GOOD ROADS.

Dominion, Volume 14, Issue 257, 25 July 1921, Page 9

GOOD ROADS.

THE PRACTICAL SIDE OF THE QUESTION. (To tho Editor.) Sir, —Apropos the universal interest! which is being taken in the still unborn Main Rondo Bill, a good, deal is being eaid and written in generalities, but few have committed themselves to a constructive policy. Many are, no doubt, reserving themselves to let fly a flood of. destructive criticism when the opportunity offers. Tho first problems for solution in the political field are finance and organisation. The experts will provide good roads at tho least cost if they are given the funds and not hampered iby the nullifying effects of parochialism and wire-pulling. The avowed principle underlying the whole case is the establishment of "national” highways with "national” funds for the benefit of the “nation” -a a whole, and a reasonable fund can do quite a lot in this direction if properly applied, though, on till® other hand, a large sum can be frittered away in holes and corners. The early stages in the matter seem to me to be narrowed down to those set out below; the headings are indisputable, though the substance under each gives scope for useful argument.

1. The Furnishing of tho Cash.—Thia should be collected “nationally” so that by no ordinary stretch of the parochial imagination can it be claimed by the local wire-pullers. 2. The preparation of a map of th# Dominion showing industries, ways of communication, defence, and other matters affecting the problem. This map should show probable future developmental, particularly those which will result from improved inter-communication, but one must be careful not to trespass upon the present functions of those whose duty it is to open up "backblocks" else we shall arrive in a hopeless tangle and lose sight of the objets in view. 3. Preparation of a Map Showing the Roads to come under the Scheme. —This map should allow of the actual linos of the road being varied after the experts have reported upon it, and the Minister should have powers to make necessary diversions. The roads should be classified both, from the point of view of their ultimate importance to the general community, and in the order in which they are to be tackled. 4. Organisation.—First and foremost the personnel should be mon who understand modern road construction and maintenance, and what is most important, these men should be consulted at the commencement, not after someone else has made difficulties for them to overcome. A central office, under the Minister and chief engineer of the Public Works, should include personnel for: a. Collecting information on the available machinery and materials. b. Carrying out works of a upeciai nature where such works would be more economically so carried out. c. Standardising designs, including bridges. Branch or provincial offices should be established to provide the links between the central office and the local authorities. The actual work should be carried out by the existing local authorities unless they are found wanting. 'These bodies have the staff’s, offices, and locffl intercourse necessary for the whole or part of the work, and will generally only need the guidance and advice of the provincial office. Some authorities are lightly proud of their roads and jealous of their control. They are cheerfully paying the loan charges and maintenance costs but are entitled to financial assistance under the scheme.

5. Allocation of Funds. —The contribution to local authorities should aim at being the cost of providing a good road at a standard necessary to accommodate "national" traffic less what would have beon necessary for purely local traffic. As the object will be to make a limited fund go as far as possible it is suggested that whilst contributions should not relieve local authorities of their responsibilities to their localities it should be a sufficiently tempting bait to secure the desired result. The contribution per mile should be practically the same in adjoining districts in spite of the fact that one may have good reads already, and its neighbour may have bad roads requiring remaking. It would be unfair to favourably treat an ill-favoured county better than one which was burdened with the cost of a good loading policy adopted as a result of its- own foresight. The payments should be some fixed proportion of the fair annual cost of making and maintaining the road and should be payable subject to the prearranged standard being maintained. Special contributions are to be avoided, but would have to be faced in special cases such as bridges, diversions, and the like.

Whilst the system indicated above can, no doubt, be improved upon, it is based upon the successful experience of other countries, and imperfect as it may be I have aimed at the avoidance of generalities by urging definite points for acceptance or profitable discussion. So far as the finances are concerned, I have urged that they should be collected “nationally” and distributed evenly per mile when physical conditions are equal. Beyond that we must leave the question of taxation to the proper persons. A certain amount has 'been said about the class of road to be universally adopted. Concrete roads are only suitable for rigid country, and even then are economically unsound unless long lengths are to be carried out at a time. The bituminous (tar or asphalt) bound macadam road will adjust itself ton moving ground, and is the most economical one to adopt where a foundation of road stone already exists, however bad its surface?. The as-phalt-bound road is a little more costly than the tar-bound road in the first instance, but is very much more durable, and consequently more economical in upkeep. A bituminous road costa more than a bad water-bound road, but less than a well-kept water-bound road. Roads are often too wide. A length across a thinly-populated area need be no more than 12 or 14 feet wide. It is far better to have 30 miles of good 12foot road than 20 miles of good 18-foot road, and the same money will provide either. The cost of laying down a good metal road would bo in the neighbourhood of £l2OO to .£l5OO per mile, but the average metalled road has some value in it, and could be brought into good condition for from .£4OO to -ISM), whilst in some cases it would be found that the condition was already good enough to receive tho tar carpet right away. Given a good metal road to start with, the comparative costs are on the following lines:— Light Traffic. Water bound— Ji Capital cost •••• nil Annual cost, patching and cleaning 10 Refacing metal, Jl7OO, once in. 15 years 50 Total - Tar bound — Capital cost of tar carpet 400 Annual cost touching up tar 2 Refacing tar, .£2OO, once in 5 years 40 -C42 Heavy Traffic — Capital cost as before. Water bound — Patching and cleaning 50 Refacing metal, 41700, onco in 5 years 140 Xl9O Tar bound — Touching up tar • 2 Refacing tar, .0200, once in 2 years... 100 XlO2 Statistics compiled from the balancesheets of local authorities ere misleading for the accounts include work done to water-tables, ditches, culverts, bridges,

fences, and a host of other matters which are not part of the road surface, and are not fair matter to include in comparative costs. The cost of dealing with 100 miles of national highway, which at present consists of lengths of good, bad, and indifferent road, can only be obtained after a comprehensive survey, but tho following is an indication of the situation where things aro normal and no heavy bridges, tunnels, or diversions are required: Per mile. •£ Making up 20 miles at <£lsoo 30,000 Making up 20 miles at A 21200 24,000 Effacing 40 miles at -£5OO 20,000 Touching up 20 miles at -£lOO 2,000 Total cost of making 100 miles good -£76,000 Tar carpeting 100 miles at <£400... 40,000 Allow for bridges and incidentals 20,000 Total cost of finished road... .£136,000 Annual charges on loan, say 8,000 Maintenance of surface at £lOO per mile W® Side tracks, ditches, etc., say Administrative costs, say • -.000 Total annual cost £22,000 This means that for 100 miles of road the country would have to raise a loan of £136,000, and that annual charges would have to bo found amounting o £22,000, plus present loan commitments of road authorities.—l am, etc.. GENIE. July 18, 1921.