Hubbry Logo
Highland Main LineHighland Main LineMain
Open search
Highland Main Line
Community hub
Highland Main Line
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Highland Main Line
Highland Main Line
Highland Main Line
View on Wikipedia
from Wikipedia

Highland Main Line
An Abellio ScotRail train to Glasgow Queen Street approaching Pitlochry in July 2018
Overview
StatusOperational
OwnerNetwork Rail
LocalePerth and Kinross
Highland
Scotland
Termini
Stations10
Service
TypeHeavy rail
SystemNational Rail
Operator(s)ScotRail
London North Eastern Railway
Caledonian Sleeper
Rolling stockClass 43 "HST"
Class 158 "Express Sprinter"
Class 170 "Turbostar"
Class 73
Class 66
Mark 5 Sleeping Cars
Class 800 "Azuma"
Technical
Line lengthPerth to Inverness: 118 miles 9 chains (190.1 km)
Track gauge1,435 mm (4 ft 8+1⁄2 in)
Route map

(Click to expand)

The Highland Main Line is a railway line in Scotland. It is 118 mi (190 km) long and runs through the central Scottish Highlands, mainly following the route of the A9, and linking a series of small towns and villages with Perth at one end and Inverness at the other. Today, services between Inverness and Edinburgh, Glasgow and London use the line. At Inverness the line connects with the Far North Line, the Aberdeen-Inverness Line and the Kyle of Lochalsh Line.

Much of the Highland Main Line is single track, and trains coming in opposite directions are often timed to arrive at stations at the same time, where crossing loops permit them to pass. Journey times between Inverness and Edinburgh or Glasgow are approximately three and a half hours.[1]

History

[edit]
Highland Main Line and A9 next to each other in Perthshire, September 2000
The line crosses the Dalguise Viaduct

The vast majority of the line was built and operated by the Highland Railway, with a small section of the line between Perth and Stanley built by the Scottish Midland Junction Railway, amalgamated with the Aberdeen Railway to become the Scottish North Eastern Railway in 1856, and then absorbed by the Caledonian Railway in 1866, which itself amalgamated with the Highland Railway and several others to create the LMS at the grouping in 1923. Originally, the line between Inverness and Perth went via Forres, but the Inverness and Aviemore Direct Railway was opened in 1898 to allow for a more direct routeing.

158703 heads south through the Drumochter Pass in the snow (1995)

There are two significant summits on the line: Drumochter Summit (also spelled Druimuachdar) (elevation 1,484 ft or 452 m) between Blair Atholl and Dalwhinnie,[2][3][4] and Slochd Summit (elevation 1,315 ft or 401 m) between Carrbridge and Inverness.[5] Other distinct features on the route include the viaducts at Culloden and Tomatin, the spectacular mountain pass at Drumochter and the severe gradients encountered in both directions, particularly the extended climb from Inverness to the Slochd summit which averages around 1 in 60 the whole way.

Initially the only double track was between Inverness and Daviot and also Stanley Junction and Perth. In the 1890s the single line working was improved with the replacement of telegraphing orders to trains along the line with staff and tablet control instruments. This was later upgraded to automatic token-exchange apparatus. However, the main improvement came with the doubling of sections of line, designed by the engineer Alexander Newlands, beginning with Blair Atholl to Dalnacardoch (8+1⁄4 mi or 13.5 km) in 1900, extended to Druimuachdar (8+1⁄2 mi or 13.5 km) in 1901 and Dalwhinnie (5+1⁄2 mi or 9 km) in 1909.[6] In the 1960s, many sections of the line were converted from double track to single track. In 1976, 23 miles (37 km) from Blair Atholl to Dalwhinnie was redoubled.[7][8] In March 2019 Network Rail completed a programme of works to increase capacity on the line and support the introduction of InterCity 125 sets on ScotRail services, with passing loops and platforms extended.[9]

Stations and services

[edit]

As of 2020, there are stations on the line as follows:

Places served All trains
stop?		 Ordnance Survey
grid reference		 Notes
Perth Yes NO112230
Dunkeld and Birnam No NO030417 Shared station
Pitlochry Yes NN937580
Blair Atholl No NN870653
Dalwhinnie No NN634848
Newtonmore No NN715984
Kingussie Yes NH756003
Aviemore Yes NH895123 Connection with Strathspey Railway
Carrbridge No NH899224
Inverness Yes NH667454

Services on the line are provided by ScotRail and London North Eastern Railway. A roughly two-hourly ScotRail service operates between Perth and Inverness throughout the day. On weekdays and Saturdays, there are 11 services in total in each direction, all running from/to either Glasgow Queen Street (via Stirling) or Edinburgh Waverley. The London North Eastern Railway service is entitled the Highland Chieftain; it departs Inverness at 08:00 and runs to London King's Cross via the East Coast Main Line, arriving in London at 16:00. The return working leaves London at 12:00 and reaches Inverness at 20:00. On Sundays there are 7 trains each way. The journey time between Perth and Inverness takes between 2 hours and 2 hours and 20 minutes, depending on the calling pattern and if the train is booked to be looped at any passing places.

The Caledonian Sleeper travels overnight between Inverness and London Euston via the West Coast Main Line. The southbound train joins portions from Aberdeen and Fort William at Edinburgh Waverley, and similarly the northbound train divides there. South of Edinburgh, it forms the longest locomotive-hauled passenger train in the United Kingdom, with 16 coaches.

All trains between Perth and Inverness call at Pitlochry, Kingussie and Aviemore. Most ScotRail services call at Dunkeld & Birnam (9 north and 10 south) and at Blair Atholl (8 north and 6 south), with the stations at Dalwhinnie (5 each way), Newtonmore (6 each way) and Carrbridge (6 each way) being served less often. On Sundays, a couple of services continue through to Elgin, calling at Nairn and Forres.[10]

Panoramic view of the Highland Line Culloden Viaduct with a First ScotRail train on it

Rolling stock

[edit]
Class Image Type Operator Route Maximum Speed Builder/
built 		In service
on the line 		Leased from Other notes
mph km/h
43 Diesel locomotive ScotRail Glasgow/Edinburgh to Inverness 125 200 BREL Crewe Works 1975–1982 2018– Angel Trains
  • Operates under the brand Inter7City.
  • Fleet consists of 9 four-coach and 17 five-coach trains.
  • 1 four coach train damaged in the Stonehaven derailment.
Mark 3

