First Annual Conference of State Road Authorities. I I I< Federal Aid Roads Act (Commot~wealtlii, I~l,Ighways:' and Tasmania by Mr. C. D. Balsille, passed in 1926. set up a Federal Aid Roads A.M.I.E.Aust., Director of l'ulilic Works. Mr. Mc- T hai-d consisting of the Commonwealth Minis- Cormack was elected chairman of the first confcrence, ter in charge of the Act. and the State Ministers in antl Mr. 12. E. \Varburton. A.A.I.S., of the Depart- charge of roads, to assist in tlie smooth working of the nient of Main Roads, Sydney, was appointed as per- iicw legislation. This Roartl met aniiually. and con- manent secretary. currently. it was the practice for the technical nienil~ers One of the most imp-tant prolilerns discussed by of the various State Boards. Commissions. or Ekpart- the confcrcncc related to road fesearcli. As a result inents to rncet and discuss rri;ctl lirolilems and policies of the discussion steps are being talien to co-ortlinatc. of interstate importance. \Vhcn the Federal Aid wherever possible. the research work to IJ~conducted Roads Act was amentletl in 1931. supervision by the throughout the scvcral States. antl to apprise each State Cornrnonwcalth Government was sulistantially relaxed. promptly of progress made :nit1 cotictusions reached antl the new Act cotiscquently made no provision for a For this purpose Mni~tRods will be used to dissenii- Fctleral body. For the next fcw years, therefore, re- mtc resrarch inforniation as it becomes awailable. gul;ir and official contact lietween all State road autho- The scope of this journal will thus in future be hroad- rities was not preservetl. but. at a conference of Minis- enttl to record. for the information of those concerned tcrs for Transport held in 1933. it was concluded that with road administration and practice, the devclopment both the rail and road authorities of all States should of research 011 the part of all Australian central road uicet in conference from time to time. The first con- air horities. In order to maintain close contact with ference of Statc road authorities was accordingly held progress almad. conference also decided to arrange i!i hfelliourne on 14-16th Felxuary, 7934, and it was for the formation of a Kational Committee in Aus- then decided that similar conferences ~vonlrlhe held tralia of the Permancnt International Association of annually in each capital city in rotation. New South Road Congresses. Wales was represented by Messrs. H. H. Newell, M.1nst.C.E.. M.I.E.Aust.. antl T. 11. Upton. O.B.E.. Several questions of technical irnportance to all hl.C.E.. M.1nst.C.E.. M.T.E.Anst., Commissioner antl States were also considered by conference. Some of Assistant Commissioner for Main Roads respectively ; these were finalised, e.g., the adoption, as soon as avail- Victoria by Messrs. W. T. E. McCorniack. M.1nst.C.E.. able, of a glossary of highway engineering terms, now M.I.E.Aust, Chairman. antl F. \V. Pricke and W. I>. in cqurse of preparation by the Standards Association Dale, nienihers of the Country Roads Board ; Queens- antl the Institution of Engineers, Australia, whilst land by Mr. J. R. Kemp. hI,Inst.C.l<., M.I.E.iZust., others were referred to a conference of tlie chief tech- Commissioner for Main Roads ; South ;\ustralia I)? nical officers of all States for consideration and report. Mr. D. V. Flcming, M.I.E.Aust., Commissioner for This conference took place in Sydnry on 5-7th April,

'32734-A 54 MAIN ROADS. Vol. V, No. 3.

1933, those in attendance being Messrs. D. Craig, \Vales. as secretary of the conference. Seven ques- ;l[.Inst.C.R., hI.I.E.Aiist. (Chief Engineer. Country j tions of technical character referred to this conferencc :ind 22. E. Ttryer. B.E.. .'~N.I.E.:2ust. (Chief Engineer, were tliscussetl. antl a report will be submitted for the Mt:tropolit;ui), representing the I)cpartnicnt of h1ai.i further consitleration of the various road authorities. Koatls. Nrw South \\'ales : Rlr. L. F. 1,otler. hI.C.1S.. LVhen finality is reached the tlecisions on questions of most general interest will be published as articles in A.Al.I.lT.,\nst, Chief Engineer. Country Roads Board this journal. 01 Victoria; Mr. U. A. Crawford. I,.S.. A.R~I.T.TL4ust.. Cliief Tingineer, Main Roads Comiiiissioii. Queenslatitl : The valnc of conferences of this character arises not Gnly from consitleration of a specific agenda, but also arid Mr. 1'. i\. Richmond. A.M.T.R.hust.. Ihgineer for from the opportunity of informal discussion and inter- Ilighways; I lighways and Local C~ovemtiientDepart- change of itleas. Thc personal inspection of new ment. South Australia. Mr. Craig :rcterl as c11;iirniaii. mcthotls antl variations of accepted methods is also of and Mr. C. P. 1'. Throsby. R.Sc.. I<.E.,A.1f.I.E ...4 lust., extreme value to those responsible for road adniinis- of the staff of the Main Roads Uepartnient, New South tration.

From the Divisions. Metropolitan. only of concrete is visible. antl the reniaiiitlcr forms r.1hc titnl)er ap1)roxIi spans of Victoria Irritlgc ovcr a base for premixed niacadam, as shown in the sketch. :!le Nepean River at Penrith. on tlic Great \,Vestern Tn atltlition to their effect in strengthening the crlges klighway. which had suffered severely from terniitc uf the pavement, tlic concrcte edge strips provide a attnclis. are being replaced by reinforced concrete tlcfinite guide to traffic at night and (luring the niists trestle bents. The old timher tleck is being replace~l so prevalent on this section of the highway. by a concretc pavement supported on rolled steel joists, I 9" I Remnditioninq (Premixed BitMacadam) -I "- I ,itid a I)ituniinous macadam surface will be provided. During the progress of the work one-way traffic only is avail:tlile, antl special caution ncctls to be esercisetl.

Cement Concrete Messrs. F'atcrson Rros. Ltd. have completed the con- struction of a new concrete hridge over Mill Pond Creek. on Botany--road ( No. 170).in the Municipalities of Rotany and Mascot. The new structure replaces a submerged culvert. ovcr which a washaway (described in the August. 1931. issue of Mair! Roads) had oc- curred in July, 19)31. T'cntling completion of the new bridge, road. tram, ant1 pedestrian traffic was acconi- motlated with a temporary timlm bridge. The construction of the second strip of concrete pavement in Victoria-road (No. i65), I)ctween I'itt- water-road and The Avenue. in Ryde Municipality. has been completed by Concrete Constructions (Roads j Traffic guide on Victorla RridiTe at Penrith during Ltd. A strip of concrctc pavement 20 feet wide has reconstruction. rimv been provided on each side of the tram tracks. Deviations, which will provide a minimum curve 1inprovenients in the alip~mentof the Bluc Moun- radius of 600 feet, and eliminate a nuinher of sharp t:tins section of the Great \Vestern Highway are being coriiers and right-angled hentls. are being cronstructed stcatlily effected. Iniprovetl approaches to the subway on tlic road bctwccn Roseville Bridge and Brookvale ncar Leura antl two minor deviations eliminating sharp (KO. pS), in \

Anzac-parade (road No. 171 ) , hetween Addison-street ezonomital method of obtaining a permanent roadway and Baker-street, in Randwick Municipality, have heen than the expensive earthworks rerpired to lift the treated in a similar manner. subgratle above high title level. In the historic town of Windsor, a steep aIltl wind- Thc Oxcnfortl Contracting Co. Pty. Ltd. is making ing road led past Thornpson’s-square, near the site of good Irogress with the constriictio~~of the steel and the old Government House, and gave access to the concrete hritlgc over the Clarence Iciver at Mororo, on hritlge over the Hawkesbury River. This road was the 1~’aciiicI lighway. Tlie strricttii-e inclutlcs two stccl unwited for use as a main road, and a deviation is IIOW truss spaiis. e;ich of 121 iect. atitl a 5‘; ft. vertical lift under construction hetween the Windsor-road (KO. span. its totxl Ictigth heing 64s feet. Work 011 tlic SUI)- 184) and the IVilherforcc-road (No. 182). to give a structure is wcll advanced. direct approach to the bridge. By a coincidence. this J~econstructionof tlic scction of tlic Pacific I~ligliway work. which is in close proximity to a site having some Iinowii as 1)irty Creek 1) ition. in Dorrigo Shire. has of the oldest historic associations in the State, is tlic been completetl. A further length of approxiinately 2 first section of road to be built in the latest class of miles in Orara Shirc, which will eliminate sharp curves pavement construction. a roller-consolidatcd concrete and stecp gratles. is under constrilction with uncmploy- base with premixed bitumen macadam wearing surface meiit relief funds. laid with a drag spreader. A 30-ft. span timber lieam bridge, re lilac in^ an open Tar surfacing lias recently lxen carried out on the causeway, has bccn constructrd over 1-Tortoti’s Creek, Bulli-Appin road (No. 177) on a length of 5 miles, approximately 32 inilcs south of Grafton. on the Graf- and on tlic last remaining gravcllcd scction of the Lower ton-hmiitlale road (No. 121), in Nymboida Shire. South Coast road (No. 1S5) between the top of Bald ITill and Stanwell Park. Nattai Shire is carrying. out improvements to the pavement of the Hume Highway hetween the over- hridgc and the railway station at Yerriiihool by mcans of the drag process. A length of approximately 4 miles of the Five Islands i~oail (No. 295). connecting Port Kemhla with the Prince’s Higliway at Unanderra. is being coiistructed in premixed hituminous macadam.

Upper-Northern. -. . The State hlonier Pipe n’orks has commenced the 7 construction of a stccl and concrete I>ridre. containing *_.. a 61-ft. bascule span. over tlie Tweed River at Bar- Tar-surfaced pavement on the Bulli-Appin road (No. 177). ney’s Point. on the Pacific Highway. The hridgc will replace the existing Chinderah Ferry. Tlie fahricatioli To replace a worn-out structure. a two-span timber of the steelwork was carried out by the Clyde Engineer- beam l)ritlgc. 60 feet long, has 1)ccii constrrictetl over ing Ltd. Co. Two-milc Creek. 011 the (;raftoii-Casino road (No. The waterhoiind macadam pavement on the Pacific ‘SI), in Copmanhurst Shirc. Highway, Iietween 16 and 17 miles in Byron Shire. has A length of 2 miles of bitumcn penetration pavement been reconstructed in bitumen penetration. north from Harwood Ferry. on the l’acific Highway in The earthworks in connection with the reconstruc- Harwood Shire, antl a shnrt section through the rock tion of the section known as the Ballina Cuttiiiq, on the cutting at thc southern hountlary of hlaclean Munici- Tenterfield-Ballina trunk road (No. Gq). in Tintenbar pality. have been completed. Bitumen penetration con- Shire, have been completed. A fine crushed rock pave- struction has also I)et.ii carried out mi tlie Grafton- ment is heing provided. Casino road ( KO. 1 ,;I ) between Coffs H;irbour ant1 The reconstruction of the Pacific Highway. on the Coff’s Harbour jetty, in 1)orrigo Shire. northern side of Burringliar Rmge. on the section S Contractor C;am is making gout1 progress with the miles to IO miles south of Murwillumhah. was com- construction of j miles of ldumen penetration pave- pleted in March last, and work is at prescnt proceeding ment on the Gwydir Highway. in South Craftnil Muni- on the southern side of the rance between 10 miles and cipality, antl Nynihoitla Shire. Uie Iiase course has 13 miles. The work is being financed from unemploy- been completed and the surface course is nearing com- ment relief funds. detion. Reconstruction in cement concrete lias been corn- A three-cell S ft. x j ft. concrete box culvert has pleted on the Pacific Highway in Ballina Municipality been constriictctl on tlic New England Highway at I I between the Burns Point Ferry and the Lismore trunk miles from Glen Innes. towartls Tenterfield. in Severn road (No. 64). This section was very little above high Shire, and a similar structure of three cells, 6 ft. x tide level, and a rigid pavement was adoptcd as a more 4 ft., at 16% miles from Guyra, towards Glen Inncs. 56 MAIN ROADS. Vol. V, No. 3. on the same highway, has also heen completed. These Port Stephens Shire Council has completed the re- cnlvcrts replaced open causeivays mliich held up traftic conditioning and surfacing of gravel pavement, totalling during wet wcatlier. 3:/2 miles, between I mile and 6 miles on the Pacific \York is proceeding on the replacement of an open Highway north of Raymond Terrace. The reconstruc- c;iusewap on the Gwydir IIigliway, 22% miles east of tioa of the section between 6 miles and 9 miles, in- Inverell. in hfacintyre Shire, with a two-cell S ft. x S volving tlie provision of a fine crushed rock pavement, ft. concrete box culvert. to be sealed when all settlement has occurred, is now bcing undertaken, leaving only otic sectinn at Five Mile Creek to complete the improvement proposals for tlie Shire. During the last twelve months considerable improve- mcnt has heen made to tlie Pacific Highway hetween Narara and Kangy Creek by the Erina Shire Council. Further work is now bcing undertaken by the Depart- ment as an unemployed relief scheme between Gosford and Narara with the construction of tlie Wyoniing de- viation, which will eliminate the level crossing near Gosford. tlic overbridge near Narara, and thc inter- mediate section of narrow and badly aligned road. Two concrete culverts on the Pacific Highway at Hexham were constructed by Contractor Timmins in Idf widths. thus leaving half the road always open to tranic. at a location where the provision of side-tracks would have involved great difficulty. The work at present in progress of widening the eiii1)ankment and of reshaping and widening the pave- Lower-Northern. mcnt of tlie road across the flats iriimediatr~ynorth of Furthcr improvements on the Kew England Iligli- Swansea Bridge, on the Pacific Highway, will bring a way in Kearsley Shire Iiavc been effected betwee-i section of road unsuited to present-day iiecds up tn West hlaitlantl and Lochinvar by the Council. The modern standard. and. at tlie same time, remove a p.ivement has been resliapctl and gravelled. existing sowce of danger to pedestrians. culbcrts renewed where necessary, and atlditicnal bos Bellingen Shire Council lias supervised the coristruc- and pipe culverts constructctl. tim of a two-span timber lieam bridge 45 feet long The gratlnal replacement of worn-out tinilicr culverts over McGrath’s Creek. on tlie Pacific Higliway. Owing and open causeways on tlie New England Highway has to local conditions. this bridge had to be constructed Iiccn advanced another stage with the complctioii I)y on 3 curve, and tlie bridge was accordingly widened and siiperclcvaterl to standard. The Council is now estend- ing the southern approach to eliminate a hend which had liecome dangeroils due to restricted visibility. Messrs. Bryant and Ruchanan TAhave carried out short lengths of surfacing and resurfacing work on the Oxley Hiphway in tlie town of Waucliopc. and on tlie Pacific Hichway in the town of Kempsey, and in Macleav Shire. to link up with previously surfaced road. The total length of surfaced pavement in the Kempsey district is now just under 8 miles. Repair work. consisting c~frenewing girders and Ib 41 piers. replacing decking and fitting kerbs throughout, together with repainting. has hcen carried out on Monkerai Bridge over tlie Karuah River. on the Ihi- $og-Wcismantles road (No. IOI ). Although built as 13ridi.r ovrr Sprncrr’a Creek at Coopers on the Kernps~y- lone ago as 1877. tlie hridge is very stcady under Amcoon road (No. 198). traffic. and it is hoped will serve its purpose for a good many years to come. Messrs. Beavis Bros. of a six-cell concretc culvcrt at Contractor Jeniison has completed the construction Tin Hut Gully. allout 6 niilcs north of Scone. The of a four-span steel girder bridge 011 concrete pilrs aiicl miic cnntractors are Imilding five concrete box culverts with timber decking over Spencer’s Creek. on tk between Y miles and 7 ides north of Scone, uiitler tlie Kemnsev-Aracoon road (No. 198). in hlacleay Shire. sul)ervision of thc Upper Hunter Shire Council, whic!i The Iiridge. which is 120 feet long. was constructed 11y h:is also constructed two concrete pipe culverts on tlie coiltract with tlie Cnuncil. and replaces a structure smic section. which was situated about a quarter of a mile from the May, 1934. MAIN ROADS. 57 new location, and the general alignment has been co11- and \\'alcha has now been surfaced. The same con- siderably improved. lhe approaches were carried out tiactors carried out a milc of surfacing on the New by separate contract. I.:nqlantl Highway in Go5twyck Shire, leaving a length The main road between Gosford and tlie Entrance of about 3 miles at tlic sonthein lmundary as the only (No. 336 and part of No. 335) has been improved uiisurfaced section of highway in the Shire throughout and tar surfaced by Erina Shirc Council. Contractor Delatorre ha5 comniencetl the construc- 1'. four-span timber beam bridge, 140 feet long, has tim of a two-span reinforced concrete liritlge, 7s feet becn completed by Contractor K. Heugh, uiider the long. over \\'allumli~iri-a~aii~Creek. on the Coona- supervision of Kearsley Shire Council, to place a bai:~l~ran-'loorawcenah \ection of tlie Oxley I Iighway worn-out structure over Black Creek, on the Cessnock- it1 Coona1ixral)ran Shire. Branxton road (No. 220). Tine approaches were car- ried out by coiltract with Messrs. Proudfoot Bros. The lifting above flood level of the section of the Boolarro-Teralba road (No. 233j, on tlie south side of Cockle Creek, is nearing cornpletion. The work. which includes the realignment of the road and the pro- tision of a concrete bridge, is being superviseJ by Lake Macquarie Shire Council.

