January 1, 1915. THE COLLIERY GUARDIAN. 43 SECOND DIVISION.—December 2. Before the Lord Justice-Clerk and Lords Dundas and Guthrie. Workmen’s Compensation : Death from Chill. Lochgelly Iron and Coal Company v. Mrs. Burnett.— The Division disposed of a stated case on appeal in an arbitration under the Workmen’s Compensation Act, in which Mrs. Agnes Cameron or Burnett, 39, Hunter-street, Lochgelly, for herself and her pupil children, claimed from the Lochgelly Iron and Coal Company compensation for the death of her husband, John Burnett. The latter was a miner in the employment of the company in No. 2 Pit, Loch- gelly, and in the course of his employment was hurt while assisting in replacing a hutch which had gone off the rails on a brae adjacent to his working place. He was driven against a cross-beam, which caught him just underneath the left shoulder-blade. His back was hurt, and as he was unable to resume his work he sat at the coal face for two hours to the end of the shift. While sitting on the face he was exposed to a draught, and when he got home he complained of pain and illness, and died on May 15. The cause of death was lobar pneumonia, the cause of which was a chill. The Sheriff-Substitute held that this chill was contracted by him while sitting at the coal face, and was of opinion that the injury to the deceased’s back was connected by a sequence of effects with his death, and that his death resulted from personal injury by accident arising out of and in the course of his employment. He awarded the claimants c£300 compensation. The Division affirmed the judgment of the Sheriff- Substitute, and found the respondents entitled to expenses. COASTWISE SHIPMENTS DURING NOVEMBER. According to the monthly coal tables issued by the Commissioners of H.M. Customs and Excise, the following were the quantities of coal shipped coastwise during the eleventh month of the past year :— From Total cargo. Total 1 bunker. 1913. 1914. 1913. 1914. Tons. Tons. Tons. Tons. Bristol Channel ports 284,266 169,578 19,618 16,072 North-western ports 237,794 210,879 58,703 58,004 North-eastern ports 660,753 534,919 26,821 33,860 Humber ports 208,942 145,333 12,670 12,617 Other ports on east coast 10,450 5,060 9,055 8,182 Other English ports 2,186 1,833 4,237 3,220 Total from England and Wales 1,404,391 1,067,602 131,104 131,955 Ports on east coast of Scotland 103,961 42,004 18,793 13,360 Ports on west coast of Scotland 104,792 102,352 32,323 24,811 Total from Scotland 208,753 144,356 51,116 38,171 Irish ports — 13 1,846 4,580 Total from United Kingdom 1,613,144 1,211,971 184,066 174,706 The destination of cargo shipments proved to be as follows :— To ports in England and Wales........ Scotland................. Ireland ................. Nov. 1914. Tons. . 834,438 . 63,472 . 314,061 Nov. 1913. Tons. 1,174,144 89,914 349,086 Shipments to London during November aggregated 563,112 tons. THE PRESERVATION OF WOOD. In a recent issue of the Manufacturers Record there is an interesting article on “Wood Preserving,” by Mr. Clyde H. Teesdale, in charge of the wood preservation, forest products laboratory of the National Department of Agriculture, Madison, Wis. He says the present European situation has had a very serious effect upon the wood preservation industry in America. At the beginning of 1914 there were 94 treating plants in the United States, with an aggregate annual capacity of over 300,000,000 cu. ft. of timber. Actually, 153,613,888 cu. ft. were treated in 1913. Of this, over 106,000,000 cu. ft. were treated with creosote, 36.000,000 cu. ft. with zinc chloride, and 8,000,000 cu. ft. with a mixture of creosote and zinc chloride. A total of over 108,373,000 gallons of creosote were consumed. Of this, 41,700.000 gallons were produced in America, and over 66,673,000 gallons, or 62 per cent, of the total used, were imported, principally from Germany and England. The present crisis in Europe has cut off entirely the supply of oil from Germany, and much of that from England, and consequently a very serious shortage is imminent. The question