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 is a single platform station. The platform was erected on the former eastbound line between Portobello East Junction (to the north west) and Niddrie North Junction (to the south).
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This was the junction between the North British Railway's line from Portobello East Junction to Niddrie South Junction and an isolated curve of the Edinburgh, Suburban and Southside Junction Railway from Niddrie West Junction which enabled trains from the southside line to approach Edinburgh Waverley from the east, thus completing a circle line and provide a route for goods ...

This was the second Niddrie station, shown on contemporary OS maps as Niddry Junction.
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This junction is in the south east of Edinburgh. It controls the junction between the Edinburgh Waverley to Tweedbank line and the goods only line from Slateford and Haymarket. It is a busy location with freight, passenger trains and depot traffic, made difficult by the single track line north to Portobello.
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This was a two platform station just north of the 1874 Millerhill Junction for the Edinburgh, Loanhead and Roslin Railway. It was built on the new alignment of the Edinburgh and Hawick Railway (North British Railway) which replaced the Edinburgh and Dalkeith Railway's original alignment.
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This location is out of use. The junction was immediately south of Millerhill station (1849). It was the junction between the Edinburgh and Hawick Railway (North British Railway) of 1847 and the Edinburgh, Loanhead and Roslin Railway of 1874. (The 1831 Edinburgh and Dalkeith Railway alignment was off to the west.)
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This short lived station replaced Sheriffhall [1st]. It was probably located to the south side of the A6106 overbridge and opened with the Edinburgh and Hawick Railway (North British Railway).
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This intermediary two platform station replaced the South Esk terminus of the Edinburgh and Dalkeith Railway when it was realigned and re-gauged as a railway.
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This is a double track twenty three arch viaduct over the River South Esk. The height over the South Esk is 80ft and the viaduct is around 1093 ft long. The southernmost arch is skew and crosses the A7. A minor road crossed under the second arch from the north end and the River South Esk passes under the third and forth arches. Alternative names include Lothianbridge, Dalhouse and South Esk ...

This siding was at the south east end of the Newbattle Viaduct. It connected the new Edinburgh and Hawick Railway (North British Railway) to the former Marquis of Lothian's Waggonway at the south east end of the original Newbattle Viaduct [1st]. The bridge was removed but its approach was now used as a reversal to access the line east to Bryans Pit and other mines.
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This signal box was at the south end of the Newbattle Viaduct it controlled entry to West Bryans Siding and the mineral lines to Bryans Pit etc. (See the West Bryans Siding entry.)
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This was a two platform station located in a shallow cutting opened in 1908. It was north of the present Newtongrange station and south of the Newbattle Viaduct. It replaced Dalhousie station which was located to the north of the viaduct. The relocation was due to the expanding mining village at Newtongrange and the inconvenience of the original Dalhousie terminus of the ...

This is a single platform station to the south of the original Newtongrange [1st] station.
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This was a rail served coal depot. It was originally a loading point for coal from opencast (or non rail served mines). The site covered a large area on the west side of the Waverley Route just south of Newtongrange [1st] station. The Lady Victoria Pit was located just over the Waverley Route on its east side. Also known as Butlerfield. The Industrial Railway Society lists the location as ...

Lady Victoria Colliery was served by a large yard and sidings warranting their own signal box. A major expansion of the Newbattle Colliery led to a new connection and exchange sidings being laid out on the east side of the Waverley Route. The whole scheme was built on a grand scale and included the new village of Newtongrange, to the north. The pit was named for Lady Victoria Alexandrina, ...

These catchpoints were north west of the connection between the mineral line serving the Arniston Colliery Gore Pit and the main line Edinburgh and Hawick Railway (North British Railway) ('Waverley Route'). The line going north ran downhill and these catchpoints protected the railway from runaways from the collieries.
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This concrete viaduct crosses the A7 on an oblique not far west of Gorebridge station.
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This pit was sunk by the Arniston Coal Company. It was close to the Waverley Route, just east of Gorebridge station. ...

