July 3, 1914. THE COLLIERY GUARDIAN. 39 MINING AND OTHER NOTES. The council of the British Electrical and Allied Manu- facturers’ Association, have appointed Mr. F. R. Davenport, managing director of Willans and Robinson Limited; to the office of chairman of the council, recently rendered vacant by the death of Mr. A. Bruce Anderson. The Carnegie United Hero Fund Trusts have awarded an allowance of £1 per week to the widow of William John, a timberman, who lost his life in an endeavour to save the lives of the men who were entombed in the Universal Colliery, Senghenydd, after the explosion on 15th October last. Interesting evidence was given last week by Mr. Fyfe, chief sanitary inspector to the Corporation of Glasgow, before the Smoke Abatement Committee. Referring to an experi- ment with gas and coal fuel, witness said that after six hours’ trial the gas fire cost 4’1124d., and the coal fire 3’5982d., or a difference in favour of coal of ‘5142 of a penny. If the price of gas had been 20'12d. per thousand cubic feet instead of 23d., the two fires in six hours’ trial would have cost for fuel exactly the same, with the manifest advantage from the gas fire in rapid, even, and progressive heating power to the maximum and instantaneous extinction when the fire was no longer required. They were quite satisfied in conducting the experiment that where domestic cooking alone was the consideration, or where rooms required to be rapidly heated and kept at an even temperature for short periods, gas fires were not only more convenient, but would cost less than coal fires, even with gas at Is. lid. per 1000 cubic feet. Mr. Fyfe further stated that, in conjunction with Dr. Buchanan, the official bacteriologist in Glasgow, he carried out an experiment in order to ascertain how many separate particles of soot and hydrocarbons were thrown on a square inch of glass during one minute when the glass was held well up in the throat of an ordinary domestic fire- place which had just been moderately replenished with coal. In the short period of one minute 399,600,000 separate particles of soot impinged on the one square inch. Witness’s remedy for the percentage of domestic offenders, would be that householders should cease the chimney smoke within a certain time or put in a gas fire. He would not ask for an electric fire. A gas fire, a charcoal fire, or an anthracite fire would do. He would suggest that there should be an amendment to the law to bring domestic chimneys within the purview of the Act, subject to its being operative only in any area where gas and coal were equally cheap. The committee adjourned until July 8. We are informed that Messrs. Wm. Johnson Limited, of Leeds, have sold a No. 4 size stone dust grinding mill to the West Leigh Colliery'Company, of Leigh. The adjourned ordinary general meeting of Coalite, Limited, was held in London, on Thursday, 25th ult. Mr. Stephen Wellington, A.M.I.E.E., F.C.S., said that during the last 18 months he had been visiting the Barking works of the British Coalite Company, in connection with the last new installation which was erected, and was asked to rebuild the installation as far as the batteries were concerned, and, although he had to work on an inferior foundation, being limited to certain sizes, he managed to obtain a yield of 18 gallons of tar, 32 lb. of ammonia sulphate, and approxi- mately 8,000 to 8,500 cu. ft. of gas per ton of coal carbonised. Mr. Behrens, speaking of the production of electrical power, said