Barry Dock News

BARRY TRADES' AND LABOUR COUNCIL. SCHOOL ACCOMMODATION IN THE DISTRICT. The Barry Trades' and Labour Council held its fortnightly meeting on Friday evening last at the Victoria Hotel, Barry Docks, present-Mr J. Rees (president), Messrs T. S. Thomas (secretary), J. M'Hill, T. J. Chamberlain, T. Griffiths, J. Dunn, F. Walls, M. Nicholas, M. Shepherd, J. Murray, A. Brown, C. Brewer, C. Webber, G. Motton, J. Wheaton, fee. The minutes of the previous meeting were read and adopted and the President submitted his report as labour member of the School Board, and said the scale of salaries of the school teachers was undergoing revision, and he was pleased to state the tendency would be in an upward direction, for at present there was a great diversity of proportion in the salaries of the higher and lower teachers, and in such a respon- sible and important position teachers of the young should be fairly compensated for their services. (Hear, hear.) He also announced that land was about being secured at Cadoxton, Holton-road, and Romilly-road for school extension purposes, the negotiations for which were proceeding satisfac- torily. He was also pleased to state that the clerk's deputy (Mr R. Treharne Rees) had been appointed honorary deputy-clerk to the Board, and spoke of the highly efficient manner in which Mr Rees had performed his services hitherto.—Ques- tions were asked by different members as to the relative comparison between the scale of teachers in the Barry district and Cardiff, and also as to whether the teachers themselves at Barry had I applied for a general advance, Mr Rees replying that, so far as Cardiff was concerned, the propor- tion was much the same, but as regards a general application from the local teachers, no such step had been taken collectively, but individually several applications had been made, and there was I great difficulty to obtain applications for vacant posts.—Mr F. Walls said some time ago applica- tion was made by the Roman Catholic school authorities for recognition as a public elementary school, but the School Board then contended they had sufficient school accommodation already pro- vided, so that he could not understand why land should now be required for the extension of the schools at the three places.—The President re- marked the School Board were preparing in view of an early growth of the population of the dis- trict.-The report was adopted, and Mr Rees was thanked. THE LABOUR ELECTORAL ASSOCIATION. A discussion took place as to the desirability of becoming affiliated with the Labour Electoral Association, it being eventually resolved to defer full consideration on the subject pending an ex- pression of feeling from the different branches of labour affiliated with the council; also to invite an official of the association to visit the Barry district to explain the objects of the same.

— ANNUAL TRIP OF THE BARRY CHAMBER OF TRADE. A meeting of the Barry Chamber of Trade was held at Harry's Restaurant, Barry Docks, on Monday evening last, to consider further arrange- ments in connection with the annual outing under the auspices of the Chamber, this year to Minehead and Dunster. There were present-Mr D. T. Alexander (president), Dr Kelly, Messrs W. R. Hopkins, L. Y. Owen, B. Lewis, H. C. Griffin, sen. and jun.; S. Griffiths, J. Price, J. Phillips, R. Treharne Rees (secretary), &c. The President reported he had arranged with Messrs Edwards, Robertson, and Company, Cardiff, for the Scotia to run from Barry Dock, the only guarantee required being that not more than 400 persons be taken by the Chamber. Mr Alexander said he had also made arrangements with Mr G. Thristle, of the Plume of Feathers Hotel, Minehead, for the supply of a capital luncheon, which would be held at one o'clock.—In consideration of improved terms having been arranged by the Chamber the tickets will be sold at 5s 6d instead of 6s 6d, applications for which must be received not later than mid-day to-morrow (Saturday).—It was decided to hold a meeting of the Chamber to-morrow (Saturday) evening at the Barry Hotel, at 8.30, for the transaction of final arrangements. DEFAULTING MEMBERS OF THE CHAMBER. Mr Sam Griffiths proposed that the secretary prepare a list of defaulting members of the Chamber in view of obtaining the outstanding subscriptions, and gave notice to move at the next meeting, if the subscriptions could not be obtained, from these members, that immediate steps be taken to apply to their proposers or seconders.-Agreed.

