AIR-RIFLE SHOOTING. I|1914-02-21|The Abergavenny Mail

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CYCLECAR AND MOTOR CYCLE NOTES.

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CYCLECAR AND MOTOR CYCLE NOTES. [BY CELERITER. ] TWO-CYLINDER OR FOUR-CYLINDER ENGINES. A CYCLECAR PROBLEM. It is but a few years ago that the problem of the cylinder was being discussed on all sides in connection with the big cars, and yet to-day it is practically a recognised principle that no car worthy of the name can have less than four cylinders if it is to make any appeal to the motoring public, yet strange to say little attention seems to have been directed to the subject so far as the cylinder or legitimate light car is con- cerned. By legitimate I mean those cars which though not coming within the A.C. U. definition, come comewhere within the 1,100 C.C. capacity limit and cost under X200. Whether it is that the makers and public alike have had too little experience with small four-cylinder engines to focus their attention on the relative merits of two and four-cylinder engines I cannot say, but the fact remains that up to the present there has been very little controversy on the sub- ject, and I am rather inclined to think that if matters are allowed to slide, the man in the street when purchasing a cyclecar will favour a four-cylinder machine for no better reason than four-cy linder engines are the thing" with bigger cars, and therefore they must be right for the smaller prototypes. Having had a fair experience with several makes of both two and four-cylinder engined cars, large and small, I have formed a fairly definite opinion as to the respective merits of the two types of engines. Although I have done well over 11,000 miles in under eiht months on a two-cylinder car practic- ally without trouble, I am not disposed to say that a two-cylinder car fills the bill, though since I have had opportunities of making long distance runs on small four- cylinder engined cars, I am inclined to say more in favour of the two-cylinder engine than I was prior to my experience with the four-cylinder type when discussing their respective merits, though I must admit that prior to my actual experience of the four- cylinder, I had formed an opinion that the four-cylinder type must ultimately oust the two-cylinder. Taking the case of the two-cylinder engine first, its main drawback is the uneven torque or turning movement of the crank- shaft produced by the uneven firing of the two cylinders, the difficulties of balancing the reciprocating parts, and the thug set up when the engine is running slowly, due to the uneven firing of the alternating thrust on the crank-shaft. This pounding which is even more noticeable on single-cylinder engines, unless they have exceptionally heavy fly-wheels which will to some extent damp out the one in four-firing stroke, is not only unpleasant to the passengers in the -car, but at the same time it sets up strains in the whole of the mechanism which would not be present if the engine fired more evenly as in the four-cylinder engine. As against these disadvantages the two- cylinder engine has several advantages, probably the most important of which is the lower cost of manufacture as compared to the four-cylinder engine, which is not only more. expensive in itelf, but which also requires more expensi ve auxilaries such as the magneto, etc. The two-cylinder engine is-if anything rather simpler to understand, and as it runs at a comparatively slow speed the working parts need not be so light and may be made more robust. As regards fuel economy I have so far not found a four cylinder engine that could run anything like so economically as a two- cylinder of equivalent cubic capacity, the ratio of the two in miles per gallon being somewhere in the neighbourhood of 30 for the four cylinder and 45 for the two cylinder. So far as running goes, I have found that with a properly balanced two cylinder engine (in speaking of two cylinder engines I am not only referring to the vertical side-by-side type), the vibration at normal speeds, up to say 30 m.p.h., is not by any means excessive, providing also that the engine is properly secured to the frame; this is a very im- portant point that makers might pay more attention to. At 20/25 m.p.h. on the level there is very little difference between the running of the two cylinder and that of the four, though when starting from a standstill the two cylinder has a tendency to thump, which is rather unpleasant and not good for the mechanism. I have found that as a rule a two cylinder engine will hang on on top gear on a hill longer than a four of equivalent size, though on the other hand the four will get up the hill faster on top gear if it is possible to rush it and reach the top before the engine speed dies down. So far as the four cylinder engine is concerned, one of its principle