616 THE COLLIERY GUARDIAN. March 19, 1915. dent, Mr. P. Muschamp, New Hucknall Colliery; vice-1 president, Mr. W. Tate, Kingsbury; secretary and treasurer, Mr. R. Laverick, Nottingham; auditor,’ Mr. J.’ W. Eardley,' Alfreton; branch council, Messrs. S. Evans, Creswell; C. J. Turton, East Kirkby; P. G-. Vickers, Morton; A.'Beeston1, Nottingham; G-. A. B. Miller, Alfreton'; arid W. J. Wilkinson, Annesley; representatives on general council,’ Mr. Muschamp and Mr. Laverick; representatives on University Mining Sub-Committee, Mr. W. Eaton Walker, Nottingham, and Mr. W. Maurice, Sheffield. It was decided to unite with the Notts and Derbyshire branch of the Association of Mining Electrical Engineers to hold a joint meeting, at which a paper on “ Protective Devices Against Lightning and Surges,’’ by Mr.- E. Kilburn Scott and Mr. L. E. Eogarty, would be read, and some experi- ments made. It was agreed to accept an offer, from Mr. W. H. McMillan, professor of mining at the Nottingham' University College, to give an exhibition at a future meet- ing, of a representative collection of apparatus and instru- ments to illustrate from what various, points, of view 'thd estimation and detection of firedamp in mines could be made. A paper on “ Superheated Steam ’’. was read by Mr. ;A.- Beeston, Nottingham, who pointed out that the chief advam- tages of using superheated steam -were as follow Greater volume of steam for a , given -weight , and therefore more work might be obtained frqm a given weight of super- heated steam than might be- got from an- equal weight of saturated steam; (2) the properties-of superheated steam approached those of a perfect gas, and heat might be absorbed by conducting bodies without, condensation taking place so soon as in the case of saturated steam; (3) the thermal conductivity of superheated steam was poor, pre- venting it giving up considerable heat to the cylinder walls, A hearty vote of thanks was passed to Mr. Beeston, and discussion on the paper was adjourned to another meeting.- ( The Midlands. Mines Purchase Scheme at Quarry Bank—The Shelton Company. . With the exception of two, all. the owners of property on- seven acres of land in the upper part of High-street, Quarry' Bank, have signed an agreement witji the Earl of Dudley’s agent for the purchase of the mines and minerals, under their properties. The mines are already being worked, and con- siderable injury has been caused to houses in the district of Sun-street. Originally it was thought that the purchase of five acres of mines and minerals—thick coal and bld and new fireclay seams—would afford sufficient lateral support for the properties on the area,- but on the advice of Mr. Elijah Green, mining 'engineer, the committee of owners extended the purchase area to seven acres. Representatives were made to the Earl of Dudley’s agents,’ who met the committee by agreeing to sell the mines arid minerals under the seven acres for the’amount agreed upon for the five acres, namely £1,500. The nature of the mines in this part of the South Staffordshire coal and fireclay fields is such that, in the opinion of experts, the workings will be spread over a period of 30 years, so that in the event of t’he existing property being destroyed, the area, which is an important part of the urban district of Quarry Bank, would remain waste for at least this period. Special efforts are to be made to induce the two outstanding owners to come into line and sign the purchase agreement, and. when this is done the further working of the mine will cease. ; Mr. Charles W. Parish, presiding over the annual meet- ing of the Shelton Iron, Steel and Coal Company Dimited on Friday last, reviewed the-position of- the iron, steel and coal trades, during the past year. The war, he stated, had caused a fresh demand for iron arid steel from our own Government and from France, and prices began to rise, whereas hitherto they had been depressed. Their 'outputs of coal, iron and steel had all been smaller than those of last year. The collieries had felt more than any other depart- ment the shortage of labour caused by so many men