LOWER ROAD COSTS

Wanganui Chronicle, Volume 74, Issue 144, 20 June 1931, Page 11

LOWER ROAD COSTS

RESTRICTING LORRY LOADS RE-ACTION FOR THE RAIL. SUGGESTION TO LOCAL BODIES . Repre&entatives ou the No. 8 District Highways Council, together nith 1 representatives from the Wanganui ; City Council, yesterday decided, after - being addressed by Air J. S. Hunter, > Commissioner of Transport, that it ' sh. uld be a recommendation from the meeting that the local bodies should adopt a maximum of third class roads (6J ton loads) throughout all couuti , * and, where circumstances should wari rant, the classification of any indiI vidual roads into lower classes than third class. There were present at the • meeting representatives from the Wai marine, I’atea, Waitotava, Wanganui land Rangitikei Counties. Mr P. Keller i was chairman. Objects of Classification. ,! *‘As head of the Transport Department,” said Mr Hunter, “1 desire to draw your attention, as representatives of important local bodies, to the fact that comprehensive investigations that have been .carried out show that the time has arrived when New Zealand should take prompt steps to reduce the costs of transport. “The object of road classification is primarily the reduction of transport costs in the following directions: “(1) By limiting the loads on roads so that ultimate transport costs, which include road and vehicle costs, may be as low as is necessary to meet all requirements in any given area. It is obviously bad business, from the farmers’ point of view, to construct and maintain roads to carry loads of 10 tons, if only a handful of heavy vehicles is in use. The extra road costs necessary would greatly exceed the lower transport charges due to the existence of these few heavy vehicles. “(2) By constructing roads that, will take account of existing transport I facilities (rail or sea), so that any unI necessary and wasteful competition is i I not caused. ! “If a community possesses, for in j

I stance, a railway system that is already operating at a loss, and then pro . ceeds to duplicate the railways with roads that will carry loads of 10 tons ’ or more, it is evident that competition . will be the result. Assume further, that there is hardly sufficient business to make either a railway or heavy road services profitable, and it is readily seen that the community must face the necessity of paying, jn the long run. ’ unduly high transport costs. “The haulage of wool offers scope for heavy vehicles,” said Mr Hunter, when dealing with farming products, “but as it lasts for a short period only it is doubtful whether it warrants high standard roads for this trade alone. The most economic course would appear to be to encourage the utilisation of the multi-axled type of vehicle, thus enabling seasonal heavy loads to he hauled over relatively light roads. Savings in Costs “The annual interest and sinking fund charges (allowing an 8 year life) for a suitable first class (10 ton) gravel surface on main and secondary highways alone, would be approximately £llB,OOO against £85,000 for a third class (6i ton) gravel surface. This gives u saving of £33,000, which is ' more than six times the maximum possible saving resulting from the economies of operating the heavier vehicles. “If the same principle is extended to roads other than main and secondary highways, it is readily seen that the adoption of a maximum of third class roads throughout the area would enable substantial savings in ultimate transport costs to be made. “The regulations making provision for road classification give special concessions to multi-axled vehicles. Vehicles of this type are permitted to carry gross loads of 8 tons over third class roads. If. therefore, road operators find the third class road unduly restrictive, by investing in multi-axled vehicles, they are enabled to go up to a gross weight of 8 tons instead of 6£ tons on tho two axled vehicle. It is obviously a much better proposition for a county to have several multi-axled vehicles operating on its roads to cope with any exceptional traffic (e.g., haulage of wool) than to be forced to raise the standard of any appreciable length of road to accommodate this traflic on two-axled vehicles. “I would here direct your attention to the fact that in amendments to the heavy lorry regulations, which are being considered at the present time, is one increasing tho gross load of multiaxled vehicles on third class roads from 8 to 10 tons. Points to Watch. “In conclusion, 1 desire tv direct your attention to the following major points:— “(1) The necessity, in view of the drop in values of farm products, of reducing transport costs. “(2) The unsuitability of the exist ing road surfaces for heavy loads. “(3) Tho unsuitability of many bridges for heavy loads. “(4) The relatively small number of vehicles at present requiring roads n; excess of third class (6$ tons loads). “(5) The relatively short hauls to the railway or ports. “(6) The dilliculties, owing to Hie ’highly seasonal nature of the farming industry, of economically using heavier vehicles throughout the whole year. “(7) The substantial expenditure necessary to provide road surfaces to carry heavy vehicles. “(8) The undesirability of creating unnecessary competition with the railways where tho rail service is adequate, by constructing high class roads. (Railway losses must he recouped by taxation, which places additional burdens on production). ‘ “(9) The encouragement of multi axled vehicles to carry heavy loads on lower class roads, until the development of heavy traffic warrants the raising of the road standards.” Discussion of Meeting. I’herc was a general discussion fol lowing the speaker’s remarks. I Mr Belton (chairman of the Patou ; County Council, asked what the position would be with bridges with the multi-axled typo of lorry, which would still be carrying the heavy load Mr J. H. *L. Deem, city engineer, pointed out that there were bridges in the counties that were built of native timber and they were naturally deteriorating. The Commissioner said that if *hey kept tho loads down on the singleaxled trucks, there would be that much less wear on the roads in maintenance.

so that it might pay them iu that eusf to spend a few extra shillings on thvii bridges. Mr W. Alorrison, chairman of ths Waitotara County Council and mvuibci of the Highways Board, said that he viewed the matter us cither they had to build their roads to suit tho heavy j lorries or else to restrict the lorries io [the type of roads. It had been seriousily considered by those in authority I whether it would nut have been a good i proposition to buy up all tho heavy | lorries in the country and scrap them. llt would be much more economical to have the vehicles to suit the roads. Air Hunter said that now was the (time to act and classify the roads. That classification would have its effect on the motor industry, and the heavy lo ries would not be coming into tho country. '1 he counties always had tho right to issue special permits jor heavy lorries, and they could re. r.rict their speed ami say when they wcv to run. Air Morrison mentioned that tho farmer, in employing a carrier with a lorry to transport Jambs or manure* looked at th<- first cost to a great extent. He saw the difference het ween one trip with a hea\ v orrv nnd two [ wit h a light lorry. Air Hunter pointed out the Jiffeiem e in the collective cost spread ever the general contribution to the consolidate 1 fund, extra money fot ’namte -ance and many other sources that were occasioned by damage from trips hv the hea\v lorries. 7 Following discussion on the carrying rapacity' ot lorries for tat lambs, which it was pointed out. was practical!v the universal practice on tlm West Coast now', it was stated that a lorry of six and a half tons would be able to carry 90 lambs and if there were any enterprising carrier who wanted to increase the number per load, he cou d do so l-y using a multi-axled lorry. Mr Dawson, engineer *’o the Wanganui County, did not agite with i statement by the chairman. Mr I’. Keller, that the great difficulty would be the heavy multi-axled lorry on bridges. Mr Dawson said that the countries had in their own use units that ran up to ten tons and they would have to have their bridges to carry them. Air Belton move! the recommendation to go to the local bodies, and Mr F. H. Allen seconded. I The motion was carried unan’inouslv.