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The M74 Motorway

 

 

Introduction

Also In This Section

Glasgow Motorway Timeline

A Highway Plan for Glasgow

Glasgow Motorway Myths

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The comprehensive roads report for Glasgow Corporation which was published in 1965.

Timeline of key events & milestones in the development and construction of the Glasgow motorway system.

There are a number of myths about the Glasgow motorway system. On this page we get to the facts.

The M74 is one the most important routes in Scotland, providing a direct link between Glasgow and the rest of the UK. It carries several thousand vehicles every day. Construction of the first section of M74 began in 1964, with the commencement of works on the Larkhall-Hamilton-Uddingston Bypass. By 1999 the motorway stretched all the way to Gretna. To the north, extensions of the motorway beyond its initial Maryville terminus were incorporated into the Glasgow Highway Plan and the Greater Glasgow Transportation Study. These plans envisaged the M74 as part of a second motorway across the city. Further changes led to the route corridor we have today.

 

On this page we provide a general overview of the route, its history, its construction timeline and facts and figures you won’t find anywhere else. You’ll find some photos and other media towards the bottom of the page. The Glasgow Motorway Archive focusses on the northern part of the route from Kingston (J1) to Abington (J14). For specific details on each construction contract click on the links in the table below. These are listed by name, with current junction numbers provided for clarity.

 

Route Map

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History

The A74 trunk road had acted as the primary route from central Scotland to England for over a century. From the early 1950s significant works were undertaken to improve the rural sections between Lesmahagow and the Scottish Border, and by 1960 much of the work to provide dual carriageway were complete. The urban sections, which cut through the towns of Larkhall, Hamilton, Bothwell and Uddingston, remained as a single carriageway, and was completely inadequate for the volume and type of traffic using it.

 

A bypass of these towns had been considered since at least the early 1950s, with the MoT publishing orders several times detailing a new special road through the Clyde Valley. As is often the case in British roads planning there was a delay. County Surveyor Col TU Wilson completed a full review of the county's roads in 1951, expanding on those outlined in the Clyde Valley Plan.

 

Planning took a considerable step forward in 1960 when Lanarkshire County Council, with support from the Scottish Development Department (SDD), commissioned a full-scale traffic survey centred on the Hamilton area. Its purpose: to identify possible solutions to the worsening congestion problem. It was found that around 20,000 vehicles per day were travelling through Hamilton and this was expected to increase to around 65,000 by 1980. The construction of a "Special Road" was therefore recommended on a line through the Clyde Valley to the north of all four towns. This route would be made up of two and three lane carriageways built to rural motorway standards and tie in with the dual carriageway sections of A74 at Calderpark in the north and Draffan in the south. Shortly after the traffic survey was completed, engineering consultant Babtie Shaw and Morton was appointed as project designer.

 

Construction began 1963, with Stage 1 (Hamilton to Draffan) opening on December 2nd, 1966. Stage 2A (Hamilton to Raith) opened in May 1968, followed by 2B (Raith to Maryville) in August 1968.  The Scottish Office provided a 75% grant towards the project.

 

A continuation of the route northwards was included within a Highway Plan for Glasgow. It was intended that this section, named the Hamilton Motorway, would connect with the East Flank of the Glasgow Inner Ring Road. Protests, and years of political wrangling, resulted in the plans being revised and a route corridor parallel to the West Coast Railway Line being adopted as an alternative. The first northern extension was completed in early 1995, with the second, more complex M74 Completion scheme following in 2011.

 

The success of the Hamilton Bypass almost immediately resulted in calls for further upgrades of the A74 to motorway. By the early 1970s, plans were developed to extend the motorway southwards from Draffan to Millbank, bypassing Lesmahagow (its second bypass in only 40 years). Two construction contracts were eventually let, Draffan to Douglas, completed in October 1986 and Douglas to Millbank, opening in November 1987. These were constructed as dual two-lane motorway.

 

In 1987, the Scottish Office confirmed that all remaining sections of A74 would be upgraded to motorway. Three design contracts were let, to Babtie, Shaw & Morton, Scott Wilson Kirkpatrick and W.A. Fairhurst. The scheme was “fast tracked” with route selection, contract preparation and detailed design being undertaken simultaneously. The first contract taken forward in this way, from Millbank to Nether Abington, opened only four years later in November 1991. The fast pace continued, and by 1999 the entire route from Millbank to the Scottish Border had been upgraded to dual three-lane motorway. Many schemes won civil engineering awards for their innovation and design.