joining the Army, especially. as those who had left represented a large proportion of their most active workers; and although they had been able to replace them to a limited extent, they had had to engage inexperienced men; arid many of those who did remain were attending to their work badly. This was partly due to the high rate of wages. In connection with the Racecourse pits, they were putting down a large pumping plant, which would enable them to dispense with old winding arrangements, and deal with a much larger quantity of water which might come -from new developments in the pits, and also from the closing of some of the neigh-, bouring collieries. Their electrical power had been further developed by the installation of a powerful plant at the Deep pits to supply the current for the pumping plants and other purposes. The arrangements with the Coking Com- pany to supply the company' with ironstone from their Florence Colliery was working out very satisfactorily. Iron- stone was becoming exceedingly scarce in -North Stafford- shire, and, indeed, all over England. An interesting compensation case was heard at Burslem recently. A young colliery employee, named Walter Jukes, described as a taker-off,-made a claim against the Chatterley- Whitfield Collieries Limited, with respect to an accident on October 19 last. At six o’clock on the Monday morning in question,’ when he had come from the. shaft, he proceeded towards the pit screens, where there was a train of closed-in wagons, which was provided by the company for.the carriage of men employed by them to and from their Work, between Tunstall and the colliery. . In passing, through a tunnel he was thrown through the open doorway of the wagon on to the. line. Mr. E. B. Wain,: general manager of the Chat* terley-Whitfield Company, said the wagons which made up the train were Messrs. Barnum and Bailey’s old vans, which had been bought for the purpose of conveying workmen to and from work. There was, however, no contract with the workmen to run the trains. Certain bills were posted on the colliery premises and on the vans as to the times of running, but the particular journey when the accident happened was not scheduled; the wagons were being conveyed as an’ empty train to be in readiness to fetch men to their work. The point of “ reasonable user ’’ also arose, and the respondents said it was not reasonable use for the. boy to wander about the carriage in the' tunnel when the. carriage was -full’ of smoke. The judge said in cases where the employer pro- vided the means of travelling, he might or might, not be liable. And the distinction was sometimes very fine. The customs of different collieries were well ..known in'the dis- trict, and miners knew perfectly well that at some collieries it was the custom to provide trains for them,; It was said this lad was travelling by a particular train which was not part of the usual service, but he (the judge) saw no distinc- tion at all. There was no reason why this train should be treated differently from' the other trains. He thought there was' an implied contract that all the men should have the right to travel to and fro.' He was not satisfied the appli- cant added to the risks of his employment, neither was he satisfied that the boy- moved before? the unfortunate jerk made him fall out of’: the train.- Under the. circumstances, this was a case for compensation. l;.. Somersetshire. - Rescue Work. • ' io err. ' .'O .... .•It? being1 essentials under the Coal Mines Regulation Act that members of! all’rescue aid brigades should hold a first- aid cerflficat 6/issried by a Competent authority, and that many volunteers for, such .service locally were not so certifi- cated, the Committee of the Midsomer Norton-Rescue and Aid Station arranged for two courses of St. John Ambulance Association first-aid lectures'to be given ; one at Radstock, by Dr, J./.DJ'Reales, and another at Midsomer Norton, by Dr., G. S. Pollard, such dual arrangements being, made to meet the convenience of the students residing in the-rather widely extended colliery area east and west (roughly)- (J the two