Indianapolis Times, Volume 34, Number 250, Indianapolis, Marion County, 28 February 1922 — Page 11

TEXT OF PRESIDENT’S MESSAGE ON SHIP SUBSIDY TO CONGRESS

WASHINGTON, Feb. 28. —The text of President Harding’s ship message to Congress follows:

•‘Members of the Congress: “When addressing the Congress last December I reported to you the failure of the executive to carry out the intent of certain features of the merchant marine act of 1920, notably the pro-. vision for the notice of cancellation of all commercial treaties which hindered our grant of discriminating duties on imports brought to our shores in American ships. There was no doubt about the high purpose of Congress to apply this provision practice to the upbuilding of our merchant marine. It Bad proven most effective in the earlier Jlays of American shipping; it had at various times, demonstrated its effectiveness in the upbuilding of commercial shipping for other nations. “The success of the earlier practice for this republic came at a time when we had few treaties, when our commerce was little developed. Its supersedure by reciprocity in shipping regulations and the adoption of other methods of upbuilding merchant marines, through various forms of Government aid and the century of negotiation of commercial treaties all combined to develop a situation which should lead to endless embarrassment if we denounced our treaties. We should not only be quite alone in supporting a policy long since superseded through the growing intimacy of international relationship but we should invite the disturbance of those cordial commercial relations which are the first requisite to the expansion of our commerce abroadHOW HE PROPOSES TO CREATE FUND. “Contemplating the readiness of Congress to grant a decreased duty on imports brought to our shores in American bottoms and facing the embarrassments incident to readjustment of all treaty arrangements, it seemed desirable to find a way of applying suitable aid to our shipping which the Congress clearly intended, and at the same time avoid the embarrassment of our trade relationships abroad. ‘ The recommendation of today is based wholly on this commendable intent of Congress. The proposed aid of the Goyernment to its Merchant Marine is to have Its chief source in the duties collected on imports. Instead of applying the discriminating duty to the specific

