1186

THE COLLIERY GUARDIAN.

June 4, 1915.

OBITUARY.

Mr. A. Clarke Jones, one of the directors of Messrs.
Partridge, Jones and Company, the well-known Monmouth-
shire coal owners, died suddenly on the 27 th ult.,
at his residence, Winterbourne, from angina pectoris. Pre-
viously Mr. Clarke Jones was in residence at Newport, where
(in addition to his association with the colliery firm) he was
chairman of directors of the Uskside Engineering Company.
The deceased gentleman was completing his 74th year. One
of his sons is at the front, and another son is in Australia,
and he leaves also three daughters. At one time he served
as a member of the Newport. Town Council, and also on the
School Board.

The death took place on Sunday at his residence, Black-
burn-road, Bolton, of Mr. Paul Greenwood, aged 77 years,
the oldest coal merchant in the town.

Capt. W. B. Creswick, in command of C Company of the
4th Battalion, King’s Own Yorkshire Light Infantry
(Territorials), who in civil life prior to the outbreak of war
was manager of the New Sharlston Colliery Limited, is
officially reported to have been killed in action in France.

. The death occurred last week, after a brief illness, of
Mr. John Win. France, of the firm of John France and Sons,
coal merchants, of Dewsbury. Mr. France, who was 45
years of age, was well known in local musical circles.

In mining circles throughout Lanarkshire keen regret is
felt at the death -in action in France, announced last week,
of Lance-Corpl. James Boyes, of the Royal Scots. Lance-
Corpl. Boyes was the son of Mr. Thomas Boyes, one of the
principals in the firm of Messrs. Anderson, Boyes and Com-
pany, electricians, Flemington Works, Motherwell. In
civilian life Lance-Corpl. Boyes, who was a young man of
considerable promise, was studying for the legal profession.

News has been received of the death from wounds in
action in the Dardanelles of Capt. Henry M. Rogers, 5th
(Territorial) Battalion the Manchester Regiment, the son of
the late Mr. William Rogers, a former Mayor of Wigan.
He was educated at Radley College, and was gazetted in
1905. The gallant officer, who was 36 years'of age, was a
member of the firm of Messrs. Kellett, Walker and Rogers,
mining experts. He leaves a widow and three young
children.

Second-Lieut. Harry Gustav Byng, 2nd Border Regiment,
who. was killed in action in France on May 16, was 25
years of age, and joined the Artists’ Rifles at the outbreak
of the war. He was educated at Harrow and Harvard,
U.S.A., and had joined the engineering staff of the General
Electric Company Limited some little time before the
outbreak of war.

Lieut. Brian Crossley, of The Wray, Altrincham, killed in
action in France on May 18, aged 29, obtained a commission
in the 3rd Battalion Highland Light Infantry in September
last,: and at the end of January went to France to join the
2nd Battalion, and was gazetted lieutenant from February 8.
He wras educated at Eton and Cambridge, and entered the
firm of Messrs. Crossley Brothers Limited, Manchester, of
which he was a director.

Capt. Robert William Pearson, 5th Durham Light
Infantry (T.F.), killed on May 15 in Flanders, was analy-
tical chemist at the Darlington Forge Company Limited.

Capt. W. Hutton Williams, who was killed near Festubert
when leading his company in an attack on a German trench,
was born in 1875, was a student of the Royal School of Mines
and Royal College of Science, and a member of the Insti-
tution of Mining and Metallurgy, the Institution of Mining
Engineers, the South Wales Institute of Mining Engi-
neers, and the.Mining and Geological Institution of India,
of the council of which he was formerly a member. He
had been engaged in mining operations in Korea, South
Manchuria, and India, and while in India he held a com-
mission in the Chota Nagpur Light Horse. At the outbreak
of the war he joined the Special Reserve of Officers, was
appointed to the 3rd East Surrey Regiment at Dover, and
went to the front on December 3, 1914, being attached to
the 2nd Bedfordshire Regiment.

