Evening Star Newspaper, June 2, 1926, Page 7

AMUNDSEN'S STORY, OF AR LAY Explorer Tells of Early Fail- ure in Effort to Conquer Arctic. (Continued from First Page) outlook over higger areas in 24 hours than he before could explore during re. Therefore when 1. in 1914 America to buy different things for the expedition 1 was planning to the arman airplane to take with me on hoard the Fram, having already obtained a cer- receiving Arctic vegions, 1 hought a tificate a5 an aviator after fnstruction from Norwegian aviatars However. the war commenced and #0 many difficulties arose that we had to_postpone our expedition At last we were able to start from Norway in the Summer of 1918 on “hoard the ship Maud, rebuilt in place of the Fram. which proved to be too old for a new and long expedition through the ice. On this expedition 1t also my intention to take on hoard a flying machine, but the ws still went on and 1 could get no new plane. Consequently my comrades and myself had to sail through the Northeast Passage on board the Maud and arrived in September, 1921, at Seattle without being able to make ohservations from the of the re gions we had passed through Finally, In the Winter of 1 military 1922 stayed in THE EVENING STAR, vhen we equipped the Maud for the | second time. we sveceeded In huving two airplanes for the new expedition 4 big Junker machine and a smih Curties machine- -and h these two planes an hoard the faud started for the, North in the Summer of 1422 Fails With Planes in 1923, Tn Rering Serait the expedition was Alvided. The Maud, under command Capt. Witling, ‘went into the ice In order to try to pass through the north polar hasin Spitzher gen. On board the Maud remained the smail Curtiss machine and the aviator Omdahl. The intention wi make short flights with the Curtiss over the ice during the drifts, thus com pleting the observations made the ship. Some short flizhts were made over the ice. but in the Summer af 1923 the plane was smashed against the ice in take-off and it was im- possible to have it repaired T left the Manud and went ashore at Wainwright. on the northwest coast of Alaska, togethér with the aviator Omdahl. to try to fly with the 1 Junker machine that me Summer from Point Barrow over the north- rolar basin to Kings Bay. in the north western part of Spitzbergen. For various reasons we did not try to start that year. and Omdahl and myself stayed durinz the Winter of 3 in Wainwright. Our intention was to start in the Spring of 19 for Spitzbergen. When Spring arvived we made some trial flights, but the re. zults of these were bad. The on landing after; bne flicht was very much damazed, and we thought it best 1o stop trying. The Junker was sent hack to thg States and Omdahl and 1 returned th Norway T was a little downhearted, Just 2% far from my goal cive answers from the aiv on 11 t#hns that for centnries hud &eientists and explovers - i isted continents or islinds mense area hetween Alu<ta nd Snit Lergen—as 1 had heen when. in 101 I tonk the first step to have the quas tions answered. In spite of all. I went on with sfforts to organize the expedition made up my mind ta carry it After my return to Norway 1 at met two of the men who assisted 1 in carrying my plan out and toward whom T forever shall feel zratitude namely. the two lieutenants in the Norwegian Navy. both of them heina ‘members of the navy flving corps. the =<killful. courageons aviators, Hialmer Rifser-Larsen and Leif Dietrichson. Planned Pisa Spitzhergen Flight. Energetic and with keen interest they went in for the expedition and worked hard durinz the Winter 1923-4 to organize it. At last in the pring of 1974 it seemed as if we <honld succeed. We had ordered v by Doniel Wallin of Pi tention was to iy these planes from Pisa to Spitzhergen. Our hase for the Tole flight was to be Virzo Harbo on the Danish island in the northwest ern part of Spitzbergen, from whenee the Swede, Andre. started in 1867 with his free halloon and from where also the American. Wellm:n veur later. tried to reach the Pole with an airshin. Wt before, in Northern embarked on the ship that our mothership in Virgo Harbo the surprising messaze that had to postpene the expedition the money was spent. we could not £et more, and the fvinz hoats were not yet paid for. Again 1 had to go home. apparently (nrther from my goal than before. Al seemed dark and T as well as my comrades got many proofs that people considerel our plans a bluff and that we did not mean it seriously when we spoke over to ire to in the im- m: el out boats made and our in N <ome th Novway, 1 <hould he 1o zain Al about exploring the north polar basin | with flying machines, However, in Norwes proverb sayinz want. the greatest as sistance. is approaching. And what has happened since the dark vear my life as explorer in 1923 proves that concerning me the proverh, in any case, is correct. We went on in onur money for an expedition in 1925, derstanding. after all_onr disappoint ments, that we needed more nssis tance, we addressed an that. more than any other or single person. has helpes namely. the Norwesian Aero Clib, We asked the Aero Club if it won undertake manazing o fving expedi tion over the polar basin and proc some of the money we wanted if 1 <hould try to get more by lecturing in the United States, The Norwegian Aera Club. whose president is the well known No zia tor Mr. Holf Thommessen. answered that it would ry, and commenced immediately the work in Norway. Ellsworth Joins the Expedition. 