Are roadworks just an unavoidable part of modern life, or are they a symptom of deeper problems in how we manage our infrastructure? The seemingly endless stretches of orange cones and flashing lights are more than just an inconvenience; they're costing us time, money, and potentially, our sanity. But here's where it gets controversial: are we simply dealing with the necessary pains of progress, or are there systemic issues that are making things far worse than they need to be?
Just a few weeks ago, BBC political correspondent Alex Forsyth found herself inching along the M6 late at night, a familiar scene for anyone who's driven extensively in the UK. Miles of cones signaled roadworks, reducing the near-empty motorway to a crawl under a 50mph speed limit. A sigh, a common reaction, considering Forsyth clocks thousands of miles on Britain's roads each week presenting a Radio 4 program from different locations. She, like many of us, understands that roadworks often translate to delays and frustration.
Brett Baines, an HGV driver with nearly three decades of experience, echoes this sentiment, observing that roadworks "seem to drag on for months, years." And unfortunately, according to National Highways, the organization responsible for England's motorways and major routes, we can expect to see even more of this. Our aging road network is in dire need of upgrades and repairs.
The core of the problem? Much of the UK's road infrastructure was built in the 1960s and 1970s, a period of rapid expansion in car ownership. As Nicola Bell, executive director at National Highways, explains, these roads and bridges are now reaching the end of their "serviceable life." The situation is similar in Wales, where the government acknowledges "essential maintenance work" is on the horizon. While the outlook for Scotland and Northern Ireland is less clear, the prediction for England is a significant increase in roadwork-related disruptions.
And this is the part most people miss: roadworks aren't just about traffic jams. They represent a daily interaction with the government's machinery, shaping public opinion on how well the country is functioning. A smooth, efficient road network can foster a sense of progress and competence, while constant delays and disruptions can breed frustration and distrust.
The economic impact is substantial. The Department for Transport (DfT) reports that between 2022 and 2023, England saw 2.2 million street and road works, which cost the economy an estimated £4 billion due to travel disruption. It’s a delicate balancing act: the benefits of improved infrastructure versus the costs of the disruption caused by the work. But does the country have this balance right? That is the million dollar question.
Consider Clanfield, a village in Hampshire, where resident David expresses his frustration with the seemingly endless cycle of road closures and temporary traffic lights caused by utility companies replacing old infrastructure. Approaching the infamous "four-way set" of temporary lights, he laments the length of time they've been in place and the impact on the community. "Communication and co-ordination" are the key issues, in his view.
SGN, the gas network operator in southern England, acknowledges the disruption caused by their work replacing 10 miles of aging pipework, describing it as a "particularly challenging" project bringing "vital improvements." They emphasize that the works are for the long-term benefit of the community and that they are working to complete them as quickly and safely as possible, maintaining regular communication throughout. However, similar scenes are playing out in towns and villages across the country.
The Local Government Association of England and Wales highlights a 30% increase in utility company works over the past decade, often involving upgrades to essential services like water, energy, and broadband. While residents may understand the necessity of these works, the frustration often stems from the lack of coordination and communication.
In England, councils are responsible for all highways except for major roads and motorways. Roadworks can be carried out by either the councils themselves (e.g., patching up roads in poor condition) or by utility companies. Nick Adams-King, leader of the Conservative-run Hampshire County Council, admits that the roads in his area are in poor condition, estimating that bringing them up to scratch would cost £600 million, while their annual budget is around £70 million. The government has increased funding for highways maintenance, promising a local road repair budget of over £2 billion a year by 2030, up from £1.6 billion in 2026-27.
But here's where it gets controversial... Adams-King points out that utility companies have considerable leeway in influencing when work is carried out, including the ability to declare work an emergency, allowing them to implement diversions, road closures, and temporary traffic lights with only six working hours' notice to the council. This makes it difficult for local authorities to properly manage the situation.
Local authorities employ permit schemes to exert more control over roadworks. However, the "immediate permit," used for urgent or emergency works and requiring no advance warning to local authorities, is a source of concern. These permits accounted for almost a third of all street works in England in 2023-4, leading some councils to suspect misuse. One authority even reported that a "crackly phone line" was cited as the reason for an immediate permit, despite the issue being known for weeks.
