Evening Star Newspaper, June 13, 1926, Page 6

s TINY BUBBLE TELLS OF ARRIVAL AT POLE Watcher, i- Sextant, Shouts Thrilling B News to Norge Crew. After a delay of several days. due 1o Interrupted comnunication ‘aciliiies with laska, Capr. Roald Aniuniscn 4 Eitsicoreh Rave ‘conc wdsd 3heir official account of the Mgt of the irship Norge from Kings buy. Spiiz; ergen. to Teller. Alaska. The seventle and ¢t instaliment’ foliows below. BY ROALD AMUNDSEN AND LINCOLN ELLSWORTH. NO. VIL By Wireless and Cable to The Star. NOME, Alaska, June 9, via Seattle June 12.~The principles of navigation used in transpolar flights are in muny ways different from those used in erdifiary navigation. Hjalmar Riisen Larsen of the Norwegian navy, our Second in command, was the navi- gator, as he was on the 1925 expedi- tion. The way he performed his diffi- cult task may be understood by the fact that he could announce to us, after the ship had covered the fm: mense distance of between 2,100 and 2,200 miles between Kings Bay and Alaska, that we had reached Point Barrow at just the point we had steered for all the way from Spit bergen, even though during a great part of the flight the ship went through fog and snow, making it very difficult to take observations. The Goerz sun_ comp: chief aid in navigation. the same type as the one we used on the 1925 expedition. It was mounted outside the pilot cabin close to the side rudder wheel. We had brackets for it on each side in order to get noon cbservations from the sun. The compass had to be shifted from one slde to the other every 12 hours—a cold job for the navigator, who had to hang for quite a time with half his body out of the cabin. E How it Works._ The principal of the sun comp: 1s as follows: A picture of the s is reflected through scope down on a glass plate before the rudderman. Connecled to the peri- cope is a clockwe mechanism which turns the periscope 260 degrees in the same time the sun uses for the same movement. When once correctly set your bow is D < in the same directio. as long as the picture of the sun is kept on the same spot. Corrections must be made for declination and also for change in ’attitude, as the axis of the periscope must be parallel to the axis of the world. To this must be added a correction for the ship's® drift on account of winds. We also had peri ing compass and a per dard compass, both of English type. Besides these we had-one wero. plane compass of the German Ludoft type. Both types behaved very well and it is impo: to sav which was the best. e had the same com- binatlon on the 1923 expedition and found then that it wus safest to have both types. Shadow Helps Caleulation. For measuring drift and speed we had the Goerz in through which the specd is wred by a four points bearing of an object on the snow underneath the ship. The distance passed over in a measured time is equal to the height of the ship above the ground. This require the correct altitude for exact measurs ment. Our altimeters were the ordi- nary aneroid barometers. As these are set according to the barometric pressure at the place of departure, they are wrong when the pressure changes. We had different methods. however, of checkinz the sight for corrections in the altimeter. We car ried instruments for this, but they could not he used under the special circumstances e: in the polar basin. Ordinarily his odic o steer- stan h be is the speed alto can checked by the time the shadow the ship, the lenzth of which known, takes to travel over a certain object on the ground. But this method could not be the low height shadow too far away for sharp contours. these methods, but they gave, as proved afterward, too great a Because of the hlurred outline shadow did not give the full leng of the ship. The speed obtained this way corresponded very well with the speeds found by the other instru ments. Therefore rolicd upon them until the midni; zht of the sun gave us the co lutitude— not as high as we had caleulated. Sextants and Chronometers. The speed had Dbeen partly because the barometric pressure had changed, and the altimeter thus gave a false altitude, and partly hecad the measured speed will always he 100 high, due to the fact that the rudder- straighter course than ions are being of the sun gave from the ship We tried to use it less men_ stee usual while the observa taken Among other ruments we had a splendid German bubble sextant and e hocket chronometers which had been checked ¢ for a long period before we left. s constant temperature ht. Wireless time also taken. We used the Nautical Al a Norwegian Fishel on the trip, the latter for high: latitudes used Mereator Procq egrees north on the e fexrees morth on the Alaska Side. For the rest of the trip we Nsed a gnomonic chart with an Ameri- can_map d on deviation curves the polar o Aid the Layman. For the layman’s hetter understand- Ing here is a short description of one «ide of the astronomic navigation with respect to the special navigation con ditions in the polar basin. ] taking one observation only of £un, moon, planets