{rws|Smethwick Galton Bridge}}
|-
|colspan=2| [[Oldbury, West Midlands|Oldbury]] || {{rws|Sandwell and Dudley}}
|-
|colspan=2 rowspan=2| [[Tipton]] || {{rws|Dudley Port}}
|-
| {{rws|Tipton}}
|-
|| [[Dudley]] || [[Coseley]] || {{rws|Coseley}}
|-
|colspan=2| [[Wolverhampton]] || {{rws|Wolverhampton}}
|-
|colspan=2| [[Penkridge]] || {{rws|Penkridge}}
|-
|colspan=2| [[Stafford]] || {{rws|Stafford}}
|}

=====Crewe–Manchester–Preston=====
{| class="wikitable"
|-
! City/Town || Station || [[Ordnance Survey]]<br>[[British national grid reference system|grid reference]]
|-
| Crewe || Crewe || {{gbmappingsmall|SJ711546}}
|-
| [[Wilmslow]] || {{rws|Wilmslow}} || {{gbmappingsmall|SJ850811}}
|-
| Stockport || Stockport || {{gbmappingsmall|SJ892898}}
|-
| Manchester || Manchester Piccadilly || {{gbmappingsmall|SJ849977}}
|-
| [[Bolton]] || {{rws|Bolton}} || {{gbmappingsmall|SD719086}}
|-
| Preston || Preston || {{gbmappingsmall|SD534290}}
|}

==== Tunnels, viaducts and major bridges ====
Major civil engineering structures on the West Coast Main Line include the following.<ref>{{NHLE |num=1329904 |desc=Primrose Hill Tunnels (eastern portals), Camden |access-date=5 September 2017}}</ref><ref>{{Cite web |url=http://www.crht1837.org/history/tunnel |title=Primrose Hill Tunnel – CRHT Web site |website=www.crht1837.org}}</ref><ref>{{Cite web |url=http://onthehill.info/2015/11/keeping-track-primrose-hill-and-the-railway/ |title=Keeping Track: Primrose Hill and the railway |date=29 November 2015}}</ref><ref name=":0">{{Cite book |title=Railway Track Diagrams Book 1: Scotland & Isle of Man |last=Brailsford |first=Martyn |publisher=Trackmaps |year=2017 |isbn=978-0-9549866-9-8 |location=Frome |pages=1, 7, 8, 10}}</ref><ref name=":1">{{Cite book |title=Railway Track Diagrams Book 4 Midlands & North West |last=Bridge |first=Mike |publisher=Trackmaps |year=2013 |isbn=978-0-9549866-7-4 |location=Bradford on Avon |pages=1, 8–13, 26–29}}</ref> Many of the engineering features on the southern part of the route are original to the opening of the London and Birmingham Railway in the 1830s and are now [[listed buildings]] in recognition of their historic and engineering interest.
