The Abergavenny Mail

CYCLECAR AND MOTOR CYCLE I NOTES. [By CELERITER. ] I MOTOR CYCLE ENGINE LUBRICATION. SEMI-AUTOMATIC VERSUS AUTO- MATIC SYSTEMS. The subject of lubrication is a very large one, and one which is still receiving a great deal of attention from engine designers, both of car and motor cycle engines, and is likely to receive attention for a long time. Lubrication in the eatly days of motoring was a more or less crude process, not nearly so thorough as to-day, though even yet there is a very wide field for improvement in many makes of machines, and it would hardly be correct to say that lubrication is perfect in even the very beat makes. To take the case of the motor cycle first. The motor cyclist of to-day has far less need to trouble about the lubrication of his engine than his brother motor cyclist of only a few years ago. I do not think it would be very incorrect to say that by far the greater majority of motor cycles have semi-auto- matic drip feed lubrication. Oil is fed into the crank-case by means of a pump, which in the first place is hand-operated, that is to say, a charge of oil is either sucked or forced into the pump barrel by hand, and afterwards a spring feeds the oil from the barrel into a pipe, from which the oil drifts visibly into a second pipe, which conveys it into the engine crank case. The flow of oil into the crank case can be regulated by means of a needle valve. This system is sure and simple so far as getting the oil into the crank case is concerned. It has, however, one or two disadvantages, which, though they are decidedly disadvantages, can hardly be called defects. In the first place it is necessary to keep on depressing or racing the pump-plunger, as each pump- ful of oil finds its way into the crank-case. It is also necessary to continually alter the setting of the needle valve, according to the temperature conditions of the atmosphere; the colder the day, the wider open the valve must be, and vice versa. It must also be adjusted to suit different brands of oil. In the bands of the novice this necessity for fine adjustments may lead to either over or under lubrication of the engine. Over lubrication is not a very serious item, as its chief evil is the sooting up of the plug or plugs and carbonisation of the cylinders and piston plugs. On the other hand, under lubrication is a serious matter, though the engine tnay not be sufficiently starved of oil to absolutely seize up, it may be sufficiently short of oil to allow the various moving parts to come into contact with the station- ary parts, and cause very rapid wear, which will in the end lead to loss of power and noisy running, and perhaps often a break- down, for the oil is in the crank case in order to work between the moving and stationary surfaces and prevent their coming into con- tact with each other. With the semi-automatic drip-feed lubrica- tor generally in use, it is quite possible to forget to turn the oil on, and it usually must be turned off at the end of a run, or the oil will syphon into the crank-case and give no end of trouble when the engine has to be started up again or it is possible to give too little oil by forgetting to adjust the needle valve to suit the conditions of run- ning, which, of course, vary accord- ing to the speed at which the engine is revolving, or the load it has to carry, which varies on altering gradients or when ridden with sidecar attached or solo. It is necessary therefore in order to obtain the best results with a semi-automatic drip feed lubricator to keep a watchful eye on the drip of oil. In order to make quite sure that one is giving the engine sufficient oil it is well at times to open the needle valve wide and push a pumpful of oil straight into the crank case, then if smoke comes from the exhaust it is a sign that the engine is sufficiently lubricated if several pumpfuls of oil have to be injected before the smoke issues, it shows the engine is being under lubricated, and the needle valve should be readjusted to give a rather faster drip. This seems a crude method of having to ascertain whether the engine is sufficiently lubricated, and indeed so it is, but the only other way would be to empty the crankcase at the end of each run and ascertain whether there is sufficient oil left in it, and this is a rather tiresome process. Some makers used to fit a small inspection gauge at the bottom of the crank- case, and though I believe that this is only being done by very few makers nowadays, I see no reason why the idea should not be elaborated on and again brought into general practice. An improvement on the semi-automatic drip feed is the duplex feed now being standarised on some makes, that is a system whereby the oil is sucked into the engine crankcase by means of the vacuum created in the crankcase w hen non-return ball valves are fitted. This system is quite good in theory, but not so good in practice. In the