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

This junction is at the north end of Carlisle station, beyond the Victoria Viaduct overbridge. It is where the various passenger lines and lines on the west side of the station merge to become a double track as the line continues north.
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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, also known as Carlisle No 3, 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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North of Caldew Junction and south of the former Port Carlisle Branch Junction two double track viaducts cross over the River Caldew. The eastern of these carries the West Coast Main Line, formerly the Caledonian Railway, north from Carlisle. The western was built to carry goods lines north from Caldew Junction (and the closed [[Carlisle Goods Loop (Carlisle Goods Traffic ...

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. The original viaduct is also known as the Eden Valley Viaduct.
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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 junction, south of Gretna station, was where the 1847 portion of the Caledonian Railway was met by the 1861 branch of the Border Union Railway (North British Railway) from Longtown. The connection was double track with the Border Union rapidly dropping to single track before being met (at Gretna Junction [NBR]) by its own Gretna [NB] terminus station single track ...

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 level crossing is on the south side of Kirkpatrick Fleming. A crossing keeper's cottage remains here, now a private house.
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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 masonry 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 viaduct is between Lockerbie (to the north) and the former Castlemilk Goods Yard.
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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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This signal box was between Beattock station (to the north) and Wamphray station (to the south). The box was on the west side of the line south of the bridge to Nether Murthat Farm. There was a trailing crossover.
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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 was a halt for railwaymen, there being cottages just to the east.
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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 signal box was on the climb up Beattock Bank between Greskine Signal Box to Beattock Summit. The box was on the south side of the line alongside the Harthope Cottages with Harthope Viaduct to the south east. There was a halt here for railwaymen and their families.
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This summit has up and down loops and engineers sidings. The Caledonian Railway considered the height to be 1,015 ft, since revised to 1,016 ft.
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This level crossing is east of Elvanfoot and south east of Bodsberry Hill. A minor road crosses the West Coast Main Line to reach Crookedstane from the north. There was a crossing cottage, now gone.
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This was a two platform station on the Caledonian Railway main line with interchange for the Leadhills and Wanlockhead Light 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.
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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 double track four span viaduct crosses the River Clyde south of the former Lamington station. The bridge is 303ft long. The piers and abutments, of red sandstone, have been repaired with concrete following damage in 2016.
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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 small signal box was north of Thankerton. The box was on the east side and there was a trailing crossover. It was replaced in 1918 with a similarly small box
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This 1897 signal box was on the east side of the line south of Carstairs, Float Viaduct and the Strawfrank Watertroughs. It controlled access to Grange Siding from which the Cairngryffe Quarry Tramway ran south west to the quarry. The siding was on the west side of the line and approached from the north.
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This double track four span girder viaduct crossing the River Clyde is south of Carstairs on the west coast main line. Float Junction (replaced by today's Carstairs South Junction) was to the north and the Strawfrank Watertroughs were 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. A lattice footbridge connected 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 junction was south of Law Junction. It provided access to Hallcraig Colliery which was to the south west and approached from the north.
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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. At this station trains from Glasgow were met by trains from the north coming via the deviation and could be joined to continue the journey south.
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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. It joined the Edinburgh line at Sheepfold Junction, this ...

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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On the east side of the line between Carnwath and Auchengray. Cottages nearby to the west.
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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 (opened 1864). The line had a facing connection from the southbound line of the Caledonian Railway south of Cobbinshaw Reservoir.
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This signal box was on the west side of the line serving a short branch on the east side which curved from east to south east to reach the Harburn Limeworks. Also served was the Torphin Quarry alongside the junction. The branch made a trailing connection and had a trailing crossover. It was a single track line with a short loop at the junction and siding, on the east side, for the ...

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 box was south of Midcalder Junction and north of Linhouse Water Viaduct. The box was on the east side of the line.
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This signal box was west of Midcalder Junction and controlled the approach to the junction of both the Caledonian Railway main line from Carstairs and the Shotts line.
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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 level crossing west of Curriehill is now reduced to a foot crossing. The crossing keeper's cottage remains as a private house.
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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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