Document 4Gz3y8Zm4vz5MQjkDa9D37b1

ETC 22832 INDEX "ETHYL NEWS" 1942 AUTOMOTIVE The Automobile in Your Life February Training Tomorrow's Drivers (AAA Program) March Where Do We Go From Here (Curtailed Auto Travel) July-August Jeep Drivers (Soldier Training at Fort Lewis) October Fake Gas Savers December An Industry Marches to War (Production of Military Equipment) December PETROLEUM Directional Drilling January The Oil That Slipped Through Hirohito's Fingers (Palembang Destruction) May Caucasus--War Prize September Chemical Building Blocks (Synthetic Rubber) December Transport--A Growing Problem December Marketing--A Memory December AVIATION We Learned the Hard Way (Pilot's Experiences) April The Sky's No Limit (Progress of Flight) July-August Flying Box Cars (Future of Air Transport) September Hellhawks of the Air (Pre-Flight Training) November Higher, Farther, Faster (Aviation Gasoline) December BUS, TRUCK, TRACTOR and FARM Farmer's Bulletin Board of the Air (Farm and Home Hour) January Coast Gty Has Bus Army (Seattle's Motor Battalion) February Organization Aids the Farmer (Farm Bureau Federation Convention) February Trucks Via Rail March Sell Your Gas to the Farmer July-August Four Billion New Passengers (Transit Industry's Growth) September Stretching the Bus (Larger Vehicles by Greyhound) September Gasoline Wears Better (Converting Farm Tractors) September Worth Its.Weight in Gold (Farm Tractors) December CORPORATION ACTIVITIES and PERSONNEL ITEMS Masters of the Soil (Ethyl Movie) January Ethylmen in Military Service January For Better Gasoline (Testing Laboratories) February Mr. Midgley Awarded Gibbs Medal February Ethyl Organizes for War March Baton Rouge Booms April Variations on Yellow Number 1 (Gasoline Color) April Better Tool Shed Opens (Detroit Laboratories) May Gibbs Medal to Midgley June Post War Fuels (Dr. Graham Edgar) July-August Promotion for R. K. Scales September Salt for a Jap Warbird's Tail (Manufacture of Chlorine) October Chemical Recaps for Gvilian Tires (Thiokol) November New York Keeps 'em Rolling (Fleet Maintenance) November MISCELLANEOUS Shop Talk (Brief Items) May SPECIAL FEATURE ARTICLES Southern Cow Country (Florida Ranching) January Our Forefathers Liked Beer (Brewing) January No Place for Diplomacy (Bull Fighting) January Beauty Plus Brains (Powers Models) February Winter in the Clouds (Mount Washington) February Boss of the Burma Road (Dan Arnstein) March The Infantry Rides (Military Motorization) March Bad Roads Cost Money (Highway Building Program) March Just Who Is Uncle Sam? April Handcuffing the Saboteur (FBI) April Subs off the Gndercllas (Aruba) April Beating the Bombers (Air Raid Precautions) April We Taught Them How to Fight (American Inventions) May Soybean War Baby May Spring Geography Lesson (Kamchatka and Aleutians) May Women Man the Machines June Things to Come (Life in Wartime) June Lead--Ugly Duckling June Streamlined Job Training June What Are the Japs Fighting For? July-August Invasion Taxi for the Leathernecks (Amphibian Tank) July-August Louisiana--Stockbin State September "Ankle Deep" Then and Now (This War and the Last) September They Don't Pay OS in Statistics October Biggest Hotel Enlists (Army Takes the Stevens) October Super-Soap from Oil October Call to Arms (Selective Service) October --And Sudden Wealth (Osage Indians) October Food--Nazi Weapon November Flash! (Radio News) November Plastic Tubes (Wartime Substitutes) November Praise The Lord And Pass The Ammunition! November This Day of Infamy (Pearl Harbor) December The Man Who Won the War December Safety in Wartime (Industrial Precautions) December ETC 22834 Southern Cow Country Famed for Sunshine and Orange Groves, Florida Also Has Cattle Ranges Rivaling Those in the West. By J. Francis Cooper FLORIDA, oldest and yet youngest among the important cattle states, is a cow country of vast proportions. Its cowboys with their io-gallon hats are as colorful as any to be found, and its rodeos and round-ups are rip-roaring events spectacular enough to satisfy the fans who want their thrills fast and furious. Although the tourist still sees the "hatracks of the highways" as he rolls along, recent years have seen the qual ity of the cows advance by leaps and bounds and the number on the roads decrease proportionately. For Florida cattlemen are fencing thousands of acres of land and starting improved pastures by the hundreds of thousands of acres. Better cows must have better feed and are too valuable to let run loose on the sparse grazing of unfenced range lands. Oldest because cattle were first intro duced to America through Florida more than 400 years ago, Florida's cattle in dustry may be called the youngest be cause it is only in recent years that im provements have been made which bid fair to place the industry on a plane equal to that of Texas or the Midwest. The old man who sought the Fountain of Youth brought heifers to Florida on his second trip in 1520, and these were the first cattle to set foot on the Amer ican continent, so far as authentic rec ords go. Other Spaniards who followed Ponce de Leon brought other livestock, some of which fell into the hands of the Indians. Thus the blood of Spanish cattle has coursed through the veins of Florida's cows to this day. Small cow kingdoms began to spring up in the Sunshine State as long as 200 years ago, and ranching has brought wealth to cow families since that time. Vast acreages, ranging up to 150,000 or more acres, are the rule rather than the exception. Often part of the land is owned, considerable of it leased. In re cent years the tendency has been towards ownership. In his book, Four Centuries of Flor ida Ranching, George H. Dacy says that in the cow country around Kissimmee everything possible is done by the cattle families to hold their sons in the busi ness. When a boy is born, his rancherfather immediately designs an appro priate brand, purchases a branding iron and starts a herd for the newest arrival by branding a couple of heifer calves. The ceremony is repeated on the lad's birthday, at Christmas, and on other oc casions. As soon as the youngster is big enough he is bedecked in a pair of juve nile cowboy boots. Doting relatives teach the lad to shoot, throw a lariat, cook a meal in the open, ride herd, and how to brand, mark and handle cattle. And all the while, his little herd of beeves is on the grow. By the time he attains his majority he is imbued with the spirit of the ranch and is the owner of several hundred cows and heifers. Dacy also relates the story of wild and wooly events in the sun-drenched peninsula and tells how cattle thieves who had the misfortune to be caught were meted swift and primitive justice, without benefit of law. When cattlemen began to fence range lands, fishermen and moss gatherers who figured that their rights were being taken away-- even though they had no claims on the land--often laid miles of new fence low on nocturnal forays. A source of diversion for the bucka- ETC 22837 state has been delayed by refusal of Secretary Ickes to permit slaughter of deer on the Indian Reservation. The eradicators found that the tick failed to disappear after the cattle had been dipped the required number of times. They finally placed the blame on ticky swamp deer, and Florida Live Stock Sanitary Board officials then undertook to slaughter the deer, with intentions of later restocking. A malady known locally as "salt A palmetto cutter prepares acres of flatwoods lands for cattle pastures. roos who ride the ranges are annual rodeos, held in several different Florida towns, in which cowhands prove their ungrammatical jingle: "There ain't no horse which can't be rode; there ain't no rider which can't be throwed." Best known among them are those held an nually at Arcadia and Kissimmee, rivals for the title of cow capital of Florida. Most of the rodeos are staged near holi days, such as the Fourth of July and Armistice Day, or in connection with fairs and other celebrations. In both color and crowds they rival similar and better known events at Cheyenne and other cities of the West. Each spring students in the Univer sity of Florida College of Agriculture in Gainesville stage a rodeo and "Little International" Livestock Show, which plays before 15,000 spectators in the University's football stadium. Organ ized primarily to give the students ex perience in fitting, training and show ing animals from the College herds, the event includes rodeo attractions for en tertainment. Although it is staged en tirely by students, who are the only per formers, it is lent cooperation by cattle men and professionals throughout the state, who furnish wild cows, steers and broncs and other requisites. Oldtime cowboys in Florida had plenty of riding in line of duty, since it often was a long trail to the range, and too, until less than a half century ago most of Florida's cattle were marketed in Cuba and had to be driven to coastal loading points. But nowadays motor trucks carry horse and rider to the point on the range where he is to work and move many of the cattle to nearby markets. - When the Cuban market disappeared Florida cattlemen found themselves un der many handicaps, many of which persisted until quite recent years. Be cause of the quarantine against the cattle fever tick, Florida's cattle had to be marketed in the South. As long as the country was infested with the tick, at tempts to introduce purebred bulls for breeding up Florida cattle herds met with failure, because the bulls soon suc cumbed to tick fever. But beginning in 1906 the United States Department of Agriculture, launched a drive to eradi cate the tick from the South, and after 35 years the tremendous task is nearly complete. The tick is making its last swamp stand in a few counties of southern Flor ida, and complete eradication from the These Florida-bred steers of T. D. Mat thews defeated the best Texas entries for grand championship honors at the Florida Fat Stock Show. sick" plagued the Florida cattle industry for decades. Animals grazing on certain ranges became gradually weakened and emaciated, and had to be moved to healthy grazing lands. Animal research workers at the University of Florida Agricultural Experiment Station, attack ing the problem in recent years, found that the difficulty was due to a lack of minerals--mostly iron, copper and co balt--in the vegetation being grazed and devised a mineral mixture which allevi ates the trouble. Another plague, the screwworm fly, descended on the industry subsequent to 1934, attacking open sores on cattle and laying its eggs. But, to a certain ex tent at least, this proved to be a blessing in disguise, since it forced the owners to give closer attention to their animals and accelerated a vast cattle advance- ETBVE NEWS [4] ETC 22838 aent program that in io years has irought more improvement to the Fiorda industry than had 400 years of pre vious efforts. For the past several decades scientists from the United States Department of Agriculture have been searching the far corners of the earth for better grasses adapted to this country, and most of those brought here have been especially suited to the South. The Florida Ex periment Station, cooperating, has tested the grasses and determined which pos sessed merit and which did not. Thou sands of acres of Florida's flatwoods lands have been rid of their saw pal mettos, galberry bushes and other un dergrowth and sown to grasses which provide a carpet of green throughout three fourths of the year. Special disc harrows, rotary cutters, and pasture mowing machines have been designed for the work. Some cattlemen are even using airplanes in seeding their acre ages, so vast are the expanses and so desirous of speed are the sowers. The University of Florida's Experi ment Station, at the main farm in Gainesville and at branch stations scat tered throughout the state, has made an intensive study of feeds for beef cattle, giving particular attention to sugarcane, Napier grass, sorghum and other crops that grow better on Florida's sands than does corn, the universal feed. With better cattle and improved feeds, Flor ida's ranchers and farmers are now pro ducing beef that rivals the best steaks from Kansas City, Omaha or Chicago. If proof of this is needed one has but to visit the Florida Fat Stock Show in Jack sonville or the Southestern Fat Stock Show in Ocala any February. Here the royalty from the Florida feedlots are on parade, and when they are slaughtered their carcasses grade prime, choice and good instead of medium and common. The Jacksonville show, established in 1935, has proven conclusively that good Florida steaks need no handicaps Trucks carry well-fed cows to the Gaines ville auction market. right: George Duke proudly exhibits his grand champion steer at the 1941 Florida Fat Stock Show at Jacksonville. A student hulldogger wrestles a wild steer at the University of Florida's an nual livestock show and rodeo. aiXUAHY 1942 : [5] when placed in competition with those from elsewhere. Purchasers fortunate enough to obtain some of this fine beef, including hotels in the ritzy East Coast resorts, clamor for more. The Ocala show was held for the first time in 1941, and is a clincher to the argument. Old yet ever young, the Everglades State's cattle industry--with its esti mated 1,500,000 cattle on the ranges-- bids fair to make its more famous rivals look to their laurels. etc 22839 FARMER'S BULLETIN "Everything of Importance to Agriculture" is the Program Policy of NBC's National Farm and Home Hour. By Anthony J. Koelker NBC Farm Editor Secretary of Agriculture Claude R. Wickard is a frequent speaker on the National Farm and Home Hour. "FOR a special broadcast of the na tional corn husking contest, we take you now to the scene of action in La Salle County, Illinois." When those words rang out over the National Broadcasting Company's coastto-coast Blue network last November 3 the nation's attention was focused on the thrilling "battle of the bangboards" about to start. While thousands of per sons were on the scene to witness the colorful com belt derby, countless others (an estimated 7,000,000) witnessed the farm sports spectacle through the eyes of Everett Mitchell and several other NBC announcers who described the contest on the National Farm and Home Hour program. In their farm homes, city apartments, business offices and in their automo biles radio listeners all over the nation stopped to listen to the thrills and ex citement that always surrounds this event. While there are millions, too, who listen to an important football game of a Saturday afternoon,, for the most part they are football fans--fans who know something about punts and forward passes. But in the case of a corn husking contest there are a good many listeners who have never laid hands on an ear of corn and haven't the slightest conception of what a nubbin might be. There is something about it that mystifies them. Perhaps it's the novelty of the idea. Maybe it's the mys tery of how things grow out of the soil. At any rate the remarkable fact is that city listeners are just as much interested as farm folks. In this, perhaps the most dramatic of the annual broadcasts staged by the Farm and Home Hour, it is interesting to note the progress made over the period of 13 years since NBC began broadcasting the contests. With the huge crowds attending each contest it is almost impossible to follow the huskers down their respective rows of com without being swallowed up in the mob and imprisoned in a jostling sea of humans. In the early days NBC's announcer and engineer rode horses to follow the contestants. Frequently, that proved risky business, what with a cagey horse "acting up" and threatening to un-horse the engineer or announcer and his sensitive equipment. Now the latest model rubber tired tractors are used to pull specially ETC 22840 BOARD OF THE MR equipped rubber tired wagons housing the newest of short wave broadcasting apparatus. These unique mobile units have no difficulty in getting around the field to give the announcers a close-up view of the action. Tractors have proved safer and far more adaptable. fcOOftj The corn husking contest, of course, is only one of the special events broad cast on the Farm and Home Hour. "Everything of importance to agricul ture" has long been the program policy of NBC in connection with the pro gram. In conforming with this long The latest in mobile broadcasting units is used to put the national corn husking contest on the air. A blimp floats over head. established policy it was a simple matter to decide to do a broadcast from the Kane County, 111., farm of Clarence Dauberman last July 31 when that pio neer farmer was honored for the part he played in the development of the high compression tractor. Here was an event of "national importance." Here was a farmer who had contributed greatly to the development of power farming. Here were the makings of an interest ing broadcast. So the National Farm and Home Hour took its microphones right out to his farm and broadcast the ceremonies over more than 100 radio stations throughout the country. The same policy on the part of NBC dictates broadcasts from such famous events each year as the International Live Stock Exposition; the National Dairy Show; the annual conventions of the National Grange, Farm Bureau, 4-H Congress, Future Farmers of America; various outstanding harvest festivals, etc. Likewise, the annual meeting of the National Farm Chemurgic Council is broadcast annually because it qualifies under the heading of "national impor tance." The National Plowing Contest also has been broadcast because farmers throughout the country are interested r0 Everett Mitchell announces Farm and Home Hour programs. in knowing all they can learn about new developments in plows and plowing technique, about gasoline tractors and the results they record in this test. Whoever coined the phrase, "The Nation's Bulletin Board of Agricul ture," to describe the Farm and Home Hour certainly made a direct hit. The slogan has been identified with the pro gram for more than 13 years, but it is perhaps even more accurate now than back in 1928 when the first broadcast was aired over a small network of 17 stations. Evidence of that was found re cently when farmers from every state in the nation were meeting in Washing ton, D. C., to consider their problems and to prepare a national farm program for the coming year. Over a period of three days a farmer from each of the 48 states spoke on the program. Each gave a concise summary of farm conditions in his own state and also outlined what producers are doing to meet the defense and war challenge. Periodically the United States Depart ment of Agriculture releases its official JAXVARY 1942 [7] ETC 22841 pig crop report, a survey that is always anxiously awaited by farmers. The re port is officially released at noon in Washington, but if you'll tune in on the Farm and Home Hour on the day it is scheduled for release, you'll hear a summary of the report on the broadcast. That's another sample illustration of how the program serves agriculture. "The Nation's Bulletin Board of Agri culture" is no misnomer. The year 1941 will go down in his tory as one of the most eventful periods in American agriculture. The watch word of the year--Work and Produce-- has been applied by the farmers of the nation as well as by the workers in in dustry. And in setting in motion the new food for freedom campaign, American farmers have found themselves up against a test of efficiency in production. Here again NBC, through the Farm and Home Hour, has performed yeo- ! man service in helping to launch the various "action" programs to mobilize American agriculture and to acquaint farmers with the job at hand. Through out the year, the keynote of the program has been national defense. Early in the year a complete daily report to the nation on the progress being made in national defense was started on the broadcast. The reports were designed to give a rounded picture of the day-by-day developments in na tional defense, both in private industry and in governmental projects. Another series of programs dealt with "Nutrition in Defense." The whole question of proper nutrition was dis cussed in the series by the foremost authorities in the fields of medicine and nutrition. As this is being written the Farm and Home Hour is launching another week ly series, titled "American Agriculture Mobilizes." It presents the story of agri culture's biggest job of all time. Each week a group of farmers and defense board members discuss the problems, specific goals and plans of farmers in different sections for increased produc tion of food to aid in the war effort. On Tuesday, December 16, a group of Iowa farmers appeared on the pro gram to discuss the subject, "Keeping Farm Machines in the Front Lines." Participants were Albert J. Loveland, chairman of the Department of Agricul ture Defense Board in Iowa; Fred A. Cahalan, chairman of the defense board in Cerro Gordo (Iowa) County; and Earl M. Dean, a farmer living near Mason City, la. In the course of the interviews with Everett (It's a Beautiful Millions of listeners hear how prize sheep are groomed for a livestock show. Back in the early 1930's an announcer at a corn husking event had to ride horseback. William Drips, NBC's director of agri culture, asks a blue ribbon winner at a stock show to "moo" for the radio audience. BTBVE NEWS millions of farm and city homes would too." Agricultural information, however, doesn't fill the entire program. William E. Drips, NBC director of agriculture who supervises the programs, strives to maintain a balance between informa Everett Mitchell interviews a farmer in the latter's own barnyard. William Drips studies the poultry situa tion at first hand. Dayin Chicago) Mitchell, it was pointed out that "under conditions where corn is grown mainly by hand labor it re quires about nine hours of labor to pro duce a bushel of corn. And now better farmers in Iowa are able to produce a bushel of corn with six minutes of labor with the use of modern machines." Dean told a nationwide audience that "I know for a fact that my farm pro duces about 25 percent more now than it did in 1920, when I started farming. I figure about half of that is due to lim ing, growing clovers and generally tak ing better care of the soil. And about half of it is due to power farming." He also reported that he is using a tractor that's over 10 years old, but expects to use it another five or six years by taking good care of it. Actual farmers telling their stories to their fellow farmers across the country is an effective way of mobilizing agriculture for the task ahead. Secretary of Agriculture Claude R. Wickard is a frequent speaker on the programs. On July 28, 1941, the Farm and Home Hour presented its 4,000th broadcast--a record unequalled in the history of radio. Speaking on this anni versary program Secretary Wickard said: "... But whatever comes, I know that these programs will continue to serve farm and city people--and serve them well. Whenever we have some facts that need to go out nationwide, we always turn to the National Farm and Home Hour. It's one of the Old Relia bles in our business of taking informa tion to the American people. I know we'd be lost without it, and I think that Walter Blaufuss and his Homesteaders orchestra are a popular entertainment feature heard regularly on the National Farm and Home Hour. tion and entertainment. Included in the entertainment portions are such features as the music of Walter Blaufuss and the Homesteaders orchestra; a dramatic sketch titled "Uncle Sam's Forest Rang ers"; tips on "Party Plans" by Helen Stevens Fisher; and songs by the most talented NBC staff artists. A daily fea ture is the comment of H. R. Baukhage, ace NBC newscaster, direct from the nation's capital. It has been said that the Farm and Home Hour is the farmer's own ticker tape. Whether or not you're a ruralist, you'll find it educational if you tune in any week-day at 12:30 p.m. EST (11:30 a.m. CST; 10:30 a.m. MST) over your nearest NBC-Blue network station. 22843 Directional Drilling Oil Deposits Which Were Formerly Out of Reach Can Now Be Tapped by Slanting Wells. OIL DRILLERS are now drilling crooked holes on purpose! From 1859 when the first oil well was completed until quite recently the driller's objec tive has been to penetrate to the oil sands with a minimum of deviation from the vertical. Now, however, he has de veloped a new technique of directional drilling. With this technique he is able to penetrate to oil reservoirs that do not lie directly below the point at which the drilling rig is set up. He can drill up to 44% off the vertical. If he chooses he can go down thousands of feet in one direction and then point the drilling tools in another direction. As a result oil today is being recovered through well heads on shore from sands that lie under the sea and also the drills have penetrated to sands that lie below build ings and parks and other deterrents to the placing of a rig. Strangely enough directional drilling is an offshoot of the elaborate tech niques developed during many years to hold wells strictly to the vertical. The drilling rig always has a tendency to stray from the vertical. Equipment and methods that were developed to hold it straight can now be used to guide it away from the vertical when so desired. With tools developed that would hold a bit to a vertical course the ques tion naturally arose, why could tools not be devised to guide the bit off at any desired angle and so the "whip stock" came into being. It is about five When a directional drill is used, drillers can avoid swampy country like this. Courtesy of The Texas Company "Roughnecks' couble ub the drill stem at the beginning of drilling. The drill is rotated by the turntable on the floor. ETHYL NEWS [10] > B*for* oil men found ways to keep th* bit odor control a croa-mctlon of an oil itoll might look Ilk* this. As tho drill pip* lengthened, th* bit would t*nd to follow paths of loost resistance. feet long and looks like a grooved ba nana with a sharp point. When it is desired to direct the bit away from the vertical the whip stock is lowered into the hole in such as way that the groove turns the bit off onto the desired direc tion. The same instrument which deter mines if a well is being drilled straight is used in directional drilling to make sure that the bit is boring in the right direction. This tool consists of a metal cylinder in which there are batteries, a compass, a plumb-bob and a camera loaded with special graph film. It is lowered into the hole and at regular intervals photographs of the face of the compass and of the plumb-bob are taken. These photographs indicate the direction in which the bit is heading and the degree to which it has deviated from the vertical. Directional drilling has made possi ble the development of new oil fields which were hitherto practically inacces sible. Marine drilling is one instance of this. On the ocean front in California, Louisiana and Texas, where oil fields extend for thousands of feet under the water, wells now go down and out under the bed of the ocean. The heavy expense of drilling from piers, piles and barges is saved. In Louisiana, directional drilling was called on to develop the oil fields under the lands of a university, without dis turbing the university's normal activi ties. From one site, where the disturb ance would be at a minimum, three wells were drilled. The first was drilled straight down to the oil formation. The second went slantwise in one direction, ending up 2,000 feet away horizontally and thousands of feet deep, under the livestock farm. The third was drilled in Th* straight, d**p holes drifltd to-day or* results of instruments devised to chart th* coon* of th* drill and to k**p th* bit on Its proper path *r*n at two or more milts below th* surfac*. the opposite direction, hitting the oil sand under the university campus. On the surface the wells are only a few feet apart. Underground, in the oil forma tions, they are separated by thousands of feet. Directional drilling has been called upon to combat oil field fires. In the Conroe field near Houston, Texas, di rectional drilling was given a spectacu lar test. Here a well had blown up from a subterranean gas explosion, forming a huge crater 200 feet across and as deep, boiling with oil and throwing off fumes as dangerous as dynamite. The inventor of directional drilling, H. John Eastman, was called in and told that if he could hit within 50 feet of the well's bottom the flow could be checked. Eastman promised to do better than that--to go within 25 feet. Setting up his derrick behind a fire proof screen about 400 feet from the crater, Eastman began to shoot at his in visible target. He drilled straight down for 1500 feet, then on a slant which took the hole 300 feet southerly and 300 feet westerly, and then straight down again. Six weeks later, he figured he was within six feet of his target. Water under 1800 pounds pressure was pumped into the slanting hole, and within six minutes, a fall in pressure showed that the water had broken through into the bottom of the well. For 24 hours tense oil men watched the gauges. At 600 pounds the flow of the wild well suddenly ceased, checked by the column of water. Buildings, canals, lakes, are no longer a barrier to the oil man's drill. Obsta cles, man-made or natural, now rest un disturbed, yet the oil formations beneath them are tapped easily and exactly by directional drilling. "Crooked" holes ar* now drilled on purpose. An off-shoot of th* method de veloped to keep drill holes vertical permits the driller to slant his well In search of oil deposits hitherto considered Inaccessible. JANUARY 1942 ["] ETC 22845 Masters of the Soil Ethyl's new sound motion picture is designed to show how the modern farmer makes use of science in agriculture. THE Ethyl Gasoline Corporation's latest sound motion picture, "Masters of the Soil," has educational value for all farmers and everyone connected with farming. Produced by Audio Produc tions, with the cooperation of the Soil Conservation Service of the Department of Agriculture and the Agricultural Engineering Department and Soil Tech nology Laboratory of Pennsylvania State College, it tells the story of the prob lems facing the American farmer and how he overcomes them through mod ern methods and the use of modern equipment. Although there are approximately 1,900,000,000 acres in the United States, only about 415,000,000 of these are suitable for cultivation as crop land. Only 342,000,000 acres can be classed as really good, of which less than onesixth now in crops is free from erosion. That portion of the country not suitable for cultivation is forest, mountain, under water, barren or used for commercial purposes. The farmer has learned how to get the greatest yield from this com paratively small amount of land by care ful selection and rotation of crops to maintain the soil's fertility, contour farming where it is required, and con serving soil and rainfall by planting cover crops. Aiding the farmer is the local farm advisory or county agent, the agricul tural chemist and the agricultural engi neer. The agricultural chemist tests samples of the farmer's soil and tells him its good qualities and'its deficien cies--what he should plant in it for best results. A sequence of the picture, pho tographed in the laboratory at Penn sylvania State College with the assist ance and advice of chemists of that institution, shows some of the tests made on a sample of soil. The comparatively new employment of certain plants such as lespedeza and vetch as so-called cover crops forms the basis of another interesting sequence. These cover crops keep the soil in place and prevent run-off by rain in addition to being profitable. Throughout the picture various makes of tractors are shown working the fields with the multitude of tools now available to the farmer. In every case these modern tools are hitched to modern high compression, gasoline burning tractors, which give approxi- The old familiar checkerboard appearance of farms in many parts of the country is rapidly changing. Modern farmers are making their land more produc tive by strip farming and other up-to-date methods. ETHYL NEWS [ 12 ] ETC 22846 BELOW: A. W. Clyde, professor of agricultural engi neering at 'Pennsylvania State College, watches the tillage meter, which determines the various forces act ing on a plow. -i It OL'A m kVJ l-V-o above, LEFT: A tractor draws a oneman automatic hay baler, a newly de veloped labor saving tool. ing of these new tools, the one-man automatic hay bailer, and the stop-hitch plow, are shown in the picture. Despite all the advances which have been made over the course of years, '-V- ly illustrated by the University of Ne progress has not stopped in the mechan braska tests which show that in 1935 ical equipment used on the farm any one hundred acres of ground could be more than it has in agriculture itself. plowed with a given quantity of fuel, Research men in both the petroleum and whereas today that same amount of fuel automotive industries are working con &1 will plow 140 acres, a 41 percent in crease since the introduction of high tinually toward better fuels and better engines. And the farmer, through his compression. agricultural organizations and the many The improvement in tractors has run services available to him, is making ad parallel with the improvement of exist vances in the parent strain of both seed ing farm apparatus and the development and live stock and in the distribution of of new tools. Two of the most interest farm products. Dr. F. G. Merkle, professor of soil tech nology at Pennsylvania State College, tests soil samples in the laboratory. mately 25 percent more power than low compression tractors of the same size and weight and permit the farmer to plant and harvest his crops in less time. The fact that low compression tractors can be converted to high compression is brought out by the agricultural engineer in the picture. The saving of fuel accomplished by ga the high compression tractor is pointed- tAKVAftY 1942 [ 13] 19 Changing a tractor from low to high compression is described. ETC 22847 IInr Forefathers Liked Beer The Brewing Industry, a Big Business Today, Got Its Start Shortly After Noah Came Out of the Ark. By Francis V. V. Adriance I TURNED on the radio to listen to the football scores. With joy I heard the glad tidings that my alma mater had trounced her keenest rival by a 28 to 6 count. I didn't pay much more attention to the broadcast until the announcer began the advertising plug for the pro gram's sponsor. "This evening why not visit your favorite tavern and drink a tall glass of Blank's rich amber beer with a collar of creamy white foam on it? ..." Beer? The name sounded familiar. Come to think of it, lots of people talked about this drink often. I decided I would like to find out what it is and how it is made, so I started to do some investigating. Beer, I learned, is the all-inclusive term for fermented malt beverages such as lager, ale, porter, etc., and may be brewed from any starchy grain, though malted barley, with com grits or rice as a malt adjunct, is generally used in the United States. The first record of brewing, a draw ing baked in pottery showing two brew ery workers using long poles to stir the contents of a vat, was found in Mesopo tamia and dates back more than 5,500 years to the 37th Century B.C. The Egyptian Book of the Dead, more than 5,000 years old, mentions beer made of barley. The beverage was known to the Chinese in the 23rd Century B.C., and in 2100 B.C. the Code of Hammurabi set forth certain rules and regulations which the tavern keepers of Babylon must obey--or else! Excavations indicate that the Romans were brewers of merit, and during the Dark Ages the industry was kept going by monks in their monasteries and feu dal lords in their castles and manor houses. By the 14th Century commerce in beer was important in the foreign trade of Hamburg, Austria, the British Isles, and the Scandinavian countries. The American Indian knew about this malt drink, too, as Christopher Co lumbus discovered in 1502 while ex ploring the coast of Central America. According to an account by Hernando Colon, son of the explorer, when In dians visited the ship with "a sort of wine made of maize, resembling English beer," Columbus bought a quantity for his crew and ordered his bos'n to see what the boys up in the fo'c's'le would have. Although the Mayflower landed many years before a Governor of North Carolina made his famous remark to a ETHYL XBWS [14] ETC 22848 left: A group samples the finished product at a party in the luxurious bierstube on the sixth floor of the Ruppert Brewery. A line-up of some trucks which bring malt to the Ruppert Brewery. Governor of South Carolina, historical record indicates that one of the reasons the Pilgrim Fathers put in at Plymouth was because it was getting to be a long time between drinks. The early manu script states: "For we could not now take time for further search or consid eration, our victuals being much spent, especially our beer..." During the Colonial period owners of large farms and plantations ran their own breweries. General James Ogle thorpe's establishment at Jekyl served the Georgia colonists. The brewery William Penn built at Pennsbury Manor in what is now Bucks County, Pa., re mained standing until after 1884 and has recently been restored by the state. Many of the leading figures of the Revo lution, among them George Washing ton, Thomas Jefferson, Samuel Adams, Patrick Henry, Israel Putnam and Dr. Benjamin Rush, were brewers or advo cates of brewing as an incentive to moderation. On the floor of a brewery in Balti more the flag was made that flew over Fort McHenry in the War of 1812 and inspired Francis Scott Key to write "The Star Spangled Banner." In the latter half of the 19th Century the discoveries of Louis Pasteur brought about revolutionary advances in brew ing. It was Pasteur who first demon strated the role of yeast in fermentation and the fact that yeast organisms can be controlled. Other discoveries and im provements aided the industry to build up to its peak in 1914, when 1,392 sep arate brewing concerns with a total capitalization of $72,914,000 and em ploying 75,404 persons in the breweries alone produced 66,189,473 barrels of brew. And then, on January 16, 1920, this entire industry was blotted out of exist ence by the 18th Amendment to the Constitution. During those years of the speakeasy and the bootlegger when gang violence flourished, many brewers ceased opera tions entirely. Others, in an effort to salvage their large capital investment, made soft drinks or cereal beverages of less than one half of one percent alco hol. Still others changed their plants into creameries or manufactured ice cream, candy, cheese, malt syrups and other products. The industry didn't begin its come back until March 22,1933, when Presi dent Roosevelt signed the Cullen-Harrison bill, legalizing 3.2 beer. Four years later, in 1937, the peak year since the death knell of National Prohibition was sounded, 720 breweries produced a total of 58,748,087 barrels. Laws have been enacted to correct the abuses of the preProhibition era, one of the most impor tant being the regulation which pro hibits a brewery from having any finan cial interest whatever in any retail estab lishment. The beer business is now an impor tant cog in our national economic ma chinery. It contributes more than $300,000,000 in taxes yearly to the federal government, a large slice of which is used for defense purposes. Over 55,000 wage earners and sal aried employes of breweries are paid Wort and hops are cooked in four 700barrel copper kettles. JANUARY 1942 [15] ETC 22849 ( Fermentation begins in these open tanks. Beer is thoroughly aged in hundreds of glass lined storage tanks. about $105,000,000 annually, while payrolls for the 980,000 wholesale and retail proprietors and employes are esti mated by the United Brewers Industrial Foundation to exceed a billion dollars a year. In addition, hundreds of thou sands of persons are employed in busi nesses which derive substantial benefits from the brewing industry, such as building, real estate, advertising, print ing and lithographing, transportation, restaurants and hotels, petroleum, and manufacturers of barrels, bottles, cans, machinery, crowns, labels, fibre and wooden cartons, and many others. Truck transportation is especially im portant. Reliable estimates place the number of trucks required for moving beer and empty containers at 15,000, representing an investment of $30,000,000. The gasoline and oil consumed costs more than $3,000,000 a year. The farmer has a large market at the breweries, as the latter require the cul tivation of more than 3,000,000 acres of American farm land to supply them with raw materials. The Jacob Ruppert Brewery in New York is the largest beer plant east of the Mississippi and therefore an ideal place to learn how this popular drink is made. I received a cordial welcome there and was told something of the brewery's history, before setting out with a guide to explore it. Founded in 1867 by Jacob Ruppert, father of George E. Ruppert, president of the concern, and of the late Colonel Jacob Ruppert, famed owner of the New York Yankees, it will soon mark its 75th anniversary. All this