736

THE COLLIERY GUARDIAN.

October 2, 1914.

CAGING DEVICE AT AN AMERICAN COLLIERY.

The Herzler and Henninger automatic caging device,
as employed at the mines of the Superior Coal Company,
Illinois, is described in the Colliery Engineer. Through
an arrangement of the levers at the shaft bottom, as
shown in the accompanying drawing the automatic
caging of the cars is accomplished. The empty car
being released from the cage is forced off by the loaded
car and the catch which has been tripped to release the
empty is then free to engage the loaded car. The cage
is self-dumping and the tilting platform is provided
with an automatic lock. When the wings holding the
loaded car on the track near the foot of the shaft are

released, those in the rear spring up and engage the Car
following. When the cage starts up the shaft the rear
wings are released and the car moves forward until it is
caught by the wings next to the shaft. The empty
cars are also handled automatically. They run by
gravity to the base of a steam car lift, where they trip a
lever which acts as a throttle, and the rails, which are
hinged at the top of the incline, raise until the car runs
off by gravity. As it leaves the lift it trips another
lever which shuts off the steam, and the rails return to
their original position. The cars then run on to a kick-
back and are shunted to the right or left according to
the demand.

BOOK NOTICES.

Fergusson’s Percentage Trigonometry, or Plane Trigono-
metry Reduced to Simple Arithmetic; with a short
description of his Percentage Compass. By John
Coleman Fergusson. pp. 154; with figs. London:
Longmans, Green and Company,- 1914. Price, 3s. 6d.
net.

The author of this work has previously published a
larger work upon the same subject, the price of which
placed it beyond the range of schools, colleges, and
others, for whom the present work is designed: The
object which the author has in view is the simplification
of trigonometry by the adoption of a new unit of angular
measurement, called the percentage unit. By this
system every angle is denoted by the percentage relation
of perpendicular and base. The graduation of a theo-
dolite circle upon this system is based upon the tangents
of the angles subtended. Thus the division is complete
for each octant, and the tangent of 45 degs. is taken as
100 per cent. It follows that these percentage units
are not all equal, which may at first somewhat embarrass
a student accustomed to the rigid equality of unit
measurements. We can quite understand that this
system, which has taken the author something like 19
years to elaborate, can be considered as a real and prac-
tical simplification of problems connected with survey-
ing. The book contains many such examples worked
out by this process. Many of these, however, are so
simple that any process would suffice, provided that the
student is familiar with the properties of similar
triangles. Where trigonometrical methods become
somewhat unsatisfactory in practice is the need for con-
sulting books of tables. Apparently the same necessity
arises also in the percentage system, and the construc-
tion of these special tables must have cost the author
much labour.

This method may be regarded in two lights. It may
be looked upon as educational innovation which will save
a student from the necessity of much trigonometrical
study; or it may be looked upon as a mere aid to rapid
surveying. Candidly, we think it is in the latter domain
that there is the greater promise of success. It is
claimed that field book entries are so greatly simplified
that engineers are saved the burden of a book-keeper
and a pack horse by the simple expedient of a percentage
theodolite. Upon this point we can only say experto
crede.

There has been some criticism of the percentage unit
on the score of the difficulties involved in the addition
and substraction of angles expressed in this way. Thus
an angle of 150 per cent, is not capable of being
expressed as 100 per cent. + 50 per cent., because
tan (a + ft) is not the same as tan a + tan 0. As a
matter of fact, 100 per cent. + 50 per cent. = 300 per
cent., as the author clearly shows, and also 100 per cent.
— 50 per cent. = 33-33 per cent. The author bases his
case upon a few rules, which seem to us as only another
way of expressing well-known mathematical properties.
But we are willing, nevertheless, to concede to this
system a considerable amount of mechanical conveni-
ence, just as the slide-rule facilitates logarithmic com-
putations.

A Text Book of Geology. By James Park. pp. 598 4- xv.,
with frontispiece, 70 plates, and 264 fig. London :
Charles Griffin and Company Limited, 1914. Price,
15s. net.

Although there are now many good text books on
geology, there are few which have been written by a
professor of mining for use in mining schools. Prof.
Park has had precisely the kind of practical training
that would be particularly helpful in writing a book of
this type. He has produced an ample volume, attrac-

tive in appearance, and handsomely illustrated,
elaborated from that best of all sources of instruction,
a systematic course of lectures delivered to University
students. The principles of geology are the same,
whether the science is treated in an academic or prac-
tical way, and a glance through these pages conveys at
first the impression of a book covering the familiar
ground of elementary geology. And this to a large
extent it is, but this very thing constitutes the strength
of a book designed for the purpose intended by the
author; for it is a mistake often made by writers of
so-called practical scientific treatises that they assume
a fundamental substratum of knowledge which their
intended readers do not really possess. The result is
that their students do not really learn the principles of
the science,- but only their application, and that only
in an imperfect way.- The truth is that what is often
called engineering or mining or agricultural geology,
treated in what is termed the practical sense, is not
geology at all, but is really engineering, mining, or
agriculture. Prof. Park has not made this mistake.
Mining geology is to him geology first, and mining
geology follows as a natural result to the student of
mining, just as engineering geology would follow to the
student of engineering. It is all the more necessary to
emphasise this fact, because Prof. Park has also written
a work on mining geology which is of quite a different
character.