{| class="wikitable"
|+Tunnels, viaducts and major bridges on the West Coast Main Line
!Railway Structure
!Length
!Distance from Carlisle
![[Engineer's Line Reference|ELR]]
!Location
|-
|Clyde Bridge
|8 chains
|102 [[mile]]s 04 [[Chain (unit)|chains]] – 101 miles 76 chains
| rowspan="4" |WCM2<ref>{{cite web |url=https://www.railwaydata.co.uk/linefiles/route/?ELR=WCM2 |title=WCM2: W.C.M.L. (ELR Change Law Jn - Glasgow Central Stat.) |website=RailwayData}}</ref>
| rowspan="2" |South of [[Glasgow Central station]]
|-
|Eglinton Street Tunnels
|200 yards (183 m)
|101 miles 22 chains – 101 miles 13 chains
|-
|Clyde Viaduct No. 37
|
|94 miles 16 chains
|West of {{rws|Uddingston}} station
|-
|Orbiston Viaduct No. 24 [[River Calder, Renfrewshire|(River Calder]])
|5 chains
|90 miles 62 chains – 90 miles 57 chains
|Between Uddingston and {{rws|Motherwell}} stations
|-
|Mouse Water Viaduct
|5 chains
|76 miles 13 chains – 76 miles 08 chains
| rowspan="15" |WCM1<ref>{{cite web |url=https://www.railwaydata.co.uk/linefiles/route/?ELR=WCM1 |title=WCM1: W.C.M.L.(Carlisle - ELR Change Law Jn) |website=RailwayData}}</ref>
|Between {{rws|Carluke}} and {{rws|Carstairs}} stations
|-
|Float Viaduct ([[River Clyde]])
|5 chains
|72 miles 52 chains – 72 miles 47 chains
| rowspan="7" |Between Carstairs South Junction and {{rws|Lockerbie}} station
|-
|Lamington Viaduct (River Clyde) 
|6 chains
|62 miles 70 chains – 62 miles 64 chains
|-
|Crawford Viaduct (River Clyde)
|5 chains
|55 miles 62 chains – 55 miles 57 chains
|-
|Harthorpe Viaduct (Elvan Water)
|6 chains
|47 miles 06 chains – 47 miles 00 chains
|-
|Elvan Water Viaduct
|
|42 miles 78 chains
|-
|Cogrie Viaduct (River Annan)
|4 chains
|35 miles 70 chains – 35 miles 66 chains
|-
|Dryfe Water Viaduct
|4 chains
|27 miles 32 chains – 27 miles 28 chains
|-
|Milk Water Viaduct
|7 chains
|23 miles 75 chains – 23 miles 68 chains
| rowspan="7" |Between Lockerbie and {{rws|Carlisle}} stations
|-
|Mein Water Viaduct
|
|17 miles 65 chains
|-
|Kirtle Water Viaduct
|
|15 miles 60 chains
|-
|Sark Viaduct (Scotland/England Border)
|
|8 miles 55 chains
|-
|Esk Viaduct
|7 chains
|6 miles 50 chains – 6 miles 43 chains
|-
|Eden Viaduct
|3 chains
|1 mile 23 chains – 1 mile 20 chains
|-
|Caldew Viaduct
|7 chains
|0 miles 66 chains – 0 miles 59 chains
|-
| colspan="2" |
!Distance from Lancaster
| colspan="2" |
|-
|Eamont Viaduct
|5 chains
|50 miles 12 chains – 50 miles 07 chains
| rowspan="8" |CGJ7
| rowspan="6" |Between {{rws|Penrith}} and {{rws|Oxenholme}} stations
|-
|Lowther Viaduct
|7 chains
|48 miles 57 chains – 48 miles 50 chains
|-
|Birkbeck Viaduct
|
|33 miles 28 chains
|-
|North Lune Viaduct
|
|32 miles 20 chains
|-
|[[River Lune]]
|
|31 miles 55 chains
|-
|Docker Garth's Viaduct
|6 chains
|24 miles 03 chains – 23 miles 77 chains
|-
|Beela Viaduct
|
|13 miles 02 chains
| rowspan="2" |Between Oxenholme and {{rws|Lancaster}} stations
|-
|Lune Viaduct
|12 chains
|0 miles 38 chains – 0 miles 26 chains
|-
| colspan="2" |
!Distance from Preston
| colspan="2" |
|-
|[[Lancaster Canal]]
|
|20 miles 36 chains
| rowspan="5" |CGJ6
|
|-
|Conder Viaduct
|
