Adaptation of Highways for Modern Traffic.*
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It must be apparent to the most casual observer that many of the existing highways of this country are sadly in need of improvement in order to adapt them for rapid traffic, such as has been introduced with self-propelled vehicles. The fact that some of the existing carriageways have remained in their present condition as a menace to life and limb for so many years reflects great discredit on highway authorities. Many authorities allow buildings to be brought forward in such a manner that ultimately large sums of money have to be expended in order to widen highways which must eventually form arterial thoroughfares. The author knows of many cases in and about the metropolis, where, within the last thirty years, owners offered land to highway authorities, either without payment or for a nominal sum, for the purpose of widening highways, provided the authorities did the paving; but the so-called economist of those days had not the nerve to undertake such paving, the consequence being that now buildings have been erected these widenings become matters of necessity, and hundreds of thousands have to be expended where hundreds would have sufficed some few years since. Bylaws and, so far as the author is aware, local Acts make no provision for the rounding of corners at the intersection of roads, even in the case where such roads are being laid out. The author has been much struck with the great difficulty experienced in getting local authorities to appreciate the necessity of wide highways and the rounding off of corners, and he has been met with such arguments as that Ratcliff Highway, which is only 3oft. wide, carries more traffic than any road in his district, and why, therefore, should he insist on a wider road—and this not from an ordinary member of a council, but from an eminent member of the engineering profession. It would be well if some provision were in force to compel highway authorities to have all new streets so laid out that every portion of the carriageway is visible from every other part of such carriageway, which is within a distance of at least iooft., and that at the junction of any two carriageways the same rule is observed as if they formed the same street. The reason of this provision is that vehicles approach. big should see each other at as early a period as possible, so as to give every opportunity of avoiding collision. Steep inclines form a great source of danger for all forms of wheel traffic, more especially when roads meet on inclines or at, or near, their lower termination. The author knows of nothing that shows the absurdity of having a uniform rate of speed allowed for vehicles more than the case of steep inclines, especially when it is remembered that on many of these inclines not a single week passes without accidents, which if not accompanied by loss of life or personal injury, result in considerable damage to rolling stock and fences, which shows that it has been due more to good luck than otherwise that personal injury has not accrued. Authorities should therefore endeavour, as far as possible, to have streets laid out so as to reduce inclines, and where roads intersect to round off corners next the higher portion of the incline to as great an extent as possible.
The surface of carriageways is a matter which requires considerable attention, not only to carry horse traffic in comfort, but more especially to ensure safety and comfort to cyclists and motorists. The surface should therefore be as even as possible, and although all carriageways should be properly arched, there should be no excessive arching such as would lead to the centre of gravity of vehicles being placed dangerously near the outer wheel. No gully gratings should be allowed in the carriageways, but gullies should be placed beneath the paths, with a proper weir formed in the kerb to take the water on to such grating ; this leads to the necessity for provision being made to prevent mains being placed beneath the paths in such positions as to interfere with that suggested for the gully-pans. Many persons look on motors with pneu matc tyres as causing considerable damage to highways. This is no doubt the case where camageways are badly constructed in the first instance, or are badly maintained; but the author knows of no form of traffic which causes less damage to carriageways, provided the surface is properly laid and a proper state of moisture maintained. This will be seen on a main road taking a large quantity of motor traffic on a spring or autumn morning when the carriageway holds just sufficient water ; a beautifully smooth surface will result from the constant rub of the pneumatic tyres ; a very large amount of tonnage is thus carried with a minimum amount of damage to the carriageway. There is no doubt that when railways became the great carriers of the country the question of our highways became a matter of secondary consideration ; in fact, in too many cases they were neglected to an extent that must have damaged many interests. This state of affairs is rapidly changing, as our carriageways have, with the introduction of selfpropelled vehicles, become a great means of conveying the wealthier portion of the pleasure-seekers. At the same time the introduction of heavy motor traffic is being instituted for the carrying of goods, a class of traffic which must of necessity increase enormously. Local authorities, if they wish to remain highway authorities, must, therefore, make up their minds that the ordinary country road, which in years gone by was never subjected to a load exceeding 24 to 3 tons, will in the near future be subjected to loads of at least ten times this amount, and that any attempt to prevent these loads traversing their roads at seasons when injury is likely to be caused cannot be maintained. The only step for such authorities to take is to form their highways in such a manner as that at all seasons they are capable of bearing heavy traffic, and, above all, to see that all new streets and roads are so laid out that they will carry heavy traffic at all seasons. This work may appear to involve at first sight a large capital outlay, but the author can only state that in his own district, in which he is happy to say there are now very few roads without proper foundations, the cost of maintenance of roads properly formed is far less than that of roads without good foundation, and that the difference in cost of maintenance per mile more than compensates for the cost incurred in properly forming the high-. ways in question. There are obstructions which should be avoided as far as possible, viz., the placing of lamp-posts and sign-boards close to the carriageway. These should be placed in such positions as not to interfere with the use of the whole of the carriageway, which they do if placed in such position as to engage overhanging loads.
Although the title of this paper may not entitle the author, he cannot conclude a paper on highways without referring to the neglected state of footways and bridle-paths throughout the country. Now that our carriageways are being converted more or less into engine tracks, the solitude of these paths forms a most pleasing contrast to the danger and flurry to which our highways are subjected, and the author thinks it is a matter which reflects very severely on highway authorities that in many cases they take no steps whatever to prevent these footways and bridle-paths being closed, e.g., Ermyn Street, the Roman road crossing Epsom Downs and Mickleham, Surrey. Others are so overgrown with trees as to be perfectly useless. The author knows of many in which one would be above his knees in mud were he to attempt to traverse them. Whilst highway authorities have of necessity to lay out money to accommodate the pleasure-seeking motorist and cyclist, the author considers that the equally deserving individual who is still satisfied with the means of locomotion that the gods have allotted him has quite as strong claims on the rates expended on highways as the individual who can afford ,Ci,000 for a motor. But whereas hundreds of thousands of pounds are laid out to provide for the comfort of the latter, not one penny piece, so far as footways and bridle-paths are concerned, is laid out for the former. There is no doubt that this is to a large measure due to the desire on the part of landowners to attempt to close, as they do in many instances, footways and bridle-paths.