or Stars ;:w‘duol,\' ret one’s exact position a cer- 1 only that you stand somewhe on the socalled position line. means of this line, which corresponds 1o perpendicular in the direction of the sun, the azimuth can be drawn into the chart. To et your exact position it is nece to get a_sec ond position line, ses your first line at quite a big angle, to ob- a sharp crossing. e, 'you must either at the same time ke an observation of a second astral body, far to the side of the first one, or if you get only ihe sun you can wait until the direction of this orb has altered. If ypu have Séen standing still between the ob- sevations it s very easy: but if you have been moving hetween the obser- vations another calculation comes in. You must then do what is done in maritime navigation, move the first position line parullel to itself to cor- fespond to the distance you yourself have moved between the observation. Then you draw also your second po- sitlon line and the crossing of these lines is your exact position' at the time of the second observation. For air navigation this method will not be very correct because of the great distance you have moved be- tween the observations and because of the exact speed of the aircraft cannot be found in the polar regions. If in addition to these difficulties you enter fog, or for a considerable il the were and during signals we S0 ide o Kneeling Before used on our flight, as| | They were kept under | | | | | | | te j Pole. |'to it, and ahis | parati THE SUNDAY STAR, 1926—PART ¥ ON LAND AGAIN AFTER FLIGHT OVER POLE Above: Some of the crew of the orge after the ship had settled itself n the beach at Teller, Alaska. The rew is seated on part of the dirigible. he Arctic gales did their worst in buffeting the ship about, and icicles on the propellers tore the gas bags. (Photo by P. & A.) Right: Col. Umbert Nobile, designer of the Norge, with his mascot *Ti- tinia,” s!nndhlf in front of the frame- work of the giant airship at Teller. (Photo, copyright, 1026, by New York Times and St. Louis Globe-Democrat.) time are in the clouds—which give no chance at all for even the finding of approximate speed—you do not know whether you ‘have moved 100 or 200 miles between the observations. In the polar basin you have in the Sum- mer only the sun for your observa- tion, as the periods when the moon also can be used are very short. These did not coincide with the time for our flight and the best thing was to base our navigation only on a single obser- vation, not trying to combine two of them. What you want to know is your latitude and longitude. 1If you take vour observations at noon and mid- night time, when the sun is due south | or north, you get a position line run- ning east and west that gives yvour latitude. If at the same time a bear- ing of the sun shows it to be due south or north, according to the sun compass and the magnetic compa: you know your longitude is correct and whether you stand east or W of the supposed line. On the other hand if you take ob- servations of the sun when it is due east or west—that is, clocked a.m. or p.m.—you get a position line running south ‘and north, giving you your longitude. Apart from these methods we ob- tained our longitude at intervals dur- ing the flight to the Pole by radio wrings from the Kings Bay wires s station, on the meridian of which we navigated. Magnetic Pole Well Behaved. Finally, we want to draw attention misunderstanding among laymen, namely, that the magnetic compasses are completely out of action at the That would be the case if the magnetic pole were lying upon the geographic pole. DBut fortunately for navigation this is not the case. The magnetic pole is down on the Boothia Peninsula on the north coast of Can ada. Thus there is a certain magnetic force at the geographical pole, al- though it is weak. Going from Spitzbergen to the Pole there is no great change in the dev ation—that is, there is no great dif- ference between the magnetic north and true north. At the Pole itself {the deviation can be said to be only between zero and 260, as everything is true south at midday. If you change vour deviation you must change it so and so many de- | grees, corresponding to the angle he tween the medidian on which you ar rived at the Pole and the meridian on which you will proceed. Going toward Point Barrow diff culties arise if you must navigate by magnetic compasses deviation changes so 1 &) north and R0 it ch; that is, 7 o 10 degrees every hour. If pur position is wrong vou use a devi- ation with quite a big error attached gives you presently a ill bigger error in pasiltion. pidly. Between On that nce we could not be part of the dis too careful. An Interesting Job. As the ship passed out of Kings Bay the navigator t to work on the most interesting job a navigator ever had— the crossingz of the north polar basin from Spitzbergen vis the Pole to laska. With clear weather and sun- ine all the way it would be com- vely easy, but should much fog oecur he wouild be up against quite a problem. We ought to mention t| to our routine the navigator wa sovereign power respecting the whole question of bringing the destination, unless special meteorolog- ical conditions should make a capi change necessary. Such a question would eventually be decided by our second in command, who also was the navigator and the captain of the ship. Fortunately, this question never arose. As has been explained, the ship north from Spitzbergen was maneu- vered into the meridian of the Kings Bay wireless station after the com- had been checked through st at according Approaching the ice the wind, in lour low altitude, slowed our speed to 140 miles an hour Toward 11:56 a.m.