PAEROA MAIN HIGHWAYS.

Hauraki Plains Gazette, Volume XXXVIII, Issue 5139, 15 June 1927, Page 3

PAEROA MAIN HIGHWAYS.

Problem Before Borough Council.

The following report on mqin high-

ways ip the Borough of Paeroa was

furnished by the Mayor. (Mr AV. Mar-

shall) at the Borough Council meeting

on Friday last:—

“With one or two exceptions only, streets in a borough are not gazetteci as main highways under the provisions of the Main Highways Act, 1922. They may, however, as provided for in section 23 of that Act, be a continuation of a main highway. There are two such lengths of streets in this borough : (1) From the borough boundary on Puke Road via. Belmont and Normanby roads to the borough boundary on Waihi Road. This is 157 chains 9 feet in length, and is known as a continuation of the Pokeno-Waihi main highway. (2.) From the borough boundary on Thames Road, via Arney Street and Normanby Road and Victoria Street West, to the borough boundary on Mill Road. It is 142 chains 58 feet in length, and is known as a continuation of the Kopu-Raglan main highway. “The two lengths combined give a total of such main highways in the borough of 3 miles 60 chains. Section 23 of the Main Highways Act, 1922, provides that in respect of the maintenance and repair of any Street, not being a main highway or portion of a main highway, but being a continuation of a. main highway, the board may, on the application of the Borough Council, pay to that council an amount computed at a rate per mile of the length of such street not exceeding the rate per mile paid by the boo rd in respect of the maintenance and repair of the adjoining main highway. “Until the year 1925 the Main Highways Board however, would not entertain applications for subsidies from any borough council. In April, 1925, the board by resolution, decided that to boroughs of 6000 population and under the board would, on application of such borough, contribute an amount computed at a. rate per mile of the length of continuation of the main highway through such borough equal to the- amount per mile paid by the board in respect of maintenance and repair of the adjoining main highway, based on the three miles from the boundary of the borough. Under section 5 of the Highways- Amendment Act, 1926, the board contributes t'hree-fifths of the cost of repairs and maintenance to main highways subject to approval by the board of the local body’s proposals and estimates, and to inspection by an officer of the Public Works Department of the work . and an examination of cost records. W “Having a population of less than 6000, and subject to the before-men-tioned conditions, the Paeroa Borough Council is entitled to receive from the Mnin Highways Board three-fifths of its expenditure on repairs and maintenance based, as before stated, on the amount expended by the county per mile on the adjoining three miles of main highway'. So that if the county expends in maintenance on the said three miles, say, £l5O per mile(which amount is the average for N.Z.), the subsidy paid to the borough would be at the rate of £9O per mile-per annum, or a total of £387. The first of such subsidies (but part -of which was on a £ .for £ basis) was ■authorised last year, and it amounted lo £324 12s lid. “ T.here are 94 boroughs having a population of 6000 and under, with a total of 180 miies of streets being continuations of main highways, an average of approximately 1 mile 73 chains, while, as before stated, this borough has a total of 3 miles 60' chains, and in all probability a relatively high traffic density per mlie and a low rateable value. Therefore it will be seen, that modern traffic has created a burden for the ratepayers in thl% borough. “It is worthy of note here that under existing conditions no subsidy is payable by' the board towards reconstruction work in any borough. “Two facts concerning our main ’highways will, I think, be universally •acknowledged. Firstly, that during the last three or four years the traffic : has very greatly increased ; and, seconly, the condition of the said highways is that they-ar e noticeably deteriorating : and for these reasons a thorough investigation has been made into the whole question. On May 25 traffic tallies were taken on Thames, Waihi, and Paeroa-Te Aroha roads, and on May 27 a tally was also taken on Puke Road. This season of the year is certainly a slack period for traffic, and the days in question were particularly quiet days, even for this portion of the year, so that in all probability the average daily traffic would be in excess of the number recorded. Nevertheless, the data obtained is useful, as affording some reliable indication of the volume of traffic. The tallies taken between ,’ 7.30 a.m. and 6 p.m. were- as follows : “Puke Road: Motor lorries, 100; ' motor-cars. 140; motor-cycles, 43.; horse-drawn vehicles, 84. Total, 367. “Waihi Road: Motor lorries, 55 ; motor-cars, 78; motor-cycles, 20; horse-drawn vehicles, 18. Total, 171Thames Road: Motor lorries, 42; motor-ears, 68; motor-cycles, 5 ; .hores-drawn vehicles, 25. Total, 140. • Paeroa-Te Arohb Road : motor lorries. 41 ; motor-cars, 68 ; motorcycles, 10 ; horse-drawn vehicles, 75. Total,’ 194. “The early morning and evening traffic would, of course, considerably . add to these figures. “Thorough surveys at four-chain distances have been made of depths and widths of the metalled, surfaces. The results are as follows : “Puke Road boundary to old main outfall drain 41 chains 54 feet ; width of metal, 17 to 18 feet; depth at crown of street, Bin very soft spawls, 4in metal (not’ all solid). Owing to attrition primarily, this street is very distorted in cross-section and has a