1 went to America to do what [ eould. And in the United States I ot another proof of the truth of the Norwegian proverb. The American citizen. Lincoln Ellsworth. came 1o me one day when I was just on the point of giving up the possibility of being able to accomplish my part of the agreement with the Norwegian Aero Club and without condition he offered me a sum of money great enough to assure the expedition. Indeed, the pecuniary support he so generously ave the expedition was very valuable n a critical moment during the prep. cration, but neverthless._his personal Wwork both before the start and during e dramatic weeks in the ice was of still greater importance. And I was ery glad when the president of the Aero Club, Mr. Thommessen. after my return to Norway from the United States told me that the administration of the Aero Club had decided to add Mr. Ellsworth’s name to the expedi- tion and that it had appointed him a member, honoris causa. of the Aero Club, as a sign of gratitude toward the nohle Ame: who had done so much for the realization of the polar expedition. During my stay in the United States stol plane | n we have a| institution ! institution | | | from | | | work had gone on regularly in Nor { way. The two fving boats ordered and under construction at the Dorniel | Wallin Works in Pisa. had. during the ’\\'ln(“! heen tested by the two aero pilots, Riiser-Larsen, who was to pilot | the loat called N-35. and Dietrichson [ \who was to pilot the boat called the I N-24 1 wonder if my re | understand my feelinzs LOcio. to go to Spitzberzen sure that 1 shon it 1o prove that 1 wis not that T had been in nz of exploring in hy fving machines, ave able to when T left this time least be bluffer in Aretic aders earnest nd the | sve | remions | rer Last Year's Lessons Employed. ! that perhaps spite of the fact some of mv readers might remember the imporiant things that hap. nened vear's flight. I have nere t soveral detaile rather e shall un. flight this that took Tune made In aurir i ihe i hince last year {the flizht the membet underst tion expedit v Ay ane in this month § the lust the fivi flizhi. 1 hav come of the reason livst time the short b history of aviation it should Tonger distance in the polar :owhen 1 had com ealize v ! nedition e that cxped vion 1o th to speik For the Zloriou he flown & hoat 1S ol Lot it sinee 19 ineneed arzaniztio flizht. T had nndsrstood thet te sueh enterprise 1 had to hine not on Tar enov o thel sufficient to have the mo- ninz over all the distance from 1o Alaska, i the ma . o hedd 1o be of so great liftinz ¢ [ etz 1hot it comld earre g0 much [ fuel ihat even in case of head we shonld be =hle ta reach Lind gradualiy 1 worked ont my et alane. Iter on with my com Jeades, who knew more about prac Al fiving than 1 did myself, and the diffe pee. T imderstond {that. . soveral Hiypes machines powerful enouzh cover the disiance from {spit to Alaska and even lonzer fstane we 1o face the possibility ot other tron bles. the fvin: chines will witer Lthat of an ai i Plans of the Flight Changed. Thevefore, when, during the Winter ]u( 192125, we formulated the plans in vezions the Hore winde And s plans. al f o protor and range ma than detail. T -oon understood that 1 had to fgive nn my original plan to cover in {the first jump all the distance hetween {the Iiuropean and the American con {tinent. And the Aero Club alluding. { when 1 entered into negotiations with the adm'nstrator to the fact that it would only manage the flight on con ! Qition that we should explore only the Furopean side of the North polar basin, 1 had to resign. and my com rades and myself decided to work | omiy for vealization of a flight over the | nia avea. But we agreed that this did not mean we had forever given up {ihe idea to zo from Spitzbergen to Alaska by air. It only meant that we {had nostponed the original plan. and we considered the flizht enly as an {examination of the p lities for 2 | transpotar flizht. ! We had to investigate if it was an airplane or if it was lgo in an airship. Fro fview the expedition planned and ecarried ont, and every Lone af the experiments we made on the flight last vear from the first day necessary e this point of Vst vear was | parts of the engines 11925 | ready ibla to make the whole flight in ! {of the expedition to its last one has | | been of great importance for the flight [ vecently made. In