ITEMS FROM BARRY DOCKS. BARRY DOCK TIDE TABLE FOR NEXT WEEK. The following i& the tide table for Barry Dock for the week commencing to-morrow (Saturday) Day. Morn. Aft. h. m. ft in. h. m. ft. in. Saturday, 14 4. 2 29. 5 4.35 29. 5 Sunday, 15 5. 6 30. 7 5 35 30. 9 Monday, 16 6. 3 31. 9 6.26 32. 2 Tuesday, 17 6.47 32. 9 7. 8 33. 1 Wednesday, 18. 7.28 33. 4 7.47 33.10 Thursday, 19 8. 4 33.11 8.22 84. 3 Friday, 20 8.38 34. 0 8.54 34. 4

LAST WEEK'S SHIPPING AND SHIP. MENTS AT BARRY DOCK. w'- The following is a report of last week's shipping and shipments at Barry Dock:- Number. Tonnage. Steamers arrived 26 32,420 Do. sailed 31 31,549 Sailing Vessels arrived 3 2,251 Do. sailed 4 4,461 Steamers in Dock 32 51,828 Sailing Vessels do. 21 29,546 Total 53 81,374 Vessels in Dock as per previous report 59 82,850 Decrease 6 1,476 Vessels in Dock corresponding week 1893 42 47,703 The impqrts at Barry Dock last week amounted to 5,359 tons 0 cwt; ditto same period last year, 4,951 tons 10 cwt; increase, 407 tons 10 owt. The total imports for the week ended July 7th amounted to 5,359 tons 0 cwt.; corresponding week ended July 8th, 1893, 4,951 tons 10 cwt; increase, 407 tons 10 owt. The total exports last week amounted to 85,324 tons 9 cwt. Corresponding week ended July 8th, 1893, 71,211 tons 19 cwt; increase, 14,112 tons 10 cwt. Total to July 7th, 1894, 85,324 tons 9 cwt.; total to July 8th, 1893 (eight days), 77,486 tons 15 owt. increase, 7,837 tons 14 cwt.

LAST WEEK'S SHIPMENTS AT BARRY DOCKS. The export and import shipments at Barry Docks during the week ended Saturday last amounted to 90,683 tons 9 cwt., made up as follows:— EXPORTS. Tons. cwt. Coal 83,487 17 Coke 1,826 12 General merchandise 10 0 IMPORTS. Pitwood. 3,932 0 Timber 1,328 0 Building Materials 65 0 ri General merchandise 34 0 Total 90,683 9

BORWICK'S BAKING POWDER. Best Baking- BORWICK'S BAKING POWDER. Powder in the BORWICK'S BAKING POWDER. World, Whole- BORWICK'S BAKING POWDER, some, Pure & I BORWICK'S BAKING POWDER. Free from Alum I

_—. MR. JOHN ROBINSON, M.INST.C.E. I

"THE BARRY GRAVING DOCKS," BY MR. JOHN ROBINSON, M.INST.C.E., Late Resident Engineer of the Barry Docks and Railways. [Re-produced, by special permission, from the Minutes of the Institution of Civil Engineers, j There are two graving docks at Barry, one be- longing to the Barry Graving Dock and Engineer- ing Company, at the north-east corner of the main dock, and the other belonging to the Barry Railway Company, at the south-east corner. The first was constructed at the same time as the main dock, and the other since the main dock was opened for traffic. The construction of this latter was contemplated when the main dock was in progress and an 80-foot opening was provided in the wall, closed temporarily with a Portland cement concrete wall, faced with brickwork, sufficiently strong to resist the pressure of the water in the wet dock without backing. Each graving dock is sub-divided, about midway, by a wrought-iron box-shaped caisson and the en- trances are closed with similar caissons. The entrance sill of the new graving dock is 26 feet 8t inches below high water of ordinary spring tides, and is 2 feet lower than the sill of the older dock; and the floor along the keel-blocks has been made level throughout, but a fall is given transversely from the keel-blocks to the drains. The floor of the first dock rises 1 in 180. The bottoms of the side and centre drains in both docks are laid at an inclination, so that the water may flow into the eulverts. Both docks are provided with a double line of keel-blocks, with five sets of bilge blocks to each, so that two vessels can lie side by side, a slight list being given each ship towards the nearest side wall. The vessel is supported by timber props, resting on granite altars on one side only, an arrangement preferred even by those ac- customed to centre docking. The safety of this method is shown by no accident having occurred during the four years that the first graving has been in operation. Culverts at the bottom of the inner and outer docks convey the water into a suction-chamber. There is a sluice gate in each culvert; and by closing the inner dock sluice-gate water can be admitted to the outer dock without interfering with the work in the inner dock. The water from No. 1 dock is pumped into the floating dock, against a head of water, varying from 24 feet at neap tides to 33 feet at spring tides. The water from the new dock can be similarly pumped, but this dock has, in addition, an outlet-culvert to the sea, to let the water flow away when the state of the tide permits. When the tide is up, the water can be pumped into the sea or the sea may be allowed to enter the suction-chamber, and the water pumped up into the main dock to raise its level, at the rate of li inch per hour. Feur vessels may be accommodated at one time in each of the graving docks. For vessels longer than either division, the middle caisson is removed, and the vessel allowed to project into the adjoin- ing division. Vessels are so arranged on the lines of keel-blocks, that