The Abergavenny Mail

"D C A. ? BS.A   I Pffrs- MOTOR BICYCLES FOR SOLO OR SIDECAR j S gL Their extraordinary power and reliability are convincing proofs that they well maintain the I great B.S.A. reputation. Let us give 108 particulars. Local Agent- H. C. CECIL, Swan Cycle Works, Homend St., Ledbury. RSA. CATAIOGUE FBEE.

CYCLECAR AND MOTOR CYCLE NOTES. [By CELERITER.] WHITSUNTIDE TOURING. THE NORTH DEVONSHIRE HILL. The weather at Whitisuntide was disappoint- ing in some parts of the country, whilst in others it was all that could be desired. I spent the week-end in Somerset and Devon, and there we had very little sun though at the same time there was practically no rain. Perhaps I took the bad whether down with me, for when I left Birmingham at 4 o'clock on Friday afternoon it was raining hard, and it rained the veholeof the 135 mile journey down to the pretty little place near Yeovil which was to be my centre for the week-end. Not- withstanding the rain and the heavy roads I reached my journey's end by 10.30 after half-an-hour's stop on the way, which is not bad running for a 9.5 h.p. light car over a billy route such as tbis. Though I had no human passenger, I had a dog and a good weight of luggage, almost equal to the weight of a passenger. On Saturday with passenger and dog but no luggage we made an early start for Holne Chase, near Ash burton, one of the beauty spots of South Devon. We first made for Chard with its long wide main street. Just before running into Chard, the road runs on a rirlgeway through a long avenue of trees on the right of which the country stretched away in the valley a wealth of trees and farmland, whilst away across the valley on the left rises Golden Cap, one of the highest hills in Dorset. A sharp drop from this ridge brings one into Chard, then a long pull out of Chard rising all the way for nearly two miles-a level stretch of a mile or two then a steep drop into Yarcombe, the famous Yarcombe Hill, one time terror on the Loudon-Lands End trials, must now be climbed. The hill is over two miles long, and ha3 one rather steep pitch round a left band hairpin corner, though it should be climbed by almost any modern sidecar machine or ligbtcar. The worst terror of Yarcombe is its surface on a wet day. It consists of a soft, slimy, yellow mud which will not allow the driving wheels to get a grip, but, however, it was almost dry on this occasion so we bad no trouble in gaining the summit. Another i- hort run on the level, then an easy fa ting grade brings one into Honiton of lace fame. We are now in Devon, Somerset having been left behind Chard. Honiton is a curious little place with a very and long main street, not very pretty, but wide lying iu a lively wooded country. From the top of Yarcombe Hill, right away to Exeter, the roads are excellent, tar macadam for the most part, or excellent ordinary macadam in other parts, wide and well kept, they are a credit to the County Surveyor. This Surveyor also evidently has an eye to getting a job done quickly, for in two instances we came across no less than three steam rollers all working within 100 yards of each other, one pair working together in tandem to put the finishing surface, and the other doing the rough rolling as a prelimin- ary. From Honiton we sped on to Exeter 15 miles away. There are one or two slight rises, but as a whole the road is almost level. Exeter, the city of narrow streets, tramlines, and heaps of slow traffic is a most exasperat- ing place to get through when one is in a hurry as we were. There seems to be a great deal of country traffic, the drivers of which are too sleepy to under- stand the ways of motorists who travel from afar and through many towns and cities in one run. Perhaps time will alter things, though. The unique Cathedral with its two Norman towers should be visited by all who enter Exeter, for it is a charming building inside and out. From Exeter we took the main road for Plymouth, via Ashburton, going down Fore-street and over the bridge at its foot, then taking the left fork for Chudleigh. Before Chudleigh is reached there is a pretty stiff climb up through the woods to the summit of Great Haldon Hill, on which lies the old race course at a height of 750 feet above the sea. Moorland scenery surrounds one for a mile or two, and then comes a drop down into the green meadows until Chudleigh is passed. About a mile beyond Chudleigh a turn to the right brings one to Teignrnouth, and though this is not the usual road from Exeter, it is, I think, the prettiest and has the best service. Teign- mouth was not, however, our destination on this occasion, so we kept straight on for Ashburton, a quaint little town with narrow, winding main street. Three miles beyond we came to our journey's end at Holne Chase. The road from Ash burton to Two Bridges for Taverstock is very narrow and winding to the top of the Holne Chase Hill. It lies in most lovely scenery. Holne Chase is a show place and visitors go there from many of the South Devon watering