fact. the two ex | peditions are so intimately connected that it is diff It to say where the i first finishes and the second starts star of the 1925 Expedition | In the first half of April, 19 the members of the expedition, the fivin party as well as the land party 25, | the flving boats, material kind, fuel and oil. and after three or four weeks of work we were ready to start. In the last vear at this time a very important link in the organization of the expedition was weather service which it was neces. sary to established so that we could choose the best day for starting. As wall the expedition itself, this im- portant auxiliary service was made possible by one of the most wonderful inventions of the last generation— wireless telegraph. With us went to Spitzbergen two Norwegian meteorol- ogists and one wireless operator trained in recelving weather reports. And based upon the several hundred reports that arrived every day the meteorologists, according to most mod- ern theories on weather and winds in arctic reglons, almost every hour could inform us about flving condi- | tions over the Arctic basin and advis- tng when we ought to start. According to knowledze due to ear. lier polar expeditions and theories formulated in later years, the moenth of May should be the hest cne for the embracing | | two ships arrived at Spitzhergen with | of every| | | | places everywhere. between the floe | {on the ice and should it happen that arctic fiving. The temperature over the nnknown regions shonld then have commenced to increase, thus the cold did not threaten the more sensitive On the other i still polar fog that | ixdwated by | ice and for the asin. mak- | impossible, has not | side. in May the temperatire so low that the thick commences when the aiy the sun comes near the week lave over pokar < Al visibitity hezun During decided started last vear was dne necessary regult o in the three vear's eager ver 1925 we we start the expedition in that the earlier in May the hetter “That the ook plice as late as May 21 to citenmsiances it is not to mention here. hut £l experiences from our staying ice. that endured more than weeks. when planninz this | expedition. we always were | as early it 1 o star as possible. 1 Would Have Been Better, wail_remember that the started from Kings Bav on 11. Despite the fact that this we started ten days earlier than it will he under sect of this serions troubles dur from Spitzbergen to on the last part of we flew in typical aretic “nmmer weather, with fog and pr portionately hizh temperatire had been possible 1o start only a few | days before. it mizht have been that the flight wonld have taken pface nn der better weather conditions also on the Ameriean side of the North Pole. But becanse various civeum tanees in Kinze Bay we had to let the Norae siav in Gatschina, ontside where it had arrived on than we originally had will he mentionea Earlier N My readers . we had, as a very from later fon ive flizht hecanise ing 1he Aldska the flizht A | Ionz wh April 15 them! Iater on. Tiesides jcal ohsery h the important meteorolog tions made on the exami nation flizht Jast year. we discovered alsa things of technical importance, so we had forever to give up the plan of going from Spitzherzen to Alasks in 4 Pying machine I have told, our intention vear was only 1o explore and examine fivinz conditions on the European side | of the North Pole. But in spite of various circumstances that compelled ns 10 zive up the transpolar flight in I fonnd it rather diffienlt 1o do And later on 1 heard that even the Norwegian Aero Club thouzht it possible that we shonld try the trans polar flizht with the flving hoats. In fact, when last Spring we la to start in Kings Bay. ane day asked omr second in eomman Lient. Riiser-Larsen. who knew more about flying than I did myself. if it was not possible at_once ta settle the divection for Point Barrow. He. kow ever, answered, % Airship Is Decided 0 Rut my «uestion and his answer had as a vesult that already hefore the start last year we. formuiated the | plan we d ont this vear and de | cded us o use an airship to make the transpolar flizht. And experiments | made last vear proved Riiser-Lavsen | was rizht when he gave his answer and that with greater security and suecess we could realize the v flight in an airship than in ‘hine. The security of the | iy depends on s the motor staps the 2o down till the motor | to 2o down the landin: ploo I prin notor. In plane. has to 1< vepaired, aviator musi or have ® Bu ACHIEVEMENT (See Announcement in this Paper Tomorrow) | every i | risk of smashing ie Norg flew o settling ler, Alaska, where it was ch at dismantled. Left: a_ sextant s were Amuudsen and t w0 make cert Iy were passing over the T Comyrizht 1926, by and SE Louis And that the important was there are no flving machines. ‘This observation able but also very we left Norway fo rally perts question nd especially hout landing po e inside