The death occurred at Shelsley, Kew Gardens, on Monday,
of . Sir Arthur Herbert Church, Professor of Chemistry at
the Royal Academy. He was born on June 2, 1834, and
educated at King’s College and the Royal College of
Chemistry, and at Lincoln College, Oxford, where he took
a First-Class at the Natural Science School. In 1879 he
was appointed Professor of Chemistry in the Royal Academy
of Arts, and the following year became lecturer on organic
chemistry at Coopers Hill College. For the six years pre-
ceding his appointment to the Royal Academy professorship
he held a similar position in the Cirencester Royal Agricul-
tural College. He was elected fellow of the Chemical Society
in 1856, and of the Royal Society in 1888, and was created
K.C.V.O. in 1909. For three years he was president of
the Mineralogical Society.

THE FREIGHT MARKET.

There has been a considerable improvement in business in
the outward freight market, especially .at South Wales.
Rates have advanced considerably during the week, but, at
the time of writing, there is an easier tendency. The
figures under review, however, are nearly all in shipowners’
favour. On the north-east coast, coasting rates are unaltered,
but the increases in other directions are as follow :—North
France, Is. to 2s. 6d. to Havre, and 2s. 6d. to Rouen; Bay,
from 3s. fid. to 5s. to Bordeaux; Mediterranean, 5s. to
6s. 3d. to Genoa; and Canary Islands, 2s. 6d. to Las
Palmas. At Cardiff, rates have advanced in somewhat
similar ratio, the only direction in which any weakness is
shown being the River Plate. - The following illustrates the
advances paid during the week:—Granville, Is.; . Havre,
Is. 3d. to Is. 6d.; Rouen, 2s. 9d. to 3s.; Bordeaux or St.
Nazaire, 4J fr.; Genoa, 5s. to 6s.; and Marseilles, 6J fr. to
9J fr. Outward rates from other ports follow these figures
fairly closely. The embarrassment which is being caused to
those who desire to ship fuel to neutral countries is affecting
the freight market comparatively little, for there are
increased quantities going forward to allied ports, especially
to those of our latest co-agitor, Italy.

The homeward market has been rather quiet during the
week, especially so far as grain ports are. concerned, there,
being only -a moderate demand on this side for supplies,
with a consequent falling off in the: enquiry for cargo space.
At Bombay, however, the circumstances are somewhat
exceptional. The Government has taken up a large quantity
of tonnage for wheat from Bombay and Kurrachee, at about
50s.; net terms for the latter port, and other shippers are
finding tonnage scarce for June loading, and are prepared

to pay higher rates of freight. The present Bombay quota-
tion, is about 67s. 6d. on d.w. Business at the rice ports is
almost at an absolute standstill, consequent on the prohi-
bition of exports to neutral countries. North Pacific ports
are firm, at from 85s. to 87s. 6d., with Vladivostock at about
90s. for beans. Java is quiet, at from 80s. to 82s. 6d. for
sugar. There is a little more doing from Mediterranean
ports, and 15s. has been paid from Carthagena to Middles-
brough. The American demand for grain tonnage is fairly
steady, Montreal paying 9s. 9d. for June loading for the
French Atlantic, the Northern Range 9s., and the Gulf
9s. 6d. Coal freights are firm for West Italy and other
Mediterranean ports, but business is slow. There is very
little -doing at the Plate, and rates have slumped severely
on the week, hardly 60s. being possible for the United
Kingdom. The “ bearing ” tendency continues. The
nitrate ports are firm, at about 85s. to United Kingdom or
France.

Tyne to Algiers, 2,200, 22s.; 3,500, 21s. 6d.; Brest, 2,000,
18s. 6d.; Bordeaux, 3,200, 21s. 6d.; 2,600, 21s. 6d.; 1,500,
21s. 6d.; 900, 20s.; Caen, 350, 15s.; 900, 16s. 9d.; 800,
16s. 3d.; Cherbourg, 1,750, 18s. 3d.; Calais, 1,500, 18s. ;
Civita Vecchia, 2,600, 33s.; Dunkirk, 2,400, 18s. 6d.; 1,800,
18s.; Gravelines, 300, 24s., coke; Gibraltar, 4,000, 21s.;
Genoa, 3,300, 32s. 6d.; 3,500, 33s. 9d.; 5,000, 32s. 6d.;
Havre, 2,000, 17s. 6d.; 3,400, 15s.; 1,500, 18s.; London,
1,400, 7s. 6d.; 1,750, 7s.; 2,700, 7s.; 1,200, 7s. 3d.; Las
Palmas,- 8,000, 24s.; La Rochelle, 1,850, 23s.; Marseilles,
3,000, 32s.; Oporto, 1,600, 24s. 6d.; Piraeus, 6,000, 34s.,
reported; Rouen, 1,700, 18s. 9d.; 2,800, 18s.; 850, 17s. 6d.;
1,400, 19s. ; 2,500, 19s. ; 3,000, 18s. 6d. ; 1,700, 18s. 6d. ; 900,
17s.; 2,400, 18s. 6d.; Rochefort, 2,900, 20s., reported.