places by coach and motor char-a-bancs. Two miles from Ashburton the River Dart is crossed by a fine old hump back bridge. The river deep below flows swiftly on through a perfect woodland setting, half a mile further on comes the sharp hairpin bend of a bank. This calls for careful driving and seems even more difficult when one is making the descent. After the hair- pin there is a level run for about half a mile, then comes the famous hill. It is widened every 30 yards or so to allow horses to zig- zag across the road with their loads, and this curious formation is quite useful for motorists as well. I saw a big Minerva car taking every advantage of the widening, and it needed it too. Near the summit the road forks, the right fork going to Two Bridges, and the left fork, which is the steepest part of the hill. goes on to Holne, the birthplace of Chas. Kingsley, right on the fringe of Dartmoor. The 65 mile journey ended, the car was turned round and a quick run home by the same route too soon came to an end with not a single incident as regards the running of the car. Another run was to Lynmouth via Ilminster, Taunton, Minehead, Portlock, and Countisbury. The road from Yeovil to Ilminster is good for the first 10 miles, then it becomes narrow and winding, but from Ilminster to Taunton the surface is excellent. From Taunton to Minehead the road is very poor, narrow, bad surface, and fairly hilly. From Minehead, a quiet little watering place, with more inland than seaside attractions as regards the scenery I always think, the road is fair to Porlock. At Porlock the fun begins. The famous Porlock Hill with its terrific gradient and great length should never be attempted either by car or motor cycle unless one is out simply to make the climb instead the new road through the woods should be used. A shilling toll is charged for cars, and 6d for motor cycles. The magnificent scenery and the drive through the woods is worth the money apart from the comparative ease of the climb as compared to the old road. The surface of the new road is quite good now except in one or two patches, and far better than it was when I went up it a year or two ago. The climb is nearly three miles long, the gradient is never Wurtie than 1 in 10, and my car took it all on second gear except one hairpin bend about two-thirds of the way up which I had to take a double lock on. From the top of Porlock, over 1,400 feet above the sea down to Nynmouth, the road is bad, loose, pot- holey and and narrow. We passed the Minehead coach and there was not half an inch to spare though I ran the car against the bank until the coach had passed. Countisbury Hill is another teaser especially when wet, and I decided to try the car on it and nearly ruined the driving tyres as a result. I dropped my passenger, then tried to rush the steepest portion which was wet, slimy and loose, torn up by the coach drag. Three attempts forward and two backwards simply resulted in the car sliding into the ditch each time with the wheels spinning round. I was about to put on a studded cover on the spare wheel when I was informed that by paying a shilling I could go up the private road to the Tors Hotel, and avoid this worse bit. I did this and found it a tip worth knowing. The old Porlock Hill was taken on the return journey and though lowest gear was engaged and the engine switched off, it took both brakes to hold the the car on the steepest part, so I think I shall come down by the new road another time. Lynton and Lynmouth are charming places—in fact I should vote for them as being the prettiest spots I know in all England-their only drawback is their inaccessibility, but none the less they are worth a visit, even though it knocks a good deal off one's tyres to get there. When one is in Lynmouth, there are three ways of get- ting out. One is by climbing the hill to Watersmeet, and going to Simondsbath, Exford and Dulverton, where a good main road is joined again going North and South. Another is to go back up Countisbury, whilst the third is to take the lift up to Lynton, nearly 700 ft above on the hill side. The charge for cars is 10s 6d, or two motor cycles can be taken up for the same charge. The' road from Lynmouth to Lynton is almost impossible owing to its surface which is generally inches deep in stones and dust. The road is simply torn up by the coach drag. From Lynmouth to Simonsbath and Dulvetton, the road is in a very poor state, but it is being rebuilt, and in time this no doubt will be the most popular route to Lynmouth. The road from Lynton on to Ilfracombe is in a good condi- tion as a rule, though very dusty, and there is a stiff hill at Parracombe and a drop from Blackmoor Gate to Combe Martin, which is rather trying when taken in the reverse direction. North Devon scenery is exception- ally fine, but the roads unfortunately do not lend themselves to motors, though if one goes prepared to travel slowly, there need be no more barm done to one's machine, than when travelling fast on good roads.