— all time given in Greenwich mean time the drift increases to the port. The altitude was increased from 600 feet to 1,000, where we found 14 degrees {rift to the same side and an increased peed of almost 54 miles an hour. speed and drift observations were taken constantly. If the sun com- pass mounted to more than 4 degrees the setting of this was altered. For smaller angles the rudderman was only ordered to keep the picture of the sun a corresponding number of out to the side of the center glass plate, the field of this be- ing 5 degrees to either side of the center. At 1110 p.m. we got a wireless bear- ing showing that we stood 6 nauti- cal miles to the east of our meridian. Steering up against the easterly wind was slackened 2 degrees, so that we gradually should get back again. Rack on the Meridian. At 3:21 p.m. we got a longitude ob- servation of the sun which said that we were back on our meridian again. Our latitude was then such that we could use a very simple method for the calculation of the observations of the sun north of 85. There is so little difference between the azimuth and hour angle that all observations an be calculated as midday and midntght observations. That is, the time must be taken and the position line drawn perpendicular on the sun meridian at a distance from the Pole equal to the difference between the height of the sun and its declination at_the moment. With the sun close to east or west there will be some small errors down to 85, but it is easy to see which way it will work and take it into consideration. Further wireless lone. because the | nges 90 degrees; | the | ship to its |, | | bearings in the evening proved that we were Tnow slis ng to our meridian. These could now he espe- cially relied on since we were so far away from a station that a mall error would have given quite a great deviation We also received wireless hearinzs | from the Stavanger radio in southern Norway and these, too, correspond very closely. At 9:35 pm. we took an observa tion of the sun. According to the position of the sun it would not have given us our correct latitude unless our longitude corr But tl being the case, it proved that were not €o far north expec At 9 p.m. we had not been at 87, latitud expected, but §7; that is, 40 nautical miles furt south. A little disappointing, what could be expected. Wind Cut the Speed. At this time we had breeze, reducing our speed to only little more than 37 miles an hou but it soon started to increase agairn At 10:30 p.m. we met fo and passed over it at an altitude of ) feet When we got up to this height the drift was found to he nothix cording to ohservations taken hefore we leit the ice hehind As there was no drift, we now be headed due north last minutes before 12 o'clock Ray meridian time was rather excit- ing. as at that moment w have the sun right ahe great satisfaction that w Iso ie. Our latitude, according to observation of the sun, was 8§ gress 30 minute hrough the open- ings n the fog and later on when the foz in the vicinity of the Pole cleared away, we could ascert that there was no drift. Preparing for the Pole. clos bu a bit of us shoul To our | the n This a great satisfaction, as we knew that we Were heading directly for the Pole and it only re mained to find out when we wer there. According to tions. we should be at the Pl about 1:30 am. on May 12 sun at that moment would still have position, given a good crossin between a_position line and meridian. The height the sun should | have at the Pole at 1:30 am. and | its declination at that moment were | set on the sextant and the correc tions taken into consideration. | At 1:10 am. the navigator got down | on his knees and started his observa- | tions through one of the windows. | The sun rose quite partly he- cause of the increase of its declina- tion and partly because we against it. The sun started to cover the bubble in the sextant and the navigator announced: “Here we are. The sun then w our speed obser directly covering the bubble: that is, having the height it should have at that moment. The speed was slowed down and the ship brought down to a low altitude. After we had dropped the flags in the way we have mentioned before, the ship made a circle, during which the set ting of the sun com was correct- ed for a change of course of 12 de- srees to the left. Full speed was again ordered, the sun brought into the sun compass and the bow was pointed for