The Cambrian

bT. IMJTYD'B CHURCH, PKMBREY Its History and its Architecture," by Mr. Edward JRoberts and Mr. H. A. Pertwee. This is a weu.written and reliable work it is profusely illustrates, and should be in the hands of all interested in Church history. Order at onee Prioe OM shilling.—See advt.

DRAUGHTS. EDITED BY "MANXINGHAX," 'In friendly contention the old men Laughed at each lucky hit or unsuccessful manoeuvre Laughed when a man was crowned, or a breach was made in the King row.Loitgfellow, Evangeline. TO CORKESPONDENT3. All correspondence intended for this column should be forwarded not later than Tuesday evenings, so as to insure insertion in the same week's issue. Secretaries of clubs are cordially invited to send us reports of matches and meetings, or any other matter of interest to players generally. H.P. (Neath).—Adverting to your criticism of solution to problem 225, we think if you move 18 14 after 31 26, where you leave it off as a draw, you will find that Black can- not possibly save his man on 6, and as a consequence has no alternative but to submit to defeat. D.T. (Newport).—Sorry to learn that W.E. no longer indulges in the silent game." Will look out for you when you come this way. SOLUTION TO PROBLEM 229. Black Men on 3 and 5. „ King on 6. White Men on 11 and 21. King on 17. Black to move and win. 6 9 14 18 3 10 10 14 6 10 17 13 9 6 21 17 17 10 Black wins. 9 14 18 15 5 9 15 6 13 9 11 7 6 13 13 17 SOLUTION TO PROBLEM 230. Black Men on 5, 8,12, 19 and 20. White Men on 13, 15, 27 and 28. King on 10. WHITE. Black Men on 1, 2, 3, 4, 6, 10,16 and 21. White Men on 11,13,18, 20, 23,26, 27 and 29. Black to play and win. I PROBLEM 234.—By Mr. M. H. C. WARDALL, Colchester, U.S.A. BLACK. WHITE. Black Men on 7, 13 and 23. White Men on 15 and 21. King on 14. White to move and win; GAME 116.—" DOUBLE CORNER." Played between Messrs. Tucker and Best in the Australian match, Melbourne v. Collingwood. Tucker's move:- I *9 14 1 5 10 17 13 22 17 21 24 28 22 18 29 25 23 18 18 15 6 1 15 10 5 9 9 13 6 10 16 20 22 25 28 32 24 19 18 9 18 14 15 6 1 6 10 6 11 15 5 14 7 11 2 9 25 29 32 28 18 11 26 22 14 7 23 18 610 6 1 8 24 11 15 310 20 24 29 25 28 24 28 19 32 28 27 23 18 15 10 15 1 6 4 8 15 24 11 16 9 13 25 22 24 20 25 22 28 19 22 18 15 10 15 11 6 10 8 11 14 17 17 22 13 17 22 18 Drawn 22 18 21 14 26 17 10 6 19 16 Solutions received from C.H. and H.G.T. (Swansea). POLISH DRAUGHTS. This is the game universally played by the Belgians, French and Hollanders. It is played on a board with 100 squares, and with 20 pieces a sisle. The game is also played on the 64-square board with 12 pieces a side in Russia and Germany under the name of Minor Polish Draughts. In India and other parts of the globe it is played pretty extensively on a larger board of 144 squares, with 30 pieces a side but although the board and number of pieces vary it is Polish Draughts all the same, with exactly the same system of play. The game is capable of scientific and beautiful possibilities. Briefly, the pieces move exactly the same as in the British game, with the addition that they can capture back- wards as well as forwards. A piece reaches the crown-head when it is kinged, but should it get to the crown-head by a take," and one or more of the opposite side be lying witbin its grasp, it must take it cr them right away instead of rest- ing a move in the crown-head as in the ordinary game. In the event of this occurring the piece is not promoted, and remains a single man. It is compulsory to capture, and should there be a choice pieces to capture, the greatest number must be taken, as in the Spanish and Turkish games. Crowned pieces have exactly the same power as iR Spanish Draughts. With these exceptions the lawli of the usual game apply. An international tourney, in which 15 competitors played, with a prize fund of 800 francs, was successfully held at Marseilles several years ago. SPANISH DRAUGHTS is played on a board with exactly the same number of squares and pieces as in the British game, but the single corner is placed at the right hand instead of at the left. The rules applicable are very similar to those in use in the British game with these exceptions :— 1st—When more than one piece is in the wav of being taken in different parts of the boarcf by more'than one piece of the opposite player's, he must capture by the piece which can take the* largest quantity of pieces. 2nd—The game can» be started with eleven men and a king, or ten men and two kings on each side. The idea of this can be be3t understood when it is explained that a king can capture any number of pieces of the opposite player's if they be standing on the diagonal on which he himself stands. The number of intervening vacant squares does not matter. Thus a white man may be on 8, 15, and 22, and a black king on 29. The black kincr can take the lot at OBce, and alight on 4 without halting. ITALIAN DRAUGHTS is playei somewhat in accordance with the Spanish game. The same board and number of pieces are used. And in situations where several pieces are en prise it is essential that the greatest number be captured as in Spanish. Also a single piece has no power to capture a kiitz. In positions, where there is an option of taking with a king or a single piece, the capture must be taken with the king. With the exception of these restrictions, British rules the Italian game.

THE STANDARD OF EXCELLENCE. The Standard of Excellence in the preparation of Gwilym Evans' Quinine Bitters is without doubt. It is purely vegetable. It is undoubtedly owing to excellence that sufferers from Indiges- tion, Biliousness, and every phase of Dyspepsia are so rapidly relieved and set free from all symptoms of General Debility, Palpitation, Nervous Tremblincr, and Sleeplessness. Gwilym Evans' Quinine Bitters, The Vegetable Tonic. It strengthens that part of the system which is weakest, or has been weakened by disease, and therefore more liable to colds than their attendant ailments. We would especially warn our readers to beware of unprincipled imitations. See the name Gwilym Evans on label, stamp, and bottle, and remember that any preparation offered as Quinine Bitters which does not bear this name (as above stated) is a fraudulent imitation and counterfeit. Gwilym Evans' Quinine Bitters is sold everywhere in bottles at 2s. 6d. and 4s. 6d. each, and in cases containing three 4s. 6d. bottles at 12s. 6d. per ease or it will be sent for the above prices post free direct from the Proprietors: Quinine Bitters Manufacturing Company, Limited, Llanelly, South Wales.

•' ST. ILLTTD'S CHURCH, PEMBREY Its History and its Architecture," by Mr. EtJwarc Roberts and Mr. H. A. Pertwee. This is a well-written and reliable work it is profusely illustrated, and should be in the hands of all interested in Church history. Order at onoe.

