This is a major station in the north west of England. ...

This was the Caledonian Railway's first permanent locomotive shed in Carlisle. It was to the north of the station alongside the town's West Wall almost directly below the Deanery of Carlisle Cathedral.
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This goods yard was just north of Carlisle Citadel. It was on the west side of the passenger line and the east side of the Carlisle Goods Loop (Carlisle Goods Traffic Committee) from which it diverged at Caldew Junction, access being from the north.
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This junction was north of Carlisle station. It was where, in 1877, a northern end of the Carlisle Goods Loop (Carlisle Goods Traffic Committee) met the Caledonian Railway. Today it is the southern extremity of the goods lines which pass through Kingmoor Marshalling Yard where these rejoin the main line.
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This junction was north of Carlisle. It was the eastern end of a connecting line, Port Carlisle Junction to Canal Junction Curve (Caledonian Railway) opened in 1860 to give the Waverley Route an approach to Carlisle station.
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This is a pair of double track viaducts. The original is to the east and later, carrying goods lines and dating from 1942, to the west. ...

This junction is north of the Eden Viaduct [Etterby]. It opened in 1874 when the main Caledonian Railway shed for Carlisle relocated further north.
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This double ended shed was located on the east side of the Caledonian Railway, approached from the south.
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This junction is the southern approach to Kingmoor Marshalling Yard and northern exit from Carlisle Kingmoor TMD. It is located north of Carlisle.
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This was a two platform station with the main station building on the southbound platform. There was a goods yard on the east side of the line, approached by a long siding from the southbound line. The box was on the west side opposite the goods yard and south of the northbound platform.
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This was a two platform station to the north of Floriston Level Crossing. The railway remains open and is the West Coast Main Line.
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This is a long, wide and low concrete viaduct carrying three tracks. The viaduct was replaced for the opening of the Kingmoor Marshalling Yard. It crosses the River Esk and the floodplains to both north and south. It is carried on a large number of piers.
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Also known as Longtown Emergency Connection. This was a connection south of Mossband Junction where the Longtown MOD sidings.
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This junction has had a series of openings (and closures) and has been largely associated with the munitions factories at Longtown, Gretna and Smalmstown, and the southern approach to the Waverley Route.
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This was a two platform station immediately south of the England/Scotland Border at Sark Viaduct. The main station building was on the northbound platform and there was a goods yard on the east side, approached by reversal.
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This two arch double track viaduct is just north of the former Gretna [CR] station and just south of Gretna Junction. It is on the Scotland/England border. ...

This junction is just to the north of the former Gretna [CR] station and Sark Viaduct. It is only just in Scotland, being just north of the Border. The junction is now single lead junction for the route to Dumfries and double for the line north to Lockerbie. The Dumfries route doubles after leading the junction.
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There are refuge loops at Quintinshill on both the north and south bound lines. The location is just north of Gretna Junction.
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This was a two platform station just to the south of Kirkpatrick. There was a goods yard at the east end.
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This signal box, on the south side of the line, controlled access to two quarry sidings.
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This is a double track eight arch viaduct with an overall length of 306 ft and a height of 38 ft. The viaduct crosses the Kirtle Water south east of the former Kirtlebridge station and junction.
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This was a small two platform station until the opening of the Solway Junction Railway in 1869. Reconstruction created a junction station. The station closed in 1960.
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This was a two platform station on an east-west alignment. The southbound (up) platform was to the north. The main station building was on the southbound platform. This was a crow-stepped gable building typical of the line.
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The site of these sidings, just east of Castlemilkgates, is now under the M74 bridge over the line. There was a box on the east side of the line and sidings on the west side, served from the north. The box closed in 1933.
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This is a two platform station. The main station building is on the northbound platform. This building, by William Tite, is in Tudor style, with crow-stepped gables and remains standing. The central part is two storey and attic and side wings single storey. The platforms were canopied. A modern, somewhat grim, canopy runs for part of the length of the main building.
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This was a two platform station to the north of a level crossing. There was a goods yard on the west side, north of the crossing, approached from the north.
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This was a two platform station to the south of a level crossing. There was a goods yard on the west side of the line to the north of the crossing, reached by reversal from the northbound line.
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This was a two platform station. The main station building was on the southbound platform.
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Beattock is a village but it had a fine station with superior buildings. This was a three platform station on the Glasgow-Carlisle main line. There were two main line platforms and a bay at the north end, on the east side, for the Moffat Railway. Going north from Beattock is the climb to Beattock Summit.
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Beattock Shed was located by Beattock station, just to the north on the west side. It was a double ended two road shed approached from the north and south.
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This was a railway staff and families halt north of Beattock. There was a signal box here, initially called 'Longbedholm', on the west side of the line alongside a trailing crossover.
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This signal box was on the west side of the line. There were railway cottages on the east side, south of the box. There was a loop here.
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This summit has up and down loops and engineers sidings. The Caledonian Railway considered the height to be 1015 ft, since revised to 1016 ft.
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This was a two platform station on the Caledonian Railway main line with interchange for the Leadhills and Wanlockhead Branch (Caledonian Railway).
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This is a double track viaduct over the Elvan Water just west of the site of the former Elvanfoot station. ...