first place the oil is fed from a small pipe from the oil tank, whence it falls into a sight feed dome and then feeds into the crankcase, the flow can be regulated by a needle valve as in the semi-automatic type. but the trouble with this system is that the oil in falling generally gets splashed back into the glass sight dome and obscures the flow so that it is difficult to tell exactly how much oil is going into the engine. Then again, the flow varies with a given opening of the needle valve, according to the temperature of the air and the thickness of the oil. In order to supplement the automatic flow a hand pump is fitted, so that lubrication can be effectively maintained, but this half of the affair is a return to the earlier days, though at the same time quite useful if not actually necessary. This system is a slight advance on the semi-automatic type, for pro- viding the oil is not turned off altogether the engine will feed itself a certain supply of oil even if the rider forgets to regulate the flow or pump oil in. Some makers are fitting pump lubrication to motor cycle engines; this is following car practice as regards the pump. Oil is pumped out of a sump into the crankcase and fed by pipes into the main bearings and into the piston through a hole or holes in the cylinder walls. This system is quite automatic and has much to commend it, inasmuch as it would be difficult to under-lubricate the engine or to forget to lubricate, as is possible with either of the above systems. There are, however, one or two draw backs. In the first place there is the possibility of the pump going wrong, and as it is difficult to fit an oil indicator such as is fitted to cars to show that oil is actually flowing, there is just a possibility that the engine might be starved and seriously damaged before the lack of oil was discovered. Then again this system uses the same oil over and over again, and each time the oil passes through the pump and bearings it looses some of its viscosity or lubricating qualities, and is never as fresh as the oil which is continually dripping in from a tank to make up loss. Then again pump lubrication adds somewhat to the complica- tion of the machine and to the cost of manufacture so that unless some really simple form of pump is devised which will adapt itself to motor cycle work it is hardly likely that pump lubrication will become universal at present at any rate. New riders must therefore pay proper attention to the oiling of their engines and endeavour to find out as soon as possible bow to regulate the supply to their engines to get the best results with the conditions under which they are riding. There is no fixed standard for set- ting the feed of a drip type lubricator, but there is one golden rule—i.e. give the engine plenty of oil rather than too little. Oil is cheaper than new bearings, and even if it does aoot up the plugs or carbonise the inside of the engine, never mind. The revival of the twin cylinder engine for lightweight and medium weight machines has revived the old problem of equal lubrica- tion of the front cylinder, and so far as I am aware the solving of the problem seems to be as far off as ever. Some makers rely on feeding the oil in bulk into th< crank case, and then putting a baffleplate over the back cylinder base and leaving the base of the front cylinder as wide open as possible, the object being to prevent the connecting rod and crankshaft from splashing all the oil into the back cylinder and leaving the front one starved. Those who have adopted this system have met with some measure of success, but it is only necessary to enquire into the lubrication systems of the twin cylinder machines in the T.T. races, to find how much reliance makers placed cn this system, for in almost every instance a separate supply of oil was led to the front cylinder. I think this system might be modified by leading all the oil into the engine via the front cylinder twin pipes might be led into the front and back sides of the front cylinder walls and this would ensure the front piston being properly lubricated, whilst the rest of the engine would be lubricated by splash in the ordinary way. I have not heard of this system being tried, but I see no reason why it should not be tried and with a little research and careful calibration quite good results should be obtained. The usual semi-automatic drip feed lubrication could be used and an auxiliary pump might be fitted to feed oil direct into the crankcase if required. Possibly this system might lead to complica- tions in the hands of a careless rider, but to the great majority and especially to the speed merchant, it would be a great boon. Lubrication systems have a long way to go before they are perfect. Car lubrication is another matter, and as I find I have already written enough on the subject of motor cycle engine lubrication, this will have to remain over until another time.

