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ETHYL NEWS INDEX-1960 AUTOMOTIVE Better Cars than Ever (Quality Control)............................................................ Mr. President Goes Motoring............................................................................ New Cars with the Old Look (Old automobile reproductions) .... Partners in Power (New Oliver tractor)............................................................ Progress with Proven Power (Potential power plants)................................. Putting Keels on Wheels (Boat trailers)............................................................ Signs of Progress (Interstate highway markers)............................................ There's a Big Difference (Variations in octane requirements)...................... Tom Thumbs of the Race Track (One-quarter midgets)................................. ETHYL CORPORATION Antiknocks for Every Need.................................................................................. By Rail, Road and Water ("Ethyl" fluid delivery)............................................ Calingaert, Dr. George, Dies............................................................................ Chemists to Play Major Role in Solving Engine Problems........................... Citation for Tractor Service (Oliver award)................................................. Colorful Business, A (Ethyl's gasoline dyes)................................................. Company Building New Gasoline Testing Laboratory................................. Continue On (Magic Circle travel clinic)....................................................... "Danger! Air!" (Motion picture)....................................................................... Demonstration Engine Used in TV Lecture....................................................... Discoveries Prolong Life of Motor Oils, Tires, Plastics................................. Ethyl Adds to Vinyl Chloride Monomer Production Capacity...................... Ethyl Corporation Presents: ICC 4.................................................................. Ethyl-Engineered Jet Mixing Systems in Wide Use...................................... Food for America's Future.................................................................................. Gasoline--How Much and How Good (Ethyl reports)................................. Latest Step, The (Sales changes)....................................................................... Made in Canada--Now More than Ever (Ethyl chloride unit)...................... Made in Orangeburg (New Ethyl products)................................................. Magic Circle Ad Presented to Minnesota Governor...................................... Magic Circle 1960 ............................................................................................. Meet Ethyl's Jack Laubach.................................................................................. Meet Ethyl's Jack Wallis.................................................................................. New Drum Unloading System is Faster, Safer, More Flexible...................... New Manager for Export Sales (C. D. Carter)................................................. New Vacuum Pump Helps Unload Antiknock Compounds........................... Producing for Plastics (Houston vinyl chloride unit)...................................... Proportioned with Precision (Multi-component blending)........................... Retirement for a Veteran (Tank car E.B.A.X. 300)............................................ Scientists Present Papers at ACS National Meeting i................................. Self-Starting Test Engine Puts in Longer Work Day...................................... Showcase for Services (Central region servicenter)...................................... Taking the Fog Out of Writing....................................................................... Three More Additives (EPA 1, Antioxidant--ZDP, Metal Deactivator) . . Two Ethyl Researchers Named to SAE Board of Directors........................... Unzelman, George H., Named Chief Refinery Technologist...................... Viewing Engine Icecapades (Demonstration engine)...................................... November-December September-October May-June September-October . March-April May-June . January-February May-June . January-February November-December . January-February . March-April . March-April . July-August . January-February September-October . July-August September-October . January-February . March-April . March-April . March-April September-October September-October May-June November-December September-October November-December September-October . March-April November-December September-October May-June . July-August . January-February November-December May-June . July-August September-October May-June . . . May-June . July-August September-October . January-February September-October . March-April Continued on next page ETC 29362 ETHYL NEWS INDEX-1960 (continued) GENERAL INTEREST Big Lift for Skiers (Ski tows)....................................................................................... January-February From Victoria to St. John's (Canadian highways)................................................. September-October Harpooning for Oil on the Seven Seas (Whaling)............................................................ March-April "I do solemnly swear ..." (Presidential inaugurations)...................................... November-December Look at That Sky! (Cloud charts)..................................................................................January-February Mailboxes on Parade....................................................................................................................May-June "Man Who, A" (Political conventions).................................................................................. March-April New Look at the Old West, A (Woolaroc Museum)............................................November-December Reading, Writing and . . . Working.............................................................................January-February Road, a River and a Ranch, A (Prade Ranch).......................................................Sepfember-October Spirit of the Pioneers, The........................................................................................................March-April Toronto--City of Superlatives..................................................................................... November-December Tremendous Trifles......................................................................................................................... May-June True to the Blue and Gray (Civil War Round Tables)..................................................January-February What Time Is It?........................................................................................................................... July-August Which Voter Are You?.................................................................................................................July-August PETROLEUM Basic Training in Oil (Military petroleum courses)............................................................ March-April Civil War Revisited, The................................................................................................ November-December Dear Mr. Jones (Gasoline taxes)................................................................................................ July-August Driller of Destiny (Curtis G. Hamill)........................................................................................... July-August From Sideline to Success (Arthur O. Putman, Gulf jobber)..................................................July-August Governor Is an Oilman, The (Hugo Aronson)...................................................... January-February Here Come the Sparkle Girls (Union Oil program)............................................September-October Oil from Sahara Sands.................................................................................................................... May-June "Truly Alarming Proportions" (Gasoline taxes)....................................................... September-October Which Fuel--Oil, Coal, Gas? (National Fuels Policy)..........................................................March-April i m i.- In this issue: A full-color cloud chart for predicting the weather rI - Sf ' ETC 29364 - ETHYL JANUARY-FEBRUARY 1960 THE COVER photo is one of the more colorful of the 2,500 cloud pictures in the collection of Richmond (Va.) weather forecaster Louis D. Rubin. For more about Mr. Rubin's sky-high business and a copy of his cloud chart, see pages 11-14. READING, WRITING AND .. .WORKING ... School preparation for business careers 1 TRUE TO THE BLUE AND GRAY.................................. Civil War Round Tables discuss the great conflict 4 BIG LIFT FOR SKIERS........................................................6 What comes down must go up BY RAIL, ROAO AND WATER............................................9 On-time delivery of "Ethyl" fluid--everywhere LOOK AT THAT SKY!...................................................... 11 Cloud charts for predicting the weather A COLORFUL BUSINESS...................................................... 15 Ethyl supplies gasoline dyes and know-how TOM THUMBS OF THE RACE TRACK..............................18 That's what these one-quarter midgets are THE GOVERNOR IS AN OILMAN The story of Montana's Hugo Aronson 21 NEWS BRIEFS........................................................................24 Short items of timely interest SIGNS OF PROGRESS . . . Interstate highway route markers 25 CREDITS: layouts ond art direction by Corsten Grande. Photographs: Cover, Louis D. Rubin; poges 1, 2, 3 (top) ond 11, A, Devaney; page 3 (bottom]. Standard Oil of Indiono; page S, The Seftmann Ar chive, Tennessee Division of Information and Esther Flohr Studio; pages 6-8, States of New Hampshire, Vermont, New York, Michigon, Montono, Idoho, Washington, Californio ond Colorado; poges 18-20, Jock Kemmerer; page 21 (bottom). Shell Oil; poge 24, Martho McM. Roberts through N. 6. C.; inside bock cover, American Association of State Highway Officials. ETHYL NEWS is published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y. manufacturer of Ethyl'' antiknock compounds and other additives used by oil companies to improve the quality of petroleum products. Edward L. Shea, Chairman of the 8oard B. 8. Turner, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Savage, Secretory Richard F. Cook, Editor, ETHYL NEWS Stanton P. Nickerson, Associate Editor ETHYL NEWS welcomes articles submitted from outside sources. Opinions expressed in signed articles ore the authors'. Upon request, permission to reprint material oppeoring in ETHYL NEWS will be granted. ETC 29365 f. A business educator points out how schools and colleges can better prepare students for successful careers in industry * As assistant director, Administration and Services, at Ethyl Corporation's Research Laboratories in Detroit, Mr. Carron is re sponsible for training activities, personnel functions, information services and safety. In the field of education, be is chairman of the Company's Fellowship and Scholarship Committee, a member of the Accreditation Committee of the Engineers' Council for Professional Development, the Advisory Committee on Education of the American Petroleum Institute's Committee on Public Affairs, and the American Society for Engi neering Education. Mr. Carron has a BS in chemical engineering from the University of Detroit, and an MS in the same subject from the University of Michigan and has done advanced work in psychology. He has served in various capacities with the Amer ican Institute of Chemical Engineers, the American Chemical Society, the American Association for the Advancement of Science and the Engineering Society of Detroit. By Theodore J. Carron* f the nation's schools and colleges are to pro I vide qualified manpower to help business and industry meet the challenges of today and tomorrow, educators must emphasize and develop greater stu dent abilities in reading and writing. No other skills are comparable in basic importance. Educational institutions can serve the business world better by helping students overcome these and related shortcomings. But whatever deficiencies may exist in our schools, few if any of them can be eliminated without an extension of teamwork be tween parents, teachers and responsible citizens. Companies everywhere find an astonishingly large proportion of their employees unable to read effi ciently. Equally depressing numbers cannot express themselves in clear and concise English, either spoken or written. Such handicaps not only hinder the learning process in classrooms and during study hours, but prevent those with potentials from con tributing fully to their employers' success and reaching achievement peaks in their career lifetimes. The teaching of English demands far greater 1 i; \ ETC 29366 READING, WRITING AND... WORKING attention to composition. Most of our courses are overly concerned with form, grammar and spelling. Much greater emphasis should be put on com municative aspects of the language. There is only one way for anyone to learn how to express himself clearly and concisely in writing. Students must write, write and then rewrite. It wouldn't be too much to require boys and girls to prepare one theme a week during each of their four years in high school. Development Reading On another aspect of communications, I suggest that educators consider a development reading program. It should be designed not to improve the mechanics of reading (that is remedial work), but to teach how the contents of books can be absorbed. Somewhere along the line, students have to be taught how to read for ideas, not just feed back the mere words of a book. Pupils haven't learned how to read until they understand the author's thinking. Then they become not just parroting pupils, but bona fide students. So when I refer to development reading pro grams. I am thinking of book discussion groups, which would provide supplementary ways for the rising generation to improve its abilities with the spoken language too. The cultivation of reading efficiency and a love for books, coupled with speak ing dexterity, are essential in fundamental education. In reading and writing, and in other subjects too. there is a tendency to teach leisurely until comparatively late years of schooling. Industry would like to see those with exceptional talents recognized and encouraged in every way at the elementary level, beginning as soon as promise is noted. Early action is imperative if manpower is to be used with maximum efficiency. We should discover and properly educate not only embryonic scientists, but those with the best poten tials for management, the professions, social studies, the humanities and other fields. Another expectation of industry is to see higher and more uniform standards of achievement in our schools. In addition to a diploma, we would like to have available a transcript of courses taken and grades earned. And it would be helpful to see a <) greater uniformity in measuring and reporting stu dent performance. Even if many educators give psychological rea sons for the elimination of grades or the substitu tion of such general terms as "satisfactory" or "unsatisfactory," there is no experimental evidence to justify abandonment of competition as a motive for academic achievement. On the contrary: there is a great deal of evidence which indicates that competition with others, or against the student's past record, are highly effective forms of motivation. There is ample data to show that learning cannot occur without some stress and discomfort. Although it is bad pedagogy to force an average child to compete with a genius or a moron, every youngster must be taught to realize that competition is a normal part of life, not only in school but during his future years in the workaday world. Need Clear Thinkers In encouraging students to preserve their indi viduality and independence of thought, educators have another big job to do. Business and industry need people who are able to think clearly and draw sound conclusions from the evidence before them. Employers want young men and women who can distinguish fact from fancy, recognize propaganda, esteem what is worthwhile and discard the trivial, make ethical and moral judgments even when they are unpopular, and recognize truth when they see it. etc 2936? In substance, they are asking the schools to teach children how to examine ideas critically, to develop independence of thought and to learn to stand alone when the crowd is wrong. Regardless of whether the home should or should not delegate these and other responsibilities to the school, one of the first obligations of communityminded educators should be to enlist the cooperation of more parents and the extended support of busi ness and industry. I urge teachers to draw as many businessmen into their activities as possible. Encourage indus trialists, executives and other leaders to run for school board positions and serve on committees "Teachers and school administrators should never refuse opportunities to speak before civic groups." concerned with educational or related problems. Each of these men can become a salesman for school systems and work harder for teacher inter ests. Teachers and school administrators should never refuse opportunities to speak before key community groups. In educating the public through improved adult classes, schools might give further thought to courses on such subjects as individual differences, child psychology and personality development. This long-range approach should help better relation ships between parents, schools and the community. Better Teacher Training Higher standards of teacher preparation concern businessmen because employers ultimately benefit so much from those who are well taught. The curriculum of the teachers' college should be pri marily a liberal arts program, supplemented by not more than six to eight hours of educational philos ophy and psychology. There is also a need for more effective on-the-job teacher training than at present. As teachers in crease in professional stature, school administrators must be successful in arousing public support for higher teachers' salaries. Improvement goals can be achieved more quickly, easily and advantageously if teachers and business leaders alike campaign vigorously to raise education to a higher place on our scale of values. # Plant tours by teachers on business-education days and other occasions pro mote mutual understand ing that helps raise educa tional levels. ETC 29368 True to the BLUE Enthusiasm for national history sparks lively Civil War Round Tables By Stanton P. Nickerson < ocld the civil war have been avoided, and if so, how?" As the centennial of the country's most tragic conflict approaches next year, provocative questions like this are being weighed and reviewed with in creasing earnestness by thousands of people. These amateur and professional historians be long to some 65 clubs scattered across the nation, known as Civil War Round Tables. Their members share a continuing excitement over all events, cir cumstances and key personalities related to the critical years of 1861-1865. Lecture and discussion meetings are held monthly. Trips to battlefields and important sites associated with the times help Round Table mem bers appreciate crucial events in the North-South struggle. Clubs work continuously to help preserve and maintain landmarks and shrines, and encourage more Americans to visit these locations. Informal Beginnings Originating in Chicago during the 1930's, the Round Table idea stemmed from informal gather ings in the Abraham Lincoln Book Shop, where patrons often lingered to discuss the war with each other and the shop's proprietor, Ralph Newman. In due course, informal luncheons were started, 4 evolving by 1940 into dinner meetings with speakers and audience-participation forums afterward. As word spread about the society, membership increased rapidly, culminating in its incorporation as a non-profit group 16 years ago. Meanwhile, Civil War enthusiasts in other communities followed Chicago's example and established similar ones. Membership Grows Collectively, their estimated membership ap proaches 10,000, with the largest regional concen trations in the Middle West and in Atlantic sea board cities. Three are outside the United States-- in Canada, England, and another in Germany, or ganized among American occupation forces. Representative topics considered at monthly meetings of the Chicago club indicate the nature and variety of papers presented. They have in cluded "A Candid View of Grant," "The Loyalty Oath in the Civil War," "Spies for the Blue and Gray," "The Nature of Secession" and "Reporters for the Union." The war's military milestones on land and at sea, and the careers of Union and Confederate of ficers are favorite themes for addresses and discus sions. Typical subjects have been "Buell's March on Chattanooga," "The Prison at Andersonville," "Stormy Ben Butler" and "The Mobile Campaign. ' Some Round Tables give awards for outstand- TC 29369 and GRAY ing research on the war and for noteworthy writing or speaking. They also whet members' interests by distributing reprints of significant scholarly arti cles. and include subscriptions to historical journals in membership dues. To help bring important addresses by authorities on the Civil War to more listeners, metropolitan Round Tables are making collections of recorded speeches, which can be borrowed by others. The next few years are bound to see further ex pansion in the number and size of groups probing deeply into military, sociological and economic > phases of the war. 1- Particular interest will be generated by the diversi I- fied commemorative program being planned for 1961-1965 by the national Civil War Centennial r- Commission, on which Round Table leaders are serving. The commission's chairman is Major Gen ly eral Ulysses S. Grant, 3rd. of the Washington club, .re a grandson of the Union's commander-in-chief.# nity nd ^rs at ofuson le," :n." nd- jJ'1" Above, grandsons of op posing generals who fought at Vicksburg, Miss., in 1863 meet at the battlefield's monument: John C. Pem berton, 3rd., left, and Ma jor General Ulysses S. Grant, 3rd. . . . Below left, historic sites such as Look out Mountain at Chatta nooga, Tenn., draw many Round Table visitors. ETC 29370 for Skiers It's easy to reach trail and slope summits by mechanical devices installed at popular winter sports areas here's no greater thrill for thousands of Twinter sports fans than swooshing downhill on skis, meeting the challenges of dips and turns and arriving breathlessly at the foot of a slope. The most ardent skier's enthusiasm, however, would melt like a drift in the spring if he had to toil upward on foot to reach the top of a favorite run. Until comparatively recent years, more time and energy were spent in climbing than in the excite ment of racing downhill. But as old and young are aware, this discourag ing prospect is now in the same class as the horse and buggy. The widespread use of often ingenious means for hauling skiers aloft mechanically has become as common and necessary as powdered snow for a resort's popularity. Driven by diesel or gasoline engines or electric motors, lifts and tows are on the go throughout the winter. Some, in areas such as the White Moun tains and the Rockies, operate the year round, carrying shirtsleeve sightseers in warmer months. Typical devices for ski "climbing" in various parts of the country are shown on these pages. With more and more motorists discovering that skiing is another form of fun to be found in their "Magic Circle," these and hundreds of other tows and lifts are carrying added thousands of passengers.* Wildcat Mountain in New Hampshire's Presidential range is 4,420 feet high, but this mile-long gon dola lift line, operating the year round, whisks riders to the mountain top in only 10 minutes. A rugged Sno-Cat is the taxi for winter sports fans wanting to try Hell Roaring slope down Big Mountain in the Rockies of western Montana. ETC 29371 A twin-chair lift carries 480 skiers hourly to slopes for experts at Berthoud Pass on the Con tinental Divide some 50 miles west of Denver. rw Above, in Vermont as in many other areas, skiers of all ages still use simple rope tows, a New England innovation . . . Below, a skier at a winter resort area in Michigan, about to climb aboard a pomalift, which has a saddle-like seat. In the Adirondack Mountains of New York, win ter sports enthusiasts at Snow Ridge use this T-bar lift to ride in pairs or singly. ETC 29372 BIG LIFT FOR SKIERS M I Without lifts, expert skiers like this one at Sun Valley, Idaho, would spend far more time climbing than in zooming downhill. Designed to carry groups, the unique Ski-moblie's cars-in-tandem serve a snowy slope in North Conway, N. H,, in the White Mountains. T me ing cor Although seldom seen by winter sports fans, diesel and gasoline engines, such as these at California's Mount Baldy, supply needed power to ski lifts. 8 J-bar lifts are among the many new facilities at skiing centers in the Green Mountains of Vermont. In company with most winter resort areas. Bogus Basin, Idaho, provides ample parking space. It also has four lifts with a total capacity of 2,200 people per hour. Out: I; pact kno of o start finet over ship St syste Unit )jr*4 1 ETC 29373 1 By Rail, Road and Water Modern, efficient services and facilities assure refiners of on-time delivery of "Ethyl" antiknock compounds here was a real note of urgency in the re Tfiner's voice. Emergency shutdown of the reformer had sharply increased tetraethyl lead requirements for- blepding finished gasoline. Consequently, more antiknock compound was needed--and soon. Within a few hours after the hurry-up call,'-atank car of "Ethyl" fluid was on the way. The next day, a switch engine shunted it on to the refinery siding. Soon, its contents were being unloaded into the mixing plant weigh tank. Little more than 24 hours had elapsed between the time of the urgent call and the delivery of the antiknock compound to the refinery. Cases like this may be unusual, but when they Shipping points where large inventories of do arise, customer oil companies everywhere have "Ethyl" antiknock compounds are maintained are come to know they can rely on-Ethyl Corporation's strategically located throughout the country. Be dependable distribution system for on-time emer sides the Company's manufacturing plants at Baton ers gency service as well as for routine deliveries. Rouge, La., Houston, Texas, and Pittsburg, Calif., Outstanding System they include storage terminals at Edge Moor, Del., and Wilmington, Calif. ia Improved and expanded over the years to keep North of the border, Ethyl Corporation of Cana pace with increasing requirements for "Ethyl" anti da Limited ships directly from its conveniently knock compounds and the Company's growing list situated manufacturing plant at Samia, Ont. Open of other products, the system is one of the most out ing of the plant in 1956 reduced rail shipping time standing in the chemical industry. In serving re to more distant refinery locations as much as a full finers in the United States, Canada, Mexico and week compared to previous schedules from manu overseas, it embraces railroad, tank truck, steam facturing facilities in the United States. A minimum ship and--on a few occasions--air transportation. of two days was saved to every Canadian refinery. So far-reaching and flexible is the Ethyl delivery To further increase the availability of its principal system that there are few if any refiners in the product to refiners in the U. S., Ethyl Corporation United States that can't be supplied within two days. maintains loaded tank cars on 34 leased rail sidings 9 ETC 29374 BY RAIL, ROAD AND WATER near important refining centers across the country. From any of these locations and from plants and terminals, cars can be dispatched on short notice. Total capacity of Ethyl's fleet of specially de signed antiknock compound railroad tank cars is tremendous--and still growing. At a given moment, the 700 cars can hold 48 million pounds of fluid. The Company currently has on order--for de livery the first part of this year--46 more tank cars. They will bring the total number of 3,000-gallon cars to 251. The antiknock compound delivery fleet also includes 457 6,000-gallon and 38 9,000-gallon tank cars. In addition. Ethyl uses tank cars for the shipment of sodium, ethyl chloride and vinyl chloride mono mer to customers across the country. With so many well-located shipping points, the Ethyl tank cars can turn around fast under peak season conditions and further increase the Com pany's delivery capacity. Where rail facilities are lacking or where refinery equipment makes it more practical, "Ethyl" fluid is Largest units in Ethyl's 700-car railroad fleet are these 9,000-gallon tank cars. Total capacity of the fleet is 48 million gallons. 10 delivered in over-the-road tank trucks. Highway delivery is available from the Company's manufac turing plants and storage terminals. In addition. Ethyl has a transfer terminal at Everett, Wash., for transferring fluid from tank cars to permit special deliveries by tank truck in that area. A recent addition to the tank truck fleet in Texas is a new semi-trailer with a capacity of 3,350 gallons --larger than any of Ethyl's other truck units. A pioneer in the development and improvement of shipping containers for antiknock compounds, Ethyl in 1958 introduced new 2,200-gallon tanks for deliveries to customers overseas. Now in regular use, these tanks are transported by truck-trailer to dockside, and hoisted aboard ship by gantry cranes. At the port of destination, they are lifted from the ship and put on another truck-trailer for highway delivery to the refinery. Each of the specially-designed tanks holds the equivalent of 40 standard 5 5-gallon drums of anti knock compound. Tanks can be emptied in about one-fourth the time required for 40 drums. Their use also saves a substantial amount of handling time in transit. Shipment and delivery of Ethyl products is han dled by experienced Order and Shipping and Traffic personnel. They have at their disposal modern and efficient communications equipment, including the Company's far-reaching teletype system. Complete Records Kept Complete detailed records of every shipment are maintained. On short notice, the location of the units in the delivery fleet can be pinpointed. This information is especially valuable in answer ing urgent calls for emergency deliveries. Often it is possible to intercept tank cars en route and divert them to other-than-original destinations. At the same time, because the Company has so many cars on the move and spotted throughout the country, the original consignee receives a shipment with out delay. As Ethyl continues to supply antiknock com pounds to refiners throughout the world, it con tinues, too, to make further improvements in its delivery services and facilities. Among the projects on which the Company is currently working is the extension of its new and better sea-land service to customers in areas where deliveries depend on overwater shipments.# 11 Bu ar E Ru a be bee nec unc l tior circ f pro 9 I 2 9 S'1 5 Business, industry, education and government are following that advice and are using this retired contractor's cloud charts to learn about the weather ven at the risk of disproving the well-known Eremark attributed to Mark Twain, Louis D. Rubin, of Richmond, Va., has done something about the weather. A retired electrical contractor, Mr. Rubin has been studying the weather and phenomena con nected with it for some 25 years. His somewhat unorthodox but interesting and accurate observa tions and forecasting methods are becoming widely circulated. Mr. Rubin's most unique and popular weather project is the full-color cloud chart reproduced on the next two pages. The chart and an abbreviated version, in the form of a 12-page booklet, have been widely distributed. He is currently working on an easy-to-understand, 50,000-word, color-illustrated book in which several publishers have expressed interest. Fre quently, he is consulted and quoted by newspapers, wire services and radio and television stations in Richmond and other parts of the country. Simplicity is the key to Mr. Rubin's system of teaching and applying weather forecasting by the cloud chart. By comparing actual cloud forma tions in the sky with the 35 colored pictures re produced on the chart, youngsters and completely untrained laymen can predict coming weather with a remarkable degree of accuracy. Use of the chart and an explanation of what causes common weath er conditions are explained in the text and captions that appear on the chart. They describe types of clouds, tell how they form, what causes rain, and explain how clouds foretell the weather. Interested in meteorology for 25 years, Louis 0. Rubin, of Richmond, Va., simplifies weather studies by publishing easily-understood cloud charts. Weather Maps Help Little "Barometers are interesting," says weatherman Rubin, who has several different types in the officestudy of his Richmond home. "But the readings are meaningless unless you know when the mercury started to rise or fall and how fast the movement has been. "Newspaper weather maps may help a little, but when you see them they are 20 or more hours old. Cold and warm fronts can move as much as 600 miles in 24 hours. Most maps show yesterday's weather. fContinued on page 14) The full-color cloud chart on the next two pages may be removed and saved for use in predicting the weather. 11 ETC 29376 CLOUDS FORETELL the WEATHER THAT WINDS BRING A change in the weather seldom comes at a surprise to those who know the meaning of nature's worn* ing tiqns. Constant study of cloud formations, winds and their directions will enable row to predict your local weather with reasonable occvrocy if you know what to look for and how to read the signs correctly. A barometer is helpful in interpreting those signs, but only when its dial wording is ignored and attention is confined to the rapidity or slowness of the rise and fall, and rime to change. Newspaper weother mops ore of little help, since weother fronts move about WO miles every 24 hours and newspaper maps usually appear 24 hours later. Thus you ore looking of "today's map," but "yesterday s weather." HOW CLOUDS FORM Reduced to simplest terms, weother is determined by the omount of water in the oir, white the form in which it exists indicates the trend of development. In general, the atm* phere alwoys contains water in the form of invisible water vapoi. How* ever, if the omount of water vapor in the air >s increased to the extent that the oir becomes saturated st the prevailing temperature, then part of the water vapor condenses to tiny droploH of water, which immediately become visible in the form of cloud or fog. This is simply a cloud reach* ing the ground level. Under certoin conditions the water droplets in clouds combine to form haillarger drops, which fall to the earth in the form of rain, sleet, or snow, depending on the tempera ture of the oir. WHAT CAUSES RAIN Although there are many conditions which result in rain or some form of precipitation, the basic cause re mains the same. This is when warm tropicol air falling cold proisleasr aanird. collides with There are usually more showers in mountainous regions because warm oir holds more water than cold a:r and a wind blowing moist air against a range of mountains causes rain on the windward tide, and cieor weather on the lee side. The warm moist air is forced upwards by the barrier of mountains and as it rises it becomes cooler and more saturated until it can no longer hold the wafer con tent. Then rain occurs leaving the eir warmer as it moves down the lee side of the mountains. TYPES OF CLOUDS Weather changes are pictured by constantly changing cloud forma* tions, usually in a seauence from high to low cloud formations. For easy reference, cloud formations are classified into four basic types or families: The prefix C1RRO or CIRRUS de notes high clouds. These ore coifed ice clouds and occur at altitudes ranging from 20.900 to 40,000 feet. The prefix ALTO denotes middle clouds ranging from 8,500 to 20.000 feet. Other prefixes denote the low clouds having vertical development from surface up to 8,500 feet. Clouds termed CUMULUS appear os "a heap" (the "woof pack" cloud is typical} and STRATUS as "a layer." There are three important factors in forecasting local weather: (1) the seauence of cloud forma tions (2) their direction and (3) wind direction. This is so since weather is often asso ciated with warm or coid fronts. By cloud changes slow moving worm fronts give severol days' warning of ponding rain of long duration. Rap idly moving cold fronts bring show ers of short duration. Predominating clouds in a formation determine coda number and classification. The caption forecasts ap pearing below are based on surface wind directions. let clouds. Precipitation [ikfly 15*20 hours if wind NE to S. Early summer AM., offtn after- r>oon *hund*r thowtri Othr winds, ovtrcosr M2-AlTOSTiATUS translucldus 15 Precipitation likely <n 10 'o 15 hours if winds neody NE to S. Sun appear* to be behind frosted glass Other winds bring vtreost sky. M1-ALTOSTRATUS trantlwcidwt U Precipitation likely in 10 to 15 hours if winds steady NE to S. Sun appears to be behind frosted glass. Other winds bring overcost sky. l*-CUMgiONIMUS 22 Precipitation likely and soon coming usually from $W W to N. D'Stont clouds often snow an anvil-shoptd cirroform cop. Precipitation likely and soon coming utuolly from SW W to N. Distant clouds often show an anvil-shaped cirroform cop. Precipitation likely and soon coming vine1 * tmmec from SW W to N, Distant clouds olttfl tprmki an anvil-shaped cirroform cop. u cold f Ram or snow clouds. Precipitation of long duration if winds NE to $, or shorter dura tion if winds ore from SW W to N. Rain or snow clouds. Precipitation of long duration if winds NE to 5, or shorter duro tion if wmds ore from SW W to N. 12--CUMULUS congestut with Stratus fractal of bod weather Precipitation of long durotion if winds' * NE to S.or shorter durotion with o'hir IT. Poi r NmEe' 1 ETC 29377 Co OUD CMAKT Ulg TO,llB IX TV! INTMWITATION Of CIOUB IlfOITJ IN THt INTIINATIONAL fIC Below the equator the prevoiling winds ore generally opposite the winds above the equator. With this ad* justment made forecasts will be as noted below. H6-CIRROSTRATUS covering thy 4 ice clouds cover sky Precipitation likely within 15 to 25 hours if winds steady from NE 6 to $. Other winds bring overcast sky. H9-CIRROCUMUIUS 7 Ice clouds. Precipitation likely 15-20 hours if wind.NE to S. Early summer A.M., often after noon thunder showers Other winds, overcast thHo#uCr!t *'l| Its `0,t MI-ALTOSTRATUS franslucidui Pt*<ipttoton tiktly w`hn 10 to 20 hours tl wind n r*ody from NE to $ Sun appears os be hind rpiftd gloss Oitir w-<ds, overcast sky M3-ALTOCUMULUS traitslacMm Wafer and ict clouds. Some pretipnotion likely within IS to 20 Sown if wind is steady ME to S Qthet winds bring overcost sky. M3-ALTOCUMULUS undulotws 13 Precipitation likely within 15 to 20 hours if wmd is steady NE to S. Other winds bring overcast tky-mostly threaten precipitation M3--ALTOCUMULUS peritKidve Water and >ce clouds. Some precipitotion likely withm 15 to 20 hours if wmd steady from NE to 5 Other winds bring overcast sky 12-CUMUIUS with vertical growth fair wtothtr clsds bu-'d'ng up vertically *ft* indicate cumulus tj-gestus and cumuloAimbui W.eh bring of'er-ipon showers. L2-CUMUIU4 congesfw* 17 clouds farm from SW to MW precipitation with qutty winds and thunderstorms or only wind squolls or* likely within $ to 10 hours. Cloud tops forming altocumulus cumulogenitus usually bring precipitation in 5-10 hours, gusty winds, thunder showers, wind squalls. 13--CUMULUS congest** 21 If clouds form from SW to NW precipitation with gusty winds ond thunderstorms or only wmd iquolil is likely within $ to 10 hours. U-JTUTOCUMULUS stratiform!* iuai'e ,*tdoie thrsorentr ol bod weather from o she^a sprinkle to heavy precipitorion. If or head of ld 1'snr, gusty winds or thunder shower. l5-.STtATOCUMUt.US tpocvt Immediate threotener of bad weather from o sprinkle to heavy precipitation, if at head of cold front, gv;ty winds or thunder shower. 27 Uh--STRATUS mete tower fading in dead) Winds from NE to S may bring heavy pre* cipitption. Other winds bring only light drizzle or on overcast sky. 19--CUMULONIMBUS mamma Zft Seldom seen lew to middle clouds. Associ ated with severe wind squalls, hail, heavy precipitation, tornadoes ond thunderstorms. U-CUMUIUS fractal **c|h*r clouds broken up by strong "ds. No prtcipitot.pn unless winds steady * o S. th*n cumulus fractal of bod weoihtr L3-STRATOCUMULUS at sunset Low wotpr clouds of dark Indian red color. Precipitation m 12 to 20 hours if winds from NE to $. Other winds bring overcast iky. 34 M$--ALTOCUMULUS and CIRRUS at sunset Middle water to ice doudt with brilliant white background. Precipitotion likely within 2Q tp 24 hour* if winds ore from NE E to S. LS-STRATOCUMULUS at iwieat 1$ Low to middle water clouds with gold, pink, omber, lavender or rosy background. No precipitation likely within 20 to 24 hours. C--"(Ilf lb, u,,,, 0 (.bln Published by Whitfet A Sheppenofi, Richmond Vw J LOOK AT THAT SKY! "Weather changes are heralded well in advance/' Mr. Rubin points out. "All you have to do is study the clouds and you will know what's coming." He has published his cloud charts to simplify this study. Apparently more conventional weathermen and meteorologists agree with Rubin's methods and publications. His cloud chart, refined and improved over the last nine years, has been approved by the United States Weather Bureau and the weather bureaus of Great Britain, Australia and New Zealand. It is used by over 1,100 schools and col leges, the aeronautical commissions of at least seven states, and the armed forces. It is employed by the Boy and Girl Scouts and Campfire Girls and has been reproduced in a science textbook. Greatest distribution of the 35-picture cloud chart and the abbreviated 12-page booklet con taining 16 representative colored cloud pictures has been by business concerns. Banks, insurance companies, advertising agencies, chemical manu facturers, farm suppliers, and other firms in the United States, Canada, Australia, New Zealand and Great Britain have used them. Sales Promotion Pieces Recognizing the verity of the first part of the Mark Twain statement that "Everybody talks about the weather," these companies have bought the booklets and charts by the thousands. They have them imprinted with their name, trade mark and a brief advertising message and use them as hand-out or mailing sales promotion pieces. Total circulation of Rubin cloud-picture, weath er-forecasting publications by business, industry, government agencies and youth organizations is several million. Weather interests now provide both therapy and income for the 64-year-old Louis D. Rubin, but they started quite by accident. Confined to a hos pital during an extended illness a number of years ago, Mr. Rubin became fascinated by the cloud formations that drifted by his bedside window. As his confinement lengthened into weeks and then months, he began to notice the distinct correlation between cloud formations and following weather. Subsequent study and extensive picture-taking led to the cloud pictures, the booklets and then the cloud charts. 14 Since they have become so widely used, Mr. Rubin reflects with a shudder on the time, a num ber of years ago, when he almost sold his novel idea and picture file for a mere S200. Now he has some 2,500 color slides he has taken himself, not only of representative and significant cloud formations but also of freak and especially colorful sky patterns. From these, he selects the best for his publications. Such an intense interest in the weather has led Mr. Rubin to probe deeper than forecasting. Studies Natural Phenomena One of his chief interests is causes for the weath er conditions and other fundamental natural phe nomena.that occur from time to time. Almost ten years ago, he gained widespread publicity when he advanced a theory that cold fronts are caused by volcanic eruptions. "Volcanic ash thrown into the atmosphere forms a protective shield against the sun, cooling air cur rents below," he explains. Developed in 1950, the theory has been correct 92 percent of the time, its originator claims. Now, Mr. Rubin has an even more fundamental theory--an explanation for the volcanic eruptions. In this case, it's sunspots. When there is heavy sunspot activity--violent eruptions on the sun's surface--the earth will have volcanic eruptions within 15 to 17 days and earth quakes in less than a month, he holds. Although he has been reading meteorological books for more than 20 years, the Richmond weatherman makes no claim to be a scientific ex pert, but he is willing to stake his considerable rep utation on his interesting theories. Admittedly intui tion and even a little guesswork have gone into the formulation of some of his theories, but their re peated confirmation by actual occurrences have convinced Mr. Rubin of their accuracy. Meanwhile, there's no guesswork about the prac tical application of his cloud chart and booklet. With so many copies in use throughout the world and new orders coming in all the time, he's done something about the weather that apparently has captured the imagination of businessmen, govern ment officials, educators, and laymen. Now when "everybody talks about the weather," lots of them will know a little more what they're talking about.