1250

THE COLLIERY GUARDIAN.

June 30, 1916.

THE FREIGHT MARKET.

The feature of the past week has been the very welcome
improvement in the position as regards tonnage supplies. Up
to last week-end, the shortage of prompt boats was extra-
ordinarily acute, and only the smallest volume of chartering
was possible. Cargoes were offered in abundance, and
collieries both at South Wales and on the north-east coast
found it extremely difficult to maintain shipments. There
was, therefore, great competition for all available vessels,
and, where limitation prices were not in force, rates showed
more than usual strength. The week-end brought some
relief, and turns now appear to be fairly well filled for a
few days at least. At Cardiff, there is an increasing amount
of activity, but the volume of business doing is still by no
means large. Chartering for French ports is severely
restricted by the scarcity of tonnage, and whilst a good
number of boats are on offer for the more lucrative Mediter-
ranean trade, orders are scarce. On the week, a substantial
drop in rates has occurred, both for Mediterranean and
Atlantic destinations, although, of course, French limitation
rates are easily maintained. For Spain, Lisbon is from
2s. 6d. to 5s. reduced, and Oporto is markedly easier, at 40s.
For Italy, rates for Genoa and similar ports have fallen
away to the extent of about 5s., whilst Marseilles is so much
as 10s. lower than the top rate for the previous week. Further
east, Alexandria has paid 100s. At the Tyne, cargo space
prices were very firm up to the week-end, but the increase
in spot tonnage supplies has brought about a pronounced
weakness in Mediterranean quotations, and, also to a less
extent, in other directions. The majority of the vessels
despatched are for French ports, and in this trade reports of
continued congestion at Rouen and other harbours give mer-
chants and owners cause for further annoyance. On the
Spanish side of the Bay, Bilbao lias been fixed for at a
reduction of 5s. on the rate prevailing a week ago. In the
Italian market, Genoa is reported at 100s., but the present
quotation is no more than 92s. 6d., at which rate a boat lias
been chartered. On the week, Genoa is 5s. to 7s. 6d. down,
and Forto Ferrajo, at 92s. 6d., records a decline of 7s. 6d.
There' is nothing doing for the South Mediterranean, except
for Alexandria, which has paid 110s. Present indications
are that the tonnage shortage will probably recur as badly
as ever towards the week-end.

Homewards, the River Plate is dull, with rates at from
140s. to 145s. from up-river to United Kingdom for July-
Aug. loading, and from 115s. to 120s. for Aug.-Sept, ship-
ment. Government brokers are practically the only
operators at the States, and rates are nominal. For wheat,
7s. to United Kingdom, 10s. to the French Atlantic, and 25s.
to the. French Mediterranean,, are the rates indicated. There
is still a demand for oats tonnage, at from 12s. to 12s. 6d.
to the French Atlantic. From Montreal, the rate quoted is
round about 6s. to Glasgow direct. Colliers are in. little
demand, at 95s. to the French Atlantic, and 120s. to West
Italy. The Eastern markets are idle. The rice ports arc
represented by from 162s. fid. to 163s. offered by Saigon
merchants for a full range of French ports. From India,
Kurrachee is worth 80s. on scale terms to France for wheat,
and about 77s. 6d. to United Kingdom for barley, whilst
Bombay would not pay more than about 90s. on dw. to
United Kingdom.

Tyne to Alexandria, 5,000, 110s.; 2,500, 110s.; Boulogne,
900, 27s. 6d.; Bordeaux, 1,900, 2,200, 1,500, 40s.; Bilbao,
1,500, 55s.; 2,000, 50s.; 2,500, 50s.; l-,500, 50s.; Bagnoli,

5.600,	92s. 6d. ; Christiania, 800, 34 kr. ; Calais, 750, 28s. fid. ;
350, 45s., coke; Caen, 750, 43s. fid., coke; Dunkirk, 350,
45s., coke; 500, 45s., coke; 450, 44s., coke; 2,200, 1,400,
28s. 6d.; Granville, 750, 27s. 6d.; Genoa, 2,400, 97s. 6d.;

2.600,	100s.; 3,300, 100s.; 3,700, 97s. 6d.; 2,500, 95s. ; Hon-
fleur, 750, 27s. 6d. ; 700, 43s. 6d., coke; Havre, 7.00, 43s. 6d.,
coke; 1,200, 25s. 6d.; London, 1,600, 12s.; Marseilles, 2,300,
95s.; 2,600, 92s. 6d.; Malta, 2,300, 95s.; Naples, 2,400,
97s fid.; Porto Vecchio, 3,700, 100s.; Porto Ferrajo, 4,500,
99s • 2 700, 97s. fid.; 5,900, 92s. 6d.; 5.600, 92s. 6d. ;
Rouen, 1,600, 1,000, 1,850, 2,200, 1,450, 27s. fid.; 700,
42s. fid., coke; Savona, 3,300, 100s.; West Italy, .2,600,
100s.