Report Submitted By Mayor.

dangerous excess of camber. Towards the sides of the metalled surface the soft spawls used for a foundation are already exposed in a number of places. The nature of this particular material is well known, and exposed to the air and traffic it will rapidly disintegrate and in wet weather go into mud.

“From the bridge to Belmont Road, a distance of 9 chains 46 feet, the street is 16ft in width and has been surface-coated with bitumen. From Puke Road to Taylor’s Avenue, 7 chains, the condition is similar to the first-mentioned portion of Puke Road except the small portion maintained by the Railway Department. “Belmont Road from Taylor’s Avenue to the old bitumen work, a length of 10 chains, has recently been reconstructed. It has an average width of 34ft by about 7in of metal. “The remaindei' of Belmont Road, chains, is laid in bituminous macadam on the penetration method. This was not disturbed, but it is known that inferior metal was used in the wearing course, and that towards both sides the sub-grade is wet and the actual foundation is poor, so that they will even n6w not carry the weight of the steam roller. “Normanby Road from its junction with Belmont Road to Victoria Street, a distance of 22 chains 20 feet, is metalled the full width of caiiiage way, n\nely. 67ft ; on the first 13 chains there is 11 inches of. consolidated good metal in the crown of the road : on the next 7 chains there is approximately 8 inches of good metal. The remainder of, Normanby Road, approximately 23 chains, has good metal, approximately 17ft in width and lOin to Ilin in depth. Continuing from Normanby Road, 10 chains of Waihi Road is fully 17ft in width and has Win of good metal. The next 6*2 chains is approximately 17ft in width, but as a result of frequent floods the metal thickness has been reduced to 6in. From this point to the boundary of the street maintained by the borough, a distance of 7 chains, the metalled surface is 16ft in width and has lOin of good metal. The cross-section of this street from the Criterion bridge to the boundary is in fair shape, and for a water-bound macadam street the camber is satisfactory ; but the surface generally i< in a very rough state. “From the borough boundary on Thames Road to the bitumen-sealed street near the racecourse gates, a distance of approximately 32 chains, the metal is 15ft in width and varies in thickness from 2in to 31£in. This section is in fair shape for cross-sec-tion, but the formation falls somewhat steeply from the- metal on the north-west side. The next 8 chains, to Raroa Road, has been tar-sealed and surfaced with bitumen .for a width of lSftT and is in good order for traffic, and well drained. From Raroa Road to Station Road, a distance of approximately 13% chains, the metal is about 15ft in yidth and sin thick. This stretch is across a swamp having much timber’ in it and subject to considerable uneven subsidence ; consequently it is hard to maintain, and it is at present in a rough state. From Station Road to crown of hill near King Street, approximately 25 chains, there is about 3in of metal not more than 14ft wide. About 5 chains of this road is bad grading, unsatisfactory in crosssection. and requires cutting and grading to permanent alignment. From King Street to Willoughby Street has recently been reconstructed in water-bound macadam, and a good surface now exists on this sec-’ tion, with an average of Sin of metal 14ft wide. From Willoughby Street to Normanby Road the metal is 4% inches deep and 16ft wide. . “On the Paeroa-Te Aroha road from the bridge to the borough boundary we have a length of approximately 41 chains of street, the metal on which is approximately 15ft wide and from 3%in to 4in deep. This is in bad order, and in several places is really through to the. clay sub-grade. “The position disclosed by this investigation shows „that maintenance has been hopelessly inadequate and that with the exception of the Pae roa-Waihi section all the main highways in the borough require considerable strengthening immediately if serious damage is to be avoided. .On Thames Road 7-ton loads are travelling at fair speed on two inches of metal, and on the Paeroa-Te Aroha road the road crust is already breaking up, while on Puke Road material is exposed which is only of value in a foundation if completely buried and protected by a substantial course of strong metal.

