Although the site of Guthrie station, just to the west of the junction, has been largely landscaped (except for some buildings and a loading bank), 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 underline bridge to the east of the site has been removed (it was Tudor styled and survived until about 1975 - a near identical bridge survives just east of the former Dubton station).
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This double track multi-girder viaduct carried the Aberdeen Railway Strathmore Main Line over the South Esk.
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This is a station on the Caledonian Railway [Preserved] which runs from Bridge of Dun to Brechin. The station was formerly on the Strathmore main line between Perth and Aberdeen via Forfar [2nd].
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This siding was about three quarters of a mile south west of Dubton and made a trailing connection to the southbound line. The siding served the Puggieston Brick and Tile Works (also known as Montrose). There were signals on the southbound line and siding and no crossover.
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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. This is an area of low population west of Stonehaven.
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This was a short lived halt, with a short timber platform on each side of the line, at Den Cottage, just over a mile north of Carmont. The halt was provided for Louisa Emslie, whose father Tom was a ganger residing at Den Cottage (located on the south side of the line and now derelict).
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This is a double track masonry bridge over the Carron Water between Carmont and Stonehaven. It is one of three bridges over the Carron Water, this being closest to Carmont and located in a water course's defile.
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This is a double masonry track bridge over the Carron Water between Carmont and Stonehaven, north of Carron Wood.
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This is a double track bridge over the Carron Water between Carmont and Stonehaven.
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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 was built to cross the Carron Water and now additionally carries the line over the A92. It is west of Stonehaven station.
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This is a two platform station. When built, this station was quite far outside Stonehaven - built nearly a mile west at Arduthie - 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 girder 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. Containers may be handled here and concrete traffic is handled here.
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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 an approach from the north. It was a two road shed south of Polmuir Road and directly to the west of Polmuir House.
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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. Contemporary pictures show a station with a trainshed just north of the Dee Viaduct.
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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 goods yard was on the east side of Aberdeen Guild Street station, the northern terminus of the Aberdeen Railway.
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This was the northern 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. This junction was between the 1848 Aberdeen Railway and the Forfar to Arbroath line (the 1839 Arbroath and Forfar Railway). The junction allowed trains to run from Dundee East and Arbroath to Aberdeen. Both lines meeting at the junction were double track. Catchpoints on the Forfar route protected ...

This fine eight arch double track masonry viaduct crossed the B965 'Station Road', Vinney Water and Lunan Water, and had castellated parapets. 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] which runs from Bridge of Dun to Brechin. The station was formerly on the Strathmore main line between Perth and Aberdeen via Forfar [2nd].
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This siding was on the south side of the Brechin branch, just east of Brechin East Junction and directly west of an occupational crossing. The siding was approached from the west. Kincraig Farm is just to the south.
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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. Land was taken on this fork for two tracks, the same as the rest of the Forfar and Brechin Railway, although only one line was laid (the ...

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). This was a two road shed. The shed was served by a headshunt which was approached from the east. From the headshunt lines served the shed building, a siding and the turntable. The water tank was on the south ...

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 (east of Bog Road overbridge).
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This is an artificial name for this location.
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The goods yard at Brechin was considerably expanded by the 1890s with the building of a second goods yard to the east of the original. It was located on the south side of the line and had a large timber goods yard.
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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. Approach was from the west. There was a water tank across the single track from the shed.
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This is a preserved station, a terminus. At its height services from Brechin ran to Montrose [CR] (via Dubton), Edzell and Dundee East (via Careston, Forfar [2nd], Kingennie and Broughty Ferry).
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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 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, between the station and the goods yard. It was approached from the east. It was a two road timber building opened around 1849. There was a small turntable on the southern of the two sidings entering the building. A coal shed and cistern were to the west of the building on a continuation of the turntable line.
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This station was a terminus. Also known as Montrose East. 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 is a disused grain store (granary) in Montrose on Caledonia Street and Ferry Street. There are several buildings, one a four storey building and another of three storeys to the south. It was rail served. A goods line ran from Montrose [CR] to Montrose Harbour. At the north end of Montrose Wet Dock there was a turnplate giving access to the north side of the dock, shipyards to ...

Montrose Harbour was served by both the Caledonian Railway and the North British Railway, lines serving variously Montrose West Quay, Montrose Wet Dock, Montrose Grain Store, various timber yards and a shipyard. The harbour is the dredged north bank of the River South Esk where it flows out of Montrose Basin into the sea.
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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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