22 



HARDWOOD RECORD 



If the veneer is to be nuiked up into panels or built up lumber, 

 however, there is the factor of glue, which cuts some figure. The 

 economy in glue is just as important as eeononi}' in veneer, conse- 

 quently the gluing up of two or three inches of extra length of 

 veneer on each sheet and then finally trimming it oflF and throw 

 ing it away means the waste of ijuite a lot of glne. which is 

 objectionable. 



The ideal plan here would seem to bo that of using the score 

 knives to reduce the sheets to something near the end length 

 desired and to eliminate the burden of the waste, while at the 

 same time leaving enough length for the final trimming to exact 

 size. 



If the right kind of efficiency and utility were practiced at 

 the veneer tutting and logs brought in in full length and care- 

 fully squared to length and as carefully handled in the machines, 



it should be possible to so reduce the allowauce for end wastit 

 that it woulil not be necessary to use score knives ami no 

 trimming need he done on the veneer until after the final dryin;;, 

 other than that of cliopiiing it up into sheets of a size that caji lic> 

 handled. 



There is today a pretty strong disposition to abolish as tar 

 as practicable the trimming of green stock to exact dimensions 

 with score knives and clipper and to run out the full sheets, dry 

 them and then trim to exact dimensions. Where the veneer user 

 is buying his stock in plain sheets that are to be trimmed to exact 

 dimension before using he is perhaps better off in buying stock 

 that has not been cut to length with score knives for it will give 

 him room for trimming, and eiuible him to get a degree of preci- 

 sion in length that is not possible in trimming green stutT with 

 score knives. 



^ cg)3!saii»roitaCT«asTO;iTOiii>ieiiyi^ 



-^ Timber Trade in West of Scotland -^ 



Expectations staited high that the tiiiilier I rude i.f (llasgow and 

 the west of Scotland during 1913 would eujoy a prosperous year, in 

 view of the fact that the principal local wood consumers were actively 

 employed, but these expectations have scarcely materialized. Through- 

 out 1913 at no period was there any pronounced activity in the de- 

 mand, while occasionally an exceptional dullness prevailed, and par- 

 ticularly so during the latter half of the year. For what share of 

 prosi)erity the trade did enjoy, it must look to the shipbuilding in- 

 dustry. From this source a steady demand has existed, while from 

 other outlets the demand was exceedingly disappointing. The demand 

 for housebuilding requirements has been in poor shape all the time. 

 Wagon building has been nuideratcly enii)loyed, but recently lias 

 shown a tendency to slacken. Quite a quantity of oak has been 

 consumed by wagon builders, although compared with last year the 

 figures are considerably less. Motor manufacturers have accounted 

 for a steady demand for mahogany, oak, poplar and gum. Packing- 

 case makers have been fairly well occupied, although hampered at 

 times, owing to the price of stocks. The various cargo lots coming 

 in have sold well, and buyers of spruce and Riga whitewood have 

 adopted the policy of purchasing only against immediate require- 

 ments. Furniture makers have had a busy year, and a steady demand 

 has been kept up for oak, mahogany, poplar, walnut and birch. Gaboon 

 mahogany logs have again been an important feature of the imports, 

 although the price continues to rise. The price of Honduras ma- 

 hogany also continues to rise, and of course this is only to be ex- 

 pected because with demand all over the world increasing and sup- 

 plies none too plentiful, the possibility of prices rising still further 

 must be reckoned with. Spruce and American oak advanced during 

 the year, but they can hardly go any higher this year. Instances 

 of prominent staples decreasing in price during the year were waney 

 pine logs, Canadian, Siberian and Californian first quality pine deals 

 and sidings, sawn pitch pine, and Californian redwood. In the case 

 of Canadian pine, it is more and more going out of use, owing to the 

 substitution of cheaper goods. In the other cases, the freight re- 

 duction, and also the import exceeding the demand, has had to deal 

 largely with the drop in prices. No appreciable change is to be 

 recorded in the case of elm and oak logs, birch, Oregon pine, green- 

 heart, hickory, ash, maple and walnut. A regrettable feature which, 

 year ;ifter year, becomes more prominent, is the gradual decay of 

 trade with Canada, at one time the largest exporter of timber of all 

 the countries of the world to the United Kingdom, now a mere shadow 

 of what it once was. It can be a matter of only a few years when 

 supplies from this source need no longer be seriously reckoned with, 

 unless something in the form of Colonial preference in the shape of a 

 tariff on imports from competitive countries be imposed. 



During the first part of the year freights continued at a high le\el 

 until August, at which time it was the general opinion that shipping- 

 was in for another good autumn, but these anticipations did not nui- 

 terialize, and in September the demand for tonnage was not nearly 



<ij persistent .-is th,- i.i,'\1(his iiiitiiiiin, and triMghts Iicl;:ui to fall away 

 rai>idly uiitil in .XoiiMnlici- when top rates should have been reached, 

 there oi-emierl -innetliing like a collapse. The lateness of the cotton 

 crop had much to do with this, as excessive tonnage had been rushed 

 out in order to secure this business. The depression of the freight 

 market has become more acute since the beginning of the year, and 

 shipowners are finding it extremely diflScult to sei'.u'e jjrofitable em- 

 ployment for their steamers. The world's trade has undoubtedly 

 <leclined more rapidly than was considered probable not many months 

 ago, and the supply of tonnage which has been largely increased in 

 recent years, jiartly owing to the replacement of old vessels by 

 steamers of cousideralily greater carrying capacitj', is now much 

 in excess of the dcinaml. The present depression is felt all the more 

 by shiiHjw neis. owint; tc the f a' t that running costs have risen sub- 

 stantially \\itiiii. rei-oHl years, and that the tendency is still upwards. 

 Shipbuilding 



This gieat in(;lustry, which looks to the Clyde, not only as its 

 birthplace, but as the principal centre of its activity, has had a re- 

 markably successful year. There was never any doubt as to the 

 genuine nature of the demands for new tonnage, or as the ability 

 of the shipbuilding and marine engineering firms to supply that 

 demand, and it was not until there came a falling off in the freight 

 market that owners and builders became less active in their negotia- 

 tions regarding orders for new ships. With that falling, a reduction 

 in the volume of work on hand in the yards was anticipated, but 

 sufficient time has not yet passed to allow freights to affect seriously 

 the activity of many firms engaged in turning out new ships. 



The returns are as follows: 



1013. Vessels. Tonnage, 



luited Kingdom 1,474 2,263,93» 



Of which the Clyde contributes 370 756.076 



.■\nd compared with 1012 389 640,52» 



As has been the case for several years past, the market has had 

 entire immunity from serious financial trouble, which may bo con- 

 sidered cause for congratulations, in view of the dull conditions ex- 

 isting. The trade has had its share in the matter of labor trouble, 

 the most serious one being the prolonged strike of carters, which 

 prevented deliveries over a period of six weeks, and to some extent 

 accounted for the reduced consumption of timber compared with 

 previous years. In comparison with 1912, the imports and consump- 

 tion are considerably down, and stocks have accumulated in certain 

 directions out of proportion to the demand, and this will have the 

 effect of lowering prices, unless there is a cessation of supplies for a 

 time. 



Indications for the present year are hardly so favorable as they 

 were a year ago, yet it is difficult to conceive that the dull condi- 

 tions which have so long prevailed can become worse, unless there 

 be a serious falling off in shipbuilding requirements, which — as al- 

 ready indicated — has been the mainstay of the market. 



