488

THE COLLIERY GUARDIAN.

September 3, 1915.

Minster-in-Sheppey, September 6. — Pumps. — Three-
throw deep well pumps, for the Sheppey Guardians. Tenders
to H. T. Copland, clerk, Sheerness.

Northwich, September 8.—Pipes.—About 120 tons of
cast iron pipes, for the Urban District Council. Specifica-
tions from the engineer, C. E. Newton, 19, Carter-street,
Manchester, on deposit of one guinea.

Shanghai (China), September 29.—Transformers, etc.—
Extra high tension switchgear suitable for 22,000 volts
working pressure; extra high tension static transformers,
22,000 to 6,600 volts of the following sizes, 4,200 k.v.a. and
1,250 k.v.a., three phase. Specifications from Messrs.
Preece, Cardew, Snell and Eider, 8, Queen Anne’s Gate,
S.W., on deposit of «£1.

OBITUARY.

Coun. T. F. Brass, acting agent for the Charlaw and
Sacriston Collieries Company Limited, who four months ago
was informed of the death, in action in France, of his son,
Lieut. Jas. Brass, of the 8th Durham Light Infantry, has
now suffered further bereavement consequent upon the death
of his wife. Mrs. Brass, it is stated, never overcame the
effects of the shock caused by the news of her son’s death.
She leaves five sons and a daughter. Three of her sons hold
commissions in the Army, and a fourth is a despatch rider.
Mrs. Brass was sister to Aid. Simon Tate, the well-known
Durham colliery agent.

The death has taken place of Mr. John Bell, formerly
assistant manager of Murton Colliery. The deceased, who
was 77 years of age, was born at Carville, and commenced
work at High Pittington at the age of nine. He worked as a
trapper for lOd. a day from 4 a.m. until 5 p.m. Mr. Bell
was the first horse driver at the Old Durham Pit. Afterwards
he went to America. On returning he worked at Littleburn,
and subsequently removed to Murton, where he rose to be
assistant manager.

The death has occurred at Swansea Valley of Mr. William
Bowen, colliery proprietor, of the firm of Messrs. Bowen and
Bevan. Deceased was 76 years of age.

Lieut. Wolf red Beeve Cloutman, B.E., who was killed in
France on August 21, was educated at Berkhamsted, Muster-
schule, Frankfurt-a-M., and Leys School, Cambridge, whence
he proceeded to London University to train as mining engi-
neer. He was Murchison medallist and prizeman in 1910,
and De la Beche medallist and Imperial College of Science
Governor’s prizeman for mining in 1912. He graduated
B.Sc., mining honours (first class), 1912, and received a post
graduate scholarship as first student in first-class honours for
the four years’ course to the Great Boulder Perseverance Gold
Mines, Western Australia. In 1913 he received an appoint-
ment on the Pahang Consolidated Tin Mines, Federated
Malay States. He was Warington Smyth medallist and
prizeman in 1914, and also Hooper prizeman.

The death took place on Tuesday, at Walkden-road,
Walkden, of James Farrington, 67 years of age, who was
known as commodore of Lord Ellesmere’s underground fleet,
Pennington, having charge of his lordship’s underground
colliery canals.

Second-Lieut. James D. Lavelle, Highland Light Infantry,
12th Battalion, who has been killed, was a civil and mining
engineer.

Much regret will be felt in iron trade circles at the death,
which has occurred suddenly, of Mr. Douglas Upton, of
Norton-on-Tees. The deceased gentleman, who was the
senior partner of the firm of Upton and Gourlay, -iron and
steel merchants, of Middlesbrough, was a familiar figure on
’Change. For nine years he was manager of the Malleable
Works at Stockton and West Hartlepool of the South Durham
Steel and Iron Company, and for a similar period he was
manager of Messrs. Palmer’s blastfurnaces and steel works,
Jarrow. He commenced business as an iron merchant in
Middlesbrough five years ago.

