16 THE COLLIERY GUARDIAN. January 4, 1918. Highest and Lowest Prices of Various Descriptions of Fuel. Jan. Feb. March. April. May. June. July. Aug. Sept. Oct. Nov. Dec. Best steams, Blyths (D.C.B.) 29/ —30/ 30/ 30/ 30/ 30/ 30/ 30/ 30/ 30/ 30/ —32/6 30/ —32/6 30/ - 32/6 ,, ,, Tynes (Bowers, &c.) 28/ —30/ 27/ —28/ 27/ —28/ 27/ —28/ 28/ —30/ 28/ —30/ 29/6 29/6 29/6 29/6^—32/ 29/6 32/ 29 6—32/ Second steams, Blyths 22/ —26/ 22/ —24/ 21/ —22/ 21/ —22/6 22/ - 23/ 21/ —25/6 25/6 25/6 25/6 25/6-28/ 25/6—28/ 25/6—28/ ,, „ Tynes (Hastings or West Hartleys) 22/6—26/ 22/6—25/ 22 6—25/ 22/6 22/6-23/ .22/6—27/ 27/ 27/ . 27/ 23/6-25/ 27/ —29/6 27/ —29/6 23/6—27/6 27/ —29/6 U nscreened steams 20/ —22/6 18/ —22/6 18/ -20/ 18/ —20/ 18/ —20/ 18/ —25/ 23/6—25/ 23/6—25/ 20/ 18/6 23/6—27/6 23 6—27/6 Steam smalls, Blyths 18/ —19/ 18/ -19/ 18/ 18/ 18/ 18/ —20' 20/ 20/ 20/ —22 6 20/ —22,6 2*7 —22 6 „ ,, Tynes 17/ —18/ 17/ —18/ 16/ —18/ 16/ —17/ 16/ —17/ 16/ —18/6 18/6 18/6 18/6—21/ 18/6—21/ 18/6—21/ ,, „ specials . 19/ —21/ 19/ —20/ 19/ —20/ 19/ —20/. 19/ —20/ 17/6—20/6 20/6 20/6 20/6 20/6-23/ 20/6—23/ 20/6—23/ 25/ —33/6 Smithies 20/ —22/ 20/ —22/ 18/ —21/ 20/ —21/ 21/ 21/ —25/ 25/ —30/ 25/ —30/ 25/ —30/6 25/ —30 6 25/ —27/6 25/ —33 6 Gas bests (New Pelton or Holmside) 1 25/ —28/ 25/ —28/ 25/ —26/ ■ 26/ 25/ —26/ 25/ —26/ 25/ 25/ 25/ 25/ —27/6 25 —27/6 ,, seconds (Pelaw Main or similar) 18/ —22/ 19/ —21/ 17/ —19/ 17/ —19/ 17/6—19/ 17/6—23/6 23/6 23/6 23/6 23/6—26 < 23/6—26/ 23/6—26/ ,, specials 30/ —34/ 28/ —33/ 28/ -31/ 30/ —31/ 30/ —31/ 26'6—31/ 26/6—30/ 26/6- 30/ 26/6—30/ 26/6—32 6 26/6—29/ 26/6—29/ Unscreened bunkers, Durhams 17/ —22/ 17/ —20/ 16/6—20/ 16/ —20/ 16/6—20/ 16/6—25/ 24/ —25/ 24/ —25/ 24' —25/ 26/ —27/6 26/6—27/6 26/6—27/6 „ ,, Northumbrians 18/ -21/ 18/ —21/ 18/ —20/ 18/ —20' 18/ -20/ 18/ —25/ . 24/ —25/ 24/ —25/ 24/ —25/ 26/ -27/6 26/6—27/6 26/6—27/6 Coking coals 18/ —22/ 18/ -21/ 18/ —20/ 18/- —20/ 18/ —20/ 18/ —25/ 24/ —25/ 24/ —25/ 24/ —25/ 24/ —27/6 24/ —27 6 24/ —>7/6 ,, smalls 17/ —20/ 18/ —20/ 17/ —18/ 17/ —18/ 16/ —18/ 16/ —25/ 24/ —25/ 24/ -25/ 24/ —25/ 24/ —27 6 24/ —27/6 24/ —27.6 Households 27/ —30/ 27/ —30/ 27/6—30/ 27/6—30/ 27/6—30/ 27/6—30/ 28/6—30/ 28/6-30/ 28/6—30/ 28 6—32/6 28/6—32/6 28/6—32/6 Coke, foundry 40/ —45/ 40/ —45/. 37/6—42/6 37/6 - 38/ 30/ —32/ 37/6—42/6 40/ —42/6 40/ —42/6 42/6 42/6 42/6 42/6—45/ 42/6—45/ 42 6—45/ ,, blastfurnace 37/ —42/6 31/ —34/ 38/ —42/6 37/6—40/ 40/ 40/ —42/6 42/6 42/6 42/6 42/6—45/ 42/6—45/ 42/6 -45/ >> gas 30/ —32/ 30/ —32/ 30/ —32/ 30/ —32/ 29/ —32/ 29/ —30/ 29/ —31/ 32/6-35/ 3 /6—37/6 35/ —37/6 ensuing three months to Tees-side iron masters; 4,000 tons of Durham gas bests, delivery over November- January to Stavanger gas works, at scheduled prices; 25,000 tons Durham gas coals, delivery up to end of year to Christiania gas works, sold at scheduled prices. October.—Norwegian State Railways divided orders for 18,500 tons best steams for November-December shipment between Newcastle firm and Wearside firm at scheduled figures for named brands Northumberland and/or Durham coal; similar contract for December- January delivery entered into by Norwegian Railways also. December.—Two contracts, aggregating 37,000 tons, entered into by Norwegian State Railways on usual terms, for delivery from January to March inclusive. In addition to this attenuated list, there was the contract entered into by the Swedish Railways in February for the supply of 120,000 tons of Northum- berland and Durham steams in quantities of from 10,000 to 20,000 tons, to be drawn from various mer- chants, or, in some instances, direct from the collieries. One large order was for best Bly ths or Newbiggins at 29s. 9d. ; another for best Blyths at 31s., option Tyne primes at 29s., option best Durhams at 30s.; another for 30,000 tons Tyne seconds at 25s. 3d.; and a fourth for 25,000 tons Broomhills at 27s. For some reason, however, the railways never took out these coals, and the contracts expired, unfulfilled, by effluxion of time. In September, the railways bargained with some of their original tenderers for supplies on the basis of scheduled prices, plus the usual 5 per cent, for mer- chants’ profits, for named brands of Northumberland and Durham steams. A very considerable quantity of