Cardiff to Alexandria, 2,000, 100s.; Bayonne, 1,600, 36s.;
Civita Vecchia, 1,400, 87s.; Caen, 850, 23s.; Dieppe, 900,
23s. fid. ; Dunkirk, 700, 400, 28s. 6d. ; 1,750, 1,400, 27s. fid.;
350, 45s., coke; Genoa, 1,400, 85s.; 3,800, 82s.; 2,800, 80s.,
July 3; 2,000, 80s.; Gibraltar, 7,000, 35s., 500; 1,400, 42s.,
500’- 5,500, 35s.; Havre, 1,750, 1,000, 22s. fid.; Huelva,

1.600,	37s. fid.; Lisbon, 1,100, 40s., 500; 1,100, 40s., 350;
1,700, 37s. fid., 500; La Rochelle, 1,500, 29s.; Leghorn,
1 400, 85s.; 3,800, 82s.; 2,800, 80s., July 3; 2,000, 80s.;
Marseilles, 2,900, 80s. ; 4,000, 77s. 6d. ; 6,000, 75s. ; 5,000,
70s.; Oporto, 950, 40s.; Rouen, 1,000, 1,600, 1,900, 24s. fid. ;
Rochefort, 1,500, 29s.; St. Nazaire, 950, 30s.; 1,700, 29s. ;
4,000, 4,400, 28s.; Spezzia, 1,400, 85s.; 3,800, 82s.; 2,800,
80s., July 3; 2,000, 80s. ; Seville, 1,250, 45s. ; Savona, 3,800,
82s.; 2,800, 80s., July 3; 2,000, 80s.; Treport, 700, 24s. fid.;
Vigo, 900, 40s.

Swansea to Genoa, Savona, Spezzia, or Leghorn, 2,400,
87s. 6d.; Genoa or Leghorn, 2,000, 87s. 6d.; Caen or Gran-
ville, 950, 24s.; Palermo or Trapani, 1,650, 87s. 6d.; Alex-
andria, 2,000, 100s.; Nantes, 800, 30s.; Philippevil’.e, 2,200,
70s. coal, 70s. 9d. fuel; La Pallice, 950, 30s.; St. Brienx,
650, 25s.; Dieppe, 650, 24s. fid. ; West Italy, 2,400, 87s. 6d. ;
Bayonne, 165, 50 fr. coal, 51 fr. fuel; Calais, 650, 27s. 6d.;
Aarhus, 1,850, 36 kr.; Havre, 1,400, 22s. fid.; Nantes, 1,600,
29s.

Newport to Naples or Torre Annunziata, 5,200, 80s., 1,000 ;
Seville, 1,250, 45s.; Gibraltar, 1,400, 42s., 500; Genoa,
Savona, Spezzai, or Leghorn, 2,800, 80s., July 3; Rouen,
1,100, 24s. 6d.

Port Talbot to Bayonne, 135, 50 fr. ; Marseilles, 4,000,
77s. 6d.; Trouville, 650, 24s.

Hartlepool to Drammen, 700, 34 kr.

Glasgow to Bayonne, 39s.; Bordeaux, 37s. fid.; Genoa,
Savona, or Leghorn, 90s.; 90s. 9d.; Boulogne, 30s. fid. ; Mar-
seilles, 2,000, 80s.; Rouen, 28s. 6d.

Troon to Genoa, 85s.

Goole to Dunkirk, 900, 30s.

Wales to Alexandria, 2,000, 100s.

Blyth to Drammen, 1,600, 33 kr.

Fowey to Portland, 3,100, 28s. fid., china clay, July.

Burryport to Belfast, 370, 13s.

Through the efforts of Lieut. Denniss Bayley, considerable
sums have been collected in connection with the coal industry
for providing motor ambulances at the front, and other
industries are being similarly asked for assistance. Mr.
C. A. Cain, secretary of the Denniss Bayley Fund, states that
the British brewers have contributed over L24,500. A balance
of <£6,500 is needed for the completion of a convoy of 50 cars.

ABSTRACTS OF PATENT SPECIFICATIONS
RECENTLY ACCEPTED.

