The PCNs of taxiways Lima (31/F/C/X/T) and Mike (37/F/A/W/T) remain an issue for EDI as far as the SE Apron (and therefore "flipping" domestic and international flights) is concerned. These taxiways had a lot of work carried out on them early in 2013 and I'm surprised that this didn't result in the upgrading of their PCNs. Or maybe the PCNs have been increased and the data provided by EDI to NATS is in need of updating? PCNs and stand / airfield layout are available in the textual data and other appropriate links on the NATS website;
NATS | AIS - Home
By way of example, assuming that ACN=PCN, taxiway Mike limits a B773ER to a weight of circa 530,000lbs compared to an empty weight of 370,000lbs or more and a MTOW of 775,000lbs according to Boeing's data. See the chart on page 153 of;
http://www.boeing.com/assets/pdf/com...777_2lr3er.pdf Even with a 10% ACN>PCN overload, there would still be a significant payload restriction. Granted, the runway at EDI isn't long enough for a B773ER at MTOW but the PCN of Taxiway Mike is currently a limiting factor for regular long-haul ops from the SE apron if the PCN data that EDI has provided to NATS is correct.
There is a plan to extend the apron between stands 14 and 16 and this will presumably provide a taxiway to the SE apron with sufficient PCN for regular long-haul ops at appropriate ACNs. It should also provide further wide-body stands. I haven't heard a timetable for this work and the apron drainage will need to be redesigned (removing the Archimedes pump and complying with environmental regulations) as part of this project.