time the Ruppert Brewery has been at the same location, and the office of George Rup pert on the sixth floor of the main build ing is directly above the former site of the old Ruppert homestead where he was born. In this age of specialization a man intending to start a brewery would enter into negotiations with bankers, archi tects, contractors and engineers, but in those days of rugged individualism Jacob Ruppert did none of those things. He simply acquired a tiny piece of land at 91st Street and Third Avenue, then took off his coat and went to work. With his own hands he cleared the ground of timber and erected a small building 50 feet square. The first year's output of this tiny plant was only 5,000 barrels. From this beginning the Ruppert Brewery has grown to its present size, covering the better part of four New York City blocks, employing 1,800 persons, and with a daily production capacity of 6,500 barrels. Its garage houses more than 200 trucks and its power plant can furnish enough electricity to light a community of good size. Over twenty floors in the various buildings, some of them underground, are given over to glass lined storage tanks which have a capacity of 400,000 barrels of beer. There are 3x6 such tanks with an aver age capacity of 41,850 gallons each-- the equivalent of almost 250,000 eightounce glasses. The largest is 100 feet long and holds 1921 barrels. The various steps of beer making were explained to me by my guide as we went through the brewery. The main ingredients of the beverage are barley and either corn grits or rice, he told me, but the Ruppert Brewery uses corn grits exclusively as the secondary ingredient. First the barley must be malted, which consists of steeping the grain in water and allowing it to sprout, after which further growth is stopped by heating. The malt then starts its travels, passing from a big hopper through the cleaning ETBVE NEWS [16] ETC 22850 reel and then through the malt mills which crush it thoroughly and make it ready for cooking. The cooking is done in a huge oval mash tun with a capacity of 850 bar rels. The necessary amount of water is added and the mixture is brought to the proper temperature for the enzymes to act on the starch, while two propellers agitate it to insure even heating for one hour. While this is going on the grits are being cooked for an hour in a large pressure cooker. The corn mash is then pumped into the converter tun containing the main malt mash, and there the gelatinized starch is converted into fermentable as well as non-fermentable sugars by the action of the diastase in the malt. Later a pure culture yeast containing the u.:1 enzyme zymase breaks up the sugars and fermentation sets in. Alcohol, car bon dioxide, and other by-products of fermentation, such as ethers, esters and aldehydes, are formed. These highly complex substances are responsible for the zestful flavor which makes beer such a popular drink. The converted mash is next pumped through electrically operated mash fil ters. Filter cloths between each section of the filter separate the mash from the liquid, which is known as wort. The wort flows by gravity to one of four big, brightly polished copper kettles, each of 700-barrel capacity, while the spent mash falls through a chute to the base ment, where it is loaded on trucks and sold to farmers, who consider it an ideal cattle feed. Hops are added to the wort in kettles at regulated intervals, and in carefully measured quantities, through large cop per conduits which lead from the hop storage rooms on a floor above the ket tles. This operation requires considera ble skill. The type of hop used is of particu lar importance. Hops are grown in vari ous parts of the country, New York, Oregon, and California producing espe cially good grades. The hop flowers grow in cluster form on grape-like vines and contain a highly aromatic substance called Iupilin, which imparts to the wort and subsequently to the beer a fine flavor and aroma commonly re ferred to as "hop flavor." The mixture in each of the 700-barrel kettles is cooked an hour and a half at 212 degrees Fahrenheit. This boiling process concentrates the wort and com pletely sterilizes it. The hop flowers are strained off when the liquid leaves the kettles and the clear wort is pumped into the cooler on an upper floor. The cooler has eight units, each containing six pipes and each pipe in turn containing 25 copper coils. In it the brew is cooled gradually to a minimum of 41 degrees and then pumped into open fermenting tanks, where the yeast is added. A brewer's yeast, incidentally, brings out the individuality of his product. The yeast used in Ruppert's beer was brought over from Europe more than 50 years ago. As the culture multiplies far more rapidly than it can be used, the surplus is sold for vitamin extraction purposes. At the conclusion of 24 hours in the open fermenting tanks, the brew goes to closed fermenting tanks for from eight to ten days, while the yeast does its work. During this period a considerable quantity of natural carbon dioxide gas is released, giving to the beer its creamy collar of foam. Then the brew goes to the closed storage tanks for a minimum of two months. When thoroughly aged and mel lowed in these cool, dark tanks, the This machine fills and places the bung in four half-barrels at once, 160 per hour. In the filter Ruppert beer is forced by pressure through 65 pads like those in the center of the picture. JANUARY i42 [17] ' *#v*'*-"LiV" t .. **<* ETC 22851 beer is ready for its final filtering and clarification. Ruppert's beer is crystal clear and no wonder. There are 65 compartments in each filter machine and in each compartment there is a thick pad of cotton fibre. The beer is forced under 35 pounds pressure through all 65 of these pads, which remove every particle of foreign matter from the pale amber fluid. Our next stop was the building in which beer is made ready for distribu tion to the retailer. Both metal and wooden kegs are used for draft beer, the advantage of the metal kegs being that they are much lighter than those made of wood. Six large racking ma chines fill and put bungs in 160 half barrels an hour each. The date on which the beer goes into the keg is stamped on the bung. Empty kegs returned from taverns and bars are carefully inspected for defects and then are washed by one of five washing machines, each of which can wash 200 barrels an hour. Those kegs that need it are relined with liquid rosin which is sprayed on in the brew ery's cooperage plant. Machines with 50 spouts apiece each fill and cap 250 bottles of beer a minute. The bottled beer is then pasteurized. To insure absolute cleanliness, returned bottles are subjected to 12 different washings and thoroughly sterilized be fore they are refilled. Another machine pastes labels on the bottles, every label bearing the number of the machine which put it on and the date. Beer cans are also filled by machine at the rate of 220 cans per minute per machine. The full cans pass through a pasteurizer, then a drying machine, and finally must pass inspection by an elec tric eye, which will detect and automati cally kick out of line any incompletely filled cans. After passing the eye the cans are packed in cases by a machine which, like an adding machine, records every case packed. In fact, the Ruppert method of put ting up beer for shipment is a perfect example of mass production methods in action. No visit to the Ruppert Brewery is complete without looking in on the bierstube on the sixth floor across the hall from the executive offices, where one has the opportunity to sample the A conveyor belt carries bottled beer from the bottling and capping machine to the pasteurizer. finished product. Enough tables and chairs to accommodate several hundred persons and a long mahogany bar at one end constitute the furnishings of this big room. And the executives aren't the only ones who can enjoy a foaming glass of brew, for downstairs in the brewery is the working man's bar, attended by a bartender, where the men who do the mechanical work can relax for a few moments over a beer or two if routine work becomes too monotonous. "Someone once told me beer was fat tening,'' I remarked, as I blew the foam off a tall one. "Not at all!" my guide replied em phatically. "Chemical analysis shows beer to have no more fattening ingre dients than milk. Of course, anything is bound to be fattening if a person con sumes an excessive amount." He told me about a test conducted by a well-known physician who used ten girls from the Radio City Music Hall chorus as "guinea pigs." Each girl was given three bottles of beer a day for 18 days. She was weighed daily and her blood pressure and general condition checked. In no case was there a gain in weight, and one girl who was considerably over, weight lost eight and a half pounds. The doctor's statement gave as the rea son for this loss the discontinuance of her habit of consuming sandwiches and sodas between meals. All the other girls lost weight slightly, but improved in general health and in the haemoglobin or red blood corpuscle content of their blood. In two cases a sub-normal blood pressure was returned to normal. According to this doctor, the results indicated that a moderate use of beer is not fattening and is beneficial to indoor workers whose occupations tend to pro duce an anemic condition unless their diet is scientifically regulated. Backing up this medical man's belief is Health Commissioner Fronczack of Buffalo, who said in a recent statement: "People get the idea beer is fattening because those who drink it get large appetites and eat immoderately. Beer is a bitter tonic. It causes a desire for food. Naturally, when you drink and munch you will get fat. But the drink isn't doing it--it's the food." "Have another?" my guide queried, after telling me these facts. "I don't mind if I do," I replied, con vinced by this time that beer is a first rate drink. I think I'll try it again some time. ETHYL XEWS [18] THIRTY thousand people jammed El Toreo, Mexico City's largest bull ring. Mexico's President, in the Presidential box, raised his hand and the bugler sounded a call signifying the opening of the bull fighting season. All eyes were fixed upon the entrance gate in expectation of the usual colorful entrance march. Instead, a chugging tractor tore onto the field with an Amer ican picador seated upon it. Cries of "Corby! Corby" arose. In a moment 30,000 throats were laughing heartily at the "gag" performance of Hugh Corby Fax, United States Embassy official. A week later, the 32-year-old Har vard graduate appeared again before the bull fighting crowd. This time he leaped upon the back of Jesus Gonzalez, noted Mexican matador, and lanced the snort ing bull from this highly unorthodox position. All Mexico roared again. When Fox saw his first bull fight, he decided immediately that this was a sport which would satisfy his thirst for thrills. He began to visit the small prac tice bull rings in the outskirts of the city to watch professional matadors train and to study the sport. "First I practiced with calves to learn about cape work and foot work," he ex plained. "Then followed long hours on horseback, while I sharpened my eye for lancing the bull." Later, when Fox resigned his post at the embassy, reports circulated that Am bassador Josephus Daniels strongly dis approved of his bull fighting activities and made no bones about it to Fox. The latter denied, however, that this had anything to do with his resignation. At any rate he celebrated his retirement from the field of diplomacy by staging an amateur bull fighting party for about 200 of Mexico City's prominent social ites at San Isodoro Ranch, a small club and practice ring which he took over for the occasion. The bulls used for the event belonged to a special breed, remarkable for its extraordinary strength and ferocity, "Ferdinands" being unpopular in the bull ring. The animals were between four and six years old and weighed at least 1000 pounds. Each, as required by No Place For Diplomacy Harvard Graduate Deserts American Embassy in Mexico City to Try His Hand at the Dangerous Sport of Bull Fighting. By Martin Sheridan the rules, had sharp horns, uniform in all respects and without defects. These fighting bulls are not allowed to breed, in order to conserve their strength. Like wise they are always well fed, not only on grass, but also on special foods. Following a bugle call, all the par ticipants and helpers in the fight pa raded through the ring. A second bugle call was sounded and the torilero, or man in charge of the bulls, opened the door of the box in which the first bull was confined. As the animal moved out, the assistant of the torilero stuck into the bull's back a small barb which car ried short ribbons of the colors of the breeder. From the moment the bull is sepa rated from his companions, in a place strange to him, he charges anything in his path, even the wooden barriers. The peones de brega, or assistants of the matador, throw down their capes in front of the animal to see how he Cape work is one of the early stages of a bullfight. charges. Ninety-nine percent of the bulls follow the cape; only on rare oc casions do they go after the man. Should this occur, it may be considered certain that the bull has been used for practice or has fought before and is therefore exceedingly dangerous. Bulls learn by experience and soon realize that their enemy is not the moving cape but the man holding it. When the helpers leave the ring, the matador enters to perform his first feat with the cape. Young Ferdinand Mar tinez Gallardo, an M.I.T. graduate in the class of 1935, advanced towards the bull, then waited for the charge. When the animal was about to reach him, he extended the cape in front with his arms lifted and the bull passed near him, but without touching him. This feat, the veronica, calls for the matador to stand JANUARY 1942 f *9] etc 22853 still, keeping his body erect to preclude any impression of fear. When the bull was brought to a standstill by six or seven veronicas, Hugh Corby Fox, the picador, entered the ring on his blindfolded horse. His mount was protected by pads, since as many as six unprotected animals have been killed during a single performance. Fox wore a thin, quilted padding under an iron shin guard known as a "mona," which completely covered his right leg, while his left was protected as far as the knee with padding. His breeches were of thick leather and his heavy shoes had thick soles. Fox's job was to lance the bull three times with a barb two to three centi meters in length on the end of a long pole. This forces the animal to lower his head. When a bull refuses to charge and receive the three lances, he is considered too tame and is removed. Substitution is allowed only twice during any one bull fight: Fox made two lances, then the bull charged angrily and knocked the horse to the ground, carrying the amateur picador with it. While matadors at tempted to attract the bull's attention with their waving capes, Fox was hit in the right shoulder by the bull's horn. He wasn't gored, but suffered a long black and blue mark extending from his shoulder blade almost to his armpit. The guests cheered wildly as Fox picked himself up and remounted his horse for the third thrust at the bull. Then he left the arena. Once more the bugle sounded. This time the banderilleros entered the ring to place the darts decorated with colored paper in the back of the bull, near the shoulder blades. This feat creates the greatest excite ment among the spectators, since the men have nothing in their hands with which to divert the rush of the bull. In placing the darts, the fighter must be close enough to the head of the bull to give the impression that he has missed being gored by only a fraction of an inch. Three sets of two darts each are inserted. Following some more fancy cape work, the bull's head was down and the bugle sounded for the sword thrust of the matador. This is the most dangerous part of the performance, as well as the most emotional. Eighty percent of bull ring fatalities have been caused by gor ing while the matadors were attempting the first sword thrust. The bull fighter who does not expose himself to danger when killing is considered a coward and the crowd expresses its displeasure in no uncertain terms. It is not neces sary, however, for the bull to be killed by the first sword thrust. Sometimes the matador may make a perfect movement, but the point of his sword hits a bone of the animal and cannot enter. The first amateur matador killed his bull with rapid movements and finesse, and helpers dragged it out of the arena to make way for the second fight. t Fox dons the armed boots or "bata de fierro" before entering the ring. Acting as a picador, Fox lances a bull. ETC 22854 makes a second circuit. The spectators do not throw hats this time. If his work has been brilliant, the public may re quest that he be awarded an ear of the bull as an expression of further satisfac tion. This fact is made known to the judges by the waving of handkerchiefs. If the performance has been extraor dinary, the public may demand that the judges award both ears. If the perform ance has been even better, the judges The entire procedure was followed plauded after his performance, he tours may give the matador the tail, in which for two more bulls. When the fourth the inside of the ring, his cap in hand. case they wave a green handkerchief. bull entered the ring, the men left and He is accompanied by two or three as The maximum reward, the hoof of the two girls maneuvered with the capes. sistants who help him throw back the bull, has been awarded only once in Although the bull was younger and hats, canes, overcoats and other articles Mexican history--to Armillita, Mexico's smaller than the average it was full of which the excited fans throw into the greatest bull fighter, who receives 25,- life and knocked both young women to ring as a sign of individual appreciation. 000 pesos or $4,300 for each perform the ground several times, but they game If the ovation continues, the fighter ance. And he fights at least twice a week! ly followed through from the placing of the darts to the final sword thrust. After the performance Fox revealed to the writer some interesting facts about bull fighting. It is Mexico's most *n--*- 'I.7T.T -rrr.jH -1,4 ^ A DE MAYOR CONSUMO EN EL PAIS expensive sport, seats costing anywhere from six pesos ($1.00) in the bleachers i to 30 and 40 pesos ($5.00 to $6.50) in the first three rows on the shady side. s3= Every Sunday crowds of 30,000 persons k fill the huge arena to watch six complete performances. If the professional matador is ap Astride the back of Jesus Gonzalez, noted matador, Fox burlesques a bull- fight. JAWARY 1949 [21] ETC 22855 This Month's Cover BOSTON'S old State House, one of the few pre-Revolution buildings still standing in the city, was built as a Town House in 1748 to replace the one which had burned the previous year. During its long history the structure has housed the Colonial Legislature of Massachu setts, the General Court of the Common wealth of Massachusetts, the Boston City Hall and the Boston Post Office. In front of the State House angry Boston citizens burned the stamped clearances as protest against the Stamp Act. Within a few feet of the east porch the Boston Massacre occurred on March 5, 1770. British Generals Howe, Clin ton and Gage held their council of war in the building before the Battle of Bunker Hill. From the balcony the news of the Declaration of Independence was read. In its hall the convention was held which drew up the state constitution. Later, the convention which ratified the United States Constitution met there before adjourning to the Federal Street Church. In 1882 a group of citizens decided to restore the State House to its original condition. Standing in a busy part of the city amid towering office buildings, it is a mecca for thousands of visitors to Boston's historic spots. The Following * Service Awards * have been made as of January 1st, 1942 TEN YEARS Ellis O. Jones Sales, Los Angeles Guy Keller Gasoline Testing, Baton Rouge Leonard L. Huxtable Sales, Tulsa FIVE YEARS James V. Carlisle Research, Detroit Vincent F. Hnizda Research, Detroit Verna Rahe Medical, Cincinnati Yvonne Guertin Sales, Boston la This Issne January 1942 Vol. 9 No. x Southern Cow Country.................................................3 Real cowboys ride the Florida ranges. Farmer's Bulletin Board Of The Air...............................6 The latest in agriculture over the radio. Directional Drilling.....................................................10 Tapping oil deposits by slanting wells. Masters Of The Soil.................................................... 12 Ethyl releases a new movie on farming. Our Forefathers Liked Beer....................................14 The story of a popular beverage. No Place For Diplomacy..........................................19 A Harvard graduate turns bullfighter. With the exception of copyright articles, material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corporation. Published by Ethyl Gasoline Corporation, Chrysler Building, New York City Editor: W. Cary Harris Associate Editors: Francis V. V. Adriance Russell B. Weston Correspondents: G. P. Rosser, Atlanta; F. S. Cronin, Baltimore; B. R. Jones, Boston; A. B. Wyrick, Chicago; S. T. Pruitt, Dayton; D. S. Flynn, Kansas City; R. L. Goltz, New York; M. P. Murdock, Los Angeles; C. F. Naylor, Seattle; L. L. Huxtable, Tulsa; L. Barnum, Baton Rouge; C. Wasserman, Deepwater; Dr. Beatty, Chemical Research; E. L. Barringer, Detroit; J. C. Pope, Gasoline Testing. ETHYL NEWS [ 22]  Ethylmen in Military Service Corp. Dayton C. Bolin, Coast Artillery, Fort Jay, N. Y. Lieut. Arthur S. Brown, Aberdeen Proving Ground, Md. Private Redgnald Bushell, 45th Material Squadron, Manchester, N. H. Private Everett M. Clough, Fort Sill, Okla. w- 2nd Lieut. William W. Downer, Augusta Arsenal, Augusta, Ga. 6 Lieut. T. S. DuBose, Academic Dept., Fort Benning, Ga. Edward G. Duffard, New Orleans, La. F Lieut. Idan E. Flaa, Detroit Ordnance District, Detroit, Mich. Lieut, Levan R. Fleck, Fort Crockett, Tex. Seaman Donald Forsdick, Coast Guard Depot, St. George, S. I.,N.Y. Private Wilford E. Frazier, Camp Hulen, Tex. Lieut. Benjamin W. Fridge, 191st Field Artillery, Camp Forrest, Tenn. Private John P. Giffing, Camp Hulen, Tex. Lieut. Hamilton B. Greenup, Sacramento, Calif. \ Lieut. J. Robert Greenwood, Coast Artillery, Fort Hancock, N. J. t'- Lieut. Howard E. Hesselberg, Camp Roberts, Calif. i Private Daniel A. Hirschler, Fifth Signal Company, Fort Custer, Mich. Courtesy of Popular Photography Magazine Private H. J. Holdridge, Camp Lee, Va. Private Phebus N. Hotard, Camp Livingston, La. Lieut. Howard B. Hudiburg, Fort Winfield Scott, Calif. Private Rufus M. Jackson, Fort Bragg, N. C. Private Bernard Jones, Fort Bragg, N. C. Private Edward J. Kukla, Jr., Fort Sill, Okla. Ensign Kenneth G. Lee, Arlington, Va. r Ensign James M. Mason, Jr., Naval Air Station, Jacksonville, Fla. Ensign Fritz Y. Mercer, Submarine Base, New London, Conn. Ensign George T. Mercier, Naval Ordnance, Hamilton, Ohio Lieut. Arthur H. Middleton, Louisiana State University, Baton Rouge, La. Lieut. A. D. Miller, 69th Coast Artillery, Camp Hulen, Tex. Lieut. John W. Miller, Armored Force School, Fort Knox, Ky. Lieut. Leo A. Miller, Camp Beauregard, La. Corp. George B. Noland, 47th Field Artillery, Fort Bragg, N. C. Private Andrew L. Pallay, Fort Custer, Mich. Lieut. William J. Ryan, Service Co., nth Infantry, Fort Custer, Mich. Lieut. Paul F. Straub, Navy Yard, Mare Island, Calif. Lieut. Wayland W. Sweeney, Jr., 12th Engineer Battalion, Fort Jackson, S. C. Lieut. Irvin Trowbridge, Aberdeen Proving Ground, Md. Lieut. A. E. Vallier, Detroit Ordnance Division, Lansing, Mich. Lieut. John F. Wallis, 57th Coast Artillery, CampPendelton, Va. Courtesy of Popular Photography Magazine Lieut. Stonewall J. Warner, Quartermaster Motor Transport School, Fort McPherson, Ga. Captain M. F. Weill, Presidio, San Francisco, Calif. i; ETC 22857 I ..aB-g'-T T, ! i i r i i DEFENSE BONDS BUY TANKS i THE TANK is to the Army what the tackle is to the forward line of a football team. It is the "break-through." Head-on, it crashes timber, houses, enemy fortifications. Once it has opened the way, the attacking force follows for the "mopping up." The Nazis, using these great steel pachyderms which they produce in vast quantities, have been able to break through every fortified line in 14 conquered countries. In America, the medium-sized tank is the popular size. A medium-sized tank weighs 30 tons. To make it takes as much steel as would be used in 500 refrigerators, as much rubber as goes into 87 average automobile tires. The planning of a tank takes as great skill as a large-scale construction job. One recently converted automobile plant, faced with retooling for tank production, had to put 200 engineers to work in day and night shifts for one month, mapping out machin ery requirements and plant layout. To match the mechanical might of aggressor nations today, America needs thousands of these tanks. They're rolling off the assembly lines now. They cost real money. Every time you buy an $18.75 Defense Savings Bond or a lOd Defense Savings Stamp you give your country money enough to buy a vital part for another new tank. Buy DEFENSE SAVINGS BONDS and STAMPS AT ALL BANKS, POST OFFICES, AND SAVINGS AND LOAN ASSOCIATIONS ETC 22858 -r/ie- ETHYL NEW/ ETC 22859 ETC 22860 Your Life Factory workers need cars to go to and from their fobs, billion round trips, for a total of 498 billions of passenger-miles of travel. More than half of that mileage, and three-fourths of those trips, are for pur poses connected with earning a liveli hood, or closely related economic pur suits, classified as "necessity driving." Ninety-six out of every 100 cars on the road today are engaged in such ne cessity driving. On the basis of 1940's total travel, private car owners amass 274 billion passenger-miles of necessity usage a year, in more than 11 billion round trips. The data was obtained primarily from official governmentsources through the U. S. Public Roads Administration and the highway authorities of several states. The Automobile Manufacturers Association obtained permission to ana lyze in detail questionnaires on which many thousands of car owners had sup plied specific information as to where they drive, how far, how often and for The average doctor drives almost 13,000 - miles a year. Thirty Years Ago Comparatively Few Persons Owned Motor Cars; Today the Gasoline Vehicle Plays a Vital Part in the Business of Living. (Photos courtesy of Automobile Manufacturers Association) WHAT is the work cars do? Anticipating the problems in civilian transportation that the defense effort would bring to the automobile user, to business and to Government, the Auto mobile Manufacturers Association in 1940 undertook a survey of the actual use of passenger cars by their owners. The objective was to assemble informa tion that would help .all agencies deal ing with the subject. A report of the major findings has been presented to appropriate depart ments of government. It shows that over city streets and the network of roads and highways cover ing the United States, automobiles in a normal year make approximately 15 ETC 22861 mi Driving the children to school is an important junction of the passenger auto. what purposes. This data was supple mented by a later similar study under taken on a national basis specifically for the Association. Wage earners devote more than half their mileage to necessary driving. Passenger car driving records are like fingerprints, in that no two are exactly alike. White collar man and defense plant worker, doctor and salesman, housewife and farmer --all have different objec tives for their automobile driving. Each car at the end of a year has its own different speedometer reading of miles traveled, its own individual rec ord of trips made--reflecting the vary ing distances from each other of home, job, school, church, shopping centers and other community institutions as selected by each automobile owner. It is difficult to single out any one group of owners to say they have more or less need for their cars than the others. Yet significant facts are now available, showing the effects of occu pation on car use: The traveling salesman's average an nual mileage, surveys show, is 18,791 miles, or more than double the average per car of all drivers. But the average for medical men also is very high--12,932 miles--and doctors top the analyzed occupations in the number of round trips, having an aver age of 947 trips yearly per car. Total yearly mileage, though, doesn't tell the whole story. Farmers, industrial workers and con struction men make up the largest occu pational groups of car owners. Drivers in these groups make short trips, piling up relatively little annual mileage per car. What driving they do, however, is of high economic significance to them. Farmers, according to the 1940 Cen sus, operate 4,731,159 passenger cars, or 17 per cent of the total registered. Of every 100 miles of driving, the farm car puts in 66.8 miles on business and other necessity purposes. A sample covering of cars in five states showed that 98 farm cars out of 100 are used for purposes connected with earning a living. The typical far mer rolls up only 12.5 miles per trip on the average. This total annual driv ing amounts to 5,750 miles. IK, Traveling salesmen lead all other driver groups in mileage. A study of wage earners' cars in the same five states showed they devoted slightly more than half their mileage to necessity uses. Drivers making up this occupational group were unskilled as well as skilled factory workers and building tradesmen of all types. Two- ETBXL NEWS [4] ETC 22862 Farmers operate 17 percent of all regis tered passenger cars. The automobile simplifies the family marketing. m thirds of these cars were used primarily for driving to places of employment. Of interest is the fact that farmers' cars and those of wage earners have parallel driving experiences. While farmers average twelve and a half miles per trip, the wage earners average just under ten. More than a third of the drivers in each group re quired less than 2,000 miles a year for their necessity driving; another third required between 2,000 and 4,000 miles a year. Sixteen per cent in each group travelled between 4,000 and 6,000 miles per year on necessity purposes and virtually all the remainder was ac counted for below the 15,000 mark. The reports for wage earners' cars also were analyzed to determine the age of car driven, and the effect of car age upon its mileage. The survey showed that 36 per cent of the cars were two years old or less, 31 per cent were three to six years old, and 32 per cent were seven years or older. The newer cars ran up far more total mileage, averaging 9,147 against 7,577 for the middle bracket and 5,479 for the oldest cars. Yet the "driving to work" mileage showed relatively little change, being 2,002 annual average for the younger cars and 1,922 and 1,608 for the other two groups. A special study on shopping reveals that six out of seven family automobiles are needed for this task. Virtually all of these are so employed at least once a week and two-thirds of them more often. Social uses of the automobile, too, are significant. One car out of every four is used for driving to church. More than 70 per cent of the church goers' cars were found to average fifty or more round, trips to church during the year. Driving children to school still rep resents an important social function. Farmers lead the list, 10 per cent of them driving their children to class, while lawyers, artisans, insurance agents, real estate men and salesmen also report such uses oftheir cars to varying degrees. One car out of every four is used for ri driving to church. FEBRUARY 1942 For Better Gasoline Ethyl's Testing Laboratories Help Maintain a High Fuel Standard by Checking Thousands of Samples Annually. WHEN a motorist stops at a service station and buys a supposedly high grade fuel, how can he be sure that it is really high grade? How can he feel guaranteed against contamination, either by accident or design? Or how can the gasoline refiner be certain that all pumps advertising his product are actually sell ing his product and not an inferior sub stitute? The answer is: neither can be one hundred percent certain, but each can be a lot more certain than he could be if the Gasoline Knock Testing Depart ment of the Ethyl Gasoline Corpora tion wasn't rendering a valuable serv ice to the oil industry and the general motoring public through its six gasoline testing laboratories. Geographically scattered throughout the United States, these laboratories are located at Yonkers, N. Y; Baton Rouge, La.; Tulsa, Okla.; Kansas City, Mo.; San Bernardino, Calif., and Detroit, Mich. Some idea of the work done in these centers can be gained from the fact that 25,000 samples of gasoline are tested each year and from one to eight different tests are made on each sample. The analysis of samples can be broken down into two general groups. The first group comprises the refinery samples on which tests are performed as a service to Ethyl's refining licensees. The sec ond is the testing of field samples in order to maintain the high quality of gasoline to which tetraethyl lead had been added. Many licensees who do not have complete facilities for gasoline testing are aided by the Ethyl laboratories, which carry on this work for them. In cases where the refiner has testing faci lities the Ethyl laboratories serve as helpful check on the results obtained. Refiners who are new Ethyl licensee: send in samples of their base stocks be fore the addition of tetraethyl lead. The samples are tested to determine the amount of tetraethyl lead needed tc raise the fuel to the octane rating de A special knock testing engine is usea to determine the octane rating of avia tion fuels. In this battery of knock testing engines the octane numbers of gasoline samples are determined by checking against ref erence fuels of known antiknock rating. ETHYL NEWi [] ETC 22864 Ethyl's Yonkers laboratory is located amid sylvan surroundings on the out skirts oj the city. An Ethyl chemist puts an array of high grade gasoline samples through a test for sulphur content. sired by each refiner. Then, after the Ethyl fluid has been blended in the proper amount with gasoline at a re finery, another sample, the finished product this time, goes to an Ethyl laboratory for another series of tests to make sure the blending process has been carried out correctly. Samples from refining companies are tested on the day they are received and the results are telegraphed to the refiner on that same day. This speedy service enables the refiner to distribute his fin ished stocks without delay. Tests are performed to determine octane number by both Motor and Re search methods, distillation lead con tent, gum both preformed and poten tial, corrosion, color, vapor pressure and gravity. Representatives of the company are' picking up samples daily at filling sta tions and bulk plants throughout the United States. These arefor thepurposes of a general survey of fuel quality, but they also serve to uncover contamina tion or substitution. Ethyl field men also pick up samples in response to com plaints. Contamination or deterioration due to slow turnover and consequent loss of volatility is often the basis for a complaint on knocking. Where any de fect is found, immediate steps are taken to secure its correction. Most field samples are collected by Ethyl representatives to show the over all quality of gasoline being sold to the motoring public. This information is of considerable importance to car manu facturers, as it serves as a guide for them in determining the kind of gasoline available in various localities to drivers of their cars. The testing laboratories work in con junction with Ethyl's Refinery Tech nology Department in checking the gasoline of new refining licensees in order to assist them in producing the best gasoline blends. In this work lead sensitivity charts are drawn for the re finer so he can tell easily how his vari ous stocks can be blended together to yield the best gasoline for the addition of lead. The Gasoline Testing Department, through its Central Office at Yonkers, cooperates in the work of the C.F.R. Committee, besides carrying on inde pendent devolpment work in the im provement of existing methods. Ex perience and information collected on knock testing is passed on to the oil industry by means of knock testing forums which are being held in various centers throughout the country. These forums, which are a recent innovation, give the personnel of Ethyl licensee laboratories and other interested persons the opportunity to discuss their knock testing experiences and problems. The work of the Ethyl testing labora tories, conducted with the cooperation of the oil industry, has played a large part in bringing about a steady improve ment in the quality of gasoline sold in the United States. FEBRUARY 1942 [7] ETC 22865 TWENTIETH Century Minute Men, for whom "blitz" has been a by word for years--such are the members of the Seattle Motor Transport Reserve Battalion. An old tune, played to a modern tempo -- a martial tempo at that -- is swinging through the motor transpor tation industry, reawakening the strong spirit of American patriotism which has arisen in decades long past to lead the fight for the preservation of all that is American. Leading the parade--yes, even setting the pace -- is the Seattle Battalion, a closely knit, well-disciplined, wellequipped organization of bus drivers, dispatchers, maintenance crews --and their equipment. It is a group of men who have found time to devote to the serious -matter of national defense and national morale, while at the same time performing their normal civil functions. Father of the idea--an idea five years older than the battalion--and organizer of the unit is Lieut. Col. Marmion D. Mills, Quartermaster Reserve, United States Army. Colonel Mills is general Members of the Seattle Motor Transport Battalion drill in an armory. Men in white at extreme right are in the main tenance company. manager of the municipally owned Seattle Transit System. Drawing on his experience in France during the World War in moving large bodies of men by motor transport; aware of the necessity of organization far in advance of an emergency, Colonel Mills in 1935 drafted a plan for the organization such as that now created in Seattle. The plan was submitted to the Chief of Staff, United States Army. Actual creation of the Seattle bat talion began in December, 1940, after Mayor John F. Carroll of Seattle asked organization of a transport unit to be ready in the event of some local emer gency requiring the evacuation of civil ians or rapid movement of a military force into the city for its protection. Response to the first call for volun teers -- volunteers who were promised nothing but drill and work -- was so great that Colonel Mills had to .revise his original plan of organization. The framework was to have been somewhat on this pattern: A company would consist of twentyfour 40-passenger buses, accommodat ing 960 passengers, organized in two platoons of twelve buses, each platoon comprising two sections of six buses, with each section comprising two squads of three buses. This basic unit, or company as it is termed, would be capable of transporting dismounted ele ments of an infantry battalion. Mini mum personnel for the company would be 24 operators, 10 noncommissioned officers and three commissioned officers. The operator personnel could be dou bled, if men were available, to provide two drivers for every bus. In the original plan of organization, the company would have included a maintenance section. However the heavy response to the call for volunteers re sulted in organization on this basis: Three operating companies, without a maintenance section, and one mainte- ETHYE NEWS [8] ETC 22866 nance company, consisting of one pla toon of three sections for automotive maintenance, and one platoon organ ized as a road-repair unit. Prior to issuance of the call for vol unteers, Colonel Mills received assur ance of officers of Local 587 of the Amalgamated Association of Electric Railway and Motor Coach Employes of America of cordial union support. And so the men, whose working hours are spent giving Seattle residents the best possible transit service, turned, in their spare time to military drill, study of entrucking tables and march graphs and other means of controlling the movement of large units. From the ranks of the men were selected corporals and sergeants. Commissioned officers were selected from the supervisory staff of the transit system. These included a major, the battalion commander and a captain adjutant; four captains to serve as company commanders and eight lieu tenants, serving as platoon leaders. Basic military instruction was di rected by Regular Army personnel, and a regular training schedule was adopted. The operators' gray uniforms, worn daily in transit service, were adopted as uniforms for the battalion. Shoulder patches, marked "motor reserve" were purchased and now are worn by mem bers of the battalion, even while on duty. Chevrons to match the gray uni forms were adopted to designate corpo rals and sergeants. White coveralls were chosen as the uniform for the main tenance company, while commissioned SUGGESTED ORGANIZATION MOTOR RESERVE COMPANY ( truck or bus ) 2--* platoon 0 (SB) 0 S ITT PLATOON 0m 01 MAINT SEC B 4'-" SECTION tmvltIS I'-UUU E IF`*f 0 > * 33 EE ft y 3*- SECTION IVSQUft 0 a n B ft K ft ft y 2"-SECTION s??5GUU B irjCUC 0 f#t ft ftn y os IVSECTION ?"