GOOD ROADS

Otago Witness, Issue 3509, 14 June 1921, Page 44

GOOD ROADS

AMERICA’S GREAT EXAMPLE. A NATIONAL ASSET. -MELBOURNE OFFICIAL’S REPORT. Mr Merlon, the fit . surveyor of Melbourne, whose comprehensive and progressive system of street mak.ng is luge v responsible for tiie supeiior condition of the streets of Me bourne, has just returned from a visit of inspection to the United States. Canada, anil Great Britain, where lie earefulv investigated the latest principles of road and street making in each country. After his investigations lie gives it as his considered opinion that the best type of road is one of Australian hardwood blocks laid on concrete, and top-dressed with bitumen or asphaltum (says the Dominion). The combined expenditure from Federal State, and count v funds was almost £340,000,030 on road making in the United States for the five years. 1917 to 1921 inclusive. Mr Morton considers that tho host road ho saw on his travels was the Columbia River highway, which was constructed with bitubthic pavement, though he regards the tar-dressed macadam roads of England as probably the best roads in the world, but is convinced that they wou'd last hut a short tune under the traffic conditions of America. These facts are emphasised in n preliminary report hy Mr Morton, and this is to be followed bv one in detail, giving the recommendations, based on investigations. which he believes should he adopted bv the Melbourne City Council. In America, Mr Morton states, highway construction is practically confined to concrete and asphalt. The American system of laying concrete was a revelation to him, as there was as much care taken in the preparation of concrete as of asphalt. Particular care was also taken in the “curing” of the concrete roads. On fiat grades they were put under water for two or three weeks, and on gradients, vhorp tins was not poss b'e. they were cover with 2in or 3in of wet earth, which was kept consistently wet for two or three weeks. It was found that concrete roads laid under these careful conditions lasted for many years, and were then suitable as foundations for asphalt surfaces. AMERICA’S ROAD EXPENDITURE. Mr Morton emphasises the necessity for a carefully-considered scheme of roadmaking. covering a long series of years, and explains how this is provided for in America by Federal grants and money raised specially for road construction by Slate bond issues and county bond issues. The Federal Aid Road Act of 1916 carried an appropriation of £15,000,000 to aid tho State in the construction of rural roads, and £2.000,000 to he spirit in tho construction of forest roads. The Federal grants were not to exceed 50 per cent, of the estimated cost of any road, and in no c-sse was the cost of a toad to exceed £2OOO per mile, exclusive of bridges of more than 20ft clear span. This £15.000.009 grant was increased in 1918 hv £40,000.000. payable in throe years in instalments of £IO,OOO, i and two of £15.090.000, and the limitation : per mile increased to £4OOO. i This, says Mr Morton, enabled the I United States to put into effect the most j comprehensive scheme of co-operation in road making ever adopted bv any nation. For the fiscal years 1917. 1913. aiul 1919 £15,520,000 was allotted for 48 States: for 1929 £18.430.000. and for 1921 £19,400,000. Seventeen States proposed aids amounting to £IIO.OOOXOO, and nine States aids to the amount of ££'1.360.000. Two hundred and four counties issued bonds to the amount of £31,822,400, and 650 counties bonds to the amount of £82.562,643. “ The experience in America,” comment* Mr Morton. “is that a great volume of traffic immediately finds use for the newest ivpe of highway, no matter where it may he. Tn tests for petrol consumption over i various types of roarl the concrete road ; came out supreme, twice the distance for ‘he same amount of petrol being the result of one test cf concrete road against the best type of earth road. and if it could bo determined, the additional saving for less wear and tear on tyros and mechanical parts due. to the concrete roads, as well ns the saving in hours, days, and years, should prove that the American road poliev represents an investment of almost incalculable value.” MACADAM SUPERSEDED. Mr Morton emphasises the fact that in both England and America it is recognised that the day of ordinary macadam as a construction for main road surface is past. This statement was, he says, contained in a memorandum issued by the Miirstrv of Transport in England on experimental roads. Concrete reads were first made in America 14 years ago. and as tho result of prolonged tests under various conditions they are now being generally adopted. Before 1919 there were 6784 miles of concrete roads in the United States, hut during 1919 contracts were placed for 3913 miles, and also large additional contracts last year. Mr Morton says that in America contracts are let on a large scale as the contractors will not waste time getting plant into position for small lengths of road, and he gives as an illustration the Arkansas-Louisiana highway contracts for 153 miles. 111 of which is to the aspli iltie-eoncrete on a cement-con-crete base.

Mr Morton concludes hi? preliminary report by pointing out that the economic advantages following the construction of good roads include a substantial decrease in the cost of haulage, therefore, cheaper material: farmers benefit doubly bv the cheaper cost of machinery and other farm requirements, and the cheaper cost of getting their farm | products to market, whilst both combined i lead to the increase in the value of farm | land. The towns and cities benefit by the I big increases in tourist traffic. Amongst j the social advantages mentioned are improvement of schools, as better roads tend I <1 Tceilv to higher average attendances. Then j there is an improvement in the rural mail I and general deliverv service, and an allI round improvement in the social amenities ii n the rural districts, as good roads make j the interchange of visits more easily accomj plislied.