|16 miles 76 chains
| rowspan="4" |Between Lancaster and {{rws|Preston}} stations
|-
|Wyre Viaduct
|
|13 miles 01 chains
|-
|Barton Viaduct
|
|4 miles 30 chains
|-
|Fylde Road Viaduct
|
|0 miles 64 chains
|-
| colspan="2" |
!Distance from Newton-le-Willows Junction 
| colspan="2" |
|-
|[[River Ribble|Ribble]] Viaduct
|12 chains
|21 miles 33 chains – 21 miles 21 chains
| rowspan="4" |CGJ5
| rowspan="2" |Between Preston and {{rws|Wigan North Western}} stations
|-
|[[River Yarrow (Lancashire)|River Yarrow]] Viaduct
|5 chains
|14 miles 55 chains – 14 miles 50 chains
|-
| rowspan="2" |[[Leeds and Liverpool Canal|Leeds Liverpool Canal]]
|4 chains
|6 miles 04 chains – 6 miles 00 chains
| rowspan="2" |Between Wigan North Western and {{rws|Warrington Bank Quay}} stations
|-
|7 chains
|4 miles 24 chains −4 miles 17 chains
|-
| colspan="2" |
!Distance from London Euston
| colspan="2" |
|-
|[[River Mersey]]
|
|181 miles 25 chains
| rowspan="3" |CGJ2
| rowspan="2" |South of Warrington Bank Quay station
|-
|Acton Grange Viaducts (Manchester Ship Canal)
|5 chains
|180 miles 40 chains – 180 miles 35 chains
|-
|Preston Brook Tunnel
|78 yards (71 m)
|176 miles 07 chains – 176 miles 04 chains
|North of Weaver junction
|-
|Birdswood Tunnel (Up Liverpool flyover)
|1 chain
|175 miles 44 chains – 175 miles 43 chains
| rowspan="3" |CGJ1
|Weaver junction
|-
|[[Dutton Viaduct]] (River Weaver)
|22 chains
|174 miles 18 chains – 173 miles 76 chains
|North of {{rws|Acton Bridge}} station
|-
|Vale Royal Viaduct (River Weaver)
|6 chains
|168 miles 72 chains – 168 miles 66 chains
|South of Hartford station
|-
|[[River Sow]]
|
|137 miles 52 chains
|LEC4
|Between former {{rws|Norton Bridge}} and {{rws|Stafford}} stations
|-
|Baswich Viaducts (Staffs. & Worc. Canal and River Penk)
|7 chains
|131 miles 57 chains – 131 miles 50 chains
| rowspan="19" |LEC2
| rowspan="4" |Between Stafford and {{rws|Rugeley Trent Valley}} stations
|-
|[[Shugborough Tunnel]]
|777 yards (710 m)
|129 miles 01 chains – 128 miles 46 chains
|-
|Shugborough Viaduct (River Trent)
|3 chains
|127 miles 71 chains – 127 miles 68 chains
|-
|Trent & Mersey Canal
|
|127 mile 22 chains
|-
|River Trent Viaduct
|4 chains
|122 miles 18 chains – 122 miles 14 chains
| rowspan="2" |Between Rugeley Trent Valley and {{rws|Lichfield Trent Valley}} stations
|-
|[[Trent and Mersey Canal|Trent & Mersey Canal]]
|
|121 miles 29 chains
|-
|[[Coventry Canal]]
|
|115 miles 18 chains
| rowspan="2" |Between Lichfield Trent Valley and {{rws|Tamworth}} stations
|-
|[[River Tame, West Midlands|River Tame]]
|4 chains
|112 miles 36 chains – 112 miles 32 chains
|-
|Tamworth Viaduct (River Anker)
|
|109 miles 70 chains
|South of Tamworth station
|-
|Polesworth North Viaduct
|4 chains
|106 miles 53 chains – 106 miles 49 chains
|North of {{rws|Polesworth}} station
|-
|Polesworth South Viaduct (River Anker)
|4 chains
|105 miles 75 chains – 105 miles 71 chains
| rowspan="3" |Between Polesworth and {{rws|Atherstone}} stations
|-
| rowspan="2" |[[Coventry Canal]]
|
|105 miles 59 chains
|-
|
|102 miles 05 chains
|-
|River Anker Viaduct
|2 chains
|96 miles 38 chains – 96 miles 36 chains