Passenger carriage BREL Derby Litchurch Lane Works 1979–1980
67 Diesel locomotive Caledonian Sleeper London Euston to Inverness
(Takes over from electric loco at Edinburgh) 		Alstom Valencia 1999–2000 2023– DB Cargo UK Replaced Class 73/9 when their lease from DB Cargo UK Expired.
Mark 5 Passenger Coach Lounge car
Seated Sleeper
Sleeping car 		London Euston to Inverness 100 161 CAF Beasain 2016–2018 2019– Caledonian Sleeper Rail Leasing Replaced the Mark 2s
Mark 5 Sleeper Coach Replaced the Mark 3s
158/0 Express Sprinter DMU ScotRail Glasgow/Edinburgh to Inverness 90 145 BREL Derby Litchurch Lane Works 1989–1992 1990– Porterbrook
170/3 & 170/4 Turbostar 100 161 AdTranz/Bombardier Transportation Derby Litchurch lane Works 1998-2005 1999–
Class 800 Azuma Bi-mode multiple unit London North Eastern Railway London King's Cross/Edinburgh to Inverness 125 200 Hitachi Newton Aycliffe 2014–2018 2019– Agility Trains
  • Service is titled the Highland Chieftain.
  • Fleet consists of 10 five-coach and 13 nine-coach trains.

Usage

[edit]

Station usage at some stations remain stable. Overall usage on the line comparing April 2003 to April 2010 has increased 154%.

Station usage
Station name 2002–03 2004–05 2005–06 2006–07 2007–08 2008–09 2009–10 2010–11 2011–12 2012–13 2013–14 2014–15 2015–16 2016–17 2017–18 2018–19 2019–20 2020–21 2021–22 2022–23 2023–24
Perth 641,822 694,527 700,509 763,415 886,748 888,586 929,282 959,310 975,364 988,795 1,077,598 1,077,598 1,146,000 1,081,000 1,117,248 1,112,068 1,059,278 181,454 614,804 695,276
Dunkeld and Birnam 15,406 18,810 19,339 21,897 20,856 26,010 25,436 26,178 26,506 27,862 29,924 31,050 32,022 32,878 37,982 36,930 36,608 7,740 27,444 38,416
Pitlochry 66,890 84,555 88,638 78,193 78,776 97,302 87,210 87,684 90,618 98,340 101,902 112,496 121,168 121,342 125,264 125,006 121,060 22,450 84,374 105,586
Blair Atholl 8,313 11,708 11,896 10,491 10,443 11,716 11,572 13,948 12,608 14,280 14,084 16,062 16,652 17,598 19,802 21,008 18,388 3,688 11,870 13,402
Dalwhinnie 2,066 1,619 2,013 1,774 1,975 2,644 2,208 1,894 1,984 2,172 2,472 2,460 2,392 3,188 3,372 3,368 3,226 614 1,960 2,832
Newtonmore 4,184 5,396 6,815 6,631 7,060 8,358 7,972 9,484 9,406 8,958 8,326 8,636 9,432 8,770 9,194 7,848 7,456 1,498 5,400 6,470
Kingussie 23,815 27,725 30,045 32,135 33,416 42,618 35,838 38,544 40,298 40,954 41,408 42,522 42,850 44,200 44,736 40,758 39,254 7,352 25,682 32,978
Aviemore 70,272 80,977 91,456 101,294 115,431 152,528 124,972 132,336 132,052 136,456 141,311 150,724 152,000 145,000 147,964 138,490 132,618 25,492 92,240 112,090
Carrbridge 1,531 1,910 2,987 3,954 5,438 4,232 4,500 5,118 5,636 4,454 5,540 6,256 6,898 5,808 6,064 5,584 5,474 1,622 3,714 4,840
Inverness 721,358 822,928 873,011 915,840 975,569 1,407,600 1,070,924 1,127,718 1,180,160 1,213,382 1,282,445 1,303,662 1,307,000 1,259,000 1,238,770 1,243,338 1,214,648 231,894 753,228 974,808
The annual passenger usage is based on sales of tickets in stated financial years from Office of Rail and Road estimates of station usage. The statistics are for passengers arriving and departing from each station and cover twelve-month periods that start in April. Methodology may vary year on year. Usage since the period 2019–20 have been affected by the COVID-19 pandemic, especially the period 2020–23.

Future

[edit]

In the Scottish Government's National Transport Strategy, published in February 2020, it was stated that the line would be electrified with overhead lines by 2035.[11]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Highland Main Line

View on Grokipedia
from Grokipedia
The Highland Main Line is a 118-mile (190 km) railway route in that connects Perth to , traversing the central and providing access to picturesque landscapes, including the and the highest point on the British mainline network at Druimuachdar Summit (1,484 feet or 452 meters). Operated primarily by , it facilitates both passenger and freight services, with journeys typically taking around three hours on average, though improvements aim to reduce the fastest time to 2 hours 45 minutes between and Scotland's . The line originated with the Inverness and Perth Junction Railway, authorized by in and constructed under engineer Joseph Mitchell, with sections opening progressively: to on 1 June , to on 3 August , and to on 9 September , completing the initial 104-mile route via Dava Moor and the Grampians. In 1898, the introduced a shorter "Direct Route" from to via Slochd Summit, bypassing the longer section, which was later closed in 1965 amid the and is now partially operated as the heritage Strathspey Railway. Originally managed by the , the line passed to the London, Midland and Scottish Railway in 1923 and British Railways in 1948, evolving into its current form as a key north-south corridor. Key stations along the route include Dunkeld & Birnam, , , , , , , and , with six of these eight stations located within the , offering connections to outdoor attractions, hiking trails, and tourist destinations. At , it links to the and services to , while at Perth, it connects to routes toward and ; provides up to 11 daily passenger trains in each direction, emphasizing the line's role in regional tourism and economic connectivity. Enhancements, prioritized by the , included £57 million in Phase Two investments (completed in March 2019) for signaling upgrades, extended passing loops at , and platform reconfigurations at to boost capacity, reduce delays, and support as part of broader decarbonization efforts; as of 2025, further dualling and are under advocacy to address ongoing reliability issues. Much of the line remains single-track and diesel-powered, but these upgrades have already cut average journey times by around 10 minutes end-to-end, enhancing reliability for both commuters and visitors exploring the Highlands.

