431 THE COLLIERY GUARDIAN August 21, 1914. _______________________________________________________________________________________________________________________ COAL SHIPPED FROM PORTS IN ENGLAND, SCOTLAND AND WALES During the Month of July 1914 Compart'd with the Corresponding Month of 1913.* Cargo. Bristol Channel ports— July 1913. Tons. July 1914. Tons. Bristol 596 . < ardiff 1,837,233 .. " 1,785,787 Gloucester ■_ 8,360 . 1,442 Llanelly 28,668 21,293 Newport 477,549 376,542 Port Talbot 192,725 .. 138,844 Swansea 328,699 .. .. 286,835 Total : North-western ports— 2,873,830 .. . 2,613,743’ Liverpool 40,827 .. 18,897 Manchester 2S,708 .. 31,236 Runcorn 381 .. Total North-eastern ports — 69,919 .. 50,133 Amble 37,052 .. 33,198 Blyth 359,810 . . 369,868 Hartlepool 120,877 139,323 Middlesbrough Newcastle and North and South 1,863 .. 156 Shields 1,287,880 .. . 1,233,168 Sunderland 300,212 .. . 31C366 Seaham 106,494 .. 89,765 Total Humber ports— 2,214,188 .. . 2,179,841 G ole 137,030 .. . 112,526 Grimsby 128,478 .. 99,370 Immingham 171,621 .. 193,487 Hull 514,649 .. . ^46,501 Total Other ports on east coast— 981,778 .. . 856,887 Boston 23,086 .. 19,405 Dover 2 King's Lynn 11,979 .. 11,800 London 369 .. 19 Total Other English ports— 35,436 .. 31,224 Plymouth 1,630 .. Southampton 132 .. 23 Total 1,762 .. 23 Ports on the east coast of Scotland— Alloa 12,513 .. 13,237 Borrowstoness 39,63 seconds for the fall, if there had been no air resistance to encounter. During the 172 seconds, the particle at the surface and the ball falling at the same rate would have travelled 172 times 4 in., or nearly 6 ft. further eastward than the particle at the bottom of the shaft. The ball started from the centre of the shaft, therefore, struck the east wall long before it reached the bottom. As a matter of fact, the resistance of the air at the high speed the ball acquired soon after starting, was sufficient to prevent any further acceleration, and consequently the ball was much longer than 171 seconds in falling. In fact, only 800 ft. of fall was required for the ball to make the 4 ft. from the centre of the shaft to the east wall and the other ball must have lodged at some point not much further down. THE FREIGHT MARKET. The influences which operated to suspend the outward freight market almost totally last week are, fortunately, present only in a minor degree now. Little by little the Customs triple value cargo bond is being whittled down, until justifiable hopes are expressed that it will be abolished in toto at an early date. The first important concession made was the addition of a clause that, “If it can be proved to the satisfaction of the Customs Commissioners that the goods were lost at sea, and that the loss was occa- sioned by an act of God or his Majesty’s enemies, or by peril of the sea, fire, collision, or any act of navigation, then the obligation of the bond wrill be void.” This, although not by any means offering a solution of the whole difficulty raised by the existence of the bond, was certainly reassuring. Later in the week came an intimation of the waiving of the bond, as far as coal cargoes which do not contain more than 60 per cent, of large coals are concerned. This concession is not without value, although it would be very much better if the Customs would simply accept the colliery certificate for unscreened coal. However, at the time of writing a special committee of the Board of Customs is in session to consider what further modifications of the bond may safely be made. We understand that the Board of Trade has asked the' opinion of the producers and mer- chants on the subject. - and that the latter are practically unanimous in replying that, in the interests of trade, the bond should be totally abolished. Probably, if the seas are kept clear of hostile war vessels, this course will very soon be taken. Since the above was written, the secretary of the Board of Customs has announced that large steam coals will be removed from the list of restricted goods by a new proclama- tion to be issued this week, and that, pending the issue of the proclamation, the exportation of coal will be allowed without bond and without regard to destination, provided that there is no suspicion of its constitution contraband by reference to its destination. Another matter which is operating in the direction of the facilitation of business is the reduction in war risks insur- ance. The State War Risks Office has now reduced cargo insurance from