# 293T9 etc IsuAineAA Ethyl supplements its dye sales with laboratory facilities, technical data and the know-how of product service engineers n sharp contrast to several decades ago when I most gasoline was refined for water-white clar ity, petroleum products for quite a few years have been tinted with almost every color of the rainbow. Gasolines, diesel fuels, greases, lubricating oils and stove oils are brightly colored to increase their sales appeal and give them a distinctive appearance. In recent years, new emphasis has been given to unusual colors to identify and advertise products of individual refiners. Such identification has be come more important because of the number of products and grades, and complex distribution systems. In coloring their products, refiners use special dyes in various forms. As a leading supplier of chemical additives to oil companies, Ethyl Corporation markets a full line of high-quality oil soluble dyes to meet all 15 A COLORFUL BUSINESS refinery color requirements. Concurrently, it pro vides technical data, the services and know-how of experienced product service engineers, and the facilities of a complete dye laboratory to assist refiners in the efficient use of these dyes. Ethyl has been engaged in oil soluble dye re search since 1923. That was the year "Ethyl" antiknock compound was introduced and leaded gasoline was colored by dye contained in the ad ditive. Over the intervening years, the Company has made many contributions to the improvement of dyes and dye handling equipment. It has developed color test methods and has cooperated with govern ment agencies and manufacturers in solving prob lems related to gasoline color. Ethyl's cfyes, which have been refined and im proved continuously, are now available in four different reds, and in orange, bronze, yellow and blue. Red, yellow and blue are primary dyes from which a wide range of clear hues can be formu lated. Orange is also sometimes considered a basic color. It is brighter than a mixture of red and yellow dyes. Within the orange-red range it offers an economic advantage. Three of Ethyl's red dyes, and its orange, yel low, bronze and blue are available as powders; one of the reds and the orange, bronze, yellow and blue come as liquids; two reds are sold in granu lar form; one red and the blue are available in beaded form; and the orange and yellow are mar keted as flakes. Each of the different forms has advantages under certain conditions. Powder dyes, for example, are 16 especially desirable where mixing equipment or time is limited. Granular forms are practically dust-free and remain free-flowing under even the most adverse temperature and humidity conditions. Flake and beaded dyes eliminate the dust problem entirely, and, since they are dense, reduce storage requirements. In liquid form, dyes offer a continuous method of injection in blending procedures, but they are heavier and bulkier, since they come in mixtures of about 25 weight percent dye and 75 weight per cent hydrocarbon carrier. In coloring gasolines, refiners are, of course, aware of the dye content of the antiknock com pounds which they also add to gasoline. This col oring is in accordance with recommendations of the United States Public Health Service that all gasoline containing tetraethyl lead be distinctively colored. Usually the refiner adds more dye for market identification purposes. On the average, a total concentration of between one-half and two grams per 100 gallons is used. Added through Tank Hatches In early methods of adding dye to gasoline, the correct amount of dry dye or a slurry was added through tank gage hatches. It was circulated or the product agitated until uniform color was ob tained. The shortcomings of this method--time con sumed and exposure to dye dust--spurred efforts to improve dye handling methods and equipment. Dye pot installations were a subsequent devel opment and are still widely used. In a typical in- ETC 29381 stallation. dye is weighed and placed in a pot in dry or slurry form. Product is circulated through the pot to transfer dye to the blending tank. The product blending tank is mixed during the circu lating operation until uniform product color is obtained. Dye pots also are used to formulate concen trated dye solutions. These concentrates can be stored and used to color products as required. The development of dry dye eduction, a method that has several advantages, has been pioneered and improved by Ethyl Corporation through the years. When this procedure is used: (1) dye is not handled in the open; (2) weighing is simplified; (3) dye addition time is reduced; and (4) house keeping is improved. Vacuum Line Used In dry dye eduction, the original shipping con tainer of dye is placed on a platform scale and a vacuum line inserted in a hole in the drum head. A predetermined amount of dye is easily drawn into the product by vacuum supplied by an eductor installed in a by-pass of the product circulating system. Under good conditions, as much as 100 pounds of dye can be transferred in three to ten minutes. In using Ethyl's oil soluble dyes, refiners have found that they meet rigid requirements for hue and intensity, solubility, rate and ease of solution, stability in finished gasoline, physical properties, and chemical composition. All these standards are important to produce desired results and at the same time eliminate delays or problems in dye operations. Besides working to improve dyes, dye mixing equipment and procedures, and providing technical service and laboratory assistance to refiners with special dye problems, Ethyl Corporation has re cently published an informative booklet on the sub ject. Entitled " `Ethyl' Oil Soluble Dyes," the book let gives basic color and dye information, describes the various dyes supplied by the Company, ex plains color requirements for different types of gasoline, and covers dye handling procedures. Copies Available Copies may be obtained by refinery personnel im mediately concerned with the supervision of dye operations through Ethyl Corporation, Ethyl Cor poration of Canada and Ethyl USA representatives and offices.# A COLOR GLOSSARY *- Here are definitions of terms frequently used in discussing the color of petroleum dyes and the color of dyed petroleum products: COLOR of dye refers to the color produced in the product when dye is used in recom mended concentration. HUE is the attribute of color which deter mines whether a color is red, yellow, blue, green, etc. Hue is independent of intensity and brightness. COLOR INTENSITY of a dye is often stated as the amount of dye necessary to pro duce a standard color intensity in gasoline. INTENSITY is the quality of a color which increases or decreases with dye concen tration. Intensity usually is stated as the relative color intensity of a dye in gasoline compared to color intensity of a standard reference dye at the same concentration. METAMERIC COLORS are colors which match under one set of conditions but not under another, i.e., natural light as op posed to artificial light SOLVENT EFFECT is the different colors pro duced by a measured amount of the same dye in different solvents. 17 ETC 29382 industries are helping youngsters develop good driving and sportsmanship he crowd shouted its acclaim as the racing Tcars spun around the track in a last desperate bid to win the wave of the checkered flag. Engines habits by encouraging these . . . roared at full throttle as drivers jockeyed to squeeze through openings and take the lead. When the race ended, six-year-old "Leadfoot" Danny caught the winner's flag and circled the Tom Thumbs track in true championship style. Pulling up in front of the grandstand to the blare of loudspeakers and cheers of the spectators, Danny sat in bashful silence as a pretty little girl bestowed the traditional victor's kiss. of thei Exciting contests like this are typical of races featuring one-quarter midgets, the latest addition to the family of less than standard-size cars. Once Race Track the so-called midget was the smallest; then the three-quarters midget appeared. But now the truly Lilliputian quarter midget is the most popular. The tiny cars are much too compact to hold an adult; there is only room for youngsters to fit behind steering wheels. But in spite of their ages, drivers have their own racing organizations which ) ETC 29383 ring rate ines eeze oot" the o in kers shful ional races iition Once i the truly ar. hold to fit ages, which anyone may join, provided he is at least four years old and not more than 16. The All American Quar ter Midget Racing Association's national head quarters are in Pittsburgh, Pa. The lively little cars race on their own kind of tracks--ovals one-twentieth of a mile around, with hard packed earth or asphalt surfaces. Between 1,800 and 2,000 of them are in operation in vari ous parts of the country, with an estimated 70,000 racers competing for prizes. More tracks are spring ing up continuously. Los Angeles is the birthplace of this accelerat ing sport. After getting off to a slow start in the 1930's, it gained momentum with better planning and organization, improved facilities and more at tention to driver education, including emphasis on safety. Support by parents, youth groups and civic organizations helped spark quarter midget racing into prominence within the past decade. --- Miniature pumps at quarter midget race tracks supply the modest gasoline requirements of the contestants' Lilliputian vehicles. Oil and automotive industry backing is giving the sport additional mileage with such incentives as trophies and even college scholarships. Represen tatives of these industries, including some from Ethyl Corporation, serve on technical committees for setting up rigid engine specifications, so that cars from all tracks can compete on equal terms. Learn Proper Car Handling "We're behind quarter midget racing all the way," an official from a West Coast oil company said recently. "The big thing is driver education. These boys and girls learn the most important things about handling any car properly--how to apply brakes, the use of throttles and how to con trol a skid. I wish the average adult driver knew half as much." The little cars are powered by stock factory en gines, usually Continentals. In the novice class, no engine can be changed. For "B" modified races, certain alterations are permitted, and in "A" modi fied, unlimited changes can be made to increase speed and power. All cars in every class must use the same gasoline available to adult motorists-- m, either regular or premium. Track dimensions limit excessive speeds and therefore reduce hazards. In such small ovals, 19 29384 ETC TOM THUMBS OF THE RACE TRACK Removable plastic bodies simplify engine tune-ups before races start. This four-year-old veteran is learning from his father how to do both jobs. New contestants find track officials informal and friendly during pre-race preliminaries. This lad is answering questions for an official starter. 20 straightaways average only about 68 feet. This means that quarter midgets seldom exceed 24 to 28 miles per hour, although the Tom Thumb size of the cars and junior drivers often makes them seem to be going much faster. Each track is operated by its own association. When a new driver wants to join, he must meet ex acting membership qualifications. If he has com peted before at another track, he merely proves his driving ability. However, in case he is a new contestant, he must attend the track's driver school and then race as a novice for a period which varies from six weeks to six months, depending upon his experience and local requirements. Demonstrate Ability All potential Barney Oldfields also must prove themselves competent before any race. This means that every entrant must circle the track to demon strate ability in handling his car at full speed and show complete understanding of all rules and sig nals. Track safety committees check every car to make sure it meets all safety requirements. One father who has a son racing regularly points out some of the constructive aspects of quarter midget racing: "It allows a handicapped kid to gain self con fidence in a competitive sport. My boy had polio three years ago and one of his legs is still affected. He can't take part in physical activities. Then I heard about quarter midgets. We built his car to gether, working nights in our garage. "You should see him now. He has won a lot of races, his schoolwork has improved considerably, and the boosting of his morale alone is worth the price of a hundred cars." Learn Safe Driving What the sport has done for this boy is typical of its impact upon others. While having fun, young sters are developing assurance and skills. They learn how to analyze situations quickly and coor dinate responses accordingly. Quarter midget rac ing teaches them to drive safely and with respect for the other fellow. Above all, it creates good losers as well as modest winners--the essence of good sportsmanship.# TC 29385 r c ( ! i The Governor is an Oilman j From penniless immigrant to Montana's chief executive--that's the o story of one-time rig builder Hugo Aronson :s hen chief executives of the 50 states and Wfour territories gather at Montana's Glacier National Park for the national governors' confer 10 J. ence this June, their host will be a Swedish immi grant who has been closely associated with the oil I industry almost ever since he came to America 49 o- years ago. of Affectionately known as "The Galloping Swede," big, friendly J. Hugo Aronson is in the last year of y. he his second four-year term as governor of Montana. Behind him lie 26 years of public service in the adopted country for which he feels great gratitude and deep affection. Behind him, too, is extensive jal first-hand experience in oil that started in the early ig- days of Rocky Mountain fields and continued iey through a recently-concluded term as chairman of or- the Interstate Oil Compact Commission. ac- Governor Aronson capsuled his oil background ect when he wrote to congratulate Governor David L. )od of With Phil Dozier, of Barnwell Offshore Drilling, Governor Aronson inspects a modern rig--far dif Lawrence of Pennsylvania on the Oil Centennial celebration last summer. One of the letters from ferent from the type he once built and moved. chief executives of oil states that was transported ETC 29386 THE GOVERNOR IS AN OILMAN 1,250 miles by pipeline, Governor Aronson's said: "The oil industry has been my life through most of the years since I landed on our shores. ... I have built rigs with a rig builder's hatchet in both Mon tana and Wyoming oil fields. I am proud that I was the first person to move an oil rig intact from one location to another. I was an oilfield trucker and contractor and have drilled several wells, most of them dry holes. Today, I am still connected with our great industry through drilling an occasional well and watching strippers bring in a few barrels." Oil in Montana In the same letter, the Governor outlined oil's part in his state's economy. "We in Montana got our first production less than a half century ago in 1915 at Elk Basin in Carbon County. Forty-two years later, in 1957, petroleum was the state's number one mineral in terms of total value of production. The future, we hope, will be even brighter." Hugo Aronson's story began on a tenant farm in Sweden where he was born in 1891--almost 25 years before either he or oil became active in Mon tana. Upon the completion of his formal education By jacking them up and mounting them on dollies, Hugo Aronson became "the first person to move oil rigs intact from one location to another." at age 14, he hired out to work for $25 a year--and dreamed of someday going to America. Last year, he returned to Sweden to receive from King Gustav VI the Grand Cross of North Star, one of his native country's highest awards. Over the intervening years lies a life story that is living proof that America, indeed, is a land of op portunity. In 1911, the 20-year-old future governor landed in Boston after a $49 steerage trip across the Atlan tic. He couldn't speak a word of English and had no friends or relatives in America. In his pocket was the $25 required of all immigrants and in his ears his father's parting words of advice: "Whatever you do, do it well, no matter how humble the task. In dealing with men, never make a promise you can't keep. Always keep a promise once you've made it." Three years later, Montana became young Aron son's home when an inhospitable brakeman invited him to descend from a freight train in the town ot Columbus. Meanwhile, he had ridden boxcars as a non-paying passenger through 38 states from coast to coast. He had worked with railroad and con struction crews, in lumber camps, brickyards, strip mines and on docks. He had slept in haystacks, hobo jungles and on freight car floors. But he had seen America, learned some of its language, and he loved it! Befriended by the people of Columbus, he worked for a time as a ranch hand, but it wasn't long before he filed on a 320-acre homestead which, it turned out, was productive of little more than sagebrush and rattlesnakes. He built a cabin and furnished it with second-hand furniture and utensils. Still Owns First Property Forty-five years later, the Governor still owns the property. "I'll pay taxes on it until I die," he says with lingering pride in his first American home. Before long, the brawny, energetic Swede was working his land with two teams of horses, hauling freight to the new oil center of Elk Basin, and help ing to build a pipeline. After two years of overseas service in World War I, Hugo Aronson saw his boyhood dream come true when he became a United States citizen in 1920. In the ensuing years, he became more and more active in oil. He built wooden rigs in the booming oilfields, was a connection foreman for a refinery and a tool dresser on a drilling crew. ETC 29387 He acquired the sobriquet "The Galloping Swede" because of the hustling pace at which he did his work. The future governor formed the Sunburst Con struction Company in 1924. He developed a method of jacking up 85-foot rigs, putting them on dollies and pulling them to new locations in a matter of hours. This, of course, represented big savings over the ten or more days usually required to dismantle, move and rebuild rigs at new sites. Business prospered as new oilfields opened up in Montana. "The Galloping Swede" trade mark became well known in trucking and pipeline con struction, too. When he sold his interests in the or ganization in 1948, it was the biggest trucking and rig building company in the state. Meanwhile, starting in 1934, the deep gratitude the former immigrant boy felt for the country that had offered him so many opportunities compelled him to run for public office. Successively, he was elected and reelected to the Cut Bank, Mont., city council, the state house of representatives and the state senate. Finally, yielding to pressure that had been building up for quite a few years, he ran for governor in 1952, was elected and then reelected in 1956. He is the second Republican governor in the state's history ever to be reelected. Stiff Opposition Carrying out his programs has not been easy with the offices of lieutenant governor, secretary of state, attorney general, treasurer, auditor, three railroad and public service commissioners and both houses of the legislature controlled by the opposition party. In public office, the governor has attempted to apply the same hard-working, straightforward, sound practices that made him a successful business man. He is an ardent advocate of free enterprise and balanced-budget, pay-as-you-go government. As governor of the "Treasure State," rich in other mineral resources besides oil, Hugo Aronson under stands the importance of percentage depletion to extractive industries. His background in the oilfields made him especially well qualified to serve as chair man for 1959 of the conservation-minded Interstate Oil Compact Commission. He has climbed rigs in early Rocky Mountain fields that had been blackened by the oil of wasteful gushers, has seen improper drilling practices fail to tap subterranean deposits, and has stood helplessly The oilman-governor discusses Interstate Oil Compact Commission affairs with Kansas' Governor Docking, Illinois' Stratton (left and right) and Lawrence Alley, IOCC executive secretary (standing). by as precious crude poured out on the ground, never to be recovered. But he also has witnessed the strides the industry has made in more recent years and is proud to have contributed to them. Retired from the oilfield trucking and construc tion business, the Governor has many interests to occupy the few minutes he can spare from state affairs. He has a 4,440-acre wheat farm in Glacier County, is a bank president and member of many civic, fraternal and public service organizations. With his wife, the former Rose McClure, one-time Glacier County superintendent of schools, and 15year-old daughter Rika, he lives in the governor's mansion in Helena and owns a home in Cut Bank. Big Debt to Repay Hugo Aronson is an oilman, a businessman, a farmer and above all an American. When asked if he plans to retire from politics at the end of his second term, his lined, weather-beaten face and the stillsparkling blue eyes that once stared in wide wonder at the glories of America take on a serious mien. "I've already told the people of Montana that I will not be a candidate for governor again or for the United States Senate," he says. "But I don't think I could ever retire from public service. I owe this country far more than I can ever repay. As long as there is an opportunity, I'll try to help." # 23 ETc 29388 Two Ethyl Researchers Named New Vacuum Pump Helps to SAE Board of Directors Unload AntiknockCompounds new vacuum pump system that will make A unloading of antiknock compounds at many re finery mixing plants easier, safer and more efficient has been developed by Ethyl Corporation. Now available to refiners in the United States, Canada and overseas, the new equipment is expected to be JohnS. Wintringham Gilbert Way most useful at plants where: (1) large numbers of antiknock compound drums are handled; or (2) Two experienced members of Ethyl Corpora tion's Research and Development department have been elected to the board of directors of the faster unloading of tank car, tank truck and sealand shipments is desired; or (3) where operations have been affected by insufficient vacuum. 25,000-member Society of Automotive Engineers. John S. Wintringham, special products research ad visor, and Gilbert Way, research representative, were named to the SAE governing body in January. Both men are active long-time members of the Society. Mr. Wintringham has served on the Pas senger Car Activity Committee for several years. Mr. Way has been on the Fuels and Lubricants Activity Committee and has been elected its chair man, in addition to his directorship, for 1960. AN ETHYL CORPORATION DEMONSTRATION ENGINE was used by Dr. Calvin A. Vander Werf, University of Kansas professor, to explain gasoline antiknock qual ity in a TV lecture on "Petroleum and Motor Fuels" early in January. The lecture was Lesson 70 in the Continental Classroom series on Modern Chemistry which is televised nationally by NBC. 24 The unique system facilitates unloading by in creasing the vacuum in mixing plant tanks. It was developed at the Company's mixing plant at Hous ton, Texas, after an exhaustive study by Ethyl engi neers for a number of years. A patent application for it has been filed. The basic parts of the system are a vacuum pump with motor and a small tank. These parts can be tied in with existing facilities or built as part of a new plant. In either case, the vacuum pump system is only for unloading operations and not for mixing antiknock compounds with gasoline. Domestically, Ethyl is the first antiknock com pound supplier to offer a vacuum pump system to refiners. Abroad, the system is expected to be more efficient and economical than those in current use. Its introduction is part of Ethyl Corporation's continuing program of assisting refiners in the efficient handling of antiknock compounds. # ETC 29389 Prirf#d in U.S.A. SIGNS OF PROGRESS WITH THE COMPLETION of long smooth stretches of the 41,000-mile National System of Interstate and Defense Highways, new route markers are appearing at roadside locations in many parts of the country. Red and blue shields with white letters and numbers, these markers were adopted by the American Association of State Highway Officials to display the route numbers of the new superhighways that are becoming parts of the new national system. On the shields, rural routes of the interstate and defense highway system are designated by twodigit numbers. Following established practice, odd numbers indicate north-south routes and even num bers mark east-west routes. In addition, loops through and belt routes around cities and interstate spur routes are indicated by three-digit numbers. The first digit is even on the loop and belt routes and odd on the spurs. Green shields, with white lettering and numerals, are used to direct traffic through and into the major business section of cities that are bypassed by of ficially designated interstate routes. The modem highways of the interstate and de fense highway system are being built under a 13year program of state and federal government co operation established by the Federal Aid Highway Acts of 1956 and 1958. Ninety percent of the initial cost is paid by the federal government, while the states pay 10 percent plus all maintenance costs. Crossing the country from the Atlantic to the Pacific and from Canada to Mexico, the system will link 42 state capitals and 90 percent of all cities of over 50,000 population. Its 41,000 miles of high ways will account for little more than one percent of the country's 3,360,000 miles of roads, but they are expected to carry more than 20 percent of all traffic. The colorful, shield-shaped route markers are designed to help speed the flow of this traffic.# ETC 29390 ! Relive the Indian days by ear. They seem very near when you're next to these totem poles. And they are. Wherever you live, you'll find equally fascinating reminders within a few quick driving miles of home. Your car makes any map a Magic Circle The fun you'll find in this Totem Magic Circle is as many-faced and colorful as a totem pole itself. There's a Magic Circle just like it right around you. Start exploring it with your car. Just for fun. Published by Ethyl Corporation, New York 17, N. Y., to help you get more enjoyment out of your car. Ethyl Corporation manufactures antiknock compounds, used by oil companies everywhere to improve their gasolines and your driving pleasure. Give yourself a change of scenery. In your Magic Circle, get away from it all on highways like the Heart O' The Hills Road. Enjoy views like this sweep of the Olympics. Hi Set your course for the water. Hitch a small boat to your car. (It's the weekend way of life around Puget Sound.) Or simply head for a shore near you and let come what may. Scores of discoveries await you. Tour the out-of-the-way shops. Seattle's are full of delightful discoveries from all over the world. You'll find the match for them in your Magic Circle. Some day soon, set out by car and see for yourself. Map out your Magic Circle. Your car is your best investment in fun. Don't miss out on its happy returns. Start driving--start really livingnext chance you get. ETC 29391 29392 ETHYL NEWS MARCN-APRIL 1960 THE COVER pictures the Charles W. Morgan, last re maining sailing ship of a once-mighty whaling fleet that took hardy New Eng landers "Harpooning for Oil on the Seven Seas" (pages 6-9). Now berthed perma nently at Mystic, Conn., it is a mecca for sightseers and is typical of the many fascinoting things there are for motorists to see --by car. Ethyl Corporation's market expansion program reminds automobile owners of these things more effectively than ever this year as you'll read in ''Magic Circle I960'' (pages 10-12). CREDITS: layouts and arf direction by Corsten Gronde. Photographs: Cover, Samuel Chomberfoin; pages 2 (top), 3 (top) ond 12, Cities Service; page 3 (bottom), De partment of the Interior; page 5, A. Devaney; pages 7 (bottom right) and 9 (top), N. Y. Public library; page 7 (bottom left), Standard Oil Company |N. J.|; page 9 (center), Mystic Seaport by Louis S. Martel; (bottom), Frederic lewis by 0. Richard Stotile; page 17, American Petroleum Institute; pages 20-23. U. S. Army; page 24, Wide World; poge 25, The Bettmonn Archive; page 29, Elgin Smith. WHICH FUEL-OIL, COAL, GAS?.............................. 1 A National Fuels Policy is un-American ETHYL CORPORATION PRESENTS: ICC 4 ... . New ignition control compound available 4 HARPOONING FOR OIL ON THE SEVEN SEAS . 6 Before petroleum, whales were the source of supply MAGIC CIRCLE 1960 Market expansion program improved PROGRESS WITH PROVEN POWER..............................13 The gasoline engine is here to stay THE SPIRIT OF THE PIONEERS....................................17 That's what Americans need to recapture BASIC TRAINING IN OIL................................................20 How the military teaches petroleum logistics "A MAN WHO . . It's national political convention time again NEWS BRIEFS........................................................................27 Short items of timely interest VIEWING ENGINE ICECAPADES....................................28 New equipment demonstrates carburetor icing ETHYL NEWS is published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y. manufacturer of "Ethy)'' antiknock compounds ond other odditives used by oil companies to improve the quality of petroleum products. 8. 8. Turner, President William R. Perdue, Jr., Vice President ond Treasurer Herbert A. Savage, Secretory Richard F. Cook, Editor, ETHYL NEWS Stanton P. Nickerson, Associate Editor ETHYL NEWS welcomes articles submitted from outside sources. Opinions expressed in signed articles ore the authors'. Upon request, permission to reprint material oppearing in ETHYL NEWS will be gronted. ETc 29393 10 24 (oil Which Fuel { COAL*# / / GAS i Consumers--not the government--should retain the right to answer this question No one would tolerate federal interference with his choice of brick, stone or cinder block to build a new home. The housewife would rebel at edicts from Washington restricting what meats or vegetables she could buy for the family table. Who would stand for laws specifying the kind of fabrics to be used for clothing? And yet a comparable threat to the American con sumer's freedom looms in proposals for the estab lishment of a "National Fuels Policy." Designed ostensibly to assure the country of adequate fuel supplies, such proposals would give the government control of all fuel consumption. Statutes would specify who could bum oil and for what purposes; who would be permitted to consume natural gas, and who must--whether he prefers to or not--stoke his furnace with coal. Unprecedented as these limitations would be, they are being supported by lobbyists representing such organizations as the National Coal Policy Con ference and the National Coal Association. Oppos ing ranks include thoughtful legislators and govern ment executives, leaders of the oil and gas indus tries, economists, geologists, market analysts, finan ciers, social scientists and others concerned with our country's economic health. Although professing concern with the national welfare, coal has selfish reasons for endorsing re strictions on the consumption of rival fuels. It wants to recapture former customers lost to oil and gas, and to cut down further competitive erosion of its markets in the future. Threat to Free Enterprise A less obvious but more fundamental aspect of the proposal is the threat it poses to our free enter prise system. Impartial observers point out that if coal's campaign leads to legal restrictions on the end uses of fuels, floodgates would be opened for a na tional socialistic economy. Control of energy could lead to government control of all industry. Coal, as most people know, was once the dom inant fuel in America. In 1920 it provided more than 78 percent of the nation's mechanical energy. Petro leum, including oil and natural gas, accounted for a mere 18 percent at that time. Since then, however, 1 ETC 29394 i The size of the country's proved reserves of petroleum has increased year after year as a result of advanced exploration methods. One reason for oil's gaining an increased share of the energy market has been intensive research leading to better product utilization. petroluem fuels have made enormous strides for ward, while coal has lost ground. By 1958, coal was supplying only 24 percent of our fuel needs, as compared with 78 percent from oil and gas. A continuing and expanding preference for liquid and gas fuels over solid types explains why wells have replaced mines as our principal energy sources. Before railroad dieselization in the late 1940's, for example, steam locomotives consumed 110 million tons of coal annually. Today they use less than four million tons. Oil and natural gas heat 77 percent of the nation's homes, as compared with 15 percent using coal. (See Oil Puts the Heat On, Ethyl News, Nov.-Dee. 1959.) But in spite of this decision, rendered by con sumers, the coal industry is attempting to salvage its chestnuts by depriving people of their right to use whatever fuel they prefer. Coalmen and their sup porters would permit the use of oil and natural gas only under limited conditions and for specific pur poses fixed by law. These measures would make other markets the coal industry's preserve. Backers of this scheme claim that oil and gas should be used more sparingly, because reserves are running low. By contrast, enormous deposits of 2 'TAKE YOUB THUMB OPT THE SCALES/' coa: 1 um out On. rese vey star crut Esti T derf nati> mor Stat T imp; gas ogni The sour fuel A coal tout< Pres also a sm ship( Con Ft seen fuels to es cede of th< tinuir At heath and i whicl oil ir more a pro heat ; impre If. of fue consu TC 29395 coal are cited, enough to last for many centuries. The truth is that the end of our country's petrole um reserves is nowhere in sight. We are not running out of oil. We are not running out of natural gas. On the contrary--estimates of ultimate recoverable reserves made by the United States Geological Sur vey are increasing year after year. The totals now stand at an all-time high of 300 billion barrels of crude and more than 250 trillion cubic feet of gas. Estimates from other sources are still larger. The oil industry's conservative estimates of un derground inventories are similarly reassuring. The nation's proved reserves, in fact, are four times more than the total crude produced in the United States during the last 100 years. The prophets of oil's doom fail to appreciate the impact of new discoveries on total available oil and gas resources. Furthermore, scarcely a nod of rec ognition is afforded our vast resources of oil shale. These multi-trillion-ton deposits are potential sources for incalculable amounts of petroleum and fuel gas. At the same time, the usefulness of America's coal reserves is being distorted when their size is touted instead of their practical availability. The President's Materials Policy Commission, known also as the Paley Commission, has found that only a small fraction of all coal deposits can be mined, shipped and sold at anything like reasonable costs. Competition for Markets Further inability to recognize basic realities is seen in the coal interests' claim that no national fuels policy exists. As they urge "overdue action" to establish one by legislation, coalmen do not con cede that this country has always reaped the benefits of the most effective policy for all businesses: con tinuing competition for present and future markets. Anyone with even a minimum knowledge of the heating field is aware that competitive enterprise and initiative are vital ingredients of the leadership which petroleum-based products enjoy today. The oil industry and related enterprises are investing more than $300 million annually in research, with a proportionate share contributing to more efficient heat at reduced costs. Coal is spending far less on improving product utilization. If statutory controls are set up over the end uses of fuels, there would be an inevitable effect upon the consumer's pocketbook. Wherever coal became the Fast-growing natural gas now supplies about a quar ter of the country's energy requirements. only heat source permitted, prices would soar. In the long run, our industrial strength and national prosperity would suffer from depletion of sufficient low-cost energy. Maneuvering with vigor and skill, the coal faction and its supporters are campaigning for legislative action on the controversial fuels policy question dur ing the current Congressional session. Their efforts include attempts to win over more senators and rep resentatives, including those from oil and gas states. A renewed barrage of propaganda is being used to nullify arguments against government fuels controls. The intensity of such efforts calls for still more aggressive measures by all those favoring continua tion of the present competitive system of free enter prise. Repeated emphasis on the issue's points, as summarized by Fred A. Seaton, Secretary of the Interior, is needed. Says Mr. Seaton: "It is not a proper role of our government to carve out or `freeze' a portion of the total energy market for each competing fuel. . . The consump tion of fuels should continue to be determined by such factors as relative cost at specific locations, efficien- cy of use, dependability of supply, cleanliness, conveni- ence, ease of control -- in short, a combination of con- sumer preferences and cost Inferior Secretary **T BTU de,ivered at the Seaton burner."# / ETC 29396 ETHYL CORPORATION PRESENTS Engine deposits that in terfere with spark plug firing and cause irregu lar fuel combustion are modified by the new additive. 4 tag out shi * New ignition control compound is exceptionally effective in controlling preignition and spark plug fouling cot gini tani adc gas. is a t use dur; peri qua oil i L velo offer to h. bask ruml abou PROBLEMS LIKE PREIGNITION, Spark plug fouling and rumble can be controlled with exceptional effectiveness by the use of a new low-cost gasoline additive being introduced by Ethyl Corporation this spring. Known as Ignition Control Compound 4, it is made of trimethyl phosphate and is the fourth member of Ethyl's family of ignition control compounds used advantageously since late 1953. Its properties verified by extensive research, ICC 4 combines the most desirable potentials of related additives with the advantages of greater economic efficiency. No other product of its kind contains such a large proportion of active phosphorus. ICC 4 will be available to Ethyl customers in commercial quantities at prices "substantially be low" those of competitive additives on a pound-ofphosphorus-content basis. Much of this price advan- Dep Re for e posits fere i perfo: cause lated in so a low Au agree desira ETC 29397 tage stems from manufacturing processes carried out at Ethyl's plant in Baton Rouge, La., where shipments originate. A particularly gratifying characteristic of the new compound is its ability to modify troublesome en gine deposits without significantly reducing the oc tane numbers of gasoline. Certain other phosphorus additives lower octane numbers so drastically that gasoline quality is seriously impaired. High stability is another desirable feature of ICC 4. During dynamometer and road evaluations, the use of ICC 4 had no adverse side effects on engine durability. Piston rings, valves and other parts ex perienced normal wear in all respects. Experimental quantities of the compound have been supplied to oil companies for their own testing procedures. Like preceding ignition control compounds de veloped and introduced by Ethyl, ICC 4 is being offered as part of the Company's continuing efforts to help the oil and automotive industries overcome basic problems. Preignition, spark plug fouling and rumble are comparatively new phenomena brought about to a large extent by modem driving. Deposits Cause Trouble Repeated stopping and starting in heavy traffic, for example, creates excessive carbonaceous de posits in automobile engines. These deposits inter fere with normal spark plug firing and disrupt car performance further by becoming so hot that they cause irregular fuel combustion. Rumble is a re lated problem of abnormal combustion occurring in some late model automobiles, and is heard as a low-pitched thudding sound. Automotive engineers and oil industry specialists agree that elimination of these difficulties is highly desirable in the continuation of motorized trans portation progress. What Ethyl's ICC 4 and other phosphorus compounds do is to change the com position of troublesome engine and spark plug deposits so that their harmful effects are neutralized. It is generally believed that ignition control com pounds will be increasingly important as compres sion ratios increase in the still more efficient gaso line engines of tomorrow's cars. As the need arises, Ethyl intends to continue research on preignition and other developments related to engines, lubri cants, fuels and fuel additives.# Urban stop-and-go driving contributes to the formation of carbonaceous engine deposits, a cause of preignition and spark plug fouling. ETC 29398 By Stanton P. Nickerson all spouts were seen to leeward, and two T boats were launched in pursuit. A gigantic Sperm Whale lay rolling in the water like the cap sized hull of a frigate, his broad back glistening . .. As we glided in chase, the monster flitted his tail forty feet into the air . . . Then every oarsman strained forward . . . like desperadoes they tugged and they strained, till the harpoon was hurled . . . fast and true. At length the whale somewhat slackened his , flight ... all hands began pulling the boat up to him. Soon ranging up by his flank, Stubb darted his long sharp lance into the fish, carefully churning and churning . . . The monster began to wallow in a mad cauldron of spray, spasmodically dilating and contracting his spout-hole. At last . . . red gush after red gush shot into the air; and ran down into the sea His heart had burst! Adventures like this, as described in Herman Melville's blue-water classic, "Moby Dick," sparked the lives of yesteryear's mariners who sailed the seven seas hunting for whales. The world's largest mammals, whales were America's principal source of oil before the discovery of petroleum in Penn sylvania. Twenty to 30 times the size of a full-grown elephant, often 100 feet long and weighing up to 100 tons, a large whale would yield close to 150 barrels of oil and some 2,000 pounds of bone. From pre-Revolutionary War times until the middle of the past century, virtually all domestic ETC 29399 n>0 tic ip- tail um zed his , to ted ling 'ton ting tush mao rked the rgest urce >enn- and commercial oils came from whales. At least 15 million gallons were being taken annually by 1845. In addition to feeding the wicks of lamps for homes, streets, shops and lighthouses, whale oil was used in the best candles, ointments and soaps, and in curing leather. It lubricated machinery and greased the axles of stagecoaches, wagons and the first railroad trains. Whalebone stiffened milady's corsets and hoopskirts. Articles made from ivory-like teeth, jaw bones and other skeleton parts included buttons, canes, umbrella ribs and handles, billiard balls, jewelry, combs and brushes, household utensils, piano keys and a variety of ornaments for Victorian Whale oil, unloaded by the barrel ful at New England seaports, was burned in lamps like this to light the homes of America before 1859. rown ip to 150 l the lestic parlors. Rare ambergris, a growth sometimes found in the alimentary canals of sperm whales, brought high prices from perfume manufacturers. A rapidly expanding America depended on whalers for these and other requirements for nearly 200 years. But by 1859, when Colonel Edwin L. Drake touched off the new era of "rock oil," prod ucts from ocean leviathans were becoming scarce and prices fluctuated disastrously. Competitive as the two industries were for a brief span of years, there never was any doubt about which one would win. Meanwhile, the new kind of oilmen and their older rivals shared a num ber of similar characteristics. Both loved excite ment and adventure. They thrived on the battle i I ETC 29400 of man versus nature. Playing life's game for high stakes was the kind of challenge they most enjoyed. A full measure of such rewards was in store for whalers, from the time the lookout cried "Thar she blows!" until the dangerous and gory kill. Sometimes, after being speared, a whale "sound ed"--diving into the depths--and had to be played like a giant trout. Many times, of course, it broke loose and escaped. When fortune smiled and the catch was assured, it would be floated back to the mother ship for hours of backbreaking and highly aromatic proc essing. Reservoirs of clear oil in the head were dipped out, valuable whalebone removed and fatty blubber boiled in "try pots" set up on deck to pro duce more oil for waiting barrels. Unwanted parts of the animal were dumped overboard. Shipboard Suffering The lives of whalers were anything but ideal. Struggles with the elements continued almost with out interruption. Discipline was rigid and floggings were common. Crew quarters were cramped and rat-infested. Cockroaches leavened the scanty and monotonous food. Cruel working hours under miserable conditions were part of a fate which often included crippling injury or death. A typical ship's log, for example, reports that after a school of whales had been sighted and the pursuit was underway, "one monster turned about and et the boat Entirely up." No reliable tally exists for the number of whales caught by Americans from Colonial times until the collapse of large-scale operations about 1900. Estimates put the total kill at somewhere around 250,000. Nearly 10,000 sperms, rights, bowheads and humpbacks were slaughtered annually in the 1840's, when the whaling industry was at its peak. Venturing from polar regions to equatorial dol drums and often into waters then unexplored, over 700 vessels from the United States once represented some two-thirds of the world's whalers. More than 15,000 Americans were at sea during 8 the industry's heyday, and countless others were employed ashore in related management, outfitting and selling jobs. In New England, from which most of the ships sailed, only the textile and shoe in dustries were larger. Even by modern standards, whaling was big busi ness. At its height, fleet capacity approached 250,000 tons and was valued at $28 million. Total pro ceeds from successful voyages had reached a yearly high of some $12 million by 1850. Many a cap tain returned home with oil and bone valued at $100,000 to $200,000 or more. Profits of 100 to 300 percent were not unusual. Massachusetts ports on Cape Cod and others like Nantucket and New Bedford doubled and re doubled in size and wealth. In Connecticut, whal ing brought riches to New London, Saybrook and Stonington. Towns on New York's Long Island shared the industry's bounty too. Tangible evidence of how ship-owners and cap tains prospered remains today in the stately man sions, graceful churches, parks and public build ings in these and other communities. Whaling money also helped endow colleges and universities, hospitals and charitable organizations. Financial Losses Frequent But like the petroleum industry which followed it, whaling was not always profitable. Because of unsuccessful hauls, about 10 percent of all voyages were financial failures. Additional losses occurred from desertions, mutinies, storm damage and ship wrecks. With sailors' pay geared to the amount of oil and bone taken, a foremast hand returning home in 1858 with little in his ship's hold received only $54 after 46 months at sea. The components of this fantastic era were shat tered by many developments other than the birth and growth of the petroleum industry. One of the principal reasons for its collapse was a critical de pletion of the most desirable whales, caused by their slaughter in such numbers for so long. At the same time, innovations like illuminating TC 29401 WHALE CUTTING IMPLEMENTS 1 -vere tting Tiost : in- busi250,proearly caped at 00 to others nd rewhalk and Island dcap1 man- buildv'haling .-rsities, ollowed ause of voyages iccurred nd shiplount of ng home ved only ere shatche birth ie of the ideal deaused by ng. uminating gas, the availability of more fats from domestic animals and the introduedon of materials better than whalebone had telling effects on demands and prices. The oil industry, of course, stiffened whal ing's competition still more, particularly with kero sene and lubricants. When exploited oceans had to be combed on voyages lasting at least four years, with increas ingly poorer chances of success, obtaining financial backing to outfit ships became more difficult. Neith er was it easy to recruit enough sailors willing to gamble for dubious stakes. Whaling Wanes Although once offering such a complete package of profitable zest that it brooked no rival, the ap peals of whaling at last trailed far behind the Cali fornia gold rush of 1849, the discovery of precious ores in the Rockies, the dynamic expansion of western frontiers and the golden era of purse-fat tening clipper ships. The Civil War nearly finished the whaling in dustry. Scores of ships were commandeered by the Union. Others were captured and burned by the Confederacy. Just as a post-war revival was gain ing momentum, 40 vessels were crushed to bits in icebound Arctic seas. By 1886, the once-proud American fleet had been reduced to 124 ships and by 1900, there were a mere 42. The only survivor is the Charles W. Mor gan, a windjammer of the 1840's, which sailed for the last time in 1924. She is now preserved at Mys tic Seaport, Conn. Today the world's whaling is handled entirely by 19 vessels, all of them floating factories under foreign ensigns. Oil obtained is used for special lubricants, and for fats, margarines and soaps. Ironically, like their predecessors, these modern ships now face a scarcity of prey and erratic prices. In "Moby Dick," Melville was prophetic indeed *'hen he wrote, ". . . then all collapsed, and the great shroud of the sea rolled on as it rolled five thousand years ago."# As recorded in a ship's log, "one monster turned about and et the boat Entirely up" . . . Below, whalebone pie crust crimpers and a "scrimshawed" whale's tooth show some uses to which byproducts were put by industrious Yankees. Today's whaling fleet is made up of floating factories that take on catches at the stern. ETC 29402 CENTRAL ft SOUTH etc 2 9403 Market expansion program features regionalized advertisements to appeal to motorists throughout the country or seeing the sights and having fun in the Ffascinating Magic Circles that blanket the coun try, there's nothing like the magic carpet provided by the family automobile. Conveniently, comfort ably and inexpensively, families can enjoy outings, recreation and sightseeing trips by simply getting behind the wheel of the car and taking off for a day or a week-end. There's so much to see and do-- everywhere--and it's all so easy, it should become much more of a habit. That's the message of the Magic Circle market expansion program sponsored by Ethyl Corpora tion as a service to the oil industry for the last few years and which is being improved and extended in 1960. With increased sales of gasoline and other ser vice station products still one of the oil industry's major goals, Ethyl is renewing its efforts to help expand the demand. The Magic Circle program is designed to help by stimulating more driving. 