August 14, 1914.

THE COLLIERY GUARDIAN.

381

The committee think it necessary that each mine should
have its own rescue corps, as promptitude in rescue work
is obviously of the first importance, therefore a brigade of
five men should be formed on each mine. Exemption might
be granted by the inspector of mines to small collieries,
situated close together to combine to form one team. Pro-
vided their physical and mental condition are equal to it,
it should be made compulsory by law for every white miner
in Natal to be made liable to undergo training in rescue
work. The committee considers it preferable that white
persons only should be trained in rescue work; at the same
time there are some coloured persons on the mines who
would make efficient and useful members of a rescue corps,
if they were to receive training. Again, at small mines it
may not be found possible to organise a corps of five
trained white men, and in such a case as this, the manager
should be allowed to have coloured persons trained in rescue
work. With slight modifications the latest British regula-
tions as regards rescue stations and appliances should be
followed, men undergoing training or attending practices
should be paid by their respective employers at the full
rates they obtain for their ordinary duties. To ensure
uniformity, all expenses connected with rescue work, except
as otherwise specified, should in the first instance be borne
by the central rescue station, and where mines must have
their own liquid air producing plants, the cost of such
should also be charged up to the central rescue station.
The central rescue station should supply and maintain all
the necessary equipment to all the mines, which equipment
should be paid for on a tonnage basis or otherwise, as may
be decided by the committee of management. All collieries
should be compelled to contribute. It is estimated that once
the station is in working order, the upkeep would amount to
about .£1,000 per annum, made up as under :—Salary of
instructor, £400; salary of assistant, £180; three natives
at £3 per month (say), £100; renewals, contingencies,
repairs, cost of running motor, £200; cost of power (say)
£10 per month, £120; total £1,000. The committee, how-
z ever, are in agreement with the report of the committee
appointed in 1911 to enquire into explosions of gas and
dust in Natal collieries, recommending that the Union
Government might well bear the first cost of erecting and
equipping the station, all costs afterwards to be borne by
the Natal collieries. They estimate that the cost of the
station would be roughly £6,000, made up as under :—
Erection of station and training gallery, £2,000; erection
of instructor’s house, £500; motor car, £750; power plant,
£300; six sets of apparatus, £175; four small liquid air
plants for outlying collieries (say), £750; four storage
cylinders, £80; unforeseen contingencies, £320; main liquid
air plant, £1,125; total, £6,000. The committee are of
opinion that one make of apparatus only should be used in
Natal. Of the various types of apparatus submitted
they think the liquid air apparatus, Draeger and Proto,
are all good, but have decided to recommend the liquid air
apparatus for the following reasons :—(1) It has the largest
reserve of oxygen, and by means of a simple fitting persons
found alive in a mine could be taken out through a poisonous
atmosphere; (2) it is being adopted in several of the most
modern rescue stations in Great Britain; (3) it is beyond
the control and interference of the worker; (4) it is cool;
(5) it is light and simple; (6) the cost for practice is con-
siderably less than that of the other types of apparatus;
(7) it requires practically no chemicals. The disadvantages
of the apparatus are the heavy initial cost of the plant,
and the rapid evaporation of the liquid air. As many of
the collieries are widely separated, the outlying mines should
manufacture their own liquid air; the price of a small plant
for this purpose would be approximately £180. It would
not be economical to manufacture liquid air at Hatting
Spruit for transport to outlying mines, as the rapid evapora-
tion and difficulties of transport would necessitate the
constant sending to and fro of cylinders.

Natal Coal Trade.—Our correspondent writes : The Natal
collieries, although on the whole maintaining their position,
cannot at the present time be said to be busy, as in several
instances only four days per week are being worked on the
average. No doubt, to some extent, this is due to the
inability of the Natal collieries to compete with the
Transvaal collieries at Cape Town, since the recent reduc-
tion in railway rates for the carriage of coal from Transvaal
to the Cape, the effect in some quarters being estimated as
a loss in sales to Natal of'over 100,000 tons per year as
far as Cape Town is concerned. The revision of railway
rates has, however, enabled the Natal collieries to send
increased quantities to some parts of the Cape Province, as
far as Kingwilliamstown on the one hand, and even to
places as far distant as Saldanha Bay. The Natal collieries,
however, urge that the present low rate for conveying coal
to Cape Town by rail from the Transvaal must be an
unprofitable one for the railway, but this is denied by
the Railway Administration, who point out that such a low
rate as ’148d. per ton per mile is necessary to enable
Transvaal coal to compete with Welsh coal at Cape Town.
The position of the Natal coal trade may be illustrated by
the following figures. Output in 1913, 2,608,409 tons;
bunkered at Durban, 1,080,208 tons; exported by sea,
615,530 tons; sent overland by rail or consumed in Natal,
469,145 tons; and consumed by railways and harbour in
Natal, 443,506 tons. Since the Dundee Coal Company
absorbed the St. George’s Colliery, it has occupied the
premier position as regards output, but closely followed by
the Natal Navigation Collieries, the next leading producers
being Utrecht, Durban Navigation, Hlobane, Elandslaagte,
and Glencoe Collieries.

