At this junction trains from Glasgow to Edinburgh divide from those from Glasgow to Stirling and Perth. It is the junction between the former Edinburgh and Glasgow Railway of 1842 and the Scottish Central Railway of 1848. Both lines are double track.
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This was the Caledonian Railway's plant producing creosote treated sleepers. It was located on the short link between Greenhill Upper Junction and Greenhill Lower Junction built by the Scottish Central Railway.
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Here the Caledonian Railway's Greenhill Branch line from Garnqueen South Junction to Greenhill Lower Junction met the Scottish Central Railway from Greenhill Upper Junction to Perth. Both lines remain open today.
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This goods yard was on the north side of the line and approached by reversal. It was a little east of Greenhill Lower Junction. The Bonnymuir Iron Works was immediately to the west of the buffers over Broomhill Road.
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This junction was for the Rough Castle Branch (Caledonian Railway). The junction was on the west side of the Forth and Clyde Canal from Carmuirs West Junction.
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In 1882 the Caledonian Railway built a double track curve to link together the 1848 former Scottish Central Railway and the 1850 former Stirlingshire Midland Junction Railway such that a train from the Glasgow direction could run to Falkirk Grahamston (and on to Grangemouth or even Edinburgh Princes Street) without reversal at Larbert Junction. The signal box was on the ...

At this junction the lines from Greenhill Lower Junction (for Glasgow Queen Street High Level and the south) and Falkirk Grahamston (for Edinburgh Waverley and the south) meet to run north to Larbert, Stirling and Perth. All lines are double track.
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This double track 14 arch viaduct crosses the River Carron south of Larbert station and north of Larbert Junction. It is 645 ft long overall and 60 ft high.
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This is a two platform station. The present station formerly featured four tracks between the platforms, allowing non stop trains to pass those stopped in the station. There was a bay platform at the south end, east side of the line (from which trains to Grangemouth departed). The original station building still stands on the down (northbound) platform at the north end of the platform.
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This junction was between the Scottish Central Railway of 1848 and its South Alloa Branch (Scottish Central Railway) of 1852. The branch was approached from the south, from Larbert.
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This was a two platform station to the south of sidings which served nearby collieries. It was a very plain station, just two platforms with a footbridge between the platforms. Access to the station was by a footpath which crossed over the mineral line to the Plean collieries by means of a footbridge. The footpath ran to the nearby road.
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To the north of Plean station the Plean colliery line met the main line. The branch was approached from the north. To the north of this were railway cottages and Plean signal box, a very tall box as it will built to be high enough to see over the road bridge over the railway just to the north. The box was on the west side of the line. Opposite this a tramway ran east to Dunmore Quarry.
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This was a two platform station south of Stirling and nearly a mile east of Bannockburn itself. The main station building was on the southbound platform. It was of a style characteristic of the line. The station was on an embankment.
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This junction was south of Stirling. The mineral line to Polmaise Nos 1 and 2 Colliery and Polmaise Nos 3 and 4 Colliery ran east from here, access to the branch being from the south.
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This signal box was south of the Kerse Road overbridge and controlled the southern approach to Stirling station and Stirling Shed [CR].
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This level crossing was south of Stirling station and Stirling Shed [CR]. It was taken out in 1885, around the same time as the Shore Road level crossings north of the station were taken out (Shore Road Level Crossing [CR] and Shore Road Level Crossing [NB] were taken out in 1887/88).
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Also known as Burghmuir or Stirling South. This four road shed was south of Stirling station, on the east side of the line. Access was from both directions.
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This junction is south of Stirling station it is the location where the main line from Glasgow Queen Street, Edinburgh Waverley and the south meets the branch east to Alloa.
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This is a excellent well preserved station with building by James Miller on the main down platform and glass canopies. (This is not the 1848 original building, but is similar in style.) The station was rebuilt around 1912.
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This level crossing was to the north of Stirling station, the Scottish Central Railway and later Caledonian Railway station. It was controlled by a signal box. The box was replaced in 1886. The new box was on the west side of the line and south of the level crossing. Just to the east was the equivalent Shore Road Level Crossing [NB].
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This junction is to the north of Stirling station. The junction is between lines north to Perth and east to Alloa.
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This junction was just north of Stirling station and was formed when the 1848 Scottish Central Railway was met by the 1856 Forth and Clyde Junction Railway.
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This level crossing is north of Stirling and south of Bridge of Allan. The railway crosses the Cornton Road on an oblique.
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This is a two platform station opened to the south of the original Bridge of Allan [1st] station. It has a car park and waiting shelters.
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This was a two platform station with heavily canopied platforms. Road access was curious being by the up platform and under the overbridge to the south of the station. The platforms were largely, but not entirely north of the overbridge.
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This double track viaduct crosses the Allan Water between Bridge of Allan (to the south) and Kippenross Tunnel (just to the north). The railway follows the Allan Water closely in a tree lined glen between Bridge of Allan and Dunblane.
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This double track tunnel is to the south of Dunblane. The tunnel is 600 yds long.
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This double track plate girder viaduct crosses the Allan Water south of Dunblane station and north of Kippenross Tunnel and Kippenross House.
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This is a three platform station. Dunblane is both a through station for services running north to Perth and a terminus for local services from Glasgow Queen Street High Level, Edinburgh Waverley and Newcraighall.
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This junction was immediately north of Dunblane station. Here the Scottish Central Railway was met by the Dunblane, Doune and Callander Railway. The branch was to be extended by the Callander and Oban Railway to Oban.
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This is a double track skewed four arch viaduct north of Dunblane station and Dunblane Junction.
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This double track three span girder viaduct, north of Dunblane station, crosses the Allan Water. It is located between the former Laigh Hill Tunnel (to the south) and Ashfield Viaduct (north).
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This signal box was to the south of Ashfield and the former Ashfield Tunnel. It was on the west side of the line just north of Ashfield Viaduct. The box controlled a trailing crossover.
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This siding was at Ashfield, north of the former Ashfield Tunnel. It was on the west side of the line and approached from the north. The siding served a loading bank with a crane. Ashfield Mill was to the west.
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This was a two platform station north of Dunblane. The main station building was on the northbound platform. A similar example exists at Blackford.
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This was a two platform station. The two storey station building remains as a house in what was the northbound platform. It has crow stepped gables typical of stations on the line. The building style was also employed at Auchterarder, Dunblane, Forteviot and numerous other Scottish Central Railway and Caledonian Railway locations.
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This was a curling platform halt alongside Carsebreck Loch, the Royal Caledonian Curling Pond. It has been variously known as Nethertown, Curling Society's Platform, Curling Pond Halt, Royal Curling Club Platform,Royal Curling Club Station (as indicated on OS maps) and Carsbreck.
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This was a two platform station with a goods yard at the west end, south side of the line. The station building also survives on the former westbound platform, its extension to the east removed. From the platform side, this resembled a house with dormer windows (removed since closure of the station). A similar building exists at the former Kinbuck station. A small timber waiting room was on ...

