International students enrich cities like Coventry – but that could change

Coventry Cathedral next to a museum and university building. Image: Herry Lawford/Creative Commons.

More than 440,000 students from outside the UK come to study at British universities every year, and they have a transformative impact on both the places where they study, and the places they live. 

As new research published by the Higher Education Policy Institute and Kaplan shows, the gross benefits of the UK hosting international students stands at £22.6bn – dwarfing the costs of hosting them by 10:1. This works out as £310 per every UK resident.

Universities UK recently calculated that international students contribute £25.6bn to the UK economy per year – with over £5bn of this being spent on off-campus goods and services. Their spending is such that they support over 200,000 jobs in the UK, in many of the cities where this work is absolutely critical to the local economy.

It is often thought that London is the main beneficiary of international students, but the benefits of international students are being felt across the UK.

Coventry is a particularly good example of this.


A city with a proud history, the number of international students there has been steadily increasing in recent years, with the number of international students from outside of the EU increasing by over 2,000 since 2010, and 7,900 non-EU international students enrolling in courses in 2016.

As the editor of the Coventry Telegraph Keith Perry put it to readers: “Money follows money and the student pound can entice the investors and developers, which brings more of us back to our city centre rather than heading out to Solihull.

“Before you know it, we might even be able to persuade John Lewis, the store you tell us you want, to pitch up in Coventry.”

The array of businesses in Coventry which benefit from international students is something which is replicated throughout the country. One local taxi firm described the increasing number of international students in the city as “an absolute godsend”, while a restaurant owner described international students as “absolutely crucial” to the success of their business. 

Across university towns, the impact that international students have on the local economy is widely felt. Be it taxi companies, restaurants, or bars and nightclubs, international students leave a lasting impression on the cities in which they study.

Yet, for all the good that international students bring to UK cities, the number choosing to study at British universities is stalling. At the same time, our global competitors, Canada and Australia, are surging ahead.

The inclusion of students in the government’s net migration target, the difficulties in gaining a student visa as well as the barriers in being able to work after graduating, all account for why this lucrative market of international students is looking elsewhere. The decisions taken by this government in recent years have been interpreted abroad to mean: international students are not welcome in the UK.

While the UK is pulling up the drawbridge, its competitors have been rolling out the red carpet to this market to such an extent that the global higher education market has grown by 34 per cent since 2010. This is a higher education party to which the UK has been invited, but is declining to attend.

It is vital that cities across the UK trumpet the benefits that international students bring to them. Too often, people think of the benefits of international students as being merely in the classroom, whereas the reality is that their benefits are felt throughout a city.

It is true that the UK needs a tough visa regime and strong immigration policy, but polling has consistently shown that the UK public clearly differentiate between international students and long-term migrants. Three quarters of the public do not see students as migrants.

Cities all over the UK – and Coventry is just one example – are crying out for more international students and it is vital that government acts to create a more encouraging visa regime for international students, which promotes UK higher education for what it is: one of our best and most lucrative exports to the world.

Sarah Williamson is a spokeswoman for Destination for Education, a campaign to recruit international students to the UK.

 
 
 
 

What are Europe’s longest train journeys?

The Orient Express was a pretty long train. Image: Getty.

For reasons that aren’t clear even to me, a question popped into my head and refused to leave: what’s longer? Britain’s longest train joruney, or Germany’s?

On the one hand, Germany is quite a bit larger – its area is 70 per cent more than Great Britain’s. On the other hand, Great Britain is long, skinny island and Germany is much rounder – the distance from John O’ Groats to Lands End is over 1,400 km, but you never have walk over 1,000 km to cross Germany in any direction.

And it turns out these factors balance almost each other out. Britain’s longest train, the CrossCountry from Aberdeen in Scotland to Penzance in Cornwall, runs 785 miles or 1,263 km. Germany’s longest train, the IC 2216 from Offenburg in the Black Forest to Greifswald on the Baltic coast, is exactly 1,300 km. Germany wins by a tiny distance.

Except then I was hooked. What about the longest train in France? Spain? Italy?

So I did what anyone would do. I made a map.

The map above was all drawn with the Deutsche Bahn (Germany Railways) travel planning tool, which rather incredibly has nearly every railway in Europe. The data quality is better for some countries than others (the lines in France aren’t quite that straight in real life), and the measurements may be a bit off – it’s not always easy to find the length of a train service, especially when routes can vary over the year – but it gives us a good idea of what the routes look like.

Let’s start with the UK. The Aberdeen to Penzance route isn’t really for people who want to go all the way across the country. Instead, it’s a way to link together several railway lines and connect some medium-to-large cities that otherwise don’t have many direct services. “Cross-country” trains like these have existed for a century, but because they crossed multiple different company’s lines – and later, multiple British Rail regions – they tended to get ignored.