*3CU10 B IV30M0 00 ft * ft w ft ft j tj j B ft ft ft ft ft ft ft 1. Wy yy yy bs y EJ Cimptm/ CcemanSer E Dispatcher lift! 0 Platoon ietder IS Clerk CCarp) m IVSerjeant 0 Mechanic H Sergeant E Gunner B Corporal Driver Minimum Organization. - 55 2-Co Commander 2'Dispatchers. If additional personnel Platoon leaders 1-Clerk. is available, Z* Drirers J*J Sergeant 5-Mechanics may b& assigned 2* and. S-Ser^eants Z'Runners 3d Units of each xuacL. S' CVo# rppoar^alsi.. 2am3%a-Daa r iversma M.DM1LLS -Lt.Coi. QM.Rcs. Juts/17.1941 officers adopted a blue uniform similar to that worn by inspectors of the Transit System. Seattle Transit System buses take part in Army maneuvers. "Inasmuch as the battalion comprised trained operators and mechanics," Colone] Mills explains, "it was unnecessary to give any basic motor-transport train ing, and such training as has been given to date has consisted in the operation of % r FEBRUARY 1942 [9] ETC 22867 motor transport companies upon a text prepared under the direction of the chief of Field Artillery in 1939." The battalion participated in Seattle's blackout last March, transporting guard units to parts of the city, while part of the battalion remained as a mobile police reserve in the event of some dis order. In mid-April, when the battalion al ready was three months old, it received its first field training, in a movement of fourteen buses. A number of subsequent field operations have been conducted, some carrying equipment and men as far as Fort Lewis, where additional instruction, or demonstration in use of modern military equipment was given by the Regular Army. Colonel Mills' contagious enthusiasm for the motor reserve has created inter est in other transit companies and the organization has attracted the attention of national-defense leaders. In urging organization of similar out fits elsewhere, Colonel Mills said: "It is my belief that organizations such as the Seattle Transit Motor Re serve Battalion should be organized on a national scale in the transit industry under a plan developed by the govern ment as units of a civilian defense corps. Such units would not be called up ex cept in case of great emergency, and then only to carry out the required mis sion or to remain in service until re lieved by Regular Army units." And where would the motor-trucking industry fit into the picture? Colonel Mills has pointed out that this branch also can be organized for emergency service. "A civilian defense corps should be established comprising not only motor bus transportation units but also truck units for cargo-carrying purposes or ganized from large commercial truck fleets, communication units from the telephone and telegraph companies, and evacuation units from the Red Cross and various veterans' organizations to handle the actual evacuation, classifica tion, hospitalization and reception of refugees." There is a place in such emergency organization for nearly every piece of ORGANISATION SEATTLE TRANSIT MOTOR RESERVE BATTALION. ^ f* P^ b!J bIJbLJ fx P jS1 AJ b[MJ f** b[Jb 1il afl* 1B W f f x ex b[`MJ b[JBu f* pt * [i y tvstcr/art il 2TSfcnan p 11 1 i 3*StCT/0f* 1P i yj 4*$KT/OM o 5 iveumat S3 91 ztautooh "S COMPANY C ay ay a 8M Bl i+SfCT/CH IfSICPOM1*SKWH iVSftTf0tit*StCTX}N3*StCTl0N tarn 9 COMPANY JD ByBy By *p By B n ivucrw y bL i r M listener* ByBy B y By * f m B | JbLJ By ay np* f? i 1fib y m J99KW 4VStenOM ByBy ByBy ft A ByBy ft ft ft ft By By ByBy BysU b ye " nft ft tvutTKH listener* JVXCTfiH 49SKTH3M go IVAUTOOA 1 COMPANY si ttunen A IVSAUTOOh 9! rrptjtrooff COMPANY 8 neAoquMTeiu I sattauoh coHHAMon I COMPANY COMM*HOIS. . I platoon coahahosh & lit stpocAHT B 3MAOCAHT a dispatch*k B CLCAK. 0 COAAOAAL fl) STAfAtematAHT. equipment that rolls, Colonel Mills pointed out. Road-building and repair equipment, wreckers, gasoline trans ports, all would fit into the reserve out fits, all have their place in this modern day of lightning attack and lightning defense, Colonel Mills declares. Some evidence of the widespread in terest already shown in the motor re serve corps is given by the imposing and ever-growing list of companies which have written Colonel Mills asking de tails of organization. Inquiries havebeen received also from the I.C.C. Bureau of Motor Carriers, New York office, the Public Utilities Commission of Kitch ener, Ontario, the Mack-International Motor Truck Corporation and from na tional defense offices. Creation of the battalion. Colonel Mills said, demonstrates the flexibility of modern motor transportation and re emphasizes the importance of the indus try in both normal and emergency peri ods. Seattle has drawn the blueprints, now it is up to the rest of the industry to provide additional working models of the 1942 Minute Man. (Courtesy of Motor Transportation) ETHYL NEWS [10 ] ETC 22868 Discoverer of Tetraethyl Lead is Honored by the Chicago Section of the American Chemical Society THOMAS MIDGLEY, JR., vicepresident of the Ethyl Gasoline Corpo ration and internationally known for his discovery of tetraethyl lead, the anti knock compound which has made pos sible spectacular advances in automo tive and aircraft engines, recently was awarded the 1942 Willard Gibbs Medal of the Chicago Section of the American Chemical Society, one of the highest distinctions in chemical science. This honor is one more addition to the impressive number which Mr. Midgley has received in recognition of his accomplishments in scientific research. Included among his previous awards are the Priestly Medal of the American Chemical Society, the William H. Nichols Medal of the Society's New York Section, the Perkin Medal of the Society of'Chemical Industry, and the Longstreth-Medal. Mr. Midgley was cited by the Society for "discoveries which are outstanding both from the standpoint of pioneering in new fields and from the standpoint of commercial importance." The devel opment of safe refrigerants, and con tributions to synthetic rubber research and to methods of extracting bromine from sea water were described as some of his other achievements. "His attainments," the citation said, "include the development of the Midg ley indicator, the first satisfactory in dicating device for determining what took place in high speed internal com bustion engines. He then worked on the detonation characteristics of various types of fuels and developed a series of chemical antiknock agents culminating in the discovery of tetraethyl lead. "He worked out methods of manu facture of this compound and has been active in solving many problems con nected therewith, including the removal of lead deposits which formed with the straight tetraethyl lead. He has con tributed largely to the knowledge of the chemistry of rubber and the meth ods of synthesizing rubber. He devel oped the organic chlorofluorides which have become so widely used as noninflammable non-toxic refrigerants. He was associated with the important de velopments connected with the recovery of bromine from sea water." The performance of modern military and transport planes is due in large part to the development of high octane gaso line, a development in which tetraethyl lead played a vital role. Without the added power obtained from fuel of high antiknock quality, the huge bombers and airliners of today wouldn't be able to get off the ground. The Gibbs Medal, of which Mr. Midgley is the 31st recipient, was founded in 1911 by William A. Con verse, secretary of the Chicago Section of the American Chemical Society from 1901 to 1909, and was named for Josiah Willard Gibbs, professor of mathemati cal physics at Yale University from 1871 to 1903, who was called "America's greatest man of science." Others on the list of distinguished sci entists who Have received the award are: Dr. Vladimir N. Ipatieff, Svante Arr henius, Mme. Marie Curie, Sir James Irvine, Dr. Richard Willstaetter, Theo dore W. Richards, Leo H. Baekeland, Ira Remsen, Arthur A. Noyes, Willis R. Whitney, Edward W. Morley, Wil liam H. Burton, William A. Noyes, F. G. Cottrell, Julius Stieglitz, Gilbert N. Lewis, Moses Gomberg, John Jacob Abel, William D. Harkins, Claude S. Hudson, Irving Langmuir, Phoebus A. Levene, Edward C. Franklin, Harold C. Urey, Charles A. Kraus, Roger Adams, Herbert N. McCoy, Donald Dexter Van Slyke, Robert R. Williams, Dr. Edward A. Doisy. FEBRUARY 1942 [] ETC 22869 DON'T look now, but that pretty girl with the shiny, patent leather hat box on her arm is probably a Powers model. The hat box, which every Powers model carries, is the kit containing the cloth ing and make-up she will need for the particular job to which she is going. Beautiful? Well poised? Intelligent looking? Right! She has to be all those things to work under the Powers banner. John Robert Powers has succeeded the late Florenz Ziegfield as the glorifier of the American girl. There is a difference, however. While the Zieg field girl depended almost entirely on her beauty and the glamour associated with the stage to put her across, the Powers girl must be able to show a variety of attainments. Above all she must be natural and intelligent. The "beautiful but dumb" theory does not apply to Powers models. Albert Edward Wiggam, well known author and professor of psychology at Columbia University, not long ago visited the Powers offices on New York's fashionable Park Avenue and conducted an intelligence test with a representative group of models. The ioo young ladies who took the test were found to rank with the top six percent of college grad uates. Margaret Johnson, a Texas beauty who is a college graduate, daughter of a clergyman, and a wife and mother, had the highest grade, with a standing in the "genius" class. Most Powers models are graduates of colleges and -finishing schools. Many have Social Register backgrounds. Others come from the ranks of beauty contest winners, from offices and farms, from jobs as airline hostesses, from the Virginia hunting set. Some are Phi Beta Kappas, others are Junior Leaguers. In short, they are a cross section of lovely American girlhood. Why, you ask, such high type girls for modeling? The answer is that most modeling work is concerned with sell ing, and to put across an article or an idea to the best advantage, the model who displays or publicizes it must be the type of girl other members of her sex admire and wish to be like. There fore she must be a natural girl, for the Josephine Caldwell, a graduate of the University of Pennsylvania and member of Phi Beta Kappa. majority of women are not impressed by artificial types. Although John Robert Powers has interviewed thou sands of girls during the many years he has been in busi ness, he finds that only about one in a thousand has what it takes to be a Powers model. Startling beauty is not essential, but a tall, slender figure and balanced features which photograph well are necessary qualifications. A well known illustrator called the Powers models "long stem med American beauties," a name which stuck. A height of five feet six inches is the minimum except for hat models, who sometimes are permitted to be as diminutive as five feet four inches A model must be a lady in fact as well as in appearance. It wouldn't do at all for a girl who looked like a beautiful aristocrat to startle a prospective customer with a sales talk like, "Ain't this here dress a honey?" Her speech must match her looks. Modeling is nice work, girls, if you can get it. A model is strictly a free lance operator, and if she doesn't like a specific job, she can pass it up. There is none of the nineto-five routine which is the lot of the average office or shop girl. What's more, a model gets around a great deal on the job, going to the most interesting places and meeting the right people. Models are in great demand at social functions and to publicize important events--events like the Orange Bowl ETC 22870 \ b rModels Are as fYoung Ladies f z | Anywhere. Maurine Zollman of Louisiana, who is considered the ideal American college girl type. football game in Miami, for example. Marion Whitney, a Powers model, toured South America by plane as part of an airline promotion stunt and was royally entertained wherever she went. It is not unusual for a big department store to advertise its wares by furnishing a model with a complete wardrobe and sending her on an ocean cruise. Twenty-one models paid a visit to the Quantico, Va., base of the United States Marine Corps and were entertained by officers and men, which is undoubtedly one of the reasons the moral of Uncle Sam's leathernecks is so high. There are jobs which are more or less routine, too, and these comprise the greater part of the work of the Powers girls. Fashion work and posing for illustrations are the two main divisions. The former is sub-divided into high and low fashion, department store, wholesale and catalogue model ing, while the latter consists mainly of posing for advertise ments of most of the products marketed today, which appear in magazines and newspapers and on billboards. High fashion models do most of their modeling for magazines like Vogue and Harper's Bazaar and for the big metropolitan stores. Since the appeal there is to a sophisti cated clientele, the girls who do this work are of an exotic and highly sophisticated type, with sculptured faces and coiffures. They are extra long stemmed American beauties, averaging five feet nine inches or more in height and wearing only a size 12 to 14 dress. The model presents a different type when she poses for the pictures in the Sears, Roebuck and Montgomery Ward catalogues. These media reach mainly the small towns and the rural regions, where an ultra-sophisticated lady is often regarded with suspicion or made the target of feline verbal shafts by the womenfolks, so the catalogue girl is al ways the natural, outdoor type, conser vative in make-up and hair-do. The girl who poses for illustrations must have imagination and some acting ability in order to dramatize the picture in which she appears or'the product she is advertising. If she is posing for a headache remedy advertisement, she must be able to register convincingly for the camera the devastating effect of such an ailment. Or if she is extolling the virtues of some miraculous mouth wash, she must exhibit extreme anguish at being shunned by the men before its use and radiant joy at her sudden popu larity afterward. There is an interesting paradox in modeling, however, in that a girl may do all her work as a certain type and yet in real life be an entirely different type. Sandy Rice is known in modeling circles as a typical outdoor girl, yet her favorite sport is bridge. Olive Cawley, who models clothes for people in the lower income brackets, is a society girl. Elea nor Bice, who wanted to be a glamour girl when she came to New York from Syracuse, was sidetracked into posing for domestic scenes by a photographer who called her the perfect "young mother" type. Modeling isn't all crams and jams-- there are plenty of aches and pains thrown in. As fashion pictures are made up about six months ahead of the sea son, models often find themselves pos ing in fur coats in sweltering July weather or shivering on the beach in bathing suits in the middle of winter. Not infrequently a model must hold an uncomfortable pose until it becomes positively painful, while the photogra pher tinkers with his apparatus. Coming to the rather important matter of earnings, models are classi fied in three groups. One group receives m FEBRUARY 1042 1*3] ETC 22871 $5 for an hour and a half; the second, $5 an hour, and the third, $10 an hour. For fashion shows each girl receives a flat fee of $15, regardless of rating. Then there are the especially popular models who receive anywhere from $25 to $ zoo an hour. The average model, according to Mr. Powers, makes about $75 a week, out of which she must provide her wardrobe. The latter is a big item for the illustra tion model, unless she has a flare for dressmaking, but the fashion model has most of her clothes furnished her by her employer. Many Powers models have other tal ents which bring in additional income. Several are artists, actresses, musicians and writers. Others have won movie contracts. Mr. Powers encourages his girls to develop their various abilities. He warns them not to think of model ing as a life work but rather as a step ping stone to something better. A happy marriage is the goal of most of them, he says. A Powers model sounds like some thing extra special in femininity, doesn't she? Well, let's take a peek into the background of a few young ladies who do this sort of work. Josephine Caldwell comes from an old Philadelphia family--an ancestor of hers was the chemist who brought medi cines to the dying Alexander Hamilton after his duel with Aaron Burr. She is a graduate of the University of Penn sylvania, where she was a member of Phi Beta Kappa honorary scholastic so ciety and president of her sorority. The wife of a young Philadelphia doctor, she doesn't let her modeling interfere with her housekeeping duties. Elaine Bassett, a graduate of Baylor University and the daughter of a Dallas, Texas, clergyman, combines modeling with writing a syndicated newspaper column and poetry for magazines. She has also entertained on the radio. Miss Bassett's sister, Margaret John son, the girl who received the "genius" rating in Dr. Wiggam's intelligence test, was studying to be a concert pianist when a photographer persuaded her to take up modeling. She is considered the ideal "young housewife" type in pro fessional circles, though in her private ETC 22872 life she has too many other interests to settle down to housekeeping exclusively. She continues her-interest in music, is a radio artist and sings, plays a guitar, and arranges the music for her pro grams, most of which introduce little known folk songs to the public. The story of Georgia Carroll, prob ably the most publicized of all Powers models, is the story of the little country girl who came to the big city and made good in a terrific way. Born on a Texas ranch, she began modeling in a Dallas department store. McClelland Barclay, the artist, saw her when she was Queen of the Texas Centennial Exposition and suggested she go to New York to see Mr. Powers. She earned $50 the first week she worked as a Powers model, but inside of two years she could com mand almost any price she cared to ask, her blonde beauty being equally well suited for fashion or illustration work. Not long ago she signed a movie con tract and left for Hollywood. Other Powers models who have gone to Hollywood and later seen their names illuminated in shining mazdas are Kay Francis, Barbara Stanwyck, Norma Shearer, Joan Bennett, Rosa lind Russell, Gene Tierney, Betty Fur ness, Paulette Goddard, Joan Blondell, Anita Louise, Dolores Costello, Helen Vinson, Jean Carrol, Madge Evans, Katherine Aldrich, Elise Knox, Nancy Kelly and Marguerite Chapman. Helen Bennett reversed the usual process and came into the modeling field through the stage door. As one of the top high fashion models, she gets $25 an hour, yet she continues to dance in one musical comedy a year. The above are only a few typical ex amples picked at random. There are many more talented young ladies who work out of Mr. Powers' Park Avenue office. John Robert Powers got his start by accident, more or less. Born on a farm near Easton, Pa., he attended Lafayette College before embarking on a stage career. According to his own admission, he wasn't too good an actor and one day found himself in New York, broke and out of a job. While searching through the "Men Wanted" columns of the newspapers, he ran across the advertisement of a com mercial photographer who was looking for models. Although the field was en tirely new to him, young Mr. Powers applied for the job, only to be told that the photographer needed not one model but eight. He immediately thought of several actor friends of his who were also out of work, and while he was rounding them up, the idea of an agency to meet the demand for suitable models occurred to him. At present Mr. Powers considers thousands of applications for modeling jobs from lovely creatures throughout the nation. Most of these come in by mail, accompanied by a photograph of the applicant and giving her back ground, modeling experience if any, and measurements. Other applications are made in person, and Mr. Powers spends his days interviewing the pick of the nation's feminine pulchritude. It's awfully nice work if you can get it! FEBRVARY 194ft [15] ETC 22873 Organization Aids the Farmer The American Farm Bureau Federation Has Become a Dominant Stephen C. Munson, president of the St. Mary Parish, La., Farm Bureau, con fers with Puerto Rican delegates De Antonio Rodrique Geigel, Miguel A. Martorell, Peregrin Terrasa, and Manuel Gonzales Quinones. Factor in Agriculture Since the First World War. FIVE thousand delegates, representing over 500,000 farm families, attended the 23rd annual convention of the American Farm Bureau Federation in Chicago last December. The size of the convention is indicative of the power in American life the farmer has become since the Federation was organized shortly after the first World War. Farm organizations, as expressions of the farmer's desire to be banded to gether in a common cause, are not new. They can trace their beginnings back to Colonial times before the American Revolution, when there was the Phila delphia Society for Promoting Agricul ture. Among the charter members of this group were George Washington and Benjamin Franklin. The early farmer associations were primarily for social or educational pur poses. Organizations seeking economic betterment didn't come until after the Civil War. One of the latter attempted to strengthen agriculture by legislation limiting special non-agricultural inter ests and by establishing cooperative grain elevators. Another sought gov ernment warehouses and government loans to farmers without interest. Sev eral made a union with labor on a politi cal basis. Others were interested main ly in the cooperative marketing of agri cultural products and in the buying of goods used by farmers. It is difficult to pin down the exact date of the beginning of the American Farm Bureau Federation. Officially the date could be March 1, 1920, when ' permanent offices were set up following ratification of a plan for a national or ganization by state Farm Bureaus. Actu ally, the Farm Bureau Federation has its roots in activities of two decades pre vious. The nub of the idea of demonstration work springs from the south. It was in ETHYL NEWS [16] ETC 22874 V m Representative Clarence Cannon of Mis souri confers with Earl Smith, Farm Bureau Federation vice-president. Assistant United States Attorney Gen eral Thurman Arnold drives home a point during his address to, the Farm Bureau Federation convention. 1902 that Dr. Seaman A. Knapp, just returned from agricultural studies in manent part of the agricultural scene Porto Rico, turned his years of educa in the East and the Middle West. In tional experience on the problem of the West Virginia the work branched out Mexican boll weevil in Texas. The next and sought the farmer's active coopera year Congress appropriated $250,000, tion to bolster the support that came and Dr. Knapp was put in charge of from institutions in the city. Farmers the Farmers' Cooperative Demonstra were asked to take out memberships, at tion Work and the adapting of agricul one dollar a year, in a "county farm ture to the boll weevil situation. Farm bureau." ers were taught better farming methods It was from this background that a by demonstration in which fields were meeting was held in Ithaca, N. Y., in set aside and crops grown under the the spring of 1919 by representatives of care of a "country agent." This method flourished in the South and later spread to the North. In 1909 a former Secretary of Agri culture, James Wilson, was traveling in Millions of farmers look for guidance to Edward A. O'Neal, president of the American Farm Bureau Federation, and Albert S. Goss, master of the National Grange. twelve state Farm Bureaus to plan a na tional organization. Tentative organiza tion of a national group was completed at a meeting that fall in Chicago, and following ratification of the plan the New York and observed the large num national organization came into being ber of abandoned farms in the southern the next spring. part of the state. His statement on this and state agricultural interests partici The next year the Farm Bureau Fed situation made upon his return to Wash pated. eration's first president, James R. How ington was noted by Byers H. Gitchell, The committee members and affili ard, conferred for over an hour with then secretary of the Binghamton, N. Y., ated representatives decided the time President Woodrow Wilson, and in Chamber of Commerce. was opportune for aiding the farmer. 1921 President-elect Warren G. Hard Mr. Gitchell and his associates real The U. S. Department of Agriculture ing called the Farm Bureau Federation ized that a city depending upon the was consulted at Washington, and it to his home for consultation. The Farm surrounding farm community cannot was recommended that county demon Bureau Federation had arrived as an prosper unless agriculture prospers. strations be tried. Funds were provided important factor on the national scene. Acting on this basic fact, the Bingham and a graduate of the New York Agri The immediate years ahead were de ton Chamber of Commerce appointed cultural College was employed, starting voted to the development of leadership, |4s -V a committee to study agriculture in the surrounding counties. Representatives work as the first county agent on March 20, 1911. culminating in the Federation playing a most active part in the activities of agri of the U. S. Department of Agriculture The county agent soon became a per culture during the past decade. FEBRUARY 1942 [17] ETC 22875 : r\" Winter in the Clouds Weather Observers Atop Mount Washington Brave Temperatures Rivaling Those in the Arctic. By Norman Stuart THE first crippling snowstorm of the season struck Mount Washington in mid-December and the three young weather observers--they're only 25, 23 and 21--were snowed in for the dura tion. That is for the duration of the winter. And on Mount Washington winter isn't unofficially declared over until sometime in June! The young men were fortunate because the road is usu ally snowed in tight by October. Bleak and desolate Mount Washing ton, Monarch of New Hampshire's White Mountains, is the tallest peak in the northeastern United States. The three observers are college men em ployed to man the weather observatory at the summit, 6288 feet above sea level. TOP: Behind the snow-capped summit of Mount Washington, foreground, rise lesser peaks in the Presidential Range. Photo from the New England Council above: Not an invader from Mars but an observer dressed for dirty weather on top of Mount Washington. ETHYL XEWS [18I ETC 22876 The observers draw this first aid tobog gan behind them when they go out on a rescue expedition. With the United States engaged in a war for our very existence, weather plays an important part since our navy and air force are bearing the brunt ofthe defense. Ask any professional meteorologist what he considers the most important weather observation post in the country and invariably he'll tell you, "Mount Washington." Scientists rank this out post as one of the most difficult assign ments a man can get and classify the weather at the summit as the world's worst. The weather is bad! The writer can vouch for that and exhibit a frost spot on the side of his nose. During his three-day visit snow fell continuously although it was blown away by winds ranging from 60 to 95 miles an hour, winds that tore at his clothes and sought to lift him from the slippery'summit. The temperature dropped from zero to 20 degrees below and remained there. Unless a visitor ties his parka tight over his mouth and nose, leaving only his eyes exposed, he's bound to have trouble. Struggling to reach the obser vatory from the old stage coach office the writer met Old Man Winter in person. The cold wind filled his nose and forced its way into his lungs with so much pres sure that it was almost impossible to draw a breath. Rime (frozen fog) formed on his eyebrows and exposed hair. Tears ran from his eyes and froze. Is it any wonder that the Mount Wash ington Observatory is highly pleased when a man lasts two years? John A. Brown, 25, of Watertown, Mass., is spending his second winter on the summit. He's a Harvard graduate and a civil service employee listed in charge of the weather station. John B. Blackwood, 23, of Concord, N. H., was employed in the United States Forestry Service last summer. He is a graduate of the University of New Hampshire and received his master of forestry degree at Yale. The youngster of the trio, Robert W. Eisner, 21, of South Weymouth, Mass., attended Brown University, worked at the Pinkham Notch Camp last summer. He and Blackwood are spending their first season on the mountain. They are non-commissioned airways observers John Blackwood uses a flashlight to check the barograph. paid in part by the United States Weather Bureau and the Mount Wash ington Observatory. All three young men are expert mountain climbers and skiers, know their way around the White Mountains. They alternate in their work every two days. While off duty they conduct scien tific research, repair apparatus and sleep. Every 24 days they are given an eight-day furlough. Although the auto road is sealed to motor traffic for at least six months, the weather observers can ski down the eight miles and ski back about halfway with seal skins tied to their skies to aid traction. The observatory work day begins at 6:30 when an alarm clock awakens the man who is on duty. He dresses hastily in near freezing temperatures, pulls on heavy boots, a sweater, a parka and heavy gloves. His first duty is the col lection of three rain and snow gauges, located on the north, west and south sides of the summit. These are always frozen and must be melted before the reading can be taken. At seven the observer again goes out doors to read the wet and dry bulbs and the psychrometer. Indoor readings are made of the maximum wind velocity for the past six hours along with cur rent wind velocity and direction. A February 1942 [ 19] ETC 22877 glance at the sky--if clear--discloses the character of the clouds and their direc tion. The readings must be computed for sea level and recorded on the proper weather bureau forms. At twenty min utes past 7 and ro A.M., i, 4, 7 and 10 P.M., and 1 A.M., the weather condi tions are broadcast on a 2.5 meter circuit beamed to the Portland, Maine, weather bureau. There the report is placed on the teletype for transmission to weather sta tions throughout the country. On most days the men forego break fast, eat lunch at noon and dinner at 5. Supplies for the winter are brought up the mountain sometime early in Octo ber and include 500 pounds of beef, pork, ham, lamb and chicken, five cases of eggs, two tons of assorted canned goods, flour, sugar and potatoes. Peanut butter and marshmellow fluff are the two most popular items on the food list. "Most of all we miss sweet desserts," John Brown admitted. "But we don't have to go without cakes and pies. John Blackwood knows his way around a kitchen and can turn out first class pas try. Unfortunately a cake doesn't last very long around here." Until last summer these young men of the mountain had to melt snow and ice for their drinking water. A pail of snow, contains only a pail of water and requires much heat energy to melt. Fi- One of the observers climbs the bleak and icy steps to the observatory. nally the water doesn't taste very good. When the Yankee Network began to construct a frequency modulation radio transmitter at the summit engineers de cided they would require a supply of water at all times. Geologists who have probed the entire mountain predicted they would never find aqua pura. Un daunted, A1 Sise, chief engineer in charge of FM for the network, rounded up an aged Jackson, N. H., character named Joe Tole and drove him to the summit with his divining rod. Tole pointed to a spot within an hour, col lected a five-dollar fee. "It was as good a place as any to start boring," Sise explained, "so we began in June with a 100-mile an hour wind blowing." Sheets of tin nailed to the well rig blew away, as did a pile of coal for the forge. A ten-inch drill pounded away at solid rock for 20 feet then hit a ledge. The drillers changed to an eight-inch bit, then at the 40 foot level to a sixinch, the size of the present hole through the very heart of rugged Mount Wash ington. Days passed. Down, down, down bit the drill, fighting its way through mica *1 C.-v - -/ r- ,-v.- Observer ]ohn Brown inspects a snow gauge. Icy conditions on the mountain call for shoes with specially designed soles. ETHYL YEWS [20] ETC 22878 On top of this 30-foot tower is the heated wind gauge or anemometer. Alexander McKenzie volunteered to spend the winter of 1932-33 at the sum mit of Mount Washington in the old stagecoach office. They arranged for Despite this solid construction a visi contributions of food, winter clothing tor can get plenty of proof that nature and fuel for the non-profit enterprise. is greater than man when the wind Instruments were lent them by the Blue blows more than 95 miles an hour. At Hill Observatory of Harvard. And for that velocity the building begins to two years the trio served the public shake and rattle. Chairs and dishes without pay in this mile-high exile. The move. Rime forms on the interiors of highest wind in the world was recorded the windows, seeping in through the there by Pagliuca--hitting 231 miles an tiniest cracks. Terrific drafts fan the hour. While colder temperatures have furnace. A particularly high gust of been recorded elsewhere, the 46 de wind will force open the furnace door, grees below zero blast atop Mount throwing out a long tongue of flame. Washington has a more rapid cooling The idea for the Mount Washington effect because of the continuous strong Observatory originated in 1932 with wind. Joseph B. Dodge, known to skiers every The present observers estimate a half- where as the manager of the Appala hour is time enough for a normal person chian Mountain Club at Pinkham to freeze once he stops moving in a high Notch, N. H. Dozens of people on wind and ten below zero temperatures. wooden slats began to dot the White In addition to serving their country on I strata and granite. Weeks passed. Still Mountains on weekends. Several sum this desolate outpost by observing and no sign of water. Finally last September mer hotels remained open during one reporting the weather, the three young the drillers hit 1075 feet and reported winter and prospered. Dodge decided men of the mountain are subject to calls some moisture. They continued to mo that a weather station reporting the for aid by foolhardy skiers and moun feet from where the water rose to the weather conditions in this area would tain climbers. Not a season passes with 250-foot mark. Amid loud cheers a be of invaluable service to winter sports out several rescues. pump brought the liquid to the surface. "Fortunately for us the temperature enthusiasts and to other weather bu reaus. of the water ranged from 32^ to 33 Salvatore Pagliuca, an experienced The observers built this game, called Sjj degrees," Sise continued. "Had it been mountain climber, Robert Monahan and "Sockey," to enliven their free periods. i one-half degree colder we wouldn't have had water but ice. And the work of those 14 weeks would have been in vain." The present observatory, perhaps the strongest wooden building in the world, was completed in 1937 and stands 22 by 44 feet with the frame consisting of 9 by 10 inch railroad ties securely mor tised. The entire foundation is fastened pi t\ to ten four-foot bolts extending into S` solid rock or blocks of cement. If the i observatory ever blew off the mountain you can be reasonably certain that it would carry away a part of the summit. Two layers of boards, two layers of paper and shingles, a layer of insula ted padding and another layer of celo- tex comprise the walls. Soft coal pro vides hot air heat. Double-paned plate glass windows (like those in air-condi tioned railroad cars) were gifts of a leading glass manufacturer. FEBRUARY 1943 [ 21 ] i ETC 22879 A NEW NATION was born when a little group of farmers, armed with crude squirrel guns, looked across the Lexington village green at a company of soldiers who were the equal of any in the world. "Stand your ground, men," came the calm voice of Captain John Parker, their leader. "Don't fire unless fired upon. But if they mean to have a war, let it begin here." Later the American eagle was selected as the national emblem of the nation by Benjamin Franklin, John Adams and Thomas Jefferson. It was adopted by Congress as a symbolic feature of the Great Seal of the United States. Since that time the tiny nation in the New World wilderness has grown into the world's greatest, while the spirit of Captain Parker and his men still lives and will continue to live. The Following * Service Awards * have been made as of February xst, 1942 FIFTEEN YEARS Franklin Fricker Eng. Detroit Oscar B. Lewis Sales, N. Y General Cleveland Walcutt, Jr. Eng. Detroit Charles Wasserman Mfg., Deepwater TEN YEARS ' Mildred E. Jones Gas. Test., K. C. Michael J. Maroldy, Jr. Adm. Howard W. Pearsall Chem. Res., Detroit William M. Turnley Sales, N. Y. FIVE YEARS Ralph C. Champlin John P. Dooher Thomas J. Keenan Adm. Adm. Adm. The Automobile In Your Life How important the motor car has become. For Better Gasoline The Ethyl laboratories do their bit. Coast City Has Bus Army Transport workers trained for emergency. Mr. Midgley Awarded Gibbs Medal A famous scientist is honored again. Beauty Plus Brains . A Powers model must be a smart girl. Organization Aids The Farmer . Farm Bureau Federation has a convention. Winter In The Clouds.................................... Arctic gales howl around Mt. Washington's summit. With the exception of copyright articles, material in this publication may be reprinted provided due credit is given the `'Ethyl News" or Ethyl Gasoline Corporation. Published by Ethyl Gasoline Corporation, Chrysler Building, New York City Editor: W Cary Harris Associate Editors: Francis V. Y. Adriance Russell B. Weston Correspondents: G. P Rosser, Atlanta; E S. Cronin, Baltimore; B. R. Jones, Boston; A. B. Wyrick, Chicago; S. T Pruitt, Dayton; D. S. Flynn, Kansas City; R. L. Goltz, New York; M. R Murdock, Los Angeles; C. E Naylor, Seattle; L. L. Huxtable, Tulsa; L. Barnum, Baton Rouge; C. Wasserman, Deepwater; Dr. Beatty, Chemical Research; E. L. Barringer, Detroit; J. C. Pope, Gasoline Testing. ETHYL NEWS [ 22 ] ETC 22880 Delivering the goods for Uncle Sam He's BEEN delivering the goods for you and the folks next door for years. The lumber, stone, metal, glass of which homes are built; the furniture that goes into them; the clothing you wear; the food you eat; the things you sell--all are part ofthe cargo he carries. There's hardly a thing you use that somewhere along the line--from farm to market, factory to warehouse or store tc you--is not delivered by a truck driver. Today' he's got another even bigger job to dc--delivering the goods for UncleSam Thevastdefenseproduction program calls for the constant move ment of raw materials, parts and fin ished products. It has placed a tremen dous burden upon the country's trans portation facilities. In some sections new factories--whole new towns-- have sprung up in areas not served by othermeans oftransportation,and their very existence depends upon the fleets of trucks and buses that serve them. The trucking industry to a man is rolling up its sleeves. It is preparing to carry more tons more miles, and to carry them more quickly, more eco nomically than ever before. Ethyl is privileged to help in this vital work in three important ways: First, through our products--anti knock fluids containing tetraethyl lead which are used byoil refiners to improve gasoline. Higher anti-knock gasoline leads to improve ments in engine power and efficiency, savings in weight per horsepower and gains in performance. Second, through our laboratories in Detroitand San Bernardino, we work with the tech nologists of both the automotive and petroleum industries in coordinated re search programs and contribute the results of our own tests with fuels and engines. Third, through our field engi neers, who assist commercial operators in taking advantage of the latest fuel and engine developments. We welcome every opportunity to co operate with technologists in every field of automotive developmentand use and extend to them an invitation to avail themselves of our research facilities. ETHYL NEWA ETC 22883 A tractor at work on a logging road in Minnesota Seepage IB ETC 22884 Students are shown when to start cutting the wheels to back into a parallel parking space. SINCE modern armies move not only "on their stomachs" but on treads and wheels, America is fortunate that the Motor Age has produced familiarity with motorized vehicles among millions of men. This familiarity is not enough, however, either to pilot safely an auto mobile or truck on today's congested highways or to operate a tank or other Army vehicle in convoy or combat. Highly developed skill is necessary. In the high schools of America dur ing the past six years a new movement for the proper training of beginning drivers has spread across the country. Thousands of high school girls and boys are being prepared to take their places behind the wheel of the family car as safe, sportsmanlike drivers or to replace in industry thousands of truck drivers now in the Army. The high school boys, too, form a vast reservoir of skilled drivers capable, as they become of ser- .