11 &TC 29404 MAGIC CIRCLE 1960 As in previous years, the program uses both ad vertising and publicity to get motorists and their families to drive more. The colorful advertisements ask readers "Have you made a Magic Circle Trip lately?" This year they will appear in Look, Life, Saturday Evening Post, and, on the west coast, in Sunset. They will stan in May and continue through the peak driv ing months. Last year, surveys showed, Magic Circle adver tisements were especially well read. In 1960, sev eral improvements are expected to increase reader appeal even further. In one innovation, full-color photographs rather than artwork will be used to illustrate places to go and sights to see. Additionally, and for the first time, four differ ent regionalized advertisements will run simultane ously in the same issue of each national magazine. A different ad will appear in each of four major geographic areas, tailor-made to appeal to people in that area. For example, the eastern edition will feature Washington, D. C.; the western. Salt Lake City; the southern, Oklahoma City; and the central, the Minneapolis-St. Paul area. Magic Circle advertisements in full color also will appear in the Sunday newspaper supplement As these signs pointing to Maine towns indi cate and Magic Circle ads emphasize, there's almost no limit to places motorists can go. 12 Sunday, with the message localized for each of the 27 cities in which it is regularly circulated. To sharpen the attraction, a specific calendar of events, suggesting events to attend and places to see in each area, will be included. Pinpointing its messages even further, the Magic Circle advertising program will again concentrate on the specialized audience of hunters and fisher men. Two-page spreads will run in the spring and fall in Sports Afield and Outdoor Life. They will reach more than 2,000,000 sportsmen and suggest to them new and rewarding places to hunt and fish --all of which are readily accessible by car. More Publicity The publicity phase of the Magic Circle cam paign--the Travel Clinic--will be bigger than ever this year. Currently, some 175 major daily news papers throughout the country use the Magic Circle tour articles in editorial space on a more or less regular basis. Each article, accompanied by ani mated maps, describes an inviting tour around a different city each week. To strengthen the appeal to get out and use the family car, these stories point out that no matter where the reader lives, there is a fascinating Magic Circle surrounding him, too. Some 60 Magic Circle Travel Clinic articles will be distributed in 1960--more than one a week. Be sides major daily newspapers, they will be circu lated to some 500 smaller dailies and county seat weeklies in ready-to-print mat form. This year will also see the extension of Magic Circle publicity to the field of radio. More than 350 leading women radio commentators across the country are being supplied with script material that will help remind listeners that the family car can be much more than a convenience to haul groceries and take children to school. It is anticipated that these non-sponsored messages will encourage moth ers to suggest day and week-end automobile trips. With the experience of recent years as a guide and with market expansion still the goal. Ethyl, then, will sponsor an expanded and accelerated Magic Circle program again in 1960. The program is based on the premise that one of the greatest opportunities for selling more gasoline and other service station products lies in increasing the amount of pleasure driving. Accordingly, it will again em phasize that the beginning of a good time is no further away than the family automobile.# ETC 29405 Progress with Proven Power A review of proposed alternatives to the conventional gasoline engine and some reasons why none is likely to replace it in passenger cars By John S. Wintringham Ethyl Corporation Research Laboratories n the early days of the automobile, the internal I combustion gasoline engine established its superi ority over steam and electricity. Since then, it has been just about the only power plant used in pas senger cars. In recent years, however, several new types of engines have received widespread publicity. Some of these have even been described as ready to re place the gasoline engine in passenger cars. The group includes: diesel engine, gas turbine, freepiston engine, battery power, fuel cell, Stirling en gine, and NSU engine. As the automobile industry moves into the "Sensational Sixties"--its eighth decade of existence --it is interesting to review the reasons for the superiority of the gasoline engine and at the same time examine the potentialities of the other pro posed power plants. GASOLINE ENGINE________________ The conventional gasoline engine is compact, powerful and economical. It can be made in large numbers at low cost and has a high degree of flexibility in operation. When con ditions require a change in speed or load, the engine responds instantly to movement of the accelerator pedal. The gasoline engine has another kind of flexibility. Its size can be chosen over a wide range to fit best the operating requirements. Its efficiency is substantially independent of its size. In a given vehicle, as engine size is reduced, ability to accelerate and to climb hills drops off, but fuel economy increases. In order to replace the gasoline engine in automobiles, alternate power plants should be competitive with respect to size, weight, power, flexibility, economy, manufacturing cost, and general convenience. SMKFIUO diesel engine______________ In contrast to the gasoline engine which ignites fuel-air mixtures with spark plugs, the diesel en gine ignites them by the heat of compression. Compared with the gasoline engine, the diesel is larger, heavier, and more expensive. If too much fuel is fed into the air in a cylinder, the diesel engine produces smoke in its exhaust. This happens be cause there is insufficient time for the fuel to mix adequately with the air, and for the fuel to vaporize completely. Because of this limitation on fuel input, the diesel engine must be about 30 percent larger than the gasoline engine for equal power output. The diesel engine is inherently less flexible than the gasoline engine. The prime field for the diesel has heretofore been in heavy-duty trucks and buses 13 2940& etc FUil INJKTOt BATTERY POWER_________ A typical battery-powered car has a range before recharging of about 80 miles on level ground, and about 50 miles over hilly ground. The car costs $2,800, and has 6.4 horsepower. The limited driving range and the time required for recharging make the battery-powered car undesirable as a family's main car. These factors and the high pur chase price would seem to limit its appeal even as a second car. operating in intercity runs, and in off-highway equipment. Here, the operation is close to constant speed and load, and the high efficiency of the diesel engine has enabled it to offset its higher cost, when yearly operation is sufficient to produce substantial savings in fuel costs. Presently, some taxicabs are being operated with small diesel engines. A substantial loss in perform ance is accepted. In addition, there are problems of hard starting in cold weather, and of noisy and odorous engine operation. GAS TURBINE________________ In an automotive gas turbine, hot gases are produced under pressure. These gases drive a tur bine geared to the car wheels. The gas-producing section consists of a centrifu gal air compressor, a combustion chamber, and a turbine wheel which drives only the compressor. This unit has to be cranked up to about 15,000 rpm by a starting motor before enough hot gases 14 are available to keep the compressor going. Above that speed, feeding more fuel into the combustion chamber provides more hot gases to turn the com pressor and power turbines. A gas turbine's rate of acceleration is sharply limited by the temperature its parts can stand. If fuel is "added too fast, that temperature may be exceeded. Because maximum allowable temperature also limits the efficiency of the gas turbine, use of special, high-cost alloys appears unavoidable. To be even reasonably efficient it also must have an efficient regenerator to transfer heat from the exhaust gases to the incoming compressed air. If the regenerator is designed to be only 70 percent efficient, instead of 90 percent, for example, fuel economy at 40 miles per hour drops from 20 miles per gallon to 12Vi. The turbine is inherently simple, but it requires a long time to crank, accelerates slowly, and best fuel economy can be achieved only with expensive alloys. 29401 T FREE-PISTON ENGINE This engine produces hot gases at moderate pres I sure. These gases are used to drive a power turbine geared to the car wheels. Hot gases formed by diesel combustion of fuel in the power cylinder force the pistons outward, compressing air in the bounce cylinders at each end. The pressure built up in the bounce cylin ders is great enough to return the pistons to inner dead center, ready to begin the next cycle. In the engine shown in the accompanying illus tration, combustion gases exit as the right piston uncovers exhaust ports during its outward travel. When the pistons move outward, air is drawn into the compressor cylinder. From there it enters the power cylinder as the left piston uncovers intake ports. Some of the intake air flows through the With a 300-horsepower unit, however, fuel econ cylinder and out the exhaust port before the pistons omy at 40 mph is only 12 miles per gallon. bounce back to cover the ports. This air joins the A comparison of the fuel economy of the gas combustion gases to drive the power turbine. turbine or free-piston engine with the gasoline The free-piston engine is heavy, noisy, relatively engine shows that the gasoline engine is substan expensive and hard to start in cold weather. tially more economical in the normal operating In a car equipped with a free-piston engine range. The advantage is so large that the gasoline designed to produce 100 horsepower, the fuel econ engine can use a fuel which costs more, and still omy at 40 miles per hour is 23 miles per gallon. deliver more miles per fuel dollar. FUEL CELLS__________________ Fuel cell power plants are composed of a series In the cell shown in the accompanying illustra of cells that produce current to power electric tion, hydrogen is introduced through one porous motors. In each cell, a chemical fuel and an oxi electrode, and oxygen through the other. Their dizer react, without burning, to form electricity. The reaction, to form water, produces current. efficiency of the conversion of energy into power Hydrogen-oxygen cells can operate at normal can be as high as 65 percent as compared with atmosphere temperatures. Cells using hydrocar about 40 percent in internal-combustion engines. bon fuels and air, on the other hand, normally POtOUS operate at extremely high temperatures of around 900F. This operating temperature can be reduced by using catalysts. An experimental fuel-cell farm tractor has been i produced by one manufacturer. The 20-horsepower fuel cell unit weighs 1,900 pounds. On this basis, f a 200-horsepower fuel cell unit would weigh a it staggering 19,000 pounds. ;1 More favorable volume and weight data have :S come from other sources. For example, the most favorable published data indicate that it is pos st sible to build a unit (including electric motors) with 1.1 cubic feet of space and 13.3 pounds per horse ve power. But there is no evidence that the engine will find use in passenger cars. 15 ETC 29408 ft ; I! <> ! v r1 Ihi I! I t i i STIRLING ENGINE The Stirling "hot-air" engine, an external com bustion engine, was invented in 1816 by a Scottish minister. Rather inefficient versions were used during the last century to pump water. In operating the Stirling engine, heat is applied to the head of the cylinder, causing air or gas POWII OUTPUT SHAFT inside to expand at constant temperature, pushing down the power piston on the left. The air then moves through the regenerator as the displacement piston on the right moves down. Heat is stored in the regenerator, and the air contracts. The air volume is further reduced by cooling at constant temperature, as the right-hand cylinder is water cooled. To complete the cycle, the air picks up heat in the regenerator. Within the past two decades, the engine has been redesigned to produce high efficiency. However, it is expensive and difficulties are encountered in changing its power output rapidly. For equal power output, the Stirling engine requires two or three times as much radiator surface as a gasoline engine. For these reasons the Stirling engine is not attractive as an automotive power plant. NSU ENGINE An American manufacturer recently acquired U. S. rights to this German gasoline engine which has only two moving parts--a triangular rotor and a crankshaft. As the rotor turns inside the housing, a fuel-air charge is drawn in through a fixed port, compressed, and then ignited when it passes the spark plug. The expanding combustion gases push the rotor around until they exit through the exhaust port. Some part of this sequence is going on at all times in each of the three chambers formed by the rotor's sides and the housing. Thus the engine's operation is virtually continuous intake, compres sion, expansion, and exhaust. Operating speeds are high; small units are reported to have turned 17,000 rpm. The NSU engine poses very difficult sealing and lubrication problems. Some qualified American engineers believe these problems are insurmount able when high power output is desired. FUEL-AIR MIXTURE FROM CARBURETOR EXHAUST THE FUTURE_________________ From the foregoing, it appears that none of the alternate power plants is likely to replace the gasoline engine in passenger cars. Apparently, however, the public is becoming interested in bet ter fuel economy in terms of more miles per dollar. This trend is expected to develop as more and more imported and compact cars join America's passenger car population. It may also affect the size of engines in full-size cars, and their weight and dimensions. 16 Of the 56.5 million cars in use at the end of 1959, 4.2 percent were small cars. At the end of 1964, it is estimated, small cars then will account for 16.4 percent of the anticipated car population of 71.4 million. Motor gasoline demand is expected to increase nearly 18 percent in the next five years--from 57 billion gallons in 1959 to 67 billion in 1964--as the gasoline-powered, internal combustion engine continues to power America's passenger cars.- ETC 29409 If we Americans are to retain our hard-won freedom, we must strip away false values and revive . . . The Spirit of the Pioneers * Mr. Wilson is secretary of the American Petroleum Institute. He was recently awarded a George Washington Honor Medal by the Free doms Foundation at Valley Forge, Pa., for the challenging speech from which the accompany ing article was adapted. The Foundation cited the speech for helping create "a better under standing of our great fundamental American traditions in their application to the everyday lives of citizens of our Republic." A lawyer by profession, Mr. Wilson served two terms as prosecuting attorney of Phelps County, Ne braska, and one term in the Nebraska State Senate, before becoming affiliated with Ameri can Petroleum Institute activities in 1950. By Willard M. Wilson* ONE OF THE MOST VIVID RECOLLECTIONS of my boyhood in Nebraska is of walking with my father over land that had been homesteaded by my grandfather. As we walked, my father told how my grandparents had lived for a time is a cave dug into the side of a hill. They lived there while Grandfather built a brick kiln and then laboriously made by hand enough bricks to build a house. Then my father told of the hardships of pioneer ing--the heat, the cold, the blizzards, the grasshop per plagues, the prairie fires, and, of course, the con stant threat of Indians on the warpath. At least once, this threat forced my grandfather and other settlers to hurry their families into wagons and flee over the prairie to the protection of Fort Kearney. But most important, they returned to the land. Such pioneers knew poverty; they knew hardship; and they certainly knew that freedom was not free. For them and for all American pioneers the objec tive was the same: a better life tomorrow, built on the bedrock of freedom today. Exceptions to the Rule We now live in the tomorrow that the pioneers anticipated. We enjoy the blessings of liberty that their courage and fortitude secured for us. But we are exceptions. The people in most nations have been bom, have lived and have died without ever knowing liberty as we know it. The time has come, however, when we must re capture some of the courageous spirit of the pio neers. If we don't we may not always remain exceptions to the rule--the rule of tyranny. Now don't misunderstand me--we're proud of being Americans. We show our pride by reciting the fact that although we have less than seven 17 etc 29410 *9." % 18 percent of the world's population, we have 54 percent of the world's telephones, 68 percent of the world's automobiles, more than two-thirds of the world's TV sets, and 92 per cent of the world's bathtubs. We have millions of this and billions of that. In fact, we have more of everything than anyone. Doesn't that prove that America is wonderful? Doesn't that prove the American way is the best? Does it? Well, it may to us, but it doesn't to the rest of the world. Pioneer Life Insecure We need to remind ourselves again and again of the time when America set fixe to the world's im agination--the time when it was be ing pioneered. Americans did not have a high standard of living then. Pioneer life was insecure--but it was envied. It was envied because pioneer Americans had one thing even rich Europeans couldn't buy. The Americans had freedom. They had freedom to live as they chose, freedom to rise, freedom to achieve anything within their ca pabilities. It was not telephones or radios; not luxuries or living standards; not automobiles or oil; it was freedom that pulled the great masses of Europeans to America's shores. It was an ideal--not a statistic--that stampeded Europe's population. It was our high standard of freedom that brought people here. Our high standard of living came later. The radios and telephones, the machines, yes, even the oil wells and refineries we display are not the cause of this country's greatness; they are the results. America's future depends not so much on her material possessions as on her freedom. The preservation of that freedom is the responsibility of every one of us. If we remain silent on issues fun damental to freedom and to liberty, who is going to tell the story? You don't have to go far to hear our government lambasted from every angle, but how often do you hear about its many good points? I don't mean the government hand outs. I mean freedom, and rights, and yes, duties, too. How much trou ble is taken to show the individual his importance to the government and his country's need for his par ticipation in public affairs? The recruiters for Communism know how to win susceptible young men and women. They instill in them the glories of Communism. They make young people feel important to the party and the party important to them. They don't go around say ing that the party is composed of rascals and dunderheads and that their leaders are incompetent. They know that isn't the way to sell Com munism--or anything else for that matter. But that's the kind of sales talk some people are using to try to sell Americanism. And then they won der why such a great product doesn't go the way it should. Politicians Defamed All too often politicians are re ferred to as shady characters who, if they could earn an honest day's living, would never enter politics. By and large, people in govern ment are capable, hard working and sincere. Legislators want to do a good job. They want to do what the people want them to do. But they aren't worth a hoot as mindreaders. If you and I are too busy or too selfish to keep people in government informed on issues they must decide for us, then we can't complain. ETC 29411 I 1 y >t it )f at -*y nat ilk .ell >n>n't revho, lay's itics. em; and Jo a it the they iders. t too iment Jecide n. When we show legislators, city councilmen, local tax departments, or anyone else in government how to do their jobs better, we are helping them and are also making a contri bution to good government. At the same time, we are preserving free dom--the freedom we inherited in trust and which we are obligated to preserve for posterity. In the history of other countries, we see how the people had a chance to preserve their freedom and failed to take advantage of it. Germany, for example, had it after World War I. But instead, they listened to a rabble rouser who preached a doctrine of hate and selfish pride. The Germans traded liberty for security. Some did it unwittingly; all did it gradually. But they did it nevertheless. Bad for Business The majority of the citizens of Germany -- good people -- squan dered their liberty by remaining si lent. They did not object because liberty was not really being de stroyed. Limited a bit, maybe, but not destroyed. And besides, "Why get mixed up in it, it might be bad for business." Finally, of course, the people did get mixed up in it--whether they wanted to or not. It turned out to be bad for business--and for everything else. Many people, of course, say that Germany was an exception. Was it really? Hitler only followed the pattern established by Mussolini, who heard the young men and women of Italy shout their approval when he told them, "You don't want liberty, you want jobs." To paraphrase that to day would be to say, "You don't want free enterprise, you want security." Today, we as individuals are de ciding what kind of a country this is going to be and what kind of a government future generations are going to have. Will it be the kind of government the pioneers fought for and won--a government of free men ready to stand up for the principles in which they believe? Or will it sink into the mire of neglect where people take orders from the state because they were too busy or because they lacked the courage to preserve for others the freedom their ancestors passed on to them? With our heritage we cannot be guilty of the crime of silence when good government and good public servants are being crucified. We cannot adopt an air of neu trality when liberty is being traded for security. We cannot expect our system of private enterprise to survive if those of us who are the direct beneficiaries are not willing to take a firm public stand in its favor. We cannot expect to retain free dom unless we have the courage of our convictions. Finally, as one statesman has said, "We cannot afford to be good losers when what we lose is liberty." Reaffirm Beliefs The spirit of freedom is still pres ent in most Americans, but it is dormant in all too many cases. It must be awakened. We must strip away some of the false values that have grown up and reaffirm our be lief in the basic principles of the pioneers--principles which gave them the courage to leave the securi ty of an established home in the old country to enjoy new freedom in a new land. Courage to suffer cold, hunger and discomfort to build a better life not only for themselves but for all posterity.# 19 ETC 29412 ii : t\ fi II II i I I I i I Fabricated from welded sections of pipe, clamps, valves and fittings, and sporting a helmet liner and gasoline can, Mr. POL (Petroleum Oils and Lubricants) stands guard at the entrance to the Petroleum Training Area at the Quartermaster School at Fort Lee. U: t 20 ETC 29413 r, P % l Basic Training in Oil Officers and men of ail branches of the armed forces study petroleum testing and logistics at the Army Quartermaster School, at Fort Lee, Va. AMONG THE OBVIOUS TRANSFORMATIONS in miliaa tary machines over the last century and a half is the almost complete replacement of the army of Napoleon's day. Defense forces no longer travel on their stomachs but on the wheels, tracks and wings of petroleum-powered equipment. In the United States, the American oil industry has an outstanding record of supplying the huge de mands of the military for vital petroleum products. But it is no secret that these products are of little use to the armed forces if they aren't on hand when they are needed and in the proper quantities, grades, types and specifications. At an outdoor training area deep in the piney woods of Fort Lee, Va., and in that Army post's pin-neat classrooms and well-equipped laboratories, armed forces personnel are being thoroughly trained in petroleum supply and logistics. They also are be ing taught the testing and analyzing of oil products used by the military. They are learning how to deliver the huge gallonages of jet and diesel fuel, gasoline, lubricating oil, grease, and other petroleum requirements to Amer ica's defense forces throughout the world. Instruc tion covers the present cold war situation and actual combat conditions. Students in the Petroleum department of the efficient Quartermaster school at Fort Lee are of ficers and men of the United States Army, Navy, Air Force and Marine Corps and officers from other Free World nations. They are learning about the supply, distribution, handling and testing of petrole um products for the military. They are being taught safety, measurement, analysis, storage, and pipe line, tank farm, depot and supply point operation. Lectures, training aids, laboratory work, field trips and actual problems with realistic equipment are used in the weeks-long courses which are the most comprehensive outside the petroleum industry. At the conclusion of their studies, officers and ice in 1 borage tanks, where among other subjects, classes in tank gauging are conducted by experienced instructors. rWV Pipeline maintenance and operation training includes the use of pigs, or scrapers, to keep lines free of deposits. etc Among the petroleum tests soldier-students learn to perform are those for determining sulfur content of fuels ... finding the octane number of gasoline through the use of standard knock-test engines, and ... , leamir ' presen im ..-. uci rwwn- .,iw non-commissioned officers are qualified for respon sible positions in petroleum supply, distribution and analysis in all branches of the armed forces. The importance of these military operations is seen in the simple fact that oil products accounted for some 65 percent of all tonnage shipped to Amer ican troops in the Korean war. Today, graduates of the school are supervising pipeline operations in Alaska, France, Germany, Korea and Spain, testing and distributing oil to American forces in Japan, operating petroleum depots in Germany, and staffing similar installations in the Mediterranean. Wherever United States troops are stationed, petroleum experts trained at Fort Lee are helping assure them of an adequate supply of the proper types of fuels and lubricants. Experienced Instructors Instructors at the school are Army officers and enlisted men with training and experience in military petroleum operations. Many of the faculty members hold degrees in petroleum engineering, geology, chemistry or chemical engineering. The present director of the Petroleum department of the Quartermaster school is Lt. Col. H. M. Farm er, of Shreveport, La., a petroleum engineering graduate of Louisiana State University. Colonel Farmer played football for LSU on Sugar Bowl teams of the mid-1930s and worked in the oilfields of the Southwest. An Army officer since before America's entry into World War II, he has commanded military petroleum operations in this country, Europe, the Far East and the Mediterranean. Basically, instruction in the Petroleum department is conducted in three general areas--class rooms, laboratories and the training area. In the classrooms, the soldier-students are intro duced to military petroleum operations and study such subjects as petroleum logistics, safety meas ures, mathematics, petroleum origin and history and types of military petroleum containers. They learn about refining and processing and many other gen eral petroleum industry and specific military petro leum topics. In the laboratories, they become familiar with military petroleum specifications, learn how to per form many of the standard analytical tests and are taught the significance of these tests. Field training includes the operation of military tank farms, supply points, depots and pipelines. Complete, operating facilities make this training especially realistic. These facilities include a mockup tanker and dock and a six-inch pipeline complete with pumping stations, teletype system and tank farms. They also embrace petroleum depots and supply points, a railroad tank car and tank trucks, ' i > j ETC 29415 j taming the amount of water and sediment present in used lubricating oils. .Ids ore Jtn)un- )artlass- I I I l I 1 I drum and gasoline can reconditioning units and petroleum product dispensing equipment. Another important phase of the courses are field trips where students study the operation of civilian and military oil installations at first hand. Through the cooperation of several oil companies in the Philadelphia area, officers in some of the more ad vanced courses spend several days on a guided tour of pipelines, refineries and research laboratories. They and other students also visit the U.S. Naval Supply Office in Norfolk and the Langley Air Force Base petroleum handling facilities at Hampton, Va. Besides opening their facilities for field trips by students, oil companies provide valuable assistance by supplying training aids, literature, technical pub lications, laboratory samples and guest instructors. One of the lecturers is W. W. Sweeney, Ethyl Cor poration field representative in Virginia. Mr. Sweeney regularly makes a presentation on tank cleaning to officers in the petroleum products sup ply course. Industry Help Invaluable "Industry help has been invaluable in making the petroleum courses successful," says Colonel Farm er, department director. "We couldn't begin to do the job we are doing without the assistance of Amer ican oil companies." In addition to training regular armed forces per sonnel, the Petroleum department of the Quarter master school provides training areas and instruc tion for petroleum reserve units on active duty. In its literature branch, specialists write the training, field and technical manuals used in school instruction and in Army petroleum units every where. These publications and the military personnel trained at Fort Lee are sent to strategic locations around the globe. Together they help keep the Free World's defense forces at peak operating efficiency by assuring that their equipment is well fueled, lubricated and ready to go at a moment's notice. # instruction also includes practice in filling collapsible stor age tanks (left) and studies of filter separations (above). 23 ETC 29416 once. back to 1831. In September of that year, a nowforgotten candidate named William Wirt was nom inated for president by a minor party in this coun try's first national political convention, which was held in Baltimore. By the following spring, the convention idea had seized the public's imagination. The first national Democratic convention was held in May. It nom inated Andrew Jackson for a second term, and picked Martin Van Buren as his running-mate. Both were elected that fall. In the years since then, the big party conventions have become so much a part of our political scene that few people realize they have no legal stand ing and are not provided for in any state or federal law. They are simply a time-honored way for each party to pick its candidates for the White House and the vice presidency. Emotions Stirred Historic conventions of the past have seen tem pers running high and emotions stirred to fever pitch. A visitor to the Republican convention that nominated Abraham Lincoln in 1860 reported: "Five thousand people leaped to their seats, women not wanting, and the wild yell made vesper breath ings of all that had preceded." Four fist fights broke out simultaneously on the floor of the Democratic convention in Houston in 1928. At the Democrats' convention in 1952, some one tossed a lighted match into a pile of trash and started a lively blaze among the delegates. Phrases that have become, part of the language were first uttered at political conventions. It was at the Democratic convention in Chicago in 1896 that William Jennings Bryan boomed, "You shall not press down upon the brow of labor this crown of thorns. You shall not crucify mankind upon a cross of gold." At another Democratic convention 36 years later, Franklin D. Roosevelt was pledging himself to "a new deal for the American people." The term "smoke-filled room" stems from a remark by Harry M. Daugherty, campaign man ager for Senator Warren G. Harding at the Repub lican convention in Chicago in 1920. The deadlock over a presidential candidate would be resolved, he said, by a group of men "who will sit down about two o'clock in the morning around a table in a smoke-filled room." Are present-day political conventions getting tamer and more sedate? Some people think they are, because television magnifies every bit of action and brings it into living rooms all over the country. In 1948, the first time television covered a national convention, only about 400,000 homes were equipped with TV receivers. By 1956, there were 40 million sets in U. S. households. This year, it's estimated, at least 90 percent of the population will have access to a TV set at convention time. What does this coverage mean? For one thing, it assures the viewer in his living room a far broader picture of the convention process than the dele gates can get themselves. The TV cameras go places and see things that no single delegate could hope to do. The armchair conventioneer can be carried instantaneously from the convention floor to the airport to witness the arrival of an im portant candidate. Or he can go into a hotel suite to see the surrender of a man who thought he could win, but has been convinced he can't. What's the procedure at formal sessions and behind the scenes at a national political convention? Here's a brief description: The first official business is conducted by a temporary chairman, who has been picked in advance by the committee on convention arrange ments. He serves for the first session or two, until permanent officers of the convention have been named. He introduces the kick-off speaker or "keynoter"--a party stalwart who praises the party's record and flays the opposition. "Five thousand people leaped to their seats" when the Republicans nominated Abraham Lincoln in 1860. 25 2 941 7 I e 5 6 ?1 I i "A MAN WHO..." Four committees are then selected--on creden tials, permanent organization, rules and order of business, and platform and resolutions. The cre dentials committee has the task of deciding, in case of dispute, which members of rival state delega tions shall be entitled to seats on the floor. After a permanent chairman has been named, the convention votes on a party platform which has been drafted by the platform committee. A Guide to Convention Terms Here are some key words and phrases you are likely to hear as the two major political parties meet this year to pick their candidates: FAVORITE SON--A candidate nominated by his home state. Sometimes this is done to give him special recognition, sometimes to put him in the running for the vice presidential spot. Favorite sons may even have a chance for the presidential nomination if the con vention is deadlocked. CAUCUS--A private meeting of the delegates from a state to talk over strategy or agree on a position on a candidate or an issue. PLANK--A statement of the party's position on a specific issue. PLATFORM--A collection of planks giving the party's position on all important issues. STAMPEDE--A sudden shift in convention bal loting, when a majority of the delegates desert the candidates they have supported and rush to vote for the candidate most likely to get the nomination. DARK HORSE--A candidate who goes into a convention with little support but suddenly develops strength enough to get the nomina tion. Among noteworthy "dark horses'' were Polk in 1844, Pierce in 1852, Garfield in 1880 and Harding in 1920. UNIT RULE--A requirement that all the dele gates from a particular state must vote as a unit. The majority decides what the unit's position will be. ACCLAMATION--Method of nominating a candidate who has little or no opposition, by vocal acclaim rather than by polling dele gates. 26 By the third or fourth day, the delegates are ready to get to the true purpose of the meeting-- naming and voting on the candidates for president and vice president The convention chairman goes down the roll of states, alphabetically. As he calls the name of each state, the chairman of its delegation (often a gov ernor, senator or other party leader) rises, either to nominate a candidate, to pass, to second an earlier nomination, or to yield the floor to a state from which a "favorite son" comes. Often, the mention of a candidate's name will set ofl a wild demonstration. People snake their way up and down the aisles, bands play, confusion reigns. All of this is a sacred part of convention procedure, and is likely to continue in years to come despite the restraining influence of television. When the nominating and seconding have been completed, the voting begins. In both the Dem ocratic and Republican conventions, a simple majority is sufficient for nomination. First Ballot Nominations About half the time, in years past, presidential candidates have been nominated on the first ballot. But if no candidate gets a majority on the first roll call, the real struggle begins. There are caucuses, promises of favors, huddles in corridors and hotel rooms. At the Democratic convention in 1924, it took 103 ballots and 10 days of voting before John W. Davis was selected as the nominee. After a presidential candidate is picked, the convention goes about the job of nominating a vice-presidential candidate. Here, the real ma neuvering is never visible. The presidential nom inee sits down with party, leaders; together they decide on who the best man would be to "round out the ticket." Finally, committees of the convention are named to notify, officially, the nominees who have been selected. Since 1932, when Franklin D. Roosevelt initiated the practice, it has been customary for the presidential nominee to make a speech of accept ance. Then the convention adjourns. Only in America are there political meetings of the turbulence, the scope and the attention-getting quality of the major parties' conventions. Despite the changes that have taken place over the years, they still reflect the vitality and the exuberance of a big and growing country.# ETC 29418 Cl in c sior Eth tolc C in prc Co cor Ef A Cc Te tio pa Rc ch pit e it )! ;h ver an ite ill eir on ion to on. een ;mlple ntial illot. . roll uses, hotel A, it John , the mg a manomthey id out named j been osevelt for the accept- ings of -getting Despite i years, ance of Chemists to Play Major Role in Solving Engine Problems Discoveries Prolong Life of Motor Oils, Tires, Plastics hemists will play a major role in solving C present and future problems in high-compres hemical discoveries that will prolong the use C ful life of motor oils, automobile tires, plastics sion automotive engines, Wheeler G. Lovell of and many other products were described by two Ethyl Corporation's research laboratories, Detroit, Ethyl Corporation scientists at the 137th national told the Institution of Mechanical Engineers in a meeting of the American Chemical Society in Cleve James Clayton Lecture, in Lon- land, in April. Addressing the ^_.-ji don, early in March. Division of Petroleum Chem j Predicting that "high-com- istry, Dr. Gordon G. Knapp ?r- m i pression piston engines will con- and Harold D. Orloff said that tinue to be built for many years g^; Ai t0 come," Mr. Lovell reviewed many products can be better protected against deterioration ML some of their combustion prob- as a result of powerful new anti- Wheeler G. Lovell lems. These include knock at various throttle openings, pre- Gordon G. Knapp oxidants they have developed. Previously, other Ethyl scien combustion reactions, deposit formation, surface ignition, and incomplete burning. tists had developed a process for making superior antioxidants out of newly-developed ortho- alkylated phenols. Then, Dr. Dr. George Calingaert Dies Knapp and Mr. Orloff discov ered that adding another group r. George Calingaert, 63, D former director of chemical Harold D. Orloff of chemicals--the dialkyl phosphonates--greatly increases the research at Ethyl Corporation's effectiveness of these antioxidants. In a standard Detroit Laboratories, died on engine test of motor oils, the combination anti April 16 in Naples, Italy. oxidant reduced the wear on bearings by 30 times. Bom and educated in Belgi- The dialkyl phosphonates exert a strong synergis Dr. Colingoert um, Dr. Calingaert joined Ethyl tic or promoter effect on the ortho-alkylated phenols, in 1926. He was an authority greatly magnifying their antioxidant action. This in the field of organometallics. effect varies greatly with the chemical structure of After leaving the Company in 1950, he became the phenolic antioxidant to which they are attached, professor of chemistry at Hobart and William Smith the Ethyl scientists explained. Colleges in Geneva, N. Y. Dr. Calingaert was a Aided by the new knowledge, it may now be pos consultant for Ethyl until his death. sible to develop improved antioxidants. Ethyl Adds to Vinyl Chloride Monomer Production Capacity new plant for the manufacture of vinyl chlo mally cracking ethylene dichloride. This yields A ride monomer is under construction at Ethyl the monomer, and hydrogen chloride as a by Corporation's manufacturing center at Houston, product. The latter is used in the Company's anti Texas. When it is completed and goes into produc knock compound manufacturing operations. tion next year, the plant will supplement the Com Shipped by tank car, vinyl chloride monomer is pany's vinyl chloride monomer plant at Baton subsequently converted into polyvinyl chloride, one Rouge, La., and provide increased supplies of this of the most popular plastics. Polyvinyl chloride is chemical intermediate for the rapidly growing used for wire insulation, upholstery and curtain ma plastics industry. terials, floor coverings, phonograph records, and Ethyl produces vinyl chloride monomer by ther other household and industrial products. 27 etc 29419 * 1i Viewing CARBURETOR ICECAPADES Specially designed equipment demonstrates ice formation and behavior Acompact piece of equipment designed and . built by an Ethyl Corporation project en gineer dramatically demonstrates how ice can form in automobile carburetors. Since little is known about the mechanics of carburetor icing or its ap pearance, the equipment may be helpful in broaden ing understanding of the subject. Generally, it is known that icing can occur in cold engines with volatile fuels when outside tem peratures are in the 30* to 55 range and relative humidity exceeds 65 per cent. Under such condi tions, the moisture in incoming air sometimes freezes on carburetor throttle blades and throttle bodies. A sufficient accumulation of ice on these parts can cut off the flow of air to the engine and cause stalling. Besides demonstrating how carburetor ice forms and what it looks like, the new Ethyl equipment can be used to determine the icing tendencies of various gasolines and to find out what, if any, type of anti-icing agent is present and approximately in what concentration. Careful and repeated observations of the behavior of different gasoline samples in the equipment re veals that, in general, three different types of ice can form in carburetors. Ice Sloughs Off A gasoline with icing tendencies to which no anti-icing agent has been added forms distinct coat ings of ice on the throttle. This ice continues to build up at a regular rate. Add a surface-active anti-icing agent to the same fuel and the ice appears initially to accumulate in the same manner. When it reaches a certain thickness, however, it sloughs off--the thickness depending on the amount of agent present. A third type--a slushy ice--is formed by gas olines containing alcohol-type anti-icing additives in insufficient quantities. Eventually, depending on 28 the concentration, the alcohol apparently separates, passes into the engine, and leaves the ice in a solid mass on the throttle. When alcohol-type additives are present in suffi cient quantities, however, no ice forms. The demonstration equipment which is adding to knowledge about icing consists of a standard Briggs and Stratton eight-cubic-inch engine with an electric starter, stripped of standard carburetor, fuel tank and related parts. A plastic carburetor with glass throttle body, two fuel bowls with selec tive valve, a plastic box to support the fuel con tainers, and a built-in ice tower have been added. Seen Through Throttle Body Gasoline samples to be used are placed in the fuel bowls. When the engine is operating, air drawn into the carburetor first passes over ice cubes placed in the tower to create constant temperature and humidity conditions. As ice forms on the throttle, it may be readily observed and studied through the glass throttle body. The equipment was designed and built originally to demonstrate the effectiveness of "Ethyl" MultiPurpose Additive. Used in concentrations of 50 parts per million, or about 12 pounds per thousand barrels of gasoline, this surface-active agent is ef fective in three ways. It prevents carburetor icing, eliminates carburetor deposits and protects engine parts, storage tanks and pipelines against corrosion. The principle modification required to fit the demonstration equipment for more detailed icing studies consists of installing a smaller throttle body. Although use of the equipment is in experimental stages, there are indications that with adequate correlation to full-scale automobile engine opera tions it may also be useful in detecting icing tend encies of gasolines and evaluating effectiveness of anti-icing additives.# !* ETC 29420 uretor selecl conidded. in the drawn placed ire and ihrottle, through riginally ' Multi* s of 50 housand :nt is eftor icing, is engine ;orrosion. o fit the iled icing ittle body. leritnental adequate ine opera* icing tend* tiveness of top left: This awesome splendor is a part of Arches National Monument near Moab, Utah. Honey-combed with these striking examples of Nature's whims oferosion, this scenic area alone is worth a Magic Circle trip by itself. middle left: Logan Canyon offers a delightful combina tion of fishing, camp grounds and rugged scenery, bottom left: The majestic Mormon Temple at Manti. Utah. If you didn't recognize this Magic Circle--its the one around iunn 'Mo mibi lies Have you made a Magic Circle Trip lately? What is a Magic Circle trip? It's a fun-filled drive in the countryside that surrounds you, wherever you live. A drive that brings you to fishing, hunt ing, boating, swimming... state forests and picnic areas . .. historic sites ... ever-changing scenery. It's family fun at its best. And with today's new roads, Magic Circle trips are easier than ever. Just get out and go. And right now, see if you can guess where this Magic Circle is. You'll find all the clues you need in the pictures and the map. ETHYL CORPORATION New York 17. N. Y. Magic Circle advertisements are publish* Sr Ethyl Corp., to help you let more enjoy*)* out of your cor. Ethyl makes additives used by oil companies everywhere, to impiece then gasolines and your driving pleasure. ETHYL THE COVER scene--of Cy press Gardens, Fla.--will be repealed millions of times the country over this year. Record numbers of motorboat trailers ore "Putting Keels on Wheels," as you'll read on pages 6-8. Their use increases boat owner's mo bility ond incidentally helps boost sales of automotive gasoline--for cars and boats. MAY-JUNE 1960 OIL FROM SAHARA SANDS.......................................... North Africo is an important producer 1 PROPORTIONED WITH PRECISION................................4 New Ethyl blending system stresses accuracy PUTTING KEELS ON WHEELS............................................6 That's what motorboat trailers are doing MAILBOXES ON PARADE.................................................. 