confronting the industry is how to avoid the possible result of a great reduction in the amount of timber treated, and apparently two courses are open—(a) the use of substitutes for creosote; (5) lighter treatments where creosote must be used. Zinc Chloride. — The best-known preservative that could be substituted is zinc chloride. The value of this preservative has been thoroughly tested during the past 80 years. In some situations it does not add as much to the life of timber as creosote, and with the prices which have prevailed, the annual charge against creosoted cross-ties has been less than for one treated with zinc chloride. Should the present situation result in a material increase in the price of creosote, it is obvious that the annual charge for ties treated with zinc chloride would become the lower, and its substitution, to a large degree, for creosote would be warranted on the basis of cost. Zinc chloride is injected into the timber in a water solution. When used in a wet climate it gradually leaches out and leaves the timber unpro- tected. In the dry and arid regions of the West this tendency is reduced, and excellent results have been obtained. Empty Cell Treatments.—A large amount of timber has been treated with creosote by the so-called empty- cell processes. Usually ties, bridge timbers, &c., are treated with 10 or 12 pounds of creosote per cubic foot. By the empty-cell process, however, this can be reduced to 5 or 7 pounds per cubic foot. Mixtures of Creosote and Zinc Chloride. — In 1913, 8,000,000 cubic feet of timber were treated with a mixture of creosote and zinc chloride. In this case about 3 lb. of creosote are usually injected into each cubic foot of timber. Both of the above processes possess merits, and in the last few years have been used widely. It seems likely that the present situation can be partially relieved by an increased use of such methods, in which a smaller amount of creosote is-, required to treat a given volume of timber. Water-Gas-Tar Creosote.—Further relief could also be had by utilising creosote from water-gas tar. Much has been used for treating timber, usually in mixtures with coal-tar creosote. In composition it is very similar to the latter, but probably has less value in preventing decay. In experiments now being made by the Forest Products Laboratory, untreated specimens of Southern pine were destroyed, after nine months’ exposure in the Gulf of Mexico. Specimens treated with water gas-tar creosote and coal-tar creosote were practically sound, however, after two years, and are still in service. A pile was removed from Pensacola Bay, Florida, after 33 years of service, and was in fairly good condition. An analysis of the oil in this pile showed that it was very similar in composition to much of the water-gas- tar creosote now being made. It seems possible, there- fore, that piling for service in salt water could be treated with water - gas - tar creosote with excellent results. Certainly it would pay much better to use this product than to drive piling that has not been protected from the borers. Creosote and Crude Oil Mixture.—Petroleum oils tested by the “ Petri dish *’ method appeared to be without toxic properties. They have been used to some extent in timber preservation, and with a certain degree of success, because of their property of excluding water from the timber, water being essential to the growth of fungi. In view of the highly toxic properties of coal-tar creosote, why could this not be mixed with petroleum oils and still successfully preserve the timber ? If the toxic limits of these preservatives would hold wdien applied to treated timber, 0’5 lb. of creosote per cubic foot of timber should preserve it better than a similar amount of zinc chloride. Why should we not, therefore, use a mixture of high-grade coal-tar creosote and crude oil, in proportions even as low as 10 per cent, of the former, with excellent assurances of success ? There are, of course, many situations where the use of such a mixture should not be considered ; for example, the treatment of piling for salt water or the brush treat- ment of telephone poles. Should such a mixture be used for ties alone, however, this country could produce a large surplus of creosote oil. Wood-tar Creosote.