that owing to the quantity of high-power gas that could be produced under their process, he believed that the fuel cost of electric power in this country could be reduced to something like 0‘08d. or 0’07d. per unit, as compare;! with the present fuel cost of about |d., and this would create a revolution in the production of electric power. He believed that as soon as this new process was started in Barnsley they would have no end of people coming to them to adopt the process in other directions. Colonel William Windle Pilkington, chairman of Messrs. Pilkington Brothers Limited, of St. Helens, a director of the Clifton and Kersley Coal Company Limited, has left estate, the gross value of which, as far as can be ascertained, is £589,795. Sir Charles Owens, a director and late general manager of the London and South-Western Railway, continued his evidence on the 24th ult., at the resumed sittings of the Royal Commission on Railways, under the presidency of Lord Lcreburn. The witness was examined as to the rates fixed under the 1894 Act. These rates, he said, could not be altered without sanction of the Railway Commissioners, only in the event of their being challenged, and he was satisfied that no undue preference could “ creep in ” with regard to any service for collection and delivery. Questioned as to the complaints from traders who were charged with collection and delivery and who did not receive the service, witness said 87 per cent, of traders were perfectly satisfied with the present system. Any large stores in selling goods included service of delivery, and did not make any rebate where the purchaser conveyed the goods in his own motor car. Witness did not agree with the proposed powers to amend the classification of goods rates, believing that it would unfairly reduce the charging powers of the companies and would lead to greater friction. He did not agree either that the Railway Commissioners’ Court was necessarily an expensive tribunal and preferred it to any new “ business tribunal ” to arbitrate in minor cases. The whole Question of undue preference, added witness, must be determined by law on the facts, hut the Board of Trade assisted traders who complained. He did not approve of this power being transferred to the Board of Agriculture. Such powers were possesed by the Irish Board of Agriculture, but they were very seldom made use of. The application of Mr. Arthur Burr came before Mr. Registrar Hope at Wednesday’s sitting of the London Bankruptcy Court. It was stated that the debtor had been interested in a number of coal and colliery companies, and he attributed his present failure to an illness which had prevented him from properlv superintending his busi- ness and to other causes. The debtor asked for an immediate order of discharge to be granted subject to a judgment for £7.875, that being the amount of the only debt outstanding, all the other debts having been paid in full. He further asked that no steps should be taken to enforce the judgment until twelve months had elapsed. The learned Registrar, in granting the application, said it must be understood that this was an exceptional case. Order entered accordingly. Speaking at the annual meeting of Kynoch Limited, recently, Mr. A. Chamberlain referred to the question of inland waterways. He said with a few outstanding excep- tions, our waterways had been allowed to stagnate during the last 50 years, and during this time the congestion on the railways had been largely increasing. Everyone