Eiffel Tower Lemonade is made from the finest lemons, and the great advantage is that it is partly mctnufactured in Italy, in the midst of the lemen orchards. The lemons are taken direet from the trees to the factory to commence their transformation into the Eiffel Tower Lemonade. ,You can get thirty-two tumblers (or two gallons) for 4jd. The production of the finest home-made lemonade at this remarkable price has been brought about by a simple process of concentration. Instead of bringing the lemons over in bulk to England they are concentrated on the spot, and by so doing the cost of carriage &c., is so greatly reduced that Messrs. Foster Clark & Co., Room 1, Eiffel Tower Factory, Maidstone, are enabled to sell tke concentrated product in a small bottle for 4d., sufficient to make two gallons of delicious home-made lemonade. FUNERAL OF A SWANSEA CAPTAIN. The funeral of the late Captain Samuel Harman, of Langdon-place, Swansea, took place on Thursday afternoon in last week, the cortege leaving the deceased's residence at 3.30 for the Swansea Cemetery, where the remains were interred in the family vault. The body was enclosed in a shell and polished oak coffin, with brass mountings, the breastplate bearing the following inscrip- tion Samuel Harman; born 22nd September, 1823; died 31st July, 1899." The coffin was covered with a violet pall, on which was placed some wreaths, etc. Among those who attended wore Rev. Burwyn Davies, Mrs. Harman, Mr. F. Hacche, Mr. Wm. Hacche, Miss Cowdrey, Mr. Wm. Howells, Mrs. Howel!s, Mrs. Holway, Mrs. F. Hacche, Mr. and Mrs. John Hodge. Mr. and Mrs. Vernon and family, Mr. and Mrs. Frank Haoohe, Mr. and Mrs. Salmon, Mr. and Mrs. D. Dav es and friends, and others.

CADBURY's COCOA I I .9 4 A Refresher." maintains its great superiority as a refresh- ing, invigorating drink, and a nutritious food. It is Cocoa and Cocoa only—not a combination of drugs, or a high- soundingalkaliedarticle. -0- The Medical Magazine sayt): "CADBURY's is without question t-hé favourite Cocoa of the day. For Strength, for Piirikv. and for Nnnrieh. I sent, there is nothing superior to be found."

THE RHONDDA RAILWAY. IS IT PROPERLY AND ECONOMICALLY WORKED ? RAILWAY EXPERTS COMBAT MR. LIVESEY'S STATEMENTS. SIR JOHN JONES JENKINS, M.P., AND HIS RETIREMENT. The thirty-fourth half-yearly meeting of the Rhondda and Swansea Bay Railway Company was held at the Royal Exchange, Fisher-street, Swan- sea, on Tuesday mid-day. Mr. M. B. Williams. Chairman of the Company, presided, and there were present:—Mr. Graham Vivian, Mr. Thomas Freeman, Mr. C. L. Bath (directors), Sir John Jones Jenkins, Mrs. H. Nott, Captain Edward Kluge. and Messrs. Lewis Lewis (Aberavon), Evan Davies, T. O. Rees (Pontypridd), W. D. j Roberts, John Williams (Aberdare), C. Jones (Treorky), J. Rees (Pentre), R. Randall (Manchester), D. Williams (Maesteg), J. Powell, R. Gaman, G. Shepherd, Hugh Bellingham, Rees 'I' Williams (Landore), J. W. Lloyd, G. J. Bevan, J. E. Stevens, E. L. Morgan, H. McCalman (Birmingham), T. Davies (Melincryt'^an), David Davies (Dowlais), John Thomas (St. Thomas), J. I H. Peacock, T. Davey, J. McDonald (Cardiff), W. D. Thomas (Merthyr), — Grierson (London), I J. Richards, G. Chitham, T. N. T. Strick, Wm. Clement, W. W. Coombs, R. G. Roberts, Ll. Treharne, Wm. Evans, R. H. Livesey, D. R. KnoyleJE. E. Sweet, J. P. Joseph, Dd. Rees, D. Jones (Tonypandy), J. Liddel Hope (Derby), J. Hy. Thomas, W. Hy. Johns, John Jenkins, Watkin Henry (Cardiff), John Edwards (Treher- bert), Ll. Davies, H. S. Ludlow (secretary), Hugh Bellingham (solicitor), John David (tratOc manager), H. Unsworth (loco superintendent), W. S. Marsh (engineer), W. G. Sing (accountant), andJ. L. Thomas (storekeeper). The Secretary (Mr. H. S. Ludlow) read the notice convening the meeting and the minutes of the last half-yearly meeting. The Chairman said that the next business was to affix the seal to the register of shareholders. SPEECH BY THE CHAIRMAN. In moving the adoption of the report the chairman said:—Madam and gentlemen, you will notice, I have no doubt with regret, that Sir John Jones Jenkins no longer—(hear, hear.)- occupies the place he so long and ably filled on this Board. You are all aware that he was one of the original promoters of this railway, and as chairman and deputy-chairman he took a prominent part in enabling us to overcome the many grave difficulties with which we had to contend. He told us at our last meeting the reasons of his withdrawal, chief among them being his numerous other duties and failing health. I am sure we all hope that with well- deserved rest be will soon be restored to his usual health and vigour. (Hear, bear.) Every shareholder has received a. copy of the report and statement of accounts. Is it your wish that they be taken as read P The meeting agreed to this, and the chairman, continuing, said: I beg to move that the report and statement of accounts be received and adopted. I need hardly tell you it would be a more pleasing duty to me had the results of our operations during the last half-jear been more satisfaetory. I can, however, congratulate the shareholders on the completion of our railway by the opening of the last section between Danygraig and Swansea. (Hear, hear.) That enables us to dispense with the use of the Harbour Trust lines, and thereby effect a. considerable saving in our working expenses. Now that our undertaking is AN ACCOMPLISHED FACT it is well we should take stock of it. Since the issue of our first prospectus mueh has occurred which was not then foreseen. At that time there was no Barry Railways and Dock Company there was no Port Talbot Dock and Railway Company the reconstruction and enlargement of Port Talbot was not even thought of. A new situation has been created and we must look facts in the face. At our last general meeting I foreshadowed how, in the opinion of the directors, the new condition of things ought to be met. As you know, one of the main sources of revenue is in the development of the Avon Coalfield, through which our railway passes. There can be no reason why with the opening of new collieries and other industries it should not be A SECOND RHONDDA Valley, although on a smaller scale. The coal is there, and it must sooner or later find its way into the markets of the world, and pass over our line. But that must depend, of course, on com- mercial enterprise. All a railway company can do is to offer facilities of transport, and to charge reasonable rates. That is wtat we are doing to the utmost of our power. The active steps which are being taken to open up new collieries on a large scale and to sink to the lower measures in the neighbourhood of our lino j are hopeful for the future; even two or three such collieries would enable us to pay a dividend on our ordinary stock. We may, perhaps, be somewhat before our time; but depend upon it, the day will come when WE SHALL REAP THE FRUITS of our enterprise. There is the competition with Port Talbot which, instead of being detrimental to our interests, may prove a blessing in disguise. The ambitious scheme of the Port Talbot Rail- way and Dock Company will either be a great success or it will be a. disappointment. Should the dock be made-as we hope, on public grounds, and in the interests of the spirited promoters, it will be made—safely accessible for ships of the largest tonnage, there can be no question it will become a formidable rival to Cardiff and Barry for the shipment of coal from the upper end of the valley, a considerable portion of which will be secured by the Port Talbot Company in friendly co-operation with us. Such arrangements, how- ever. are not brought about in a day. They require time to be matured, and I am not quite sure that things are ready for that yet. On the other hand, should the dock and railways not realise the expectations of the Port Talbot Company, their railway system opens out vast coal-fields, and considerable portions of the coal will surely find its way for shipment to Swansea. by the G.W.R. and our line. I now come to ANOTHER SOURCE OF TRAFFIC which has been alluded to repeatedly in our reports, and in regard to which we have been greatly disappointed. The main induce- ment for our hastening the construction of our railway between Swansea and Aberavon was the assurance