cargo and thus encouraging only the (abound shipment, I propose that we ■hall collect all import duties without aiscriminating as between American and foreign bottoms and apply the heretofore proposed reduction to create a fund for the Government’s aid to our Merchant Marine. By such a program we shall encourage not alone the carrying of inbound cargoes subject to our tariffs, but we shall strengthen American ships in the carrying of that greater inbound tonnage on which no duties are levied and more important than these, we shall equip our Merchant Marine to serve our outbound commerce, which is the measure of our imminence in foreign trade. “It is interesting to note in connection with the heretofore proposed plan of discriminating tariffs on imports carried to our shores in American b' ttoms that the total value of all dutiable imports for 1920 in all vessels, was $1,985,866,000 while the cargoes admitted free of duty on which no discrimination was possible were valued at $3,115,958,000. “The actual tonnage comparison Is even more significant from the viewpoint of cargo carrying, because the dutiable cargoes measured, in round numbers, 10,000,000 tons and the non-dutiable cargoes were 25,000,000 tons. The larger employment, by two and > a half times, was in non-dutiable shipments. “Continued trade must be reciprocal. We cannot long maintain sales where we do not buy. in the promotion of these exchanges we should nave as much concern for the promotion of sales as for the facilitation of our purchases. There Is not a record in all history of longmaintained eminence in export trade except as the exporting nations developed their own carrying capacity. “No story of national development is more fascinating or so full of romance as that of developing capacity of the exchanges of commerce. Expanding civilization may be traced over the avenues of exchangingi cargoes. No matter how materialistic it may sound, nations have ■leveloped, for themselves and have inpiuenced tpe world almost ns precisely as they havjg promoted their commerce. We need not refer to the armed conflicts "which have been incident thereto. When commerce has been destroyed, fading glories have attended. “It will avail nothing to attempt even the briefest resume of our own efforts to re-establish that American importance in commerce carrying on the high seas which has recorded in the earlier days of the republic. The aspiration is Nationwide. The conflict betwen two schools of political thought heretofore has defeated all efforts to employ the governmental aid which other nations found advantageous while we held aloof and the term ‘subsidy’ and ‘subvention’ were made more or less hateful to the American public. But the Nation-wide desire to restore our Merchant Marine has outlived all defeats and every failure. FOIXU EXPRESSION EIGHT TEARS AGO. “Eight years ago the aspiration found expression in a movement to have the Government sponsor an enterprise in which individual genius seemingly had failed. It would be difficult to appraise the policy, because the World War put an end to all normal activities. Before i re were involved our ship yards were I suddenly turned to feverish and costly f activities by the call of the allied powers for shipping without which they could not'hope to survive. American energies were applied to construction for others as we had never dreamed of doing for ourselves. When we were later engaged we trebled and quadrupled the output on our own account. Allied resources were called 'upon to build to meet the destruction by submarine warfare and ships were so essential that material for them was given priority over arms and munitions. “There was the call for ships and ships and yet more ships and we enlarged old yards and established new ones without ■counting the cost. We builded madly, “extravagantly, impractically and yet miraculously, but we met a pressing need and performed a great service. “A people indifferent to the vital necessity of a merchant marine to the national defense ungrudgingly expended at five times the cost of normal construction and appropriation billions where millions had been denied before. We acquired vast tonnage. “Some of it, much of it is applied to the peace service. Much of it may be charged to the errors and extravagances of war time anxiety and haste. The war program and that completion of contracts- .which followed because such a course seemed best to those then charged with responsibility, gave us something more than 1,000.000 gross tonnage not counting the folly of the wood constructed at a total outlay of approximately three and one half billions of dollars. “We thus became possessed of the vehicle of a great merchant marine. Not all of it was practical for use in the trans-oceanic trades; little of it was built for the speed which gives the coveted class to outstanding service. But here was vast tonnage for cargo service, and the Government, in the exceptional call of commerce which Immediately followeu the war, sought the establishment of shipping lines in every direction calculated to enhance our foreign trade and further cement our friendly relations. “The movement lacked in most cases that inherent essential to succeed which is found in individual initiative, it was rather a Government experiment, where lines were established in high hope and little assurance because the public treasury wa sto bear the burden. There was the mere suggestion of private enterprise inasmuch as allocations and charters were made under which private management was to share in profits and private interests were paid to make the experiment though the Government was to bear all the losses. I forbear the detailed recital. The misadventure was so unfortunate that when the present administration came into responsibility the losses were approximately $16,000,000 a month and to the cost of failure was added th ehumiliation of ships libeled In foreign ports. “In spite of all the later los-es in operation, however, it is beyond question that Our abundance of American tonnage was mainly responsible for our ability to share in the good fortunes of world trade during the two years immediately following the war. In all probability the losses we have sustained in our shipping activities were fully compensated to the American people in the saving of ocean freights in that period. ‘EXPERIENCE LARGE AND COSTLY.’ “Today we are possessed of vast tonnage, large and very costly experience end the conviction of failure. It is fair to say that a mistaken policy was made more difficulty by the unparallelled slump in •shipping which came late in

1920 and prevailed throughout the year so recently colsed. It was the inevitaable reflex of the readjustments Which follow a great war and there were heavy losses in operations which had to be met by long established and successful shipping lines and ships, built at top war costs, took the slump In prices below the normal levels of peace. “But we have our ships, the second largest tonnage in the world, and we have the aspiration, aye, let me say, the determination to establish a merchant marine commensurate with oirr commercial importance. Qur problem is to turn the ships and our experience and aspirations into the effective development of an ocean going shipping service without which there can be no assurance of maintained commercial eminence, without which any future conflict alarms will send us building again, wildly and extravagantly, when the proper concern for this necessary agency of commerce In peace will be our guaranty of defense in case that peace is disturbed. “Out of the story of the making of great merchant marines and out ot our own experience, we sought to find the practical solution. Happily we are less provincial than we once were, happily we have come to how inseparable are our carried interests. “Nobody pretends any longer that shipping is a matter of concern only to the ports involved. Commerce on the seas is quite as vital to the great Interior as it is to our coast territory East, South or West. Shipping is no moie a sectional interest tnau is agriculture or manufacturing. No one of them can be prospered alone. MIDDLE WEST WISHES WATERWAY CONNECTION. “We have had anew manifestation of this broadened vision in the enthusiasm of the great Middle West for the proposed Great Lakes-St. Lawrence waterway by which it is intended to connect the Great Lakes’ ports with the marts of the world. There is far-seeing vision in the proposal, and this great and commendable enterprise, deserving your favorable consideration. is inseparable from a great merchant marine. “What then is our problem? I bring to you the suggestions which have resulted from a comprehensive study which are recommended to me by every member of the United States Shipping Board. It is a program of direct and indirect aid to shipping to be conducted by private enterprise. It is proposed to apply generally the benefits which it was designed to derive from discriminating duties to all ships engaged in foreign commerce, with such limitation or remuneration as will challenge every charge of promoting special interests at public cost. “In lieu ot discriminating duties on imports brought to u<s in American bottoms, it is proposed to take 10 per cent of all duties collected in imports brought to us in foreign bottoms and create therefrom a merchant marine’s fund. To this fund shall be added the tonnage charge taxes and fees imposed on vessels entering the ports of continental United States; also such sums as are payable to American vessels by the Postoffice Department for the transportation by water of foreign mails, parcel posts excepted. PROVISION FOR DEVELOPMENT.

