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Reference Section- Timetabling
Lanark Jn
Law Junction
Mossend South
Mossend Yard
Motherwell North
Motherwell South
Ross Junction


Reference Section- Timetabling


Area is centered on Abington loops and extends from MC503 and MC504 to the North and MC540 and MC539 to the South.

Location TIPLOC Notes
Abington Sig MC527 ABINS527
Abington Down Sidings ABINDS No auto berth insert
Abington ABINGTN
Abington Up Siding ABIUPS No auto berth insert
Abington GF North ABINGTNGFN


Area centred on Beattock loops and extends from MC751 and MC750 near Wamphray North to MC701 and MC704.
In 1980 there was a loco siding at Beattock where the bankers awaited their next turn to shove a train up to Summit.
To facilitate that there are two era specific locations

Location TIPLOC Notes
Wamphray WMPHRAY
Beattock Sigs MC725/729 (rev) BEATCK725
Beattock Sig MC727 BEAT727 1980 only
Beattock loco BEATLOCO 1980 only. No TD Berth
Beattock Up Sidings BEATUPS No auto berth insert
Beattock BEATCK
Beattock Down Sidings BEATDNS
Beattock Sig MC716/UM LOS (rev) BEATCK716 Behind MC716 on the DM and the LOS on the UM


Another relatively compact area to the North of Mossend. Relatively few timetable locations linked.
The Mossend North location includes reversing behind Signals M(Y)306, M(B)302, M(B)296 and M(B)298 with the correct signal selected by adjusting the stopping point – see table for distances.

Location TIPLOC Notes
Mossend MB301 (rev) MOSENY301
Mossend North (Rev) MOSEDNYNR Stopping point adjustments M(B)302 (156m), M(B)296 (322m) and M(B)298 (334m),
the latter two probably being better set as “Far end” for interchanging
Mossend MB300 (rev) MOSEDNY300 2000 only


Fringes with Glasgow Central and stretching to M123/M124. The 1980 era includes the branches to Clydebridge and to Newton via Westburn. The Westburn line works automatically either sending trains into the sidings at Westburn, or continuing through to Newton UGL. The line occupied light illuminates when the through line is occupied and clears if the train enters the sidings at Westburn. Trains from Wesburn sidings will phone panel 1 for permission to enter.

In late 1990 the passenger service was restarted.

Location TIPLOC Notes
Baillieston BALISTN 1990,2000
Mount Vernon MNTVRNN 1990,2000
Carmyle CARMYLE 1990,2000
Westburn siding WESTBRNS 1980 only
Westburn WESTBRN 1980 only
Clydebridge (M101 sig) CLYDEM101 1980 only
Clydebridge CLYDEBDG 1980 only
Rutherglen East Jn RTHGNEJ


Area bounded by signals MC402 and MC403 to the North and MC460, MC459 to the south and the boundary with Edinburgh.

Carstairs station used to be a hive of activity with the Edinburgh portions of the Glasgow to Birmingham etc trains joining and dividing mostly hourly, now very few trains even stop but the Lowland sleeper still joins and divides. The joining move was for the Edinburgh portion to normally arrive first, halt in either platform then move off to the UPL. The Glasgow train would arrive (normally P2) and then the portion set-back to join up. The Edinburgh loco then entered the up sidings (either way) awaiting the next northbound train to arrive (normally to P1). In anticipation of arrival the loco would move off to Signal MC428 then drop down to the rear of the train.

Ravenstruther (pronounced Renstrie) coal terminal opened around 1990.

Location TIPLOC Notes
Symington SYMNGTN
Carstairs South Jn CRSTRSS
Carstairs 429/432 CRSTRS429 1980 only. Location is common for signals MC429 or MC432
Carstairs Sig 437 (Rev) CRST437
Carstairs East Jn CRSTRSE
Carstairs Sig 428 (rev) CRST428
Auchengary ACHNGRY
Midcalder Jn MDCLDRJ
Carstairs Sig 418/419/421/423 (rev) CRST423 Common location for Signals 418, 419, 421 and 423.
To use 418 adjust the stopping distance by 360m
Carstairs Up siding CRSTRSUS Common location for both ends (there is no run-through available)
Carstairs CRSTRS
Carstairs Sig 412 (rev) CRST412
Carstairs Down Yard CRSTMEE No auto berth insert
Carstairs Sig 422 (rev) CRST422
Ravenstruther HS RSTRH 1990/2000
Ravenstruther Coal Terminal RSTR 1990/2000
Ravenstruther Sig 410 (rev) CRST410 1990/2000


Area stretches from the Carlisle fringe to immediately south of Kirtlebridge and consists operationally of the level crossing.
Down trains can’t be regulated in Quintinshill loop but it is an exit point for up trains.