coal was thus taken up, although the exact figure was never divulged, and it is not known whether the total of the original contracts was attained to. Of course, the foregoing list of contracts does not give anything like an adequate account of the business done during the year. Huge quantities of fuel were requisitioned on official account, and of these quan- tities the list furnishes no information. It would be true to say that the great bulk of the output was taken up for purposes directly connected with the prosecution of the war, and that only small quantities, compara- tively speaking, were available for any other purpose whatever. Tyne Coal and Coke Shipments. Writing in the closing days of the year under review, it is not possible to give an exact statement as to the total coal and coke shipments from the river during the year. The Tyne Improvement Commissioners’ returns for the 11 months ended November, however, show that during that period 9,310,819 tons of coal as cargo, 992,530 tons of coal as bunkers, and 625,109 tons of coke were despatched from the Tyne—a total of 10,928,458 tons. As compared with the corresponding period of 1916, these figures show decreases of respec- tively 2,552,341 tons, 403,367 tons, 195,343 tons, and 3,151,051 tons. As compared with the like period of the last full pre-war year, 1913, the figures show a decrease of 6,946,473 tons of coal as cargo, a decrease of 1,033,529 tons of coal as bunkers, an increase of 343,370 tons of coke, and a decrease on the total of 7,636,632 tons. The decrease is, of course, very large, but it is simply in accordance with the fortunes of war, and it is a matter of congratulation that, after all, nearly three and a half years of Armageddon have made so comparatively small an impression upon our staple trade. “ Limiting ” Coal and Coke Freights. In June 1916, the limitation scheme for coal freights for the French Atlantic came into being, followed at the end of October 1916 by a similar scheme for the French Mediterranean and for Italy. The “limita- tion ” rates which obtained when 1917 made its advent, then, were represented by the following typical figures: North-east coast to Rouen, 27s. 6d.; Havre, 25s. 6d.; Dieppe, 26s.; Dunkirk, 28s. 6d.; Calais, 27s. 6d.; Treport, Cherbourg, or Fecamp, 26s. 6d.; Caen, Gran- ville, Honfleur, or Trouville, 26s. 6d.; St. Brieux, 28s.; St. Malo or St. Servan, 26s. 6d.; Brest, 27s.; Roche- fort, St. Nazaire, or adjoining ports, 35s.; Bordeaux, 40s.; Bayonne, 42s. 6d.; Algiers or Oran, 53s. 6d.; Porto Empedocle, 77s. 6d.; Marseilles, 63s. 6d.; and Genoa, 64s. 6d. Even these figures were not sufficient to attract neutral tonnage, however, and on January 29e last the coal freights payable to neutral vessels voyag- ing from this country to French Channel or Atlantic ports were increased by 20 per cent., and those to Italian ports by 50 per cent. On February 12 the increase was made 50 per cent, for French Channel or Atlantic ports, and 50 per cent, plus 12s. for increased insurances for the Mediterranean. And still there was a shortage of neutral tonnage. Another “bid” was made in April, when it was announced that rates on neutral shipping to North French ports not south of Brest were advanced by another 12s. per ton for insur- ances, and to Bay ports south of Brest by 18s. per ton for insuranceswhilst for the French Mediterranean and West Italian ports no rates were fixed, it being understood that these should vary according to the state of the market and at the discretion of the Charter- ing Executive. All this time, however, the rates per- missible for Allied tonnage • remained at the figures which ruled towards the end of 1916, at which, indeed, they still stand. The neutral rates, however, now are, in accordance with the alterations enumerated : Rouen, 53s. 3d.; Dunkirk, 60s. 9d.; Calais, 53s. 3d.; Treport, Cherbourg, or Fecamp, 51s. 9d.; St. Brieux, 54s.; Brest, 53s. 3d.; Havre, 50s. 3d.; Dieppe, 51s.; Gran- ville, Honfleur, Trouville, or Caen, 51s. 9d.; St. Servan or St. Malo, 51s. 9d.; Rochefort, St. Nazaire, or adjoin- ing port, 70s. 6d.; Bordeaux, 78s.; and Bayonne, 81s. 9d. In the last week in May, coke freights for British and Allied tonnage, Tyne loading, were advanced to 45s. for