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A90 shield
A90
Route information
Length146 mi (235 km)
Major junctions
South endEdinburgh
Major intersections M9
M90 spur
A902
A904
A972
A92
A96
North endFraserburgh
Location
CountryUnited Kingdom
Primary
destinations		Perth, Dundee, Forfar, Stonehaven, Aberdeen, Fraserburgh
Road network
← A89→ A91
The A90 at the A96 junction near Aberdeen. This stretch is part of the AWPR ("Aberdeen Bypass") project that opened in 2018–19.
The A90 heading north from Dundee
A former stretch of the A90, just south of Aberdeen. Following the opening of the "Aberdeen Bypass", this now forms part of the A92.

The A90 road is a major north-to-south road in eastern Scotland, running from Edinburgh to Fraserburgh, through Dundee and Aberdeen.[1] Along with the A9 and the A82 it is one of the three major north–south trunk roads connecting the Central Belt to northern destinations. The A90 is not continuous: there is a gap between Dalmeny and Perth, but the M90 connects those two places.

Background

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The creation and development of the A90 road has to be understood in terms of the development of the economy of the North-East of Scotland, which had resulted in an increase in traffic along the route between Perth and Aberdeen.[2] In recognition of this, in 1979, the British government announced that it was giving priority to the upgrading of the route to dual carriageway standard. It had already been decided that the trunk route between Dundee and Stonehaven, which had previously followed the same route as the railway line between the two towns, would now follow an inland route through Forfar and Laurencekirk. The new route would incorporate the A85 from Perth to Dundee, the A929 between Dundee and Forfar, the A94 between Forfar and Stonehaven, and the A92 from Stonehaven to Aberdeen; in 1994, the confusion of numbers was resolved with the renumbering of these roads and the creation of the A90 (M90) Edinburgh to Aberdeen trunk road.[2] The coastal route from Dundee to Stonehaven was detrunked in 1978, at the same time as the inland route was trunked.

History

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In 1994, it was stated that £139 million had been spent since 1979 on upgrades to the then-A90 between Perth and Aberdeen (the section between Stonehaven and Aberdeen has since become part of the A92).[3]

A grade-separated junction at Longforgan was opened in 1996.[4]

The section of the A90 between Balmedie and Tipperty was upgraded to dual carriageway in 2018.[5][6] On 3 September 2018, the former section of the A90 between Stonehaven and Blackdog was renumbered A92 in preparation for the opening of the Aberdeen Western Peripheral Route, which became the new route of the A90.[7]

Route

[edit]

From Edinburgh, the A90 travels west and connects to the M90 motorway bypass route that leads to the M9: however, it is only possible to travel northbound when reaching this connection. After connecting with the M90, it runs as a short section of A-road before turning into the M90 properly at the Queensferry Crossing. At Perth, beneath Kinnoull Hill, the M90 again becomes the A90, now running north east to Dundee and through the Kingsway road system. It then passes Forfar, Brechin and Stracathro.

After crossing the Cowie Water just north of Stonehaven, a new junction, opened in 2019, reroutes the A90 road north as part of the Aberdeen Western Peripheral Route (AWPR), bypassing the city to its west past the suburban developments of Peterculter, Milltimber, Westhill and Kingswells, turning east past Aberdeen Airport and Dyce. The section of road previously part of the A90 was made part of the A92 and continues via Newtonhill, Portlethen, Cove Bay, the urban area of Aberdeen and the Bridge of Don before rejoining the A90 at Blackdog Junction, where the A'PRT terminates. Continuing north, the route crosses the Ythan Estuary near Ellon where it becomes a single carriageway, skirting Peterhead (and crossing Balmoor Bridge) on its way to Fraserburgh. The A952 road via Mintlaw is one of Aberdeenshire's principal freight routes.[8]

The Dundee to Aberdeen stretch of the A90 has many speed cameras. Previously, the 60-mile (97 km) trip from Dundee to Aberdeen along the A90 entailed over a dozen speed cameras including a majority of fixed Gatso types as well as locations used by mobile camera vans. These cameras were found on long fast stretches of road, and shortly before dangerous junctions, such as at the Laurencekirk junction where a 50 mph (80 km/h) speed limit is in force.[9] This was introduced due to this junction's appalling safety record. A similar speed restriction was imposed at Forfar until two new grade-separated junctions were built, after which the restriction was lifted.[citation needed] In 2017 Average Speed Cameras were erected between Dundee and Stonehaven, with 15 per side, spaced approximately every 5 miles (8 km) for a total of 30 cameras. BBC News reported in January 2018 that speed limit compliance had increased from 2 in 5 to 99 in 100 drivers.[10]

A short stretch of the A90, from the southern terminus of the M90 to Barnton Junction (a junction with the A902), is part of Euroroute E15, which runs from Inverness to Algeciras in Spain. The E15 continues northwards on the M90, and southwards on the A902 leading to the Edinburgh City Bypass.[citation needed]

The A90 ran along the coast and through Aberdeen until the city was bypassed with the opening of the Aberdeen Western Peripheral Route in 2018. The former stretch of A90 from Stonehaven through to just north of Aberdeen is now part of the A92.

