June 16, 1916.

THE COLLIERY GUARDIAN.

1155

THE FREIGHT MARKET.

Outward chartering has been seriously impeded during the
past week by reason of tonnage shortage. There is a very
large enquiry for collier tonnage, 'both for France at the
restricted rates and for other Allied and neutral Continental
countries at “free trade’’ figures. The coal markets are
inundated with enquiries for coals and coke, but by reason
of the shortage—due to a variety of causes, including con-
gestion at Rouen, delay at Norwegian ports, and the general
disinclination of neutral owners to accept limited rates for
France—comparatively little business is possible.

At the Tyne, Mediterranean rates “ dipped ” to 90s. to
Genoa in the course of the w7eek, but recovered to 97s. 6d.
For the French Mediterranean, 90s. has been paid to Mar-
seilles. Algiers and Oran are each 7s. 6d. down on the
week. Coasting business is not being done. When last
heard of, it was based on about 12s. to London, but would
probably now be more. A good deal of French Atlantic
business has been done at the restricted rates. Baltic rates
have been easier, but are now stronger again. At South
Wales, rates all round are now rising, although generally
lower on the week. Other shipping centres are similarly
affected by the dearth of tonnage.

Homeward business is very limited in volume at present.
Australia is quoted at 110s., Government terms. Nitrate
ports are quiet, and requirements are covered by requisitioned
tonnage. There is not much demand for grain tonnage from
the United States, and from 8s. 6d. to 8s. 9d. from the
Northern Range to the United Kingdom is the current quota-
tion. There are few7 cotton tonnage orders at from 135s. to
140s., net form. Savannah has paid 240s. net to Archangel.
American coal freights are easier, at from 80s. to 85s. to the
River Blate, 130s. to Marseilles, and 127s. 6d. to West
Italy. Lumber rates are steady, at about 560s. from the
Gulf to the United Kingdom, and 660s. to West Italy. Deals
are inactive, at 360s. from Canada. The River Plate is
practically steady at 160s. for up-river loading in July, but
is quoted at only 130s. for September. Vladivostock is
quoted at about 165s. for beans. The rice ports are steady,
with Burmah at from 140s. to 145s., and Saigon at from
160s. to 162s. 6d. The East Indies are dull and weaker,
Bombay to two p.p. being done at 112s. 6d. on d.w., and
Kurrachee at 90s. scale. The Mediterranean and ore ports
are steady. Alexandria is paying from 52s. 6d. to 55s. on,
60 cubic to the East Coast of the United Kingdom.

Tyne to Algiers, 6,000, 60s. ; Boulogne, 500, 42s. fid., coke;
700, 27s. 6d.; 2,000, 26s. 6d.; Barcelona, 3,500, 70s.; 1,600,
71s.; Bordeaux, 2,000, 40s.; Cherbourg, 1,400, 26s. 6d. ;
Calais, 500, 42s. 6d., coke; Caen, 1,100, 26s. 6d., 450; 700,
27s. fid.; Drammen, 1,600, 34 kr.; Dieppe, 1,200, 26s. ; Dun-
kirk, 1,900, 28s. 6d. ; 500, 42s. 6d., coke; 550, 42s. fid., coke;
900. 42s. 6d., coke; 300, 42s. 6d., coke; 550, 29s. 6d. ; East-
Norway, 1,250. 35 kr.; Gefle, 2,500, 351 kr. ; 2,000, 36 kr. ;
Genoa, 3,100, 90s.; 5,200, 90s.; 3,500, 95s.; 1,700, 95s.;
Havre, 1,700, 1,400, 25s. 6d. ; Hommelvik, 1,500, 40 kr. ;
Lisbon, 3,000. 50s. ; Marseilles, 2,000, 90s. ; 4,200, 90s. ;
Oran, 1,600, 60s.; Rochefort, 2,000, 35s.; Rouen, 2,600,
2,000, 1,800, 2,300, 1.500, 27s. 6cl. ; St. Servan, 1,300,
2?s. fid.; Treport, 700, 27s. 6d.; Trouville, 300, 27s. fid.

