NEW ZEALAND'S MAIN HIGHWAYS

Press, Volume LXIII, Issue 19150, 5 November 1927, Page 6

NEW ZEALAND'S MAIN HIGHWAYS

The policy of the Main Highways Board necessarily follows the provisions of the Act under which it was constituted, and it is pertinent to go hack in retrospect to the conditions prior to the passing of that Act and consider the circumstances leading up to it. The principal agitation was that of the country districts, whose main roads, constructed for the short-distance, old-time horse-driven traffic, were in the main of construction suitable to that class of transport, but by no means equal to the faster and heavier traffic that developed so rapidly with the advent of the motor. The cost of maintenance was borne wholly by the local authorities. Moreover, the roads were disintegrating under the burden, and consequently the capital value represented by the original construction cost was disappearing. On the other hand, the motorist was concerned at the same results, which were hampering his travelling range and adding to his running expenses, while the gaps of incomplete roads were a bar to his activities, and yet of little account to the local bodies.

URBAN DISTRICTS. Although the urban and suburban authorities were suffering from the motor traffic, the position was different with them. The improvement of roads was in any case a necessary corollary to their denser population, and their manufactories and warehouses,' while the improvement of main radiating roads was of direct benefit to the larger cities and towns by attracting business, to the disadvantage in many cases of the country towns within easy motor range.

These, then, briefly, Were the circumstances which, had to be met, and the negotiations and agitation that led to the passing of the Main Highways Act, and the provisions of the Act itself, clearly indicate that it was principally designed for the assistance of the country districts. To give one instance: Section 23 provides that extensions of highways in boroughs are only entitled to maintenance subsidy at the same rate as is paid on the adjoining highway, and there are other sections in the Act which indicate, apart from the circumstances that led up to its passing, the intentions of the Legislature on which the policy of the Board had to be based.

Generally as to construction there has been little difficulty so far as the country roads are concerned, as the expenditure required~has not been heavy compared with the costs near the cities and larger boroughs. In these latter cases, with the ever-increasing traffic, and the mounting maintenance costs of the old macadam and gravel roads, the need for a higher class and more expensive pavement is becoming insistent, and the Board has been Continually pressed to grant more favourable assistance than the statutory subsidy for these works.

"CANNOT BE DONE." In view of its statutory limitations, this cannot be done, nor would it have the capital funds to carry out such a policy under, present conditions. For instance, if it granted a £3 for £1 subsidy on these expensive roads, such favourable rates would induce large demands. for capital, and it would have to find three times the amount for these works which it has to find now. Granted that conditions have resulted in the Board spending near the population centres a considerable amount more of its construction fund in the North Island than in the South Island, it is well to examine the causes for this to get a true perspective. Around the City of Auckland the Road Boards, Town Boards, and County Councils have considered that the improvement of access and transport to their districts, and the consequent increase of values, has justified the raising of construction loans to match the £ for £ subsidies of the Highways Board; indeed, the local bodies have even, in some cases, at their own additional cost, gone in for a class of highway of a higher and more expensive type than the Board could see its way fully to subsidise. Around the City of Wellington the contribution was found in the main by a special tax on the local motorist, but in no case did the Highways Board find more than £ for £ on the cost of the Main Highways.

In each of the above cases, therefore, the local people, in Auckland's case the ratepayers, and in Wellington's case the motorists, found their full contribution.

POSITION IN SOUTH ISLAND.

In the South Island the ratepayers in general of the suburban areas have declined to find their statutory contribution, and until recently no move has been made to make the city and suburban motorist find the money. In Dunedin a proposal is now forward in that direction, somewhat on the lines of the Wellington system. As a Board the Main Highways Board has nothing to find fault with in such a scheme, as its policy is to put up £ for £ on any construction work on Main Highways that complies with its requirements, no matter from what source the other half comes. The position is one for the locarmotqrist's consideration. If he considers that it is fair for him to bear a greater proportion of construction cost of the Highways radiating from his population centre than was provided for by the Main Highways Act, then he is perfectly justified in seeking statutory authority to provide the funds. But it must be clear to everyone who has studied the question that such contribution must be in addition to the present Main Highway funds.