Cardiff to Alexandria, 4,800, 25s. 6d.; Algiers, 3,500,
27 fr., June 7; Aden, 5,000, 26s., June; Bordeaux, 1,700,
20 fr.; 900, 2O.fr.; 3,300, 21 fr.; 2,800, 20 fr., June 8; 2,200,
20fr.; Barcelona, 3,300, 28s.; Bagnoli, 4,200, 24s.; Cher-
bourg, 1,500, 12s., June 4; Cadiz, sail, 200, 14s.; 1,800,
18s. 6d. ; Calais, 1,250, 19s.; Cape Verds, 1,300, 20s.;
Dakar, 1,400, 18s. 6d.; Genoa, 4,700, 31s.; 7,000, 31s.;
3,000, 31s.; 3,500, 30s., June 4; 4,300, 30s.; Granville, 450,
10s. 6d.; Havre, 1,050, Ils. 3d., June 8; 950, Ils. 6d.;
Havre Canal, 1,600, 13s.; Leghorn, 4,500, 31s. 9d., 500;
7,000, 30s. 6d., June 9; 4,300, 30s.; 2,800, 31s., June 7;
Lisbon, 1,050, 17s., 300; Marseilles, 30 fr.; 4,600, 30J fr.;
2,900, 31i fr.; 6,100, 28J fr.; 3,100, 28J fr.; Morlaix, 5,600,
12s.; 400, 12s. coal, 12s. 6d. fuel, voyages; Malta, 2,800,
22s. 6d., June 9; Naples, 4,500, 31s. 9d., 500; 31s., June;
Oporto, 1,100, 17s., June; Porto Ferrajo, 4,200, 24s.; Rio
de Janeiro, 4,700, 26s., option part cargo at Rio Grande do
Sul, 37s.; Rochefort, 1,600, 18 fr.; Rio Grande do Sul, 35s.,
fuel, lighterage, and free discharge; River Plate, 5,400,
25s. 9d.; 2,700, 26s.; 25s. 6d.; Rosario, 4,000, 26s.; Rouen,
1,050, 15s..; 1,700, 15s.; 1,400, 15s. 9d.; Savona, 4,700, 31s.;
3,500, 30s., June 4; 4,300, 30s.; Spezzia, 4,700, 31s.; 4,300,
30s.; St. Brieux, 400, 12s. coal, 12s. 6d. fuel, voyages; St.
Nazaire, 1,400, 18J fr.; 3,700, 18J fr.; 1,900, 18 fr.;
Teneriffe, 4,200, 19s. 6d.; Trouville, 300, 12s.

Swansea to Boulogne, 1,000, 13s. 6d.; Marseilles, 3,000,
25 fr.; 3,000, 30 fr.; 5,000, 30 fr.; Caen, 850, 12s.; Rouen,
850, 14s. 6d.; 650, 16s.; 1,550, 15s. 6d.; 650, 15s.; 1,300,
15s.; 1,800, 15s.; 850, 15s. 4|d.; 1,950, 15s. 9d.; 750,
15s. 7Jd.; 600, 16s. 6d., fuel; 1,300, 16s.; Genoa, 2,900,
30s. 6d.; Savona, 2,900, 30s. 6d.; Spezzia, 2,900, 30s. 6d.;
Leghorn, 2,900, 30s. 6d.; Algiers, 2,400, 28 fr. coal, 29 fr.
fuel; Naples, 1,950, 33s. 3d. coal, 34s. fuel; Tonnay
Charente, 750, 17 fr., fuel; 1,700, 15 fr.; Sables, 1,500,
16J fr.; Nantes, 1,000, 171 fr.; Lisbon, 1,000, 17s., 300;
Valencia, 1,300, 25s.; 1,100, 24s.; St. Valery, sail, 18 fr.;
Bordeaux, 1,200, 21 fr.; 2,900, 22fr., June 5; Brest, 1,300,
10s. 6d.; Dieppe, 620, 13s.