t4> zuy tne rapa 1| the ?O?FSOLO mount H ?? This mount has firmly eBtabhthed &K■ 9 'N ta c)-.)m as the ideal SOLO mount- IH Kfi It is the PIONEER machine of its alan. HB B| expressly built for Solo work. Dpi -it embodies a 31 h.p. Twin Engine 500 HH e.c.. Patent Countershaft Three-Speed MB Gear, Kick-Starter,All-ercased Weather- 963} proof Chain Drive, Gate Change with fljjjll Handlebar Control Clutch, Spring Drive ■■ KM (Shock Atsorber) on Rear Wheel-fes- KB tures only to be found in the FAMES ■3 Price complete 60 guineas. ■H ■—This mount has proved remarkably flH successful in all Reliability Trials, eta, IH Write for "The JAMES Manual" NOW. M ? JAMES Cycle Co., Ld. ■ ? BIRMINGHAM; & LONDON. ■ !EE For rcdai cycling there is no mount to 931 '"?"s The AJXES M for The JANIRS ML Bicycle Book. ocal Apen,ii C. CECIL' Swan Cycle Works, Bouitad-street Ledbury. M A D E A BY OONSULTING IRE 'C,IRC.4'4 an mtroduofcary journal full of GENUINE advertisements appealing to all classes 61 ladies and gentlemen desirous of mamov. No exorbitant Fees. N. Post Free in Sealed Envelope. Bdjtor, 18, Hoprth Road, Earl's Court.

PROFITABLE POULTRY CULTURE. I BY RALPH R ALLEN, I Lecturer to the Herts County Council; Editor of Monthly Hints on Poultry, &c. I (All rights reserved.) A SUCCESSFUL BREEDING SEASON. (CONTINUED.) AIRING AND COOLING THE EGGS. I Bear in mind that while you are turning your egga you are also airing and cooling them, so that the time occupied must be taken into consideration WhOtl you deter- I' mine how long to air and cool. It is laid I down by many that, providing the ventila- tion in the machine is good and WIt sluggish, the time occupied in turning is sufficient for the other purposes as well. My thougbts were first attracted to this question by forgetting to return some eggs to the machine for a period of over two bovira. Naturally, I imagined my gross carelessness had resulted in ruining the hatch, but as the period of incubation bad nearly expired I replaced the tray and awaited results. Judge of my surprise when I had an excellent hatch. At this period of time I cannot give exact percentages, but it was considerably above the ordinary. Here was food for thought. Why bad the hatch not been ruined ? Pondering over the question I remembered a theory advocated by an old American friend of mine that it. was beneficial to air up to one and a half hours on the eighteenth day consequently, I set myself to try experiments on these lines, remembering that the ben when coming off to feed nearly always takes louger over her daily meal as the period progresses. The results of my experiments justify me in stating that, although I could trace no in- creased results in hatching, I could certainly detect that the chicks hatched were much more hardy and lively, and, consequently, thrived better. Many will perhaps disagree with me but for those who choose to give my system a trial I detail my own practice as regards airing and cooling. Commencing on the second evening, I allow the eggs to be out of the machine for a period not exceeding five minutes per diem until the seventh night. Please note, however, that the eggs are turned twice daily, and the period of five minutes is practically occupied by thn opera- tion, so that in reality the egys are not removed at all except for the purpose of turning. From that time, until t be four- teenth day, I allow a period of ten minutes per diem—that is an extra five minute* to the time occupied in turning then until the eighteenth day a quarter of an hour per diem is allowed, but on the eighteenth day I allow them to cool until a temperature of about 65deg. is reached. Naturally, thi tmnpera- ture would never be arrived at during the summer months but I do not hatch then. and if I did