that we should convey considerable goods and mineral traffic to and from Britonferry. In our application for Parlia- mentary powers we were supported by tho leading freighters, and the agent for Lord Jersey also gave evidence in our favour. Lord Jersey himself assured us he would do all in his power to enable us to obtain access to the works. Although our line has been opened to Britonferry for more than four years we have been prevented, by one excuse or another, from ebtaining a connection with the works in question, and we have been recently told by Lord Jersey that he much regrets be can- not see his way clear to give us the assistance he hoped he might have been able to. The result is we may be compelled to incur the expense of applying to Parliament for powers to break down what we consirl ar a VERY UNFAIR MONOPOLY. Lord Jersey was cne of our first chairmen, and he has given us such staunch support that I am reluctant to refer to him in any but terms of gratitude; but we feel that, hopes having been held out to the shareholders which are not realised, they have a right to know the reason why. There is another source of revenue whereby we hope to get traffic. I mean the growth of trade in the neighbourhood. I meed notremind yoa that the loss of the tinplate trade with America was a most serious check to us. At one time we were receiv- ing from that source alone £19,000 a. year. When the McKinley tariff came into operation it fell to about £7,000. Fortunately, new markets have been found which promise to enable the trade to resume its former importance. I have no wish to be too sanguine in my forecast, but I think that is encouraging—and I want to impress upon vou this fact—that we are fully alive to your interests, and that we are doing all we can to help you. (Hear, hear). I hardly think the shareholders fully realise what the Rhondda Railway Com- pany has done up to the present. The capital expended up to the present amounts to nearly £1,200,000. Our gross receipts during the pift twelve months amount to £74,000, and the net receipts arc sufficient to pay 2 per cent. on the whole of that capital outlay—if it had been raised in ordinary shares. Bnt, as you are aware. these shares were not taken up by the public as we hoped they would have been: and so we were compelled to issue preference shares which absorb—only temporarily, I am sure-our net earnings. It should bo some consolation to the ordinary shareholders that when the net revenue exceeds the interest on the Preference Capital, everything goes to them. There is one other subject to which I should like ,to refer, and it is this: In consequence of an impression which seems I to be in the minds of some of the shareholders that the line is not managed with proper economy, the Board decided in the autumn of last year to get the opinion of some eminent railway expert and they snoceeded in getting the services of Mr. Gibb, the well-known and experienced general manager of the North-Eastern Railway, which is the largest coal-carrying line in the kingdom, and whioh has oonneetions with no lees than eight ports of shipment. He was instructed to report on the system of management with a. view te his suggesting possible reductions in the working expenses, and to advise as to the best means of developing the existing traffic. Mr. Gibbs' report, after a thorough inspection of <be line, was of a moat comprehensive and exhaustive character. That report cannet be published, but any shareholder who wishes to see it can do so on application to the secretary. r: Gibb strongly advises us to provide more siding accommodation, and to purchase twe or three more locomotives. The followins is a verbatim extract from his report:—" The result of my examination is, I consider, decidedly favourable to your existing management. You possess a valuable property, not yet fully ueveioped. It is being managed on sound, com- mercial principles. and I see no rea-on to doubt that the further capital expenditure, which you must incur to improve your working in the matters I have indicated, will yield a return sufficient to justify such expenditure." Now, gentlemen, I hardly think that a.n un- favourable report. With regard to THE ACCOUNTS, it is not necessary that I should deal with them at length, be ause they speak for themselves. In statement No. 9 you have the gross receipts— £35,633 15s. 3d,, and the working expenses. £20,893 3s. 10d., or a net revenue of X14,740 lis. 5d., as compared with £14,307 8s. 8d. in the corresponding period of 1898. This, after providing interest on debentures, etc., leaves a balance of £7,643 12s. 4d., out of which a divi- dend of 3 per cent, on the preference capital is recommended. Now, it might be asked how it was that with an increase in their net revenue we have a decreased dividend on the preference shares. The reason is this During the past half- year the unpaid instalments of our last issue have been nearly all paid up, so that the net revenue has to be distributed over a larger amount of preference capital. Full details are given of the working expenditute of the line, and I have only to add that no effort has been, or is, wanting on the part of the directors to develop the traffic and to keep down the working expenses to the utmost limit, con- sistent, of course, with safety and efficiency. But I want to say one word moie, and I say it most emphatically, that as a board we will not be a party to any system of starvation management, by which the safety of the public would be imperilled, or our property depre- ciated. SPEECH BY MR. T. FREEMAN, J.P. Mr. Thos. Freeman, J.P., said he had pleasure in seconding the resolution. After the elaborate speech of the chairman it was unnecessary for him, he said, to go into details. The chairman had referred to the unpaid instalments on the prefer- ence capital as one of the reasons for the decreased amount of dividend. They had £98,000 to pro- vide for which was not subject to dividend during the corresponding period of 1898. Another cause was the loss of traffic through the stoppage of works. Then, again, a considerable amount of coal from the top of the Khondda Valley had gone to Cardiff, Newport, etc., in consequence of the great demand for it at those ports. Nearly 29,000 tons went through the tunnel to Cardiff during the half-year, on which the rate is very small, although the Rhondda Railway Company had to do the shunt- ing. That was a serious item, but he believed the docks at Port Talbot would alter that condition of tilings. The new coal hoists erected at Swansea, had, as the chairman and report hinted, been disappointing in results; but he (Mr. Freeman) was pleased to say that during the past month a deoided turn for the better had set in, and July would shew an increase of 18,141 tons over last year. The total work at the new hoists in July was 26,617 tons. That was very satisfactory, and if the improvement continued their erection would be fully justified. They had also hopes that several of the tinplate works in connection with the line would be restarted shortly. The directors did all they possibly could to influence traffic, and during the past six months there had been an increase. The mineral traffic shewed a slight falling off, although the directors and officers had done all they could to meet the freighters. The competition for traffic was very acute, and he hoped the revival of trade, which they all welcomed, would have a beneficial effect on the Rhondda Railway (hear, hear). MR.J.E. STEVENS MAKES A SUGGESTION. Mr. J. E. Stevens, solicitor, said that what they all wanted was a dividend. The percentage of the working expenses shewed an increase. It was a little over 58 per cent In view of the exist- ing condition of things many of the shareholders thought that the directors might be induced to meet them by accepting a reduction in their fees. (Applause.) He had a letter from one of the directors of the Port Talbot Company in which he stated that tho two companies might work in harmony. (Applause.) He mentioned that point because it was of interest and importance to them all. There was, he said, a. desire amongst the shareholders that a committee, consisting of a few of the larger shareholders in the company, should be appointed to go into matters and see whether