“Out of this fund shall be paid the direct aid in the development and maintenance of an American merchant marine. The compensation shall be based on onehalf of 1 cent for each gross ton of any vessel regardless of speed for each 100 miles traveled. When the speed is 13 knots or over, but less than 14, twotenths of a cent on each gross ton shall be added; for 14 knots, three-tenths of a cent; for 15 knots, four-tenths; for 16 knots, five-tenths; for 17 knots, seventenths ; for 18 knots, nine-tenths; for 19 knots, eleven-tenths, and for 20 knots, thirteen-tenths shall be added to the basic rate. “For 13 knots the maximum is reached at 2.6 cents for each grosst on per 100 miles traveled. “I will not attempt the details of requirements or limitations save to say that all vessels thus remunerated shall carry the U. S. mails except parcel post free of cost and that all such remuneration must end whenever the owuer of any vessel or vessels shall have derived a net operating income in excess of 10 per cent per ann'um, until the full amount of subsidy previously received is returned to its source. In other words it is proposed to encourage the shipping in foreign trade until the enterprise may earn 10 per cent on actual investment, whereupon the direct aid extended is to cease and the amount advanced is to be returned out of a division with the Government of profits in excess of that 10 per cent. “The provision makes impossible the enrichment of any special Interest at public expense, put an end to the Government assumption of losses. COST FIRST YEAR PUT AT FIFTEEN MILLION.

“The cost of such a program probably will reach fifteen millions the first year estimated on the largest possibilities of the present fleet. With larger reimbursement to high speed vessels and the enlargement of the merchant marine to a capacity comparable with our commerce the total outlay may reach the limits of thirty millions, but it is confidently believed that the scale may in due time thereafter be turned until the larger reimbursements are restored to the treasury. Even if we accept the extreme possibility—that we shall expend the maximum and no return will ever be made, which is to confess our inability to establish an American merchant marine—the expenditure would be vastly preferable to the present unfortunate situation with our dependence on our competitors for the delivery of our products. Moreover, the cost for the entire year would be little more than the deficit heretofore encountered in two months during the exper ! ment of the Government sponsoring the lines and guaranteeing the cost of their operation. ' “The proposed plan will supercede all postal subventions, postal compensation and extra compensations, excepting parcel post freights, all of which combined are last growing to approximately five millions annually. It will ultimately take the Government out of business which has been and is now excessively costly and wasteful, and involving a loss in excess of the highest subsidy proposed.. It will bring to shipping again that inviduai initiative which is the very soul of successful enterprise. It should enable the Government to liquidate its fleet to the highest "advantage. STIFF COMPETITION MUST BE FACED. “The making of a successful merchant marine which must face the stillest possible competition by the fleets of the maritime nations requires something more than the direct aid to which I have alluded. The direct aid proposed even though it ultimately runs to thirty million annually is insufficient alone to offset the advantages of competing fleers. There are more than wage costs and working conditions and the higher cost of rationing which no considerable American sentiment will consent to have lowered to competing standards. “The men who sail the seas under our flag must be permitted to stand erect in the fullness of American opportunity. There is the higher cost of construction, the larger investments, the higher cost of insurance outlay, even though the rate is the same. There are higher interest charges. Our problems in shipping are very much the same as those of our industries ashore and we should be as zealous in promoting the one as we are in protecting the other. We may and must aid indirectly as well as directly. . “We need a favoring spirit, an awakened American pride and an avowed American determination that we shall become in the main the carriers of our own commerce in spire of all competition and all discouragements. With direct and indirect aid, I bring to you a definite program. Those who oppose it ought in all fairness, to propose an acceptable alrerna ive. There an be no dispute about the end at which we are aiming. “Os the Indirect aids there are many, practically all without draft upon the public treasury, and yet al! highly helpful in promoting American shipping. “It is a simple tbing—seemingly it ought not require action of Congress—but American officials on Government missions at Government expense, ought to travel on American ships, assuming that they afford suitable accommodations. If they do not afford the requisite accommodation on the main route# of world travel the argument that we should upbuild is strongly emphasized. “I think we should discontinue so far as practical the transport sendees in the Army and Navy ana make our merchant and passenger ships the agents of service in peace as well as in war. AMERICAN KAILWAVS MUST COOPERATE. “We should make Insurance available at no greater cost than is afforded the