Mr. Joseph Boston, of Ashley House, Handsworth Wood,
late of Hamstead Hall, died suddenly on Saturday last, the
28th ult., from heart failure. He was well known in
business circles, being chairman of the firm of T. Boston
and Son Limited, with whom he had been intimately
connected for nearly 60 years. He had for many years been
Justice of the Peace for the county of Worcester, and chair-
man of the Yardley Petty Sessional Division. He was also
a prominent Freemason.

We regret to learn that Capt. J. A. Liddell, of the Argyll
and Sutherland Highlanders and the Boyal Flying Corps,
and a member of a family intimately connected with the
Mickley and Cowpen coal companies, who, as reported in
our last issue, was awarded the V.C. recently, has
died as the result of an operation. The injury, which
necessitated the amputation of a leg, was sustained
during the episode for which Capt. Liddell received
the coveted bronze cross. Whilst on a flying recon-
naissance over Ostend, Bruges, and Ghent, on July 31,
he was shot at and hit, his right thigh bone being
smashed. Bendered momentarily unconscious, he, by
a great effort, recovered partial control of his machine, and
notwithstanding his collapsed condition, succeeded, although
continually fired at, in completing his course and coming
safely to ground within our lines, an exceptionally
meritorious feat in view of the fact that the control wheel
and throttle control of his machine were broken, as was also
one of the under-carriage struts. Capt. Liddell was the
eldest son of Mr. John Liddell, of Sherfield Manor, near
Basingstoke. He was 27 years of age, and unmarried.

Capt. Walcot Harmood-Banner, third son of Sir J.
Harmood-Banner, M.P., was killed in action in France on
August 30. He was 32 years of age. Capt. Harmood-
Banner joined the 1st South Wales Borderers in August last
year, and was promoted captain in May. He had been at
the front since November, being continually in action.

The second son of the Bight Hon. W. Abraham
(“Mabon”), M.P., P.C., died at Brynybedw, Pentre, the
residence of his father, on Thursday. The deceased gentle-
man, Mr. Wm. Abraham, was 49 years of age, and had been
in delicate health for the last three years. He had been the
constant companion of the veteran miners’ leader, to whom
his death is a severe blow. The funeral, which took place
on Monday, demonstrated the widespread sympathy which
is felt with Mr. Abraham and family, amongst those present
being Lord Pontypridd, Mr. Abraham Thomas, J.P., Mr.
W. Williams, J.P. (chairman of the Bhondda Urban Dis-
trict Council), Canon Lewis, Dr. W. E. Thomas, J.P., etc.,
and the interment was at Treorky Cemetery.

THE FREIGHT MARKET.

The dominating factor in outward freights during the
week under review has been the increasingly acute scarcity
of tonnage. The resultant leap in freights has had a very
damaging effect on the coal trade, and business is still practi-
cally held up for want of steamers. The shortage of cargo
space has, perhaps, been most felt at the north-east coast
ports, where, despite the heavy demand for coals in the
markets, business has been reduced to hand-to-mouth trans-
actions as a result of the slow arrival of vessels. Ship owners
have taken advantage of the strong enquiry for tonnage to
extract still higher rates than those recently ruling. Coast-
ing, last week done at up to 7s. 6d. Tyne to London, has
advanced smartly to 8s. 9d., and would, in all probability,
have risen still more had it not been for the advent of several
C.T. steamers, which were fixed at 7s. North France has
Dunkirk and Havre fixed at advances of from Is. 6d. to 3s.,
and Bouen is fully 6d. dearer on the week. Prices for the
Bay have followed rates prevailing in the nearer trade, and
Bordeaux is 2s. dearer on the week. Mediterranean-wards,
Genoa is unchanged at 30s., and prices for other Italian ports
are drawing up to that level. For the South Mediterranean,
however, Oran has been done at from 3s. 6d. to 4s. 6d. more
than a week ago, and Algiers is about Is. 6d. advanced.
North-country shippers are not taking at all kindly to what
they regard as the apathy of the authorities in allowing rates
of freight to rise to their present levels. It is felt that here,
rather than in the coal trade, some regulation of prices
should be instituted. In view of the unsatisfactory condi-
tion of the South Wales coal industry, business at the Bristol
Channel has been rather scrappy, and charterers are holding
off wherever possible. Bates in all directions, except the
Biver Plate, are, however, considerably advanced. North
France, where congestion of steamers is more than ever in
evidence, is 4s. 6d. dearer to Bouen, whilst Havre is from
Is. 6d. to 2s. 6d. increased, and Caen and Honfleur about
Is. 6d. more. Bay wards, prices are again moving upwards,
and Bordeaux is 4| fr. advanced, with St. Nazaire increased
by from 4| fr. to 5 fr. The Mediterranean is steady to Mar-
seilles, but Italian west coast ports are about 3s. up, while
Port Said is from 3s. 6d. to 5s. advanced. The Canary
Islands are unaltered, and the Biver Plate is rather easier.