North-Western. A length of IZ>< miles of the Ncw Etiglaiid High- way in l'eel Shire, from the southern boundary of lamworth Municipality towards Sydney, is being sur- faced with liquid bitumen by Messrs. John Fowler and Co. Ltd. Two concrete box culverts, replacing causeways. have been completed by Contractor \lihite on the Syd- iiey section of the New England llighway in Tam- worth Municipality. Contractor \Vhite is also cngageil in the construction of a 5 ft. x 4 ft. concrete box culvcrt at 3 miles from Taniworth, 011 the Armidale section of the highway in Cockburn Shire. The work is practically complete. A length of 3.800 feet of the New England Highway ]:ear Colly Crcek. in Tamarang Shire, is being recoti- structed in gravel by Contractor Bowen, under supcr- vision of the Coulicil. Improvements 011 the Kew F.nal.ind tlrshwny. Lower The alignment of the Yew England Highway in the Korthern Division. vicinity of Flaggy Gully and Jacob and Joseph Creek, I. Regrsding near the Three Sisters. in Tamarang Shire, has been considerably improved by 2. Surfaced gravel about $ mile from I. the construction of a IO ft. x IO ft. concrete box culvert and approaches at thc former location, antl a On the Coonabarabran-Mullaley section a a-cell IO similar structure of three 8 ft. x 6 ft. cells and ft. x 5 ft. concrete box culvert antl approaches have alq)roachcs at the latter. The work was carried out by been constructed 2 miles east of Coonabarabran by Contractors White and Reid. Contractors Robinson antl \\'artl. .A 3-ceIl 7 ft. x 4 ft. co'ncrete box culvert has been A commencement has been made with the con- cnristructed to replace a worn-out timber structure at struction of a length of 4 miles on thc Uxley High- C!iurch Gully, in the Uralla-Tamworth section of the way, between Rentleiiicer and 1Vooll)rook. The work Kew England Highway in Gostwyck Shire. is being carried out hy unemployed relief lahour. A double-cell 8 ft. x 6 ft. concrete box culvert antl approaches and a 3j ft. span reinfnrcctl concretc Messrs. M. R. Horiiilrrook and Co. Ltd. arc at work bridge with approaches have been coiistruclcrl by Con- on the erection of a11 eight-span steel bridge, comprising tractor Janies on the Tamworth-Armidale section of one truss span of IOO fec,t :ind plate web girder ai)- thc New England Highway in Peel Shire. proach spans, with concrete piers antl abuinicnts, at Grawin Creek. on the (iwytlir IHighway, in Walgett Messrs. John Fowler and Co. Ltd. have completed Shire. One abritment antl three piers have been com- tht surfacing of .r/l mile of tlic Oxley Highway in p1e;ed. \Valcha Municipality and 4% miles in Apsley Shire. \\'it11 the exception of two very short sections, the The constructio'n of a 7 ft. x 5 ft. concrete box entire length of this highway between Walcha Road culvert at the 39 ni.p on the Coolah-Mullaly trunk 58 MAIN ROADS. Vol. V, No. 3. rod ( No. 5 j),in Coona1)arabraii Shire. has Ixen con- spans each 75 fect long antl eight timlrer ;ipproach spans plil:etl I)y Contractor Vchdd,utitler the supervision over the Hrogo River on the I’rince’s tlighway in the of the Council. Shire of Xlumbulla, was swept away 011 8th January. .A h three-span timber beam bridgr, 90 fert long. is flying fox was immerliately erected for tlic conveyance I)cing constructed I)y Contractor Sulliv:in over Spriiig of mail and service car passengers antl a temporary Creek. f) miles west of Narraliri. on the Xarral>ri-\Val- low level structure with approaches \vas completed in gett road (No. 127). \Vwk is Ixing supervisctl Iiy the hilie days. These were damaged I)y a further flood N:imoi Sliire Council. which nccurrerl on 21st Felxuary, iicwssitating repairs. A live-span timber beam bridge over I.)ignani’s Creek on the same highway was also tlestroyctl by tlic flood on Sth Jaiiuary antl a temporary low level structurc had been built and the road reopened to trafic by 17th of the same month. On the Monaro Highway the January flood in the I3eml)oka Kivcr, which was several feet higher than any previously recorded, destroyed a Z-span timber beam bridge at Moran’s Crossiiig. I’endhg the con- struction of a temporary low level crossing, traftic has been diverted through Candelo. 7’lie section of the (I same highway over Brown Mountain was consider- ably rlamagcd by the rains on 7th and 8th January. Big lalidslips occurred, blocking the road with earth, granite boulders and trees, and large quantities of banks and stone retaining malls were swept away. A track wide enough to permit the passage of traffic was cleared within two days, and tlie rest of the repair work has just lieeii completed. Contractors Deiiholm and Davidson 1i;lve commenced tlie construction of a single span concrete bridge and approac!ics to replace iin old structure, which was destroyed by flood in 1933, over Jlcllbirtl Creek on the Prince’s Highway in Imlay Shire. ’I‘lie realignment of the approaches will elimiiiate three sliar~icurves. i\ concrete hritlge over Luiiclieon Creek on the I’rincc’s Highway in the Shire of Clyde has been com- pleted by Charles Hardy Contracting Co. Ltd., and work is now being carried out 011 the approaches. On the Prince‘s Highway a length of 19miles of resurfacing has been carried out in Nowra and z miles of similar work between Falls Creek and Tomernng. Goulburn Municipal Council has surfaced the devia- tion at Governor’s Hill on the I lunie IIighway with bitumen. This work cnnipletes the surfacing of all proclaimed main roads within the Couilcil’s area. A length of 2.8 miles of gravel reconstruction has been completed on the Monaro Highway between Cooma and Nimmital)el by Contractor LI’. 1). McDon- ald under supervision of the Monaro Shire Council. ‘l‘liis section will be surfaced next suninler.

I?? ~I~~:iiniriit;it \Vooni,~r~iimsChp on .I hr. I luiiic~I Ii!:hw.iy, Two deviations have beep recently conimenccd by Holbrook Shire. the Department with grants from the Unemployment 1. Grade steepened sliEhtly to improve ali~nment. Old Relief Council. The first is at 13ungenrlnre Hill, I road may be seen on left. mile from Queanbeyan on the Queaiil)t.yaii-Ur~litlw[)[)~ 2. Looking up the new road, old road at right. trunk road (No. 511, which will eliminate a Iiatlly 3. New vertical curve at the top of the hill. aligned and steeply graded section of thc cxistiiig road, and is at present provirling eiiiploymcnt for eighty Southern. meti. The second on tlie Yass-Tumut road (No. 27s) At the 1)eginning of january and. again, late in will improve the southern ap~)roaclito thr lrrirlge over Fcl)rrinry of this year considerable tlamagc was done tn the R~furrunil)idgeeRiver at Tacm:ts. ancl retluce the various sc.ctinns of thc Prince’s antl the h1on;iro High- rlistaiicc between tlie river and \\Tee jasper by 3 niiles. ways by floods in creeks and rivers cansed by cxtrenirly ;\t present seventy niy are employul 011 this work ancl heavy rain. A\ tiniber bridge, consisting of ihree truss tlic iiiinihcr will be incrcasetl to 1x0 I)y the end of May. May, 1934. MAIN ROADS. 59

In elimiiiation of an open crossing, impassable after heavy rain, Contractor P. J. O’Connor has commenced Contractor J. O’Kaue has completed construction uf formation ant1 culverts between Erigolia and Ran- the construction of a concrete bridge and approaches kin’s Springs on the Mid-\Vestern IIighway in Car- over Deep Creek, miles south of Queanbeyan, on 18 rathool Shire. the Queanbeyan-Cooma trunk road (30.52) under supervision of the Yarrowlumla Shire Council. A divisional bridgc gang is carrying out repairs to A two-span concrete bridge, 48 feet long, which will the bridge over the LVakool River at Kyalite on the eliminate an open crossing which frequently holds up Swan Hill-Balranal~l-road (No. 221) in Wakool traffic after rain, is being constructed at Dirt IIole Shire. Creek on the Gunning-Boorowa road (No. 241j by Contractor D. Bcazley,~undcr thc supervision of Mur- rungal Shire Council. I I A single-span timber beam bridge, replacing a worn- out structure, is being built under supervision of the Goodradigbee Shire Council by Contractors Curl1 and Firth on the Yass-Binalong road (No. 243). Contractor Rolfe has cotnnienced the coustruction of a low level timber bridge, replacing a worn-out structure of similar type, over the Moruya River at Kiora on the Moruya-Braidwood road (No. 271).

South-Western. The work of realigning the Hume Highway at Wooniargama Gap, in Holbrook Shire, has been com- pleted. A great improvement has resulted on the Adelong Cap scctiou of the Monaro Highway by the widening and superelevation of curves carried out by the Tumut Shire Council. mainly with unemployed relief labour, under emergency relief work conditions. Contractor R. Broad is proceeding with the construc- tion of a length of 2.4 miles of gravel coristructiou on the Mid-Westcrn Highway, commencing at Rankin‘s Springs and linking up with the completed deviation at Sim’s Gap. The completion of this section will provide a continuous gravel pavement from Rankiu’s Springs for a length of about 5 miles. Bitumen surfacing work is being carried out on the Sturt Highway between Wagga and Alfredtown, in Kyeamba Shire. The road was rcconditioned and re- sheeted with 2s inches of consolidated ridge gravel prior to surfacing. A g-ft. steel wire brush attached to a light grader is proving vcry effective for brooming tli~scrceuiiigs during surfacing operations. The reconditioning of 30 chains of Lachlan-street, Hay, bctwccn Belmore-street and Lenard-street, pre- paratory to surfacing, has heen completed. A single span onc-way traffic bridge, IO feet between kerbs, has been constructed by the l‘utnut Shire Coun- cil at each of the four crossings of the fast-flowing and New structures on the Mid-Western Highway, in the Central- quickflooding Kiley’s Crcek, on the Tumut-Yass road Western Division. (No. 278). The existing narrow and tortuous road I. Bridge over Ironpot Creek, Weddm Shire. carries little trafic, and improvements in alig~~n~e~~tand 2. Culvert at Murrays Creek, Weddm Shire. width are not warranted in the near future. Th- 3. Culvert in Grafton-street, Grenfell. bridgcs, constructed to the design of Mr. C. W. IVilliams, the Shire Engineer, depart considerably froiii Wakool Shirc Council has let a contract to Mr. A. G. the Department’s standard practicc, but were adopted Burdett for the construction of a two-span titnbet 3s a solution to the problem of conveying local traffic beam brldge 50 feet long at 12 111. jo chs. on the across the stream in times of flood. Moulamein-L(aIratlaId road (No. 296). 60 MAIN ROADS, Vol. V. No. 3,

Central-Western. Messrs. Silk antl I'ress have completed the recon- struction of 2,000 lin. ft. of the Xortli-Western tligli- The Railway I~epartnienthas removed portion of way ou Hill-and Gidley-streets in Molong Muiiicipality tlie Ijricli parapet on (lie western side of the over- untler the supervision of the Council. The work con- bridge on the Mid-\Vestern I lighway in Cowra Muni- sisted of the provision of a 20 ft, grayel pavenicnt of cipality and repla'ced it with an open mire netting fence 6 inches consolitlatetl thickness, provision of pipe cul- to iiiiprov: visildity for road traffic. The cost of tlie verts. concrete gully pits ;ind su1)sitliary works antl a work wis defrayed by tlie Main Roads Ileliartment. dragged on tar surface course. An old causeway at Murray's Creek on the Cou-ra- I\ tloublc cell 6 ft. s 3 ft. concrete box cnlvcrt with Grenfell section of tlie Mitl-\\'estcrn €Iigliway. where 700 lin. ft. of approaches lias 1)een completed at 12 traffic was frequetitly held up after rain. lias been miles froiii Ihbbo on tlie Narromine section of the North-Wcstern HigIi\vay in Tal1)ragar Shire. The Road Maintenance ant1 Contracting Company has completed the gravelling to a consolidated depth of 2 iiichcs of a IeiiLflIi of 3% miles on the Nevertire- Mullingudgery section of tlie h:orth-\\'cstern Highway untler supervision of the Marthaguy Shire council.