-'^((AMERICAN ^AUTOMOBILE ASSOCIATION . ^ijOEVELOPS PROGRAM OF ; J^IEHIND-THE-WHEEL .'.^'^INSTRUCTION FOR 4-iHIGH .SCHOOL 'STUDENTS :~ry&V; '.'-'^NIURTON W. MARSH vice age, of piloting Army vehicles with but comparatively little further special ized training. Recent studies of accident experience indicate that drivers 16 years of age had about nine times as bad a traffic fatality record per million miles driven as driv ers 45 to 50 years of age, who had the best record. Worried parents, high school principals and teachers, youth workers and traffic specialists realized for a long time that the trend of traffic accidents involving youthful drivers had been increasing rapidly. To help im prove this situation, the American Automobile Association in 1935 begandevelopment of a program of teaching ETC 22885 a io /i /4k /a 7]7iUionjr o/ JTliles pot* This chart shows the average fatality record per million miles of driving for various age groups. "sportsmanlike driving" to beginning drivers of high school age. Few developments have been so rapid in the history of the high school as the amazing acceptance of the need of in struction in traffic safety. Already such instruction is required in 20-odd states, either by law or regulation. Some high schools give credit toward graduation to students satisfactorily completing the instruction. The course includes two important phases: (1) classroom instruction and (2) behind-the-wheel instruction and practice under guidance of an experi enced teacher who has received special training in teaching the step-by-step AAA plan to the beginner. One of the first items stressed in the classroom is the relationship of physical characteristics to safe driving. Vision, ability to withstand glaring lights, dis tance judgment, reaction time, effects of temporary and permanent disability, and effects of intoxicants are discussed and tested, either by borrowing driver testing devices developed by the AAA, or building them in the school shop from blue prints made available for this purpose. Every student is keenly interested in his own test results and the instructor helps those with deficiencies to com pensate for them. For instance the color blind boy is cautioned to watch other traffic carefully at traffic lights. Those who have so-called "barrel-vision" are advised to keep a sharp lookout to the sides, especially when passing parked cars or side streets. Sometimes the test result brings a surprising reaction. A young lady was found to have deficiencies in vision so serious that it was dangerous for her to drive, so she was advised to have a com plete eye examination by a specialist. She appeared disturbed and asked the instructor to telephone her father, who turned out to be a well known physi cian. His reaction to the information was not a placid one, but several days later he apologized. "Like the shoe maker's children who go about half shod, those of a physician often fail to receive the medical attention they should," he said. A pair of eyeglasses solved the young lady's problem and made it possible for her to drive. The classroom instruction also deals specifically with driver and pedestrian responsibilities, sound driving practices, society's responsibilities, and how be ginners learn to operate an automobile efficiently. Conservation of tires and proper maintenance of all parts of the car are stressed because of today's con ditions. Sportsmanship, courtesy, and the basic rules for handling the modern automobile, in addition to safety, are taught during the minimum of 20 clock hours of classroom work recommended in AAA standards. Training cars have dual clutch and brake pedals so that both instructor and student-driver are safeguarded. First lessons in steering, starting and stop ping, shifting gears, turning around, parking, etc., are given either on an offstreet practice area, or on little used streets in the vicinity of the school. As the student acquires skill, he is per mitted to drive in light traffic, and then ETHYL NEWS [4] ETC in heavier and heavier traffic until he feels at home under all traffic conditions. Four students accompany the teacher at a time. Behind-the-wheel instruction is given to each in 15-minute periods while the other three sit in the back seat, watching and listening. Eight hours is the minimum behind-the-wheel instruc tion and practice time recommended in AAA standards. Stiff road and written tests follow the period of training. Many adult drivers would have difficulty passing the 15 driving skill tests which have been care fully developed by AAA specialists. Tests are more rigid than those required by any state examination for operator's license, yet they are almost always passed with flying colors. Reports from state licensing examiners declare that the high school trained drivers are much better than the average applicant for an operator's license. More conclusive evidence has been the accident record of trained drivers compared to that of those who are un trained. A study of the Pennsylvania State Motor Police records of 250 driv ers trained at State College (Pa.) High School and 250 untrained youths of the same age and driving experience showed a much better record for the trained drivers over a three year period. Five reported accidents involved trained drivers, while the untrained group had 13.Of the 13, nine drivers involved < were at fault. In not one of the five &-sr- accidents involving trained drivers was .1- the driver declared at fault. In addition, untrained drivers caused n injuries, while the trained drivers caused none. Recent surveys indicate that some 8,000 high schools in all parts of the country now include classroom instruc tion in "sportsmanlike driving" in their curricula, with an increasing number, estimated between 400 and 600, also giving the road training in dual-control driver training cars. r- The American Automobile Associa tion has had generous assistance from the Pontiac Division of General Motors in helping schools obtain cars. During the past six years, Pontiac has made available 202 new cars for loan to schools which met AAA requirements. i1;, The student must drive both forward and backward between these pairs of stanchions. This test checks ability to judge position of fenders and to.steer correctly. During the 1941-42 school year, 45 cars were assigned to some 83 high schools for training approximately 6,500 high school students, while two cars were used by AAA staff educators for teacher training and demonstration. Ten of the 45 cars were used by colleges also for the training of approximately 250 teachers. During the summer of 1941, 23 cars were assigned to colleges for teacher training courses. Model cities in connection with driver training are Cleveland and St. Louis. In Cleveland, each of 14 high schools has a dual-control car and a trained teacher who devotes from half to full time instructing driver education and training classes. A similar city-wide ! i program is under way in St. Louis. In teachers. Dr. Noffsinger and Professor teaching aids, including a teacher's many smaller communities, two or three Neyhart have personally conducted 64 manual, tests, informative pamphlets, high schools cooperate, making joint intensive one-week training courses for etc., have been produced to help make use of one car with a trained teacher in in-service teachers--all at the invitation the course well-rounded and complete. each school. of city, county, or state school authori Wherever such instruction has been Teacher training has been an im ties. As a result, some 3,266 teachers instituted, parental approval has been portant part of the AAA program. The have been presented with AAA teach enthusiastic. When Johnny or Mary first course for teachers was presented at ing certificates, and 146 college profes drove the family car, parents used to Pennsylvania State College in the sum sors have received special training at worry until it was safely back in the mer of 1936 by Professor Amos E. Ney- professors' seminars to prepare them to garage. Not so now where high school hart, who became Consultant on Road pass on the training to high school training is given! Scores of parents have Training to the AAA. Dr. F. R. Noff- teachers. written or told school authorities that singer, an experienced educator, a few The AAA "Sportsmanlike Driving" they now have confidence in their son's months later became educational con text, now widely used throughout the or daughter's ability to handle the car sultant to the AAA. Since then these country, was produced by the Associa properly and safely. Best proof, revealed two specialists have traveled the United tion to fill the need for a comprehensive, in several surveys among students who States conducting teacher and professor popularly-written, profusely-illustrated have taken the course, is that Johnny training courses and stimulating activi text which would be interesting and in and Mary now say they have much less ties in the field. structive to high school students. Over trouble getting the family car! To date there have been 159 college summer session courses for high school 700,000 copies of the five text units have been distributed. In addition, many Johnny and Mary are telling their in structors other stories, too, of how they are passing on newly-developed skills to parents who have driven for years. For instance: "Mother and Dad feel that the course is very worthwhile," said Johnny. "They even admit that I have taught them some good points about safe driving practices. My dad's worst habit is ap proaching turns too fast. Although he Gferftftrale of Arljuttfmettl forgets once in a while, I am bringing ; him around to my way of driving." From Mary: "Mother had a habit of driving a block in first and then skip ping second in shifting. I've taught her to use all three gears. Now she shifts quickly and smoothly." ALFRED JY RQBEBISQM The drivers to be met face to face on the highways of tomorrow are the high SPORTSMANLIKE DRIVING school students of today. From the 25,000 high schools of America there eon4t4&*Cjf (/) a/ &cU/ ^dati* could be turned out annually, through (2) a/dtaiS c/oc ini/vue/tmv* widespread adoption of driver training courses, a million and a half well train ed, careful, and sportsmanlike drivers. r% Whether our annual highway traffic CLMER L. BARNARD death toll remains high or not in the future depends largely on what kind of a start today's young drivers have! __fOzA/nnjS A certificate is awarded to each high school student who completesthe course. , , V. -, -- * < i/'l v * .* J . - ._J -`-Ts '.r5s? ETHYL NEWS [61 ETC 22888 COORDINATED SERVICE SAVES WEAR AND TEAR ON EQUIPMENT AND EFFECTS A SAVING OF LABOR l. * *s**. # - *> .* i. `F THE Chicago North Shore and Mil waukee Railroad has established a co ordinated rail-truck service which trucking companies have found saves not only wear and tear on equipment but labor as well. This electric interurban railway, commonly known as the North Shore Line, carries loaded trucks and trailers on specially equipped flat cars between its terminals at Chicago and Milwaukee, also serving the inter mediate city of Racine, Wis. One of the first practical plans adopted in the Midwest for bringing about a coordination between motor truck carriers and a railroad, the service does not crowd the truck operator out of the picture. Instead, it benefits the truckman in that it not only saves time and equipment but also provides a stabilized basis on which to compute charges. The North Shore Line's service per mits the handling of fully loaded trucks. The operator loads his truck or trailer and drives it to the railroad loading platform in Chicago, where it is run under its own power up a ramp onto a special flatcar and fastened into position for transit by rail. Upon arrival of the train in Milwau kee another driver wheels the truck * r TK A long line of the special flatcars used in the rail-truck service. If MARCH 1942 r 71 away and delivers the shipment. He then collects a return load, brings the truck back to the loading platform at Milwaukee and ships it again by rail to Chicago, where the first driver picks it up and makes deliveries. Some trucking concerns ship only trailers, which are hauled away by trac tors at the other end of the line. When this rail-truck service was in augurated, railway rates were figured on a basis of io cents per roo pounds for a minimum weight of 15,000 pounds. Later a flat rate was adopted and loaded trucks and trailers not ex ceeding 18 feet in length were carried for $12, over 18 feet but not exceeding 25 feet for $15, and over 25 feet but not exceeding 32 feet for $18. The railroad found still later that it was able to handle this business profit ably at an even lower cost and passed the saving along to the truck operator by a flat rate of $10 for all loaded trucks or trailers and a rate of $5 for empty vehicles. Following publication of this lower charge there was an increase in patronage which has continued upward with only occasional fluctuations. Trucking companies report that the service offers a high degree of depend ability which is difficult to attain when operating under congested traffic condi tions. They value the saving of time gained through avoidance of break downs, tire trouble, and slow driving in stormy weather. ETC 22889 ALL technical services of the Ethyl Gasoline Corporation have been merged to provide maximum cooperation with the oil and automotive industries and with the armed forces during the war emergency. Julian J. Frey of Detroit, Manager of the Company's Technical Sales Division since 1930, heads the new Technical Service Department, established for this purpose. The department is com posed of five divisions and divisional managers have been named as follows: Refinery Technology Division, Wil liam H. Hubner; Gasoline Testing Division, John Clifford Pope; Agricul tural Division, C. G. Krieger; Truck, Bus and Fleet Division, Errol J. Gay; Passenger Car and Automotive Acces sories Division, Richard K. Scales. In response to requests from auto mobile manufacturers for assistance on service programs, the Passenger Car and Automotive Accessories Division has turned from work on technical ad vancements in engines to aiding owners to conserve their cars. This division will tie in with motor company service de partments on educational programs to keep engines tuned up for best perform ance on available fuels and parts. BELOW RIGHT: RALPH C. CHAMPUN Ethyl's new director of advertising and public relations has been director of public relations since 1939. He was associated with Ethyl advertising at Batten, Barton, Durstine & Osborn for seven years before joining the company in 1937. An important new phase of the unit's activities will be contact work on ad vancements in substitute materials for engine parts, such as pistons, rings, and valves, as well as work with the tech nical staffs of parts manufacturers. George Krieger, who was primarily responsible for the use of high com pression engines in farm tractors, act ing in a consulting capacity with the engineering and sales departments of practically all the leading tractor manu facturers, is head of the Agricultural Division, which has as an immediate function the coordination of work in the Ethyl laboratories with that of the tech nical personnel of the tractor industry. The division is now arranging field programs for tractor dealers and farm ers, which manufacturers agree will be a real contribution to the life extension of the farm tractor and to the conserva tion of fuel. Mr. Krieger, through many years of experience in the farm field, has ac quired considerable knowledge of markets as well as technical facts on tractors, and his services are being ETHYL NEWS [8] ETC 22890 IgxfeS., sought by oil companies in developing agricultural market programs. A. F. Wilt of the Agricultural Division at present is spending a large part of his time with oil companies specializing in the farm field. Plans are being made for expansion of the services of the Refinery Tech nology Division, Mr. Frey announced, through additional contacts with oil companies. The personnel will be in constant touch with the technical staffs of large refineries to supply information on work being carried out in the Ethyl laboratories and on the utilization of antiknock compounds in fuels for bus, truck, farm tractor, and passenger car engines. T. H. Risk and C. B. Kass will be in charge of this work. W. H. Hubner, head of the division, will continue contacts with small re finers with a view to obtaining the most economic utilization of tetra-ethyl lead and on the treatment and blending of base stocks. The Gasoline Testing Division, headed by John Clifford Pope who is chairman of the Engine Operation and Maintenance Group of the Motor Fuels Division of CFR, will continue its work of analysis of gasolines for refiners, Mr. Frey explained. The unit has six labora tories strategically located in oil refin ery centers. Refiners send gasoline sam ples to the nearest laboratory for deter mination of the amount of antiknock compounds to be added to bring the fuel to the refiner's specifications. Errol Gay, in charge of the Truck, Bus and Fleet Division, has been act ing in the capacity of consultant to the armed forces on motor vehicle problems & c and is dividing his time at present bey.~ tween Washington and Detroit. The ' division's personnel, said Mr. Frey, will - vary the nature of their work to meet - changed conditions. Close association with manufacturers, large national fleet accounts, and the technical personnel of oil companies will be maintained by the fleet group in the handling of engineer ing and service work. Mr. Frey pointed out that, due to this unique position, the field staff, together with C. E. Smith, E. C. Paige, and H. T. Mueller of the Detroit office of the divi- sion, can aid fleet operators in tune-up and parts changeover for the maximum utilization of available fuels. In another organizational change, Ethyl advertising, publicity and publi cations have been merged into a single unit under Ralph C. Champlin, Direc tor of Public Relations since 1939. Mr. Champlin's new title will be Director of Advertising and Public Relations. C. G. KRIEGER Mr. Krieger is a pioneer in the devel opment of the high compression tractor and is widely known among manufacturers of tractors and farm machinery. JOHN CLIFFORD POFE Mr. Pope was one of the first Ethyl em ployes in a technical capacity, having started in 1926 at the original chemical laboratory in Yonkers, N. Y. He has been manager of Ethyl's gasoline testing laboratories since 1938 and is chairman of the Engine Operation and Mainte nance Group of the Motor Fuels Divi sion of CFR. RICHARD K. SCALES Mr. Scales has been with Ethyl since 1931. Starting as a chemist in the re search Department, later holding sev eral positions in the Sales Department, he went to Australia as assistant man ager for Ethyl Export Corporation. He returned to Detroit in 1937 to join the Technical Sales Division. ERROL J. GAY Mr. Gay is nationally known for his work with manufacturers of heavy duty engines and operators of bus and truck fleets. He is a member of the Executive Committee of the American Transit Association, chairman or member 0} committees of the Society of Automo tive Engineers and the National Asso ciation of Motor Bus Operators. WILLIAM H. HUBNER Mr. Hubner is the author of numerous papers on motor, aircraft and Diesel *} fuels which deal particularly with source, methods of evaluation, and spe- / cifications. He is a member and former ` secretary of the Chicago Section of the Society of Automotive Engineers, an Associate Fellow of the Institute of Aeronautical Science, and a member of the American Petroleum Institute and of the Cooperative Fuel Research Com mittee. S&)8NER' KH' ILK- SCALE PcmwigwCqr 'i j r.\Stafomofij AJKW7; i ,.:-l f dfrrhion ' . . -IfciC-fdaeoger ; ^'<S.j.aV tn end True Dirisrofi ,, 'Maneger -" I t 9 1MARCH 1M2 * -- ETC 22891 nf. DAN ARNSTEIN, EX-CAB DRIVER, UNTANGLES THE TRAFFIC SNARL ON CHINA'S LIFE LINE By EDMOND S, FISH SET back from the brink of a high cliff overlooking the city of Chungking is the White House of Free China. It is a weather beaten gray, wood frame house of less than a dozen rooms, and the path to its front door is made of 345 steps carved out of the rock face of the cliff. In this house on August 19th, 1941, the ruler of China, Generalissimo Chiang Kai-Shek, offered an American busi nessman more than a million dollars, but the American turned it down. He didn't want a million dollars. This distinguished contradiction of the traditional American was Daniel G. Arnstein, beetle-browed, hard-fisted, ex-cab driver, who heads one of New York City's largest taxi fleets today. This rugged individualist of the old school, who fought his way up through the bloody taxi wars of Chicago meet ing force with force as he did on the pro football field with Knute Rockne and Jim Thorpe, is a close friend of Harry Hopkins and on that August day when he rejected the million dollars was in China as President Roosevelt's trouble shooter on the world-famed Burma Road. "Nobody should make money out of this war or any other way," Arnstein told Chiang Kai-Shek in declining the proposal. "What's more you'll get just as good a job for nothing." With all her seaports gone, China's principle supply line has been the 726mile, mountainous, narrow, twisting, roller-coaster Burma Road. After Arnstein's visit last August tonnage over the Road "more than quadrupled,'' accord ing to official reports cabled weekly to Washington. In history the Burma Road is as full of mountains and valleys as it is in topography. Shorter but no less tempes tuous has been the career of Daniel G. Arnstein. As the author of a detailed report on the Road, Arnstein became something of a transport St. James when Chiang called the report his "Bible of the Burma Road" and adopted all the recommendations. This is the closest Arnstein has ever come to piety. Before Arnstein reached this emi nence on the Chungking cliff-top, a lot of trucks and cabs had gone over the road, any road. For Dan Arnstein is a shining product of the gasoline age. Now 51 years old, he lives on Park Avenue, runs four associated businesses, and is as much part of the metropolitan scene as a Broadway lamp post. He's got a face that might have been carved out of the Black Hills and muscles that threaten the seams of his tailored suits. He is confident if not cocky, and there are those close to him who say: "He is an awful braggart, but he always comes through." One day last April, Arnstein and a couple of New York cronies were fish ing at Key Largo, Florida, when a tele phone call came from the White House; Harry Hopkins asked him to nominate a traffic expert for an extremely impor tant mission. The President, Hopkins explained, had received an urgent appeal from Chiang Kai-Shek for help in speeding up traffic over the Burma Road. Food, medicine, supplies and war materials of all kinds had only one route into China, and that route was furnishing only a trickle. Under frequent bombing by ETHYL NEWS [ rl ETC Japanese planes, the Road was inter mittently blasted out of use. The rest of the time trucks were breaking down, washouts and other hazards were in terfering. Could the United States send over a traffic expert to straighten out the transport snarls and make a stout hawser of the slim thread that was China's life-line? Running some 726 miles to cover half that, in crow line, the Burma Road begins at Lashio, Burma, and ends at Kunming in China. It is an extension of the highway that begins at Rangoon, the seaport where all American LendLease materials were unloaded, and where British war materials arrived for the defense of that section of the Em pire. If American aid to China, voted by Congress and implemented by money and materials, was to be effective, some solution had to be found for the vexing problems on the Burma Road. Part of this Hopkins told Arnstein on the Washington-Key Largo tele phone, part of it Arnstein already knew. He behaved characteristically. He nomi nated the best man he could and within a few days was ready to go. First, he enlisted Marco (Mickey) Heilman, transport expert of the banking house of Lehman Bros, and scion of the family that dominates California's Wells Fargo Bank, and Harold C. Davis, president of the Consolidated Motor Lines, of Hartford, Conn., who is also vice presi dent of one of Arnstein's businesses. "I'll guarantee that we'll move more freight than they're moving now," Arn stein said. "I'm going to take my own gang with me, and believe me, they're two-fisted experts, real experts, who didn't learn the trucking business out of books." Arnstein had already dug into his Job. He had studied China's history, government, taxation and customs. He had visited Chinese merchants, consuls embassy attaches. Easy it may have been, but the Far East chore was so extensive Arnstein spent six weeks studying it. Then he wound up his business affairs and de parted. Wasting no time his first day in Chungking, Arnstein and his aides con ferred with Chiang Kai-Shek; General YuFei-Pang, quartermaster-general and chairman of the Yumman-Burma High way Commission, later the ChinaBurma Highway Commission; General Ho Ying-Chin, minister of war; Direc tor General Francis Pan, of the National Highway Transport Administration. They saw movies of the Road, inspected the inadequate garages and shops of the government's South West Transpor tation Company; saw two Chinese me chanics removing a fiat tire from its rim with nothing but a hammer and two MARCH 1942 [ 11 ] ETC 22893 screw-drivers; gaped at lathes powered by a hand-operated wooden wheel; wit nessed men getting a wooden plank for a truck floor by sawing it by hand from a huge log, this at the China Transport Company Terminal; and learned that the number one lesson all Chinese had to learn was the lesson of lubrication. No one ever bothered to shoot grease into grease cups on axles, engines or anywhere. Ignoring "face," Arnstein gave a biting lecture on the virtues of oil and grease to the Chinese officials in the reception party. About fifty Chinese truck drivers nearby interpreted Dan's tones, if not words, and enjoyed them selves hugely. It proved that Arnstein was not jok ing when he outlined his case in his first meeting with Generalissimo Chiang. After Chiang bespoke the gratitude of China, Arnstein replied: "I'm not here to help China; at least that's not the major idea. I think I can help my own country by doing a job here, and I want to say I'm going to do and say what I think best. I don't know how to pull my punches and I don't want to; we want to get this job done, that's all," and this unprecedented mode of speech ap parently impressed Chiang. From then on, "he never doubted anything I told him," says Arnstein. When he peered into the offices of the transport companies, Arnstein found a muddled state of affairs. On the books of the South West Company were records dealing with seven separate government agencies. One agency paid personnel, another bought all materials and sup plies, etc. Other figures, such as the vital tally of tonnage over the Road, were not available at any government agency. Only the Asiatic Petroleum Company, a private firm, had these figures. After flying to Kunming, gateway to the Road, Arnstein and his party of Chinese officials set out early on July 22 in five automobiles to tour the roller coaster road that eclipses the Gothard in Switzerland and the Caracas in Vene zuela. At no mote than 15 miles an hour the motorcade covered the trip to Lashio in five days, and Arnstein saw the road that is 12 to 23 feet wide, thick with yellow dust in the lowlands when mon ,:U* j v\: -V'Ci a* tv] S*V, soon torrents do not turn it into a morass of mud, granite-hard on the miles of mountainous curves and dips that were hand-hewn from the rocky slopes. They saw 10,000 barrels of American asphalt waiting with oriental placidity for American engineers to pave low lying sections. Their first village was Locfong, a single, narrow street alive with dogs, chickens and pigs. Trucks lined the street, and those on the go often had to reverse to the outskirts to let another pass. Fenders clanged and bumpers clashed, with whining Chinese billings gate or silent acceptance of destiny ac companying these incidents. Lunching on cans of sardines from their cars, the Arnstein party saw this bottleneck func tion. Harold Davis says the Chinese offi cials in the party probably spent the most wretched five days of their lives, cooking in the wrath of Arnstein who lost no opportunity to drive home trans port fundamentals. Not far out of Locfong that first after noon, the party saw a truck graveyard, with 300 wrecks rusting on both sides of the road. When Arnstein saw brand new tires and batteries rotting, he beefed up his remarks. The Chinese looked re lieved when bedtime arrived, though the stopping place was swarming with fleas and gnats, and it was two-to-one the beds would be alive and hostile. Next day Arnstein was quieter and as the cars rolled along, he permitted the others to tell him a thing or two. The Burma Road has about 300 hairpin curves, and nowhere is it level for more than an eighth of a mile. Sheer drops of 7,000 feet reach up to the shoulders of the road in many places. Hundreds of culverts and small bridges were installed during construction, although there are only two big ones, those over the Me kong and Salween Rivers, both wide enough for one way traffic only. These bridges are flimsy and sway with the breeze and sag in the middle. They are difficult targets for the Jap raiders who must release their bombs from 12,000 feet or higher on these 14-foot wide targets. Pontoons and makeshift ferries are on hand in case of a lucky hit. When China was losing heavily to Japan, Chiang ordered the old silk trader routes of Marco Polo days to be built up enough for truck traffic and the Burma Road was "literally scratched out with the fingernails of Chinese men, women and children," in seven months. Farmers volunteered and other were conscripted. Hatchets and hoes and big stones smashing smaller ones, these were the only tools. Children with bask ets carried dirt and stone. In the low lands, mosquitoes swarmed out to infect workers with malaria and four of every five workers there died. ETHYl NEWS t 12 ] ETC 22894 Crawling at ten miles an hour, on the left of the road as in British Burma, Arnstein's car was almost nudged into a 9,000-foot abyss from the summit of the road just south of Paoshan, but the truck that rolled around a curve and hooked fenders was also just crawling, so this story does not end here. With some careful inching back and forth, the vehicles proceeded. Soon afterward a '-- #' The Salweepi/giver Iridge is /ptong mgh.-tis'iupport ary loads but is OMPp nine feet wtme, It is pro tected by moun tains which keep tttachiijg.bombers those 12,000 fee/. %vn Typical traffic/congestion Sceue--;--;ir~m at H aniuiig, on the-China hot- > u`tb tax collectors halting s /r . quick cloudburst helped to round out Arnstein's picture of the Road. Then there was a flat tire to be repaired while highway behemoths thundered past in gathering darkness. Moving again, the party came to a bridge where 150 trucks were halted. On the far side of the one way span two trucks had skidded on the muddy surface, blocking the way. Rather than risk a night outdoors in this The Artist speetiah' caraiwtty/$hicb con sisted of four sedkitsi and one truck. x /*\ V-yi. malaria area, Arnstein okayed his driv er's suggestion to try a shortcut he knew. They reversed a couple of miles, then darted off into trackless under brush. Mired, he decided he had picked the wrong spot, so the car was pushed back to the Road, where the driver tried again, this time finding the little car road that led to the river's edge and the fordable part of the stream. Late for dinner and ravenous, the Arnstein party spent the evening with the native civil governor at the next town. In the morning, the governor cheered his parting guests with news that the coming portion was the worst on the whole Road. However, authori ties at Kunming had sent word ahead and 500 laborers were out fixing holes and scattering dry gravel. At Chiafong, residents were out in force, shooing live stock and sweeping the street with housebrooms. Wanting, on the Chinese border, was the scene of the greatest tie-up Arnstein ever saw. For miles on both sides of the border there were trucks of every des cription carrying a variety of loads-- including the famed "yellow fish," illi cit human passengers. Waiting for clear ance papers and relief drivers at this point was always a matter of 'a day, sometimes a week, Arnstein found out. While English speaking customs in spectors read American pulp magazines, truck drivers were often late in. return ing and their trucks would block the way. Arnstein had to lead his party afoot across the border and walk a mile and a half to find new cars and new drivers. The Chinese drivers were not allowed to cross. Two days later the party reached Lashio, where Arnstein visited the Con trol officer of transport, the civil gover nor of the northern Shan States, the firm of Watson & Son which operates 263 trucks over the Road. "The more I talked to those fellows who knew how to be efficient, the mad der I got at the Chinese who were mess ing things up," Arnstein recalls. "When I got back to the hotel I gave those offi cials a talking to that could be heard a block away. I was so mad I couldn't eat dinner and I took some bicarbonate-- 'yck'y*i ETC 22895 *0 With sand ail clay blowing ini delicate engiA parts, Chine! drivers and ml chanics make rod side repairs. just about the first time in my life." another. Finally they chopped their 150 Arnstein lost 20 pounds during that pages down to forty and they had wearisome tour of the Burma Road, the finished the report "that indited every- more fatiguing job of drafting a com- body connected with the Road," the re- prehensive report for Chiang and a sub- port that Chiang later called "my Bible sequent long stay in a raid shelter back of the Burma Road" as he adopted every in Chungking. single suggestion. The road tour ended, Arnstein, Hell- Major items included complete lack man and Davis flew from Lashio the of maintenance for trucks; inefficiency 500 miles south to Rangoon, "head- in traffic control; absence of trained me- waters" of the flow of materials into chanics; improper loading of trucks; China. More inspections of docks, ware- failure of repair shops to carry supplies houses, the GM assembly plant and of parts; lack of a dispatch system; ab- shops and garages; more conferences sence of control over drivers; no com- with Burmese, British and American munication system between drivers and authorities took up the next few days. road stations; overlapping or absence of Then Arnstein became an eight-day jurisdiction among the sixteen govern- author. With two stenographers on the mental agencies connected with the job and their Strand Hotel rooms road; multiple tax and tribute stations locked, Arnstein, Heilman and Davis at local boundaries; and failure to fur- took turns dictating. After three rough nish gasoline stations so trucks need not drafts, Arnstein said the report "hasn't cut payloads to carry drums of fuel for got enough punch" and they started the round trip. For each defect a specific cure was recommended, and in the case of mechanics it might be noted here that 46 American mechanics left the United States early in November after Arnstein hired them to go over at $300 a month under Lend Lease, The report for Chiang urged six control stations, at strategic points along the road, and they have been set up. Police patrols were established. Systematic dispatching was installed, and short-wave radio now provides cornmunication. Supplies of spare parts, gas, oil and grease are now kept at the six control stations. A single station was set up to collect taxes, and all payment of tribute to local warlords was stopped, Drivers who used to pile loads up front to prevent them from bouncing out, now load evenly and broken axle cases are fewer. To eliminate "frozen" cylinders and jammed crankshafts, Arnstein reiterated the lubrication lesson in al- I | every chaptet and verse of the . Road%ib^T' bombs to Japan, when America was ob viously trying to help China. "I inter candles throwing shadows, and then they go out when a bomb hits near the 'The Arnstein threesome enjoyed the company orjMjjpMotables in Rangoon, including Sir Reginald Dorman-Smith, governor of Burma, and sometimes wonder what he thinks of them now. They let fly a critique that "pinked" him if no worse. Burma was collectinga one percent tax on all goods shipped over the Burma Road, and Ar*ffem roared a denuncia tion: "Fine way to' treat your neighbor and ally!" But both British tmd.Burmese said nothing could be done. Burma was self-governing in tax matters. '"MJ&'ait till this story breaks in the papersjsadc in the States!" bellowed Arpstefn m a voice meant to be h^ard'around the would. Just to be sdice^ he sent a cable rupted her," said Arnstein. "I begged her to withdraw her question. I said I had no answer, and I still haven't." Later, when the gracious wife of the Generalissimo apologized, saying she thought she might be complaining too much, Arnstein had an answer that would have done credit to an older hand at international and dinner table diplomacy. "Madame," he said, "in my business we have a saying, 'The squeak ing-wheel gets the grease.' You keep During this Mate-August Chungking, Arnstein and his associates were under air attack for 71 out of 100 hours, and for two days of th^ time hardly ventured out of the shelter to opening--you get the most helpless feel ing in the world." Even with lights out, Chungking is an inviting target from the air, located just at the mouth of the Yangtze River, and moonlight nights are pledges of attacks for the river is an arrow of silver pointing. In one raid, shortly before the American party left, their Chailing House ("Palace of bedbugs") was wrecked, doors and windows were blasted away, and a 50-pound boulder lay in the center of Arnstein's bed after the raiders left. Not far away, the house of General Yo Hing-Chin, their host at dinner one night, was gone and a hole was in its place. But the Jin-Bows, air raids, were not dampening Chinese to Washington. It w&jKlayed to Lon don, with a powerful signature'. "In 48 hours that unconscionable tax was gone," said'Arnstein. ; '' which they were.assigned. "Thateltind of stuff isn't war.'ltVfcaiist target^^ictice for the Japs," accordinftwArnstein. "The Chinese haven't anything to fight morale in the least. When the job in the Far East was nearly done, Arnstein told his con freres: "I haven't worked this hard in Back in Chunking, Arnstein re back with, no anti-aircraft guns at all. ten years. When I get home I'm going ported to Chiang and.cracked down Of caursg the Chinese have a gag about to retire from business, Washington or "?^r hard on multiple taxes, official chiseling it; they-say it costs the Japs a thousand no Washington." He was partly right. and other practices-not always confined dollars to drop a bomb, and only costs Nowadays he is virtually retired from to the Orient. ^|fold the Generalissimo them 8 cents to fill up the hole. But business, working in Washington every that if I wasn't mSkrng any" money out' tthose. continuous air raids over Chungof the Burma Road nobody else was go iShgare the most criminal thing I ever ing to," snapped the dollar-a-year man. saw. Sitting in a cave, with a couple of Tuesday, Wednesday and Thursday, ne gotiating for trucks, merchandise, road building machinery and other things Apparently Chiang could not believe which will help China. his ears. He told Arnstein he would give him unlimited power if he would re main in China and take charge of the Burma Road. He did not care what tribute Arnstein might levy on each truck of the 2,000 traversing the Road, or the 10,000 expected before Christ mas. Arnstein could set the figure, then collect from the drivers, the government or the fleet operators. "It would have been worth a million in a very short time," said Arnstein afterward. But he told Chiang he would get "just as good a job for nothing," and he saw to it, by long distance from Washington. Arnstein likes to feel that he did something to answer an embarrassing question asked him by Madame Chiang Kai-Shek at dinner one night. It was the day that 700 Chinese had perished a in a single shelter in Chungking, and she asked why America was providing gasoline for planes and scrap iron for MARCH 1942 [ *5] THE rs.