Dunkirk, Calais, or Boulogne; 46s. for Treport, Dieppe, and westwards; and 47s. to Rouen; and for neutral tonnage to 73s. 3d. for Rouen, and 72s. 3d. for other Northern French ports. To Bay ports, the same basis as in the case of Rouen was to apply in the case of Allied tonnage, plus an increase of £1 over the Tyne coal rate, making 60s. for Bordeaux. A similar increase was accorded for neutral tonnage, making the neutral rate for coke to Bordeaux 98s. In July, the rate for coke to Rouen was advanced by Is. for either Allied or neutral tonnage, making it 48s. and 74s. 3d. respectively, but rates to other ports underwent no change. Steamers of under 300 tons were allowed to charge 5s. extra. DURHAM. x Two factors dominated the local coal trade through- out the year—State control and the acute shortage of tonnage. The former affected this district in common with other coal producing areas, but the Durham coal field has probably suffered more from the latter cause than most others, owing to its position on the north- east coast, and the consequent difficulty of navigation in the danger zone. These factors restricted business to a very marked extent, and particularly in the export trade, on which Durham largely depends. Licences for shipment abroad have been very severely controlled, and the restrictions enforced in this way, together with a chronic shortage of steamers, reduced exports to neutral countries very far below their normal proportions. Consequently, open market business shrank to a shadow. The bulk of the shipments sent oversea have gone to France, which country’s demands for gas, coking, and industrial fuel and coke, under war conditions, have been abnormally heavy; and it may be estimated that nearly one-half of the total exports from this district have gone to France. Italy, too, has received a fair quantity, but not nearly suffi- cient for her requirements. Shipments to Norway, Sweden, Denmark, Holland, and Spain — countries which always draw large supplies from the north country coal field—have been strictly controlled, according to the amount of coal and tonnage at dis- posal, the result being that they have received com- paratively limited quantities. Shipments to the regular coaling stations have gone forward as steadily as the inadequate supply of boats permitted. The Government has taken large quantities of coal for various purposes, the bulk going away in requisitioned steamers. Business in the home trade has been good, and, if anything, has rather expanded under the coal trans- port scheme of the Government, which came into oper- ation in September. Under this scheme, large quan- tities of coal and coke have been sent into the west country and Lancashire for industrial purposes. London has continued to draw its supplies of special gas coal from this district as usual, but the house coal of the Metropolis has centred rather in Yorkshire and the Midlands. The purely local demand has been very brisk, owing to the extraordinary industrial activity, and the absorption of steam, coking, and manufactur- ing fuel, including smithies, peas and nuts, and hashed smalls, has been on an increasing scale; but all this business has, -of course, been done at limitation prices. Export prices have ruled at schedule figures all the year, but a new schedule was issued by the Coal Con- troller on June 29, while in October this schedule was revised, and 2s. 6d. per ton was added to the official maxima for all coal exported except to the Allies, in order to cover the advance of Is. 6d. per day conceded to the miners. Immediately afterwards, coke prices, both for home and foreign trades (except to Allies) were advanced to a corresponding extent. It is difficult to prophesy what is in store for 1918, as everything depends upon the supply of tonnage, coupled with the duration of the war, but the outlook is generally considered by merchants and producers to be satisfactory. CUMBERLAND. The coal industry in Cumberland has been very busy during 1917. The demand remained steady in all markets, and although outputs have probably been larger than they were in pre-war days, for fully nine months of the year it has been impossible to raise suffi- cient to meet requirements. The pits have all been regularly