“From the. foregoing information it will be obvious to councillors that except on Normanby ami Waihi roads it would be worse than useless to again attempt to scarify the existing road erust and :’dd a few yards of metal per chain, as we have been doing for some years. This method has from time fo time given us a fair surface but we have not been adding sufficient metal to equal the wear which was going on, with the result that there is now insufficient ■metal. even for a foundation. To break up the existing road crust would be to destroy what foundation does exist and let water into the sub-grade. This sub-grade and metal crust has and consolidated with the. help of by intense traffic for many years, even before the railways were extended to Thames and Waihi, when carting proceeded by each load route, to the various mines in the district. The result is that we have a solid base and a road crust which, where it is reduced to even two inches is carrying heavy traffic daily. Therefore it is of tho greatest possible value, and should be preserved if possible. As an indication of its value, we can compare the part of r £hames Road having 2in of metal with a portion of Coj'onation Road, which we recently

reconstructed, where, after the formation was completed it was thoroughly rolled and given 9in of metal, which was again thoroughly rolled and consooiidated with the help of liberal watering ; yet it has not stood up to traffic as well as Thames Road is doing.

“It is also, I think, recognised that it is practically useless to add, say, one inch of metal chips to.the existing hard surface, as they would not unite with the road, but would rapidly crus!) and be scattered away ; in addition to which the camber on some parts is altogether too great for such a dressing to rema.in on the surface.

“It is an established fact that the minimum quantity of metal which can be added to a hard metal surface is Tin in the loose, which will consolidate to about 3in. This metal could not, however, be placed on thestreets without reducing the excess of camber now existing, and as t’no crown of the road cannot be pulled down without destroying the valuable strength of the existing consolidated crust, it would be necessary to build up the sides, which in some cases would involve considerable filling and some metal.

“It is certain .that work of this kind cannot be undertaken out of the general rate, a the total average annual sum expended on public works during the last five years has only been approximately £2OBO, and the increases available by way of, heavy tiaffic license fees and main highways subsidies are insufficient to more than assist with ordinary maintenance. It therefore appears necessary to place before the ratepayers a proposal to raise a loan for the reconstruction of the main streets. “The question which then arises is what class of work should be undertaken. To make a wise- decision we must consider not only the present volume of traffic, but as far as humanly possible we ought to consider what tire traffic is likely to be in the course of the next 20 or 30 years, because- any loan that might be raised will have to be repaid over some such term of years, and the work must of necessity last for at least the term of the loan. “On the Pokeno-Waihi main highway I think it is reasonable to assume that the completion of the metalling of the through road from Auckland and the general tendency to increased road transit will result in additional through traffic ; and that the further development of drainage operations in the upper areas of the Hauraki Plains will mean increased local traffic on Puke Road. On the KopuRaglan main highway the prospect is that the gradual improvement of this route will ensure a greater volume of through traffic and the natural pastoral development on the Thames Road area and also on the Te Aroha side of the live)-, owing to completion of the. stop-banks, will lead to more local traffic. “In addition to these factors there are indications that more settlers from the surrounding districts are coming to Paeroa to do business, and that at any time a revival of mining in the Karangahake and Komata fields would tremendously increase the traffic on the roads. “From those considerations we arrive at the logical conclusion that it would be necessary in reconstructing out of loan money to build streets capable of carrying a greater volume of traffic than is known to use- them to-day. “I therefore recommend that the two highways under discussion should be strengthened up to a standard of at least Gin of consolidated metal, with satisfactory permanent grades and cross-section alignment, as far as possible (’voiding disturbing the existing consolidated road crust; and when this strengthening work has thcioughly consolidated, a wearing course of 3in of consolidated bituminised macadam on the penetration method should be laid and sealed. The width of this work on Puke Road should be 18ft, and on all the other highways outside the main street 16ft.

