In 1987 the West Coast Main Line (WCML) between Carlisle and Glasgow Central, including the diverging spur to Edinburgh Waverley via Carstairs, represented one of the most operationally complex and strategically significant stretches of British Rail's electrified network. It was a corridor where modernisation and legacy practices coexisted, and where the dynamics of traction, route splitting, portion working, and regional diversity reflected a transitional period in British rail operations under the umbrella of British Rail. The line north of Carlisle had been fully electrified by the early 1970s as part of the massive WCML modernization scheme, which extended 25 kV overhead wires all the way to Glasgow Central via Carstairs and Motherwell. However, the line to Edinburgh Waverley from Carstairs was not yet electrified in 1987, meaning that while trains could run on electric power from Carlisle to Carstairs and onwards to Glasgow, any service continuing from Carstairs to Edinburgh required a diesel locomotive to take over. This created one of the most iconic operational practices of British Rail in the era: the "portion working" of Anglo-Scottish expresses. Trains such as the InterCity services from London Euston would depart with two separate portions—one destined for Glasgow, the other for Edinburgh. At Carstairs, these trains would be divided. The front portion, often hauled by a Class 87 electric locomotive, would proceed directly to Glasgow Central, taking advantage of the fully electrified mainline. The rear portion, often uncoupled at Carstairs, would be handed over to a diesel locomotive, typically a Class 47/4, which would then continue the journey to Edinburgh via the unelectrified leg through Cobbinshaw and Curriehill. This reversal of traction at Carstairs was a daily feature of operations and required careful timetabling, locomotive availability, and platform management, often causing delays when performed inefficiently. Carlisle Citadel station remained a major interchange in 1987, handling not only Anglo-Scottish intercity expresses but also cross-country services, regional stopping trains, and significant volumes of freight traffic. By this time, Carlisle had lost some of its older route complexity, like the closure of certain engine sheds and branch lines, but remained a critical point where both electric and diesel traction met. Through here passed the hourly "Electric Scot" InterCity services hauled by Class 87s, which had become the staple of WCML high-speed operations since their introduction in the mid-1970s. These locomotives were ideally suited for the 110–125 mph running allowed on the upgraded mainline and operated in push-pull formation with Mk3 air-braked coaching stock, most often with a Brake Standard Open (BSO) and buffet car included. The WCML in this section was also shared by a variety of regional and semi-fast services, many of which were still loco-hauled using older stock. ScotRail services between Glasgow and Carlisle via Kilmarnock and Dumfries were typically diesel-powered by Class 47s or Class 37s, using vacuum-braked Mk1 or Mk2 coaches. These were long, heavy trains, and the route itself, being single track in parts, presented operating challenges. In winter, snow drifts through Beattock Summit could still halt services, even in the late 1980s. On the direct electrified route from Carlisle to Glasgow via Lockerbie and Motherwell, semi-fast services coexisted with freight traffic, with some local services also operated by EMUs such as Class 303s or Class 314s in the Glasgow suburban network. Freight was a defining aspect of this route in 1987. The WCML north of Carlisle was one of the busiest freight arteries in the UK, with regular flows of steel, coal, oil, and intermodal traffic. Carlisle Yard handled large amounts of traffic, much of it routed from England to Central Scotland’s industrial centers such as Mossend and Coatbridge. Freight was generally hauled by Classes 86/0, 86/6, and 87 on electric portions, and by Class 47s or 37s for diesel segments beyond the wires or on secondary lines. Speed restrictions for heavy freight often conflicted with high-speed intercity services, demanding intricate scheduling and pathing by British Rail's regional operations. Carstairs itself was not just a simple junction. It was a major operational bottleneck with sidings, loop lines, and a triangular junction layout that allowed for trains to be routed from Carlisle either toward Glasgow or toward Edinburgh. The infrastructure at Carstairs included both electrified and non-electrified lines, with switching equipment and signal boxes staffed round-the-clock. The station had a reputation for being cold, bleak, and windswept—trains would often be delayed here during winter, and its importance in portion working made it a focal point for train enthusiasts and railway photographers. The rolling stock during 1987 across this corridor reflected a rich diversity. InterCity services were primarily composed of Mk3 coaches in InterCity Executive livery, hauled by Class 87s. Cross-country services from the North East and Midlands toward Glasgow and Edinburgh were often worked by Class 47s with Mk2d-f stock. Sleeper services still operated daily from London Euston to both Glasgow and Edinburgh, including the Caledonian Sleeper, with sleeping cars often marshalled between seated stock and brake vans, and requiring coupling/uncoupling at Carstairs. These trains were