9 Letter receptacles are decorative as well as useful THERE'S A BIG DIFFERENCE.......................................... 12 Octane requirements vary from car to car GASOLINE-HOW MUCH AND HOW GOOD . . 16 Ethyl supplies useful data to industry TREMENDOUS TRIFLES...................................................... 18 It's the little things that count NEW CARS WITH THE OLD LOOK..............................21 Reproductions of old models are increasingly popular NEWS BRIEFS........................................................................24 Short items of timely interest SHOWCASE FOR SERVICES..........................................25 Company opens new meeting and display center CREDITS: Art direction by Corsten Grande. Photographs: Cover, Free lance Photog raphers Guild; poges 1, 2 (top) ond 3 (top), Standord Oil Co. |N. J.); poges 2 (bottom) ond 3 (bottom). Socony Mobil; poges 4, U and IS, Cities Service; page 6, Holsdow Brothers Boot Trailers; poge 7 (top), Bilt-Well Boot Trailer Compony; (bottom), Tee-Nee Trailer Com pany; poge 8 (center), Peterson Brothers, Inc.; (bottom), Feature via John Moynohon & Company, inc.; pages 9-H, Jack Kemmerer; poge 13 (top). Ford Motor Company; poge 21, Old Time Autos, Inc.; poges 22 and 23 (bottom), Starts Manu facturing Company; poge 23 (top), Amer ican Air Products Corporation; page 25, Kranzten Studio. ETHYL NEWS ii published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y. manufacturer of "Ethyl" antiknock compounds ond other additives used by oil componies to improve the quality of petroleum products. B. 8. Turner, President Williom R. Perdue, Jr., Vice President ond Treasurer Herbert A. Savoge, Secretary Richard F. Cook, Editor, ETHYL NEWS Stanton P. Nickerson, Associote Editor ETHYL NEWS welcomes articles submitted from outside sources. Opinions expressed in signed articles are the authors'. Upon request, permission to reprint material oppearing in ETHYL NEWS will be gronted. ETc 29424 ( Di F wil ma wh eve ] fiel inti bee des rea fou we: unc hur beL e D /> H "V l C , >? ^MOROCCO' 4/ y' 0? >----------- V =# A M A N ~v- l_l B VA 1 EGYPT r*V ^X Oil from Sahara Sands Discoveries have come fast in North Africa, making it an important producing area C ive years from now, according to some esti^ mates, a million barrels of North African oil will be moving to Western European and other markets every day. That's a lot of oil from an area where, just five years ago, there was doubt that oil even existed. But developments have come fast since the Edjele field was discovered in Algeria in 1956. In the intervening years, the vast Sahara Desert area has been transformed from an area of almost total desolation to some of the world's most sought-after teal estate. Both oil and natural gas have been found in prolific quantities. Today, practically every favorable acre from the western border of Egypt to the Atlantic Ocean is under concession. These concessions add up to hundreds of thousands of square miles, for oilmen believe that even more oil and gas will be found. They have good reason to be optimistic. Hardly a month goes by that a new discovery or an im portant extension is not reported. What does the availability of large quantities of petroleum in North Africa mean? First of all, of course, it provides a new source of energy for a Free World whose daily require ments are growing at a fast rate. Secondly, it pro vides crude petroleum and natural gas convenient to Western Europe and to the emerging countries of the African continent. At the same time, it makes Europe less dependent on Middle East oil fields. These fields are immensely productive, but also somewhat remote and within easy striking dis tance of the menacing paw of the Russian Bear. Oil is not new to North Africa. It was found in Egypt more than 50 years ago, in what is now Spanish Morocco fully 40 years ago, and in Algeria more than a decade ago. But only Egypt, with a dozen fields scattered up and down the Gulf of 1 ETC 29425 OIL FROM SAHARA SANDS Suez, has production of consequence. Even that is not enough to take care of its own needs. So, as oil areas go, North Africa wasn't much. The discovery field at Edjele was found by CREPS, one of four companies organized under the aegis of France to search for oil in the Sahara. CREPS is 65 percent owned by the French govern ment and 35 percent by Royal Dutch Shell. Economic Necessity The discovery was almost an economic necessity for France. That country produces less than 40,000 barrels of oil a day, yet has a refining capacity of almost 800,000 barrels a day. Most of the oil needed to keep refineries going comes from the Middle East and Venezuela. Buying imported oil was hard on France's economy and its pride. So it set out to find oil in French territory, and explored the vast reaches of the French Sahara. Within a year after Edjele was found in January 1956, three other major fields were discovered. One or more potentially major fields have been found each year since. Additional companies have obtained Algerian concessions, hoping for strikes. By January 1960, Algeria had eight fields in the Sahara. Seven are oil fields. The eighth, Hassi R'mel, is among the world's largest gas fields. Meanwhile, across the border in Libya, 20 com Oil drilling activity creates little oases of bustling activity in the Sahara's vast emptiness. Since Algeria's Edjele field came in in 1956, pros pectors have successfully extended the search. panies were granted concessions covering some 250 million acres. Since then, activity has spread to Spanish Morocco and soon will probably move into western Egypt. That country plans to reopen the area between the Nile and Libya to foreign oil com panies this August. Libya's first commercial discoveries were made in 1958. Before 1959 was out, there were nine fields. Best of all, apparently, is Zelten, where the discovery well produced 17,500 barrels a day. First of the North African fields to send oil to market was Hassi Messaoud in Algeria. For a while, a small quantity was taken out by a com bined rail-and-pipeline system. But since a 415mile, 24-inch pipeline has been completed to the Mediterranean, more than 100,000 barrels per day are now moving across the sea to France. Another 24-inch pipeline to tap the Edjele and neighboring Saharan fields will be completed before the end of this year. It will terminate at the Tunisian port of Gabes. A third line will carry natural gas to the Mediterranean. The fourth Sahara-to-the-sea line will connect the Zelten field in eastern Libya with a port in the Gulf of Sirte. It is possible that by 1965, when the estimated million barrels of oil a day is moving out of North Africa, that Algerian natural gas will be exported, too. The big problem is how to get it to market. It is almost 500 miles across the Mediterranean tak Mi tha Eu to exj doc its Dv t but Sat muadc The of a Irac N spec be i oil i is ir C and touc 0 h-os sign, refin in t) ETC 29426 from the northern coast of Algeria to the southern coast of France. A submarine pipeline would be an extraordinary engineering feat. Another possibility is liquefying the gas by re ducing its temperature to --258F. and shipping it in refrigerated tankers. The proximity of North African oil to Europe is probably its greatest asset. Next to North America, continental Western Europe is the world's largest oil market. Western European nations, excluding the United Kingdom, are capable of refining 3,000,000 barrels of oil a day. North African oil will probably have first call on this market for several reasons. It is the closest and transportation costs are lowest. The oil producing region of Algeria is French. The oil, therefore, will be purchased in French francs or in the currency of other Common Market countries. As African oil goes to Europe, it is expected to take over part of the market supplied from the Middle East and Venezuela. This does not mean that these areas will have to reduce production. Europe's increasing demand for oil is great enough to absorb what the Sahara is likely to produce for export for some time to come. But the new oil does give Europe more independence in selecting its source of supply. Dwarfed by Middle East Algeria and Libya are assuming real importance, but they are far from dominant. Discoveries in the Sahara have come so fast nobody knows just how much oil has been found. The best guess is that it adds up to between five and 10 billion barrels. That's a lot of oil, but it is dwarfed by the reserves of any one of four Middle Eastern countries--Iran, Iraq, Saudi Arabia or Kuwait. North Africa is big in oil potential today. But spectacular as its development has been, it still will be no better than fourth or fifth among the major oil producing areas of the free world. If the USSR is included, it would drop to fifth or sixth. Certainly, with Algeria and Libya barely scratched and with western Egypt and Morocco still un touched. it holds plenty of promise. (As this issue of Ethyl News went to press, it "flj announced that the Tunisian government had signed an agreement, calling for construction of a refinery near Sfax and granting exploration rights in the Tunisian Sahara.--The Editors)# Oil wear* many faces an the once-Dark Continent. Involved in the ever-growing industry there are people from American, European and African nations. ETC 29427 ETC 29428 r Proportioned with Precision New system blends gasoline stocks and additives with pinpoint accuracy Anew multi-component in-line blending sys tem for refineries--that can simultaneously blend an unlimited number of different gasoline stocks and additives in precise proportions--was announced in May by Ethyl Corporation. Developed by Ethyl, the system uses digital com puter techniques especially designed for the purpose. It can blend any combination of blending stocks and additives in any desired proportions. The new system represents a significant advance in in-line blending operations. It is simple to oper ate, provides pinpoint accuracy of final blends, and makes use of existing lines and tankage. Moreover, the system is highly flexible, permitting a change in blends at a moment's notice. In addition, it provides an automatic proportional cutback of all compo nents, if the flow of any one component is restricted. Ethyl developed the blending system as a service to the oil industry. The Company plans to make it available to refiners in the near future and to pro vide engineering assistance. Effects Savings In announcing the system, the Company pointed out that it makes possible substantial savings in capi ta! investments in blending tanks and in materials and operating costs. In in-line blending, the finished product can go directly into a pipeline or tanker and thus bypass storage tanks. Because of the flexibility of the new Ethyl system, h is not necessary to bring the component lines to one location or near the blending control center. The control valves and meters of the system can be "veral thousand feet away from the control center. Primary parts of the system are punch-type data cards, a card reader, master control unit, component control units, flow meters and control valves. Valves regulating the flow of each component are controlled by a signal from the central control station which in turn has been activated by an electrical impulse from meters in each component's line. Punch-Card Control When a blending operation is to be performed, a card is punched with coded information as to the required amount and composition of the blend. This card is inserted in the card reader. The master con trol is then turned on and blending starts. When the desired quantity of the blend is reached, the master control automatically stops all operations. The punched card is removed from the reader, and an other blend can be started quickly and easily simply by preparing and inserting another punched card. The new Ethyl system permits much greater accu racy of finished blends and greater flexibility of ophold to tighter product specifications, refiners may erations than ever before. By making it possible to be able to lower the volume and cost of expensive components going into a blend. Moreover, if at any time during the blending operation the flow of one component is reduced below the level called for, the system automatically cuts back the flow of all other components proportionately, rather than shutting down the blending operation entirely. Ethyl's multi-component system is to be installed at the Company's Houston manufacturing plant. When that installation is completed this fall, it will be available for inspection by refiners.# ETC 29429 5 s cj--"* Record numbers of motorboat trailers are . . Keels o: Starting from home, with boat in tow, trailer owners can head for any navigable waters. By Stanton P. Nickerson More nautically-minded motorists than ever before are enjoying life afloat this year. They belong to the rapidly increasing coterie who own boat trailers and therefore can reach nav igable waters almost as easily as shore residents. Such flexibility, once unknown in the boating world, is the chief advantage a trailer gives the man who has one. Without it, he would have to use conventional moorings and sail only where his boat could go under its own power. Depending only upon his interests or skills, the boat-trailer owner can go water skiing, troll where the big ones are biting best, dive for specimens of marine life or relax in the sun. The number and variety of diversions associated with boating--well known to those who enjoy the lift and surge of waves--are being extended even further. To some extent, boats on trailers behind auto 6 mobiles are lengthening the arcs of Ethyl Corpora tion's "Magic Circle" campaign to increase pleasure driving. Such trips can be extended to good boat ing waters, with more land mileage accumulated as well as enjoyment afloat. Deceptively simple in appearance, a typical boat trailer consists basically of a welded steel platform or cradle on which a boat rides. It is designed in A-frame, T-frame or other appropriate form for lightweight strength. A cradle-tilting device with built-in rollers helps expedite launchings and re loadings. So do winches. To avoid boat damage in transit, the better trail ers have protective padding, coil springs and shock absorbers. Other features include pneumatic tires, brakes, direction signals and wheels with roller bearings sealed against water. Lighter and smaller craft can be transported easily on trailers with two wheels, but four-wheel models are usually needed for heavier boats up to about 20 to 22 feet overall. Although boats exceeding 24 to 26 feet and weighing more than 5,000 pounds are seldom trailer passengers, owners of some heavy cruisers do succeed in becoming am phibious. They use de luxe trailers equipped with built-in hydraulic power lifts that lower and raise boats to and from the water mechanically. l Ret elu wit ma ow eq. nui ula tha 1 in has wel tun this pac I froi acc and boa Progress Evident Today's models are a far cry from the first boat "trailers" of yesteryear, which were merely car riages or wagons stripped down to their frames Boil able to I and wheels. They were used only for taking boats between winter storage sheds and the water. Trips seldom exceeded a few hundred yards. The automobile, however, added wheels to keels during the 1920's, when trailers especially designed and built to handle boats were introduced. After I Vslowly winning acceptance as they improved, their ETC 29430 Recent boat trailer innovations in clude lightweight models for use with compact and foreign cars. No matter what the boat or car type, owners find service stations well equipped to supply their needs. numbers increased along with the automotive pop ulation, until more factory-built types were in use than homemade ones. This trend is continuing. In response to the phenomenal public interest in boating during recent years, trailer companies have been doubling and redoubling production, as well as introducing new models with special fea tures. A sturdy, light-weight carrier is available this year, for example, for towing boats behind com pact cars. In the decade since 1949, trailer sales have jumped from less than 10,000 annually to 175,000 last year, according to the National Association of Engine and Boat Manufacturers. At the start of the 1960 boating season, there were 1,750,000 in use. Of the nation's six million owners of outboard motors, three out of four have trailers. This is largely because most craft using outboard power are light and therefore easy to transport. Some inboard types, however, also travel by trailer frequently. Only small sailboats normally move over roads. As most oilmen are aware, recreational power boating is becoming an increasingly important market for petroleum products. Some 39 million people spent leisure time afloat last year and in vested well over $2 billion to buy, operate and maintain pleasure boats of all kinds. Nearly half a billion gallons of gasoline were consumed by such craft in 1959, including some 136 million gallons by outboard motorboats and ETC 29431 Four-wheel trailers of added strength and size are used for larger and heavier types of boats. PUTTING KEELS ON WHEELS over 154 million gallons'by inboards. Proportionate amounts of oils, greases and related petroleum prod ucts were also used. Because the once dominant "marine white" gaso lines are no longer essential for the operation of modem marine engines, boat owners are depend ing more and more upon standard motor fuels. (See "More Power Afloat," Ethyl News, MarchApril 1956.) Motorists with boats in tow find it easy and convenient to stop at highway service stations en route to launching sites. They can fill their auto mobile tanks and buy gasoline for their marine engines at the same time. Lubrication, service and other needs can be handled too. Many dealers on approaches to waters frequented by trailer custom ers cater to boat owners. Record Season Ahead Judging by all 1960 barometers, such as record attendance at midwinter motor boat shows, stepped up production by engine and boat manufacturers, the construction of new waterfront marinas and yacht club membership growth, boating this season will outdo even its own recent doubling and re doubling in popularity. In the light of theses trends, trailer manufacturers expect an increase of 20 to 30 percent in sales by fall, with commensurate mobility and enjoyment for still more millions of people.# Ultimate destination for boat owners, of course, are the sparkling waters of rivers, lakes and seas. Trailers give them a wide choice. 8 ETC 294 American ingenuity is being used to dress up postal posts along rural roads throughout the country Thij wooden water keg mailbox enclosure is o refreshing sight in arid New Mexico. By Jack B. Kemmerer a lmost as common as automobiles and trucks along the roads and highways of rural Amer ica--and lots older historically--are mailboxes. At country crossroads, at the turn-offs of unpaved lanes, in farmhouse dooryards, and in many an other bucolic spot, individual depositories for the postman's letters and parcels dot the landscape. Nor are these stopping places along rural mail routes disappearing bits of Americana. In a recent year 155,639 additional families were added to rural mail delivery services by extension of existing routes or establishment of new ones. Now it takes some 31,000 carriers to deliver mail to the more than nine million families living on 1,615,994 miles of country roads. Like so many other things down on the farm, rural mailboxes "ain't what they used to be." As their number increases, so apparently does their elaborateness. Fancy boxes and decorative support ing posts have blossomed along hundreds of routes. Postal authorities attribute the trend, in part at least, to the fact that so many former city dwellers are moving further from town--with the advent of bet- 9 ETC 29433 3 .T*9 ter roads and constantly improving motorized trans portation. For several years after rural free delivery was first authorized on a trial basis by Congress in 1896, almost anything served as mailboxes--tin cans, cigar and soap boxes, and even upended pieces of drainage pipe and odd lengths of stove pipe. This free-for-all prompted the Post Office Department to establish standard requirements to which all rural mailboxes must conform. Sample boxes submitted by 16 different manufacturers have been approved, or if the rural resident prefers, he can construct his own--according to specifications available from the assistant postmaster general. Few objections have been raised by the govern ment to the rash of fancy mailboxes and posts, since most of them are merely housings and sup ports for regulation boxes. The pictures on these pages show a few of the samples of mailbox in genuity among the millions across the land. A touch of old New Orleans is seen in the iron grill work covering this Arkansas box. Displaced from the field by a tractor-driven model, this horse-drawn plow has found use as an unusual postal post ornament. 10 M. M. Reese, east of Parsons, Kan., used welded chain to form the family initial. ETC 29434 Reminiscent of the auto parade that has passed by, is this three-ring post W made of wire wheels r popular on the cars of the early 1930s. Welded in a raised position, this pump handle never gets tired of supporting a box alongside state highway No. 1, east of Sallisaw, Okla. Though the driver has lost his grip on the reins, the horses never run away with this mailbox-turned-prairiewagon. The red, white and blue figure of Uncle Sam is widely used as a mail box holder throughout the country. No matter what their embellishments, rural mailboxes are a daily stopping place for thousands of postmen. Here, a special right-hand-drive vehicle is used to aid the deliverer in "the swift completion of his appointed rounds." 11 ETC 29435 Outwardly, many cars appear to be identical, but when it comes to octane requirements ... There^s a Big Difference Of the millions of cars that drive up to service station pump islands every day lor gasoline, thousands appear to be identical. And yet, when it comes to octane requirement--the octane quality of gasoline necessary to prevent knocking--they vary quite widely. Even among new models there are differences. In some cases, a few of those that were designed OCTANE REQUIREMENTS i ALL CARS ON ROAD AT YEAR END [Trace] Knock 0 30 40 60 <0 100 12 to use premium can operate satisfactorily on regu lar. A number of the cars whose engines were built for regular require premium for best performance. On the average, the octane number required to satisfy the lowest 10 percent of the cars of a given model averages about eight octane numbers below the level required to satisfy 95 percent of them. This spread between the 10 and 95 per cent points was as low as 4.9 and as high as 13.4 units among the various 1958 models, one study showed. What causes the differences? Why should two seemingly identical engines have such different appetites for octane number? There are a number of reasons; some caused by slight unavoidable vari ations in engine manufacturing and others result ing from car use. Before discussing these reasons, it might be helpful to see how designers establish the octane requirements for engines. First, of course, they decide whether the engine is to be designed for premium or regular grade gasoline. This depends on whether it is for an "economy" car with lower compression ratio or for a more powerful, higher compression ratio use. They then take into consideration octane quality of gasolines available at service stations through out the country. With this information at hand, designers take maximum advantage of the octane number of the grade for which the engine is to be recommended. Pilot models of new engines are tested in the laboratory and on the road under all sorts of driv ing conditions. Minor adjustments are made to bring them into line with the quality of the fuel they are to use. A Co v are able can wal ture rais Tol t gine sligl rigit they unit The limi Com dep inert reqi. way dec abo thuj >ion inere temp ETC 29436 Small variations in engine manufacture can contribute to differences in octane requirements. ASSEMBLY OF ENGINES. Casting When the engines are in production and blocks are being cast, there are sometimes small, unavoid able shifts in positioning the pattern. These shifts can cause variations in the thickness of cylinder walls and in coolant passages. Localized tempera ture increases will most likely occur as a result, raising the octane requirement. Tolerances Despite the extreme preciseness with which en gine parts are machined and assembled, tolerances slightly in excess of the automobile industry's rigid standards sometimes occur. In rare cases, they can make compression ratios as much as 0.3 unit higher or 0.23 unit lower than the average. The difference in octane requirement between these limits is slightly more than two units. Carburetion Since it is known that a richer or leaner fuelair mixture affects knock, it would be expected that a minute variation in the size of carburetor jets also would influence octane requirement. Ac tually, however, the effect is negligible. During acceleration, where most knocking takes place, distribution of fuel to the various cylinders is uneven. The cylinder(s) which does knock is receiving a mixture of fuel and air which is prone to knock. If the mixture is richened at the carburetor, the knocking cylinder probably will become quiet, but the mixture in some other cylinder, previously too lean to knock, may be brought into the knock ing range. Thus, small adjustments to the car buretor to control knocking are usually ineffective and do little except reduce fuel economy. a Combustion chamber r r deposits can cause increases in octane y requirements in two i- woys--by reducing clearance space cbove pistons and ;c thus raising compres le sor! ratio, and by d. increasing operating temperatures. ;ie v- to id ETC 29437 Ignition Timing No single factor has more effect on octane re quirement than ignition timing, or spark advance. Spark advance is accommodated to the many speed and load combinations to which an engine is sub jected by two mechanisms in the distributor-- speed by the centrifugal advance and load by the vacuum-controlled advance. The two work co operatively. Assuming that the basic timing is set precisely where it should be, manufacturing tolerances call for the spark to arrive at cylinders on very exact schedule, accurate to thousandths of a second. When all of the complex mechanical elements in volved are considered, the possibility for slight mal function is enormous. In addition, despite extreme accuracy of fabrication that would do justice to a finely made watch, there occasionally are slight differences from unit to unit in the lobes of the distributor cam. These differences, minute as they are, will pro duce a variation in spark timing to individual cyl inders. Thus, when the spark timing in one cylinder is accurate, it is possible that some other cylinder is receiving its spark ahead of schedule. This can cause an increase in octane requirement, especially if the cylinder in question receives a fuel-air mix ture that is prone to knock. ENGINES IN USE The large majority of new cars, just purchased, require the grade of gasoline recommended by the manufacturer. There are some, however, for the reasons already mentioned, that are exceptions. As all new cars accumulate mileage, however, their octane requirement increases, rapidly at first, and then more slowly until it levels off. In some cars, this increase calls for premium instead of regular grade, and in others, super premium rather than premium. The reasons for the increases that occur in service are less complicated than those caused by slight, unavoidable assembly line variations. Deposits Combustion chamber deposits (often referred to as "carbon") accumulate in new engines. After a time--usually 3,000 tc 6,000 miles--they level off as older deposits break away and are expelled through the exhaust system as fast as new ones 14 form. These deposits can increase octane require ments by from four to ten numbers. They cause these increases in two ways. First, they raise the compression ratio by reducing the clearance space above pistons and thus cause the fuel-air mixture to be compressed more than when the engine was new. Secondly, because of their poor heat transfer characteristics, they reach a fairly high temperature themselves and interfere with the water jacket's ability to cool the combus tion chamber. The increased temperatures increase knocking tendencies. Variations in deposit accumulation are caused by the combination of gasoline and oil used and the type of driving to which the car is subjected. Since oil contributes more to the formation of deposits than gasoline, care in its selection is im portant. When it comes to driving, it has been found that low-speed, stop-and-go, intermittent driving builds up large quantities of relatively soft deposits. Higher speeds, on longer trips, produce smaller quantities of harder, smoother deposits which have less effect on octane requirement. Thus, two cars that may have identical octane requirements when new, may end up with quite different requirements because of the gasolineoil combination used and the type of driving under which their mileage was accumulated. 9943s Spark Advance As previously discussed, ignition timing can have a profound effect on octane requirement. How ever, care should be taken in retarding ignition timing to solve knocking complaints since a given change in timing has more effect on road-load fuel economy than on full-throttle power. Car manu facturers set spark advance to represent the best possible compromise between octane requirement and fuel economy. Much of a retard may there fore cost more in terms of cents per mile to the motorist because of poorer fuel economy than is warranted. Coolant Temperature In general, a temperature increase in any part of an engine contributes to an increase in octane requirement. The use of a thermostat that opens The selection of lubricating oil is an important factor in controlling deposit formation. at 180F. produces slightly higher octane require ment than one which opens at 160F. The differ ence, however, is not more than the day-to-day variation in knocking caused by changes in at mospheric temperature, pressure and humidity. Further, the use of low-temperature-opening ther mostats is not recommended since the small gain from a slightly lowered octane requirement is offset by associated disadvantages. In a cooler engine, there is more chance for oil to sludge, corrosion to occur, and a tendency toward poorer fuel econ omy because of poorer fuel distribution and higher crankcase oil viscosity. The latter increases engine friction and prevents the fuel from doing more use ful work. A glycol solution, used to prevent freezing of cooling system water in winter, reaches a higher temperature than water under a given set of condi tions and also may cause an increase in require ment of one or two octane numbers. This is one reason why draining it from the cooling system in warmer weather is recommended. IN CONCLUSION When all of the factors--both assembly line and operational--that can affect octane requirements are considered, it appears remarkable that varia tions are not much greater than they actually are. It is rare, however, when all or even most of the variables point in the same direction. In those cars where they do, there will be a much lower or higher octane requirement than is normally expected. It is hoped that this discussion will help explain why.# 15 i ETc 29439 How Much and How Good Ethyl supplies industry with timely information on motor fuel sales and quality NEW YORK, MAY 31 -- Gasoline on sale at service stations in May showed national weighted averages of 99.4 octane number (Research) for premium and 92.5 octane number (Research) for regular, according to the latest monthly survey of anti-knock quality compiled by Ethyl Corporation ... Informative articles starting like this attract wide reader interest as they appear regularly in oil pub lications throughout the country. Based on Ethyl's monthly Gasoline Quality Survey, they underscore the reliability, acceptance and value of the Survey and the Company's other unique market research services to the petroleum industry. Besides the Quality Survey, Ethyl's market re search services include two other monthly publica tions--a Report of U. S. Gasoline Sales by States and a Retail Gasoline Sales Bulletin. In addition, there are an Annual Review of Gasoline Quality, a Yearly Report of Gasoline Sales by States, special studies, and cooperation with the API Marketing Research Committee and with authors of technical papers and special articles. United States oil companies use Ethyl market re search services extensively as they concentrate on selling increased quantities of refined products. In Canada, too, oilmen find similar Ethyl Corporation of Canada publications especially helpful. Best known of the publications, perhaps, is the laboi up-tr ly us its r< elimi with T1 mote of pr basis ters. quali as a mont the r mom T) tane gaso) Yea A supp This data volat Tl road requi gasol figure ETC 29440 monthly Gasoline Quality Survey. Presenting data on more than 1,000 service station samples tested in Ethyl's five strategically-located gasoline testing laboratories, it is a timely authoritative report. Its up-to-date information in easy-to-read form is wide ly used in sales, manufacturing and research. And its ready availability enables many companies to eliminate some of their own laboratory testing-- with consequent savings in time and money. The Quality Survey reports the research and motor octane numbers and tetraethyl lead content of premium and regular grade gasoline on a national basis and individually for 57 major marketing cen ters. Current situations and trends in antiknock quality are clearly portrayed. For the United States as a whole, current figures are accompanied by monthly averages for the two previous years. For the marketing centers, present and preceding 12month data are given. The Survey also reports motor and research oc tane number and TEL content of super premium gasoline samples obtained in 27 cities. Yearly Compilation Supplied A yearly compilation of information is concisely supplied in the Annual Review of Gasoline Quality. This bound volume is packed full of comprehensive data on octane numbers, hydrocarbon composition, volatility and other characteristics. The Annual Review also discusses calculated road antiknock performance of gasolines and octane requirements of late model passenger cars. It reports gasoline quality trends in the United States, presents figures on gasoline in Canada, and includes year-end octane values in more than 20 foreign countries. A final section of the book lists annual values of octane number, sensitivity, vapor pressure and distillation back to the 1930s. With the national monthly thirst for motor gaso line nudging the 4.3 billion gallon mark, reliable reports of quantity as well as quality are essential. Ethyl's monthly Report of U. S. Gasoline Sales by States and the Monthly Retail Gasoline Sales Bulle tin--made possible by the willingness of individual oil companies to supply confidential sales data-- help fill this need. The Report of Sales by States--now including Alaska and Hawaii--has been published for more than 25 years. It is based on sales by refining com panies and is compiled by Ethyl from figures sup plied by the refiners. It is the only report that gives a breakdown of the motor gasoline market by grade and is the first report published on a given month's sales. A special section reports sales of aviation gas oline and turbine fuels for non-military uses. Helps Measure Performance Oil companies find the Monthly Report--and the Yearly Report of Gasoline Sales by States which compiles, summarizes and totals monthly figures-- particularly helpful in measuring their own sales performance against the overall picture. Ethyl started the Monthly Retail Gasoline Sales Bulletin three and a half years ago to help define segments of the gasoline market. The publica tion covers 117 concentrated markets across the United States--markets that include 68 percent of the population and which accounted for 85 percent of the population growth since 1950. Each Monthly Bulletin shows, for each area, gasoline gaUonage sales figures, the percent of pre mium, the number of retail gasoline outlets respon sible for the galionage and the number of oil com panies reporting. Comparisons with the year previous are shown on a single-month basis and cumulatively for the year to date as percent changes. Currently, figures are based on over 93,000 retail outlets. Combined, the unique Ethyl services provide re finers and marketers with detailed information on gasoline sales and quality. They are widely used by individual companies to compare their perform ance with industry averages and totals, to study trends, and to obtain an overall picture, as oilmen concentrate on marketing and sales analysis.# ETC 29441 17 I I i Earth-shaking developments--in politics, business, industry, science, medicine, government and everyday affairs--have resulted from . . . TREMENDOUS n By Frank L Remington Sir Isaac Newton saw an apple and formulated the theory of fall from a gravitation. tree, Archimedes stepped into a bathtub and, seeing the water overflow, cried "Eureka!" He knew he had discovered the principle of displacement. Galileo watched the swinging of a chandelier, and produced the pendulum. James Watt observed the bouncing lid of a tea kettle, and made the first steam engine. The pages of history are replete with such hap penings. Thomas A. Edison, for one, recognized their importance. In answer to a question about his attention to seemingly inconsequential details, he replied: "There is nothing in life so small that we can afford to overlook it. Today's most trivial event may shape the destiny of ten thousand to morrows." Edison realized that many earth-shaking events --in politics, business, industry, science, medicine, government and everyday affairs--had their origin in apparent trivialities. 18 In this presidential election year, it's timely to recall an occurrence of a century ago. At the Republican convention of 1860, it was a foregone conclusion that William H. Seward would be nominated for president. When the dele gates were ready to vote, however, the printer had not yet delivered the tally sheets. Confident of victory, the Seward forces agreed to adjourn until the next day. During the night, the opposition--previously scattered among various candidates--was rallied around one man. The following day, Abraham etc 29442 Li ha th Pr si i cl P: a! P it Ii 7 > h e d RIFLES I Lincoln was nominated on the fourth ballot. If it had not been for the slowness of a Chicago printer, the Great Emancipator might never have become president. In another case involving the government, a single comma cost United States taxpayers a stag gering amount of money. In copying the tariff act of June 6, 1872, a clerk changed a hyphen to a comma. The act, putting certain fruits on the customs free list, actu ally read: "Tropical fruit-plants, for the purpose of propagation or cultivation ..." The clerk made it read: "Tropical fruit, plants ..." Importers contended that under the law as pub lished, all tropical fruits were exempt from duty. The error was corrected by Congress about two years later, but not before the misplaced comma had cost about $3,000,000. If recognized, there are small incidents in almost eveiy life that might well burgeon into large results. An accident during Elihu Thomson's classroom demonstration of a simple electrical experiment wth a Levdon jar. which had been performed many times without incident, brought a new result. Two primary wires which came into contact, fused, and electric welding, a multi-million-dollar industrial process, was invented. One day Alfred Nobel noticed that nitroglycerin leaking from a damaged can hardened into a solid mass with the sand on which it fell. This chance observation led to the invention of dynamite. A man picked up a hairpin and absently twisted it between his fingers. Suddenly he realized he had something. And he did--the first paper clip. A Boston teacher watching his pupils drink from a common dipper hanging on the school pump wor ried that the youngsters might spread disease germs. He suggested that single-service cups could be fashioned by rolling paper into cornucopias. The paper drinking cup had been born. 19 b: 29443 ETC TREMENDOUS TRIFLES The far-reaching consequences of little things is nowhere more apparent than in the automotive industry. One night Charles E. Duryea, waiting to leave for the theatre, sat impatiently watching his wife spray herself with perfume. Suddenly he sat bolt upright. "Why can't gasoline be atomized into the cylinders of an automobile engine?" His wife's atomizer led to the development of the first prac tical carburetor. Rubber tires, too, are the result of a tremendous trifle. One day a piece of sulphur-treated rubber in advertently fell from Charles Goodyear's hand onto a hot stove. When he examined the rubber later, he found it hard and tough. With this hint to guide him, Goodyear developed the vulcanizing process which made automobile tires and myriad other rubber products a practical reality. Likewise, a French chemist's inadvertent clum siness brought about a great advance in automo tive safety. In his laboratory one day, Edouard Benedictus accidentally dropped a glass flask on the floor. When he stooped down to pick up the pieces, there were no pieces! Though the glass radi ated cracks, it remained intact. Then Dr. Benedictus remembered the flask had once held a liquid cellulose mixture. It had evap orated to form a film inside, preventing the glass from shattering. Some time later, when he witnessed an auto mobile accident in which several passengers were cut by flying glass, the chemist recalled the incident. Dashing off to his laboratory, he developed the first piece of laminated glass by spreading the transparent cellulose-like material between two sheets of glass. It was the forerunner of modern safety glass. bers of advances in medical science. At this mo ment a clue to controlling cancer may be staring at a medical student from the pages of an elementary biology textbook. Or perhaps the solution to the problem of hypertension may come from a chance conversation. It has happened before. The brilliant Dr. Edward Jenner once heard a milkmaid remark: "I cannot take smallpox be cause I have had the cowpox." From that slight hint, Jenner developed the vaccine that renders the human body immune to smallpox. Another great medical advance resulted from Wilhelm Roentgen's careless tossing of a key atop an undeveloped photographic plate covered with black paper. Then he happened to turn on a cathode tube with which he was experimenting. When a laboratory assistant later developed the plate and it came to Roentgen, he saw an outline of the key on the negative. The rays of the cathode tube had miraculously penetrated the black paper and led to Roentgen's building the first X-ray machine. Trifling incidents with tremendous potential oc cur constantly. But not everyone recognizes their significance. As Louis Pasteur once remarked. " . . . chance favors only the minds which are prepared."# & N D" tnotori hired r drove. The of the combir ends o In c "mode time, t side tir Mos dusterpa am some j ith si 20 ETC 29444 New Cars with the Old Look ^productions of early models are an increasingly popular automotive novelty Drivers with a yen are happy with the for transportation novelty latest oS-beat cars. These lotorists are the proud owners of newly manufac- ired reproductions of automobiles that grandfather rove. The "new cars with the old look" are hybrids f the highways--in a class by themselves. They ambine the colorful and the practical from both ads of the automotive spectrum. In design, they appeal to motorists who prefer modem antiques" to authentic old cars. At the same me, they eliminate such ordeals as cranking, road- ide tire patching and getting out and getting under. Most new versions of automobiles familiar to the uster-and-goggles set of yesteryear generate nostal- ia and attract attention wherever they go. Despite ame modifications, they retain buggy-like bodies ith surrey tops, curved dashboards, tiller steering, bulb horns, chain drives, bicycle-type tires and brass trimmings. Modem equipment and accessories have been added inconspicuously for comfort and safety. Among these conveniences are self starters, four wheel brakes, sealed beam headlights, automatic windshield wipers, direction signals, 12-volt electri cal systems and foam rubber upholstery with plas tic coverings. Some of these and other features are required for licensed highway operation and to meet insurance standards. Old car reproductions are manufactured in the same size and somewhat smaller than originals, but most copies are faithful in scale and proportions. Makers of standard autos seldom permit replica companies to use the names of cars still in regular production. Ford and Rambler are exceptions. Like their predecessors of the early 1900's, none 21 of the reproductions are capable of breakneck speeds. Few of them can go faster than 30 to 35 miles an hour, with a slower pace much more com mon. Engines, usually one to four cylinders, seldom exceed six to eight horsepower. Such limitations re sult in gasoline economy that ranges from 40 to over 75 miles per gallon. Appeal to Esoteric Motorists There are no accurate records of the number and kind of people who own old car replicas, but esti mates range from about 2,500 to more than 4,000. Substantial increases are anticipated. Most owners apparently are esoteric motorists with unorthodox preferences. The novelty car population is concen trated in Florida, California, urban centers else where and at resorts. Nearly 300 units of one make were sold in New York City alone last year. A good many of the current old timers are driven purely for casual or exhibitionist enjoyment. Prac tical uses, however, are growing. Housewives find them handy for errands. The teenager with one at his disposal has a guarantee of social popularity. Less conservative businessmen drive their modem antiques to golf courses and resorts. Because they are so conspicuous, brightly painted 22 and placarded old car reproductions are being oper ated as commercial vehicles and as sales promotion tools. Television, moving picture and theatrical en tertainers own and drive them for publicity pur poses. Political candidates are barnstorming and speaking from them during this year's campaigns. This diversified and somewhat bizarre use pattern is a far cry from the modest beginnings of old car replica building on a commercial scale. Although it is hard to pinpoint the first model marketed, it is known that the business began experimentally only about a dozen years ago. It has burgeoned into a success on a wave of buyer enthusiasm. Now some 250 reproductions are being turned out by manu facturers monthly. The principal replica firms use catchy slogans and streamlined promotion techniques to help boost sales. The pioneering Starts Manufacturing Com pany and the American Air Products Company, both of Ft. Lauderdale, Fla., advertise their "Rolismobile" and "Merry '01" as "The car with the backward look." A similar note is struck by the Dyer Products Company of Canton, Ohio, and Old Time Autos. Ltd., New York, in describing their "Surrey '03 as "The car with the bashful look." ETC 29446 * in m r M ise of their eye-catching qualities, new models of auive old timers are gaining popularity as effective props h sales promotion (left) and political campaigns (above). At the same time, they are being promoted for more practical uses too. This housewife finds hers handy for shopping and other family errands. Brochures for the Swift Manufacturing Com pany's Roadster, Cat and Utility models produced in San Diego, Cal., point happily to the speed and simplicity of making repairs. Milwaukee's Banner Welder Company, manufacturer of the "Banner Boy Buckboard," is proud of a mechanism designed to operate as "the equivalent of an automatic trans mission." With an eye on the do-it-yourself enthusiast, some outlets are offering old car reproductions in kit form as well as in ready-to-drive condition. Prices are lower, of course, when the customer assembles the car himself. Cost up to $1,500 The "Surrey '03," for example, costs $1,384 complete, but is available for $995 in sections and parts. In general, most old car replicas sell, in one form or the other, for prices ranging up to around $1,500. As with standard cars, there are extra charges for certain accessories and fittings. Most manufacturers are undaunted by the achieve ments of Detroit's automotive giants. One even cites his car for "luxurious riding comfort, thrilling sport or lightweight economy." He's finding plenty of takers. # ;? Admittedly no competition for Detroit's prolific as sembly lines, old car reproduction plants hand-build units at a current rate of about 250 a month. 