Necessity For More Funds.

(Specially Written for "The Press.")

I may say here as a motorist, that, once granting the principle involved in the Dunedin- movement as applying to other centres, it would be much preferable to have general legislation on this subject, and, if possible, a form of contribution more based on the user of the road than a flat annual tax, as the institution of a number of local special rates will go a long way to revive the conditions in vogue prior to the Motor Vehicles Act, and which that Act was in part designed to overcome.

£3 FOR £l. The request made in Christchurch is that the Highways Board should find £3 for £1 for suburban Highway construction out of its present funds. The Board's construction fund is entirely motorists' contributions, except so far as Government roads are concerned. Therefore, the request is really that the motorist should find £3 for £l. The Board cannot do that, but with either a general or special staiitory authority providing for special local motorists' funds to make lip one-half of the cost, the result would mean that the work could be effected, but the motorists would still provide £3 for £l. For instance, assuming the total cost of the necessary reconstruction and paving of the different radiating highways at £240,000, on a £1 for £3 basis the local bodies would find £60,000 and the motorists £IBO,OOO. On present conditions the Board could find £120,000, so that to make the work possible local motorists would require to find £60,000, which, to cover interest and sinking fund (say 10 per:cent.) would represent £6OOO a year. In each case the motorists would find three-fourths. The difference is that in the one case the work could not be done, while in the other case it could. And Christchurch would only be coming into line with what Wellington has done and Dunedin is seeking to do, by providing the funds to enable the Highways Board, with its present finances and statutory limitations, to complete the necessary amount by its statutory subsidy. I do not wish it to be taken that I am urging the Christchurch motorist to agr6e to any extra impost. It is a matter for him entirely. I only want to make, the position of the Highways Board clear. The methods in which the position has been met in Auckland and Wellington and is proposed to be met in Dunedin I have indicated. And, while it is limited to the £ for £ subsidy, if the local bodies will-not,- or cannot,-put up the necessary contribution, and no one else is ready .to do so, then the Board is powerless to-assist the position.- - -- • ■ .;

ANOTHER ASPECT. Another aspect regarding the construction fund as between the North and South Island is of interest. The North Island took advantage of the Main Highways Act more quickly and more extensively than the South Island, because, firstly, it had more incomplete highways; and, secondly, it had got into the borrowing habit. To-day both these causes are disappearing, and this will, I believe, have an effect upon the rate of capital expenditure in the North Island. Thelocal bodies also, are finding the advisability, and in many cases the success, of-using improved methods of maintenance rather than in prematurely engaging in capital expenditure. To this end the Board has been, constantly urging .them,'and. the general adoption of most up-to-date methods of maintaining ihe highways is now becoming more general, with great advantage, to the travelling public. One aspect of great satisfaction to the Board has. been the extensive use that local bodies have made of the provision under which the Board will purchase road plant for them and give hire-purchase terms for the purchase price extending over four.years.. The increasing use of the one man power grader is very marked by the -number purchased and as a maintenance tool it is undoubtedly in the first rank for efficiency.and.economy. ,'.'.. 'T''

EXTRA TAXATION. Regarding the question of extra motor taxation, there are two things that to my mind motorists should bear in mind: Firstly, that a fair part of any new taxation should be earmarked for use, instead of special local taxation, in finding an increased subsidy,for construction work on suburban highways (which would largely get over Christchurch's trouble), and secondly, that the motorists, as by then far the largest contributors to its funds, should have another representative on the Main Highways Board, so as to bring them into line with the present counties! representations, viz., one in the North Island and one in the South Island. ,

TOUR OF SOUTH ISLAND. The Board intends to make a tour of the South Island during the coming summer in pursuance of its policy of visiting different parts of the Dominion, and there conferring with the local authorities and the motor organisations. This direct touch is undoubtedly valuable, and it is also of great utility to all concerned for the Board to have a general personal view, however slight, of the local conditions affecting the various highways. The exact date of their tour has not been fixed yet, but ample notice will be given to the local interests when the itinerary is decided on. . '■■.'■_ M. H. WYNYARD, Motorists' Representative on Main Highways Board.