| rowspan="6" |Between {{rws|Nuneaton}} and {{rws|Rugby}} stations
|-
|[[Ashby Canal]]
|
|94 miles 61 chains
|-
| rowspan="3" |Oxford Canal
| rowspan="3" |
|89 miles 61 chains
|-
|88 miles 10 chains
|-
|85 miles 54 chains
|-
|Avon Viaduct
|5 chains
|84 miles 09 chains – 84 miles 04 chains
|-
|Oxford Canal
|
|82 miles 16 chains
| rowspan="10" |HNR
| rowspan="4" |Northampton line, between Rugby and {{rws|Long Buckby}} stations
|-
|Crick Tunnel
|595 yards (544 m)
|79 miles 47 chains – 79 miles 20 chains
|-
|Grand Union Canal
|
|78 miles 60 chains
|-
|Watford Lodge Tunnel
|115 yards
|78 miles 52 chains – 78 miles 47
|-
|[[River Nene]] Viaduct
|5 chains
|67 miles 77 chains – 67 miles 72 chains
| rowspan="2" |Northampton line, between Long Buckby and {{rws|Northampton}} stations
|-
|River Nene Viaduct
|5 chains
|66 miles 09 chains – 66 miles 04 chains
|-
|Earl Cowpers (River Nene)
|6 chains
|65 miles 19 chains – 65 miles 13 chains
| rowspan="4" |Northampton line, between Northampton and {{rws|Wolverton}} stations
|-
|Grand Junction Canal
|4 chains
|65 miles 11 chains – 65 miles 07 chains
|-
|[[Hunsbury Hill Tunnel]]
|1152 yards (1053 m)
|64 miles 54 chains – 63 miles 70 chains
|-
|Roade Cutting ‘Birdcage’ support structure 
|49 chains
|60 miles 76 chains – 60 miles 27
|-
|[[Oxford Canal]]
|
|79 miles 71 chains
| rowspan="25" |LEC1
| rowspan="8" |Between Rugby and Wolverton stations
|-
|[[Kilsby Tunnel]]
|1 mile 656 yards (2209 m)
|78 miles 13 chains – 76 miles 64 chains
|-
|Leicester Branch Canal
|
|75 miles 11 chains
|-
|Grand Union Canal
|
|73 miles 09 chains
|-
|[[Weedon Viaduct]]
|4 chains
|69 miles 15 chains – 69 miles 11 chains
|-
|[[Stowe Hill tunnel|Stowe Hill Tunnel]]
|491 yards (449 m)
|68 miles 32 chains – 68 miles 09 chains
|-
|Grand Union Canal
|
|62 miles 59 chains
|-
|[[Wolverton Viaduct]]
|9 chains
|53 miles 01 chains – 52 miles 72 chains
|-
| rowspan="2" |Grand Union Canal
|2 chains
|52 miles 42 chains – 52 miles 40 chains
|North of Wolverton station
|-
|
|52 miles 18 chains
|South of Wolverton station
|-
|[[Linslade Tunnel]]s
|287 yards (262 m), down fast 283 yards (259 m)
|40 miles 73 chains – 40 miles 60 chains
|North of {{rws|Leighton Buzzard}} station
|-
|Grand Union Canal
|
|34 miles 53 chains
|Between {{rws|Cheddington}} and {{rws|Tring}} stations
|-
|Northchurch Tunnels
|349 yards (319 m)
|29 miles 12 chains – 28 miles 76 chains
|North of {{rws|Berkhamsted}} station
|-
| [[Grand Union Canal]]
|
|25 miles 21 chains
|Between Berkhamsted and {{rws|Hemel Hempstead}} stations
|-
|[[Nash Mills railway bridge]] (crosses the [[Grand Union Canal]])
|22 miles 26 chains
|Between {{rws|Apsley}} and {{rws|Kings Langley}} stations
|-
|[[Abbots Langley railway bridge]]
|27 yards
|22 miles 15 chains
|South of Kings Langley station
|-
|[[Watford Slow Tunnel]]
|1 mile 230 yards (1820 m)
|19 miles 44 chains – 18 miles 33 chains
| rowspan="2" |North of {{rws|Watford Junction}} station
|-
|[[Watford Fast Tunnel]]
|1 mile 55 yards (1660 m)
|19 miles 40 chains – 18 miles 38 chains
|-
|[[Colne Viaduct]]
|3 chains
|16 miles 66 chains – 16 miles 63 chains
