CONCRETE ROADS.

Press, Volume LXI, Issue 18405, 11 June 1925, Page 4

CONCRETE ROADS.

THE BUILDERS' VIEWPOINT. The following account of matters in connexion with the ■ construction of concrete roails from the builder's point of view have been forwarded to "Builder" by Mr W. H. Winsor. The articles have been written by Mr "W. Mason, who recently visited New Zealand representing the Elliott Machinery Co., of Canada, and will .be printed in serial form in the. "Hearth' and Home" columns of "The Press." Mr Mason, during his visit, made himself widely known and respected amongst a great many of those interested in the building world, aud readers can rest assured that the experiences and practice as set out in tho text can with safety be followed or avoided in connexion with local conditions for tho building of highways. In commenting upon the articles, Mr Winsor stated that there seemed.no reason why the Now Zealand Highways Board should not let out its road construction works by public tender. If this were done he felt sure that there would be an adequate response on behalf of builders throughout the Dominion. The builders were in a position to do the work. They had the necessary plant and men, and in place of one or two gangs at present at work on the highways, there could be 40 or 50 under the supervision of the contractors.

Mr Mason, iu a covering letter to Mr Winsor, says: "These notes are compiled from personal experience of this work, and while they are by no moans complete, yet I trust they may be of interest and assistance in furthering the business of concrete road construction which is so urgently required in New Zealand." The first of the series is as follows: — Value of Concrete Koads. The following article on modern concrete road construction is based from experience gained in the construction of this type of permanent highway in the rural district in the State of * Washington, U.S.A., and also on the first paving done on the Pacific Highway, British Columbia. lam using as an example the contract of what was known as the DemingAVickersham road that passed through the Nooksack Val ; ley, the major portion of which was carried out under my personal supervision during tho yoar 1919. This contract covorod eleven and a half miles of sixteenfoot concrete paving, and in view of the fact that almost every type of subgrade- was encountered, and the result so gratifying to all concerned that the same should bo a fair guide to this class of Work in any country. There is at present nearly ten thousand miles of paved roads in tho United States, and large appropriations of money arc being set aside every year for this express purpose, so that it might well be said that concrete road construction is only yet in its infancy. To the casual observer and the prejudiced person some of these roads would give the impression that concrete as a road paving was a failure, inasmuch that many mile's of paving may be seen that arc badly cracked, and already in need of repair. To repair concrete of that sort is a hopeless job, so that under such conditions tho paving has failed very badly. Another impression formed while driving a motor-car over some of: these early constructed roads is the constant bumping as the wheels pass over tho joints betwo'en. slabs, so that when driving fast the pavement would seem to bo extremely rough. This, too, has been greatly eliminated by experience gained during the last few years.

Military Value. Leading engineers iri* Canada and tha United States havo come to the conclusion after cxtensivo experiments that for an arterial highway there is no paving, material compared to concrete. It would seem to be almost everlasting, and the upkeep almost nil except for drainage. For .economy the heavy first cost is offset by a system of taxation that can be spread over generations to come, so that the concrete Toad is now reckoned as one of the country's greatest assets. Prom a military point of view they a,ro invaluable. From personal observation and the opinion of many others, the war transports on the famous old Napoleon roads of France proved that motor traffic is the hardest test on any make of road. These grand old roads of Franco with their great depth of macadam on tho very best sub-grade soon crumbled under the 'heavy motor traffic. This can bo readily understood by noticing what, happens when a heavy motortruck 5 loaded to capacity starts to move along a road. The action of tho traction wheels is a grinding or pulling action, and differs entirely from that of a drawn vehicle, and is consequently niuch harder on the road surface. No matter what the argument may be against the heavy cost of motor upkeep, motor traffic is here to stay, and is becoming more and more popular every year. There is no doubt but what it is destined to be the future system of transportation even in countries that have not yet adopted it, chiefly on account of tho lack of proper roads. ' Tako the Nooksack Valley as an example. This road is parallel 'by a railway Connected with the main trunk from the south, and the Canadian Main Trunk near the Border. It passes through a fairly well settled dairying district. This particular. piece of-pav-ing, connects two systems of paved roads already completed. As already mentioned, it is paralleled by a railway which runs a heavy freight train through every day. After the pavement was completed not more than two freight trains per week ever passed over the railroad. There is a passenger train that passes through every day, but that traffic is now also very light. The freight trains have been supplanted by heavy motor-trucks, which are a much greater convenience to the farmer, as they will stop at convenient places on the road; pick up tin? farm produce, and bring back from the city such necessities as the farmer may require.

Passenger Traffic. In the dairying districts the farmers havo milk stands along the road. The truck, passing along the rocd in the early morning, loads on the milk, and wturns the empty cans in the afternoon, thus taking the place of the once famous "milk train." The same applies to passenger serviee. Large motor (Continued at foot of neqrt column.)

stages pass along tlic read at stated times. The favourite type of car is 1 the large nine passenger closed-ill car, behind which may bo taken a twowhelecd trailer for baggage. On special occasions this trailer will be fitted with scats, and the stage can then carrv a surprising number of passengers. " The tradesman is also greatly benefited by these fine roads. He will acquire a a small piece of land, which he will cultivate in his spare time, and with a light motor-car cau get to his trade in the city in a few minutes; in fact, much quicker than if he depended on a tram-car. It.is impossible to estimate what, these fine roads mean to the development of the country. Hundreds of persons will take up lauds which hitherto have been lying waste and unproductive'. Perhaps the hardest test these roads are being put to is the logging traffic. last few years the bringing of logs to the sawmill bv means of motor-trucks has developed "very fast, aud only made possible by goofl roads. The logs are brought to convenient places called "landings," on the mountain side, to which private roads are built. -It often happens that these roads arc so steep that the trucks can only reach the landing by the help of a cable from the donkey-engine. Thc'logs are loaded on the truck and a two-wheeled trailer, and once on a paved rbad the truck can make very good time. (To be Continued Next Week.) j