Please see below for a list of our current position statements
Join other savvy professionals just like you at CIHT. We are committed to fulfilling your professional development needs throughout your career
The UK’s growing pothole problem reflects years of underinvestment and reactive maintenance. The Institution calls for sustained, long-term funding and preventative asset management to improve road conditions, reduce costs, enhance safety, and support a more resilient and inclusive transport network.
Evidence suggests that potholes have generally become more numerous and more severe in recent years, though figures vary by region and by year.
Motoring services organisation, the RAC attended 26,048 pothole-related breakdowns in 2025, an increase of 3,345 (15%) compared to 2024.
Local authorities in England and Wales now face a £18.62 billion backlog of carriageway repairs that would take 12 years to clear, according to this year’s Annual Local Authority Road Maintenance (ALARM) survey. Figures obtained by Freedom of Information requests found the estimated cost of the fixing the Scotland’s local roads in 2024 had risen to £2.56 billion. In Northern Ireland, the Department for Infrastructure (DfI) spent over £115 on potholes in 2025.
Local roads underpin the functioning of the UK transport system, carrying the majority of motor traffic vehicle miles and providing essential access to communities and economic activity. In England, local authority-managed roads make up around 99% of the total road network and accommodate roughly two-thirds of all traffic. However, the condition of this network remains a significant concern. Estimates suggest that approximately 16% of local roads in England and Wales are in poor condition, with a maintenance backlog of over £18 billion. At current levels of investment, it would take more than a decade to address this backlog, reflecting a long-standing pattern of underinvestment and a reliance on reactive rather than preventative maintenance.
Responsibility for maintaining local roads in England is distributed across several levels of government, creating a complex institutional landscape. The Department for Transport (DfT) provides capital funding for structural maintenance, including resurfacing and renewal, while the Department for Levelling Up, Housing and Communities (DLUHC) supports revenue funding for routine and reactive maintenance activities such as pothole repairs. 153 Local highway authorities in England hold the statutory duty to maintain their networks, while National Highways is responsible only for the Strategic Road Network. In London, Transport for London plays a central role,
In Scotland, local roads are the responsibility of the country’s 32 local councils, which manage the vast majority of the network (around 93%), including residential streets, most rural roads, and many non-trunk A-roads. These councils are responsible for day-to-day maintenance such as pothole repairs, resurfacing, winter gritting, drainage, signage, and street lighting. Funding for these roads comes mainly through the Scottish Government’s annual Local Government Finance Settlement, which provides councils with a block grant made up of general revenue support, redistributed business rates, and locally raised council tax.
In Wales, responsibility for local roads likewise sits primarily with the country’s local authorities. Funding comes mainly from the Welsh Government via the annual Local Government Settlement, which provides a block grant composed of general revenue support and redistributed non-domestic rates, alongside locally raised council tax. Like in Scotland, this funding is largely un-hypothecated.
In Northern Ireland, responsibility for local roads sits centrally with the DfI rather than with local councils. The DfI, through its Roads and Rivers directorate, is responsible for the entire public road network including pothole repairs. Operational delivery is carried out through regional DfI Roads offices and contractors rather than local authorities.
In recent years, the Government has increased the scale of funding available for local roads in England, committing to a multi-year settlement intended to support longer-term planning and delivery. Annual investment is now around £1.6 billion, forming part of a wider programme totalling approximately £7.3 billion over the current Parliament. This represents a notable uplift compared to previous funding periods and signals recognition of the importance of maintaining local road infrastructure. Nevertheless, when set against the scale of the maintenance backlog, current funding levels are widely seen as sufficient to slow deterioration rather than fully restore network condition.
In April 2026, the DfT announced the introduction of a series of new performance-based requirements for local authorities in England, aiming to ensure that funds designated for local road maintenance are spent fixing potholes. Under these reforms, a substantial proportion of funding, up to £525 million (representing a third of the total), may be withheld if local authorities fail to demonstrate effective use of resources. Authorities are now required to publish transparent accounts showing that highways funding is spent on road maintenance, alongside developing robust long-term asset management plans. They must also demonstrate improvements in capability, including workforce skills and asset management practices. Performance is assessed through a red, amber, green rating system, with lower-performing authorities subject to increased scrutiny and potential funding reductions. At present, there are no such requirements in place across Scotland, Wales and Northern Ireland.
