This pier was alongside, and to the south of, Burntisland [1st] station. It no longer exists but its former site can be estimated by looking south south east from Forth Place, the square in front of Burntisland station. From this pier the steamers to Granton Pier ran south, linking the Edinburgh and Northern Railway to the Edinburgh, Perth and Dundee Railway.
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This was the southern terminus of the Edinburgh and Northern Railway. A Thomas Bouch designed train ferry operated from here to Granton. It was replaced by the present Burntisland station, a through station on the approach to the Forth Bridge, just to the north. The station building is a scheduled Ancient Monument.
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This junction was east of the 1847 Burntisland [1st] terminus and its 1890 replacement Burntisland.
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The works of the Edinburgh and Northern Railway were at Burntisland, a little east of Burntisland [1st], beyond the Lammerlaws bridge, and south of the line. The works were approached from the west. The site was dominated by the large sixteen road roundhouse, its entry arch being the shed^s water tank. The roundhouse was topped with a large cone shaped roof.
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This junction was east of Burntisland and Burntisland Junction. It opened in 1901 along with the associated Lammerlaws Yard and Burntisland East Dock.
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This tunnel is south west of Kinghorn station and 265 yards long. (Or 242 yards, sources vary.)
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This is a two platform station. The main station building is on the northbound platform. The station is in Kinghorn, just above Kinghorn Beach.
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This is a double track four arch masonry viaduct north of Kinghorn station. The viaduct is 159 ft long overall and 42 ft high.
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This signal box opened with the junction for the new Seafield Colliery in 1963. The box was on the east side of the line. The colliery was also on the east side of the line and approached from the south.
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This was the junction between the 1847 Edinburgh and Northern Railway and the Kirkcaldy District Railway (North British Railway) opened in 1896. Both lines were double track although the newer line became single track as it struck off west of the junction. Approach was from the south.
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This double track eight arch (one ^blind^) viaduct is south of Kirkcaldy station. It is north of the former Invertiel Junction. It is 429 ft long overall and 80 ft high.
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This is a two platform station equipped with large carparks. The main station building is on the southbound platform. The station is on the west side of the town.
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This junction was located at Rosebery Terrace with the main line of the Edinburgh and Northern Railway and the Kirkcaldy Harbour branch running parallel as far as Dunniker Road, the harbour line serving several works and making a second connection, before curving off to the south east down a steeply graded branch to the harbour.
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This was a three platform station to the west of St Clair Street. There were two main line platforms and a bay for trains to the west, on the south side.
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This station replaced Sinclairtown [1st] station, just to the west, in 1909.
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This station was to the north of Windmill Road. It was a two platform station.
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This was the junction for the Dysart Colliery Randolph Pit. The pit was sunk in the 1850s. The mineral line ran south east from a loop on the east side of the railway. A signal box was on the west side of the line.
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This junction was created in 1878 when the North British Railway opened a curve between Thornton West Junction [1st] on the Dunfermline Branch (Edinburgh and Northern Railway) and the main line of the Edinburgh and Northern Railway.
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This station was rebuilt several times due to subsidence.
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This is a four way junction. To the north the main line runs north to Ladybank and the mothballed branch to Cameron Bridge, (and formerly Leven [2nd] and the Fife Coast railway to St Andrews [2nd]), runs off to the north east. To the south the Dunfermline Branch heads west from the main line which runs south to Burntisland, (the Forth Bridge and [[Edinburgh ...