employed, and practically no time has been lost from lack of orders. Employment has been good all over the coal field, and the wages earned by the workers both underground and on the surface, are pro- bably higher than they have been for years. Yet the year has been a difficult one for the collieries. There has again been a marked shrinkage on export account, due mainly to the scarcity of tonnage and the growing importance of the home market. The shipments to Ireland have dwindled because of the heavy drain which the iron and steel and other important consumers have been making on the supplies of manufacturing and coking fuels. The outlook for 1918 is good. The only alteration that has taken place in quotations occurred in October, when the price of all classes of coal was advanced 2s. 6d. per ton, in consequence of the advance in miners’ wages. At the end of the year, best house coal was 25s. lOd. per ton at the pit, compared with 23s. 4d. at the corresponding period of 1916. Best shipping coal was 22s., and washed nuts 20s. per ton, compared with 19s. 6d. and 17s. 6d. per ton respec- tively in 1916. Bunkers have been increased to 31s., compared with 25s. and 30s. in 1916; and works fuel was 22s. 6d. per ton, compared with 20s. a year previous. No serious labour disputes have occurred, and, with the exception of the Is. 6d. per day advance granted to all colliery workmen, the only important change in wages took place in September, when Sir Wm. Job Collins, M.P., acting as neutral chairman of the Cumberland Coal Trade Conciliation Board, gave his award on the question of surface workers’ wages. Under that award, the standard rates for adult sur- face workpeople with standards of from 4s. 2d. up to and including 5s. were advanced by 2d. per shift, and those with standards of 3s. 4d. to 4s. 2d. were advanced by IJd. per shift. The standard rates of screen women were increased by Id. The starting standard for boys working on the surface was fixed at Is. 6d., and after six months Is. 8d. ; and the applicants were held not to have established their claim for a scale of standards for boys between 14 and 18 years of age. At the end of October, the winding enginemen with- drew from membership of the Cumberland Coal Con- ciliation Board, and, with the owners, formed a separate Conciliation Board. The only important colliery enterprise embarked upon during the year has been at Dearham, where a company has been formed for the purpose of opening out two drifts on the Dearham royalty. Coal has been reached in one of the drifts, and the other is being opened out, and a fairly good output is now being obtained. The Cumberland coke industry has had a very busy year. The new ovens at Whitehaven have been lighted and production has steadily increased all over the county. There are now 390 by-product coke ovens in operation, as follow: Harrington, 100; Whitehaven, 60; Walk Mill, Moresby, 60; Clifton, 50; St. Helens, 40; Risehow, 40; and Oughterside, 40. The demand for local coke has been well maintained, and all the output has been regularly absorbed by West Cumber- land smelters. Coke prices have been governed by a sliding scale agreement (based upon local makers’ prices) entered into before the war. In consequence of the increase of the price of coal on September 17, coke was increased, by agreement with the Ministry of Munitions, from the same date by 5s. 10|d. per ton. The Is. 6d. increase granted to colliery workmen was also extended to the coke workers. LANCASHIRE AND CHESHIRE. The year under review has been one of many regu- lations and drastic changes—all said to be with the intention of making the best of the available fuel. The most important of these are no doubt due to the chaos tha,t ruled at times in the early months of the year, when, in consequence of traffic dislocations, universal discomfort was experienced, and, in some districts, actual suffering. It was said then, and is still held by many experienced in the trade, that there was no serious shortage at any time; it was the traffic dislo- cation, and some reduction in output consequent upon this that was the real origin of the trouble. Its effects were felt in many ways, and not the least by the retailer, who, with a lessened carting capacity, could