Much of the dissatisfaction concerning the state of the UK’s roads centres on problems caused to vehicles. According to RAC data, reports from broken-down drivers about potholes in February 2026 averaged 225-a-day, nearly three-and-a-half times the 66-a-day seen in the same month last year and more than five times the 43-a-day recorded throughout all of 2025. Pothole related damage is costly, averaging around £500.
The human impacts of potholes and poorly maintained footways extend far beyond inconvenience, representing a significant and often under-recognised public health issue. While public concern often focuses on vehicle damage, the consequences for personal safety are substantial, with a wide range of injuries arising from trips, falls and collisions linked to poor surface conditions.
These injuries can be severe, with common outcomes including sprains, fractures and soft-tissue injuries, with pedestrians particularly vulnerable to broken wrists and ankles when falling on uneven pavements. Cyclists face heightened risks due to instability caused by road defects, including the possibility of head injuries and fatalities. Between 2018 and 2022, potholes contributed to 18 deaths and 433 serious injuries.
The burden on the NHS is considerable. Treating injuries associated with potholes can involve ambulance callouts, emergency care, hospital stays and rehabilitation. Even relatively common injuries such as broken bones can incur significant costs, with estimates suggesting treatment for a broken leg may cost over £5,600 and a broken arm over £3,100. When combined with the wider economic costs of road-related injuries, including impacts on policing and lost productivity, the financial implications are substantial, placing additional strain on already stretched health and social care services.
Beyond immediate physical harm, poorly maintained infrastructure contributes to wider societal impacts, particularly through social exclusion. Uneven pavements, potholes and obstructions can make everyday journeys difficult or impossible for many people, especially disabled people and older adults. Evidence indicates that a significant proportion of disabled people encounter barriers in the public realm, limiting their ability to travel independently. This reduced accessibility not only restricts mobility but also diminishes participation in social and economic life.
The consequences of this exclusion are closely linked to mental health and wellbeing. Difficulties in navigating the transport network can lead to isolation, with many people reporting that transport barriers negatively affect their mental health. A substantial proportion of people experiencing mobility challenges indicate they would leave their homes more frequently if conditions were improved. This highlights how the state of infrastructure directly shapes quality of life, extending the impact of potholes beyond physical injury to broader wellbeing outcomes.
There are also important behavioural effects associated with poor road and pavement conditions. Negative experiences, such as accidents or near misses, can create lasting fear responses that influence travel choices. Evidence shows that a significant share of injured cyclists cycle less or stop cycling following pothole-related incidents. This deterrent effect extends to walking and wheeling, particularly among older and disabled people, who may avoid journeys altogether due to perceived risks.
This shift away from active travel has broader health implications. Walking, wheeling and cycling are key contributors to physical activity, which plays a crucial role in preventing a wide range of conditions, including cardiovascular disease, diabetes and depression. When poor infrastructure discourages these modes, it indirectly contributes to worsening public health outcomes and increased long-term healthcare demand. In this way, the human cost of potholes includes not only immediate injuries but also the loss of preventative health benefits associated with active travel.
CIHT members can read this exclusive article for more information about the human cost of potholes and poorly maintained footways.
CIHT considers that the historic approach to managing potholes is unsustainable and does not represent best practice in highway asset management. A continued reliance on reactive maintenance leads to higher long-term costs, increased risk to users, and a gradual decline in network condition.
CIHT has long advocated for a fundamental shift from short-term, reactive repairs towards a preventative, whole-life asset management approach. As such, we welcome the new measures announced by the Department for Transport (DfT) to ensure that highways funding allocations are used as intended but recommend that performance frameworks incentivise long-term asset management outcomes rather than focusing narrowly on short-term pothole repair metrics. A balanced approach is needed to ensure that authorities are not discouraged from undertaking preventative treatments.
CIHT supports sustained, multi-year funding settlements that provide local highway authorities with the certainty required to plan and deliver efficient maintenance programmes. Funding levels should be aligned with the scale of the maintenance backlog and the need to achieve measurable improvements in network condition.
CIHT emphasises that road maintenance is not solely an issue for drivers but a public health, safety and equality concern. Poorly maintained roads and footways disproportionately affect vulnerable network users, including pedestrians, cyclists, disabled people and older adults. Investment decisions should therefore reflect the wider social, economic and health benefits of a well-maintained network.
CIHT calls for strengthened capability within local highway authorities, including investment in skills, data, and digital asset management systems. This will support more effective decision-making, improved resilience, and better outcomes for road users.