Route and Geography

Overview

The Highland Main Line is a 118-mile (190 km) railway route in running from Perth in the south to in the north, traversing the central . It forms a key link in 's rail network, connecting at Perth to southern routes toward and , which in turn provide access to the , and at to the extending northward to and Wick. Owned and maintained by , the line supports both passenger and freight services, with as the primary operator for daytime regional trains, alongside (LNER) for longer-distance services to London and for overnight connections. The route is predominantly single-track with several passing loops to facilitate train crossings, reflecting its rural and challenging . It reaches significant elevations, including the Drumochter Pass at 1,484 feet (452 m), the highest point on the British mainland rail network, and the Slochd Summit at 1,315 feet (401 m). Typical journey times from to or are 3 hours 30 minutes to 4 hours 30 minutes, depending on stops and service type. Renowned for its scenic beauty, the line offers passengers views of the , , and expansive moorlands, making it a popular choice for tourists exploring the Highlands.

Detailed Route Description

The Highland Main Line commences at Perth in the flat lowlands of Strathearn Valley, crossing the River Almond and ascending gently through wooded farmland into the foothills of the . The route then snakes alongside the River Tay, passing through birch woodlands and pine forests near and Birnam, where old-growth trees and river valleys provide a lush environmental backdrop. Continuing northward, the line curves into the dramatic Pass of , characterized by steep cliffs and the gorge of the River Garry, crossed by the Killiecrankie Viaduct—a 19th-century structure built in to span the challenging terrain. From , the railway transitions to patchy , offering views of peaks such as Beinn a’ Ghlo, before reaching amid open Highland scenery. The ascent intensifies northward, following the River Garry and then Glen Truim, culminating at the Drumochter Pass—the highest point on the rail network at 452 meters (1,484 feet) above —where exposed , heather, and pools dominate the stark, weather-exposed landscape prone to severe conditions like snow and high winds. This summit marks the transition into the , a serving as vital wildlife corridors for species such as and golden eagles, though sections like Dalguise remain flood-prone due to proximity to rivers. Descending from , the line enters the broader Strathspey Valley, tracking the River Spey through pasturelands and woodlands near and , with views of the Monadhliath Mountains and remnants of historic sites like . Approaching , the route weaves beside the ancient Rothiemurchus Forest within the , showcasing Caledonian pinewoods and glimpses of , enhancing its appeal as a scenic corridor for tourists. North of , the terrain rises again through thickening forests along the River Dulnain to , before climbing to Slochd Summit at 401 meters (1,315 feet), the second-highest point, via the Allt Slochd Mhuic Viaduct over rugged . The final descent to flattens through Strathnairn, crossing the Culloden Viaduct—a 549-meter, 29-arch structure—and skirting the with distant views of Ben Wyvis, integrating into the more settled valley landscapes. The single-track sections throughout, particularly in remote areas, contribute to moderated speeds amid the varied topography.

History

Construction and Early Operations

The construction of the Highland Main Line originated with the Inverness and Perth Junction Railway, authorized by an on 22 July 1861 (24 & 25 Vict. c. clxxxvi), which empowered the company to build a 104-mile route from to , linking existing lines to create a direct connection between and Perth. This legislation followed an earlier failed proposal in 1845, rejected due to concerns over locomotive braking on steep Highland gradients. An additional Act in 1863 (26 & 27 Vict. c. lviii) facilitated the amalgamation of the Inverness and Perth Junction Railway with the Perth and Dunkeld Railway, extending access to Perth and forming the core of what became the in 1865. Construction commenced on 17 October 1861 under the direction of engineer Joseph Mitchell, who had surveyed the challenging terrain based on his prior experience with Thomas Telford's road projects across the Highlands. The project faced significant obstacles from the rugged and Dava Moor, requiring extensive earthworks, viaducts, and tunnels using manual labor and early steam-powered machinery; the line was built as a single track with passing loops to manage costs and gradients up to 1 in 60. Sections opened progressively: Dunkeld to on 1 June 1863, Forres to on 3 August 1863, and the full route from Forres to (completing the Perth-Inverness link via existing segments) on 9 September 1863, achieved in just 23 months at a cost exceeding £500,000. Initial operations emphasized of timber, whisky, and agricultural goods from the Highlands to southern markets, alongside services with basic timetables offering one or two daily trains each way, fostering economic integration between and for trade. The line's single-track configuration led to operational constraints, while early weather disruptions, such as heavy snow on Dava Moor, caused frequent delays and required ongoing maintenance from the outset. Queen Victoria's journey on the new line to on 15 September 1863 highlighted its immediate significance, though services remained modest until further amalgamations stabilized the network.

20th and 21st Century Developments

In the early , the undertook significant doubling of track sections along the line to enhance capacity and accommodate growing traffic. Between 1901 and 1909, engineer Alexander Newlands oversaw the widening of approximately 23 miles over the , including key segments from to and further north, which improved operational efficiency amid increasing passenger and freight demands. In 1884, Parliament authorized the Inverness and Aviemore Direct Railway to provide a shorter route from to , avoiding the circuitous path via and Dava Moor. The line opened in stages: to on 8 July 1892, and the full route to on 1 November 1898, reducing the distance by about 15 miles and becoming the preferred path for mainline services. The of the 1960s profoundly impacted the network, leading to rationalization measures on the Highland Main Line, including the singling of certain double-track sections to cut maintenance costs on underutilized routes. For instance, the 4¼-mile stretch between Culloden and Daviot, previously doubled, was reduced to single track as part of broader economies, while associated branches like the to route were fully closed in , forcing rerouting via the direct Inverness- line. Efforts to restore capacity began in the mid-1970s, with British Railways redoubling the 23-mile section from to in 1976, addressing bottlenecks created by earlier singling and enabling more reliable timetables for passenger services through the challenging Highland terrain. During the and , operations modernized with the widespread adoption of Class 47 diesel for hauling passenger trains, which became the backbone of services on the line due to their versatility in mixed-traffic duties. Concurrently, push-pull configurations were introduced, utilizing converted Class 47/7 s paired with (DBSO) coaches, allowing more efficient workings without the need for locomotive detachment at terminals and improving turnaround times at and Perth. A major £57 million upgrade program, delivered by between 2017 and 2019, focused on enhancing reliability and speed potential along the 118-mile route from Perth to . Key works included extending passing loops at and to support longer trains, introducing improved signaling systems to enhance reliability and capacity, and track renewals that reduced journey times by up to four minutes while increasing capacity for hourly services. Following rail privatization in 1996, the franchise introduced operational changes to the Highland Main Line, including revised timetables that prioritized peak-hour services but reduced flexibility in off-peak slots, such as eliminating certain early morning and late evening departures to optimize costs under franchise agreements. Subsequent renewals, notably in and 2015, emphasized fleet modernization and minor infrastructure tweaks, though capacity constraints persisted due to limited investment in dualling.