the five guineas per cent, quoted at the beginning of the wrar to three guineas per cent. Lloyds underwriters have gone one better, and some are accepting two per cent, for the North Atlantic, and in exceptional cases as low a price as 30s. per cent, has been done. On cargoes to Argentina, Australia, and the Far East, three per cent, is quoted. Cargo on coasting voyages is now being covered at rates rising from 12s. 6d. per cent, to 20s. per cent., and goods from this country to Northern Europe at three per cent. It is officially intimated that the Admiralty considers that all voyages may be undertaken except the following :—Firstly, all ports in Holland, Den- mark, Germany, and Sweden; secondly, all Russian-Baltic ports; thirdly^1 Adriatic; and fourthly, Pacific coast ports in North and Central America. The Admiralty further advises that no ships should attempt to enter or leave the estuary of the Thames or East Coast ports at night, while owners whose vessels are trading to and from Norwegian ports should send a representative to the trade branch of the Admiralty for special instructions. As will be noted, the absolute embargo of the exportation of large steam coal is now a thing of the past, the only restrictions made being those imposed by the bond, by the war risks insurance, and the high rates of freight. The question of payment for cargoes continues to present a very real obstacle to business. As far, however, as car- goes for French ports are concerned, this matter has been got over by the French Government opening a credit account in London to facilitate the transaction of business. The cargoes are all received by the Government and distributed to the consumers, large and small, according to their needs. Under these circumstances, it is not surprising that much of the business recorded in the list of freights which follows should be found to be for our French allies. The rates of freight, of course, continue to be very high, when compared with those which ruled before the outbreak of hostilities. This, however, is only natural, and it may be confidentlv asserted that, with so great a supply of tonnage on hand, as. is the case in all British ports at the present time, the rates of freight accepted will, in every case, be proportionate to the risk run by the steamers. There is a steadier tone in the homeward freight market. America has taken up a fair quantity of grain tonnage, but boats offer so freely that rates favour charterers. Coal tonnage for the American ports is in brisk demand, and there is a fair request for timber carriers. The River Plate is very dull, and with a marked absence of enquiries. Australian enquiries are considerably reduced, and there is a big divergence of opinion between charterers and owners. The East Indies are about steady, with some request for tonnage from the rice ports. The position at the Black Sea is somewhat difficult, until the intentions of Turkey and the position regarding the Dardanelles are made clearer. The ore ports are fairly busy. Tyne to Amsterdam, 1,200, 5s.; Bordeaux, 2,100, 10s. 3d.: Bergen, 2,000. 10s.; 2,700, 10s.; 3.000, 10s,; Barcelona, 3,100, 13s.; Copenhagen, 1,800, 10s.; Caen. 1,100, 8s.;, 1,000, 7s. 9d.; Havre, 1,750, 7s. 6d.: Honfleur, 650, 8s.; Islands, 12s.: Lisbon, 3,700, Ils.: 3,000, 10s. 6d.: La Rochelle, 1.000, 8s.; Las Palmas, 4,000, 12s.; 2,700, 12s. 6d.; 4,500, 12s.; Marseilles, 4.500, 10s. 6d.; 4.000, 10s. 6d.; 3,000, 10s. 6d.: 4,200, 10s. 6d.; 6,000. 10s., from Dunston; Monaco, 1,800, 14s.; Nantes, 3,300, 9s.; St. Nazaire, 2,000, 10s. 6d.; 2,800, 9s. 6d.; 3.600, 9s. 3d.: 3,600, 9s. 7jd.; St. Vincent, 2,700, 14s.; Southampton, 1,000, 6s. 3d. Cardiff to Bordeaux, 2,200, 9 fr.; 3,200, 8fr., special terms; Brest and Bavonne Range, 7s.; Barcelona, 3,200, 10s.; Genoa, 5,400, 9s., 500; 5.000, 9s.: Huelva, 2,500, 10s.; Las Palmas, 12s.; Marseilles, 3,200, 15 fr.; Malta, 18s.; Pernambuco, 4,500. 21s. 6d. ; Port Said, 17s.; St. Nazaire, 3,200, 7s., English money, free of all dues. Swansea to Belfast, 420, 3s. 6d.; Barletta, 3,100, 11s.; Bordeaux, 2,200, 8 fr. Partington to Huelva, 2,000 , 8s. Hartlepool to La Rochelle, 4,000, 9s. 3d., 500. Goole to Plymouth, 1,100, 8s. London to Rio de Janeiro. 27s. 6d.; Santos, 27s. 6d. Blyth to Caen, 1,100, 8s.: Havre, 1,200, 7s. Hull to River Plate, 6,000, coal 20s., August. Liverpool to Hull, 2,100, 9s., wheat. Newport to Buenos Ayres, 20s., August; Lisbon, 1,500, 9s. 6d., 300. Wear to St. Nazaire, 3,800, 8s. 7|d.