places1 indicated. The results of the examinations are of a most pleasing; character, as it is now announced by the St. John Ambulance Association . that all who sub- mitted— 19 at Radstock and 27 at Norton—succeeded in satisfying, their respective examiner. - Scotland. Timbering in Machine Sections—Coal Under a Public Park— ; Railway Rates to Leith. ' At .a largely, attended meeting, of the Cambuslang-, and District Mining Association, Mr. Alex. Tait read an interest- ing paper om “ Mining Fatalities,’’ in the course of which he said that; judging from the ^accredited returns, falls from the roof' and sides accounted for; a large proportion of the mortality through accidents, in mines.. Personally, he should not be surprised.Jo find 'that the machine sections furnished a considerable number of these fatalities,-because his experi- ence had. been that the timbering. wa$,’.seldom satisfactorily done there. He-had noticed, too.,that,-the. trees were not often set as they ought to be. It. wasvquite true that they might meet the. requirements as try distance, but the great drawback was that the timber -was frequently set without lids. His experience of machine sections went to show that the same caution was-not exercised there- as in the case of sections- where the coal was worked by the pick. In the roadways leading from -the bottom to- the face they found that falls occurred frequently, and in sections where the drawing was done by the miners the danger was greatly accentuated. In parts where the roof had fallen heavily, repairers were frequently -sent to attend to the adjacent roof, which might have become broken and dangerous. It seemed to him that the necessary precautions for this class , of work were not always taken. It required men of-long practical experience to execute these repairs, and it was a serious mistake to serid workmen to’ perform these-duties who were inexperienced. He thought there was a certain amount of responsibility,.on. the miners, themselves, to place a higher value on their own lives,, and to make Certain' that the roof under which they were working was secure. It yva$ riot for the miners to leave anything to chance, and, to, .expect a suspension of natural, laws on their account. ... An , application by Messrs. Merry and. Cuninghame Liinited. to work' the minerals., under the new public park at Saltcoats has engaged the attention, of Saltcoats. Town Council.. It .is supposed that two seams of coal are in the park, and may extend over the. whole area, each seam being estimated at 20in., In addition, the “ Raise ”, coal and “ Lady Ha’ ” coal might be .found. The company propose to let down bores to test the coal, and if; these .are satis- factory, to take a lease for. a number of years,; to pay a yearly rent, or, in the option of the. Council,' a royalty pn the coal, removed. The surface of the park would not be broken .by erection of houses or riiachinery. The Council have resolved to accept the offer, but decided to have further negotiations ;a,s to the question of forming,a railway at the eastern boundary of the park when the necessity for such a railway arises. • In the ,Scottish, Court of Session on the 2nd inst., Lord Hunter closed the record in an action by -the North British Railway Company against the Niddrie and Benhar Coal Company Limited . for payment of £533 6s. 7d., which the pursuers allege is due in respect of the carriage of coal from the .defenders’, collieries at Niddrie to South Leith, North Leith, and Granton for shipment. The pursuers state that from 1913 the rate for the coal in railway company’s wagons was 9|d. per .ton, and in traders’ wagons 7fd. per ton. .The defenders resist payment on the ground that by arrange- ment between the parties entered into in October 1912, it was. agreed that the rates for. coal to Leith and Granton for shipment should be reduced to 9Jd. per tori for coal in railway wagons, and 7Jd. per ton for coal in traders’ wagons. The sum sued for represents the difference between thephigher and lower rates. In a statement of facts, the defenders state that the pursuers were anxious to enter