frequently double-headed by a pair of Class 47s or a combination of electric and diesel traction, depending on the direction and pathing. Signalling and infrastructure in 1987 remained largely unchanged from the modernization completed in the 1970s. Colour light signals, track circuit block working, and manual signal boxes still controlled much of the rural sections, particularly near Carstairs and Lockerbie. There was no centralised traffic control as we know it today; signallers at Carlisle, Beattock, and Carstairs coordinated through line telephone and block instruments. Electrification equipment consisted of Mk3 overhead line gear—relatively modern but requiring regular maintenance. Stations such as Lockerbie, which today see only limited service, were still more active in 1987, although already seeing some decline. In essence, the Carlisle to Glasgow/Edinburgh corridor in 1987 was a microcosm of British Rail’s twilight years—a landscape of powerful electric expresses, grumbling diesel-hauled regionals, the daily ballet of portion working at Carstairs, and freight roaring through in the night. It was a period when the WCML had found stability and reliability after electrification, yet had not yet entered the next wave of modernization that would bring multiple units, privatisation, and digital signalling. This was the last full decade of British Rail’s integrated national railway—a system that still required human coordination, operational precision, and a deep knowledge of rolling stock capability and route layout, all of which were on full display across the northern reaches of the West Coast Main Line. Route Map only focusing on Carisle - Glasgow Central/ Edinburgh Waverley section Stations: Carlisle to Glasgow Central (1987) Carlisle Floriston (closed by 1969 — disused) Lockerbie Beattock (closed to passengers in 1972 but remained an operational location) Wamphray (closed by 1960s — not in use) Carstairs (junction for Edinburgh) Larkhall Junction (operational divergence point, not a passenger station) Motherwell Shieldmuir (not yet opened in 1987 – opened 1989) Newton (some WCML services passed through; mainly suburban) Glasgow Central Carlisle to Edinburgh Waverley (via Carstairs) – 1987 Carlisle Floriston (closed by 1969 – disused) Lockerbie Beattock (closed to passengers in 1972 – operationally active) Wamphray (closed by 1960s – disused) Carstairs (junction for Glasgow/Edinburgh split) Haymarket Edinburgh Waverley Rolling Stock Class 86/4 Class 47/4 Class 303 BR/ Strathclyde Livery Class 107 Class 37/0 (for freight services) AI Layers (Driveable) WCML Preston - Carisle DLC Required Intercity/ BR Class 86/2 Intercity/BR Class 87 Intercity/BR Class 47 BR Class 101 Scenarios Border Express Duration: 60 minutes Difficulty: ★★☆☆☆ Train: Class 86/4 Description: Drive a fast-paced InterCity service from Carlisle to Carstairs with a Class 86/4, keeping to timetable while managing gradients and signal blocks. Portion Duty at Carstairs Duration: 45 minutes Difficulty: ★★★★☆ Trains: Class 86/4 and Class 47/4 Description: Perform a classic 1987 operation — split a train at Carstairs, then switch traction and continue the Edinburgh portion with a Class 47/4. Glasgow Commuter Crunch Duration: 35 minutes Difficulty: ★★★☆☆ Train: Class 303 Description: Handle a busy morning suburban service between Motherwell and Glasgow Central, with short distances between stops and tight timing. Summit Freight Duration: 70 minutes Difficulty: ★★★★★ Train: Class 37/0 Description: Haul a heavy freight train across Beattock Summit, carefully managing traction power, speed, and signal priority behind express traffic. Southbound Sleeper Rescue Duration: 50 minutes Difficulty: ★★★★☆ Train: Class 47/4 Description: Take control of a failed sleeper service with a Class 47/4, dragging it from Carstairs to Carlisle overnight with caution and restricted speeds. Dumfries Detour Duration: 65 minutes Difficulty: ★★★☆☆ Train: Class 107 Description: Drive a regional DMU service from Carlisle to Glasgow via Dumfries and Kilmarnock, handling rural stops and challenging gradients. Timetabled Services Carlisle to Glasgow Central InterCity Duration: ~90 minutes Difficulty: ★★★☆☆ Train: Class 86/4 Description: Hourly express services with limited stops and high-speed running north of Carlisle. Carlisle to Edinburgh Waverley via Carstairs Duration: ~2 hours Difficulty: ★★★★☆ Trains: Class 86/4 and Class 47/4 Description: Classic 1980s portion working with a split at Carstairs and traction change for the diesel-hauled Edinburgh leg. Glasgow Suburban Services (Motherwell–Glasgow Central) Duration: ~30 minutes Difficulty: ★★☆☆☆ Train: Class 303 Description: Frequent local EMU services connecting outer Glasgow suburbs with the city centre. Regional Service Carlisle–Dumfries–Glasgow Duration: ~65–75 minutes Difficulty: ★★★☆☆ Train: Class 107 Description: Slower but scenic DMU regional workings through the rural south-west of Scotland. Freight Services (Various Routes) Duration: 60–80 minutes Difficulty: ★★★★☆ Train: Class 37/0 Description: Operate heavy freight runs to and from key yards like Mossend, Coatbridge, and Carlisle, dealing with gradients, speed limits, and signal priority. If there's one route that screams depth, history, complexity, atmosphere, operational variety, and sheer substance that’s begging to be brought into Train Sim World 5, it’s the West Coast Main Line from Carlisle to Glasgow Central and Edinburgh Waverley, set