Future

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In January 2016 the Scottish Government announced £24 million for the design and construction of a new grade-separated junction at Laurencekirk on the A90.[11] Ground investigations were carried out in 2019 in preparation for upgrading the flat junction between the A90 and the A937 to a flyover after a number of deaths.[12] This followed years of local campaigning.[13] However, in 2021 it was announced that work had been delayed. The proposed flyover would require the closure of a flat crossing at Oatyhill Farm which is now the sole access point to some properties after the nearby 170-year-old Oatyhill Bridge, which crosses the Dundee–Aberdeen line, was closed to road traffic in 2020.[14] However, supplementary draft Orders and an Environmental Impact Assessment Report (Addendum) was published in December 2024 to facilitate the necessary works required at Oatyhill to allow the flyover to be built.[11]

Dualling of the section north of Aberdeen has been subject to studies since the 1980s. A proposal was published in 2007 for dualling the section between Balmedie and Tipperty.[15] While the Balmedie to Tipperty segment was eventually dualled as part of wider AWPR works, in 2023 the Scottish Government said it had no plans to dual the route north of Ellon.[16]

River crossings

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A90 bridges span numerous rivers, estuaries and burns including:

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

A90 road

View on Grokipedia
from Grokipedia
The A90 road is a major trunk road in eastern , connecting to over a distance of approximately 235 kilometres while passing through Perth, , , , and . It functions as the primary arterial route for vehicular traffic along much of the country's east coast, facilitating commerce, commuting, and tourism between these urban centres. Predominantly configured as a , the A90 incorporates several purpose-built bypasses to mitigate congestion in towns along its path, with significant upgrades—including the full dualling between Perth and —completed in the 1990s following earlier sectional improvements dating back to the 1930s. The road's development has featured notable engineering projects such as the Bypass opened in 1987, the Bypass in 1984, and the Aberdeen Western Peripheral Route in 2019, which diverts heavy traffic around to enhance regional connectivity and reduce urban strain. Despite these enhancements, the A90 has earned a reputation for safety challenges, surpassing the A9 as Scotland's deadliest in recent analyses, with nearly 150 serious injuries and 35 fatalities recorded over a four-year period ending in 2017, prompting ongoing calls for further dualling and safety interventions in single-carriageway segments like those north of Ellon. Managed by as a , the A90 remains vital to the national network, underscoring the tension between infrastructural progress and persistent accident risks driven by traffic volume and geometry.

Overview

Route Summary

The A90 road serves as a major in eastern , forming part of the M90/A90 to network and spanning approximately 150 miles (240 km). It connects the capital city of with key northeastern settlements, including Perth, , , , and , while running parallel to the coast. The route begins in central , proceeding northward through the suburbs before integrating with the for the high-capacity section across the and onward to Perth via the Tay Crossing. North of Perth, the A90 resumes as a primarily , bypassing to the north, traversing Angus and passing through or near , , Montrose, and en route to . Beyond , it continues northeast, linking to the A952 towards before terminating at . Much of the A90 features grade-separated junctions and dual two-lane carriageways to accommodate heavy traffic volumes between Scotland's and its oil-rich northeast, though some rural sections retain at-grade intersections. The road's strategic role supports freight and commuter flows, with ongoing improvements addressing safety at junctions like Rait between Perth and .

Strategic Importance

The A90 constitutes a vital north-south artery in eastern , extending approximately 165 miles from to via and , thereby linking the to the northeast region's economic hubs. As a key component of 's strategic under Transport Scotland's management, it facilitates essential connectivity for communities in and beyond to major population centers and ports. This linkage has historically supported regional integration, enabling efficient movement of goods and people critical to sustaining economic ties between urban and rural areas. Its strategic significance is amplified by Aberdeen's role as a gateway to the and gas industry, where the A90 provides primary access for workforce commuting and from southern . Upgrades such as the Aberdeen Western Peripheral Route (AWPR), integrated with the A90, have been prioritized to alleviate congestion and enhance reliability, with investments exceeding £745 million aimed at boosting regional and reducing journey times. The road's dual-carriageway sections handle substantial traffic volumes, often exceeding 50,000 vehicles per day near , underscoring its burden as a freight corridor for exports and essential supplies. Ongoing advocacy for dualling extensions north of Ellon highlights persistent recognition of the A90's role in addressing concerns and accommodating growth in and , where it intersects with the A952 to form the principal route to these fishing and energy-supporting ports. By maintaining high-capacity links to the M90 and , the A90 ensures seamless integration with Scotland's broader motorway network, mitigating bottlenecks that could otherwise impede national commerce. Delays in further improvements, however, have drawn for exacerbating repair needs, with over 4,800 pothole fixes recorded in four years, potentially compromising its reliability for strategic users.

Historical Development

Pre-20th Century Precursors

The route of the modern A90 largely follows alignments established by turnpike roads constructed in during the late 18th and early 19th centuries, which enhanced overland travel for postal services, commercial traffic, and stagecoaches connecting , Perth, , and . These turnpikes replaced earlier parish roads maintained through statute labour—local obligations requiring residents to contribute manual effort or resources—which were typically narrow, unpaved tracks prone to flooding, rutting, and seasonal inaccessibility, limiting reliable wheeled transport. Parliamentary acts authorizing turnpikes in began with the 1751 , enabling trusts to levy tolls for road improvements, widenings, and drainage, though widespread adoption in the north occurred later, from the 1790s onward. In the southern segment from northward toward Perth, a significant precursor was the turnpike developed through Glenfarg, extending to Damhead between and , which straightened and surfaced what had been a steep, winding hillside path ill-suited for heavy vehicles. This alignment addressed bottlenecks in the , facilitating faster passage from the Lothians into and aligning closely with the A90's contemporary path. The Perth to turnpike, built in the late , served as another foundational element, traversing the Carse of Gowrie and lauded by contemporaries such as the minister of St Madoes for transforming local commerce and mobility into "one of the most useful [roads] in the country." North of Dundee, turnpikes extended the network toward and beyond, with routes such as the Perth to road—elements of which trace to 17th-century origins as the primary northward artery from Perth—upgraded under turnpike trusts to support increasing trade in , , and . In , 17 radial turnpikes were constructed after 1790, including southward links from that paralleled the future A90's coastal-inland path, funded by tolls and aimed at integrating rural markets with urban ports. These developments collectively shortened journey times; for example, by the early 1800s, mail coaches could cover the to Perth distance in under a day under favorable conditions, a marked advance over pre-turnpike eras reliant on packhorses. While some segments may overlay prehistoric or medieval trackways used for seasonal droving, verifiable evidence attributes the A90's core linear continuity to this turnpike framework rather than earlier formalized routes.