advantages compared to the two cylinder is the more even running obtained, due to the fact that there is a proper stroke once per revolution of the crankshaft, instead of one every other revolution, or two consecutive revolutions out of four, as is the case with the two cylinder engine. There is less vibration, as it is possible to obtain a better balance of the reciprocating parts, and the weight of these parts may be kept down, as the small four cylinder engine as a rule is a high speed machine and therefore the pistons, connecting rods and crankshaft need not be very strong, as they have not to carry a small number of heavy blows as in the case of the two-cylinder, but instead have to deal with a large number of light blows. With a suitable carburetter a four cylinder engine is easier to start than a two, and owing to the fact that there is no critical engine speed at which the vibration becomes excessive as is the case of the two cylinder engines, it is possible to obtain a higher speed on the level or on down grades without fear of straining the engine, also on short upgrades providing, as previously mentioned, that it is possible to rush the hills and reach the top before the gear change is required. I recently had an opportunity of comparing the running of a four cylinder Enfield Autoletto with that of my own car of the same make but with two cylinder engine. Except as regards the engines, both machines were identical, so that a fair comparison can be obtained. The run was from Birmingham to Yeovil, good roads and fairly level for the first 55 miles and after then moderate roads and many hills are the order of the day, total distance 135 miles. I kept both cars going pretty well all out on the journeys, yet I was able to do the distance in almost an hour less on the four-cylinder machine than on the two, though it took a gallon more Benzol to do the trip and rather more lubricating oil too. The four cylinder machiue lost time on some of the hills on which the two cylinder was able to keep on pegging away on top, though I have no doubt that had I cared to race the four cylinder engine I could have climbed the hills at an equal speed. Taken all round I do not think it would be justifiable to claim that a four cylinder engine is vastly superior to a two cylinder, though if it were possible to produce a four cylinder machine at the price of a two, then I think that the sale of the latter machines would be very restricted, though even in these circumstances the two cylinder would still have several points in its favour, as for instance, simplicity, and lower petrol consumption, though no doubt the fuel efficiency of small four cylinder engines will be increased in the future. I have said nothing about two cylinder four stroke engines, nor inclined or horizontal twins, as I propose dealing with these at a later date. In the meantime I have no hesitation in saying that the man who is making his choice of a light car, if the extra cost of the four cylinder as compared with the two will tax his pocket to a greater extent than he desired, will find that very excellent results can be got out of a properly designed two-cylinder machine, though if the extra expense makes no material difference, he will obtain sweeter running and rather more speed from the four cylinder, but at rather higher running costs. The small four cylinder engine has not yet bad much testing though many clever brains have been at work on the problem of design- ing an efficient four cylinder engine of tiny dimensions, and some of the results have been utter failures, though on the other hand there are one or two brilliant examples of what a small four should be. As a whole, though, designers have to a great extent based their calculations on the larger engines used in standard car practice, and the resultant designs have not been as satisfactory as one might have expected. There is still much to be learned as regards the efficient running of the little four, and no doubt the time will soon arrive when the little four is just as efficient as the two cylinder type. Most makers of repute are putting a four- cylinder car on the market in addition to a two cylinder model where previously they have had no alternative to offer. There is undoubtedly demand for the small four, but whether this demand will entirely kill the two cylinder remains to be seen. Should it do so I most certainly think that our insular prejudice will have as much to do with the result as anything for I have no doubt in my own mind that the two cylinder machine is in many ways perfectly satisfactory when compared to the four and bearing in mind the lower selling price and running costs there should always be a demand for the two cylinder side by side engine until it is superseded by the still simpler and cheaper two cylinder two-stroke engine, which I am inclined to think will shortly be with us.