23 ETC 29447 Self-Starting Test Engine Puts in Longer Work Day A test engine with a brain--or at least enough know-how to start spontaneously early each morning--has been built by an Ethyl Corporation dynamometer operator foreman. Promptly at 7:15 a.m., the CFR knock-rating engine turns itself on at the Ethyl Research Laboratories in Detroit. An hour later, it is all warmed up and ready to begin testing gasoline samples. The engine's effective working day was extended a full hour by combining ingenuity and mechanical appliances. The latter include a timer, several switches, a solenoid and a few other fairly inex pensive devices. Safety hasn't been forgotten either. If anything goes wrong, the engine shuts itself off promptly. So if it is motored and doesn't start, gasoline is not pumped through the fuel system. If the cooling water supply fails, the engine stops to avoid over heating. And if the belt to the dynamometer breaks, again it stops to prevent running away at no load. These safety precautions permit unattended op eration of the engine during lunch periods, further extending its work day. If all that isn't enough, the engine also knows enough not to start up on Sat urdays and Sundays.# New Drum Unloading System Is Faster, Safer, More Flexible Anew system pounds from for unloading antiknock 55-gallon drums into com weigh tanks at oil refineries has been designed by Ethyl Corporation. The system features faster unload ings, more accessible controls, more operating flex ibility, easier drum handling and greater safety. In the improved set-up, all valves for controlling drum unloading operations are concentrated in a small area on the drum platform. This enhances safety since the operator does not have to leave the platform to open and close valves. A new manifold also makes possible a more continuous operation. Two additional drums can be rolled up to each standpipe location and made ready for unloading while drums on the line are being emptied. By simply moving the swing line from one drum to another, the unloading can be continued without delay. After the switch is made, the empty drum is closed and replaced with anoth 24 er full drum and the unloading sequence continues. Operational flexibility is improved since a drum may be gasoline-washed as soon as it has been emptied. This does not interfere with the unloading of the two drums at the other standpipe locations, s A chassis dynamometer, complete with instruments, is one feature of the new servicenter. The equipment is used for indoor evaluation of motor vehicle performance. Donald S. Flynn (right). Ethyl's Central region manager, discusses TEL concentrations in gasoline with a visitor at the center. Among the opening-day displays was one exhibiting samples of Ethyl's growing list of products. Showcase for Services new Ethyl Corporation servicenter A that provides a fully-equipped and con venient downtown headquarters for meetings, also is equipped with movie and slide film pro jection facilities and a darkroom for on-thespot developing of photographs taken there. displays and demonstrations of interest to the The servicenter is not intended solely for the petroleum and automotive industries was open presentation of Ethyl shows and exhibits. Oil ed in Chicago late in May. companies have been invited to use the facilities A feature of the center is a chassis dyna for their own meetings and for joint presenta mometer setup. This equipment permits the in tions with Ethyl. door evaluation of motor vehicle performance The new Chicago unit is the third of its kind. der simulated driving conditions. The center Others are in New York and Los Angeles. ETC 29449 I top. "Jupiter Pool" at San Simeon Castle (now open to the public!, built by the late William Randolph Hearst. bottom left: Sequoia National Park, nature at its most magnificent. bottom middle: the historic ghost town of Calico, in the Mojave Desert near Barstow. bottom right: the remarkably beautiful and impressive San Diego Mission. This is what Magic Circles are made of--everywhere. If you didn't recog nize this Magic Circle--it's the one around 'saiaSuy scrj Have you made a Magic Circle Trip lately? What is a Magic Circle trip? It's you and your family on a fun-filled drive into the exciting countryside that surrounds you, wherever you live. A drive that has something for everyone in the family ... fishing, boating, swimming... picnic areas... historic sites... scenery. Magic Circle trips are family fun at its best. And with today's new roads, driving is easier than ever. Just take your family and go. And right now, see if you can guess where this Magic Circle is. You'll find all the clues you need in the pictures and the map. ETHYL COROPRATION New York 17. New York The Matte Circle adrertisements are pub lished by Ethyl Carp, to help you tel moreenjoymeiil out ojyour ear. Ethyl makes addiltres used by oil companies ereryu here, to improre their tasolines and your dricint pleasure. ETC 29450 ETHYL ETHYL NEWS THE COVER: Scenic wonders like Colorado's Balanced Rock in the Garden of the Gods await drivers using their cars for more pleasure trips. How Ethyl is promot ing Magic Circle motoring in newspaper feature articles is described in "Continue On," beginning on page 1. CREDITS: Art direction by Carsten Gronde. PHOTOGRAPHS: poge 2 (top), Stondord Oil Co. (N. J.); (bottom left), Florida State News Bureau; (boftom right), Cranbrook Institutions; page 3 (bottom left) and poge 4 (bot tom), Greenfield Villoge; page 3 (bottom right]. New Mexico State Tourist Bureau; poge * (top), Florida State News Bureou; poges 8-U, Gulf Oil Corporation; page 17 (fop), the Ohver Corporation; poge )9 (fop), The Bettmaan Archive; page 20 (bottom left) Fronk L Remington,- (bot tom right), New York Central Roilrood; poge 21 (top left), U. S. Novy; (top right), British Information Services; page 23 (right), W. Bode. JULY-AU6UST 1960 CONTINUE ON................................................................. Newspaper articles promote Magic Circle trips 1 TAKING THE FOG OUT OF WRITING .... Ethyl scientists develop more readable style 5 FROM SIDELINE TO SUCCESS .... Fifty years of progress for a veteran jobber WHICH VOTER ARE YOU? . . . Cartoon reminders of election day 8 12 DEAR MR. JONES.......................... Gasoline taxes are at o record high 14 NEWS BRIEFS.......................... An award and a promotion 17 WHAT TIME IS IT? ... . That depends on where you are 18 DRILLER OF DESTINY.................................................... Last Spindletop crewman remembers famous gusher 22 ETHYL NEWS is published by Ethyl Corporation, 100 Pork Avenue, New York 17, N. Y. manufacturer of "Ethyl'' antiknock compounds and other additives used by oil companies to improve the quality of petroleum products. B. 6. Turner, President William R. Perdue, Jr., Vice President ond Treasurer Herbert A. Savoge, Secretary Richord F. Cook, Editor, ETHYL NEWS Stanton P. Nickerson, Associate Editor ETHYL NEWS welcomes orticles submitted from outside sources. Opinions expressed in signed articles are the authors'. Upon request, permission to reprint motertol oppearing In ETHYL NEWS will be granted. ETC 29452 li&S $ssi i-T ftr Continue On to lesser known points of interest off the beaten track By Stanton P. Nickerson UXTot many people know about the beautiful IN drive along the lava rim of Grand Mesa i where, looking north across to Battlement Moun tain, you get the breathtaking effect of a gorge reminiscent of the Grand Canyon. By all means con tinue on to Colorado National Monument, where Mops with sketches of principal features in area Magic Circles help attract motorists. nature wielded a generous red paintbrush to cover a wonderland of eroded sandstone formations . . . an amazing paved road loops through the park, via tunnels, to show off the flaming monoliths and ramparts to best advantage." Thanks to travel tips like these, being sponsored by Ethyl Corporation, motorists everywhere are enjoying weekend and vacation tours more fully. Guidance on where to go and what to look for comes from Magic Circle articles written about attractions in various parts of the country. Published in leading newspapers, they are the backbone of Ethyl's travel clinics--part of the Company's na tional campaign to increase pleasure driving. Fun and Adventure Other clinic projects with similar objectives in clude "Personal Program Service" scripts contain ing suggestions for recreational trips by car. Mail ings go regularly to 393 radio commentators throughout the country whose audiences are largely women. A color film, "Magic Circle, U.S.A.," has just been completed in Hollywood for theater and television showings. It emphasizes how much fun and adventure a typical family can have when ex ploring by automobile. As the principal part of Ethyl's editorial travel 1 ETC 29453 CONTINUE ON promotion, newspaper features are appearing cur rently in 182 Sunday papers in principal cities and in 300 smaller city dailies and county seat weeklies. A service to the motoring public, the articles are being carried by nearly twice as many newspapers this year as in 1959. Maps showing points of inter est in area Magic Circles help attract and inform thousands of readers. Magic Circles Everywhere In planning trips, ear owners can get expert help from oil company touring service offices. In addition to describing man-made and natural wonders of such sections as the Rockies (see cover, Ethyl News, this issue) New England, the deep South and Mid-America's heartland, clinic feature articles stress the point that everyone's home city ii or town has its own Magic Circle. People are urged to get behind their wheels for day, weekend or more extended trips and visit scenic, cultural, historic, recreational or other landmarks easily reached by following back roads as well as main highways. Car owners responding to these travel articles i find that their automobiles are giving them far more service when pleasure trips are added to such ;i i The public can now visit this Palm Beach mansion, built in 1902 by Henry M. Flagler, Florida railroad magnate. Paintings ond sculpture at the Cranbrook Acodemy of Arts appeal to thousands of people visiting Detroit. 2 ETC 29454 I routine uses as going to the store, taking young sters to playgrounds and similar everyday driving. ' From the oil industry's standpoint, increases in recreational outings bring customers to service sta- | .tions more often, with commensurate gains in the sale of gasoline, lubricants and TBA items. First-hand knowledge of all parts of the country, coupled with expert understanding of automotive travel and close working relationships with news papers are platforms supporting the travel clinics' national success. Every effort is made to give read ers of Magic Circle articles the latest, most timely and appealing hints about the limitless attractions waiting for them within easy driving distances. Credit for much of what is being accomplished belongs to the editor of Magic Circle feature pre sentations. He is Edward A. Collier, public relations expert with Young & Rubicam, Inc., the New York advertising agency which handles Ethyl's account. Magic Circle editorial efforts have been under his direction since 1957. Few writers in his field can equal Mr. Collier's qualifications. Aside from Alaska and Hawaii, he has traveled extensively throughout all other states during the past 19 years, initially on behalf of the American Hotel Association. His guidebooks on what the motoring public wants are considered authoritative. Last fall his latest volume was pub lished by Dodd Mead & Company--"Travel the Magic Circle"--describing 34 particularly worth while trips by car. Of all characteristics of the Ethyl-sponsored travel features for newspapers, none are more im portant than their authenticity. Every story written is based upon the personal experience of Mr. Collier and the research of his colleagues. They are on the road continually. Supplementary facts are provided occasionally by such reliable sources as state tour bureaus and highway departments. Careful with Details The Young & Rubicam staff members have little difficulty in spotting misleading, distorted or ex aggerated material sometimes foisted upon less ex perienced editors and writers. They are wary of such terms as "the largest," "the tallest," "the old- f i i ;i 1 t Steam pocket days live again for tourists driving to t ploces like Greenfield Village at Dearborn, Mich. Southwestern Magic Circles include picturesque adobe buildings of primitive Indian and Spanish origin. ! ETC 29455 CONTINUE ON I est" and similar unverified superlatives. Details are always checked carefully, such as the two-word spell ing of "Cow Town" for the rebuilt part of early Wichita, Kans., a new civic restoration project. This first-hand and authoritative approach as sures public confidence, extends reader acceptance and earns the respect of editors. Insistence upon accuracy and completeness in reporting has required Mr. Collier and his researchers to drive some 54,000 miles since January. Additional travel will boost their exploratory tours beyond the 100,000-mile mark by the end of the year. Fact-finding and writing are coordinated with all field trips. Articles are always cleared through Mr. Collier for final editing before their distribu tion to newspapers. Two outstanding artists prepare illustrated maps to accompany all stories, showing routes and points of interest in each Magic Circle. Non-commercial Attractions !! Particular efforts are made to emphasize non commercial attractions in all tours featured, and to call attention to points of interest frequently Lighthouses guarding coastal hazards are among the fascinating landmarks awaiting motorists. missed by uninformed drivers. The Los Angeles circle, for example, includes such unheralded at tractions as the estate of William S. Hart, famous More people than ever are seeing such national shrines as Independence Hall in Philadelphia. cowboy star of silent film days, now open to the public as a state park. Early reports of tourist traffic this summer show s increases, especially to lesser-known and off-the- main-road national and state parks, national monu ments and historic sites. A supplementary trend is ! b; a gain in those who drive to more than one park. i re With the Civil War's centennial beginning next 1 fl year, battlefields and other sites associated with the it, conflict are drawing large historically-minded st crowds. Other shore, mountain and lake country tf attractions, enjoyable at little or no cost, are experi 0 encing similar popularity. Ethyl believes that some measure of this growing fl interest in the nation's scenic, recreational and his torical heritage stems from the appeal of Magic Circle travel promotion efforts. As a whole, Ethyl's Magic Circle campaign has an enormous potential impact. If the nation's motor ists drive only 30 more miles a month, for example, the average service station will sell 7,000 more gal lons of gasoline during 1960. This would mean a total gain in annual consumption of some 1.4 billion II e S v n c c gallons.# ETC 29456 Taking the Fog Out of Writing n h ie 'g 'ri nd tly les atous the iow themu,d is k. next i the nded rntry peri- twing J hisMagic m has notoramp'e. re galnean a billion Simpler and clearer style improves readability of Ethyl technical papers echnical reports that "read good--like a re Tport should" are written regularly these days by engineers and chemists at Ethyl Corporation's research laboratories in Detroit. The reports owe their readability to short simple sentences, a lim ited number of multisyllable words and a dear style. Both the authors and their supervisors agree that the writing is much better than it was a couple of years ago. What's responsible for the new look in technical reports? The improvement--more noticeable all the time --can be traced directly to a course in clear writ ing conducted at the Laboratories in 1958 by Rob ert Gunning. Mr. Gunning is an ex-newspaperman. Since 1944 he has been a readability consultant, working with newspapers, popular and technical magazines, business and industry. His clients in clude The Wall Street Journal, United Press, Scripps-Howard newspapers, Newsweek, The New York Times, Chemical and Engineering News, General Motors, Esso Research and Engineering, and the B&O Railroad. At the Ethyl Laboratories, the course was of fered to everyone who did a considerable amount of writing. Some 232 employees attended the series of six 1 Vi-hour seminars. More than half of them also participated in 45-minute private consulting sessions to iron out personal writing problems. Six Seminars Held Subjects of the six seminars were: (1) Ten Ways to Improve Technical Writing; (2) How Readable Is Ethyl Writing?; (3) How to Organize Technical Reports and Letters; (4) How to Build a Fog-Free Vocabulary; (5) Workshop Session in Clear Writ ing; and (6) Developing a Clear Personal Style. Basis of the instruction was a "Fog Index," de veloped by Mr. Gunning to measure writing com plexity on the basis of sentence length and syllable count. He also uses a set of principles for clear writing which he considers helpful guides rather 5 TC 29457 TAKING THE FOG OUT OF WRITING than rigid rules. Specimens of the "students" own writing were used to show where these guides ap plied and how they could be used effectively. The Fog Index measures two things: (1) whether sentences are so long they discourage or derail the reader; and (2) whether the mixture of long, com plex or abstract words is too rich for the reader to digest. Indirectly, it also helps writers follow other precepts of clear writing. These include the use of simple, direct sentences; elimination of unneeded words; and the use of active verbs. Most of all, it encourages writers to write the way they talk-- briefly and with vigor. Formula for Fog Index In preparing his yardstick, Mr. Gunning studies a 100-word sample of an author's text. The num ber of words in each sentence is counted, and aver age sentence length noted. So is the number of words with three or more syllables. Other factors like verb tenses, proper names and necessary tech nical terms are also considered. Then, after evalu ating his findings mathematically, Mr. Gunning converts the results into a Fog Index. Collectively, the principal characteristics of writ ing as determined by Mr. Gunning's method show the number of years of schooling needed to under stand clearly what an author is trying to say. The easy reading range (6-10) corresponds to a sixth through tenth grade education and includes most popular magazines. Eleven and 12 are classed as medium range, while 13-17 (college freshman through college graduate) are considered difficult. Reader's Digest, with a circulation of more than 12 million, has a Fog Index of nine. "Before" and "after" samplings taken recently of the writing of engineers and chemists at the Ethyl Laboratories tell an encouraging story. The beforetraining Fog Index of the chemists averaged a very difficult 17.9. After they had taken the course and had time to put the principles into practice, it was down to a high-school-senior level of 12.7. The index of the eight engineers used in the evaluation averaged 16.2 before training, with three above 17. After training, they averaged 11.6, and all but one were writing below the 13 level. Then a control sample of engineers and chemists who had not taken the Gunning course was evalu ated. It showed no improvement in writing read ability without training. In fact, the group's index rose from 17.2 to 17.7. The Research Laboratories' management natu rally is pleased with the results of the writing im provement course. They feel that its success is a READABILITY OF PROGRESS REPORTS 8 RESEARCH ENGINEERS } FOG INDEX Before taking the seminars, most of Ethyl's research men were writing at a level understandable only by college graduates. This chart shows how the scientists' reports improved in readability--reaching high school intelligence. 6 ETC 29458 Although It U recognised that the question of soap content versus lubricating efficiency is a contro versial subject in the grease industry, it is believed that the long record of eminently satisfactory lubrication performance, frequently under adverse conditions where no other grease was adequate, is sufficient evidence ft. that high soap content is not ^detriment insofar an barium greases are concerned. Further, it is tett that a comparison between different types of greases solely upon the basis of soap content is rather a point- lass argument unless proper cognisance is taken of the differences in the molecular weights of the bases, of the ultimate effectiveness of the greases in lubricating bearing surfaces under service conditions, and of the various factors of composition that radically modify the oil-thickening action of the different soaps. Wndt The grease industry has long debated the effect of soap content on lubricating efficiency. Still, a long record of highly approved performance should show high soap content is no drawback in barium greases. Often they have succeeded where other greases failed. Comparing greases by soap content is rather tL pointless anyway unless such questions as these are answered: How do molecular weights of their bases differ? How well does the grease lubricate in bearing surfaces in service? What else in the grease might alter the oil-thickening action of the soaps? p/ At Mr. Gunning's notations show, a message can be conveyed much more effectively when it has a Fog Index of 9 than with a cumbersome rating of 17 plus. tribute not only to Mr. Gunning's methods and ability but also to the trainees' willingness to accept new ideas and apply them. They have an explanation, too, for the chemists' slightly higher Fog Index--both before and after training. The reason is the lack of simple synonyms for many chemical names and terms. This means that the number of polysyllable words can be re duced only so far. To compete successfully in Fog Index, the averaSe chemist would have to limit himself almost exclusively to brief, telegraphic sentences. These, of course, would be undesirable in most cases. The Ethyl Laboratories' finding that writing ex perience -- without training -- raises' Fog Indices rather than lowering them was consistent with Mr. Gunning's earlier surveys. There is a usual tendency for writing complexity to increase over the years, he has found. This was as true with a noted po litical columnist whose writing was analyzed as with Ethyl engineers and chemists. Over a period of five years, the columnist's average sentence length increased 40 percent, with resulting damage to clarity, a Gunning study revealed. Since improvement would not have come by itself, but has come because of the instruction, the Ethyl Laboratories' management is especially pleased with the course. Now the findings of Ethyl research will be more valuable than ever--pre sented in an attractive readable style.# 7 ETc 29459 From s the thousands of oilmen marketing petro aleum products, none are more aware of their business progress than veterans with pioneering experience in the industry's early days. > - One of these is Arthur O. Putnam, of Houlton, a senior distributor for Gulf Oil products. . Fifty years have passed since Mr. Putnam first bejian selling gasoline at a hardware store in northern Maine. Today his regional network of service sta tic and bulk plants supplies touring motorists, lo- residents, truckers, farmers, fishermen and others in the upper tiers of the Pine Tree State, ^lifetime resident of his community, Mr. Putis a founder, general manager and treasurer the Putnam Brothers Company. In recognition of his service, he was honored recently when Gulf officials presented him with a gold plaque for If century as an independent distributor. iugh his accomplishments are unique in ny respects, Mr. Putnam's experience in the oil business also parallels much of the industry's mar keting history. Starting with oil products as a side- ik business grew with the automotive era. This hand-cranked gasoline pump is still in use on the Putnam farm. 2946q Sideline to Success Growth of Maine distributor's business since 1910 reflects oil industry history Today, like other independent businessmen in oil distribution and retailing, he is responsible for much of the efficient service, courtesy and conveni ences provided for the motoring public, farmers, householders and other oil consumers in his part of the country. He and his firm are practical ambas sadors for the oil industry in dealing personally with consumers. From Kerosene to Avgas The Putnam Brothers Company is now dispens ing nearly nine million gallons of petroleum prod ucts annually, ranging from kerosene and greases to motor and aviation gasolines. Its seventy service stations and 16 bulk plants are strategically lo cated for maximum convenience, efficiency and business growth potentials in an area of some 20,000 square miles. A 14-unit tank truck fleet handles product distribution. The Putnam Brothers Company has grown up with the automobile and its fuel requirements, has lived close to farm mechanization and the truck ing business and has kept pace with aviation. When the firm began selling Gulf products in 1910, the venture was merely a sideline for brothers Arthur and Fred. They were then running a hard ware store in Houlton, a thriving community on the threshold of Maine's Aroostook County po tato acreage. Convinced that the automobile would mean new business for them, the pioneering mer chants added 55-gallon drums of gasoline to their stock, as well as oils, kerosene and axle grease. The novel sound of drums being rolled across the pine flooring of their store was soon followed by the welcome chug of horseless carriages with fuel tanks to be filled. Other customers included a few farmers with tractors and housewives who bought kerosene for lamps. As the automobile population of Houlton and nearby communities rose, the Putnam Brothers Company naturally experienced larger demands for gasoline. Bulk storage tanks were built in 1912, One of Mr. Putnam's business practices is to consult frequently with operators of his outlets in northern Maine. Like this one at Presque Island, Putnam service stations are modern, located ad vantageously and offer complete lines of Gulf products. 9 ETC 29461 A FROM SIDELINE TO SUCCESS 1 L In honoring Mr. Putnam (right center) for his half century as an independent distributor. Gulf Oil officials presented him with a gold plaque. Those taking part in the ceremonies at Pittsburgh recently included his son Otis; Gulf Vice Presidents J. L. Lenker and R. A. Hunter; A. A. Stambaugh, Boston division sales manager; W. R. Cleary, sales representative, and Humphrey Flemington, office manager for Putnam Brothers Company. supplied by railroad tank cars. Not content, how ever, to wait for paths to be beaten to their door, the brothers bought an 800-gallon horse-drawn tank wagon to serve scattered customers better, es pecially those on outlying farms. Before long, horses were retired and tank wag ons became tank trucks. Pumps at the store moved out to the curb and underground storage tanks re placed gasoline drums. In 1924, when the hardware business was sold, the brothers turned their full attention to extending their burgeoning oil sales. The late 1920`s saw new Putnam service sta tions built and bulk storage added throughout Maine's northern sectors. Lumber companies be came important customers, with Putnam trucks grinding deep into rugged, sometimes snow-cov ered stands of pine, white oak and hemlock to bring gasoline, oil and lubricants for logging equipment. Not even the depression of the 1930's slowed their expansion. In addition to increasing numbers of motorists, customers buying gasoline and other petroleum products included thirsty Americans heading for Canadian taverns to escape prohibi tion's boundaries. The Putnams followed this traf fic by extending service stations and bulk tanks across the maritime provinces of Canada. These outlets were sold to British American Oil in 1935. Unhampered expansion was impossible during World War II, of course, but business continued briskly as the company consolidated its position. 10 Senior partner Fred Putnam retired in 1945, but other Putnams assumed his responsibilities and concentrated on preparations to meet post-war needs. Growth reached a peak between 1951 and 1957, when 20 new service stations were built. Still-active founder-brother Arthur Putnam, now 78, is the company's longest-service member and one of its most tireless workers. After an early breakfast, he is at his desk by 7:30, consulting during the day with sons A. Otis Putnam, Jr., presi dent of the company, and Mellen P. Putnam, a director, and others of the 35-man office staff. Long Experience Valuable His knowledge and understanding, gained by long experience, is being applied effectively to new' and recurring problems. Servicing planes flying hunters to Maine's big game territory, for example, is a recent and still growing source of income. A business administration graduate of Maine's Bowdoin College in the class of 1906, Mr. Putnam developed an early belief in close working relation ships between management and employees. Fre quent trips take him deep into Putnam Brothers territory. Those who know the sprightly New Eng lander well point out how his enthusiasm for the oil business rubs off on all his company's personnel. Zestful participation like this is doing much to give an auspicious lift to the start of his second half century.# etc 29462 4 B A tireless worker, the veteran Maine distributor is at his desk in Houlton by 7:30 every morning. A 14-unit tank truck fleet brings gasoline from Putnam Brothers bulk plants to the company's 70 service stations. Brothers Arthur and Fred Putnam recall Canadian ex pansion by scanning newspaper headlines of 1933. Brisk walks between his ancestral home and his office are how Mr. Putnam starts and ends each busy day. Younger men of proven ability are put in charge of Putnam service stations to help the business grow. ETC 29463 i i i Which 1 I i 1 Voter Are You? . i Ti he conventions are over; the candi dates nominated; the issues drawn. Be tween now and November 8, the American voter will be wooed, cajoled, persuaded and urged to vote--preferably the way the candi j dates and parties think he should--but at least to vote. The reminder will go out by newspaper, magazine, radio, television, pub lic declaration--by every means possible. -3 Election Day 1960 gives America an op i portunity to demonstrate to the world that it practices widely the democracy it pro claims., It gives more than 100 million citi zens a chance to have an active voice in the affairs of their communities, states and the nation. Unfortunately, however, as our artist has i suggested on these pages, experience shows that American voters come in assorted sizes, shapes, varieties and frames of mind. 3 In the next few weeks, you'll have plenty of time to formulate your answer to a very 1 important question: WHICH VOTER ARE YOU? I j I I1 i Tf I i <5=j CD c=J FORGETFUL FRANK--Remembers the special day all right, but plum forgets what it's for. PUZZLED PETE--Here it is time to vote and he doesn't know candidates or understand issues. M APATHETIC AL--Doesn't tare; doesn't think his find "one little vote" is important. nr: doesn'l SPOILER SAM--Invalidates ballot through error; never learned how to mark it correctly. EXEMPLARY ED--Public-spirited citizen No. 1; votes promptly and intelligently; reminds friends and neigh bors to do the same. ETC 29465 Dear Mr. Jones -pci:r,,\~;on how 209 East Cedar Road Evergreen, Conn. August 18, I960 Ethyl Corporation 100 park Avenue New York 17, New York Gentlemens As a high school driver training instructor vixo is looking forward to a new term this fall, I would appreciate it if you will kindly supply me with seme information about gasoline prices. T-hile it isn't a prescribed part of our course, the subject came up for discussion with in creasing frequency last year. My students hear their parents talk about how much gasoline costs to run the family car and as new drivers with limited amounts of spending money, they also come to know this from per sonal experience. I, myself, am under the iirpression that gasoline does cost more than it used to, so an explana tion of gasoline prices would be helpful to me as well as to ny students. Yovrs very truly. Richard F. Jones ETC 29466 ETHYL CORPORATION lOO PARK AVENUE BUILDING AT 41er STREET Mr. Richard F. Jones 209 East Cedar Road Evergreen, Connecticut KEW YORK 17, N. Y. August 19, 1960 Dear Mr. Jones: Unfortunately, you and your students are not alone in think ing that gasoline prices are up. There are lots of other people who think the same thing. What they don't know is that in 1960 gasoline has been selling for less than a half cent a gallon more than it was 10 years ago--and gasoline quality is at the highest level in history. IT'S THE TAX THAT'S HIGH! We are enclosing a table showing the average prices of regu lar grade gasoline in the United States for each year since 1920. You will see that it tells a good part of the story. There are three column headings in the table. In the first, "Service Station Price (Excluding Taxes)," is the average per-gallon price that service station dealers charge for the gasoline they sell. Included in this price are the cost of the gasoline to the dealer, the expenses of running his station and his profit. The "Gasoline Taxes" column shows the average amount of taxes added to the price of each gallon of gasoline by federal, state and local governments. What motorists have had to pay for gasoline and taxes for each gallon they have purchased during the last 40 years is listed under "Service Station Price (Including Taxes)." Let's look at these price-plus-taxes figures for a minute. Comparing 1960 with 1950, you will see that in the first six months of 1960, motorists paid an average of 30.6 cents every time they bought a REGULAR GRADE GASOLINE PRICES AND TAXES, 1920-1960 Y*orJy Awag# from 53 ftoproiontqtivo Citiat in th* United States Sorvict Station Prico (Excluding Taxes) Gasoiino Tqxos Sorvico Station Prico (Including Taxt) (cants |>or gotten) Service Station Price (Excluding Tone*) Gasoline Service Stotion Price Taxes (Including Taxes) (cents per gallon) .13.3......... 12,4... .13.6......... .13.6......... 14.6 .... .........5.4............ 14.1. . . 13.3......... 12.8......... . . .18.4 Source: Plan', OilGRAM Price Service, JJ-Ci 1941......................... 73.3. . . . 194.:....................... 74.5 . . 1943..........................14.*.... ........... 5.9.....................19.2 ........... 6.0..................... 20.4 1944.......................... 74.6____ ........... 6.0..................... 20.5 1945.......................... 74.5.... .......... 6.0..................20.6 194*.......................... 14.7... . ........... 6.0................... 20.5 1947.......................... 16.9____ ...........6.1....................20.8 1948 .......................... 79.5........ ...........6.2....................23.1 1949..........................20.3.......... .......... 6.3.................... 25.9 1950..........................20.1.......... ......... 6.5....................26.8 1951 ..........................20.3.......... .........6.7.....................26.8 1952.......................... 20.2.......... .........6.8.....................27.2 1953.......................... 21.3.......... 1954.......................... 21.6.......... ......... 7.3.................... 27.6 .........7.4.................... 28.7 1955........................... 21.4......... ......... 7.5....................29.0 1956........................... 21.6......... ......... 7.7.................... 29.1 1957........................... 22.1......... .........8.4.................... 29.9 1958............................21.5........ .........8.9.....................31.0 1959............................21.2........ .........8.9.....................30.4 1960 (Average far ......... 9.3.................... 30.5 1st * mot.)................. 20.5........ 10.1 .30.6 l,y Sury*y; T"*oeo Survey prior to July, 1 956. 13 ETC 29467 i i i i i 2 gallon of regular grade gasoline. Ten years earlier,they paid 26.8 cents. But wait a minute! Before assuming that oil companies and dealers are charging a lot more for gasoline today than in 1950, CHECK THE TAX COLUMN. You will see right away how taxes have increased. From an average of 6.7 cents a gallon in 1950, they went up to 10.1 cents in the first half of 1960. In other words, you, your students,their par ents and all other motorists are now paying an additional 3% cents a gallon in taxes--or fully 50% more--than you paid only 10 years ago. Doesn't that explain a lot? Now let's look once more at the figures under 'Service Station Price (Excluding Taxes)." This shows what motorists pay for gasoline alone. Going down this column, you will note that the average service station price for gasoline has been less than a half cent more in 1960 than it was in 1950--20.5 cents per gallon this year as compared with 20.1 cents a decade ago. This, we think you will agree, is an outstanding achievement by the oil industry--particularly when you consider how much other prices have risen during the last decade. Not shown in the table is a second highly important fact: Even though gasoline prices, excluding taxes, are less than a half cent a gallon higher than they were in 1950, every gallon of gasoline does much more work today. Ten years ago, the average octane number of regular grade gas oline was 84.0. Now it is up to 92.5. This means that every gallon of 1960 gasoline can deliver much more power, better engine performance and greater fuel economy. In addition to more octanes,other gasoline im provements are also contributing to more efficient and more dependable automobile transportation. The final point we'd like to bring out is this: Taxes today add about 50% to the cost of every gallon of gasoline. In a year, what every motorist pays in gasoline taxes is enough to buy him 320 additional gallons of gasoline (excluding taxes) ; enough to drive 5,000 miles more. This is something that you, your students, and every American motorist should realize fully. The oil industry has done an outstand ing job of building more and more value into every gallon of gasoline-- and selling it at reasonable prices. The real problem facing all citi zens is the heavy hand of gasoline taxes. Yours very truly, JEB:ag Enc. James E. Boudreau Director of Public Relations ETC 29468 3 Citation for Tractor Service Acitation of merit, recognizing Ethyl Cor- poration's contributions to the improvement of gasoline-powered tractors, was presented to the Company this summer. Awarded by The Oliver Corporation, which manufactured the first produc tion-model high compression tractor engine, the citation reads: "In recognition of 25 years of invalu able cooperation given The Oliver Corporation by Ethyl engineers, in research dedicated to the im provement of high compression tractor engines." D. W. Koegle, Oliver vice president and director of marketing, made the presentation at a commemo rative dinner during a two-day seminar of Oliver sales executives and branch managers at Charles City, Iowa. Accepting the citation was C. George Krieger, manager of agricultural publicity in Ethyl's public relations department. As an Ethyl agricultural engineer, Mr. Krieger was responsible for making the first high-compres sion tractor in 1934 by converting a distillateburning unit on an Illinois farm. During the fol lowing year, he worked closely with Oliver in designing and developing the first production-model high compression tractor engine. Oliver's D. W. Koegle presenting the citation to C. G. Krieger of Ethyl. Over the intervening 25 years, Ethyl engineers have been responsible for a number of advances in tractor engines. One of their notable contribu tions was a joint research project with Oliver in building the XO-121, an experimental tractor with a 12-to-l compression ratio. This unit has contrib uted to recent farm power improvements. Appropriately, the Oliver citation is now on per manent display at the Ethyl Corporation Research Laboratories in Detroit. New Manager for Export Sales TSIE newly creat ed position of ex port sales manager for Ethyl Corporation has been filled by the pro motion of C. D. Car ter, the Company an nounced early in August. He is now in charge of selling "Ethyl" antiknock C. D. Carter compounds and other Ethyl chemical prod ucts to oil and related industries outside the United States and Canada. In assuming his new responsibilities, Mr. Carter is drawing upon 18 years of experience with Ethyl in research, product service and safety, as well as 10 years in export sales. He has been in charge of the Company's far eastern marketing since 1950, and will continue to do so. His services in various parts of the Orient have included an assignment as tetraethyl lead con sultant to the Supreme Command for Allied Powers (SCAP) in Japan. A native of Rochester, Ind., Mr. Carter was edu cated at the University of Michigan. After joining Ethyl in 1942, he worked for the Company in Detroit and Chicago. As export sales manager, his headquarters are in New York on the staff of Julian J. Frey, general export sales manager and assistant vice president for sales. 17 ETC 29469 i i What T Time zones can eliminate or add to confusion, depending on whether people understand them and know where daylight saving is in effect a ti ball low adj C the emp que I noo in ( Om gan. Indi the The Tra' his 1 j I . -! I- i By Frank L. Remington time is it?" It's hard to keep the four standard time zones straight--Eastern, Central, Mountain and i Early this summer, an Arizona family driving east phoned ahead for hotel reservations. Pacific. Add to that the inconsistent adoption of daylight saving time and the confusion is worse. "We'll hold the rooms until 5 o'clock," the clerk Even so, telling time is easier than it was a few assured them. generations ago. The only "time" in those days was Hours later the family trooped into the hotel with local time. Commonly termed "sun time," it was IS minutes to spare--according to their watches. based upon the transit of the sun across the meri But their rooms had been taken. "When you didn't dian. It varied approximately 4 Vi seconds for each show up by 5 o'clock, we released your reserva mile east or west. tion," the clerk explained. "You're almost two With sun time, there is a difference of 10 seconds hours late." between the time at the Capitol dome and the Lin i And so they were. Traveling eastward, they had coln Memorial in Washington, D. C. Sun time at the passed from Mountain to Central time. That made eastern and western extremes of Chicago differs by them one hour late. They had also gone from a about 67 seconds, and by about 30 seconds between standard time area to a town operating on day the ends of the San Francisco-Oakland Bridge. light saving time. This explained why their watches To avert utter chaos in time-telling, a standard lagged two hours behind the hotel clock. based upon mean local sun time at the city hall or Many travelers on extended tours have similar some other designated location was used. Large troubles over the seemingly simple question of "What cities like Boston, New York and Kansas City used 18 ETC 29470 * Time Is It? i a time ball. Each day at noon, sun time, a large ] ball, sometimes three or four feet in diameter was (lowered from a lofty mast. As the ball fell, watchers adjusted their timepieces to noon. Of course, with so many local times throughout 4 the country, train passengers, shippers and railway employees were bewildered. Errors occurred fre quently, and sometimes were disastrous. It is easy to see why. By solar time, when it was noon in Chicago it was 12:31 in Pittsburgh, 12:24 in Cleveland, 11:50 in St. Louis, and 11:27 in Omaha. There were some 27 local times in Michi gan, 38 in Wisconsin, 27 in Illinois and 23 in Indiana. Some 100 different time zones existed in the country--none of which was clearly definable. The railroads alone operated under 68 local times. Traveling from Maine to California, a passenger set 4 his watch at least 20 times. 4 Before standard time zones (below) were set up in 1883, cities signaled local sun time at noon by lowering a ball from instruments like this. I I i r J ETC 29471 WHAT TIME IS IT? At last, in 1883, railroad representatives met in a General Time Convention in St. Louis and adopted a plan formulated by William Frederick Allen. It divided the United States into four time zones based on sun time at the 75th, 90th, 105th, and 120th meridians west of Greenwich. The zones were to be known as Eastern, Central, Mountain and Pacific. At an International Meridian Conference in 1884, standard time was extended to the whole world. The globe was divided into 24 time zones, each approximately 15 degrees, or l/24th of a circle in width. Standard time in each zone varied by one hour from the next--one hour earlier toward the west and one hour later toward the east. Greenwich, England, was taken as the zero point. Most people liked standard time, but some diehards delayed in adopting it. The mayor of Bangor, Maine, deplored it because no one had the power "to change one of the immutable laws of God." An editorial in the Indianapolis Sentinel bitterly de nounced railroad time. "The sun is no longer the boss," it asserted. "In the future the planets must make their circuits as railroad magnates arrange." Many legal complications resulted from the changeover. One case in Iowa involved the ques tion of whether a fire insurance policy which ex pired on a certain day should be governed by solar or standard time. If sun time governed, the policy was in force when the fire broke out. If standard time governed, then the policy ceased to be in force 2Vi minutes before the fire started. The Supreme Court held that the presumption was that the par ties to contract intended sun time and decided in favor of the policy-holder. ICC Sets Zone Boundaries Officially, Uncle Sam did not get around to sanc tioning standard time until 35 years after the Gen eral Time Convention. On March 19, 1918, Con gress passed the Standard Time Act. It approved the standard time used by railroads and delegated to the Interstate Commerce Commission the au thority to make definite boundaries between the four time zones in the United States. With the admission of Alaska and Hawaii to statehood, parts of the country now extend into three new time zones. In addition to Pacific time. Without systematic coordination of correct standard times everywhere, it would be impossible to schedule trains, planes or net work broadcasts in any workable form. This plaque (left) honors William Frederick Allen, the engineering railroader who pro posed our Eastern, Central, Mountain and Pacific time zones. Thi sig> be< the ar< is! is Pu At for aff of bu Cl of ev in; gr, go in su. fo Tl Cr n ?! tm IT i This quartz-crystal clock at the U.S. Naval Observatory (left) is used in transmitting accurate time signals by radio. When world-wide time zones were agreed upon in 1884, their starting point became the Royal Observatory (right) ot Greenwich, England. the largest state operates on Yukon, Alaska Stand ard and Bering time. All clocks in the Aloha state's island chain are on Hawaiian Standard time, which is the same as Alaska Standard. Eastern Canada, Puerto Rico and the U. S. Virgin Islands are on Atlantic time, an hour later than Eastern. Today, of course, it would be almost impossible for the countries of the world to conduct their affairs without standard time. The lives and habits of everyone as well as the efficient operation of business and commerce are closely geared to it. Chickens Know Better Protests similar to those raised over the adoption of standard time echo annually across the nation every April when many areas go on daylight sav ing time. One recalcitrant fanner wrote his Con gressman that "When it is 8 p.m. by the clock, I go out to shut up the chickens. But they won't go in because they know it's only 7 p.m." There's no escaping the confusion of the various summer time zones. But if you ever phone ahead for reservations, be sure to ask "What time is it?" Then you can set your watch accordingly and in crease your chances of arriving on time.