Classification and Early Modern Era

The route comprising much of the modern was designated as a in the early 1920s under the emerging road system, which prioritized major inter-urban connections; the A90 numbering was applied shortly thereafter as part of the Class I network formalized in 1922 to standardize national routing. This reflected the road's role in linking eastern Scotland's key population centers, from northward through Perth, , and to coastal termini, supplanting earlier designations and aligning with the Ministry of Transport's efforts to catalog and upgrade principal arteries for motorized traffic. In the , precursors to the A90's alignment benefited from turnpike trusts established from the mid- onward, which imposed tolls to fund surfacing, drainage, and widening for stagecoaches and heavy carts, markedly improving travel times over rutted parish roads. The Perth to segment, a foundational stretch of the A90, originated with turnpike improvements in the late , enabling reliable and routes; contemporaries, including a St Madoes minister in 1792, described it as one of the era's premier infrastructural advances due to its enhanced durability and reduced journey durations. Further north, turnpikes extended the network, such as the 1796 turnpike from the Bridge of Dee, which connected to southward routes and facilitated Aberdeenshire's integration into broader commerce; these trusts erected over 270 milestones and 30 toll houses in alone, remnants of which persist as evidence of systematic early road engineering. By the early , acts like the Turnpike Roads (Scotland) Act of 1831 standardized operations, but the system's toll-based model declined with rail competition, leaving improved alignments ripe for 20th-century motorization under the A90 banner.

Post-War Expansions

The A90 trunk road underwent systematic expansions after the Second World War to address rising traffic volumes and improve connectivity between eastern Scotland's key economic centers, including Perth, , and . These developments involved constructing bypasses around towns and progressively converting sections to standards, reflecting broader efforts to modernize arterial routes amid postwar economic recovery and motorization. Initial focus was on eliminating bottlenecks through targeted improvements rather than wholesale reconstruction. In the and , several bypasses and short dualling stretches were implemented along the Perth-Dundee corridor. The Inchture Bypass, spanning 4.5 miles, opened in 1965 at a of £0.9 million, initially designated as the A85. This was followed by the 2.3-mile Glendoick to North Inchmichael section in 1969 and multiple 1972 projects, including the 2.56-mile to Inchyra dualling (£0.566 million) and the 1.9-mile North Water Bridge Diversion (£0.5 million). The Barnhill Junction to dualling, costing £2.34 million, was completed in 1976, while the Bypass opened the same year as a 4.25-mile (£1.5 million), later dualled in 1994 for £12.5 million. These upgrades provided intermittent dual sections amid predominantly single-carriageway alignments, prioritizing safety and capacity at pinch points. The 1980s saw accelerated dualling driven by northeast Scotland's oil industry expansion and associated freight demands. Key projects included the 1.75-mile Powrie Brae to Tealing dualling in 1981 (A929), the 0.7-mile Dundee Kingsway dualling in 1983 (A972), and the 5.2-mile Bypass in 1984 (£12.85 million, A92). The Bypass (part of a 4.8-mile dual section, £6.8 million) opened in 1985, followed by the 5.8-mile Bypass in 1987 (£11 million, initially A94). Additional dualling, such as Balnabreich to (1.7 miles, 1982) and Candy to south of (4 miles, £4.5 million, 1989), extended high-standard segments northward. By the early 1990s, these efforts culminated in the full dualling of the Perth to Aberdeen route, completed in 1994 after integrating prior bypasses like North Water Bridge to Oatyhill (3.4 miles, £8.8 million, 1990). The A90 designation was then extended along the upgraded corridor, renumbering segments from A85, A92, and A94, establishing a continuous dual carriageway that enhanced strategic links to Aberdeen's ports and industries. Later northern extensions, such as the Balmedie Bypass (4.3 miles, £6 million, 1989), supported ongoing freight growth but fell outside the core Perth-Aberdeen focus.

Route Description

Edinburgh to Perth

The from to Perth forms the southern portion of Scotland's primary trunk route to the northeast, largely comprising the after crossing the . This 38-mile (61 km) segment begins in western as a dual two-lane carriageway diverging northwest from the A8 at the Maybury junction near Barnton. It serves suburban areas, including Cammo and Turnhouse, with intermediate access points like Burnshot Road, before reaching . Here, the route connects to the , a 2.7 km carrying dual three-lane carriageways, opened to traffic on 4 September 2017 to alleviate congestion and replace the aging for heavy vehicles. Upon crossing into , the A90 designation yields to the , which maintains dual two- to three-lane standards with grade-separated junctions for efficient long-distance travel. Junction 1 at provides links to via the A985, while Junction 2A connects to Halbeath services and the A92 towards . Further north, Junction 4 accesses and the B996, and Junction 5 serves Crook of Devon and the B9097. The motorway bypasses Loch Leven, with Junction 6 offering entry to and connections to the for and the via the A977. Junction 7 at links to the A93 and local routes. Entering , the M90 features Junction 8 for and the , Junction 9 for Bridge of Earn and the A912, and Junction 10 for the B935. The route culminates at Perth's Craigend Interchange (Junction 11), a complex grade-separated junction integrating with the A9 northbound to and the A93 into central Perth, enabling seamless transfer to the continuing A90 east to and . This configuration supports high traffic volumes, with average daily flows exceeding 50,000 vehicles near as of 2020. The segment's design emphasizes safety through central barriers and variable message signs, though it experiences peak-hour delays around Perth.