-J:-*. |. N FA NT RYlBil ??':^<f`RtDEfll **' ,, _ - # *"%-< *.'J ; ASK the man in the street to define infantry and it is quite likely that the description will be "foot soldiers." Such a definition gives scant value to the in fantry as customers for petroleum and automotive products, yet this branch of the U. S. Army is becoming increas ingly dependent on motor transports to move men as well as supplies. Time was when the infantry meas ured all its hauling energies in terms of jackass power, in the days of the famed Army mule. Hauling then was confined to bringing up supplies and ammuni tion when the troops left the post for maneuvers. The men marched. The infantry now is dealing in horse power, as measured in engines under the hoods of trucks and jeeps. The Army mule has not been relegated entirely, to pasture;'for there still are places where, This motorized equipment consumes the mule' is definitely superior on ac large quantities of gasoline; supplied to count of the terrain, but the infantry; the trades and jeeps by adaptations of like other branches of th'e service, is- the petroleum industry's present distri taking advantage of technical advance bution methods.. ments and is,, using trucks whenever;' When at the home motor pool the possible. \ . . ' . unit's equipment requires about 8,000 The degree of motorization is illus- ' gallons of gasoline a week. This is used trated by the equipment attached to an in the handling of trucks within the Infantry unit stationed in the Middle' Post; and during nearby maneuvers and West, which used trucks-in shuttle ser field problems. The motor pool is the vice to move men south last fall for.-, outdoor parking lot. Nearby is a garage maneuvers in Louisiana. The unit's , building with several pits for lubrica motor pool contained about 25'o units, tion- and:, crankcase draining, service including the jeeps and trucks up tftone bays for the replacement of parts, and and a half tons capacity. V-- the gasoline filling station; Fuel is te- By means of this equipment, the thou-v-. quisitioned. through the Quartermaster sands of officers and men of the unit . Corps, and deliveries are made by cal have twice rolled south during the past company trades from,nearby company year to take part in the army maneuvers. bufltplants.-.- At.--l/-- .ETHYL NEWS ETC 22898 JT U` HUGE BUILDING PROGRAM TO MODERNIZE THE NATION'S 3,000,000-MILE HIGHWAY SYSTEM IS PREDICTED BY EXPERTS "WE pay for good roads whether we have them or not, and we pay less if we have them than if we do not." This thought, expressed by Thomas H. MacDonald, U. S. Commissoner of Public Roads, assumes even greater sig nificance when it is realized that the far-flung system of American roads rep resents an investment since 1900 of over $18,000,000,000. To extend, improve and maintain these roads, local, county, state and federal authorities expend ap proximately $2,000,000,000 per year. But those who pay for good roads and receive them not are paying an additional $2,000,000,000 to cover a property loss to society of 35,000 per sons killed, over a million injured and several hundred thousand cracked up vehicles. To this bill can be added the miscellaneous economic losses of traffic delays caused by inadequate roads -- New York City's bill on this count be ing estimated at more than a million dollars per day. Translated from dollars into miles, the roads of the United States amount to 3,065,000 as compared to the world total of 10,084,000. Russia with 1,682,000 miles of roads to its credit is the only other nation which exceeds the million mark. Americans like to believe that their roads make up the world's finest sys tem. But traffic experts and the record brand over 80% of the roads of this country as being inadequate for the re quirements of modern traffic. In many sections we have eighty-mile-an-hour automobiles with twenty-mile-an-hour drivers struggling to adjust themselves to thirty-mile-an-hour roads, and the bloody trail of accidents following in their wake is testimony that our traffic problems are far from a final solution. Travel along America's highways and you may drive over the $6,000,000 per mile Pulaski Skyway or a $1,000 per mile back country road. You will also find impressive six and eight lane concrete highways suddenly bottleneck ing into two lane bridges; a vast unre lated checkerboard of dirt, gravel, ma cadam, asphalt and concrete highways with a grade crossing for each mile of railway. You will find that but 160,000 miles of our highways are paved, only 10,000 being multi-laned and all too many of these being the dangerous three-laned roads along which such ter rific head-on collisions occur. You will note the lack of great super highways between the Atlantic and the Pacific and Canada and Mexico. Re cently, considerable agitation was made for a gridwork of six of these roads to cover the country. Investigation by the Bureau of Public Roads showed that the 14,336 mile system would cost $202,270 per mile to build. This first cost was out of the question in view of the fact that only 300 passenger vehicles per day by actual count are engaged in transcontinental travel. What then has been the background of this great heterogeneous system of roads whose very quantity makes up to a certain extent for what it lacks in quality and uniformity? To go back to early colonial days, the principal high way engineers were cows and buffalo. New York's Wall Street district, for example, was laid out by bovine trailmakers. The cow, a methodical animal, travelled daily over the same path from pasture to barn, and the farmer soon followed the path of least resistance with his wagon and a road was born. As the first white settlers moved out from the colonies to open up the Mid dle West, they followed buffalo trails which later were known as the Cumber land Road, the Oregon Trail and the Erie Canal. These trails were followed with good reason for the buffalo sought out easy grades and direct courses; they laid their trails along high land since forests there were thinner and winds tended to sweep the high trails clear of leaves in the fall and snow in the winter. In fact, this tendency of animals and primitive races to travel close to the ridges is the origin of the term highway. As the colonies grew and prospered, the volume of traffic which developed between towns and colonies made nec essary the development of some method MARCH 1942 [ !9] ETC 22901 of highway maintenance and building. The forced labor system gave to gov ernment the power to compel ablebodied citizens to work on the roads a certain number of days per year in lieu of taxes. Although this practice persists in certain American communities to this day, the increasing demands of traffic out-distanced such amateurish methods of road building, and in 1790 a Penn sylvania corporation was chartered to construct a toll road from Philadelphia to Lancaster. It was surfaced by throw ing stones of all sizes upon it and is claimed to have been the first well de signed hard surfaced road in America. The corporation proved to be ideally suited to this job of road building, and by the early 1800's the number of turn pike companies in existence had grown into the thousands, making the turn pike one of the principal corporate in stitutions of the time. But farmers and pioneers found toll gates placed every few miles along the roads an unequal burden and in 1806 President Jefferson approved the construction of the Cum berland Road as a Federal project. Six ty-six feet wide and surfaced with stone, the road cost almost $7,000,000 and stretched from Cumberland, Maryland, on the Potomac to Steubenville, Ohio, on the Ohio River. However, by 1838 the tremendous public interest in canals and railroads as more economical means of transpor tation completely arrested both federal and corporate road building. The thou sands of miles of well-built roads were taken over by various units of local government and for the most part al lowed to fall into disrepair. This situa tion continued for over fifty years. With the Gay Nineties came the bicycle, and with the bicycle came the demand for good roads. The teeth rattling jouncings administered to touring cyclists by the rutted roads were far from being a jok ing matter, particularly if one was in a hurry. The national League of American Wheelmen literally got behind the wheel and initiated a tremendous cam paign for good roads which swept the country with many independent groups joining the movement for their own ends. U. S. Postmaster-General John Wanamaker at this same time began the rural free delivery system to provide daily mail deliveries to three and a half million widely scattered rural inhabi tants, and the need for adequate roads to perform this service proved a power ful force in the campaign. Before the advent of the automobile a nation-wide movement had begun the construction of good roads, that is, good for bicycles and horse-and-buggy rigs. But the automobile presented a new problem, one that was not really tackled until after the World War I. The first highways built in what may be called the modern period of highway construc tion were constructed by local commu nities to meet their own individual re quirements. The states, by 1920, en tered into extensive road building pro grams to connect the local and county roads into state-wide systems of arterial highways, and the federal government then stepped in to articulate the state systems into a nation-wide highway sys tem for the improvement of commerce and for national defense. Today highway mileage is approxi mately twelve times that of the rail roads. Its development is contrasted to that of the railroad system in that it has not been financed by borrowing. Vehi cle, driver and fuel proved to be tre mendous sources of funds. Gasoline taxes alone have provided over a bil lion dollars a year in revenue. Yet the mere payment of the bill does not neces sarily insure good roads. And the rea son for many of the difficulties of the United States is clear when her high way history of cows and buffalo, forced labor and turnpike companies, bicyclists and rural mailmen is considered. All over the United States traffic ex perts have been seeking the solution to the problem and they have discovered that traffic is a fluid thing, that the laws of hydraulics apply to it. They have reduced the cause of highway accident to four factors: The crossroad or inter sectional friction; the road edge or mar ginal friction; cars moving in opposite directions or medial friction and cars moving in the same direction or inter nal-stream friction. The Holland Tun nel is pointed out by these experts as one bit of highway construction which for its 1.7 miles reduces these friction elements to a minimum. When this will ETHU news f20 ] ETC 22902 have been accomplished on all our high ways, then our accident rates will be controllable in fact as well as in theory. Traffic theory, however, is dependent for its execution upon the ability to build roads, and it is in this realm that American roadbuilders excel. With curves, grades, sight distances, shoul ders and traffic lanes standardized for various types of roads, the main prob lem is that of surveying and forecasting traffic needs. The actual construction work involved in building these roads has been standardized and mechanized over the past few years to a very high degree. Soils have been studied for moisture and load bearing characteris tics, resulting in a great new develop ment of soil stabilization. Briefly, this amounts to mixing sand, clay or various chemicals into the local soil to provide adequate abrasive resist ance, shear strength and ability to with stand disintegration due to excessive dry or wet weather. This process has made possible the low-cost construction of more than a million miles of rural roads and has provided an excellent base for concrete and bituminous pave ments. This is important because pavement costs do not constitute the major por tion of highway costs. The bulk of this expense is represented by excavation and preparation of subgrade, purchase of right of way (the high cost of which is one of the greatest obstacles to mod ern road construction), engineering and administration. These costs would be about the same irrespective of the size and weight of the vehicles carried. Rev olutionary new methods have been de veloped for excavating and sub-grade work. Where a few years ago, large cuts and fills were made with the aid of power shovels and dump trucks, today, the same work is done in less time at about half the cost with tractors, scrap ers and bulldozers. Tractor drawn graders have been de signed which unaided can build a ten foot road complete with drainage ditches and crown in two round trips. Huge scrapers not only scrape earth but also economically carry loads of up to thirty-five cubic yards on their huge rubber tired chassis for considerable distances. Ten good sized dump trucks would be required to move the same amount of dirt. Rugged machinery has been developed to mix, spread and fin ish cement, asphalt and bituminous ma terials so efficiently that surfacing costs are greatly reduced. With the know-how and the equip ment necessary for great modern road building projects readily at hand, it is predicted by highway experts that once World War II is out of the way, the United States will embark on the great est road modernization program of all time. Then those who pay for good roads will get them and having them will actually pay less in losses of life and in property. White Pass Highway in Washington offers a wealth of scenic beauty to the tourist. THIS MONTH'S COVER THE battleships, with their huge guns and heavy defensive armament, are the heavyweights of the Navy. Shipyards of the United States are working at top speed to produce more battleships. Recently the 35,000-ton Alabama was launched, nine months ahead of schedule. This 68o-foot war vessel, capable of a speed of more than 27 knots, is the sixth battleship to be launched under the defense building program. Even as the giant left the ways workmen made ready to lay down the keel of a still mightier ship, the 45,000ton Kentucky. This month's cover shows a typical battleship plowing her way^through the waves. The painting was made espe cially for Ethyl News by the artist, Jack Manley Rose, from a picture obtained through the courtesy of the U. S. Navy Recruiting Service. The Following SERVICE AWARDS have been made as of March 1st, 1942 FIFTEEN YEARS Harry W! Kaley Sales, N. Y General J. G. Martin Sales, N. Y General W. A. Newman Sales,Dayton TEN YEARS Hamilton Russell Gas. Test., Baton Rouge Iola E. Sheppard Medical, Cincinnati L. R. Burroughs Engineering, Detroit Errol J. Gay Sales,Detroit Ferd Gillig Aeronautical Research B. R. Jones Sales,Boston . `FfcjsT*. -r tew- March 1942 Vol. 9 No. 3 TRAINING TOMORROW'S DRIVERS........................................3 High school students receive practical instruction TRUCKS VIA RAIL............................. One method of conserving gasoline and rubber 7 ETHYL ORGANIZES FOR WAR................................................. 8 Company's technical services merged into one department BOSS OF THE BURMA ROAD................................................10 Dan Arnstein untangles world's worst traffic jam THE INFANTRY RIDES.............................................................. 16 Gasoline is important to the foot soldiers BAD ROADS COST MONEY.................................................... 18 Extensive building program predicted for future With the exception of copyright articles, material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corporation. Published by ETHYL GASOLINE CORPORATION, Chrysler Building, NewYork City Editor: W. Cary Harris Associate Editors: Francis Y. V. Adriance Russell B. Weston Correspondents: G. P. Rosser, Atlanta; F. S. Cronin, Baltimore; B. R. Jones, Boston; A. B. Wyrick, Chicago; S. T. Pruitt, Dayton; D. S. Flynn, Kansas City; R. L. Goltz, New York; M. P. Murdock, Los Angeles; C. F. Naylor, Seattle; L. L. Huxtable, Tulsa; L. Barnum, Baton Rouge; C. Wasserman, Deepwater; Dr. Beatty, Chemical Research; E. L. Barringer, Detroit; J. C. Pope, Gasoline Testing. ETC 22904 ETC 22906 IN THE &vyi/i/Ehs APRIL 1942 BATON ROUGE BOOMS . PAGE ............................................ 3 Louisiana's capital city helps the war effort -- and vice versa SUBS OFF THE CINDERELLAS..................................................... 7 Aruba and Curacao had been raided ages before the Nazis came BEATING THE BOMBERS...................................................................... 11 If New York is raided the safest place for you is a skyscraper HANDCUFFING THE SABOTEUR................................... G-men's factory survey discloses spots vulnerable to sabotage 13 WE LEARNED THE HARD WAY Modern aviation owes a lot to the "flying fools" of yesterday 16 VARIATIONS ON "YELLOW NUMBER ONE" .... New Ethyl color makes a rainbow of many distinctive shades 21 JUST WHO IS UNCLE SAM? . A hard-headed answer: He's you and me, and our way of living 23 Published by ETHYL GASOLINE CORPORATION, CHRYSLER BUILDING, NEW YORK CITY 11 THIS MONTH'S COVER -- Seventeen make finished gasolines in -a wide variety of samples showing some of the gasoline colors hues. Yellow No. 1 '(center bottle in the front that can be developed with Yellow No. 1 motor row) meets the requirements of theU. 5. Surgeon*;. ; . fluid. Need for flexibility in our manufacturing General's office for dye concentration yet in* ' yj 5.* operations makes it necessary for us to ask troduces the fewest possible complications when .. . refiners to order motor fluid in this one color, but dyes of other colors are added to obtain former ' the cover picture shows that it is still possible to color standards. See story on Page .21 ,:f: ;* v'- ETC 22908 Baton Rouge is a place where mir acles happen. Thirty-three years ago, as a modest agricultural town, it was stricken with a depression. Boll weevils had devastat ed the vast fields of cotton that sur rounded the town. When the Missis sippi River boats nosed up to the Baton Rouge landing they took a few passen gers and went on their way without the heaping cargoes they once had car ried.Workers who knew no other trade but cotton were boarding up their homes and moving away. NEW INDUSTRIES TODAY Today, where those fields of ruined cotton stood, acres upon acres of busy manufacturing plants are working over time. Alongside them, with a hearten ing clatter, rise the orange skeletons of new buildings. Workmen are moving HOME OF ETHYL FLUID IS THE WONDER CITY OF THE MISSISSIPPI into town, buying new homes. New industries are being founded. Millions of dollars are going into Baton Rouge this year for new construction alone. For Baton Rouge, in 1942, is one of the key centers of the South's new chemical empire. Half a hundred im portant industries have settled near there. Call this a miracle. But it has not been an overnight change on the wave of a "war boom." The pattern of mod em industrialization had begun to take shape far back in that unhappy sum mer of the boll weevils, 1909, when a group of prominent citizens persuaded Colonel Weller to build his Standard Oil of Louisiana refinery there. The metamorphosis that followed is well described in a letter written ten years later by one of those citizens, Alex ander Grouchy, who had then become mayor of the city: THE MAYOR TESTIFIES "This enterprise picked us up at the period of our worst depression, following the advent of the Boll Weevil.... Then came the company with its construction experts and technical heads, and things began to look up in Baton Rouge. Since then we have been blessed with a season of prosperity unequalled throughout the South. . . . We have seen the extraordinary impetus which a great industry . . . can bring a community. . . . Baton Rouge is intensely inter- APtlL1942 ested in its development, and is as much interested in its prosperity as are its directors themselves." This attitude -- doing much to en courage industry and attract new enter prises -- has been a key factor in the growth of Baton Rouge. Important companies have settled there -- Solvay, du Pont, Consolidated Chemical, Mengel wood veneers, Gulf States Utilities. Another name known the country over is that of the Ethyl Corporation, which first broke ground there in 1936 for an antiknock plant which today employs over a thousand men and represents an investment of more than twenty mil lion dollars. HOME OF ETHYL FLUID This Ethyl plant is located in the industrial section north of the city proper, near the Mississippi. The build ings are of red tile; the plant itself is orderly, well groomed. It is here that pig lead, salt, and petroleum gases are united each day in the test-tube mir acle of making tetraethyl lead. And as the antiknock fluids based on "lead" have become more important to the oil industry and the automobile industry, the original plant has grown in size. Expansions usually have been complet ed in advance of the actual need -- such as the fifth tetraethyl lead build ing, completed last year just to be ready when the need might arise. One new unit rapidly taking shape at the mo ment is a plant for making hydrochloric acid -- the largest single installation of its kind in the country -- which will supply enough "HC1" to release over 90 tons of liquid chlorine a day which other industries need in the war effort. Further, by financing and building this plant as soon as the possibility of criti cal shortages first appeared, Ethyl put itself in a position to be a net pro ducer rather than a.net consumer of chlorine. ONE HELPS THE OTHER Construction of the plant has been directly reflected in the business life of the community. Periodic expansions of the tetraethyl lead industry have more than once made it possible, even necessary, for other industries in the i above -- An oil tanker slides down the broad Mississippi into the sunset, framed in a tree hung with Spanish Moss. TOP -- The $5,000,000 capitol building rises 34 stories above the citj of Baton Rouge. \, 1 tteJ * center--The $10,000000 bridge fust above Baton Rouge is toll- free to all motorists. ETHYL NEWS [4] ETC 22910 r 000,000 'g rises the city uge. $10,000- st above is tolltorists. neighborhood which supply raw mater ials or services to grow also. Such re ciprocal advantages are one of the happy features in Baton Rouge's com munity of allied chemical industries. Often some unwanted-by-product of one company can be recovered and used by another one nearby, with an economic gain to both. To take a case, a certain low-grade residue from the local refinery is burned as a fuel in the local power plant. The power plant can thus give the refinery a lower rate on its electricity, as well as on the high-pressure steam which is exhausted from the turbo-generators. As the French so neatly put it, "One hand washes the other." POPULATION UP 800% But such advantages, even though they are numerous, are not the primary reason for the mushrooming industrial growth of Baton Rouge -- a growth attested by an 8oo% increase in popu lation since the turn of the century. The amazing wealth of natural resour ces in the district and in the state of Louisiana as a whole are such as to attract many industries, especially chemical industries. Louisiana fur nishes more sulphur than any state but Texas, one fourth of all the indus trial alcohol in the country, vast stores of lime, tung oil, petroleum products. Its proven oil reserves are larger than those of any other state except Texas and California; it is likewise the thirdranking state in production of natural gas and carbon black. Even at present levels of production, it ranks fourth among salt-supplying states. MODERN CHEMURGY Through modem chemurgy, Lou-isiana's impressive agricultural produce becomes a second significant source of raw materials -- they can be grown on trees! Baton Rouge is not only the capital of the state, it is also the capi tal of this new science which is now being developed under forced draft, at the state university. Louisiana State University, inciden tally, has been one of the best paying investments in the state budget through its agricultural and industrial research alone. Beyond that it's an ex tremely practical school where they teach a generation of young Louisian ians how to raise their standard of liv ing as well as how to appreciate the literary -- and political -- subtleties of Caesar. There is a somewhat in spired quality about the University which is characteristic of the city itself, such as the ingenious device of incor porating spacious but low-cost stu dents' dormitories in the waste space beneath the great football stadium, making life easier for the scholar with little money and converting a financial handicap on the treasurer's books into a source of revenue. Truth is, there's a quality about Baton Rouge that makes it the land of Never-Never: it's the home of the amazing Huey Long and the 34-story capitol building he erected, the site of his ten million dollar bridge over the Mississippi that stands as high as a 36-story office building at the central piers and stretches nearly four and a half miles with its approaches. Baton Rouge is the place where the water is so soft (somewhere around 99%) that it will barely rinse soap off your hands. It is the blighted cotton town that was on the rocks one generation ago, and now is one of the key cities in America's chemical industries. It is, we repeat, a place where miracles happen. ADVANTAGEOUS SPOT But the industrial boom there today is based on practical advantages of the dollars-and-cents kind rather than any razzle-dazzle sideshow wonders. Until recently there was a state tax exemp tion for the first ten years on any new industrial installation. There are two large railroads which cover the manu facturing area with a spiderweb of tracks. The city itself is located at the head of deep water navigation on the Mississippi, just 13 miles above the Intra-coastal Canal which feeds into the sugar bowl of Louisiana, the rice Petroleum and chemical industries have found Baton Rouge a congenial home, close to raw materials. district in southwestern Louisiana and east Texas, the oil area of Texas, the cotton concentration centers of Galves ton and Houston, and the sulphur dis trict of Texas. And the city govern ment's attitude is that same spirit of cooperation which was expressed years ago by Mayor Grouchy -- what helps industry helps Baton Rouge. Even the city's physical location has counted heavily, for it influenced old Colonel Weller to pick that spot for building a refinery which is now one of the world's largest. At a point where the Mississippi will rise 44 feet above the low water level, Baton Rouge stands safely above flood waters with an eleva tion of 51 feet. It is on the first piece of high ground above the river mouth. Back in the days when Louisiana was Indian territory, a settlement stood on these protected bluffs. Pierre Le Moyne, Sieur d'Iberville, the adven turer commissioned to assert the French claim to the territory, found a settlement there in 1699. "There are on the bank," he wrote, "many cabins covered with palmetto leaves, and a May pole without branches, reddened with several heads of fish and beasts attached as a sacrifice." Accordingly, when the French settled there they called the place Baton Rouge -- Red Pole, or Red Stick. The first of seven flags to fly over the spot was the fleur de lis of France under Louis XIV, for whom the territory and the state were named. Since that time, in conquest and counter-conquest, men have proud ly planted there the colors of Great Britain, Bourbon Spain and the West Florida Republic, the State of Louisi ana, the Confederacy, and finally the United States. Where those flags waved on the bank of the Mississippi, Louisi ana State University was first erected. The school has since been moved; to day the capital grounds are on that piece of land. The very shadow of the modem skyscraper capitol, moving around the clock with the sun, sweeps slowly over the same land where history has been made and made over -- land soaked in the blood of patriots who fought under the banners of seven sovereign countries, but who all fought for the land where now stands the miracle city of the Mississippi. BATON ROUGE RUBBER Today another battle is being fought there -- the battle of a united America striving to produce "to the limit" the goods and tools of war needed by the armies of the Allies. Baton Rouge, like other cities, has rolled up its sleeves and spit on its hands. It means busi ness. The extent of the district's ex pansion for preparedness in 1941 (this was before Pearl Harbor, remem ber) may be gauged by the fact that fifty million dollars were spent in Baton Rouge for industrial additions. Solvay, Consolidated Chemical, Standard of Louisiana, the Ethyl Corporation, and Gulf States Utilities all increased their installations. At the refinery a buna rubber plant, a butyl rubber plant, and a government-financed plant which will produce some of the materials for this "Victory rubber" were built or begun. These rubber plants derive one of their ingredients from the same refin ery cracking process which supplies an ingredient for making tetraethyl lead. A black, asbestos-cased pipe snakes its way through the jungle of refinery structures, climbs a little trestle over the tracks of the Louisiana and Arkan sas Railroad, then continues until it reaches the Ethyl property. Through it flows the by-product refinery gas, which is reacted with other .gases to form ethyl chloride, an ingredient in manufacturing "lead." Pretty neat, you say? Yes indeed -- but it's only one of the many ways in which a community of loosely allied in dustries can be of direct and valuable aid to each other, and to the commun ity which serves them. Baton Rouge, by making service to industry its busi ness, has boomed as a manufacturing center. It is not located at one of the great crossroads of world commerce as is Chicago, New York, or San Fran cisco, and thus is not destined to be come one of the nation's great trading posts. Its function is to supply rather than sell. But today we need supplies. Military training is compulsory for at least two years at L. S. U. ZUYDER ZEE PORT -- Dutch flags floating from the mainmasts of vessels at Willemstad's market quays on Cura cao show what nation rules it now. Until Shells from an Axis U-boat screamed in a recent dawn, few but oil men had ever heard of Aruba. News paper pictures of flaming tankers off the coast of Curacao reminded most people only of a liqueur by that name. Enemy submarines off these islands taught millions that they are impor tant oil centers a few miles off the Venezuelan Coast. But only an occa sional historian was aware that Aruba and Curacao were no new theatres of battle, but sister isles that in their rags-to-riches history have for centuries rocked to every major international conflict. For these seagirt sites of the world's two largest oil refineries twice witnessed the slaughter or enslavement of all their inhabitants, were four times captured Map above showing Lake Maracaibo found to have fabulous stories of oil buried beneath it. by three different European nations -- and once were ruled by despotic Peter Stuyvesant, who lost his leg in line of duty there, raised Curacao to vast wealth, and by the courage and craft he displayed, won his appointment as governor of New Amsterdam, later New York. Columbus and cannibals, Stuyvesant and slaves, gold and greedy Spaniards make the history of the two islands read like a tale from the Arabian Nights . . . but the Cinderella touch, the El Dorado ending that today makes their barren acres of international impor tance and brings Axis subs to prowl in the blue waters around them is oil. Long before plumed Spanish conquis tadors, sailing in Columbus' wake, plundered and pillaged most of the West Indies isles, Aruba and Curacao were inhabited by the peace-loving Arawak Indian. But the fierce Carib Indians swept up the coast in their war canoes and attacked the islands, killing all the male Arawaks and tak ing their squaws. Previous to the discovery of the New World, most maps of the Middle Ages had shown a legendary island in the Atlantic labelled "Antilia," supposed to be a Western Elysium. But when Columbus returned to tell of a great APRIL 19(2 [7] ETC 22913 \ 1 But it was the Dutch smugglers, who long had prowled about the Spanish settlements from their headquarters f PETER STUYVESANT Despot and iron man, the famed on the island of St. Eustatius, who saw potentialities in Curacao and Aruba. Peter Stuyvesant governed the Dutch possessions in the West BUCCANEER HAVEN Indies, lost a ' leg while leading an attack on San Martin, raised The Dons had scorned Curacao as Curacao to international impor an upheaved coral reef almost barren tance as a slave market. of gold, with no natural water to speak of and native Caribs hardly worth loot ing or slaughtering. Dutch smugglers noted the natural harbor entrance, so centuries there came to the shores of narrow that it could be defended by a Aruba and Curacao the greatest names single fort. Aruba, just as meagerly en in corsair and privateer history, includ dowed, had a coral strip protecting the ing Sir Francis Drake, Sir Henry harbor channel, accessible again only <\ Morgan, Jacques Cassard, Captain by a narrow opening. So under Captain archipelago in the western waters, Bartholomew Roberts, and Edward Van Walbeck the Dutch seized t\ Antilia assumed its present plural form "Blackbeard" Teach. The celebrated Curacao and Aruba in 1634 . . . and t to designate the West Indies. Some Captain Kidd was commissioned by in the snug harbors of these desolate where among them, the Spanish be Lord Bellamont of Barbados to hunt isles, Dutch, British, and French buc lieved, lay El Dorado, a land where down in the Caribbean the very pirates caneers fore-gathered to harass and rob ; gold abounded. of whom he later became one. the Spanish Main, returning with their Thus four years after Columbus' first All traffic by foreigners with her booty to Willemstad, Curacao capital, voyage to America, Alonzo de Ojeda colonies in the New World, Spain as where the Dutch flag fluttered at the pushed on to the northeast trade winds serted, was contraband. When the harbor mouth above tiny Fort Am into the Caribbean in search of El Do natives refused to trade the French sterdam. rado, and claimed in the name of the replied by sacking Havana twice. Brit Curacao became the haven for Ven Spanish Crown a number of islands, ish buccaneers followed on their heels. ezuelan exiles as well as a rendezvous including Aruba and Curacao. On his return to Spain he reported that a race of giants inhabited Curacao, and in a gift in 1528 to Juan de Ampues, a Don high in court favor, the Crown threw in both Aruba and Curacao. ENSLAVED AGAIN A Spanish expedition to the two islands in 1529 was so disappointed at the utter absence of giants on Curacao and the scarcity of gold to be taken from the indians of Aruba that the majority of the aborigines were carried off as slaves to Venezuela and most of the remainder murdered. Except for a handful of the conquerors who re mained to mine Aruban gold, Curacao and Aruba were abandoned to sea-birds and lizards and the constant song of the northeast trade winds across their rocky wastes. The avaricious trade policy of the Spanish led early to buccaneer domi nance of the Caribbean, and for almost 100 years of the 16th and early 17th PRINCE OF THE CINDERELLAS Early drawing of Alonzo de Ojeda who sailed in Columbus' wake seeking to discover in she Caribbean an El Dorado of honey-colored gold. Claiming for the Spanish Crown the islands of Curacao and Aruba he died . . . but 400 years afterward both isles proved El Dorados beyond his wildest dreams. ETHYL NEWS [8] ETC 22914 10 for smugglers. Up from the harbor edge Peter rapidly hatched brought to Cura Soon Peter cast a covetous eye on ,h sprang a city of red-tiled roofs, chim cao and its sister isle a new era of pros San Martin, across the Caribbean in rs ney pots, gables and dormer windows perity, transformed overnight the for the main arch of islands. No armchair w -- as typically Dutch as any town along mer into the slave market of the world, general, he led an expedition in 1644 a. the Zuyder Zee. Into the deep, land and resulted in Peter's appointment a to expel the Portuguese from it, but locked harbor, the Schattegat, sailed few years later as governor of New was shot in the leg during the unsuc the prize-laden ships of the picturesque Amsterdam. cessful two month siege, the limb being as buccaneers, whose principal business To the thriving port of Willemstad amputated on his return and buried on n was marine maurauding, and whose bluff-bowed Dutch slave ships now Curacao. Of the "silver" leg he wore ik common hatred for the Spaniard led pushed up the Schattegat with blacks while governor of New Amsterdam t- to their calling themselves "Brethren for the slave market, where they were much has been written. rs of the Coast." With their pantaloons sold to Spanish, French, and British But with Peter's departure, the pros >o dyed and stiffened with the blood of colonists from the mainland and nearby perity he had brought to Curacao and ira bulls and pigs, their rawhide belts stuck islands, who crowded to Curacao to Aruba dwindled rapidly. The slave mar iv full with deadly knives, these men buy. ket had gradually moved north, as the le owed their long success to the fact that demand for blacks to work the tobacco iy their attacks on Spanish trade and regions of Virginia and the cotton .T) settlements were made with the coun fields to the south increased. And al .d tenance of English and French authori though Curacao remained the seat of id ties, from whom they sometimes even SPANISH GALLEON -- government for the six Dutch posses te carried letters of marque. AUTOMOTIVE AGE sions in the West Indies, the three c- Meanwhile the Dutch West Indies Off cinderellan Curacao where islands in the group off Puerto Rico b Co., incorporated in 1621 with serious Buccaneers once hoarded and fired assumed the limelight, and the golden ir colonizing as well as trading purposes, Phillip IPs unwieldy merchant age of Curacao and Aruba was appar men, an American oil tanker goes sent hard-bitten Peter Stuyvesant to up in flames -- one of the earlier ently closed. Saba, St. Eustatius, and ie Curacao in 1643 to govern its posses victims of Axis submarine attacks the Dutch portion of St. Martin were i- sions in the Caribbean. The scheme in the new world. nearer to the center of Caribbean $.