This was a four platform station with two platforms on the main line and two on the branch to Crieff [1st]. It ws replaced by the present Gleneagles station. The main station building was on the northbound main line platform and had canopies. there was a building on the southbound main line platform and small shelter on the northbound branch platform.
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This is a two platform station, and was built as a three platform station. The station has canopied platforms and station buildings similar to those which existed at Eglinton Street and Carstairs stations. It is a fine example of a superior Caledonian Railway station. The design was by James Miller. Not only did the station serve the surrounding area but also, from 1924, the ...

This was a two platform station. The station building was a two storey with crow stopped gables on the down platform, like the one still extant at Greenloaning.
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This is a level crossing between the former Auchterarder (west) and Dunning (east) stations. There was a signal box until 1966. ...

This was a two platform station. It was somewhat distant from the town of Dunning, more than a mile and a half distant.
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This was a two platform station. The station building, two storeys with crow stepped gables, remains as a house on the former down platform as does a railwayman's cottage by the level crossing. The goods yard was to the south, on the west (down) side of the line, with a refuge siding on the up side.
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This station was north of the village of Forgandenny and west of Forgandenny Viaduct.
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This junction is south of Perth, immediately south of the Moncrieffe Tunnel. Here the lines from Stirling and Ladybank meet and continue north to Perth.
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This double track 1,220 yard tunnel passes under the Friarton Hill, south of Perth, on a curve. To the immediate south is Hilton Junction and to the north was Friarton Junction. It is the fifth longest railway tunnel in Scotland.
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This junction was in the south of Perth, just north of Moncrieffe Tunnel. The branch for Perth Harbour branches off from the main line here, running north east to a headshunt by the River Tay.
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This goods yard this was chiefly a marshalling yard on the east side of the line between Friarton Junction, to the south, and the Edinburgh Road bridge to the north. There were no loading banks, cranes or goods sheds, but the site was classified as having public sidings after 1962.
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Also known as Friarton. The shed was originally single ended approached from the north. It was modified to become a double ended and approached from both north and south. It was replaced with a new building to the south in 1938 and the old shed demolished. The new shed was approached from the north.
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This junction is south of Perth station and north of the Edinburgh Road bridge. It is, today, where the up and down Dundee lines begin.
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This junction was south of Perth General station. The box here was replaced by St Leonards Bridge Junction Signal Box in 1887 during the reconstruction of Perth station.
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The original shed here was an Edinburgh, Perth and Dundee Railway building, a two road shed approached from the north, a later to the south of its replacement. It was replaced in 1885 with a new building.
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This was a large signal box to the south of Perth station and the St Leonard's overbridge. The box controlled quite a number of lines. Perth station had a ticket platform, St Leonards Bridge Ticket Platform, 300 yards to the south of the bridge for northbound trains.
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This is a superb major station with a tudor styled building by William Tite and large glazed trainshed situated on the western edge of the Perth town centre. To the south lines from Glasgow Queen Street High Level and Edinburgh Waverley meet at Hilton Junction and in the station lines north to Inverness and north east to Dundee and Aberdeen divide. Today it is an eight ...