Infrastructure

Track Layout and Structures

The Highland Main Line is constructed to the standard gauge of 1,435 mm (4 ft 8½ in) throughout its 118-mile (190 km) length from Perth to . The route is predominantly single track to navigate the challenging Highland terrain, with double-track sections at Perth to Stanley (approximately 10 miles), to (23 miles), and Culloden Moor to (about 8 miles); the remaining sections rely on multiple passing loops at stations such as , , , , and to enable train overtaking and maintain service frequency. Gradient profiles are among the most demanding on the network, with the line ascending to the Drumochter Summit at 1,484 ft (452 m) above —the highest point on any British main line—resulting in a total rise and fall exceeding 2,000 ft over the route. The northbound climb to Drumochter features a sustained of 1 in 70 over 18 miles, while the southbound ascent to Slochd Summit reaches 1 in 60, imposing balance speeds as low as 56 mph for heavy formations and requiring powerful locomotives for uphill hauls, while southbound descents are generally milder but still necessitate speed controls. Major engineering structures include more than 20 to span Highland glens and rivers, such as the 161-year-old Garry Viaduct—a lattice structure carrying the line over the River Garry near Struan—which underwent an initial £1.25 million refurbishment in 2025 to replace corroded components and enhance load capacity, as part of a larger £4.3 million project set to complete in 2028/29. The route also features ten tunnels totaling several miles, exemplified by the Slochd Tunnel (approximately 1,400 yd or 1,280 m long), bored through the Slochd Summit to ease the climb from and maintained to good condition despite its exposure to harsh weather. Track formation uses ballast for stability on the undulating and often rocky , with ongoing permanent way cycles including regular tamping and renewal to address wear from freight traffic and gradients. Drainage improvements, such as enhanced culverts and embankment stabilization at flood-prone sites like Dalguise, have been prioritized since to bolster resilience against heavy rainfall and landslips, reducing disruption from climate-related events. Line speeds are generally 75–80 mph, with post-2019 upgrades enabling 90 mph operation over a 2.8-mile section between and through curve realignments and structure strengthening; however, permanent speed restrictions persist at 30–50 mph over older viaducts and tunnels like due to gauge constraints and curvature. Weather protections include snow fences erected along exposed summits such as Drumochter and Slochd to prevent drifting snow accumulation, mitigating closure risks from blizzards and in the region, where the line's elevation exposes it to severe winter conditions.

Signalling and Safety Systems

The Highland Main Line primarily operates under principles, ensuring that only one can occupy a given section of track at any time to prevent collisions. On single-track sections, which comprise much of the route, this is implemented through a token system where physical or electric tokens are exchanged between drivers and signalmen to authorize movements, a practice rooted in traditional safety protocols adapted for remote Highland terrain. Since 2019, signalling upgrades including re-signalling to colour light signals have been implemented at key locations like and as part of capacity improvement projects, aiming to modernize operations while maintaining compatibility with existing . The route is controlled by approximately eight operational signal boxes between Perth and , with additional boxes extending north, most featuring mechanical lever frames and signals that date back to Victorian-era designs. These boxes manage train paths manually, but ongoing plans for centralization into fewer control centers seek to streamline operations and cut maintenance costs across Scotland's rural lines. Safety is augmented by standard UK railway systems including the Automatic Warning System (AWS), which provides audible and visual alerts to drivers approaching cautionary or stop signals, and the Train Protection and Warning System (TPWS), which automatically applies brakes to prevent signals passed at danger (SPADs) or excessive speed through junctions. monitors are deployed along exposed sections, triggering speed restrictions during gales exceeding safe thresholds, informed by historical protocols developed after events like the 1989 Scottish windstorm that disrupted Highland services. The line features more than 20 user-worked level crossings, where road users manually operate gates or barriers after contacting the signal box via telephone, alongside automatic half-barrier crossings at higher-traffic points equipped with flashing lights and descending barriers to halt vehicles. These crossings demand vigilant coordination to mitigate collision risks in rural settings with limited visibility. risks are heightened on the line's steep gradients, such as the 1-in-70 ascent to Drumochter and 1-in-60 to Slochd , where snow, ice, or wheel slip can reduce adhesion, as evidenced by the 2010 at during wintry conditions. Recent upgrades incorporate remote at high-risk geotechnical sites, using sensors to track earth movements, drainage, and structural integrity in real-time, enabling proactive interventions during adverse weather. To enhance capacity on the predominantly single-track route, passing loops at stations like , , and allow opposing trains to cross efficiently, with 2019 extensions at increasing loop length to handle longer freight and passenger formations without delaying schedules.

Passenger Services

Operators and Timetables

The primary operator of daytime passenger services on the Highland Main Line is , which provides up to 14 trains per day between Perth and on weekdays, approximately hourly, with fewer on weekends. Some of these services extend every two hours to Waverley or Queen Street, connecting the Highlands to major cities. London North Eastern Railway (LNER) operates the daily service from to London King's Cross, departing around 07:55 on weekdays and Saturdays (09:40 on Sundays) and taking approximately 8 hours. The northbound service runs daily from London King's Cross at around 12:00, arriving in after about 8 hours. The provides overnight services on the Highland route from to Euston, running Sunday to Friday with departures around 20:45 (20:25 on Sundays) and arrivals between 07:15 and 08:00, for a journey of 10.5 to 11.5 hours. It stops at key Highland Main Line stations including , , , and Perth before continuing south via and Carlisle. Timetables feature higher frequencies during peak hours (morning and evening commutes) with up to 14 daily services in each direction between Perth and , reducing to off-peak intervals of 1-2 hours; seasonal enhancements occur in summer months to accommodate tourist demand, adding extra trains on popular routes. Typical journey durations include an average of approximately 2 hours 45 minutes from to Perth and up to 11.5 hours for the full to via the Sleeper. Ticketing across all operators follows standards, offering Advance fares for savings when booked early (up to 12 weeks ahead), with discounts via railcards providing one-third off eligible tickets; services integrate seamlessly through the network for combined journeys.

