GOVERNMENT CONTROL OF MAIN TRUNK ROADS

Northern Advocate, 13 June 1936, Page 8

GOVERNMENT CONTROL OF MAIN TRUNK ROADS

L Special to “Northern Advocate/’O WELLINGTON, This Day. “TN some quarters it has been accepted that the intention Is ■ to place all main highways under rthe direct control of the Main Board, thereby relieving local authorities of any obligations to finance any part of the '.highways system. This is not correct, as the proposals cover only jthe principal arterial or trunk roads, which are already known as main highways,’ said the Minister of Public Works, the Hon. R. ;,Semple yesterday, in explaining ; the proposals of the Government A to take over 4146 miles of arterial ■roads throughout the country and ■to be responsible, through the 'Main Highways Board, for their and maintenance. ‘Y

"“Past experience has shown,” said the Minister, “that important reconstruction or improvements of arterial highways have had to be deferred, in '.some cases for many. years, principally because of the reluctance of a particular local authority to finance kits quota. The value of arterial highways from a transport point of view and to the public welfare can only be pleasured by the ability of these I routes to cater at all times for all laeeds. The backbone of the Dominion’s road transport is undoubtedly its. ' 'trunk system, and the country’s inter - ests would be better served by the State accepting responsibility for the Accessary improvements and proper upkeep of its arterial roads than by the multiplicity of control which now exists. V Advantage to. Outlying Districts. | “The intention of proposed legislation is firstly to ensure that the principal lines of road communication will be administered directly by a central Authority having Dominion-wide jurisdiction, and for this purpose the Main Highways Board will be entrusted with' the control of State highways. Secondly, the proposed legislation Will give financial relief to local authorities by the extent to which they Would ordinarily contribute to the airterial highways.

* “These savings to local bodies will Toe in the nature of increased financial aid to the roading authorities affected, sflknd will enable them to apply their 'funds to ordinary county highways and Tural funds with consequent advantage to the outlying districts. “The, value of the present main highway system, embracing as it does the co-operation of local authorities and the State, both in administration and finance, is fully appreciated, but it is capable of extension according to |he needs of the day. Financial Burden. & “Many local bodies contend that the 'arterial highways carry a considerable of foreign traffic, and the proposed legislation will definitely place .'on the State the full financial burden of maintaining approximately 4000 .piles of arterial roads which, according r to a recent traffic census,, carry total highway traffic. 1

“It is not proposed to transfer to the State the responsibility of antecedent liabilities, and the idea is that from the date on which an arterial highway is classified as a State Highway the full cost of construction and maintenance will be met from highways funds; Where a work has already been completed no allowance will be made to the local authority concerned, for. its share of- expenditure, but Where a work is still in hand at the time of classification, an apportionment will be made under which the local body will pay its contribution only up to the date on which the State highway is taken over.” “The legislature has not so far given authority for retrospective assistance for highways funds,” the Minister continued, “and it is not ‘proposed to do so now. It might be explained that where a local authority is making deferred payments in respect of work completed prior to a State highway being taken over, such payments will continue until the debt is liquidated; Any local authority dis-. satisfied with a decision of the Main .Highways Board will have the right of appeal to the Minister. Ministerial Consent. “Previously the 1 power to apportion the cost of highways works has been vested solely in the Main Highways Board. 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 are to be subject to Ministerial consent before a start is made. “This" does not mean approval of every detailed work, but rather that the general programme to be undertaken from time to time should be carried out with the knowledge and consent of the Minister until legislation is passed and the State highways system becomes an accomplished fact. “Local authorities now in charge of the highways tentatively nominated : will retain control, and the question

of maintenance will be a matter for

the individual authorities affected. It * is to be hoped that these local bodies will not neglect the highways in anticipation of future maintenance being borne by the State. I appeal to those local bodies concerned to continue the adequate maintenance of probable State highways, and I am confident that the co-operation manifested in the past will continue until the full scheme is brought into operation.” The Minister added that there woiiM probably be some, complaint irbnt county councils which had Jlltiaced Improvements to high•lbut the same position had artoen before when main highways werfe first gazetted, and also with increase in highways subsidy f*K. -< V , ... Schedule of Jloads. The schedule tentatively selected shows that approximately 2300 mile? of road are in the North Island and 1800, in the South Island, the total being 414(j miles. The list is as follows: — |

MR. SEMPLE OUTLINES PROPOSED LEGISLATION

Kaitaia to Whangarei, via Oliaeawai, 104 miles; Whangarei to Dargaville, 39 miles; Whangarei to Maungaturoto, via Waipu, 41 miles; Dargaville to Maungaturoto, 42 miles; Auckland to Helensville, 38 miles; Auckland to Maungaturoto, 75 miles. Auckland to Wellington, via New Plymouth, 469 miles; Pokeno to Whakatane, via Ngatea and Tauranga, 165 miles; Hamilton to Paeroa, 47 miles; Hamilton to Whakatane, via Rotorua, 126 miles; Gisborne to Whakatane, via Waioeka, 135 miles; Rotorua to Napier, via Taupo, 150 miles; Napier to Gisborne, 146 miles; Gisborne to Ruatoria, 82 miles; New Plymouth to Hawera, via Opunake, 67 miles; Te Kuiti to Bulls, via Taumarunui, 204 miles; Wanganui to Horopito, via Parapara, 67 miles; Napier to Wellington, via Wairarapa, 213 miles; National Park to Taupo, 67 miles; Levin to Palmerston North, via Makerua, 30 miles; Sanson to Palmerston North, 15 miles; Palmerston North to Woodville, 17'miles. Picton to Bluff, via Rangatata, 613 miles; Blenheim to Nelson, 77 miles; ■Nelson to Westport, 142 miles; Richmond. to Collingwood, 78 miles; Inangahua Junction to Weheka, 213 miles; Christchurch to Kumara Station, 143 miles; Timaru to. Cromwell, via Tarras, 235 miles; Lumsden to Queenstown, 63 miles; Clarksville to Queenstown, 146 miles; Gore to Lumsden, 40 miles; Invercargill to Lumsden, 5’6 miles.