Page 4 Advertisements Column 5

Gisborne Times, Volume XXV, Issue 2001, 9 February 1907, Page 4

DUST PREVENTION IN AUSTRALIA. Tho Geelong Town Council recently appointed a sub-committoo to report on lie dust miisnnco, and an account of the committee's meeting was published in the Geelong Advertiser. The main feature of the meeting was the presentation of a report on the various suggested methods of dust prevention' prepared by the town surveyor* (Mr. Sharland), a summary of which is as follows: “Tho raw oil treatment of roads has boon tried in Sydney, but was not a success so fur. It cost there 1.4;kl per square yard, and one application remained effective 12 weeks. The roads unravelled more quickly than when treated with wntor, while tho system involved double tho expense of watering. “Experiments had been made in England* with calcium chloride, and a statement has been made that tho citv of Nottingham had found it effective at a cost for twelve months of £6O. In a letter written by tho surveyor of the city it was stated that tho experiments extended over two months, So far they were a success, hut the treatment had not been long enough to give a jironounced opinion. The treatment of a 40ft. road with tho chemical worked out at the rate of £6O per mile per annum, and tho cost of tho chemical here was £BB per ton, as against 40s in England. Taking into consideration this fact, and the greater width of the streets, the cost here of working the system would be four times groa ter. "Phenolic and Wcstrumito had also boon tried, and, commenting on the experiments made with tho latter in Adelaide, tho surveyor expressed himself favorable to the. material after observing a 19 week’s trial. ‘‘'Pile Prahran city surveyor regarded these systems as an improvement on crude oil, but considered the effect of all these propositions to be of a temporary character. Clean blinding materials and tho application of hot tar gave more satisfactory results. Tho first treatment was more expensive, but tho roads were better, and the dust and mud nuisances were minimised. Mr. Sharland added that tar undoubtedly added to the smoothness and durability of a road, and the cost hero would be from lijd to 2d per square yard .The road treated, however, must be in good condition and free from hollows. Ordinary raw tar was not suitable, and a small still would be required to treat about 600 gallons. This would cost. £270. “On tho St. Kilda road, Melbourne, experiments had been conducted, and the cost found to bo—Watering with carts, £ll9 per annum; Phenolic, £IOBO per annum; and diluted oil, £2OOO.

“He had mado enquiries at'the direction of the chairman, regarding the use of salt water. In Sydney it had been found preferable to fresh watbr, and no complaints had been received regarding the damage to goods. Hobart and Brisbane replies stated that no complaints had been received from business people. In Port Adelaide a long trial was made, and the business people complained. For a season of six months, with three days’ pumping per week, the present salt-water service would cost £l2O. Tho present system by fresh water cost £2OO. It would he seen that any effective system would involve a large outlay. “Owing to the width of the streets, and the fact that Geelong was subject to high winds, which brought in dust from miles around, it seemed almost useless to suggest any x-eas-onable proposition. There were two elements which, if dealt with in a proper way, would materially assist in reducing the dust—top-dressing the roads with Milestone binding, and a regular system for tho removal of horse-droppings. Personally, ho thought the watering of tho streets was an absolute waste of money, as it not only spoiled tho road surface, hut was the chief cause of creating dust. _ Tho dried mud caused after watering was one of the chief causes of trouble.”

FIGHTING A PEST. For a number of years past; widespread havoc has been caused among many fine gumtree plantations in South Canterbury and elsewhere by tlio depredations of a destructive sealo insect (Eriococcus coriaceus), introduced within comparatively recent times from Australia. In order to cope, if possible, with the poesb, Mr. T. W. Kirk, Government biologist, imported from Australia about two years ago a number of ladybirds of two species, one of a bright bine color, the other nearly black. These being the chief natural enemies of the scale insect, the problem was whether these little beetles would survive the rigours of a Now Zealand winter, and to test tlio point the ladybirds were at once liberated in groves of infected trees near Timaru. They survived the ordeal of two winters splendidly, and have since increased in most gratifying numbers. They have also done their work so effectively that many of the plantations worst_ affected by scale are now recovering. Considerable quantities of tbe beetles have been collected and distributed between Timaru and Christchurch, as the disease is spreading in a northerly direction. During tbe past few days several hundreds of the useful insects have been liberated among fresh fields of labor, and to-day a further batch of about a thousand is to be distributed over infected areas,. In the course of a conversation with a Press reporter, Mr. Kirk said that, given time, there was no doubt but that tho ladybirds would effectively control the blight. He hoped that by placing the natural enemy at the northern end of the infected area to get the disease between two fires, and so stamp it out. In order that a larger number of the beetles might be produced than was possible under the outdoor system, the Minister for Agriculture lias authorised the expenditure necessary for the erection of a breeding establishment, which would be put in hand forthwith. Mr. Kirk said it had been suggested to him that consignments of the insects should bo distributed among clean plantations in danger of infection as a precautionary measure, but this was not feasible, as the ladybird could not live whore there was no blight to feed upon. Mr. Kirk is naturally much gratified at tho success of the important experiments,

THE SEA CAREER. Tho British boy is showing a decided disinclination to become an officer in the merchant service, and more than one scheme is to bo tried to induce him to change his, attitude. It is pointed out, however, by a writer in a London paper that tlieso schemes fail to touch the chief consideration that is keeping boys from going to sea—the poor remuneration. 11l fact training-ship schemes add to the initial expenses. Under tho present conditions it does not pay t'o send a boy to sea. Tho case is taken of a boy trained in the Conway or the Worcester, and then on one of the proposed secondary training ships. His two years on tho Worcester cost £IOO, and his three years iti the second vessel £225. Having spoilt £385, he may receive, as second officer in sail, or third in steam, £4 10s a month, for which he will work thirteen hours a day, including Sundays. His salary will increase slowly until after say fifteen years at sea, he is paid £l7 or £lB a month as captain of a tramp. A few get commands in liners, but in the case of the average captain this £204 or £2lO a year is the top rung of the ladder. “If he is very fortunate, has no accidents, keeps in perfect health, and retains normal eyesight this princely salary may remain his until lie is too old to follow his piofessiou. Then, if in addition to his being fortunate, he has also boon prudent enough to keep single and to live as economically as possible, he should have saved sufficient to keep body and soul together for tho remainder of his days.” If British ships have not to be officered by foreigners, something must be done to better the prospects of tho English officer. _ A disgusted offieer writes to complain that twenty-four hours is always a nautical day, that there are seven days in a nautical working week, and that any slackness is soon noted. “I myself have done two and three days in one week of twenty hours a day. I have been busy with cargo (tallying and stowing) from six o’clock a.m. to 10 p.m., bar intervals for meals; then gone .to sea, keeping watch at sea. arriving in port at 6 a.m.. ready to start again.” With work and wages as they are, what inducement, ho asks, is’ there for a boy to go to sea ?

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