—A further source of wood pre- servatives in America may be found in the tars produced by the destructive distillation of wood. These are of two kinds, those from hardwoods and those from coniferous woods. At present these tars are a nuisance to the plants producing them, and are either burned or thrown away. In the crude state they are absolutely unsuited for wood preservation. It is possible, however, to refine them and produce oils comparing very favourably with coal-tar creosote. Sodium Fluoride.—One of the most promising of the new preservatives that are now being experimented with is sodium fluoride. This is a water soluble salt, and can he produced very cheaply Its principal advan- tage compared with zinc chloride is its high toxic properties and its low solubility in water. Very good results have been obtained from the use of fluorides in Europe, especially in Austria, where several thousand telephone poles have been treated. The excellent prospects of the successful application of this preserva- tive led the Forest Products Laboratory to institute service tests of timber treated with it. Several hundred mine ties treated with fluorides were installed in January 1914 in the Birmingham (Alabama) district, and 300 ties treated with sodium fluoride are about to be installed in a test track on the Baltimore and Ohio Bailroad. THE FREIGHT MARKET. In view of the interruption to business occasioned by the holiday season, it is not remarkable that outward tonnage chartering has been done on even more restricted lines than usual. On the north-east coast there is a much better feeling in the freight market, for the tense situation occasioned by Admiralty restrictions on North Sea navigation, consequent on German naval activity therein, appears to have passed away, and, with it, the disinclination to do shipping business. There was a large arrival of vessels in the Tyne over the holidays, but the bulk of the boats which came in had already been requisitioned for further voyages, and merely assisted coal fitters to reduce arrears of shipments without adding much to the volume of tonnage available for new transactions. The result, therefore, has not been to induce any sensible modification in rates of freight. These, indeed, appear to be still “ out ” for record breaking. Coasting business during the past week has been done at Ils. 6d. from Tyne to London, with 12s. reported. North France has Caen at 17s., an advance of 2s. on the week; and Rouen at from 16s. 3d. to 17s., as compared with from 15s. 6d. to 17s. 3d. The Mediterranean has been done for Genoa at 21s. 6d., with 22s. 3d. reported, as compared with 20s. a week ago. At South Wales rates are inclined to be easier, and a fair amount of chartering has been done. For North France, Rouen from Cardiff has been arranged at from 12s. to 13s. 3d., as against up to 14s. last -week; Havre at Ils. 6d., as against from 12s. 6d. to 13s.; and Havre Canal at 12s., as against from 12s. 6d. to 13s. The Bay is repre- sented by from ISJfi. to 14J fr. to St. Nazaire, as against 14J fr. The Mediterranean has Genoa at from 17s. 6d. to 17s. 9d., as against from 17s. 4-ld. to 18s. The Adriatic is dearer at from 23s. 9d. to 24s. to Venice. The River Plate is stronger at 16s. 3d., as against, from 15s. 3d. to 15s. 6d. Rates from other outward ports- are, generally speaking, governed by their proximity to the ports just detailed. The year is ending, on the whole, with rates at a higher level than has ever been attained previously in the history of steamships. Homewards, North Pacific ports are fairly steady, and are receiving moderate offers of tonnage. The Philippines are slow. The rice ports are firm, but rather dull. East Indies are slow. The Mediterranean is inactive, but a sharp rise in rates is reported at Alexandria, owing to lack of tonnage. The ore ports are lethargic. America