Stations

The Highland Main Line features ten principal stations serving passengers between Perth and , each offering basic facilities suited to the rural and scenic nature of the route. Most stations have one or two platforms with waiting shelters, and improvements since the have provided step-free access at major stops like Perth, , and several others through lifts or ramps. Amenities typically include ticket machines, bicycle storage, and parking, with cafes available at the termini stations of Perth and . No major closures have occurred on the main line itself, though nearby minor halts were rationalized during the 1960s as part of broader network streamlining. Perth serves as the southern terminus and a key interchange point, with four platforms, step-free access to all areas, and extensive facilities including a staffed ticket open daily, accessible toilets, showers, a cafe, and an . Parking accommodates 160 vehicles with charges applying, alongside 31 spaces. As a busy hub, it sees an estimated 2,800 daily entries and exits (2023/24). Dunkeld & Birnam, the first intermediate stop, has a single platform with partial step-free access and basic shelters. Facilities include a ticket machine and help point, with ample available nearby. It attracts around 300 daily entries and exits (2023/24), primarily tourists drawn to the nearby and river walks. is renowned for its heritage Victorian-era building, a Grade A listed structure with Scottish Tudor-style architecture, ornamental gables, and a historic . The station features two platforms, a volunteer-run bookshop, waiting rooms with photographic exhibitions, and step-free access under ongoing improvements. Amenities include shelters and parking, serving approximately 410 daily entries and exits (2023/24) who use it as a gateway to local theaters and hikes. Blair Atholl offers a single platform with shelters and basic facilities like a ticket machine and bicycle storage. Accessibility is limited but includes ramps at the main entrance, with parking available. It handles about 170 daily entries and exits (2023/24), many connecting to nearby castles and outdoor pursuits. Dalwhinnie, located in the , has one platform with a waiting shelter and help point. Facilities are minimal, focusing on passenger information displays, with step-free access via a . Daily is around 40 entries and exits (2023/24), reflecting its remote position near whisky distilleries. Newtonmore features two platforms with shelters and a small car park. Accessibility includes step-free entry, and amenities comprise bicycle racks. It sees roughly 80 daily entries and exits (2023/24), serving the local community and park visitors. Kingussie, another Cairngorms station, has two platforms with partial step-free access under improvement plans, including waiting areas and parking. Facilities include a ticket machine and information boards, with an estimated 170 daily entries and exits (2023/24) utilizing links to Highland wildlife parks. stands out as a with connections to the Strathspey Steam Railway and ski resorts like Cairngorm, featuring an , Grade A listed timber building from , and views of the Northern . Facilities include a ticket office, bicycle storage, ample parking, and step-free access; it records about 640 daily entries and exits (2023/24). Carrbridge has a single platform with a , PA system, and help point, plus step-free access. Amenities are basic with parking nearby, attracting around 150 daily entries and exits (2023/24) as the northern gateway to the for woodland trails. Inverness, the northern terminus and major interchange, boasts seven platforms in a triangular layout, full step-free access via lifts and ramps, and comprehensive amenities like a staffed ticket office, accessible toilets with showers, cafes, shops, an , and free . Parking offers 60 spaces with charges, plus 40 bicycle spots and bus links; it handles over 5,500 daily entries and exits (2023/24) as a key hub for regional travel.

Rolling Stock

Current Fleet

The Highland Main Line is primarily served by diesel multiple units (DMUs) and high-speed trains operated by ScotRail for regional and intercity passenger services. ScotRail's fleet includes Class 158 Express Sprinter and Class 170 Turbostar DMUs, typically configured in 2- or 3-car formations with maximum speeds of 90 mph (145 km/h) and seating capacities ranging from 70 to 100 passengers per unit. These DMUs are well-suited to the line's frequent stops and rural sections, offering accessibility features such as dedicated wheelchair spaces, priority seating, and ramp deployment for step-free access at major stations. Additionally, ScotRail deploys its Inter7City fleet of refurbished High Speed Trains (HSTs), consisting of Class 43 power cars paired with 4- or 5-car Mark 3 trailer sets, achieving a top speed of 125 mph (201 km/h) but operationally limited to around 90-100 mph on the route due to track curvature and gradients. These HSTs provide enhanced capacity with approximately 200-250 seats per set, including first-class accommodation, improved luggage space, and onboard catering, making them ideal for longer journeys between Inverness and the central belt cities like Edinburgh and Glasgow. London North Eastern Railway (LNER) operates daily long-distance services from London King's Cross to via the and Highland Main Line, utilizing Class 800 Azuma bi-mode multiple units in 9-car formations. These trains, with a maximum speed of 125 mph (201 km/h), switch to diesel power for the non-electrified Highland section, accommodating up to 526 standard-class seats and featuring modern amenities like free , power sockets, and accessible toilets with radar locks. The Azuma's hybrid capability ensures reliable performance over the route's challenging terrain, including the steep ascent to Drumochter Summit. The provides overnight services to , employing Mark 5 sleeping cars hauled by Class 73/9 electro-diesel locomotives for the Highland Main Line portion. This fleet comprises 75 coaches built by CAF, including twin-berth cabins, accessible rooms, and a with lounge seating, offering a maximum of around 16 cars per formation for the Highlander route. The Class 73/9 locos, with a top speed of 90 mph (145 km/h), deliver efficient traction on the diesel-only sections, supported by third-rail capability for southern electrified lines. Accessibility includes priority booking for wheelchair users and adapted cabins with en-suite facilities.
OperatorTrain TypeConfigurationMax SpeedKey Features
Class 158/170 DMU2-3 cars90 mphAccessibility ramps, 70-100 seats
Inter7City HST (Class 43 + Mk3)2 power cars + 4-5 coaches125 mph200-250 seats, onboard catering, luggage space
LNERClass 800 Azuma9 cars125 mphBi-mode, 526 seats,
Mk5 coaches + Class 73/9 locoUp to 16 cars90 mphSleeping cabins, lounge car, accessible rooms
The diesel-powered fleets, particularly the HSTs and Class 73/9 locos, demonstrate strong on the line's gradients, such as the 1-in-70 climb to Drumochter, where bi-mode units like the Azuma maintain consistent performance in diesel mode without excessive power draw. All current complies with standards, including the Rail Vehicle Accessibility Regulations (RVAR), with features like audio-visual announcements and staff-assisted boarding via portable ramps. for ScotRail's HSTs and DMUs occurs primarily at Polmadie Depot in , with lighter servicing at Inverness TMD, while Caledonian Sleeper stock is based at Polmadie and Millerhill. LNER Azumas undergo scheduled at Bounds Green Depot near London. Recent developments include ScotRail's full rollout of the Inter7City HSTs to the Highland Main Line by 2021, retained amid ongoing procurement for a replacement intercity fleet announced in September 2024, following trials that highlighted the HSTs' suitability for the route's demanding over alternatives like bi-mode units.