Reshaped pirvrrnenr lietween h.u>ro~ninr and I r:>ngir,on the North-Western 1Hir:hway. Iluring 1933, Marthaguy Shire Council conipletctl 7 miles of reconstruction antl 13 miles of sandy loam

A.&- pavement. 16 ft. wide anrl 6 in. thick. on tlie Warren- Quam1)oiic road [ No. 202). The full length of 4s miles in the shire has now lieen formed and the bulk of the necessary loaniing completed. At 5 miles from Grenfell on the (;renfell-Croolagoni. road (No. 237), the Weddin Shire Council supervised tlie construction of a t1oul)le cell X ft. s 3 ft. concrete box culvert whicli was built by Contractors Piggott and Bye. This culvcrt replacetl B very steep c;luseway giving unsatisfactory visibility to appro:icliing traffic.

Steel cut water on pier of Hell River bridge on the North- 1% length of 225 chains of the (~rcnfcll-l(armetlniaii Western Highway. Macquarie Shire. tlevclopmental road (No. IOI 3) I)etmeen Morangorell and Briblnree has bcen formed to the I)epartment's D2 replaced by a 6-cell S ft. s 7 ft. concrete box culvert. type cross section and provided with a 4-iiicli consoli- built by Messrs. Piggott antl Rye. The appro;lches and dated loam paveiiient. Tlic work was carried out by inlrt a'ntl outlet channels were constructetl by 1'. Best. Messrs. Olsen and Causer under contract to the \Vedtlin Shim Council. 1% worn-out timber culvert of inatlequate size on Cut waters of steel plates filled with concrete Ilonded the Grenfell-Marstlcn section of the Mid-W'estern to tlir original reinforcement anrl designed to protect IIighway in (.;renfell 12lunicipality lias 1)ecn replaced the piers of the 1)ritlge over the nell Tiiver :it Newrea by a single cell 7 ft. s j ft. concrete Ijos culvert. con- mi tlic Nortli-\Vcstcrn Highway from t1;iniagc lry tlrift- structed I)! Contractors T. and (;. Del)enhaln ii~itlrr ing tiniller haw Imn provitld I)! tlie Macquarie Shire the supcrvision of the Cou'ncil. Thc aligiinietit of the C'truiicil. The cut watcr is well shown in tllc photo- road lias been considerably improved. graph. May, 1934. MAIN ROADS. 61

New fence on the bridge over the railway on the Mid- Locally made broom drag, used in surfacing by Coreen Shire. Western Highway, near Cowra. Expenditure from 1st July, 1933, to 31st March, 1934.

Expenditore Expenditure from 1st Jnly, ,933, for Quarter ending to 31st Derembcr, 1933. grzt March, 19%.

COUNTY Oh' CUYBEKLAND MAIN ROADSFUNU- f s. d. Construcllon of Roads and Bridges ...... 102,&8 3 7 Cost of Land Resumptions ...... 15.m 10 6 Maintenance of Roads and Bridges- ...... 1q7.189 18 3 Repayment 01 Loaus ...... Survey, Design, Supervision and Administration ... Totals ...... COUNTRYMAIN Roans FUND- Gmi;truction of Roads and Bridges, including Rcsumptions Maintenancc of Roads and Bridges ...... liepayment of Loans ...... Survey. Design. Supervision and Administration ... 3liscellaneous ......

Totals ...... LI 859,.v7 10 8

FEDERAL.%ID ROADSFuxn- construction of llnads and Bridges, inclnding Resumptions 6 I.3,0-6 I5 3 DEVELOPMENTALROADS FUND- Construction of Roads and Bridges ...... 27,913 12 4 Survey, Design. Supervision and Administratioil ...... 3,749 2 .t Repaymcnt of Loans ...... Rliscellaneous ...... 114 13 2

Totals ...... 30.777 7 IO

SUMWARY.~LL FUNDS- Cunstruction of Roads and Bridges, including Resumptions ,.. 496.584 17 2 Maintenance of Roads and Bridgcs ...... 5~8,781 6 IO Repayment of Loans ...... 144.058 3 0 Survey, Design. Supervision and Administration ...... 65,305 10 3 Miscellaneons ...... 28.387 3 If

Grand Total Road Funds 1,283,117 I 2

~

SYDNEY HARBOURJ3RIDGE .kCCOUNT- "' Administration ...... 300 o 0 150 o o Toll Collection ...... 3.304 19 10 1.ooI 5 3 Maintenancc ...... 8,616 I 7 4,z.t~IU 6 Protcctive Fencing ...... I7 4 2 2.698 9 9 Interest...... 161,642 o o ...... Sinking Fund ...... 1.5,4.5o o 0 ...... Exchange ...... 27,475 0 0 ...... :\Itscellanenus (Maintenance of Rewmcd Propertres, Completion of Drawings, etc.) ...... - 1,041 17 I1 Totals ...... L 215,847 7 6 62 MAIN ROADS. Vol. V, No. 3. Locating the Tobin’s Creek Deviation. [Tlic article published in the August, 1g33, issue of Muin The country through which the survey hatl to be Roads 011 the Oxley Highway dealt primarily with the history made is the watcrshetl of the Hastings, Macleay and and situation of the original road and the construction wnrk undertaken to place the highway into condition for effective Manning Rivers, and reaches an elevation of over nse. Sufficient was stated thrre to indicate that the work of the 4.000 feet above sea Icvel.* From an nndulating to survcyors in locating the Tobiii’s Crcck anrl Yarrowitch-Black hilly character at Yarrowitch, it changes rapidly to a Hill deviations was arduous and difficult. The following ac- rugged, precipitous formation which coniiiicnces at the count of the prohlems to be met and overcome and thc coii- ditions encountered will therefore lie of interest.--Eoi~n~.] Myrtle Scrub and extends to Yarras (see sketch map). Large trees of stringybark. tallow-wood, cedar. and RIOR to 1927 tlic IA’alcha-Port Macquarie sec- other forest timbers are very prolific and the multitude tion of the Oxley Highway consisted of two ends of tree ferns and vines growing with dense scrub and I? of fairly traficahlc road, viz., AI’alcha to Yar- tangled undergrowth give the country a character not rowitch, antl I’ort hfacquarie to Yarras, with an inter- unlike that of a tropical jungle. mediate length hetwecn Yarrowitch and Yarras, con- To arrive at the best possible location, in the rough sisting only of an almost impassable bush track. This country that had to be traversed, tlie following pro- followed the line I)lazctl by the pioneers and was bad cedure was adopted : froni every point of view. It was narrow, only in a few places exceeding 10 feet in width ; its surface wa5 (a) A trial line was run consisting of a scries of corroded with waterways which ran along and across “stations” successively linltetl by bearing antl it ; its alignment hatl been determined by the winding distance from each other, and hy means of courses of the i)ioneerinp bullock teams. while. excent level and tacheometer, data for the plotting of contours of the country atlj:icent to thc trial lines were obtained (b) The trial line antl contours were then plotted in the field. (c) The plan was next scnt to the Roard’s IIead Office. where the road was designed and the line to be adopted marked on tlie plan. (d) The plan was then returned to the field and the adopted line pegged on the ground. To estahlish a trial line in unmapped country the only method is by trial antl error, and reconnaissance is essential. In country covered by scrub antl vines this is an arduous task. In some placcs as many as four different routes hatl to be tried before a decision (?Id Poadshown thus - - - - - %$le 06 u,,ee ,. . il was made. A general idea of the work involved in the whole scheme can be gained from the following de- Locality Sketch. scription by tlie surveyor of one particular section of it. “In the preparatory work, it had to he kept in view that in exceptionally steep places. no attempt had been made thcre was no existing road or track that cnuld he used. The ‘to improve the natural grade of the, country and then Ralfe’s Creek road (except for a few miles at the westcrn only by the construction of a narrow sidling track. end) could not be used as an access or approach road, as both Grades of I>ctwcen ao antl 30 per cent. were frequently ends of the route were, so to speak. in the air, and supplies had to be transported partly by car and partly 11y pack horses encountered and in wet weather parts of the road from Long Flat, 16 miles down the Hastings Rivcr. The became so boggy as to render it absolutely impassable. country to he invcstiKatcd was so stccp and broken anrl In 1927 the Main Roads Roartl scnt a party of sur- covrrcd with such a density of scruh and tinlller, that every effort had to he made to conserve physical work in surveys veyors to search for the best line between Yarrowitch that might later be discarded. and Yarras. A preliminary reconnaissance. with this “The work was started with a surveyor, two chainmen and ohject in vicw, hatl already been made by the Engineer an rxpert horseman for pack-work. As water supplies were of Hastings Shire. He hatl found that to obtain the not usually close enough to the trial line to warrant campinx easiest grades the new line would need to leave thc at them, galvanised iron horse-pack water tanks were con- structed in pairs, and the whole time of the ‘Transport Officer’ existing track two niiles west of Yarras and follow a was occupied in packing water and supplies (thr party lived course some four niiles to the north. connecting up on ‘iron’ rations) and shifting camp equipment. Generally the again at the foot of the Black Hill, frcm where thc party camped for the night close to whvre the work finished, line would approximate fairly closely with tlie old if a spot level enough for sleeping on cmilrl lie found. track. “The first portion of the snrvey, a grailunl rise froin the Hastings River to the crown of the main spur, oNcrcd 1111 dif- The data ohtained by the Shire Engineer werc avail- ficulty. but tlic original survey party had carried thc linc to able to the Hoard’s survey party, and as it was pro- a high part of the range, followed by a precipitous slope west posed to commence construction from the east and dropping about 150 feet to the main rawe at Pigron Creek work towards the Apslcy Shirc, thc surveyors made Gap. their first camp at Yarras. *The highest point of the mad is 4.o55ft. above sea-levcl. May, 1934. MAIN ROADS. 63

“To one not acquainted with the class of country involved, “Ry a lucky shot in such dense country, a crossing was this would appear strange, but the crest of the range, never found halfway np Stockyard Crcek, where it had branched straight for more than a few hundred feet, resembled in con- into four watercourses (Ginger’s Crcek being one) and before tour so niany camels’ humps, rising about zoo feet, then its various hanks had risen agaiu to an impossible height. ahruptly driipping again. East of Pigeon Creek Gap, natnre’s Choosing a high poiut to the north, and holding a clinomctcr forces seenierl to have taken a fiendish delight in shifting the on a grade and apprnximately on the line of trial route, it height arid location of the nlain range into an cxtraordin;iry was seen that R certain spur might give tlie necessary length jumble, where spurs, rising higher than the range itself, would on the cast to grade to the top of the range. Uy utilising the continue on straight, while the maiti range would fall and loop of a bottle-necked ininor spur, thus rising oyer 100 feet, break away unol)trustively on a lower level at a different angle. the rest of the route eastwards became practicable and was “For some miles west of Pigeon Creek Gap, it was seen snrve-ed tn the top of the range. For the pnrpose of local that a compass traverse and clinometer readings would be shifts of the original trial line, the whole of tlie coiintry sufficient to iix a practicable route that sidled round the affected was then ii~ajq~eilin Iiy comp;iss iinil clinometer and ‘camels’ humps.’ But the greatest difficulty now presentcd a conto~rplan drawn. itself. It was noted that the main range made a considerable “Travelling over the completed road sincc this survcy was rletour to the south, joining Kalic’s Creck road east of ‘The made, in a mntor car at 30 m.p.h. and enjo-ing the glorious Stockyard.’ views. W:IS quite a different sensation frnm cr:iwling throngh ” ‘The Stockyard’ was a narrow road. perhaps 1,000 feet in dense vines at % m.p.h. and looking vainly for one level spot length with a grade of about 25 pcr cent. On the high sidc on which to rest a pair of tired feet.”