This was a two platform station. The main station building was on the northbound platform with a waiting room on the southbound. There was a footbridge at the north west end of the station, part of a footpath from Crawford which continued over a footbridge over the River Clyde and on to Midlock, to the north. There was no goods yard, but the station had a small timber signal box at the south end ...

This viaduct is between the former stations at Abington and Crawford, about half a mile north west of Crawford station. The railway crosses the River Clyde by means of this double track three span viaduct.
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This was a two platform station. The main station building was on the northbound (town side) building with a waiting room on the southbound platform.
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This signal box, on the east side of the railway, was named for the nearby farm just to the east. The River Clyde is just to the west.
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This was a two platform station. It was not convenient for the village of Lamington and Lamington House being a mile away by road and across the River Clyde.
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This was a two platform station opened in 1848. The station was immediately north of the bridge over the A72.
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This was a three platform junction station opened in 1863 with the planned extension of the Symington, Biggar and Broughton Railway to Peebles [CR] in 1864. It replaced Symington [1st] around 1000 ft to the south. Between the two stations was the goods yard on the east side of the line.
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A two platform station. When first opened a road crossed the station by level crossing (by Station Road). North of this was the goods yard, on the east side, with the passenger station to the south.
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This was the south end of a curve allowing trains to run from Carlisle to Edinburgh. The north end was at Lampits Junction. The curve opened with the Caledonian Railway line and was east of Carstairs Junction.
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This was the south end of a curve allowing trains to run from Carlisle to Edinburgh. The north end was at Lampits Junction. The curve opened with the Caledonian Railway line and was east of Carstairs Junction.
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This junction is where the West Coast Main Line from the south divides, the western line running to Glasgow Central (and the north) and eastern to Edinburgh Waverley. Carstairs station is just to the north on the Glasgow fork.
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This is an island platform station on the western junction of the triangular junction at Carstairs. There is a modern station building on the platform which is approached by a footbridge over the Glasgow bound lines.
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This signal box was west of Carstairs station, controlling sidings on either side of the line west to Glasgow. The box was on the north side of the line with a tramway to a sand pit running behind it to the north.
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This signal box was west of Carstairs station close to the later site of Ravenstruther Coal Terminal (just to its east). Sidings on the north side of the line were served from the east.
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This junction was the eastern apex of a triangular junction. Also known as Silvermuir East Junction or Silvermuir Junction East. The other junctions were Cleghorn Junction, to the west, and Silvermuir South Junction, to the south.
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This is the junction for Lanark used by trains from Glasgow to join the single track branch from the double track West Coast Main Line. Unfortunately the east to south curve closed and the former service from Edinburgh would now be very awkward to operate.
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This was a two platform station nearly two and a half miles north of Lanark.
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A siding on the south side of the line, approached from tthe west, served the brick works. The works underwent a major expansion in 1897. Several looped sidings were installed on the south side of the line. A siding from the east end of the loops was a reversing spur for a line to the south side of the works.
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Craigenhill box was by the summit. From here a mineral line ran north from a reversing spur off the southbound line to reach Craigenhill Lime Works (from which the line continued to a quarry to the east, one of several in the area).
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This signal box controlled the junction south of Braidwood for a mineral line network (Mauldslee Branch (Caledonian Railway)) serving iron ore quarries to the south of the village of Carluke, now a town.
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This was a two platform station with a goods yard on the west side, served from the north. Nellfield Saw Mills were served by the goods sidings. Further sidings were on the east side. To the north, on the east side, was a siding to the Meadow Brick Works. The signal box was on the east side, north of the platforms.
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This is a two platform station station with two excellent survivors; a fine goods shed (no longer in railway use) and a distinctive station building. It is in the west of Carluke.
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This signal box (1874) served a branch which ran north east to the Castlehill Iron Works (closed 1884) and Castlehill No 6 Colliery. A short siding ran south west to Whiteshaw Foundry and a saw mill was also served. The box closed in 1967.
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This was a four platform station which opened with the Wishaw Deviation (Caledonian Railway) of 1880 which met the Caledonian Railway of 1848 here. The station had a more or less east-west alignment.
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This junction was the location where the Wishaw and Coltness Railway (this portion opened around 1842) was met by the Caledonian Railway in 1848. The Caledonian used the W&C as part of its approach to Glasgow and to the north.
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This was the south end of a curve allowing trains to run from Carlisle to Edinburgh. The north end was at Lampits Junction. The curve opened with the Caledonian Railway line and was east of Carstairs Junction.
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The 1867 Dolphinton [CR] line started from a junction which allowed trains from Carstairs station to join the branch. A box opened with the junction. The Dolphinton branch severed the south to east 1848 curve (out of use from around 1860) and a replacement curve was built from Strawfrank Junction to Dolphinton Junction in 1872.
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This was the north end of a curve allowing trains to run from Carlisle to Edinburgh. The south end was at Float Junction. The curve opened with the Caledonian Railway line and was east of Carstairs Junction.
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This was a two platform station about a mile from Carnwath, to the east, by road.
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Auchengray was a three platform station to the north of a level crossing. There were two platforms on the main line and a bay (added around the time the Wilsontown branch opened, 1860 with a west to south curve creating a triangle in 1866) at the north end of the northbound platform. A small goods yard was at the north end, west side of the line. The signal box was on the south side of the ...