those whose repairs are first completed can leave the dock with the least possible interference with the others; those requiring heavy repairs being placed in the inner division, and those needing only light repairs in the outer division. There are no timber-slides on the sides of either of the graving docks, props and light timber being thrown into the bottom when there are a few feet of water on the floor. Heavier materials, such as propellers, are lifted or lowered by steam and hand cranes which travel on a railway round the sides of the docks, turntables being placed at each corner of the head of the dock. The docks have been made rectangular in shape, to admit all the I light and air possible, so that the workmen may better see their work when engaged underneath the vessels, and also that air may circulate freely and dry the paint on the vessels. Workmen scraping and cleaning the sides of vessels do so in the first instance from rafts or punts as the water subsides. Reverse gates to retain the water would have been required for this purpose had the dock opened on to a tidal channel. These inner dry docks afford greater dispatch than those opening on to a tidal harbour, as there is no need of wait- ing for tides when a ship is ready to go in or come out of the dry dock and she can proceed at once to her tip in the main dock for cargo. There are no rudder-wells, and the want of them has never been felt. PUMPING MACHINERY AT No. 1 DOCK.—Two 40-inch centrifugal pumps empty the first dock. They were originally driven by two single-cylinder horizontal high-pressure engines; but one of these has lately been replaced by a compound sur- face condensing engine, built by the owners, carefully balanced, with large wearing sur- faces and having two cranks. The new engine has been at work several months, effecting a con- siderable saving in coal in addition to a reduction in the wear and tear. With hard water, the boiler-supply from the surface-condenser is a great advantage, as scaling is prevented. There are also two centrifugal drainage-pumps, 12 inches and 9 inches respectively, worked by high-pressure engines. The 12- inch single -cylinder high-pressure pumping-engine is about to be removed, and a triple-expansion engine substituted, with a view to further economy in working. The engine is to be supplied .'with steam from a new separate vertical boiler, with a working pressure of 1601bs. per square inch. THE COMMERCIAL GRAVING DOCK. The new dock is called the Barry Commercial Graving Dock. EXCAVATION.—The earthwork consisted chiefly of red marl, which was used to form the roadway and yard surrounding the dock, and an embank- ment at the west end of Barry Island, adjoining the new graving dock. Magnesian limestone was also found in the excavation, and was used in the dry rubble drains behind the walls, and as backing in the walls. Numerous joints and fissures were exposed by the excavations in the hard marl and limestone, from some of which salt water issued. Trenches were first excavated for the side walls, little timbering being needed. The excavated material was lifted by steam travelling-cranes, in square iron skips with hinged bottoms, and was discharged into wagons. Under the foundations of the west wall of the inner dock, a cavern, 27 feet by 23 feet and 14 feet deep, was discovered in 'the marl, through a hole in which sea-water burst forth and continued to flow at each tide, but ceased at low water of spring tides. A brick wall in cement mortar was built round the hole at the top of the cavern, to keep in the water. Rubble stones were then deposited in the cavern and a Portland cement concrete floor, 6 feet thick, was laid on them, on which the wall is founded. When the centre portion of the dock was excavated, the water again rose in smaller quantities through a fissure opposite the cavern, and was led away in a pipe to the side drain. FLOOR AND WALLS.—The floor is of 6 to 1 Portland cement concrete, 2 feet thick, and the drains are of stone. Across the floor, in and under the concrete, 4-inch land drains are laid, 20 feet apart, to convey any rising water to the open drains. The cast-iron keel-blocks, 4 feet long, are embedded an inch in the concrete floor. Two iron blocks rest on each base-block, the middle one being wedge-shaped, and the sliding surfaces planed. The upper cast-iron block holds the lower of three wooden blocks like a dove-tail joint. The middle and top wooden blocks are connected by rope to the bottom block, to prevent their float- ing and the twelve sets of iron blocks also, nearest the entrance and the passage, are secured with bar-iron to the bottom block, to prevent their being shifted when the sluices in the caissons are opened. The tops of the blocks are level with the entrance, and 3 feet higher than the floor. The walls are built of mountain limestone, weighing 169 lbs. per cubic foot, from the Alps Quarry, about five miles off, connected by a siding with the Barry Company's main line, The roughly-dressed face-stones are squared, but not laid in courses, and have