ships under competing flags and we can and will make effective the spirit of Section 2S of the Jones act of 1920, providing for preferential rail and steamship rates on through shipments on American vessels. American railways must be brought into cooperation with American steamship lines. It is not in accord with either security or sound business practice to have our railways furthering the interests of foreign shipping lines when the concord of American activities makes for common American good fortune. “Contemplating the competition to be met, there ought to be an amendment to the interstate commerce act which will permit railway systems to own and operate steamship lines engaged in other than coastwise trade. “We may further extend our long established protection to our coastwise trade which is quite in harmony with the policy of most maritime powers. There is authority now to include the Philippines in our coastwise trade, and we need only the establishment of proper facilities to justify the inclusion of our commerce with the islands in our coastwise provisions. The freedom of out continental markets is well worth such a favoring policy to American ships whenever the facilities are suited to meet all requirements.

SAYS UTILITIES OUGHT TO BE WITHOUT TAX (Continued From Page One.) be imagined. The success of the railway in carrying out its public service is the gain of the public. Its problems are more the city’s problems than its own." FINDS IT HARD TO DRAW LINE. Mr. Sanders said he felt it Increasingly difficult to draw a line between light, heat, water, pavement as a facility of the free movement of men and goods, and street railway transportation. “If the people have some of them at j cost, or at least with taxation eliminated, why not the others, especially as public opinion now is that utilities should be operated at cost, including as a part of the cost a fair return on the money Invested and no more?” Mr Sanders asked. “But curiously enough, taxation remains as a part of the cost. Many students of taxation, carrying out this idea to a | logical conclusion, strenuously advocate j the elimination of all taxation of public j utilities.’’ “There is no indication that the cost of operating electric railways will reach the pre-war level for several years at least and higher earnings must be maintained accordingly,” John W. McCardle, chairman of the Indiana public service commission, told members of the association. Mr. McCardle also strongly assailed the issuance of tax free securities and pointed out that electric railways now must pay much more for their money than aver before. Mr. McCardle also advocated continuous advertising of the public utility situation through newspapers and other mediums. The afternoon session closed with a drill of the first aid drill team of the Chicago elevated railways preceded by an explanation of the purpose of the organ- i ization by Britton ‘I. Budd, president of the Metropolitan West Side Elevated Company, Chicago. The operation of Jitney busses by atreet' railway companies was advocated by some of the speakers. “The bus has a legitimate place In the i urban transportation of America,” Ezra L. Whitman, a member of the Maryland public service commission, declared, and electric railway men who followed him , on the program agreed with him. Mr. Whitman’s idea and that of elec- ! trie railway men was, however, not that busses should be permitted to operate In competition with street railways, but should supplement street railways. They advocated that instead of extending their lines into sparcely settled districts, the street railways should operate bus lines as feeders. \ “It is the belief of the speaker in every community the public will best be served \ by a coordinated service and a unified I system in which the electric trolley line,! the trackless trolley and the bus will each serve a useful place In the field of j transportation,” Mr. Whitman said. “It is believed it is a great mistake for the street railway companies to refuse to give service and to permit a part of the transportation facilities to be provided by outside interests which at all times are potential competitors even though they start in such a way there is no competition. We also feel the established transportation system is in a position tp give better service than any possible independent operator, and it is our belief not only will the urban transportation systems in the future be compelled to utilize trackless methods of transportation to supplement the existing electric railway lines, but we also be- ; lieve, throughout the rural districts, the railroad companies will find their in- j terests can best be served by establish- I Ing feeder lines of busses rather than to j allow the bus transportation to fall into j the hands of those who will establish competing lines.” In discussing the same subject, C. D. Emmons, president of the United Railways and Light Company of Baltimore, told of the operation of bus lines in London and other foreign cities.