Homewards, the East Indian >and Biver Plate trades are
practically out of the market on account of the weakness of
grain prices at home, and quotations are on the weak side
of late rates. The Indian market is quiet and rather easier.
Bombay is worth from 50s. to 52s. 6d. on d.w. for United
Kingdom or Mediterranean, and Kurrachee pays 41s. 6d.,
less commission, for United Kingdom. There is a fair
enquiry at Calcutta on the basis of 67s. 6d. to United
Kingdom. North Pacific is dull at 92s. 6d., whilst nitrate
ports are worth about 77s. 6d. United Kingdom and 82s. 6d.
Mediterranean. At America, the demurrage question is
standing in the way of business, but the enquiry is good,
though tonnage supplies are short. Montreal pays Ils. to
West Italy for prompt loading, and the northern ports are
worth from 10s. 4Jd. to 10s. 6d. for West Italy for September
and Ils. for October for heavy grain. Coal tonnage is in
demand, and rates remain firm on the basis of 42s. to
42s. 6d. for West Italy, and 34s. for the Biver Plate. The
demand for cotton steamers is developing.

Tyne to Algiers, 5,200, 24s.; 5,000, 25s., reported;
Boulogne, 400, 21s. 6d., coke, six voyages; Bordeaux, 1,600,
22s. 6d., from Dunston; 2,000, 22s.; Calais, 1,700, 17s.;

1.800,	18s.; 400, 21s. 6d., coke, six voyages; 600, 23s. coke;
Cherbourg, 1,100, 18s.; Caen, 800, 18s.; 1,300, 17s.; 1,300,
16s. 6d.; Dunkirk, 1,800, 18s.; 400, 21s. 6d., coke, six
voyages; 400, 17s.; Fecamp, 1,600, 17s. 6d.; Genoa, 5,000,
29s.; 5,700, 30s.; 5,000, 30s.; 4,000, 30s.; 7,000, 30s.;
Huelva, 1,800, 25s.; Havre, 1,450,18s.; 1,200, 16s.; London,
1,150, 7s. 3d.; 1,900, 7s.; 1,800, 7s., C.T.; 2,500, 7s., C.T.;
1,750, 8s. ; 3,200, 8s.; 1,700, 8s. 6d.; 1,700, 8s. 9d.; Leghorn,
3,000, 29s. ; 3,500, 30s.; Lisbon, 3,200, 21s.; Naples, 5,000,
28s.; Oran, 1,700, 25s.; 1,800, 26s.; Porto Ferrajo, 7,000,
28s.; Bouen, 1,100, 18s.; 2,100, 18s.; 1,600, 18s.; 4,100,
17s. 6d.; 600, 18s.; 1,600, 18s. 3d.; Savona, 5,000, 29s.;
5,500, 30s.; St. Nazaire, 3,500, 21s.