* “The important question is that of cost : and the preparation of an estimate has, of course, involved the matter of permanent levels, since any work of this nature must be permanent. In deciding on the permanent levels full attention must be given to grades, storm water drainage, street intersection levels, and balancing cuttings and fillings. “Permanent level plans have already been adopted, but the desire to avoid losing the value of the consolidated foundation which exists led to a careful reconsideration of this matter, and I am of the opinion that by several small fillings where hard material could be used it would be possible to avoid disturbing the present crust except for about five chains on Thames Road, where cutting would be necessary, and about three chains on Normanby Road, where- approximately 18in of filling would: be required. “In preparing the estimates the additional 30ft of Normanby Road which it was proposed to do by a loan over a special rating area has been included, as it appears that councillors would wisli to spread this over the whole borough if the whole main highways are to be reconstructed. The estimate is as follows :—

“Cutting where required and building up sides and boxing shoulders in clay, £B2O ; metal ,f O r reducing camber and strengthening foundations where required, 1391 yds at 14s £974; blinding, £l5l ; spreading and rolling. £l5O : 3in wearing course in bituminised macadam, £6730 ; surface-sealing portion Belmont Road near Paeroa Hotel £226 ; surface-sealing portion Arney Street from Willoughby Street to King Street, £ll3 ; provision should also be made for surface-sealing Moore Road and lower Hill Street, which are at pre-sent constructed up to standard but will rapidly wear if not sealed. This is estimated to cost £l5O, making a total of £9609, to which must be added tile cost of raising the loan and first half-year's interest and sinking fund, say, £450. Grand total. £10,0'59.

“So that to carry out the work a h-an of £lO,OOO would be necessary. “For this work a sinking fund of at least po per cent, would be required, so that the annual charges would

amount to £750. This would necessitate striking a special loan rate of 1 l-5d in the £, of which, on the present rateable value, l%d would be required to provide the interest and sinking fund.

“No report on a subject such as this would be- complete without dealing with the question ■ of maintenance, because it would be of the utmost importance to adequately maintain streets of this standard if they were once- constructed. If the work was properly done a seal coat every five years should be adequate for propel maintenance, and a system of doing one-fifth of the length e-ach year should be adopted. Tn addition there would possibly be small repairs. This is estimated in all to cost £5OO pci annum. Thus the annual charge would be-. Interest and sinking fund, £750; maintenance, £soo'; total, £1250. “It is reasonable, I think, to estimate that the sum of £350 per annum should be obtainable fls a subsidy from the Main Highways Fund and that the extra revenue which is being obtained under the Motor Regulations Act should be used fpr this purpose—it is sctim.ated to amount to £250 per annum. As there has always been expenditure on maintenance of main streets out of the general rate, it is reasonable to estimate that £3OO a yci’r out of same could be earmarked towards the annual charges on the work as outlined in this report. This would leave a sum of £350 per annum to be collected by way of a special rate, which would amount to %d in the £ on the present rateable value of the borough.

“If the scheme- can be proceeded with I would strongly urge that all the foundation work should be completed at the earliest possible date—certainly not later than the end of the coming summer—so that consolidation would be completed and the bituminous wearing course laid during the summer of 1928-29. “In arriving at Jhe recommendations as embodied in this report I am indebted to the resident engineer of the Public Works Dpartment and Mr T. M. Ball, chairman of the Taranaki District Highways Council, for their advice on some of the fundamental considerations.”

In opening the report for discussion the Mayor (Mr W. Marshall) invited the councillors to state their views freely so that a general expression of opinion could be obtained. Cr. J. W. Silcock extended hearty congratulations to His Worship for the time and enthusiasm he had spent in supplying such valuable information as was contained in the report.

Cr. E. Edwards expressed his appreciation of the Mayor’s efforts in compiling such a valuable and comprehensive report. He knew the Mayor desired frank and free discussion by the council. He thought the proposals appeared quite sound, but would like to have some- discussion on the proposals for the annual^ payments under the scheme, as he was not satisfied that it was wise to propose allocating any portion of the general rate for this purpose. But for this point he was prepared to move the reception and adoption of the report. However, he was not opposing the financial provisions, but merely opening them for discussion.