| rowspan="2" |North of {{rws|Bushey}} station
|-
|[[Bushey Arches Viaduct]]
|6 chains
|16 miles 11 chains – 16 miles 05 chains
|-
|[[Brent Viaduct]]s
|
|6 miles 77 chains
|West of {{rws|Stonebridge Park}} station
|-
|Kensal Green Tunnels
|320 yards (293 m)
|4 miles 59 chains – 4 miles 45 chains
|West of {{rws|Kensal Green}} station
|-
|[[Primrose Hill Tunnel]] (Fast)
|1182 yards (1081 m)
|2 miles 27 chains – 1 mile 54 chains
| rowspan="4" |North-West of {{rws|London Euston}} station
|-
|[[Primrose Hill Tunnel]] (Slow)
|1170 yards (1070 m)
|2 miles 27 chains – 1 mile ? chains
|-
|Lower Park Street Tunnel
| 127 yards (116 m)
|0 miles 68 chains – 0 miles 62 chains
|-
|Upper Park Street Tunnel
|162 yards (148 m)
|0 miles 67 chains – 0 miles 60 chains
|}

===WCML branches and junctions===

{| class="wikitable"
|-
! Location
! Type
! Route
! Details
|-
| Camden Jnct
| Branch
| 18
| [[Watford DC Line]] (WDCL)
|-
| +
| Junction
| 6
| [[North London Line]] from {{rws|Primrose Hill}} joins WDCL and WCML
|-
| Willesden Jnct
| Junction
| 6
| North London Line from {{rws|West Hampstead}} joins WDCL and WCML
|-
| +
| Junction
| 2
| [[West London Line]] from {{rws|Clapham Junction}} joins WCML
|-
| +
| Junction
| 6
| North London Line from {{rws|Richmond|London}} joins WCML
|-
| {{rws|Willesden Junction}}
| Interchange
|6
| [[North London Line]] with [[Watford DC Line]]
|-
| {{rws|Watford Junction}}
| Branch
|18
| Watford DC Line terminates at separate bay platforms
|-
| +
| Branch
| 18
| [[St Albans Branch Line]] (AC single line single section) to {{rws|St Albans Abbey}}
|-
| {{rws|Bletchley}}
| Branch
| 18
| [[Marston Vale Line]] to {{rws|Bedford}}
|-
| {{rws|Bletchley}} High Level (Denbigh Hall South Jnct)
| Branch
| 16
| Freight only line to [[Newton Longville]] (remnant of mothballed [[Varsity Line]] to [[Oxford]])
|-
| Hanslope Junction
| Loop
| 18
| [[Northampton Loop]] leaves a few miles north of {{rws|Wolverton}} and rejoins just south of {{rws|Rugby}}
|-
| Rugby
| Junction
| 17
| [[Rugby-Birmingham-Stafford Line|West Midlands Main Line]] to {{rws|Coventry}}, {{rws|Birmingham|New Street}}, {{rws|Wolverhampton}} and {{rws|Stafford}}
|-
| {{rws|Nuneaton}}
| Junction
| 19
| The [[Birmingham to Peterborough Line]] from {{rws|Peterborough}}
|-
| +
| Junction
| 17
| The [[Coventry to Nuneaton Line]]
|-
| +
| Junction
| 17
| The [[Birmingham to Peterborough Line]] to Birmingham
|-
| {{rws|Tamworth}}
| Interchange
| 17
| The [[Cross Country Route]] from {{rws|Bristol|Temple Meads}} and Birmingham to {{rws|Derby}} and the North East
|-
| {{rws|Lichfield Trent Valley}}
| Interchange
| 17
| The [[Cross-City Line]] {{rws|Redditch}} to Lichfield
|-
| +
| Junction
| 17
| north of the station
|-
| {{rws|Rugeley Trent Valley}}
| Junction
| 17
| The [[Chase Line]] from Birmingham to Rugeley
|-
| ''[[Colwich Junction]]''
| Branch
| 18
| to {{rws|Stoke-on-Trent}} and {{rws|Manchester|Piccadilly}} (Route 20 from {{rws|Cheadle Hulme}})
|-
| {{rws|Stafford}}
| Junction
| 17
| West Midlands Main Line from Coventry, Birmingham and Wolverhampton
|-
| {{rws|Norton Bridge}}
| Branch
| 18