Australia.

Proposed State Mines in New South Wales.—On the
question of a State coal mine, says our Sydney correspon-
dent, the Minister for Mines states that the Government’s
requirements amount to a million and a quarter tons yearly,
and are steadily increasing, and he considers that if the
whole of the coal requirements of the Government are to
be supplied by the State itself, it will be necessary to
establish four separate mines, two in the South, one in the
North and one in the West. At the present time the con-
tracts entered into for Western District Railway supplv,
amount to 346,000 tons of large and 72,000 tons of small,
at average prices of 6s. 9d. and 4s. 9d. respectively. The
Northern requirements are 274,000 tons of large and 14,000
tons of small at the average price of 10s. 2d. and 4s. lid.
respectively.

Canada.

The summary report of the Geological Survey of Canada
for 1912, just issued, contains a report by Mr. Charles H.
Clapp of a geological examination on Graham Island of the
Queen Charlotte Group, British Columbia, made at the

request of companies engaged in prospecting for coal. The
island has a total area of some 2,500 sq. miles, the portion
covered by the examination being a strip running through
the centre, about 300 sq. miles in extent. Cretaceous coals
were found at several places, the more important of which
were Cowgitz and vicinity and Camps Robertson and
Anthracite, where the coal ranged from a semi-anthracite
to a rather high carbon bituminous, and Camp Wilson,
where the coal was a good quality low carbon bituminous.
The actual coal reserve was estimated at 6,900,000 tons, but
the probable or possible reserve is much greater, a conserva-
tive estimate being about 293,000,000 long tons. In addi-
tion, the lignites known to occur on the north-eastern part
of the island have an actual reserve estimated at 60,000,000
long tons at Skonun Point, the probable lignite reserve of
Graham Island being put at 1,000,000,000 long tons of fair
quality.

THE FREIGHT MARKET.

The outward freight market is still in a state of suspen-
sion, although prospects have brightened considerably
during the week, and hopes are entertained that the
resumption of chartering will early be possible. The only
fixtures mentioned during the last few days have been :—
A 1,000-ton vessel from Goole to Plymouth at 8s.; a vessel
from Tyne to Barcelona at 13s. 6d.; another from Tyne to
St. Nazaire at 10s.; and a fourth from Tyne to Bordeaux
at 9s. IJd. These are, of course, very much higher rates
than prevailed prior to the war, and are proportionate to
the risk which the owners will run.

During the last few days the Admiralty has taken up a
large number of steamers for transport services. These
vessels have been requisitioned hurriedly—by telegraph in
most cases—and without the formality of a charter, on the
understanding that the rate of payment would be fixed
afterwards. A Board of Arbitration for that purpose has
now been constituted.

One of the greatest obstacles to shipping business at the
present moment is the Customs’ insistence on the triple
value cargo bond. Shippers are to be mulcted in three
times the value of the goods if the master of the vessel fails
to deliver the cargo to the port mentioned in the charter
party—a condition which, if insisted upon, would spell the
negation of chartering altogether. Happily, however,
thanks to the efforts of Tyneside commercial men, we
understand that the Board of Customs is preparing a
modified form of bond, which, it is hoped, will meet the
case, without unduly harassing those who are desirous of
resuscitating the shipping industry.

Then again, the decision of the Government to reinsure •
the King’s enemy risks to the extent of 80 per cent, should
vastly help to restore the confidence of owners. The rates
for insurance of war risk for new voyages as from the 7th
inst. are to be 1| per cent, on the value of the hull for
the voyage, including all ports on such voyage, and 2J per
cent, for the round voyage. A “ voyage ” is defined as
follows :—“ A ship shall be deemed to be on a voyage from
the time when she ships cargo or passengers for the voyage,
or, if in ballast, from the time when she clears in ballast for
the voyage.” It will be seen that this flat rate imposes a
serious handicap on steamers engaged in short voyages. A
rate of 2J per cent, on the value of the hull for a round
voyage, in the case of coasting and North European trades,
is excessive, and efforts are being made to induce the
Admiralty to agree to a flat rate of 1 per cent, for a month,
instead of the 2J per cent, now demanded for the round
voyage.