it was not possible to effect a saving in the working of the line, etc. To give this sag- gestion effect, he would move, as an amendment to the motion before the meeting, that a rider to the following effect be added to the resolution :— "That Mes-rs. Thomas Davey, A. C. Pass, Louis Gueret, John Roberts, Pendrill Charles, A. P. Steeds and J. E. Stevenp,"and he would now include tho name of Mr. Livesey, if he woald consent to act (with power to add to their number), be and are hereby appointed a com- mittee to consult with the directors and to re- port to the shareholders as to the possibility of reducing the working expenses and increasing the traffic. A special meeting t. receive such report to be held not later than the 31st October next, of which due notice shall be given, the committee to have power to consult an expert if it should be considered necessary. Mr. W. D. Thomas (Merthyr) seconded. Mr. Rees (Swansea) wished to know why such items as rents, &c., were placed No. 10 statement instead of in No. 9 statement. The Chairman If this amendment is carried the matter passes out of our hands for a time, and you will be able to get all the information you want from the eommittee. Mr. Thomas (Merthyr) That information ought to be given whether the committee is for med or not. The Chairman To dispute on matters of detail does not add to the value of our shares. Mr. Livesey said the items referred to by Mr. Rees were in their proper place. He intended making some remarks, but if the directors were agreeable to him being placed on the suggested committee he would refrain from making them. His only desire was, and had been all along, to assist the shareholders. The Chairman had un- wittingly spoken of Mr. Gibb as a "railwaYi expert." Now, Mr. Gibb was a very able man, but they could not expect a gentleman brought" up as a solicitor nearly all his life to become a. railway expert all at once. He had no fault to find with Mr. Gibb, but he was not a railway expert. He had very able men under him, and if one of these had been chosen he would have accepted his report. Why not have selected Mr. Harrison, Mr. Lambert, Mr. Wilkinson, or Sir James Thompson, or some other great railway expert ? The Chairman Mr. Gibb was educated as an engineer before he went in for the profession of a solicitor, and do you mean to imply that the North Eastern Railway Company, an undertaking with a large capital, and with some of the first men in England on the directorate, weuld employ an incompetent man. Mr. Livesey He is a solicitor, and a. Parlia- mentary man, but I don't want to dispute the point. The Chairman The directors have .0 objec- tion whatever to Mr. Steven's suggestion. (Applause.) We shall be pleased to have the advantage of the experience and advice of the gentlemen he has named, because we all have one object, viz., to get our railway to pay a dividend. The amendment was carried unanimously. Mr. Joseph said a new departure had been taken, asd he was pleased but the shareholders thought it was due to them to have a word from Sir John Jones Jenkins. (Hear, hear.) Mr. Thomas (Merthyr) Is Sir John a share- holder, and is he entitled to speak ? The Chairman Properly speaking, he has no right to speak, for he is a preference shareholder. Mr. Joseph: Is it a fact that for some time back great diversity of opinion has existed among the directors as to the management of the line ? Sir John had a perfect right to back out if he saw the ship sinking, but it was due to the original shareholders, who had so often listened to his hopeful speeches and promises-made. no doubt, in all sincerity—to have some explanation. Sir John was not the gentleman to throw over anything which he believed was going to pay. They had been guided by his advice and influenced by his promises for many years, and now they should hear from him why he had backed out- whether it was because he disagreed with the management, or that he believed the ship was sinking. On appealing to the meeting, the Chairman was given permission to allow Sir John Jones Jenkins to speak. SIR JOHN EXPLAINS. Sir John Jones Jenkins said he came there that day as one of the preference shareholders, with the intention of not saying anything unless they EO wished. He would first answer the questions put by Mr. Joseph. He did not leave the because of differences of opinion amongst the directors. He had sat on several boards and met a great number of commercial men, some of the ablest men in the kingdom, but he must say, with regard to his late colleagues, that he never worked with a better set of men in his life. It was impossible, of course, to get a board entirely without differences of opinion aris- ing amongst. them sometimes. But when such differences did arise, the directors fell in line with the others when their proposals were felt to be in the interests of the company. The ohairman had given them a very graphic history of the undertaking from its commencement. It was one in which Swansea men took a great deal of interest; people were pressed into the service of the company, who knew but little about railway matters, simply because the town suffered from a monopoly. At that time they had no Barry Railway, no Port Talbot, they were in hopes of getting a large trade from Britonferry, and a large income from the tinplate trade, which was then in a flourishing condition. All that was changed, and it meant a seriou; lo-s to tho company in receipts. One grave mistake was made in the construction of the line, one which was Lot found out until ajtrwards. That was the request from Mr. David Davies to make the Rhond.ia tunnel a greater length tna.n it is mow. Had that been done Barry Dok would never have been constructpd. But Mr. Davies' views and those of Mr. Griffith Llewelyn were disregarded. He joined the Board before he knew anything of the circumstances of the mistake, and it was because of that mistake that Mr. Llewelyn withdrew his support. It was a, mistake which might have been remedied, but the present directors were not responsible for it. They had also reason to believe that the railway would be better supported than it had been. They had been very greatly disappointed in that respsct. Thj Rhondda line was constructed under very great difficulties. There was a large tunnel at one end and a bridge at the other; and a great many signal boxes, and all for a small length of lino. No line in the Kingdom of so short a length had so many difficulties to overcome as their line. Now, the directors met often, they worked very hard, and he felt that he could not keep pace with them. At the beginning of the year he was seized with a very serious illness; but, fortunately, he had recovered his health to a degree. He felt now as well as ever he did, but he still suffered from an affection of the throat which the doctors told him, if he was very careful, could be kept in check, but not permanently cured For that rpason he tendered his resignation. He felt he could not properly attend to the duties, and he certainly could not keep pace with the zeal and activity of the directors. He wished to resign twelve months ago, but he yielded, rather against his own and remained on the Board until the beginning of the year, when he thought he should not be justified in remaining upon it when he could no: give the duties it involved the necessary attention. He had every confidence in the present directors, and he still believed when the Avon Valley becomes developed that the railway would pay a handsome dividend to the ordinary shareholders. An important fact was that when he and the present chair- man joined tho company, they were under the impression that there would be no lack of sup- port. They thought then there would be no lack of money on ordinary terms to construct the railway. But they found that that support was not forthcoming. If it had been forthcom- ing the railway to-day would not be a bad paying one. They would be getting 2 per cent. The G.W.R. dividends yielded only 2! on the present prices of their stock. He did not think there was much blame attached to the directors. There might be some blame; none of them were infallible, but he had never come across men who devoted more time to their duties than the directors of the Rhondda and Swansea Bay Railway. With