I should allow them to for one hour. After the eighteenth day I do not cool them at all. A word of warning must here be given. When cooling never allow the temperature of the eggs to fall too rapid- ly, and never place the tray or drawer where it will be subjected to a draught. If the room is particularly cold, it would be ad vis- able to cover the tray with some coarse porous material. Regarding airing and cooling eggs I also have another theory that it is of assistance in weakening the shell and facilitating the exit of the chick at the end of the period. I am of opinion that the cooling process and subsequent heating to 103deg., with its at- tendant contraction and expansion of the shell, tends to weaken same, thereby offering less resistance to the chick when the time for its exodus arrives. The subject, at all events, offers matter for reflection and consideration. Before passing from this topic to that of testing the eggs I would mention that the embryo can be subjected to much greater variation of temperature towards the end of the hatch than during the earlier stare-A in fact, it is a constantly increasing strength. I personally have taken -gzs from an incu- bator on the nineteenth day, and. packed iu only an ordinary wooden box and protected only by brown paper (which I might mention is an admirable non-conductor of heat), have taken the eggs to the Com nent to hatch them out in competition whilst on other occasions I have taken them such journeys as Sawbridgeworth to Newqniy, in Cornwall, and completed the hatch with excellent results. On the other hand, during the earlier stages of the hatch, ten or fifteen minutes of such treatment would have been sufficient to kill the germ entirely. A know lege of these facts will prevent many disasters, and operators must be warned that the most prolific cause of failure I have ever noticed is the time occupied in testing on the sixth or seventh day. The tinc*^ spent causes the embryo to became chilled, and conse- quently weakened, or perhaps killed outright. At the subsequent test, one wonders why so many have died since the previous test when they looked so well, whilst others have been materially weakened. (To be continued.) [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.]

——  ?' ?.??? 'Every Cbick ^L Vonngsler% i the natural result of JT +<jjrtecdin*on I j H /snr? M /L"?)? THKHEN?/ W MEAL M VL- ??'CHIKKO"<??? FEEDrJB J| If you want plump, tturdyand vigorouis". » birds, ?rder Spratt'»" Foods(m Seated and Original Packets), not just "Chtckeo Meal or "Chick Feed. Seed i 3d. for Samples =d B oot on Chickcn ?d P.?l"y Cultu". Spr.tt'. Patent Ld..14 Fenchurch FINAL REDUCTION FOR SITTINGS  "W tin* w -L <t?* from li?ht b?-t. M j 4/ m SiWnp of Egg. fr.. my &-t-d Strain* qA I *f WIn- l?yem H K«' to the itti.g. DO ■ replacmmts. carefully packed, carriage forward. White, Black and Brown Leghorna, Gold and Silver Camplne8, Pun-bred Day-oM Chicki of flbore breeds, 12/- dozen. RALPH R. ALLEN. SAWBRIDGEWORTH. HERTS. AXJUEJRA CHOLERA. CUBE. Price 2/1, post paid. A positive Cure for Cholera, Bowel Trouble, Indigestion, Diarrhoea, Dysentery, Ac. Used occasionally in the drinking-water the year round it will effectually prevent diseases of the digestive organs. Al.?A1,E CUKE. Price 2/1, post paid. Will surely rid your birds of this dangerous disease if used as directed.' Futi instructions with every Box. AT.T.T»tJ'H TONIC 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 sueedny put it right. For a day or two before and after show they are invaluable. AT.T.BW'fi VERMIN BESTH.OVEB. Price 1/3 per Large Tin post paid. The whole flock should be dusted occasionally; every Broody Hen before entrusting her with a seitioK of eggs. WAXAM IL AJtJtEM, Sawbridgeworth. Herts.