is strong and active, and cotton and grain shippers’ tonnage requirements have resulted in the owners of vessels securing record figures for both classes of cargo carriers. Lumber boats are neglected. The River Plate is very firm, with the removal of the pro- hibition on the export of cereals. Forward tonnage, however, is only in moderate request. Tyne to Archangel, 600, 21s., dead weight voyages, April to Oct.; Caen, 1,300, 17s.; Cette,, 1,800, 23s.; Couronne, 1,400, 18s.; Dieppe, 1,700, 15s.; Fecamp, 1,600, 15s.; Genoa, 2,100, 21s. 6d.; 5,000, 21s. 6d.; 4,500, 22s. 3d., reported; London, 1,550, Ils. 6d.; 2,500, 12s., reported; Marseilles, 3,900, 21s.; 4,900, 21s.; 3,500, 21s.; Naples, 4,000, 22s.; Nice, 3,000, 22s.; 2,800, 22s. 3d.; Porto Vecchio, 5,500, 21s., early Jan.; 4,400, 24s.; 5,000, 24s.; Porto Ferrajo, 5,000, 21s. 6d.; Rouen, 3,400, 16s. 6d. ; 3,000, 17s.; 5,400, 16s. 9d. ; 1.250, 17s.; 2,000, 16s. 6d.; 3,300, 16s. 3d.; Toulon, 1,850, 23s. Cardiff to Algiers, 2,800, 18 fr.; 2,200, 18 fr.; Barcelona, 2,800, 16s. coal, 16s. 9d. fuel, Jan. 6; Bordeaux, 3,200, 13 fr.; 12| fr.; Chantenay, 2,400, 14 fr.; 1,350, 13J fr.; Caen, 1,300, 12s.; Dakar, 5,000, 13s., free discharge; Fecamp, 1.250, 13s.; Genoa, 4,000, 17s. 6d.; 4,400, 17s. 9d.; 6,000, 17s. 9d.; Gibraltar, 2,500, 14s., 500; Havre, 1,500, 11s. 6d.; Havre Canal, 1,500, 12s.; La Pallice, 3,500, 12J fr.; Las Palmas, 2,600, 13s.; Marseilles, 5,500, 19 fr.; Madeira, 2.600, 13s.; Nantes, 2,400, 14 fr.; Naples, 5,500, 17s., 800; Oporto, 1,300, 15s., Jan.; Plymouth, 600, 7s.; 1,100, 7s.; 1,150, 7s. 6d.; Port Said, 4,700, 20s.; 2,300, 17s.; Rouen, 1.600, 13s. 3d.; 1,650, 12s. 6d.; 3,800, 12s.; River Plate, 4,000, 16s. 3d.; St. Malo, 700, 10s. 6d.; 700, 10s.; St. Nazaire, 2,000, 14J fr.; 2,400, 13J fr.; Savona, 4,400, 17s. 9d.; 4,000, 17s. 6d.; Spezzia, 4,000, 17s. 6d.; Venice, 4,500, 23s. 9d.; 5,200, 24s.; Valencia, 2,100, 15s. 6d. Swansea to St. Servan, 1,200, 11s., three voyages; St. Nazaire, 2,000, 13J fr.; Caen, 780, 12s. 6d.; Honfleur, 1,700, 13s.; Treport, 800, 12s. 6d.; Barcelona, 2,000, 16s. coal, 16s. 9d. fuel, Jan.; Chantenay, 2,400, 13f fr.; Barletta, 2,800, 21s. coal, 21s. 9d. fuel; Nantes, 2,400, 13f fr.; Calais, 750, 14s.; Rouen, 1,400, 13s.; Havre, 800, 13s. 6d. Hull to London, 750, p.t.; 1,800, 5s.; Trouville, 800, 12s.; Rouen, 14s. 6d.; 950, 12s.; 3,500, 14s. 9d. Goole to Trouville, 750, 12s. Llanelly to St. Servan, 900, Ils. Glasgow to Chile, 24s., coke. Humber to London, 1,400, 8s. 6d. Newport to Algiers, 2,400, 18 fr. Port Talbot to Alexandria, 3,800, 19s. 6d., Jan. 7 ; Nantes, 2,800, 13 fr. Contracts have been awarded for all the equipment, materials and supplies to be used in building and fitting out the plant of the Chattanooga Gas and Coal Products Company. The capacity of the plant when completed will be 500 tons of coal, producing 3,000,000 cubic feet of gas, 400 tons of coke, 4,000 gallons of tar, 11,000 lb. of sulphate of ammonia, benzol, creosote, &c. The total cost of the plant is estimated to be about 450,000 dols. The equipment will include 30 Roberts ovens of the type developed by Arthur Roberts, Chicago. Contracts awarded thus far are as follow :—Wellman, Seaver and Morgan Company, Cleveland, O., and West Gas Construction Company, Fort Wayne, Ind., to manufacture and erect by-product coking equipment ; Allis-Chalmers Company, Milwaukee, Wis., and General Electric Company, Schenectady, N.Y., to construct miscellaneous parts of ovens ; Smallman and Co., Chattanooga, to construct concrete work for coke-oven buildings and elsewhere on 15-acre site; Converse Bridge Company, Chattanooga, to manufacture and erect steel construction work; Casey-Hedges Company, Chattanooga, to manufacture and instal storage and filtering plants ; Beaumont and Co., Philadelphia, Pa., to furnish and instal coal - handling equipment, to include conveyor belt machinery for loading and unloading cars and transferring coal and coke among ovens. The Chattanooga Company is constructing 31 miles of railway, &c., and will instal an emergency waterworks.