Climate change blog - reflecting on the DfT's Climate Adaptation Strategy for Transport
David Shepherd is Chair of ADEPT’s Transport and Connectivity Board and Place Director at Kirklees Council. Here he reflects on what the Department for Transport’s Climate Adaptation Strategy for Transport means in practice for local authorities responsible for highways and transport networks, and what still needs to happen to turn strategy into delivery.
When the Department for Transport (DfT) published the Climate Adaptation Strategy for Transport in December, my first reaction was positive because a clear statement of national intent on climate adaptation gives local authorities a sense of direction. It confirms that this is not an issue on the edges of importance but a core part of how transport networks must be planned and managed going forwards.
At the same time, many of the activities described in the strategy are things that local highway authorities are already doing. We are already having to respond to the effects of heavier rainfall and have been dealing with the impact of higher temperatures on road surfaces for some time.
Adaptation is not theoretical for us; it is essential work, happening right now.
The real question for local authorities is not whether adaptation matters, but how the additional cost of adaptation is recognised and supported over the long term.
Indeed, we are emerging once again from a winter marked by prolonged periods of heavy rainfall and repeated flooding events across many parts of the country. For local councils this has meant increased call outs, emergency road closures, damage to carriageways and footways and significant pressure on drainage systems.
It has also meant diverted resources, stretched teams and further strain on already constrained budgets.
Each severe weather event brings immediate operational challenges, but it also leaves a longer term legacy. Assets deteriorate more quickly. Planned maintenance is pushed back as urgent repairs take priority. Financial planning becomes more complex as reactive spend grows. In that context, climate adaptation is not an abstract strategic discussion. It is about how we protect our networks, our communities and our limited resources from escalating risk.
Examining the strategy
The strategy refers to one billion pounds for local highways enhancement projects. As far as I can see, this is the same funding previously announced for bridge repairs and major road infrastructure rather than new, dedicated money for climate resilience. That is important because it reinforces the point that we should not look at adaptation as a separate funding stream. Instead, we need to look at the totality of transport and highways funding and ask what government expects us to deliver with it.
This is where integrated settlements and the role of combined authorities become significant. As funding is increasingly brought together into larger place-based settlements with clearer outcome frameworks, there is an opportunity for climate adaptation and carbon reduction to be embedded as core expectations. The detail of how this will work is still emerging, but it is likely that authorities will need to demonstrate how they are addressing climate impacts to access and retain funding.
For those of us who have been part of combined authority arrangements for some time, this feels like a logical progression. For colleagues going through local government reorganisation or new devolution arrangements, it understandably feels more uncertain. Clear guidance on the respective roles of combined authorities and local authorities in delivering adaptation will be essential, along with clarity on how performance frameworks and funding mechanisms align.
The recent red, amber, green ratings for highways maintenance certainly caught the sector’s attention. While the methodology and communication around those ratings were both controversial and flawed, they did introduce the idea that best practise and resilience could form part of how performance is assessed. If used constructively, that could help spread learning and encourage authorities to strengthen their approach to climate preparedness.
Upcoming publications and documents
Looking ahead, there are three key documents that I believe need to carry a consistent thread on adaptation and resilience when they are made available. The long-awaited Local Transport Plan guidance, the updated Code of Practice for Well Managed Highways and the forthcoming Integrated National Transport Strategy all need to reinforce the same message. Adaptation cannot be a discretionary add on. It needs to be clearly referenced, expected and supported across all guidance that shapes local decision making.
In particular, the Code of Practice for Well Managed Highways is an opportunity to link day to day asset management with climate resilience. This is where adaptation becomes practical. Decisions about materials, drainage, maintenance regimes and inspection cycles all have a direct bearing on how well our networks cope with changing weather patterns.
Similarly, Local Transport Plan guidance should set out how authorities are expected to consider resilience across all transport, not just roads. Bus networks, active travel routes and public spaces are all affected by climate impacts and need to be planned accordingly.
ADEPT's Adaptation Strategy webinar
It is therefore timely that ADEPT recently convened a webinar for its corporate partners to focus specifically on the DfT Adaptation Strategy. Jennifer Raynor, Deputy Director for the Environment and Adaptation Strategy team at DfT spoke at the event which also provided an important opportunity for open dialogue between government, local authorities and industry. These conversations matter; if we are serious about building resilient transport networks, we need shared understanding, realistic expectations and collaborative solutions.
One final point is about political resilience. Local authorities work with different political administrations over time. Climate adaptation needs to be framed in a way that makes sense regardless of political context. We can learn from the private sector here. Businesses are continuing to invest in sustainability and resilience because it makes commercial sense. They see it as essential to long term efficiency and customer focus. Local government should be confident in making the same case for efficient, economic management of our transport networks.
The Climate Adaptation Strategy for Transport is a useful building block. What matters now is how its principles are consistently reflected in funding, guidance, performance expectations and the practical tools that local authorities rely on. That is how we move from strategy to genuine resilience on the ground.
