Good Roads: Problem of the Moment

Sun (Christchurch), Volume VI, Issue 1790, 8 November 1919, Page 9 (Supplement)

Good Roads: Problem of the Moment

roads of a country should be ZcTmSlj the servants, not the masters, QSWjjuJ of transportation. All countrics t O -d a y are S ivin ß serious consideration to the betterment of their means of communication. In New Zealand, where we are dependent mainly upon the production of our own soil for national existence, the question of communication is of special importance and is deserving of our very careful consideration. The value of good roads cannot be over-estimated, for they are essential to our future progress and prosperity. Good roads are a benefit to the people who live in the towns, an advantage to those who reside in the country, and a saving to those who have to use them. Good roads make habitation in the country more desirable, they increase the value of farming land, they facilitate transportation and add wealth both to consumer and producer. Good roads are a stimulus to an improved condition of social life, for they enabje people to get about more, to see more, to learn more, and to earn more. They promote social intercourse in the country and make for domestic comfort and happiness. In short, they are a national necessity, as the difference betwen good roads and bad foads js the difference between profit and loss. The present system of control and maintenance of our public thoroughfares is undoubtedly placing a heavy burden upon the ratepayers who have to maintain them, and keep them in repair, while the users of the roads who are responsible for the damage contribute nothing as users towards the upkeep. The increasing motor traffic of all kinds is now intensifying the difficulties, and is giving rise to the urgent necessity of a

side of the cities and towns of a certain population. This measure has already given an enormous impetus to the proper systematisation of road affairs. These Federal sums have served to equalise the burden of taxation as between town and country residents, which seems a right and proper thing to do. The American people are wide awake to the great importance of good roads, and an enormous amount of good work has been accomplished in the way of campaign work in that direction. The public activity in this direction manifests itself in associations somewhat similar in constitution to the Canterbury Progress League, and these bodies have been mainly responsible for the many reforms that have been carried out from time to time, not only in road matters, but in all affairs concerning the national welfare and prosperity of the nation. Take as a single example the American Highway Association, which was organised at Washington in 1910. This organisation has for its objects: (1) To correlate and harmonise the efforts of all existing bodies working for road improvement. (2) To arouse and stimulate sentiment for road 1 improvement. (3) To strive for wise, equitable and uniform legislation bearing on road matters. (4) Efficient administration through the introduction of skilled supervision and elimination of politics from road management. (5) To seek continuous and systematic road maintenance. (6) The classification of all roads_ according to traffic requirements and many* other matters affecting good roads. There are many organisations working for the same ends which are doing their work by educational means only, and are therefore not constructing organisations, and

have the right to be heard in objection and to appeal to the Minister if necessary. Finance. The funds for road construction are provided by the Government up to £400,000 a year. One-half of the amount expended under this heading is charged to the various local bodies as a loan on long repayment terms, the security being a rate not to exceed 6d in the £ on the annual value, which is equal to approximately 3-10ths of Id in the £ on the capital value. The other half of the amount expended is borne absolutely by the Crown. This is for road construction only and maintenance is charged half to the local bodies benefited and half by yearly statutory fees and taxes on vehicles using the roads, and hy other Crown revenue derived from various sources. The particulars and estimates of all construction work are prepared by the board and submitted to the Minister, and, on obtaining the necessary approval of the Governor-in-Council, work is carried out by the local body of the district, unless it is specially directed to be undertaken by the board. Each local body has the administration of the maintenance of the main roads in its district, to the satisfaction of the board, to the extent of the amount arranged. An important provision in the Act is that one-half both of construction and maintenance costs must be charged each year against the 'local bodies concerned, according to benefits received, and not necessarily on the basis of mileage through their districts. Provision is also made to vary the proportion according to the ability of the local body to pay, but no council shall pay more than twothirds of the amount allocated to it. 1 The allocation is made at the end of each year, and the board must serve notice on each

Another important feature which is worth making special reference to is that, while local bodies can concentrate their general revenue on their internal roads, they would be able to provide and maintain good roadmaking plants by reason of the new provisions, thus making greatly for economy and effectiveness in all their road operations. In practice the Victorian scheme has worked with perfect harmony, while the various local bodies and the board have co-operated without the slightest hitch of any kind having occurred. If a national scheme has proved such a success in Victoria, and, in fact, in every other country where it has been put into practice, why should it not prove successful in New Zealand? Local conditions are not so different from those of other countries as to make a unified system of control unworkable. The general principles of the Victorian scheme (which are much the same in other countries where national schemes arc in vogue) do provide the solution looked for in New Zealand. The advantages of a national scheme along the lines of the Victorian system might be summed up as follow: (1) The co-o"dination of work making for consistent lines of efficient roadways upon a system that will ultimately couple up its sections into a complete whole. (2) The concentration upon the work of road construction and maintenance in its most effective and economical phases of the whole time and attention of specially-qualified road officials and engineers.