| to {{rws|Stone}} to join line from Colwich Jnct to Manchester (Route 20 from Cheadle Hulme)
|-
| Stoke-on-Trent
| Junction
| 19
| from Derby
|-
| {{rws|Kidsgrove}}
| Branch
| 18
| to {{rws|Alsager}} and Crewe
|-
| Cheadle Hulme
| –
| 20
| Route 18 London – Manchester Line becomes Route 20 through to Manchester
|-
| {{rws|Crewe}}
| Branch
| 18
| from {{rws|Kidsgrove}} (diesel service from {{rws|Skegness}}, {{rws|Grantham}}, {{rws|Nottingham}}, Derby and Stoke-on-Trent)
|-
| +
| Junction
| 14
| The [[Welsh Marches Line]] from South Wales, {{rws|Hereford}} and {{rws|Shrewsbury}}
|-
| +
| Junction
| 22
| to {{rws|Chester}} and the [[North Wales Coast Line]]
|-
| +
| Junction
| 20
| to {{rws|Wilmslow}}, {{rws|Manchester Airport}}, Stockport and Manchester
|-
| Hartford North
| Junction
| 20
| (freight only) from {{rws|Northwich}}
|-
| [[Weaver Junction]]
| Branch
| 18
| to {{rws|Runcorn}} and Liverpool (Route 20 from {{rws|Liverpool South Parkway}})
|-
| Liverpool South Parkway
| –
| 20
| Route 18 London to Liverpool Line becomes Route 20 to {{rws|Liverpool Lime Street}}
|-
| {{rws|Warrington|Bank Quay}}
| Junction
| 22
| from {{rws|Llandudno}} and Chester to Manchester
|-
| Winwick Jnct
| Junction
| 20
| to Liverpool, {{rws|Earlestown}} and Manchester
|-
| Golborne Jnct
| Junction
| 20
| to Liverpool, {{rws|Newton-le-Willows}} and Manchester
|-
| Ince Moss/Springs Branch Junct
| Junction
| 20
| The [[Liverpool to Wigan Line]]
|-
| {{rws|Wigan|North Western}}
| Junction
| 20
| from Manchester
|-
| Euxton Jnct
| Junction
| 20
| The [[Manchester to Preston Line]] from Manchester
|-
| Farington Jnct
| Junction
| 23
| [[East Lancashire Line]] and [[Caldervale Line]]
|-
| Farington Curve Jnct
| Junction
| 23
| [[Ormskirk Branch Line]], [[East Lancashire Line]] and [[Caldervale Line]]
|-
| Preston Dock
| Junction
| 23
| west
|-
| {{rws|Preston}}
| Junction
| 20
| to {{rws|Blackpool North}}
|-
| Morecambe South Jnct
| Junction
| 23
| to {{rws|Morecambe}}
|-
| Hest Bank Jnct
| Junction
| 23
| from Morecambe
|-
| Carnforth Jnct
| Junction
| 23
| [[Furness Line]] to {{rws|Barrow-in-Furness}} and also the [[Leeds to Morecambe Line]] to {{rws|Leeds}}
|-
| {{rws|Oxenholme}}
| Junction
| 23
| to {{rws|Windermere}}
|-
| {{rws|Penrith}}
| Junction
| 23
| Route 23 uses two junctions to the north of the station
|-
| {{rws|Carlisle}}
| Junction
| 23
| Route 23 [[Settle-Carlisle Railway]] and Route 9 from {{rws|Newcastle}}
|-
| +
| Junction
| 23
| The [[Cumbrian Coast Line]] from Barrow-in-Furness
|-
| Gretna Jnct
| Junction
| 26
| to the [[Glasgow South Western Line]]
|-
| Carstairs South Jnct
| Junction
| 24
| Route 18 West Coast Main Line becomes Route 24 to {{rws|Edinburgh|Waverley}}
|-
| Carstairs South
| –
| 26
| Route 18 West Coast Main Line becomes Route 26 to {{rws|Glasgow|Central}}
|}

== See also ==
* [[Castle Douglas and Dumfries Railway]]
* [[East Coast Main Line]]
* [[Great Central Main Line]]
* [[Highland Main Line]]
* [[Irish Sea tunnel]]
* [[Midland Main Line]]
* [[Midland Main Line railway upgrade]]
* [[Portpatrick Railway]]
* [[Rail transport in Great Britain]]