I. The junction of Tobin‘ Crcek with the Hastings Rtvcr. 2. On the suminit of the rnnp- n~,irYarrowitch. 3. View from the Two Mile Sidling. 4. Tree ferns at the side of the old track on the Yarrowitch- Black Hill section. was a hare preripitous rock, on the lower, a 45 to 50 degrees Great assistance was given during the preliminary fall into Stockyard Creek. Signs of an old fence (with slip scirveys by local rcsidcnts who werc thoroughly fami- rails) across the road. which would effectuallv stop stray.in$ stock, were fonnd and from whirh the name pro1)aI)ly origi- liar with the country. As guitles they proved indis- nated. It hecame evident that the main rangc must he departed petisable and their information saved much needless from, and a crossing of Stockyard Creek sought at a lower work. level. “As all the watercourses and spurs on this line have pre- In establishing the trial line tliroughout the devia- cipitous falls and side-slopes, the outlook was even worse than tion, trees had to be felled, shrubs and undergrowtll the others, its side slope of 40 to 45 degrees rising to a height had to be clcared and almost perpendicular hills to be nf over 100 feet, while at its origin in several small creeks, it did not appear practicable to find a route in such precipitous climbed. The clearing consisted of more than a thm country. linc to enable stations to be seen from one another. as 64' MAIN ROADS. Vol. V, No. 3.

at each station levels had to be taken in all directions less were frequent. Several falls of snw~vwere ex- within an area of radius up to 300 feet, to provide pcrienced, but as they occnrred tluring week-ends the data for contours. Then. after the final line had been work was not affected. tleterminetl on plan, a partial repetition of the clear- Summer nights in this region arc bcautifully cool ing, chaining and pegging required for the trial line but the day temperatures often esced yo degrees and was necessary to estalilisli it on the ground. So diffi- snakes are frequently encountered. On one day, five cult was the clearing that it took up almost 75 per crnt. of various txpes were exterminated, but this was an of the whole time of thc survey. During the pegging esception. of the final line. bench nixrlts were established at every half mile, intersection points and tangent points for Supplies were ohtainerl fortnightly from LValcha (54 all curves werc markctl. and a recovery peg was placed miles from Tobin's Camp) by means of a motor lorry at right angles to the line of the road at 50 feet and which was attached to tlie party. 111 simimcr it was impossible to keep suHicient meat to feed seven men IOO feet from each tangent point. Catchment areas were also ascertained for culverts. (the size of the party for some titiic) ant1 sheep were procured and penned, handy to the camp, to solve the The work was commenced in 1927 and for purposes problem. Dogs were also introduced to k&p the of convenience was clivitletl into two sections, viz., dingoes away. As the country was unimproved and from Yarras to Black Hill and from Black Hill to supported no grass, the sheep were fed on corn and Yarrowitch. The first section, twenty-two miles in chaff. length. took eighteen months to complete ; while the The trip from \Y;tlcha to Tobin's Camp in the lorry second, embracing a distance of eighteen miles, occu- occupied about six hours, one qnartcr of this time pied a pcriotl of one year and eight months. During being spent in reaching Yarrowitch (31 miles), arid this total period of almost 3% years, six different camp the remainder in traversing the 20 miles of bush track sites were occupied. viz. : Yarras, Tobin's Camp, Stock- betwccii Yarrowitch ant1 Tobin's Canip. yard Creek. Tobin's Camp. Yarrowitch Reserve, and Though the work was arduous. reniiiiisccnces by tlie Myrtle Scrub, sonic of these being utilised on more local residents of the past generation of the hardships than ow occasion. In all. camp was shifted nine times. entlnrctl and difficulties overcomc by the pioneers made those of the survey party seem insignificant. Even so, Apart from those due to the nature of the country, however, on one occasion a party engaged on tlie pre- the principal difticulties were caused by the climate, liminary survey was forced to spend a night in the and the remoteness from a source of supplies. During bush without food, listening to the cries of the dingoes the winter niontlis there was very little dry weather, arid foxes. fogs were frequent and a misty rain fell almost con- Quite recently a survey party engaged on another tinuously : while in smiimer. rain fell regularly. 'The work was camped at Ginger's Creek near the Tobin's averaxe annual rainfall for the district is qS inches. Camp site, and it is worthy of note that storcs antl L)uring rain no field work could be clone, and on one supplies were delivered at the camp from both \Valclia occasion. only two tlays' surveying was possiblc in antl Wauchope on four days each week, and that the three weclcs. This was the longest period over which trip from Walcha to (kiger's Creek can now be com- work was stoppcd, although periods of a ncek and fortably made in two hours antl a quarter.

Costs of Road Openings. THEcharges made for thc rcstoration of openings in roads maintained by the Department have becn rccrntly reducrd, in view of lower costs, and the revised fignrrs, arranged for curiveriierit reference arc as follows :- May. 1934. MAIN ROADS. 65 The Mileposting of Main Roads. N the days before the advent of the motor vehicle, exactness which would not be necessary, if the posts when travcl by road was slow and was done on wcre ercctcd nicrcly for the information of travellcrs. foot, on horseback, or in horse-drawn carriage, Existing Mileposts.-~?'ith this principle in mind, few things gavc greater service, or were rnorc eageriy the next consideration is in what manner can the best looked for, than the mileposts. Nowadays, except for use he niade of the existing tnileposting. Ti it is at those who have to tramp the roads, the milepost has all possible to incorporate it in any general system, lost this intense interest for the traveller, because the clearly it will he advantageous to do so. An examina- direction sign at the last town or side road will have tion of the existing mileposting shows this to be very told him that he has so many miles to go to reach the incomplete, and to prese'nt inanp variations. This is next town and, with a known rate of travel, and his only to he cxpected, due to the fact that the various speedometer indicating the progressive mileage. the parts have grown up locally and been established at iiiileposts hecome secondary in importance. Realising the time for the tlicn weds of local travellers rather this, the Main Roads Board early concentrated on than for the purpose of assisting the maintenance of establishing an adequate system of direction signs on through roads. In most cases the distance to the main roads. giving information not only of the direc- approaching town is given on the near side of the post ; tion of important towns, but also of their distances in others it is on the opposite side, i.e., the sanie side as from the direction posts, and this work is now practi- the town, requiring the traveller to look back after he cally complete. has passed the post to read the information he requires. Historical.-When the Main Roads Board com- Generally, important towns are selected as the begin- menced its operations in 1925, the road systcni of the ning and end of each group of posts, although some of State was to a very large degree rather in the nature the towns chosen have since become of lesser iniport- of a survival of a past agc. While there wcre roads ance than others on thc same route. Sometimes the extending throughout the country. many of these were route followed by a group of posts is partly along a narrowly formed and indirect. and required consider- main road a'nd partly alorip other roads. In a nninher able revision a'nd alteration to put thcni into align- of instances the mileages that originally obtained have ment and grade-apart from any other condition- been altered by deviations and the information on the suited to modern rcqtiiremcnts. Consequcntly, the posts is inaccurate, e.g., certain old posts on the Board deemed it expedient to defer giving consideration Prince's Highway are known to be as much as 16 to the improvenient of, or addition to, the existing rniles out. Neverthcless a certain amount of that mileposts. The works that have been done during the which exists is in reaso'nably serviceable condition and past nine years have to a large degree changed the is capahle of heiiig incorporated in a comnrehensive situation, and while there still remaiii many miles of scheme. It is proposed therefore to do this where prac- main roads which, in due course, as road traffic con- ticable. although it is believed that in manv cases tinues to grow, will require alteration. the more im- existing posts are so old as to render them worthless if portant roads generally have reached a stage when alteration of position or lettering is required. further drastic alteration will be slow and gradual. The System Proposed.-iZltnost all the mileposting Hence. the time is now opportutitc to consider the that is in existence on the roads of New South Wales utility of a system of mileposts. was done prior to the passacc of the Main Roads Act (1924). Although many miles of roads had for some The Functions of MilePosting.-It has been already years before this been proclaimed as main roads. they stated that. u'nder inotlern conditions, tnileposting. wliilc wcre not greatly distinguished from the other roads it may he of general interest to travellers, is not re- and hence the reason for the fact previously stated, quired by them to the same degree a: formerly. The viz., that the mileposting betweetl two towns did not need of maintaining and improving the roads in an always follow the main roads. The Main Roads Act adeclciatc and economical mariner has. however, with changed this, lifting the main roads into a special the development and growth of motor traffic, become class and setting aside special funds for their main- increasingly iinportant. This has. in its turn, made te'nancc and improvenient for the definite purpose of necessary the provision of clearly defined reference fitting them to the modern needs of throueh road points along the roads, which may be used to indicate traffic. The classification of these main roads in May. readily thc precise position and extent of any work 1928. into three groups of varying orders of im- that is. or needs to be. done. For this purpose, mile- portance. viz.. State Hiqhways. trunk roads, and ordi- posts are eminently suited. while they have the addi- nary main roads. marked a still further step in this tional advantage of providing. the traveller with sup- direction. and it is vital to anv proper svstrtn of State plementary knowledge of his position at any time, and mileposting that it should take rrwrrl of this, i.e., that so making. with the direction sims. a comnletc system the main roads shall be regarded as definite u'nits and of guidance. It is considcrerl therefore that the pri- he milcnosted as such warv pzwfiose of mileposts now is to provide a cofz- The State Hbhwavs which are defined under the Act rwnicnt swtellt of referencr lnorfis nloizq the roads for AS "the nrincinle avenues of road communication he- tlre me of those 7vhose responsibilitv it is to wwinta.lvt tween the coast and the interior or throughout the the roads & proper order. This imposes conditions of State, and connecting with such avenues in other *327344 66 MAIN ROADS. Vol. V, No. 3.

States," are fourteen in number, and many of them broken at a river where there is a ferry and no bridgc, extend over great distances, as will be gathered from hut will be carried across the river as if a bridge the definition, and as will be seen from the following existed. tahle and the map on the cover of this journal :- Types of Post and Lettering.-The types of milepost Stat e Highways. which have been selected follow time-honoured prece- Number. Name. Length. dent ani1 are shown in the illustration. T?~prsA aptd D are of concrete, the former for nse in rural situations I Prince's Highway ...... 348 miles. z Hume Highwav ...... 3h4 .. where local timber is not available, the latter for use 3 Fcrlcral Highway ...... 42 I, in the Metropolitan area and in towns generally. Typcs + Monaro Highway ...... z?() .. DI. Bz, and E are of timber, and are for use in situa- 5 Great Western Highway ...... 130 .. tions other than those first mentioned. The first two 6 Mid-Western Highway ...... 3ry .. North-Western Highway ...... 268' ,, will be the most common, BI being designed for use 8 narrier Highway ...... 50' .. when, in addition to local mileage. through rideage to 9 New England Highway ...... 446 .. Sydney is required ; B2 to indicate local milcagc only IO Pacific Highway ...... 609 .. and E for any posts which it is necessary to attnch to 11 Oxley Highway ...... 3;7 .. 12 Gwydir Highway ...... 323 .. structures. It will be noted that the names of the 13 LiverDonl-I'a.rramatta-Hnrnshy link ... 16 .. towns at the end of each section are to be indicated by 14 Sturt Highway ...... 282* ,, initial letters. This will usually be sufficient to desig- 'Eastern and Central I>i\khns mf the State only. nate the town io mind hut, where necessary for the sake The question clearly has to be considered as to whether of clarity, up to four letters may be used. It w;ll dso each of these shall have a continuous system of mile- be noted-and this is important from the point of view posting along its whole length, &., whether the dis- of convenience to the traveller-that the initial on each tances shall be given from the two ends of the highway, side, as the post is approached. is that of tlie town or whether they shall be divided into shorter lengths towards which the traveller is procecding. .Approach- and the distances given in each length from the two ing the State border, the ablireviation Vic. or Qld. will towns at its ends. or whether some comhination nf hoth be used in lieu of a town name. The iiiileage wi!l he of these arrangements shall be adopted. If a contin- recorded hy figures given to the nearest tefith of a uous system of marking is employed. then any altera- mile. fractions being recorded in decima!s. Both tion of the route of the road at o'tie point will throw the figures and letters will be incised and painted in black, whole group of posts from end to end of the highway except that tlic decimal figure will be of a smaller size into error. Alterations must continue to he macle from than the other figures ant1 not painted hlack $0 that it time to time, particularly at parts rcniote from thc will not prove co'nfusing to the general pulilic. The metropolis. where the alignment and grades. while not posts will I)e set at exact mileages from the nearest forming a serious handicap to tlie present traftic. will terminal point of each section to Sydney (in the case do so as the traffic grows. Consequently. it seems wise of roads leading towards the metropolis) or to the that the highways should be divided up into definite coast (in the case of roads leading from the coast to lengths, hascd on tlie most important towns along them, the interior). The terminal posts of each section will and that the mileposting shall aim primarily at provid- be similar in character in the other posts, cxcept that ing convenient reference points within these sections thcy mill record the distances to the towns at the far rather than within the full length of the highway as ends of the two sections of which it is the meeting such. This, being in accordance with the system of point, instead of to the two ends of tine section. Ter- the bulk of the existiiLq niileposts. will also enable the minal points in towns will hc arranged to come at an fullest use to be made of them. The o'nly rlifficulty even tenth part of a mile antl are to be selected ncar that it involves-and it is not substantial-is tlie use of the post office, or such other point as may be regarded fractions of niilcs, sincc if the tlistancc between two as the centre of the town. The posts on tlic horders towns is. say, 40% miles. antl the posts are set at of neighbouring States will riot be marked N.S.W. or exact miles from one town. the last post in approach to Vic. or Qld.. as the case may be. as signboards haw the second town must be marked mile thercfroni. antl already been provided at State borders, and hortler all tlie mileages recorded from the second town will posts will be blank on the side facing New South be I%, z%, etc. It is practicable. however, to fix the Wales, and on the side facing the adjacent State will terminal points of each group of mileposts at $ti even bear the initial and distance of the first terminal in tenth of a mile, therehy cnabling tlic use of decimals New South Wales. Posts will, as R general rule, bc of a mile (as on the ordinary motor car speedometer). placed. in the case of State Highways, on the left-hand The foregoing is the basis the Department proposes to side of the road proceeding from Sydney or the coast, adopt, although in certain cases, as will be explained as the case may be. and in the case of trunk and ortli- later, the distances from one ehd of each Ilighway to nary main roads, on tlic left-hand side proceeding from Sydney or the coast, as the case may he. will also be an easterly to a westerly or a southerly to a northcrly added. Similar principles will be followed in the trunk direction. roads antl ordinary main roads. In the case of Sydney. In the case of the more important highways which mileages will be measured from the historic obelisk arc f rcqnently traversed for their whole length hy indi- in Macquarir-place erected in 1817 by Governor Mac- vidual travellers, thc continuous mileages from Sydnep. quarie for this purpose. The cliainage will not he or their nearest terminal points to the coast will. in due Mav. 1934. MAIN ROADS. 67

course.~ ~ ~~ ,I be minted on ton of the Dosts in black, or where Survev.-The DeDartment has fitted an accurate dis- posts of type D are used, on one of the sides, The use tance-meter or odometer to a motor vchicle, connected of painting without will of alters- with, and counting the revolutions of, the offside front wheel, and the points at which mileposts sre to be tions being readily made from time to time as may be- erected will he determined with this. The car w;ll be conic neccssary owing to deviations or alterations of 1made to travel \\rith the offside frotlt wheel on the route. These figures will be given to the nearest mile, centre-line of pavement. The Department will armnge and owing to the system of sectional posting proposed, for the wpply of posts, and erection on main roads