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MALVERN'S OPPORTUNITY. 1

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MALVERN'S OPPORTUNITY. 1 The following frank, outspoken statement by a Malvern man gives an opportunity of gaining information which will be beneficial to many. On 24th January, 1906, Mr T Bullock, of 4, Sydenham Place, Newtown Road, near the Institute. Great Malvern, said I used to be a great sufterer with pains in my back and loins caused by disordered kidneys. They were severe aching pains and so bad at times that I hardly knew how to get about or how to drag one foot before the other. The kidney excretions were very much disordered. Although I tried other kinds of medicine I derived no benefit until I took Doan's backache kidney pills. They soon cured me of backache and other kidney troubles, and I have kept well ever since. (Signed) T Bullock." On 11th August, 1913-OVER SIX YEAR& LATER—Mr Bullock said :—" I generally take Doan's pills if I get any backache. I find them as effective as ever, and I always recommend them for the benefit I have received from them." Price 2/9 a box, 6 boxes 13/9; of all dealers, or from Foster-McClellan Co., i. Wells-street, Oxford-street, London, W. Don't ask for backache or kidney pills,—ask DISTINCTLY for DOAN'S backache kidney pills, the same as Mr. Bullock had.

Ledbury Produce Market.I

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IPROFITABLE POULTRY CULTURE

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I PROFITABLE POULTRY CULTURE By TT.AR.RA R ALI.RX, A SUCCESSFUL BREEDING SEASON. (CONTINUED ) [Readers are particularly requested to note that this series of articles commenced with the first issue in January. In order to obtain their full value, the earlier articles should be read in conj unction with the current one.] I IS A MIDDAY MEAL NECESSARY? During the winter months I am a strong advocate of a midday meal. Let us consider the argument for one moment. During the late spring, summer, and early autumn the birds are astir at four or five o'clock in the morning, and seldom roost before seven in the evening, whilst during the period under discussion from 7.30 a.m. to 5.30 p.m. is certainly their average day. A healthy bird, and one properly fed, employs this time in scratching and searching for insect life, green food,&c.; that is food of a highly nitrogenous character; hence, it stands to reason, conditions being similar, that it is impossible for our feathered friends to obtain the same supplies during winter as in summer, and consequently, for this reason alone, we mast augment their rations with food of a nitrogenous nature. But are the conditions similar ? Emphati- cally no. There is a great diminution in insect life, and during periods of prolonged frost it may almost be said to be nonexistent, and instead of rich, succulent grasses for the birds. only coarse, withered vegetable life is at hand, and in many small runs not even this. So that not only is the period at their disposal for searching greatly curtailed, but also their supplies are materially diminished. In Nature this is provided for. Only as the days lengthen and insect life abounds, combined with vegetable growth, do the hens lay; this does not suit our require- ments, and if we desire eggs out of season, we must supply the material which Nature witholds, exactly as the florist must supply heat and artificial manures to produce blossoms or fruit at Christmas time. Accepting this argument, many people augment the morning ration, but here, as I have already shown, they defeat their own purposes. If an increased morning meal is given, a torpid condition ensues, activity is destroyed, and impaired health results. After many and careful experiments, the only satisfactory solution I have discovered is to give the birds a light midday feed, rich in nitrogenous matter. MIDDAY RATION. I In advocating the use of cut green bone and cut clover for this meal, I might mention that this policy is thoroughly endorsed in the leaflets issued by the Board of Agriculture and Fisheries. In previous articles I have referred to the efficacy of cut clover as an egg-producing food, and the value of cut green bone has been dilated upon, so that it is unnecessary at the present to again go into the pros and cons of the use of these two foods. It is sufficient to explain exactly how the best results can be obtained, and the quantities to be employed. It is my practice to use them alternately. For birds that are in full lay an ounce of cut green bone is not too much, though the quantity can be reduced one-half before the birds are laying; this is placed in troughs, and judging by its rapid disappearance is thoroughly appreciated by the birds, and forms a veritable tit-bit. On the other baud, the cut clover is not, at first, so eagerly sought after, and one would imagine is some- what of an acquired taste, commencing with a very small quantity, sty a handful to six birds. Scald it with boiling water the night before it is required. Should any of the liquor remain in the morning it should be utilised to mix the morning mash with. At midday place it, still damp, in the troughs, and the initial small quantity will be eaten up, though probably not voraciously, like the green bone. As the fowls begin to show e preference for the clover, the quantity can be increased until a good handful between two birds is not too large a ration. I might here remark that the use of cut clover has a marked effect on the egg-shells, a point I have not hitherto noticed as being dilated upon by writers to the poultry press. This is probably due to the percentage of lime that is found in well-cured clover. (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.]