Location TIPLOC Notes
Quintinshill UPL QNTNUPL Up direction only: fall-off point
Kirkpatrick sigs MC862 KRKP862 Up line border
Kirkpatrick sigs MC863 KRKP863 Down line border


Located at Fauldhouse the area extends from the Edinburgh fringe to Cleland stations. The Benhar sidings area has changed over the eras with Polkemmet Colliery in the 1980s era. Sim version 4.3.0 extends the Sim to Midcalder Jn and includes the stations of Livingston South and West Calder, in that order from entry.

Location TIPLOC Notes
Midcalder Jn MDCLDRJ Entry/exit point
Livingston South LVNSTNS Station off off-screen
West Calder WCALDER Station off off-screen
Addiewell ADIEWEL
Fauldhouse FAULDHS
Benhar Jn Sig M637 (rev) BENHARJR637
Plokemmet POLKMMT 1980
Benhar sidings #1/2 BENHACE In reality there is an off-panel run-round so the sidings are provided with Exit and Entry points though you can reverse trains and hold trains in-sim . Note that entering trains need this siding location as the first timetable point. Drivers will call to ask for permission to enter and you can advise them to enter on the alternative line. No auto berth insert for entering trains.
Benhar sidings #3/4 BENHACE2 1980
Benhar Jn Sig M628 (rev) BENHARJR628
Shotts SHTT
Hartwood HRTW
Cleland GF (Down line) CLELANDRD
Cleland GF (Up line) CLELANDRU
Cleland Siding CLELACE


Gartsherrie was the last area to be subsumed into Motherwell box and in the 1980 era was still a mechanical box with semaphore signals. Trains entering from Garnqueen will populate the Approaching TD berth before the train enters. This will allow you sufficient warning to lower and clear Heatherbell crossing and not delay the train. The single line to Gartcosh is controlled by a slot for Down trains; Up trains will enter without permission. The slot is required is you wish to shunt a train behind MG930/GS9. Trains entering from Coatbridge FLT will phone for permission to exit FLT. Trains booked to reverse at Gartsherrie Spur may use either the Spur itself or reverse behind MG930 on the Gartcosh Single.

Location TIPLOC Notes
Coatbridge FLT COATFLT
Coatbridge Down Goods loop COATDGL
Gartsherrie (Rev) 1001/1003 GSHRSR GS18/GS20 in 1980
Gartsherrie South Jn GSHRSJN
Gartsherrie Spur GSHRSJNSP Also Gartcosh line behind MG930/GS9
Garnqueen North Jn GRNQNNJ
Gartcosh Junction GRTCSHJ


In 1980 and 1990 this area was called Ross Junction . The main feature of the area is the Larkhall branch reopened in 2005.
The branch is has an auto-working function generally used during the off-peak service. The default platform is 2 but 1 will be selected if 2 is unavailable.

Location TIPLOC Notes
Larkhall LARKHAL
Merryton MRRYTON
Allanton Loop MRRYTNL
Chatelherault CHTLRT
Haughhead Junction HAUGHDJ
Haughhead Junction (rev) HAUGHDJR


Hamilton area extends from Blantyre to the single line through Barncluith tunnel. In an earlier time there was a DMU depot where the Hamilton Sidings are near Hamilton West.
Due to current Sim limitations the cross-over to the single line is a split single TC. Signal M226 will not clear unless points 55 are Normal or a route is set from M228, or M226 is in auto mode. Various controls and 120sec timeouts apply to when you can set a route from M228.