into an agreement with the defenders, in order to induce them to refrain , from supporting the Bill promoted in • the Parlia- mentary -session of 1911-12 to authorise the construction of railways in the Lothians with; the object of securing cheaper railway rates. Negotiations took place between the parties, and’,ultimately an agreement, whereby the coal was to be carried .at. the, cheaper rate, was entered into for a period of 10 years.. In their answers, the pursuers -state that the reduction in 1912 was from lljd. and 9d. to 9Jd. and respectively, and that in consequence *of increased cost of working railway traffic the railway companies,-both of Scot- land and England, put increased rates in operation,-as from July 1, 1913, the increase in the case of. the defenders being Id. per ton. The pursuers deny that they were anxious to enter irito an arrangement with the defenders in 1912, as alleged, and maintain that there was no stipulation in the agreement then entered into between the parties that the; rates • then fixed were to continue for 10 years. The case was sent .:to the procedure roll. Ireland. It is stated that for some time past sinking operations have been ,in progress at Brackville, county Tyrone, adjacent to Coalisland, which have resulted in the finding of a 5 ft., seam of coal about 15 yds., from the surface. The coal is said to be of good quality, and equal, if not superior to Scotch coal. THE FREIGHT MARKET. There is a very appreciable agid exceedingly . gratifying slump in. outward rates of freight, at the, north-east coast, and figures - are now lower ? than they have been for some weeks past.. Tonnage remains in excessive supply, having- regard to the fact that, colliery turns, are now stemmed up for from, two to three weeks, and. that coal supplies for spot shipment are very limited indeed.. Rates :all round are crumbling, arid it is hoped something like normality will presently be reached. From the following lists, it will be observed that coasting rates have fallen to 10s. to London, from the Tyne, as compared with a minimum of 12s. last week. North France has been done at 19s. to Rouen, as against 22s. 6d., the lowest price of the preceding week. The, Bay is represented by 26s. to Bordeaux;,- as against 30s. The Mediterranean has Marseilles at 35s., as. against 38s.. 3d. At the moment of writing, however, it-is/stated that London, has been done at 8s. for a-1,300-tonner, and Rouen at 18s,. for a 1,40.0-ton vessel, whilst Bordeaux is certainly not. worth more than 25s., if that; and Genoa is quoted, at from, 42s. to 43s. Next week, unless unforeseen circumstances alter the-tenor of the market, very much lower rates should, prevail. . At South . Wales, the tendency of rates is in the same . downward direction,, although, the trend is not so great. Comparing Cardiff fixtures, noted hereunder with those mentioned last, week, we find that Bagnoli,..Genoa,, Honfleur, Marseilles, Port Said, Rochefort, Rio de Janeiro, and Torre Annunziata are all cheaper; Lisbon, St. Nazaire, and Chantenay easier; . Bizerta, . Gibraltar,, Las Palmas, Nantes,- Teneriffe, and-: Rouen unaltered; .Havre, Porto Ferrajo-, Algiers,-and Bordeaux stronger; and only Bar- celona and Rosario positively advanced. Homewards, North Pacific ports are fully firm, with 75s. quoted for an early nitrate boat to the United Kingdom, and with other tonnage scarce at from 70s. to 72s. 6d. . Rice ports, are quiet; and inclined to ease. East Indies are dull, witff. few enquiries, and Kurrachee is quoted at 60s. for May, with Bombay at 55s., d.w., and. Calcutta at 80s. for jute.. The Mediterranean is firm at 30s. paid from .Alex- andria to London or Hull. Ore has made 19s. from La Goulette to Middlesbrough. The American grain freight market is dull, and is likely to' be further depressed by the news that the British Government has decided to become a grain buyer, and to bring the foodstuffs to this country in Government chartered steamers. There is rather more enquiry for cotton carriers, and rates are well maintained. Timber apace, too, is. very dear. The River Plate' is dull, and rates are inclined to fall, from 62s. 6d. to 65s. being quoted for March-April, and 60s. for April-May, froiri up- river to United Kingdom; . - ■ Tyne to Algiers, 2,700, 31s. 6d.; Aalborg, 1,400, 18s., two voyages, June-Aug. ; Bari, 3,000, 45s.; Boulogne, 1,5.00, 22s. 6d.; Bordeaux, 3,000, 26s.; 2,800,. 