the helt he ice edge. Landing Most of the not be very snre to find the in i were in the ice that have water ice. case no to land on. We thought in another way we had ! got _certain proof of the existence of landing places ¢ Along the eastern coast of Greenland ave ohserved fmmense ice. from who loosened experts masses And all were level ing room. To a these observatio Naturally there are leads in the Polar {ice and often its surface is level and the leads are | eraoked and the ice that for the eve n ordinary man seems level s for not level and not fitted for not broken np. the aviator a landing And here we have the explanation the aviator find_landi had told of why did not experis had looked down our expedition of chould not we had had rep: about the ice cond Plains Dangeror The great about were inz. They ver wer [ir | under the” snow there were gr | floes that made it them withon hoat da airpl flying on an hefore fl not room er Ony vear took place ¢ any size we Spitzhergen to 87 o i north latitude. and this will be proof good enough of 1 usual landing places on the Polar ice, . myself Ny i convinced skillfulness of Larsen and Diety the expedition. this first big lead by Riiser Larsen much fuel that prudent 1o Ellsworth continned onr for a examination having ziven suddenly one ¢ Lieut. Oscar Omdahl, observation was_passing « Frequent observation our examination flight Lice, experts far from the edge we could that the he considered it g0 down 1o look for a landing place hefore we flight on the point of going higher again, our WASHINGTON, . D. LANDING OF THE NORGE ON THE BEACH AT TELLER, ALASKA e, th r the pole fro itself on ¢ mak W checks and « ade by member ) that they acto- | le. the New York Glote-Dem: greatest and me we made that.on pol tandinz was not only va surprising 1 Spitzbergen na we had addressed to many ex about varions matte lots had asl »n the pa of drit ice alo Mlaces on the lce. declared excellent landi we were forced was too much broken up, there leads with our flying boats we should difficuities » many great in finding m the polar i the pack had seen certain extent ns were corre RBut on our expediti & places where there hefa My nack P on 925. ice b have haen <o optimistic if orts f aviate ditions. us to Alight On. m plains the experts spoke dangerous for land but covered, at impossible to la running serio the hottom of t maging the whei And, as snow t m the only lead saw on our flight from degrees 43 minu he non-existance well it was aviate richson. as only that t sav When we passed aver i my had plane, pilo consiimed m altity 10 low We were | the landing pla negative result. when T 1o engines stop. ped. and now we had te go down. Teads Also Full of Danger. To thi how we the hoat. biz lead, 1 day one. How little for I; T saw on sald to I have. mentio amply 1o show h find a Plane or fiving bo and how nse an <hip last Summer. et even thought yon on the Polar f the jes down on it proved on One of the necessar; fier cannot this lead was fit anding the readers may under- stand from a remark hy Dietrichs were ‘mad Larsen, ned th ow difficult thing it is place to land on with an air tin the Polar ha it was for s our experien: aviators ice when they I ym_higher altitndes was flizht helmsmen recently ma on hoard NEW rroughs ship in which g the big er the North Capt. Roald Places for Before that open these ice masses agreed that they very often is the parquet in a draw were. many Outside the heit of drift ice no aviator mentioned the leads were o crooked that ing boats big as those we nsed had migh for landing on them landinz on the. expedition last Riiser- understand 1cceeded without smashing We were too far from the nd 5o the pilot had to trv to land in a little branch of the big when vou land on that place,” he later Riizer- can have > impressions of landing possibili | Norge was a_lieutenant in the Nor- ; wegian navy. Emil-Horgen, and, along with Riiser-Larsen and Dietrichson, { he ix considered one of the best ivi. j ators in the Norwegian countries. i When with the airship at a great altitude we flew over the lce on this trip, he several times remarked look inz down on the ice: “Down there it seems to he possible to land with an " For when looking down on ym some hundred vards all and even floes more than 100 feet high soem (o disappenr I have to add that Horgen later on when we flew at lower altitudes pel fectly, ngreed with his comrades about xibility of landing planes on And when even a trained n_make such mistakes it ily understood 1 ean’ declare landing |are to be found on the ice Same Lesson From the Ma mentioned hefore, the Maud car. 1 Cur machine on her LAV in the ice. There they met t) 1 me ex as we did in 192 L when in another part of Polar basin Pthey tried to fAly. 10 was also dificult for the small plane 1o find pla {where they could stavt and land, and Lif hefore we rted in 1 we had [ known whet they already in 1923 | knew on the Maud about flying condi- Gons for alrplanes in Arctic ice, we “hould not have been so optimistic when we started trom Spitzbergen. During our more than three weeks' ¥ in the polar ice we did not think much whout the new expedition we already had formulated before we left pitzhergen. We had more than {enough to do with work out starting place so we conld Spitzhergen again. Hut once back we recommenced the discussion of plans And, with the experiences met on our examination flight, it was the most natural thing that we should give up the airplane, as | already have men- tioned. and without hesitation we de {cided upon the airship. 