We likewise encourage greater collaboration across national and local government, industry, and academia to promote innovation in materials, techniques, and data-driven maintenance strategies. Sharing best practice is essential to improving efficiency and delivering consistent standards across the network.
Ultimately, CIHT believes that a safe, resilient and inclusive local road network is critical to supporting economic growth, enabling active travel, and enhancing quality of life. Addressing the pothole challenge requires long-term commitment, strategic investment, and a shift in focus from symptoms to root causes.
Extreme heat is already increasing globally due to climate change, with rising temperatures and more frequent heatwaves placing growing pressure on transport infrastructure, operations, users, and the wider economy. These impacts include physical stress on roads, rail, vehicles and structures, alongside significant health, equity, and productivity consequences for people, including those who work on the transport system, and communities. CIHT considers that a shift towards proactive, evidence-led and whole-life resilience planning is needed to ensure transport systems are designed for future climates and remain safe, reliable and inclusive.
Global average temperatures have increased by 1.1 to 1.2°C compared to pre-industrial levels.
Extreme weather events are occurring more frequently because of warming global temperatures. For areas of land, there is high confidence that temperatures and extreme heat will increase for all areas globally.
Since 2002, the UK has experienced its 10 warmest years on record. In July 2022, temperatures exceeded 40°C for the first time in the UK, reaching 40.3°C.
High temperatures have a profound impact on our transport network.
With an air temperature of 30°C, asphalt can reach 40-50°C. Road surfaces are typically tested to withstand temperatures up to 60°C, however, some roads may begin to soften at temperatures above 50°C.
Most railway tracks can operate up to temperatures of 46°C, above which buckling may occur. Extreme heat may also cause overhead power lines to sag, requiring speeds to be restricted.
Extreme heat may cause buses, trains and other vehicles to overheat, leading to mechanical failures.
Very high temperatures can put strain on bridges due to the expansion of joints.
Heat impacts the body and can lead to illness and death. The summer 2022 heat periods were associated with 2,985 deaths in England.
There’s no law for minimum or maximum working temperatures, for example when it’s too cold or too hot to work. However, guidance suggests a minimum of 16ºC or 13ºC if employees are doing physical work. There’s no guidance for a maximum temperature limit.
The impact of heat on transport sector workers is significant, with extreme heat events leading to disruptions in transport infrastructure and posing health risks. Workers exposed to high temperatures may experience symptoms such as headaches, dizziness, and heat exhaustion, which can compromise their health and productivity.
High temperatures influence how people travel. In hot weather, modes such as walking, wheeling and cycling may become unsafe, while those waiting outdoors or travelling in hot vehicles may be affected. In the June 2026 heatwave, Network Rail advised rail passengers to only take essential train journeys to, from or within areas affected by extreme heat. Public transport operators should also avoid overloading rail carriages and buses during periods of extreme heat, particularly when services are delayed or cancelled and large numbers of passengers are waiting, as overcrowding can increase exposure to heat and reduce passenger comfort and safety.
Good transport provides access to employment, goods, services and opportunities. If transport networks are disrupted by extreme heat, the economy and wider society suffer.
A 2025 study found that higher temperatures during summer and autumn reduce the annual gross domestic product (GDP) growth rate, whereas higher temperatures during winter increase GDP growth. Specifically, a 1°C increase in temperature during the summer (autumn) season results in a 2.44% (1.55%) drop in economic growth.
Heat does not impact everyone equally, with children, older adults, people with pre-existing health conditions, outdoor workers, and socioeconomically disadvantaged individuals the most vulnerable to the effects of extreme heat.
Extreme heat can also have significant implications for road safety, with high temperatures contributing to the deterioration of road surfaces and potentially reducing skid resistance. This can increase the risk of collisions and injury, particularly during prolonged periods of hot weather, and should be considered alongside the wider health and infrastructure impacts of climate change.
Much of the UK’s transport infrastructure was designed and constructed based on historical climate conditions, which did not anticipate the increasing frequency, duration, and intensity of extreme heat now being experienced.
Rising temperatures accelerate asset deterioration, affecting the performance and longevity of materials and systems across the transport network. Many infrastructure systems are characterised by long-lived assets; for example, according to the UK Infrastructure Strategy, an estimated 85% of existing rail assets are expected to remain in service through to 2055.