PROFITABLE POULTRY CULTURE. BY RALPH R ALLEN, Lecturer to the Herts County Council; Editor of Monthly Hints on Poultry, &c. I A SUCCESSFUL BREEDING SEASON. (CONTINUED. ) [Readers are particularly requested to note that this series of articles commenced with the first issue in January. In order to obtain their full value, the earlier articles should be read in conjunction with the current one.] L TURNING THE EGGS. I My own practice is not to disturb the eggs until the second evening, although there is really no reason why they should not be turned before. From experience I know the care exercised by many operators in turning eggs. Many times have I noticed morning" carefully written on one side of the egg, and evening diamet- rically opposite, to ensure that the eggs are evenly turned night and morning. This is quite unnecessary. The reason for turning them at all is, inasmuch as the embryo always floats to the top of the liquid content, there is a danger of it adhering to the shell. To obviate this it has been found advisable by practical experience to change the position of the eggs, hence the term turn- ing was applied to the operation. In the course of time this has conveyed to the operator, or, at all events, to the careful operator, that it is imperative to mathe- matically turn them an exact half-circle. Personally, I do not find this gives the best results, and for this reason I am not in favour of automatic turning devices, or the use of an extra tray for turning, as advocated in the use of some of the American-pattern machines. I should strongly advise operators to simply remove a few of the eggs from the centre of the drawer or tray, and then gently roll the remainder of the eggs towards the centre, placing the eggs that were removed on the outside of the drawer or tray. This alters the position of every egg, and pre- vents the adhesion of the embryo to the shell, and at the same time tends to give a more average temperature to every egg if the diffusion of heat is not equal in every part of the chamber. Incubator manufac- turers must not be angry at this observation. I have personally tested most makes of machines, and at present know of practically none where the diffusion is absolutely equable throughout the egg-chamber; at the same time, I am not remarking this from a derogatory sense. To my mind, providing the variation is small, it is bene- ficial, the temperature under the hen varying according to the location of the egg in the nest. Learning, however, from Nature, we observe that the hens are careful to con- stantly change their relative position so as to secure an average throughout, and if the practice I have just recommended is fol- lowed, we secure the same advantage in artificial incubation. I might here remark that I have frequently been the recipient of correspondence inquir- ing why some eggs hatch out fully thirty-six hours sooner than others? I concede that the freshness of the egg when set is a factor in the solution of this problem, but I also suggest to you that the variation in tempera- ture to which some eggs are subjected, due to the unequal diffusion of heat throughout the chamber, combined with the fact that the operator has failed to change their relative position, is also a determining cause. To prove the accuracy of my remarks on this point, commence a hatch, run at a com- paratively high temperature throughout, say 104 degrees, reduce the time for airing and cooling to a minimum, and you will hatch chicks in nineteen to twenty days. I grant you they will be weakly specimens, and not worth your trouble to rear. On the other hand, run a hatch on the ordinary approved lines, as laid down, and twenty to twenty-one days will be the average period of incuba- tion. You can go even further by a third test. Run the machine at 102 degrees only. Air and cool to a considerable extent, and incubation can be prolongs I to twenty-two and even twenty-three dav s. This con- clusively proves to my mind that, granted unequal diffusion of heat in the egg-chamber, and I can assure you it obtains to a greater or lesser extent in practically every make, it is necessary to change the location of the eggs on the tray or drawer if it is desired to hatch the eggs more or lees simultaneously. The turning operation can be continued until the nineteenth evening. It is the practice with some operators to turn the eggs only once per diem. In the great majority of cases this is sufficient; but there is a danger when the operation is only performed once a day that what we are endeavouring to prevent namely, the adhesion of the embryo to the interior of the shell—may happen, and as the turning pro- cess, carried out in the manner I have suggested, is so simple, and occupies only a fraction of time, I would advise that it be performed morning and evening. [Any enquiries concerning poultry- keeping addressed to our expert, Ralph R Allen, Sawbridgeworth, Herts., will be answered through these columns free, but those requiring a postal answer direct or sending birds for post-mortem examination must remit a half-crown postal order.]