*X*vVJhiH? ARUBA, TARGET OF U-BOATS -- Army officers examine the dents in an Aruba oil tank, caused by the shells of an Axis submarine which attacked the island refinery, largest in the world, at dawn on February 18. activity and now came into their own. Reduced to the status of unimpor tant names in treaties of war, Aruba and Curacao passed from one European power to another, together with Bo naire, 20 miles northwest of Curacao. Curacao and its sister isles fell to the French in 1713, who after whole sale plundering sailed off, convinced like their Spanish predecessors that neither Curacao nor Aruba had any value. Again in 1800 Curacao fell to the French, who left on the approach of a British fleet summoned by the Dutch. The English then took posses sion of the island for themselves, re taining it until 1802 when the Treaty of Amiens restored it to Holland. In 180; the British captured Curacao a second time, holding it for ten years before it was again awarded to Holland by the treaty of Paris. After the opening of the century, oil scouts moving south from Mexico dis covered oil in the great Maracaibo ba sin of Venezuela. The Dutch Shell Co. led the way leisurely and a few big companies trailed after. In 1922 pro duction was almost 7,000 barrels a day. TTien it happened. R-2 well in Maracaibo basin "blew in" and spouted 100,000 barrels of oil a day skyward. Operators, lease takers, concession hunters, gamblers, and tropical tramps raced to the peaceful jungle basin, and overnight Maracaibo became an El Do rado beyond the fondest dreams of the conquistadors. Lying on the north rim of South America, its area greater than that of Belgium, the Maracaibo saucer holding the city and lake of the same name proved one of the great oil fields of the world. It is 14 miles nearer New York than Tampico, where the Mexican fields were confined to an area of 50,000 acres, and its great petroleum pools could be tapped in an area 300 times as large. By 1925, approximately 16 million acres containing nine of these gigantic oil pools had already been located, and soon afterward Lake Ma racaibo itself was found to have other fabulous stores of petroleum buried beneath it. But the problem of shipment had to be solved. Across the mouth of Lake Maracaibo nature had placed a bar, cut only by a continuously shifting channel, 30 miles long and hardly 12 feet deep at points. So to put the oil within reach of sea-going tankers, the Carib Petroleum Company, subsidiary of Royal Dutch Shell, decided to build a refinery some where beyond Lake Maracaibo. The logical site for a refinery might have been the west coast of Paraguana, the Venezuelan peninsula that jutted north into the Caribbean. But the firm picked Curacao. It was farther away, but 400 years as a Dutch colony had proved it a place where government was stable. Thus to the shore of Curacao harbor to which privateers and buccaneers and men of war had sailed, came strings of squat, shallow-draft tankers that had crossed the bar of Maracaibo. Each carried more potential gold than any Spanish galleon of the El Dorado days or any of Peter Stuyvesant's slaves. Then Lago Oil Corporation selected Aruba for a similar terminal, and the refinery and tank farm it built became the largest in the world. THE CLOCK STRIKES To the all but deserted Schattegat of Curacao and the reef-screened harbor of Aruba flocked more and more vessels annually, until in 1939, 7,000 ships with a gross tonnage of 27,000,000 tons entered Curacao harbor. In the same year water freight traffic en tering New York harbor from foreign ports was 2,871,498 cargo tonnage, one tenth the Curacao figure. In 1931 the little lake tankers ferried about 38,000,000 barrels of crude oil to Aruba. Since Standard Oil Co. (N. J.) purchased the properties from Pan American in 1932, this figure has increased. Once it was a peaceful Arawak Indian looking up from his rows of maize to see canoes racing shoreward filled with spear-armed Caribs. Yester day it was a periscope poking insidi ously from the blue stretches of water. The Cinderella story of Curacao and Aruba has a new chapter. Tomorrow the clock may strike twelve -- again. ETC 22916 BEATING THE "Luftwaffe Blasts New York City!" the story declares. Other manu scripts filed alongside it--in the offices of Goebbels' propaganda bureau at Ber lin--describe the slaughter in crowded Manhattan streets, the great fires, the smoke, the smashed skyscrapers that had once been landmarks. These stories are all written, waiting to be xead over the German radio the day New York is bombed. For New York is earmarked, like Los Angeles and Washington, for a token raid whenever the Axis can spare a squadron of planes to provide their propaganda networks with a "victory." It will not be a devastating raid. It probably will not be repeated soon again. But bombs will fall. IT COULD COME -- So say many students of Axis meth ods in war and propaganda. . . . They may be wrong, but they may be right. New York's only sensible course is to prepare itself for the worst and hope for the best. If and when this raid comes, bombs will fall, fire and scream ing death will drop from the skies upon the densest concentration of human beings on the earth -- and those people will have to be prepared. They will have to be ready to meet the four terrors of an air raid -- in cendiary bombs, fragmentation bombs, demolition bombs, and panic. Incen diary bombs start fires and act as guid ing lights for the high-flying bombers that come over later with the big stuff; one plane can carry 2,000, and if you don't get them under control, or they don't explode, they can bum brightly for as long as 40 minutes. Fragmenta tion bombs fill the air with a murder BOMBERS ous hail of jagged metal. Demolition bombs, weighing anywhere from 50 to 2,000 pounds, blow things apart, smash buildings, snuff out lives. Panic, the fourth menace, is the most dangerous of all in a crowded city -- but with proper discipline and training it is the easiest to combat. As a matter of fact, once you have disciplined crowds and trained wardens you have reduced the effectiveness of the bombs to a minimum. SKYSCRAPER PREPARES Contrary to popular belief, a modem tall building is one of the safest refuges during a bombing. Curious to see what precautions a representative skyscraper might take, we looked into the arrange ments planned by the building in which Ethyl has its New York offices. Fortunately for its 8,000 tenants -- for the Chrysler Building is a city within a city -- the 77-story pinnacle offers a slender target. And it is one of the most fireproof struc tures in the world; just to give you an idea, the floors are reinforced cement from 18 to 24 inches thick. Starting with these advantages, air raid precaution is mostly a matter of common sense and training. When the first alarm sounds ward ens on each floor will shepherd the people into previously determined "safe areas." These are relatively safe areas, understand -- if one of the big bombs comes anywhere near you it's going to blow you right through the pearly gates without your even know ing it. To outsmart those that come through the roof or land in the street outside, every one will be vacated from the top and bottom three floors -- ETC 22917 THE CHRYSLER SPIRE -- Most Distinctive Landmark Along the Skyline of Manhattan but if one should land against the side of the building it would crash through the walls. Bombs don't fall straight down; they slant like rain in the wind. And they gain such terrific speed during the long drop that they won't be deflected by a vertical wall; they'll plow right through. The only protection from a heavy demolition bomb is to be somewhere else when it hits. Against fire or fragmentation bombs, though, you can take fairly sure pre cautions. Several thicknesses of wall are all you need -- hence the desig nated safety areas throughout the building. Air raid wardens on each floor have memorized the offices which are to empty into each safety area, and have coached their people on what to do -- "When you hear the alarm, fling all windows wide open. Open all hall way doors -- a nearby hit would wrench the building enough to pinch a lot of them shut. Since a strong draft will blow through with all the windows and doors open, put all pa pers on your desk into a drawer. Grab your hat and coat and cigarettes and head for the safe area where you be long -- probably one of the alleyways or elevator corridors. Grab any chair cushions in sight, because the wardens are going to see that you lie down on the floor. This is to keep from being blown off your feet if a big fellow lands in the neighborhood." While you're lying there, sharing cigarettes and nervous jovialities with fellow-workers you never really knew before, the wardens will be on the alert for any trouble. Panic is the most likely trouble, but if a fragmentation bomb should cause injuries on their floor or if an incendiary bomb should start a fire, there are three separate sets of telephones by which they can call the building's staffs for help. Any such "SOS" goes through the central station of the building's own com munication system. If it's fire, any one of three spe cially built fire trucks can be rushed to that floor on an elevator, together with an array of portable spotlights and hand equipment. Men specially trained in fire work will be there in heavy fire-proof hood-suits with asbes tos gloves. Dark goggles will protect "THE RAID'S OVER" -- and the hospital nurse un bars the bomb-blinds. HOODED UKE creatures from another world, Chrysler Building fire squads load an elevator with a giant carbon dioxide fire extinguisher, portable squirters, and all the paraphernalia one of their tailor-made fire trucks holds. their eyes from the brilliant flare of thermite, or thermite and magnesium, which the fire bombs carry. These men are also trained in first aid -- as are the building's floor porters and most of the cleaning women. VOLUNTEER SQUADS TRAINED For it has been a principle in training the zoo employees of the Chrysler Building that they should leam special duties outside the regu lar line of their work. Movies taken in England during some of the worst air raids, shown to most of the em ployees, greatly stimulated their inter est in the A. R. P. courses. They have volunteered for first aid work, for fire and demolition work. Every floor por ter has been trained in anti-sabotage precaution, with periodic inspection of all electrical, water, steam, and com munication controls on their floors now added to their daily routine. Should injuries occur too serious to be handled by the floor wardens -- many of whom have taken extensive Red Cross training on the side -- the wardens would call for stretchers and first aid squads. Within a few minutes the victims would be on emergency tables in the building's hospital on the fourth floor. The hospital is a suite of spic-and-span rooms with separate wards for men and women, fully equipped treatment room, and a spacious lounge which could handle a large overflow. All these chambers are fitted with ingenious blackout blinds that shed bomb fragments. All these defense measures, thor ough as they are, actually are pre cautions over and above the extensive preparations of the city itself. Fire men and policemen, with squads of volunteer first aid, fire, and rescue workers, would quickly converge on any building which was hit. We are now a country at war, and war these days is directed at civilians as well as at soldiers. Fire and scream ing death may soon drop from the skies upon the people of New York -- but if it does, those in the Chrysler Building will probably thank their lucky stars for being where they are. ETHYL NEWS [iz] ETC 22918 HANDCUFFING THE SABOTEUR With American industry geared to top speed production, the word sabotage has an ominous sound, yet it was heard frequently last summer in the plant of the Glenn H. Martin Company, a large producer of military aircraft. Bombers under construction for the Army Air Corps had been damaged, apparently to delay their completion. Wires and cables in the electrical system of the bombers had been cut. Hydraulic tubing had been crushed and pieces of rubber tubing stuffed into gasoline tanks. Rigid inspection by company and government inspec tors disclosed the damage in every case, but valuable time and material were lost in replacing damaged parts. The Federal Bureau of Investigation was called in. Examination showed that 34 acts of sabotage had been com mitted on 24 bombers between the latter part of June, 1941, and Septem ber 13 of the same year. On one occasion a small printed sign was found in one of the planes, which read in part, "B-26, Martin's Death Trap -- Heil Hitler!" All employees who had worked on the damaged planes were investigated and questioned. Tools and parts were given a thorough scientific examina- SEEKING EVIDENCE of sabotage, laboratory technicians of the FBI often resort to the microscope. tion. As a result one Michael William Etzel, aged 22, was accused of the crimes. SABOTAGE NOT WIDESPREAD Confronted with the conclusive evidence which had been piled up against him, Etzel confessed. Although he had been bom in the United States of German parents, he said he had rel atives in Germany and did not want Martin bombers to be sent against the German people. At his trial he plead ed guilty to all 24 counts in the indict ment against him and was sentenced to 15 years' imprisonment by Federal Judge William C. Coleman. Etzel's activities are one of the few cases of actual plant sabotage which have occurred so far in this war. In this our war industries have been very lucky, judging from the reports on a survey of the protective facilities of 2,300 industrial plants turning out products considered vital to the na tion's war effort, including the EthylDow plant and Ethyl's manufacturing THE F.B.I. GOES TO WORK ON THE PROBLEM OF KEEPING ENEMY AGENTS OUT OF WAR PRODUCTION PLANTS ETC 22919 plants. This survey, which was begun by the FBI in 1939 and continued by that Bureau until January 5, 1942, when it was taken over by the War and Navy Departments, showed that American industry, before it adopted the FBI's safety regulations, was a sucker for the saboteur and the spy. Let's take a look at a few examples of extreme laxity. THE HOLE IN THE FENCE It has always been FBI policy to recommend the use of identification cards and badges for plant employees. Some factory officials, however, called such measures unnecessary in view of the rule requiring each employee to punch a time clock on entering and leaving the plant. They believed that time cards were a sufficient defense against unauthorized persons entering the premises, but their theory was shot full of holes by an incident which occurred during the survey of an east ern plant. An employee, so the presi dent informed the FBI agent making the survey, had been absent a week, yet his time card showed perfect at tendance. His absence would have gone unnoticed if a stranger had not appeared to collect his pay. At another plant an FBI agent en tered in succession through its three entrances without being questioned by anyone, though he wore nothing by which he could be identified. He made a leisurely tour of the entire factory, mingling with workers and techni cians, poking around among highly confidential activities, and asking ques-tions about operations, yet nobody wanted to know who he was or by what authority he was there. During the survey of a midwestem ordnance depot a hobo was discovered on the government reservation. Under questioning he admitted that he had been on the property for three days, roaming about at will. He said he had crawled through a very obvious hole in a fence. If he had been a saboteur, he could really have gone to town. To keep people who don't belong out of defense plants the FBI recom mended that each employee and official be issued an unalterable credential card bearing his name, employment number, physical description, assign ment in plant, and photograph. In addition, it was recommended that badges carrying employment numbers and of different colors and shapes to designate various shop assignments be worn at all times on plant property. These recommendations have been followed in all Ethyl plants. Petty thievery can amount to sabo tage. Recently a photographer wished to snap a picture of employees going through the gates at quitting time. So that he could get the most effective shot, the camera man requested that the gates be locked until the workers were ready to leave. This started a wild rumor that everyone was going to be searched as he left the plant, with the result that, after the workers had departed, plant guards found they had disposed of enough tools, pieces of machinery and other articles they were planning to take out with them to fill several barrels. The FBI survey revealed consider able laxity in proper precautions against fire. An eastern concern was using water buckets located at stra tegic points in the plant for fire pro tection,' but closer inspection revealed that most of the buckets were empty or almost empty and several had holes in their sides and bottoms. FIRE A WEAPON A machine company on the west coast had been experimenting for five years on a secret invention, in which large sums of money had been invest ed. At the time of the FBI survey a working model had been constructed and success loomed just ahead. But all plans and records of five years of research, as well as the model, were kept in a small, one story building, which was neither fire nor burglar proof. The only fire fighting apparatus in this building consisted of two car bon tetrachloride extinguishers, which had a specialized use and would have been worthless for fighting flames fed by wood, paper, rags, or other com mon combustibles. Furthermore, em ployees in the building were in the habit of washing their hands in the filler of these extinguishers, as carbon tetrachloride is an excellent solvent for oil and grease. Luckily the FBI got there ahead of the men from Nippon. Enemy agents whose primary aim is espionage are particularly interested in obtaining facts and figures on pro duction, including methods and qual ity, present rate and potential capacity, IF THESE FBI agents need Tommy guns to subdue spy rings, they will know how to use them. ETHYL NEWS [143 ETC 22920 OLD TIME western sheriffs had to be able to shoot from a galloping pony. Today the G-Men have to be just as good with a tommy-gun in a speeding automobile. quantity of material on order, new formulae, and plans, specifications and test records of munitions and war equipment. They are ingenious in col lecting this data. Sometimes they be come employees of a plant, sometimes they purchase information from sup posedly trustworthy employees. One of their pet schemes is to put the squeeze on a loyal employee by threatening relatives of his who reside in an enemy country. Espionage rings are often dis guised as commercial concerns, sci- entific organizations, and engineering societies. Sabotage, though not as old a form of activity as espionage, is closely re lated to the latter, and where you find one you will almost invariably find the other. Generally speaking, the sabo teur's physical acts of destruction may be split into three primary groups -- arson, explosions, and mechanical sa botage. Breaking it down still further, the best known forms of sabotage in clude: 1-- Damage to machines by chemi cals, abrasives, or breakage. 2-- Destruction of machinery or buildings by explosives. 3-- Damage to power stations, switchboards, or other key points in the power system. 4-- Injury to materials, including raw materials. 5-- Arson, including the creation of fire hazards and undue negligence. 6-- Bacterial infection of water and foodstuffs. 7-- Theft of or damage to blue prints, formulae, or other confidential material. 8-- Damage to main transportation routes. 9-- Damaging or delaying finished products at the plant or in transmis sion. 10-- Injury to precision tools or technical mechanism. While there have been several in stances of espionage and sabotage throughout the country, most of them have been the work of individuals rather than of organized spy rings. In this connection, the FBI urges the public not to become hysterical and cry sabotage every time an accident occurs in an industrial plant, as mass hysteria is exactly the sort of reaction the saboteurs are seeking. APRIL 1942 [15] ETC 22921 m ]*; Ia4j *4 r?afc> \n** gaSt [|F , .i1, A ^VatT^^`*i M $&> By TRANSPORT PILOT 10374 AL WILSON, Hollywood stunt artist, appears at the National Air Races of 1930 in a pusher plane of 1911 vintage. About the only difference between this plane and the type Lincoln Beachey flew is the 90-horsepower OX-5 en gine, which packs lots more punch than the power plant of the 1911 model. There are few natural obstacles severe enough to keep the planes of today on the ground. Modem bombers, for example, take off with ceiling zero and fly long distances with no visibility. All bomber pilots ask is a hole in the soup over their destination big enough so they can see to lay their eggs. But it wasn't always like this, for not long ago the forces of nature con spired against the airman and added to his perils. Many a daring young pilot, flying mainly "by the seat of his pants" because he couldn't trust the few elementary instruments on his dashboard panel or because his plane lacked a safety device, crashed to his death' before the multitude of modem instruments and safety de vices were developed. Let's go back to the winter of 1930, when the personnel of a small com mercial flying school in Gulfport, Miss., was having its picture taken. There were a dozen or so of us in the group, sitting there and trying to look like flyers, when Joe Marr, a veteran pilot, remarked cheerfully: "In a couple of years some of us will pick up this picture and point to one or more guys in this outfit and say, `He was a nice fellow.'" We all laughed, though we realized the truth of Joe's words. Aviation in 1930, although it was almost 27 years old, was still a baby and a dangerous baby at that. Most of the develop ments of the past few years, which have made flying one of the safest methods of travel, were then little more than ideas in the back of some inventor's brain. Sure, the Grim Reap er was bound to clip some of us with his scythe, but each of us thought, "It won't be me! No, it couldn't be me!" About two weeks later three of us took off from Gulfport for Chicago in a six-place Travelaire monoplane powered with a Wright Whirlwind ETHYL NEWS [16] rETC 22922 300-horsepower engine. Jim Temple, a Kelly Field graduate with about a thousand flying hours to his credit, was the pilot, I was the co-pilot, and a University of Mississippi student named Rutland was our only passen ger. Weather reports gave us clear skies all the way. But weather reports can be wrong! At 6 A.M. we roared down the runway into the south wind blowing in from the Gulf, banked around in a climbing tum toward the north, and started to climb. The sky was a deep blue, except for a few small scattered clouds which floated like big tufts of cotton at 2,000 feet. We climbed a thousand feet above them and headed north. The sun came up soon and changed the cloud islands to patches of golden fleece. Between them we could see the swamps, pine woods, red dirt roads and scattered farms of lower Missis sippi. Before long the irregular sky line of Jackson loomed on the horizon. Mississippi's capital city had faded behind us when the cloud islands be gan to get higher and closer together. In some spots they towered into the sky like rocky towers and battlements or the tall buildings of a great city. Below us was a golden sea of clouds, broken only by occasional holes through which we could see the ground and check our course. MISTY MENACE We had just checked on Carrolton, Miss., when a particularly high moun tain of cloud loomed in front of us. I was flying the ship at the time, and I nosed the plane into the cloud, ex pecting to emerge soon on the other side of it. But we didn't come out that easily. Instead, raindrops began to spatter on the windows of the cabin. Jim took over the controls. "You shouldn't have come in here," he shouted above the engine's roar. He banked around and tried to es cape from the gray mist the way we had come in, but the compass spun crazily. He then eased back on the control and tried to climb above the soup. The air-speed fell off as the THE GANG AT GULFPORT gets its picture taken in front of a Sikorski amphibian. Those engines are 450-horsepower Pratt and Whitney Wasps. The author is in the center of the front row. Directly behind him is Jim Temple. engine labored and struggled. Suddenly it happened. The engine sputtered and the propeller bit vainly into the cloud. The big plane hung by its nose for an instant. Then it whipped downward in a terrifying tailspin. Jim shoved the stick ^forward and we were out of the spin. Out of the frying pan into the fire! We went into a thundering power dive which hurled Jim and me out of our seats and against the top of the cabin. The plane quivered and shook like an electric vibrator. Gray mist swirled around wingtips and propeller blades.The airspeed indicator went up -- up -- up! We were plunging earthward at better than 300 miles an hour. Rut land dragged himself forward. "Are we going to crash?" he asked, his voice surprisingly calm. "Not yet!" snapped Jim, his face grim. Below the nose of the diving plane the clouds were getting blacker and blacker, reflecting the darkness of the earth. CLOSE CALL I stared out the window at the wings. At such a speed the wings were in imminent danger of being sheared off. And if the wings went -- All at once we were out of it. Below us was the gray earth, bathed in a gentle rain. The altimeter read a MANY DARING YOUNG PILOTS WENT ON THEIR LAST FLIGHT BEFORE AVIATION REACHED THE ADVANCED STATE WHERE IT IS TODAY APRIL 1M2 [17] ETC 22923  E'i a-^ 5f ij-Tsw* ? ktft. : "'SZ.V 'XX& 43 H| Es^Si r ^r*1 Mf n"C'V .'V-TA--^roy-'v- *.-_- q s&'/*x&.i..*-/c-4'..[y'. -rz-fesEjSL V-' -.;^V'>:V?5 m - >-.".*i.VvV-*.'w*?l 2^3 Ti^r 4s -,2g &, &s?< ^'Tg^TT ygS&Ss sv.. &`;-?^53?; :-ty- : ^WISSv, fe3SK?ie i^W- '=: A<v '' S5SSe^ g**? Fjwgfr;< 4ffe:"i^3K2!*roW-s? r. >- 43S*4:J-'* r-.-,-ALrA---.:.-tVi^-:^Sr>.' A *3 JU3af^r;' ' 'M&xx-rv- -V; H^9ohn cind Kenne!h;Huirt*r;i5parta,' ill.,*farme`r tjoys;4ioisl'Old Glory on Ihcir endurance' plane City ol Chicago, &. i^^aicecond hand Sfinson Detroiter which'reinained in the air for'553 hours 41 minufes.'This record flight,lasting ^ fJvne 11 Jo July 4,>1930,yiwas>rnade from Sky'Harbor Airport/Glenview, 111. " thousand feet when Jim leveled off. I smiled at him, feeling like a con demned man who has gained a last minute reprieve. "That was a close one!" I offered. But Jim's face was still grim. "Take a look out your window at that right wing," was all he said. I obeyed and what I saw chilled my blood. Through a hole a yard wide in the wing I could see daylight. The speed of our dive and the abrupt leveling off had ripped off a big piece of fabric. We were going to have to land and the tiny fields below us looked no bigger than postage stamps. A crash was ahead and we had about a minute to think it over. In that minute I thought of many things. I thought of Joe Marr's remark during the picture-taking and also what a lady had said to me just two evenings previous. "Oh, so you're a flyer," she'd exclaimed. "Well, I guess we won't be seeing you around much longer." Jim gunned the engine and fought the controls all the way down to keep the plane level. The trees came closer, their bare branches reaching up to ward us like grasping arms. At last they were brushing our landing gear. PICK THE SOFTEST TREE Jim steered the Travelaire's left wing into a tree to slacken our speed -- die ship had a landing speed of 6o miles an hour, and coming in cross wind as we were, we would get the full force of this speed. With a sound like the cracking of many twigs the wing went off. I braced myself for the head-on crash that was to come. Then -- darkness! I was only out a minute or two, but when I snapped out of it there was a crowd of farmers around the broken plane -- this despite the fact that we were almost a mile from the nearest house. The sound of our en gine, roaring through the clouds, had been heard over a five-mile radius. They pulled Jim and Rutland out of the wreckage and took them on a jolting auto journey over 32 miles of rough red dirt roads to the King's Daughters Hospital in Greenwood, Miss. Jim's jaw was fractured and his hip was broken in five places. Rut land's arm was broken in two places. I walked away from the crash with only two deep cuts, one in my arm and another in my leg. The plane was a total wreck. Pic tures were taken for a crash report to the Department of Commerce and then the remainder of the wreckage ETHYL NEWS [18] ETC 22924 which couldn't be salvaged was set afire. Just a year and a week later a plane canying the great Knute Rocluie ran into the same kind of trouble, the difference being that Rockne's plane lost a wing in its plunge, which re sulted in the death of all on board. Blind-flying in those days was in its early stages, and blind-flying instru ments were rudimentary and rarely found in any but experimental planes. Without instruments a human being is practically helpless when he has no horizon to guide him, as man has no special senses for flight. Strap a man tightly in a whirling chair such as formerly was used for testing pros pective flyers, spin him around a few times with a blindfold over his eyes, and he won't know whether he is up right, horizontal, or upside down until the blindfold is removed. Even the birds rarely fly on a foggy day, as they, too, depend mainly on their eyesight. "HE WAS A NICE FELLOW" We had had a very lucky escape. But others in the Gulfport picture ran into various hazards and weren't so lucky. As I write, I have that pic ture here beside me. Harold Mayer, a former Navy flier and one of the first pilots to be shot TOP -- Lieutenant Al Williams as be appeared back in 1930, when he was the Navy's outstanding test pilot and one of the world's joremost acrobatic flyers. His daring aerial research resulted in many improvements. BOTTOM -- Wiley Post climbs out of the cockpit of his famous Winnie Mae at the Cleveland Airport in the summer of 1931. He and Harold Gatty landed here to refuel before taking off for New York on the last leg of their record smashing eight-day flight around the world. ETC 22925 ,47^:.'. >' , * nju-j* sfoSafJi-' mm 3*3 *y.' '..C-T * *f,^V V-x'y-;*^ '5-'.- CiVL; rv*`,-' tT'ltV A.*?- '`~r> .. '. -y;l'.y,v, y v :. '* - .-- K CAPTAIN FRANK HAWKS standing in front of the Travelaire mystery ship in which he set a eoast-to-coast record of 12 and a half hours in the summer of 1930. Note the bracing wires and the non-retractable landing gear, both of which added greatly to wind resistance and cut down the potential speed of this early racer. off a warship in a catapult, was killed while gliding into an emergency land ing field in the dark. George Morgan, a bom daredevil, perished when his tiny plane crashed on a take-off and burst into flame. The manager of our Gulfport base. Lieutenant "Mac" Moore, Nayy pilot and son-in-law of Rear Admiral Moffet who was lost when the dirigible Akron plunged into the Atlantic, was drowned when a Navy plane dove into the Pacific off California. Joe DeCesaro, a close friend of mine, died in San Francisco Bay, when the big air transport of which he was co-pilot plummeted into the water. None of these fellows I flew with were research men or famous aviators. Most of them were jijst young pilots flying in the line of duty -- young fel lows who got quite a kick out of shooting dice with the Grim Reaper. But their crashes and the crashes of others brought up the big question -- why? -- and when the whys had been determined or at least surmised, some body generally tried to figure out a way to keep such an accident from happening again. The pilots who are flying our fight ers and bombers in this war have a much better chance of coming through alive because the pilots of an earlier day didn't shrink from giving their lives for something in which they be lieved. The men at the controls have brought aviation up the hard way. below--Sir Charles Kingsford-Smith, California to Australia air trail blazer, and his crew land at the author's home airport in Glenview, 111., in July 1930 on the last leg of an 85,000-m/Ve globe girdling journey which began in June 1928. Left to right are Captain }. Pat- rich Saul, navigator; Evart Van Dyck, co-pilot; Major Kingsford-Smith, pilot; Earle Reynolds, president of the Chi cago Air Race Committee, and J. W. Stannage, radio operator. In the back ground is the "Southern Cross." ETC 22926 AS ILLUSTRATED IN COLOR PHOTOGRAPH I ON THE COVER IL- -- '' ------- A P-40 Fighter "peels off" at 12,000 feet to attack a Japanese inva sion fleet... a British Hurricane dives on a Domier 217E above the Straits of Dover ... a formation of tanks races to attack over shifting sands of Libya . trucks and "jeeps" swarm over Louisiana roads as the army goes on maneuvers ... a Nazi "wolf pack" closes in on a straggling freighter in the Atlantic. . . . Separate events, thousands of miles apart, but all part of a world-wide pat tern -- a pattern that means many things to many individuals and many companies engaged in America's gigan tic war effort. To the Ethyl Corpora tion the sinking of a freighter in the Atlantic, stepped-up aerial activity in Russia or the Far East, or an accelerat ed training program may mean a quick shift to meet new demands for anti knock fluids. Such shifts call for the utmost flexibility in manufacturing operations. To help us attain this flexibility we have asked our customers to cooperate with us in a necessary manufacturing change. In the past the Ethyl Corpora tion, as a service to customer compan ies, has supplied motor fluid in a variety of colors to enable them to obtain more easily the color standards desired in finished gasoline. It is necessary now for us to manufacture fluid for all motor gasoline in a single color -- Yellow No. 1. MANY COLORS POSSIBLE The thought' uppermost in our minds since the change was first con templated has been to cause as little inconvenience as possible to our cus tomers. There was never any question of refiners being unable to^produce all the gasoline colors they-have produced in the past. Heretofore refiners have ordered fluids in colors which were the same or which closely matched the hue desired in the finished gasoline, or which would permit blending in cases where refiners wished to market gaso lines of more than one color. Addi tional dyes were added at the refiner's blending installation to produce the in tensity of color desired. In standardizing on a single color for motor fluid our problem was to select one as neutral as possible, yet one which would comply with the re quirements of the U. S. Surgeon Gen eral's office. At the same time it had to be a color which would cause least complication when dyes of other colors were added to obtain former color standards. Laboratory experiments es tablished that of all the hues in Ostmark's famed chromatic color scale Yellow No. 1 best served this purpose. Using Yellow No. 1 as motor fluid color our laboratory has worked out more than two dozen hues, most of which are shown on the front cover of this issue of the Ethyl News. The colors are close enough to each other so that intermediates would be super fluous, yet far enough apart to be easily distinguishable. Each sample as made up contains a yellow dye concentration equivalent to 0.5 gram of yellow dye per 100 gallons of gaso line, or the amount of dyes that would be obtained by using a lead treatment of 1.5 cc. of tetraethyl lead per gallon of gasoline with Yellow No. 1 fluid. This is represented by Sample Y. DYE TREATMENTS VARY The amount of lead treatment, 1.5 cc., does not, of course, apply to all customer uses. This particular figure was selected because it represents ap proximately the national average of lead concentration in motor gasolines. Greater or lesser concentrations will require different dye treatments. Gen- APRIl1942 121] ETC 22927 erally speaking, it can be said that lesser concentrations of fluid containing Yellow No. 1 dye offer fewer problems in dye blending to obtain former color standards than do higher concentra tions but in neither case is the problem insurmountable. We have reproduced an outline drawing of the colored picture on the cover of this magazine. Keyed to the following table, it shows dye concen trations and color combinations used to make up the various samples. Any yellow dye noted in the table is an addition to that contained in the fluid. While the colors represented on the cover may not be perfect, they are reasonably accurate -- as exact as the inexact arts of printing and engraving will permit. The Ethyl Corporation supplies the industry with a large proportion of the dyes required for additions at blending plants in the field. There are, of course, other dyes used which we do not stock. However, our laboratory can be of assistance in solving color problems involving yellow No. 1 motor fluid regardless of the source and type of dye used. ETHYL COLOR SERVICE In 1933 our color laboratory began an exhaustive study of oil soluble dyes suitable for use in gasoline -- a study concerned mainly with the solubility, tinctorial' strength and light stability of these dyes as well as their adapt ability to requirements of customers interested in marketing gasolines of a given color standard. As a result we were able to make recommendations to customers on dye colors and con centrations. We again wish to offer our services in assisting in the solution of color problems. Our color laboratory at Penns Grove, New Jersey, will be glad to give assist ance in determining proper dye con centration to obtain customer's color specifications with Yellow No. 1 fluid. To do this the laboratory needs a five gallon sample of the undyed base gaso line and a gallon of the finished gaso line dyed to the desired color specifi cation. Other information needed: (1) color of fluid used; (2) cubic centi meters of lead per gallon; (3) quantity, color and source of all dry dye used in addition to what is in the fluid. Refiners wishing this assistance should send requests, together with the above information, to Mr. Charles Wasserman, Box 1271, Wilmington, Delaware. Samples .should. be sent by express to Penn's Gr3ve, N. J. n 3t*r . SAMPLE ADDITIONAL DYE ADDED T --. : 1 -- 2.0 grams Turpi* #4 ;V 2 -- 1.J gram Mu* phis 0.34 gram 1*4 ( .1-- 1.4 grams C*pp*rpl*s 0,1 gram tad 4-- .0.33 gram"2W* plus 0.77 gram jv Y*U*wN - * 5 -- 1.3 grams Turpi* #4 plus 0.5 gram I --14 grams Mv plus 0.12 gram M. - 7 --1.1 gram Mo* plus 6.4 gram - Y*ll*w N " _ . - k I-- 0.25 gram 2*4 O pin 0:5 grain L'- V rang* jr' 9--1.4 grams Nn v'v'/-'.. ;vvv '' f II -- 2.0 grams Turpi* 2X / 11 --1,0 gram this plus 1.5 grams Turpi* 12 --0.3 gram 2hi* plus Ov4 gram ? \ . Y*tl#W*l _; ; 15 --2.0 grams 1*4 O i..- : ' 14 --1.5 grams- Y*0*w *- IS --1.2 grams BW* . ; -1. 