regard to the committee, he was glad that the chairman had met the request so readily and favourably. AN EXPERT'S DEFENCE OF THE LINE. Mr. T. B. Grierson, M.I.C.E., Consulting Engineer, Westminster, London, said he was present on behalf of himself and a considerable number of shareholders who did not live in Swansea or South Wales, but who were very anxious that he should personally investigate the statement, that there was enormous extravagance allowed in the management of the Rbondda Railway. He was a railway engineer of long experience, having been chief engineer of the Dublin, Wicklo and Wexford Railway, and Mr. Livesey was an old friend of his. In fact, he (Mr. Grierson) bought the rolling stock of Mr. Livesey's line in Donegal for the Dublin and Wicklow Railway, when the gauge was changed. He claimed that while with the latter undertaking he did good work. The shares went up from 28 to 76 in eighteen months, and he total value of the stock increased in that period by over £400,000. He had a private letter from the chairman of the Company of the day speaking in very complimentary terms of his services, and he held a similar letter from General Hutchinson, Board of Trade Inspector. Mr. Livesey was, no doubt, a. smart man he had had experience in railway management, so that what he said hbout railways had much more weight with the investing public than what an ordinary outsider would have. It was for that reason, therefore, that he (Mr. Grierson) felt it his duty to carefully and thoroughly examine Mr. Livesey's statements. In effect, Mr. Livesey told them that £5,000 a year was wasted in the maintenance and working of the Rhondda Railway. A saving could not be effected without there being a waste previously. He (Mr. Grierson) had spent four days in Swansea he had walked ten miles of the line, and travelled over the entire system. He saw all that could be seen, and the information he sought he obtained. Naw, he had no hesitation in stating that the Rhondda was one ef the most difficult railways to work, he had seen. It was in some respects very mueh like the Lancashire, Derbyshire and East Coast Railway. itfhe gradients on the Rhondda were particularly steep, some being one in 25 and one in 44 it necessitated the working of two engines when one was employed ordinarily, and that accounted for the increased shunting mileage and extra cost. There were thirteen stations 32 regular signal cabins, and seven auxiliaries. That was a tremeridous number for a little line like this. The Chairman: It increases our working ex- penses. Mr. Grierson: Of course it does. But not- withstanding all the difficulties the line was a really good one, and should in the near future yield fairly substantial dividends. The earnings per goods train mile was 6j. 7d., one of the highest iu the kingdom. The working expenses were 53'65 per cent, and that was lower than eight railways in the country. The Taff Vale was 58'27; Rhyinney, 57 48 Hull and Barnsley 56'42 Lancashire and Yorkshire 57'49; G.W.R. 59'18 L. & N. Railway 57'85. In the face of these figures Mr. Livesey's statements about the Rhondda not being economically managed were absurd, to say the least of jt. The Chairman: Do you not say that the per- centage on receipts is not altogether reliable ? Mr. Grierson It is more reliable than to take the cost per mile of line, as Mr. Liveeey did in his circular. He shewed his cleverness in that, because no railwayman takes the cost per mile of line when making such comparisons. Mr. Grierson proceeded to say that Mr. Livesey had referred to what be described as the great expense incurred in the working of the locomotives; that they did not do enough work, and that the Company adopted the principle of employing a driver for each horse." But he had gone into the question and fonnd that the number of miles run by each engine on the Rhondda line was 7,138 in one half- whilst the engines of the Taff Vale only ran«5,791 mile-. What did these figures prove? They proved most conclusively that the engines were being worked to their very utmost. Of course, they had to conform with the Board of Trade requirements as to the hours of the engine- drivers and firemen. In the shunting mileage there was very little difference between the Rhondda and the Taff; but the number of junctions was greater in the former than in the latter, and these junctions involved extra shunting, extra permanent way men, &c. And yet the permanent way maintenance cost only j667 per mile. That was remarkably cheap. The Chairman But you must not take it as a, maximsm. Mr. Grierson, continuing, said there were 52 bridges on the line; trains were run every twenty minutes. It had also been stated by Mr. Livesey that the number of platelayers on the permanent way was too great and that the London and North-Western Railway had only one man per mile of single line; but he found, on looking into the matter, that the Rhondda compared favourably with others in the neieh- bowrhoed, as whilst the Rhondda had 1"09 men to the mile, the Great Western Railway had T25, and the London and North-Western Railway 2 00 in like districts. Junctions necessitated special arrangements, and extra. men to attend to oiling of points, &c. Mr. Livesay had" also made some remarkable state- ments regarding the sleepers. The assertion that he life of a sleeper was 14 years was doubtful. He bad known sleepers to be good after 19 years, and it was not an unusual thing when relaying a line to utilise the old sleepers in sidings. Sir. Livesay further told them that they should set aside a thousand a year for renewal of sleepers only. That would be a very serious thing, indeed, to do. It was always well to take certain pre- cautions, bat to Bet aaide £1,000 a year would be a large sum. Applying this rule to the L. and N.W. Railway, as quoted by Mr. Livesay, would mean for that company £ 68.0C0 per annum if every 28 miles required £1,000. Mr. Livesey made a. great point of what he called the ex- travagance of the directors in erecting a running shed for 50 to 60 engines, which he eaid cost about £50,000. On looking into the matter, he found the building accommodated sixteen engines, the remainder being carriage sheds and repairing shops, and including cost of buildings, plant, machinery and per- manent way in sidings, &c., the total cost was about £28,000. He (Mr. Grierson) had, after careful investigation, satisfied himself that the line was in splendid order, and he could not find a Millgle bad sleeper in the whole 10 miles that he walked over the line. He had alse been pleased with the smoothness of the running of the carriages—in fact, the line was a credit to the directors and officials. They had beard much about Mr. Livesey's Donegal railway; but it sbeuld be remembered that a large por- tion of the line was guaranteed by private owners and rates levied upon the Baronies. Also about one-thud of the whole line was made by the Government free of charge to the Donegal Railway. Mr. Livesay stated that he made his line pay 5 per seat. dividend, but he would like to ask him did the line earn 5 per If so, how is it that for the half-year, of which Mr. Livesay was speak- ing, his Donegal Railway accounts show that the guarantors were maae to pay up ? There- fore, the line did not pay 5 per ceut. They would consequently see that Mr. Livesay's attacks upon the Rhondda were unjustified, and it was certainly most unfair for any railway man to run down a good property. He should certair.ly be sure of bis facts first, and make himself thoroughly acquainted with all the circumstances before appearing before the public. There was a strong feeling in the railway world concerning Mr. Livesey's conduct in this matter. What the shareholders in the Company had to consider was how to best attract traffic. They should not countenance attacks | which wera sure to affect the property. j The proposal made by Mr. Stevens was a capital one, although he (Mr. Grierson) did not see there was much room for cutting down ttie expenses, certainly not enough to affect the dividend. He could save them £ 10,000 a year, but only by starving the railway. He would sugge&t"that they should look into the possibility of consoli- dating their capital, so that the preference holders might bear some of the expenses of