This is a single platform station on the Borders Railway. The original two storey station building remains standing. The platform occupies roughly the location of the original northbound platform. A similar building remains at Fountainhall.
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This 'junction' is the northern end of the Fushiebridge - Tynehead loop. It is located roughly on the site of a tunnel, just south of Gorebridge station which was opened out. It is not a true junction - there is only one railway here.
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This was a two platform station. No new station has been provided here with re-opening of the line. The nearest station is Gorebridge. Stow is the next on the route south, formerly Tynehead was the next south.
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The first station site at Fushiebridge was slightly cramped and located to the south of the road bridge. This was later the site of the goods yard only.
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This signal box broke the section between Fushiebridge [1st] station and Tynehead station. The box was located on the Borthwick Bank, on the south side of the line, north east of Borthwick Castle .
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This former freestone quarry and gravel pit became an ash dump for St Margarets Shed. Sidings, which were moved as required, ran out to the north from Borthwick Bank Signal Box, reached by a headshunt which made a trailing connection east of the box. Material was dumped into Birky Side / Maggie Bowie's Glen - the define of the Tyne Water.
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This was a two platform station located in a deep cutting. The street level building remains here, in use as a house.
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This is a summit of 880 ft. A weigh station was opened at Falahill with the line. Banking to Falahill Summit was common. The location had up and down loops and sidings. There was a water tank and signal box, dating from 1894, on the east side.
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This was a two platform station with staggered platforms, one on either side of a level crossing.
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This was a two platform station with a bay platform for the Lauder Light Railway. The main station building was on the northbound platform with a water tank at the south end of the same platform.
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This location is north of Stow station. It is the northern end of a double track section which has its southern end at Bowland Junction. From Galabank the line continues as a single track north to Tynehead Junction, a single line on the originally double track line. Galabank Bridge is to the north.
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This is a two platform station re-opened on the site of the original. The station building remains standing here, waiting for a new use.
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At Bow/Bow Bridge north of Bowshank Siding. On west side of line making a trailing connection to the northbound line. Probably for farm use although quarry just to east of line.
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This double track girder bridge crosses the Gala Water just north of Bowshank Tunnel.
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This is a double track tunnel carrying a double track line. To the immediate north is Bowshank North Bridge and to the south Bowshank South Bridge. The tunnel opened with the railway in 1848. It fell out of use when the Waverley Route closed in 1969. While out of use it was used for storage of farming equipment by local farmers. The railway re-opened in 2015. ...

Bowland was a two platform station. This was briefly the southern terminus of the line before it was extended south.
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This is not a true junction. It is the southern end of the double track line which commences at Galabank Junction to the north, at Stow. South from Bowland Junction as far as the terminus at Tweedbank the line is single track.
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This single track two span viaduct over the Gala Water is north of Torwoodlee Tunnel. It was rebuilt in 2015 using the rebuilt piers of the original double track viaduct here, closed in 1969. Between 1969 and 2015 the bridge girders were removed.
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This single bore double track tunnel currently carries a single track. The line was closed between 1969 and 2015 when the single line was restored. At either end of the tunnel are bridges, Torwoodlee North Viaduct and Torwoodlee South Viaduct. The tunnel is on the east bank of the Gala Water close to the A9 as it leaves Galashiels to run north. A loop of the previous incarnation of the ...