Point Barrow. Changing Time. At the moment we passed over the Pole our time should have beea changed to Point Barrow time; that iz we had to put our watches 11 hour back. It was not any longef 2:30 a.m Norwegian time on the 12th of May but 330 pm. on the 11th of May We had to repeat 11 hours we had lived. We got two evenings in suc- cession with no day between. At 4:20 a.m. a longitude obs indicated that we were a little west of the Point Barrow meridian, as we now were not steering for a geomet- rical position at the North Pole any longer, but for a big part of a conti- nent—Point Barrow was not our desti- nation if we could reach further south. We did not take the trouble to try to bring the ship back to that meridian; Wwe just carried on steering after the #un compass rthat would take us along | a line parallel to that meridian. Until now we had no drift, and speed observations, showed a little breeze just astern, which, had been expected by our meteorologi Up to 7 o'clock we had varying drifr angles t6 the port, which slackened down toward 8 o'clock. The navigator, Riiser Larsen, now could sit down for a short hour’s rest, which, together with half an hour down in the Bering | could proceed down Bering Strait, it in 70 hours A latitude May 12 in- 30 minutes all we had navigation. 845 a.m, Strait, was nstant rvation at showing that the speeds were also too great. We were abov and kept a constant 1oo out_for which would allow drift now openings observations. Few High Clouds. fortunate that ther uds pove us during toward 80 north with rapid change in magnetic deviation. But later on we should have to r t this problem, too, and \ad to keep the course by means of the puagnetic compasse: As chain over the side rudder quite ¢ to the steering compass was strongly magnetic, with varying influence as the rudder was used to the left or right, this compass, for a long part of the trip. was not reliable, i often quite useless. The courss, f had to be'checked continu ¥ on the standard compasses, ceping the navigator very busy all the time between observations As we have told in another part of our narrative, later on, when the ship hegan to ice dowp, ice also settled on the sun compass, which in a short Fortunately It was very were no high this pa that ver the | time formed an ice block of the mo: fantastic shape. It is needless to say that the clockwork stopped, putting the sun compass out of action for the rest of the flight. Charts of Great Help. As simple methods for the calcula- n of the sun observation were not sufliciently correct any longer, all the Subscquent observations were calcu- lated after the St. Hilaire method. ese caleulations were gecked 1 towadt and Horgen 4:24 pm. the Iongitude observation proved that we had drifted a_little to the east and were now close to Barrow meridian, Eight-twenty pm. gave us our last Jatitude observation before Point Bar- row as T6 degrees 45 minutes. In the thick fog we got into later it was dif. fieult to keep up good steering, and with the frequent slowing down of speed for long periods, gl sater drift to the we 5 possible to check the course with any | exactness It was a surprise, therefore, to find by observation at 4 a.m. on May 13 that we were in a nearly north-south position on a line striking the Al Kkan coast and passing only 21 nauti miles west of Point Barrow. It wa nearly 12 hours since the last lo tude observation and the error in estimating the drift angles thus amounted to not much more than one and a haif-miles an hour. Our meteorological charts had been of great assistance, the chances for drift observations being very scarce in the for. As we knew that we to necessary 2arrow. longer for Point °d_along the las line so that we to drift into was not .any make a course Therefore we steel ientioned meridian could be certain mnot Bering Sea. Sight Alaska Coast. After computing our supposed mini- mum speed and maximum speed since our last latitude observation, it was announced that we would be in sight of land not before 6 a.m. and not Jater than 8 a.m., our speed being not much more than about 40 miles. ~ At §:45 am. Jand was sighted ahead and on the port bow by the navigator, who had watched for it for some min- utes before he told about it. In order to be quite sure and not| anybqdy, the course was disappoint ible in order to make cer- oon as o | altered eastward to come over land & 5 - a but snow flat, it where we were. At were over the coast, covered as it was and very was impossible to make out its con- tours for comparison with the maps, the visibility being also not the best. The eountry to the east looked like the vicinity of Point Barrow. tain we As we had nothing to do in that | direction we turned along the coast toward tha southwest. At 8:45 we passed over and recognized Wain- wright with certainty. From the dis- tance covered, it was clear that we had been pretty close to Point Bar- row when we struck the coast. Later we have heard that we actually were | sighted from that place. Although navigation across the polar basin was