HELENSVILLE TO HAMILTON MAIN ROAD

Kaipara and Waitemata Echo, 6 January 1921, Page 3

HELENSVILLE TO HAMILTON MAIN ROAD

REPORT OF COMMISSION ON HELENSVILLE-AUCKLAND SECTION.

Following is the extended report of the Commission which recently took evidence on the above matter :

As regards the road from Helensville to Auckland, the following routes have been suggested. All these routes have their startingpoint at the junction of New North Road with Dominion Road, at the boundary of the city.

No. 1: The "existing road," with possible deviations to avoid the tunnel hill at Swanson and two other steep hills, one at Taupaki and one about IVi miles further on. The length of this road (to give a 1 in 20 grade) is about 39 miles from the Auckland Post Office.

No. 2: The road known as the "central route," following the present road for about 13 miles from the Auckland Post Office and deviating at a point about 2 miles beyond Henderson towards- the east of road No. 1. This route can then follow either an existing road over what is known as Don Buck's Hill, on which the grades are quite prohibitive, or it can follow through the Birdwood Settlement, giving much easier grades. Each of these alternatives could rejoin the existing road either at Taupaki (in which case it would not avoid the steep hills there) or it could continue north and rejoin the existing road at Kumeu; or lastly, it might deviate from the north end of Birdwood Settlement and branch off in a north-easterly direction to join what is known as the Lincoln Road, and which is hereinafter referred to as the "eastern route." This central route with any of its modifications would be about the same length as road No. 1. The objection to any of thesje routes lies in the fact that one of them crosses Don Buck's Hill, and the other route, by deviating through the Birdwood Settlement, traverses a still higher altitude than Don Buck's Hill, but with much easier gradients.

No. 3: This third route is known as the "eastern" or "Lincoln Bridge" route. This route can start from one of two points: (1) From a point half a mile beyond Henderson in which case it would cross the Lincoln Bridge; (2) from a point ?. miles north of Henderson in which case it would pass through the Birdwood Settlement. Both these alternatives would come out at the same point near the head of Lawson's Creek. The road would then continue in a northerly direction crossing Brigham's Creek and rejoining No. 1 road at Kumeu.

The existing grades via the Birdwood Settlement are fairly easy, but the height to be surmounted is considerably greater than via the Lincoln Bridge. On the other hand, however, there is a steep grade at Rrigham's Bridge and a short one at each end of Lincoln Bridge, but these can be improved to 1 in 20 grades. A deviation one mile in length through easy country would be necessary near Kumeu, and, assuming the road to be taken via Lincoln Bridge, another deviation about one mile long would also have to be made about one mile north of Lincoln Bridge. The length of this route would be about three miles shorter than road No. 1.

No. 4: Another route has been suggested in addition to those already mentioned, following more nearly the route of Mr. Hiley's suggested northern railway line, skirting the shores of the Waitemata Harbour and joining the present road at Kumeu, and thence across country by a direct

line to Helensville. It is contended

that this route would be from six to eight miles shorter than the present road, but, on the other hand, its adoption would entail the con-

struction of a new road for at least three-quarters of the total length, besides the construction of very long and expensive bridges over the Whau and other estuaries of the Waitemata Harbour. This would be the shortest and most level route of all

those proposed, but in view of the enormous cost involved, your Com-

missioners cannot recommend its adoption. This route would also be of less value to settlement than any of those previously mentioned. No. 5: Several witnesses, including the Chairman of the Rodney County Council, and also those interested in the eastern portion of the Waitemata County, strongly urged that the main road should not be made between Auckland and Helensville, but should start from Birkenhead, on the north side of the Auckland Harbour, and should fp.llow. an almost direct line from Birkenhead to Kaipara Flats, so as to form a portion of a sugegsted main road from Auckland to the North Cape. These witnesses were very much afraid that the construction of the main road from Auckland to Helensville would prejudice the future construction or adoption of their pro- ( posed main road from Birkenhead to

the North Cape". It was, however,

pointed out by your Commissioners, to these gentlemen, that any future road to the North Cape could branch off from the contemplated main road to- Helensville at a point near Kumeu, thus adding very little additional length to their suggested northern road, and also doing away with the necessity for crossing the Auckland Harbour, either by a very expensive bridge or by ferry. In fact, no continuous road can be made from Auckland to the North Cape without passing close to Kumeu; and this being so, the portion of the Auckland-Helensville Road as far as Kumeu will form a very important link in the first-named road, and it has thus a very distinct bearing on the question of which should be adopted as the main road from Auckland to Helensville.

It is to be noted that all the lengths of road given above are counted as from the Auckland Post Office, but in dealing with the construction of these roads your Commissioners assume that they will start from the city boundary.

After careful consideration of these five routes we are of opinion that route No. 3, known as the "eastern route," via Lincoln Bridge, should be the route to be adopted as the main road from Helensville to Auckland. Beyond Kumeu your Commissioners are of opinion that the existing road, with some minor deviations, is the one which should, in view of the present and probable future traffic to Helensville, be adopted as the main road. Briefly expressed, our reasons for adopting the eastern route in preference to the existing and other routes proposed are:— (a) It is the shortest and most direct practicable route. (b) It can be made with easier grades than can possibly be obtained on the existing road, and this can be done at a reasonable cost. (c) On the whole it will be cheaper to maintain. Our recommendations are for a road having a limiting grade of 1 in 20, but should there be any portions of the road with a steeper grade than 1 in 20, such portions should be constructed in ordinary waterbound macadam to give safe footing for horse traffic. Applying this method to the road in question, we recommend:— (1) That the portion from Helensville to Whau Bridge, as already defined, should, as a commencement, be improved and tar-sealed:' (2) That the portion from Whau Bridge via New North Road to the city boundary should be concrete. (3) That the portion from the city boundary on the Gre.at South Road via Otahuhu to the south side of Tamaki Bridge should I be concrete.

(4) That from the south side of Tamaki Bridge to Hamilton, as already defined, the road should be improved and tar-sealed. Estimate No. 1. For a new water-bound macadam road 18 feet in width, with 9 inches of broken metal thoroughly rolled and blinded (exclusive of any heavy formation work)- -£2700 per mile. To thoroughly and efficiently maintain this road under ordinary traffic would cost about .ÜBO per annum.

Estimate No. 2 | For a new road similar to the j above (No. 1), but having its sur- ; face tar-sealed to a sufficient depth with an approved tar or bituminous product—£34oo per mile. The cost of maintenance of such .i j tar-sealed road would be about £90 ; per annum. I Estimate No. 3 - j For a tar-sealed road similar to ! the foregoing, but making use of the existing metalled road as far as possible by scarifying same and resurfacing with four inches of new metal, and also widening with new metal to a finished width of 18 feet —£2100 per mile. The cost of maintenance of this road would be the same as the preceding one, namely, about £90 per annum. Estimate No, 4 For a concrete road 18 feet wide by 6 inches in depth, using 1:2:3 concrete —£6600 per mile. The cost of maintenance would be practically nil for he first few years, but the average over, say, 30 years would probably be £45 per annum. Note. —The foregoing estimates make no allowance for any extensive formation works due to necessary deviations, alterations %<\ and improvement of existing gradients, etc. This is allowed for as a separate item, in the following total estimates. Based on the foregoing recommendations as to the route to be adopted between Hamilton aiid He> ensville, and assuming that any new road fconsu'uctien will stop short at the boundary of Auckland City, the following estimate represents approximately the total cost of the suggested works:--