904

THE COLLIERY GUARDIAN.

May 12, 1916.

both the pre-war output and the additional men as
well. We may perhaps put the matter thus:—An
extra hour’s working per day, or, say, 300 extra hours
per man per year, would be expected to increase the
output of coal by about 40 million tons, which would
be more than three times the present deficiency over
last year’s production. There are, however, some
colliery managers who are not in favour of a
suspension of the Eight Hours Act because it
would disorganise to some extent a system of
working that has only with difficulty been established
in order to comply with the Act. The miners’
leaders, also, are reluctant to give their consent even
to a temporary deprivation of the men’s privileges
under the Act, although we cannot imagine that they
will allow such considerations to prevail in the event
of some modification of the statutory hours of labour
being proved to be necessary for the maintenance of
the output of fuel. And it seems likely that the
Home Office will be guided largely by the results of
the conference.

No better example could be afforded of the mischief
resulting from rigid enforcement of labour restriction
in times like the present than the statement made by
Sir Bichard Bedmayne in his letter to the miners’
Federation Conference published in another column.
He calls attention to the utilisation of the one hour
per day for 60 days per year permitted under
section 3 (1) of the Eight Hours Act. In most
districts, he says, advantage is being already taken
of this provision to commence work earlier on certain
days, so as"to come out earlier—as, for instance, at
week-ends. But he implies that a more fitting use of
the provision might be found in utilising this extra
time in getting more coal. If we read his letter
aright this provision is now being used as a
sort of daylight-saving expedient, more for the
convenience of the colliers than for increasing the
output. We are far from objecting to any means of
making the collier’s life as agreeable as possible, but
in war time such considerations must be subordinated
to the national requirements.

What we should like to see established is some
kind of friendly rivalry in the various coal fields to
outdo each other in their efforts to bring this war to
the only conclusion we can contemplate with any
kind of satisfaction. Many colliers do not seem to
realise the responsible position in which they are

There will be general agreement
The with Mr. Bunciman’s description of

Shipping the shipping quest1’on as “ the
Problem. greatest economic problem ” that
this country has to face at the present
time. No section of the community will be more
alive to its importance than the coal shipper, and
incidentally also the coal owner. Some additional
light has lately been thrown upon the position by
statements in Parliament, and also by a comprehen-
sive discussion of the question in a well-informed
article in the Quarterly Review from the pen of
Mr. Cuthbert Maughan, and we propose to take
this opportunity of presenting the chief features of
the case, which has hitherto been but imperfectly
understood by many who have ventured to discuss it.

Lord Beresford, in the House of Lords, gave some
interesting figures respecting the actual numbers of
our mercantile ships which, for various reasons, have
'been rendered unavailable for oversea transport.
According to his statement, we started the war with
11,353 vessels of a capacity of over 400 tons. Of
these, 450 have been lost by acts of war, to which
should be added some 340 vessels lost by normal
attrition due to shipwreck, fire and condemnation.
The Admiralty requirements were stated by Lord
Curzon to be over 43 per cent., while another 14 per
cent, have been occupied in carrying foodstuffs and
raw materials on behalf of the Government and the
Allies, leaving only about 43 per cent, under the
control of British ship owners, subject to certain
State regulations. Lord Beresford’s figures include
about 8,000 steamers, the remainder being coasting
vessels; and although his estimate of our war losses
must not be taken as official figures, Lord Curzon
explained that it was a curious coincidence that the
number of merchant ships lost by hostile action is

almost exactly balanced by the new ships which have
been brought into service during the war ; so that
at the present moment the . British mercantile
marine scarcely differs in regard to tonnage
from the position it held before the war. It
is established, therefore, that the effects of the
submarine warfare have been too insignificant to
rank as an appreciable factor in bringing about the
present shortage of shipping, which is mainly due to
Admiralty requisitioning for military transport and
other purposes connected with the war. It was a
natural consequence that the ships first removed from
the market included a considerable proportion of
colliers, and the coal export trade was the first to feel
its effects. High freights are a normal result when
exporters are competing for tonnage, while the low
freights prevailing immediately before the war were
the direct consequence of a superabundance of
tonnage leading to the reverse condition of a com-
petition for cargoes. It is significant of the
paramount importance of coal in the price of
commodities of almost every kind, that the enormous
rise in coal freights should react upon the price of
imported goods. This is largely due to the high
cost of bunker coals in foreign ports. At Buenos
Aires bunker coals now cost about £5 5s. per ton.