finished with this, it mey be of interest to describe shortly the navigation further on, as it pre- sented problems not by any means easfer than those which had been sur- mounted. Passing along the coast, the fog became denser and denser, oblig- ing us to go lower and lower in order WASHINGTON, D. C, JUNE 13, measured | the Point | to be able to see far enough ahead not to run against obstacles. A very strong wind astern gave us a good speed, making this precaution the more necessary. Climbed Above the Clouds. At last, abreast of Cape Beaufort, it was impossible to proceed any longer, and we went up through fog and clouds to bright sunlight. Later on we could see through openings in the fog that we had drifted eastward and were over land. We went down through an opening and tried to procoed southwest to get to the sea again. Thick layers of fog drifted underneath us, and only now | and then a plece of bare rock was | swen—far too little to enable us to | make out our whereahouts. Heavy | black clouds swepf round mountain | peaks, forcing us again to rise above ! the fog into sunshine, When we be- lieved ourselves to be as for south as | we should go, we tried to get down underneath the fog and do the best to find our way. To go directly down, when we did not know our exact posi- o, would be very dangerous, with a | hrd gale blowing and high mountains | hidilen in the clouds. The sun now appwared in a favorable place for a position line pointing north and south out Bering Strait. The- ship was maneuvred by sun observations until we got such a line. The course was set along a. line which pointed elear of all land, and the ship headed Mito the wind so that she chould aphroach the ice, or whatever it might bey with as slow speed as pos- sible. We then pointed the nose down and came ot over the ice at an alti- tude of some 300 feet. Obtained Position by Radio. At this moment Gottwaldt got a Learing of a stafon which, on account of strong signals, he thought might he Nome, but hd could not say for certain, as he just picked it up when it was in communication with some other station without hearing its nature. ‘This gave s a position north lof Diomede Island. $ut as we were not certain which station it was, we could not rely upon it. \We, however, set our course from this position® for Cape Prince of Wales. Very soon we got out over open water, which aroused our suspicion, as we did not believe there would be open water o early so high up the strait. We might just as well be on the outside of the strait, and with that course of ours, heading for the Aleutian Islands. Tce Forms Again on Airship. The visibility was very bad. If we |did not keep the saip dangerously | low down, we could not see at all.| Then an ice crust began to form sain Nobile announced that the had to be brought in the quick possible time to the nearest land. whiclxver land it was, The ship was cquently headed into the wind, ¢ a course to the east was very long before and, and when we came to was impossible, under the condt s to visibility, to r whether we were north of Kotzelue ove shores of Norton : Thers Ise to do but go again and get the sun being mik It ed sight it, it we was nothing e the 1ds observation now rly south We got up in sunshine and had to take the observati from the top of the ship, as the sun on this latitude wiis 8o high that it was hidden by the | enve in whichever direction the | { ship pointed. The observations degrees 30 meters. We were north of K Bay. We then went down| Vigaln through the coluds and found | latitude gave latitude 67 n — SENATOR IGNORES ATTACK IN RECORD Wadsworth Is Unconcerned Over Assault on Dry Stand by House Democrats. By the Associated Press. Senator Wadsworth, Republican, of New York, vesterday intormed the New York Democratic House members who have questioned his stand o pro- hipition that it made no difference to him whether their views on his posi- ion were printed in the Congressional Record or not. In a communication to Representa- tive O'Connor, who had a. letter from lis New York Democratic colleagues salling the Senator printed in the Record, Senator Wadsworth asserted that whether it “remains fn the Record or is removed therefrom is of no im- portance to me.” “I am entirely willing,” Senator. Wadsworth wrote “to leave the de- cision in the hands of those who ad- dressed me by means of that letter, but who, I am sorry to say, must have forgotten to mail it. I have never re- ceived it. Several whose names were signed to the communication said they had not seen or known of the letter prior to its being made public by Mr. O'Con- nor, and some of them, including Rep- resentative Black, who represents a Brooklyn district, Bave discussed with Speaker Longworth the advisability of expunging it from the Record. Outing for Orphans. cfal train, donated by Chesapeake Beach Raflway Ce cu 50 orphans of St. Rose's Vincent's and st to Chesapeake an outing. 1 The children will be guests of St.