A HEARSON IN CUBA TOR I for 5!" a. year ■ A 60-Egg Hearson costs FS 8 6 complete ■ and carriage paid, and will hatch every fer- ■ tile egg for upwards of 25 years, therefore I the initial outlay worts out at less than !o/- per annum; thus it is the poultry rear,er.a most profitable investment. I may we send you alreecopy of "The Prob- ■ lem Solved," which is published at 1/- ? ■ Proprietors: SPKATTS PATENT LTD., 24-25, Fenehnrch St., London. E.C. FINAL REDUCTION FOR SITTINGS 41 nws is &u dms to 'A "w from light breeds M I ? SlWDp of t?f <Mm my ranteed Stnune U I of Wint4w Lay? M Zggs to the tiMint. 80 ■ mlioaat^ eardul17 packed. earriaP forward. WJù- Black and Brown Lochonu, Gold and gulf, Camplnea, Pnte-brad Day-old Chicks of above breeds, 12/- dozen. RALPH R. ALLEN. SAWBRIDGEWORTH. HERTS. «T.r.wra CHOLEBi. CUBE. Price 2/1, poat paid. A positive Cure for Cholera, Jkwel Trouble, Indigestion, Diarrhoea, Dysentery, &c. Used occasionally in the drinking-water the year round it wiU eCect?aJIy prevent diseases of the digestive' organs. "d "g- N?i- ?"Z CUKE. Price 2/1, poet paid. S "Will surely rid your birds of this dangerous disease if used as directed. Full instructions with every Box. AXJJEN a TOIIIC CAPSULES. Price 1/6 per Box of 36, post paid. The Fancier's Friend. Immediately a bird is noticed off-colour a capsule (iron, quinine, and cod-liver oil) night and morning will speeduy put it right. For a day or two before and after shows they are invaluable. AM?N'S VE = DESTBOYEB. Price 1/3 per Large Tin. post paid. The whole flock should be dusted occasionally; overy Broody Hen before entrusting her with a setting of eats. UAZM ML ALLZN, Sawbridgewarth. Herts.

[ALL EIGHTS BMBKV*D.] BIBLE STUDIES CONDUCTED BY PASTOR RUSSELL. THE FRIEND OF SINNERS. I The Lesson: Luke xviii. 9-14; xix. 1-10. The Text. "I came not to call the righteous, but sinners."—Mark ii. 17 In our Lord's parables he dealt chiefly with the Pharisees and the publicans; for the Sadducees were Jews in name only, not believing the Scriptures nor expecting a future life. The Pharisees reverenced the Law and taught it to the people. Outwardly they were very correct but Jesus in various parables pointed out that with many of them religion was a ceremony and the keep- ing of the Law an outward obedience, which did not extend to the heart. The publicans did not profess holiness, but rather con- fessed themselves astray from God and out of harmony with His Law. The Pharisees treated the publicans as though they were Gentiles—refused their company and would not even eat with them, but recognised Jesus as being exemplary, and his teachings a3 in full accord with the highest principles. They wondered, there- fore, that he did not join in with them, and wondered still more that he would have fellowship with the publicans—confessed sinners. The secret of the matter is that Jesus looked not upon the- outward appearance, but upon the heart. He did not love the publicans because they were sinners, nor disapprove of the Pharisees because they outwardly kept the Law. We remember the case of the young Pbaaisee who came to Jesus, and who. when questioned about the Law, said, "All these things have I kept from my youth up." We read, "Jesus be- holding him, loved him." He was a sincere Pharisee. The parable of our lesson shows us the heart attitude of some of the Pharisees and of the despised publicans. Both men went up to the Temple to pray. The one said in his heart: How thankful I am that I am not a sinner, like the majority of men, and like this poor publican. I thank God that I am a Pharisee-that I am righteous! The publican felt differently. The weight of sin was upon him. He could not look up to Heaven. Striking his hand on his bosom, he exclaimed, "God be merciful to me, a sinner ALL HAVE SINNED. I From God's standpoint, both were sinners, both needed forgiveness of sins. But the one trusted in hjs own imperfect works, and asked no forgiveness the other realised his blemishes, and prayed for mercy. We are not to get the impression from this that God is more pleased with people who live in sin than with those who strive to the best of their ability to live in harmony with His Law. The lesson is to the contrary. Wo must all realise that we come short of perfection, and that we need Divine mercy. The sinner who recognises this is more pleasing to God than the more moral person who fails to see his blemishes. Jesus referred to this same error of the Pharisees at another time, saying, "The whole need not a physician," and "I came not to call the righteous, but sinners, to repentance." By