In this context, whole-life asset management is essential to ensure that infrastructure is planned, designed, operated, and maintained with long-term resilience in mind. This requires a shift towards proactive adaptation, rather than reliance on reactive maintenance approaches that address issues only after they arise.
Embedding resilience planning into asset management strategies is critical to maintaining safe, reliable, and efficient transport networks under future climate conditions. This includes considering future climate scenarios in design standards, maintenance regimes, and investment decisions to ensure infrastructure remains fit for purpose over its full lifecycle.
While extreme heat presents significant risks to the transport infrastructure and operations, it also provides an opportunity to re-evaluate how the sector plans, designs, and manages assets for a changing climate. Adopting a holistic, system-wide approach is key to improving resilience, recognising the interconnected nature of climate hazards and their cascading impacts. This includes preparing not only for rising temperatures but also for associated risks such as wildfires, which can damage infrastructure, disrupt operations, reduce visibility, and increase the likelihood of prolonged network closures. By embedding climate resilience into long-term planning, design, maintenance, and operational decision-making, the transport sector can better withstand future climate extremes while continuing to deliver safe and reliable services.
A proactive approach to infrastructure design is essential, ensuring that assets are planned for future climate conditions rather than historical norms. This includes embedding climate resilience into standards, specifications, and investment decisions.
There is also growing potential for nature-based solutions, such as increased urban greening and sustainable drainage solutions (SuDS), to help mitigate the impacts of extreme heat while delivering wider environmental and social benefits.
Advances in materials science offer opportunities to develop and deploy more heat-resilient construction materials, improving the durability and performance of transport infrastructure under higher temperatures.
Digital technologies, including real-time monitoring and predictive maintenance tools, can support more proactive asset management and improve the sector’s ability to anticipate and respond to heat-related stress.
CIHT considers that the increasing risks associated with extreme heat require a fundamental shift in how transport infrastructure and services are planned, designed, delivered, and maintained. The following principles set out CIHT’s position:
CIHT has produced a report on maintaining and future proofing highway infrastructure from extreme weather events and practical guidance to help local highway authorities prepare for climate-related disruption. In 2024, CIHT ran a series of workshops as part of the Changing Landscapes for Infrastructure and Mobility: Assessing Transport and Environmental Scenarios (CLIMATES) initiative, the findings of which were summarised in a 2025 report.
CIHT calls for:
CIHT calls for government, transport authorities and the wider sector to embed extreme heat resilience into transport policy, funding, standards, asset management and operational planning. This should include long-term investment in adaptation, better use of climate projections, stronger monitoring of asset performance, and practical measures to protect transport workers and users during periods of extreme heat.
During the summer months, daytime air temperatures in Qatar regularly exceed 45°C, with road-surface temperatures considerably higher. To protect outdoor workers, Qatar enforces a mandatory ban on outdoor construction work between 10:00 AM and 3:30 PM from 1 June to 15 September. As a result, many road construction and maintenance activities are undertaken during the evening, overnight or early morning hours. While the legislation has significantly improved worker safety, it also changes how transport infrastructure projects are delivered. Road closures, temporary traffic management, maintenance activities and inspections are concentrated outside the hottest part of the day, requiring careful planning to maintain road safety while minimising disruption to road users. The challenge is therefore not a single extreme heat event, but a predictable seasonal condition lasting several months each year that influences the planning, operation and management of the transport network.
The mandatory restriction on daytime outdoor working has reduced the risk of heat-related illness among construction workers and has become an established part of infrastructure delivery in Qatar. However, concentrating work into the evening and overnight periods creates additional operational challenges. More roadworks take place during periods of reduced visibility, increasing the importance of well-designed temporary traffic management, lighting, signing, and delineation. From a road safety perspective, temporary traffic-management equipment requires more frequent inspection due to prolonged exposure to high temperatures, wind, and heavy traffic. Drivers may also experience glare, discomfort, and impatience during summer months, particularly where roadworks or lane restrictions are present. Extreme heat also influences pedestrian behaviour. People naturally seek the shortest and most shaded route, and may avoid long diversions, footbridges or indirect crossings if these increase their exposure to the sun. This can reduce compliance with intended pedestrian routes unless these have been designed with user comfort in mind.