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A FOOD THAT DOES MAKE HENS LAY ???°?? J YOUR HENS AXSERIRTS-: Y.OUR HENS ;t:lIrIIiII:q;= via. ,td ?b.,o aU WILL LAY MANY MOBE EGGS and Incidentally return TOU more profit, if you (jYethcm NOW a food which will assist them to overcome the stralttDf laying. For this purpose there Is ubfb" to equal SPRATTS LAYM0R a (dentine preptrtttoo Mtr<n)tt)r rtch h <M-fer«ta< proo<rHe<. ytt B«Mtthtm< ud TtttUti« to the bird* IT MAKES BENS LAY ■ad KEEPS THEM AT IT Your dealer can Mpp!y It <■ ?**S! ?B I/- bags. or ? will PAY CAR RIAGKolaiCWt.81- or lcwt. 151: n Samples of foods and M. ??Ca?H (iMmffli Book on Poultry Cultur. ?fTXm*)A? sent en receipt of Sd. I" lH??P'?3!??!? packlnc aAd postage. SPRATT-S PATENT LTD. JA 241n, rawhMrch St.. Laadbm. MIJSTHAVEMORE EGGS IF YOU DAILY U819 COLMAN9S PouLTRY MUSTARD. 31b. Sample, 2/8, post paid; 91b. keg, 6/7, 181b. 12/2 carriage paid. Special quotations for large quantities. Just published-" MORE ABOUT EGG-PRODUCTION." This practical treatise, which deals exhaustively with this all-important rubject to poultry-keepers, also contains a useful egg-register for twelve months. It will be sent, post free. to all appli- cant, by 0&11". by RALPH R. ALLEN, Sawbridgeworth, Herts. Read POULTRY^ The only paper that matters —— to the poultry-keeper. —— The World's Best and Oldest Paper. ASK YOUR NEWS- E^ very FR riday, One P-enny AGENT FOR IT. ??r?-F a\C? ?Pr.<'MMy Specimen ",y free from— 'Poultry'(Dept. 209), 10, Essex St., Strand, London, W.C.

-LEDBURY FIRE BRIGADE. I

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LEDBURY FIRE BRIGADE. I Annual Dinner Last Thursday I Night. I Last Tlwrslhv night. the annual dinner of the Ledbury t'iro Brigade to )k place at the Royal Oak Hotel, Ledbury, when Mr C H Bastow presided over a very good gathering in the oak room. Among those present were :—Messrs J E Craddock (vice- chairman), F W Wade, W G Witham, Val Palmer, L P Hoult, W L Tilley, E H Tillett, E Juckes, A J Chadd, F N Wheaton, R Preece, J Bache, A G Smith, R G Gurney, J W Teague, V Gabb, W Allen, E Haynes, A Carless, etc. The firemen were repre- sented by Capt E H Hopkins, EnRineer W Lewis, Sub-engineers T Cbadd and W Pitt, Firemen W J Jessett, E Gurney, T Davis, J Chadd and E Davis. I THE TOASTS. I At the conclusion of an excellent repast the Chairman submitted the loyal toast, The King," which was enthusiastically honoured. Mr Wheaton bad very great pleasure in proposing the toast of The Imperial Forces." He said that the British Navy was in a state of proficiency and that the Territorial forees were springing up. He referred to the fact that he had been in the old volunteer force, and coupled with the toast the name of Mr L P Hoult, who briefly responded, and related some of his experiences in the navy. The Chairman in proposing the toast of "The Ledbury Fire Brigade," said he wished to express his gratification in presid- ing over them that evening. (Applause.) It was a honour which he felt very much indeed. The men who composed the fire brigade were taken from the cream of the working men of the town. The Chairman went on to speak of the past history of the Brigade and related one or two amusing stories. There was no doubt they had a very good brigade. The tackle was always in readiness, everything was as clean and smart as it possibly could be. He looked upon Capt Hopkins as being an ideal man and no one could have carried out the duties as he had. It was through him that they had the present fire engine. Every one of the firemen must be proud of the position they held, and the townsmen were very proud indeed of them. They were always ready in case a fire broke out. He asked them to drink to the toast of the Fire Brigade with full musical honours. (Applause.) He coupled the name of Captain Hopkins with the toast. (Loud