Professional Documents
Culture Documents
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CHAPTER 6 ASSIGNMENTS
1. CREATE A NEW COAST JEWELERS’ OPERATING CASH RECEIPTS BUDGET
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CHAPTER 4 CASES
1. Kelly’s Boutique
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2. Wine Depot
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3. Snick’s Board Shop
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on the waves—it must have been blowing the whole of the previous
day, because during the course of the day we notice that the belts of
drift-ice, which we passed through on the way up, have disappeared.
The wind has driven them northwards and pressed them into the
edge of the pack-ice.
On the trip along the ice-edge we help the crew in “blubbering”
the sealskins. During the work Wharton makes a strange discovery.
The crew he is working with had, during the war, served on the
western front in the same American division to which he had
belonged.
Having finished with the “blubbering,” we see another polar bear.
It is standing on a high ice shoal at the extreme edge. We put a boat
out and row towards it, climb ashore, and try to get within shooting
range. Slowly we approach from shoal to shoal. In the excitement we
fire from too long a range; the bullet passes the bear, which
becomes alarmed, and, looking like a yellow-white streak on the
drift-ice, it jumps from one shoal to another and speedily disappears
from sight. Shall we leave it in peace or shall we try to find it again?
We climb an iceberg and sight the bear through the glasses some
hundred meters further ahead. One of the shots we fired after it
when it sprang away must have injured it, for it appears to be lame
on one side. It is not running any longer, but jogs along slowly over
the ice. We follow it with glasses. Then it stops, and we see it lying
down at the foot of a big iceberg about a kilometer from us. We
speculate what to do. To proceed across the pack-ice is impossible.
Most of the shoals lying at the outside are not sufficiently large to
bear the weight of a man, and between the bigger pieces there are
either big cracks or wide openings filled with mush and small lumps
of ice.
If we have to get hold of the bear we must pull the boat along
with us, push it over the shoals and row where we can. We look at
each other and come to a quick decision. It will mean hard work!
One man goes forward with the boat-hook, which has to be hooked
into the shoals so that the boat can be hauled along; two men push
with the oars, and two men jump now and again onto the shoals to
help to push the boat over the mush. But they have to be nimble-
footed, because many of the shoals they trust themselves on are not
big enough to carry them and sink immediately. Then it is a question
of getting on board again before they get too wet. (Now and then
they are not quick enough.) In such a manner we get slowly along.
The bear is still lying at the same spot. At last we get into gun-range
and shoot. It jumps up, we shoot again, it collapses and we run
towards it and fire a mortal shot. We skin it and take the skin with us
to the boat, which we have left in a clearing between two shoals.
Then we sit down to enjoy a few moments’ rest which is very
necessary. It took us one and one-half hours in the snow to cover
one kilometer from the ice-edge to the bear, and we are wet through,
partly from perspiration and partly from sea water.
Then we press on again. The same toil on the return journey has
to be gone through and about three hours after having left the
“Hobby” we are on board again. They had been a little anxious when
they noticed how far we had ventured onto the ice, because a fog-
bank was approaching from the south. We had not noticed it in the
excitement of hunting the bear. Barely half an hour after we are
safely on board, the fog gets so thick that we only proceed at half
speed along the ice-edge, which we can just catch a glimpse of fifty
to sixty meters away from the ship. We are exactly north of the
“worst-weather-corner” in Svalbard: Hinlopen Strait (between
Spitzbergen and Northeastland), where there is always fog or wind
at sea. The fog-belt we have got into is not very extensive. After an
hour’s steaming we are out of it; we get clear weather again, but the
sky is still a little overcast. We continue full speed along the ice-
edge.