Perth to Aberdeen

The Perth to Aberdeen section of the A90 spans approximately 80 miles of primarily , forming a key arterial link between central and the northeast, with journey times typically under two hours under optimal conditions. This segment connects Perth to , , , , and , carrying significant volumes of local, regional, and long-distance traffic, including heavy goods vehicles estimated at up to 18% in northern stretches. Dualling efforts, which included £139 million in investments from 1979 to 1994, culminated in the completion of the full configuration in the , enhancing capacity and safety along the corridor. Commencing at the Broxden Roundabout interchange near Perth—where the A90 meets the terminating M90 from and the A9 northward—the road heads northeast through rural , featuring grade-separated junctions such as Glendoick (opened December 21, 2006, improving access to the A93). It passes villages like Longforgan and Inchture before approaching Dundee's western suburbs at Invergowrie, where early dualling began in as part of progressive widening to address inter-city demand. In the Dundee vicinity, the A90 integrates with urban infrastructure, providing links to the A85 and A92 at roundabouts like Camperdown, though this area experiences congestion due to through-traffic and lacks a full bypass, prompting calls for alternative routing to alleviate city-center pressures. Northbound, it exits Dundee via grade-separated setups, transitioning to open countryside en route to Forfar, crossing the River Tay's tributaries and serving as a vital evacuation and freight corridor. Beyond , the proceeds through Tealing to the Forfar junction, a grade-separated interchange with the A94 offering direct access to the town and preventing weaving conflicts for northbound traffic. Continuing northeast, it bypasses Finavon with services facilities, then reaches the Brechin interchange connecting to the A935, facilitating local access while maintaining high-speed flow; nearby, the road crosses the River South Esk. The route then traverses Angus toward Stracathro services and the Laurencekirk area, where ongoing junction improvements at A90/A937 aim to enhance safety and connectivity for rural communities. Approaching Kincardineshire, it passes the Brechin to Stonehaven stretch, including the Stonehaven junction with the B979/A92 for coastal access, before entering Aberdeenshire near Portlethen. The final approach to follows undulating terrain, crossing the Luther Water, and culminates at the Bridge of Dee, which carries the A90 over the River Dee into the city, historically a toll crossing until free since 1926 but integral to urban ingress until integration with the Aberdeen Western Peripheral Route in 2018 diverted some orbital traffic.

Aberdeen to Fraserburgh

The A90 trunk road extends northward from its junction with the Aberdeen Western Peripheral Route (AWPR) at Blackdog, marking the start of the to section, which spans approximately 65 kilometres through Aberdeenshire's coastal plain and farmland. This trunk road, managed by as part of the M90/A90 –Fraserburgh route, serves as the primary strategic link for freight and commuter traffic to the fishing ports of and nearby , facilitating access to support industries and agriculture. Initially, the route features from the AWPR interchange northward to the Balmedie junction, a distance of about 5 kilometres, upgraded to improve capacity and safety amid growing traffic volumes post-AWPR opening in 2019. Beyond Balmedie, at the Tipperty area, the road transitions to with intermittent lanes, passing through rural landscapes with limited settlements until reaching Ellon, approximately 20 kilometres north of . At Ellon, a grade-separated interchange connects to the B9005, providing access to the town and onward roads, though the mainline maintains national speed limits where conditions allow. North of Ellon, the A90 remains for the remaining 30 kilometres to , traversing flat agricultural terrain with junctions including the Toll of Birness roundabout, where the non-trunk A952 diverges eastward to and Mintlaw, handling much of the heavy goods traffic to that port. Safety measures include average speed cameras near the A952 Mintlaw Road junction on the – approach, enforcing national limits over a 26-kilometre enforcement zone to address congestion and incident risks from agricultural vehicles and seasonal tourism. The route terminates in at the A952 junction near the town center, integrating with local distributor roads for port access. This northern segment, while vital for regional connectivity, experiences high maintenance demands, with nearly 5,000 pothole repairs recorded over four years ending in 2025 on the 35-mile stretch north of Ellon linking to and corridors, prompting local advocacy for dualling to enhance resilience against weather-related deterioration. However, assessments as of 2023 have not prioritised full dualling beyond existing segments, citing cost-benefit analyses in ongoing corridor studies.

Engineering and Infrastructure

Major Bridges and Crossings

The Dean Bridge, located in , carries the A90 over the Water of Leith gorge, spanning 447 feet (136 metres) at a height of 106 feet (32 metres) above the river. Designed by and completed in 1831, it consists of three segmental-arch sandstone spans supported by tall tapering piers, facilitating the road's connection northward toward the Forth crossings. This structure remains a key element of the A90's urban section, handling significant traffic volumes despite its 19th-century origins. Further north, the Friarton Bridge forms a critical crossing over the River Tay as part of the A90/M90 Perth bypass, enabling dual-carriageway traffic to avoid Perth city centre. Opened in 1978 and designed by Freeman Fox & Partners, the bridge supports the trunk road's eastward progression across the Carse of Gowrie toward and . Its construction addressed growing post-war traffic demands on the A90 corridor, with the structure comprising beams to span the wide Tay . The Finavon Bridge carries the A90 over the River South Esk between and in Angus. Comprising two parallel bridges—one for each direction of travel—the structure accommodates the trunk road's standards for heavy freight and long-distance journeys. Recent assessments have included temporary weight restrictions to preserve integrity amid increasing loads from regional haulage. In the Aberdeen section, the River Dee Crossing on the Aberdeen Western Peripheral Route (AWPR), integrated into the A90 network since 2019, features a 270-metre-long, three-span post-tensioned balanced box girder bridge with a central 120-metre span. This modern addition enhances connectivity around by bridging the Dee without disrupting the city's core traffic flows. Other crossings, such as those over minor watercourses like the North Esk near Marykirk, include embankment-supported structures but lack the scale of these principal spans.

