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Title: Exploring the costs and benefits of considering adaptation - climate change Post by: grahame on December 06, 2023, 23:25:53 Many thanks to the member who brought this report from April 2022 (http://www.firstgreatwestern.info/mirror/climate-change-and-transport-infrastructure-rapid-evidence-assessment.pdf) to my attention from NatCen Social Research.
Quote Executive summary Climate change is already creating risks for transport infrastructure. Extreme weather events – such as major storms, heavy precipitation, and heatwaves – can cause damage and disruption, and will only become more frequent (IPCC, 2022). There are also more gradual changes, such as sea level rise, which can push coastal transport infrastructure to the limits of its tolerance. Adapting transport infrastructure to these changes is increasingly a priority, but the costs of major works can be substantial, and there are many uncertainties to navigate. In this context, there is a clear need to robustly explore the costs and benefits of considering adaptation when planning and maintaining transport infrastructure. This report presents the results of a Rapid Evidence Assessment (REA). An REA is an attempt to find and summarise the available research on a topic as comprehensively as possible, within the constraints of a compressed timetable. REAs sit between literature reviews and systematic reviews, using rigorous search methods and prioritising the most relevant evidence for inclusion. Title: Re: Exploring the costs and benefits of considering adaptation - climate change Post by: CyclingSid on December 07, 2023, 07:46:49 Interesting.
Section 3.1.1 Quote UK has a network of 422,100km of paved roads, divided between the Strategic Road Network (SRN) and the local road network. Quote SRN comprises more than 4,300 miles of motorways and major A-class roads Quote local road network makes up 183,300 miles, and includes some motorways, dual carriageways, and busy urban distributor roads, in addition to minor roads. So is Quote there is a large network of private really about 200,000 km are am I missing something obvious?roads used for servicing important infrastructure such as power lines, wind farms, communication facilities and water storage I will read on. Title: Re: Exploring the costs and benefits of considering adaptation - climate change Post by: froome on December 07, 2023, 08:09:36 Interesting. Section 3.1.1 Quote UK has a network of 422,100km of paved roads, divided between the Strategic Road Network (SRN) and the local road network. Quote SRN comprises more than 4,300 miles of motorways and major A-class roads Quote local road network makes up 183,300 miles, and includes some motorways, dual carriageways, and busy urban distributor roads, in addition to minor roads. So is Quote there is a large network of private really about 200,000 km are am I missing something obvious?roads used for servicing important infrastructure such as power lines, wind farms, communication facilities and water storage I will read on. The first quote uses kilometres, the second and third use miles, which is why there is such a large disparity. It would have been far more helpful to use the same measurements for both. 183,300 miles plus 4,300 miles is quite a bit less than 422,000km, but the disparity here is made up of private roads, which I assume include both publically usable roads and private accesses. Title: Re: Exploring the costs and benefits of considering adaptation - climate change Post by: broadgage on December 07, 2023, 10:17:14 Sounds like over provision ! close the less used routes, and single track much of the rest.
Title: Re: Exploring the costs and benefits of considering adaptation - climate change Post by: Ralph Ayres on December 07, 2023, 11:32:17 Sounds like over provision ! close the less used routes, and single track much of the rest. A local authority in my area does sometimes try to deal with fly-tipping on problem country lanes by stopping-up stretches that have no properties needing access, using a road closure order on the basis that they are unnecessary, superfluous or some such description (can't remember the exact legal term they use). The trouble is that although pedestrians and cyclists are still allowed to pass, there is then no maintenance of the already-poor surface, drains or vegetation so they gradually become unusable; a real pity because almost by definition these are the quietest lanes and most pleasant to use on foot or bike. The two blocked-off ends often still get fly-tipped, but presumably clearing that is more cost-effective for the council - and lower priority - than their previous obligation to keep a highway clear. This is the same LA that thinks plastering fly-tipping locations with "We are watching you!" warnings is enough to put off fly-tippers, when the accumulation of piles of debris by each sign and small number of prosecutions sends a very different message, almost confirming that the location is recommended by other successful users.This page is printed from the "Coffee Shop" forum at http://gwr.passenger.chat which is provided by a customer of Great Western Railway. Views expressed are those of the individual posters concerned. Visit www.gwr.com for the official Great Western Railway website. Please contact the administrators of this site if you feel that content provided contravenes our posting rules ( see http://railcustomer.info/1761 ). The forum is hosted by Well House Consultants - http://www.wellho.net |