The freight rate for wheat from the Biver Plate
has risen rapidly from 57s. 6d. to 157s. 6d. per ton,
a result not to be surprised at when it is remembered
that, apart from the scarcity of tonnage, ocean-going
steamers may consume as much as 80 tons of coal
every day. What these high coal freights have
meant to France and Italy we have already shown in
recent articles in this column.

One of the most obvious consequences of the rise
in freights is the benefit which neutral shipowners
have been able to secure. These vessels are largely
dependent upon the British coal trade for this stroke
of fortune, for not only do they load coal from
British ports, but they are largely compelled to
bunker at British coaling stations throughout the
world. This fact has already been used for the
purpose of gently persuading neutrals to conform to
national interests, especially with regard to the Baltic
trade. It may possibly serve also as a useful aid in
the regulation of freights, should Mr. Bunciman
seriously contemplate a restriction of rates. We
may perhaps assume that if neutral ships are to
continue to enjoy the same coaling privileges as
British shipping they must come into line with any
regulations which the national emergency may
necessitate. In other words, common privileges
should involve community of sacrifice. Whether
they will be amenable to such treatment we may be
better able to judge before long; for it may be
gathered from what has recently transpired in the
French Senate that some such action is indeed
contemplated. As we have before pointed out, any
regulation of freight rates applied to British shipping
only would merely enable neutrals to reap additional
profit out of the situation.

The successful control of neutral tonnage would
largely depend upon their ability to find adequate
employment outside British trade. This would
appear to be extremely unlikely, seeing that even in
normal times about one-third of our imports is
brought in neutral vessels.

Another point that requires to be carefully con-
sidered is the output of new mercantile tonnage,
which has been seriously affected by the demand for
naval work, the shortage of labour and the increased
cost of materials brought about by the war. Accord,
ing to Lloyd’s Begister only 67 steamers, aggregating
80,161 tons, were launched in the quarter ending
March 31 last. This shows a considerable falling off
in comparison with the corresponding period of 1914,
when 142 steamers, of 428,549 tons, were launched.
Even in the first quarter of 1915, the output was 121
vessels, aggregating 266,732 tons. It is scarcely
consoling to find 424 vessels, of 1,423,435 tons, were
under construction on March 31 last. Moreover the
new tonnage recently completed contains a larger
proportion than usual of small vessels. It is not
small craft so much as ocean-going steamers that are
now required. Nor are we told what proportion of
the new tonnage under construction is being built for
neutral owners, except that Mr. Bunciman has said

that the number of such vessels is 26. Under existing
conditions, also, it is probable that vessels could be
built as cheaply in America as in British yards, for
the war has brought about such a rise in the cost of
labour and materials in this country, that we have
almost certainly lost the greater part of the advan-
tages we normally possess in this respect. It is clear
that the cost factor has been largely responsible for
no small part of the diminution in output of new
tonnage in the last quarter.

TRADE REGULATIONS ABROAD.

The Union of South Africa, by altering recent regu-
lations, prohibits exports of iron and steel smelting
scrap, magnesite, solid drawn steel tubes, material
for wireless telegraphs, and luematite pig iron, to all
destinations, except with the permission of the Com-
missioner of Customs and Excise. The Commissioner
has power to sanction shipments of coal for bunkering
only. The Union also prohibits the export of copper
or copper manufactures and silica bricks to all foreign
countries in Europe and on the Mediterranean and
Black Seas other than France, Belgium, Russia (except
through Baltic ports), Italy, Spain, and Portugal.

Greece prohibits the export of emery, corundum,
alundum, and carborundum.