knew that the haulage of goods by water was much cheaper than by land. Railway companies continued to strangle canals, and it was imperative that the Government should take this reform in hand to see to the unification of the canals. Canal traffic should be 25 per cent, cheaper than it was to-day, and at the same time canal delivery should be 25 per cent, quicker. Sir Norman Hill, secretary of the Liverpool Steamship Owners’ Association, giving evidence on the 24th ult. before the Dominion Royal Commission, dealt with the question as to whether it was desirable that standard maximum rates should be fixed by an independent authority, and that no increase; should be allowed in such rates except with the consent of that authority. Witness said it would be almost impossible for any third party to fix maximum rates unless they were in a position to guarantee minimum freights. Freight rates, like the prices for all other commodities, should be fixed in the give-and-take of the markets of the world, and the only way of obtaining the best and most satisfactory mutual terms was by making the ports as free, as convenient and as inexpensive as possible. The witness denied that there was any shipping combination in existence in, or connected with, the United Kingdom that could either force freight rates up or keep them up, in the face of slump conditions. COASTWISE SHIPMENTS DURING MAY. According to the monthly coal tables, the following were the coastwise shipments during May:— From i Total cargo. Total ' bunker. i 1913. 1914. 1913. 1914. Tons. Tons. Tons. Tons. Bristol Channel ports .. 298,818 312,387 21,880 22,829 North-western ports .. ‘ 290,394 275,046 68,529 68,086 North-eastern ports .. : 693,824 675,143 29,467 28,622 Humber ports 248,376 226,999 13,140 17,297 Other ports on east coast .. : 10,967 14,419 6,753 9,813 Other English ports 1,842 2,914 3,574 6,374 Total from England and Wales 1,544,221 1,506,908 143,343 153,021 Ports on east coast of Scotland .. ' 114,901 105,311 18,094 20,904 Ports on west coast of Scotland 133,618 120,577 47,657 35,871 Total from Scotland .' 248,519 225,888 65,751 56,775 Irish ports — 30 2,596 5,434 Total from United Kingdom 1,792,740 1,732,826 211,690 215,230 The destination of cargo shipments was as follows:— To ports in May 1913. May 1914. r Tons. Tons. England and Wales........ 1,228,828 ... 1,193,962 ■ Scotland.................. 144,696 ... 137,043 Ireland ................. 419,216 ... 401,821 Shipments to London during May aggregated 724,326 tons. THE FREIGHT MARKET. The marine engineers’ strike for higher wages appears to have resolved itself into a struggle over individual vessels at the time of signing on, and, although considerable incon- venience is being caused to ship owners and shippers, the general tenor of the freight market is being affected less than might have been supposed. The situation is most serious at Cardiff, the seamen there having decided to back the engineers by declining to sign on where the advanced rates are not conceded to their engine room brethren. At the Tyne owners are being embarrassed by the action of the shore fitters in refusing to work on vessels which are laid up through the refusal to grant the marine engineers’ demands.' Generally speaking, the dispute is having the effect of laying idle a certain amount of tonnage, with the result that vessels which are still trading are able to com- mand rather better rates of freight. On the North-East Coast the market is just