JITNEY CANNOT SUPPLANT STREET CARS. Thorough investigation of local transportation methods In London and other foreign cities where busses are in operation proves absolutely the motor bus never can supplant street railway systems in the larger cities, he said. Mr. Emmons, who uses both motor busses and electric cars on his Baltimore system, returned recently from an extended European trip. “It has often been stated,” he said, “the traffic of London is handled by the bus service. A visit to old London and the observance of enormous morning and evening rush to and from underround railways soon will dispel this idea, and also dispel the idea of the possibility of any bus service in the narrow London streets being able to cope with the problem of the mass transportation in rush hours.” Mr. Emmons told of the joint operation of the busses and the underground trains, saying they are operated according to weather conditions, more busses being run in good weather and more trains in bad weather. “Utilization of motor basses as feeders to interurban lines will mean increased development of territory served,” Harry Reid, president of the Interstate Public Service Company, declared. "Busses and trucks,” he added, “should be placed under strict ‘regulations generally and not be permitted to compete with electric lines. “A large amount of high class tonnage can be created for the interurban by busses and a service can be rendered to the rural which will prove of mutual benefit to the Interurban company and the inhabitants served. This policy also will tend largely to develop more rapidly the outlying territory.” The convention will close with a banquet tonight at which the speakers will be W. D. B. Ainey, chairman of the Pennsylvania public service commission; Samuel Insull, president of the Commonwealth Edison Company, and Mrs. Antoinette Funk, Washington. WILL HEAR REPORTS. Reports from committees appointed to look into the Pleasant Run boulevard extension and street railway situations will be received by the Pleasant Run boulevard Association at a meeting in the branch library at Prospect and Harlan streets Wednesday evening at 8 o’clock.

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INDIANA DAILY TIMES, TUESDAY, FEBRUARY 28, 1922.

Sun Smiles as Daughter of British King and Commoner Wed at Historic Abbey

LONDON, Feb. 28.—Amidst all the pomp and ceremony of old world royalty, Her Royal Highness. Princess Mary, only daughter of King George and Queen Mary, was married to Viscount Lascelles, heir to the Earl of Harewood, in Westminster Abbey today. It was the first marriage in the reigning royal family in nearly twenty-nine years and was a social event of , almost unprecedented splendor, brilliance and impressiveness. The ceremony took place at noon in the presence of the most varied and representative assemblage that ever attended a royal wedding. All members of the royal family were present except the Prince of Wales, heir to the throne, who is in India. The magnificent old cathedral with its great vaulted roof, its gorgeous traceries, its mighty pillars and itß beautiful stained windows formed a fitting background for the nuptial ceremonies, the trilliant uniforms of army and navy officers and the dazzling gowns of the women. The bride and groom and the royal family rode in state from Buckingham Palace to the abbey and the sight of the happy girlish face in the famous old glass coach gave a thrill of pleasure to the vast multitude of men and women who lined the streets. KING GIVES HIS DAUGHTER AWAY. It was an “all-British” wedding, according to wishes of the Royal family. The bride's maids were English girls. The groom’s best man was Sir Victor Audley T'alconer Mackenzie, a captain in the Scots Guards and a brother-in-arms