* [[West Coast Main Line route modernisation]]
{{clear}}

== Notes ==
{{notelist}}

== References ==
{{reflist}}

=== Sources ===
* {{cite book |last1=Buck |first1=Martin |last2=Rawlinson |first2=Mark |year=2000 |title=Line By Line: The West Coast Main Line, London Euston to Glasgow Central |publisher=Swindon: Freightmaster Publishing |isbn=0-9537540-0-6}}
* {{cite journal |url=http://pcp.sagepub.com/content/181/6.toc |title=EUSTON MAIN LINE ELECTRIFICATION, A Technical Conference sponsored jointly by the British Railways Board and the Institutions of Civil, Mechanical, Electrical, Locomotive, and Railway Signal Engineers, 25–26th October 1966 |publisher=Institution of Mechanical Engineers (IMECH) |journal=Conference Proceedings |volume=181 |number=6 (Part 3F) |year=1966–1967}}
** {{cite journal |last1=Brentnall |first1=E. G. |title=Paper 2: Signalling and Telecommunications Works on the Euston Main Line Electrification |doi=10.1243/PIME_CONF_1966_181_108_02 |journal=Proceedings of the Institution of Mechanical Engineers, Conference Proceedings |volume=181 |issue=36 |pages=65–86 |year=1966 }}
** {{cite journal |last1=Butland |first1=A. N. |title=Paper 3: Civil Engineering Works of the Euston Main Line Electrification Scheme |doi=10.1243/PIME_CONF_1966_181_107_02 |journal=Proceedings of the Institution of Mechanical Engineers, Conference Proceedings |volume=181 |issue=36 |pages=51–64 |year=1966 }}
** {{cite journal |last1=Emerson |first1=A. H. |title=Paper 4: Electrification of the London Midland Main Line from Euston |doi=10.1243/PIME_CONF_1966_181_105_02 |journal=Proceedings of the Institution of Mechanical Engineers, Conference Proceedings |volume=181 |issue=36 |pages=17–50 |year=1966 }}

==Further reading==
* {{cite magazine |title=West Coast Signalling |first=David |last=Allen |pages=34–38 |issue=297 |date=29 January – 11 February 1997 |magazine=[[RAIL (magazine)|RAIL]] |publisher=EMAP Apex Publications |issn=0953-4563 |oclc=49953699}}
* {{cite book |title=The Colour of British Rail: West Coast Main Line |volume=2 |first=Hugh |last=Ballantyne |publisher=Atlantic Transport Publishers |year=1989 |isbn=9780906899328 |oclc=21600017}}
* {{cite book |title=Main Line Over Shap |first=David |last=Joy |publisher=Dalesman Publishing Co. Ltd. |year=1967 |isbn=9780852060636 |oclc=12273695}}
* {{cite book |title=Electric Locomotives of the West Coast Main Line |first=Roly |last=Longhurst |publisher=Bradford Barton |year=1979 |isbn=9780851533551 |oclc=16491712}}
* {{cite book |last=Nock |first=O. S. |title= Britain's new railway: Electrification of the London-Midland main lines from Euston to Birmingham, Stoke-on-Trent, Crewe, Liverpool and Manchester |publisher=Ian Allan |location = London |year=1965 |oclc=59003738}}
* {{cite book |last=Nock |first=O. S. |title=Electric Euston to Glasgow |publisher=Ian Allan |year=1974 |isbn=978-0711005303}}

== External links ==
{{Commons category}}
{{Attached KML|display=title,inline}}
* [http://www.railwaysarchive.co.uk/documents/BRLM_Elec002.pdf Electric All The Way] – 1974 British Rail information booklet about the completion of electrification to Glasgow.