Forms of milepost adopted. may, at times he inaccurate to the extent of up to half maintained by Councils will be carricd ollt by Councils a mile. Such a'n error will not be of any consequence at the Dcpartmetlt's expense in similar fashion to the to through traffic, however. erection of signposts. Subsequent maintenance of mileposts will be carried out under the ordinary annual Order of Erection of Mileposts.-The ercction of maintenance programmes. mile posts will he (lone first on thc State Highways Manner of Erection of Mileposts.-Posts are to be and, later, as funds permit, the process will be extended erected vertically in positions described hereaftcr, such in turn to trunk roads and ordinary main roads. As that each post will be visiblc from all points on the the posts will, after establishment. IJC much used for roadway within 200 feet of the post. Sufficient clearing reference it is iniporta_nt that they should be accurately of scrub, logs, etc., is to bc carried out to ensure this, placed. In the towns, it is proposed that they be set although there will be some locations where visibility immediately behind the kerbing (existing or prospec- of zoo feet is impracticable. No trees are to be cleared. tive) flanking the footpaths, and in the country, on the Scrub is also to be clcarcd within a radius of 5 feet flanks of the road, as described later. from each post. 68 MAIN ROADS. Vol. V, No. 3.

In general, mileposts will, in the country. be placed exposed foot of the post is to he at a level one foe* between 5 and IO feet distant from the edge of the road higher than the level of the table-drain. If the road is construction, i.e., from the tops of cuttings or toes of on emba'nkment higher than about 6 feet, the post will banks, although adjacent to earth formations in flat he placed on the formation and at onc foot in from its country a greater distance may sometimes be desirable edge, measured to centre of post. to avoid splashing of posts. Tf the post comes 011 a bridge. or culvert with hand- rails, the post is to he clamped to the handrails. the If the road is in side-cutting or through-cutting of If bridge or culvert has no handrails. the post is to be more than about 3 feet deep, the post is to be placed bolted to the kerb. Positions on bridges or culverts are in a recess cut into the batter of the cutting and clear only to be adopted when the alternative is to place ,the of the table-drain, i.0.. the post will be placed adjacent post in the stream, channel or other unsuitable location. to the batter regardless of other directions as to the Should the position for a post he in an unbridged river side of the road on which the post is to he placed. The (i.e., where there is a ferry) no post will be erected.

Drags for Gravel Roads. HE Departinent's designs for road smoothing strips treated should slightly overlap. (31tl grader drags have recently been reviewed in the light hladcs and tyres can be made to serve as wearing sur- T of experience gained, and the improvements faces on trailer edges of scraper drags, and as running efiected have resulted in the production of a unit both surfaces of planer drags. They have n grratcr tractivc economical in cost and efficient in operation. The resistance than road graders, and cannot be used for designs necessitate no more than simple timber antl cleaning and cutting drains, trinlming shoulders. arid iron construction suitable for local manufacture, hut pcrforming other functions of which the road grader the same general form may easily be extended to the is capable.* production of all-steel models, where the component parts would preferahly he welded. The drags are (b) Thc Plarier Duog or Road Ploircr.-This con- arranged to work in the same direction as traffic. sists of a frame supported on two longitudinal runners, R.oad drags are divided into two main classes:- and incorporates a series of diagonal blades (atljust- able for height if desircd) which cut off high spots antl (a) The Scraper Drag.-The United States is shift loose niaterial from side to si&, tlistrilmtinp it credited with the initial development of this type of within the width of the drag. It differs in this respect drag. which was cmployetl in earth roads in rural arcas from the scraper drag. which delivers all surplus loosc in the days when the etitire traffic was horse-drawn. material to one side. The longitudinal runners enahle Arrangements frequently were made with the local the planer drag to deal effectively with irregularities of farmers to drag sections of the roads in the vicinity any size in medium or soft ground or similar materjal, of their properties after each heavy rain. Scraper and its use leads to a marked improvement in ridin!: d:ags have also been successfully used in Australia. quality of a previously uneven surface. The greater and there is still scope for their employment on earth number of blades in the planer enahle it to do more reads in many districts. In New South Wales it is work than the grader, and its initial co

5 FOOT SCRAPER DRAG

A-2_, 1 FRONT ELEVATION END ELEvATIDN -e,& - r- I

8 FOOT SCRAPER DRAG

CL-- JIO n s'a, PLAN I Figs. I and 2. Scraper Drags. Fig. 3. 9-ft. Planer Drag.

I

--'-+'- SIDE ELEVATION

Fig. 4. 1 I-ft. Planer Drag. 70 MAIN ROADS. Vol. V. No. 3. Raising of Monaro Highway between Tumut and Talbingo. BY C. Vc’. WILLIAMS. BE., A.M.I.E. AUST. Tumut Shire Enpincer.- ET\VEEN Tumut antl Talbingo, the Monaro 8 ft. at the deepest part of the section. If the level Highway follows ihe course of the Turnnt of the section was raised to give the same depth of B River, after which the ascent of the Dividing flood water as in the causeway, the depth of water lhige is commenced. Sections of the road were on it would not generally excccd T ft. for ordinary located below flood lcvel, resulting in serious incon- tlootls antl car antl lorry traffic would lie able to get venience to the travclliiig piiblic (luring the floods to through or at most be held up for twelve hours, as which the Tumut Valley is subject. Apart from the compared with days under the original situation. Even blockage to traffic, the high velocity of thc water caused at the greatest depth of z ft. 6 in. of water, car traffic considerable damage to road surfaces, tlie worst sec- would not be held up longer than forty-eight hours, tion heing between 5.75111. and 6.7j in., where, prior and it would he possible for horse-drawn trafic to gct to tlie carrying out of the improven~entwork now to hc through at all times, thus ensuring that dairymen descrilietl. all traffic mas held up for wecks in time would always be able to get their cream to Tumut. of high flood. For low floods aid freshets the road woultl be above flood-level. The estimated cost of doing this work, in- cluding improvements to the alignmcnt, grading and width of the section. was fqiyX, and the estimated subsequent annual charges for maintcoance, fso. This course was clearly much more economical than the alternative deviation, for ~hiclithe interest charges alone would he about L350 per amiiini, and its adoption was therefore decided upon. To secure data for the design of the wnrk four sets of flood heights were t:iken from two floods in 1931 (including the highest rccortlctl flood for the Tumut River) and two it1 1932. Tlie results of these, when plotted, were found to agree fairly well. 7’he longi- tudinal water slope ovcr the mile was not uniform. varying with the velocity. The sections of greatest water slope showed, however, where the highest veloci- ties could be expected. There was also considerable water slope across tlie stream. It \vas difficult to forc- cast accurately what would be future flood heights for Locality Sketch. a given flood, as the stream bed antl flood channels are investigating the manner in which the situation continually undergoing small changes. However, as In the road skirts the high ground along the south side of could be dealt with, three alternatives were coii- the river any alteration in flood hcight due to stream sidered :- contraction on account of the raising of the road level (i) The ilze lioblr to siibmer- drviatioit of section will he negligible. This was an import;int consitlcratioii gmcc.-It was found that a deviation would from the point of view of averting any claims from cost approximately fio,ooo, and would have land-owners 011 tlie northern side of the river. grades and alignment inferior to the existing In addition to raising tlie level of the road. the (!e- road. sign provided for improved alipimeiit, gradient and (ii) Tlic modificatiorc of Food lrds by wzrliiis of width, by suhstitiiting a minimum radius of curvature rhtiirtrrl triid tlir impro~’rmr~ifs ctitufs in of jOO feet (with a clear sight distance of 300 ft.) Timiif Xivu-lt was fouiid that any work for one of 140 ft.. by lowcriiig the maximum gradient cif this nature, to lie at all effective. would from 7.5 per ccnt. to 1.50 per cent.. ;nit1 Iiy wi~letiing have to Iic extensive, and even thm the the formation from 16 ft. to thc stat1tlartl witlth of alteration in the regimen of tlie strcatn would 24 ft. be conducive to higher floods lower down, antl The work has since been coniplctcd at a cost of therc1)y entlangcr Jones’ Bridge across the fz.z84, of which work to tlie value of f GXX W;LS carried river on the highway. out I)y contract and the rcmaintler ly (lay labour by (iii) Thc mising of tlrc 5.75 112.-6.75 ~n.srriioit, the council. mid tlir siiiidttr?irozls improz~rtlzrizl of its The raised road has been huilt np between stone nli.qiii?irrrt. {]radil?!r nnd draiit(c!~r. retaining walls of standard design. The filling material On the Tallhgo side of Jones’ Rritlgr. there was a is a mixture of 1)rolieii stone ancl gravcl. rTlic bwe large causeway with concrcte shoultlers antl hitiimcn course and rnatl shoulders arc of brolim stone. and the penetration macadam surface. Tlie highest flood level top course. good ridge gravel. The Imik of the ana over the causeway was -7 ft. 6 in., as compared with branch of the river where it comes close to the road May, 1934. MAIN ROADS. 71

I, Jones‘ BridKe and ceus~wnydurinl: flood in October. 1930. 2. Road before raisinx, 3. Refore and 4. .\fter completion of work ut the point of encroachment of the ana-branch of the TIYPT. 5. Stone walling along ana-branch bank. 6. & 7. Sections of the completed work. the latter taken after a flood. has bectl hattered off. I to I and pitched wit11 stone 1-ength of road realigned an4 raised ._. ... 4~50feet. 18 in. thick. ,2 foundation for this pitching was wa,i.’ ;,: ’;,; ’,;; ;;., c’ yds. made hy diggiiig out the dLlvia1 Silt lllltil a layer Of Stone pitching 12 in. to 18 in. thick ...... 26b ,, river gravel was reached, and then big stones were Rock fillingfor foundntionof pitching ...... 180 ,, tipped into the water to form a solid massive founds- Broken stone base Course Over filliW only ... 575 8. Gravel .. . , , . . _...... 825 ,, tion. A chain wire protection fence 336 feet in length Excavation for stone ,,...... 700 I, has been crected around the outside of the 500 ft. Chain wire auard fencc ...... j. ... 346 lin. ft. radius curve. 2.5 in. pipe culvert with concrete heads ...... I 24 in. pipe culvert with concrete heads ...... I The auantities of the various itenis Of n’ork done 70 in. Dineculvert withconcreteheads ...... I were :- 5 ft. 4 5 ft. reinforced concrete box cu!vert ... I 72 MAIN ROADS. Vol. V, No. 3.

Soon after completion of the work two floods were had not had time to properly consolidate, being washed experienced. and it was satisfactory to note that the off the new work was undamaged. and the stone water levels over the road agreed with the level-, pitching and stone retaining walls withstood the fast assumed in the design. Beynnd some gravel, which scouring water currents.