Qatar's prohibition on outdoor construction work during the hottest part of the day has been highly effective in protecting workers from extreme heat and demonstrates a proactive approach to managing climate-related risks. The widespread adoption of night-time working has enabled major infrastructure projects to continue safely throughout the summer while reducing worker exposure to dangerous temperatures. Regular inspections of temporary traffic-management arrangements help identify displaced cones, damaged barriers, faded markings, and other defects before they present a safety risk. Road Safety Audits also provide an opportunity to review temporary traffic management and pedestrian facilities, taking account of how road users are likely to behave in extreme heat rather than simply assessing compliance with design standards.
Although worker welfare has been successfully addressed through legislation, extreme heat is still not always considered a broader transport and road safety issue. Moving construction activities to the evening or overnight reduces exposure to direct sunlight and peak daytime temperatures, but it does not eliminate all heat-related risks. Humidity in Qatar can be particularly high at night, which reduces the body’s ability to cool through sweating and can still create significant heat-stress risks for workers. Night-time working also introduces reduced visibility, increased reliance on artificial lighting, and a greater need for clear and well-maintained temporary traffic management. Greater attention should also be given to pedestrian and cyclist behaviour during extreme heat. Routes that are technically compliant may still be avoided if they are indirect, exposed or lack shade. Future schemes should place greater emphasis on direct, shaded, and comfortable routes that people are realistically willing to use during hot and humid conditions.
Extreme heat is a common occurrence on construction sites in Hong Kong. On peak hot days, high ambient temperatures and solar exposure increase the risk of heat stress, reduce safe working time, and require more frequent recovery breaks. Recovery to business-as-usual typically follows once temperatures fall to levels that allow normal working hours and planned productivity.
Extreme heat not only affects construction productivity, but also the wider wellbeing of workers and project communities. It increases stress and fatigue, creates greater day-to-day uncertainty for site teams, and requires stronger focus on care, dignity, and support at work (e.g., hydration, shade, and recovery). Where hot periods limit safe working, it also influences coordination with neighbours and stakeholders and can delay community-facing activities that rely on reliable construction progress.
When facing extreme heat, workers should receive more frequent rest breaks, drinks and hydration guidance. Provision of additional shelters and shade is key for cooling and recovery. Fans in uniforms to help reduce body temperature and clear heat-risk controls to help teams to adjust safely.
When facing future extreme heat events, it would be beneficial to increase the proportion of work that can be moved to off-site fabrication and ensure that the design and construction strategy do not inadvertently require more on-site production than ideal for extreme heat.
Extreme heat must be treated as a core safety and delivery constraint: plan working methods, task sequencing and exposure limits in advance; provide consistent welfare measures; and reduce high-exposure on-site activity where possible (using off-site fabrication).
Due to the extreme heat experienced in July 2026, the workforce was required to carry out their duties in exceptionally high temperatures. Many employees found these conditions challenging, particularly due to the requirement to wear full PPE throughout their shifts. Temperatures reached as high as 34°C, creating difficult working conditions and increasing physical demands on the workforce. Despite these challenges, employees continued to carry out their duties while adhering to safety requirements and operational needs.
Wider impacts included reduced productivity due to employees needing to take more frequent breaks, slower work rates, and additional welfare measures being implemented.
Supervisors and managers were proactive in monitoring the workforce for signs of heat-related illness, ensuring welfare remained a priority throughout the period of extreme temperatures.
Many employees found it uncomfortable working in temperatures reaching 34°C, particularly whilst wearing mandatory PPE, which increased the effects of heat and discomfort. Productivity was reduced at times as additional welfare breaks were required to manage the risk of heat stress and dehydration.
When dealing with such events, it’s useful to plan ahead using weather forecasts and implement hot weather plans before temperatures become extreme. Adjust working hours where possible, starting earlier in the day and avoiding the hottest periods to reduce heat exposure.
Organisations should deliver annual heat stress awareness training to ensure employees understand the symptoms of dehydration, heat exhaustion, and heat stroke. It's important to encourage teams to report fatigue, illness, or concerns without fear of negative consequences. Review PPE options to identify products that provide the required protection while improving comfort in hot conditions. Monitor weather forecasts daily and communicate expected conditions and control measures through briefings and toolbox talks. Ensure sufficient resources and personnel are available to rotate employees undertaking physically demanding tasks.
During a period of extreme heat between 24–26 June 2026, Hertfordshire County Council monitored carriageway conditions across multiple locations throughout the county. Inspections identified a number of sites where road surfaces were beginning to show signs of heat-related damage, including binder fatigue and surface deterioration caused by prolonged high temperatures. This issue was observed on both recently surface-dressed sites and older carriageways.