these words he sought to call attention to the fact that although the Pharisees claimed to be righteous, they were not so. Until they should learn that they and all other members of the fallen race were sin-sick, and needed the remedy which only the Redeemer can give, they were not in condition to come to the Lord for for- giveness. Not realising their need, the Pharisees did not come to Jesus, did not become his disciples; and thereby they missed a great blessing. On the contrary, the majority of his followers were made up of publicans and einners-people who had not been living proper lives, but who were earnest, who acknowledged their faults, turned from them, and t accepted the forgiveness and healing of the Good Physician. A LITTLE UAN-A BIG HEART. I The latter part of our lesson relates to Jesus' journey from Jericho to Jerusalem, just prior to his crucifixion. Multitudee were journeying in the same direction, going up to the feast of the Passover. Jesus, as always, was the centre of attraction, and all wanted to see and hear him of whom we read, "Never man spake like this man." Zacchaeus, a rich man of that vicinity, was one of those whose curiosity was aroused to see Jesus, of whom he had heard much. He was not a Pharisee; he did not profess holiness of life. He had accepted a minor office under the Roman government. He was a tax collector for the Romans—a publican. On this account he was despised, and declared to be disloyal to Judaism. Small of stature, Zacchaeus was unable to see Jesus because of the crowd. He therefore ran ahead and climbed a syca- more tree, that he might have a good view of Jesus as he passed by. Little did he realise that the Master had read his heart and perceived in it honesty; and that, therefore, he was to be greatly honoured. When Jesus came to where Zacchaeus was, He looked up at the publican, and told him to come down at once, for he was to be his guest. The summons was gladly received by Zacchaeus and we may be sure that the whole circumstance was greatly to the disgust of the Pharisees. They all murmured, remarking upon Jesus' be- coming the guest of one not orthodox. Evidently the murmurings reached the ears of Zacchaeus, too; for forthwith he addressed the Lord in self-defence as though urging that these charges against him should not hinder the Master from becoming his guest and as intimating his desire of heart to be all that he ought to be and could be. He said: "Lord, behold, I will give one-half of all my goods to feed the poor; and if I have wrongly exacted money from anybody, I will restore him fourfo'd." Thus did Zacchaeus intimate his devotion to God and to righteousness, and his acceptance of Jesus as his Lord, his teacher. How did Jesus receive all this? He re- plied to Zacchaeus, "This day is salvation come to this house, forasmuch as he also is a ro-i of Abraham." From the Lord's stand- point all the sons of Abraham were eligible to discipleship. The one thing required was an honest confession of imperfection, an honest turning from sin, a hearty accept- ance of Christ and; an endeavour to walk in his .steps. I "THAT WHICH WAS LOST." Our lesson closes with our Lord s words, "For the Son of Man came to seek and to save that which was lost." Some who deny that Adam was created perfect, who deny his fall from Divine favour and who deny that redemption by Jesus was nocetsary, have sought to sustain their position by saying that Jesus never referred to the fall, although the account in Genesis tells of it, and .St. Paul and other Apostles particu- larly mention it. But in this text we have Je. us' own statement as to why he came into the world at all. He did not come into the world to help along the' Adversary's scheme, but, as he says, he came into the world to be man's Redeemer—to seek and to rceover, restore, that which was lost. Everlasting life was lost, Eden was loot, hnman perfection wa,3 lost, the image of the Divine character was lost. Those could not be recovered by humanity, all of whom were under death sentence—the curie. G< d's com passion arranged a plan, by which Jesus came into the world and gave himself a Ransom for all-to be testified in due time.—1 Tim. ii. 5-G. The very fact that the Master speaks of hi., work as a ransoming one (Matt. xx. 28) corroborates the declaration that man was under a sentence of dfnth and needed to be ransomed from it. Without the Ransom there could be no resurrection from the de. d, no future life. The Bible is beauti- fully consistent and harmonious. When we w it to speak for itself, it demonstrates that it is the Word of God.

