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.

 
 
 
 

The tube that’s not a tube: What exactly is the Northern City line?

State of the art: a train on the Northern City Line platforms at Moorgate. Image: Haydon Etherington

You may never have used it. You may not even know that it’s there. But in zones one and two of the London Underground network, you’ll find an oft-forgotten piece of London’s transport history.

The Northern City line is a six-stop underground route from Moorgate to Finsbury Park. (It’s officially, if confusingly, known as the Moorgate line.) But, unlike other underground lines, it not part of Transport for London’s empire, and is not displayed on a normal tube map. Two of the stations, Essex Road and Drayton Park, aren’t even on the underground network at all.

The line has changed hands countless times since its creation a century ago. It now finds itself hiding in plain sight – an underground line, not part of the Underground. So why exactly is the Northern City line not part of the tube?

The Northern City line, pictured in dotted beige. Source: TfL.

As with many so many such idiosyncrasies, the explanation lies in over a century’s worth of cancellations and schemes gone awry. The story starts in 1904, when the private Great Northern Railways, which built much of what is now the East Coast Main Line, built the line to provide trains coming from the north of London with a terminus in the City. This is why the Northern City line, unlike a normal tube line, has tunnels wide enough to be used by allow mainline trains.

Eventually, though, Great Northern decided that this wasn’t such a bright idea after all. It mothballed plans to connect the Northern City up to the mainline, leaving it to terminate below Finsbury Park, scrapped electrification and sold the line off to Metropolitan Railways – owners of, you guessed it, the Metropolitan line.

Metropolitan Railways had big plans for the Northern City line too: the company wanted to connect it to both Waterloo & City and Circle lines. None of the variants on this plan ever happened. See a theme?

The next proposed extensions, planned in the 1930s once London Underground had become the domain of the (public sector) London Passenger Transport Board, was the Northern Heights programme. This would have seen the line would connected up with branch lines across north London, with service extended to High Barnet, Edgware and Alexandra Palace: essentially, as part of the Northern line. The plans, for the main part, were cancelled in the advent of the Second World War.

The Northern Heights plan. The solid green lines happened, the dotted ones did not. Image: Rob Brewer/Wikimedia Commons.

What the war started, the Victoria line soon finished. The London Plan Working Party Report of 1949 proposed a number of new lines and extensions: these included extension of the Northern City Line to Woolwich (Route J) and Crystal Palace (Route K). The only one of the various schemes to happen was Route C, better known today as the Victoria line, which was agreed in the 1950s and opened in the 1960s. The new construction project cannibalised the Northern City Line’s platforms at Finsbury Park, and from 1964 services from Moorgate terminated one stop south at Drayton Park.

In 1970, the line was briefly renamed the Northern Line (Highbury Branch), but barely a year later plans were made to transfer it to British Rail, allowing it to finally fulfil its original purpose.


Before that could happen, though, the line became the site of a rather more harrowing event. In 1975, the deadliest accident in London Underground history took place at Moorgate: a southbound train failed to stop, instead ploughing into the end of the tunnel. The crash killed 43 people. The authorities responded with a major rehaul of safety procedure; Moorgate station itself now has unique timed stopping mechanisms.

The last tube services served the Northern City Line in October 1975. The following year, it reopened as part of British Rail, receiving trains from a variety of points north of London. Following privatisation, it’s today run by Govia Thameslink as part of the Great Northern route, served mainly by suburban trains from Hertford and Welwyn Garden City.

Nowadays, despite a central location and a tube-like stopping pattern, the line is only really used for longer-scale commutes: very few people use it like a tube.

Only 811,000 and 792,000 people each year enter and exit Essex Road and Drayton Park stations respectively. These stations would be considered the fifth and sixth least used in the tube network – only just beating Chorleywood in Hertfordshire. In other words, these usage stats look like those for a station in zone seven, not one in Islington.

One reason for this might be a lack of awareness that the line exists at all. The absence from the tube map means very few people in London will have heard of it, let alone ever used it.

Another explanation is rather simpler: the quality of service. Despite being part and parcel of the Oyster system, it couldn’t be more different from a regular tube. The last (and only) time I used the line, it ran incredibly slowly, whilst the interior looked much more like a far-flung cross-country train than it does a modern underground carriage.

Waiting for Govia. Image: Haydon Etherington.

But by far the biggest difference from TfL is frequency. The operators agreed that trains would run between four and six times an hour, which in itself is fine. However, this is Govia Thameslink, and in my experience, the line was plagued by cancellations and delays, running only once in the hour I was there.

To resolve this, TfL has mooted taking the line over itself. In 2016, draft proposals were put forward by Patrick McLoughlin, then the transport secretary, and then mayor Boris Johnson, to bring "northern services... currently operating as part of the Thameslink, Southern and Great Northern franchise" into TfL's control by 2021.

But, in a story that should by now be familiar, Chris Grayling scrapped them. At least it’s in keeping with history.