This is the main station in Edinburgh and acts as both a terminus and through station. The larger part of the station is covered by a large glazed roof by Blyth and Cunningham and is an island platform with bays at either end. There is a smaller island platform outwith the main roof on the south side.
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This pair of double track tunnels are to the east of Edinburgh Waverley and a little west of Abbeyhill Junction. Since electrification the tunnels carry single lines as the overhead equipment needed extra clearance.
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This junction was formed between the 1868 Easter Road Deviation (North British Railway) and the 1846 North British Railway. It was east of Edinburgh Waverley and the Calton Tunnels.
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This station was west of the London Road overbridge and St Margarets Shed. The Duke's Walk and Queen's Drive ran west to Holyrood Palace. A loading bank and sidings were added to the north side. ...

This shed was located east of Edinburgh Waverley just west of Piershill Junction. It was on both side of the East Coast Main Line. There was a roundhouse and single ended shed to the north and another single ended shed to the south. Approach was from the west, with reversal to the roundhouse. There was a signal box, 'St Margarets', at the west end of the site which opened in 1868.
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This is the junction for the disused line to the Powderhall Destructor. Approach was from the east.
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This a an important depot servicing trains used on the East Coast Main Line.
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In 1858 a curve was opened from the 1846 North British Railway to the South Leith branch of the Edinburgh and Dalkeith Railway.
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This was the junction between the North British Railway main line and its short connecting curve which ran north to meet the Edinburgh and Dalkeith Railway's South Leith branch. The curve allowed trains from the east to join the branch and vice versa. It was opened to the west of Portobello [2nd] station.
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There have been three station at Portobello and presently (2018) none. The second station, opened by the North British Railway, was a two platform station with a building on each platform. To the immediate east was the original Portobello Junction (later relocated further east).
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This junction is open. The double track East Coast Main Line from Berwick-Upon-Tweed meets the single track line from Tweedbank and passenger trains run west to Edinburgh Waverley.
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This was a two platform station which replaced Joppa [1st]. But unlike that station, this one was on the East Coast Main Line rather than the Waverley Route.
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This junction was controlled by a tall signal box on the west side of the line and south of Newcraighall Road. The box was tall enough to see over the bridge. Both lines were double track.
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This junction opened in 1884. Also known as Newhailes East Junction. It was the southern end of a Edinburgh, Suburban and Southside Junction Railway curve connecting north west to the Fisherrow branch of the Edinburgh and Dalkeith Railway.
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This is a two platform station. The station is quite some way south of Musselburgh town centre and serves the newer housing and new Queen Margaret University campus.
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This junction has had several different layouts and refers to several slightly different locations. The original junction was for the Macmerry Branch (North British Railway) the present version is between the East Coast Main Line (former North British Railway) and line to Millerhill Marshalling Yard (British Railways).
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This was a two platform station with the platforms passing under Carberry Road. The main station building was on the eastbound platform with a waiting room on the westbound. The signal box was at the west end of the westbound platform (it closed in 1924).
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This was a short lived station. It was west of today's Wallyford station and north west of today's village.
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This is a minimal modern two platform station but with a large car park. The station is east of the original Wallyford [1st] station, which was very short lived.
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This junction was located to the west of Prestonpans station.
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This is a two platform station on the East Coast Main Line served by local trains. The main station building is on the eastbound platform. The goods yard and shed were on the north side at the east end, the site is now the car park. The signal box (1881) was on the south side of the line at the east end of the westbound platform.
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A siding was laid on the south side of the North British Railway immediately west of where the Tranent Waggonway crossed overhead. The siding was approached from the west. A short curved branch was laid from the Tranent Waggonway which turned through 90 degrees from going north to west and ran parallel to the railway siding. Wagons were tipped from above onto railway wagons. With the ...