14 -- 0.025 gram 2*4 O plus 0.75 gram . - . Orartg* ;ir -- 0,73 gram 2hr* plus 0.77 gram . y*ii*wN '-- Vi - -Visuami U'Ytiinr Si t-'ii-ftmM. -c,-- ETHYL NEWS rz2i ETC 22928 JUST WHO IS UNCLE SAM? Uncle Sam wants men! and the spirit of Walter Chrysler -- pestuous. .. and tender. Yes, ten Uncle Sam wants money! men with strong hands and tough, der. He is the Red Cross, and relief Uncle Sam wants this, that and clever brains, who have made De ships, and free planes, guns, tanks the other thing -- those tires and troit a name to frighten little dic he might have kept for himself last cars you can't get, those dollars in tators. ... - year but sent to hard-pressed friends the pay envelope that won't go into Uncle Sam isn't any one man. He around the world who needed them your own pocket, the young men is a spirit, a will, a way of doing worse. When someone else is in from your block or your home who things that marks us Americans and trouble, he is the most open-handed are told to forget the plans they've our country. He is what makes us sucker in the world. Lots of people, made and put on a uniform. Americans, not just the descendants between wars, call him Uncle Sap. Ever ask yourself who "Uncle of those English, Irish, Polish, or They don't call him that now. Sam" is? - Swedish wanderers who came here He has his coat off and his sleeves He isn't the Army, the Supply generations back. He is proud, two- rolled up -- and a look in his eye Board, or the Tax Collector. _He fisted, full of enterprise. He is a that means business. He isn't the isn't the President or the Man in distillation of all the divine purpose, quaint old hill-billy with the chin the Street. He is a lot of people, the deviltry, the dollar worship or whiskers and tight pants any more. living and dead -- and something what have you, that moved our an He is hard-boiled Donald Nelson, that lives in them. cestors away from their homelands wading through a mess of alphabet Uncle Sam is the fellow who years ago and over the oceans to the soup in Washington to get our war thumbed his nose at the redcoats unexplored New World. He is a production rolling. He is Colin and dumped a boatload of tea into compound of Irish cockiness and Kelly, diving out of the clouds in a Boston Harbor. Uncle Sam is a Dutch determination, of English burning plane for one more crack at , bandy-legged youth named Ben fortitude and French ingenuity, of the Japs. He is a line of young fel- Franklin who walked into Philadel Balkan shrewdness and Nordic self- lows waiting quietly outside the re phia with the dogs yapping after reliance. He has the German talent cruiting office with their jaws set -- him, and stayed there to estab for mechanics,, the African's and and a line of mothers, sisters, and lish a reputation as scientist and Italian's ear for melody, the Gallic older folks waiting at the Defense statesman which sent him to the urge to dream, to'create. . Stamp windows in their post offices. court of Louis XV as United States Out of this has come a drive,'a Waiting quietly, with their jaws set. ambassador. He is the homely, un gusto, an energy which marks us as He is you and me, neighbor. You happy boy from the woods of Illi Americans -- a wayward strength and me, and a hundred and thirty nois who wrote the Gettysburg Ad- > which makes us do the foolish million more Americans who are dress, the puny lad from New York things, the mighty and the beautiful willing to give up their new cars and who grew up to be Colonel of the things we have done as Americans. luxuries and leisure time, willing to Rough Riders. - Uncle Sam is simply the best of pay a staggering tax and higher ones Who is Uncle Sam? He is~the you and me, and the way we want yet to come -- willing to spill some dreamer who first made a boat pro to live. He is what we want this land blood, sweat, and tears of their own pel itself by steam, the farmer boy to be -- free, and tough and tem- to keep Uncle Sam's country a land who put together the first reaper, where the free and the brave are the visionary who drove a pair of still free to live by their own beliefs, rails through Indian country into to worship, to quarrel, to love and California. He is Ford and Kettering By NORTHROP CLAREY, Jr. build as free men--so help urGod! (This editorial, by a member of the Ethyl News staff, first appeared in Liberty Magazine for March 21.) In 0N| way all these American war planes are alike All American fighting planes have one important feature in common: their engines are designed for high-octane gasoline. That's the basic reason why they have more power than similar enemy planes. And because they have more power, they will--plane for plane--outfly and outfight our enemies'. We alone have all three things needed to produce high-octane gasoline--and plenty of it: one--vast resources of high quality crude oil; two--superior re fining processes, developed by America's petroleum industry; three--adequate production of anti-knock fluid to improve octane ratings of military gasolines. The makers of Ethyl brand of anti-knock fluid have geared their plants, laboratories and technical staffs to meet the oil industry's war needs. Until victory is won, our Army, Navy and Allies have first call on Ethyl fluid to make fighting fuels for planes, tanks, armored cars and other mechanized equipment. ll P I-tin - ?) -i ' T**'.' "v.V r,- JTV R. MMNAVTPItirTU I- r-arautYMatson _ mommy wm HtJUtwrnoMTH -</ . *40 AMt NOKTO M2Y-* NAVY PATtOl swot havy Dm*o( AMERICA'S VAST RREESSOOUURRCCES OOFl HIOH QUALITY CRUDE OL ` SUPERIOR REFINING PROCESSES DEVELOPED BY OUR PETROLEUM INDUSTRY " ADEQUATE PRODUCTION OF ANTMCNOCK FLUID (.containing tetraethyl lead) SUPERIOR FIGHTING Fuas ETHYL BRAND OF ANTI-KNOCK FLU ID ** ETHYL GASOLINE CORPORATION ETC 22930 In the New Name New Trade Mark On April 9,1942, the Ethyl Gaso line Corporation dropped the word "gasoline" from its name and be came Ethyl Corporation. This in volved, of course, changes in the Ethyl "emblem" which has stood for nearly twenty years as the trade mark for Ethyl fluid and has been the pump identification of high quality gasoline treated with Ethyl brand of antiknock com pounds. Incidentally, Ethyl Corporation is the third name under which we have sold antiknock fluids to the oil industry. The first gallon of Ethyl gasoline was sold under the name of General Motors Chemical Company back in 1923. Then, in 1924, the name was changed to Ethyl Gasoline Corporation. After eighteen years another change -- Ethyl Corporation. i1 MAY * 1942 __ Ethyl Research has a new workshop in which to explore fuel and engine mysteries -- see Better Tool Shed Opens, Page 3 Oil the Japs sacrificed armies for -- gone up in smoke! Read The Oil That Slipped r.. Through Hirohito's Fingers, Page 10 The Allies invented the plane, the tank, the sub . . . now they menace our lives. Read We Taught Them How to Fight, Page 14 Here's a prediction: In five years the soya bean will replace the "pork-and" type. Turn to Soybean, War Baby, Page 18 Kamchatka and the Aleutian Islands point to Japan like fingers -- or daggers. Study Spring Geography Lesson, Page 23 Figures (except in those bathing suit ads) can be pretty dull -- but you'll enjoy the oil statistics in Shop Talk, Page 26 ETC 22932 $ 942 'P in ceries ge 3 le up fped hen the half-dozen men excellence of planning, the clean, ef Wcharged with Ethyl research ficient design of the test rooms and duties were housed in a converteeqduipment might lead you to think garage in Yonkers, N. Y., some years that this thoroughly organized plant ago, Charles Kettering, god-father might run itself. of the antiknock idea, said: "Re A well-intentioned friend who search is a state of mind." It is a visited the San Bernardino labora good remark to recall when you visit tory when it was first opened said: the new Ethyl Laboratories on "This is a monument to Ethyl's faith Eight Mile Road in Detroit. For the in the future progress of engines and condition for such work. It was de signed as such and will be used as such." Research is a state of mind that tolerates no make-believe. Seven Ethyl Fluids The new buildings at Eight Mile Road, Detroit, and the apparatus installed in them have been designed and constructed because the de mands and opportunities for Ethyl research called for better tools than were available before and because the rewards for successful comple tion of only a reasonable part of projected research work promise to justify the cost of building the more efficient workshop required. Ethyl was bom of research and has lived close to the test tube and the experimental engine all of its short but eventful life. Seven times since 1928, as engine designs and base fuels have developed and op erating conditions of automotive equipment have changed, research has produced new mixtures to meet current conditions. Eight different mixtures, not counting aviation flu ids, have been sold under the trade mark of Ethyl Brand of Antiknock Compound. Another variation of fluid mixture now in the develop ment stage shows great promise for the near future. One of the strangest facts is that the result of the original research project -- tetraethyl lead -- is still being used. It is still the best knock inhibitor known, in spite of years of exhaustive search for something better by Ethyl and by many other laboratories. But of peace-time research prob lems, more later -- the new labora tories opened just in time to en list. Nearing completion when the United States entered the war, the 26-acre plant designed for research in civilian transportation was offer ed immediately to the government for solution of the problems of military fuels and engines. All of the Ethyl Corporation's personnel and facilities in Detroit are now in the new laboratories, with the five units of the plant de voted to the Engineering, Chemical, Aeronautical, Gasoline Testing, and Technical Service Departments. Service facilities include an audi torium and library; machine, car penter, and electrical shops; forge and paint rooms; blue print, photo stat, and photographic sections. Research Engines Single-cylinder engine research can be conducted on 29 motors, most of which are used for studies on deposits, wear of parts, or other projects requiring long operation. Two standard CFR engines are located in individual rooms for studies requiring isolation. Knock ratings on experimental fuels are made on engines in another room. Two of these engines side by side allow simultaneous use of the Motor Method and the Research Method, thus eliminating the need to change operating conditions to make ratings by the two test means. In two other rooms, CFR engines are mounted so that they may be connected either to inductor motors or to direct current dy namometers. This arrangement al lows them to be run at either vari able or constant speed, as needed for special studies of pre-ignition, combustion chamber design, igni tion-timing, flame-propagation, re search fuels, and antiknock com pounds. The Dynamometer Section has 16 dynamometers with power ab sorption capacities ranging from 75 to 700 horsepower as well as two chassis dynamometers in tempera ture-controlled rooms. Control pan els ofall these engines were designed ETHYL NEWS 6 s and assembled in the laboratory t shops, and incorporate improved 3> provisions for the precise manual and automatic control of the vari ables of engine operation. With d all instruments before him on the panel, the operator no longer has to keep his eye on several parts of the room. Through the coopera e tion of engineers of the Toledo Scale Company, even the dial scale has been placed behind the control panel, instead of on the dynamom eter itself. Also on the board are h manometers for measuring pres 5* sures and vacuums at eight points, :S and potentiometers indicating both high and low temperatures at any 1. one of ten places on the engine. In e the panels are indicators for crank r case oil and jacket water tempera k tures, with controls operated either e manually or automatically. There 1. is also equipment for testing the e resistance and minimum primary e firing current of spark plugs, as h well as indicators for oil pressure, d fuel, and air consumption and air o fuel ratio. Control of throttle open S' ing and ignition timing is accom s plished through hydraulic mechan y ism operated from the panel board. r Speed-Load Unit Fuels for tests may be drawn from any of 34 tanks To adapt dynamometer test con . Catalytic gasoline desulfurization control pane[)t ditions to variations of speed and d load encountered in normal road Controls of scale model tetraethyl lead autoclave th % operation, four portable "SALUK" units have been designed. These "speed load unit controls" may be connected to any dynamometer so that the speed and load of the en tS gine will be varied throughout the >- duration of a test to reproduce the 5 exact conditions recorded in oper o ating a truck over any given section l- of the test road selected. The record l- of actual road conditions experi d enced is recorded on a tape by holes >t ETHYL NEWS ^ Available to oil, automotive, and military engineers tre millions of dollars' worth of "Ethyl Research" Fuel lines from the "world's largest filling station?' beneath the laboratory serve the engines above Heat, Sound Barred Also in insulated rooms are two chassis dynamometers used for knock-tests of fuels and measure ment of vehicle economy and per formance. In one room, tempera tures can be provided from minus 50 degrees Fahrenheit (for cold starting research) to plus 150 de grees for studies of vapor lock, cooling, etc. The refrigeration ca pacity of this room is equivalent to that required to produce 100 tons of ice a day. The capacity of this chassis dynamometer is 400 horse power. The other chassis dynamom eter, of 225 horsepower capacity, is used for conventional work. Control equipment in these rooms automatically reproduces at the rolls the load and speed which would result from similar opera tion of the accelerator pedal on the road. Blowing equipment is governed by the speed of the rolls so that air velocity always equals rear wheel speed. In the basement under the chassis dynamometer rooms are the rolls and dynamometers, the refrigerat ing equipment, the motor generator sets with which all electric dyna mometers are operated on the Ward-Leonard principle, and the Cutler-Hammer Unitrol equipment used for starting the alternating current motors for these motor generator sets. Because of the heat generated in this room by the ETHYL NEWS ^ ETC 22936 V motor generator sets, transformers ape and other electrical and ventilation 2ed equipment are installed to provide f a automatically controlled heating m- to maintain the temperature within led safe limits. Throughout the laboratories, the m- main ventilation system provides Hy automatically controlled heating and ventilation to all rooms used for engine testing, the handling of chemicals and similar work. Air vo heated by engines on the test stands or is picked up by fans mounted er- above the engines on universal standards and projected toward Tbe emphasis in Ethyl aeronautical research, now in this new building, has shifted to military work a- grills in the ceiling above the us dynamometers. In winter, when the Id temperature at the grill reaches i io' e- F, dampers open and blowers above k, the dampers start automatically to a- exhaust the heated air. In summer, nt a lower temperature setting is used is for this automatic exhaust. Fresh air is is brought in from the outside by blowers and heaters, which propor l- tion fresh and re-circulated air ac is cording to the size of the room and the temperature present. ;e it Road Testing Too h The main volume of road test work done by the engineering lab n oratories is based at San Bernardino, s Cal., but a substantial amount of s road testing is based in Detroit, s partly because of the many tests that are conducted in cooperation s with automotive and oil companies s nearby. Most of the west wing of the main buildings at Eight Mile Road is used by the Road Test Section. Complete equipment for servicing, weighing, adjusting, and repairing test vehicles is installed in this garage. Several unusual features, not needed in ordinary garage and main tenance buildings, facilitate the spe- 1 Road-testing new developments requires a fleet of cars f angle-cylinder test engines are busy in the Fuel Research and Rating Section % A well-equipped machine shop turns out special parts or assemblies on order rial functions of road test work. Among these are rear-wheel motor ing rolls, which provide automati cally controlled speeds of 2.5 and j miles per hour for measurements of compression pressure, and either forward or reverse speed of one mile per hour for ignition timing. Remote controls make it possible for one man to operate the motoring rolls and to make engine adjust ments and observations simultane ously. Test vehicles may draw gasoline from any one of eight service sta tion pumps, each of which fur nishes a different fuel. A ventilated hood near the pump island is used to blend small quantities of special fuels. The platform scale sunk in the floor is long enough to accom modate large trucks and has suffi cient capacity to weigh a tank. Exhaust gases from cars which must be run in the garage are re moved, without connection, by suction from a high-vacuum exhauster. Fuel Facilities Since large quantities of many types of fuel are needed by the engine laboratories and road test sections, a separate building houses unique equipment for blending and distributing fuels. Thirty-four un derground tanks ranging in capac ity from 500 to 10,000 gallons store the gasoline, the total storage capac ity being 75,000 gallons. The fuel sheds can hold 260 drums as well as several thousand one and five gal lon cans. From each of the buried tanks two lines lead to the fuel building. Antiknock fluids may be blended with gasoline in any underground tank and the fuel may be trans- I ETHYL NEWS ^ ETC 22938 r II ferred from any tank to any other tank. Thirty-five small fuel pumps connected to suction lines from the 5 underground storage tanks auto f matically maintain constant level in r small five gallon tanks in the top e of the fuel building. Fuel from any : two of these small tanks may be e piped directly to any dynamometer sor in the laboratory through an ar rangement of flexible hose connec tions in the fuel building similar to a telephone switchboard. When ex e treme accuracy is required, batches of fuel (of ioo gallons or less) can be blended by weight instead of by j volume. J .1 fust in Case -- Throughout the fuel building e safety precautions have been taken. All electrical connections -- lights, motors, telephones, switches, ven tilators -- are explosion proof. The l ventilating fan at the roof operates constantly, discharging air sucked in through louvers at floor level. One of the buried tanks is suffi ciently deep to permit the draining of the entire fuel distribution sys tem. The new laboratories represent the second move since the estab c lishment of research facilities in $ the early days of the corporation. J Originally located in Yonkers, N.Y., the laboratories were moved later to Milwaukee Avenue in Detroit. The quarters there became inade quate as the problems of automo I tive, fuel, and antiknock develop 1 ment grew in number and complex ity. Fortunately, the construction of the new laboratories, incorporating s the advantages of 15 years of exper ience, was started early enough to J permit completion at this time when .1 the national war effort needs the very facilities which they offer. ETHYL NEWS ^ rl. - i.4% r **. *1 gyr V,* * >/ t i ` -- * tti n j Balik-Papan bums in a mighty funeral pyre of Japanese hopes for oil antalus, Lydian king of Tmythology, was plunged up to to Japan today. The lustful Japan ese thrust through the Netherlands his chin into a river in Hades. AEast Indies and int%o Burma so far tree hung with clusters of luscious has won Hirohitd's savage legions fruits was just out of reach over none of the most important com head, and as he would incline his modity they came so far for and head to drink from the river, the paid so dearly to get. waters receded from him. Thus, he The rich oil fields have been suffered the agonies of thirst and put to the torch. They will not hunger and unfulfilled anticipation. flow again for a long, long time. Tantalus, the ancient Son of The welling holes have been Zeus, and Hirohito, the modem plugged with solid concrete, the Son of Heaven, have much in com refineries blown to bits, and pipe mon. For what denial of food and lines, machine shops, storage tanks drink did to Tantalus, the more sledge-hammered or dynamited in prosaic "scorched earth" war poli to uselessness. cy of the United Nations is doing Palembang, in Sumatra, was Nip pon's last chance of getting oil in any important quantities from the Dutch East Indies' lush fields, and Palembang is now gone up in bil lowing smoke and flaming debris. Yenangyaung in Burma only re cently followed Palembang; before that, Borneo's Tarakan, Samarinda and Balikpapan. The tragic story of the destruc tion of the Palembang works by the men who labored for years to build them, is one of careful plan ning, dramatic execution, and high courage in the face of enormous odds. As told in Batavia by a refugee employe of a Palembang oil com- ETHYL NEWS ETC 22940 pany, the $540,000,000 demolition job required months of painstaking preparation. An oil installation is no easy thing to blow up. Wells may be scattered over a tremendous area. Machinery can not be disposed of by a single explosive charge. Each unit of the complicated chain of condensing and distilling apparatus would need almost individual at tention to be destroyed thoroughly. So it was at Palembang. The method by which the oil installa tions around Palembang could be so quickly and utterly destroyed involved the placing of incendiary bombs as long ago as a year and a half. At 22 different places among the oil tanks, such bombs had been planted, equipped with two main and one emergency detonators. The Batavia narrator relates that on February 14th, Palembang had its sixth actual bombing. In this raid as in all previous ones, the Japanese carefully avoided drop ping their bombs on the oil installa tions, and so work had continued normally. During this sixth attack, however, it was noticed that the Japanese were dropping parachu tists, who came down in three groups, the first in the marshes be hind the oil refinery, the second on the Palembang airport, and the third in the suburbs. Immediately the fight against the parachute troops began, and it continued un til most of the Japanese had been . killed. That night the order was given to destroy the oil installations and all equipment, since Japanese trans ports had arrived in the estuary of the Musi river, which leads to Pal embang proper. Promptly and ef fectively, the scorched earth orders were carried out, although these operations often were the target of heavy machine gun fire from the invaders. One demolition squad with sledge-hammers smashed every- Hirobito, Son of Heaven Storage tanks and a peaceful village at Palembang were scorched earth when the Japs arrived thing that could thus be destroyed, while another emptied boilers and kindled fires under them. A third group set the turbines running and then threw sand into them. Roaring Flames Oil was allowed to flow from the tanks and incendiary bombs were then set off. One of the main electri cal detonation points was near the refinery and could not be reached because of the fierce enemy shell ing. The other main detonation point had been put out of order by several days of heavy rainfall. How ever, the emergency system work ed, justifying the thoroughness of the preparations. This was set off, and immediately enormous flames leaped high into the air with a roar. The fire became so fierce that the Dutch even on the far side of the Musi river, half a mile wide at this point, were barely able to endure the intense heat. Tanks and Diesel engines blew to pieces or melted into shapeless masses in the fire. The beautiful Palembang region became one of great ruin. Everything was de stroyed as far as the Dutch knew. including the 90-mile pipeline to the oil field at Pendopo. But to make sure, troops fired mortar shells into the various oil properties. The size of the fire was beyond comprehen sion, and the charges of exploding dynamite could be heard many miles away. Nearly a billion guilders (about $540,000,000) in work shops, in stallations, rubber works, ware houses, business offices, social halls, radio and telephone stations, print ing works and private residences were thus destroyed. Magnificent Loss ctZC: Modern refinery equipment at Palembang was melted into scrap S5Sk mm sis. Vi- i. VJ f 'cs-S-' niV-: OipS > .A< The destruction of the Palem bang oil fields was the largest vol untary property sacrifice in the his tory of the world, with the possible exception of the demolition of the great Dnieperstroy Dam by the Russians. The Netherlands East Indies' ma jor oil fields are in Sumatra, where production had been growing for the past 15 years until stopped by the war and loss of markets. In 1940 it totaled about 40,685,000 barrels, which was equivalent to 65% of all Dutch East Indies oil. In addition, more than 50% of all refining capac ity was located in Sumatra, near Palembang, the three refineries there being rated at close to 120,000 bar rels daily. Two of these refining plants were owned by Royal Dutch-Shell interests, and the third by a subsidiary of Standard-N ac- uum OD Company. Had the Japanese been able to get the Indies' oil installations in tact, the Axis powers would have scored their first major acquistwo of sorely needed petroleum sup plies since extension of die war to the Pacific. It would have assured them of considerable oil resources ICII ethyl kevs 9 ETC 22942 wtm for a war of indefinite duration. Now, however, their mere posses sion of the fields, which extend from northwestern Sumatra to New Gui nea, does not necessarily assure them use of the oil. So thorough has been the destruction, that petroleum authorities estimate it would require up to two years of intensive devel opment to return the fields to nor mal production. An authorized Dutch spokesman recently declared in London that the Japanese will get little or no oil from the conquered fields for a long time to come. He pointed out that practically all the machin ery for oil production is complicat ed and massive. The Dutch had to import it from the mother country. Great Britain, and the United States, and it took years to obtain it and put it into operation. Even if such new equipment were made immedi ately available, it is doubtful wheth er the Japanese could transport and erect it without the Allies being in a position to stop the process some where along the line, either on the seas or in bombing the installation work on the site. Hirohito Checkmated Drilling oil wells takes a long time, and the same applies to con struction of pipelines. Japan has not had enough experience in oil production to hope to send a suf ficient number of trained techni cians into the occupied islands. But even if she could get the personnel, and even if she obtained the help of the German technicians, it is doubtful whether she would get a chance to restore the devastated wells as long as an Allied air force operates in the south Pacific. r Pictures Photographs in this issue of the Ethyl News are from the following sources: Interphoto -- page 10; Keystone -- page u; Netherlands Information Bureau -- pages ii, 12, 13; OEM De fense Photos -- pages 14, 17; Aero Digest -- pages 15,17; N. Y. Public Library -- page 17; Na bisco Magazine -- pages 19, 22; Decatur (111.) Herald & Review -- pages 19, 20, 22; Ford Motor Company -- pages 21, 22; Black Star - pages 24, 25. The refinery that committed suicide -- now a ruin of charred and twisted junk 7,'NW' 07a Uncle Sam's new hi-ton tank crushes a truck--in practice for pillboxes t is commonplace to believe that other nation. We are an inventive I Germany has a monopoly on people. The list of our firsts in military genius. The plain fact is cludes the airplane, the carrier, the that the German contribution to submarine, the torpedo and the military science has been mostly depth bomb, the machine gun and that of perfecting devices invented barbed wire. The tank is a British by others. All of the major con development, inspired by the tributions to modem warfare have American farm tractor. Tactics had their origins outside Germany. like dive-bombing and dropping The United States has been more troops by parachute also are Amer prolific in invention than any ican ideas -- first thought of here but developed by others. It was an American invention, the undersea boat, that dragged us into the last war, and it was also American inventions, the airplane and its carrier off Pearl Harbor, that plunged us into this one. Thus we find ourselves in the curious position of having to devel op better machines and devices in greater numbers to offset the ef- t ETHYL NEWS ETC 22944 fects of our own inventive gen an American scientist, -Professor anywhere near the target. We ius. At the moment we are building Samuel Pierpont Langley, was tink made fairly large numbers of planes tens of thousands of airplanes -- ering with heavier-than-air flying for Britain, mostly for training 60,000 in 1941; 125,000 in 1942 -- machines. He tried out several kite purposes. to overwhelm the planes our ene models and then built a tandem It remained for the Germans to mies have made into such a devas monoplane powered by a one develop the airplane into a crush tating war weapon in World War horsepower steam engine which ing offensive weapon which played II. was a failure because it was too a leading role in battering nearly Super-Fuels Ours heavy. In 1894 his sixth model all Europe into submission in a achieved a measure of success and matter of weeks. But as usual we are a step ahead. actually flew for a few seconds. Our planes will outfly and outfight But Langley's dream was to build We Build the Sub the Axis machines because U. S. a plane which would carry a man Two other great inventions that engines are designed for high-oc and in this he was not successful. made World War I different from tane gasoline, another American in Our first aircraft carrier, the con any ever fought were the sub vention. This is an advantage not verted collier Jupiter, was named marine, which carried the war to likely to be overcome quickly. for him. It was recently sunk off far seas, and the machine gun, which Only America has plenty of the Java. forced huge armies to burrow un three things needed to produce Eleven years before the Germans derground for protection. high octane gasoline: vast resources set out to conquer the world the The submarine was known to of high quality crude oil; -superior first time, the Wright brothers America as far back as revolution refining processes developed by sailed into eternal fame by dem ary days. The first man to build a the American petroleum industry; onstrating that a heavier-than-air successful submarine was David and adequate production of anti machine could be made to fly. But Bushnell, who, in 1775, built the knock fluids to increase antiknock our military men of that day saw "American Turtle" at Saybrook, ratings of military gasolines. little of value in it except for scout Connecticut. Made of oak and The history of experiments with ing purposes. Before the United weighted with lead, the "Turtle" i, the airplane in America goes back States entered World War I, we had a time bomb attached to its more than half a century. Long gave it scant attention. Some bomb topside. The idea was to get under before the Wright brothers made ing experiments were tried, but it neath a ship, attach the bomb by their epochal flight at Kitty Hawk proved difficult to drop explosives a hand screw operated from inside. Strafing in 1910: Glenn Curtiss takes an army sharpshooter up to wing 'em from the atr and then get away before the ex plosion. The "Turtle" was tried out several times against British brigs, but it never succeeded in sink ing any boats. After Bushnell, other Americans contributed to the 'knowledge of submersibles -- Robert Fulton, Simon Lake, and John P. Holland. Fulton became better known for his steamboat and canal engineering activities, but he also built a sub marine, the "Nautilus" in 1789, which could go under and come back to the surface safely. Lake built his first undersea boat, the "Argonaut," in 1898. Holland's fa mous "Fenian Ram," built in 1881 and launched in that same year, em bodied all the principles of modem submarines. It weighed 19 tons, was 30 feet long, and in trial runs once dived 60 feet and stayed down for an hour. In German hands the sub marine was almost a decisive factor at times in World War I and has been troublesome in this war. Britain Builds a Tank The third great invention used in the first World War was the ma chine gun, which forced trench warfare and a deadlock for long, tedious months. Hundreds of new ideas w'ere developed, but the dead lock was not broken until a travel ing fort was brought out by the British. The first tank was inspired by an American invention. We had brought the farm tractor to a high degree of usefulness, and it was from the peaceful tractor that the British developed the tank. In Sep tember, 1916, the monster took the field and the Germans by surprise, slaughtering them right and left as it lumbered along, heeding neither gun nor trench nor barbed wire. The last named, also an American invention, was up to then the most important defense of the trench. But in World War II the Germans improved the tank, added to its fire-power, and made it the spear head of a type of mobile warfare the like of which the world had never seen. U. S. Gun at Sarajevo The machine gun widely used by American troops in the last war was the Browning, developed by John M. Browning, of Utah. Be fore him other Americans had worked out means of rapid fire, Hiram Maxim, Samuel Colt, Rich ard J. Gatlin, and Benjamin B. Hotchkiss. Another rapid fire gun that came into prominence in World War I was the famous Lewis gun, developed by Col. I. N. Lewis of the U. S. Army. Curious ly enough, it was a Browning pistol that was used by the assassin at Sarajevo. The inventions America gave the world were developed marvelously in conspiratorial hands. Besides the most important offensive weapons enumerated above, there are many techniques in their use that first originated in America and were later utilized and improved by oth ers. The idea of tile aircraft car rier is American. The modem air craft carrier is the outcome of years of development beginning with the U. S. Navy's first carrier, the Langley. The United States was first to land an airplane on the deck of a ship (U.S.S. Pennsyl vania, 1911). Interest revived when our first carrier put to sea in 1912, nearly four years after completion of HMS Argus, the first British carrier on which aircraft could land. On December 7, 1941, the Jap bombers which smashed at Pearl Harbor were based on carriers. Dive bombing, first effectively shown to the world by the German Luftwaffe in crushing Poland and France, is not a German invention. Major A1 Williams, as a young Navy lieutenant, thought of aiming his plane at bomb targets while div ing for speed records. The Bureau of Aeronautics was cold to the idea -- but a spectator, Ernst Udet, who later was Goering's right hand in building the Luftwaffe, saw the deadly possibilities in it. Glenn L. Martin built the first twin-engined bomber. Claire Chennault, founder of the Flying Tigers in China, demonstrated parachute troop attack to the Russians. The Nazis copied it from them. Before Chennault, chutes were merely emergency equipment. The world's first plane-carrying submarine also is American, and the first torpedo was the "spar torpedo" of the American civil war. It was a long ram with a bomb on the end of it. A Scotsman later built the first self-propelled torpedo from plans drawn up by an Aus trian. One German Idea As far back as 1910, Lieut. Jacob E. Fickel and Glenn Curtiss dem onstrated sharpshooting on the wing, the forerunner of present-day strafing. In our Civil War, Lincoln insisted on using a balloon when his generals demurred. As usual, there was a German Embassy attache on hand -- young Count Zeppelin, who took the idea home and developed it for his Kaiser. The Germans did develop, on their own initiative, one idea that was of major importance during the first World War -- poison gas. ETHYL NEWS ETC 22946 i i Early British "Land Dreadnought" disabled in France Plane lands on the Pennsylvania's deck in 1911 Our new giant tank packs a wallop in its 3-inch gun The US.S. Saratoga with its brood on deck American life as cellophane and Manchuria,China, Korea, Japan, and synthetic rubber, it will be well to the Malay Peninsula, j: remember that our "discovery" Soybeans first came to America I was known to the Chinese thou in 1804 on a clipper ship whose i sands of years before the birth of Yankee master had ordered several Christ. The emperor Shen Nung bags tossed into the hold in case speaks of it in his "Materia Med- his provisions ran low. Admiral ica," written in 2838 B. C. Whole Perry brought home two different ages before this -- before man had varieties from Japan in 1854 -- but learned to scribble on stone walls until the Department of Agricul or papyrus -- a legend was current ture began a systematic study of which has been handed down in the soybean shortly before 1900, northern China and Manchuria to it was regarded merely as a botan the present day, telling how man ical curiosity in this country. Wil first became acquainted with the liam J. Morse, now senior agrono soybean. mist of the department, is the man A caravan of merchants, says who has worked for 34 years with SOYBEAN the legend, was homeward bound loaded with gold after a successful trading expedition when it was at the quiet fervor of a missionary to bring the miracle bean prominently into the agriculture of this country. WAR BABY tacked by bandits. Taking shelter in an easily defended ravine, the traders held off the attackers for $100,000,000 Bean And his efforts are bearing fruit. a merica has just begun to "dis- several days until their food ran In 1929 we grew 9 million bushels. l\ cover" the soybean. We have low. Starvation threatened -- until In 1939 we grew 91 million bush read that Henry Ford makes steer one of the servants returned to els. It's our fourth ranking cash ing wheels of it, that midwestem camp with a sack of beans he had grain crop; we grow as much as fanners look on it as a promising found on a vine-like plant the ani Manchuria. The Cow of China has money crop, that diet and health mals were eating. They mashed up become a hundred-million-dollar practitioners are starry-eyed about these beans to a paste with a little American industry that is changing its protein, calcium, and iron con water and baked them -- and on the landscape of the middle west. tent. this crude biscuit the famished men Why? Because the little bean Dig deeper into the subject and regained enough strength to hold really is remarkable. It actually does you'll read that the little bean is off the attackers until help arrived. all those different things you hear a capital meat substitute; that coffee, cheese, candy, salad oil, lubricating The Cow'of China about. The plant itself makes ex cellent fodder for animals, or a oil, printer's ink and celluloid and The Chinese have looked on the wonderful soil-enriching crop. It glue, airplane bodies and rubber soybean'as their staff of life for attracts and deposits nitrogen, and substitutes, are made from it. It's ages. Many of them have never gained its first real impetus in Illi good for cattle, they say -- good for tasted any milk but that of the nois, now America's biggest soybean dog food and linoleum and paint soybean, which costs a quarter as region, when farmers planted it to and rayon panties, good for explo much as cow's milk but contains revitalize the land after the reck sives, good for building bone and food values that are amazing. Long less forced growth of com there muscle in fighting men. It's a fine has it been called the Cow of during the last war. But it is the forage crop, and like alfalfa it will China. The Orient uses it not so bean itself, the actual fruit of the enrich the soil. much as a vegetable as for making plant, which has turned out to be But five years from now, when cheese, sauce, bread, and meat sub the microscopic treasure chest from the present war has made the soy stitutes. For thousands of years it which today's scientists are extract bean as familiar an institution in has been the basic protein food in ing foods and industrial products. ETHYL NEWS ETC 22948 The secret of the soybean's ver satility lies in its chemical compo sition: 40 per cent of it is protein, highly digestible, and another 20 per cent is fat, which can be squeezed out or chemically extracted as oil. Baby Food, Paint, Glue More than three-fourths of the oil now goes into food products, with the bulk of the rest going into paint, lacquers, and soaps. What's left after the oil has been extracted makes soybean meal, al most all of which is used at the moment in feed for livestock. Out of the five per cent that does not go into animal feed we get plastics, flour for baking, glue, fertilizer, dog food, breakfast cereals, macar oni, baby foods, reducing diets, and diabetic foods -- for which soy beans are admirably suited, having a very low starch content. Soybean oil is now an economic rival of cottonseed oil and peanut oil in the commercial vegetable oil mar ket. It has one great advantage here. Grown on mechanized farms with little human labor, the soybean crop can expand as rapidly as the industrial market demands. Soya oil, like many petroleum products, is re fined and hydrogenated; refining makes it sparkling cldar and almost tasteless, while hydrogenation stiff ens it to the consistency of cooking shortening -- into which many tank carloads of it now go. It has an overwhelming advan tage as a protein food also. Usual sources of protein, you know, are meat, fish, milk, and eggs -- all of which need refrigeration. But soy bean meal contains a great amount of protein -- and it can be shipped dry, with no cooling. This fact plus its high nutritive value are two reasons why the Army is using it in its new super-pemmican, Pararation. They account also for the fact that although our national de mand for soybeans in recent years has run only about 25 million pounds a year, in 1941 Lease-Lend to Britain took 40 million pounds. One proof of the value of soy beans in a wartime economy is the importance the Germans attach to them. When Hitler and Stalin were still "friends," Germany siphoned a steady stream of beans from the Orient across the trans-Siberian rail way; there were all sorts of disap pointing delays, but enough beans got through to give the Germans a four-year supply. The Russians also were growing a fine crop of beans for Hitler but somehow the harvest went into Russian bins instead of railroad cars headed for the German border. This was just as well for the Allies, because the two dictators had a misunderstanding shortly after wards and Hitler put his chemists to work on the task of making a super explosive out of soya oil. Nazis Make Soy Bombs To show how versatile a vege table it is we're considering, look at a list of the other thingsHitler could make from soya oil besides explo sives. He could produce (and we're I 1 ii ETHYL NEWS S ETC 22949 doing all this in the United States today) glycerine, printer's ink, waterproofing for umbrellas and other fabrics, leather dressing, paper coating and sizing, lubricat ing oil, lighting oil, enamels, var nishes, paints, soap, rubber substi tutes, and lecithin. What is lecithin good for? Well, it makes an excel lent coating for chocolate confec tions -- keeps them fresh and adds a certain nutlike flavor. It's used in the manufacture of linoleum for your kitchen floor, and rayon for eking out the country's supply of silk. And it's used a good deal as an anti-sludge stabilizer in gasoline. -- and Soya "Wool" Most of us recall a newspaper picture some months back of Henry Ford whanging an axe into the rear of one of his cars. He was demon strating, dramatically, the toughness of a trunk door made of soya plas tics as compared with a similar door made of standard sheet metal, in which a similar axe-blow left a gap ing wound. Such pictures and stor ies have done a lot to make the pub lic realize how much pioneer work Ford has done in finding industrial uses for the soybean and other prod ucts of the farm. In the past few months alone his laboratories have developed water paints from soy beans which stand up under a lot of abuse from the weather and which photograph poorly from the air. They are thus excellent for camou flaging buildings, an important phase of defending our industries from at tack -- and have the further advan tage of being easily washed off after the need for camouflage has passed, provided they are applied over the proper preparatory base. Soybean meal, made into a protein solution, can be coagulated into thread for ETHYL NEWS ETC 22950 fibre; this fibre has possibilities of replacing wool, which is now on the priorities list. It resembles wool in its general characteristics, has a natural crimp, and is about 80 per cent as strong, with good possibili ties that the strength will be in creased. Ford fibre has been used by commercial mills to augment the supply of wool; apparently it will eventually make satisfactory felt blankets, hats, sweaters, and suits. Henry Ford has a suit made of 25 per cent soybean fibre. His High land Park mills, set up originally as a pilot plant, produced 1,000 pounds of fibre a day at half the cost of sheep's wool before they were moved to Dearborn to go into increased production. Robert Boyer, his brilliant young soya re search chief, points out that two acres of land used as grazing pas ture for sheep will produce eight to ten pounds of wool a year. Two acres planted in soybeans will pro duce 400 pounds of protein suitable for fibre. Plastic Plane Bodies Boyer's most interesting contri bution, however, has not been soybean cloth or even the plastic dashboards and instrument knobs he casts in such bright colors. He has devised tough, lightweight fibreand-plastic sheets suitable for mould ing into automobile, jeep, or air plane bodies -- tough enough to re sist even an axe, as Henry Ford dem onstrated for the newspaper pho tographers. In these structural sheets, soy bean meal furnishes the bonding resin rather than the actual fibre. (Experiments with soya fibre show that it produces very hard but very brittle sheets.) Long and short fibres of hemp, flax, and ramie are mixed and floated in water into a mat which is roughly the shape of the mould to be used. This mat is dried and impregnated with the soybean resin binder, then placed in a mould where heat and pres sure shape it to the proper form -- tough, polished as smooth as the mould itself, already colored with out painting, and practically im pervious to heat or moisture. 