 

That’s why, when it privatised the railways, the government created a specific CrossCountry franchise so there was a company dedicated to these underused routes. If you want to get from Edinburgh to Leeds or Derby to Bristol, you’ll probably want a CrossCountry train.

The usual route is Edinburgh to Plymouth, but once a day they run an extra long one. Just one way though – there’s no Penzance to Aberdeen train. 

The longest train in Germany is weird – at 1,400 km, it’s substantially longer than the country itself. On the map, the reason is obvious – it takes a huge C shaped route. (It also doubles back on itself at one point in order to reach Stuttgart).

This route takes it down the Rhine, the biggest river in west Germany, and through the most densely populated patch of the country around Cologne and Dusseldorf known as the Ruhr. Germany’s second and third longest trains also have quite similar routes – they start and end in remote corners of the country, but all three have the Rhine-Ruhr metropolitan area in the middle.

You’re not meant to take the IC 2216 all the way from north east to south west – there are much more direct options available. Instead, it’s for people who want to travel to these major cities. They could run two separate trains – say, Offenburg-Dusseldorf and Griefswald-Cologne – but making it a single route means passengers benefit from a bit more flexibility and helps DB use its rolling stock more effectively.

France’s longest train exists for a very good reason. Most of France’s high-speed lines radiate out from Paris, and it’s very hard to get around the country without going to the capital. Usually to get from Marseille on the Mediterranean to Nantes near the Atlantic, you’d need to take a TGV to Paris Gare de Lyon station, then get the Métro across the city to Gare Montparnasse.

Once a day though, this TGV avoids this faff by stopping in the suburb of Juvisy and turning around without going into the centre. This lets passengers travel direct between the coasts and reduces the traffic through Paris’s terminals in the rush hour. The exact length of this route isn’t clear, but Wikipedia says it’s about 1,130 km.

Spain’s longest train is very different. This is the Trenhotel sleeper service from Barcelona to Vigo, and it’s pretty fancy. This is a train for tourists and business travellers, with some quite luxurious sleeping cabins. But it is a regularly scheduled train run by the state operator Renfe, not a luxury charter, and it does appear in the timetables.

Being dry, hot and quite mountainous in its middle, most of Spain’s cities are on its coast (Madrid is the one major exception) and as a result the train passes through relatively few urban areas. (Zaragoza, Spain’s 5th largest city, is on the route, but after that the next biggest city is Burgos, its 35th largest,) This is partly why overnight trains work so well on the route – without many stops in the middle, most passengers can just sleep right through the journey, although there are occasional day time trains on that route too if you want to savour the view on that 1,314 km journey.

Finally, there’s Italy. This is another sleeper train, from Milan in the north to Syracuse on the island of Sicily. It goes via Rome and travels along the west coast of... wait, it’s a train to the island of Sicily? How, when there’s no bridge?

Well, this train takes a boat. I don’t really have anything else to add here. It’s just a train that they literally drive onto a ferry, sail across the water, and then drive off again at the other side. That’s pretty cool.

(As I was writing this, someone on Twitter got in touch to tell me the route will get even longer in September when the line to Palermo reopens. That should be exciting.)

So those are the longest trains in each country. But they aren’t the longest in Europe.

For one thing, there are some countries we haven’t looked at yet with very long trains. Sweden has some spectacular routes from its southern tip up into the Arctic north, and although the Donbass War appears to have cut Ukraine’s Uzhorod to Luhansk service short, even Uzhorod to Kharkiv is over 1,400 km. And then there are the international routes.

To encourage the Russian rich to take the train for their holiday, Russian Railways now run a luxury sleeper from Moscow to Nice, passing through France, Monaco, Italy, Austria, Czechia, Poland, Belarus and Russia. This monster line is 3,315 km long and stretches across most of the continent. That’s got to be the longest in Europe, right?

Nope. Incredibly, the longest train in Europe doesn’t actually cross a single border. Unsurprisingly, it’s in Russia, but it’s not the Trans-Siberian – the vast majority of that’s route is in Asia, not Europe. No, if you really want a long European train journey, head to Adler, just south of the Olympic host city Sochi. From there, you can catch a train up to Vorkuta on the edge of the Arctic Circle. The route zigzags a bit over its 89 hour, 4,200 km journey, but it always stays on the European side of the Ural mountains.

Bring a good book.

Stephen Jorgenson-Murray often tweets about this kind of nonsense at @stejormur.


All maps courtesy of Deutsche Bahn.