applause.) In response to the toast Captain Hopkins said it afforded him great pleasure to say j that the Brigade was to-day an efficient brigade. They were endeavouring to do their best, and as long as the present members hung together they would always have the satisfaction of knowing the Council and the ratepayers would have full value for their money. They were always ready when a fire alarm was given. He thought the locality was lucky in having so few calls. Unfortunately he did not see his wav clear to raise sufficient money for the Brigade to attend the annual gathering of the National Fire Brigades' Union, because it would mean something like £50. The Malvern Fire Brigade was supported much better than theirs, which was no doubt owing to the numerous influl of visitors who some way or other supported their funds. At the same time they endeavoured to do everything possible and in a similar manner to what Malvern did. They had their trials and carried out everything possible which was necessary. The members of the Fire Brigade and himself year after year felt that they got that unfortunate thing-a year older; Fireman Jessett and himself were also martyrs to gout. At all events when they did get older they would not be absolutely left out. (Applause.) They had been to one or two very serious fires, fortunately where no loss of life had arisen, but the loss of property had been very great. Some people said that they should have a motor fire engine, but he thought that the most reliable thing was a steamer. He thanked Mrs Julius very heartily for the flowers which she had sent. He again thanked thera on behalf of the Brigade, and himself for coupling his same with the toast. (Loud applause.) The Chairman proposed the toast of The Urban Council Staff," and likened the Urban Council to the directors of a company and the ratepayers as the shareholders. It was impossible for the directors of a company to carry on the business successfully unless they were served loyally by the staff which carried out their duties. In the same way it would be impossible for the Urban Council to carry on the government of the town if the staff did not carry out their duties in a proper and loyal manner. As Chairman of the Streets Committee, he was proud to say they bad under them a staff of absolutely good, loyal men. (Applause). From their respected clerk, Mr Masefield, and their esteemed Surveyor, Mr Gurney, right down they found them all good men and true, loyal to their employers, and he wished to take that opportunity of thanking them for the loyalty they showed to the Council in carrying out the duties they did. He thought it was only right the staff should know they appreciated their efforts on behalf of the Council and the ratepayers. He coupled with the toast the name of Mr R G Gurney, surveyor. (Applause). Mr Gurney, in a brief response, said the duties of the Urban Council staff were made lighter by the members attending the Com- mittee meetings. The staff did their work well, and had helped him through many a difficulty in the past, and would try to help the Council in the future. (Applause). Mr F W Wade, in eulogistic terms, gave the toast of The Chairman," referring to his work on the Council for many years, and his labours on behalf of the Church. (Applause). The toast was accorded musical honours, and the Chairman briefly returned thanks. Other toasts were The Visitors," pro- posed by Hon Captain Hopkins, and re- sponded to by Mr E H Tillett; The Vice- Chairman," given by Mr W L Tilley, and responded to by the Vice-Chairman; and The Host and Hostess," proposed by the Chairman, and responded to by Hon. Capt. Hopkins. During the evening an excellent pro- gramme of harmony was contributed by Messrs. W G Witham, V C Gabb, J W Teague, H B Whvld and L P Hoult. Mr Riley (Worcester) was the accompanist.

