The lessening of the cost of transportation is a measure of economy, of national 

 thrift, which will produce a large return on the expenditure. On this continent, the 

 cost of team haulage is rarely less than 25 cents per ton-mile and is sometimes twice 

 that amount. Under the favourable conditions of good roads in Europe, the cost is 

 reduced to between 8 and 12 cents a ton-mile. 



The tonnage carried over the country roads of Canada is not readily estimated; 

 but railway statistics show that the total amount of freight carried by the railways and 

 originating in Canada, is about 60,000,000 tons. This, for the most part, at one or both 

 ends of the railway journey, must pass over the waggon road. And a considerable 

 additional amount, consumed locally, passes over the waggon road without railway 

 transportation. The average waggon haul for farm and natural produce is estimated at 

 between seven and eight miles. It is probably a moderate assumption for Canada that 

 a total of not less than 100,000,000 tons passes over the roads of the country with an 

 average haul of five miles. 



Compared with European costs, good roads would effect a saving of not less than 

 ten cents per ton-mile. Putting the amount saved at only five cents a ton-mile, or 

 25 cents per ton for the average haul of five miles, an adequate system of improved 

 roads would create a profit of $25,000,000 annually on the produce and merchandise 

 now passing over the roads of Canada. 



The time lost in travelling over bad roads is very great. It has been estimated 

 that bad roads occasion a loss of a man and team for two weeks (12 working days) 

 annually to the average farm. 



Bad roads limit the output of farms to the kind and quality of produce that can be 

 drawn to market. Good roads permit the farmer to take advantage to the utmost of 

 the location and fertility of his land. In other words, it may be broadly said that with 

 bad roads the production is restricted to the produce that can be hauled over the roads; 

 whereas with good roads it is restricted only to the amount and quality that can be 

 grown and sold on the market. 



If the nation and the city are to reap the advantage of increased farm population 

 and production, rural conditions must be made to compete with city, by making them 

 profitable and agreeable. 



Road-building is clearly one of the most important public works remaining for 

 Canada to undertake. When the War is ended and our armies return, with a large 

 additional influx of immigration, it will be well if we are so organized that roads can be 

 built on an adequate scale, not only to aid in the development of Canada, but, temporarily, 

 to assist in giving employment during what will probably be a trying period of industrial 

 readjustment. 



Only a very wealthy country, improvident of its resources, can progress under the 

 handicap of bad roads. Those who have bad roads consider good roads an expensive 

 luxury. But those who have the advantages of good roads, know that Good Roads 

 are a necessity. 



Road-building is a slow process in part, because it is expensive. And because the 

 work is expensive, it must be distributed over a term of years and among various admini- 

 strative organizations. But so distributed, and looked at from the standpoint of annual 

 ability, the undertaking becomes less difficult. The total twenty-year cost of maintain- 

 ing a household does not worry the average man — if his annual income is sufficient for 

 the annual outlay. Road-building is a continuous work; if properly carried on, is cumu- 

 lative in its growth, and is a question of annual expenditure available to meet direct 

 outlay, plus sinking fund, interest and cost of maintenance. 



In the Dominion of Canada there are about 250,000 miles of graded roads. The 

 immediate objective in Canada should be to substantially improve about 16% of the 

 total, or 40,000 miles, which would carry the more concentrated market or farm traffic; 

 while about 2% additional, or 5,000 miles, should be treated on a trunk road basis. The 

 total cost might be approximately estimated at $250,000,000, of which about $50,000,000 

 has been spent. 



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