Junctions and Interchanges

The A90 incorporates a mix of at-grade roundabouts and grade-separated interchanges, with the latter becoming more prevalent through post-1970s upgrades to accommodate increasing traffic volumes between , , and the northeast coast. Early interchanges, such as the Admiralty Interchange near , link the A90 to the at Junction 1C, facilitating access to Admiralty Road (A921/A985) via flyovers and slip roads established as part of Scotland's initial motorway network. Further north near Perth, the Craigend Interchange at M90 Junction 10 serves as a three-level grade-separated hub, connecting the M90 northward, A90 eastward toward , and local distributors; constructed between 1975 and 1977, it handles divergent flows from the approach. In the Dundee vicinity, junctions transition to predominantly at-grade designs, including the signalised Myrekirk Roundabout and Swallow Roundabout on the A90 Kingsway, which manage access to local routes like Myrekirk Road but have drawn for congestion during peak hours and closures. North of Dundee, upgrades have prioritized safety at high-risk sites; for instance, the Laurencekirk junctions with the A937 were subject to interim measures like a 50 mph limit and channelization starting in 2005, with a full grade-separated scheme advancing via draft statutory orders issued in December 2024 to eliminate at-grade conflicts. The northern section, particularly the Aberdeen Western Peripheral Route (AWPR) integrated into the A90 since its 2019 opening, features nine fully grade-separated interchanges and one partial roundabout (Cleanhill) optimized for motorway-standard flows, including the Stonehaven North (connecting to A90 south), Charleston (linking unclassified roads), South Kingswells, and Blackdog junctions with signal-controlled slips for A90 continuity. These designs support speeds up to 70 mph and reduce weaving, though the Blackdog setup incorporates traffic signals on off-slips to regulate merging from the A90 Balmedie-Tipperty extension. Beyond Aberdeen toward Fraserburgh, remaining at-grade roundabouts persist, such as those at Ellon, but ongoing dualling schemes aim to introduce further grade separation.

Road Standards and Design

The A90 trunk road is designed and maintained in accordance with the Design Manual for Roads and Bridges (DMRB), the standard specification for UK motorway and all-purpose trunk roads, as administered by Transport Scotland. This ensures geometric consistency, safety features, and capacity for strategic traffic flows between eastern Scotland's major cities, with dual carriageway sections predominant from the Forth Road Bridge northward to the Aberdeen Western Peripheral Route (AWPR) junction, excluding intermittent single-carriageway segments near Dundee and Stonehaven. Dual carriageway portions feature a standard cross-section with each comprising two 3.65-meter lanes, yielding a total paved width of approximately 7.3 meters per direction, supplemented by 1.0-meter edge strips and central reservations typically 4 to 6 meters wide equipped with safety barriers. Verges provide at least 2.5 meters of unpaved buffer on outer edges, expandable for drainage, utilities, or non-motorized user (NMU) facilities, with hardstrips or areas absent as the route lacks motorway status. Single-carriageway sections revert to a 7.3-meter undivided width for two-way , with passing places and climbing lanes incorporated on gradients exceeding 3% to maintain flow, per DMRB geometric guidelines for rural trunk roads. Junctions prioritize via flyovers and underpasses on high-volume alignments, such as the AWPR integration, while at-grade priority intersections with ghost islands adhere to DMRB TD 42/95 for visibility splays and turning radii accommodating heavy goods vehicles up to 16.5 meters in length. Pavement design targets 30-40 million standard axles (msa) over a 40-year life in upgraded segments, using flexible bituminous surfacing with sustainable urban drainage systems (SuDS) for runoff management at rates not exceeding 14 liters per second. Lighting employs LED columns to Class C3 standards in inter-urban areas, enhancing nighttime visibility without full motorway illumination. Design speeds align with a 100-120 km/h (62-75 mph) rural standard under DMRB TD 9/93, supporting a 70 mph national speed limit for on unrestricted dual sections, though temporary or permanent reductions to 40-50 mph apply near urban fringes and worksites via variable signage and average speed cameras. No hard shoulders are mandated, relying instead on verge recovery zones, with recent improvements like noise barriers (2 meters high, up to 36.5 meters long) and crossings addressing acoustic and ecological impacts.

Safety and Operational Challenges

Between 2021 and 2024, the A90 stretch from Ellon to recorded 15 personal injury collisions, with one fatality in 2021 and none thereafter, alongside a decline in total incidents from seven in 2021 to two or three annually.
YearTotal CollisionsFatalSeriousSlight
20217133
20223021
20232011
20243021
On the A90 from Emmock Roundabout to , where average speed cameras are deployed, zero fatal accidents occurred in 2023, followed by one fatal accident resulting in one fatality in 2024. Data for this section prior to 2023 is not publicly detailed in recent releases, though interventions like speed enforcement have correlated with reduced severe incidents on monitored segments. Certain junctions, such as those near Drumlithie and Swallow Roundabout, have been identified as higher-risk areas prompting local safety reviews, with post-lockdown traffic surges exacerbating concerns over single-carriageway sections north of Ellon. Overall trends reflect sporadic serious collisions tied to design limitations in undualled portions, but comprehensive A90-wide fatality rates remain low relative to traffic volume, supported by police-reported data lags and provisional 2024 figures subject to revision.

Causal Factors and Mitigation Efforts

The primary causal factors for accidents on the A90 road include driver errors such as wrong-way driving, which has resulted in multiple high-profile incidents, including a fatal crash where a traveled southward in the northbound lanes near Perth, colliding with four cars. Junction design flaws contribute significantly, with at-grade intersections and roundabouts like those at and Swallow Hotel prone to conflicts due to narrow central reserve gaps and lane issues, as identified in safety surveys and FOI disclosures. Single carriageway sections, particularly north of Ellon toward , exacerbate risks through hazardous overtaking maneuvers and poor visibility, mirroring patterns observed on similar Scottish trunk roads where such stretches account for disproportionate serious collisions. Additional factors involve structural collisions, such as vehicles striking flyover supports near Glencarse and St Madoes, often linked to speed and inattention on segments. High traffic volumes on this major east coast route amplify these risks, with data indicating elevated repair needs—4,825 incidents requiring fixes over four years in northern sections—attributable to wear from heavy goods vehicles and adverse weather conditions prevalent in rural and . While speeding is cited in only about 2% of cases per broader Scottish statistics, careless remains a recurrent theme in reported fatalities, such as a 2015 collision killing two scientists due to a lane departure. Mitigation efforts by focus on targeted safety audits and junction enhancements, including reviews at Tipperty in 2022 prompted by local concerns over frequent near-misses and a comprehensive road safety assessment at junctions based on traffic surveys, leading to proposed signalization and layout adjustments. Enhanced road markings and signage have been implemented at problem roundabouts like , addressing lane confusion, though some audits, such as one completed in 2025, recommend further refinements without immediate public disclosure. Collaborative initiatives with local authorities, such as Council's 2024 partnership with industry stakeholders, aim to curb dangerous behaviors through awareness campaigns and enforcement, while historical upgrades between and Perth—closing at-grade junctions and adding overbridges—demonstrate effective precedent for reducing intersection-related crashes by over time.