the ordinary. By that means a decided lift would be at once given to the line. And then again, why not sell it. It was so valuable a property that be believed very little difficulty would be experienc.1 in selling it, perhaps at par. In any event, they could not hope to improve it by condemning it, and saying they were squandering £5,000 a year. (Loud applause). One more matter he would like to mention, that was the great surprise he felt when Mr. Livesey spoke so disparagingly of Mr. George Glbb, the General Manager of the North Eastern Railway, of whom he said he was "no railway expert," being a solicitor. This was very unworthy of Mr. Livesey, and showed a great want of esprit-dc-corps. The statement was however absolutely untrue, because, as the Chairman very properly pointed out, Mr. Gibb had had a capital training as an engineer before he became a solicitor, and he was therefore peculiarly qualified as a railway expert in the highest degree, and he (Mr. Grierson) for one was quite sure the directors were right in asking Mr. Gibb to report upon the line. They should recognise and make known the inherent value of the undertaking, which, he believed, had a great future before it. Mr Roberts (Swansea) said they had talked many years about the Avon Valley, but nothing had yet come of it. The line would never pay until the Valley was opened up, and there were no signs of anyone opening it. He therefore suggested that tho directors should form themselves into a limited liability company and open up a large colliery there, so that all the coal would pass over their line. (Laughter and applause.) If they did that a lot of the sharehoidess would back them up. (Langhter.) They should have good substantial speeches and substantial promises. Sir John at the last meeting told them the new tips would affect the line for the better. Had that promise been fulfilled F The Chairman We say in our report we are very disappointed. Mr. W. D. Thomas (Merthyr) said his sympa- thies were with the directors, who did their best under great difficulties. But the unfortunate part of it was that they had not been able to make the line pay. So far as the chairman was concerned he was the only one with them who took part in tne inception of the Company, —(applause)—and that was to his credit He had stuck to them. (Applause.) But Sir John Jenkins He was beldia high esteem in Swansea. Why he did not know. (Laughter.) He had a news- paper and religious reputation, but be (Mr. Thomas) had no faith in these changeable, namby pa.mby men. (Laughter.) He had little faith in Sir John from the commencement. At the last meeting the chairman told them the line was constructed for three purposes—to break down a monopoly, to give local freighters reasonable terms, and to secure a return on their money. The first two objects had been accomplished, but the ordinary shareholders were drifting from bad to worae eventually, sooner than many of them expected, the ordinary shares would be of no value whatever. They had expendid during the last six months about £16,000 oa the line, two hoists having been erected, one of them specially for the Ocean Company. And yet the Ocean Company did not use one of them. They had been deceived. Glowing pictures had been drawn year after year, but they were still without a dividend. And what did they hear now about Lord Jersey ? His lordship promised all along to support them, but when the opportunity occurred he would do nothing of the kind. It was proposed to spend a. lot more money during the next six months. Where were they going to get it from? Their borrowing powers were not large, they could not issue ordinaries below par, and it was no use increasing the capital, when they could not pay the dividends on their present capital. Thus it seemed to him that their line was in a. very sad condition. Sir John had left them, after receiving, he supposed, over £3,000 for his supposed services. It was most dishonourable for him to do so. Mr. Morgan Williams stuck to them, and if the ship went down he would go down with it. It was dishonouratle for Sir John to clear out in the way he had, unless he was conscious there was no future for the line. Of coarse, he had a perfect right to do what he did, but why did he not keep his ordinanies and sell his preference ? Mr. Livesey said he wished to briefly reply to Mr. Grier-on, who had cast reflections on him. Now, he (Mr. Livesey) adhered to every word he had stated, and he denied that he came there to run the line down. Mr. Grier-on had not the experience he (the speaker) had, although he had been a general manager, but that was only for a short period. Why did Mr. Grierson sever his connection with the Dublin, Wicklow and Wexford line? (Cries of "Order," "Unfair," Sit Down." &c ) The Chairman That is personal and unfair, and I must call you to order. Mr. Livesey He is trying to make out that I came here to run down the line, and The Chairman I must call you to order. Mr. Grierson What I said and what I am prepared to say again is this: Mr. Livesey stated £5,000 was wasted in the management of this line. I have gone over the line most carefully. I have spent four days in making investigations, and I have satisfied myself, on behalf 1j»f a large number of shareholders, that there isjhothing of tbe kind. I have had twenty- three years experience of railways, nearly the whole of the time occupying superior positions, which Mr. Livesey has not done, but for a comparatively short period. Mr. Livesey must not throw stones. Mr. Joseph asked what would the committee of inspection do, and what would be the outcome of it? j The Chairman read Mr. Stevens' proposition, and said they must wait for the report before they could deoide what to do. The resolution, to which was added Mr. Stevens' proposition, was carried. A Shareholder: Has Mr. Grierson been brought from Ireland on behalf of the directors or officials (Laughter.) The Chairman: I never saw or knew Mr. Grierson until to-day. Mr. Grierson: I am practising for myself in Westminster, and I came here on behalf of myself and several shareholders. Mr. Graham Vivian moved that a dividend of 3 per cent. on the preference shares be declared. He said it was a matter of the deepest regret to the directors that the undertaking did not admit of a dividend on the ordinary shares being declared. He assured them it was not through the want of extreme effort on the part of the chairman and his other colleagues, who worked with surprising zeal. What they wanted was traffic, and then the rail- way would improve. The shareholders could certainly congratulate themselves on having eo able and zealous a chairman as Mr. Morgan Williams, whose knowledge of railway manage- ment was sound and practical. Mr. Bath and Mr. Freeman gave great care and attention to the affairs of the Company-indeed, his colleagues astonished him in the work they did. He believed the committee of inspection would satisfy the shareholders that everything was being done that could be done. Mr. C. L. Bath seconded the resolution, and it was carried. Mr. Livesay proposed a vote of thanks to the directors. Mr. Llewellyn Davies seconded. He said the directors had a most difficult task, and although their efforts had not yet been crowned with financial success, he (Mr. Davies) was convinced the line had a bright future before it. If dividends were paid there would, of couse, be no com- plaints but since they were not paid, it was natural that there should be complaints. Mr. Jenkins (ironmonger, Dowlais) sapportpd, and hoped there would be no more painting' of colours." The resolution was carried, and The Chairman briefly returned thanks, saying the directors would, in the future as in the past, do their best for the shareholders. The meeting then terminated. —

A MOST DELICIOUS LEMONADE. Eiffel Tower Lemonade is made from the finest lemons, and the great advantage is that it is partly manufactured in Italy in the midst of the lemon orchards. The lemons are taken direct from the trees to the factory to commence their transformation into Eiffel Tower Lemonade. A 4d. bottle of Eiffel Tower Lemonade makes 2 gallons of delicious Lemonade. If yon cannot get it from your Grocer, send 4d. to G. Foster Clark and Co., 4,048 Eiffel Tower Factory, Maidstone, for a bottle.