* [http://www.railway-technology.com/projects/virgin/ Rail Industry www page which monitors the progress of the project]
* [http://www.dft.gov.uk/stellent/groups/dft_control/documents/contentservertemplate/dft_index.hcst?n=16557&l=2 Department of Transport – 2006 – West Coast Main Line – Update Report]
* [http://www.networkrail.co.uk/aspx/3085.aspx Network Rail Business Plans and Reports]
* [http://www.britishrailways1960.co.uk/WLSEC01.html British Railways in 1960, Euston to Crewe]
* [http://www.britishrailways1960.co.uk/WLNCG01.html British Railways in 1960, Crewe to Carlisle]
* [http://www.britishrailways1960.co.uk/ScRWCC01.html British Railways in 1960, Carlisle to Carstairs]
* [http://www.britishrailways1960.co.uk/ScRWCG01.html British Railways in 1960, Carstairs to Glasgow] {{Webarchive|url=https://web.archive.org/web/20111009021134/http://www.britishrailways1960.co.uk/ScRWCG01.html |date=9 October 2011 }}
* [https://news.bbc.co.uk/2/hi/uk_news/7784179.stm London to Glasgow in five minutes] – BBC video, December 2008
* [http://www.scotcities.com/railways/southside.htm Origins of 1849 stretch of line from Glasgow to Carlisle] {{Webarchive|url=https://web.archive.org/web/20131014173153/http://www.scotcities.com/railways/southside.htm |date=14 October 2013 }}

{{Main inter-regional railway lines in Great Britain}}
{{Railway lines in London}}
{{Railway lines in North West England}}
{{Railway lines in South East England}}
{{Railway lines in the West Midlands}}
{{Railway lines in Scotland}}
{{Transport in Buckinghamshire}}
{{High-speed railway lines}}
{{Trans-European Transport Networks}}

[[Category:West Coast Main Line| ]]
[[Category:Main inter-regional railway lines in Great Britain]]
[[Category:Railway lines in London]]
[[Category:Railway lines in North West England]]
[[Category:Railway lines in South East England]]
[[Category:Railway lines in Scotland]]
[[Category:Railway lines in Wales]]
[[Category:Railway lines in the West Midlands (region)]]
[[Category:Rail transport in Bedfordshire]]
[[Category:Rail transport in Birmingham, West Midlands]]
[[Category:Rail transport in Buckinghamshire]]
[[Category:Rail transport in Cheshire]]
[[Category:Rail transport in Coventry]]
[[Category:Rail transport in Cumbria]]
[[Category:Rail transport in Greater Manchester]]
[[Category:Rail transport in Hertfordshire]]
[[Category:Rail transport in Lancashire]]
[[Category:Rail transport in Merseyside]]
[[Category:Rail transport in Northamptonshire]]
[[Category:Rail transport in Scotland]]
[[Category:Rail transport in Staffordshire]]
[[Category:Rail transport in Warwickshire]]
[[Category:Rail transport in the West Midlands (county)]]
[[Category:Rail transport in Wolverhampton]]
[[Category:Standard gauge railways in England]]
[[Category:Standard gauge railways in Scotland]]
[[Category:Transport in the London Borough of Brent]]
[[Category:Transport in the London Borough of Camden]]
[[Category:Transport in the London Borough of Harrow]]
[[Category:25 kV AC railway electrification]]