THE ROYAL AGRICULTURAL SHOW. Shrewsbury is busily preparing to welcome the Royal Agricultural Show which is to tuke place at its gates from June 30th to July 4th. I' An admirable site has been provided in the valley across the Severn where the old racecours stands. By clearing the surface and taking in a number of adjacent fields, an area of over a hundred acres became available, and this is now being laid out under the direction of Mr. J. Reginald Naylor, Surveyor to the Royal Agricultural Society. Both in extent and variety the show will throw nearly all its predecessors into the shide. The gigantic jubilee show at Windsor in 1889 is the only one in the series which can claim superiority in piont of size, but judged from any other standpoint the Shrewsbury show promises to establish a new record in the Society history. The following is a comparative table of entries in the live stock and poult-y sections :— Shrewsbury. Bristol. Doncaster. X,()1'wkh. JLivprpiol. 1914 1913 1912 1911 1910 Horses 819 *584 *773 *716 *68f> Cattle 1272 *1138 11089 *1065 *9X8 Sheep 888 7:m !734 746 7/2 Pigs 417 394 !426 416 361 Total. 3394 2852 3022 2943 2757 Pouittyl349 1436 1242 1211 1195. IRxhibition of Cattle, Sheep and Pigs prohibited by order of the Board of Agriculture. Exclusive of Double Entries. The King will send over forty exhibits, divided between the horses, cattle, sheep a«d pig sec- tions. It will be a subject of great satisfaction to admirers of the Coach horse that his Majesty is competing in this department for the first time. Three animals have been entered from the Royal Mews. Shire horses from Sandring- ham will also ba shown, and the Royal flocks and herds will be represented as follows :-From Sandrin^hana — 9 Dexter cattle, 9) Southdown sheep, 3 Berkshire pigs from Windsor 7 Shorthorn cattle, 3 Hereford cattle, 5 Dvon cattle. The splendid example which the Royal House sets in the matter of stock-breeding is very highly appreciated by the agricultural community, and by all who know how much our oldest and greatest industry means to the nation- al well-being. King George is nobly maintain- ing the tradition to which he succeeded in this respect, and a great popular greeting awatts him when he visits the show on Friday. July 3rd. Inside the competitors' ring prince and commoner meet on equal terms, and it is certain that the exhibits from the Royal farms and Mews will encounter the strongest rivalry they have ever faced, for all the leading breeders in the land have entered their cracks. Quite a number of new features are being I added to the Royal this year. Within the compass of the show will be found not only as fine a collection of stock as has ever been got together, and implements illustrating what science and mechanical invention are doing for husbandry, but a variety of interesting sidelights upon rural pursuits. The ten great woodland estates which have been entered in competition for the prizes offered for good management cannot be brought into the showyard, neither can the farms which are entered as models of cultivation, but the advance which is being made in the science of agriculture is emphasised by many new exhibits which visitors will be able to pass in review. Some fine specimens of one of the handicrafts of the farm-hedging- \r\ being preserved for inspection. A med 101 is this year awarded to the champion hedger and over thirty specialists in this department. entered the competition. With a view to encouraging a revival of flax and hemp culture, special prizes are offered at the Shrewsbury show. This innovation recalls a village industry in which Shropshire was almost supreme a hundred years ago. The day of the spinning wheel has gone for ever, but it is felt that the full resources of English agriculture are not being developed as long as the cultivation of flax and hemp is neglected in those situations which are peculiarly suited to it. The exhibi- tion of homo-grown tobacco at last year's show proved so interesting and useful that a similar exhibition has been organised this year on a more ambitious scale. In tribute to th* unique position of the Shrewsbury Floral Festival, the R. A.S. E. has suspended for this year the horticultural display which has been a popular feature of its meetings. There has been substituted, however, all arboricultural section in which a number of curious flowering shrubs and trees will be seen, among them some which have never boen publicly exhibited before. The show of dogs, which is one of the later developments, will assume exceptional impor- tance this year. The National Terrier Club, under whose auspices this new adjunct of the meeting has been conducted in the two past years, is joined on the present occasion by the Shropshire and West Midland Society, and a representative exhibition of canine champions of all breeds is being promoted. The local preparations for the Show are well advanced. The ordinary railway service will be greatly expanded during the days that the show is in progress, and special facilities for cheap travel will be available all over the Kingdom. Though not a populous centre in itself, Shrews- bury has been regarded for hundreds of years as the metropolis of a very wide district extending on both sides of the border which divides Eng- land from Wales. It is served by two main railway lines and possesses convenient means of dealing with large crowds. The catering resources of the town will be reinforced by speaial provision on the showground, the con- tractors being again Messrs. Letherby and Christopher, who have special experience in the matter of victualling large cosmopolitan crowds. The structural work in the showyard iq being carried out by Messrs E. Wood and Sons' of Derby, and Messrs. J. White Ltd., whose association with the Royal goes back more than half a century, are responsible for the canvas work. There will be two post offices in the yard for dealing with all branches of pos- tal and telegraphic work. The main buildings of the Society will have a private telephone installation, while public call offices will be available for the use of visitors. Gas and water are laid on to all sections of the show. The prizes offered this year are more valuable in the aggregate than at any previ IUS meeting, those offered for live stock, produce, etc., representing £ 11,700. The Shrewsbury Local Committee is responsible for £ 21,188, 92,606 is contributed by various breed societies, and S795 comes from other sources.