This was the southern junction of a triangular junction. The other junctions were Wilsontown West Junction and Wilsontown North Junction.
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This was the northern junction of a triangular junction. The other junctions were Wilsontown West Junction and Wilsontown South Junction.
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Cobbinshaw [1st] station closed in 1875 and was replaced with this station. The second station was further south. This was a two platform station with the main building on the southbound platform. The platforms were in timber with timber station buildings.
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This station was opened on the west bank of the Cobbinshaw Reservoir (a feeder for the Union Canal).
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This was the junction for the Tarbrax Oil works. The line had a facing connection from the southbound line of the Caledonian Railway south of Cobbinshaw Reservoir.
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This two platform station was in a rural location not far from Harburn House and estate, to the south.
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This is a six arch double track viaduct over the Linhouse Water. The engneers were John Errington and Joseph Locke.
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This is the junction between the Caledonian Railway's Carlisle to Edinburgh Princes Street main line of 1848 and its Edinburgh and Glasgow railway, via Shotts, of 1869.
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This is a two platform station to the immediate east of a level crossing. The main station building is on the eastbound platform. There is a small car park.
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This was the junction for the 1866 Camps Branch (Caledonian Railway) which served Raw Camps Mine, Camps Goods and Raw Camps Quarry.
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This was a two platform halt west of Ravelrig Junction at Dalmahoy, the west end of the Balerno Branch (Caledonian Railway). (The branch was a loop).
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This junction was formed in 1874 between the west end of the Balerno Branch (Caledonian Railway) and the 1848 Caledonian Railway.
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This was a two platform station on the Caledonian Railway main line. Currie was better served by the Balerno Branch (Caledonian Railway) station Currie [2nd] which opened to the south.
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This is a modern two platform station.
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This is a two platform station. There is no car park. A station house remains next to the west end of the station and level crossing, in use as a house. The line runs parallel to the Union Canal here (it is just to the north) and the railway passes over the canal just to the east.
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This junction was at the east end of the Balerno Branch and connected the 1874 single track branch to the 1848 main line railway.
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This is a 14 arch double track viaduct parallel to the Slateford Aqueduct.
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This two platform station was west of the present Slateford station. It was just east of the Slateford Viaduct.
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This is a two platform station in the south west of Edinburgh.
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This is the west end of a curve opened from Craiglockhart Junction in 1961 in connection with the development of Millerhill Marshalling Yard.
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This was a double track junction east of Slateford station (and the present Slateford Junction). It was the connection between the 1848 Caledonian Railway and the abortive Edinburgh Station and Branches (Caledonian Railway) of 1859 which was intended to allow the Caledonian access to Haymarket to Edinburgh Waverley.
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This temporary station served the International Exhibition of Electricity, Engineering, General Inventions and Industries. This was laid out on the land later occupied by Slateford Yard, the Meggetland sports grounds lying south of the line at Slateford and west of Craiglockhart and housing at Meggetland, Ashley Drive and Ashley Gardens. The exhibition was also served by [[Exhibition ...