Upgrade Projects

Aberdeen Western Peripheral Route

The Aberdeen Western Peripheral Route (AWPR) comprises a 58-kilometre dual carriageway that circumvents Aberdeen city centre to the west and north, integrating with the A90 trunk road to enhance regional connectivity. It links the A90 south of Stonehaven to the A90 and A952 north of the city, incorporating extensions such as the Balmedie to Tipperty section for improved access to Peterhead and Fraserburgh. Developed by Transport Scotland in collaboration with Aberdeen City and Aberdeenshire Councils, the project aimed to reduce urban congestion by diverting through-traffic away from Aberdeen's core roads. Planning for the AWPR originated in the early , with ministerial approval granted in December 2009 following environmental assessments and public inquiries, though judicial reviews delayed progress until construction commenced in 2015. The route features grade-separated junctions, including interchanges at Kingswells (A944/A96) and Westhill (B9119), alongside bridges over rivers like the Don and environmental mitigations such as wildlife corridors. The full route opened to on 19 2019, after phased openings of southern and central sections in 2018. Initial cost estimates stood at £745 million in 2018, but final expenditures exceeded £1 billion due to construction delays, contractual disputes, and subcontractor insolvencies including Carillion's collapse in . Critics, including opposition politicians, argued the overruns stemmed from optimistic budgeting and risk transfer via public-private partnerships, with total financing costs potentially reaching £1.45 billion when including lifecycle maintenance. Proponents highlighted empirical benefits, such as a projected net annual reduction of 72 minor accidents, nine serious incidents, and one fatality, alongside decreased urban traffic volumes post-opening. Operationally, the AWPR has facilitated faster travel times, with average speeds on bypassed routes improving by up to 20-30% in the first years, supporting economic activity in northeast Scotland's and sectors. However, early data indicated a 7% rise in regional CO2 emissions relative to a no-build , attributable to from enhanced accessibility, though long-term modal shifts toward road freight were anticipated to stabilize impacts. The project remains a of Scotland's dualling program, prioritizing high-traffic corridors over lower-volume alternatives based on economic return analyses.

Other Dualling and Improvement Schemes

The A90 trunk road features several completed dualling initiatives predating the Aberdeen Western Peripheral Route, contributing to its predominantly dual-carriageway configuration between Edinburgh and Aberdeen. Dualling north-east of Brechin, encompassing key segments, was finalised in 1982 to address capacity and safety demands on the route linking Angus to Aberdeenshire. The Brechin Bypass, integrating dual carriageway standards, opened in 1994, marking the culmination of progressive upgrades from Forfar northward and reducing congestion through the town. Earlier efforts trace to 1938, with initial dual carriageway construction near Invergowrie facilitating smoother traffic flow from Perthshire into the Dundee area. Post-2000 improvements have emphasised junction enhancements and safety over extensive new dualling, given the route's established dual sections. The Junction upgrade, executed between 2018 and 2020, replaced the at-grade with a grade-separated interchange featuring a flyover for A90 traffic, aimed at minimising collision risks and accommodating higher volumes near Aberdeenshire's rural hinterland. This £20 million scheme, managed by , incorporated dedicated slip roads and provisions, yielding a reported decline in incidents post-opening. Ongoing maintenance and targeted interventions sustain operational reliability. In 2025, Amey completed a £645,000 safety project at , involving resurfacing, upgrades, and barrier reinforcements along the A90 from 's Swallow Roundabout to Longforgan, addressing skid risks and hazards on the dual section. Additional resurfacing works, such as those between Myrekirk and Swallow Roundabouts in (initiated July 2022), and broader north-east A90 segments totalling £1.2 million, focus on pavement renewal to extend asset life amid heavy freight use. No major dualling expansions are scheduled north of , with prioritising these incremental measures over wholesale upgrades to single-carriageway extensions like Ellon to .

Controversies and Policy Debates

Dualling Prioritization Disputes

The Scottish Government has faced significant criticism for deprioritizing the dualling of the A90 between Ellon and Peterhead, a single-carriageway section connecting Aberdeen to key north-east towns and the petrochemical industry. In March 2023, officials dismissed plans to upgrade this route, opting instead for measures aligned with climate change objectives, despite earlier commitments dating back nearly two decades to former First Minister Alex Salmond's pledges for infrastructure improvements in the region. This decision has been described by opponents as a "snub" to north-east economic needs, with local MSPs and MPs arguing that the road's condition exacerbates safety risks and hampers freight transport for the area's energy sector. Transport Minister confirmed in early 2023 that the section would not be dualled, a stance upheld by her successor Kevin Stewart in May 2023, who rejected calls for a policy reversal amid warnings of public "anger" from drivers reliant on the route. Data from revealed 4,825 repairs on the A90 north of Ellon between 2021 and 2025, underscoring the road's deterioration and prompting demands for full dualling over temporary fixes, which critics label insufficient for a trunk road handling heavy goods vehicles. The Scottish National Party's 2023 conference omitted any commitment to this project, further fueling accusations of neglect compared to high-profile investments elsewhere. These disputes highlight tensions in funding allocation, where the A90's north-east upgrades compete with flagship schemes like the A9 dualling programme, which has absorbed over £520 million by 2025 despite its own delays and cost escalations to £3-3.7 billion. Opponents from parties including the contend that the government's emphasis on the A9—promised for completion by 2025 but now projected beyond 2035—diverts resources from more populous eastern corridors like the A90, which serve Aberdeen's 230,000 residents and offshore energy exports. Proponents of reallocation argue that the A90's single lanes contribute to higher accident rates and economic bottlenecks, yet official responses prioritize environmental targets and fiscal constraints over immediate safety enhancements. This prioritization has eroded trust in government delivery, with local figures labeling the A90 a "death trap" unfit for modern standards.