# CENTRAL VS. EASTERN Although boundaries between time zones were set many years ago, they are by no means un changeable. Early this year, for example, the Interstate Commerce Commission decided on a shift that put most of the eastern half of Ken tucky and part of northern Tennessee on East ern time. The ICC thus sided with Frankfort, the Kentucky capital, and other cities, against' rural groups that wanted to remain on Central time. The change was effective April 3. At the same time, the Commission has not decided on requests from Louisville, Nashville and Indianapolis for a shift from Central to Eastern time. Like the transferred areas, these centers want to be on Eastern time because of economic ties with the East. Businessmen claim it is an advantage to be on the same time that Easterners observe. Courthouses, farm organi zations, school boards and other rural factions bold out for Central time. They maintain that a change requires farmers to work in the heavy dew of early morning, interferes with milking habits, raises farm costs and inconveniences school children and teachers. 21 ETC 29473 Driller of Destiny Key moment in the drama of oil lives for a veteran of Spindletop as he recalls colorful era of industry's expansion in the Southwest Curtis G. Hamill, only survivor of the Lucas gusher drilling crew. IN A MODERN RANCH-STYLE HOUSE, in a quiet residential section of Kerrville, Texas, lives a man who helped change the face of the earth. The attractive furnishings in the living room of his comfortable home include no obvious, visible reminder of petroleum. But sit and listen to the friendly, alert 88-year-old patriarch for a while and one of the pivotal moments of oil history springs dramatically to life. More than 59 eventful years have passed since that January morning when THE well came in with a roar that was to be heard round the world, but he recalls the day, and those leading up to it, with re markable vividness. "I was on the scaffold board, high on the wooden derrick, when it blew," he begins. "The first puff hit me and I was blinded by mud and oil. Before I could get to the ladder, the second blow came. I don't know how I ever reached the derrick floor, but when I did, it seemed to be filled with oil. "Above the tremendous roar, I could hear the others calling to me to run clear, but the machinery was still running. I knew that if the traveling block went all the way to the top, it would crash into the crown block and tear the derrick down. Somehow, I managed to grope through the oil, kick the clutch out, and stop the machinery. Then, stumbling out, I joined the rest of the crew. "Only after I yanked out my shirttail and wiped the oil from my face and eyes, did I see the sixinch column of oil blasting its way up through the derrick and 100 feet into the sky." The man thus recounting this sensational strike is Curtis G. Hamill. He was one of three brothers in an enterprising, dedicated four-man crew that drilled on a low hill above the swampy ground out side of Beaumont, Texas. The hill was called Spin dletop; the well was the fabulous 100,000-barreIa-day Lucas gusher. Drama's Lone Survivor Of the colorful cast of characters that appeared on stage in this great oil drama, Mr. Hamill is the lone survivor. His two brothers, A1 and Jim; Peck Byrd, the fourth member of the crew; and such other well-known Spindletop personalities as the determined Captain Anthony Lucas; the great wildcatting team of Guffey and Galey; and visionary 22 ETC 29474 Recalling hit unique career, Mr. Hamill and his wife pose with mementos of the big Lucas strike and its vast outpouring of crude. On top of the kettle in which Mrs. Hamill once boiled her husband's work clothes, he has built a model of the well. ....................... 1 " i Pattillo Higgins have taken their places in the pages of oil history. After Spindletop, Curtis Hamill became a suc- I cessful drilling contractor and producer, until his retirement some 15 years ago. In company with the mushrooming industry, Mr. Hamill profited by the lessons of Spindletop in lo cating and drilling for oil. That prolific producer "i counted a number of "firsts" among its many other t - achievements. It was the first of the great salt dome wells of the Gulf Coast area. It was one of the first successful wells drilled by a rotary rig, in contrast j to the clumsier cable tool outfits used in Eastern oil regions. And it was the first well to use drilling mud. Now a multi-miliion-doLlar industry, drilling mud J . was unheard of in Spindletop's day. But the sub4 : surface strata of soft sand of the Texas Gulf coast k called for something drastic. The intrepid drillers h ? finally discovered that if, instead of pumping water e - down the pipe, they pumped mud, it would plaster *' ' the sides of the hole and make them firm. . "A Reverend Chaney who owned the teams that were used to clean out our water pits drove some of his cattle over when the pits were clean," the husky, broad-shouldered driller recalls of the first mud-making operations. "We put the cattle in the pits and started pouring water in. After four hours, the cattle had the bottom of that pit tromped into a mushy slush. We rigged up a hose from our drill pumps and pumped mud to the well." Pennsylvania to Texas Mr. HamilTs personal story starts much earlier than that memorable day that changed the course of oil--and probably world--history. Bom in Westmoreland County, Pennsylvania, he moved with his family to a farm near Waco, Texas, in 1876. Although no one could know it at the time, the Hamill brothers were going from what was the pioneer oil state to what they were to help make the most productive one. After attending Baylor University, Mr. Hamill became a farmer and dairyman, and in 1893 mar ried Eva Smith. Over the intervening decades, he and his bride of 67 years have shared the strenuous 23 ETC 29475 DRILLER OF DESTINY life of the farm and the burgeoning oilfields. Now they are enjoying more leisurely retirement. In the garage of their present modem home, the pioneer oilman likes to point out a memento of Spindletop and their earlier eventful years to gether. It is the huge cast iron kettle in which Mrs. Hamill boiled his oil-drenched clothes during those breathtaking days when the Lucas gusher was spew ing its uncappedoutput all over the surrounding acres. Rubdown with Bran "When we came home at night to the house I had rented for Mrs. Hamill and the children about a mile from the well, she would throw my clothes in that pot. While the oil was cooking out, we rubbed ourselves with bran to remove as much of the smelly, sticky stuff as possible," he recounts. Today, the pot has a scale-model motored drill ing rig atop it, built by Mr. Hamill a few years ago. Powered by an electric motor, it circulates 20 gal lons of oil a minute. Last year, when the veteran driller flew to New York to confound the panel on Garry Moore's "I've Got a Secret," the model rig, The Hamill brothers--Al, Curtis and Jim--made up three-quarters of the four-man drilling crew which brought in the fabulous Lucas gusher at Spindletop. 24 complete with Spindletop washpot, made the jour ney and TV appearance, too. Events leading up to Curtis HamilTs role in bring ing in the historic gusher began when brothers Jim and Al turned from sinking artesian water wells to drilling for oil after petroleum had been discovered in Corsicana. In 1898, as the business grew, they persuaded Curtis to give up farming and join them as a tool dresser for $55 a month. They soon bought a revolutionary rotary drilling rig. In due course, Curtis became a roughneck and then a driller. Even this early in his career as an oilman, Mr. Hamill was close to the industry's beginnings. One of his neighbors was Charlie Baker, who had been waterboy at an oilwell back in Pennsylvania in a town named Titusville. Charlie's boss was named Edwin L. Drake--"Colonel," they called him. But Mr. Hamill's own date with destiny was not long in coming. He tells how it happened: "We were setting up our rig one day in Corsicana when Jim brought a man out to look at the machin ery. He introduced the man to me as Captain An thony Lucas. Captain Lucas wanted Jim to go to Beaumont and drill three wells for him. Jim agreed." The rest of the story is history. Volumes have been written about Spindletop, the success of the Lucas gusher and its significance to the world. Curtis Hamill went to work there because is was his job. He stayed on to help overcome all kinds of problems, work some 18 or more hours a day at what at times was backbreaking and heartbreaking labor, and to take part in a stirring chapter in oil's thrilling story. "It was hard work," he says, "but at the time our only thought was to get the oil well drilled." Full and Good Life Today, as he enjoys his home, his garden, drives in his car and visits from his children and grand children, Mr. Hamill looks back on a full life and a good one. "The well we drilled was a pattern for future wells. Our techniques were improved year after year. American oilmen have gone to the comers of the earth to teach our drilling and production methods. There is no doubt that oil has played a great role in the building of our prosperous nation. "Looking back over the years, I can see what Spindletop did for the country and the world--and I am proud of the part I had in it."# Printed in U.S.A- TC I l t l 0 e e .s f it g 's Retirement for a Veteran le A veteran of 30 years oil industry service of Ethyl Corporation and retired this summer after extensive travel. Respite from a strenuously active - business life was earned by "E.B.A.X. 300," a es pioneer unit of Ethyl's 700-unit railroad tank car d- antiknock compound fleet. nd ^ When Ethyl instituted railroad tank car deliver- i its of antiknock compounds in September of 1930, ire "E.B.A.X. 300" was among the first to enter servar. ; ice. In three decades since, it has criss-crossed the :be * United States innumerable times, made many trips ds. to Canada and Mexico, earned sea legs on ferries to in } Cuban refineries until recently, and piled up an esti- , mated half-million miles of rail travel. hat * In all its long career of on-time, full-weight deliv- tries to oil refineries, the veteran piece of rolling i stock has achieved an enviable safety record. Main tained in continuous operating condition, it has never been in an accident. Like some 250 other Ethyl tank cars whose E.B.A.X. numbers begin with the digit "3," Old 300 has a 3,000-gallon capacity. The Company's anti knock compound railroad tank car fleet, which has a total capacity of 48 million pounds, also includes 457 6,000-gallon, and 38 9,000-gallon units. Their numbers begin with "6" and "9," respectively. "E.B.A." stands for " `Ethyl' Brand Antiknock com pound" and the "X" signifies that the cars are privately owned. The void left by the retirement of "E.B.A.X. 300" is a nostalgic one only, of course. In meeting the needs of customers, Ethyl is constantly expand ing and modernizing its tank car fleet to provide ever-improved delivery service. 29477 I 1. Get to know Knot people. Botanist Luther Burbank's house and gardens in Santa Rosa are as he left them, to the last tool. Explore a bit, and get close to famous names in your area. Your car makes any map a Magic Circle In this Golden Gate Magic Circle, your car puts you on the threshold of a whole wonderful world of fun. And all around you is a Magic Circle just as attractive--simply head out of your driveway to find it. This series of advertisements is published by Ethyl Corporation, to help you get more enjoyment out of your car. Ethyl Corporation manufactures "Ethyl" antiknock compounds, used by oil companies everywhere to improve / UlilV \ their gasolines and your driving pleasure. 2. Find a lookout spot. Rock-ribbed Point Lobos, at the southern end of ____Monjgrey Bay, gives motoring explorers i"sWeeping vista. In your own area, include a similar vantage point in your Magic Circle excursions. 3. Picnic in the shade. The trees in your Magic Circle may not cast quite as much coolness as California's giant redwoods, but your picnic in the open air will be no less appetizing--the drive along back roads no less delightful. 4. Get next to your local history. Highway 49 leads through California's gold rush country--through Sutter Creek, Angels Camp, Placerville. In your Magic Circle, the roads lead just as surely through the exciting pages of history. ---------- . -JB 5. Take a pencil and map out your Magic Circle right now. You've I got the car, and if you're missing out on this kind of driving, you aren't enjoying half of what your car investment offers you. ETC 29478 ETHYL NEWS "DANGER! AIR l" .,:,L FILM FOR THE OIL INDUS ETC 29479 ETHYL 1THYL NCWS_______V THE COVER shows H. M. DeVille, of Southwestern Oil and Refining Company, and Alex Gansell, of Audio Pro ductions, on location at Southwestern's Corpus Christi, Texas, refinery, dur ing the filming of "Danger! Air!" The scope of the new motion picture and its impor tance to the oil industry are described on pages 4-5. CREDITS An direction-. Carsten Gronde Photographs- pages 1, 2, Frederic Lewis; pages 6, 7, B, Union Oil Company of Colifornio; page 11, The Oliver Corpora tion; pages 14, 15, 17 (bottom), Canadian Government Trovel Bureau; page 16, British Columbia Government; page 17 (top), Notional Film Boord of Conada; poges 20, 2) (left), 22 (bottom left). Wide World; pages 21 (right), 22 (top), Fronk t. Remington; page 25, (bottom right), Peter Morcus. SEPTEMBER-OCTOBER 1960 `TRULY ALARMING PROPORTIONS"................................... 1 That's the magnitude of gasoline taxes "DANGERI AIR!"..........................................................................4 A new Ethyl film for the oil industry HERE COME THE SPARKLE GIRLS.........................................6 They're part of Union Oil's cleanliness corps PARTNERS IN POWER............................................................ 9 Gasoline quality shapes new troctor engines THREE MORE ADDITIVES....................................................12 Newcomers to Ethyl's list of products FROM VICTORIA TO ST. JOHN'S.......................................14 What highways are doing for Canada MEET ETHYL'S JACK WALLIS............................................. 18 On the job with a product service engineer MR. PRESIDENT GOES MOTORING................................20 A history of White House automobiles ETHYL IN THE NEWS..........................................................24 Short items of timely interest A ROAD, A RIVER AND A RANCH................................26 History and scenery deep in the heart of Texos MADE IN CANADA-NOW MORE THAN EVER . 29 New unit added to TEL manufacturing plant ETHYL NEWS it published by Ethyl Corporation, 100 Park Avenue, New York 17, N. Y. manufacturer of "Ethyl'1 anfiltnoclt compounds and other additives used by oil componies to improve the quality of petroleum products. B. B. Turner, President William R. Perdue, Jr., Vice President and Treasurer Herbert A. Sovoge, Secretory Richord F. Cook, Editor, ETHYL NEWS Stanron P. Nickerson, Associote Editor ETHYL NEWS welcomes articles submitted from outside sources Opinions expressed in signed orficles ore the outhors . Upon recuest, permission to reprint moterioi oppearing in ETHYL NEWS will be gronted. ETC 29480 "Truly Alarming Proportions " A communications breakdown has permitted gasoline taxes to grow by leaps and bounds. To get them reduced, the tax story must be widely told By B. B. Turner President, Ethyl Corporation* * The accompanying article is adapted from a talk given by Mr. Turner at the annual conven tion of the Association of Desk and Derrick Clubs of North America, in Detroit, late in September. Since Americans own or ride in nearly 70 mil lion motor vehicles and chalk up trips totaling more than 625 billion miles a year, there can, of course, be no letup in highway construction. Pres ently, the states are extending highways at a great rate. During the next ten years, the federal govern ment hopes to complete the 41,000-mile National System of Interstate and Defense Highways, able to carry 30 percent of all motor traffic. Such a system of fast superhighways sounds mar velous, doesn't it? Think of driving coast-to-coast without encountering a traffic light! I said the gov ernment "hopes to complete" this system in ten years. That is because a hitch has developed. Since the project was approved in 1956, its estimated cost has jumped from less than $28 billion to nearly $40 billion. And that estimate is expected to go still higher when the Bureau of Public Roads submits a new appraisal early next year. As the result of these increasing estimates, the federal highway fund faces the prospect of going "If the tax story is not widely told, motorists, who now pay an average of 48 cents tax on every dollar's worth of gasoline, may have to dip deeper into their pockets." 1 ETC 2948l TAX \ at3 1$| fit ^__/ 7 TAX 34 C3 s TAX \ C (i 7 into the red. Great pressure is being put on Con People generally just don't know how high this tax met gress "to keep the highway program on schedule." has become. less The most common proposal to achieve this goal The job of getting the facts to them is the respon 1 is that Congress continue the temporary one-cent- sibility of the petroleum industry and industries the; per-gallon federal gasoline tax increase which it put associated with it. If we fail to tell this story, no thre into effect in October 1959 and which is due to expire on June 30, 1961. Proposals also are being one else will. If the tax story is not explained, American in exp made that the temporary tax be made permanent motorists, who now pay an average of 48 cents tax 1 and that the total federal tax be hiked above its on every dollar's worth of gasoline they buy, may ted present four-cent-per-gallon level. On the surface, this would seem an eminently logical way to pay for these new expressways--let be called upon to dip still deeper into their pocketbooks. They alone may be asked to defray the deficit on an interstate highway program that is mo rais Tb; the user pay the cost through taxes, such as the being built to benefit everyone in the United States yea motor fuel tax. --including millions of people who do not own cars the Those who take the trouble to look beneath the and therefore pay no gasoline taxes. tax< :i surface, however, are frequently amazed by what Since every resident benefits, motorists obviously per they find. This gasoline tax--to which government should not be expected to carry the whole cost of me: has turned whenever more road funds were needed such highway development programs. --has reached truly alarming proportions. Moreover, motorists have a financial breaking Tax Equals Half of Retail Price point. They can't go on paying higher and higher levies indefinitely. Either they will be forced to cut : li When the average state tax of 6 cents a gallon expenses by driving fewer miles or they will switch is added to the present 4-cent-a-gallon federal tax, over entirely to the more-miles-per-gallon compact 1 I, we find that this combined 10-cents-a-gallon levy cars. No matter which decision they make, further nearly equals the refinery cost of the fuel itself. Moreover, this constantly climbing tax has actu ally reached the point at which it amounts to almost 50 percent of the retail price of the gasoline. As a If tax diversion were stopped, the highway program could be completed on schedule and the fourth cent of federal gasoline levy could be removed in June 1961. result, we find ourselves faced with a tax rate on a basic commodity which has grown five times as high as the tax on luxuries. In other words, gasoline is taxed five times as much as diamonds and mink coats. In view of these facts, one might conclude that the nation's motorists are either among the most docile taxpayers in history, or are so well-to-do that money means nothing to them. Neither conclusion would be accurate. Motorists are just as tax-conscious as any other group. And the tremendous swing to high-mileage compact cars demonstrates that money--especially gasoline money -- is important to them. The explanation of this apparent contradiction is that a failure of communications has taken place. ETC 29482 increases in gasoline taxes can be expected to bring less, not more money, into the highway fund. This looks like a real dilemma, doesn't it? But there is a way out, if people will only think things through. The oil industry, which is second to none in its championship of good roads, is trying to ' explain the solution to the motoring public. The thing most people do not realize is that federal gasoline taxes, plus excise taxes on auto mobiles, batteries, tires and other accessories, now raise approximately $4 billion per year in revenue. That $4 billion is considerably more than the total ; yearly cost of the new highway program. But here's s the fly in the ointment: Only $2.4 billions of these taxes go into the highway fund. The rest--some 42 y percent--is channeled off into the federal govera>f ment's general fund. No Need for Increases er , The point is that if the 42 cents of every federal ut tax dollar paid by motorists in special automotive ch taxes, which now are siphoned away into the genera] lCt fund, were returned to the highway fund where they ,er rightfully belong, they would more than meet the so-called "deficit" in this fund. Then Congress am would be free to do what it promised it would-- t of kill the temporary one-cent-per-gallon federal gas oline tax increase on schedule in 1961. Also, there would be no need for additional highway tax in creases or for any cutback in the program. What could be fairer than that? Motorists don't complain about paying their share of taxes for better highways. They just don't want those special automotive taxes used for non-highway purposes. The oil industry is highly in favor of an adequate highway system. As a good citizen it knows that good roads promote communication and progress, and it also realizes that, all things being equal, more highways mean more cars consuming more of its major product--gasoline. It's up to everyone who is vitally interested in the health and progress of the oil business and who seeks to win friends for that industry, to do every thing he can to explain what the diversion of auto mobile excise taxes means to motorists. At every opportunity, it should be pointed out that, if this practice is stopped, there'll be no need to continue the temporary federal gasoline tax past June 30, 1961, to increase the tax, or to stretch out the high way program beyond its original completion date. Congress should be urged to end the diversion of highway tax funds and end the temporary gasoline tax. The fact that the cost of gasoline at the service station pump already includes ten cents per gallon in taxes, while the fuel itself actually costs only slightly more now than it did ten years ago, should be broadcast across the country.# ETC 29483 Ethyl produces new motion picture to help promote safe operations at oil refineries 4 By George H. Unielman ir and oxygen--so vital to life and so impor- ALtant in myriad manufacturing operations-- can be a real hazard in oil refining. In the wrong place at the wrong time, air and oxygen can cause fire, explosion and a kind of super-explosion called detonation. The results, of course, can be damag ing to refinery equipment and potentially danger ous to employees. Because of its importance to safe refinery op erations, the problem of handling air in process equipment is the subject of a new full-color motion picture just produced by Ethyl Corporation as a service to the petroleum industry. Appropriately titled "Danger! Air!," the movie will have its premiere showing at the annual meeting of the American Petroleum Institute in Chicago, No vember 14. It will be shown at an open session of the Division of Refining in the grand ballroom of the Conrad Hilton Hotel. The new film is a companion to "Danger! Water!" produced by Ethyl two years ago and widely ac claimed by the oil industry. "Danger! Air!" covers three broad areas: (1) It explains and demonstrates the hazards that can occur when air comes in contact with hydrocar bons; cedur (3) from Ne motic mana It is (Indi gen) possil comp Ac tions ing. Tidev Cities diana Revie In; onstra help ] Outstr brand have i "D: combi which port o an ex; does i mixed to ign they e ETC 2 9484 poris-- rong ause ailed magnger- bons; (2) It shows safe equipment start-up pro cedures with respect to the problem of air; and (3) It presents accident case histories resulting from air in the wrong place at the wrong time. Nearly a full year in the making, the 30-minute motion picture is designed for showing to refinery management, engineers, operators and safety men. It is based in part on the Standard Oil Company (Indiana) publication, "The Hazard of Air (Oxy gen) in Refinery Process Systems," and was made possible by the cooperation of a number of oil companies. Actual refinery scenes were filmed at installa tions of Richfield Oil, Southwestern Oil & Refin ing, Standard of Indiana, Suntide Refining and Tidewater Oil. Case histories were contributed by Cities Service, Socony Mobil and Standard of In diana. Film clips were provided by Shell Oil. y process lotion i as a riately ve its of the >, Nosion of oom of Water!" Jely ac- as: (1) that can hydrocar Reviewed by Refining Authorities In addition to on-location shots, laboratory dem onstrations and animation are used extensively to help present the subject completely and clearly. Outstanding authorities throughout the refining branch of the oil industry helped plan the film and have reviewed and edited it. "Danger! Air!" starts with a basic discussion of combustion. It shows how nitrogen, an inert gas which composes four-fifths of the air, does not sup port combustion of hydrocarbons by itself. Toluene, an example of a highly combustible hydrocarbon, does not ignite when mixed with nitrogen. When mixed with air, however, toluene vapors are shown to ignite readily, and in the presence of oxygen | they explode violently. 4 1 i j Many ignition sources are demonstrated with live photography. While some of these sources can be eliminated, others--open flames, sparks, static, lightning and pyrophoric iron--are always present around refineries, the film points out. Since the fuel and ignition sources are of necessity present, the point is made that air, the third element re quired for combustion, must be constantly and vigorously controlled. Start-ups and Shutdowns Critical While air presents a hazard throughout refinery process operations, its presence is especially criti cal during equipment start-ups and shutdowns, the film explains. A typical crude oil fractionating unit is used to show the removal of air from a sys tem prior to charging oil. Special precautions taken before the start-up of vacuum units and fluid catalytic crackers also are portrayed. Scenes of refinery equipment, control room shots, and ani mation help provide a well rounded picture of the steps involved. The accident case histories incorporated in "Dan ger! Air!" are proof of the hazards that exist and the damage that can result from fires and explo sions. Each illustrates specific potential danger. Many of the case histories are readily recognizable by oilmen throughout the country. They are in cluded with the full knowledge and cooperation of the oil companies whose refineries were involved. The accident case histories were released for film use for their educational value and in the hope that they will help prevent similar accidents in the future. That, too, is the purpose of the entire film.# 5 etc 29485 Here Come the SI Union Oil employs corps of attractive young ladies successfully to promote service station cleanliness By Henry F. Unger A corps of attractive young women is bring ing a homemaker's touch to service station housekeeping in 12 western states--and the dealers love it! There aren't any lace curtains in station windows or ruffles on gasoline hoses yet, but restrooms are cleaner, pump islands neater, uniforms sprucer, and smiles are quicker. The Sparkle girls--an in novation of Union Oil Company of California-- bring home to dealers a basic fact of life: Never underestimate the power of a woman, nor the con trol she exercises over service station purchases. The Sparkle program has just completed its second successful season. It was launched last year to help inspire dealers in the constantly re curring and unglamorous chore of keeping rest rooms clean. Union Oil service station operators--like others throughout the industry--have long received regu- lai Uj Pt re da th ra gi SF A cl ir S P a g d v F v School teachers, secretaries and models are among the young ladies hired temporarily for Sparkle corps duty each year.. a ETC 29486 leSPARKLE Girls es iSS :mgition alers dows is are nicer, in innia-- Never e cou rses, ted its id last ltly re\g rest- lar messages from the company about cleanliness. Union, along with other progressive marketers, preached the virtues of cleanliness--especially in restrooms--via bulletins and meetings. Then one day, convinced that a novel approach was needed, the company sent out pretty girls instead of memo randa. Attired in smart, feminine uniforms, the girls--young women in their twenties--became the spark of the Sparkle program. The Sparkle corps took the positive approach. After inspecting stations and grading them for cleanliness, they rewarded dealers with good rat ings, rather than criticizing those with poor ones. Service station operators registering scores of 90 percent and higher received prizes, and 1,400 awards were given in the two months of the pro gram each year. Prizes included complete new uniforms--right down to natty bow ties. To top it all, the dealer with the highest average score in each of the com pany's marketing areas received an engraved gold watch. The Sparkle plan was an outgrowth of Union's regular system of service station inspection. This is normally carried out by "sanitation and safety in spectors"--trainees in the company's supervisory training course. These men wear distinctive uniforms and drive spotlessly white, brightly labeled cars. Neither the men nor the girls can order a dealer to improve his station's appearance. Helpful advice, offered tactfully, is their most effective weapon. "The buying public--especially the women--watch your housekeeping," is their repeated reminder. Thoroughly Trained Like the men, the Sparkle girls receive thorough training in service station housekeeping. Before the kickoff of the seasonal program, they are given an intensive course at Union's Los Angeles head quarters. Most of the girls--hired temporarily for the duration of the program each year--are school teachers, secretaries or from the public relations field. At least one, Joan Dettmar, who is pictured on these pages, is a model. By her own admission, Joan felt awkward at ;I HERE COME THE SPARKLE GIRLS first as a Sparkle girl. But this awkwardness soon vanished "because the men in the stations showed respect for my judgment--if not as an expert on service .stations, at least as an expert on women." Some dealers may have laughed when the girls first invaded what had always been a man's domain, but at the same time they were wiping off finger prints and washing windows and mirrors. Like baseball players, they were concerned about their batting averages--as housekeepers. Members of the Sparkle corps average a call on each station only about once every two weeks, but their presence lingers. There is no fixed route, but their sparkling white cars can be seen with ease. Cleaning equipment and supplies are rushed into action when they are known or even thought to be on the way. The program has piled up all kinds of advantages for Union oil dealers, including newspaper, radio and television advertising and publicity, and they are sold on it. Company officials are sold on it too. Here is what these officials say about it: "You can't get away from the fact that women influence 60 percent of the gasoline purchases. And you can't get away from another fact: the service sta tion has always been a man's world and many women feel strange and uncomfortable when they drive in. "We're sure we can overcome most of that un comfortable feeling if we make our stations pleasant, neat and safe. And we're sure that when we please the ladies we're pleasing the most critical half of the family. That's the real objective of our Sparkle program."# Right, Sparkle girl Joan Dettmar includes a dealer's window display in her housekeeping check. i-i Below, Joan, like all other corps members, received instruction from regular inspectors. i( Troct G tura mal the acti< velo fall. T ers ecor field ard prov the T proj Mut anct sible qua! P new tecb of t! are 8 i etc 29488 I ;es iio ley 30. 0U ice ou ;taany hey uneas- we tical our Tractor manufacturers design new engines to take full advantage of gasoline quality asoline and high compression, an experi parts to capitalize on octane number, volatility and G enced, efficient team with a long list of agricul other gasoline qualities. New standards of engine tural accomplishments to its credit, is constantly durability and dependable service are being achieved making new contributions to farm progress. One of through the extra qualities of fuels and lubricants as the most advanced examples of this potent pair in well as through engine material and design improve action is found in the new "1800" farm tractor de ments. Many of the petroleum product extras are veloped by Oliver Corporation and introduced this supplied by additives which provide oxidation re fall. sistance, anti-icing, detergency, corrosion resistance, The competent fuel-engine combinadon that pow combustion control and deposit modification, and ers this tractor opens the way to sounder farm improved viscosity index. economics by assuring farmers of more efficient field operations. Proof of this was provided by stand New and Different ard Nebraska tractor tests. There, the "1800" The new Oliver tractor comes in the 25 th anni proved itself the most efficient gasoline tractor on versary year of the manufacture of the first produc the market. tion model high-compression gasoline tractor--also . To this particular tractor and to lots of other farm an Oliver product. That pioneer, the Oliver 70, was progress, the oil industry is a major contributor. dramatically new and different. It eliminated the Much of the efficiency and outstanding perform problems and mediocre performance associated ance of agricultural equipment has been made pos with heavier distillate fuels. Its new engine was sible by constantly improving fuel and lubricant designed to operate efficiently on the regular grade quality. gasoline available--then about 70 octane number. Progressive farm tractor manufacturers are using Now, further advances are here, as new highs j new materials and the latest design principles and in compression ratio and other innovations are built ) techniques in their engines to take full advantage into new tractor engines to take full advantage of of the excellence of regular grade gasoline. They regular gasoline fuel quality and provide farmers are making improvements in all engine areas and with new levels of efficiency and performance. 9 I ETC 29489 PARTNERS IN POWER The current new look in gasoline powered farm tractor engines is found under the hood of the big, powerful Oliver "1800" model. This tractor is designed to help the farmer do more work in less time at less cost--an economic necessity in this day of larger farms, increased labor costs and intense competition. Many of the innovations in the new tractor's engine stem from experimental work done by Oliver and Ethyl Corporation engineers working coopera tively over a number of years. In recognition of Ethyl's contributions to this cooperative research, Oliver presented Ethyl with a special citation early this summer. Specifically, many of the improvements in the new engine are adapted from the XO-121, the experimental 12 to 1 compression ratio tractor built in 1954 by the two companies. Among the features of the new six-cylinder engine are: a seven-main-bearing crankshaft, an 8.5 to 1 compression ratio; and a specially designed fully-machined combustion chamber. The engine is built with a two-piece cylinder head in which the top deck is separate from the main body. This assures uniform thickness of metal walls and permits complete inspection in production. It also eliminates cooling restrictions, since all passages are free of fins, core sand and wires, and does away with hot spots. Following extensive testing, a new "high lift" camshaft was incorporated in the engine to raise volumetric efficiency. The improved breathing re sults in increased power and economy. Another innovation is the use of a new type head gasket to improve sealing and heat transfer. The gasket is designed to assure uniformity of compres sion ratio for better fuel utilization and smoother operation. Smooth, Quiet Operation The engine's new crankshaft, with its seven main bearings, is made of hardened forged steel for added life and strength. With copper-lead bearings, it is designed to provide extra support, reduce friction and wear on internal engine parts and assure smooth and quiet engine operation. The compact combustion chamber, called "Econo-Pak" in the Oliver tractor engine, is spe cially designed to help get the maximum power and economy out of present and immediate future regular grade gasolines. To make it compact, a portion of the chamber is in the concave piston head. The unique shape of the chamber insures good turbulence, fuel mixing and smooth power output. The engine's 8.5 to 1 compression ratio is the highest of any gasoline tractor in the industry. With it, the thermal efficiency of the engine is outstanding, it converts more fuel energy into useful work. To gether, these advances provide a new record in specific fuel economy for a gasoline tractor. In fact, the fuel economy of this tractor surpasses many of today's diesel tractors. Among the engine's other features are: (1) Chrome plated top piston rings to resist scuffing and prolong the life of other rings; (2) Specially hardened exhaust valve seats; (3) New intake manifold for easier breathing and balanced fuel distribution, with a square section to prevent fuel from centrifuging out of the mixture; (4) Rede signed manifold hotbox with a "hot spot" that vapor izes fuel effectively; and (5) Improved intake ports to assure good breathing and fuel distribution to all cylinders. All the innovations in the new Oliver high-com pression gasoline engine and the other new features of the tractor work together to achieve peak effi- ETc 2949q The new Oliver tractor is designed to do more work in less time at lower cost--on economic necessity today. ciency and performance for the modem farmer. With economics a matter of increasing concern, the farmer naturally is interested in getting the most for his money. The big, green and white, functionally-styled "1800" gasoline-powered Oliver is built to pull such '? tools as six 14-inch plows, a 22-foot disc harrow, an eight-row cultivator, five and six-row crop dusters, a 26-foot spring-tooth harrow or a 20-foot field cultivator. Using such equipment, the fanner can do his field work with a minimum of labor in less j time at lower cost. j Gasoline, of course, has for years been the most j widely used tractor fuel. One reason for this has been its widespread availability and convenience in providing versatile and flexible tractor power. When such important factors as initial tractor cost, depreciation, taxes, insurance, interest, service and maintenance, lubrication, years to trade-in and hours of use per year are considered, gasoline has demonstrated time and again that it is the most efficient and economical source of power for most farmers. Continuing improvements in gasoline and signif icant strides in tractor engines to take advantage of these fuel improvements assure the continued importance of gasoline power on the American farm. # i 11 I ETC 29491 Introducing THREE MORE ADDITIVES Extreme pressure additive, metal deactivator and antioxidant added to list of Ethyl products 12 hree more additives to improve fuels and Tlubricants have recently been added to Ethyl Corporation's growing list of products for the petro leum industry. The additives are "Ethyl" Anti oxidant--ZDP, "Ethyl" Metal Deactivator, and "Ethyl" Extreme Pressure Additive 1. The introduction of these chemical compounds increases to five the number of new Ethyl products the Company has offered since spring. The other two are tetramethyl lead, a companion antiknock compound to tetraethyl lead, and "Ethyl" Ignition Control Compound 4, a low-cost phosphorus addi tive for controlling spark plug fouling, preignition and rumble in gasoline engines. Protects Engines One of the three newest additives, "Ethyl" Anti oxidant--ZDP, when added to lubricating oil, acts as a mild extreme pressure additive as well as an antioxidant. It protects engines against cam and lifter wear. "Ethyl" Metal Deactivator, a chelating agent, is added to gasoline, jet fuels and distillates to coun teract the harmful effects of copper. By combining chemically with copper particles, it nullifies their tendency to promote oxidation in fuels. C of : acti Bot fuel resp Dea met tion addi T "Eth spec in ge A miss pres: This lubri axle; Ei Iran; tion incre futur ETC 29492 Chemically, "Ethyl" Antioxidant--ZDP consists of zinc dithiophosphate, while "Ethyl" Metal De activator is N, N'-disalicylidine propylenediamine. Both compounds are widely used in lubricants and fuels because of their proven effectiveness in their respective applications. "Ethyl" Antioxidant--ZDP and "Ethyl" Metal * Deactivator will be sold as separate additives. The metal deactivator also will be available in combina* tion with "Ethyl" Antioxidant 733 as a combination 1 additive for gasoline and jet fuels. The third new product offered by the Company, "Ethyl" Extreme Pressure Additive 1, is designed specifically for use in automotive transaxle fluids, in gear lubricants and in cutting oils. { Adding EPA 1 to a conventional automatic trans mission fluid enables the fluid to meet the extreme pressure requirements of rear axle hypoid gear oils. This means that the product may lead to a single lubricant for automatic transmissions and rear axles. Separate lubricants are now required. EPA 1 may also be valuable as an additive for transaxle fluids. Transaxles, which are a combina tion transmission and rear axle mechanism, are of increasing interest as possibilities for improving future automobiles. ! In addition to giving lubricating oils more desir able characteristics, "Ethyl" Extreme Pressure Additive 1 also is compatible with other transmis sion fluid additives and does not promote oxidation. In gear oils, the product adds load-carrying capacity for protection against wear under high speed and high shock conditions. Lengthens Tool Life In cutting fluids, EPA 1 makes possible out standing performance in drilling and tapping titani um and other difficult-to-machine metals. It im proves surface finish, lengthens tool life and does not stain copper alloys. EPA 1 is composed of a mixture of chlorinated phosphorus compounds. It is being made available in development quantities. With the new products now available, Ethyl's line of additives includes antiknock compounds, ignition control compounds, a multi-purpose addi tive for controlling carburetor icing, carburetor deposits, and corrosion; a diesel fuel cetane im prover; antioxidants for fuels and lubricants; a metal deactivator for fuels, and an extreme pressure additive for automotive and industrial uses. Ethyl also markets a full range of gasoline dyes. # 13 ETC 2949s 1 i i A * BRITISH COLUMBIA ALBERTA SASKATCHEWAN I MANITOBA i I % VICTORIA Completion of the Trans-Canada Highway and other road-building projects are helping to develop the vast country., t fro nr V i c tori fi By Thom Yatos ven loyal Canadians, proud of their booming Enation's recent advancements, find it hard to be lieve that it was not until 14 years ago that anyone ever drove an automobile completely across Canada. The reason why the 5,000-odd miles had never be fore been negotiated by a motor vehicle entirely on Canadian highways is simple: For several long stretches, only dirt or gravel roads existed and in a few spots there were no roads at all to speak of. The result was that anyone who wanted to drive coastto-coast, from the Maritime Provinces to British Columbia, or vice versa, usually dipped down onto United States highways in order to bypass the "road poor" areas north of the border. But this condition is a thing of the past--or is rapidly becoming so. With the same efficiency that characterizes its rapid growth and development in so many other areas, Canada is engaged in a vast road-building program. In this decade, the program will give the country a network of highways that will speed motorists on their way and open up parts of the country previously inaccessible by car. Most spectacular of the highways under con struction--although not necessarily the most im portant from the nation's economic standpoint--is the 196 Can fare. Viet long one T sen$< betw Nov: the J and to "d Surf Th way i it is 24 f moto Iy all inche As is 73 cerne The Trans-Canoda Highway is the longest unbroken stretch of highway ever built by one country. U etc 29494 tot:St. Joh * the Trans-Canada Highway. When completed-- 1963 is the target date--this route will provide Canada with its first continuous east-west thorough fare, reaching from St. John's, Newfoundland, to Victoria, British Columbia. It will represent the longest unbroken stretch of highway ever built by one country in the history of the world. The highway is "unbroken" only in the technical sense, however. There are no plans to build bridges between Newfoundland and Nova Scotia, between Nova Scotia and Prince Edward Island, or across the Strait of Georgia from Vancouver to Nanaimo and Victoria, British Columbia. It will be necessary to "drive" those parts by auto ferry. Surfaced with Asphalt The new coast-to-coast route is not a superhigh way in today's sense of the word. For the most part it is a two-lane highway with a maximum width of 24 feet, and 10-foot shoulders on either side. But motorists are assured of a smooth ride, since virtual ly all of the highway will be surfaced with several inches of asphalt. As it stands now, the transcontinental highway is 73 percent completed, insofar as paving is con cerned. The remainder--something like 1,100 miles --is passable, but not surfaced, with two notable exceptions. One of the major gaps lies in the wilderness of northern Ontario from the Agawa River, about 90 miles north of Sault Ste. Marie, to Marathon, a new papermill community on the north shore of Lake Superior. It is 164 miles from Agawa River to Marathon and the country is rugged and forbidding. But, mile by mile, the engineers have been conquer ing nature and expect to have this long stretch com pletely graded by year's end. Many tourist attractions and some of North America's most breath-taking scenery border the highway. FROM VICTORIA TO ST. JOHN'S The other gap is along the Alberta-British Colum bia border through Glacier and three other neigh boring national parks. There, avalanches of rock and snow are the big enemy and the constant fight against them has skyrocketed the cost of the TransCanada Highway in the area to about $1 million per mile. But the results will be well worth the effort, for the new route will cut approximately 100 miles off the present looping roadway. In recent months, Quebec became the last prov ince to enter into the Trans-Canada Highway agree ment with the federal government. Up to this time Quebec had been, administratively speaking, a "gap" in the route. This was of little direct concern to motorists, however, since the province has ade quate stretches of pavement that serve as convenient links with the Trans-Canada Highway. The need for a transcontinental highway, long recognized and advocated by the Canadian Good Roads Association, was highlighted during World War II with its complex military movements. It became just as apparent that such an undertaking was too expensive for the provinces to tackle by themselves without financial aid from the federal government. In some instances, federal assistance on portions of the highway built so far amounts to Rugged, forbidding country challenges engineers and construction crews on much of the Trans-Canada route. 