close beds and joints for 6 inches, lipped with cement for 3 inches inwards at the time of building. The remaining portions of the walls are built in blue lias lime mortar. Headers, not less than 31 feet long, pass through from front to back, and overlap each other. The altars, 2 feet by 9 inches, and the coping are of granite. The depth of the dock, from coping-level to floor, is 32 £ feet. The walls have not been designed to resist water-pressure from the back; and cast-iron pipes are inserted in them to allow the water to escape. Brass valves are placed on the mouths of pipes, to prevent water in the dock from entering the pipes and finding its way to the back of the walls. Wrought-iron ladders enable workmen to pass from one altar to another and flights of wooden steps are placed in corners of the inner and outer divisions of the dock for access to the floor. Iron rings are let into the front of the coping, 8 feet apart and flush with the face, with ropes attached for holding the ends of the shores. ENTRANCE.—The width of 80 feet originally provided for the entrance has been reduced to 60t feet. This admitted of the mouth of the discharge- culvert being built in a portion of the wall where the width has been contracted. The large caisson, used during the construction of the main dock, was placed against the 80-foot entrance to keep out the water from the graving dock during the removal of the temporary wall. The walls of the entrance have a batter of 1 in 8. The sill-stones and quoins for the caisson stop are granite, fine- axed on the meeting face. The bearing-blocks for the bottom of the caisson are limestone, 2 feet by It foot, standing 1J inch above the concrete floor, 6 feet apart centre to centre, and level through- out. Hydraulic pipes and electric-light wires are carried in a recess, 8 feet wide and 18 inches deep, in the walls, and across the invert. The ihvert is built in brickwork with cement mortar, faced with two courses of Staffordshire blue bricks. The walls of the entrance are the same height as the main dock walls, and are ramped down to those of the graving dock, which are 4 feet lower, I as more economical in construction, and more favourable for the work of the graving dock. PASSAGE.—The passage between the inner and outer divisions of the dock is similar to the entrance, but 4 feet less in height, and the sill 6 inches lower. PUMPING-STATION AND CULVERTS,-Beneath the engine and boiler-house are the suction and discharge-chambers, 10 feet wide and 11 feet high, with floors 3i feet lorwer than those of the graving dock. The two culverts conducting the water to the suction-chamber have a width and height of 61 feet. A 6i-foot barrel-culvert conveys the water out of the suction-chamber to the sea. There are three suction-pipes in the pumping- chamber, 33 inches in diameter, and two suction- pipes 12 inches in diameter from the drainage pumps. There are three discharge pipes in the discharge chamber, 33 inches in diameter, and one discharge pipe, 12 inches in diameter, common to the two drainage pumps. A 9-inch air-pipe is carried up from the roof of the suction-chamber, and also from the roof of the discharge-chamber. A culvert connects the discharge-chamber with the sea-culvert. A culvert, 6t feet in diameter, discharges the water from the suction-chamber into the main dock. Sluice-gates are so arranged that the inner division of the dock can be kept dry when the outer division is full of water; and a 12-inch suction-pipe, coming from the inner division of the dock, enables either of the two drainage pumps to take away any leakage which may accumulate in the inner portion of the dock when the paddle is down shutting off the inner division from the outer division and from the pumping-chamber. PUMPING MACHINBRY.-There are three 33. inch horizontal high-pressure condensing centri- fugal pumping-engines, two 12-inch drainage centrifugal pump:ng-engines, three Lancashire boilers, one auxiliary Cornish boiler, feed-pumps, condenser, circulating-pumps and air-numns. 9iuice-yaxves, &c. ine mam pumping-engines if have disks 5 £ feet in diameter, 18-inch cylinders t of 16 inches stroke and they are furnished with variable expansion gear and steam stop-valves. c Each pump can make 160 revolutions per minute, I discharging 17,000 gallons of water per minute, or t about 1,000,000 gallons per hour. The two drain- t age pumping-engines can each deliver about 2,500 5 gallons per minute, and are of the inverted form g for continuous running. Each of the pumping- rj engines, both large and small, is provided with an j injector, with separate stop-valves for charging, rj The various valves are arranged so that any engine I] can obtain steam from either of the boilers. In a connection with the service condenser is a com. t bined direct-acting centrifugal pump for circulat- ing, with plunger air-pump attached, and worfced from the cross-head of the inverted cylinder engine, j? which is able to drive both the air-pump and < circulating pump at the same time. The air-pump delivers the condensed water into a wrought-iron 1 tank, from which the water is pumped into the boilers by two duplex direct acting steam-pumps, I which can feed the three large boilers and the small boiler at the same time when working at a (J slow speed. a ENGINE TRIALS.