Location TIPLOC Notes
Hamilton Central HAMLTNC
Hamilton West HAMLTNW
Hamilton Sig 221 (rev) HAMLTN221
Hamilton Sidings HAMLSTL
Hamilton Sig 216 (rev) HAMLTN216
Birdsfield BIRD
Hamilton Sig 218 (rev) HAMLTN218
Blantyre BLANTYR


Holytown quite small area across the Junction and including Carfin and Holytown stations. Not a lot to say on this area really.

Location TIPLOC Notes
Holytown Junction Sig 495/493 (rev) HOLYTNJ495 Revesals behind M493 or M495
Holytown Junction HOLYTNJ
Holytown Junction Sig 498 (rev) HOLYTNJ498
Holytown HOLYTWN

Lanark Jn

Lanark Junction Relay room covers quite a small area between just South of the Junction (M573) to M566/M567 to the North and the line to Lanark. As well as the station at Lanark there is a level crossing at Cleghorn, just North of the Junction, that is now a CCTV controlled crossing but was previously an AHB. In the 1980s era there was a yard at Lanark accessed via one of two Ground frames. The Lanark line has an auto-working facility for platform 1.

Location TIPLOC Notes
Lanark Yard LANARKYD 1980
There is no sim connection between the West and East access, this is for illustration. No TD Berths.
Lanark Jn Sig 575 (rev) LANARKJ575

Law Junction

Area centres on the Junction at Law and includes the station of Carluke. It stretches from signals M564 and M565 down the main line to M532 and M533 and on the Holytown line M523 and M526.

Location TIPLOC Notes
Carluke CRLK
Law Jn Crossover LAWJX
Law Jn Up siding LAWJUCE
Law Junction LAWJ
Law Jn Down Sidings LAWJDS No TD auto insert
Morningside Branch CNESCOS
Down Main M536 (rev) CNESCOSR


Area stretches from Kirtlebridge signals MC848 and MC849 to Signals MC801&MC802 near Wamphray. The station of Lockerbie being an oddity in the Scottish Network as being the only station in Scotland not served by Scotrail. Area includes Nethercleugh AHB level crossing in 1980 era.

Location TIPLOC Notes
Kirtlebridge KRTLBDG
Lockerbie South (DM GF) LCKRDMSGF
Lockerbie Up siding GF LCKRUPSGF No TD auto insert
Lockerbie Up sidings LCKRUPS
Lockerbie down siding LCKRDS
Lockerbie LCKRBIE
Lockerbie North (UM GF) LCKRUMNGF
Lockerbie North (DM GF) LCKRDMNGF

Mossend South

This area covers the Mossend South, West and East Junctions. There are a number of era differences in 1980: Ravenscraig and Clydesdale steelworks and an additional down goods line to Mossend Yard; at Holytown there’s also the Fullwood sidings. At Mossend West there are Ground Frames in 1980 and 1990 eras but in 2000 the points are controlled, though there are no signalled routes over them.

Due to limited clearances, up and down train shouldn't be signalled simultaneously between Mossend East and South Junctions.

Location TIPLOC Notes
Mossend South Jn Sig 357 (rev) MOSENDS357
Ravenscraig RVNS 2000
Ravenscraig #3 RVNS3 1980,1990
Clydesdale Steelworks CLYDSWKS 1980,1990
Ravenscraig #3 Head Shunt RVNS3HS 1980,1990. No TD Berth
Mossend South Jn MOSENDS
Mossend South Jn Sig MS362 (rev) MOSENDS362
Mossend East Jn Sig MS330 (rev) MOSENDE330
Mossend West Junction MOSENDW
Fullwood GF FULLWOODGF 1980,1990
Fullwood FULLWOOD 1980,1990. No TD Berth
Mossend East Jn Sig MS341 (rev) MOSENDE341
Mossend East Jn MOSENDE

Mossend Yard

The area extends from the North Junction MY325/MY323/MY311/MY317 through the up and down reception lines. The main difference between eras is the additional down reception lines (3&4) in 2000 and the Goods line from the South Junction (1980).

2000: access to the reception lines 3 & 4 require slots to be granted by the Yard. The slot is not required for MY319 (coal siding) to 4 and MY310&MY319 can have the opposite routes simultaneously set.