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FOOTBALL -NOTES.

CANADIAN NEWS JOTTINGS.

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CANADIAN NEWS JOTTINGS. (FROM OUR OWN CORRESPONDENT.) MONTREAL, February 7th. Next week will see the long-heralded inaugura- tion of our parcels post system The announce- ment that the system would be inaugurated on February 10th has caused the Postmaster- General to be in receipt of many congratulatory messages upon what is regarded as a most tangible achievement. Perhaps the greatest interest centres in the new system with regard to the bringing the farmer and the consumer more closely in touch, and to enable the farmer to market his produce, at least in small quantities, with the minimum of travel and inconvenience. The department is in receipt of many sample devices for carrying farm produce by mail, and a number of concerns engaged in their manufacture look forward to the development of a profitable business. No special ceremony for the inauguration haa been arranged except that the Postmaster-General himself will post the first parcel. The effect of the parcels post system upon the express business in Canada has been engaging the attention of officers of the post office department and the railway commission. It is their estimate that in a com- paratively short time the postal service will absorb much the greater proportion of the traffic in parcels up to 111b. limit as the rates are materially lower than those charged by the express com- panies. TROUBLE OVER A CABLE. Mention of postal matters brings up the contro- versy that has been taking place at Ottawa with regard to certain cables supplied to that city for telegraphic work. A Canadian-made cable was aubmitoed, among others-one of them British— for choice for some important eiectrical work. The Canadian-made cable was rejected as imper- fect, and immediately, naturally enough, the makers entered a very emphatic protest. Now, after elaborate tests of tbe cable in the Elect-ical Test- ing Laboratories at New Y odr-one of the best equipped and most efficient in the world-it turns out that the Canadian cable possessed one per cent. more conductivity than the British, and is highly suitable for the work in every way. There is quite a little local storm over the matter. Our Canadian manufacturers are, justly, very jealoug of their reputations, DRYING UP. The cause of temperance, or, rather, total ab- stinence, is making most impressive strides, especially in Ontario. The Canada Temperance Act has now been voted on in three Ontario counties and has been carried in each. It was carried in Huron County by 2,536 majority, in Peel County by 56 majority and in Welland County by 36 majority. The result of yesterday's Noting is to cut off a total of 104 licences—41 in Huron, nine in Peel and 5Lt in Welland (excluding Niagara Falls). The Canada Temperance Act (popularly known as the Scott Act) is a Dominion statute, and, when adopted, covers the whole of a countv except the cities, which vote separately. It prohibits all bar and shop sale within the cotinty limits. Since' 1890 no part of the province had been under the' Scott Act until last year, when the Act went into force in Manitoulin. It is claimed that most of the difficulties which in former years made the Act difficult to enforce have now been removed. Nevertheless the Act is honoured in the breach pretty frequently even now. THE NEW SHIPPING LAWS. Based upon the latest British legislation on the subject and designed to bring into uniformity all the enactments on the subject, the Merchants Shipping Act of Canada has been revised by direction of the Hon. J. D. Hazen, and is nearly ready for presentation to the House. The Act will govern ships, and the whole business of shipping on the ocean, the Great Lakes, and all the navigable waterways of Canada. It is a voluminous