—These trials were made in T February, 1893, before any vessels were let into II the dock. Both divisions were emptied in three 1 hours, the three engines exhausting to the atmos- e phere, and pumping 10,000,000 gallons of water II into the main dock, against a head increasing to f 22 feet. Afterwards, the inner division alone was ] emptied, when it contained 5,100,000 gallons, which was pumped into the main dock in an hour c and a half, by the three engines, against a head 11 of water increasing to 24 feet. The steam pressure s was 100 lbs. per square inch during the first hour, g but fell to 80 lbs. at the end. The mean revolu- ] tions of the three engines were 132 per minute at A the start, increasing to 147 at the finish. Indicated I HP. of No. 2 engine, 176 vacuum during trial, t 22! inces; quantity of coal burnt, 32 cwt. The outer division is emptied by the pumps in two t hours, allowing time for shoring, &c. Both divi- sions of the dock can be emptied in an hour-and-a- hv Ifihtinur the water flnw t.n t.hA snn. and in forty minutes when the tide permits. The inner ¡ division is filled in a little over an hour through the two sluices in the caisson. CAISSONS.—The caissons at the entrance and passage are interchangeable, and are 17 feet wide and 34t feet deep they have greenheart meeting- faces, and are fitted with elm fenders; each caisson has five decks; the top deck is planked, and a line of railway runs over it for locomotives and wagons. The second deck is iron-plated, and is 10 £ feet below the upper deck and the rest ef the decks are open. Each caisson is divided into six compartments by bulkheads below the second deck, one running longitudinally along the cestre, and the other two transversely. There are two sluices near the bottom, by which water can be passed from the wet dock through the caisson? into the dry dock, each 3 feet by 21 feet, 4 the paddles being raised and lowered by screw spindles from the upper deck. There are two centre compartments, each with a 9-incb inlet-valve communicating therewith from the outside, with one 7-inch drain-valve inside, and a 7-inch valve in the longitudinal bulkhead between the two centre compartments. In the transversa bulkheads there are four 5-inch valves, communi- cating between the side and centre compartments. All these valves are worked from the second deck, to admit water or to discharge it from the caisson. To remove the caisson from the entrance for the admission of vessels into the graving dock, the water is run out until a floating staff inside the caisson marks, at the second deck, the height shown on a table opposite the depth of water the caisson is to be floated at, which is determined by reading the height of the main dock water against the back of the caisson, and allowing for its rising 2 feet above the bearing-blocks. The graving dock is then filled by opening the caisson sluices, letting the water in from the main dock, and the caisson is hauled out of position. When the caisson is again in place, water is admitted to sink it on to the bearing blocks and cast-iron kent- ledge blocks are packed in the bottom for ballast- ing purposes. There are no air-chambers. On the second deck a pump, driven by a petroleum- engine, pumps out water whenever the running out of the water at the right time has not been attended to. For emptying the middle caisson at the passage, an injector is used in connection with the hydraulic-pressure pipes, in place of a pump- EQUIPMENT.—There are three hydraulic cap- stans placed at the entrance, passage, and head of the dock, respectively. The hydraulic-pressure pipes leading from the main dock pipes are 7 inches and the return pipes are 8 inches in diameter. Water-supply pipes are laid round the dock, and into the engine and boiler-house, with hydrants placed at convenient intervals. Hook* anchored in concrete are placed along the sides of the dock, about 70 feet apart, and are used for giving a slight list to the vessels after they have settled down on the keel-blocks. The dock is lighted throughout by electricity and the railway sidings round the graving dock are connected with the main dock sidings. COST OF THE WORKS. £ Graving dock, with engine and boiler-houses 61,500 Pumping-machinery 6,200 Two caissons 7,600 Sluice-machinery 1,000 Total. 76,300 THE ENGINEERS AND CONTRACTORS. The engineer was Mr J. Wolfe Barry, M.C.Inst.C.E.; and the author was the resident engineer. The contractors were Mr John Jackson, Assoc.Inst.C.E., for the works Messrs W. H. Allen and Company, of Lambeth, for the pumps and the Barry Graving Dock and Engineering Com- pany for the caissons. The works were commenced at the beginning of 1891, and were opened for the reception of vessel* in February, 1893. The paper is illustrated by a sheet of drawings of the various portions of the graving dock.