1 expork om he nh- his | Plans for the 1926 Flight. sl 1 pointed ont some of | the advantages of the airships for {polar exploring over greater distances. An airship has very big fying range, its lifting capacity is also much greater than an airplane, and one of the reasons that we did not in 1925 utilize an airship was that ft is more expensive than an airplane. An air- et a n * I out, because the ship cautions than the mone requires plane. When on our return to Spitzbergen we decided to make the transpolar flight in 1926 in an airship. it was a very hardy decision. We understood that the new expedition would cost a big sum of money. and that the difi- culties that several times had threat ened the 1925 expedition would be to carry more pr ed ck ng ng to ce. ce. all ot on ice we s | ice nd s he els of tes of he ed ted so 0st 1de st cos ted on. 1 s0 to sin to ces ok s The illustration is of a Mandarin Chair —a genuine oriental importation. with its hour-glass hase and effectively interwoven coloring—$45. WEDNESDAY., JUNE cently Is planed out | | brilliant_ manner the club had « | ship expedition also costs much more | | 2. 1926. small In comparison with those that probably would meet an airship ex- pedition. However, we formulated the plans on Spitzbergen and on the vovage back to Norway. Generally speaking. it is these plans that ried out. The only big made from Europe hefore we entered with the Ttallan ge the ship that now has brought us over the North Pole hasin. we had fixed our attention on a ship of this type as the best fitted for a transpolar fight. At that time we did not think the ship should v from Rome Kings Bay. Our first plan was to huy v hire o 14.000-10n “teamer, load the rirship on board the steamer, withont in the balloon. and in that way ke it up to Spitzhergen. There our intentions were to fill it with gas and “tart for Point Barrow soon as weather conditions wera favorable to Spitzher into negot cernment to buy Aero Club Adopts the Plans. Spitzbergen we immediately addressed the N Acro Club and toid it administration prans, asking It if the Aero Club again would undertake the managing of a polar fight. As we had hoped, the adminis tration of the Aevo Club affirmatively, and knowing in what a rried idered this ap Mr, and Ononr retuen to fway from rwegian about our new out its first task, we almost cot the expedition ax secured after reply. small committee was pointed. with the president Thommessen, Lieut. Col. Sverge Engineer Brryn members these started the preparations once. When Lieut. Riiser-Larsen was not occupied elsewhere for the expedi tlon. he joined the committee. ‘The plan was formulated and it re mained only 1o procure the money thal wus necess and 1o th airship. The Aero Clul Italian government, asking if it could buy one of iix ships, constructed and designed by C'ol. Umberto Nobile, The wovernment answered that it would sell the ship to the Aero Club with pleasure. During a stay «fier our return from Lieut. Riiser-Larsen and myself. on behalf of the Aere Club, bought it at 4 very low price. including the changes that had to be done to fit it for a transpolar flizht according 1o the experiments we had made in fly. ing in-Aretic regions, M zet in Rome some weeks pitzbergen, Nobile Proposes Flight From Rome. With its constructor, 'ol. Nobile we discussed various matters Mr. Ellsworth and mys=elf will mention later on Here I xhall onlv say that after one of the hrst conversations With the Italian airship expert we e up the idea of freighting the airship te 1 i Striving’ that | answered | addressed the | Col. Nobile finding it better to fly to Spitzbergen from Rome. The first route chosen for the ship | was the following: Rome, France, Pul- | ham in Norfolk, England; Trondhjem, | Norway: Kings Bay, Spitzbergen. In Trondhjem and Kings Bay mooring I masts had to be built. This was the first plan when Lieut. Riiser-Larsen. on behalf of Mr. Ells: worth and myself, published it at the annual meeting of the Norwegian Aero Club in September last year. 3t even before this meeting the plan was known by different persons and Lit was with great pleasure that almost « the sume time we could publish the plans we could publish the names of the members of the expedition. The members of the last one declared that they wonld go with us except