TWENTY MILLIONS

Evening Post, Volume CIX, Issue 74, 28 March 1930, Page 12

TWENTY MILLIONS

OUR MOTORING BILL

ROAD RENEWAL FACTOR

IS IT TIME TO THINK ?

The chairman of the Main Highways Board, Mr. F. W. Furkort, told tho Civil Engineers' Conference) in Duncdin that ''motor transport is costing more than £,20,000,000 a year, and wo are carrying very little more than wo were carrying when there were no motorcars." Apparently this means (writes "Wings" in "N.Z. Motor bife") that it is costing more than twenty million a year to operate motor vehicles, as against some six or seven millions to operate trains. "The assumption made- in the last sentence is borne out by Mr. Furkert'a further statement that: — About two years ago he had started to make «n investigation into tho cost of road transport in New Zealand, and at that time ho had found that the country was spending three times as much on road transport as on railways. "So Mr. iftirkcrt evidently intends to convey the idea that a train-operating cost of six or seven millions a year has been added to by a motor vehicle operating cost of over twenty millions a year, and yet the traffic load is not much more than when it fell practically on tlio trains alone. THE LIFE OF A EOAD. "This statement, which is compiled from a report of tho Civil Engineers' Conference appearing in the 'Otago Daily Times,' is one that challenges, and is evidently meant to challenge, very serious consideration. It should be bracketed with the further state incut in the annual report of the board, of which Mr. Furkert is chairman, to tho effect that, at its present rate of. expenditure on dustless roads, the board could only cover one-quarter of the present highway system before these dustless roads would begin _to fall due for renewal. "With the cheaper (and shorter, lived) forms of dustless roads the cycle would be about twelve years; with more lasting (and moro costly) material, such as concrete or biutminous coil' crete, the cycle would be between thirty and forty years, assuming in each caso the same rate of expenditure. But in either case—the longer concrete C3 rcle or the shorter seal cycle—by the end of tho period 'a substantial length' would bo ' ncaring the end of its useful life.' "Elsewhere in its annual report tho Main Highways Board 'says that the development of uiQ.tor transportation is tho cause of highway development. To sum up, then, motor vehicles have caused a roading programme which, at present rate of expenditure, is planned to keep only one-quarter of the highway system dustless; and these motor vehicles are themselves costing over twenty millions a, year, or three times as much as the trains, while the increase in the total load carried is nothing like proportionate to those added roading and operating costs. "Such a serious diagnosis has to be faced and examined, whatever may bo one's preconceived notions of the motor and roading problem, or one's political notions thereof. Civil servants personally do not stand to gain much by probing matters that are highly charged with politics, and tho country is indebted to any Public servant who says what ho seriously thinks on so vital a problem. A TRANSPORT BALANCE-SHEET. "At the same time it is clear that tho analysis should be much more complete and detailed if it is to carry conviction, and it' it is- to impress the country, llow are figures of increase of load arrived at? Was the investigation that Mr. Furkci't began two years ago discontinued, or has it been carried on, and with what further results? Last session the General Managed of Railways, Mr. H. 11. Sterling, called for 'a transport balance-sheet.' A transport balance-sheet, if complete, would show capital costs and revenue costs of mailing and maintaining roads, would show the loads carried; the operating costs, and the paying freights."Not only from Mr. Furkert's corner and from Mr. Sterling's corner, but also from the corner occupied by 'the Minister of Transport, Mr. Veitch, comes indication of an active spirit of inquiry. The Ministry of . Transport is not resting on any published figures or statements, but is bringing into action its own investigating staff, including engineering and mechanical specialists, with economist talent as well. For the first time in New Zealand intensive study of cost of operating traffic, and cost of road-making and road-mainten^ anee, will be linked up as complementary and dove-tailing parts of the same problem. CO-ORDINATING KOADS AND LOADS. "Mr. Veiteh lias just told a Press interviewer that: 'It will be necessary by a study of all economic aspects to ascertain what allowance should be mado in arriving at a fair basis of taxation in respect of the many national benefits derived by the community from highways as a means 'of communication under normal and extraordinary conditions. A complete review of road classification by a qualified engineer will bo carried out in conjunction with the Department's mechanical engineer, so that the classification of roads will be co-ordinated with the trend of vehicle design.' The Minister adds that such co-ordination with improved vehicle design may enable better distributed axle loads to be placed on a third-class road, so that it may do the work of a second-class road without greater.damago or'"greater maintenance cost. "There is thus every indication that the questions raised will be thoroughly tested by tho Ministry of Transport. And it is high time. A sounder policy can be founded only on better knowledge, knowledge apparently not now possessed. The data for a transport balance-sheet must be found. Such powers as tho Ministry now possess it is proceeding to exercise. Other achievements wait on the much-delayed and ill-treated Transport Bill."