ROADS OF THE FUTURE.
Page 18
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A Surveyor Suggests that Motor Manufacturers Should Pay Greater Attention to Springing and Tyre Equipment,
01PEAKING on the class of roads likely to be required to carry the heavy loads of the future, Mr. C. Greenwood, city surveyor to the Chester Corporation, addrestang the Chester Rotary Club, said it would be helpful to consider the type and volume of traffic likely to make use of the roads in the future.
To-day there are over a million motor vehicles on the roads, and it is interesting to note, the speaker added, that increases in the number of such machines arc taking place in a time of bad trade and unemployment. What, then, is going to he the position when the cycle of good trade arrives? To-day practically 99 per cent, of the traffic on our main roads is mechanical, and-mechanical propulsion which involves friction between ;. the wheel and the surface of the road has rendered the old class of waterbound surface unsuitable for this type of traffic.
Mr. Greenwood laid stress on the fact that a short .view should not be taken -regarding the roads of the future. If the next ten years were going to witness an quivale.nt increase of traffic to that of the last ten years—and...the omens point ihat such will be the case—a narrow and short-sighted policy to-day may have disastrous results for the -future. The most important question that has to be decided is—what widths shall we lay out and provide for on our main traffic routes? It is upon this point that the greatest diversity of opinion is found, as some -authorities advocate 60 ft— and 100 -ft roads, and others even 200 ft.
The main carriageway of the road should be of sufficient width to allow B34 ample manceuvring, and passing space for the traffic. One result of the changeover from horse-drawn to mechanically propelled traffic has been an increase in the width of the vehicle itself. Whereas a unit width of lift, used to be sufficient. with the greater width and speed Mr. "Greenwood tells us that 10 ft. is now taken as the unit figure. A 30-ft. carriageway would thus allow of two vehicles passing in opposite directions and one overtaking vehicle, or one standing by the kerbside, and this is the minimum figure that can reasonably be taken. As the land alongside a new road develops—as it quickly does—the amount. of standing traffic is likely to increase, so that provision should he made for a four-unit width or a 40-ft carriageway_ A Hint to Motor Vehicle Makers.
"I do think," Mr. Greenwood pointedly commented, "that the time has arrived when motor-vehicle designers should give more attention to the springing -of the ear and the substitution of pneumatic tyres for the present solid tyres. These two reforms in the case of heavy commercial cars would go far to reduce the cost of road maintenance. Local authorities should have niece drastic powers to prohibit any vehicle on the road unless provided with sound tyres and good springs.
" There is one other factor which needs consideration," said the speaker, "and that iS the question of bridges. As the weakest link governs the strength of the chain, so the supporting power of the bridges determines the carrying power of the road. Unfortunately many
of the road bridges are not strong enough to :carry safely present-day traffic, and a large amount of reconstruction work will have to be undertaken on main traffic routes atvery heavy cost in the near future. The cost of reconstruction of new roads is heavy and if many of the roads which traffic requirements demand are to be constructed at an early date, the cost will have to be reduced to a minimum. At the same time, if the mistakes of the past are to be avoided, sufficient land should he taken, or the building operations so regulated, as to allow for future widenings, when money is available and traffic demands it.
" The obvious thing would appear to be to secure the land now, but lay down the m it inimm amount of roadwork to meet the traffic requirements of the next 10 or 20 years. Where existing, roads are congested, and to widen them would involve extensive demolition of property,. the more satisfactory and economical way is to construct other roads on virgin ground and this divert the traffic from the congested roads." Mr. Greenwood concluded with references to the relief of traffic congestion in the centre of Chester, and pointed out that, in his opinion, the only solution of the problem was to be found by constructing hy-pass reads connecting up with the various main roads which, converge at this point. He expressed the view that if the prosperity of the city is to be maintained the difficulty must be met and overcome, and added that the construction of a road to divert heavy through traffic round the city would be a sound business proposition.