20

THE COLLIERY GUARDIAN.

January 4, 1918.

January.

In the closing month of 1916, regulations had been
imposed by the Government dealing with both freight
and tonnage questions; and these were still under dis-
cussion when the year opened. Difficulties seemed to
multiply instead of being diminished, and it soon
became obvious that certain changes must take place
if the trade were to be freed from the existing
hindrances. Th*e lack of shipping was looked upon as
a natural evil, and the trade generally fell in without
much grumbling on the limitations in price of coal and
rates of freight; but as from January 1, a new regu-
lation came into operation, compelling application to
the Boa.rd of Trade for permission to charter neutral
tonnage. Meeting after meeting was held, and it was
ultimately decided that exporters who had chartered
tonnage at higher rates than those fixed in the limita-
tion scheme should be penalised. From January 1, it
was arranged that all tonnage arriving in the port
which had been chartered at higher rates than the
maximum should be allocated to other shippers for use
in the French and Italian trade. There was a strong
feeling, however, that the maximum rates in respect
of British shipping should be increased, so that neutral
tonnage might be attracted for the business to which
the limitation rates applied, and thus secure relief for
the collieries, owing to the speedier shipment that
would be obtained. The local committee at once set to
work to arrange matters, and the magnitude of their
task may be gauged by the fact that quite early in the
month there were nearly 300 applications for tonnage
under the allocation scheme. In the few days prior
to the Christmas holidays, there had been a spurt in
loading operations, and in many quarters there were
optimistic views that the improvement would be of a
more or less permanent character. These anticipa-
tions, however, were speedily falsified. Arrivals of
tonnage became more unsatisfactory, thfe market exhi-
bited a sagging tendency, and there were reports from
all parts of the coal field of pit stoppages owing to
shortage of wagons. In the meantime, suggestions
were put forward that a pooling scheme should be
initiated, with the object of economising in the use of
wagons. The matter was taken up with the Coal Con-
troller and the Director of Railway Transport, and
although some improvement was effected, the relief
afforded was inconsiderable. Throughout the month
shipments showed a decrease, and the figures which
were at that time available showed that 75 per cent, of
the foreign export trade was being carried in neutral-
owned vessels. Further complications also arose under
the allocation scheme, for, in some instances, masters
of vessels declined to load or to sail their ships except
for their original charterers. This difficulty, how-
ever, was soon overcome by guarantees of indemnity,
backed by the authority of the Admiralty officials.
Amongst the miners there was some amount of unrest,
owing to the vigorous “ comb out” made by the mili-
tary authorities amongst the men who were engaged
in other occupations prior to July of 1914, and the
question was referred to the Miners’ Federation of
Great Britain to be dealt with. In the last week of
the month the South Wales Federation decided not to
apply for any variation of the wage rate, which had
been advanced 15 per cent, in the previous November.
On January 23, for State reasons, it was decided by
the Government that the usual statistical information
prepared by the Customs authorities with regard
to shipments should not in future be published. The
return for December, however, was available, and
provided interesting information. During the month
there were exported from the principal ports of the
Bristol Channel 1,134,487 tons, against 1,537,672 tons
in the corresponding^ month of 1915, or a decrease of
403,185 tons. From Cardiff alone, there were shipped
672,374 tons, compared with 831,250 tons; from New-
port, 202,666 tons, against 311,245 tons; from Swansea,
118,987 tons, against 259,083 tons; and from Port
Talbot, 129,662 tons, compared with 128,653 tons in
the corresponding month. The total shipments from
the Bristol Channel ports for the whole year amounted-
to 17,417,707 tons, compared with 18,601,896 tons in
1915, 24,475,551 tons in 1914, and 29,875,916 tons in
1913, which was the last year in which the disturbing

- influences of the war were not in evidence. Apart
from the coal shipped on Admiralty account, the
figures of which were not disclosed, the falling-off in
exports in 1916, compared with pre-war times, repre-
sented a total of nearly 12| million tons. After the
first few days of the month, there was a general decline
in prices, varying from 2s. to 3s. per ton, the closing
quotations being as follow : Best Admiralties, nominal;
seconds, 26s. to 27s.; ordinary steams, 24s. to 25s.;
best bunkers, 17s. to 18s.; cargo qualities, 12s. to 16s.;
drys, 23s. to 25s.; washed nuts, 23s. to 25s.; peas, 22s.
to 24s.; Black Veins, 26s. to 27s. ; Western Valleys,
25s. to 26s.; Eastern Valleys, 24s. to 25s.; No. 3
Rhondda, 26s. to 28s.; No. 2, 24s. to 25s.; patent fuel,
35s. to 37s.; and coke, 47s. 6d. to 65s. Pitwood
/ advanced 10s. per ton, the quotation at the end of the
month being 59s. to 60s. per ton.