HOW CHARLIE'S POISONED THUMB COT BETTER. Zam-Buk Proves A Rial Homa Oootor. Little Charlie Bidwell, when playing in the house, cut his thumb severely near the nail. Charlie's thumb welled alarmingly and the pain went right up his arm," writes Mrs. F. Bi(l well, from 166, Thoday Street, Cambridge. I could see that blooJ-poison had set in and got very anxious because home-made remedies had no gcod effect at all. I was about to take Charlie to a Doctor when I was persuaded to try Zam-Buk. So I got a box of this balm fiom the chemist, and after dressing the boy's thumb a few times I could see a big improvement. Charlie was released from all his pain and the poison was all drawn away. I kept on using Zmi-Buk until the boy's thumb was thoroughly cleansed and healed. ZitD-Buk also cared eczema on my neck." You cannot do better than get a box of Zam-Buk to-day to have ready for accidents or any sign of skin disease or soreness. Ztm-Buk balm is never sold from door to door, but at the chemists and drug stores. Beware of fraudulent and worthless imitations.

CANON FFROME. I GARDEN FETE.—A great attraction is an- nounced for Thursday, June 25, at Canon- Ffrome Court, when a garden fete will be held in the lovely grounds of the Court, the proceeds being in aid of the District Nursing and Ash- perton Church Funds. The full Regimental Band of the 1st Battalion King's Shropshire LiglIt Infantry has been specially engaged, by the kind permission of the Colonel and officers, and will play during the afternoon and evening. Further particulars will be announced later.

HEAD OFFtCE;????  r HEAD OFFI^CE: |!iLLSfSS M?????? ? ?!p?.?! ?T?r?? E.0 ??}? LL? a ?u ???? LS.?a! t LU ???j)'??? '? Chairman- R? V. VASSAR-SMITH. J?  ??X  ? 1 Deputy Chairman. J. W. BEAUMOMT PEASE. ?m?t — V w^ | t*i/mmsi |j> Capital Subscribed ??8,304,200  Capita paid up: ? 4,203,672 Reserve Fund 3,000,000 f?W???????? Advances, &c.- 50,871,240 J jj fe Deposits, &c. 91,947,963 ?SSJ S S THIS BANK HAS OVER 650 OFFICES )N ENGLAND & WALES ??!tM' ?s???f ?? Colonial and Forei g n Department: 60, Lombard St., E 0. -? c'?' ? "?- 1 a, a g PARIS AUXILIARY: LLOYDS BANK (FRANCE) LTD., 26, AVENUE DE L'OPERA. LEDBURY POSTAL GUIDE. Postmaster—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 Annuity and Telegraph and Express Delivery Business, 8 a.m. to 8 p.m. Week-days. olfiix -i Sale of Stamps, Registration of Letters, Issue and Payment of Postal Orders, and Delivery el Caller* 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 a.m to- 10 a.m. Talegrama can be forwarded on Payment of extra fees after close of office up to 9 p.m. on Week-days, 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 business, 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, sina return eariier. Telephone Call Office: 8 a.m. to 8 p.m. week-days. 8-30 a.m. to 1Q..3Q a.m. Sundays. The Letter Box remains open at all hours for the posting of Letters. LETTERS. PARCELS Late.t ii-e of DESPATCHES-WEEK DAYS. Posting. Posting 7.30 a m. Birmingham (delivery noon), London and Midlands, and North No generally (London delivery, 4.15 p.m.), Worcester, Malvern, Parcels. Gloucester and Hereford 9.45 a.m. Gloucester (delivery 1 p.m.), London, South and West of England 91.40 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 I 1 PM. Birmingham (delivery 4 p.m), Malvern (delivery 4, p.m.), Midlands, 12.55 p maL. and North, Gloucester (delivery 4 p m.), South and West of England and London (London delivery 9.15 p.m¡), Hereford andi Worcester United States and Canada (Saturdays only). 4 p.m Gloucester (delivery 8 p.m.) and all parts 3.55 p.m. 6.45 pm. Birmingham, Midlands, Mhlvern 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. 