 

For details on each scheme, see the contract list below.

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M74 Contract Titles & Articles

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Contract Title

Junctions

M8 Kingston to Fullarton Road

Maryville to Fullarton Road

Maryville to Raith

Raith to Hamilton

Hamilton to Draffan

Draffan to Poniel

Poniel to Millbank

Millbank to Nether Abington

Nether Abington to Elvanfoot

Elvanfoot to Paddy's Rickle*

Paddy's Rickle to Harthope*

Harthope to Middlegill*

Middlegill to Beattock*

Beattock to St. Ann's

St Ann's to Dinwoodie Green*

Dinwoodie Green to Muirhouse*

Muirhouse to Water of Milk*

Water of Milk to Ecclefechan*

Ecclefechan*

Ecclefechan to Eaglesfield*

Eaglesfield to Kirkpatrick Fleming*

Kirkpatrick Fleming to Gretna*

1 - 2A

2A - 3A

4 - 5

5 - 6

6 - 9

9 - 11

11 -12

12 - 13

13 - 14

14 - 15

14 - 15

14 - 15

14 - 15

15 - 16

15 - 16

16 - 17

17 - 18

17 - 19

19

19 - 20

21 - 22

21 - 22

Completion Date

Jacobs/Atkins & M74JV

Strathclyde Region & Lilley (Replaced by Kier)

Babtie Shaw & Morton & Tarmac  ConstructionBabtie Shaw & Morton & Tarmac  Construction

Babtie Shaw & Morton & Christiani Shand

Strathclyde Region & Monk/Norwest Hols

Strathclyde Region & Whatlings/McAlpine

Kirkpatrick & Partners & Balfour Beatty

Kirkpatrick & Partners & Christiani/Morrison JV

WA Fairhurst & Nuttall/Levack JV

WA Fairhurst & Autolink PLC

WA Fairhurst & Autolink PLC

WA Fairhurst & Autolink PLC

Scott Wilson Kirkpatrick & Autolink PLC

Scott Wilson Kirkpatrick & Barr Construction

Scott Wilson Kirkpatrick & Balfour Beatty

Scott Wilson Kirkpatrick & Miller Civil Engineering

Scott Wilson Kirkpatrick & Balfour Beatty

Babtie Shaw & Morton & Miller Civil Engineering

Babtie Shaw & Morton & Morrison

Babtie Shaw & Morton & Castelli Girola UK/Morrison

Babtie Shaw & Morton & Shanks & McEwan

28th June 2011

May 1994

2nd August 1968

3rd May 1968

2nd December 1966

27th October 1986

November 1987

29th November 1991

3rd December 1993

21st August 1992

30th April 1999

30th April 1999

30th April 1999

30th April 1999

11th December 1994

22nd September 1994

22nd September 1994

22nd September 1994

22nd September 1994

24th November 1995

24th November 1995

19th December 1992

Click contract title to view article

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Designer & Contractor

NOTE: Contracts marked with * are currently outside the Glasgow Motorway Archive area of interest and do not have specific articles.

 

Route Overview

Junctions on the M74 are numbered from north to south, increasing sequentially from Junction 1 (Kingston) to Junction 22 (Gretna). Between Junctions 1 and 2A (Fullarton Road), the route is constructed to urban motorway standards with closely spaced junctions and a high-quality finish. It has three lanes and a hard shoulder in each direction. This section of the motorway was the most recently completed, opening in June 2011 as the M74 Completion scheme. The project was controversial and subject to several studies before an approved line was selected in 1995 and revised in 2001. Several large structures can be seen along this stretch of road, including Port Eglinton Viaduct, one of the largest bridges on the Scottish motorway network.