February.

Much dissatisfaction was expressed by the coal
owners at the delay of the Government in dealing with
tfye question of audit of the colliery books. When the
advance of 15 per cent, was granted in the previous
November, it was stated that such advance would be
subject to audit by experts nominated by the Govern-
ment. Two months had now elapsed without anything
being done, the result being that many coal owners
were seriously embarrassed, because in certain cases
the high cost of production, combined with decreasing
output, meant an inevitable loss. The matter was
discussed at a meeting of the Coal Owners’ Association,
and representations made on the subject to the authori-
ties, but the only reply was that the work would be
undertaken as soon as possible. In the meantime, the
coal owners refrained from making application for a
decrease in the wage rate, and the men had decided not
to ask for any variation. With regard to the mili-
tary “comb out” of men not engaged in colliery
work prior to the war, the subject was discussed at

several conferences, and the South Wales Federation
took the extreme step of rejecting by 81,300 votes to
54,600 the arrangement made between the Home Secre-
tary and the Miners’ Federation of Great Britain. At
a subsequent meeting later in the month, however, this
decision was reversed, and the arrangement agreed to,
on the understanding that the interests of bona fide
miners would be ‘ safeguarded. From a statistical
point of view, quite the most interesting information
published during the month was contained in the
annual returns of the local dock and railway companies.
For instance, at the Bute Docks there were cleared
during 1916, 8,003 vessels of 5,524,794 tons register,
compared with 8,207 vessels of 5,709,253 tons in 1915,
or a decrease of 184,459 tons. The exports of coal
from these docks amounted to 8,634,234 tons, against
8,934,275 tons in 1915, or a decrease of 300,041 tons.
Shipments of patent fuel totalled 454,099 tons, against
484,180 tons, or a falling-off of 30,081 tons. At the
Barry Docks the exports in 1916 amounted to
10,489,734 tons, against 10,359,908 tons in 1915, the
number of vessels entering being 3,990, with a tonnage
of 5,231,551, compared with 3,740 vessels of a tonnage
of 5,019,827 in the previous year. At the Penarth
Dock the exports of coal and coke during the year
amounted to 3,219,532 tons, against 3,145,957 tons in
1915, the number of vessels cleared being 2,550, with
a registered tonnage of 1,563,114, compared with
2,607 vessels of 1,575,183 tons in the previous year.
It will be remembered that the official figures of the
Custom House authorities gave the total shipments
from the Bristol Channel as 17,417,707 tons, whereas
the exports from the port of Cardiff alone amounted to
no less than 22,343,500 tons. Unofficial figures showed
that during the month of February there were exported
from the Bristol Channel 694,724 tons, * against
1,404,911 tons in the corresponding month of 1916.
This represented a decrease of about 700,000 tons, or a
total of over a million tons during the first two months
of the year. Throughout the month there was a great
decline in chartering, and complaints were made that
neutral vessels were being withdrawn and diverted to
Atlantic ports, where freights were higher, and there
was less risk involved than in trading between British
and Continental ports. The lack of tonnage caused
considerable accumulation of stocks, and stoppages at
the collieries were frequent, owing to inability to
clear wagons. Another feature of the month’s trading
was the great scarcity of pitwood, and a large number
of men were released from the collieries for the pur-
pose of obtaining home-grown supplies. Quotations
further advanced, and at the end of the month were
on the basis of 74s. to 75s. per ton, a rate which had
not previously been reached since the commencement of
the war. There was a further decline in coal prices,
and business was extremely difficult owing to the
meagre supplies of tonnage available. Closing quota-
tions were as follow: Best Admiralties, nominal;
seconds, 24s. to 25s.; ordinary steams, 23s. to 24s.; best
bunkers, 15s. to 16s.; cargo sorts, 12s. to 13s.; drys,
22s. to 24s.; washed nuts, 23s. 6d. to 25s.; peas, 22s.
to 23s.; Black Veins, 24s. to 25s.; Western Valleys,
23s. to 24s.; Eastern Valleys, 22s. to 23s.; No. 3
Rhondda, 24s. to 25s.; No. 2, 21s. to 22s.; patent fuel,
27s. to 30s.; and coke, 45s. to 65s. per ton.