affair, comprising about a thousand pages. A separate Act, of which Mr. Hazen has given notice in regard to this subject, is to be incor- porated with the main enactment. Important changes are made in the general pilotage regula- tions. The general effect of these is an increase in the measure of departmental control, rather than having the authority vested in local boards or general pilots corporations. In the rules of the road there will be no particular change. IN HARMONY WITH BRITAIN. I Other subjects dealt with and brought into con- sonance with the British Act, concern the regis- tration of ship masters, mates, and seamen, the care of sick and distressed marines, wreck and salvage, investigations, lighthouse, and buoy services, harbour masters, and port wardens. The regulations are stiffened with regard to the safety of ships, the cargoes they may carry, and the extent of their deckloads It is probable that an extra chapter will be added whereby Canada will conform to the regu- lations which have been adopted by the congress just concluded in London, to promote safety at sea by providing more watertight compartments and additional lifeboats and rafts. The changes in the pilotage laws will, it is hoped, have some effect on Lloyd's rates on ships using Canadian ports. They are at present somewhat high, due, it is said, to our too lenient system of pilotage. CANADIAN OPERA RECORD. Canadians are second to none in their love of music, and Toronto, perhaps, of all Canadian cities, is the leader in this respect. If a proof ia desired that Toronto contains a great many per- sons who appreciate the beauties of Grand Opera, and who will avail themselves of the opportunity of patronising music drama when properly pre- sented, it will be found in the records of the attendance at the Koyal Alexandra Theatre, during the engagement of the National Grand Opera Company of Montreal. The cash receipts were the largest the theatre has ever taken in during a single week, being over Z4,400, and Thurs- day evening of the week established a record for a single evening. The company during its two months' season in Montreal lost money every week, but in Toronto, I in spite of the expensive castes, cleared a profit, the lirst since its organisation. ALL-CANADIAN "MOVIES." I Canadians will from now be enabled to see them. selves as others see them as a regular thing, and probably you, on your side, will soon be enabled to obtain some new lights on us as we appear on this. The first Canadian cinematograph company has started work. "Montreal Sports and Ice Harvest" was the title of a film giving a private showing at the Tivoli playhouse here last week. This film was manufactured by the Premier Film I Manufacturing Company of Canada, the only Cana- ( dian company which has headquarters at Montreal and studios at Lachine. This film was taken only a day or so before exhibition and depicted Cana- dian winter sports and ice harvesting, the scenes being taken at Mount ltoyal, Fletcher's Field, Verdun and the Park slide, picturesque spots in

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STAMPED STATIONERY.—Stamped I {9 stationery is a big line at the Reporter office, I Dies cut to suit customers' requirements I OFFICIAL DEPOT FOR GRAMOPHONES, RECORDS, &c, "HIS MASTER'S VOICE." R. J. HEATH & SONS, SOLE AND EXCLUSIVE AGENTS FOR THE CELEBRATED BECHSTEIN PIANOFORTES (HORIZONTAL GRANDS AMD UPRIGHTS). Also BLUTHNER, BROADWOOD. STECK, WALDEMAR, ORCHESTRELLE PIANOLA CO. THE ONLY FIRM in CARDIFF & DISTRICT from whom the NEW MODELS by these CELEBRATED MAKERS can be obtained. New Pianofortes from 15 gns. Cash, or 10s. 6d. Monthly. 