DYMOCK. Cycles New and Secord-hand for sale and hire. Cheapest place for Tyres and Tubes. Tyres 5/6 to 11/6; Tubes 2/6 to 5/6 New Cycles f3 5s Od to £ 8 8s Od all makes.—W Dudfield, Cycle Agent, Dymock. /?????"?''???\??'????? the value of an 1 /mfl ? article can only be deter= I md ?????=????———i?"*? ???\ m'ned by comparing price 1 ??- B paid with service rendered ??????? paid with service rendered Ml practically half as much again as Cycle Tyres J I are to yield full value, they must render practically 50 per cent. better service than Michelins. I But this they cannot do. S I It is impossible to procure, at any price, a Roadster Cycle Cover which can give even 8 1 per cent. better service than a Michelin Roadster Cover, the prices of which, in any size, are 1 &l- 8/6 1 Wired Beaded I These prices would not be possible, did we follow other manufacturers' methods and | produce tyres of several qualities. It is only because we save factory costs by concentrating upon the production of One Quality only-the Best and because we command enormous resources, that we are able to provide the cycling public 7 with the best tyre in the world at these prices. J YOU SAVE 60% MOTOR CYCLISTS ) bv fitting a MICHELIN RED RUBBER DON'T PA Y MORE THAN 14/9 for a cover for TUBE at 5/6, because it will outlast two a "lightweight," because a 24 or 26 x 2 B.E. ? co!'?s, M'/?r?s /c;? x?.M//? c/? <!?M a? MICHELIN LIGH J CCTE?, s/'fCM//y desikned I3j6 = 14!- ei-eas fc.)iir so-calleil cheap titbes at "? ??'<??/? lightweights," can be obtâned from 316 = /? ?.?<? ? q, i y .1 ed to reitder q ?My of the M/!??HO? ??t?S for tnat ??tC?—<!M? the g1 service• ?tc<'q/'?26x7??126 B Ask any of these Agents for all interesting free booklet OIL Michelin Cycle and Motor Cycle Tyres I Stocked by: J Allcott & Wilson, The Central Cycle Stores, 6, Cross- H C Cecil, Swan Cycle Works, Ledbury. street, Abergavenny. Cook's Cycle Works, Kington. Abergavenny Cycle Co., Abergavenny. j Fryer, Ltd., Progress Motor Works, Kington County Cycle Stores, Abergavenny. (Motor cycle tyres). L Argent & Co., 80, Winchcorabe-atreet, and 317, High- G Hopkins & Sons, New-street, Ledbury. (Motor street, Cheltenham. cycle tyres) B Blissett, Norwood Road, Cheltenham. W L Tilley, High-street, Ledbury. J Brunskill, 94, High-street, Cheltenham. A C Beechus, Culvert-street, Newent. S A Sperryl& Co, 264, High-street, Cheltenham. R C Jenkins, New-street, Newent.

