GOOD ROADS.

Otago Witness, Issue 3512, 5 July 1921, Page 42

GOOD ROADS.

TO THE EDITOR. cur, I have rt.n, »nt:i uie deepest interest an acount in the Otago Witness, of June 14, minor vac heading Good Roads, by Mi Morton, city surveyor c-f Melbourne.” Mr IVaorton, *has apparently made a splendid study of concrete road construction in America, and his report should bo given carotid and serious consideration in Australia and New Zealand. I am at- present touring Australasia in the interests of a Canadian machinery company, but have had considerable experience in the actual construction of modern concrete roads in America. 1 have been approached by engineers and construction men in New Zealand regarding this type of road, and I have discovered that my information conflicts strongly with some of the previous reports brought to the Dominion, therefore Mr Mori oil's report comes at a very opportune time as it coincides with my statement with only one instance and that is in relation to costs; but inis i-s a matter any engineer can figure ior himself. Mr Moi ton’s report makes it quite clear thai as motor traffic is the future system of transportation, concrete roads alone can stand up under the action of driven vehicular traffic, which action differs entirely from draw traffic. This was fully proved in France during the war. The famous old Napoleon roads of that country soon crumbled under the wheels of heavy motor driven lorries used in the military transport service. in America the roads in most of the rural districts are 16ft wide, although 18ft is more desirable, and from seven to nine inches thick in the centre. As an example of the nature of ground over which these roads can be built, I may mention that one of our contracts covered 12 miles cf pavement, much of which crossed a swamp, so bad in places that 50 years ago huge cedar logs had been dragged by oxen and laid side by side on which year by year had been put much gravel. We did not disturb the cedar logs which would be good for a thousand years, but reinforced the concrete. This particular piece of road is being put daily to the most severe test, as close by is a large logging company who bring their logs from the mountain side on great motor trucks and along the concrete road to the saw mill, and til ere is not tno slighest sign of a failure. Among liie advantages gained from concrete roads is the great decrease in the cost of haulage, a great saving of petrol (greater than any other type of road), better service to the farmer in getting his produce to the market, tho opening up of the rural districts, enormous increase of tourist traffic to towns and cities, better mail services and a much better attendance at country schools. In America where light motor cars are reasonable in price, there has been a great “back to the land” movement, chiefly by city tradesmen. They will purchase a small piece of land near the road, keep a cow or two and many chicken.-!, and with his “tin Lizzie” be at work in the morning much quicker than if living in the city and depending on a traincar, and live under better conditions. In regard to passenger service, motor stages travel at different intervals, sometimes with a light two-wheeled trailer with tho baggage coupled behind. This puts the farmer in closer touch with his neighbours and the surrounding country. The fact that the cost of upkeep of those roads is almost nil, is one point alone of the greatest importance and soon off sets the heavy initial cost. Tho permancy of the road renders itself to a system of taxation extending far into the future generations. Then there is the strategic aspec-t. All those who have had military engineering experience m the Great War know only too well what roads mean to mobile artillery, etc. A break in a road can be much more easily filled up temporarly than can a break in a railway. It. is a well known fact that the great concrete highways are part of military defences of Die United States, and well advised too. It is remarkable to note, along the newly opened roads in America, tho bustle cf new settlors starting their new country homes. The only people in that country who object (indirectly) to these roads are the railway companies. I know one district where there used to be at least one heavy freight train, per day, since the pavement was opened there is only one or two per week, and the time is not far distant when the line will be but “two streaks of rust.” The great advantage to the farmer in having a concrete road instead of a. railway is that the motor service will pick up his goods at any point on the road which is a feature not to be overlooked. As Air Morton points out, it is no use for any country to attempt concrete road-build-ing except on a large scale, as the nature of construction is such that it requires a great amount of special equipment that the, contracts would require to be of a size to warrant the outlay necessary for the successful carrying on the work. Much of the failure of concrete roads in America has been the lack of proper equipment and inexperience in construction. Speaking as one who has had considerable experience in this type of road construction and a general knowledge of the failures and remedies, all engineers who are interested in the future “good roads policy” of Now Zealand should study concrete roads in preference to all others. When the engineer thus interested lias studied all the data pro. curable and gleamed all tho information lie

can from other sources he will still know nothing of the actual construction work and will be entirely incapable of superintending the carrying on of this important work which has many peculiar features that can be gained only by practical experience. This typo of road involves a vast expenditure of public funds, and a mistake in concrete is a mistake for ever, and there are many miles of concrete roads in America that bear evidence of that, so that should the Dominion some day get down to a general concrete road scheme it would be money well spent to send two or three young engineers, not “mossbacks,” to America for at least one whole season on one of the large contracts and get the practical experience a 3 well as theory. This might save the country many thousands of pounds and unkind words that may be carried on to the future generations. Data and information can always be got at a business man’s % luncheon or banquet or an inspection from a motor car, but there is only one school to get experience. Thanking you for the space in your valuable paper on a subject that may interest but a few at present, but the day is not far distant when the people of New Zealand will be giving move serious attention to the construction of permanent paved highways and less to boring holes in mountains and building railways.—l am, etc., William Mason.