Although the site of Guthrie station, just to the west of the junction, has been largely landscaped (except for some buildings), the junction remains recognisable.
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This was where the routes from Forfar [2nd] and Arbroath merged to run north to Aberdeen. The line from Forfar was the principal route, the Strathmore line.
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This station was immediately north of Glasterlaw Junction on the main line north from Perth via Forfar [2nd] to Aberdeen, the Strathmore line.
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This station is closed and the main building is now a private house. The stone road under-bridge to the east of the site has been removed (it was Tudor styled).
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This is a station on the Caledonian Railway (Preserved line) which runs from Bridge of Dun to Brechin. The station was formerly on the Strathmore main line between Perth and Aberdeen via Forfar.
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This station was the junction between the main line of the Aberdeen Railway and its branch to Montrose [CR].
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This is the famous location where the East Coast Main Line and West Coast Main Line routes met until the late 1960s.
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This was a two platform station. Nothing remains of the station except the signal box, a disused loading bank and a siding (at the north end east side of the line accessed from the south). The siding formerly served a goods shed.
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This is a 13 span double track viaduct 315 yds long overall crossing the River North Esk, 58 ft over the river.
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This was a two platform station. It was not convenient for the village of Marykirk, being some distance to the north.
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This is a two platform station. The original station building remains on the down (northbound) platform. There was a larger building on the southbound platform, also with canopy, but this has not survived.
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This was a two platform station. The main station building was on the southbound platform. This, and the goods shed, were built in stone. Neither has survived. A building by the former northbound platform still exists, in use as a house, another station building.
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This is a double track viaduct south of Drumlithie (and north of Fordoun which is further south).
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This was a two platform station with the main building on the southbound platform.
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This was a two platform station with minimal passenger facilities. It was largely a small goods station.
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This signal box was between Stonehaven and Carmont. The box was on the north side of the line. The box was quite some way west of Dunnottar at Auquhirie, about three miles west of Dunnottar House by road.
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This is a ten section double track girder viaduct. It crossed the Carron Water and now crosses the A92. It is west of Stonehaven station. ...

This is a two platform station. When built, this station was quite far outside Stonehaven but the town has expanded to include it. The station is on high ground above the harbour.
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This was a 14 span double track viaduct and is now a 10 span viaduct. It crosses Glen Ury and the Cowrie Water.
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This four span double track viaduct is north of Glenury Viaduct and Stonehaven and south of Limpet Mill and Muchalls.
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This was a short lived station, a temporary terminus from November 1849 to February 1850. It was a short lived station while the culvert at Limpet Cornmill and the rest of the line north to Portlethen was built. ...

This is a four span double track viaduct south of the former Muchalls station. ...

This was a two platform station. The main station building was on the northbound platform.
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This is a four span double track viaduct north of the former Muchalls station.
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This was a two platform station. A signal box on the west side of the line remained until April 2019. The site is now controlled from Aberdeen.
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This is a five span double track viaduct. It is not far north of the former Newtonhill station.
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This is a two platform station. The station is a modern re-opening on the site of the original station, slightly to its south.
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This works was south of Cove Bay station and was rail served. ...

This was a two platform station. The main station building was on the southbound platform, the village side of the station. The buildings were replaced with new larger buildings on both platforms. These were of Caledonian Railway turn of the century design.
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This is an important freight yard south of Aberdeen.
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This is a double track arched and girder viaduct. The overall length is 283 yards and it is 50 ft high. The central portion consists of six girder sections over the River Dee and roadways, and with five arches at the north end. It is also known as the Ferryhill Viaduct.
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This was the junction between the Deeside Railway and the Aberdeen Railway. The junction was just north of Ferryhill Shed [1st] and the Dee Viaduct and south of Ferryhill (Aberdeen) (which survived until 1854 to be replaced by Aberdeen Guild Street), later replaced by Aberdeen Joint. The junction gave access to the branch from Aberdeen Joint.
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The original Ferryhill Shed was in the 'V' of the junction between the Aberdeen Railway and the Deeside Railway with approach from the north.
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This was a short lived terminus in Aberdeen, south of the later Aberdeen Guild Street, which replaced it in 1854, and north of Ferryhill Junction. Nothing remains of this former terminus.
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This junction was south of Aberdeen Guild Street. From this junction the Denburn Valley Line ran through Aberdeen Joint (today's Aberdeen station) leaving the original Aberdeen Guild Street terminus on a short branch.
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This was the terminus of the Aberdeen Railway. A short lived terminus Aberdeen Ferryhill existed near Ferryhill Junction to the south before the last portion of the line opened.
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This junction had a very chequered history - opening and re-closing several times.
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This fine eight arch double track viaduct crossed the Lunan Water and Vinney Water. It was on the Friockheim Junction to Glasterlaw Junction ('Friockheim Fork') curve which opened and closed on a number of occasions.
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This was where the routes from Forfar [2nd] and Arbroath merged to run north to Aberdeen. The line from Forfar was the principal route, the Strathmore line.
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This is a station on the Caledonian Railway (Preserved line) which runs from Bridge of Dun to Brechin. The station was formerly on the Strathmore main line between Perth and Aberdeen via Forfar.
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This junction was controlled by a ground frame. The east fork of the Forfar and Brechin Railway met the former Aberdeen Railway branch to Brechin at a junction which allowed running from the Forfar line to Bridge of Dun bypassing Brechin.
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The shed at Brechin was replaced at the same time as the Forfar and Brechin Railway opened (1895) and in readiness for the opening of Brechin and Edzell District Railway (1896).
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A small goods yard was opened with the passenger station, just to its south. A new goods yard opened further east during the station expansion.
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This is an artificial name for this location.
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The original engine shed was located at the east end of the station, north of the line close to a road overbridge.
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Terminus

This station was the junction between the main line of the Aberdeen Railway and its branch to Montrose [CR].
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This was the junction between the branch from Dubton to Montrose [CR] of the Aberdeen Railway and the later Montrose and Bervie Railway.
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This set of sidings was to the north of Montrose [CR] station. It was approached from the north east, Dubton direction. ...

This shed was immediately south of Montrose [CR] passenger station. ...

This station was a terminus. It was the terminus of the 1848 Aberdeen Railway branch from Dubton and was approached from the north east, the line going from Montrose turning first north and then north west to reach Dubton. (The main line of the Aberdeen Railway was extended north to Portlethen in 1849.)
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This quay was the end of the sidings into Montrose Harbour from Montrose [CR] station. It was later to also be served by lines from the North British Railway Montrose station, the present station.
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