Another matter which tends in the right direction is
that the same Newcastle gentlemen who have succeeded in
securing the promise of a relaxation of the bond have
obtained the concession for shippers generally that, as far
as the exportation of coal to Norway, Sweden, Italy, and
other neutral ports is concerned, applications for permission
to export particular cargoes may be addressed to the local
Customs officer, who shall telegraph for instructions in each
case, and that these applications, in the absence of special
reasons to the contrary, will be granted. The Admiralty
makes it perfectly clear that under no circumstances must
any exporter give any facilities to the country’s foe, and
that the clearest proof of the bona-fides of shippers and con-
signees must be forthcoming. Whilst desirous of assisting
in every way the continuance of business, the Admiralty
rightly insists that, if there should be proof that coal is
reaching the enemy through unscrupulous consignees, the
facilities now given will be withdrawn.

Of course, there are still other difficulties in the way of
shippers. The question of payment for cargoes is a very
real barrier to business. Coal exporters and collieries are
now compelled by the exigencies of the financial situation
to insist that cash shall be paid against documents, and
there are not a great many foreign clients who are in a
position to do this. Again, the embargo in coals on the
export of large steams has been extended to unscreened
varieties, which include a good proportion of large coal.
Substantially, therefore, the export of steam coals, except-
ing for smalls, is out of the question at present, and. it may
be that the Government will yet find it necessary to extend
its veto to include large coals of any description whatever,
for it cannot be denied that, for steam raising purposes,
even gas or coking coals would be thankfully commandeered
by an enemy who had run short of fuel. Happily, however,
that veto has not yet been found necessary, and exporters
are hoping that some decisive naval, action will shortly
ensue, which will clear the seas of our enemies and enable
the waterborne traffic in fuel to be resumed in full without
let or hindrance.

Hull Coal Imports.—According to the.returns compiled
by the Corporation’s coal inspector, Mr. W. Herbert
Truman, the quantity of coal brought into the port during
July amounted to 762,013 tons—714,663 by rail and 47.350
by river — as against 766,604 tons in the corresponding
period of 1913. The total imports for the first seven
months of the year were 3.885,596 tons, compared with
4,808.253 in 1913. Shipments coastwise in July reached
77,205 tons, against 474.892 tons in July 1913.

Shipments of Bunker Coals.—During July the quantity
of coal, etc., shipped for the use of steamers engaged in
the foreign trade amounted to 1,919,433 tons, compared with

I,	883,676 tons in July 1913, and 1,632,501 tons in July
1912. The aggregate so shipped during the first seven
months of the present year was 12,101.590 tons, as against

II.	970,713 tons and 9.758,398 tons in the corresponding
periods of 1913 and 1912 respectively.

COAL, IRON AND ENGINEERING COMPANIES.
REPORTS AND DIVIDENDS.

Antrim Iron Ore Company Limited.—Interim dividend
of Is. per share.

Campbell Gas Engine Company Limited.—The directors
recommend a dividend of 10 per cent., free of income-tax,
placing £5,000 to the reserve fund, making it £30,000, and
carrying £3,705 forward.

Glencoe (Natal) Collieries Limited. — The directors
announce that payment of the dividend of 2| per cent, has
been postponed.

Guest, Keen and Nettlefolds Limited. — The directors
announce that at the annual meeting of shareholders, which
is fixed to take place on August 27, they will recommend
the payment of final dividends as follows :—On the pre-
ference shares, at the rate of 5 per cent, per annum for
the half-year ended June 30, and on the ordinary shares at
the rate of 10 per cent, per annum for the half-year ended
June 30, together with a bonus of Is. per share on the
ordinary shares, all free of income-tax.

Hadfields Limited.—The directors have decided that an
interim dividend of Is. per share, free of tax, on the} ordi-
nary shares be paid on the 22nd inst. out of the profits for
the half-year ending June 30. Mr. J. P. Crosbie has been
appointed a director of the company.

North’s Navigation Collieries (1889) Limited.—In con-
sequence of the interruption of trade caused by the war,
the directors deem it advisable to temporarily postpone the
issue of warrants for the interim dividend recently declared,
but will at once issue warrants for 6d. per share on the
ordinary shares, being at the rate of 5 per cent, per annum.
The preference dividend will be paid as announced.