WEEKLY MOTOR NOTES. I THE NEW MICHELIN GUIBE FOR 19141 When you take up your copy of the new Michelin Guide, now being issued for 1914, you will realize in a few minutes that here is a striking example of excellence made more excellent. The first facts revealed by a cursory glance through the book are that there are 36 more pages and some fifty or sixty additional town plans. To be exact there are fifty new plans. But, turning the leaves with greater care, you will observe at once that careful revision has been devoted to the 748 pages contained, and that, in the geographical section, a com- plete series of references to Michelin Maps of the British Isles, of which several of the 32 sections have already been published, gives the tourist just that connecting link between publications which binds them into the most information and most readily accessible encyclopaedia ever placed before the motoring and motor cycling public of great Britain. There is literally nothing omitted which can be of use to the traveller or of interest to the sportsman. The Guide now contains no less than 330 town plans with all principal streets and exits plainly marked together with the positions of the hotels recommended,—of which the Guide mentions 2,500,—Stockists premises, public buildings, etc. Full details of hotel accommodation and prices, for car and occu- pants, are given in the town descriptions which also contain a wealth of local inform- ation on repairers, car agencies, garages which are open all night and on Sundays, with a special mention of those which supply benzole. There are also 51 separate detailed excur- sions of interest from various towns and a complete sectional atlas of the British Isles. All important towns without exception are connected up by beautifully complete itiner- aries. and the roads to the smaller towns are also finely described, the turnings, gradients, quality of road surface, dangerous hills, and places of interest being dealt with, with that minute accuracy for which this Michelin work has become so famous. Take golf links, for instance; not only is the fact an- nounced that there are links in the neighbour- hood, but the directon in which they lie from the town is given, together with the number of holes they possess, and, if you look at the Michelin Map you will find them marked out in admirable detail England's toll-gates being a distinct fea- ture, a complete list of them is given to- gether with their fees; and all the ferries have also been listed. Coming down to the sea-port towns the reader will find a further fund of informa- tion in the full details given of steamship and railway communication time-tables, fares, freightage rates, etc., and for him who has decided to take his car abroad there is a chapter on the Cugtoms formalities, rates, etc, of foreign countries, their rules of the road and other distinctive features of travel that can only be of the greatest help. And the page on foreign coinage equivalents will be found by no means the least useful. The Law on Motoring again is a chap- ter dealing with licenses, registration and identification plates and other administrative formalities and conditions, which must be complied with; while points on legal pro- cedure, action in cases of accident, speed limits, and so forth are also included. This excellent publication is to be obtained free of charge from any Michelin Stockist, or post-free for Is 3d from Michelin Tyre Co., Ltd., 81 Fulham Road, London, S.W., and in view of the fact that it is naturally in tre- mendous demand, I strongly advise every reader of the foregoing notes to write to his local Stockist, or, if he has not got one, to t=end his modest one and threepence to the Michelin Tyre Company not to-morrow morn- ing but to-day—now—this very moment- and so avoid disappointment. I 1BIBENDUM. I

Uy All Reports of Cricket Matches played on Saturday should be at our office not later than the Tuesday morning following or earlier If possible. LEDBURY POSTAL GUIDE. Postmastez-Mr. J. BELL. Counter Attendance:—8 a.m. to 8 p.m. Week-days; 8.30 a.m. to 10 a.m. Sundays. Money Orders, Savings Bank, Inland Revenue Licenses, &c., Government Life Insurance and Ammity and Telegraph and Express Delivery Business, 8 a.m. to 8 p.m. Week-days. f OWRimi Sale of Stamps, Registration of Letters, Issue and Payment of Postal Orders, and Delivery of Callers Correspondence, 8 a.m. to 8 p.m. Week-days. Sunday—Sale of Stamps, Registration of Letters, Delivery to Callers, and Telegraph Business, 8.30 am to 10 a.m. Telegrams can be forwarded