Cardiff to Algiers, 5,200, 30 fr.; Alexandria, 4,000, 30s.,
500; Buenos Ayres, 21s.; Bordeaux, 2,800, 26 fr.; 4,300,
26 fr.; 3,300, 25£ fr.; 2,000, 26J fr.; Cadiz, sail, 15s.;
Chantenay, 2,100, 23 fr.; Caen, 1,300, 15s.; 1,300, 15s. 6d.;
Fray Bentos, 3,000, 10 per cent., 30s., fuel, October; Genoa,
3,200, 27s. 6d.; 4,500, 27 s.; 4,800 , 28s.; 2,400, 27s. 6d.;
3,000, 30s., reported; Havre, 1,700, 16s.; Honfleur, 1,300,
15s. 6d.; Leghorn, 4,500, 27s.; 4,800, 28s.; Las Palmas,
3,000, 17s.; Marseilles, 4,500, 31J fr.; Nantes, 2,100, 23 fr.;
3,400, 23 fr.; 1,400, 25|fr., 350; Oran, 2,000, 30 fr.; Port
Said, 4,500, 28s. 6d.; 5,800, 30s. ; 4,000, 30s.; Biver Plate,

4.800,	21s.; Bouen, 1,450, 16s. 6d.; 1,150, 17s.; 1,700, 17s.;

1.600,	16s. 9d.; Savona, 3,200, 27s. 6d.; 4,800, 28s.; 2,400,
27s. 6d.; Spezzia, 4,800, 28s.; 2,400, 27s. 6d.; St. Nazaire,
5,900, 22| fr.; 1,800, 24 fr.; St. Malo, 4,000, 13s. 6d. ;
Teneriffe, 3,000, 17s.

Swansea to St. Malo, 550, 13s. 6d.; Trapani or Porto
Empedocle, 26s. 3d. one port, 27s. both ports; St. Brieux,
15s. coal, 15s. 6d. fuel; Bouen, 850, 16s. 9d.; 2,300, 17s.;
18s.; 1,700, 17s. 6d.; 1,000, 17s.; 1,600, 17s.; Naples, 3,300,
28s. 6d. coal, 29s. 3d. fuel; Havre, 700, 14s. 9d.; 1,400, 16s.;
.Havre Canal, 1,400, 16s.; Nantes, 1,900, 24 fr.; Tonnay
Charente, 750, 22 fr.; Honfleur, 1,400, 16s.; Dieppe, 830,
16s.; Piraeus, 4,200, 31s., 350, fuel, Aug.; St. Malo, 580,
13s. 9d.; Chantenay, 3,200, 23| fr.; Valencia, 1,600, 24s.;
La Pallice, 1,800, 24 fr. coal, 25 fr. fuel; Oran, 660, 16s. 3d.

Maryport to Hobart, sail, 40s., rails.

Newport to Alexandria, 4,500, 27s. 6d., 700; Caen, 1,300,
15s.; Morlaix, 550, 15s.; St. Brieux, 550, 15s.; Bordeaux,
3,100, 26| fr.; Arzew, 2,800, 33 fr.; Vigo, 2,200, 18s. 6d.;
Algiers, 2,700, 30 fr.

West Hartlepool to Algiers, 3,700, 25s. 6d.

Port Talbot to Nantes, 2,100, 24 fr.; 1,600, 25 fr.; Genoa,

3.600,	28s. 9d.; 27s.; Havre, 650, 16s.; Fray Bentos, 3,000,
10 per cent., 30s., fuel, Oct.; Algiers, 2,600 , 30fr.

Forth to Dieppe, 1,300, 18s. 3d.

Goole to Calais, 250, 17s. 6d.; Dieppe, 250, 17s. 6d.

Wear to Cadiz, 1,750, 25s.; Bouen, 900, 18s.