Track Circuit 2127 has a POL for MY325/MY323/MY321 and 2124 has a POL for MY315. Note that if you set a forward route then cancel it the POL does not reset – this is a Sim limitation but is primarily cosmetic.

All eras: Trains entering the Down yard from Down Reception 1&2 are controlled by signals MY311 and MY309: these are fixed Reds with a PL controlled by Mossend Yard Control. For Sim purposes the user must left click on the relevant signal in lieu of the controller. After a random period of time (up to 10 mins) the signal will clear. After the train has entered the controller may or may not remember to restore the signal switch. If he forgets then you can phone and request the reset.

A similar arrangement applies to Signal M307 except there you have to set the route in before awaiting the controller to clear the signal. If only the front portion of a train on the Down Goods is proceeding past M307 into the Down yard, it will be necessary to phone the controller once the front portion has proceeded, to request that the signal switch is restored and allow a second route to be set.

Other restrictions: Routes from signals MY350/MY352 can’t be called if points 112 are Reverse; Points 99 can’t reverse unless Points 112 are Normal and Down Goods is occupied for at least 60 seconds or the Down Goods is unoccupied.

Routes from MY299/MY297/MY295 can’t be called if points 103 are reverse and routes from MY316/MY318/MY322 to MY340/MY358 can’t be set of points 94 are Reverse. There appears to be no restrictions on the points reversing after a route has been set.

Location TIPLOC Notes
Mossend North Jn MOSENDN
Mossend North Jn (rev) MOSENDNR Behind MY317,MY321,MY323,MY325
Mossend Coal MOSEDCE 2000
Mossend Gas (Private) MOSEGAS 2000
Mossend Euroterminal/ Loco holding MOSEURT
Mossend MOSENY

Motherwell North

Motherwell North area extends from the middle of the platforms down past Braidhurst to signals M372/M366 on the Coatbridge lines and down the main to M381/M382. Area includes Logans Rd level crossing and several Ground Frames as well as Weighs Carriage siding, the operations of each is covered in the relevant sections. Long stopping trains at platform 2 (e.g. East Coast trains) are supposed to stop beyond Signal M399: occupying TC343. The operation is explained in Motherwell South (below) and currently there is a specific Platform 2 location that takes the train to the correct stopping points.

Points 177 and 179 have optional "via" buttons to select the non-preferred route across them.

Location TIPLOC Notes
Motherwell Weighs CS MOTHWCS
Motherwell Weighs CS GF MOTHWCSGF
Motherwell MOTHRWL
Motherwell Platform 2 (long) MOTHRWLP2 Stopping point within the O/Lap of M399
Motherwell North Siding MOTHNS
Motherwell Sig M402/404 (rev) MOTH402
Motherwell Derby Sdgs MOTHDCS
Finley's siding MOTHFDL
Braidhurst BRDHRST
Bradehurst DGL BRDHSTD
Bradehurst UGL BRDHSTU
Motherwell TMD MOTHTMD
Motherwell Sig M372/368 (rev) MOTH372

Motherwell South

Quite a complex area starting mid platforms at Motherwell and covering the Hamilton lines towards Haughhead/Ross Junction and the WCML through Shieldmuir to signals M483/484.
The 1980s layout has the Shieldmuir yards and sidings and some of the connections with the Ravenscraig steelworks. In later eras we have the Royal Mail Terminal.

In 2000 era there is an overlength test at T459 for long trains (over 228m) approaching Platform 2. This was primarily for the East Coast trains that have a stop point beyond the platform end on TC343, these trains are not allowed to proceed past M423 unless M399 is OFF. Currently I’ve created a special Platform 2 timetable location. I hope that in later releases it will be possible to use the common Motherwell location. The reason is covered in the section on ARS.

When signalling trains towards Wishaw Oil terminal you should use the triangle as the route “exit” point and not the Shunt signal.

