A Plea For Better Country Roads.
Page 14
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The Institution of Civil Engineers Recognises the Importance of this Subject.
At the ordinary meeting on Tuesday, the eoth February, r906, Sir Alexander Binnie, president, in Cie chair, the papers read were : " A Plea for Better Country Roads," by G. R. Jebb, M.Inst.C.E.; and " Country Roads for Modern Traffic," by J. E. Blackwall, B.A., Assoc.NLInst.C.E. The following are abstracts of these papers :—
The author of the first paper, after pointing out that the proper maintenance of the country highways is a matter in which the whole community is interested, that the traffic on them is probably greater now than it ever has been, that many of them are badly maintained at extravagant cost, and that a new kind of traffic, viz., the motorcar traffic, has sprung up during the past few years, urges that the present is a specially fitting time for engineers to consider—
(1) Whether they are adopting the best methods of maintaining the roads; (2) What improvements are necessary to fit the roads for the new and increasing traffic.
With regard to (r) the author specially advocates that the roads should be better drained, and kept dry and free from mud; and he enumerates some of the advantages which the public would enjoy if this were done. Among these advantages is the fact that the dust nuisance, which has become a very serious question, would be practically abolished, 1-1e. considers that the extra cost of labour would be more than counterbalanced by less outlay on future repairs.
With regard to (2) the author considers it impossible to lay down any general rules that would be applicable to all roads in all districts; he recommends that the roads should be classified, and that they should be strengthened and improved on scientific principles according to special circumstances. More care should be taken in the selection of stone for macadam, and he deprecates using local stone because it is the cheapest. He invites discussion, and hopes engineers to County Councils and others will state the result of their experience in the maintenance of roads, and especially as to the use of " Tarmac " or other dust-preventing material. He thinks that money would he better expended in improving the existing roads than in making new ones.
The author also strongly recommends that all country roads should be repairable by the County Councils, and points out generally, and also by reference to a special case, some of be serious disadvantages of the present system, under which the main roads only are repairable by the County Councils, all other roads being repairable hy District and Borough Councils.
If the author's suggestion as to keeping the roads free from mud were adopted throughout the country, a large number of additional labourers would be permanently needed, and ho believes their work would be remunerative. If the roads were generally unproved, a further large number of men would be wanted for several years to come, and the author thinks that no better or more useful work could be found for some of the able-bodied men who now swell the ranks of the unemployed, and that the work would be free from the serious objections which have been raised to many of the schemes which have been suggested for the benefit of that class.
The author of the second paper points out that it is now universally acknowledged that a radical improvement is required in the main roads of England, so that heavy traffic, consisting of traction-engines, motor-lorries, and heavy carts, shall not cut up the surface and render it inconvenient for light, fast traffic, including motorcars, light carriages, and cycles, and that foot passengers shall be protected from being run down or choked with dust by motorcars. Ile .suggests the gradual alteration, as funds allow, of existing main roads into twin roads, one for heavy traffic and the .other for light, separated by a fence and a footpath. From what little data at present exist on the subject of the cost of maintenance of roads required for heavy traffic only, or for light traffic only, it appears probable that a saying of expense would in the long run result, and there would be, beyond doubt, advantages to the users of the road by eeparating the traffic. Whether the advantages would be .eorth the initial cost of alteration is a matter of opinion. The details of construction would vary considerably according to local circumstances, the amount and weight of trafac, the value and nature of adjoining land, the cost of material delivered, etc. The minimum width of the two roads and footpath together should be at least 46 feet between fences, 21 feet for each road, and 4 feet for the footpath, The surface water would be conducted into a pipe drain under the footpath by pipes laid near the surface under the light road, and by cross gutters over the heavy road, both roads sloping clown towards the outer sides and towards the footpath. The two roads would converge into one at the entrance of a village or any confined space. All crossings of roads would be notified by sign-posts, and speed of traffic reduced to a safe maximum. At gateways into fields on the side of the light road a space would be left in the wire fence, closed by a rail pivoted to a post near one end, and opening upwards, assisted by a counterpoise at the other end.
For purposes of considering the probable cost of converskm of a road into a twin road the items which would occur on a typical road are set out below with suggested prices. It is assumed that the road, originally 3o feet wide, is widened to 46 leet between fences, and that the extra land required for this widening is given by the adjoining owner for the good of the public :—
Per lineal yard.
Moving fence... o i o
Removing sod and earth ... 0 o 2 Foundation stone, delivered 4 Road metal (3 inch gauge), delivered 0 3 4 Labour, packing, spreading, and rolling o 2 0 Labour, making up footpath o 1 0
Making up light road o 9 6
enci ng ... 0 0 7
47.1 7
--This would be prae7ically L:I,000 per mile.
The discussion was opened by Col. R. E. Crompton, C.B., and continued by, amongst others, Sir John I. Thornycroft, Mr. E. Shrapnel! Smith, and Mr. Douglas Mackenzie.
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