This signal box was on the northern approaches to Thornton North Junction.
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This double track ten arch viaduct is south of Markinch station. It is 528 ft long overall and 78 ft high.
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This is a two platform station with a car park on the west side. The original station building, by architect David Bell, sill stands, a three storey building with the top two floors at road level and ground floor at platform level. There were timber waiting rooms at platform level. A large retaining wall runs down the east side of the station.
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This coal depot siding was north of Markinch station, located on the west side and approached from the south.
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Lochmuir Summit was to the west of Lochmuir Wood. A signal box opened here in 1901 with a siding on the west side, approached from the south. The signal box was at the south end of the siding.
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This was a two platform station. The main building building, on the northbound platform, survived into the 1980s.
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This was a two platform station with the northern part of the platforms partly over Station Road.
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This junction was south of Ladybank station on the west side of the line. Via a headshunt, approached from the north, the Fife and Kinross Railway could be reached and its bay platform on the west side of the station. Between the junction and the bay platform was a loop to allow the branch trains to run round. Malt Barns Siding was on the branch, approached by a headshunt. There were ...

This is a two platform station with the main original station building on the northbound platform, architect probably David Bell. The building is a complicated structure with different numbers of storeys.
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This is a two platform station. The building design is the smaller style of station on the former Edinburgh and Northern Railway by David Bell. The building is on the southbound platform.
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This is a two platform station dating from 1847. The architect of the main station building on the northbound platform is thought to be David Bell. The central portion is two storey with a double arched entry. To the sides are single storey wings which link to two storey blocks on either side. A flat roofed canopy runs the full length on the platform side. The building on the southbound ...

This signal box controlled access to the considerable sugar beet factory east of Cupar (and west of Dairsie).
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This two platform station was some way to the south of Dairsie (also known as Osnaburgh) with the platforms partly crossing over the minor road between Dairsie and Kemback. A loading bank, served by a goods loop, was to the north of the station on the west side. The signal box was at the north end of the southbound platform.
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This junction was just south of Leuchars and faced that station. Originally the junction station was Leuchars [1st], somewhat further north. ...

This is an island platform station which today is the closest to St Andrews. There is a car park on the east side of the station.
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This was a four platform station. A bay existed on either side for the [St Andrews Railway] branch. To the south of the station was a small yard on the west side of the line. The main station building was on the southbound platform.
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This siding was located between Leuchars (Old) and Tayport. The siding was located on the double track line between those two stations. Access to the siding was by reversal from the southbound line.
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Terminus

This is a two platform station with the main original station building on the northbound platform, architect probably David Bell. The building is a complicated structure with different numbers of storeys.
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Aligned with the Perth route were two buildings, Ladybank Works and locomotive shed, both on the east side of the line. The works building still stands and is an excellent early survivor.
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Aligned with the Perth route were two buildings, a works building and locomotive shed, both on the east side of the line. The works building still stands and is an excellent early survivor.
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This was a two platform station with a bay (the goods siding) on the northbound platform at the north end. Opposite this was a signal box. The north end was built over a road bridge. The box was to close in 1934 when the line was singled.
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This was a temporary terminus of the line from Ladybank before it was extended west ultimately to Hilton Junction.
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The Edinburgh and Northern Railway, a double track line, was met by the single track Newburgh and North Fife Railway. The St Fort line doubled before joining and had a looped refuge siding.
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This was a short lived terminus before the line from Ladybank was extended west to Abernethy Road.
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This junction was located at Rosebery Terrace with the main line of the Edinburgh and Northern Railway and the Kirkcaldy Harbour branch running parallel as far as Dunniker Road, the harbour line serving several works and making a second connection, before curving off to the south east down a steeply graded branch to the harbour.
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This junction was east of the 1847 Burntisland [1st] terminus and its 1890 replacement Burntisland.
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This dock is in Burntisland Harbour. There is a dock gate. Burntisland Shipyard, to the west, remains open.
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This junction was east of Burntisland and Burntisland Junction. It opened in 1901 along with the associated Lammerlaws Yard and Burntisland East Dock.
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This yard was approached from the east at Burntisland East Junction and was divided into a portion for the north side of Burntisland East Dock and south side portion.
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This is the larger dock at the harbour of Burntisland. There is a dock gate at the west end. This dock was formerly associate with the shipping of coal from the extensive Fife coal field^s mines.
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This pier opened in 1901 to replace the Burntisland Albert Pier which was removed during the construction of the Burntisland East Dock.
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