March.

Although there was a slight improvement in the
tonnage position at the beginning of the month, the
number of vessels arriving was nothing like sufficient
to meet the requirements of the trade, and stocks
remained excessive. In order to relieve the position,
banking of small coal was resorted to at many collieries,
and this had the effect of releasing a large number of
wagons. The general situation, however, continued to
be difficult, and new regulations with regard to char-
tering did not make matters any easier. In the first
week of the month, a notice was posted on ’Change to
the effect that after March 8 no charters should be
effected on the local market, but that all free tonnage,
whether Allied or neutral, for France and Italy should
be submitted to the local committee dealing with the
supply of coal to these countries. It was pointed out
that the freight limitation scheme had not only failed
to secure the necessary tonnage, but had driven neutral
steamers away. It was considered that if the restric-
tions were removed, neutral vessels would be attracted
in the ordinary way. Representations were made to
the Shipping Controller, who subsequently replied that
the Inter-Allied Chartering Executive in London had
decided to pay the rates necessary for obtaining neutral
tonnage, and that it was not bound by the old
schedule. The stipulation, however, was made that
all offers of vessels had to be submitted to the Char-
tering Executive in London, and this body had a dis-
cretion to pay whatever increased rates might be
necessary. In the early part of the month weather
conditions were anything but favourable. There were
heavy falls of snow, which seriously hampered the work
of shipment at the docks, and also greatly interfered
with colliery operations owing to the delays in obtain-
ing a return of empty wagons. For some weeks past -
the weekly returns of shipments had been suppressed
by the authorities, but in this month the usual daily
list of arrivals and clearances was also suspended,
and no information at all was obtainable as to the
daily operations at the various docks. So far as prices
were concerned, the market remained fairly steady.
In small steam coals there was an actual increase, but
in several other grades small declines were recorded.
Closing quotations were as follow: Best Admiralties,
nominal; seconds, 24s. to 25s.; ordinary steams, 23s.
to 24s.; best bunkers, 15s. to 15s. 6d.; cargo qualities,
12s. to 13s. ; drys, 21s. to 24s.; washed nuts, 21s. to
23s. ; peas, 20s. to 22s. ; Black Veins, 24s. to 24s. 6d.;
Western Valleys, 23s. 6d. to 24s.; Eastern Valleys,
22s. 6d. to 23s. 9d.; No. 3 Rhondda, 24s. to 25s.; No. 2,
20s. to 21s.; patent fuel, 27s. to 30s.; coke, 45s. to
65s.; and pitwood, 75s. per tun.

April.

The miners took two days’ holiday at Easter, and
when operations were resumed there was a lesser degree