Historical Rolling Stock

The Highland Main Line, opened in stages from the 1860s, initially relied on steam locomotives from the , with the Jones Goods class 4-6-0 emerging as a pioneering design in 1894. Built by Sharp Stewart & Co., these fifteen locomotives, numbered 89 to 103, featured 5 ft 3½ in driving wheels and a of 24,362 lbf, making them the first British 4-6-0s suitable for main line passenger and freight duties. They primarily operated over the route from southward, handling increased traffic after the line's completion, and remained in service into the LMS era, with No. 103 preserved at the Keith and Dufftown Railway. Under ownership from 1923, the line saw the introduction of which became the dominant motive power for passenger services through the 1930s to the 1950s. These versatile mixed-traffic locomotives, with over 800 built between 1934 and 1951, were allocated to depots like and , powering expresses such as the "Highlandman" and freight trains amid growing post-war demands. British Railways continued their use into the early 1960s, with examples like No. 45212 hauling services until dieselisation advanced. Early diesel adoption began in the late 1950s with Class 26 and 27 Bo-Bo locomotives, Sulzer-powered Type 2s built by Birmingham Railway Carriage and Wagon from 1958 to 1962, which took over secondary passenger and freight workings on the line by the mid-1960s. Steam traction on the Highland Main Line ended in 1965, with the final scheduled services hauled by and similar classes amid the broader modernisation drive. The marked a shift to diesel-electric operations, including push-pull configurations using Class 47 Co-Co locomotives paired with Mk1 coaches and (DBSO) vehicles, introduced from 1971 to enhance efficiency on routes like Inverness to . These sets, often with refurbished maroon-liveried coaches, operated key daytime services until the late , improving journey times on the undulating terrain. Notably, high-speed Deltic Class 55 locomotives from the were loaned for the "Royal Highlander" sleeper service to until 1975, providing powerful haulage for the overnight portion over the Highland route before handover to Class 47s. Limited trials of High Speed Trains (HSTs) occurred in the , primarily testing speeds on the Edinburgh-Inverness section, but their adoption was constrained by the line's gradients and curvature. The late 1980s and 1990s brought diesel multiple units to replace loco-hauled trains, with Super-Sprinter two-car units entering service in 1989 on shorter Highland routes, followed by more spacious Class 158 Express Sprinter three-car sets from 1990 for longer journeys like Inverness to Perth. These Sprinter-series DMUs, built by , offered accelerated schedules and greater capacity, addressing post-Beeching pressures for viable rural services after branch closures reduced overall network traffic. The evolution toward these units was driven by needs for higher speeds—up to 90 mph—and improved reliability to sustain passenger numbers on the retained main line.

Usage and Economics

Passenger Statistics

Passenger ridership on the Highland Main Line showed substantial growth in the early , driven by improved services and rising interest in scenic rail travel through the . Prior to the , the line saw steady demand from both local commuters and tourists attracted to the route's dramatic landscapes. The onset of the led to a drastic decline in ridership in 2020, as travel restrictions severely curtailed both local and journeys, with many stations recording usage drops of over 80%. Recovery has been gradual, with passenger numbers as of 2023-24 still below pre- levels amid ongoing economic pressures and shifts in travel patterns. Seasonal peaks occur in summer, boosted by tourism to areas like the , where visitor numbers can double during peak months compared to winter lows. Ridership includes both local usage for and regional , as well as long-distance and tourist trips, the latter heavily influenced by connections to major cities like and . Key influencing factors include competition from the parallel A9 road, which offers faster car for some routes, and the lingering effects of restrictions that reduced overall mobility. Projections suggest steady growth in the coming years, supported by remote work trends enabling more flexible leisure travel and potential service enhancements. As of 2025, passenger numbers continue to recover, with ongoing enhancements contributing to improved reliability.

Economic Impact

The Highland Main Line significantly boosts in the by providing essential access to key destinations such as the and , where the sector generates approximately £419 million annually for the local economy (as of 2023) and supports over 40% of employment in the region. Improved rail services along the line are recognized as a vital enabler for this growth, facilitating visitor arrivals and contributing to broader tourism revenues estimated at around £1.7 billion in direct spend across the Highlands (as of 2023). The line's scenic route further enhances its appeal, promoting sustainable travel and integrating with local heritage initiatives to drive economic activity in hospitality and related sectors. In terms of the local , the Highland Main Line sustains over 20,000 jobs in and across the Highlands, with rail operations directly supporting in maintenance, operations, and services. Freight services on the line handle commodities such as whisky and timber, bolstering regional industries and enabling efficient transport from remote production areas to markets. By enhancing connectivity, the line reduces reliance on private vehicles, promoting modal shift from and yielding , including lower carbon emissions per passenger compared to car travel through reduced road congestion and fuel use. Despite these contributions, the line faces challenges, including the need for ongoing subsidies to maintain rural services, as Scottish rail operations receive substantial public funding to offset lower passenger revenues in remote areas. from the A9 road dualling project exacerbates this, as upgraded highway infrastructure favors road freight and passenger travel, potentially undermining rail's modal shift potential. A 2015 report highlights the benefits of line enhancements for encouraging passenger and freight shifts to rail, estimating wider economic gains from improved capacity and speed. Socially, the line aids in combating depopulation in remote Highland communities by providing reliable access to , opportunities, and urban centers, thereby supporting retention efforts.

Future Developments

Planned Upgrades

The Scottish Government's commitments under the 2023 Rail Strategy, outlined in Scotland's CP7 Strategic Business Plan, allocate significant funding for enhancements to the Highland Main Line, emphasizing capacity, reliability, and resilience through 2030. This includes investments to support more frequent and faster services between and the , focusing on track renewals and infrastructure optimizations. Key near-term projects involve loop lengthening—at minimum 800 meters—and selective tactical redoubling of sections to improve crossing efficiency and journey times, as identified in the Strategic Transport Projects Review 2 (STPR2). For instance, proposals for extended double tracking between and Culloden, debated in ary sessions in 2025, aim to reduce delays from single-line constraints without full dualling. These align with broader calls for partial redoubling along the route to enhance operational paths. Station accessibility improvements are prioritized, with ongoing considerations for upgrades at , , and other stops to better serve passengers with disabilities, building on feasibility studies initiated in 2025. Resilience measures, informed by disruptions from 2023 storms, form part of CP7's climate adaptation efforts, including drainage enhancements and flood defenses to protect vulnerable sections of the line. Digital signalling upgrades, transitioning from legacy and mechanical signalling systems, are planned route-wide to increase train paths, though full implementation timelines extend into the late 2020s. In October 2025, MSPs urged acceleration of these upgrades during a debate, though ministers noted potential delays due to budgetary constraints.