In response, emergency works were carried out at 13 locations to apply fine aggregate to affected areas, helping to stabilise the surface and prevent further deterioration. Through early intervention and effective coordination, no additional urgent or emergency treatments were required by the end of the three-day period.
Extreme weather events such as this can create additional financial pressures for highways authorities, as premature deterioration can result in maintenance treatments being required earlier than planned. However, the proactive approach taken ensured that all affected roads remained open, minimising disruption for residents, businesses and road users.
Some of the affected locations were recently surface-dressed sites delivered by a framework contractor rather than the council’s highways service treatment contractor. As both contractors are part of the same wider group, they were able to coordinate an effective response and mobilise resources quickly. Existing winter maintenance resources, including gritters and stockpiled sand/grit materials, were repurposed to support the emergency response.
The experience highlighted the importance of preparing for the impacts of extreme heat on highway infrastructure. Authorities should anticipate that emergency treatments may be required during periods of prolonged high temperatures and ensure suitable materials, vehicles and resources are available to respond quickly.
Looking ahead, further investigation is needed into the availability and cost-effectiveness of bituminous binders with improved resistance to extreme heat. Increased monitoring and earlier intervention will also be essential, as identifying and treating early signs of deterioration can prevent more extensive damage and reduce long-term maintenance costs.
The July 2022 heatwave was a significant event for the UK transport sector, with temperatures exceeding 40°C for the first time on record. The extreme temperatures resulted in disruption across transport networks, particularly the rail network, where speed restrictions, reduced timetables and route closures were implemented due to concerns around track temperatures, overhead line equipment performance and infrastructure resilience.
The wider impacts extended beyond immediate transport disruption. For transport users and communities, the event reduced network reliability, increased journey uncertainty, affected passenger comfort, and highlighted the vulnerability of transport systems to extreme weather events. For organisations and their clients, the event reinforced the need to better understand how climate-related risks may affect infrastructure performance, operational reliability, maintenance requirements and long-term value for money. It accelerated discussions around climate adaptation and strengthened the business case for integrating resilience considerations into project development, asset management and investment planning. The event also demonstrated that extreme heat should not be viewed solely as an environmental issue. It has implications for safety, operations, asset performance, economic productivity, public health and social wellbeing.
A number of positive lessons emerged from the response. Most importantly, safety remained the primary consideration throughout the event, with infrastructure managers and operators taking proactive measures to minimise risks to users and staff. The event also encouraged greater collaboration between planners, engineers, environmental specialists, asset managers and operational teams. Across the industry, valuable lessons were captured regarding infrastructure vulnerabilities and future adaptation requirements. The event reinforced the benefits of embedding climate resilience into project development from the earliest stages.
The event highlighted that many transport assets across the UK were designed using historical climate assumptions and may not be fully prepared for the increasing frequency and severity of extreme heat events. It reinforced the need to embed climate resilience throughout the planning, design and management of transport infrastructure.
Going forward, climate resilience considerations should be integrated into scheme development and optioneering at an earlier stage, alongside greater use of future climate projections, such as UKCP18, to inform business cases and investment decisions. There is also a need to improve the quantification of heat-related maintenance costs, service disruption and the wider benefits of resilience measures. Transport bodies should adopt a more systematic approach to assessing climate risks across assets and networks, supported by predictive monitoring, asset condition data and climate analytics.
Although extreme heat events cannot be prevented, their impacts can be reduced through proactive planning, design and asset management. Climate adaptation should be embedded from the earliest stages of scheme development by using DfT TAG guidance and UKCP18 climate projections to assess how future heat risks may affect infrastructure over its lifetime.
Early climate risk screening should combine future climate scenarios with asset and site-specific information to identify vulnerabilities and inform design decisions. This enables targeted adaptation measures to be incorporated from the outset, such as specifying heat-resistant materials, reducing heat absorption, increasing shading through green infrastructure and improving thermal comfort for users.
Adaptation measures should be considered alongside wider project objectives, including decarbonisation, biodiversity, affordability, maintainability and social value, to avoid maladaptation and maximise co-benefits.
Looking ahead, the routine use of climate stress testing for major transport schemes using UKCP18 scenarios would help ensure infrastructure remains safe, reliable and resilient under future climate conditions.
Join other savvy professionals just like you at CIHT. We are committed to fulfilling your professional development needs throughout your career