16 as much as 90 percent. Total cost of the project to date is in the neighborhood of $750 million. There are several reasons why the country only recently has undertaken its herculean road-building effort. The ruggedness, even the wildness, of many parts of the nation; generally sparse population away from the larger cities; extreme variations in climate--these are some of the deterrents. Too, as a growing nation, Canada has in the past been more concerned with building highways that led toward the United States border or into once-remote areas. Also, there were local situations such as pre vailed, for instance, in Newfoundland. When this island became a Canadian province in 1947, it had only 70 miles of paved highway. Its residents were traditionally a seafaring people to whom road trans portation meant little or nothing. New Stretch in Newfoundland Now the situation is changing. The big airport at Gander and the desire of more and more tourists to see "different" Newfoundland will result in comple tion of a 656-mile stretch of the Trans-Canada Highway in a wide arc across the province from St. John's, the capital and eastern terminus of the transcontinental roadway, to Port aux Basques, the auto ferry point of departure for the mainland. Besides the Trans-Canada, other new highways are being built and existing ones improved and ex tended in all the provinces. One of the most im pressive programs is transprovincial highway No. 401 in Ontario. This is a modem four-lane dual highway constructed on a 300-foot right-of-way. Much of 401 already is in use and new sections are steadily being opened. When completed in 1963, this expressway will extend 500 miles and bypass all urban communities en route. On it, Montreal and Detroit will be but a comfortable day's drive apart--something undreamed of only a few years ago. Another notable example of Canada's highway facelifting is its "roads to resources" program. This cooperative undertaking between the federal and provincial governments is designed to build 4,000 miles of new roads. The roads will not be a part of Canada's public transportation system nor will they be superhigh ways. In the words of Alvin Hamilton, Canadas Minister of Northern Affairs and National Re sources, they will be thoroughfares "as good only i ETC 29496 Motorists are assured of a smooth ride, since practically all of the highway is paved with asphalt. as they need to be for the purpose for which they , are intended." That is to open up new areas of the nine-tenths of Canada which still is outside the present range of economic development. While mining, forestry, fishing and recreation are the principal resources that will benefit, tourism also stands to gain. In the Atlantic provinces particular ly, "roads to resources" will open up new vaca tion areas and improve'access to existing ones. At the same time, the federal government, on its own, is presently engaged in a program of develop ment roads in the Yukon and Northwest Territories, quite apart from the "roads to resources" project. These new highways in the northern territories will, in the main, open up mining and oil and gas areas as well as provide improved access with the lower part of Canada. If the world marvels at the nation's progress in recent decades, it will undoubtedly find even more to wonder at as Canada continues its forward march in the years ahead. Through its ambitious road building program, many of the three million square miles in the country's north, now inhabited only by wildlife, will come under development. Opening up this vast area will help Canada capitalize more than ever on her treasure chest of goods and materials.# Extensive road-building programs will make Canada's colorful attractions more accessible. ETC 2,9491 Meet Ethyl's J He and other product service engineers are on the job wherever "Ethyl" antiknock compounds are used Product service engineer Jack Wallis is concerned with the sate, efficient handling of "Ethyl" antiknock compounds in the field, all the way from unloading to blending. His job includes helping with the design and efficient operation of mixing systems and equipment. roduct service is his job. And that Pmeans just what it says. As a senior service engineer in the Chicago area. Jack Wallis provides the kind of spe cialized service that saves dollars for his customers in the efficient and safe handling of "Ethyl" products. Suggesting time-saving techniques of product handling. Jack presents a summary of Ethyl improvements in proced ures and equipment, designed to streamline handling methods. In the past severol years. Ethyl has developed a number of woys to save manpower. In the laboratory with a customer, Jack puts his chemic<* b background to good use in discussing the advantages ol W Ethyl's newer dyes. Backing up his own experience, Jod b hos the facilities of Ethyl's specialized dye laboratory t help with dye problems. 18 ETC 29498 M I i s Jack Wallis He does all this in many ways, some of which are illustrated here. His specialty, however, is in the equipment end of han dling and mixing tetraethyl lead. It's taken Jack 21 years of Ethyl experi ence to become as highly qualified as he is today. A graduate with a bachelor of sci ence degree in chemistry and chemical en gineering from the University of Delaware, he started as a control shift chemist in the manufacturing department. He became an Ethyl product service en gineer back in 1950, and since then has applied his skills directly for the benefit of Ethyl customers. Aside from his regular job, Jack is also very active in various phases of API safety work. Checking a storage tank at a refinery. Jack gets right inside for a thorough inspection. One of his responsibilities is to help oil companies establish and maintain safe pro cedures for cleaning tanks which have contained leaded gasolines. i I .U s - _ -t . Commending an innovation designed to aid in fast, form mixing of antiknock compound with gasoline. Jack plan the installation of an Ethyl designed free jet Cng nozzle. This improvement makes use of existing *>P and piping. Presenting a new blending development. Jack is show ing photographs of an improved, automatic stop-weight blending system which he personally developed. It adds a predetermined amount of antiknock compound to a blend ing tank without manual control. 19 ETC 29499 Mr President Goe (VI White House automobiles span an era from Stanley Steamer to bubbletop limousine By Frank L. Remington Grover Cleveland was occupying the White House in 1893 when Frank Duryea made the first success hen the new president steps into an auto ful move to put America on wheels with his gasoline Wmobile to drive to his oath-taking ceremonies buggy. But as president, Mr. Cleveland never rode next January 20, he'll become the eleventh chiefin one of the new-fangled contraptions. executive of the automotive age--but only the In 1899, William McKinley became the first chief seventh to ride to his inauguration in a motor vehicle. executive to ride in an automobile--a Stanley The motor car had been a part of the American Steamer. Apparently, he didn't enjoy it, for he scene for more than two decades before 1920, but afterward admitted that he had expected to be until that year lingering tradition and safety precau blown to bits at any minute. tions dictated that incoming and outgoing presidents be conveyed to the Capitol steps ceremony by a True to the Horse "coach and four." Thus, Warren G. Harding became Theodore Roosevelt followed McKinley and, as the first chief executive to be ushered into office by an ex-Rough Rider, remained true to the noble horse automobile. most of the time. T.R. did recognize the practicality Such tradition and "concern" about the president's of the motor vehicle, however, and rode in one traveling by car have long since been forgotten, of occasionally. course. As it is everywhere else, the automobile is William Howard Taft, the next president, was an an accepted part of inaugural parades. ardent motorist and the first president to have an Meanwhile, it is intriguing to see how cars gradu official auto fleet. The first White House car was, ally displaced horses from the White House stable appropriately enough, a White Steamer. Taft later and how important the succeeding garage has acquired a Pierce-Arrow for his wife's use. become. He did not drive himself, but the portly president kne tech car chic ' The haw , him 44* out sme; T mon after T] has t an el and an-h< with to gi Fc ratioi vehic of de Preside with hi  Motoring knew something about mechanics and liked to give technical advice to his driver. One day, when his car broke down on a country road, the president chided the chauffeur for failing to fix it promptly. Thoroughly exasperated, the driver is reported to have heatedly turned on the president and told him to find the trouble. "You're the mechanic," the chauffeur blurted out. "All I do is furnish the muscle power and get smeared with grease." Taft is said to have taken the rebuke good humoredly and refrained from kibitzing on repairs after that. The World War I president, Woodrow Wilson, has the distinction of being the only president to use an electric car. The second Mrs. Wilson owned one and frequently took him riding. But the 16-milean-hour maximum speed of the electric, together with its short cruising range, caused the first family to give it up for gasoline-powered cars. Following Warren Harding's automotive inaugu ration, the White House auto fleet grew to five vehicles, as the motor car established new records of dependability and popularity in the 1920s. Un like his predecessors, Harding was a qualified driver himself and owned a car of his own, but he found little use for it during his abbreviated term of office. It's not surprising that Calvin Coolidge ranks as the most conservative motorist among the presi dents. Though he rarely spoke to his chauffeurs in sentences of more than three words, he was a per sistent back-seat driver. "Silent Cal" crisply called attention to every potential hazard along the road and insisted on strict adherence to all highway and traffic regulations. FDR's "Sunshine Special" During Franklin D. Roosevelt's administration of the 1930s and '40s, the New Deal president fre quently rode in the "Sunshine Special." A 9,300pound luxury convertible, the "Sunshine" boasted a 160-inch wheelbase, thick armor plate, and bullet proof windows and windshield. It carried the presi dent through the streets of Washington, Chicago, Yalta and Casablanca, and it went to South America and the Near East. It probably acquired its name from the fact that F.D.R. often took it South and enjoyed it in the warm weather. nt President Taft, an inveterate horseless carriage fan, Woodrow Wilson gave up his wife's electric in favor of with his First Lady, sets out for an afternoon spin. faster, wider ranging gasoline-powered vehicles. 21 ETC 29501 MR PRESIDENT GOES MOTORING ********************************************** The "Sunshine Special" also became a favorite of President Truman. Here and abroad, he put on much of the car's 55,000 miles. After 11 years of illustrious service, the much traveled vehicle was retired to the Edison Institute Museum at Green field Village, Dearborn, Mich. In the eight years since President Eisenhower took office, the White House has acquired a variety of automobiles--many of them custom built, in cluding the president's now-famous "bubbletop." This plexiglass-roofed limousine was made so that Ike could be seen easily and yet remain pro tected--even in inclement weather. This car has been shipped to many parts of the world and used by the president on his personal diplomacy missions. As they have been for some years, presidential cars are leased directly from major automobile manufacturers for sums ranging from $50 to $500 a year. The leasing arrangement is quite a bargain for the government, since it usually includes free servicing, tire maintenance, body repairs and re placement of parts. Car manufacturers, however, are forbidden to publicize or exploit presidential use of their automobiles. For security reasons, the exact number of cars in the White House fleet cannot be disclosed, but estimates put it at from 30 to 40--including those used by the Secret Service in protecting the presi dent. Many of the drivers are Army personnel in White House chauffeurs' uniforms. Even in recent years, presidents have not done much driving themselves, since the Secret Service frowns on it. Occasionally, though, one gets behind the wheel. Left, in the rear seat of a spacious touring car, Calvin Coolidge accompanies Herbert Hoover to the latter's inauguration in 1929 . . . Below left, Franklin D. Roosevelt uses hand controls to drive members of his staff on a visit to patients at Warm Springs, Ga. . . . Below, Harry Truman stands to wave to admiring crowds from the "Sunshine Special." F phy> a pu phae estat Spe H Va. clod ' took pubL one < In sees ride Secre but r Unite ridin; r d T w e< o 22 ETC 29502 **++***+***+**+***++4+*************+*4*+** .,************* F.D.R. enjoyed driving his own car, though his physical infirmity prevented him from doing so on a public highway. He used to drive a specially built phaeton, with hand controls, around his Hyde Park estate and at Warm Springs, Ga. Speeding Frowned On Harry Truman once drove from Charlottesville, Va. to Washington. Newsmen following behind clocked him at 65 miles an hour. The Secret Service took a dim view of the speed and the attendant publicity and persuaded Mr. Truman to let some one else do the driving after that. In the interest of security, the Secret Service also sees to it that the president and vice president never ride in the same automobile. This and some of the Secret Service's policies may seem overly cautious, but results vouch for their merit: A president of the United States has never suffered an injury while riding in an automobile.# ************************** * * BEFORE THE AUTOMOBILE . . . * the government furnished housing for presiden* rial horses and carriages, but supplied neither * the animals nor the vehicles they pulled. Mr. X President paid for his own. J Chester A. Arthur was the owner of two per* fectly matched mahogany bays, and Grover * Cleveland had a stable of five horses, including * three matched browns. Theodore Roosevelt * maintained two carriage teams, six saddle horses, and a landau, brougham, surrey, and a small J open trap. * President Taft bad the one-story, brick White House stable remodeled into a garage, replac* ing the feed bin with a gasoline tank. But it * wasn't until 1951 that Congress--apparently * convinced that the automobile was here to stay * --passed a bill officially abolishing White House * stables. Until then, there was a law requiring * the Quartermaster General of the Army to pro** vide suitable quarters for presidential horses. FOOD FOR AMERICA S FUTURE 'T'he country's ability to feed its fast-growing -* population in the years ahead is discussed in "Food for America's Future," a new book pro duced by Ethyl Corporation as a public service. The 167-page volume tells what has been done, what is being done, and what will be done to better equip farms and industries to meet the food needs of future generations. Looking ahead, the book discusses land capabil ity and the part agricultural research will play. It outlines the goals education should strive for in this field, and gives details for more efficient man agement of land, labor and capital. Coverage is extended to recent and anticipated chemical and other technological developments for more effec tive control of insects, diseases, and weeds, and for more productive fertilization of land. Increasing productivity through power farming, the availability of petroleum products for fueling and lubricating equipment, and the part electricity will play in the business of farming are other areas discussed. Finally, the book considers problems facing the farmer, and explains how their solu tion will contribute to his future productivity. "Food for America's Future" was conceived and produced by Ethyl to allay some of the concern caused by the country's unprecedented population explosion. Aware that there are doubts about our food potential, the Company went to outstanding authorities in research, soil science, education, pe troleum, farm machinery, electric power, agricul tural chemicals, economics, food processing and marketing. The Company asked these men about the prospects for feeding an estimated population of 245 million in 1975--and even greater numbers in succeeding years. "Food for America's Future" is the result. Its 12 related articles were written by Firman E. Bear, Editor-in-Chief, Soil Silence; Byron T. Shaw, Ad ministrator, Agricultural Research Service, U. S. Department of Agriculture; Thomas A. Boyd, Consultant, General Motors Research Staff; Clif ford M. Hardin, Chancellor, University of Nebras ka; Herrell G. DeGraff, Babcock Professor of Food Economics, Cornell University; Richard C. McCurdy, President, Shell Chemical Co.; Kenneth S. Adams, Chairman of the Board, Phillips Petro leum Co.; Robert S. Stevenson, President, AllisChalmers Manufacturing Co.; Robert E. Wilson, Chairman of the Board (retired). Standard Oil Company (Indiana); Philip D. Reed, Chairman of the Board (retired). General Electric Co.; Charles G. Mortimer, Chairman and Chief Executive, Gen eral Foods Corp.; and Charles B. Shuman, Presi dent, American Farm Bureau Federation. "Food for America's Future" is published by the Industrial and Business Book Department of the McGraw-Hill Book Company. 2a ETC 29503 ETHYL IN THE NEWS Company Building New Gasoline Testing Laboratory test gasolines for Research and Motor octane num bers and for antiknock compound content, specific gravity, oxidation stability, vapor pressure, distilla tion and corrosion characteristics, and gum and sulphur content. Special tests, such as trace lead and bromine number determination also will be locatednew gasoline testing laboratory, performed. Ain the Los Angeles refining area and designed to The Ethyl technicians will be available to work provide improved service to refiners throughout the with oil company personnel, on a cooperative basis, Pacific Coast, is being built by Ethyl Corporation on educational programs involving gasoline testing at Long Beach, Calif. The laboratory, which will procedures. They also will assist on the servicing of be equipped to provide "same day" test results, is knock-testing engines and related equipment. scheduled to be in operation early next year. It Collectively, the five laboratories in Ethyl's Gaso will replace Ethyl's present laboratory at San line Testing division annually test some 30,000 Bernardino, Calif., without any interruption in the gasoline samples sent in by refiners and purchased Company's service. at service stations in principal marketing areas. The The new laboratory at Long Beach will contain laboratories' tests supplement those performed by the latest equipment for testing all phases of gaso individual oil companies and also develop data line quality and will be fitted to test diesel fuels for used in Ethyl's monthly nationwide surveys of gas cetane number. Experienced Ethyl technicians will oline quality. Ethyl-engineered Jet Mixing Systems in Wide Use et mixing systems, engineered by Ethyl Cor J poration for combining antiknock compounds with gasolines, are proving so advantageous that more than 100 refineries are now using them. Consisting primarily of a nozzle fitted through the side of a storage tank of any size, with the spout angled upward and toward the tank's center, an Ethyl jet system adds gasoline-diluted antiknock fluid under pressure supplied by a pump. Mixing takes place when the high-velocity nozzle stream agitates a tank's contents completely. In addition to low initial and operating costs, advantages of the system include sharp reductions in the time required for blending. It takes only two hours or less to process a tank of 134,000-barrelcapacity, for example, instead of some 30 hours by swing line circulation or other installations. The re sulting speedup in product turnover means a com mensurate increase in tank farm utilization. Jet mixers for treating gasoline appeal to refiners with problems which cannot be solved by installa tions of other kinds. At the same time, the newer system can be applied with equal economy and efficiency in combining various gravity crudes or to mix additives with other petroleum products. Ethyl representatives are available to explain jet methods to oil companies, provide engineering de sign and system analyses, assist in the solution of individual mixing problems and cooperate on installational and operational procedures. 24 Scii *Pv were by re and I meeti York At Wbal make niobii A ethyl Get Chi Georg: in 195. the Re; researc nologi; nical i Promo been r Water! safety i numerc tiy pub A nr B.S. in Washin Confine ETC 29504 i Scientists Present Papers at ACS National Meeting otential ways to increase the usefulness of Pvarious metals and organometallic compounds were discussed in seven technical papers presented by representatives of Ethyl Corporation's Research and Development department at the 138th national meeting of the American Chemical Society in New York during mid-September. At one of the ACS sessions, Dr. Thomas P. Whaley described how sodium can be applied to make such space-age metals as titanium, zirconium, niobium and vanadium in commercial quantities. A recent Ethyl method for producing tetra ethyl lead by an experimental laboratory process was explained in the paper prepared by Dr. Julian B. Honeycutt, Jr. and James M. Riddle for the ACS organic chemistry division. They also described the preparation of new organo-boron compounds. Spe cialized aspects of tetraethyl lead and tetramethyl lead production were covered by Dr. Warren E. Becker and Shirl E. Cook. Three other papers on reactions involving metallic compounds were presented--the work of Joseph H. Mitchen; Allen H. Filbey, Kestutis A. Keblys and John H. Wollensak; and Michael Dubeck and Richard L. Dreibelbis. John C. Lane was a speaker at a meeting of the division of chemical literature. George H. Unzelman Named Chief Refinery Technologist GJ.EORGE H. UNZELMAN, 1 who has been as sociated with the oil indus try for the last 13 years, has been named chief refinery technologist in Ethyl Corporation's Western region. Mr. Unzelman, who will make his headquarters in George H. Unzelman Los Angeles, joined Ethyl in 19S5. Since that time, he has been a member of the Refinery Technology division at the Company's research laboratories in Detroit, a refinery tech nologist in Tulsa, and for the last two years, tech nical assistant in Ethyl's Advertising and Sales Promotion division. In the latter capacity, he has been responsible for the production of "Danger! Water!" and "Danger! Air!,'' motion pictures on safety in refining operations. He also has contributed numerous articles on refining subjects to oil indus try publications. A native of Seattle, Mr. Unzelman received his B.S. in chemical engineering at the University of Washington. Before joining Ethyl, he was with Continental Oil for eight years Magic Circle Ad Presented to Minnesota Governor Gov. Orville L. Freeman of Minnesota (left) re ceives enlargement of Ethyl Magic Circle ad fea turing Minneapolis-St. Paul area from Clyde Port, Mobil Oil, and Harold Berg, Ethyl Corporation. 25 ETC 29505 7TX&*. . Deep in the heart of the Texas hill country, . . A ROAD,3history and scenic beauty are intermingled in i * e s f M -a tu r-i / Mounted on sure-footed horses, today's ranch guests follow the historic road where it turns in and out of the river as topography dictates. Deruegpgeidn a hill strikingly beautiful canyon, country 125 miles northwest in of the San Antonio, Texas, is one of the most unusual roads in the country. It's under water! For years, the broad rock bed of the spring- fed Frio River has served as a thoroughfare, even though it is almost always under at least several inches of water. And yet, because it is hard-surfaced, the route never has been repaired. The combina tion riverbottom-road is a part of a far-reaching bed of native limestone that stretches, strata on strata, across miles of that part of the Lone Star State. It probably was the first dustless road in Texas. The unique aspects of the road don't end with its water cover. It has been a vital connecting link for three county seats: Leakey, in Real County, Rock- springs, in Edwards Country; and Kerrville, in Kerr County. Although for years, in fact for decades, it was a state highway--the only passable north- south route--it actually is privately owned. The road, and that part of the Frio River through which it runs, are within the boundaries of 10,000-acre Prade Ranch. The River's Story If modem automobile travelers of the Frio canyon route could understand the rippling sounds of the crystal-clear river, they would hear a fascinat ing story--a story of boundless beauty, a story of history and hardship, and, more recently, a story of ranching, recreation and relaxation. For the river has seen all these things--and more. Worn deep in the terra-cotta-colored limestone riverbed--and still clearly visible in several places --are parallel ruts. These ruts were started back in po in car Pr the of roe ne wa Sic the on Tfc me ist ca. ho pu wa riv the be. set gr: the in art ETC 29506 # ),a RIVER and a RANCH the 1860s, and deepened over succeeding years. i They were ground into the stone by iron tires on . the wagons driven by hardy Texas settlers in the post-Civil War years. Although a modem highway. Route 336, weaving i in and out along hilltops at the head of numerous 1 canyons, now parallels the old road, guests at , Prade Ranch and other motorists still like to drive the watery route. There they can enjoy the beauty 1 of the towering Frio canyon with its multi-colored , , rock strata and countless mud-compacted swallows' t nests, have the fun of driving the underwater high way, and recall the days of Texas pioneers. 5 r Signs Marked Channel It was only a few years ago that the old road was I the only one--even for motor vehicles. Large orange discs remain painted on huge river boulders. They and buoy-like signs marked the road's auto! motive "channel." Not infrequently aquatic motorII ists bounced to a sudden splashing halt as their s car wheels dropped into one of the off-channel pot holes. Then a tractor from the ranch obligingly pulled stranded cars out and set them on their watery way again. o If they know where to look, not far off the road, s river travelers can find two related reminders of the violence that once marred the canyon's bucolic f beauty. Under the twisted branches of a grove of y scrub cedars, a piece of native stone marks a solitary grave. The crude, hand-cut inscription reads: "Fa ther John Maloney, killed by Indians, 1867." e A few hundred yards away, just above a ledge s in the canyon wall and now faded almost from sight, n are vestiges of crude Indian paintings. One depicts a tall man in a frock coat, with arms outstretched in a gesture of peace and friendship. This is a pic ture, painted by a group of renegade Commanches, of Father Maloney, the missionary they slew. The unique road, and the breathtaking beauty that surrounds and overhangs it, are among the many attractions of Prade Ranch, within whose boundaries it runs. It was this beauty that inspired the state of Texas to secure an option to buy the property about 40 years ago, with the idea of con verting it into a state park. Only the inaccessibility of the area at that time deterred the state from exercising the option. Prade Ranch is located in the heart of the Angora goat country. In addition to cattle and horses, it has several thousand of these long-haired animals, Still dearly visible in the limestone bed of the river are the narrow ruts cut there decades ago by the grinding wheels of pioneers' wagons. C ETC 29507 A ROAD, A RIVER AND A RANCH Abounding in deer and wild turkeys, Prade Ranch attracts hunters to its rugged acres in late fall and early winter . . . Below, besides cattle and horses, the ranch's livestock includes a large herd of Angora goats, prized for their coats. so prized for the fine quality of their coats. But because of the scenic wonders and the fine fishing, hunting, horseback riding, swimming and quiet solitude, the main business at Prade Ranch now is guests. No "dude" ranch, Prade provides an in formal retreat for sportsmen and vacationers. The vacation season runs from May into October, with hunters coming to try their luck at the plenti ful deer and elusive wild turkeys in November and December. Accommodations are in rock cabins, built of native limestone around a grassy quadrangle that is surrounded by mountains and overlooks the beginning of the canyon. Because Prade Ranch boasts its own United States post office--one of four in Real county, but one of the smallest in the country--the ranch's location is indicated on road maps. State highway signs also point motorist to it. But while the ranch retreat is easy to locate and readily accessible over smooth Texas roads, and while it is one of the oldest guest ranches in the state, it was raw wilderness three and a half decades ago. That was when Earl T. Prade, a Dallas businessman, stumbled on it while hunting one raw winter day and fell in love with the area's rugged beauty. Even through the chilling sleet, he rec ognized its grandeur, acquired the property and went into sheep ranching. & Guests Welcomed The country was too attractive and the Prade family too hospitable not to share it with others. It wasn't many years before guests were welcomed. The present owner is Earl T. Prade, Jr., who with his wife and mother, directs ranch operations, plays host to as many as 40 guests at a time, and handles the flow of mail through the pint-size post office. The best way to drink in the scenic splendor of the area is to mount the western saddle on one of the ranch's sure-footed saddle horses and ride the trails that twist and turn over the hills and through the canyons of the far-reaching acres. From many vantage points, there are rewarding views--off in the distance, or downward hundreds of feet to the unique road with its old wagon ruts in the Frio River bed. Even though the solitary car splashing along is a modern automobile, it doesn't take much imagina tion to transform it into a pioneer wagon, once again making its way through the Texas hills.# Mr COM Eth facturin da with importa antiknoi chloride the plar With antiknot they art than eve First outside taken fc tetraetht ETC 29o08 printed U.S-A- I v; * . X**r* JL~w,- '** . ' P_:**>-'w**'...r **?/*.,--/ ^ t'/ A MADE IN CANADA-- >. Now' wow than ever Completion this fall of an expansion of the Ethyl Corporation of Canada Limited manu facturing plant near Sarnia, Ontario, provides Cana da with modem facilities for the production of two important chemicals required in the production of antiknock compounds. New units to make ethyl chloride and ethylene dichloride have been built at the plant. With the new process units in production, the antiknock compounds, and the gasolines to which they are added by Canadian refiners, will, more than ever, be all-Canadian products. First step in ending Canada's reliance on sources outside the country for antiknock compounds was taken four years ago when the Ethyl of Canada tetraethyl lead plant went on stream. Now, the sec ond step makes a further contribution to Canada's overall economy and self-sufficiency. In the past, it has been necessary to import ethyl chloride and cer tain other components of "Ethyl" fluid from the United States. At the Ethyl of Canada plant, ethyl chloride will be manufactured from ethylene and anhydrous hydrogen chloride in the presence of an aluminum chloride catalyst. Ethylene dichloride will be manu factured from ethylene and chlorine. Supplies of ethylene, hydrogen chloride and chlorine will be purchased locally. The new chemical processing units incorporate the latest design and engineering features resulting from Ethyl's long experience as the world's leading producer and marketer of antiknock compounds. ETC 29509 g n f . m iiii! w i ' - .' / ' fr *. '* &Vrr****&!? L'.:.' /^>*r .t -. .?-'. ,V. V 11 f^3} . IsxiJLiMi: >/i.Lx*.-'*, it *:' ' '"S' * -r ' ; '"' V*' ?//. -' ' *"' ' Sc,,,`^SPKCIAL ADVERTtSINfli;that's aimed at the vast market pi's Magic Circle advertising in LIFE, ilNG PQST--where regionalized ads appr geographic sections of the* country, supplemented bysunset-oil, the'West Coast' >'1 zf'i" Axtd there's tifeAhe local Approach-Magic Circle adi in \: ;|htt Sii/nfejt'auahlemenfs of newspapers in 27 major cjties ^acposs the country,,tailored, to each, locale. ThaCs a lot of Caniniymition-^altfor grwtej Expansion of 'the markAti ttl ,v r*\ .*i'\ \*. / HYfc;CORjO^Ttt)t YQtK.iTO^ -BJLS^tCHIpAC^ CtS AJG| COaP. O^MfOUM XbHVB), TptK^rro L^usa^i % Uii' 3 ETC 2951 ?95ll MO' tCI Published by Ethyl Corporation 100 Pork Avenue, Now York 17, N. Y. monufocturar of "Ethyl** antiknock compounds ond other odditives used by oil componies to improve the quality of petroleum products. B. 8. Turner, President WiJIiom R. Perdue, Jr., Vice President ond Treasurer Herbert A. Savage, Secretory Richard F. Cook, Editor, ETHYL NEWS Stanton P. Nickerson, Associate Editor Corsten Grande, Art Director Articles from outside sources ore welcomed. Upon request, permission to reprint material appeoring in ETHYL NEWS will be gronted. Contents_______________ ANTIKNOCKS FOR EVERY NEED Page .. 1 TORONTO-CITY OF SUPERLATIVES ... 4 MADE IN ORANGEBURG........................ 8 "I DO SOLEMNLY SWEAR"....................... 10 BETTER CARS THAN EVER ....................... 14 MEET ETHYL'S JACK LAUBACH................. 18 A NEW LOOK AT THE OLD WEST ... 20 THE LATEST STEP.........................................24 THE CIVIL WAR REVISITED....................... 26 PRODUCING FOR PLASTICS....................... 29 THE COVER paint ing, "The Stage coach Attack" by Charles M. Russell, is one of many orig inals on display at Wooloroc museum in Bartlesville, Oklo. See "A New Look at the Old West" pages 20-23. Printed in U.S.A. ntiknocksfo IN THE FAST-MOVING TECHNOLOGY of modern oil refining, antiknock compounds are arousing new interest and are taking on added importance. Faced with competition, rising costs and the changing gaso line requirements of a growing automobile popula tion, refiners are taking a new look at the use of these chemical additives. Recent surveys indicate that, with only minor exceptions, refiners can achieve the octane increases that the industry has anticipated for the next five years through the use of antiknock compounds alone. This means that little or no capital will be required for expensive octane improvement facili ties in the foreseeable future. Other Advantages In addition, antiknocks offer gasoline manufac turers other potential advantages. Exhaustive re search studies and full-scale use in refineries and ultimately in billions of car-miles on the road have demonstrated that they: (1) are one of the most economical methods of octane improvement, whether costs are figured on Research, Motor or Road ratings: (2) give a road octane bonus; (3) decrease gasoline sensitivity; and (4) increase re finery flexibility. To provide refiners with antiknock compounds for all possible needs, Ethyl Corporation, the pio Eth) neer a brc servii tensi' wholt work select ation desin TEL ' Of tetrae: Over 98 pe Mo refinir engin. list of antiki Lead 750). In and 1 tions, especi Fot mang; ETC 295,2 H --C-- ..* , i-U -iWp M-- C -- ftr'. > : I w ' H" prT"'-/ or Every Need -- .V J- V-i Ethyl offers full line of octane improvement additives and technical assistance neer marketer and the leading supplier, now offers a broad range of these products. As a part of' its service, the Company shares the findings of its ex tensive research programs with the industry as a whole. At the same time, Ethyl representatives work closely with individual refiners, helping them select the best compounds for their particular situ ations and assisting them in determining the most desirable cost-effective concentrations. TEL Widely Used Of Ethyl's antiknock compounds, the original, tetraethyl lead, was introduced by Ethyl in 1923. Over the years, it has come to be used in more than 98 percent of all automotive gasoline. More recently, with changing techniques in oil refining and changing requirements of automobile engines, Ethyl has added other antiknocks to its list of products for the petroleum industry. The new antiknocks include tetramethyl lead and three Mixed Lead Alkyls (MLA-250, MLA-500 and MLA750). In addition, special physical mixtures of TEL and TML blended to individual refiner's specifica tions, also are available. These mixtures provide especially good results in some gasoline stocks. For the last year and a half, Motor 33 Mix, a manganese-lead antiknock highly effective in cer tain gasolines, also has been offered to refiners in commercial quantities. Of the newly available antiknocks, tetramethyl lead is probably the best known. It is similar to tetraethyl lead and works in generally the same way. The principal differences are that TML is more volatile and has greater thermal stability. The MLAs (Mixed Lead Alkyls) are made by processing to equilibrium composition specified proportions of TML and TEL. In the presence of a catalyst, the methyl and ethyl radicals redistribute. To make MLA-250, the proportions of TML and TEL are selected so that 25 mol percent of the radicals present are methyl radicals and 75 percent are ethyl radicals. In MLA-500, there is a 50-50 division, and in MLA-750, there is a 25 ethyl, 75 methyl ratio. Each of the Mixed Lead Alkyls contains three compounds, intermediate both in weight and vola tility between TEL and TML--triethyl methyl lead, diethyl dimethyl lead and trimethyl ethyl lead-- plus some unreacted TEL and TML. Physical Properties Vary In addition to variations in chemical composi tion, there are variations in physical properties of the Mixed Lead Alkyls--in the amount of metallic lead present by weight, in volatility, and in anti- ETC 29513 1 ANTIKNOCKS FOR EVERY NEED knock capabilities. Although the last factor is less well understood, it is related to thermal stability. TML has greater thermal stability than TEL. There fore, TEL may tend to dissociate in an engine at a lower temperature than TML. This means that the active ingredient--the lead oxide--is made available to do its job at different times in the en gine cycle, depending on which compound is present. Physical mixtures of TEL and TML have greater volatility than their equivalent Mixed Lead Alkyls-- and volatility is important in distribution in an engine during acceleration. It has long been recog nized that TEL in engines with poor distribution tended to lag behind the lighter fuel components in the intake manifold during acceleration. If the light components are low in octane number, the fuel tends to knock at lower speeds. Thus, a more The availability of several different antiknocks helps oil refiners satisfy the changing gasoline requirements of a growing automobile population. volatile antiknock tends to provide additional anti knock quality to the low octane light materials in the gasoline, and knock caused by poor distribu tion is avoided. Volatility is one reason why TML has aroused so much interest among European refiners who make gasoline by taking light, low octane straight run and blending it with high octane less volatile catalytic reformate. The majority of European cars have manual transmissions, which means that accelerations can be made at very low engine speeds where manifold lag and resulting knock are likely to occur. The use of TML helps eliminate this knock. Because of the different qualities of antiknock compounds and the wide variations in refinery situations, an individual refiner's choice of the best additive is necessarily an important but com plex subject. His decision, of course, is influenced by his objectives. Does he want an antiknock that has the greatest cost-effectiveness in his gaso line, or is he looking for the antiknock that gives him the highest octane quality? The applications of antiknocks to compensate for fuel deficiencies is not easy. It depends on which grade--premium or regular--the deficiency is in, and how much the refiner can afford to spend to correct it. In general, to correct a low octane front end situation, the most volatile antiknock. TML. is best. Or perhaps mixtures will satisfy. Variables to Consider When it comes to cost-effectiveness, there are a number of variables that must be considered: octane level, fuel composition, antiknock concen tration, rating method, sulfur concentration, other additives and concentrations, and finally the price of the antiknocks. A convenient method for appraising the various antiknocks is to compare them with TEL. Gener ally, a refiner has laboratory antiknock specifica tions which he currently is meeting with certain concentrations of TEL. Since the cost per pound of lead or per gram of lead is different in each of the antiknocks, he can determine their cost-effective ness by calculating the relative weight of lead re quired to give equal treating cost to that achieved with TEL. Actually, cost-effectiveness is a highly selective feature, depending on a refiner's fuel composition a and a connec pleted progra now areport from t The analys saving tion ar Gen of the price ; In a vide a is the j than tl Motor The covery prehen able in ETC 29514 and antiknock compound concentration. In this connection, Ethyl Corporation has recently com pleted a comprehensive laboratory and road rating program. A summary of the data developed is now available to refiners. Later this winter, a fuller report, giving an analysis of all the data obtained from the program, will be issued. The preliminary data and the comprehensive analysis are expected tp help refiners evaluate the savings that may be achieved through careful selec tion and use of an antiknock. Generally speaking, TEL still is considered one of the best antiknock compound buys, based on its price and established versatile effectiveness. In addition, higher concentrations of TEL pro vide a road bonus in many fuels. A road bonus is the greater road octane gain from increased TEL than the octane gain indicated by Research and Motor ratings in the laboratory. The road bonus phenomenon is not a new dis covery. It was only recently, however, that com prehensive efforts were made to look at all avail able information, determine the size of the bonus. find out what it is worth, and determine how best to take advantage of it. In recent Ethyl test programs, it was found that on an average increases in TEL gave from 20 to 50 percent better results on the road than had been measured by the Research method in the lab oratory. It also gave more on the road than was indicated by the Motor method. Since these were averages, some fuels naturally had much greater road gains than others. Ethyl's Research Laboratories have prepared a general report on road bonus--how it is measured, its magnitude and other pertinent factors. The bonus provided by lead antiknocks is im portant and timely--especially in the light of the refining industry's current interest in and emphasis on road performance. So, too, the careful evalua tion and wider use of antiknock compounds in gen eral are increasingly important as refiners individu ally and collectively continue their efforts to pro vide economically the quality gasolines needed to satisfy the changing requirements of a growing auto mobile population.# 3 ETC 29515  By Them Yates Almost all of the world's cities like to describe themselves as "dynamic," "progessive," "fast-growing," "hospitable" and "friendly." In Toronto's case, these adjectives fit precisely. The booming metropolis bn the northern shore of Lake Ontario is, far and away, Canada's "first," "largest" and "most" in all but one or two major categories. The metropolitan Montreal area, for in stance, is still the country's most populous city, but only by a margin of a quarter-million over Toronto. The "new" Toronto was bom at the close of World War II, but the end of its physical, economic, industrial and cultural growth is nowhere in sight. Its metropolitan area now houses approximately 1.5 million people, almost 10 percent of the nation's population. This number will swell to 2.8 million in the next 20 years. Greater Toronto provides almost 11 percent of Canada's jobs and one-third of the nation's total purchasing power is concentrated there. Now a World Port If bustling Toronto, in its surge, needed any outside assistance, it got it last year with the opening of the St. Lawrence Seaway. Overnight, the Seaway trans formed Toronto from a busy harbor city (on Lake Ontario) into a great world port. Perhaps the facelifting of a single street is not enough to reflect a big city's total progress. But the changes that have been made on Toronto's Univer sity Avenue are typical of those constantly taking place in this, Ontario's capital city. University Ave nue has become Toronto's showplace--a formidable rival to New York's Park Avenue, Los Angeles' Wilshire Boulevard and Paris' Champs Elysees. Street of New Buildings Along University Avenue, one of the widest main streets in the world, have risen in recent years many new buildings, including several that house head offices or divisional headquarters of petroleum com panies. At the head of the street are the Ontario parliament buildings. On University Avenue too are located several hospitals, including the famous Hospital for Sick Children. This is appropriate for. along with its many other superlatives, Toronto is one of the world's leading medical centers. It is hard to find any field in which Toronto is not among the pacesetters. You name it--banking, in dustry, education, printing and publishing, anything at all--and Toronto almost certainly leads the parade, at least so far as Canada is concerned. The city boasts such other features as the country's only subway (running under Yonge Street, the city's main shop ping thoroughfare) and a real, honest-to-goodness castle, located, incidentally, not far from the Ethyl Corporation of Canada Limited executive offices on St. Clair Avenue West. The massive 98-room structure, complete with 15 telephone-equipped bathrooms and 23 fireplaces, is one of the bustlir So billed est an The tl early that. If ' plore univei spaces There strong few c beer a 4* ETC 29516 jstrialization that Canada is experiencing is |ity of Superlatives The opening of the St. Lawrence Seaway gave fast-growing To ronto still another boost, trans forming it from a busy Lake On tario harbor city to a bustling world port. bustling city's greatest tourist attractions. So also is the Canadian National Exhibition, billed extensively and not incorrectly, as the great est annual event of its kind on the face of the earth. The three million people who visit this late Augustearly September extravaganza each year vouch for that. If Torontonians themselves find anything to de plore about their flourishing city--apart from such universal minor aggravations as the lack of parking spaces--it is that the city is too Americanized. There is no denying that "Yankee" influence is strong. If it weren't for Canadian currency and a few distinctively Canadian products, particularly beer and cigarettes, a visitor might think he was in Below, the modernity of this model of Toronto's soon-to-bebuilt city hall reflects the spirit of growth and progress that per meates the metropolitan area. % f/f / ETC 29517 TORONTO-CITY OF SUPERLATIVES New York, Denver or Houston. In deploring that his city is more American than Canadian, the Toronto citizen is not being bitter or supercritical. He is merely recognizing a situation that exists and that probably could not have been otherwise. Toronto's geographic proximity to the United States and its close business, cultural and other ties with its neighbors to the south are, of course, responsible. Always a favorite port of call for tourists from the United States, Toronto is also well known to two other groups of Americans--businessmen and mu nicipal planners. Businessmen are particularly interested because Toronto has the world's largest concentration and widest diversification of branch operations of nonCanadian companies. The inpouring of business personnel from other lands (more than 75 percent of the 175,000 people who settled in Toronto in a recent five-year period came from outside Canada) has enhanced the city's social and cultural life--and veteran Toronto residents readily admit it. Toronto thinks that the industrial complex lo cated within what a word-coiner has dubbed the "Torontario" area might be the most complete and diversified in the world. At any rate, it is claimed, there lies within Toronto and a 100-mile radius all of the manufacturing, professional and retailing ele ments of Boston, Chicago, Detroit, Hartford, New York and Pittsburgh, though perhaps on a smaller scale. As a result, it is no secret that U. S. business firms often use their operations in and around Toronto as a combination training school-proving ground for management personnel. Says one U. S. executive: "Anything that may occur in the United States has already been met in the Canadian opera tion, and probably on a tougher basis." As for the municipal planner, his eye is on the new Toronto government that became effective six years ago. This is the Municipality of Metropolitan Toronto, a federation of 13 separate communities in the area. With formation of the "Metro," Toronto and its suburban towns were the first in the Western Hemisphere to give what has been termed "official political recognition to the fact that modern indus trial society has created a new form of human settle ment--the metropolitan area." The metropolitan government is simple in its con- cept. and 1 bility "Meti volve< --sue struct indige May Th comn wise f lappe the n --am be tri and c Th namii simil; Noth: advai Toro: Canada's only subway provides rapid transportation through the heart of Toronto, under Yonge Street, the city's principal shopping thoroughfare. 