Newport to Naples, 7,000, 30s., 1,000; Bordeaux, 1,750,

20	fr.; Corcubion, 2,000, 16s. 6d.; Rouen, 1,700, 14s.; 1,750,
15s.; Malta, 4,000, 22s. 6d.; Naples, 4,000, 30s., 800; Torre
Annunziata, 4,000, 30s., 800; River Plate, 25s. 9d., June 4;
Genoa, 3,200, 30s.; 4,500, 30s.; Savona, 3,200, 30s.; 4,500,
30s.; Spezzia, 4,500, 30s.; Leghorn, 4,500, 30s.; Cadiz,
1,800, 18s. 6d.; Marseilles, 4,000, 28 fr., June 10; 3,900,
28Jfr., June 12.

Wear to Rochefort, 3,300, 20s.; 1,500, 21s.; Marseilles,
3,600, 30s. 6d.; Genoa, 3,500, 33s.; Savona, 3,500, 33s.;
Bordeaux, 4,800, 21s.

Fowey to New York, 5,500, 12s. 6d., china clay; Phila-
delphia, 5,500, 12s. 6d., china clay.

Hull to Rouen, 2,800, 17s. 6d.; 2,800,18s.; 1,800, 18s. fid.;
1,750, 17s. 6d.; London, 1,250, 7s. 3d.; Dieppe, 1,200, 15s.;
Brixham, 800, 9s., free delivery.

Goole to Honfleur, 1,150, 13s. 9d. ; Dieppe, 800, 14s. 6d.;
Boulogne, 800, 14s. 6d.; Calais, 800, 14s. 6d.; Rouen, 1,000,
18s.

Briton Ferry to Cadiz, 240, 12s.

Port Talbot to Rouen, 2,200, 14s. 3d.; 1,800, 15s.; 1,400,
15s. 6d. ; Genoa, 3,300, 30s. ; Savona, 3,300, 30s. ; Bayonne,
1,350, 20 fr.; 1,800, 20J fr.; Bordeaux, 2,000, 20 fr.; 3,300,

21	fr.

Plymouth to New York, 5,500, 12s. 6d., china clay; Phila-
delphia, 5,500, 12s. 6d., china clay.

Llanelly to Dieppe, 500, 12s.

Newport River to Algiers, 3,900, 28 fr., fuel.

Grimsby to London, 550, 7s. 6d.

Hartlepool to Alexandria, 4,900, 32s. 6d.

Notice is given that an Order was made on May 19, 1915,
restoring the letters patent granted to Alfred Ernst for an
invention entitled “ Improvements in process of cleaning
gases,” numbered 6167 of 1909, and bearing the date
April 15, 1908.

A contract involving more than 3,000,000 dols. was
closed May 8 in Pittsburgh, when the Youngstown Sheet
and Tube Company awarded the contract for - building
204 by-product coke ovens to the H. Koppers Company, of
Pittsburg.' A. number of by-product coke plants are under
construction in the Pittsburg district, but none as large as
this. The ovens when complete will each have a capacity of
12| tons of coke a day, giving the plant a daily capacity of
2,240 tons. Each oven will coke coal in from 15 to
18 hours, and in addition will produce ammonia, coal tar,
and gas in large quantities. Plans are also ready for
adding to the plant facilities for producing benzol. The
coke plant will supply all of the coke for the Youngstown
Sheet and Tube Company’s four blastfurnaces now
operating, each furnace being a 500-ton stack.

ABSTRACTS OF PATENT SPECIFICATIONS
RECENTLY ACCEPTED.

