STATE HIGHWAYS

Ashburton Guardian, Volume 56, Issue 206, 13 June 1936, Page 6

STATE HIGHWAYS

CONSTRUCTION AND UPKEEP. GOVERNMENT RESPONSIBILITY. RELIEF FOR LOCAL BODIES. (Per Press Association.) WELLINGTON, June 12. The proposals of the Government to take over 4146 miles of arterial roads throughout the Dominion and to be responsible through the Main Highways Board for their construction and main—tenance, were explained in. detail today by the Minister of Public Works (the lion. R. Semple). He made it Clear that‘ not all the main highways listed as such are to be taken over, but only those highways which are re—i garded as the principal lines of road communication. These in future will. be classified as State highways. Mr Semple said that past experience had shown that important reconstruction or improvements on arterial highways had had to be deferred, in some cases for many years, principally because of the reluctance of the par—ticular local authority to finance its quota. The value of arterial highways ll‘rom a transport Viewpoint and to the public welfare could only be measured by the ability of these routes to cater at all times for all needs. The backbone of the Dominion’s road transport was undoubtedly its trunk highway system, and country interests would be better served by the State accepting responsibility for the necessary improvement and proper upkeep of its arterial roads than by the multiplicity of control which now existed.

Intention of the Legislation. The intention of the proposed legislation was: (1) To ensure that the principal lines of road communication would be ad—ministered directly by a central authoriity having Dominion-wide jurisdiction, and for that purpose the Main High‘ways Board would be entrusted with the control of the State highways. (2) The proposed legislation would give financial reliei‘ to local authorities by the extent to which they would ordinarily contribute to arterial highways. These savings to local bodies would be in the nature of increased financial aid to reading authorities atfeeted, and Would enable them to apply their funds to ordinary county highways and rural roads with consequent advantage to outlying districts. it was not proposed to transfer to the State responsibility for antecedent liabilities, and the idea. was that from the date on which an arterial highway was classified as a'State highway the full cost of construction and maintenance would be met from the highways; fund. Where a work had already beeni completed no allowance would be made‘ to the local authority concerned for its share of the expenditure, but where a work was still in hand at the time of classification any apportionment ment would be made under which the local body would pay its contribution only up to the, date on which the State lliighway was taken over. Board Subject to the Minister. In accordance with the Government’s policy that the people’s representatives should be responsible for public expenditure, the activities of the Board in the construction, reconstruction or improvement of. main highways were to be subject to Ministerial consent before a start was made. This does not mean the approval of every detailed work but rather that the general pro—gramme to be undertaken from time to time should be carried out with the knowledge and consent of the Minister. Until the legislation was passed and the State highways system becomes an accomplished fact, the local authorities now in charge of highways tentatively nominated would retain control, and the question of maintenance would be a matter for the inditidual authorities affected. It was to be hoped that local 1 bodies would not neglect the highways in anticipation of future maintenance being borne by the State. He was confident that the co-operation manifested in the past would continue until the full scheme was brought into operation. , A _. _ l

The schedule of arterial highways which have been tentatively selected to form the State highways system was announced by the Minister as follows, the figures showing that ap—proximately 2300 miles of road are in the North Island and 1800 in the South Island. North Island. Kaitaia to Whangarei, via. Ohaeawai and Dmrgaville, 10¢ miles. ‘Whangarei to Dargiwille, 39 miles. Whangarei to Maungaturoto, via \Vaipu, 41 miles. Dargaville to Maungaturoto, 42 miles. Auckland to Hlelensville, 38 miles. Auckland to _ Maungaturoto, 75 miles.

Auckland t 0 \Vellington, via, New Plymouth, 469 miles. Pokeno to Whakataue, via. Ngatea and ’l‘auranga, 165 miles. Hamilton to Paeroa, 47 miles. Hamilton to 'Wha-katane, _via Roto--I'ua, 126 miles. G-isborne to Whakatane, via Waio—elm, 135 miles. Rotorua to Napier, via Taupe, 150 miles. Napier to Gisborne, 146 miles. Gishorne. to Bilatoria, 82 miles. New Plymouth to Hawera, via. Opunake. 67 miles. ’l‘e. Kuiti to Bulls, Via. T‘auma—runui, 204: miles. “'anganui to H’oropito. via. Parapara, (57 miles. Napier to Wellington, via Wairarapa, '67 miles. ' National Park to Taupe, 67 miles. Levin, to Palmerston North, via Makerua, 30 miles. Samson to Palmerston. North, 15 miles. Palmerston North to \Yoodville, 17 miles.

South Island. Pictou to Bluff, via. Rangita'ba, 613 miles. Blenheim to Nelson, 77 miles.

Nelson to Westport, 142 miles. Richmond to Collingwood, 78 miles. hmnguhua Junction to \Vehekav, 213 miles. Clu-istcluu-cli to Kumam Station, 143 miles. Timur-I'll to Cronuvell, via Tarras, 235 miles. Lumsden to Quoenstown, 63 miles. Clarkville to Queenstown, 146 miles. Gore to Lumsden, :10 miles. Invercargill to Lumsden, 56 miles.