of absenteeism than at any previous vacation. This
may have been due to some extent to the unfavour-
able weather conditions. There were keen frosts and
heavy falls of snow, and at the various docks hundreds
of fire ‘ ‘ devils ’ ’ had to be utilised in order to main-
tain regularity of working of the hydraulic plant.
The Easter holiday had the effect of reducing the accu-
mulation of loaded wagons in the sidings, but there
was still a shortage, and tonnage conditions did not
improve. Although Admiralty requirements were met
without difficulty, there was nothing to spare for
neutral destinations, so that all business was practi-
cally confined to the execution of home orders and
shipments to French and Italian ports. Several points
of interest arose during the month. One was a sug-
gested transfer of business between Newcastle and
bouth Wales shippers, but the movement did not find
favour locally, and nothing came of it. Another
scheme suggested by the authorities had for its object
the release of principals of military age, and the
carrying on of their business by other firms. This
was discussed at some length both by exporters and
shipbrokers, but the difficulties were considered to be
too great and the interests so divergent that it was
considered impolitic to give the experiment a trial. A
scheme was also propounded for a limitation of the
price of patent fuel, for which up to now there had
been an active demand. Manufacturers were prepared
to adopt the suggestion, but they stipulated that the
small coal which they required for the production of
patent fuel should also be supplied at a limitation
rate, which would ensure them from working at a
loss. At a subsequent interview, the manufacturers
were informed that their representations should
receive consideration. The announcement was made
during the month that Mr. E. A. Prosser, the general
manager of the Rhymney Railway Company, who had
latterly been acting as Deputy Director of Railway
Control, had been invited to accept the management of
the Cardiff Railway Company, which, of course,
included the working of the four docks owned by the
company. Mr. Prosser’s acceptance of the position
was hailed with satisfaction, because it was recognised
that with a community of interest between the
Rhymney and Cardiff railway companies^ there were
prospects of coal traffic facilities being greatly
improved. In the latter part of the month, the
market displayed considerable animation, and a most
optimistic tone prevailed. Steamers began to arrive
in larger numbers, and the dock authorities were hard
pressed to provide the necessary accommodation. At
one time at Barry Dock there was a waiting list for
berths, a circumstance that had not occurred before in
the previous 12 months. The demand, both on the
part of the Admiralty and the Allied Governments,
was heavy, and the market became more buoyant than
for months past, with the result that there was a
general appreciation in prices, amounting in most
instances to 4s. to 6s. per ton. The following were the
closing quotations of the month: Best Admiralties,
nominal; seconds,' 29s. to 30s.; ordinary steams, 28s.
to 29s.; best bunkers, 18s. to 20s.; cargo qualities, 15s.
to 16s.; drys, 27s. to 29s. 6d.; washed nuts, 23s. to 25s.;
peas, 22s. to 24s.; Black Veins, 29s. to 30s.; Western
Valleys, 28s’. to 30s.; Eastern Valleys, 27s. to 28s.;
No. 3 Rhondda, 28s. to 30s.; No. 2, 25s. to 26s.; patent
fuel, 28s. to 31S.; coke, 47s. 6d. to Allied countries,
and 70s. to neutral destinations. Pitwood remained
without change, at 75s. per ton. In order to deal with
the supplies of house coal, Mr. Finlay Gibson issued a
circular stating that the Coal and Coke Committee had
decided that all colliery companies should be instructed
to supply the same merchants with the same quantity
of house coal during the next five months as they were
supplied with during the corresponding period of 1915.
There were many complaints among colliery investors
that the delay on the part of the Government in dis-
closing the financial basis on which collieries had been
taken over by the State had resulted in a very serious
depreciation in the value of their holdings, amounting
in the aggregate amongst the principal companies in
South Wales to many hundreds of thousands of pounds.

May.

There was a distinct improvement in work at the
steam coal collieries, and shipments continued steady,
although they were much below what they were in the
corresponding period of the previous year. As an
instance of the interruption of operations caused by
the temporary stoppages and shortage of wagons, it
was stated on the authority of one of the miners’
agents that during the month of February alone not
less than 200,000 days’ work were lost owing to the
inability of the men to obtain constant employment.
The scarcity of rolling stock was a factor that caused
great anxiety, and with the view of effecting economy
in transport, a scheme was prepared at the beginning
of the month, the object being that, so far as prac-
ticable, all coal should be shipped at the nearest port
to the colliery. Roughly outlined, this meant that the
Monmouthshire output would go to Newport; the three
easternmost valleys of .Glamorgan—the Rhondda, Taff,
and Rhymney—were allocated to Cardiff, Penarth, and
Barry; the Llynfi, Garw, and Ogmore to Port Talbot;
whilst the output of the western district of Glamorgan
and the anthracite coal field would find its natural
outlet at Swansea and Llanelly. By means of shorter
runs and a quicker return of empties, it was hoped to
avoid the temporary stoppages which were interfering
so injuriously with the normal production of the coal
field. Mr. Anthony, a former official of the Great
Western Railway Company, was appointed inspector
for the Monmouthshire and South Wales area. On
May 1, the miners applied for an increase of 25 per
cent, in the wage rate, owing to the continued advance
in the cost of living. The last increase granted in
November 1916 had had the effect of raising the rate
to 133f per cent, above the old standard of 1879, or
55-83 per cent, on tlie new standard of 1915. The
miners, in this instance, asked the authorisation of
the Miners’ Federation to approach the Government,
thus ignoring the Conciliation Board arrangement, the
plea put forward being that, as the mines were now