Throughout the evening we discuss the result of the trip. The
experts on board are unanimous in the opinion that if the airmen get
to Svalbard, the only place where one could expect to find them
would be Northeastland, and the greatest chance of picking them up,
if they get near land, would be on the east side of Syvöen and
Nordkap, where the distance from the solid ice to the land is shortest
and where the belt of pack-ice is smallest. It is practically impossible
that they, with their primitive outfit and scanty remaining provisions,
can manage to trek westwards to the ice-edge here, and if they
should succeed, their position would be infinitely more difficult than
further east. How broad the belt of pack-ice in front of the solid ice
may be is of course a matter we cannot judge. But right away from
Syvöen we can see it stretching as far as our glasses can range,
namely, about fifteen kilometers. The further westward one goes the
broader the belt probably gets. Seeing we took one and one-half
hours to cover a bare kilometer when we chased the bear, although
we had good assistance in having the boat to help us and nothing to
carry, it would take a much longer time for the airmen to force their
way forward over a similar distance. They would have to carry a
burdensome pack, and the small canvas boats are far too fragile to
carry the heavy packages when being pulled through the ice. If,
notwithstanding all this, they manage to get westwards to the ice-
edge, they will have to go along to Northeastland, because from the
edge of the ice to the north coast of Spitzbergen there is an open
sea channel to a breadth of about 100 kilometers, and to try and row
across this in canvas boats means certain death.
We are further agreed that if flying-machines come northwards in
order to take part in reconnoitering, they would be of most service if
they chose Lavöen, on the west coast of Northeastland, as a basis
for their operations. Therefrom they can fly westwards and
eastwards as far over the ice as is considered justifiable.
By Jakob Bjerkens
THE WEATHER
This part does not contain any scientific accounts of the
meteorological observations undertaken by the expedition in King’s
Bay, during the flight or during the twenty-four days’ stay in 87° 43′—
this will be left for the scientific journals to publish. I shall only give
here a characterization of the “polar-weather” as it was during 1925
and what was done in order to determine the best date for the start.
What kind of weather conditions must the flyers have for their
journey towards the Pole?
First of all there must be no fog at the place where they have to
land. Even if there is only a fog-belt extending a few meters above the
ground, a landing is impossible and a “forced-landing” would almost
certainly end in a catastrophe.
Further, the flyers must avoid passing through thick snow. The two
flying-machines might easily lose sight of each other, and if, in order to
keep in contact with each other, they should fly close together, there is
always the danger of a collision.
An overcast sky without rainfall is also useless. At least it must
clear now and again sufficiently to make it possible to navigate by the
sun. It is of course known that steering by the magnetic compass is
very uncertain so far north, as the extent of the deviations in the Arctic
is not sufficiently known.
Luckily so much is known about the weather in the polar ice region
that it is possible to choose in advance the most suitable time of year
for a polar flight. First of all, Nansen’s expedition by the “Fram” in
1893–1896 has given us this knowledge about the polar weather.
During almost the entire time of their drift across the Arctic
observations were made nearly every two hours in the course of the
day, so that a singularly rich stock of information exists. The
observations have been thoroughly gone through by the late Professor
H. Mohn, so that we have got them set out now in a most perspicuous
form. Both the observers’ and Professor Mohn’s calculations are
published in the work, “The Norwegian North Polar Expedition XVII
Meteorology.”
In January 14
„ February 12
„ March 9
„ April 8
„ May 7
„ June 0
„ July 0
„ August 0
„ September 0
„ October 4
„ November 11
„ December 15
In January 11
„ February 11
„ March 13
„ April 13
„ May 20
„ June 20
„ July 21
„ August 19
„ September 22
„ October 14
„ November 9
„ December 9
Therefore one can count that two-thirds of all the days from May to
September have rain or snow-falls. In the winter time, on the other
hand, only one-third of the days have downpours.
Fog—the flyer’s worst enemy—also collects during the summer
half of the year. Foggy days on an average were:
In January 0
„ February 0
„ March 2
„ April 1
„ May 2
„ June 10
„ July 20
„ August 16
„ September 10
„ October 4
„ November 1
„ December 0
One is therefore pretty sure to be without fog until May, but from
June to September it is general. First, in October the fog begins to get
less and then disappears altogether in the middle of winter.
It appears quite clearly from the “Fram” observations that only the
dark period of the year has somewhat stable weather conditions, with
a clear sky. During the light period of the year the weather is gray and
thick.