The present work is divided into three parts. The
first is devoted to physical geology, the second to strati-
graphy, and the third to economic and field geology.
Each part is treated as fully as would be expected in an
elementary course for University students of a pass
standard. It is in no sense an honours course, as
usually understood in English Universities; but honours
students of English Universities would nevertheless do
well to study these pages, because they are replete with
New Zealand examples of features which British
students often know only by somewhat hackneyed
British illustrations.

If we attempted to criticise Prof. Park’s treatment of
various portions of the vast subject included in the
term geology, we should be led far away from the imme-
diate purpose of this text book. There are some things
which might perhaps have been better omitted, since
they could not possibly be adequately discussed in the
available space. An example may be taken from the
section on igneous rocks, where a bare allusion is made
to the connection assumed by Suess between earth move-
ments and igneous types. Similarly, Dr. Flett’s spilitic
suite is referred to without any clear indication of the
kind of rocks belonging to this class. There are other
cases of a similar kind, but, on the whole, the text is
admirably clear and sufficient, while the illustrations
are well chosen and liberally supplied. Throughout it
is pure geology, with no intention of deviating into
those practical matters which can only be thoroughly
appreciated when first principles have been mastered.

MINING AND OTHER NOTES.

A paper in the Chemische Zeitschr\ft describes the manu-
facture of ammonium chloride, and states that it presents
certain advantages to-day over ammonium sulphate as a
by-product. Among the reasons for manufacturing the
chloride rather than the sulphate are, first, the fact that there
is a market for the pure chloride ; second, the fact that in
the condensates from gas manufacture ammonia is already
present to, by far, the greatest extent as the chloride ; and
third, the possibility of an over-supply of ammonium
fertiliser salts coming on the markets in the future, through
the further development of synthetic nitrogen fertiliser
processes. In the manufacture of the pure product two
chief results must be attained: the ammonia present other-
wise than as the chloride must be transformed, and
impurities, chiefly organic, must be removed. The method
is patented, and is controlled and applied by the Berlin-
Anhaltische Maschinenbau Aktiengesellschaft.

Messrs. Schaffer and Budenberg Limited inform us that
their entire Manchester business is now being transferred
to their new works at Broadheath, near Manchester.

The Midland Ironmasters’ Association have restored
October 8 as the date for the next quarterly meeting of the
Midland iron trade to be held at Birmingham. It had
previously been fixed for the following week.

It is stated that the United States Inter-State Commerce
Commission has decided to reopen the case for the advance
of rates on the Eastern railways. The hearing will betin
on October 19.	°

A paper published in Western Australia gives an account
of a violent thunderstorm at the Ironsides North Mine, at
Boulder. The mine has, or had, an iron smoke-stack 45 ft.
high, made of |in. plating and 4 ft. in diameter, which
attracted the lightning. “It was struck near the base, and
the discharge appeared to traverse the whole length*
shearing off fully 20 ft. This seemed to be literally hurled
into the air, crashing on to the top of the winding engine-
room, to which it did considerable damage, naturally.” For
some minutes after the lower portion of the stack was
red-hot, the rain falling on it being at once turned to steam.
But for the rain there is no doubt a serious conflagration
would have resulted, as some of the wooden beams of the
engine-room were ignited, but were easily extinguished.

The general meetings of the twenty-fourth session of
the Institution of Mining and Metallurgy have been
provisionally fixed for the following dates :—October 15,
1914; November 19, 1914 ; December 17, 1914 ; January 21’
1915 ; February 18,1915 ; March 18,1915 (annual meeting) ;
April 15, 1915 ; May 20, 1915.

Owing to Mr. Theodore Schontheil, who is a British
born subject, having adopted the surname of Stretton, the
firm of which he is a member will in future be known as
Messrs. Haslam and Stretton Limited.

The United States Senate has adopted a resolution
directing the Interstate Commerce Commission to invest-
igate the condition of the oilfields, and to ascertain whether
the Standard Oil Company was unlawfully interfering with
independent producers in the marketing of the oil.