8 5 D m London, Birmingham, Gloucester, Hereford, Malvern, Stafford* 8 p.m. Worcester, Midlands and North of England, and West oi England. (General night mail). .alettera can be registered, up to half-an-hour before the despatch of any Mail on, the prepayment of fees of 2d., &c. SUNDAYS. 6.45 p.m. Birmingham, Malvern, Worcester, and Midlands, and North oi England 7.45 p.m. London, Gloucester, South and West of England .„ l No- parcels are despatched on Sunday. i ———————.—————————————————————————————————.——— ——— DELIVERIES. Town.—Week-days.—Letters and Parcels are delivered, beginning at 7 &.m., 12-15 p.m., 5 p.m.. and 7 p.m. on Week-days, and Letters only at 7-30 a.m. on SUNDAYS. RURAL DISTRICT.—Week Days. Latest time oi (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, Munslay, Eastwood, Lower Eggleton, Little Marcle, Stretton Grandison. 3 p.m.—Ross Road, Leddington, Greenway, Donnington, Haffield, Broomsgreen, Parkway Berrow Bromesberrow. 4.45 p.m. -Eastnor, Holly Bush, Wellington Heath. SUNDAYS.—(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., businesfly Newtown Town Sub-Office. -Open from 8 a.m. to 11-30 a.m., an-1 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 D,,Iiv,yi -LetWr. and Paroels up to a weight of 51 bs. 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 Colleetion from Sab-Offices and Wall Boxes on Week-days for relative Despatches and Deliveries from HeaA Office. a.m. a.m. a.m. p.m. p.m. p.m. p.m. p.m. 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 6-40 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 5-15 7-40 NO COLLECTIONS ON SUNDAYS. Adjoining Villages with their Post Towns. Ashperton—Ledbury Little Marcle Ledbury Aylton-Ledbury Much Marcle—Gloucester Birtsmorton- Tewkesbury Mathon-Malvern Bosbury—Ledbury Munsley-Ledbury Bromesberrow—Ledbury Parkway-Ledbury Bromesberrow Heath-Dymock Pixley-Ledbury Canon Frome-Ledbury Putley-Ledbury Castle Frome—Ledbury Stoke Edith—Hereford Coddington-Ledbury Stretton Grandison-Ledbury Colwall-Malvern Tarrington-Hereford Donnington—Ledbury Woolhope -? ?'? Ledbury Dymock-Gloucester ( Part Hereford Eastnor-Ledbury Wellington Heath-Ledbury. ?? Ledbury Eggleton (Upper)-Ledbury Yarkhill- i ?art Ledbury Eggleton (Lower)-Ledbury ( Part Hereford Leddington—Ledbury Yatton-RoS8

MOTORS IN WAR. I 1 A New War Office Subsidy Model. I Commercial Cars, limited, of Luton, ma- kers of the well-known Commer Cars," who, over ten years ago, introduced the petrol motor vehicle for commercial purposes, have been granted a certificate by the War Office for their 3-ton model in connection with the Army Subsidy Scheme for utilizing motor vehicles for transport purposes. These subvention chassis are each entitled to the sum of 11110, payable by three yearly instalments, from the War Office, in exchange for which the owner surrenders the Car to the Army authorities in time of war, and receivettbe value of the Car in cash, less depreciation. The payment of the LIIO per vehicle is of considerable ad vantage to those who own fleets of heavy motor vehicles, as the running expense is heavy compared with that of horse drawn vehicles, but it should be remembered that the motor vehicles can cover three times the distance per diem, at a greater speed and with heavier roads. —————- —————

i j ^ICYCLES FOR SOLO OR SIDECAR. Their extraordinary power and reliability are J convincing proofs that they well maintain the great B.S.A. reputation. Let us give you particulars. Local Agent- H. C. CECIL, Swan Cycle Works, Homend St,, Ledbury. B.S.A. CATALOGUE FREE.