Methods of Setting Out Curves. [An article on methods of setting out curves without a Determine points M. N on curve midway between theodolite, by hlr. T. A. Donaldson. Divisional Engineer, was A and S and B and S as follows :- published in the November, 1933. issoe of Main Roads, and engineers were invited to submit for publication other methods (vi) Measure AM = RS = I< chord f and ICM = LN = R which had been found useful in dealing with the problem. The response to this request ha5 been gratifying. and thrcc of (sec:-r), and peg M and N. (This can easily be done the contributions received arc printed helow. hlr. Llonaldson’s comments on these are also added. An important contribution by anchoringone end of the chain at say A, holding the by Mr. Royal Dawson, of Hampshire, England, on the same subject. which has also bcen received, will be published in the chainage R chord 0: + R (sec? - I) at I< and the bight next iSsUe.-EDI+OR.] of thc chain at chainage R chord E, pulling on the Mr. N. E. Dowden. Engineer to Murrungal Shire, bight till both parts of the chain are tight and pegging writes as follows :- x.I at the bight. It is more accurate to use two chains I was interested in the article by Mr. T. .1. Donaldson. simultaneously.) in your last issue, on setting out curves without a theodolite. (vii) If the angle of deflection ?a is lcss than 90’ (as is usual) I was surprised to hear that many Shire and Municipal Rngineers the points P and 9 can be found accurately enough were not eqiiipped with a theodolite, but su~elyany Engineer by marking out at right angles from the centres of the can have a “ Chambers’ Ing Rook ” or other book of trigono- cz chords AM, MS, SN, NR. a distance hI = where metrical functions. As you have asked for alternative methods 8R- of setting out curves, I here submit one which can he done C = length of chord AM. MS, etc. If the angle of quickly with the aid of the trigonometrical table book, and deflection is greater than goo thme points can be also another longcr and more lahoriniis method for foremen marked accurately in the same way as M and N were or others who do not understand trigonometrical functions. found, making BJ = JS = SH = HA = R tan! : MP 4 I. With the aid of Trigonometrical Functions. and NQ = R cliortl E and HP and JQ =: I< (sec ‘x - I), (a) .tssirm,iiig the iittevsection poitit I of the laitgenls 4 4 etc. is visible aid accessible (Fig. I). (viii) The length of the curve or chainage of any part can (i) Mark 1.1. 1;. on tangents IX, IY. so that IE = IF =so’ be found by looking up the circnlnr measure of a in (say). the table book. Thus, arc AS = Kz, A€’ = R !. (ii) Measure EF and mark mid point G. 4 It will be seen that this method Is quite feasible in , The angle of deflection of tlic two tangents (say, z a) mountainous country, where A and B could be on opposite = 2 angle IEF. cr FE sides of a deep gully and invisihle from each other. There cosy = cos IBI? = 2 = - ,whence from our are not many measurements to be taken, and once the IE IOU intersection point I of the tangents is found there is no table book we have the value of a. the half angle of need to find other intersections of lines on the ground-a deflection. If R be the radius of the curve. A. H, the difficult and tedious thing to do. tangent points, S the secant point (or mid point of the curve) wc know that A and U are on the tangents (b) Assziming the intersection #minl 1 of the tangents IX and IY, and S somewhere on IC or IC pmdnced. is inaccessible (Fig. 2). The lengths 1.4 7 IR = R tana and IS = R (sec a- I). (i) Take any points F on the tangent YI and E on tangent Whether the radius of curve depends on the position SI. Measure EF and mark mid point G. of A. R, or S. having the values of tan d and sec c( I - (ii) Make angle FCR = angle FEI, K being on tangent YI from the table book, it is an easy matter to find the (This can easily be done by holding the ends of the greatest radiusR that will suit A. E, and S. (Theap- proximate positions can be found by pacing the tape on G and E and polling out the bight of the chain lengths 16, Thus we decide on the radius on to the line EI, noting the reading of the bight in I.&, IS.) K. the chain, and then holding the same ends at F and G a respectively, taking the bight of the chain at the same (iii) Chain IR and IL = K (tan a-tan ;) and mark Land I< reading as before, pulling it out tight and marking on tangents IY, IS. the point T where the bight comcs. GT is then produced to intersect 1‘1 in I<.) (iv) Chain li.4 and LB = R tan %and p~gA and B, on The triangle FRG is similar to the triangle FIE and IF = z RF. 1E = z RG and angle FIE = angle tangents. FRG. (v) \kasurr liL and peg the middle point S. (iii) Measure El? along tangent EX, mitkiny EU IF - As a check AI< = I

(v) The angle of deflection of tangents (say za) = z angle Therefore- FW RFW, therefore cos a = cos RFW = -. whence from T.t = TC - IC RF I (T 4- C) = TC the table book u,e have the value of the angle a. If t =. T.C. the curve is fixed by the tangent A, we find the tangent T+C IA by measuring AU and adding the computed length -41 x AC (vii) Hence AK = BL = ~- whence IC and L can be IU. We get the radios R from tangent IA = R tan a, AI AC 1.4 + Le.. R = -_To find the approximate position marked on the tangents (Uigs. I and 2). tan a (viii) Measure KL (which should check = 24K) and peg of the secant we compute IS = K (seca - I) and mid point S. Then A, B, S are the two tangents points measure VS square off FU, making VS = Secant and secant point of curve. length IS - computed length IV (which is twice the measured length KW). We then proceed as belore (ix) Similarly treating ICA. KS, 1.S and LB as the tangents to find I<, I., S, hl, N, P, Q, etc. T,-- the uoints H and T can be found as AH = SH = SI *Ii = BJ = and M and N are mid pin; 2. Without the use of Trigonometrical Functions. AK + +' -4s' As (i) In Fig. 2 proceed as before up to fixing point F. IJ. of HH and J J. + IS) (A41 Is) (ii) If ciirve is determined by position of secant point S, (x) The radius of the curve R = - measure along tangents equal distances IK = IL .i ...1s-- (Fig. I) and UK = FL (Fig. 2) till S lines up between ABL SC or if more convenient to measure, R = -+ -. L and IC. 8SC 2

/,+ /I

Fig I

Fig.3 Fig.4

(iii) Measure ICL and peg mid point S (Figs. I and 2). (xi) As before. P and Q can be Iound by marking off the (iv) Peg A, B. on tangents so that IC4 = KS = SL = LB middle ordinate from the curve or by treating H and (Figs. I and 2). J as the points of intersection of tangents, computing (v) If cnrve is determined by tangent point A measure AI t, and finding the secant points P and Q in the same (Fig. I) and AU (Fig. 2), and peg B on tangent point way as M and S were found. so that IB = AI (Fig. I) and FB = UA (Fig. 2). (vi) Find length AC, being half chord AB, by direct measurement if practicable; if not, by proportion It will be noted that both these methods fit all the cases EG v U AC = x AI (Fig. I) = - x 41 (Fig. 2). instanced by MT. Donaldson, and require much fewer IU measurements than his methods. On the other hand, my Let tangent AI = T, Tangent AK = ICs = f. methods require more computations than MI. Donaldson's, Then IK = T - 1. Let AC the half chord = C. then so that the comparative acruracy of the two depends on from the similar triangles ISK and ICA we have- whether the operator is more accurate in computations T T-f than in measurements. or vice versa.thongh with my methods c-I._- most of the computations can be checked by measurement. 74 MAIN ROADS. Vol. V, No. 3.

The following was received from Mr. C. W. Williams, a cnrve when once three points equally spaced are known. .4s this methud may thus not be as generally known as it Engineer to Tumut Shire :- deserves to be, its application has hcen demonstrated in Referring to the article " Methods of Setting out Curves." the figure (Fig. 4). published in the November, 1933, issue of Main Roads. Given -4. B and C, evenly spaced points on a curve, we I bive hcrcwith the method I generally nse and find satis- join AC and measnre the offset BS. Join AB, and from lactory for country roads. ns The tangents and IU are located I) and the the mid point Y offset D, so that IIY = -. 1.4 (Fig. 4 deflection angle LI, measured with prismatic compass. Then n is a point on the curve to ,L degree of accnracy Thrn IU = R tan a which will be givcn below. IS = I< (sec '1 - I). If there is any doubt as to tlic accuracy of the method, Length of curve 13S.4 = R (circular measure ol ?a). when the corresponding point E has bcen determined onc can join DE and check the oHset of 13. This should be This gives accurately 3 points on tlic curve. which are equal to DY, If the discrepancy is ton large, move D and usually snfficient to decide whether the curve is snitahle or not, Now to set out the curve the following method E out by half this dlfference and recheck. is used :- Intermediate points can be similarly located, in each case the offset heing one quarter the length from that of Fig. 3.- the next larger chord. For valurs of a not esceeding IO', Taking the case of an obstacle near the crown, a definite clearance from which is desired, the writer prefers, if sin a = a __c possible, to choose a crown by inspection to meet this condition. (Illis obstacle IS often on the secant line. but this 1s not necessary.) 4. = tan ?a = 201 1< Given the two tangents SI and YI intersecting at I xc (Fig. I), we lay uut the bisector of the intersection angle therefore, -= c -PK IS and clioose a suitable crown S. Lay out a line throng11 S at right angles to IS and determine its points of inter- section with the tangents, viz., I< and L. Determine the tangent points A and 13, such that AI< = lis == SL = 1.H. We have now three points on the curve and proceed as The first offsct is from the tangent and the succeeding before. offsetsfrom the continuation of the churd tu it,own length. Theovy.--T.et the arc -4B (Fig. 4) subtend an angle 2a Half the length of the cnrve, that is, AS or BS (Fig. I), at the centre, and the arc AD an anglc a, is divided into a nnmher of chords and the curve set out working from each tangent to the secant S. As point S Then BX = R (I - cos ra) has been accuratrly located, any discrepancy found can and DY = R (I - cos z) be adlustcd Besides the approximations made in calcu- Expanding the cosine in powers of Y we get lating x. it is also assumed that the arc equals the chord. ., 4 The difference in length between chord and arc is approxi- ns = K (za?- ?5 + ---) mately-- .%

1~~~33\----, 24KS To keep the error involved in the approuim:itions within I-- reason, it is rccommended that for a cnrve of 100 feet radius the chord c should not exceed 15 fect, and for all curves :. 1)Y = BS (-:) approximately above Ion feet the chord c should not exceed one-tenth 4 I-- of the radius. 3 I have found this method quite satisiactory for the hilly = E(I+-:) approximately. and mountainous country ahont this locality. I use a 4 small prismatic compass and a book of Chambers' Thus the approximation gives a flat curve. Mathematical Tables. Taking a deflection anglc of 9o", a is r2h", or '335 radians, The following are useful if one gets caught out somrwhere and DY is about 4 per cent. small. This amonnts to 7" without a book of tables :- for a curve of radius zoo feet, but if adjusicd as suggested, a= as the second set of points (four in numbcr) will be In error sin Y = a - + 1.2.3- I.".3.+5 by about I per cent. only, or )". This is well within the order of accnracy of any method wlu:rc a theodolite is not 2% a4 18 used. cos a = I -- + __ 1.2 1,2..3.+ 1.2.3.4.5.'' Most engineers will prefer to quarter the offset and adjust a3 2aS 17a' as mcntioned above, but for snch as prefer to carry figures tana=a+--1 -+- it might be noted that for deflectinn angles of 45". 64". 3 15 31.5 79'. and gr", tlic percentage errors to be added ar? I, 2, 3 a is in circular measnre. and 4 per cent. respectively. 7TD a = -where D is in degrrcs 180 Mr. Donaltlsoii conitiients 011 the :hove methuds as follows :- Mr. J. F. Harrison, Wade Shirr Engineer, submitted The methods of setting out curves submitted by- the following :--- Messrs. Dowden. Willianis and Iiarrison will un- The article appearing in the issue of Main Roads of rloubtedly assist engineers, who are not supplied with Novemher, 19.53, reminds one that no reference has been made in it, or in similar articles noted elsewhere, of a very survey instrunicnts. to prg curves quickly and with simple yet close approximation for giving more points on I-(-ssonahle accuracy. May, 1934. MAIN ROADS. 75

There is considerable necessity to increase the radii The preservation of trees on main roads has always of curves on some existing roads, and whcrc curves liecti a primary concern of the Department, which is occur on isolated sections a quick method of setting given special authority for this purpose under section out is most useful. 39 of thc Main Roads Act; and it would hardly seem possible that any citizen coultl he so lacking iu a sense \Vhile most engineers will likely be aware before of civic responsil)ility as to have any desire to inter- leaving headquarters that it will bc necessary to peg fere with such natural Ireauty. unless prompted by good certain cnrves during the day’s inspections, and will, reasons which could I)c readily appreciated by the De- accordingly, proviclc themselves with the needed equip parrnicnt. Yct x case was quote? in Main Roods, nient, they may, 011 the other hand, be called upon January, 1932. where an avenue of trees, ncarly a unespectetlly to carry out such work at a time when cli!artcr of a mile in length, was destroyed, thus de- neither instruments uor tables are available, and thcn priving travellers along the road of the atltlerl comfort a method which requires a chain only will enable the work to be carried out without delay. I have used the method set out in the article pub- lished in the November, 1933, issue of Main Kouds, riot only for pegging new curves, but also for enlarg- ing to the largest practicable size the radius of curves already pegged. 1 desire to stress oticc more the in- portatice of pegging curves only after the position of cither a tangent or secant point has been selected, thereby ensuring that the improvement will IJK carricd out on the best possible alignment under the circum- stances. Mr. 1)owden’s methotls are most interesting, and un- tlonbtedly the use of mathematical tables imst reduce Lhc number of measurements required. However, un- less the points F and E (Fig. 2) are vcry carefully selected in his method of fixing the line FL there 2 a possibility that the point K will be iiiaccessible, and it will be necessary to repeat the process. His method oi defining the line LK through the point S will be most useful in level or slightly undulating country, but in hilly country in the majority of cases L and K will not be visible to each other. The use of a prismatic compass hy NIr. Williams leads me to mention the box sextant, a very valuable yet small and compact instrument, which some years ago I used considerably. I found this instrument gave greater accuracy than the compass. hfr. Harrison’s suggestion for the calculation of i!itc-rmetliate points from the length of BA iu Fig. 4 An avenue of trees on the Oxley Highway in Coonabarabran has been frequently used hy me, but. as I have found Shire. in hilly country that the line AC is difficult to tlefiue, I have adopted the method I have already described. My method of detcrmining the points M, and N, is and pleasure which the presence of trees always rrnlly an adaptation of Mr. Harrison’s calculation. creates, and quite recently a landowner was snccess- fully prosecuted for the unauthorised destruction of trees on a main road. The Department regrets that it should be necessary Trees. to undertake such prosecutions, but in view of the importance which it attaches to thc preservation of trecs TIIEphotograph illustrates a section of the Oxley on main roads, feels obliged to issue a warning that it Highway, 19 miles east of Cooiiabarabrari, on which will do its utmost to prevent further occurrences of trees at the roadside were preserved during clearing this natrirc, ant1 will. in every case, institute proceed- operations, where a case might have been justifiably ings against offentlers. Councils and the public gene- made for their removal to facilitate construction opera- raily are eariiestly asked to co-operate with the Depart- tions. The result is a pleasing aveuue, in delightful ment in its efforts to preserve these scenic resources, ccintrast to the barrenness which would have accom- which take so long to develop and which can he so panied their demolition. quickly tlcstroycd. 76 MAIN ROADS. Vol. V. No. 3. - Tenders and Quotations Accepted. The acceptance by the respective Councils of the following Tenders has been approved by the Department during the months of January, February and March, 1934.

Work. Name of Amount of Recnmmmded Tenderer. Recommended Tender. Description.