on Payment of extra fees after close of office up to 9 p.m. on Week-daym, and between the hours of 5 p.m. and 6 p m. on Sundays, notice being given. On Bank Holidays the public counter is closed at noon for all business excepting Telegraph businees, Telegraph Money Order business, Express Delivery business, the Reception of Parcels, the Sale of Postage Stamps, and the Registration of Letters. Country Letter Carriers go out as on other Week-days, and return earlier. • Telephone Call Office: 8 a.m. to 8 p.m. week-days. 8-30 a.m. to 10-30 a.m. Sundays. The Letter Box remains open at all hours for the posting of Letters. LETTERS. PARCELS of Late™°f DESPATCHES-WEEK DAYS.. Latp: posti. 7.30 a m. Birmingham (delivery noon), London and Midlands, and North No generally (London delivery, 4.15 p.m.), Worcester, Malvern, Parcel.. Gloucester and Hereford 9.45 a.m. Gloucester (delivery 1 p.m.), London, South and West of England 9.40 a m. (London delivery 5.15 p m.) 11 a.m. Birmingham (delivery 4 p.m.), London (delivery 7.15 p.m), Mid- 10.50 a.m- lands and North of England 1 pm Birmingham (delivery 4 p.m ), Malvern (delivery 4 p.m-), Midlands 12.55 p m. and North, Gloucester (delivery 4 p m.), South and West of England and London (London delivery 9.15 p.m.), Hereford and Worcester United States and Canada (Saturdays only). 4 p.m Gloupester (delivery 8 p.m ) and all parts. 3.55 p.m. 6.45 pm. Birmingham, Midlands, Malvern and Worcester. 6.40 p.m. (None of the foregoing Mails are despatched on Sunday or Bank Holiday). 7 p.m. Ireland, Scotland, and North of England generally. 7 p.m. London, Birmingham, Gloucester, Hereford, Malvern, Stafford, 8 p.m. 85 P.M. Worcester, Midlands and North of England, and West of England. (General night mail). Letters can be registered up to half-an-hour before the despatch of any Mail on the prepayment of fees of 2d., Ac. SUNDAYS. 6.45 p.m. Birmingham, Malvern, Worcester, and Midlands, and North of England 7.45 p.m. London, Gloucester, South and West of England No parcels are despatched on Sunday. DELIYERIES. Town.—Week-days.—Letters and Parcels are delivered, beginning at 7 a.m., 12-15 p.m., 5 p.m.. aad 7 p.m. on Week-days, and Letters only at 7-30 a.m. on SUNDAYS. RURAL DISTRICT.—Week Days. Latest time of (Letters and Parcels). Posting 6 a.m.—All parts. 12.10 p.m.—Bosbury, Castle Frome, Fromes Hill, Coddington. 12.45 p.m.—Ashperton, Canon Frome, Putley, Trumpet, Munsley, Eastwood, Lower Eggletea, Little Marcle, Stretton Grandison. 3 p.m.—Ross Road, Leddington, Greenway, Donnington, Haffield, Broomsgreen, Parkway Bertow Bromesberrow. 4.45 p m.-Ea.stnor, Holly Bush, Wellington Heath. SUNDA YS.-(Letters only). 6 a.m.-Broomsgreen, Parkway, Donnington, Eastnor, Bosbury, and places on Main Road from Ledbury to Canon Frome. Homend Street Town Sub-Office. -Open from 8 a.m. to 8 p.m. Sale of Stamps, Parcel Poet, Money Order, Postal Order, Savings Bank, Annuity and Government Stock, Licenses, &c., business. Newtown Town Sub-Office. -Open from 8 a.m. to 11-30 a.m., and 3-15 p.m. to 7-45 p.m. for sale of Stamps and sale and payment of Postal Orders, Registration of Letters, and Parcel Post business. Express Delivery. -Letters and Parcels up to a weight of 51bs. are accepted for delivery immediately, at a charge of 3d. a mile, at the Head Office and at Telegraph Delivery Sub-Offices between the hours of 8 a.m. and 8 p.m. on Week-days. Town Collection from Sub-Offices and Wall Boxes on Week-days for relative Despatches and Deliveries from Head Office. a. m. a.m. a. m. p.m. p.m. p.m. p.m. pm. Homend Street Town Sub-Office 5-45 9-30 11-40 — 3-40 4-25 6-45 7-50 Homend Terrace Wall Box 5-40 9-25 11-25 3-35 4-20 640 7-45 High Street Wall Box 5-50 9-35 11 50 12-55 3-45 4-30 6-45 7-55 Newtown Town Sub Office. 9-5 11-30 3-15.- 6-30 7-45 Southend — 9-40 11-55 12-50 3-50 4-35 6-50 7-45 Oatleys Road. 5-30 8-50 11-15 3-0 6-15 7-40 NO COLLECTIONS ON SUNDAYS. Adjoining Villages with their Post Towns. Ashperton—Ledbury Aylton—Ledbury Birtsmorton Tewkesbury Bosbury-Ledbury Bromesberrow- Ledbury Bromesberrow Heath-Dymock Canon I rome- Ledbury Castle I rome—Ledbury CoddiiK;ton—Ledbury Colwaii—Malvern Donnington-Ledbury Dymock-Gloucester Eastnor- Ledbury Eggleton (Upper)—Ledbury Eggleton (Lower)—Ledbury Leddington-Ledbury Little Marcle Ledbury Much Marcle—Gloucester Mathon-Malvern Munsley—Ledbury Parkway—Ledbury Pixley-Ledbury Putley—Ledbury Stoke Edith-Hereford Stretton Grandison-Ledbury Tar rington—He ref ord W oolho {Part Ledbury WoolhofG { £ £ Hereford Wellington Heath—Ledbury  Ledbury Tarkhill { fS g?.? Yatton-R081