Mr. Edgar Wilson Taylor, of Cleevedale, Downend,
Gloucester, managing director of the Tredegar Iron and
Coal Company, has left <£14,817, of which <£4,582 is net
personalty.

Mr. Guy Calthrop, the London and North Western
Railway’s new general manager, began his duties this week
on the retirement of Sir Robert Turnbull. Mr. Calthrop
was appointed 14 months ago to succeed to the position.

THE FREIGHT MARKET.

The outward freight market has been only indifferently
busy during the past week. Rather more has been done on
the North-East Coast, but the South Wales market is quieter.
On the North-East Coast coasting rates are again advanced,
London being done at from 4s. to 4s. 6d. from the Tyne.
The Baltic is easier, at 8s. to Gefle, with Manager at 6s. 9d.
The Bay is substantially steady, at from 7s. to 7s. 3d. to
Bordeaux. The Mediterranean is stronger, at from 9s. 3d.
to 10s. to Genoa. At South Wales coasting rates are firm.
The Bay is unaltered. The Mediterannean is well main-
tained for handy prompt tonnage. The Islands are slow.
The River Plate is inclined to ease. The Humber and Clyde
are inactive. Homewards, there is practically no enquiry
for tonnage to convey wheat from Australia, but coal carriers
are in some request. There is quite a good enquiry for Oct.-
Nov. tonnage for the North Pacific. Java is firm for Nov.
loading. The rice ports are steady. The East Indies arc
dull, with an almost entire absence of business. The Black
Sea is inactive, the temporary closing of the Dardanelles *
having put a stop to business. The ore ports are dull.
America is quiet so far as gram cargoes are concerned, but
the timber freight market is strong. The River Plate has a
firm tone, with indications of further advances for Oct. and
Nov. tonnage, which is offered rather sparingly.

War risks insurance rates for outward tonnage continue to
decline. London is unaltered from last week, at 12s. 6d.,
and Malmo at 40s., but the Mediterranean is cheaper, at
17s. 6d. to Genoa. The Bay is being done at 15s. to
Bayonne.

Unquestionably, the outwTard freight market would be very
much more active if it were not for the serious delays to
tonnage which are prevalent at many foreign ports, result-
ing in a disinclination of shippers to charter in these direc-
tions. Many factors have recently tended towards the
improvement of chartering business from the shipowmer’s
point of view. The seas, although by no means as safe as
in normal times, are comparatively safe. The Admiralty
has removed a good deal of surplus tonnage from the market
by chartering it for Government purposes. Rates, therefore,
are now at a level which must afford some remuneration to
owners. The profits, however, are sadly cut into by the
high working expenses and by the detention just mentioned.
Again, homeward freights in the nearer trades are very much
unsettled, wdiilst they are, of course, practically non-existent
in the case of the Baltic and the Black Sea. One circum-
stance, by the way, wdiich is telling against the British ship-
owner just now is the natural inclination of the shipper to
help to ensure his cargo against capture by sending it in
neutral bottoms.

Tyne to Antwerp, 2,500, 7s. l|d.; 2,500, 7s. 0|d.; 2;400,
7s. 3d., two loading places ; Algiers, 5.200, 8s. 6d.; Bordeaux,
3,400, 7s. 3d.; 3,300, 7s. l|d.; 4,000, 7s. 3d.; 4,200, 7s.;
Genoa, 1,000, 9s. 3d.; 3,500, 9s. 9d. coal, 12s. 9d. coke;

4.800,	9s. 6d.; 10s. reported; 6,500, 9s. 9d. coal, 12s. 6d.
coke; 3,800, 9s. 3d.; 4,000, 9s. 9d.; 5,000, 9s. 3d.; Gefle,
2,000 , 8s.; Havre, 1,150, 6s. 9d.; London, 3,600, 3s. 9d.,
three voyages; 4,000, 4s. ; 1,400, 4s. 6d.; 5,000, 4s., reported;
2,000, 4s. 6d.; Lisbon, 2,500, 7s. 4|d., 350, from Dunston;
Leghorn, 3,500, 9s. 9d. coal, 12s. 9d. coke; 6,5C0, 9s. 9d.
coal, 12s. 6d. coke; Marseilles, 8,000, 9s. 3d.; 7,500, 9s. 3d.;
4,000, 9s., from Dunston; 5,800, 9s.; Malmo, 900, 10s. 9d.,
coke; Manager, 1,500, 6s. 9d., reported; Naples, 5,300, 9s.,
700; 4,800, 9s. 6d.; 5,500, 9s. 9d., 500, from Dunston; 4,500,
9s. 4|d.; 4,200, 9s. 3d., 700; Port Said, 5,000, 8s. 6d.;
4,000, 9s.; 5,000, 8s. 9d., from Derwenthaugh and Dunston;
Piraeus, 5,300, 10s. 3d., 400; Porto Ferrajo, 5,100, 9s. 6d.;
5,100, 9s.; Rouen, 2,500, 7s.; 1,200, 7s. 3d.; 1,700, 7s. IJd.;
2,200, 7s. 3d.; 3,000, 7s. l|d.; Savona, 4,800, 9s. 6d.: St.
Brieux, 800, -8s. 6d. ; St. Nazaire, 4,000, 6s. 9d.; 4.800,
7s.; Valencia, 2,000, 8s. ; Venice, 5,500, 12s. 6d., reported;
4,000, 12s. 9d., 500, from Dunston; Wisby, 1,200, 9s. 6d.