Namoi ...... 127 Constroction of )-span timber beam bridge (90 feet lonx) Sullivan Erothen . and approaches over Spring Creek. Canobolas ... 7 Reconstruction on Bathurst-Orange section from 150 m. Bryant and Ruchana I.Im ft. to 151 m. goo ft.. and from 151 m. 2,845 ft. Ltd. to 15.5 m. Resurfacing 4&m...... R. H.P. By-Products Erina ... { Snrfacing X m...... ::: } Pty. Ltd. Wakool ...... 296% Constrnction of 3-span timher beam bridge (78 feet long) A. G. Burdett .... and approaches at 12 m. "5 chs. from Moulamein. Jindalee ...... 242 Construction of concrete box culverts at Drv Creek (7 cell. I.. G. C. Mansfield . 8 ft.x h ft.) and Creek (3-cell, lo f< x 6 ft.):.. Jindalee ...... 23.5 Construction of concrete box culverts at Skillion Hut Crrek Gamble and Olive . (3-cell, 8 ft. x 6 ft.) and Dudaman Creek (3-ceI1, Io ft. x h ft.). Carrathool ... 1,017 Gravel cnnstrnction between Hillston and Rankin's Springs A. Day ...... hlarthaguy ... 7 Gravelling 9 m. o ch.--ri m. 63 ch.: and 13 m. I2 ch. - Road Maintenance an 13 m. qX ch. Contracting Co. Ltd Namoi ..... 127 Construction 01 6-span timber beam bridge (165 ft. long), T. Wilson .... and approaches. over Brigalow Creek. Walcha ...... 11 Surfacing Walcha-Walcha Road section, I m.-a) m. ... John Fowler & Co. T.tr Gostwyck ... Q Surfacing Armidale-Tamworth section, r8 m. 4.064 ft.- John Fovler and CO 22 m. 1,320 ft. Ltd. Tenterfield S. ... 9 Construction of 2-cell, 7 ft. x 4 ft. concrete culvert at M.J.Haker .... 12 m. towards Legume. Weddin...... a36 Construction of 4 pipe cnlverts ...... Western Concrete Co.. Bellingen ... I19 Surfacing between 10m. and 17f m...... n.W.P. U~-PIOC~UC~ Pty. Ltd. Carrathool ... 321 Loaming Willbriggie-Griffith section. I 4 m.-4'5 m. ; &Harris ... 216 chs. Coonabarabran ... 11 Gravelling between II m. and IZ m. ; I m...... A. V. Hardy .... Coonabarabran ... I I Gravelling between 33 m. and 34 m.: I in...... H. V. Hardy .... Coonabarahran , , . I I Gravellinx bctwcen 38 m. aud 31) m. : I m...... T. E. Dowton .... Manning ...... IO Constrnction of 2.5 ft. span timber culvert and subsidiary C. Fletcher .... works, IZ m. south of Taree. Kyogle ...... 140 Surfacing on Casino-Woodenbong section, 18 m. 20 ch.- Bryant and Ruchana 19 m. 20 ch. : I m. 1.td. Waradgery ... '4 Forming and subsidiary works-(i) io m. +o ch.-13 m. 52 J. A. Whyte .... ch.; 252 ch. (ii) 13 m. gr ch.-xh m. 64 ch.; 252 ch. Wongarbon ... 6 Construction of concrete box culverts and approaches at J. J. Piggott .... 6 m. 3.468 ft. (6 ft. x 3 ft.), and 8 m. 3,894 ft. (6 ft x I ft. 3 ins.). Liverpool Plains., . I I Surfacing from Gunnedah Municipal boundary towards Bryant and Bucliana Tamworth: 12,070 sq. yds. Ltd. Gunnedah ... I1 Surfacing in Marquis and South streets, 6.+f ch. Bryant and Ruchana Ltd. Gunnedah ... 73 Surfacing in Conadilly-street from Chandos-Ytreet to Rose- Bryant and Euchana marv-street. Ltd. Yarrowlumla ... 52 Construction of 2-span reinforced concrete hridge (32 ft. F. J. O'Connor long) over Deep Creek at Cunningham. Bogan ...... 7 Supply, delivery and spreading 591 c. yds. maintenance Road Maintenance an gravel between 339 rn. Io ch. and 352 m. 72 ch. Contracting Co. I.td. Bland ...... 6 Forming and gravelling and construction of culverts be- $1. Wilcox .... tween 32 m. 5,000 ft. and 35 m. 1,750 ft. Jemalong ...... 236 Construction of gravel pavement between j m. io ch. and E. J. Allison ... 5 m. 45 ch. : 0 m. 20 ch. and 6 m. 5jch. Jemalong ...... 61 Reconstruction in gravel on Forbes-Conrlobolin section- E. J. Allison ._. . 15 m. 40 ch.-16 m. 40 ch., I m.; 21 m. 50 ch.-rz m. IO ch., 1 m. Supply and spread gravel-14 m. 60 ch.- 16 m. 40 ch.; 18 m. 18 ch.-zI m. 50 ch. Jemalong ...... 61 Supply and spraying of bitumen ...... Bryant and Buchana Ltd. Yallaroi ...... 63 Supply of 4,000 e. yds. gravel on Warialda-Goondiwindi F. Bakon .... section, 664 m.-70&m. Wingecarribee ... 263 Construction of timber beam bridge on silled pile abut- E. Selmes .... ments over Johnston's Creek, I&m. from Kobertson. May, 1934. MAIN ROADS. 77

Tenders and Quotations Accepted~oflti~~~.

Work. Name of Ammmt of Recommended Tenderer. Reoommended Tender. Shire or Road Desc.ription. Municipality.- I NO. I ; s. d. Boomi ...... I? Clearing j93 ch. of roadway between 47 m. and 57 m. ... S. Wilcox ... 3,1601qo 110 07 Peel ...... 9 Bitumen surfacing betwren 19 m. and 141 m., south of John Fowler a Tamworth. fBitnmen SuDDlied bv Deoartment.1 1Aust.l Ltd. ... .* ,. Gilgandra I1 Construction of' sleeper type culvert and approaches- At I m...... W. E. Walker ...... 117 j 0 At 3 m. 72 ch...... W. E. U'alkcr ...... 117 ti 0 ... At 7 m. 48 ch...... W. E. Walker ...... 104 14 o Amaroo _.. 7 Gravel construction on Oranae-Molong section, 12 m. Charles Hardy Contract- 3.493 0 0 ... 1,jXq ft-rj m. 2,200 ft., 3 m. 616 ft. .' ing Co. Ltd. Tumut ...... 280 Reconstruction of Coolamon Creek bridge (near Wondalga) U'. W. Beavan ... 477 2 0 Wingadee 1,120 Construction of 8-span timber beam bridge (203 ft. long). Stanley Sims ...... 1,738 I1 8 ... and approaches, over Urawilkie Creek at 23 m. Wingadee 1,120 C.onstruction of zo ft. timber culvert, 25 m from Coon- Stanley Sims ...... 297 '5 3 amble. Bogan ...... 7 Construction of three timber culverts at mileages 35 1.32 m., F, W. Charles ... 229 4 o 3.51'11 m., and 350.18 m. Bogan ... U Constructlon of two timber culverts at -.161.~0m. 116 ft. F. U'. Charles I73 0 0 ... span) and j75.0 m. (8 ft. span). Apsley ...... I1 Supply and spraying priming tar and heating and spraying John Fowler & CO. 149 3 4 bitumen. Walcha-Walcha Road section. hatween 54 and (4ust.) 1.td. andq&m.,4m. Wakool ...... '4 Clearing and forming bctwccn 14 m. 70 ch. 350 9 2 27 ch.. from Waradgery Shire boundary, L m. 37 ch. Bogan ...... 7 Construction of 8 ft. span timber culverts at 229 4 0 349.48 m., and 3goGm. Woodburn ... 10 Construction between 18 m. 4.100 ft. and 19 m. 680 ft.:l Model Homes Ltd. ...I 1,230 IZ 8 1,860 Iin. ft. Manning ...... IO Supply of gravel, 1,000 c. yds...... W. H. Smlth ... 2.53 15 0 Macintyre ... I? Supply and delivery of gravel ...... W. Bakon 545 14 3 bL1 17 Io Mulwaree ...... 3 Construction of one pipe.. and six reinforced cnnerete box B. Deasley culverts Taylor. Wakool ...... 1.1 Clcarin~andformingbct~u-cen1~m.7och.and17rn.qch.;l J. H. Considine ...I 350 9 2 197 Ch. Tweed ...... IO Operation of Chinderah ferry vessel, per annum...... John Waugh ...... 310 o o Liverpol Plains ... II Construction ol 1,500 lin. ft, gravel and one treble IH in. 1). McGee ...... 325 17 3 dia. culvert, 36 m. from Tamworth. Liverpool Plains ... 11 Gravelling on Tamworth-Gunnedah section and provision D. McGee ...... 391 16 6 of a reinforced concrete box and one 18 in. dia. pipe culvert, 3u m. from Tamworth; 1.190 lin. ft. Tamarang ...I I26 Supply of gravel, 1,300 c. yds...... F. S. Barbe ...... 178 IO o

The following Tenders and Quotations were accepted by the Department during the months of January. February and March, 1934.

Tenders.

Work. Shire or Name of Amount on Municipality. '$? Sucrsssflli Tenderer. Accepted Tendcr. 1 1 Description.

ROADWORKS. f s. d. Port Stephens ... IO Construction in crushed rock pavement with culverts on I.. Delatorre ...... 8,674 3 I Raymond Terrace-Stroud section. between 6 and 9 miles; approx. 2) m. Eurobodalla ... I Resheeting with gravel on Nowra-Narooma section, be- tween 187.2 m. and 19ot m-, 1,520 cub. yds...... 15. Millard ...... 186 o o between LZO m. and m4.j m., 1,360 cub. yds...... E. Millard ...... 170 o o 70 MAIN ROADS. -Vol. V, No. 3.

Tenders and Quotations Accepted-codmed.

\\wk. Kame Of \mount of Succcwful Tenderer. Accepted lendcr. Deqcription. 1I

RO~DWORKS-roiitinucd. f s. d. Granville ...I 5 Reconstruction in cement concrete of Parramatta-road State hlonier Pipe Works 18,080 16 3 hetwwn Duck River and the Granville subway, and wiilciiing bridge ovcr Duck Crcck. Enfield ... ._. 315 Reconstruction in cemcnt concrete between Hume High- Road Constructors Ltd. way and Cook's Kiver, Punchbowl-road. Kyeamba ... 14 Scarifying, reforming, rolling and rcshccting bctween 3 m. W'. -4. Winnett ... 2,200 ft. and 6 m. 4,700 ft. Carrathool ... 6 Construction in gravel from eastern end of Sim's Cap R. Broad ...... deviation throngh Rank; n's Springs, approx. 2tm. Muswcllbrook ... 9 Surlacing with bitumcn supplicd by Department, between Bryant & Hnchanan Grass Tree Hill and Muswellbrook, of approx. h m. Ltd. Muswellhrook ... q Supply and delivery of gravel I? m. north from Patrick Brookc and Cole ... Plains shire boundary, 1,800 cub. yds

BRIDGESAND CULVERTS.

Imlay ... _.. I Construction of reinforced concrete bridge (LI ft. 34 ins. H. G. Deiiliolm and 862 I 4 long) and approachrs at IIellhird Creek. S. B. Davison. Wallscnd ... 21; Construction of 2-span reinforccd concrctc bridge !XI ft. H. J. Thwaites ... 1.3'14 o 0 long) and approaches at Ironbark C.reek. Turon ...... 5 Construction of +~ll(8 ft. x 5 ft.) concrete culvert and R. O'Ndll ...... 1.63jII 2 approaches at -3 miles east of Bathurst. Molong ...... 7 Construction of 2-span reinforced concrete bridge (48 ft. J. J. Piggott ...... 1,267 11 Io long) and approaches at l

HAUL.4GE. Alexandria "'I "" [ Hire of ?-ton trucks with power-operated tipping gear.1 J. O'Donnell ...... I With drivers, per how per truck.

>flSCEI.LANEOUS. Dlsmantlmg wharf and dockstructurcs at Milson's Point... Estate late C. 403 8 9 McIienzie.

Quotations. - Amount of No. of Ucscriptian of Article. Name of Successful Tenderer. Accepted Quotation 1 Quotation. s. d. 585 Pncumatic rivctcr. with dolly and snaps. including I flat snap ... Gilbert Lodge LI. Co. 1.td...... 14 0 0 Go3 Steel angler, 24 in. I zt in. x 2 in.. I(? tons 13 cwt. ; ~f in. x in. Clyde Engineering Co. Ltd...... 1,370 o o x in., I I tons 15 cwt.; Steel walings, z&in. x z in. x f in., 23 tons 14 cwt. 6o7 Blue metal screenings. f.0.r. Kiama. & in., 430 tons ...... State Metal Quarries ...... 91 7 6 hog I3liie metal, f.o.r. Kiama, 13 in.. 2.30 tons ...... State Metal Quarries ...... 48 '7 6 GI I Ilridge timber, 1.o.r. North Goolagong -12 in. x 12 in.. zj0 ft. Henry Berry and Sons ...... 252 11 I q in.--rS in. x 12 in., ILZ ft.-rq in. x iz in., ry ft. 6 in.- 4 in. thick, 8 in., g in., or IO in. widc. in 19 It. length% 8.000 sup. It. I May. 1934. MAIN ROADS. 79

Quotations-continued.

Amount of Description of Article. Name of Successful Tcnderer. Accepted Quotation.