 

From Junction 2A to 6 (Hamilton) the motorway has a mix of urban and rural characteristics. The stretch between Fullarton Road and Junction 4 (Maryville Interchange) was completed in 1994 and was the first northern extension of the route. This was originally proposed within the Glasgow Highway Plan proposals of 1965 as the Hamilton Motorway. South of Junction 4, the motorway was constructed as the Hamilton Bypass scheme. It interchanges with the A725 at Junction 5 (Raith) and the A723 at Junction 6. Completed between May and August 1968, the route is comprised of either three or four lane carriageways with hard shoulders throughout. It was widened in 2017 to accommodate additional traffic generated as result of the completion of the route around the south of Glasgow. Two service areas were constructed in the early 1980s at Bothwell (serving southbound traffic only) and Hamilton (serving northbound traffic only. These are currently operated by Road Chef under a 99-year lease. North of Junction 5 the motorway is connected to Traffic Scotland’s network of overhead sign gantries, variable message signs and CCTV cameras.

 

Between Junction 6 and Draffan, the motorway becomes rural in nature, narrowing to two lanes with hard shoulders in each direction. This too was part of the Hamilton Bypass project, and was completed in December 1966, the first section of M74 to open. Junction 6 remains one of Scotland’s largest motorway junctions, allowing for free-flow movements in all directions. It was designed to accommodate anticipated growth in traffic from the large burghs of Hamilton and Motherwell. Given its proximity to the rivers Clyde and Avon, the junction has been designed to remain free of flooding. Junction 7 (Larkhall) has north facing slip roads only, whilst Junction 8 (Canderside) allows for full motorway access. Traffic has increased steadily on this section in recent years, with peak time congestion experienced on a regular basis.

 

South of Junction 8 the motorway splits briefly, passing a woodland area at Candermoss. From Draffan the road continues as dual two lane motorway with hard shoulders. The section from here, past Junction 9 (Blackwood) to J12 (Millbank) was completed between October 1986 and November 1987, the first southern extensions of the route to be constructed. An offline corridor was chosen for this section, leaving the A74 as a parallel distributor for local traffic. Limited access is provided at Junction 9 (southbound offslip only), Junction 10 (Lesmahagow) and Junction 11 (Douglas). The project was completed shortly before the Scottish Office announced that further southern extensions would be constructed with three lanes and a hard shoulder in each direction.

Junction 12 marks the return to dual three lane motorway, albeit with a short section on the southbound carriageway which has no hard shoulder. From Millbank to Junction 22 (Gretna) the route is entirely rural in nature, with large distances between some junctions and no lighting. This section, which is almost 60 miles in length, was constructed during an intense programme of works lasting only 8 years. The contract to upgrade the route between Junction 12 and Junction 13 (Nether Abington), was the first of the southern contracts to be completed, opening in 1991. South of Junction 13 the motorway is legally numbered as A74(M). This numbering anomaly exists due to way in which the A74 was upgraded to motorway standard. Initially, sections of new motorway were discontinuous with standard all-purpose dual carriageway in between. The A74(M) number was utilised with the intention that it would be a temporary measure. The Scottish Office intended that the entire motorway would be numbered M6 on its completion, although delays in the completion of the M6 between Junction 22 and Carlisle, as well as political changes, resulted in this proposal being abandoned. Visible signs of this anomaly remain on the ground, particularly in sections constructed in later contracts, where the A74(M) number was provided on signage as a temporary patch. Over the years, many of these patches have been removed or have fallen off, revealing the M6 number below.

 

Two further contracts extended the motorway southwards, with works completed during 1992 and 1993. These contracts included Junction 14 (Elvanfoot), with a temporary terminus at Paddy’s Rickle in place for almost six years. A large section of the route from Paddy’s Rickle to Junction 16 (St Ann’s), which was the most technically challenging, was completed in April 1999. This final piece in the puzzle connected sections of motorway already completed to the north and south of Moffat, with the town provided with a connection to the new road at Junction 15. The contract was the first roads project to be constructed in Scotland under the Private Finance Initiative (PFI). The contractor, Autolink (officially the M6 Concessionaire), is a joint venture of several construction companies and banks and became responsible for the management and maintenance of the entire route between Junctions 12 and 22 on its completion. This 30-year contract is scheduled to end in 2027.

 

Almost fifteen miles lies between Junctions 14 and 15, the longest gap between junctions of any motorway in Scotland. The motorway crosses Beattock Summit and runs parallel to the main west coast railway line. Poor winter weather conditions often impact upon the resilience of this stretch.