recovering from the effect of the race holidays, and business is only of moderately large dimensions. Coasting rates are based on about 3s. to London, and from 3s. 3d. to 3s. 7|d. to Hamburg, from the Tyne. The Baltic is worth 5s. to Cronstadt; and the Bay 5s. 10|d. to Bordeaux. The Mediterranean has been some- what “ jumpy,” but 7s. 9d. to Genoa is now a representative quotation. At South Wales steamers are getting away more freely, and, with tonnage supplies improving, rates tend to relax somewhat. At the Humber the market is fairly steady for both Baltic and Mediterranean ports. The Clyde is dull and featureless. Homewards, New York advices report a brisk demand for grain tonnage, with firmer rates from Canadian and Gulf ports. In other trades there is only a small enquiry at unaltered figures. The Eastern and Aus- tralian markets are depressed. The Black Sea and district shows a moderate business at barely steady figures. The Mediterranean and ore ports are steady, as is also the Baltic. The River Plate is dull. Tyne to Antwerp, 1,500, 3s. 9d.; 1,250, 4s.; 1,900, 3s. 9d., from Dunston; Algiers, 4,200, 7s.; Bordeaux, 3.000, 5s. 10|d.; 2,200, 5s. 10|d.; 1,300, 5s. 10>d.; Bagnoli, 5,000, 7s. 6d.; Brunsbuttel, 1,700, 4s.; Barcelona, 4,000, 9s.; Boulogne, 2,000, 3s. 7M.; Bari, 4,000, 8s. 4|d. coals, 10s. 4|d. goods; Cronstadt, 4,300, 5s.; 3,500, 5s.; Genoa, 4,000, 8s. 3d. ; 2,900, 8s. 9d.; 6,000, 7s. 9d., reported; 4,800, 7s. 9d.; Hamburg, 2,000, 3s. 6d.; 1,400, 3s. 7|d.; 3,000, 3s. 6d., from Dunston: Konigsberg, 2,000, 5s.; 2,600, 5s., from Dunston; 2,800, 5s. 3d., from Dunston; London, 1,900, 3s.; Las Palmas, 5,000, 7s. 6d.: Manager, 1,800, 4s. 7|d.: Marseilles, 6,200, 7s. 6d.; Naples, 3,700, 8s., 700; Porto Ferrajo, 5,000, 7s. 3d.; Port Said, 4,500, 7s. 10|d., from Dunston; Rotterdam, 2,100, 3s. ljd. ; St. Petersburg, 4,500, 5s.; 3,000, 5s.; 5,000, 5s.; Savona, 4,800, 7s. 9d. Cardiff to Alexandria, 5,300, 7s. 6d., 700; 4,900, 7s. 6d.; 5.500, 8s.; Augusta, 4,700, 8s.; Algiers, 3,400, 8f fr.; 6,000, 9 fr.; 3,300, 9 fr.; Aden, 9s. 7Jd., mid July; Alexandria and Malta, 4,500, 7s. 9d.; Ancona, 4,800, 8s. 9d., 600; Almeria, 2,800, 8s. ljd., 350; 3,500, 8s. l|d.; Brindisi, 4,500, 8s., 700; Bona, 2,700, 11 fr.; Bourgas, 3,600, 8s. 3d.; 6,800, 8s. 3d.; 5,400, 8s. 3d., 400, 10d., July 10; 4,700, 8s. 3d., 400, July 5; Bahia Blanca, 6,800, 15s.; Barcelona, 3,500, 8s. 6d.; Buenos Ayres, 15s.; Bordeaux, 3,500, 7 fr.; 3,500, 6f fr.; Cronstadt, 4,500, 6s.; Catania, 2,600, 8s. 6d., 400; Charente, 1,250, 7'12| fr.; Caen, 1,700, 4s. 4|d.; Civita Vecchia, 4,800, 8s., July 10; Dundee, 950, 4s.; Dakar, 8s. 6d.; Dover, 2,000, 2s. 9d., Admiralty; Genoa, 5,600, 8s., 8s. 6d.; 4,500, 7s. 9d., 7s. 7|d.; Gaeta, 7,000, 8s.; Havre, 2,100, 4s. l|d.; Haulbowline and/or Queenstown, 1,550, 3s.; Libau, 1,200, 6s.; 2,600-2,800, 6s.; Lisbon, 2,800, 6s. 6d.; 2,000, 6s. 9d., 350, July 6; 1,250, 6s. 9d., 350; 2.500, 6s. 6d., 350, July 6; Leghorn, 4,600, 7s. 6d., 800; Marseilles, 6,800, 9 fr.; 5,000, 9|fr., July 6; 4,500, 9 fr.; Messina, 2,600, 8s. 6d., 400; 3,900, 7s. 9d.; Maddalena, 7,000, 8s., July 7; Malta, 4,500, 5s. 9d., Admiralty; Mol- lendo, 7,000, 17s. 6d., fuel, early July; Naples, 5,100, 8s. 3d., 500; 7s. 9d. ; Nantes, 3,500, 6| fr.; 2,200, 6| fr.; Oran, 9| fr.; Piraeus, 5,400, 8s. 3d.; Palermo, 2,600, 8s. 4|d.; Port Said, 6,800, 7s. 9d.; Reval, 2,800, 6s.; 1,200, 6s.; Rio Grande do Sul, 24s. 6d., two milreis throughout, early July; River Plate, 6,000, 14s. 9d., July 10; 5,000, 