Sheffield Forge and Rolling Mills Company Limited.—The
net profits of the Sheffield Forge and Rolling Mills Com-
pany Limited for the past year, after providing for interest
and other charges, were £19,726, and £6,970 was brought
forward. The directors have added £3,000 to the deprecia-
tion fund, and £5,000 to the reserve, and recommend a
dividend of 2| per cent., free of tax, carrving forward
£6,196.

Spencer (John) and Sons Limited.—The directors recom-
mend a final dividend on the ordinary shares for the half-
year ended June 30 last at the rate of 7 per cent, per
annum.

Stephenson (Robert) and Company Limited.—The report
of the directors states that the business and assets of the
company have been in possession of the receiver and
manager for the 4 per cent, debenture holders for the past
five years. Pursuant to an order of the High Court of
Justice, all the properties and assets have been sold to a new
company, which has been formed under the style of Robert
Stephenson and Company (1914) Limited, for a consideration
which is insufficient to pay the 4 per cent, debenture stock-
holders the principal and interest due to them. The direc-
tors regret that in the circumstances there is no possibility
of any return being made to the “A” debenture holders or
the preference and ordinary shareholders of the old company.

Waste Heat and Gas Electrical Generating Stations
Limited.—The directors have declared an interim dividend
of 2J per cent, on the issued capital in respect of the half-
year ended July 31 last, less income-tax, payable August 31.

Wigan Coal and Iron Company Limited.—The directors
have notified the shareholders that “ after carefully con-
sidering the general situation and the outlook,” they had
determined that it is inadvisable to distribute any interim
dividend in respect of the half-year ended June 30 last.
The company has regularly paid an interim dividend for a
generation, last year’s interim dividend being at the rate
of 5 per cent, per annum, and the dividend for the full year
7 per cent, per annum.

Workington Iron and Steel Company Limited. — The
directors have declared a final dividend of 34 per cent, on
the ordinary shares, making 6 per cent, for the year ended
June 30.

NEW COMPANIES.

Allen (William) (Manchester) Limited. — Private com-
pany. Registered July 31. Engineers, brass and iron
founders, manufacturers of hot water valves and taps.
Nominal capital, £20,000 in £1 shares (10,000 preference
and 10,000 ordinary). Directors :—W. and A. A. Allen,
G. H. Taylor, R. Sharpies, G. H. Pearson.

North-East Coast Institution of Engineers and Ship-
builders Incorporated (the word “ Limited ” being omitted
by licence of the Board of Trade).—Registered August 7.
To take over the assets and liabilities and continue work
of the unincorporated institution known as the North-East
Coast Institution of Engineers and Shipbuilders, established
in 1884. In event of the institution being wound up, each
member undertakes to contribute a sum not exceeding £1.
Number of members declared to be unlimited. Directors
and subscribers :—Wm. Bovd, Benton House. The Park,
Cheltenham, engineer: Sir Chas. A. Parsons, K.C.B., Rav
House, Kirkwhelpington, Newcastle-on-Tyne. engineer: Col.
R. Saxton White, Shirley, Jesmond. Newcastle-on-Tyne,
shipbuilder: Summers Hunter, 1. Manor-terrace, Tyne-
mouth, engineer; Sir W. T. Doxford, Sunderland, ship-
builder: W. H. Dugdale, Wearcourt, Roker, Sunderland,
shipbuilder; W. G. Spence, 4, Woodside, Sunderland,
engineer; and 37 other directors.

R. W. Company Limited.—Private company Registered
July 30. To carry on business of acquiring and building or
manufacturing railway carriages and wagons, carts, trucks,
locomotives, engines, etc. Nominal capital. £10.000 in £1
shares. Directors :—H. N. Hoare, S. C Gothard, and
A. B. Miller.

Schofield Syndicate Limited.—Private company. Regis-
tered office, 38, Masterman-road. East Ham, Essex.
Registered August 1. To carry on the business of engineers
of any description. Nominal capital. £1.000 to £1 shares.
Directors :—C. Schofield. Gershan. Forest Hall. Northum-
berland. engineer; J. Davey. 39. Masterman-road. East
Ham, engineer; J. W. Wills, Tennant-street, Hebburn-on-
Tyne, engineer.

Speakman (John) and Sons Limited.—Private company.
Registered August 1. To acquire business carried on at
Leigh (Lancs') and at New Brighton (Chester) as John
Speakman and Sons, and carry on business as colliery pro-
prietors. iron and steel masters, brick, tile, and flag makers,
wagon and truck builders, etc. Nominal capital. £125.000
in 12,500 £10 shares. Directors and subscribers (one share