Electrification and Long-Term Vision

The Scottish Government originally aimed to remove all diesel-only passenger trains from Scotland's rail network by 2035 as part of its Rail Services Decarbonisation Action Plan, but this target was revised in 2024 to achieve full decarbonisation by 2045 due to logistical and budgetary constraints. For the Highland Main Line, electrification remains a key ambition within this broader strategy, with Transport Scotland emphasizing the need for complementary technologies to address rural and challenging terrains. Currently reliant on diesel traction, the line's transition to zero-emission operations is seen as essential for aligning with Scotland's net-zero emissions goal by 2045. As of November 2025, feasibility studies for Highland Main Line enhancements, including potential , are underway as part of Network Rail's upgrade programmes, but no overhead wires have been installed along the route. The has allocated funding within its £4 billion investment for Scotland's Railway over the current control period (2024-2029), supporting initial planning and related , though specific budgets for Highland are integrated into wider decarbonisation efforts rather than ring-fenced. Benefits include the deployment of battery-electric or hybrid trains on non-electrified spurs, enabling zero-emission services, reduced journey times through faster acceleration, and increased capacity for more frequent trains. Electrification faces significant challenges, including high costs driven by the route's rugged terrain and remote locations, with no official estimates yet published but comparisons drawn to the £3.7 billion A9 dualling programme highlighting the scale of investment required. In October 2025, MSPs from multiple parties urged acceleration amid perceived delays, describing the project as a "game-changer" for Highland connectivity and emissions reduction during a debate. The long-term vision encompasses integration with emerging concepts northward and full dualling of the Highland network to enhance reliability and economic links by mid-century. As an alternative if full timelines slip, hydrogen-powered trains are being piloted for rural routes like the Highland Main Line, with studies exploring their viability for decarbonising hard-to-electrify sections. This approach aligns with Scotland's Hydrogen Action Plan and could serve as a bridge technology pending infrastructure upgrades.