Location TIPLOC Notes
Shieldmuir Sig M477 (rev) SHILDMR477 1990/2000
Shieldmuir Royal Mail SHILDMT 1990/2000
Shieldmuir Sig M464 (rev) SHILDMR464 1990/2000
Shieldmuir SHILDMR 1990/2000
Wishaw Oil WISHWOD 1980/1990. No TD berth
Shieldmuir GF SHILDGF 1980/1991
Bone & Connel BONE 1980
Shieldmuir 467/471 (rev) SHIELD467 1980. Reverse behind M471 on the Up Main or M467 on the Wishaw line.
Shieldmuir Up HS SHIELDUHS 1980. Behind M465. No TD berth
Shieldmuir DGL (South) SHIELDGLS 1980
Shieldmuir Down Yard SHIELDDY 1980. No auto TD insert
Shieldmuir Up Yard SHIELDUY 1980
Shieldmuir Down Siding SHIELDDS 1980
Shieldmuir DGL (North) SHIELDGLN 1980
Shieldmuir UGL (South) SHIELUGLS 1980
Shieldmuir Jn SHIELDJN 1980. UP through trains only
Ravenscraig 1 RVNS1 1980
Shieldmuir UGL (North) SHIELUGLN 1980
Flemington Sdg FLEMSDG 1980. No TD berth
Shieldmuir Down Sdgs (ENT only) SHIELDDS 1980
Flemington Coal FLEMCOL 1980. No TD Berth
Flemington HS FLEMHS 1980. Behind M452
Flemington Jn FLEMJN 1980. DN through trains only
Flemington 448 (rev) FLEM448 1980
Dalzell DGL (South end) DALZUGLSR
Dalzell Works DALZBSC
Dalzel South (rev) 437/439/446 DALZ446 1980. Reversal behind M437, M439 or M446
Motherwell Dalzell UGL DALZUGL
Dalzell 438/426 DALZ438 1980. Reversal behind M438 or M426 (LOS)
Delburn DELBRN 1980
Dalzell 424 DALZ424 1980. Reversal on Down main
Dalzell DGL (North end) DALZUGLNR At LOS behind M432
Motherwell Sig M408/412 (rev) MOTH408 Reverse on Hamilton lines
Motherwell MOTHRWL


Centred on Newton station the area fringes on Cathcart and Glasgow Central boxes on the down and then up to Uddingston at Sigs M178/M179 and towards Blantyre Sigs M179/M202.
The 1980 era includes the branch to Carmyle via Westburn. The Westburn line works automatically either sending trains into the sidings at Westburn, or continuing through to Carmyle. The line occupied light illuminates when the through line is occupied and clears if the train enters the sidings at Westburn. Trains from Wesburn sidings will phone panel 1 for permission to enter.
In 1990 era the connection with the Main lines was singled and the loops abolished.
Terminating trains from Cathcart tended to stand over behind M155 in the 1980 era but a dedicated siding was made available in later eras when the track was rationalised.

Signal M147 is permanently collard now and this is included in the 2000 launch package.

Location TIPLOC Notes
Newton East Junction NWTLEJ
Newton EJ Loop NWTLEJL 1980. Signal M155 LOS
Newton East Jn (rev) M173 / M167 NWTLEJ173 Up main M167 (1980)/M173 (1990/2000)
Newton UGL NWTLUGL 1980
Newton Signal 165 (rev) NWTL165 1980. Up main
Blantyre BLANTYR
Hallside HALLSIDE 1980
Newton Sig 177 rev NWTL177 1980. Signal M177 LOS
Hallside loop HALLSIDL 1980
Newton Coal NWTCOAL 1980. No TD berth
Newton Turnback Siding / Sidings NWTKSDG Sidings in 1980 and turnback sidings 1990/2000
Newton Sig M161 (rev) / M153 NWTL161 Up Hamilton
Newton Sig M152 (rev) NWTL152 1980. Reversing point for coal/sidings
Newton NWTL
Newton DPL NWTLDPL 1980
Newton DPL sig 134 (rev) NWTL134 1980. Down main
Newton (Kirkhill) LOS NWTL142 1990,2000. Up Kirkhill LOS
Newton West Junction NWTLWJ
Cambuslang CMBSLNG
Kirkhill KRKH
Burnside BRSDE
Croftfoot CFFT
Kings Park KGPK
Rutherglen East Jn RTHGNEJ

Ross Junction

Ross Junction exists in the 1980 & 1990 eras and became Haughhead Junction in the 2000 era.
In 1980 there was a coup (rubbish tip - pronounced cowp) accessed by a Ground frame. At the time the location was on Panel 4 but the area is coded as Panel 1 (Haughhead Junction) so all phonecalls and reports will come through as Panel 1. This due to current Sim limitations. Once the necessary coding is available this will be revised.