This is a two span single track viaduct, a substantial 2015 reconstruction of the original double track viaduct over the River Gala.
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This was the junction between the Edinburgh and Hawick Railway (North British Railway) and the Peebles loop (Galashiels, Innerleithen and Peebles Railway (North British Railway)).
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This single track three girder viaduct crosses the River Gala in the west of Galashiels. It is a reconstruction of 2015 of the original double track viaduct. Single track girders rest on the double track piers of the original bridge. At the western end the bridge crosses a mill lade and former footpath.
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This short siding and loading bank were directly west of Ladhope Tunnel. The siding made a trailing connection with the northbound line and had a short headshunt, also alongside the loading bank. The siding was provided for Paterson's Wood Yard.
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This short tunnel is west of Galashiels station. It currently carries one track under High Buckholmside (the A7). Prior to the closure of the Waverley Route it carried two lines.
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This short siding and loading bank were directly east of Ladhope Tunnel. The siding made a trailing connection with the northbound line. The siding was provided for Paterson's Wood Yard.
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The new Galashiels station has a single platform on a single track line.
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This signal box was located at the north end of Galashiels [1st] station and was closed during the re-signalling of 1937 when it was replaced by a new box at the north end of the station.
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This was a three platform through station, originally covered with a large timber overall roof which was later replaced with platform canopies. Carriage sidings were on the east side. The main station building was on the west side and has, unfortunately, been lost. Opposite the station building was a large watertank for replenishing the locomotives.
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The goods yard was south of Galashiels [1st] station and on the west side of the line. Approach was from the south east.
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This shed was established in 1903, supplementing a turntable which was located at the north end of Galashiels [1st] station, west side.
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This signal box was south east of Galashiels [1st] station and controlled the approach to the station from the south as well as the access to Galashiels Goods. The box was on the south side of the line.
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This junction faced Galashiels. Here the single track Selkirk branch, after crossing a viaduct, met the Waverley Route. The branch doubled just before the junction.
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This was built as a double track five arch viaduct. At present it carries one track and a footpath, the Southern Upland Way . The railway track is on the north side, path on the south.
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This is the set of points at the west end of Tweedbank station where the track divides to serve the island platform.
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This is a terminus with two platforms on either side of an island and a large carpark. It is just north of A6091. The station is in the eastern extremity of Galashiels, being separated from the town by the River Tweed, and is just over a mile west of Melrose.
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These sidings were approached by reversal from the southbound line.
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This was a two platform station. It had a large wooden roof over both platforms. The southbound (up) platform and building still stand. The trackbed is now occupied by the A6091.
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This was a short lived station to the east of Melrose.
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This was the junction between the Edinburgh and Hawick Railway (North British Railway) of 1849 and the Berwickshire Railway of 1865.
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This station was located in Newtown St Boswells, thus its original name, but was renamed for the larger nearby town. In addition to serving the town it was a junction station, described by its large station boards featuring 'St Boswells Change for Jedburgh, Kelso and Berwick' (southbound platform) and 'St Boswells Change for Kelso, Berwick also Jedburgh' (northbound ...

A small single line shed existed to the north of St Boswells station, this was replaced, probably in anticipation of the opening of the Berwickshire Railway, with a larger two road shed at the south end in 1863. This shed lasted until 1959.
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This junction was south of St Boswells station, where there was a bay platform for branch trains, and was formed between the Edinburgh and Hawick Railway (North British Railway)] (1849) and the Kelso Branch (North British Railway) (1850).
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This was a two timber platform halt built in connection with the nearby Charlesfield Munitions Factory. Platforms were to the south of the tall bridge over the roadway. Oddly the southbound platform was longer than the northbound.
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This siding was south of Greenend Farm. The siding was on the east side of the line and reached by reversing. There was a signal box.
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This out of use double track masonry viaduct is north of the former Belses station.
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This was a two platform station.
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Standhill Siding was a pair of sidings just south of Standhill Farm. The sidings were approached by reversal from the southbound line and were on the east side of the line.
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This station probably opened in 1850, the year after the line opened.
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This signal box controlled the northern approach to Hawick [2nd] station and yard, much of which was built on the site of Hawick [1st].
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Hawick Shed opened with the line from Edinburgh. It remained on the same site until closure. It was to the immediate north of Hawick [1st] station, the original terminus, which was to become the site of the goods shed when the line was extended south through Hawick [2nd] in 1862. Further goods facilities opened to the north of the shed, resulting it its being in the middle of a goods ...

When built, this terminus was opened next to the north bridge over the River Teviot, a little way from the town centre.
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This location is out of use. The junction was immediately south of Millerhill station (1849). It was the junction between the Edinburgh and Hawick Railway (North British Railway) of 1847 and the Edinburgh, Loanhead and Roslin Railway of 1874. (The 1831 Edinburgh and Dalkeith Railway alignment was off to the west.)
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The first station site at Fushiebridge was slightly cramped and located to the south of the road bridge. This was later the site of the goods yard only.
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This granary was rail served. Also known as Gorebridge Granary or Fushiebridge Granary. It has been converted into housing.
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These exchange sidings for the Esperston Lime Works Railway were south east of Fushiebridge [1st] station and on the south side of the Waverley Route. There was a loop and siding (approached from the north west). To the south east was a headshunt for the quarry line from which it struck off to the south west.
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