The Mayor said it was estimated that interest, sinking fund, and maintenance charges annually would amount to £1250. He considered that the general rate, which was for maintenance purposs, should makea substantial contribution towards the cost of maintenance if the work was constructed out of loan. He was also ..of the opinion that the general rate could find the amount without any difficulty. The amount spent on main 'highways last year totalled nearly £9OO. He agreed that the weakness was that there was no guarantee that subsequent councils would honour the arrangements, and that at a later date- a new council might decide to collect the whole rate. Cr. F. E. Flatt thought that owing to the large mileage of roads for which the council was responsible, the Main Highways Board might be expected to contribute- towards the capital cost of the work. The Mayor said that the council could not expect much help in that direction for the next few years, and certainly none this year. Cr. Brenan said that the report was an exhaustive and thorough one, and greatly helped towards the- solution of a difficult problem to the borough. The best thanks of the council and ratepayers was due to the Mayor for the valuable spade-work he had done. The speaker thought that the ratepayers should be prepared to shoulder a fair amount of the responsibility ,for better roads. After speaking at length on the financial position Cr. Brenan said that many of the subsidiary streets were not paying propositions, and improvements to such streets were necessary and desirable. The difficulty was not to increase the rate burden beyond the powers of the ratepayers.

The Mayor agreed that the ratepayers could stand very little more, and there was already a sum approaching £3OOO of arrears of rates. Once the lad rate was struck, and the I'oads put down as outlined in the report. the maintenance charges for such streets would amount to a small sum only for some years. The saving effected might well be spent on subsidiary streets. After further discussion Cr. Brenan moved the adoption of the- report as read.

Cr. Flatt seconded, and said that he, too, appreciated the work done by the Mayo)'. The report would form a basis for the council to work upon under the Main Highways Act, Cr. E. A. Porritt added his appreciation of tlie Mayor’s efforts, and said that the report :>s read was the first step in the direction of meeting the needs and maintenance of the streets to cope with the increasing growth of motor traffic.

Cr. H. J. Hare also added his thanks and appreciation of the energy and' enthusiasm displayed by the Mayor.

Cr. Edwards moved that the council record its sincere thanks and congratulations to His Worship the Mayor for the valuable information contained in the report, the, compilation of which had been a big undertaking and that the council was

deeply appreciative of the efforts of the Mayor.

The- resolution wqs seconded by Cr. Brenan and carried unanimously. The Mayor acknowledged the tribute accorded his efforts, and said that it was a sense of duty and desire to render a service to the citizens that had prompted and guided his humble efforts.

It was resolved to have copies of the report printed and circulated to the ratepayers.

Cr. Pinder suggested that a competent foreman should be- engaged to carry out the work. Cr. Flatt drew attention to the fact that no provision for engineering fees had been included in the estimates. If the Mayor was prepared to supervise the work as he had been doing with other undertakings it would be all right, but it was a big job for him to undertake, and the speaker was afraid it was not quite fair to look for it. He felt that the council ought not to just take it for granted. If the work had to be paid for it would mean a.dding several hundreds of pounds to the estimates. Cr. Flatt continued that if the Mayor was prepared to accept the responsibility for the work the council as a whole, or the works committeeat least, should set itself out to give loyal assistance to the Mayor and afford him hearty co-operation. The Mayor had already given proof of his ability to handle work satisfactorily nd economically, but in- this instancethe undertaking was a large one, and he wondered if His Worship was prepared to shoulder the responsibility. In reply the Mayor said that he had given this matter some thought continuously during the last four years, and very careful consideration during the last few months. At his own expense he had taken a trip to Taranaki mainly for the purpose of seeing the class of bitumen roads for which that province was famous. He had also been fortunate enough to obtain the counsel at Paeroa of the chairman of the Taranaki District Highways Council, and he was prepared to carry on with the work of the proposals until finally consummated. It was only fair that the councillors should intelligently share the responsibility of asking the ratepayers to take up the proposed scheme. Councillors had a duty to the ratepayers in that respect, and he would like to see- the works committee and the chairman of the finance committee take a trip to Taranaki and see for themselves where the work of tho nature proposed bad been undertaken. They would then be in a position to advise ratepayers as to whether the proposals should give permanent and satisfactory results. The Mayor stated that hi? wished’ to point out definitely that as a condition precedent to going on with the scheme he would ask a committeeof the council to take some such step in order to share the responsibility. He would also ask tha,t if the work was carried out only the positive best of all materials should be used. Cr. Flatt said- he considered the statement was quite fair, and find that the council would be willing to co-operate with the Mayor to that extent.