| Patrick’s parish, which expects about | rsons to attend its annual ex- | on. 1y J. Hurney | is receiving donations for entertain- ment of the orphans at the Beach. A spe the will st. Joseph's Asylums | Beach tomorrow ,on | | | | our ov Ives over land, having passed the whole Kotzebue Ba driven by a northerly g: of more n 70 miles in that high altitude. | ding west to get to the sea again, aldy ne rd Nome wire-| ess signals that gave its signature and he took bearing of it. These bear- ther with ¢ numerous ds of the Serpentine itiver, mak- it answer properly to its name,| > us Ineans to get an exact posi: Jortly afterward we sai i Shismare Inlet. We the beach at such lo sake of the visibili which had been ¢ ground, had to be taken in. aan. on Mav 14, we rounded Prince of Wales and the was relieved of his duties, ha other work to do in connection the coming landing ¢ End.) iCop, Tnited States « York Tim Louis Globe- | mocrat States by Nor- | wegian Aero C | ed out over now clung to w altitude for the t the antenna, agging on At Cape ing | W navigator | 8 > List of Public Park Concerts For This Week The director of public build- ings and parks yesterday an- nounced the following park con- certs for the week beginning to- morrow: Tomorrow—Reservation 312A, South Dakota avenue, Twenty- sixth and Irving streets north- east, Army Band, 7:30 to 9 p.m. Tuesday — Syivan Theater, Mqnument Grounds, Navy Band, 7:30 to 9 p.m. Wednesday—Sylvan Theater, Monument Grounds, Army Band, 6:30 to §:30 p.m. Thursday—Sylvan Monument Grourds, Band, {:30 to 9 p.m. Friday—McMillan Park, First and Bryant streets northwest, Community Civic Band, 7:30 to 9 p.m. Saturday — Sylvan Theater, Monument Grounds, ~Marine Band, 7:30 to 9 p.m. WOMAN BADLY BURNED BY CLEANING LIQU ‘Theater. Marine Clothes Catch Fire From Fluid and Condition Found to Be Critical. Mrs. Undril ¥. Bushong, 40 years old, 120 F street southeast, was prob- ably fatally burned yesterday wh her clothing caught fire while she was using an inflammable liquid housecleaning. Alone in her bedrcom at the time, | fopn Mrs. Bushong is b h; caused ignition of liquid by lighting setting fire to her clothing. to extinguish them, Mrs. Bushong to the lower floor and into the ya where she had the presence of to roll on the grass, After her mother and had gone to her assistance Bushong was rushed to Casua'ty ¥ pital by Policeman If. O. Tutt of fist precinct. After Dr. Joseph o had given her first aid ty. the woman was transfer linger Hospital because of hetter facilities there for handl such cases. Physicians said night her condition was critical New D. C.-to-Philadelphia Ap; cation Approved. The Public Ttilities Comn terday approved the apr William H. Merz to e ate motor bus |l tween Washington The Washington terminus the Mayflower Hote stood that Mr. Merz to rom n = neigh rtion 1 in: establis| us at coaches will be used on which will run in comr Washington-1 ervice of the Red Star L ily betw phia bus Two trips will be made 1 W. & J.SLOANE 709-711-713 TWELFTH ST., N. W. WASHINGTON, D. C. “The House with the Green Shutters” Negre ™ =) o Domestic Rugs in the flames Unable Mrs. RADIOHOSPITAL FUND NEEDS CASH Appeal for $3,000 to Carry on Work Has Met With Scanty Response. I Response to the appeal of the Wagle ington Radio Hospital fund committes for $3,000 with which to recondition the radio receiving sets it install several years ago in 28 hospitals, asylums and charitable institutions fn the District have been very slow and is denying thousands of “shut-ins” the opportunity to listen to the musicy speeches and other forms of entered tainment broadcast by the local radio stations, according to LeRoy Mark, chairman of the committee, Although the com opening plea for fund: only a few contribu celved, = co made enrly ns hav m from p nent W ness men. Mr. Mark had hoped that the radio fans, re: & the benefit of rad ertain. ment_to “shut-ins,” would h contribute to the fund. A tion of G0 cents from eve the Distric could the hospit t vears. The Am Composers_ar | American Broadeast | pledzed their co-operation t mitte for fun Widine t rizhted hip without while the thaint it Akt week. D fan mainta hen for iven broade st sion to its men of ro; s author periods on the air for applying the to the fund e the | use the cop e n 1o dvert money ran ard, ind e from M icate s of the ¢ fos, | InE the | mit & | broadeast f at |2 red | Ur the ing | Thursda FOUND DEAD IN BED. “Shot Thro Believed Suicide. | Motorman. Through Head. 1 3 rd Viet pli- | ¢ motorm Yes of the et ine. een | aunt, the Softest Colors and Taupe. $ 3 2.00 up WORSTED WILTON 38590 4p The color sense of the American people has been greatly refined in the last decade. m find in the new domestic rugs such tones as Jade, Ivory, Moss, Chestnut, Chamois, Tete-de- : I f you favor a room in which the floor lends a depth of quiet luxury, our Spring rugs will interest you. The range of sizes and qualities exceeds all previous showings. SEAMLESS VELVET SEAMLESS AXMINSTER $ 4 5.00 up WOOL WILTON $65% (These prices are quoted on the 9 x 12 size) STORE OPEN FROM 9 A. M. to 5 P. M. 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