14s. 6d.; 5,000, 15s., early July; 4,500, 14s. 6d., next week; Rosario, 5,000, 15s., July 10; Rio de Janeiro, 13s. 9d., 300; 13s. 3d., 500, early July, 13s. 6d., July; St. Malo, 2,500, 4s. 3d.; 1,400, 4s. 4|d.; Sante Fe, 5,000, 16s.; Sables, 1,250, 6|fr.; Seville, 2,200, 8s. 3d.; Taranto, 5,000, 8s. 3d., 600; Torre Annunziata, 5,000, 8s.; Trieste, 6,500, 7s. 9d., July 8; Varna, 3,600, 8s. 3d.; 6,800, 8s. 3d.; 5,400, 8s. 3d., 400, 10d., July 10; 4,700, 8s. 3d. ; Vigo, 2,600, 6s. 9d.; Venice, 4,700, 8s. 10id., 500; 5,350, 8s. 9d. Newport River to Algiers, 4,500, 10 fr., July 4. Newport to Marseilles, 5,000, 9|fr., July 6; 4,200, 9fr., 1,000; Piraeus, 4,300, 8s.; Zea, 4,300, 8s.; Sicily, 4,400, 8s. Port Talbot to Havre, 1,400, 4s. 3d.; 850, 4s. 6d.; Bor- deaux, 2,200, 7 fr. Swansea to Rouen, 1,200, 5s.; 1,450, 5s. ljd.; St. Peters- burg, 1,600, 7s. 3d., fuel; Belfast, 400, 3s. l|d.; London, 970, 4s.; Licata, 3,000, 9s. ; Nantes, 6J fr.; Spezzia, 8s. 6d. coal, 9s. 3d. fuel; 3,100, 8s. 6d.; Caen, 5s.; 1,050, 4s. 10jd.; Brest, 1,400, 4s. 4|d.; Bordeaux, 2,250, 7| fr.; Honfleur, 720, 4s. 10£d.; Havre, 1,000, 4s. 6d.; St. Petersburg, 2,000, 6s. 3d.; Bayonne, 1,700, 7| fr. coal, 8 fr. fuel; Newfair- water, 1,000, 5s. 6d.; Naples, 3,800, 8s. 3d., 700, July 7; Torre Annunziata, 3,800, 8s. 3d., 700, July 7; Civita Vec- chia, 3,100, 9s., July 6; Genoa, 3,200, 8s.; Savona, 3,200, 8s.; Barcelona, 4,500,‘8s. 9d. • Blyth to Genoa, 2,600, 8s. 9d.; Savona, 2,600, 8s. 9d. Wales to Valparaiso, sail, 18s. 6d., coke; Callao, sail, 16s. 3d.; Port Nolloth, sail, 19s., coke. Fife port to Cronstadt, 2,500, 5s. 6d.; 3,700, 5s. 4|d.; Windau, 2,300, 5s. 9d.; Holtenau, 5s. 3d. Grangemouth to North Norway, 1,000, 5s. 3d.; 2,500, 5s. Humber to Reval, 1,850, 5s. 9d. Wear to Cronstadt, 4,500, 5s. ljd. Goole to Gillingham, 450, 3s. 10|d.; Plymouth, 700, 5s.; Malmo, 1,100, 5s. 6d. Seaham Harbour to Hamburg, 2,000, 3s. 9d.; Rouen, 1,300, 4s. 6d. King’s Lynn to San Francisco, sail, 12s., completing Rotterdam, 18s. Bo’ness to Antwerp, 1,700, 4s. Hamburg to Valparaiso, sail, 18s., coke; Callao, sail, 18s., coke. Liverpool to Port Natal, sail, p.t. Belfast to Sydney and Newcastle, N.S.W., sail, 13s., rock salt. Rotterdam to San Francisco, sail, 18s., coke; St. Nazaire, 1,900, 5s. lOld.; 3,000, 5s. lOJd., Trignac terms; Savona, 5,000, 7s. 10£d., July 8; San Francisco and home to U.K.- Cont., sail, 41s. 6d. on the round; La Rochelle, 3,900, 5s. 9d.; 2,600, 5s. 10£d.; Rochefort, 2,600, 6s.; Bordeaux, 4,000, 6s. coal, 6s. 9d. fuel; 3,300, 6s.; 3,400, 6s. coal, 6s. 9d. fuel; Bilbao, 5s. coal, option 7s. coke, July 10; Marseilles, 1,200-1,700, part cargo briquettes, 9f fr.; Ergasteria, 1,100 tons coal, 8s. 7|d. ; 2,400-2,500 tons coke, Ils., July 15; Porto Vecchio di Piombino, 5,000 , 8s. 3d., July 5-8; 4,800, 8s. 3d.; Fremantle, sail, 1,967 n.r., 11s., phosphate. Hartlepool to Venice, 4,500, 9s.; Algiers, 3,200, 7s., 500; Genoa, 4,300, 7s. 9d.; Savona, 4,300, 7s. 9d.; Hamburg, 2,100, 3s. 6d. Weser to Charleston, 6,000, 8s. 3d., kainit, July-Aug. Newport and Swansea to Pernambuco, Rio de Janeiro, and Santos, lump sum equal to about 18s. net. Glasgow to North Norway, 1,800, 4s. 74d. Llanelly to London, 700, 6s. 9d.; Rouen, 5s. 14d. Hull to Bandholm, 2,200, 5s.; River Plate, 3,500, 13s. 6d., 250, Is., mid July: Cronstadt, 4,000, 5s.; 4,300, 4s. 7|d. ; 4,000, 4s. 9d.: Reval, 1,650, 5s. 6d.; Pernau, 1,500, 5s. 6d., 60 hours, 600, July. Ayr to Cronstadt, 5s. l|d. Immingham to Reval, 1,650, 5s. 6d.