one of the' motorists. Dietrichson resigned later on for private reasons. Both Mr. Ellsworth and myself regretted | very much his decision, Dietrichson being a very skillful aviator and a man we could trust on every occasion. Trusted Men Make Up Part lesides Mr. Ellsworth. Lieut. Riisen-Larsen. Lieut. Omdal and my. elf of the fiving party on the 19 expedition, several of the land_party teclared that they would go with us: Lieut. Horzen. who last vear had e with us to Spitzbergen as pilot serve. and Jrederik Ramm, who 25 had been the journalist of the sn. 1 had. too, great pleasure {in that several of the crew of the { Mande, that just returned from her three.vear stav in the ice. joined the new expedition. There was the leader of the expedition, Capt. Oscar Wisting, who had been with me at the South Pole and on the expedition | through the northeast passage in 119181921, and the Swedish meteoro |logist, Fenn Malmgren, and aiso the operator on _the Maude asked to go with us. How- . the last named did not gzo over the Pole. but left us in Spitzbergen for reasons that will be mentioned later. During the Winter the wireless ex pert, Capt. in the Norwegian Army, Birger Gottwaldt. engaged to join the expedition as leader of the wireless | <ervice on board. In the agreement with the [alian government it was fived that besides Col. Nobile. who | should pilot the ship. five Italian motorists and riggers should go with us, but they were designated for the first time the v before we left Spitz- bergen. When the ship was rebuilt for the transpolar flight and was ready to pass under the Norwegian flag, it was fixed that it should be named the Norge (the Norway). During the | Winter the work was continued on the basis here mentioned, and how | the expedition at last was organized Mr. islleworth and myself will tell in | a later section Y sitt expedit h Nome. looking I to Excel T ISN'T a question of competition with us. We don't measure our efforts by what anybody else 1s doing. We've got our own idea of a store’s duty to its patrons —and its mission to the community it serves—and thatidea is gauged only by our capacity and opportunities. Really. there is where denuine service begins—not at the counter: but with in- fluence at the sources of supp]y. We've cultivated close contact at those points; elicited co-operation from those makers— and made of our store the channel through whicl'\ the reliable in Furniture shall reach you—priced ‘with the same fairness that integrity of quality is maintained. x*We pride ourselves that by \long vears of constant effort we have established a repu- tation for dependableness—that if it comes from us it has come from a maker of note— and our reputation jointly warrants your expectancy of the best — and guarantees your satisfaction. ‘To be a little the . best store is our am=~ bition—and the aim of our endeavor. ,."‘_ back on the different expeditions I have taken part in, the last onel seems to me unbelievable. When 1 started exploring in the polar regions we had to utilize the same means that had been used for generations. now, 30 years afterward, science technic have made it possible days to explore re,ions bigzer th could have been explored in the same number of years hefore. The risk of fiying over ten thousands of square miles in a few hours today is no greater than before to go in the ice with a ship. Due to the wireless the explorer today can fix the hest mo ment for starting through the air, and due to the wireless he can. durin: the flight, choose the ronte where the weather conditions are best. Ever in a fog he can continue his flizht by radio bearings. Before, the world did not get news from him after he had passed the frontier beiween the known and the unknown: now he is enabled to tell the world how his ex- pedition goes on from hour to how And after his return. due 1o modern photography and moving pictures, he can give much richer impressions of what he has seen than ever hefore But the modern explorer who uti- lizes all the inventions of his own time has not to forget that bhefore him for centuries others have gone into the unknown and returned with observations and knowledze he builds upon. The difference hetween ex- ploring in the Arctic and the Ant- arctic before and in our time there- fore is anly an apparent one. The methods have changed. But todar, as before, the results of the different expeditions are based upon the re- sults of previous ones. If the modern explorer succeeds in making new dis- coveries he only pays the debt of modern times tn the generations which have disappeared (Copyright, 1926, e New Yor i e Eouts” Glohe emotraty T (To Be Continued.) After having her gzolden locke cut off and adopting the Eton cut, a Lon don mise went bathing and was so severely sumburned that she was placed under a doctor's care Announcement Hughes & Co., Inc. Are;Moving From 1418 Eye St. N.W. to Room 210 Deurike Bldg. 1010 Vermont Ave. N.-W.