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L1()Al)S -BOARD. SIXTH 1Tnnlj 1\ L Lleport 192 0. VICTORIA. l1()Al)S -BOARD. SIXTH 1tNNlJ 1\_L llEPORT. PRESENTED TO BOTH HOUSES OF PARLIAMENT PURSUANT TO ACT No. 2635. [Cost of Report-Preparation, not given. Printing (300 copies), £65] 11il:\! :£-nfltoritP. : .A.LBERT 1. MULLETT1 GOVERNMENT PRIN l'GR, MET,BOURNL No. 10 --[ls. 6n.]-3514. INDEX. PAGE Concrete Hoad~, Co~t of 5 .Concrete Hoads - Ivir U pton 's He port + Concrete Hoa.ds~'l'rial Section~ to be 1aid by Boani 4 Developmental Hoads, Condition of ;) Developmental Road~, Selection of :) Cost of 'Vorks-ApporLionment of Co.;t .} 1\lotor Car Registrations !j APP.ENVIUEt;. PAGE A. Statement of Accounb G-10 B, Apportionment of Expendib11·e, HH7-l0 ll-12 C. Stntement of Expenditure 011 Permanent '\ orks ami .1\binLemtlWC l:l-26 D. Stateme11t of Expenditure on Developmental Reads 27 E. Statement Hhowing Particular,; of Completed on :Main Road~ 28-29 F. Statement shoviing Mileage and Locality of Works Constructed on Main EoadH aud Roads }Iaintained ... 30-3ti G. Statement showing particularK of Surveys Completed on Developmental Road~ 39 H. Statement showing l\lileage and Locality of 'V orks Con»tructed on Develop- ment;d Roatb '!0 ROAl)S BOi\_RD. SlXrrH _A_NNlJ Al_j llEPO B/r. 1\Ielbourne, 30th November, 1919. The Honorable F. G. Olarke, Minister of Publ~c Works, Melbourne. SIR, I have the honour to submit to you the Sixth Annual Heport of the Board's proceedings, in accordance with the requirements of Section 73 of the Country Roads Act No. 2635. The operations and activities of the Board have continued during the year on lines similar to those of previous years as regards main roads, but supplemented ,-ery largely by the greatly increased respon;;;ibility incidental to the selection and subsequent construction of developmental roads under Acts Nos. 2944 and ~986, and subject to the difficulties and disadvantages arising from the war. During the war period, many important works were held in abeyance in the hope that, with the advent of peace, there might be a more plentiful supply of labour and a reduction in the high cost of materials required for road and bridge construction. This hope, hmvever, has not been realized. Not only is the supply of labour and material still inadequate, hllt the cost of both has materially advanced since tlw signing of the armistice-. This instability of the markets as rega,rds labour amlmaterial, together with the shortage and uncertainty of supply of tl1e latter through industrial unrest, has in a marked degree militated against the progress of works, as many contractors have become nervous and decline to tender under such conditions. In a number of instances, however, where works were carried out directly by the Board, the day-labour system has been adopted, and several Shire Councils have also adopted the system to a limited extent, with satisfactory results. Loan expenditure on main roads duri11g the year amounted to £284,734 7s. lld., as against £226,599 2s. 2cl. for the previous year. The expenditure in maintenance amounted to £179,132 17s. 7d., compared with £173,785 12s. 10d. for the year 1917-18. DEVELOPMENTAL ROADS. 'l'he prov1s10n of £2,000,000 by Parliament has enabled the Board, in conjunction with Shire Councils, to enter upon an extensive scheme of road development, especially in the newly settled and less developed portions of the State. Every road selected for improvement under this scheme has been previously inspected by at least t'Yo members of the Board, in company with the Shire Councillors and Engineer representing the area. Investigations of this nature of necessity occupy a great amount of time, but they arc found to be essential, as many proposals are submitted which upon examination are proved to be of iusufficient importance either from the point of view of the nuntber of settlers to be served, or the character of the country and its potential de' elopmcnt to justify the expenditure of loan funds upon them. In considering proposals for developmental roads, the examination of those submitted must, therefore, be of a more detailed and minute character than the selection of main roads, which were recognised as main tn-.,fl[c arteri\~S anrl on which the provisiOJJ for traffic already existing was the chief consideration. In determining the dass of road to be brought unuer this scheme, all factorr,; bearing on future development and permanent occupancy arc carefully considered, including the class of country to be developed, the number and extent o£ holdings, the nature of occupancy, whether for grazing, agriculture, horticultme or (lairying, the possibilities of increased settlement, and the existing facilities for reaching the railway system. In travelling throughout the 8tate tho Board has been much impressed vYith the condition, and in many instances, the almost primitive ro;tatc, of the roads leading to the railways. A typical instmwe of this