References

  1. https://www.parliament.scot/chamber-and-committees/official-report/search-what-was-said-in-parliament/meeting-of-parliament-02-10-2025
  2. https://www.highlandmainlinecrp.co.uk/history/
  3. https://www.geograph.org.uk/snippet/23488
  4. https://www.transportscotland.gov.uk/projects/highland-main-line/project-details/
  5. https://www.scotrail.co.uk/rail-improvements-highlands
  6. https://www.highlandmainlinecrp.co.uk/stations/
  7. https://scenicrailbritain.com/lines/highland-main-line/
  8. https://www.byway.travel/journal/highland-main-line
  9. https://www.networkrail.co.uk/wp-content/uploads/2018/05/Highland-Main-Line-journey-time-improvements-Phase-2-1.pdf
  10. https://www.transport.gov.scot/media/10164/highland-rail-room-for-growth.pdf
  11. https://www.networkrail.co.uk/our-work/our-routes/scotland/
  12. https://www.sleeper.scot/
  13. https://www.transport.gov.scot/publication/dmrb-stage-3-report-pass-of-birnam-to-tay-crossing-a9-dualling/existing-conditions/
  14. https://www.keymodelworld.com/article/highland-main-line
  15. https://www.scotrail.co.uk/train-times/inverness-to-edinburgh-waverley
  16. https://www.heraldscotland.com/news/17639610.sustainable-holidays-offer-highland-main-line/
  17. https://www.scottish-places.info/features/featurefirst11936.html
  18. https://www.summitpost.org/geal-charn-drumochter-pass/1072632
  19. https://www.networkrail.co.uk/wp-content/uploads/2019/06/Route-Strategic-Plan-Scotland.pdf
  20. https://cairngorms.co.uk/
  21. https://www.railengineer.co.uk/aberdeen-to-inverness-phase-one-delivered/
  22. https://www.transport.gov.scot/media/52609/recommendation-15-highland-main-line-rail-corridor-enhancements.docx
  23. https://www.legislation.gov.uk/changes/chron-tables/local/50
  24. https://www.legislation.gov.uk/changes/chron-tables/local/53
  25. https://davaway.org.uk/railway-history/
  26. https://www.railfreight.com/intermodal/2017/04/12/whisky-by-rail-a-scottish-history-lesson/
  27. https://www.railscot.co.uk/companies/I/Inverness_and_Perth_Junction_Railway/
  28. https://www.railscot.co.uk/companies/I/Inverness_and_Aviemore_Direct_Railway_Highland_Railway/
  29. https://www.rmweb.co.uk/forums/topic/80913-highland-mainline-single-track-sections-operation/
  30. https://www.railwaymagazine.co.uk/13665/whiskt-nine-six-lners-highland-lifeline/
  31. https://www.networkrailmediacentre.co.uk/news/highland-main-line-upgrade-work-complete
  32. https://www.transport.gov.scot/projects/highland-main-line/project-details/
  33. https://www.fofnl.org.uk/newsletters/12May/12may09.php
  34. https://www.railwaygazette.com/uk/scotland-setting-priorities-for-a-new-era/61739.article
  35. https://www.networkrail.co.uk/wp-content/uploads/2021/05/Route-Specification-Scotland-2021.pdf
  36. https://rogerfarnworth.com/tag/highland-railway/
  37. https://www.railengineer.co.uk/azumas-highest-challenge/
  38. https://timeline.hie.co.uk/media/nqhlelzh/transport-room-for-growth-report.pdf
  39. https://www.networkrailmediacentre.co.uk/resources/garry-viaduct-highland-main-line-january-2025
  40. https://www.dailyrecord.co.uk/news/local-news/garry-viaducts-43-million-repairs-34347706
  41. https://www.keymodelworld.com/article/stanley-junction-n-gauge-model-railway
  42. https://www.networkrailmediacentre.co.uk/news/project-protects-highland-railway-from-impacts-of-unpredictable-weather
  43. https://www.scotsman.com/news/opinion/columnists/highland-main-line-investment-not-enough-david-spaven-1419658
  44. https://www.railwaywondersoftheworld.com/railways-scotland.html
  45. https://dickthesignals.co.uk/onewebmedia/1A%2520%2520Scottish%2520Region%2520intro%2520to%2520Single%2520Line%2520Token%2520&%2520Tokenless%2520block%2520systems.pdf%2520compressed.pdf
  46. https://www.trainpictures.com.au/highland-main-line
  47. https://www.scotsman.com/news/transport/inside-scotlands-main-line-railway-signal-boxes-still-using-victorian-era-technology-4618290
  48. https://www.railengineer.co.uk/train-protection-and-driver-aids/
  49. https://www.strathspey-herald.co.uk/news/weather-warning-issued-over-tomorrows-train-travel-289213/
  50. https://www.sabre-roads.org.uk/wiki/List_of_Level_Crossings_in_Scotland
  51. https://www.gov.uk/raib-reports/derailment-of-a-freight-train-at-carrbridge-badenoch-and-strathspey
  52. https://www.networkrail.co.uk/wp-content/uploads/2016/11/Scotland-Route-WRCCA-Plan.pdf
  53. https://www.scotrail.co.uk/train-times/perth-to-inverness
  54. https://www.scotrail.co.uk/media/65167/download?inline
  55. https://assets.ctfassets.net/mxack5k9p2sw/5l3Z5R7UH2SXUUBB8vj6NL/febf2c5a5de5fc3edd9dc4eec99afb4c/m_lner_may-dec_2025_timetable_guide_web.pdf
  56. https://www.sleeper.scot/media/3exel1sz/caledonian-sleeper-timetables-may-december-2025.pdf
  57. https://www.scotrail.co.uk/train-times/inverness-to-perth
  58. https://www.nationalrail.co.uk/tickets-railcards-and-offers/ticket-types/advance-tickets/
  59. https://www.nationalrail.co.uk/railcards/
  60. https://www.transport.gov.scot/public-transport/rail/access-for-disabled-people/
  61. https://www.scotrail.co.uk/plan-your-journey/stations-and-facilities/pth
  62. https://dataportal.orr.gov.uk/media/lvscie3h/station-usage-2023-24-statistical-release.pdf
  63. https://www.scotrail.co.uk/plan-your-journey/stations-and-facilities/dkd
  64. https://www.highlandmainlinecrp.co.uk/stations/dunkeld/
  65. https://www.highlandmainlinecrp.co.uk/stations/pitlochry/
  66. https://www.scotrail.co.uk/plan-your-journey/stations-and-facilities/pit
  67. https://www.highlandmainlinecrp.co.uk/stations/blair-atholl/
  68. https://www.highlandmainlinecrp.co.uk/stations/dalwhinnie/
  69. https://www.highlandmainlinecrp.co.uk/stations/newtonmore/
  70. https://www.highlandmainlinecrp.co.uk/stations/kingussie/
  71. https://www.highlandmainlinecrp.co.uk/stations/aviemore/
  72. https://www.scotrail.co.uk/plan-your-journey/stations-and-facilities/avm
  73. https://www.highlandmainlinecrp.co.uk/stations/carrbridge/
  74. https://www.scotrail.co.uk/plan-your-journey/stations-and-facilities/inv
  75. https://www.invernesspalacehotel.co.uk/blog/your-essential-guide-to-inverness-train-station-what-every-visitor-should-know/
  76. https://www.scotrail.co.uk/tickets/first-class
  77. https://www.scotrail.co.uk/about-scotrail/news/final-upgraded-inter7city-high-speed-train-completes-scotrail%25E2%2580%2599s-fleet
  78. https://www.modernrailways.com/article/highlands-bounce-back
  79. https://www.lner.co.uk/news/highland-chieftain-welcomes-azuma-to-the-clan/
  80. https://www.sleeper.scot/about/our-trains/
  81. https://www.railmagazine.com/news/fleet/2016/07/05/rebuilt-73/9s-take-over-all-caledonian-sleeper-work
  82. https://www.scotrail.co.uk/about-scotrail/news/all-scotrail-trains-scotland%25E2%2580%2599s-railway-now-fully-accessible
  83. https://www.modernrailways.com/article/scotrail-plans-hst-replacement
  84. https://www.keymodelworld.com/article/reality-check-highland-railway-jones-goods-4-6-0
  85. https://rapidotrains.co.uk/highland-railway-jones-goods-4-6-0/
  86. https://www.fofnl.org.uk/newsletters/12May/12may07.php
  87. https://www.keymodelworld.com/article/realirty-check-brcw-class-26-bo-bo-diesels
  88. https://www.steamrailway.co.uk/blog/features/the-stars-of-1975/
  89. https://www.keymodelworld.com/article/br-scottish-region-1980s-short-train-formations
  90. https://dataportal.orr.gov.uk/statistics/usage/estimates-of-station-usage
  91. https://www.highlandmainlinecrp.co.uk/email/winter2021.html
  92. https://www.transport.gov.scot/media/bclmlyhk/chapter-7-rail-transport-scottish-transport-statistics-2024.pdf
  93. https://cairngorms.co.uk/news/park-authoritys-tourism-economic-impact-report-reflects-emergence-of-off-peak-growth
  94. https://www.highland.gov.uk/download/downloads/id/29523/sustainable_tourism_strategy_2024_to_2030.pdf
  95. https://www.parliament.scot/chamber-and-committees/official-report/search-what-was-said-in-parliament/meeting-of-parliament-02-10-2025?meeting=16611&iob=141847
  96. https://www.highlandmainlinecrp.co.uk/pdfs/CRN-Community-Rail-in-Scotland.pdf
  97. https://www.tandfonline.com/doi/full/10.1080/21568316.2024.2398465
  98. https://www.rsgs.org/blog/rail-freight
  99. https://www.transport.gov.scot/media/52519/recommendation-15-highland-main-line-rail-corridor-enhancements.pdf
  100. https://www.railfreight.com/railfreight/2025/09/05/dualling-the-a9-or-highland-mainline/
  101. https://www.scotsman.com/news/scottish-highland-area-has-fewer-people-than-lapland-as-depopulation-crisis-deepens-5181392
  102. https://www.networkrail.co.uk/wp-content/uploads/2023/07/Scotland-CP7-Strategic-Business-Plan.pdf
  103. https://www.transport.gov.scot/media/49079/national-case-for-change-report-appendix-e-options-sifted-in-for-further-consideration-through-stpr2.pdf
  104. https://www.railforums.co.uk/threads/should-the-highland-mainline-be-electrified-redoubled.290203/
  105. https://www.networkrail.co.uk/wp-content/uploads/2024/03/Scotland-CP7-Delivery-Plan.pdf
  106. https://www.railmagazine.com/news/-it-would-be-a-game-changer-calls-for-highland-main-line-electrification-and-dualling
  107. https://www.modernrailways.com/article/scottish-decarbonisation-deadline-moves-back-decade
  108. https://www.transport.gov.scot/media/47906/rail-services-decarbonisation-action-plan.pdf
  109. https://www.scotrail.co.uk/about-scotrail/sustainability/net-zero
  110. https://www.transportxtra.com/publications/evolution/news/79187/msps-call-for-highland-main-line-enhancement-alongside-3-7bn-a9-programme
  111. https://www.thepwi.org/a-look-inside-the-decarbonisation-and-sustainability-strategy-for-scotlands-railway/
  112. https://www.gov.scot/publications/hydrogen-action-plan/
Add your contribution
Related Hubs
User Avatar
No comments yet.