This bridge was opened in 1846 to allow the North British Railway to pass under the much older Tranent Waggonway.
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This colliery was on the south side of the North British Railway east of Prestonpans and south of Seton House. Access was controlled by Riggonhead signal box which opened in 1906.
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This was a short lived station. It was located to the south of Seton House and Seton Chapel.
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This level crossing is west of Longniddry station. The box was on the south side of the line, west of the road. A former railway cottage is opposite on the east side of the road.
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This short siding was on the north side of the line, west of Longniddry station. It was accessed by reversal.
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This is a two platform station. The station had a third platform for the Haddington branch on the south side.
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This was an extremely short lived station, most likely located to the north of Ballencrieff House and farm.
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This is a two platform station served by local trains from Edinburgh Waverley to North Berwick. There is a small car park.
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This was a two platform station. The main station building was on the eastbound platform. There were waiting rooms on each platform.
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This level crossing is between East Fortune (to the west) and East Linton. The crossing was formerly controlled by a signal box which was to the south of the crossing and on the south/west side of the line. This closed in 1965. ...

This was a two platform station. A station building remains in use as a house, on the south side of the line. The station building is unusual, some parts predate the railway.
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This pair of sidings was on the north side of the line, approached from the east. Opposite, on the south side of the line, was Beltonford signal box. The box opened in 1895 and closed in 1966.
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This is currently a single platform station. The platform is on a loop line from the eastbound/southbound track. Network Rail is building a second platform on the main westbound/northbound track.
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These sidings, serving the Dunbar Cement Works, are east of Dunbar station. The site was originally also known as East Barnes. Oxwell Mains was a farm to west.
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This was a two platform station. The main building was on the westbound platform. The small goods yard was on the south side of the line, a loop serving a loading bank. Opposite this was a siding on the north side, approached from the east. There was a signal box at the west end of the eastbound platform.
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This is a double track viaduct by John Miller over the Dunglass Burn, located north west of Cockburnspath. It is a seven arch viaduct. The central arch is 130 ft long and 120 ft over the burn. The north three and south three side arches are 30 ft long.
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This was a two platform station about a third of a mile north of the village.
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Known to the Railway Clearing House as Pease Bridge, later known by British Railways as Pease Siding and the bridge information plaque refers to it as Pease Lye. There were a pair of sidings from the southbound line, on the east side of the railway, approached by reversal. A public siding for agricultural use. The parent station was at Cockburnspath, not far to the north west.
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This was a single tunnel, 244m long on the former North British Railway, now the East Coast Main Line.
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This was a two platform station immediately south of the small village of Grant's House.
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This is a double track concrete viaduct over the young River Eye. The original stone bridge washed out during severe flooding in 1948 leading to diversions of East Coast Main Line trains over the Berwick - Kelso - Galashiels [1st] - Portobello East Junction route.
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This was a three platform station and a junction. Goods and mineral trains from the south could enter the branch to Duns directly, passenger trains ran to a reversing spur south of the station before entering the branch. The awkward working was due to the station opening in 1846 and branch subsequently in 1849. The main station building, stone built and two storeys, was on the southbound ...

Two bridges at Peelwalls are listed C. Both are west of the former Ayton station.
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Ayton station was to the south east of Ayton village, about half a mile away.
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This station served Burnmouth, it was in the north of the village, and was the junction for Eyemouth.
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This is the East Coast main Line crossing of England/Scotland Border between Burnmouth and Berwick-Upon-Tweed.
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This signal box was north of Berwick-upon-Tweed and south east of Marshall Meadows House and south of the Marshall Meadows Deviation.
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This is an island platform station. It is located at the north end of the Royal Border Bridge on the north bank of the Tweed.
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This is a two platform station. The station had a third platform for the Haddington branch on the south side.
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This siding was not far from Longniddry on the Haddington branch. The siding was approached from the south and was on the east side of the line.
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This was a single platform terminus with the platform on the south side of a loop. The line approached from Longniddry to the west. Opposite the platform, to the north, was the goods yard with shed, covered and uncovered loading banks.
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This was the junction between the North British Railway main line and its short connecting curve which ran north to meet the Edinburgh and Dalkeith Railway's South Leith branch. The curve allowed trains from the east to join the branch and vice versa. It was opened to the west of Portobello [2nd] station.
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This works manufacturers switches and crossings - points, the track hardware for junctions and siding turnouts. Voestalpine VAE UK
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Access to Baileyfield Switch and Crossing Works was controlled by Baileyfield Signal Box which opened when the line was doubled in the 1912. The box closed in 1940 when its responsibility was absorbed by Kings Road Signal Box to the north.
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