76, Queen Street, Cardiff; 70, Taff Street, Pontypridd; Stanwell Road. Penarth; and Station Road, Port Talbot. Nat. Tel.: Cardiff 2199. Pontypridd 21. LEDBURY POSTAL GUIDE. Postmaster-Mr, J. BELL. Counter Attendance:—8 a.m. to 8 pm. Week-days; 8.30 a.m. to 10 a.m. Sundays. Money Orders, Savings Bank, Inland Revenue Licenses, Ac., Government Life Insurance and Annuity and Telegraph and Express Delivery Business, 8 a.m. to 8 p.m. Week-days. Sale of Stamps, Registration of Letters, Issue and Payment of Postal Orders, and Delivery of Callers Correspondence, 8 a.m. te 8 p.m. Week-days. Sunday-Sale of Stamps, Registration of Letters, Delivery to Callers, and Telegraph Business, 8.30 a. a to 10 a.m. Telegrams 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. difl 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, and return earlier. Telephone Call Office: 8 a.m. to 8 p.m. week-days. 8-30 a.m. to 10-30 a.m. Sundays. The Letter Box remains open at all hours for the posting of Letters. LETTERS. PARCELS ?LS? DESPATCHES-WEEK DAYS. Posting. °f I DESPATCHES—WEEK DATS. La%Lt £ ° 7.30 a m. Birmingham (delivery noon), London and Midlands, and North No generally (London delivery, 4.15 p.m.), Worcester, Malvern, Parcel Gloucester and Hereford 9.45 a.m. Gloucester (delivery 1 p.m.), London, South and West of England 9 40 am. (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 aud North of England 1 p.m. Birmingham (delivery 4 p.m ), Malvern (delivery 4 pm.), Midlands 12.55 pm. and North, Gloucester (delivery 4 p m.), South and West of I ii England and London (London delivery 9.15 p.m.), Hereford and ) Worcester United States and Canada (Saturdays only). 4 p.m Gloucester (delivery 8 p.m ) and all parts 3 55 TUn. 5 45 p m' Birmingham, Midlands, Malvern and Worcester. 6.40 p.m. (None of the foregoing Mails are despatched on Sunday or Bank Holiday). 1 p.m, Ireland, Scotland, and North of England generally. 7 p.m. 8.30 p.m. London, Birmingham, Gloucester, Hereford, Malvern, Stafford, 8 p.m. Worcester, Midlands and North of England, and West of England. (General night mail). Letters can be registered up to half-an-hour before the despatch of any Mail on the prepayment of fees of 2d., &c. SUNDAYS. 6.45 p.m. Birmingham, Malvern, Worcester, and Midlands, and North of England 7.45 p.m. London, Gloucester, South and West of England I No parcels are despatched on Sunday. ï DELIVERIES. Town.—Week-days.—Letters and Parcels are delivered, beginning at 7 a.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 of (Letters and Parcels). Posting 6 a.m.—All parts. 12.10 p.m.—Bosbury, Castle Frome, Fromes Hill, Coddington. 12.45 p.m.-Asliperton, Canon Frome, Putley, Trumpet, Munsley, Eastwood, Lower Epgleten, Little Marcle, Stretton Grandison. 3 p.m.—Ross Road, Leddington, Greenway, Donnington, Haffield, Broornggreen, Parkway Borrow Bromesberrow. 4.45 p.m. -Fastnor, 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 Pott, Money Order, Postal Order, Savings Bank, Annuity and Government Stock, Licenses, Ac., business. Newtown Town Sub-Office. -Open from 8 a.m. to 11-30 a.m., and 3-15 p.m. to 7-45 p.m. for sale oi Stamps and sale and payment of Postal Orders, Registration of Letters, and Parcel Post business. Express Delivery. -Letters and Parcels up to a weight of 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 Collection from Sub-Offices and Wall Boxes on Week-days for relative Despatches and Deliveries from Head Office. a.m. a,m. a.m. pm. P. M. p.m. p.m. pm. Homend Street Town Sub-Office 5-45 9-30 11-40 — 3-40 4-25 6-45 7-50 Homend Terrace Wall Box 5-40 9-25 11-25 — 3-35 4-20 6-40 7-45 High Street Wall Box 5-50 9-35 1150 12-55 3-45 4-30 6-45 75 Newtown Town Sub Office. — 9-5 11-30 3-15 6-30 7-450 Southend — 9-40 11-55 12-50 3-50 4-35 6-50 7-^5 Oatleys Road. 5-30 8-50 11-15 3-0 — 6-15 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 Part Ledbury Donnington-Ledbury Woolhope- I Part Ledbary Dymock—Gloucester Part Hereford Eastuor—Ledbury Wellington Heath-Ledbury Eggleton (Upper)—Ledbury Yarkhill- J Part Ledbury E?leton (Lower)-Ledbury ( Part Hereford Leddington—Ledbury Yatton-ROSS