6 Quotations from the busy Toronto Stock Exchange are in demand in Switzerland, Germany, France and Britain, as well as throughout Canada and the United States. ETC 29518 i cept. All municipalities retain their local aatonomy and local responsibilities, while yielding responsi bility for major metropolitan services. Thus the "Metro," acting on behalf of the communities in volved, is charged with providing scores of services --such as police, arterial road and expressway con struction, licensing, housing and even the burial of indigent persons. May Be Tried Elsewhere These and others are services which many of the communities individually could not afford or other wise provide and which might be duplicated or over lapped from one neighboring town to the next. If the metropolitan government of Toronto succeeds --and it has so far--it or variations of it may well be tried in metropolitan areas in the United States and other countries. Thus, going back to the original thesis, "dy namic," "progressive," "fast-growing" and other similar adjectives do fit Toronto, and fit it well. Nothing perhaps epitomizes Canada's unparalleled advancement as much as the ever-changing face of Toronto, it ItfXz ill W* - |4 Modern, attractive store*, amply stocked with a wide selection of the world's goods, make Toronto a popular and complete shopping center. The Canadian National Exhibition, an annual event, attracts several million visitors from around the world to its spacious grounds and permanent buildings at Toronto each summer. Besides displaying the products of forest, farm and factory, it includes music festivals, athletic competitions, theatrical performances and art collections. ETC 29519 MADE IN OI South Carolina plant manufactures a number of Ethyl's newer chemicals compact and highly efficient plant on the "Ethyl" Multi-Purpose Additive for gasoline, in A coastal plain of South Carolina, at the county troduced almost three years ago, is another major seat of Orangeburg, is becoming an increasingly Orangeburg product. It has three uses: eliminating important development and manufacturing center deposits in carburetors, preventing carburetor icing, for chemicals sold by Ethyl Corporation. and protecting metal surfaces against corrosion. Products from Orangeburg include versatile pe troleum additives, as well as compounds used in the Reduces Engine Stalling petrochemical, rubber, plastics and other industries. The compound is highly effective in reducing Some of these chemicals have potentials in the man engine stalling and in keeping fuel systems clean. ufacture of dyes, pharmaceuticals, cosmetics and in Its anti-corrosive properties also help check the food processing. Further likely uses range from syn deterioration of gasoline storage and distribution thetic resins to fuels for rockets and guided missiles. systems. Because small concentrations of Multi- As the world's largest producer and marketer of Purpose Additive provide desirable results, it is antiknock compounds for gasolines. Ethyl provides more economical than other agents with similar United States and foreign refiners with these addi purposes. tives from plants at Baton Rouge, La., Houston, An ortho-alkylation process discovered and de Texas, and Pittsburg, Cal. The plant of Ethyl Cor veloped in Ethyl's research laboratories is the basis poration of Canada Limited at Sarnia, Ont., re for a group of inexpensive but aggressive anti mains the chief source of antiknock compounds for oxidants manufactured at the South Carolina plant. the Canadian oil industry. By controlling undesirable oxygen reactions, the Mostly Petroleum Additives agents help petroleum and related synthetic prod ucts preserve desirable characteristics. At the same time, Orangeburg is a focal point Several "Ethyl" antioxidants are now being pro for manufacturing new chemicals and for develop duced commercially at Orangeburg. More than half ment programs on experimental products. So far, of the present output is consumed in petroleum most of the compounds made there are for addition products. It is used for such purposes as checking to petroleum products--gasolines, lubricants and gum formation during the storage of gasolines and jet and diesel fuels. jet fuels, and preserving the stability of lubricants One of the additives for gasoline is the Com and industrial oils. The unique properties of certain pany's manganese compound, which increases the of these additives help reduce engine wear and pro effectiveness of leaded antiknock fluids. Shipments mote the cleanliness of moving parts. of manganese go to Baton Rouge, where the prod More recently, a line of several additional anti uct is blended with TEL. The finished "Ethyl" Mo oxidants has been developed by the Company for tor 33 Mix is then delivered to customer refiners. eventual production at Orangeburg in commercial 8 ETC 29520 diesel! iGNITIOr MPROVI )KANGEBIJR( a IN GNITIOI :ontroi )MPOUNibS quantities. They offer promise as deterioration in hibitors in natural and synthetic rubbers, and in such plastics as polyethylene and polypropylene. They also have application in petroleum oils and waxes. Among the first petroleum additives made at the South Carolina plant were Ethyl's first three ignition control compounds. These organic phosphorus chemicals combat surface ignition and. rumble and reduce spark plug fouling in gasoline engines. Also among the first Orangeburg products was "Ethyl" Diesel Ignition Improver. This amyl nitrate additive increases the cetane number of diesel fuels for automotive, railroad and marine use. First Major Source Aluminum alkyls and their halides have been produced at Orangeburg more recently. The plant's capacity is in the multi-million-pound-per-year range. It is the nation's first major source for a complete line of alkyl aluminum compounds. The aluminum products are used as catalysts in the manufacture of plastics and synthetic rubber. They are being investigated for other applications, including chemical intermediates and as self-ignit ing fuels with scientific and military potentials. ANGANE&E MTIKNOOIK |PMPOUI^D Shipments are offered from half-pound samples up to tank-car commercial quantities. Other new "Ethyl" products made at the plant are the Company's recently-introduced Extreme Pressure Additive 1, for cutting fluids, gear oils and transaxle fluids; and its Metal Deactivator, for gaso line, jet fuel and distillate fuels. The wide range of chemicals produced at Orange burg calls for many raw materials as well as unique processes. Requirements include sodium and ethyl chloride, obtained from the Company's Baton Rouge plant; ethylene, benzene, phosphorus oxy chloride, phenol, amyl alcohol, methyl cyclopentadiene, isobutylene, aniline, manganese chlo ride, methyl chloride and aluminum. The Orangeburg plant maintains close working relationships with Ethyl's Research and Develop ment department--particularly the divisions located in Baton Rouge and Detroit, where projects for the plant's operations are generated.# etc 29521 New York City's Wall Street was the scene of the first presidential oath-taking in 1789. Lincoln's second inaugural is remembered for his "with malice toward none" speech. iu Presidential inaugurations are both impressively serious and exuberantly gay By Henry F. Unger CCT-ihe gorgeous receptions given Alexander JL the Great, Hannibal, Caesar and Napoleon . . . sink into insignificance by comparison with the grand review about to be enacted in the capital of the greatest nation on earth." This advance description, by the late Representa tive Usher L. Burdick, of North Dakota, referred to President Eisenhower's first inauguration back in 1953. It probably is almost as applicable to the coming inauguration of John F. Kennedy as 35th president of the United States on January 20. All that the Constitution requires in the way of ceremony is the taking of an oath by the new presi dent. But ever since Andrew Jackson's time, the event has been surrounded by pomp and festivity-- especially when the "outs" are restored to power. In 1953, the Republicans, celebrating the end of a 20-year drought in national administration, opened the inauguration valve wide. They staged a mammoth parade with 25,000 participants; sold 10 175,000 official programs and 10,000 inaugural medals. Over a half-million people stretched and strained to watch the 3 Vi-hour parade in person and an estimated 75 million more saw it on tele vision. In 1957, at President Eisenhower's second in auguration, festivities included four simultaneous inaugural balls that attracted 14,600 people. The bill for the day's events topped $1 million. Drama-packed Moment Beneath all the glitter and frivolity of presidential inaugurations is the central, drama-packed moment when the newly-elected president faces the chief justice and repeats the oath as set forth in the Con stitution: "I do solemnly swear (or affirm) that I will faithfully execute the office of President of the United States, and will, to the best of my ability, preserve, protect and defend the Constitution of the United States." Then before a hushed crowd of over 50,000 peopie in Capitol Plaza and millions more in the tele- ETC 29522 j . vision and radio audience, the new president de livers his inaugural address. "When you stand up in front of America and take your oath . . . you can't feel anything but solemn," President Eisenhower told reporters just before his second inauguration. Evidence of Ike's solemnity was obvious at his first inauguration when he personally prayed for Divine guidance at the ceremony. Presidential inaugurations were launched, of course, with George Washington's oath taking on Wall Street in New York City, then the capital, in 1789. Congress had set Wednesday, March 4, as the time for the president's term to begin, but Washington's inaugural was delayed until April 30, after the Father of His Country had made a hard trip by horseback, coach and barge from Mount Vernon. Washington's hand rested on the last chapter of the book of Genesis in the Bible. Chancellor Robert R. Livingston administered the oath. When he had finished, he turned to the crowd and shouted "Long live George Washington, president of the United States." Twelve years later, the inauguration still wasn't surrounded with much festivity. President-elect Jefferson rode alone from his home at Monticello, outside Charlottesville, Va., and put up at a Wash ington boarding house. He walked from there to the Capitol to take the oath. row mm I ncis^j ETC 29523 "I DO SOLEMNLY SWEAR . . The induction of Andrew Jackson and his run ning mate, Martin Van Buren, in 1829, turned in augurals into a big league event. Such bitterness resulted from the campaign that retiring President John Quincy Adams slipped out of town the day before to avoid facing Jackson. The new president and vice president were undaunted by the snub and rode in a hansom carriage drawn by beautiful horses and escorted by a troop of cavalry. Thousands of Jackson's backwoods followers took over Washing ton and proceeded to make merry in the White House and in the streets. Since that time, and even before, planning com mittees and presidents-elect have seemed to take great delight in producing "firsts" at inaugurations. President James Monroe was the first to move the ceremony outdoors. At his inaugural, the Ma rine band played for the first time and has been playing ever since. James Madison came up with an earlier "first" when he had his attractive wife stand at his side when he took the oath of office Rutherford B. Hayes was the first president to take the oath in the White House and John Quincy Adams was the first to wear long trousers--not knee breeches--for the occasion. Among other notable firsts, were initial radio and television broadcasts of oath-taking and inauguration speeches. The former distinction went to Calvin Coolidge in 1925, while Harry S. Truman, inaugurated in 1949 at the height of the post-war TV boom, can claim the latter. Warren Harding broke the horse barrier in 1921 and became the first to ride in an automobile to the Capitol steps ceremony. Despite his age--at 68 the oldest man to take the oath of office--William Henry Harrison was the first to dance at his own inaugural ball. Harrison caught cold in a driving rain on the eventful day and died a month later, but he also is remem- f I .i | ; i ! I j , i j i bered --an In : livery, velt ut in 19* ord. A ington inaugi Oft-n Lon the se phrase tanglir his ass course istratic for all. see tht Wo< "not a And i depres have t Twi day, i and D private Monda has ha> By 1957 festivities had grown so large that the traditional inaugural ball was held in four sections in different parts of Washington. President Dwight D. Eisenhower visited all four in celebrating the beginning of his second term. 12 Taking office in 1933, FDR told America "The only thing we have to fear is fear itself." ETC 29524 I bered for the longest inaugural address on record --an 8,000-word opus. In sharp contrast to Harrison's long-winded de livery, an ailing and war-weary Franklin D. Roose velt used only 559 words at his fourth inauguration in 1945--the second shortest such speech on rec ord. All-time champion for brevity is George Wash ington who uttered only 133 words in his second inaugural address. Oft-repeated Phrases Long or short, inauguration speeches have been the setting for what were to become oft-repeated phrases. In 1801, Thomas Jefferson warned of "en tangling alliances." In 1865--just a month before his assassination--Abraham Lincoln established the course he intended to pursue in his second admin istration: "With malice toward none, with charity for all, with firmness in the right as God gives us to see the right, let us strive to finish the work . . ." Woodrow Wilson called his induction into office "not a day of triumph, but a day of dedication." And in 1933, Franklin D. Roosevelt assured a depression-wracked people that "The only thing we have to fear is fear itself." Twice, when inauguration day has fallen on Sun day, incoming presidents--Rutherford B. Hayes and Dwight D. Eisenhower--have taken the oath privately on Saturday and publicly the following Monday. Thus, technically speaking, the country has had two presidents in office at once. Weather has often dampened inauguration day gaiety. Statistics show that seven out of 10 March 4 inaugurals were spoiled by rain or snow. The 20th amendment to the Constitution switched the date from March 4 to January 20. Franklin D. Roosevelt became the first president to take office --his second term beginning in 1937--on the ear lier date. Records indicate that inauguration weather has been much more favorable since the change. A platform erected over the steps of the newly rebuilt East Front of the Capitol will be the scene of the 1961 oath-taking ceremony and inauguration speech. Later, the new president will watch the parade from a $40,000 modernistic reviewing stand--a slanting roof supported by 16 slim posts. Last fall, 23 architects submitted designs for the stand in a contest sponsored by a joint RepublicanDemocratic inaugural committee. The winner, Rob ert Paul Bracket of Washington, received $100 prize money, $150 in fees and the autograph of the new president, but he has one concern. The roof of the structure is designed with 26 square holes around the edge to break up the flat area. Mr. Bracket hopes it won't rain on inauguration day. If it does, he hopes it won't rain through on the celebrities. But rain or shine, inauguration day 1961 will no doubt take its place in history as both a solemn and festive occasion. It may even contribute another "first" to inauguration lore.# Colorful parades with thou sands of participants, includ ing detachments from the country's service academies and fly-overs by military air craft, add to the pomp and pageantry of the quadrennial January 20 event. 13 ETc 29525 By Stanton P. Nickerson ~D ehind the fanfare of promoting the new 1961 automobiles is one of the most concerted efforts ever made by Detroit to give buyers the best cars they have ever owned. The automobile industry is concentrating more intensively than ever on in suring the highest possible quality in every vehicle that comes off assembly lines. Improvement, of course, has characterized the evolution of the automobile since horseless car riage days. With a record of such achievements as successively better engines, greater riding comfort, increasing safety and smarter styling down through the years, the automobile industry has become syn onymous with the ultimate in modem industrial progress. More recent emphasis on quality advance ment is giving new dimensions to these and other accomplishments. New Car Warranties The confidence of automobile manufacturers in their ability to meet even more exacting public ex pectations is one reason for the standard warranty now in effect on most new cars--the most liberal ever offered. It guarantees replacement of de fective parts during the first year, or first 12,000 miles, whichever comes first. Some models are even being sold with a warranty for two years or the first 24,000 miles. Such guarantees are feasible largely because of highly successful quality control programs. Some manufacturers also consider designing, engineering, 14 performance testing and related technical aspects of car improvement as intrinsic parts of the quality package. General Motors, for example is among those that use this broader concept, often called "reliability control," because it covers everything done to make cars more dependable. Since the average car contains some 10,000 parts, experience has emphasized the importance of qual ity checks at early stages in manufacturing. Pre venting trouble under a "stitch in time saves nine" procedure pays off. tm For tions f is proc tentior which and o' deman they b Attt liabilit with t Modern scientific methods and instruments are used to check the quality of component parts. J ETC 29526 V M \ Ss. Advances in research, engineering, manufacturing and quality control all contribute to new car production. Ford, for example, begins with rigid specifica tions for the steel and iron it uses, much of which is produced in the company's own mills. Careful at tention to these basic materials eliminates problems which could arise later in fabricating bodies, frames and other metal parts. All automobile companies demand equally high quality in the iron and steel they buy. Attention to mechanical components from a reliability-quality standpoint is particularly important, with early spotting of possible failures essential. Costs can snowball and owner satisfaction decline sharply unless seemingly minor defects are caught in time. Here is a typical situation: if an engine part cost ing less than a dime is installed improperly, the mistake can be corrected at the engine plant for $2. In case the trouble is not found until after the engine has been installed in an automobile, the cost of eliminating it can rise to $18. But if the car is de livered to a customer and causes a breakdown, the bill for repairs and replacements may reach $100. w r/j tj. Finely machined engine blocks are examined meticulously by experienced craftsmen. Careful scrutiny on the assembly line eliminates flaws in car body fabrication and finish. ETC BETTER CARS THAN EVER Quality-reliability programs are designed to pre vent such cumulations. One of the reasons they are successful is the ingenious devices and continually improving techniques used. In metal parts, for instance, internal as well as external flaws can be spotted by spectroscope, radi ography and isotope examinations. Instrumented sonic and ultrasonic waves verify the correct fabri cation of engine blocks and cylinder dimensions. Three thousand piston pins can be inspected hourly by an automatic machine which rejects faulty ones. Similar devices check valves, bearings, cam shafts, gears and other parts which must con form exactly to engineering specifications. Cooperative Efforts Every step or mechanism important in safety, as well as such sensitive parts as carburetors, in struments and components of electrical systems are subjected to rigid quality evaluations. The coordinated efforts of automobile companies and suppliers lead to quality and reliability improve ments, too. Rambler's ceramic-coated muffler and tailpipe, for example, warranted to last the life time of the car in the hands of the original owner, is a joint development of American Motors and the Walker Manufacturing Company. It is designed to eliminate costly replacements. AH automobile companies put finished engines through performance tests, in order to make sure that such essentials as balance, distributor timing, oil pressure, valves and the fuel system are in satis factory adjustment. When they come off final assem bly lines, completed cars undergo quality inspec tions that extend to minute details. Among the post-completion checks is exposure to high-pressure sprays of water, to test for body leaks. Representative numbers of new automobiles are road tested daily after assembly-line clearance. And at many plants, top executives frequently choose a new car at random and give it a microscopic inspec tion which includes a test drive. Exacting proving ground runs, of course, are closely related to quality and reliability evaluations. Putting new automobiles through their paces on proving grounds answers questions about safety, pickup, riding qualities, gasoline and oil consump tion, hill-climbing ability and stopping distances, and other aspects of performance, economy and durability. Although automobile companies have different ways of organizing, staffing and operating their quality-reliability programs, the men in charge are key executives in all cases. There is general industry agreement that quality and reliability are directly related to the caliber of employees and their efforts and abilities. With this in mind, some companies correlate job training and assignments with their quality programs to make sure that the best skills will be applied where they are most needed. Studebaker-Packard workers sign a pledge that their craftsmanship will be the best of which they are capable. At another plant turning out luxury auto mobiles, assembly line inspectors are men with at least 25 years' experience with the company. The "human element," even in an industry so geared to mechanization, plays a constructive part in quality-reliability programs. Chrysler finds that when divisions and plants vie with each other in achieving higher quality standards, the competition pays off in improvements of all kinds. As it continues to increase quality standards, one of the automobile industry's most difficult jobs is convincing car-owners of what tremendous strides Among the quality control tests of automobile parts are ones that check for corrosion resistance. Key e> have : moder pie stil them I true, 1 uninfo The statisti their ! mobik Exacti Key executives from all departments of automobile companies work closely to assure cars of top quality. have been made in building more reliability into modern cars. Unfamiliar with the facts, some peo ple still mouth the familiar cliche, "They don't build them like they used to." This hackneyed phrase is true, but with just the opposite meaning than the uninformed intend. The most convincing evidence of this is found in statistics of how long cars now last compared to their former durability. In 1925, a typical auto mobile had road usefulness for only 6.5 years and was ready for the scrap-heap after being driven about 25,000 miles. A modem car has an average life-span of 10 to 12 years and is good for some 125,000 miles. In other words, today's automobile is almost twice as durable as its predecessor of the mid-1920's. It will provide five times as much transportation. Stepped-up quality and reliability control pro grams are one of the big reasons why the automo bile industry has been able to make such progress.# Exacting proving ground runs provide answers about many phases of car performance and durability. f Building d specialities, live, he sets ist$' satisfac was part of Meet Ethyl's Jack Laubach Jack press carbon typ. road perfai that the lot gets to the : Like other account representatives, he's an "all-around" man with lots of experience ou name it. Jack Laubach has done it. Jack is an account representative in Houston, Texas. In his 14 years with Ethyl, he's had the full range of Ethyl service experience--from marketing activities to product service work in mixing plants and refineries. Jack started with a bachelor of science degree in engineering. After a stint as a Naval officer, he trained at Ethyl's Research Laboratories in Detroit for a year, became a field representative, later an automotive service engineer. He's been an account 18 representative for the last eight years. "There wasn't much I missed in the way of variety," he says. Experience like this makes him valuable as a link between his customers and Ethyl. As a captain ot a big Ethyl team of specialists, it's Jack Laubach s responsibility to know his customers' needs so well that he can tailor Ethyl's many services to match those needs. Other Ethyl representatives are all-around men. too, providing the same thorough approach to their customers' business. laubach o ing out the expanding out the eff ling surfao 29530 ETC luilding dealer training program* is one of Jack's .(socialities. Here, with Don Connell, Ethyl field representaive, he sets up props to show dealers how to improve motor in' satisfaction by matching gasoline to engine needs. This vas part of a customer's comprehensive training program. ack presents a new report on the importance of hydroarbon type in association with antiknocks to assure good sad performance. An important part of his job is to see lot the latest technical data developed by Ethyl Research ets to the people who can use them most effectively. Whenever Ethyl specialists can be of service to a cus tomer, Laubach acts as liaison. Here he arranges with Tucker Dawson, manager of Ethyl's gasoline testing labora tory in Houston, for tests to give an oil company cross-check information on their own studies of TML effectiveness. * V \ V aubach often finds demonstration very helpful in pointig out the specific advantages of the additives in Ethyl's xpanding line. Here, with the aid of a desk unit, he points ut the effectiveness of phosphorus compounds in controlig surface ignition and spark plug fouling. ^ If Laubach keeps up-to-date on improved handling methods and equipment through periodic refresher courses at Ethyl's experimental mixing plant near Houston. Many streamlined techniques, now saving refiners time and money in handling antiknock compounds, have been developed at this plant. ETC 29531 i ! i A New Look at the Woolaroc Museum, founded by oilman Frank Phillips, tells a fascinating storyf Americ N OKLAHOMA OILMAN'S INTEREST in the "boys A- and girls of today, the fathers and mothers of tomorrow" is responsible for one of the country's most uniquely entertaining and educational mu seums. Woolaroc museum, 14 miles southwest of Bartlesville, Okla., founded by Frank Phillips and operated by the Frank Phillips Foundation, Inc., is designed to help youngsters "profit by a knowledge of man's past and be enabled to plan and live a happier future." Named for the woods, lakes and rocks that sur round it, Woolaroc contains some 55,000 exhibits. - They include valued paintings, rugged sculpture, and fascinating weapons, artifacts, handicraft and models. Together, the exhibits tell a colorful and . lively story of America, with emphasis on the his tory of the Southwest, its Indian cultures and pio neer days. The arrangement of the exhibits presents a panoramic view of the past--from earliest known | man down to the present. Thousands of Visitors Evidence of Woolaroc's appeal to the youngsters to whom it is dedicated--and grownups too--is seen in thousands of visitors that come each year. The majority are from out of state. Many come in school. Boy and Girl Scout and other youth organi zation groups. Cars from every state in the Union have been recorded in the museum's spacious park ing lot. Busloads of eager young visitors have come from Oklahoma, Texas, Missouri, Kansas, Arkansas. Louisi Illinois Pati 1938, get ide genuit; air-cor to see. even o closely The lists o: and ev< that is enjoye Thousands of visitors annually enter the vibrant, enjoy able museum through a strikingly beautiful doorway adorned with brilliant glass mosaic Indian figures. In Woe widely ETC 29532 Louisiana, West Virginia, North Carolina, Georgia, Illinois, Tennessee and Ohio. Patrick Patterson, director of the museum since 1938, has visited museums all over the country to get ideas for Woolaroc and has used his own in genuity to develop it. Exhibition rooms are large, air-conditioned and well lighted. Exhibits are easy to see, clearly and interestingly labeled. Some are even out where they can be handled and examined closely. There is no mustiness, no hushed formality, no lists of prohibitions. Picture taking is encouraged and even smoking is allowed. The result is a museum that is modem and informal--one that is used and enjoyed. The 300-foot native sandstone building that houses the Woolaroc collections is set back among the blackjack oaks in the Osage hills. It is on the 4,000-acre Phillips ranch, just off state highway 123, between Bartlesville and Bamsdall. As soon as visitors approach the ranch gate, they realize that Woolaroc is going to be something spe cial. Signs advise against getting out of cars while driving the two-mile paved road to the museum parking lot. Herds of native and imported wild ani mals and flocks of birds--buffalo, elk, deer, Scottish highland and Brahma cattle, and peacocks--roam the well-kept grounds. The entrance to the museum building provides a foretaste of what's inside. Around the gleaming In Woolaroc's outstanding collection of canvases by widely acclaimed painters of Indian and frontier sub- jects are "Custer's Last Stand" by Frederick Reming ton and "The Buffalo Hunt" by Charles M. Russell. 21 2,9533 ETC f A NEW LOOK AT THE OLD WEST metal doors, colorful glass mosaic establishes an Indian theme. Five large figures in ceremonial dress depict the five cultural areas of the United States, with the one over the doors portraying the Indians of the Great Plains. First of Woolaroc's exhibition rooms is devoted to pre-historic Indians. The implements of the stone age, crude tools of the early agriculturist, exotic art forms of the mound builders, and the possessions of the basket makers are on display. They show how Indians lived before the coming of the white man. The second room shows the Indians of the pueb los and their neighbors, the Navajos and Apaches-- the weavers, potters and early American architects. These are the Indians who felt the first white man influence--that of the Spaniards in the 1540's. The Spaniards brought the horse to America, and the museum's third spacious room shows the star tling changes this animal made in the Indian's life. Horse-mounted Indians of the plains are the ones that Pioneers, depicted in the next room, found in great numbers west of the Mississippi. Woolaroc's outstanding collection of original paintings includes some of the best in the field of western art. Canvases large and small depict In- This winning model for the Pioneer Woman statue, and the 11 others entered in the competition, are among the sculpture on display at Woolaroc. Dedicated to the "boys and girls of today, the fathers and mothers of tomor row," the museum presents its displays simply and realistically. dians, > at play mounte process the fint Remim J. H. S Bernin; on disp On most c monial homa--the i Amerii Othi collect dore F dinosa model rial, b; etc 29&34 i The arms collection includes a gourd powder horn, an Irish shillalah, a tinderbox pistol, an outlaw's Colt revolver, a Theodore Roosevelt hunting rifle and a flintlock musket. dians, cowboys, frontiersmen and settlers at work, at play, at worship and at war. Each is carefully mounted in a rustic pine bark frame by a special process perfected by museum craftsmen. Some of the finest works of Charles M. Russell, Frederick Remington, William R. Leigh, F. Tenney Johnson, J. H. Sharp, E. I. Couse, Henry C. Balink, O. E. Berninghaus and other widely acclaimed artists are on display. On display, too, are what is believed to be the most complete collection of Indian blankets, cere monial objects and dress of the 42 tribes in Okla homa--also pottery, basketry, saddles and weapons --the relics of some of the people who helped make American history. Other of Woolaroc's varied exhibits include: a collection of historic firearms that contains a Theo dore Roosevelt hunting rifle; a 95-million-year-old dinosaur egg from the Gobi desert; the original model of the seated Lincoln for the Lincoln Memo rial, by Daniel Chester French; the "Woolaroc," an airplane that won the Dole air race to Hawaii in 1927; all 12 of the original models entered in the competition for the famous Pioneer Woman statue at Ponca City, Okla.; and the Diamond Jim Brady collection of miniatures--painted on ivory--of presidents of the United States. Several paintings and pieces of sculpture in the museum are devoted to the incomparable Will Rogers. The homespun humorist and philosopher of a generation ago was probably Oklahoma's best loved native son and himself part Indian. Visiting Woolaroc is an unforgettable experience. So strong is its appeal and so effective its presenta tion that once away from it most visitors wish they had spent more time with the colorful exhibits or could return to see them again. Best of all, Woolaroc seems to accomplish what oilman Frank Phillips and the foundation that bears his name designed it to do: make American history come alive and give visitors to the museum a new appreciation of their rich, hard-won heritage.# 23 ETC 29535 THE LA NEW REGIONAL MANAGER Ellis K. tocher Gulf Coast Region NEW ASSISTANT REGIONAL MANAGERS { J. O. Balzer Gulf Coast Region N. j. Linstromberg Central Region t. D. Reis Mid-Continent Regid NEW DISTRICT MANAGERS A. T. Basye A. H. Bingham Kansas City District Cleveland District Idan E. Flaa Tulsa District iAxSiTmHp try, Eth; changes changes region, t key pos represen a result gion hat Exter Texas C tablishn headqu: the nur in the ` Central quarter Angele Ellis region ager o gional manag The have 1 region tinue Orlear Ma from NEW NATIONALccOU 24 D. J. Chapman Eastern Region L. A. Dollahon Mid-Continent Region Paul R. Harris Central Region Getston Eastern ETC 29536 1 ATEST STEP... in Ethyl's continuing efforts to improve and expand its services to the oil industry includes the creation of a new Gulf Coast region As the latest step in its continuing efforts to . improve and expand services to the oil indus try, Ethyl Corporation has recently made several changes in its nationwide organization. These changes include the creation of a new Gulf Coast region, the realignment of other regions, and new key positions for a number of experienced Ethyl representatives in several parts of the country. As a result of the realignment, the former Southern re gion has been designated the Mid-Continent region. Extensive oil industry growth in the LouisianaTexas Gulf Coast area has contributed to the es tablishment of the new Gulf Coast region, with headquarters in Houston, Texas. This brings to five the number of regions covering the United States in the Ethyl organization. Previously, the Eastern, Central, Southern and Western regions, with head quarters in New York, Chicago, Tulsa and Los Angeles, respectively, covered the country. Ellis K. Locher, assistant manager of the Central region for the last five years, has been named man ager of the new Gulf Coast region. Assistant re gional manager is J. O. Balzer, formerly assistant manager of the Company's Southern region. The Ethyl New Orleans and Houston districts have been transferred from the former Southern region to the new Gulf Coast region. They will con tinue under the supervision of D. P. Jeppe in New Orleans and J. E. Hendrick in Houston. Marshall D. McDorman has been transferred from New York to Houston as a national account COUNT MANAGERS manager, and the following additional appointments also have been made in the new region: chief re finery technologist, D. D. Hombeck; chief product service engineer, K. C. Jost; and regional operations manager, W. S. Eskridge. In another realignment of regional jurisdiction, the Denver district under A. F. Ryan has been transferred from the Central region to the MidContinent region which is managed by R. A. Douglass. L. D. Reis has been promoted from Tulsa district manager to assistant manager of the MidContinent region and Idan E. Flaa has succeeded him as Tulsa district manager. Also in the Mid-Continent region, A. D. Miller of the Tulsa district and L. A. Dollahan, formerly manager of the Kansas City district in the Central region, have been named national account man agers. A. T. Basye succeeds Mr. Dollahan as Kansas City district manager. In the Central region, N. J. Dinstromberg, for merly manager of the Cleveland district, has been transferred to Chicago and appointed assistant re gional manager. D. S. Flynn continues as Central region manager. A. H. Bingham succeeds Mr. Linstromberg as manager of the Cleveland district and M. J. Ander son has been named account representative in that district. Paul R. Harris in Central region and Gelston Howell and D. J. Chapman in Eastern region have been appointed national account managers.# ielston Howell :ostern Region M. D. McDorman Gulf Coast Region A. D. Miller Mid-Continent Region 25 ETC 29537 '1 1861-1865 Centennial provides opportune market e 1961-1965 he oil industry, which was less than two years time, they can make a public contribution by help Told when the Civil War began in 1861, has a ing increase knowledge and understanding of the big stake in the Civil War Centennial, beginning times, the issues and the conflict itself. This, ot early in 1961. course, can add up to a deeper appreciation of our The compelling incentive for widespread travel priceless American heritage. provided by the 100th anniversary of the tragic Already, some oil companies are participating in North-South conflict gives the industry an excep Civil War centennial observances. Others have tional opportunity for tie-in market expansion and completed plans to take part and still others have community service programs. By encouraging projects under consideration. Standard Oil of Ohio motorists to visit Civil War sites and attend spe and Sinclair Oil are in the vanguard. cially planned reenactments and observances, mar Since early 1959, Standard of Ohio has been keters can expand the demand for gasoline, motor supplying 300 newspapers in its territory with illus- oil and all service station products. At the same trated articles on "Ohio in the Civil War." These f , \ i 1 stories, s< of nativ leaders t museum: ground Ohio tr< Now t which S pected i knowlec points c family a As e i As part of its participa tion in the Civil War cen tennial, Tidewater Oil is contributing to the resto ration of Fort Delaware, a former Union bulwark near the company's Dela ware refinery and marine terminal. Standar ETC 29538 r^ narket expansion and community service programs ivil War Revisited stories, sent at editors' requests, range from vignettes of native sons who were military and political leaders to features about battles, prison life, camps, museums, monuments, homesteads, the under ground railroad and heroic accomplishments of Ohio troops. Now the articles are being combined in a booklet which Sohio is offering to public schools. It is ex pected to help increase the younger generation's knowledge of Ohio's role in the war and to suggest points of interest within the state easily visited by family automobile. As early as last summer, Sinclair Oil began a series of advertisements in national magazines on great names and stirring events of a century ago. Individual ads commemorate Bull Run, Vicksburg, Gettysburg, Chickamauga and a succession of others. Old prints are used to illustrate events and points of interest, and there are appropriate de scriptions of what remains to be seen today at se lected locations. Readers are invited to write to the company's tour headquarters in New York for road maps and other helps in planning trips to Civil War sites. Sinclair also plans to make a special Civil War map available through its service stations. Standard of Ohio history-travel vignettes and Sinclair Oil advertisements already are devoted to the Civil War. "*oHVO i" ^ High tide of Amerlcan valor ^- . ft r m ar mm* m 27 ETC 2,95- The Civil War Revisited Road maps, of course, are one of the most ef fective tour aids provided by oil companies. Several other companies, including Esso Standard division of Humble Oil and Refining Company and Pure Oil, are planning to issue new editions specially designed and oriented to the centennial. Esso describes its guide as "a definitive map of important events of the war . . . including para graphs on where to go and what to see." The com pany has additional travel promotion plans in formative stages. Fort Restoration Concern with the preservation of a Civil War out post is a major part of Tidewater Oil's centennial participation. The company is contributing to the restoration of Fort Delaware, about a mile from Tidewater's Delaware refinery and across the chan nel from its marine terminal. Work is already un derway on the $1-million brick and granite bastion on Pea Patch Island which served as a Union bulwark against Confederate invasion of Delaware bay and river and as a prison for captured Rebel troops. In continuing its effective Magic Circle market expansion program for the oil industry in 1961, Ethyl Corporation plans to emphasize the educa tional value of automobile trips to historic Civil War sites. Full-color Magic Circle advertisements in widely read national magazines and travel articles in hundreds of newspapers will mention and pic ture some of the more outstanding attractions and point out how much fun and benefit an auto mobile trip to them will provide. Many other oil companies have projects under consideration or in formative stages. Those in the South, particularly, where most of the battlefields and historic sites are located, are sponsoring or cooperating in local events and promotions. Oil company magazines in many areas are plan ning special articles and features on the Civil War centennial theme. Lion Oil, for example, shared sponsorship of an article in the December issue of its parent company's Monsanto Magazine. The article contains excerpts from first-hand reports of Civil War experiences of a Northern infantryman and a Southern cavalryman--ancestors of presentday employees. 28 PHOTO CREDITS: Cov.r, pag 20, 21, 22, 23 Woolaroc Museum; pogo 2, Frederic Lewis; page 3 Cities Service; page 5, Metropolitan Toronto Plan ning Board; page 6, Notional Film Board of Canada page 7, Canadian National Railways; page 10, N. Y, Public Library; pages 11, 12, 13, Wide World Photos; pages 14, 15 (bottom left). General Motors Corpora tion; pages 15 (top), 16, Ford Motor Company; pages 15 (bottom right), 17 (bottom), American Motors Corporation; page 17 (top), Chrysler Corporation; page 26, Tidewater Oil Company. Our Sun, the quarterly magazine of Sun Oil Com pany, plans a series of three articles on famous combat areas of the war--Gettysburg, Maryland- Virginia, and Virginia-North Carolina-Georgia. The articles will describe battlegrounds, explain their significance in the conflict and tell in words ! and pictures what the tourist can see during the next few years. Officially, Civil War centennial events, which will run through 1965, get underway January 8, 1961, with a message by President Eisenhower, and ceremonies at the service academies at West Point, Annapolis, New London and Colorado Springs. By the end of the year, there will have been a -jj number of reenactments and commemorative cere monies centering around preliminaries to the war. its outbreak and early fighting. The Civil War Centennial Commission in Wash ington, D. C., is the central guiding, assisting and coordinating agency for the many varied plans for PROobserving the great conflict's 100th anniversary. The Commission, which was created by Con gressional action, and its 43 state centennial com missions are particularly interested in helping busi nesses and industries participate. They have worked closely with many companies which already are taking part. The Commission's chairman is Major General Ulysses S. Grant 3rd, grandson of the Union army chief. Executive director is Karl S. Betts. # N EV h plant a The pany's mediate chlorid The for sul plastic waterp pipe ai Inert demani ing the produc In p experie ETC 29540 1 PRODUCING FOR PLASTICS ew facilities for the production of vinyl chloride monomer N have gone on stream at Ethyl Corporation's manufacturing plant at Houston, Texas. The compactly built installation increases by one-third the Com pany's manufacturing capacity for this important chemical inter mediate for the plastics industry. Ethyl has been producing vinyl chloride monomer at its plant at Baton Rouge, La., since 1958. The liquid chemical is shipped by tank car from both Ethyl plants for subsequent conversion into polyvinyl chloride. This durable plastic is used to make modem floor coverings, upholstery material, waterproof fabrics, phonograph records, wire and cable insulation, pipe and many other industrial and household products. Increasing use of polyvinyl chloride plastic, and thus growing demands for vinyl chloride monomer, prompted Ethyl to start build ing the new facilities at Houston last May. They officially went into production on November 10. In producing vinyl chloride monomer, Ethyl draws on its long experience in the manufacture of chlorinated hydrocarbons. Two "firsts" at new vinyl chloride plant: Top, an operator opens valve to start production. Above, initial tank car of liquid chemical is "buttoned up" for shipment. ETC 29541 j g For over 36 years Ethyl has worked toward one end: to help oil refiners produce bet ter, more efficient petroleum products at less cost. In pursuing this goal, we have developed a broad line of chemicals--each designed to answer a specific petroleum product or process need. Antiknocks? We provide a choice of six--TEL, TML, three mixed lead alkyls and Motor 33 Mix, a manganeselead antiknock. Antioxidants ? Ethyl's line is growing steadily . . . now in cludes 702 for crankcase oils in gasoline and diesel engines, automatic transmission fluids and industrial oils; 703 for greases and synthetic jet-en gine oils; 733 for gasolines, jet fuels, industrial oils . . . plus a new antiwear agent and oxidation inhibitor for lube oils, "Ethyl" Antioxidant ZDP (zinc dithiophosphate). Other additives? Three phos phorus compounds--ICC 1, ICC 3 and ICC 4, all effective in controlling surface ignition and spark plug fouling. Also Multi-Purpose Additive, an economical detergent, anti icing, anti-corrosion agent. Add a diesel ignition improver, an effective cetane improver for diesel fuels . . . also for gasolines--a metal deactivator and a full range of oil soluble dyes in powdered, flaked, bead ed or granulated form. These and other Ethyl prod ucts are backed by complete technical service . . . service that helps refiners make prod ucts more effective, more eco nomical, better able to build sales in today's highly com petitive markets. ETHYL CORPORATION, new vork 17, n. y. tulsa Chicago los angeles TMl CORPORATION OP CANADA LIMITBD, TORONTO ITHYL USA (EXPORT) NEW VORK 17, N.Y.