1594 (1915). Improvements in the Cracking of Oils.
W. A. Hall, of the Chemist’s Club-building, 50, East 41st
street, New York, U.S.A.—Relates to the cracking of oils for
their subsequent conversion into motor spirit or into
members of the aromatic series such as benzene, toluene, and
xylene, so that a more uniform cracking of the oil .than
hitherto with consequent production of less permanent gas
and a saving in fuel are obtained. The oil is passed at a
high speed of flow through small tubes of approximately one
inch diameter about 300 ft. long under approximately
751b. per square inch pressure, and at a temperature of the
vapours inside the pipe of from 550 degs. Cent, to, say,
720 degs. Cent, depending on the product to be obtained and
the oil treated, the oil being vaporised in the tubing, so that
the speed of the vapours becomes from 5,000 ft. per minute,
upwards, the amount of feed being so large and the tempera-
ture so low that only a partial cracking is affected in these
tubes, the great speed of flow and incomplete cracking
preventing any material deposit of carbonaceous matter in
the tubes. The gases and vapours are then expanded into
a much larger tube, say, of from 12 in. to 16 in. in diameter
and 12 ft. in height, in one or more stages, being preferably
caused to impinge against suitable baffles in order to reduce
suddenly the velocity to an enormous extent, thereby trans-
ferring the mechanical energy of the gases and vapours
in the form of velocity into additional heat, of a superheating
character, the temperature of the vapours and gases in the
large tube being thereby raised without any extraneous heat
beng applied, the cracking operation being thus completed
in this large tube. As the walls of this large tube are cooler
than the centre of the mass of vapours passing into the same
no decomposition of the vapours into permanent gas takes
place in this large tube. (Four claims.)

6429 (1915). Improved Means of Washing Smoke and
Fumes and Furnace or Boiler Flues. J. Shaw, of 23, Athol-
street, Dunston-on-Tyne, Gateshead, and W. R. Lowrison,
of Hepscott, Morpeth.—For washing smoke and fumes from
furnace or boiler flues, etc., and also for washing any gases
whatever. The figure is a sectional elevation showing the
apparatus with the doors open to permit the passage of the
smoke and fumes or gases through the compartments (of
which three are shown) of the chamber. The apparatus con-
sists of a chamber a of steel or other suitable material,
containing baffle plates b fitted from the top and from the
bottom, and fitted in each compartment with one or more
sprayers f in. convenient positions, preferably at the top of
the chamber, in order that water or other liquid, under neces-
sary pressure may be sprayed on the smoke and fumes or
gases as they are drawn through the chamber by the fan
d, thereby washing them to any desired degree. A suffi-
cient number of damper doors c is fitted, being worked in
conjunction with the baffle plates b, the doors being
operated by chain and balance weight inside and by handle
outside the chamber. The chamber is placed between the
flue and the chimney. The fan can be adjusted to give the

ix y \

necessary speed for best results, and to give the necessary
draught for the efficient burning of the fires. It is also used
to carry away the remaining gases, after washing. The
valuable deposit from the smoke and fumes is precipitated
into the bottom of the chamber, and may be collected and
removed by means of the doors g. The smoke and fumes
are drawn through the inlet e into the chamber, by means
of the fan, to the top of the first compartment, through the
baffle doors into the second compartment, then through the
doors at either the top or the bottom into the third compart-
ment, and so on, as many compartments being fitted as may
be necessary for efficient washing. When it is not desired
to have the apparatus working, the baffle doors can be
closed, thus converting the bottom part of the apparatus into
a horizontal flue, through which the smoke, etc., would pass
direct into the chimney in the ordinary way. The sprayers
f are of a type necessary for the efficient washing of* the
smoke and fumes or gases, and are so arranged as to be
easily withdrawn for cleaning purposes. (One claim.)

6613 (1915). Improved Apparatus for Distilling Shale or
Coal for the Production of Oil or Illuminating Gas. J. Fell,
of 119, George-street, Sydney, State of New South Wales,
Australia.—Relates to apparatus for the distillation of shale
or coal, for the production of oil or illuminating gas, of the

Jli

kind in which there is injected into the retort a stream of
producer gas, water gas or the like in a heated condition, and
comprises a gas holder or gas generator, and a by-pass from
the main flue which leads from the holder or generator to the
flues surrounding the retort, the heated gas which passes
through the by-pass being conducted to the lower part of the

of a drilling tool partly in
steel wire cable; and fig. 3

retort. The drawing is a vertical section of the lower parts
of a pair of retorts for distilling shale and of a generator for
making producer or water gas. A, B are the lower ends of
two retorts for distilling shale or coal. G is a generator for
the manufacture of producer gas, water gas, etc. D, D1, is
a flue through which the gas generated in C will pass on its
way to the retorts. The gas will pass directly through the
flue D, D1, into the annular passages E, which surround the
retorts A, B, the annular gas passages being so arranged that
the hot gas shall take a serpentine course round the retorts,
thus keeping the material within the retorts in a heated
state. As the heated gas from the generator C approaches
the annular passages E a portion of such gas will be
induced, by a steam jet F, to enter the by-pass G, and be
injected to a point at the bottom of the retort A. The
draught or current passing upwards through the material
that is being treated in the retort, will cause the heated gas
from the generator C to rise through and thoroughly
permeate the mass of material within the retort, thus
increasing its capacity for distillation. (Three claims.)