I

Bridge timber delivered to Morpeth bridge, 5 in. x 3 in., 15 ft. P. and I.. Campbell & Co...... 201 12 o lengths, 1.200 sup. ft.-+ in. thick, 19 ft. h in. lengths, 7 in., IO in. wide, 15,600 snp. ft. nridgc timber, 16 iu. x IO in., 1/34 ft.-4 in. thick, 8 in., 9 in., P. and L. Campbell & Co...... 35 '4 11 or IO in. wide, in 21 ft. 6 in. lengths, 1.300 sup. ft. Wire brooms-8 ft. x j in. wide, 2 only ...... W. hT. SLone ...... I1 14 0 Ihokcase, including packing ...... Urien and Tompsett ...... IO 2 6 Concrete pipes, 30 ft. x 18 in, ; 26 ft. x ZI in. ; 2.54 ft. x 24 in. ; Hume Pipe Co. (Aust.) Ltd. ... .;+o ib h rho ft. X jh in: Concrete pipes, f.0.r. Tathra, 124 ft. x 18 in...... I State Monier Pipe Works ... 29 4 0 13ridpe timber, 19 in. dia. at centre, 469 ft.-16 in. dia. 49 ft.- li. J. White & C,o...... 152 '5 4 Deck planks, 20 It. x 8 in. x 4 in.; 20 only. Bridge timber, f.o.r., Windsor-min. dia. 13 in. at tip, 18 in. at -Allen Taylor & Co. Ltd...... 136 8 9 base, 2.36 ft.-14 in. x 12 in., 116 ft.-Iq in. x j in., 112 ft.- 5 in. thick, 7 in. -10 in. wide, in 24 ft. lengths, 3,420 sup. ft. " Neutrin bitumen emulsion, f.0.r. 1)arling Harbour, in drums, Ncuchatcl .Isyhalte Co.. Ltd ... 281 5 o 6,750 gallons. .. Emoleum .. bitumcn emulsion, Railway goods yard, Rozelle, limoleum (Aust.) Ltd...... ~y5b 3 6,j50 gallons. I~ahricateii steelwork, delivered to roadway level of Sydney Sydney Steel Company l,tcl. ... 29 16 o Harbour nridgr (toll chargcs included). 2,260 lb. Gully gratings (double) and frames, 9 only; single grating, I only J. Juleff and SOI:~Ltd...... 2.1 9 6 Steel wire brooms. h ft. x 6 in, wide Y 4 in. dcep. 4 only .__ .._ W. N. Stone ...... '7 4 0 Concrete pipes-609 ft. x IZ in. dia.; 732 ft. x 1.5 in. ilia.; State Monier Pipe Works ...... 304 75 3 .3oo ft. x 18in. dia.; 37;... It. x 21 in. dia.; 138 ft. x 24 in. dia.; 18 ft. x 36 in. din. Concrete pipe?, f.o.r., Casino-zqo ft, x 18 ii, dia. ; io4 ft. XI Hume Pipe Company (Anst.) Ltd. 74 3 3 21 in. dia. ; 4 ft. x 1-1 in. dia. Steel reinforcement bent to shape, f.0.r. Liverpool--z.z tons ... State Monicr Pipe Works ...... 28 '3 4 \\'aslied gravel. f.0.r. Sydenham-? in., 1,130 tons; ~b in.,^, 950 Nepean Sand and Gravrl Co. Ltd. ,535 7 2 tons. Sand, f.0.r. Sydenham- r,Sjo tons ...... Cement Mortars Ltd...... 594 '5 0 Priming tar in drums, f.o.r. \Vagga-12,54o gallons ...... B.H.P. By-Products l'ty. T.td. ... -131 ' 3 Steel reinforcement, bent tu shape, f.0.r. Holbrook-32. j cwt Australian 1k:nforr.ed Concrete Engineer 30 15 o ing Co. Pty. Ltd. I2 0 0 Steel Wire brooms-8 ft. h in. long x j in. wide. 2 only , .. _.. W. N. Stonc ...... Steel wire hrooms4 ft. long. 4 only ...... P. F. Urndy ...... 16 n o Gunmetal bridgc name plates-flat, 50; curved, 60; round H. Field and Son ...... 40 1.5 0 head brass screws for curved plates, 240; brass bolts for flat plates, Zoo. Stccl rcintorccmcnt---1.o.r. Coolac, 23'3 cwt...... State Monier Pipe Works ...... 20 16 11 Metal screenings-f.0.r. Hay, 60 per cent. 9 in. gauge, 40 per State Metal Quarries ...... 220 8 4 cent. ,$ in. gange. Bar-mat reinforcemcnt4o lb. per roo sq. ft., spot welded, Australian Reinforced Cuncrete Engineer 94h 16 8 930 mats. ing Co. Pty. Ltd. Galvanised iron jointing-zo gauge, in 6 ft. lengths, 5,700 lin. it. F. G. Kerr & Co. Ltd...... 91 0 IO Bituminous fillcr strips-Type A, 260 pieces; type B. 260 pieces Maxwell, Porter and Sun ... 21 12 9 Steel reinforcement-f.0.r. Windsor, I .98 tons ...... Australian RcinIorced C.oncrete 1 29 6 0 ing Co. Pty. Ltd. Mild steel bars, 1,o.r. Sydenham-& in. x 18 ft., 27.3 tons; f in. U'. Atkins Ltd...... 374 II 3 x .+ ft., 1.5 tons: 4 in. x 3 ft., 37 tons. Concrete pipes, f.0.r. Lawson-40 ft.x 36 in. dia; 40 ft. x 18 in. State Mouier Pipe Works ...... 29 19 6 dia. Sandstone ballast, delivered to D.M.R. Depot, Windsor- Hourigan Bros...... 20 17 I 65 tons. Rridee timber. f.0.r. Cowra-5 in. thick. in 8 in.. 0 in.. or Io in, loseuh Reid Ltd...... 57 1.5 0 <. ... -~ widths-in 24 ft. h in. lengths, 3,000 sup. ft. Hardwood _-DCES, delivered io Canal 'and Swamproads, Stl. Allen Taylor & Co. Ltd...... I1 15 0 Peters-3 in. x 2 in. x n_ ft. long. I ,om only. Steel reinforcement, bent to shape, f.0.r. Minurc-siding--gy5 Australian Reinforced Concrete Engineel 55 9 0 cwt. ing Co. Pty. Ltd. Square sieves-6 sets in wood containers with galvanised-iron F. G. Kerr & Co. Ltd...... 5 12 0 lids. Counterscales-6 sets to weigh 6 Ib., 6 sets weights to r ,000 grams H. B. Selby & Co. Ltd...... 28 10 0 No. o tar, delivered into Department's waggon at aorks-1,600 The hustralian Ga? I.ight Company .. 36 '3 4 gallons. Bituminous concrete, delivered into l)ept.'s trucks-5j~ tons ... Australian Roads Ltd...... 965 10 5 Do do do 350 tons ... Australian Roads Ltd...... 587 '4 2 No. 2 tar, sprayed on roa(l4oo gallons ...... Manly Gas Co. Ltd...... 17 IO n ,onCrete pipes, f.0.r. Tarcutta-19 ft. x 30 in., 34 ft. x 24 in. ... Hume Pipe Co. (sust.) Ltd...... 24 I3 0 80 MAIN ROADS. Vol. V, No. 3.

- Ouotations-continued. No. of Amount of Q U o t a t i o n Description of Article. Name of Suceersful Tenderer. Accepted Quotation,

L s. d. 656 Concrete pipes, f.0.r. \Vongarhon-:,o ft. x ZI in ...... Hume Pipe Co. (Aust.) Ltd...... 12 2 6 657 Concrete pipes, f.0.r. Eulomogo Siding-30 ft. x 18 in.; 60 ft. R. Fowler, Vianini Ltd...... 31 8 o x 21 in. 658 Concrete pipes. f.o.r., U'oolhrook-588 ft. x 18 in. din.; 92 ft. Hume Pipc Company(Aust.) Ltd. ... 394 I5 0 x 21 in. dia.; 148 ft. x 24 in. dia.; 250 ft. x jo in. dia.; 70 ft. x .36 in. dia. 659 C.I. gully gratings--24 only ...... Mascot Engineering Co. Ltd...... II 14 o 660 No. o priming tar, in drums. f.0.r. Hay-2,Soo gallons ...... B.H.P. By-Products Pty. Ltd...... 105 11 R hhi Steel wire brooms-6 ft. long, 4 only ...... Abrams Brooms and Rrnshes Ltd. ... 15 1.5 0 662 Square sieves, 94 in. x 9: in. overall,jo only ...... F. C. Kerr & Co. Ltd...... 3 12 6 663 Stecl wire brooms4 ft. long. 4 only ...... 4hrams Brooms and Brushes Ltd. ... 15 15 0 664 Limestone filler, 1.o.r. Roschill Depot siding40 tons ...... Commonwealth Portland Cement Co. ... 109 io o 6% Concrete pipes, f.0.r. Burringbar siding-480 Icngths, 4 ft. x Hnme Pipe Company (Aust.) Ltd. ... 103 5 0 15 in. dia.; 60 lengths, 4 ft.x ZI in. dia. 666 Steel reinforcement, labelled, cut and bent to shape, far. Tar- The Australian Reinforced Concrete Engi- 50 o o cutta-52.8 cwt. neering Co. Pty. Ltd. 667 Supply, delivery and spraying on road of tar at Mt. Victoria, B.H.P. By-Products Ltd...... 2.186 19 7 Bowenfels and Rydal-No. 0. PI,WO gals.; Nos. 2, 3, 4. 34,200 gals. 668 No. 2 tar, heating and spraying-,ooo gals...... B.H.P. Uy-Products Pty. Ltd...... 71 5 0 6-59 Concrete test cylinder moulds-24 only ...... Galvanised Products Pty. Ltd...... "4 0 0 670 Mild steel, f.0.r. South Grafton-8.85 tons ...... A. Goninan & Co. Ltd...... 223 n 0 671 Concrete pipes at works4 ft. x 18 in. dia., IO? ft...... Richard Taylor Ltd...... '4 9 0 673 Concrete pipes, f.0.r. Queanbeyan-254 It. x 15 in. dia. ; 64 ft. x Hnme Pipe Co. (Aust.) Ltd...... 114 16 11 18 in. dia. ; 75 ft. x PI in. dia.: 35 ft. x 36 in. dia. 675 Drag scoops-7 c. ft., 6 only; 5 c. ft.,18 only ...... British Standard Machinery Co...... 6012 o 677 Koad graders--z horse, complete with horsc bars, approx. 1,600 British Standard Machinery Co...... '24 IO 0 Ibs., 3 only. 678 Road ploughs-Nos. 6q. 0.5 and 63 ; 4 each ...... British Standard Machinery Co...... 7480 680 Ritumen emulsion-in 6 drums. f.0.r. Tarcutta, approx. 250 gals. United Lubricants Ltd...... 1411 8 681 Hridge timber4elivered at Hinton bridgc, 2 miles north of E. J. Eurnside & Co. Ltd...... I74 15 6 Morpeth railway station-18 in. dia., large end. 68 ft.; 14 in. x1zin.,33ft.bin.; 13in.x1zin.,=,hft.; 12in.x6in..47ft.; 1.1 in. x 14 in., 32 ft. 6 in.; 16 in. x 12 in., 204 ft.; 9 in. x 6 in., l(i7 ft. 6 in.: 4-in. thick, 7 in. to IO in. widths, 24 ft. 6 in. lengths. 2,900 sup. ft. : 8-in. widths, i,35.1 sup. ft. 682 Concrete pipes, f.0.r. Wiangdree--goo ft. x 18 in. dia.; 100 ft. Hume Pipe Co. (Aost) Ltd...... 228 6 8 x 24 in. dia. 683 No. o priming tar, in drums. f.0.r. Coolac--7,5oo gals...... B.H.P. By-products Pty. Ltd...... 254 13 9 684 Concrete pipcs. f.0.r. Bomaderry-ijz ft. x 15 in. ; 32 ft. x 18 in. State Ivlonier Pipe Works ...... 3.3 I9 8 685 . Cast iron gully grates (18 only) and frames (9 only) f.0.r. or f.0.w. J. Julet? and Sons Ltd...... 2870 Grafton, double pattern. Light priming tar, f.o.w. Merimhnla-7oo gallons ...... The Australian Gas Light Co...... 27 '4 2 Concrete pipes, delivered to Department's camp, Brickworks. State Monier Pipe Works ...... '9 15 7 Robborough-road, French's Forest-36 ft. x 12 in. dia. ; 66 ft. x 15 in. dia. : 42 ft. x 18 in. dia. Typewriters-z only ...... Stott and Underwood Ltd...... 24 0 0 rypewriters-1 only...... Macdongalls Ltd...... I200 Concrete pipes, far.Lismore-69g ft. x 18 in.; zoo ft. x 21 in.; Hume Pive Co. ('lust.) Ltd...... 105 0 0 zoo ft. Xi4 in. Concrete pipes, f.0.r. Whittingham40 ft. x 18 in...... ,I State Monier Pide Works ...... 12 '7 5 Steel reinforcement, cot, bent and tagged.~. f.0.r. Yass Town-5 ..Aquilla Steel Co. Pty. Ltd...... 84 o o cwt. nnncrete pipes, f.0.r. Yass Town-qo ft. x 15 in. ; 290 ft. x Hume Pipe Co. (Aust.) Ltd...... 437 11 1 18in.; 1j4ft.xnrin.; 16oft.xz4in.: 31rft.x30in.; 92ft. x 36 in. [ron castings. etc., f.0.r. Casino-cast iron, 1.8 tons; mild steel, Lukc Muras Ltd...... 3.57 17 0 ., ...... tons......

Steel plan cabinet. 3 drawer-1 only ...... Porster's Bedsteads I.td...... 12 17 6 hrrlboard dowel caps--ro,ooo sets ...... Paper Products Ltd...... 69 IO o zoncrete pipes, f.0.r. Gosford-61 ft. x 18 in. ; I ft. 3 in. x 18in. ; Hume Pipe Co. (Aust.) Ltd...... 122 I 6 roo ft. 4 in. x 24 in. ; 297 ft. 5 in. x 21 in; 6 ft. x 21 in. Steel reinforcement, f.0.r. Singleton-98.24 cwt ...... Aquilla Steel Co. Pty. Ltd...... 79 I I o Steel reintorcement, f.0.r. Corrimal--l.gh tons bent ...... Australian Reinforced Concrete Engineer- 23 8 o ing Co. Ltd. .+on handrailing, f.0.r. Corrimal-zz lin. ft...... Gordon Marr and Sons Ltd...... IO 16 9 Tar sprayed on road-No. 0, 5,700 gals; So. 2, 11,4oo gals The Australian Gaslight Company .._ 623 8 9