{"id":166230,"date":"2026-10-01T14:11:44","date_gmt":"2026-10-01T13:11:44","guid":{"rendered":"https:\/\/www.pbctoday.co.uk\/news\/?p=166230"},"modified":"2026-10-01T14:11:44","modified_gmt":"2026-10-01T13:11:44","slug":"evolving-needs-of-uk-roads-replacing-patchwork-long-term-planning","status":"publish","type":"post","link":"https:\/\/www.pbctoday.co.uk\/news\/planning-construction-news\/evolving-needs-of-uk-roads-replacing-patchwork-long-term-planning\/166230\/","title":{"rendered":"The Evolving Needs of UK Roads: Replacing patchwork with long-term planning"},"content":{"rendered":"

Thanks to multi-year funding, councils can now choose ironwork based on how it performs over its working life. Paul Thompson, technical specification and sustainability manager at Wrekin Products, argues that it’s time for the specs to catch up<\/h2>\n

The gap between typical specifications and real-world conditions speaks to a wider problem that runs through the road network, and it is a central part of our new whitepaper The Evolving Needs of UK Roads<\/em><\/a>. We surveyed local authority and contractor respondents and interviewed engineers from councils, the Road Surface Treatments Association (RSTA), and the Chartered Institution of Highways & Transportation (CIHT) to build a detailed picture of these issues and how they might be solved.<\/p>\n

A network under pressure<\/h3>\n

The UK\u2019s road networks are under severe strain. According to the Asphalt Industry Alliance\u2019s (AIA\u2019s) 2026 ALARM survey, the UK has a record \u00a318.62bn backlog of carriageway repairs<\/a> outstanding.<\/p>\n

Traffic on UK roads rose by more than 16% between 2000 and 2024, according to Department for Transport<\/a> data, and every extra vehicle puts another load on covers, frames and bedding, many of which were installed with a lighter, quieter network in mind.<\/p>\n

Highway ironwork takes much of this increased load, sitting in the join between a worn road surface and the ageing networks beneath it, and as such it takes stress from both.<\/p>\n

Some routes bear that load more than others. Joe Westwood, highway operations manager at Brighton & Hove City Council, told us that one of the city’s main roads carries around 600 buses an hour. When these bus routes had plastic gully pots previously, his team could actually see the road surface bounce each time a bus passed. It was clearly not a suitable measure for these roads, and the council now bars plastic pots on high-frequency routes.<\/p>\n

Rainfall adds to the strain. As the climate alters, more rain now arrives in short, intense bursts, and drainage built for gentler weather struggles to keep up. Water pools around ironwork and seeps into the joints around it. In our survey, only 4% of respondents thought design and maintenance standards were fully adapting to heavier rainfall and hotter summers.<\/p>\n

It is vital that we take these real-world factors into account.<\/p>\n

What a load class tells you<\/h3>\n

EN 124 remains the benchmark for access covers and gratings, and there is a clear value to having a common standard across the market. Its load classes, however, have not changed since the standard’s UK introduction in 1994. These classes indicate how a cover performs in a centralised load test, and at present they are not able to fully predict performance after years of dynamic loading from vehicles braking and turning.<\/p>\n

Most carriageway covers are specified as D400, whether they sit on a quiet cul-de-sac or in the wheel track of a road carrying hundreds of buses an hour. The bus route cover takes more heavy loads in a week than the cul-de-sac cover might see in years. National Highways’ CD 534 already gives guidance on specifying ironwork by location, so that the product spreads its load without overstressing the bedding beneath it; specifiers should treat EN 124 as the entry requirement and then take stock of exactly what the location demands.<\/p>\n

Most failures start at installation<\/h3>\n

Most drivers know the type of potholes that form around manhole covers. Rings of broken asphalt like these may be patched in the winter and open up again by spring \u2013 often the main issue is that something was done incorrectly during installation.<\/p>\n

A Water Research Centre study found that 52% of carriageway covers suffered seating wear and 44% suffered failure of the paved surround. If the surround cracks, water gets in, and the failure only accelerates.<\/p>\n

And of course, financial and environmental costs compound. Repeated repairs add up, and reinstallation costs a lot. Authorities must then pay for extra traffic management, while residents must live with new disruption. This is far from uncommon: fewer than two in three survey respondents were confident their ironwork was installed correctly the first time.<\/p>\n

When budgets are already tight, staff training must be comprehensive, and installation must be done properly to save money in the longer term.<\/p>\n

Funding has changed the argument<\/h3>\n

As Steve Carmody, a CIHT trustee, put it in our research, the UK\u2019s roads have tended to be patched instead of resurfaced. For a long time, one-year settlements have required authorities to bail out a network whose underlying problems they could not afford to address seriously. In our survey, budget pressure was the most-cited obstacle to installing better ironwork.<\/p>\n

It may be possible to navigate around this obstacle. In December 2025, the government announced a four-year settlement for local road maintenance, allowing authorities to plan beyond a single financial year. Part of that funding depends on publishing transparency reports and meeting best-practice criteria, and the DfT’s traffic-light ratings will put each council’s record in public view. As a result, councils can now fund decisions on whole-life cost, and they will be judged on the outcomes.<\/p>\n

Below the surface<\/h3>\n

Most of the factors that decide whether ironwork lasts \u2013 like correct installation and choosing the best specification for the setting \u2013 are just as obscure to the public. Multi-year funding is a welcome development, and authorities and road organisations must work alongside it.<\/p>\n

Local authorities and utility providers should set out how they want ironwork installed, including the bedding material and allowing enough curing time before a road reopens. Long-term planning, not patchwork, will begin to improve our nation\u2019s roads for everyone.<\/p>\n

\n<\/div>","protected":false},"excerpt":{"rendered":"

Paul Thompson, technical specification and sustainability manager at Wrekin Products, discusses the evolving needs of UK roads.<\/p>\n","protected":false},"author":32,"featured_media":166231,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[304],"tags":[173154,173264,806],"stakeholder_rel_tag":[],"contributor_rel_tag":[],"class_list":{"0":"post-166230","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-planning-construction-news","8":"tag-exclusive","9":"tag-repair-remediation","10":"tag-road-improvements"},"acf":[],"yoast_head":"\nThe Evolving Needs of UK Roads: Replacing patchwork with long-term planning<\/title>\n<meta name=\"description\" content=\"Paul Thompson, 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