may be mentioned in the case of the raihvay from Birregurra to Forrest. It is just thirty years since this railway was opened to traffic, and yet at this date it can be stated that there is not a single t~tation or siding on the line that has a road that could be classed as a serviceable road leading to it. Conditions similar to this exist through Gippsland. But it is not only in these comparatively newly settled districts that no attempt appears to have been made to supplement the railway system with trafficable roads. Similar conditions prevail in the north­ eastern District, through which the l\Ielbourne to Sydney railway line has operated for so many years. Between Seymour and Albury there are nineteen railway stations, and beyond a short distance from the railway line there is scarcely one road worthy of the name, or that meets the requirements of the district. At the date of this report, 192 roads have been so selected, affecting 43 shires. Of these roads, 69 are in course of improvement, affecting 28 shires, the expenditure to the 30th June being £47,561 10s. 4d. 4 As to the remainder, authority has been given for the necessary surveys and preliminary work incidental to the preparation of contract plans and specifications. CONCRETE ROADS. When the Board was appointed in 191~3 it gave early and careful consideration to the question of the character and standard of road to be adopted, and the first report presented to Parliament contained the following paragraphs :-~- Page 44.~" Considering the immense mileage of roads awaiting construction in the country, the choice of road-making materials must he limited to broken stone or gravel for many years to come, if only for reasons of econon1y. The rate of increase of motor transport in the future cannot be predicted. as the increasing reliability of these vehicles, together with an improvement of the roads, will tend to encourage their use for transport of produce. It would appear desirable to anticipate this traffic by making the best possible use of the materials available, awl the provision of reasonable sound foundations on the main traffic routes. Page 58.-" As regards the great majority of the conntry roads, however, where so many miles of tracks are in urgent need of improvement to render them even passable for ordinary farm vehicles, <1ny special treatment for modern forms of trafii.c would be out of the question in view of the funds available for road con::>truction." "It would not only be wasteful to construct roads in outlying distriets to a :"<tandard above present traffic requirements, lJut an injustice to the many out-back settlers who would welcome a metalled road of any description as a luxury.,. " Only on certain main traffic thoroughfares radiating from l\lelbourne and carrying a considerable motor traffic, \Yill any special provision be made at present to render them suitable for, and less liable to damage by, this traffic." "One such thoroughfare~~the Point Nepean-road, between l\Iordialloc and Frankston- is proposed to be surface-dressed with tar during next summer, sueh treatment being the cheapest and therefore the only method of bituminous surface­ dressing the Board feels warranted in undertaking, and this mainly in the interest of the life of the road." Anticipating the rapid development of self-propelled vehicular traffic and the consequent probable revision of the standard as regards certain heavily trafficked roads, and being a1vare of the extensive employment of concrete for main traffic higlnyays in America, the Boarrl appointed to its staff Mr. T. H. Upton, B. C. K, .Jl.Sc., a highly qualified Engineer in reinforced concrete construction. Mr. Upton was then in England, and as he was returning to Australia almost immediately, he was commissioned by the Board to return via America to investigate and report upon the then existing methods of concrete road and bridge construction, to study the various types of bituminous binders, and to purchase machines for the testing of road materials. The outbreak of war, however, prevented Mr. Upton from executing his commission at that time, as he enlisted in England and served throughout the war with the Royal Engineers , gaining the distinction of O.B.K On the signing of the armistice and his demobilizatiOn, he proceeded to America, and the result of his investigations as to the development of concrete road construction in that country is embodied in an interesting and informative report to the Board. After considering his report., together ·with recent litentture from America and elsewhere on the subject of concrete roads, the Board is convinced that the standard adopted by it seven years ago to meet the requirements of this Ntate for country roadR \Ya::> the most suitable, and even at this period t.he Board is satisfied that the conditions of traftic either now or in the near future would not justify any radieal dep<trtnre from it.
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