Cost Overruns and Political Decisions

The Aberdeen Western Peripheral Route (AWPR), integral to A90 upgrades around Aberdeen, saw its costs rise from an initial 2005 estimate of £295–£395 million to over £1 billion upon completion in February 2019. By 2021, total expenditures, including compensation and settlements, reached £1.2 billion, driven by construction delays, legal disputes, and contractor claims. These overruns stemmed partly from via a Non-Profit Distributing (NPD) model, with a 2012 baseline of £745 million encompassing £472 million in capital and £273 million in ancillary expenses, yet actual outlays exceeded this due to , scope changes, and disputes. settled £64 million with contractors and in 2019 over delay-related claims, while land compensation payouts totaled £118.5 million by 2022, including 194 full settlements and advances on 68 appeals. Political scrutiny intensified as the (SNP)-led government, in power since 2007, approved the project in 2009 despite prior inquiries revealing risks, leading to allegations of underestimation to secure . Decisions to proceed amid opposition, including a failed 2012 by environmental groups, prioritized regional connectivity over fiscal caution, with MSPs informed in December that costs would surpass £1 billion. The collapse of contractor in , linked in reports to AWPR-related pressures, further complicated financing and highlighted vulnerabilities in contractor selection. Critics, including opposition MSPs, argued that rushed approvals and inadequate contingency planning exacerbated taxpayer burdens, though officials maintained the investment justified long-term economic gains despite the escalation. Smaller A90 schemes, such as the junction improvements budgeted at £25 million in 2024, faced fewer overruns but reflected broader patterns of political prioritization under SNP infrastructure pledges, with delays often tied to objection resolutions rather than direct cost spikes. Overall, these episodes underscored tensions between devolved Scottish policy ambitions and fiscal discipline, with overruns funded through public borrowing and repayments extending over 30 years via NPD structures.

Environmental and Local Opposition

The Aberdeen Western Peripheral Route (AWPR), a major upgrade to the A90 bypassing , faced significant environmental opposition from groups such as Scotland, which argued that the project would increase , vehicle trips, and mileage, exacerbating climate impacts without adequate mitigation. Critics highlighted on lands protected under European environmental legislation, including potential harm to local ecosystems and . During construction, the project drew scrutiny for pollution incidents, including sediment discharge into salmon rivers like the River Dee and River Don, leading to a £280,000 fine imposed on the Aberdeen Roads by the Scottish Environment Protection Agency in 2017 for violations under environmental permits. An enforcement notice was issued in 2016 following further investigations into unauthorized discharges affecting water quality. Local communities expressed opposition through legal challenges and public campaigns, contending that the AWPR would degrade rural landscapes and increase noise and in surrounding areas. A appeal against the project's approval was rejected by the in 2012, with the upholding the decision later that year, dismissing claims of procedural flaws in the . Residents near proposed alignments, such as in Balmedie, raised concerns over fragmentation of green spaces and long-term ecological disruption, though these were weighed against projected traffic relief benefits in official determinations. Broader A90 dualling efforts encountered localized resistance tied to specific segments, including air quality deterioration from traffic diversions and impacts on watercourses via culverting or realignments, as detailed in environmental impact assessments for maintenance works like the A90 Keithock to Stracathro section. objections to adjacent developments, such as mixed-use proposals at Errol, cited risks to countryside and intensification along the route. Environmental advocacy often emphasized —wherein expanded capacity leads to higher overall usage—potentially undermining emission reduction goals, though such critiques from non-governmental sources like warrant scrutiny for prioritizing anti-road narratives over balanced cost-benefit analyses. Despite opposition, approvals proceeded under Scottish Ministers' determinations, incorporating mitigation like habitat translocation and controls.

Economic Impact

Connectivity and Trade Facilitation

The A90 trunk road functions as the primary east-coast corridor linking in the to in the north-east, traversing approximately 150 miles through Perth, , , and , thereby integrating urban centers, rural areas, and industrial zones. This alignment supports inter-regional passenger mobility and freight distribution, connecting to the near for onward access to the national network, including the M9 to and the A1 southbound. In facilitating trade, the A90 enables efficient haulage from —a key gateway handling roughly 4 million tonnes of cargo annually, valued at £1.5 billion and supporting 12,260 direct and indirect jobs, predominantly in oil, gas, and fisheries exports—to processing facilities and markets in the and beyond. dominates Scotland's freight sector, carrying 75.3% of the 271 million tonnes moved domestically in 2016 (excluding rail and pipelines), with trunk roads like the A90 critical for time-sensitive goods such as destined for European ports via southern routes. Upgrades, including the 2019 Aberdeen Western Peripheral Route (AWPR) integration, have bolstered this role by halving average journey times around and alleviating congestion on legacy routes, yielding £745 million in quantified economic benefits through faster goods circulation and reduced costs for north-east exporters. These enhancements underscore the A90's contribution to Scotland's £53 billion goods trade surplus in 2017, by streamlining supply chains reliant on just-in-time delivery in and agri-food sectors.