Cardiff to Algiers, 1,400, 50s.; Barcelona, 1,800, 65s. ;
Dunkirk. 2,250. 27s. fid.; Dieppe. 1,800, 24s. fid.; Gibraltar,
5.800, 35s., 500; 1,500, 40s., 400; Genoa, 1,800, 77s. fid.;
2,600, 75s. ; 3,500, 80s. ; 2,700, 82s. fid. ; Honfleur, 1,100,
21s.: Lisbon. 1,650, 37s. fid.; Leghorn, 1,800, 77s. 6d.;

3.500,	80s.; 82s. fid.; Malaga, 1.500, 50s. ; Marseilles, 2,600,
77<. fid. : 2,500, 78s. 6d. : 2,500, 80s. ; Morlaix, 34 fr. ; Malta,
2.700, 80s. ; Naples, 5,400. 85s., 1,000; Oporto, 950, 35s. 3d. ;
Oran, 1,500, 46s. 3d. ; River Plate, 4,000, 40s., June; Rouen,
1,400. 24s. fid.; St. Malo, 1,600, 21s.; 680, 900, 700, 22s.;
St. Servan, 1,600, 21s. ; Savona, 3,500, 80s.; 2,700, 82s. 6d. ;
Spezzia, 3,500, 80s.; St. Michaels,. 6,000, 32s. 6d., 500;
Trouville, 600,. 24s.

Swansea to Havre, 650, 23s. 6d. ; St. Malo, 300, 22s.; St.
Brieux, 550, 25s.; Barcelona. 1,300. 62s. fid.; Morlaix, 380,
25s. 9d., fuel; Dieppe, 650, 24s. 6d., fuel, coal terms; Dublin,
300, 14s. ; Granville, 750, 24s. ; La Rochelle or Rochefort,

1.500,	25s. ; Marseilles, 2,500, 85s.; Genoa, Savona, or
Spezzia, 1,800, 87s. 6d.

Newport to Gibraltar, 1,500, 40s., 500; Genoa or Savona,
3,000, 80s.; Genoa, Savona, Spezzia, or Leghorn, 3,500,
80s.; Naples, 5,400, 85s., 1,000.

Port Talbot to St. Malo or St. Servan, 520, 22s.; Nantes,
29s.

Hull to Bordeaux, 2,000, 40s.; Dunkirk, 350, 44s., coke;
Gothenburg, 2,000.

Birkenhead to Alexandria, 90s.

Glasgow to Leghorn, 80s.

Goole to Cherbourg, 670, 28s.

Wales to River Plate, 5,000, 47s. fid.

Methil to Rouen, 30s. 6d.

Norwegian Ships and Maximum Freights.—In connection
with the new7 system of maximum freights, Mr. T. Salvesen,
secretary of the Norwegian Ship Owners’ Association in
Christiania, has calculated the cost of sending a steamer
from the Tyne to Rouen with coals and bringing her back
in ballast. Air. Salvesen takes a Norwegian steamer of
1,700 tons dead weight. Commission he puts at 2| per cent.,
or £55 ; disbursements in the Tyne TSO, and at Rouen .£130.
Discounts of Id per cent, amounts to £27 10s., the North
Sea pilot’s fee £25, and' 80 tons of bunkers £160. War
insurance, say, of 2 per cent, on 1,000,000 kr. amounts to
20,000 kr.; hull insurance at 5| per cent, per annum,
2,187-50 kr.; and freight insurance (war and other) of 3|
per cent, on £2,200, 144 kr., making together 23,331-50 kr.,
or £477 10s. Wages to crew for '14 days amount to
1,90-7 kr. Norwegian tonnage dues at 1-50 kr. per gross ton
per month amount to 826-50 kr., deck and engine stores to
416 kr., and management 100 kr., making 26,581 kr., or
£1,661 6s., and giving total expenses of £2,138 16s. The
maximum freight allowed for the cargo is 27s. 6d., yield-
ing £2,200, and leaving a surplus of £61 4s., or “some 2-3 per
cent.,” on the price paid for the steamer to cover wear and
tear. Mr. Salvesen remarks :—“ I feel convinced that no
sbip owner in Great Britain will find the above balance an
adequate result in the present circumstances. It is plain
that it leaves no dividend to the shareholder.”

ABSTRACTS OF PATENT SPECIFICATIONS
RECENTLY ACCEPTED.