Location TIPLOC Notes
Ross GF ROSSGF 1980
Ross Coup ROSSCP 1980. No TD berth
Haughhead Junction/Ross Jn HAUGHDJ


Area centred on the loops and covers the area between signals MC637 and MC638 North to signals MC602 and MC601. The up siding is an newish addition in the 2000 era.

Location TIPLOC Notes
Summit Sig 625 BEATCKS625 Down Main (South)
Summit GF (UPL) BEATCKSGF 2000
Summit Down Siding BEATCE
Summit Up Siding BEATUSS 2000. No TD Berth
Summit Sig 614 (rev) BEATCKS614 Down Main (North)


Small area around the junction – what more can I say!

Location TIPLOC Notes
Uddingston Sig 185 (rev) UDNG185 Reverse into Viewpark
Uddingston Viewpark Sdg UDNGVPK
Uddingston Jn UDNGTNJ
Uddingston UDNGSTN


Area covers the Whifflet , Coatbridge area between Whifflet South Junction and Coatbridge FLT and along the Carmyle line to signals 262/261.

The 1980 layout includes the Imperial Works branch and some additional signalling in the Langloan area. Many of the heavy steelworks trains halted there on the Up line towards Whifflet North Junction to take on a banker up towards Mossend. There is a TRTS button at M278 to alert the box once the banker is attached.
Trains accessing Coatbridge FLT require a slot from all signals as do trains heading for Yoker IECC at Sunnyside Junction. Coatbridge station in the UP line is actually in the overlap of Signal M254/M252 which made the ARS coding difficult. Terminating trains will require one or other onward route coded in the timetable.

In late 1990 the passenger service was restarted on the Carmyle line to Wishaw.

Location TIPLOC Notes
Whifflet South Jn WHIFLTS
Whifflet Sigs M283/M285 (rev) WHIFREV Behind M283 or at M285 LOS
Whifflet Loops WHIFLTL
Whifflet GF WHIFGF
Whifflet Siding WHIFSD
Sunnyside Jn SUNSJN
Whifflet WHIFLET 1990,2000
Whifflet North Jn WHIFLTN
Imperial Works IMPTUBE 1980. No auto TD insert
Langloan Jn Sig M272/M274 (rev) LGLNJN274 1980. Reverse Up and Down Carmyle
Langloan Jn Sig M267 (rev) LGLNJN267 Reverse on Up Carmyle
Langloan Junction LGLNJN
Langloan Jn Sig M266 (rev) LGLNJN266 Reverse on Down Carmyle
Coatbridge Central COATBDC
Coatbridge US COATUS
Coatbridge Sig M253 (rev) COAT253 Reverse Up main
Coatbridge Headshunt COATDGLHS
Coatbridge Sig M250 (rev) COAT250 Reverse Down Main
Coatbridge FLT COATFLT
Coatbridge Down Goods loop COATDGL
Kirkwood KRKWOOD 1990,2000
Bargeddie BRGDDIE 1990,2000


Centred on Wishaw station between signals M499/M504 and M521/M524 plus the short single line to Shieldmuir. This area has undergone a massive transformation between eras with lines to the Ravenscraig steelworks (1980 era) branching off to the North.

The line to Ravenscraig number 2 (hopper) line requiring a slot to be requested.

Location TIPLOC Notes
Wishaw Sig M519 (rev) WISH519 1980
Wishaw Siding WISHAWS 1980. No TD berth
Wishaw Sig M515 (rev) WISHAWR Reverse Up Holytown
Ravenscraig 2 RVNS2 1980
Ravenscraig 4 RVNS4 1980
Ravenscraig Sig M506 (rev) RVNS506 1980. Down Holytown
Ravenscraig Sig M504 (rev) RVNS504 1980. Up Holytown M504 LOS
Carfin BOC CARFINBOC 1980. No TD Berth
Carfin GF CARFINGF 1980

Motherwell Reference Section

Motherwell Contents

Last edited by Steamer on 04/04/2021 at 18:44