At St. George's Chapel, Windsor Castle, on Friday last, the young Duke of Albany [was | oonfirmedby the Bishop of Winchester, who was assisted by the Dean of Windsor.

-1 CHIPS OF NEWS. Edward Lees, cowkeeper, Cradley Heath, hung himself in his hayloft. Leigh (Lancashire) has received a charter of incorporation. The Duchess of York will visit Lady Coke at Longford Hall, Derbyshire, on the 15th. Horace Wood, eighteen, was discharged by the Scarborough Bench on a charge of assault- ing Margaret Ferguson. Accidentally drowned was the verdict at Northwich on Gilbert Hancock, twelve, who fell into the water while fishing in Wilton Brook. During a heavy thunderstorm eight sheep belonging to a farmer at Cranford, Northampton- shire, were killed by lightning. Owing to the intensely hot weather it has been decided to close down several blast furnaces in South Staffordshire, as men are unable to work. At Dcncaster, Frederick Wall was sent for two months for stealing a bicycle which he had procured on the hire-purchase system and pawned. The head of a dog, reported to be mad, which had bitten several children at Pontardulais (Wales), has been forwarded to the Board of Agriculture. At an inquest at Dover on John Tapply, who was drowned whilst bathing to the west of the Admiralty Pier, a verdict of accidental death was returned. The Lancashire and Yorkshire Railway Company are about to establish a service of express trains to cover their thirty-six miles route between Manchester and Liverpool in thirty minutes. John and William Brown, father and son, were remanded at Lancaster, charged with night poaching at Carnforth, and assaulting Robert Wells, gamekeeper. George Pennatt, Middleton-road, Kingsland, London, was fined £19 or two months at Yar- mouth for offering for sale bacon which was unfit for food. Some waggons of a goods train on the London and North Western Railway ran off the line at Oxenholme, near Carlisle. The night expresses to and from Euston and Scotland were delayed for some hours. The brakes of an electric tram at Sheffield would not act on a steep gradient, and the car rushed down the hill at great speed. Several passengers were badly hurt. John Morris, labourer, was struck by light- ning while sheltering from the rain in a shed on the way from his home at Llangwm, and was killed on the spot. Heart disease was found to be the cause of death of John Gilcannon, in a cornfield at Mars- ton Hall, Cheshire, who fell down after drink- ing a tankard of beer. Albert Winter, late tram conductor, recovered £75 damages at Leeds from Messrs. Wain- wright and Kaye, cork manufacturers, who had caused his discharge by alleging that he had wrongfully manipulated the fares he had received. A verdict of accidental death was returned at Barton in the case of John Broadbelt, painter, nineteen, who was attaching an electric lamp to a wire, when it is supposed he received an electric shock, which caused him to fall and break his neck. There were fifty-two eases of bubopic plague at Mauritius during the past week, thirty-seven proving fatal. Renewed disturbances have occurred at Salz- burg. Military were called out, a number of rioters were injured, and six arrests were made. Admiral Dewey arrived at Naples on Saturday. He was saluted on arrival by a salvo of artillery from the war vessels. A rumour is current that fresh difficulties have arisen to delay the release of the Spanish prisoners in the Philippines. Sir Wilfrid Laurier, Canadian Premier, has declined an invitation to be present at the laying of the corner-stone of a new post-office at Chicago. His decision is said to be owing to the feeling excited by the Alaska boundary dispute. An explosion occurred on Saturday in a quarry at Ciney, Brussels, six workmen being killed and five injured. An express train from Paris on entering Bordeaux Station collided violently with the buffers at the end of the line. The passengers were preparing to alight at the time, and about thirty were injured. More troops have been ordered to the Cape. A Nebraska woman has obtained a divorce on the ground that her husband forced her to bathe in iced water. The collier vessel Netley Abbey has been sunk in a collision. All the crew were saved. Two tourists and two guides have perished on the Alps. Two hundred families have been rendered homeless and destitute by the Carribells cyclone. The Filipinos have established their head- quarters in Manila. The Spanish Public Prosecutor demands the imprisonment for life and dismissal from the service of the officers responsible for the surrender of Manila. While journeying to Yarmouth on Saturday an Artillery bandsman was stabbed in the abdomen by a corporal, who inflicted a terrible wound. A woman named Johnson was at Middlesex Sessions sentenced to twelve months' hard labour for cruelly illtreating an illegitimate child. George Wilson was sentenced at Middlesex Ses- sions to eighteen months far robbing automatic machines in the Welsh Harp Grounds, London. An inquest was held on Saturday into the death of Thomas North, who committed suicide by cutting his throat and jumping into the Thames. A verdict of suicide while temporarily insane was returned. Chief Inspector Conquest, who for the past twenty-nine years has been serving in the London police, and had acted as the protector of the late Mr. Gladstone, has resigned his position in the force. A disastrous fire broke out in some farm build- ings at Overtown, near Swindon, Wilts, on Saturday night, doing damage to the amount of some £4,000. The court-martial has acquitted seven of the persons charged with treason in connection with the attack on ex-King Milan Among those acquitted, who were all Radicals, is the former President of the Belgrade Court of Justice. Mr. Frederick Ford, a young man residing at 94, Canterbury-road, West Croydon, was with a party of cyclists on the road to Brighton. He came into collision with a coster's cart, the shaft of which caught him under the jaw ani threw him off his machine on to the road on the back of his head. The skull was broken, causing almost instantaneous death. James Body, one of the men who were severely injured by an explosion at the premises in Smeed-road, Old Ford, of Messrs. Birbaum and Sons, india-rubber manufacturers, died on Sunday morning in the London Hospital. Mr. C. D. Davis, M.R.C.S., residing at Streatham-hill, was. at the instance of the Lambeth Water Company, fined £2 5s. with JE5 5s. costs at the South- Western Police-court, on Saturday, for causing waste and connecting the supply of water to the garden without consent. Mrs. Hall, the parlourmaid who married her master, aged seventy-two, a retired bank manager, who disappeared at Southend whilst they were spending tbe honeymoon, and had not since been heard of, applied at Southwark Police-court, on Saturday, for process against her husband with regard to a bag and brooch. Mr. Slade said he could not grant process, because Southend was beyond the jurisdiction of his court. At Shoreditch coroner's court on Saturday only nine out of fifteen jurors summoned to attend turned up, and the deputy coroner was compelled to send his officer into the street to press four passers-by into his service. The body of a young man about twenty-one years of age, apparently a mulatto, was found on a brick-kiln in Bovil-road, Forest-hill, on Saturday. The clothing and body were very much burnt with the lime, and the probability is that the man, having lain down to go to sleep, was overpowered by the fumes. A poorly-dressed woman holding a baby in her arms was seen on Saturday to jump into the river from the steps on the Surrey side of London-bridge. Her body was afterwards re- covered, but gave no trace of her identity. A carpenter named William Airton, in trying to save a dog, was knocked down by a van at the tram terminus by the New-cut in the Waterloo-road, on Saturday. Two wheels of the van passed right over the man, killing him instantly. The dog escaped, being clasped in the dead man's arm. Princess Donna Victoria Collona, who is staying in the neighbourhood, was fined 40s. ttt Dorking on Saturday for a breach of the Dogt Importation Order of 1897. A four-year-old child named We while playing near a well at Linsted, near Sitting- bourne, on Saturday, fell to the bottom, about! GOft. Dr. Selby, of Green-street, came up, and courageously descended the well, and brought the child to the top. He afterwards attempted to reetore animation, but the child was dead. The financial returns relating to irrigation K India show that productive work pail 7 per cent on a opib 1 of 31,000,000 rupeeB, and irrigatsd 10,500,000 acres. Fines of 3d. each were imposed on tobacconist and lemonade sellers by a magistrate at Sheer- Bess for Sunday trading. The summonses were instituted by the police.