5743 (1915). Improvements in Tipping Wagons. P. A.
H. Mossay and Alossay and Company Limited, both
of-Queen Anne’s-chambers, Westminster, S.W.—Relates
to tipping wagons in Avhich the body of the wagon
is caused to slide towards the rear and is also
tilted. The screw7-threaded shaft, Avhich slides the
body on the chassis, is provided Avith tw7o portions
of different pitch Avith Avhich separate nuts engage,
said nuts being connected by the toggle links to the body
of the wagon whereby a tilting effect is obtained. Fig. 1
is a diagrammatic side view, and fig. 2 is a plan. In one
form, the body a or load platform is mounted on the chassis
b Avith an initial tilt, the front of the platform being
slightly higher than the rear and supported on pillars or
the like c. These pillars have rollers d mounted thereon to
run on the side frames of the chassis. Near the rear of the
load platform and at each side there are provided angle
irons / containing elongated slots e. Rollers mounted in
brackets h on the chassis are adapted to work in the slots e
in the angle irons /. During the tipping motion the grooves
pass over the rollers, and the load platform thus traverses

rearwardly with only rolling friction, a slightly increased
tilt being imparted to the body, without the necessity of
raising the centre of gravity, through the pillars c supporting
the body w7ith an initial tilt and the freedom of the rearward
part of the body to slide down over the rollers. A mere
movement rearwardly of the platform w7ould lower the centre
of gravity of tlie load platform. A slight raising movement
Avhich would practically maintain this centre of gravity at a
constant lever could thus be imparted to the load platform
without doing any material amount of work. To this end a
threaded shaft j is mounted centrally in the chassis. The
fore part j1 of this shaft is threaded Avith a screw7 of larger
pitch than the rear part n of the same. The shaft is pro-
vided with bevel gearing k adapted to be operated by a
handle placed on a shaft m at the side of the w7agon.
Engaging with the fore paid /' of the screw7 is a nut o having-
rollers p which run on a channel race pl -arranged centrally
in the chassis. A similar nut o2, provided w’ith rollers p2,
engages the rear portion n of the shaft. Long links q and
short links ql connect the front and rear nuts respectively to
a central pivot r fixed to the load platform. (Two claims.)

5988 (1915). Improvements in the Furnaces of Steam
Boilers. N. D. F. Johnson, of Royston Works, Upper
Richmond-road, Putney, S.W.—Relates to the furnaces of
steam boilers, and more particularly to furnaces provided
with a secondary grate, behind the ordinary furnace grate,
Avhich secondary grate has suitably supported above it, blocks
of asbestos or other material having the property of absorb-
ing and radiating a large amount of heat. The furnace
comprises a secondary grate located preferably behind the
ordinary grate, and provided Avith a number of plates having
apertures between such plates, a suitable number of blocks
of asbestos or other refractory material being provided
adapted to rest upon or betAveen the plates. The plates
carrying the asbestos blocks have hinged. thereto flaps or
louvres forming valves, which flaps are adapted to be
operated by arms or levers connected to a rod passing to the
front of the boiler, Avhich rod may be actuated by hand or by

automatic means. The figure show7s a longitudinal section
of a Cornish boiler fitted AATith the improvements ; a show7s
the ashpit, and b a casting, with a port or aperture c ; d are
plates carrying asbestos blocks e; f are flaps or louvres,
forming valves immediately beloAV the blocks e, and pivoted
at g to the plates d, and connected by arms or levers h to
the rod i, passing through the ashpit to the front of the
boiler, p shoAvs the furnace bars. The rod i may be
actuated by hand or by the mechanism showm in the draw7-
ing. j is a cylinder, Avith a piston k. The opposite ends of
the cylinders on each side of the piston communicate by a
tube m, a suitable valve n being interposed. The piston rod
o is connected by levers Avith the long rod i. The cylinder is
preferably filled Avith oil or any other suitable mixture.
When the furnace door is opened, for firing, the piston is
driven to one end of the cylinder, and wflien the door is again
closed the liquid slowly travels through the tube m until the
piston gradually resumes its former position, sloAvly closing
the louvres or valves. (Three claims.)