DYMOCK. Cycles New and Second-hand for sale and hire. Cheapest place for Tyres and Tubes. Tyres 5/6 to 11/6 Tubes 2/6 to 5/G. New Cycles £ 3 5< Od to CS s Od all makes.-W Dudfield, Cycle Agent, Dymock.

LA b) ES BLANCHARD'S PILLS. Are unrivalled for all Irregularities, Ac., they speedil afford relief and never fail to alleviate all suffering. They supersede Pennyroyal, Pil Cochia, Bitter Apple, & c BLANCHARD'Sare Best of all Pills for Women." Sold in boxes 1/li by BOOTS' Branches, and all Chemists or post free, same price, from LESLIE MA PTYN, Ltd., Chemists, 34, Dalston Lane, London hee Sample and Booklet, ld. stamp. HOP All Reports of Cricket Matches played on Saturday should be at our office not later than the Tuesday morning following or earlier if possible.

r Hedge-pruning, like fruit pruning, is some- what of an art, though not such a difficult one as might be supposed from the bad condition of most of our fences. The main point to bear in mind is to attend very carefully to the top. This, with due attention to the sides, which are of less importance, will prevent the bottom from being gappy—a simple remedy for a very com- mon and bad complaint. Needless to say, the drip caused by want of attention to this simple point is largely responsible for the trouble so often met with. Sometimes, though rarely, the- opposite extreme is seen, and over- bushy sides and stunted top testify to want of judgment in regulating top growth. Summer should be carefully avoided for the operation with most hedge plants, but Box is a somewhat curious exception, and August is said to be the best month for this work, and also, strange to say, for moving the roots. — Agricultural Economist and Horticultural Review." The firm of Messrs A A Shorthouse, Ltd., cattld and meat salesmen on commission, of the City Meat Market, Birmingham, who have advertised in this paper for some years, was established by the late Mr A A Shorthouse about the year 1860, and was carried on by him until his death, which occurred in 1909. The business was then formed into a limited company, composed of the members of his family, and Mr 0 J Robbins, who had entered Mr Shorthouse's service in the year 1873. Mr A A Shorthouse was president of the Wholesale Meat Salesmen's Association from its formation until the year 1899, and since then Mr Robert Shorthouse and Mr Robbins have in turn occupied the presidential chair. The firm have continously for over 30 years held the position of salesmen to the Bingley Hall Cattle Show, which is an annual appointment, thereby pro4 claiming the manner in which the business has been conducted. They are salesmen on com- mission for both live and dead stock, poultry, bacon, &o., and handle consignments from all over the United Kingdom, as well as from several countries on the Continent, and their prompt manner of settlement has secured them the confidence of their clients. They also are always willing to advance cash on consignments immediately on arrival, and hope by strict attention to business to merit any further support which may be extended to them. v