6718 (1915). Improvements in IF ell Drilling Tools for
Oil, Gas and Water Wells. E. L. H. Cosby, of “Ruby
Creek,’’ Marina, Deal, Kent.—Relates to an improved
method to prevent the loss of drilling and fishing tools of the
kind that are joined together by means of a screw joint. A
longitudinal bore is formed from the top and centre of the
screw pin down into the tool, and from the side of the tool
another bore is formed to meet the bottom end of the first
bore. Both ends of the bore are then tapered or counter-
sunk. A length of wire rope or drilling cable is passed
through the continuous bore, and the ends of the cable
unravelled to fit in the countersunk ends. Molten metal is
poured in each end of the cable to firmly hold the length of
cable in position and prevent it being drawn through.
Fig. 1 is a view of a string of drilling tools fitted with
the invention; fig. 2 part
section) with a core of
is a vertical section of a
modification. The string
of well drilling tools a, a3
is connected together by
a tapered screw threaded
pin a1 and a socket a2. The
drilling bit a is formed
with an axial bore a4
extending from the outer
end of the screw pin a1 to
the side of the drilling bit
a and both ends of the
bore a1 are formed taper
or countersunk at the ends
a5 aG. A length of steel
wire cable b is then intro-
duced into the bore a4 and
the ends unravelled in the
countersunk ends a5 a6,
and Babbitt or other suit-
able metal is then poured
into the unravelled ends
at a5 a6 of the cable b.
The cable is thus firmly
held, and when the screw
pin a1 is broken, it is
prevented from being
drawn through the per-
foration a4, and the cable
b will hold the broken
screw pin a1 and the tool
firmly together, and so
prevent the loss of the
tool or tools. In the
modification fig. 3, the
axial bore a4 is coexten-
sive with the length of
the bit a, and for about
half the length thereof is
of increased diameter, so
as to form a- tapered
shoulder a, at which poi
unravelled, a countersunk r

outer end of the screw pin a1 and molten Babbitt or other
suitable metal poured into the unravelled ends at a5 a7 of
the cable b. Recesses a8 opposite the base of the screw pin
a1 are formed in the drilling bit to prevent the cable b being-
injured by the edges of the pin in the event of the latter
breaking at the base. A metal plug a9 is screwed into or
otherwise securely held in the enlarged part of the bore a1.
(Six claims.)

—a?

CL2

Jd CL1
b

nt the length of cable b is
ecess al being formed in the

15940 (1915). Improvements in Tipping Wagons. P. J.
C. Brauns, of Schotersiingel 151, Haarlem, Holland,
and the N.V. Constructiewerkplaatsen v/h du Croo
and Brauns, of Valkenweg 1, Amsterdam, Holland.—
Relates to a tipping wagon, and has for its object to construct
underframes in such a way that it is possible to build under-
frames for different railway gauges with the help of a limited
number of standard parts which can easily be stored. Fig. 1
is a front view of the wagon showing the transverse girder
with body supporting standard. Figs. 2, 3, and 4 are partial
sections corresponding to the line A B of fig. 1 showing the
longitudinal girders and their connection to the transverse
girders by means of the junction plates. Fig. 5 ds an inverted
view of the inner side of the transverse girder, being a
section corresponding to the line C D of fig. 2. The wagon .
body 1, fig. 1, is furnished at each end with the usual rocker 2,
supported by the standard 3 connected to the transverse.
girder 4 at the end of the wagon. The parts 3 and 4 form
together one of the standard parts. The second standard
part is formed by the longitudinal girders 5 (figs. 2, 3, and
4), each of which is provided with a pair of shaft bearings 6
for the wheel axles 7 to each of which is fixed a pair of
wheels at a distance apart equal to one of the predetermined
gauges (fig. 2). For connecting the standard parts of
different sorts to each other the usual angle irons 8 are used
in combination with junction plates 9 at the top and bottom
of the parts to be connected together. The junction plates
9 are provided with three longitudinal rows of bolt-holes an
b, and. c The row c only contains the hole for the third
connection bolt with the transverse girder 4, the other rows;
each contain three bolt holes, equally spaced from each other.?
At 10 the junction plates have been bevelled at one longi-
tudinal side, namely, the side nearest the row c. Fig. 2
shows the connection for the largest railway gauge for which
the wagon is suitable. For connecting the longitudinal
girders 5 to the	junction	plates 9 the	bolt	hole rows a are.

used, the bevelled edges	10 being on	the	inside. In fig. 4.

bolt hole rows a	are also	used, but in	this	case the bevelled

edges 10 of the	junction plates face	the	outer side. Thn

bevelled edges 10 prevent danger in consequence of junction.