This junction was at the east end of a loop which started at Slateford Junction [1st]. The loop was on the south side of the line and was for Exhibition [CR] station. This was the genesis of Slateford Yard.
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This was a two platform station in the south western suburb of Edinburgh on the approach to Edinburgh Princes Street station.
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This box was opposite the Dalry Manure Depot siding. The siding was on the south/east side of the line just south of Dalry Shed and box a little to the south on the opposite side by Henderson Terrace.
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This junction opened was between lines westwards to Stirling, Granton, North Leith and Barnton, and Glasgow Central, Carstairs and Carlisle. To the east lines to Morrison Street Goods, Edinburgh Princes Street and Lothian Road Goods divided.
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This was a terminus in Edinburgh. This was the Caledonian Railway's original terminus before being replaced with Edinburgh Princes Street which was just to the north.
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This was a major terminus in Edinburgh originally opened in 1870 and entirely rebuilt in 1893-94. After the reconstruction the main station building was a single storey (but very high). In its final form, it had seven platforms, a 850 foot glass bayed roof and the "Caledonian Hotel", built 1899-1903. There was much in common with the architectural style of Glasgow Central station. On the ...

The 1826 Monkland and Kirkintilloch Railway was met here by the 1848 Caledonian Railway. The Caledonian used the M&K route to reach Garnqueen East Junction to the south, so a short portion of the main line was one of the earliest railways belonged to the North British. There were restrictions on the NB for their use of this section of their line to avoid the blocking of expresses by ...

This is a double track junction where the former Caledonian Railway lines from Glasgow and the south meet and continue north to Stirling and beyond.
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This level crossing is north east of Garnqueen North Junction and to the immediate north west of the village of Greenfoot. There was a signal box by the crossing and formerly quarry sidings.
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This signal box, north of Greenfoot Level Crossing, controlled access to the Gain Quarry. The box was located on the west side of the line opposite the trailing connection for the quarry siding. A railway cottage was directly to the west of the box. Tramways ran from the siding into the quarry itself.
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This is a two platform station. It was opened to serve the southern part of Cumbernauld as the 'new town' extended south. ...

This is a two platform station with the main station building on the northbound platform. The original shelter on this platform was similar to that at Killin [2nd] reflecting the size of Cumbernauld before it became a 'New Town'. There was a small goods yard at the north end of the eastbound platform and, north of this, a loop off the line.
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This signal box was on the west side of the line. It was replaced in 1908. Following this there was a trailing siding on the southbound line and a trailing crossover just to its north. The box closed in 1931. ...

This curve, an Edinburgh and Glasgow Railway promotion, never opened. Intended to give the E&G access to Buchanan Street via the Caledonian Railway. ...

This was the works of John G Stein and Co. Ltd. It was served by a siding from the Caledonian Railway which was on the south side of the line. The location was just north of where the Caledonian Railway passed under the Edinburgh and Glasgow Railway on the approach to Greenhill Lower from the south.
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This signal box was west of Greenhill Lower Junction and Bonnybridge Junction on the Caledonian Railway.
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This was a double track junction immediately west of Greenhill Lower Junction. The 1886 Bonnybridge Canal Branch (Caledonian Railway) met the 1848 Greenhill branch of the Caledonian Railway. Going east the Bonnybridge line passed through the northern two platforms of Greenhill Lower station.
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This was originally a two platform station. the platforms were on the Caledonian Railway's Greenhill Branch line from Garnqueen South Junction to Greenhill Lower Junction.
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Here the Caledonian Railway's Greenhill Branch line from Garnqueen South Junction to Greenhill Lower Junction met the Scottish Central Railway from Greenhill Upper Junction to Perth. Both lines remain open today.
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This junction was formed in 1848 when a short connecting line of the Caledonian Railway was put in between the 1843 Coatbridge Central branch of the Garnkirk and Glasgow Railway at Gartsherrie South Junction and Gartsherrie NB Junction (to the north) on the 1826 Monkland and Kirkintilloch Railway.
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This former junction was formed between the 1826 Monkland and Kirktintilloch Railway and a short connection made by the 1848 Caledonian Railway which ran south crossing the 1831 Garnkirk and Glasgow Railway on the level en route and meeting its 1843 branch to Coatbridge Central at Garnqueen South Junction.
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This is an island platform station on the western junction of the triangular junction at Carstairs. There is a modern station building on the platform which is approached by a footbridge over the Glasgow bound lines.
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This shed was located to the north of the West-East chord of the Carstairs triangular junction. It was immediately north and east of Carstairs station. Approach was from west and east.
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The 1867 Dolphinton [CR] line started from a junction which allowed trains from Carstairs station to join the branch. A box opened with the junction. The Dolphinton branch severed the south to east 1848 curve (out of use from around 1860) and a replacement curve was built from Strawfrank Junction to Dolphinton Junction in 1872.
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