The Egyptian Government has issued revised tariff
valuations for use in assessing Customs duties on coal
and coke imported into Egypt, with effect from April 1
to April 30, 1916. The valuations are quoted in
milliemes (1,000 of which equal 20s. 6d.) per ton of
1,000 kilos. (2,2041b.) :—South "Wales coal, 6-650 mils,
per ton; Newcastle, Sunderland, and other North
country coal, South African and Indian, 6-500; Lanca-
shire, Yorkshire, North Wales, and Scotland, 6-500; gas
coal (Newcastle) for use in gas factories, 6-250;
briquettes (patent fuel) from Swansea and Scotland,
6-750; dust slack coal and small coal of any origin, also
rubbly culm and duff (excluding nuts), 6-000; foundry
coke and cannel coal, 7-500; . gas coke of any origin,
including chemical coke, 7-000; American, Belgian, and
French coal, 6-650; anthracite coal of any origin, 6-700
mils, per ton. It is also stated that a reduction of
150 mils, per ton is allowed on coal imported vid Port
Said, or in transit through that port.

MANCHESTER GEOLOGICAL AND
MINING SOCIETY.

The Micro-Chemical Examination of Coal in Relation to
its Utilisation.

At the meeting of the Manchester Geological and
Mining Society on Tuesday, May 9, a paper was read
by Mr. James Lomax on “ The Micro-Chemical Exami-
nation of Coal in Relation to its Utilisation ” (see
page 909).

The President (Mr. Leonard R. Fletcher), in moving
a vote of thanks to Mr. Lomax, said the industry of that
gentleman was really prodigious, and the mining pro-
fession could not be too grateful to him for so readily
giving them the benefit of his investigations. He
appeared to keep no secrets from them.

Mr. Harrison said he agreed with the suggestion that
by judicious mixture of coals better coking products
could be obtained. Mr. Lomax had made wonderful
progress in his microscopical work, coupled with. the
chemical investigation of coals and their properties.

Mr. Drummond Paton said the utilisation of waste
coal was a question of great importance to the country
at the present moment, and he thought Mr. Lomax in
his investigations was approaching the point when it
would be possible to determine the economic value of
different classes. In view of the fact that the Govern-
ment were considering the appointment of a Royal
Commission to deal with the matter, it would come
within the sphere of the society to suggest that the
Government should take advantage of the work and
services of Mr. Lomax in connection with his investi-
gations into the properties of various seams.

The vote of thanks to Mr. Lomax was carried
unanimously.

THE TIN-PLATE TRADE.

Liverpool.

Prices continue to move upwards, 35s. 9d. having been
paid for I C 14 x 20, and 71s. refused for 28 X 20. Makers
are not willing to book ahead to any extent, owing to the
probable further reduction in the supply of bars. The labour
question is daily becoming more acute, and is bound to result
in the output of plates being considerably curtailed. Trans-
actions are now largely confined to second-hand parcels, and
current rates may be called:—Coke tins, IC 14 x 20
(112 sh. 1081b.), 35s. 9d. to 36s. 3d. per box; IC 28 x 20
(112 sh. 216 1b.), 71s. 6d. to 72s. 6d.; I G 14 x 18^ (124 sh.
1101b.), 36s. 3d. to 36s. 6d.; IC 20 x 10 (225 sh. 1561b.),
51s. 6d. to 52s. I C squares and odd sizes, 36s. to 37s. basis
for approved specifications. Charcoals are firm, at 38s. 6d.
basis and upwards. Ternes are nominally 62s. a box for
IC 28 x 20. Coke wasters are in good demand. To-day’s
prices are :—C W 14 x 20, 33s. 9d. per box and upwards;
CW 28 x 20, 67s. to 67s. 6d.; C W 14 x 18f, 33s. 6d. to
34s. All f.o.b. Wales, less 4 per cent.

American Coal Cargoes. — The British Government is
reported to have given sanction to the vessels Ilford, Valetta,
Francis, Marston, Saba, Lord Derby, Panama Transport,
Ocean Monarch, and Kinmount to take American coals from
Atlantic ports to the Argentine, in order that the latter
country, which urgently needs coal, should be enabled to ship
a vast accumulation of grain to Britain and the Allies. The
coal. freights are fixed, and attention is drawn to the fact
that the vessels will not have to make any ballast voyages.