Regional Development Contributions

The A90 has played a pivotal role in fostering across eastern by providing efficient connectivity between central economic hubs like and and the northeast's energy and port facilities in . As a primarily dualled spanning over 160 miles, it supports the movement of freight, commuters, and tourists, underpinning sectors such as oil and gas extraction, agriculture, and fisheries, which collectively drive substantial portions of 's (GVA). In the City Region, the road's infrastructure has historically aligned with economic expansions, including the boom, enabling rapid workforce mobilization and that sustained high GVA contributions—estimated at significant levels for the region as of 2016 data from local economic strategies. Key enhancements, including the Aberdeen Western Peripheral Route (AWPR) sections integrated into the A90 network and opened in September 2019, have amplified these contributions by bypassing urban congestion and improving journey reliability. This 38-mile development is projected by to generate more than £6 billion in economic impacts over three decades, alongside facilitating 14,000 jobs through enhanced access and reduced travel times to industrial zones. Freight benefits have exceeded expectations, with hauliers reporting accelerated adoption that bolsters northeast efficiency and resilience. In intermediate areas like Angus and , the A90's dualling has spurred localized growth by enabling strategic land developments proximate to the route, attracting investments in sites and due to seamless links to national markets. For example, access has positioned sites near and as viable for commercial expansion, supporting diversification into knowledge-based services and while mitigating constraints on regional economic sites identified in appraisals. These linkages have indirectly aided resilience in high-value sectors, though ongoing single-carriageway stretches north of Ellon highlight untapped potential for further development site activation.

Criticisms of Underinvestment

Critics, including Scottish Conservative politicians and regional business leaders, have argued that chronic underinvestment in the A90's sections has imposed substantial economic costs on north-east , particularly through delays, reduced reliability, and barriers to industrial growth. In 2016, the North East Transport Partnership (Nestrans) highlighted that underinvestment in the route was "costing businesses money every day" by exacerbating congestion and limiting efficient to key ports and sites. A primary focus of criticism centers on the undualled stretch north of Ellon toward and , where constraints hinder connectivity to area's fishing, offshore , and decommissioning sectors. In 2015, industry representatives warned that failure to upgrade this section could result in the region missing out on hundreds of millions of pounds in potential revenue from fishing quotas and North Sea infrastructure projects, as unreliable access deters investment and prolongs supply chain times. Local campaigns, such as the 2015 push by residents and councils for full dualling, emphasized that these bottlenecks undermine competitiveness against better-connected English ports. Maintenance data underscores claims of neglect, with Transport Scotland recording 4,825 repairs on the A90 north of Ellon over four years ending in 2025, prompting calls from north-east politicians for upgrades to address the road's "outdated" condition and frequent disruptions. In 2022, Aberdeenshire Council accused the Scottish Government of "turning its back" on commuters by withholding investment, linking persistent single sections to heightened safety risks and economic drag in an area vital for exports. The government's 2023 rejection of dualling plans from Ellon onward, prioritizing climate measures over infrastructure, drew further ire for sidelining evidence-based economic needs.

Future Developments

Planned Enhancements

The primary planned enhancement for the A90 involves the A90/A937 Junction Improvement Scheme, which proposes replacing the existing at-grade junction with a grade-separated featuring a flyover for the A937 to enhance , reduce collision risks, and alleviate congestion on this key section between and . Draft side roads and compulsory purchase orders were published on December 6, 2024, initiating statutory processes, with the period concluding on January 31, 2025; Transport Scotland subsequently reviewed four formal objections while advancing toward potential construction commencement in late 2025 or early 2026, funded partly through the Aberdeen City Region Deal. Additional studies are underway for the A90 north of Ellon toward and , where approximately 35 miles remain and have required 4,825 repairs over the prior four years due to structural wear; an options appraisal released in February 2025 evaluates measures such as new roundabouts at Toll of Birness and Cortes junctions, adjustments, and community-level safety upgrades to improve connectivity and reduce journey times, though full dualling has not been committed to by . Local advocates, including councillors, have urged dualling this stretch citing high maintenance costs and accident data, but government prioritization remains focused on junction-specific interventions rather than wholesale upgrades. Ongoing minor enhancements include targeted resurfacing and drainage works, such as those scheduled near Toll of Birness through January 2026, aimed at maintaining skid resistance and flood mitigation without expanding capacity. These initiatives reflect 's emphasis on incremental safety and reliability improvements amid fiscal constraints, with no broader dualling program akin to the A9 equivalent announced for the as of October 2025.

Ongoing Maintenance and Monitoring

oversees the ongoing maintenance of the A90 as part of 's national network, contracting specialized operating companies for day-to-day management, repairs, and inspections of pavements, structures, and . In the North East region, encompassing much of the A90 from Perth to , Scotland serves as the licensed operator under a long-term awarded in April 2022, forming part of £1.27 billion in maintenance contracts across effective from August 2022. These contracts emphasize routine cyclic maintenance—such as resurfacing, repairs, and control—alongside reactive interventions for defects, with performance measured against key performance indicators including road condition indices and response times to incidents. Current maintenance activities on the A90 include targeted safety and infrastructure upgrades. As of October 2025, road safety improvements at Rait Junction, involving barrier enhancements and signage, are scheduled to continue until 31 October, while drainage improvements near Village address flooding risks through pipe renewals and gully cleaning, also extending to 31 October. Bridge-specific works, critical for the route's viaducts and overpasses, feature prominently; for example, essential maintenance on the Upper North Water Bridge between Stracathro and began on 13 October 2025, focusing on joint replacements and corrosion protection to extend . Earlier in 2025, Amey completed £226,000 in overnight surfacing south of in August, minimizing disruption during peak hours. These efforts align with broader standards requiring annual structural inspections and biennial principal inspections for all bridges over 6 meters span, prioritizing assets based on condition surveys. Monitoring of the A90 integrates real-time operational oversight with periodic asset evaluations to ensure safety and reliability. Traffic Scotland provides continuous surveillance through intelligent transport systems, including , variable message signs, and automatic incident detection along the route, enabling rapid response to congestion, accidents, or weather events via the national control center. is applied selectively to high-risk elements, such as the crossing—integral to the A90—where sensor-based systems track vibrations, strains, and as part of post-repair protocols, including and data logging for . Pavement condition is assessed annually using deflection testing and surface profiling, with data feeding into a national database to forecast deterioration and allocate resources, though critics note potential underinvestment in remote sections may exacerbate wear from heavy goods traffic. Overall, these practices aim to maintain the A90's category 3 status, balancing cost efficiency with resilience against Scotland's variable climate.

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