BARRY DOCK R.A.O.B. INSTI- TUTE ANNUAL DINNER. The anniversary dinner of the R.A.O.B. Institute, Thompson-street, Barry Docks, waS held on Wednesday evening, the 4th install when the proceedings were attended with the most satisfactory success. Since its inception, the Institute has organised many entertainments for the benefit of distressed members and in other ways has been the means of effecting philanthropy in a very practical and substantial manner—to- warde purposes other than those incidental to the Order. A larger number of members, with their wives and friends, attended this year even than was expected, but the energetic steward and stewardess, Mr and Mrs Guy, admirably catered for the wants of the company. Amongst those present were Sir D. W. Jenkins and Mrs Jen- kins, Primes J. J. Taylor, W. Liles, L. B. Goule, J. H. Morris, C. J. Marsh, F. J. Melvin, T. Hewers, J. W. Clarke, J. Melvin, J. Watts, H. Cottle, W. Leay, C. Lucas, T. J. Radcliffe, J. S. Danter, and A. Orton, Mr Archie Jones, Mrs Liles, Mrs Goule, Mrs J. H. Morris, Mr& Marsh, Mr and Mrs S. Thomas, Mr and Mrs J. Stagg, Mrs Heavers, Mrs Wattsr Mrs Cottle, Mrs Leay, Mr J. W. Spencer, Mr E. Evans, Mr and Mrs J. Searle, Mr 1. Hale, Mr G. Searle, Mr and Mrs J. Edwards, Mr S. J. Rowe, Mr and Mrs E. Walker, Mrs J. Knight, Mr P. Sherlock, Mr G. Nicholls, Mr T. Hobbs, Mr and Mrs Read, Mr G. Blackley, Mr J. Ritchie, Mr J. Guy, Mr W. Hobbs, Mr F. Eden, 4c. The chair was occupied by "Sir" D. W. Jenkins, in the absence of Mr J. E. Hoosen, Cardiff, who was unable to be present, but forwarded a contribu- tion towards the band fund. Dinner over, the Royal toast having been loyally drank, Bro. S. J. Rowe well rendered the song, "The day when you'll forget me." The next toast was that of The Loyal Victoria Lodge and the Institute," proposed by the Chairman, Primo F. J. Melvin suitably responding for the Victoria Lodge, anct Primo C. J- Marsh for the Institute, the latter describing the benevolent actions of thE! Institute since its establishment. Referring ta- the concert for the benefit of the CilfynyJd colliery disaster relief fund, held at the Iddesleigb Hall, Cadoxton, on Wednesday evening last, he trusted the members would do all in their power to promote its success. (Cheers. )—Primo J. H. Morris ^.having given the popular Monigan's stove, the Chairman submitted the toast of "The- Trade of the District," responded to by Primo T. J. Radcliffe, and Bros. John Jones and W. H. Thomas, who trusted the commencement of the new dock at Barry would tend to a material augmentation of the trade of the district.—The toast of The Buffalo Band was well received, and the conductor, Bro. John Muston, replied, expressing a hope that the band would attain a posi- tion of still greater efficiency athodistant period.— "The Press" was submitted by the Chairman, and responded to by Mr P. Skyrme (Barry Dock News).-After drawing the attention of the com- pany to the performance to be given by the R. A. O. B. Dramatic Society at Cadoxton on an early date, and the concert to be held at the Institute for the same purpose orv the 11th irstant, the Chairman gave the toast of The Steward and Stewardess, and Waiters," Primos Guy and W. Liles acknow- ledging the compliment.—Bro. Walker gave an excellent comic song, and Bro Blackley amused the company with a farmyard sketch, followed by a selection by Bro Atkinson, when Primo W. Liles sang "Accidents," which received a well-deserved encore, and in response he gave the original song, "G.L.E." Songs were also sung I by the Chairman, Primo A. Orton, Miss Rosebery, and others. The band played several pretty selections during the evening, and Primo C. R- Ford and Mr H. Norman accompanied on the violin and piano. The arrangements were car- ried out under the supervision of Primo W. Liles, the decorations being attended to by a number ot willing helpers, and a vote of thanks was passed to those lending flags, &c. THROAT IRRITATION AND COUGH.—Soreness

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