8842 (1914). Improvements in or relating to Electric
Gables. W. F. Price, of Hutton, Freta-road, Bexley
Heath, Kent, and Callender’s Cable and Construction Com-
pany Limited, of Hamilton House, Victoria Embankment,
London, E.C.—Has reference to flexible electric cables of
the kind used for the distribution of electric energy for
lighting, motive power and other purposes, wherein oil or
other liquid or liquefiable insulating material is used in
conjunction with paper, fibre or other solid insulating
material for insulating the conductor or conductors. This
invention has for its object to prevent excessive internal
hydraulic pressures being set up in a long flexible cable,
thereby overcoming the same disadvantages as are avoided
in rigid electrical conduits containing liquid for the insula-
tion of bare wire conductors, and divided into sections of
the length to limit hydrostatic pressure. For -the purpose
of the invention, sections of flexible cable that are laid
at considerable distances in level are connected together
by interposed pressure limiting boxes, constructed to com-
pletely separate the insulating material and lead or
other flexible metal sheathing of adjoining sections
and the interiors of such sections from each other, whilst
allowing of the conductors of the adjacent sections being
connected together to maintain the continuity of the con-
ductor or conductors. In this way the hydraulic pressure set
up in the different portions of cable that -are inclined to the
horizontal, or are vertical, can be limited to a safe value.
Pressure limiting boxes, as and for the purpose set forth,
can be constructed in various ways. Conveniently, each of
such boxes may comprise two end portions of truncated,
conical or equivalent shape, adapted to be secured in a
fluid-tight manner to the lead or other sheathing on the
adjacent -sections of cable and an intermediate plate or
division, to which the larger ends of the two end portions
of the box can be secured, as by bolts and nuts, the inter-





I

II

mediate plate or division carrying one or more short
lengths of insulated conductors that extends or extend in
a fluid tight manner through the intermediate plate or
division, -and to the ends of which the ends of the conductors
in the adjacent sections of cable can be readily connected
to maintain the continuity of the conductor or each con-
ductor through the box. The short length of conductor, or
each such length of conductor, may advantageously be fixed
in a fluid tight manner in, and extend through, sleeve-like
extensions at opposite sides of the intermediate plate or
division, which may be of metal bushed with suitable
insulating material, or of insulating material of sufficient
thickness to afford the requisite strength. Each end por-
tion of the box is provided with a branch to admit of air
being withdrawn therefrom, and from the adjacent end of
the section of cable, and replaced by oil or other liquid or
liquefiable insulating material. Also, one or each end por-
tion of the box is, or may be, provided with an air chamber.
Such a box can be applied by passing the smaller ends of
the two end portions thereof back over the sheathing of the
end portions of the sections of cable to be connected, then
connecting the bared ends of the lengths of conductor in the
sections of cable to the short length or lengths of conductor
carried by the intermediate plate or division, then moving
the two end portions of the box back, and securing their
larger ends to the intermediate plate or division, and finally
securing their smaller ends to the sheathing of the adjacent
sections of cable in a fluid tight manner, as, for example,
by plumb joints in the case of lead-sheathed cables, after
which the air in the two completely separated portions of
the box and the ends of the adjacent sections of cable can
be removed by exhausting means, and be replaced by oil or
other insulating material under pressure, the air chambers,
if provided, being charged with air. By the means
described the interior of each section of cable is completely
separated from those of adjacent sections. In the accom-
panying drawings, fig. 1 is a longitudinal section of one
arrangement according to the invention, fig. 2 being a
'transverse section on the line x,x of fig. 1. (Five
claims.)

10054-(1914). Improvements in and relating to Signalling
and more porticularly to Mine Signalling. A. Paxton, of
Tynycoed-place, Cardiff, and J. W. Eastwood, of 175,
Richmond-road, Cardiff.—Relates to an improved arrange-
ment more particularly for mine signalling of the kind in
which the necessary current for operating the bell or other
device is obtained from a magneto or series of magnetos
distributed over a track. The main object of the invention
is to provide an improved arrangement of the kind above
referred to, in which the signalling can be effected from
any point along the track within the mine. The invention
mainly consists in operating the magneto or series of
magnetos which are arranged along the track at suitable
distances apart from one another by means of wires, ropes
or the like running along the track, and connected with the
magnetos in such a manner that the latter can be operated
or be brought into operation from any point simply by
pulling, the wire, . rope or the like. Fig. 1 illustrates
diagrammatically. a method of signalling according to the
invention, whilst figs. 2 and 3 show some arrangements by