6165 (1915). Improvements in Machines for. Stoking Gas
Retorts and the like. J. Terrace, of Gas Works, Grimsby.
—Relates to machines or apparatus for charging gas retorts
and the like Avith coal or simultaneously charging through
retorts writh coal and discharging or pushing out the coke or
spent charge, and comprises two vertical side plates con-
nected together and held at the required distance apart by
stays to form a bottomless scoop and means located outside
the retort for feeding or propelling the coal forward along
the bottom of the retort betw7een the side plates of the scoop
as the scoop is advanced into the retort. A hinged push
plate is provided at the forward end of the scoop, and pushes
out the spent charge as the scoop enters the retort, and
means are also provided for preventing the withdraAval of
the charge as the scoop is Avithdrawm from the retort. The
coal propelling means consists of an endless band conveyor
mounted on supports on the travelling machine and driven
therefrom. The scoop lies immediately over the conveyor, the
coal being fed into the same and being supported and fed
forAvard by the conveyor, which may be driven at the same
speed as the scoop. As the scoop completes its feed stroke
a stop plate is advanced over the conveyor and apron plate
and held in the mouth of the retort, during the return move-
ment of the scoop. The vertical side plates of the scoop are
preferably maintained at the required distance apart by
arched stays, and may be rigid or jointed. Fig. 1 is a
sectional side elevation of part of a retort charging and
discharging machine showing the machine end of the scoop,
the endless band conveyor, part of the stop operating-
mechanism, Avinding drum and part of the main frameAVork
of the travelling machine upon Avhich the charging and
discharging apparatus is mounted. Fig. 2 is a plan
illustrating the part of the scoop showm in fig. 1,
and the stop. The scoop is constructed of side plates
■x connected together and maintained at the desired
distance apart by arched stays b. At the forAvard
end a hinged push plate a1 is arranged for pushing out the
spent charge. The side plates a of the scoop may be each
in one length, or divided into hinged sections. The scoop
can be Avound on a drum c which serves for advancing the
scoop into the retort or Avithdrawfing same. BeloAA7 the shoot
d, Avliich is connected with a feed, and deposits the coal
betAveen the side plates a of the scoop, an endless band con-
veyor e is mounted on rollers f carried on bearing brackets
q bolted to the vertically adjustable channel frame members
h of the travelling machine, the end bearings being mounted
to slide in their supporting brackets and provided Avith
screw7s g1 Avhereby the tension of the conveyor band can be
adjusted. For driving, a toothed wheel i is mounted on the
drum c and actuates a pinion j keyed to one end of a shaft
k Avhich rotates in a bearing bracket I bolted to a frame
member m forming part of the vertically adjustable frame
of the travelling machine. Power is conveyed to the con-
veyor e from the shaft k by EAvart chain or other gear n, for

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which purpose chain wheels o o' are mounted on the shaft
k and end roller of the conveyor respectively. A stop plate
is fixed to a guide rod q arranged to slide in guides r and is
normally held in a retracted position behind the conveyor e
by a weight s connected w7ith the stop plate by Avire ropes or
chains sl led over suitable guide pulleys on the travelling
machine. Pins on the side plates of the scoop engage the
stop plate and carry it forward Avith the scoop to push into
the retort the last portion of the charge over the apron plate,
and Avhen the stop plate comes inside the mouth of the
retort the guide rod q is engaged by a catch t which main-
tains the stop plate in position during the w7ithdraAATal of the
scoop and prevents any portion of tile charge of coal from
being dragged out of the retort by the scoop. When the
scoop leaves the retort the stop is released by a trigger or
tappet u on the drum c which tilts the catch t, alloAving the
stop plate to be drawm back by the Aveight s. A bridge plate
v on the travelling machine bridges the space betAveen the
conveyor band and retort mouth, forming a bottom for the
scoop as it passes between the travelling machine and the
retort mouth. The plate v is trough-shaped and pivoted to
the main frame at v‘, being connected by ropes or the like
Avith a counter weight. (Four claims.)

7839 (1915). Device for Changing Regenerating Cart-
ridges of Breathing Apparatus. Hanseatische Apparatebau-
Gesellschaft, vorm. L. von Bremen and Co. mit
Beschrankter Haftung, Werk Ravensberg, Kiel, Germany.
—Relates to portable breathing apparatus of the kind in
Avhich regenerative cartridges are employed for continuously
purifying the exhaled air, and consists of a movable conduit
portion adapted to telescope within a fixed portion of the
air circulating system, and acts both as a clamping member
for the cartridge and as a valve controlling member for the
a ir ducts. When the’ movable conduit portion is telescoped
Avithin the fixed portion, the cartridge is disconnected from
the air circulating system, and the breathing a.ir is by-passed
directly to the returned conduit, and when the movable con-
duit is in its extended or drawn-out position the cartridge is
clamped in position and the course of the breathing air
system changed so that the air must pass through the