WILL TELL HOW TO SELL AUTOS Ray M. Sherman to Address Automotive Dealers. Ray Sherman, author of the Reilly series of automobile dealer stories, that ran for several years In one of the trade papers, will address a meeting of accessory and automobileu dealers and salesmen in the Assembly Room of ’he Claypool Hotel, Friday evening. Mr. Sherman’s talk and the human interest film that will be shown in conjunction with it have to do with the newer developments in automotive soiling. There will be no admission charge and the Indiana Automotive Trade Association, which stages the meeting, extends a cordial invitation to the automotive trade. Mayor Wrong About Cars, Says Elliott Mnyor Samuel Lewis Shank was wrong when he said there are a dozen automobiles used by Inspectors in the city civil engineering department that ought to be replaced with bicycles, Clcy Civil Engineer John L. Elliott said today, because there are only two automobiles. One is assigned to the chief inspector and the other to his assistant. It would not do to compel these two officials to ride bicycles, Mr. Elliott said, because id the heavy street paving season It is their duty to visit every Job at least once a day and twice if possible. At times they have as high as fifty inspectors working under them. Mr. Elliott said he thought the m.ayor must have been thinking about the street cleaning Inspectors, who have seven or eight cars. “The chief Inspector would have to be a mean pedaler if he covered his territory on a bicycle," concluded the engineer. Man, Held as Plane Thief, Taken Away Harry Runzer of Muncle, wanted by Federal authorities at Savannah, Ga., on a charge of being implicated in the theft of a Government airplane, left for that city today In charge of Homer T. Burnett, deputy United States marshal. His removal to Georgia was ordered by Judge Albert B. Anderson Feb. 6, and he has been in jail here since that time. Runzer is one of three men charged with the theft. An officer of the United Suites Army is said to have taken the plane up on a flight turned it over to Runzer and another man, who is now under arrest at Savannah, and to have returned to the flying field with the report he had fallen in a swamp and barely had escaped with his life, while the plane was lost. Runzer and his confederates then are said to have taken the plane and made exhibition flights at various southernfairs and amusement places.

J ‘ Announcing Reduction in Price of Polk's Milk Beginning February 28th the price of POLK’S MILK is reduced to 6c a pint The price of quarts remains at 11c Polk Sanitary Milk Cos., 1100 E, Fifteenth St. "Food Tor.77ionc/h & ” Phone RA ndolph 0852. Auto., LI ncoln 1540, 1549. POLK’S milkl

in war time. Contrary to custom, foreign royalties were not invited. The Most Reverend Randall Thomas Davidson, archbishop of Canterbury and the highest prelate of the Anglican church, officiated. The orthodox ritual was followed by which the Princess promised to “love, honor and obey” her husband. The Princess was given away by her father, King George. There were about 2,250 guests within the abbey. Those who held superstitions about the weather, and ‘t was reported that Queen Mary did so, had ground for propitious predictions. It had been stormy early In the morning, but the skies cleared off and it was clear, with a brisk spring-like breeze when the nuptial procession left the palace for the abbey. The royal bride was escorted to the altar by her father. She wore the beautiful wedding gown of silver cloth, slightly decollette and reaching her ankles. It GREAT FASHION DISPLAY MARKS ROYAL WEDDING By WALLACE REVILLE. British Court Modiste. LONDON, Feb. 28. —Five hundred thousand dollars’ worth of the world’s most beautiful gowns and hats were worn in Westminster Abbey today at the wedding of Princess Mary, the greatest display in modern history. Never before has the ancient abbey seen such a glory of various colors. Each of the peeresses insisted that her own favorite hues be embodied in her gown. This resulted in all the shades of the rainbow scintillating before the eye as the Princess advanced slowly up the aisle to the altar. The Countess of North Brook’s gown was of black and silver covered with Paris iaee. The Marchioness of Cambridge wore a cream lace with white velvet cloak. Lady Birkenhead, wife of the lord chancellor, appeared in a Persian embroidered fur trimmed frock with chiffon velvet sleeves, embroidered in gold and steel.

