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Professor John Robertson OBA
In the sad tradition of adding up wee numbers to get big ones and never putting them in context, the Herald has made up a wee ‘scandal’ for you.
So, let’s have a look at the annual data and work out what percentage the amounts are?
The maintenance bill for Trunk Roads (Directly Funded by Scottish Government via Transport Scotland), with the fines and the percentages the latter were, of the total spend:
2023/2024 – £764m, £742 552, 0.09%
2024/2025 – 1.01bn, £812 434, 0.08%
2025/2026 planned – £1.06bn, 256 466, ?%
Source: Scottish Budget documents and Transport Scotland reports.
Are these figures good or bad? Should the Scottish Government be concerned?
Nope. See:
In UK road repair and maintenance contracts, delay fines—often structured as liquidated damages or performance-based payment adjustments—are typically capped at 5-10% of the total contract value. This cap reflects the contractor’s anticipated profit margin and serves as a strong incentive against delays without rendering the penalty unenforceable as a disproportionate clause.
https://www.alobees.com/en/conseils/penalties-late-construction
So these fines trumpeted by the Herald are way below expectations, a tenth?
Very good news.
Rebutting Scottish journalists – Like shooting fish in a barrel?
Talking-up Scotland 'Albatraz' 
But, note the second paragraph, which is not a road repair issue, but a long term grouse from some groups in communities close the A9.
They want the road upgraded to dual carriageway for its entire length and over many decades I have heard all main political parties, except the Greens, pledge that if they get into power the road will be “dualled”. The two arguments quoted in support are:
1. It will improve the economy of the hinterland of the road and
2. it will reduce the accident rate on the road, which the media describe as a ‘death trap’.
This is not a road repair issue, it is a developmental one.
Improving the economy of sparsely populated areas is necessary, but, is ‘dualling’ the A9 the most important aspect. Would increasing the rail capacity of the Inverness line, with the reopening of former spurs to railheads be a better use of investment? There is an argument to be had.
With regard to road safety, do the accident data support the ‘death trap’ argument? There have been amendments over the years – reducing the curvature of some bends and dualling busier sections. However there is the issue of driver behaviour in rural areas. Perhaps greater monitoring of speeds and conduct might be more effective in reducing accidents.
Do rural politicians and the media actually want the A9 to be improved or, do they want their gripe to continue?
Alasdair Macdonald
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