Cardiff to Alexandria, 5,000, 7s. 6d., 700; 4,500, 8s.;
Ancona, 5,200, 8s. 7|d.; Bordeaux, 3,100, 6| fr.; 2,500,
6| fr.; Brindisi, 4,600, 7s.; Barcelona, 3,200, 8s. 3d.; 3,200,
8s. 9d.; Cadiz, 2,200, 6s. 9d.; Carthagena, 1,900, 8s., Oct. 5;
Campana, 3,300, 12s.; Cape Verdes, 1,500, 7s. 6d., mid.-
Oct.; Ferrol, 1,500, 5s. 9d., Oct. 5; Genoa, 5,700, 7s. ; 5,000,
7s.; 6,570, 7s.; 5,000, 7s. l|d.; Ghent, 1,600, 6s.; Havre,
1,500, 5s. 6d.; 1,300, 5s. 9d.; Las Palmas, 3,500, 6s. 9d.;
Lisbon, 1,800, 7s.; La Rochelle, 2,500, 5| fr.; 3.000, 5^ fr.;
Leghorn, 4,700, 7s. 6d.; Monte Video, 4,800, 12s. 6d.; 5,000,
12s., Oct. 12; Nantes, 3,000, 6'37| fr. ; Palermo, 2,300, 9s.;
Rio de Janeiro, 5,000, 13s., Oct. 7; 5,000, 13s. 7|d.; Rouen,

1.800,	7s.; 2,000, 6s. 6d.; Reunion, Ils. 9d., Oct.: Rosario.
3,300, 12s. 6d., earlv Oct.; River Plate, lower port, 5,400,
12s. 9d., Oct.; 5,000, 12s. 9d.: 5,000, 12s. 6d.: 4,500, 13s. 6d.;
'6,500, 13s. 9d., Nov. 1; 4,700, 13s.; Rochefort, 3,000, 6 fr.;
St. Vincent, 1,500, 7s. fid.; Venice, 8,200, 7s. 9d. ; 5,200,
8s. 9d., 500; Vigo, 1,400, 5s. 9d.; Villa Constitucion, 3,300,
12s.; Valencia, 1,700, 9s.

Swansea to Chantenjay, 2,300, 6| fr.; Valencia, 1,700, 9s.;
Alicante, 1,200, 9s.: Sundswall, 1,700, 8s. fid.; 1,100, 9s.;
Savona, 1,400, 8s. 6d., 400: Leghorn, 1,400, 8s. fid., 400;
Guernsey, 600, 5s. fid.; Dieppe, 1,300, 5s. 9d.; Rouen, 2,000,
6s. 9d.; Marseilles, 4,000, 10 fr., next week: Caen, 420,
6s. 3d. ; London, 700, 6s. 3d. ; Palermo, 1,800, 10s. ; Algiers,
2,600, coal 9fr., fuel, 10 fr.: Havre, 1,400, 5s. 9d.

Newport to Genoa, 4,700, 7s. 3d.; Bordeaux, 3,000, fi| fr.;
Lisbon, 1,800, 7s., 350.

U.K. to West Africa, time charter, 5,000, 2s. 9d., round
voyage, charterers pay war risks.

Wear to Bordeaux, 3,500, 7s. lid.; St. Nazaire, 5,000,
6s. 9d.; Lisbon, 2,500, 7s. 4|d.; Odense, sail, 330, £10 per
keel.

Wales to Port Nolloth, sail, 19s., coke.

Goole to Ghent, 600, 8s. fid.; 700, 8s.; Guernsev, 450,
7s. 3d.	,

Hull to Antwerp, 1,700, 7s. 6d.: 1,700, 7s. 3d., two load-
ing places: 2,200, 8s,

Partington to Barcelona, 2,000, private terms.

Blyth to Havre, 1,100, 6s. 9d.: East Norway, 700, 7s. 4Jd.

Forth to Cherbourg, 600, 8s.