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was overhung with white marquisettte, richly embroidered with pearls. It was girdled with a silver cord from which dropped a wreath of orange buds. The train was of silver duchesse satin, draped at the shoulders with honiton lace which Queen Mary had worn at her wedding. Behind Mary came the bride’s maids, three cousins and five personal friends. They wore gowns of silver cloth decorated with sliver lace and with touches of “Mary blue” at the square cut neck. The sleeves were flowing and the girdles were of net veils encircled with wreaths of silver leaves and diamond berries. They carried bouquets of sweet peas. VISCOUNT AWAITED HIS BRIDE AT ALTAR. Viscount Lascelles, accompanied by his best man, had awaited the bride at the high altar. The bride and groom, In firm but low voices, pledged their vows. Only those sitting nearby heard the responses of the principals to the clergyman. The archbishop then made a brief address, felicitating the couple and pronouncing his blessing and the blessing of the church upon them. The great organ then burst into the national anthem and a murmur filled the cathedral. “Praise My Soul, the King of Heaven,” sang the choir. The wedding party passed from the altar to the chapel of Edward the Confessor, where the newly married couple went through the ancient form of signing the register. After the register had been signed, the party-, headed by the canons and the choir, proceeded down the aisle, the or gan playing the “Romeo and Juliet” wedding march and Mendelssohn's “Wedding March.” There was a little escort ot life guards at the door. As the bride and groom appeared the crowd massed behind the police and troop cordons in I Parliament Square set up a cheer, j After their return to Buckingham PalI ace, Princess Mary (she retains her title), and her susband appeared upon the balcony, showing themselves to the waiting | crowd. A wedding breakfast was served at the palace at 1 o’clock with less than two hundred guests present. Later in the day the bride and groom departed at j Paddington station on their honeymoon.

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Children’s Skuffer Shoes at Pair, $1.49 Strong, sturdy shoes for boys and girls; brown leather, extension soles. Parents will find these a great economy. On sale, pair, $1.49. —Third Floor.

Eaiifti THE BASEMENT STORE ggfjil 1 . T I Encore ! A Meritorious Sale of 200 Spring’s Newest All-Wool WALKING SKIRTS j For Women and Misses El | Q. 95 11 In entirely new and favored color SSpj combinations fefc; Their tailoring, their fabrics, their wanted “yj colors —in fact, their entire appearance emphasizes their superior quality. J ■ Owing to the advantageous manner in I which these skirts were purchased and equal ll price concessions on our part results in the II _ greatest sale the basement store has known. " —Tweeds —Velours —Brown —Mixtures —Novelty checks —Bluo flj —Velours —Novelty plaids —Contrasting —Gray —Checks and strinwes We expect a great furore of selling. Come early. at $2.95. ■ Sale of Plush Coatls jr/—N. For Women and Missels sls, $18.50, $i Jj| j||j|J|/K' $19.75, $22.50 “Jj ill $ ' v A manufacturer needing ready cash! and unable to carry them r.ver until 1 next season Is the reason why such 1 j a sale Is possible. ■ i; * You have but to glance at the soft, 1 ; silky plushes to realize the unusual I jj quality, in fact the price would not even cover the jst of material. ftPSGenuine Salts Plush Coats | r Y 7 Duratex satin linings \\j New season modelß, flare styles, 38 K JI Inches long, with generous collars of | Marvelous values. Choice at $lO | Plaid Blankets at $0.75 Heavy, fleecy blankets with soft woolen fin- M p ish, beautiful broken plaids in pleasing colors; AW double bed size; $4.50 quality, pair |

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Sale of Men’s LEE UNIONALLS They are the most practical one-piece work JO suits on the market today. Strongly made of y \ /l W extra quality khaki twill, blue dinim and Thron- • iU hickory stripe* kriple stitched, strongly . cut full; for slims, -stouts and regulars. Sizes 32 to 44. ■„,al $3.48. MEN’S WORK SHIRTS, Auto brand, of fine khaki twill materials, perfectly tailored, perfect fitting, collars attached, five-button fronts, coat style. <£■ r/\ Sizes 14 to 18; $2.00 quality TheWraJ. BLOCK CO.

rk .r\tvVT# It HIT F. M 7-ounce eau T> * 3 3Vs-ounce can.i.GjtfN SWISS CHI domestic, pound om SWISS CHEESEg imported, pound .. 98* CAL I F O R N I A PRUNES, pound 25* HEINZ BAKED BEANS, w ttbout meat (dozen cans, $1.60), can 14* —Fifth floor.

Sale Women’s Comfort Slippers at 5L.59 dippers of black soles, low com s. Offered at a derably \below $1.59. •—Third floor.

PILLOW TUBING, good heavy quality, linen finish — 42-inch width, yard. 39* 40-inch width, yard. 36* 36-inch width, yard. 33* BED COMFORTS, regular bed size, good dark patterns in figured designs, allover stitched, soft cotton filling (no phone orders), extra special $1.95