in 1987. This isn't just a route — it's the backbone of Anglo-Scottish rail in its golden twilight of British Rail, where electric express met diesel heritage, and modernisation clashed with the final breath of portion working and complex loco operations. This is the ultimate throwback playground where players don’t just drive a train — they live a shifting, dynamic network of decisions and deeply layered gameplay moments. Why does this route deserve its place? Because every mile of it packs something gameplay-rich. You’ve got Carlisle, a bustling, heavy-traffic interchange that connects England to Scotland — a place where electrics and diesels both meet and where services begin, end, reverse, or get handed off. Southbound trains from Glasgow and Edinburgh arrive into the complex throat of Carlisle station, while freight rumbles through from all directions — north to Mossend, south to Crewe, west to Workington, east to Newcastle. Carlisle is your nerve center — shunting, platform juggling, freight routing, loco changes — it's a working rail hub and not just a pretty façade. In TSW5, this means action. Constant movement. Playable platform rotations. AI trains actually doing things. No dead scenery here — this is a living breathing junction. And then there's the operational masterpiece that is Carstairs — the very heart of portion working in British Rail. Southbound Anglo-Scottish expresses, whether they’re daytime InterCity runs or night sleeper services, routinely split here: electric Class 86/4 continues to Glasgow while a diesel-hauled portion (typically a Class 47/4) peels off to Edinburgh Waverley. This isn’t some background gimmick — this is core gameplay. You uncouple. You switch ends. You drop off one half, couple onto the other, and drive the next leg. You feel the physical and mental rhythm of running an actual railway. It's not just simulation — it's decision-making in motion. And no other route in TSW even touches this level of loco-change and direction-reversal realism. You want unique gameplay layers? Try this: on the Glasgow suburban section, EMU services on the Class 303 “Blue Train” are still running rush hour commuter lines to and from Central. You’re navigating tightly timed station stops, keeping out the way of InterCity expresses, watching red signals from ahead because a freight’s climbing the grade at Beattock. Or you’re on the Class 107 DMU, taking the long regional route via Dumfries — a winding, curving, undulating path that snakes through single-track sections, rural stations, and steep gradients that force you to manage speed and braking to perfection. This is not a straight line. This is a network. Three distinct passenger experiences: the electric express, the diesel regional, and the inner-suburban EMU — all running side by side. Now layer in the freight gameplay, and suddenly you’re dragging a Class 37/0 through Beattock Summit — one of the steepest inclines in British mainline rail. You’re throttle-managing every second to avoid stalling, while up ahead, the express you let pass earlier is just clearing Lockerbie. These aren’t just wagons on rails — this is physical challenge, weight, resistance, route knowledge, signalling logic — gameplay tension from start to finish. And the scenery? Let’s get one thing clear — this is not just “pretty countryside.” This is dramatic, moody, cinematic railroading. Open fells and low mist through Beattock. Towering signals cutting through fog. The shadowed urban sprawl of southern Glasgow. The stark Scottish Lowlands and hills beyond. The cold, wind-whipped platforms at Carstairs where your train might split in a snowstorm. This is atmosphere — the kind that makes you want to slow down, stick your head out the cab, and feel the journey. Set in 1987, the authenticity is unparalleled. You’re on the cusp of privatisation, but still in full British Rail grey and red. You’ve got Class 86/4 locomotives on Mk3/ Mk2 and sometimes Mk1 sets, Class 47/4s taking sleeper and regional duties, Class 303s on EMU inner-suburban runs, Class 107s rattling through countryside, and Class 37/0s hammering freight into Scotland. This isn't fantasy. This was real. And in TSW, it could be made alive again. And every single one of these units was pivotal to BR’s 1980s operation — no fluff, no filler — just the real core. This route isn’t about "it would be nice." It’s about it deserves to be done. It’s about real, layered gameplay that gives new players a structured and exciting introduction to rail operations while giving hardcore sim fans the portion working, gradients, signal interlocks, and rolling stock variation they crave. And it would finally represent Scottish rail in a way that’s rich, layered, and true — not just Glasgow urban, not just Highlands fantasy — but Scotland’s railway at work in its most intense and interconnected form. TSW5 doesn’t need another “nice-looking” line. It needs one that does everything, and does it with authenticity, challenge, variety, and replayable gameplay moments. The WCML Carlisle – Glasgow/Edinburgh 1987 route is not just worthy of inclusion — it’s essential.
Glasgow - Carlisle has been requested so many times - I even put a suggestion in this forum. Ideally, I'd want Just Trains to do it, but as mentioned already they said they can't and won't. But I'll keep asking. One day someone will make it!
Great suggestion but it will probably be years before just trains change their mind about this section