u- —- CHESS COLUMN- [EDITED BY SELAH. I r In state array the loemen wead their way, To battle on Uaissa's field." All communications for this department should be addressed to the Chess Editor. CHESS RESORT. SWANSEA COUNTY CHESS CLUB.—Tenby Hotel, Walter-road. Meets on Saturdays from 7.30 to 11 p.m. Visitors are welcomed. Closed until October 1st. SOLUTION TO PROBLEM by J.B., Bridport. Key move-B-K B 4. No correct solution received. TO CORRESPONDENTS. W. BRAZIL.—You have missed it, as you see. E. J. TURNER.—I hardly see the force of your ttemark on move 10 as this Kt took up some very -good po-itions afterwards, and would have proved of great service later on had Sllowalter Castled on the King's side earlier when he had the opportunity, which was his intention. His failure to do this lost him two moves, besides locking in his King's Rook. This in my opinion lost him the game.$-« E.J.T.-Yes, B ought to win having the mova tPROBLEM-By F. W. MARTINDALE. BLACK (9 pieces). ■■ ■ WHITE-(8 pieces). White to play and mate in two moves. Solutions are requested, and Problems will receive our best attention, with early publication if found worthy. Post cards will do. The Editor would be pleased if a few of his amateur chess friends would try their hands at problem-composing, and favour him with the results. Don't be afraid of failures we all improve by practice. It is an invigorating mental recreation when a wet day necessitates the Jwcycle taking a rest. A short and sharp game played in the Tourna- tnent between Janowski and Maroozy. WHITE (Janowski). BLACK (Maroczy). 1 P-Q4 P-Q 4 2 P-Q B 4 P-K3 3 Kt-Q B 3 Kt-K B 3 4 B-B 4 B-Q3 A 5 B-Kt 3 Castles 6 P-K 3 P-Q Kt 3 7 R-B 1 B-Kt2 8 PxP BxB 9 RPxB PxP 10 B-Q 3 P-K R 3 11 P-K Kt 4 R-K 1 12 P-Kt5 Px P 13 Kt-B 3 P-B4 14 Kt x Kt P P x P 15 R-R 8(ch) K x R 16 Kt x B P (ch) K-Kt 1 17 Kt x Q R x Ki 18 Kt-K t 5 PxP 19 Kt-B 7 PxP (ch) 20 K x P Kt-B 3 Position attor -Black s zota move. I BLACK—(10 pieces). I WHITE—(8 piece"). 21 KtxR BxKt 22 Q-R4 Kt-K 4 23 B-B5 Kt-K 5 (ch) 24 K-Kt 1 Resigns. We shall be pleased to have the opinions of our readers accounting for the reasons for Maroezy losing his game.

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FASHION NOTES. LBY MESSRS. BEN EVANS AND CO., LIJIITBD, SWANSEA.] August is known as the holiday month of the year, and if the weather is propitious cool summer gowns will be in great request. The very daintiest river toilettes are of stone or putty-coloured drill, with an amplitude of white braid wherewith to adorn the favourite Eton coat or bolero. The flat white linen braid, rather less that a quarter of an inch in width, is most effective to border the coat in one or two rows, and the upper row to acquire a loop or trefoil in the corners. When the, collar revers are also outlined with the white braid, and a loose sleeveless vest or blouse is worn, the effect is charming. Pique and drill skirts are worn with muslin blouses, but it is as well to have a little bolero to match the skirt, and, of course, fitted with long sleeves, as this makes quite a different costume, with a sleeveless vest of coloured surah or English washing silk. It is not really too late for one of those pretty floral muslins which, trimmed with a narrow flounce, edged with tiny lace, can be worn over slips of sateen, batiste, or silk. These are useful at watering-places vbere there are dances at the hotels and hydros, for they can be utilised as quiet evening gowns. A blouse made partially of lace and partly of silk is another useful possession where dances are expected, as this may be donned on fine afternoons for regattas and flower shows, and is admirable for evening wear. Remnants bought at the sales may be used up in this fashion, and for well-covered lace, the lining may even ba of fine sateen, with the top faced with silk to simulate a yoke, and the sleeves entirely of silk. The lace is most effectively arranged i:i pinafore style, or as a bolero with elongated fronts. For country-house visits variety is an essential point, but in these days of expensive accessories a clever manager will select her gowns with due forethought to their adapt- ability. With one semi-transparent ereamy muslin, a figured-pink muslin, trimmed with narrow Valenciennes, a black lace gown, one pink and one delicate green slip, infinite variety may be obtained. The black gown can at one time appear over delicate green, the belt held by clasps set with green and blue stones, and a square collar of lace trimmed with passementerie showing the two stones. On another occasion the black gown can be ) worn over pink, with a tucked collar of pink silk edged with black lace, and a pink belt with jet buckle. The pink slip will also serve in turn under the pink muslin, or the cream one and green slip will again alter the aspect of the cream gown. Little accessories to accord with the slip give a more perfect finish and can be put on over the gown. The j square collar is admirable, and may be entirely of tucked silk, or of lace encrusted with motifs of contrasting lace laid on over colour. Foulard is cool and smart for summer wear, and is sufficiently soft to accord with the present style of dress. Red foulard, patterned and trimmed with white, is now the favourite toilette of the Parisian, but in England blues, varying from the greyish hyacinth tint to the deeper royal and navy, and are more generally worn. The universal white design is often overdone. A grouped spot or a blurred chine design is preferable to the larger patterns and has a younger effect. Very fussy little trimmings for foulards can be made by cutting tiny bias frills of the foulard and edging them with bebe fringe in white, or with a drawn frill of quarter inch ribbon put on the edge of the foulard. The tunic has been quite accepted for foulards and other thin fabrics, and practically dispenses with the ordinary foundation, as the skirt of unlined foulard is hemmed up at the edge with a strip of muslin, and any frills or trimmings are sown through this.