27s. 6d.; Bayonne, 3,000, 30s.; Caen, 800, 24s. 6d.; 1,250, 22s.; Catania, 3,0QQ, 38s. 6d.; Civita Vecchia, 2,200/ 25s. 6d.; Fecamp, 700, 24s. 3d; ; Ghent, 3,000, 27s. 6d.; Gibraltar, 2,800, '27s.; 4,500, 26s.; Honfleur, 900, 22s. 3d.; Havre, 750, 37s'. 6d., coke; Lisbon, 1,400, 25s.; London, 2,000, Ils.; 2,500, 10s. 6d.; 1,150, 10s.; La Rochelle, 2,300, 27s.. 6d.;1 Las Palmas, 3,500, 26s.; 1,800, 26s.; 2,700, 25s. 6dl; Marseilles, 6.200, 37s. ; 5,000, 37s.; 2,800, 35s.; Oran, 1,700, 32s.; 2,600, 30s.; Port Said, 6,000, 35s.; 6,000, 30s.; reported; Rouen, 800, 24s. 6d.; 2,800, 21s. 6d.; 1,800 , 22s.'; 3,000, 22s.;. 1,300, 21s. 6d.; 1,600, 20s.; 2,200, 19s.;.1,350, 19s.; St. Vincent, 1,600, 27s.; St. Nazaire, 2,300, 24s.; Taranto, 1,800,40s. ; Cardiff to Algiers, 3,500, 30 fr.; 3,300, 31 fr.; Bizerta' 5,000, 30 fr., 500; Barcelona, 3,100, 27s. 6d.; Bagnoli, 5,000, ,33s., 300; Bordeaux, 2,500, 22 fr.; 4,500, 21 fr., March 24; 2,400, 21 fr.; Chantenay, 2,150, 20fr.; 2,100, 19f fr.; 1,600, 19| fr.; Carthagena, 1,200, 28s.; Copen- hagen, 1,650, 25s. ; Caen, 950, 15s. 3d.; 1,950, 14s. 9d.; Campana, 4,500, 30s. 9d.; Dakar, 2,600, 17s., 500, Mar’. 25; Gandia, 1,200, 28s.; Gibraltar, 1,800, 21s.; Genoa, 3,900, 25s.; Havre, 1,400, 15s.; 700, 15s.; Havre Canal, 1,500, 15s. 6d., two voyages; Honfleur, 1,950, 14s.' 9d.; La Rochelle, 2,300, 19J fr.; Las Palmas, 2,500, 21s., April; 4,300, 30- fr.; Lisbon, 1,900, 19s., '350; Malta, 2,300', 28s.; 4.200, 28s.; Marseilles, 4,000, 35 fr.; 3,900, 30 fr., next week; Nantes, 2,150, 20 fr.; 1,600, 19f fr.; Plymouth, 470, 11s. 3d.; Porto Ferrajo, 5,000, 32s. 6d., 800, March 26; 5,000, 32s.; Port Said, 6,700, 30s.; 5,000, 30s.-, early April; Rochefort, 2,300, 19| fr.; 2,150, 19|fr., 500; Rouen, 3,300, 16s.; 1,900, 16s. 3d.; 1,100, 16s. 6d.; 1,100, 16s. 9d.; 580, 16s. 3d.; 2,300, 16s.; 1,700, 16s.; Rio de Janeiro, 3,800, 31s., 500, early April; Rosario, 5,200, 32s. 6d., March; 4,500/31s. 3d.*; St. Nazaire, 2,100, 19J fr.; 1,800, 19£fH; Terieriffe, 2,500, 21s., April; 4,300, 30 fr.; Torre Annun- ziata, 3^900, 27s. 6d.; Villa Constitucion, 4,500, 30s. _9d. Swansea to Rouen, 1,200, 16s. 6d.; 1,800,- 16s. 6d.; 2,000, 16s.; 1,300, 16s.; 1,200, 16s. 9d.; Nantes, 1,250, 20 fr.; St. Malo, 950, 12s. 6d.; La Pallice, 1,800, 19| fr. •; Chantenay, 2,700, 19f fr.; Venice, 3,000, 35s. coal, 35s. 9d. fuel; 4,200, 42s. 6d. coal, 43s. 3d. fuel; Havre, 1,250, 15s.; Trouville, 750, 15s. 6d.; St. Servan, 700, 12s. 6d.; 1,400, 12s. 6d.; Brest, 1,950, 12s. 3d.; Rochefort, 2,200, 20 fr.; Catania, 3,000, 32s. 9d. coal, 33s. 6d. fuel; Dieppe, 950, 15s. 6d.; Caen, 800, 15s. 3d.; Fecamp, 900, 15s. 6d.; Trapani, 3,500, 27s. 6d. coal, 28s. 3d. fuel; Licata, 3,500, 27s. 6d. coal, 28s. 3d. fuel; Palermo, 3,500, 27s. 6d. coal, 28s. 3d. fuel, March 25; Valencia, 27s. 6d. coal, 30s. part cargo pitch; Ancona, 3,000, 35s. coal, 35s. 9d. fuel. Newport to Seville, 1,100, 21s., 250, March 22; Marseilles. 3,000, 26Jfr., March; Rouen, 1,900, 16s. 3d.; 3,000, 15s. 6d.; Havre Canal, 1,100; 15s.; Vigo, 2,000, -19s., March 22; Bordeaux, 2,500, 22 fr.; Rochefort, 2,100, 19^ fr., 500, March 22, Brindisi, 3,500, max., 32s’. 6d.; Bahia Blanca, 6,000, 31s. 6d. Port Talbot to Rouen, 1,850, 16s. 6d/; 2,300, 16s. March ; St. Nazaire, 1,800, 19 fr.; Bordeaux, 3,000, 21J fr.; 2,200, 22fr.,; Huelva, 3,Q00, 21 fr., March 25; St. Malo, 900, 12s, 6d. " ■ ... - Blyth to Havre, 1,700, 22s. 3d. Glasgow to Buenos Ayres, 35s., March, reported;-River Plate, 35s., March, reported. ’ - ! Hull to Rouen, 1,600; 22s. 9d.; 2,500, 20s.; Havre, 1,000, 21s.; Monte Video, 5,000,. 31s.-fid., March; Genoa, 5,000, 36s. ;• Dieppe, 800, 22s.; Brindisi, 3,-700, 38s. - Llanelly to Havre, 1,000, 15s.'; St. Malo; 720, 12s. 6d.; Caen, -750, 15s. 3d. - : ' ’.m-, < Hartlepool to Calais, 3;500, 21s?; .Alexandria, 3,000, 35s. Wales