A House of Commons Transport Select Committee report last year acknowledged the necessity of these permits but urged the government to consult on the definition of urgent works. The government has also doubled the fines that local authorities can issue for street works offenses, from £120 to £240. However, Streetworks UK, representing utility companies, insists that most work (69%) is carried out in a planned and coordinated manner. Clive Bairsto, its chief executive, denies the overuse of immediate permits, citing the Department for Transport's lack of evidence to support such claims. "I actually don't believe there is abuse of the system going on," he states.
The impact on businesses can be devastating. Angela Collinge, owner of Amber Pets in Rochdale, Greater Manchester, has run her pet shop for 27 years, but is now struggling due to constant roadworks. "As soon as one lot's finished, another lot starts," she says, describing "hideous congestion every morning." Customers avoid the area, leading to a decline in regular patronage. Utility companies in Rochdale maintain that essential works have been carried out to upgrade or maintain vital infrastructure, with coordination with the local council, swift and safe execution, and efforts to keep residents informed. Two firms are even trialing simultaneous gas and water works to minimize disruption, with potential for wider implementation if successful.
Paul Waugh, the local MP, however, believes more should be done, emphasizing the "damaging economic impact" and blaming a long-term reliance upon "make do and mend." He advocates for a "much better, more coordinated system." Clive Bairsto counters that utility companies do work hard to coordinate where possible.
Clare Matterson, director general of the Royal Horticultural Society (RHS), highlights the impact of roadworks on their gardens at Wisley, near junction 10 of the M25 in Surrey. A £300 million project to improve congestion and safety at this busy junction has resulted in the RHS losing nearly £14 million due to a drop of over 350,000 visitors in a year. Families were stuck in their cars, and older visitors were stressed by the difficult driving conditions. Many canceled memberships or postponed visits. While acknowledging the need for improvements, Matterson questions the length and disruption of the project, which has been delayed by an extra nine months due to extreme weather. RHS Wisley is now seeking compensation.
National Highways expresses sympathy and claims to be minimizing disruption by closing the M25 entirely over a series of weekends – an unprecedented step to speed up the works. Nicola Bell argues that this approach will be more effective than prolonged lane closures. "We do have every sympathy with a business like RHS Wisley, when you are building something as complex as that upgrade right next to their business," she adds.
Motorways and major trunk roads constitute only 2% of England's roads by mileage but carry a third of all traffic and two-thirds of all freight. Delays on England's major roads increased between 2019 and 2025, partly due to roadworks. The government acknowledges the costly and frustrating nature of these delays, recognizing that addressing them is a priority for driving economic growth. A £25 billion investment in the strategic road network is planned between 2026 and 2031.
A new approach was tested in Hampshire, where a garden village of 6,000 homes required an extra junction on the M27. A concrete tunnel was constructed in a nearby field and then slid into place, necessitating a full closure of the motorway over Christmas. John Beresford, managing director of Buckland Development, emphasized the intention to minimize long-term disruption through a "short, sharp sort of shock." James Barwise of the Road Haulage Association acknowledges the merits of short-term whole-road closures, despite their potentially "scary [and] disruptive" nature for locals. He suggests that hauliers would prefer fewer days of complete disruption to months of lane closures.
Local authorities are also exploring lane rental schemes, charging utility companies up to £2,500 per day for works on busy routes at peak times. Councillor Tom Hunt, chair of the Local Government Association's inclusive growth committee, believes that such schemes would lead to more efficient and faster works. While currently limited to a handful of councils, MPs on the Transport Select Committee advocate for wider implementation across England, and ministers plan to empower mayors to introduce these schemes in their areas.
But... Clive Bairsto of Streetworks UK argues that lane rental could increase costs for consumers, as it is a cost of doing business passed directly on. More broadly, he suggests that some irritation and pain are necessary to ensure the quality and standards of utilities needed for national progress.
Ultimately, the issues of coordination, communication, and duration consistently emerge in discussions. While potential solutions are being explored, immediate answers remain elusive. Nicola Bell of National Highways points to a historical lack of investment across infrastructure sectors, including energy and water, as a contributing factor to the current surge in roadworks.
With a government that views improved infrastructure as a catalyst for economic growth, roadworks appear to be a long-term fixture. The critical question remains: can they be managed more effectively to minimize the impact on daily commutes, businesses, and the collective frustration of the nation's drivers?
What are your thoughts? Do you believe the current level of roadworks is acceptable given the need for infrastructure upgrades, or are there systemic changes needed to better manage and coordinate these projects? Share your experiences and opinions in the comments below!