Blyth to Caen, 700, 17s.; 900, 18s.; 750, 17s. 6d.

Partington to Odda, 1,400, 20s., fluorspar.

Barry to Monte Video, sail, 18s.; Hobart, sail, 40s.

Methil to Fecamp, 700, 18s. 9d.; Bouen, 700, 19s. 3d.;
Boulogne, 700, 18s. 9d.

Clyde to W. Coast South America, sail, 37s., coke.

Hull to Buenos Ayres, 5,500, p.t.; 21s.; Calais, 850,
16s. 6d.; Dieppe. 16s. 6d.; Bouen, 2,500, 18s. 6d.; 2,200,
18s.; 5,000, 18s.

ABSTRACTS OF PATENT SPECIFICATIONS
RECENTLY ACCEPTED.

16048 (1914). Improvements in and connected with
Ratchet Mechanism for Combined Signal Bell and Indicators
and for other purposes. T. H. Lund, of The Bungalow,
Etchinghill, Bugeley, Staffordshire.—Has reference to
ratchet mechanism for operating combined signal bell and
rotary indicators and for other like uses, such as for
operating rotary indicators alone without signal bells where
ratchet mechanism is required for transmitting reciprocating
or turning movement of an arm shaft or the like to another
shaft or part adapted to revolve intermittently. The inven-
tion is directed to provide ratchet mechanism in which it will
be impossible for the ratchet wheel to turn farther than
through one tooth or any fixed number of teeth required.
The invention further comprises the provision of means
whereby, when the said ratchet mechanism is applied to a
signal bell and indicator for use with winding engines, the
man operating the lever to give the signal can, by a move-
ment of the same lever before or after giving such signal,



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cancel the record of the previous signal given, as required by
the Mines Begulation Bules, and thus prevent the accumula-
tion of signals, as by starting from zero at each new signal
the correct number is always shown on the indicator dial.
Figs. 1 and 2 are side elevations of ratchet mechanism con-
structed in accordance with the invention; fig. 3 is a side
elevation partly in section of a mechanically operated
combined signal bell and indicator for mines, with the
improved ratchet mechanism applied thereto; fig. 4 is a
front sectional elevation showing also the operating lever
and stop guide bracket for the same, this stop guide bracket
being shown in side elevation by fig. 5; fig. 6 is a front
sectional elevation also showing the operating lever and
parts for giving the signals and cancelling the record of the
previous signal given; fig. 7 is a section plan of the same
taken on line X X of fig. 6, but also showing the signal
bell in section; and fig. 8 is a section plan of the controlling
box and operating mechanism and signal lever shown in
fig. 6. (Six claims.)

16144 (1914). Improvements in the Method of Sharpening
Rock Drills and in the Means therefor. T. H. Bradbury,
of Croyden Works, Mill Green, Holbeck, Leeds.—According
to the invention, the cutting ends or wings of the drills are
drawn out or forged with two or more cutting edges or
teeth, on each which whilst in a hot state are subjected to
the action of a rapidly rotated circular file or files, rasps,
or the like, say, from a cherry red to a white heat. The
circular files may be moved along and over the inclined faces
of the cutting parts of the drill, or the said inclined faces are
moved past the rasp, file, or milling faces of the circular
files. The circular files may have the teeth formed either
like the rasps of a rasp file, or similar to the teeth of milling
cutters (the angle between the two faces of a tooth being
relatively large), or like those of a coarse-cut file. The
circular file is formed by placing and bolting two discs side
by side on a common spindle, each disc having a conical

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rasping face or edge. Said cutting, rasping, or filing edges
may face inwards towards each other, or outwards away from
each other. In the latter case, the circular file may alter-
natively be made of a single double-coned disc of double
thickness. Owing to the speed at which the file wheels are
rotated, and the relatively short distance across or along the
cutting edges of the drill, they are not in contact with the
hot metal of the drill for a sufficient time to have the temper