6 to 1 Compression. Since this moulding process took six times as long as stamping out steel sheets for bodies, Boyer de veloped a method of stacking six moulds simultaneously in the same Uses run from casting moulds to thread for cloth 1 p l Pies, plastic, protein bread, pork, and beans--all soya press, so the output was the same. And since the plastic sheets had only half the tensile or "tearing" strength of steel, they were made doubly thick -- and turned out to have collision-proof qualities ten times superior to those of steel. No jagged edges, no permanent dents. The post-war automobile body, as Ford envisions it, will be made of these plastic forms bolted in place to a tubular steel framework which will replace the conventional chas sis. The body will weigh only half as much and the car as a whole will weigh only 8j per cent as much as the 1942 models did. One company is now making military aeroplanes with moulded bodies in which soybean resin is used as the waterproof binder. Con trols and ignition parts on many planes are cast of soya plastics -- and the sand cores used for cast ings, both metal and plastic, in many defense plants are held to gether with- a soya binder. This war .has truly been an incubator for the soybean, giving it new life in a hundred new uses which would have been beyond the con ception of those besieged mer chants who first ate the bean in desperation so many centuries ago. It's Still Food But let us not lose our perspec tive, and succumb to the popular misconception of soybeans as being primarily grown for industrial uses or for sauce in Chinese restaurants. Only five per cent of the soybean meal produced and only fifteen per cent of the oil extracted go into industrial use. Soybeans are still primarily a food crop, for animals and for us. If we have to feed half another continent after this war, we-could not ship any other food as nutritious, as full of minerals and vitamins, as rich in protein, as versatile in such a variety of dishes and forms, as the soybean -- and this is worth noting, since we may find ourselves the Granary of De mocracy after we get through being its Arsenal. ETHYL NEWS 0^ North Pole view: Kamchatka and the Aleutians point at Japan TRETCHING SOUTHWARD FOR 75O S miles from the eastern end of Siberia like an accusing finger is the bleak and desolate Kamchatka Peninsula, owned by Soviet Russia. The southern tip of the dagger shaped peninsula is separated by only seven miles of water from the northernmost of Japan's Kuril Is lands. Its foremost settlement and naval base, Petropavlovsk, is 1,440 miles from Tokio. Reaching toward it like stepping stones from the southwest comer of Alaska are the American-owned Aleutian Islands, about 80 of them in all. These inhospitable volcanic isles extend westward into the Pacific for 1,600 miles, reaching a point about 600 miles from Kam chatka. Between them and the pen insula are two additional stepping stones, the Soviet Komandorskie, or Commander Islands. Nine-Month Freeze The Kamchatka Peninsula has an area of approximately 105,00-0 square miles. It has a reputation as one of the most inhospitable and desolate of Nature's regions. Chilled by a cold ocean current at a posi tion between the 50th and 60th de grees of latitude, the peninsula has a frigid winter which lasts for nine months, during most of which time the rivers are frozen solid. Menacing Volcanoes Blinding snowstorms, terrible in their violence, often prevent any sort of travel in winter, and in the summers there are frequent fogs. Swarms of mosquitoes add to the discomforts of life during the brief season of mild weather. Mountains and tundra waste cover much of Kamchatka. Dense ETHYL NEWS tr _ ETC 22953 Alschovnik jungle, growing to a height of seven feet in summer and so tough it is difficult to cut with an axe, flourishes close to the settle ments and makes penetration into the interior difficult. Offshore reefs are a source of peril to mariners. Fishing by Consent Earthquakes are frequent in this region, which claims many of the world's most active volcanoes and counts among its outstanding fea tures both hot springs and glaciers. The chain of volcanoes on Kam chatka is part of the great Pacific ring of volcanic activity, which be gins in Java and extends through the Philippines, Japan, the Kuril Islands, Kamchatka, and the Aleu tians to North America. Highest of the peninsula's volcanoes is Klu chevskaya, which towers 16,130 feet above sea level and is the loftiest ac tive volcano in the Old World. On the other hand, Nature has been generous in certain respects with this little known section of the earth. Tremendous natural wealth in the form of teeming fisheries, ex tensive mineral deposits, vast stands of forest, and abundant animal life which provides valuable furs and skins for distant markets, is found here.' Cod, salmon, herring, and prized giant crabs rank high among the fishing catch. In offshore fishing grounds the Japanese have been sharing in the take under an an nual lease arrangement. Gold, pe troleum, iron, coal, and copper are among the mineral deposits of this part of the Soviet Far East, which Russian authorities have blueprint ed for more intensive development. In recent years the Russian Gov ernment, in accordance with its long term policy of developing once re mote and unpeopled districts, has reported considerable pioneer activ ity in Kamchatka. Before the first World War the peninsula was in habited by an estimated population of less than 12,000. Most of these were reindeer-raising tribes of no mads and primitive hunters and fish ermen. By 1935, however, this figure was reported to have nearly trebled. In one three-year period, Soviet au thorities stated, some 13,000 settlers were transported to the area and provided with housing, educational, and other facilities, as well as farm machinery and factory equipment. Vegetable and grain farms were set up, following experiments in producing plant life hardy enough for that climate. Livestock stations were established and new methods undertaken for the rearing and con servation of fur-bearing animals. A number of canning factories was built and new fisheries equipment provided. Air service has been in augurated. Russian Corregidor The chief city and port of Kam chatka is Petropavlovsk, which has a population of about 2,000. Lo cated on the southeast coast, it maintains regular sea and air com munications with other Russian ter ritory across the Sea of Okhotsk. In normal times regular sea lanes The islands, which have an area of 6,391 square miles in which dwell only 3,000 inhabitants, present a dis mal and barren appearance, yet they The first survey of this bleak land contain grassy valleys that support was made in 1725. cattle and in which vegetables are In 1850 Petropavlovsk, because raised on small farms. Like Kam link this port with Vladivostok on of its excellent harbor, became the chatka, they have an abundance of the Siberian mainland, Russia's Cor- main base of the Russian Pacific fish and of fur-bearing animals. On regidor in the Far East. These com naval squadron. From this base the the 2 j major islands there are 48 vol munications, however, would be vir Russian fleet sallied forth in 1855 canoes, many of them active. tually impossible in the event of to drive off attacking French and war between Japan and the Soviet English vessels. Seventeen years la Verdant Valleys Union,asVladivostok is almost com ter, in 1872, the chief center of Rus The United States acquired title pletely screened by Japanese islands sian military and naval defense in to the Aleutians in 1867 as part of & which lie between the two ports. the Far East was shifted to Vladi the bargain in the purchase of vostok, its present location. Alaska from Russia. The total sum Russian Naval Base Shortly before his death, Peter paid for this entire vast area was Both Kamchatka and the Aleu the Great of Russia drew up a pro only $7,200,000, a tiny sum com tians were first discovered and ex gram for the exploration of Alaska, pared to the billions and billions ploited by the Russians. The Cos which resulted in the discovery of which are being spent today. sack Dezhnev discovered the Anadir the Aleutians by Russian hunters in Kamchatka and the Aleutians, region of northern Kamchatka in the middle of the 18th Century. The remote and little known now, may 1648. In 1706 revolting natives terrain of these islands is similar to become household words in the burned the Russian settlements and that of Kamchatka and the popula months ahead. A look at the map forts, but they were rebuilt in 1707. tion is of the same racial stock. will tell you why. ETHYL NEW'S ETC 22955 !i I DOWN WE GO! Over 50 mil he deepest well ever drilled Tis Continental Oil Company's number KCL A-z, out in Wasco lion cubic feet of wood were treated last year with petro leum preservatives. Our friend field, California. They hit oil at in the Statistical Department 13,175 feet, but had ambitious ideas and pushed the bit down to 15,004 feet before they stopped. And brother, 15,004 feet is way down! That's further down, for instance, than the average depth of all the oceans in the world -- two and estimates for us that this is enough bug-proof wood to starve the combined termite population of Arkansas, lower Tennessee, Saskatchewan and the Orkney Islands. three-quarters times the depth of Grand Canyon. The air pressure at the bottom of such a hole would be two-thirds again as great as it is in your office -- enough to send any Over 22 million barometer reading up "through the barrels of oil last year came top." When the drill churned its from Indian territory. way past the 15,000-foot mark, the string of tools behind it weighed twice as much as Uncle Sam's new giant tank pictured on page 14. Just to see how far down that hole actually goes, suppose you took the fastest elevator in the world to the bottom of it. This would be one of the breath-taking "lifts" that whisk you up to Rockefeller Center's fa mous Rainbow Room in just 20 seconds. You'd have to ride one of them down -- if your ears could stand the pressure -- more than ten oil industry drilled 93,937,717 feet of "holes" in search of oil --17,791 miles of wells. If they kept on drilling at this % ambitious rate, and put all their effort into one well in stead of a couple of thousand, as they did, it would take them minutes! only 444 years to reach China. Sr-Add together all the motor boats of every kind in this country -- yes, counting all the outboards, too. How do you think that figure stacks up against the number of tractors in the land? Wrong again -- the tractors outnumber 'em 7 to 4. ouf of every dollar in tolls col lected at the Panama Canal used to come from oil tankers passing through. the space ei only four years, has jumped from 14th to 4th place on the list of oil-produc ing states. Number one is still Texas, which accounts for more than a third of the total. ETHYL NEWS $ ETC 2295G * (IT HELPS GIVE EXTRA POWER TO AMERICA'S WARPLANES) CU1C Ns. 2... The battery of vperreysnsepceestreoaleryu-m3but~rtstsheesretoisms.a.oktcesodemrtpohrpyeloscsfhiotlroi*nraitdbheoe.vfTeinhiissishuecshdeedpmrtooicdcaoolrmits. Product. CUlfSis. 4...This researchengineer is using an opticalpyrometer to tell, by color, temperature of an exhaust valve in an engine running "wide open." Beeearchia very important in this industry. CU1I Ns. 4...The final due is an easy one--ifyou'reanautomotive or petroleumengineer.These machines are*'C.F.B."knockrating engines whichare used in the six gasoline-testing laborstorise. It's probably no secret to you by now--these are a few pictures of the company that produces Ethyl brand of anti-knock fluid. Oil refiners use Ethyl fluid to produce the high-octane gas olines that give extra power to America's war planes, tanks and other motorized equipment. Fortunately, the Ethyl Corporation has suffi cient plant capacity to supply all war needs without delay and still produce anti-knock fluids for improving gasoline used in the trac tors, trucks, buses and passengers cars of our motor transportation system. 22957 --Mif m TOKIO PAPERS PLEASE COPY Translated, this means: t r "American warplanes--plane for to produce high-octane gasoline: many years of effort in developing plane--can outfly and outfight Nazi and Jap machines. They pack more power, speed and climbing 1. Fast resources of high qualitycrude oil. better fuels for peacetime trans portation. From the very beginning, the ability in every pound." 2. Superior refining processes, de makers of Ethyl brand of anti That's bad news for the Japanese, veloped by the American petro knock fluid have engaged in re particularly since it is something leum industry. search work to improve fuels and they can't do much about. The basic reason American planes are superior is that their en gines are designed for high-octane 3. Adequate production of anti knockfluid to increase octane rat ings of military gasolines. have assisted in the development of engines to take advantage of these better fuels. It is our privi lege today to offer our product and gasoline. And only America has Today our nation reaps the ben our technical experience to the plenty of the three things needed efit of the petroleum industry's cause of American victory. ETHYL BRAND OF ANTI-KNOCK FLUID MADE BY THE ETHYL CORPORATION ETC 22958 In The June, 1942 Women Man the Machines The "man behind the man behind the gun" today may be a woman worker in overalls Things to Come . . . Shortages, scarcities, restrictions: how are they going to change your life? Gibbs Medal to Midgley The man who found tetraethyl lead says we could have grown our own rubber Lead... Ugly Duckling Just "bad tin" to the ancients -- but more important now than gold Streamlined Job Training TWI is Industry's answer to the prob lem of training new hands in war work ON THE COVER ... With Ethyl-trained technicians being called to Washington or the fighting forces, women step up to take their places in Ethyl laboratories -- doing their bit in this war, as we describe it on Page Three > n 3 7 12 15 20 ETC 22960 By next Christmas one third of the working population of America will be engaged directly in war production. By Christmas of 1943 the figure will rise to 20 million or more. Yet the Army is requisi tioning the nation's manpower on an unprecedented scale, and agri culture is facing a 40 per cent short age of labor. Who will man the tools of industry? At the Rivet Guns You've seen the answer already, in the newspapers and the newsreels. Women are moving into manufac turing plants, taking their places at the drill presses, the rivet guns, the towering machines on assembly lines now forging a mighty mailed fist for the Allies. At the beginning of this year half a million women were working alongside the men in our war plants, carrying an increas ing share of the load in the greatest production program ever conceived. Today the figure is 1,000,000 -- and this is only a beginning. By the end of 1942, it is estimated there will be 2,300,000 to 3,000,000 in war indus tries. Thousands of other women are learning to handle jobs hitherto regarded as "man's work," and still others who have worked before in factories are now learning to do l ETHYL NEWS ^ ETC 22961 women's jobs faster, surer, better. "Women in industry" is not a new story. At the end of the first World War there were 2,250,000 active in war production, out of a total labor force of 9,000,000. Wo men today constitute over a fourth of the workers in manufacturing establishments; they dominate the clerical and teaching fields, and have made their mark in professional and managerial work. But women rivet ers, test pilots and shipyard engi neers strike a new and colorful note in the production picture . . . and we're going to see a lot more of them before this thing is over. Women to Take Over Some of Uncle Sam's 1942 war aims are listed as 60,000 planes, 45,000 tanks, 30,000 anti-aircraft guns and 8,000,000 tons of shipping. More than six million Americans are already engaged in that great pro gram; this number must be boosted to 15 million before the year is out, 20 million before the end of next year. This is nearly half the nation's working population -- out of which several millions of the sturdiest and most capable young men have been taken to serve the country in uni form. But war production will not pause; the tools of victory will not stand idle for lack of men. Women will fill the breach. Already they have taken the place of male chem ists who have gone to the service from the Ethyl Corporation; they have been called by the Washington Navy Yard as mathematicians and engineers; they have brought their deft fingers and their skill at preci sion work to the great aeroplane plants of the country. Many industrial centers already are experiencing shortages of labor; the entire West Coast faces a scar city of qualified workers. The labor force of the aircraft factories is made up chiefly of young men from 21 to 31. Aeroplane making must continue 24 hours a day, seven days a week for the duration, and will need thousands of additional women workers as more men are transferred from production lines to active mili tary duty. Aircraft production in March employed 14,000 women workers for light assembly work in 34 principal plants. This was an in crease of 43 per cent over February. This total is still less than five per cent of all productive workers, but new jobs that can be satisfactorily done by women are being found almost daily. It is estimated that women could handle a third of the work in air plane assembly. In Britain they com prise 40 to 50 per cent of the "man power" in aeroplane production. As machine operators, American wo men handle drilling, reaming and countersinking on single, multiple or pneumatic drills; they run small milling machines, turret lathes, small and medium punch presses, angle bending machines and brakes, light grinders, riveting and dimpling ma chines; they do spot welding. In bench work they Show a high ap titude for burring and filing of all kinds, hand forming over template and blocks; tube cutting, bending and assembly.; also in doing electri cal assemblies with complicated wir ing and bending, and sub-assemblies in jigs and at benches. Aircraft work is not the only kind prominently being performed by women. In electrical plants they are assembling radios and winding ar matures. Some girls work at engine lathes and milling machines; others are core makers, some are painters. Still others are employed in the "hammer houses" -- in the noise and din of hydraulic presses, high-speed trip hammers, and other such equip ment. Among experts it is conceded that women make better inspectors than men do, and in small-arms plants women inspect cartridges and polish small parts for rifles. In a fac tory making bandage shears for the government, women do all the shap ing, sharpening, assembling, testing and chrome plating. In rubber fac tories, they work on bullet-proof gas tanks. Needle and thread have been women's tools for centuries, but cutting and stitching silk para chutes is a new departure. Women have a special value in small-arms production, which in cludes hand and shoulder weapons, machine guns and automatic guns of all kinds up to .50 caliber. Ammu nition for these weapons is of major importance in the air. In firing ac tion, an airplane equipped with eight machine guns pours out 1,200 rounds of bullets a minute from each gun. Tens of thousands of airplanes car rying machine guns call for millions and millions of bullets. Because their product is standardized in operation and machining, and because women are particularly well fitted to give the work the alert attention, cau tion and detailed accuracy which it must have, small-arms plants already are employing large numbers. There are nearly 50,000 women on the production lines in 30-odd ammunition plants, loading bags or shells -- and it is estimated there will be over twice this number be fore the end of summer. In Canada last January, women totaled almost two-thirds of all factory employes in rifle manufacture, and in the new Royal Ordnance plant in Wales, 80 per cent of the workers are women. ETHYL NEWS ETC 22962 She remembers Pearl Harbor . . . lefi a widow by the sneak-punch attack, she carries on her private war against the Japs in a California plane plant. Her sisters in industry, at punch presses or on assemblies of delicate electric controls, also "give 'em both barrels" for women, limit their hours, and restrict the operations they may un dertake. Most of the states already have made provisions for modifying these standards where necessary for war production. British experience with women in industry has shown that the snags and difficulties in their employment can be largely over come, and that women can make a tremendously valuable contribution to war production. "Get into the Fight" No laundry, but a plant where ailerons for Army wings are covered Years ago the Germans used to insist that woman's place was in the The same story can be repeated necessary to require certain work home. Kiiche, Kinder, Kirche was 5-.! in various operations of almost every clothes on the job to reduce the an autocratic Prussian slogan. But major war industry, even in making possibility of accident. Caps, for in like so many other Germanic princi tanks or anti-aircraft guns. Uncle stance, would go far to prevent long ples it had no application except in Sam says this story must be repeat hair from tangling in the machinery, repression. In the United States our ed, to achieve our production goals and long or loose sleeves should be traditions are those of opportunity' ... but there still exists a prejudice avoided. rather than repression. The door is against women workers in many Women's machinery experience open to men and women alike in any places where they are considered a is limited, but the British have found field. Women need no longer sit safety hazard, or where their me women apt in mechanical lines when home rolling bandages or knitting chanical ability is underestimated. given the opportunity for training socks when their hearts and fingers Studies made by research groups and experience. In many cases it is ache to "get into the fight." They show that women excel men in op possible to adapt tools and machines can do men's work. They are doing erations that involve the use of light so that women are not barred from men's work. And before this world machinery and which require repe using them. Benches may be made has been freed of the menace it faces titive skill, finger dexterity or accu lower for women assembly workers, today, it is going to feel the femin racy. The average woman's lifting and tools scaled to their needs. These ine touch in a surprising new way strength, says the Department of are minor obstacles in the face of the -- in a new and vitalizing lift which Labor, is about half that of a man; dire need for arms production to our women will give to the all-im her pulling strength about two- day. So also are state protective laws portant program of arms for the thirds. It is pointed out, however, which set the working conditions armies of freedom. that the wider use of mechanical lifting and positioning devices will Power machines, weapons of victory for us, feel the feminine touch make it easier to extend the work of women in the heavier industrial oc cupations. As to the safety hazard, the government believes this is a generality that is not borne out by the facts. Actually, it says, women in industry have a better safety rec ord than men. But as more of them go into industry, it may become ETHYL NEWS m ETC 22964 The reverses the United Na tions have suffered in this war and the prospect of further setbacks before the pendulum swings, means a new design for living for the 132,000,000 people of the United States. Up to very recently, too many of us have given too little thought to what the successive Axis victories have meant for us. The time is not long past when it was widely and mis takenly believed that the United States could win this war without doing much fighting. Our job was simple -- we were to be the arsenal. More realistically, new viewpoints and new attitudes now dominate the domestic scene. It is increasingly being realized that the business at hand is grimmer than was at first thought. More and more as a result, we may expect new basic rules for our conduct in the war to emanate from theWashington hub.These will pen etrate ever deeper layers of Ameri can life until there cannot possibly be man, woman or child in the coun try who will not have a first hand knowledge of what "total" war means. It is no more a question of whether we can do "business as usu al." It has now become k question if we can "live as usual." The plain answer to that is definitely that we cannot. Living as Usual? America, the land of plenty, is short of virtually everything. There are many reasons for this seeming ly paradoxical situation, but chief among them is that we did not pre pare in time for the stupendous task of waging a global war. The aggres sor nations did. Germany started gearing her industrial machine for this war as far back as Versailles. Italy has been in a state of war al most continuously sinceWorld War I. The Japanese actually have been at war since 1931 when they invaded Manchuria, and their industrial pro duction has been accelerated for war since then. The Democracies, on the other hand, have been reluctant to encroach on the living standards of their people, preferring to believe right up to the opening of hostilities that they could have both their guns and their butter at the same time. That this was a mistaken notion is now evident to everyone. But there is an old-fashioned American saying "there's no use crying over spilt milk." Our job now is to catch up. Speed is the watchword in this lightning war, and the problems are many.When this conflict was forced ETHYL NEWS TC 22965 p upon us, we were in the position of the boxer who had not trained suffi ciently to meet a dirty and menac ing fighter. The opening round is now over, and we are warming up. We had, of course, heeded the warn ing signs to some extent. Our expen ditures for armaments at the start al ready were at as high a level as at the close of World War I, although it is well to remember that in that conflict the United States provided only a mere trickle of munitions even for our own troops. For the most part they fought with guns and ammunition supplied by the Allies. In this war, the positions are re versed. We not only have to supply our own men with equipment and food, but a large part of the neces sities of our allies as well. And this we must do with the utmost speed. Ten tanks or airplanes on the firing line today are worth a thousand a few months from now. It has been estimated that the war already has been lengthened by many months because of early reverses as a result of our shortage of materiel. Speed, Speed, Speed Nazis have applied their version of the principles of total warfare to the conquered territory. Men, women and children are fed only if they contribute to the war effort, and the amount of their effort determines their food allowance. The measure of that contribution is all that counts in the conquered countries, and the measuring stick is applied with a ruthlessness hitherto unknown in the world. We cannot go far wrong if we look at World War II as a struggle for and with basic raw materials. It registered on our own home front. Mr * . +T ir^'ii -v 2*J "':-'>v; ,, V -? - 1M Victory suit: no lapel, belt, cuffs Back from the graveyard -- a junked auto body emerges from the hydraulic press as a 300-pound cube of scrap steel for the blast furnace far reaching a part with the average person as did priorities with the manufacturers. Feeding the Giant Priorities and rationing are the in ternational way of waging this war. And just as we have to meet airpower with greater airpower, blitz with greater blitz, so too must we meet the Axis mobilized economy with a better-organized total mobil ization of our own economic re sources. We have long believed in the United States that we were a selfsufficient nation. Yet long before this war, our military authorities had drawn up a list of some 30 raw materials for which we relied on foreign sources of supply. Rubber and tin are familiar, quinine not so well recognized by the layman. Yet 90% of the world's supply of qui nine was furnished by the Dutch East Indies, and the shortage of it when the Japs cut us off was a factor in our loss of Bataan and Corregidor. When our defense production be gan to demand huge quantities of raw materials for which we relied on foreign countries, not only did these deficiencies become acute, but it was found that our supply of other raw materials was not ade quate to feed an industrial giant going full blast on production for a planetary war. The basic pattern was dramatical ly brought home to us when the Japanese sliced through our rubber and tin supply line. We could not get rubber and tin and consequently what we had in stock had to be re served exclusively for war use. The situation was aggravated further be cause the British need rubber too. From having been the largest im porter of rubber, the United States overnight was forced into being an exporter, for we must now supply Britain and other allies what we can from our meagre store until we can remedy the situation. Shortages develop subtly in many cases, as in shipping. Ships are sunk and the tide of war lengthens supply ETHYL NEWS ETC 22967 kx&i Af .^; *;1-; Jsr* '"fj^-r;-V-' '-- -r>~rti 1S>, em f\yi09 ,/.5 K.eP . iIu' fce bo> PiloM* mi1oke to,oU thing available first. What is left Mo more ooveWY ite*0* over is then distributed as evenly and as widely as possible among the forces in the far Pacific. From ra general public. There is about 25% ft tioning in certain areas that require more purchasing power in the coun long haul we now may have to try than available goods. Unless con routes. Our facilities dwindle. At spread the practice more widely un trols were imposed, prices would the same time, the vast needs of the til we can build more tankers or rise to the purchasing power levels. war machine demand greater quan pipelines. These in turn require steel But by draining off the excess 25% tities of raw materials. As these es that is sorely needed for military purchasing power in taxes and war sentials are given priority on cargo uses, and may not be available for bonds, prices are held down. And to ship space, coffee and such like must civilian projects for some time. insure an even break for everyone be left behind on the docks, and the need for rationing coffee to con Made in Germany in the distribution of available goods, rationing is resorted to. sumers develops. These shortages In broad terms, the problem of One way of stretching available tend to spread to other commodities. shortages is being fought by build supplies is to strip them of non-es Tin is cut off and canners look for ing up supplies, cutting down on sential frills and doodads. This will substitutes. The substitutes become non-essential use wherever possible, increasingly become a prominent scarce and must be rationed. And and directing available supplies into feature of the daily scene. It already thus the search for substitutes wid war channels. That's where the av has come home to the general public ens. erage citizen enters the picture. Ac in Victory model clothing where An example of the shortages prob tually, there are two standards of pocket flaps, trouser cuffs, lapels lem is oil. Tanker losses have forced living in the country today, and this and similar decorative features are rationing of gasoline along the At unsatisfactory state of affairs was eliminated. Two inches will be cut lantic seaboard. The loss of Dutch made in'Germany. First things first off tucked-in ends of shirts, and East Indies oil places further restric in this war means that the fighting nightgowns and underclothing will tions upon us, for we now must di forces and those engaged in essential be regulated under rules similar to vert tanker space to supplying our war work receive the best of every those for outer clothing. Expect a ETHYL NEWS 0^ ETC 22968 V further curtailment in civilian pro duction of shoes because of a diffi culty in obtaining sole leather; and shoes may not have eyelets. Copper jewelry is out for the duration. As the need arises, these efforts to save material of all kinds will be extended into practically all phases of our daily life. The War Production Board's sim plification branch is pushing for a sharp reduction in the number of sizes, shapes, colors and grades of various products. Thus, bottle man ufacturers and glass container mak ers have been requested to simplify bottle sizes, shapes and finishes. Standardization in manufacture saves man-hours and machinery for vital war needs. New inventory is being streamlined to the Victory model in virtually all goods and serv ices of every-day use.The ordinary citizen not in an essential war indus try must be prepared to get along without many of the things he here tofore thought indispensible to the American way of life. Certain hard ware and kitchen ware already has disappeared from store shelves, and this trend will continue as present supplies are depleted. New automo biles, gasoline and tires, refrigera tors, typewriters, bicycles, already are denied him, and if necessary in the winning of the war, fancy col ored enameled bathtubs and other such hitherto considered essentials will likewise become unobtainable for the duration. stores may become drug stores again; shortages are cutting down gadgets and non-medicinal articles. Services that the average citizen took more or less for granted up to now are no longer available. While the emergency lasts, he will have to manage without store deliveries, air plane travel, easy bank credit and installment purchases. Fast and lux urious non-stop express train service is being curtailed, and unnecessary travel in general discouraged. The emphasis is more and more on stay at home, work hard, get along with as little as possible and buy war bonds. It is the new "thin" economy. So far in our war effort, the MDay program has concentrated on Name? Address? Occupation? What is your minimum need? Sorry -- too muchl production. Priorities, conservation and curtailment have been convert ing the nation's productive capacity to war material and basic civilian needs. Now, price, profit and wage, rationing and distribution control are being riveted onto our economy to prevent the explosion that other wise would occur under pressure of full war production. The President outlined the shape of the things to come in his recent radio talk to the American people. The pill may be bitter, but it must be swallowed, and without the usual sugar coating. It is not all bad medi cine. It might even be a tonic. -- by John P. Knapp UNITED STATES OF AMERICA War Ration Book One WABNIlVe 1 Pewfahwij*! n fcijfc m Tern >W me |MM* tmm, me Beds. may*e twpaM mmimr Uatead Sum* btatalu (w *wb- ialNi*tu tbmf M{ ml WfMUM mt AmUmmmm Orien mi R***- S This k*k M M U trmdnrti. b k kU m4 aM by me m kktf W tk fmetmm M bn h k* hem imeei. mi mjme* rwMl* it Ikrti* * tk Ofr* et Vtste A+nuumm***. m m$emy ml Utilwd tote* Cimuu, ikat l U UW ktd m* m mti. F* car mImw el tbb M k mmy k nfcn (nm <k WUu kj tk OCrt ml IVirc A4oki*t/virw 4 I* tk win dtlwr mt tb bpflwt bM A* thlk lum f At pw M M tk* UA U iM. tfiuirbr Ms lb bek mm* b irffdercj In eiaJlufi with 4m IWplMlM. 4 Amy fer*M b4*| a bat bk mm fatiaa BmtA. b praM? k 4u amd Drug Stores Again Does your chocolate ice cream or malted taste less chocolatey? Blame it on restricted shipping. Co coa beans are getting scarce because of it, and WPB orders have cut sup plies to makers of chocolate syrup, candy and other confections. Drug ETHYL NEWS V bromine could be extracted in com mercial quantities from sea-water, and has made several contributions to the search for synthetic rubber, on which he holds a number of pat ents. In accepting the Willard Gibbs Medal, Mr. Midgley took the occa sion to deliver what he titled "A Critical Examination of Some Con cepts in Rubber Chemistry." Al though we could grow rubber enough to fill our national needs right within the boundaries of our C^<F^^C^i own country, he said, rubber pro duction y has been confined to the tropics because of the ease with which it can be obtained from the hevea tree by cheap labor. He More rubber can probably be covery of tetraethyl lead and the warned against the delusion that grown in the United States compounding of it with other ingre American ingenuity or a scientific than could possibly be consumed, dients to make a practical fuel anti miracle will save the nation from declared Thomas Midgley, Jr., dis knock compound, are the Freon re the "sad day of reckoning" by sud coverer of tetraethyl lead and vice- frigerants -- non-toxic and non-in denly supplying a huge volume of president of Ethyl at a meeting of flammable refrigerating gases which rubber or a satisfactory substitute the Chicago section of the American form the basis of much of today's from nowhere. Chemical Society on May 22. air-conditioning and refrigerating Speaking of natural rubber, Mr. The occasion was the presentation industries. He also had a major part Midgley posed seven questions deal to him of the Willard Gibbs Medal, in developing a process by which ing with fundamental aspects of one of chemistry's highest honors, in recognition of his distinguished work in applied science. This is Mr. Midgley's fifth medal. For several Thomas Midgley, Jr., with the engine in which tetraethyl lead was first tested. On top is mounted the Midgley Optical Indicator years he has been chairman of the board of the American Chemical So ciety. At the annual meeting of the National Achdemy of Sciences last April 28 he was elected to honorary membership with fifteen other fa mous men, including Professor Al bert Einstein. Self-made Inventor Mr. Midgley, originally trained as a physicist, educated himself in chemistry until he is regarded today as one of the nation's foremost re search chemists. Among his betterknown achievements outside the dis- ETHYL NEWS MM ETC 22970 MB "Shorty" Wells with the quickly-constructed apparatus which made tetraethyl lead in one-gallon batches. First run was 0.9 gallon One-cylinder Liberty engine used by Midgley in his 1917 search for high-octane plane fuel. His answer; 70% cyclohexane, 30% benzene rubber which cannot be answered yet, although scientists and technol ogists have been studying rubber for more than a hundred years. The purest natural rubber consists of four principal components, he stat ed: sol rubber, gel rubber, resin, and a sulfur-free protein. Simple but Confusing "Sol and gel rubbers seem to be chemical identities so far as can be determined by chemical analysis, but the difference in physical prop erties contradicts such a conclusion," he explained. "Sol rubber disperses (dissolves) completely in benzene and similar solvents, gel rubbermere ly swells; sol rubber vulcanizes to a useful product, gel rubber, to a leathery inelastic product that is quite useless. "Gel rubber, however, `breaks down' by mastication (milling) in air to give a material quite like sol rubber and which when vulcanized yields a product, in all known re spects, the same as that obtained from sol rubber. To fail to differen tiate between these two forms of rubber is certain to lead to confu sion. "In my opinion much of the con fusion which has existed, and still exists, in rubber chemistry is due to a lack of appreciation of this simple fact by many rubber chemists and technologists." Three of Mr. Midgley's "unan swerable" questions were described as being of technical interest: What happens when rubber is "brokendown," that is, masticated by knead ing in air? What happens in vulcani zation? Why does rubber retract or shrink after being stretched? His four other questions, it was pointed out, are primarily of scien tific interest, but the answers, if ETHYL NEWS ETC 22971 found, may have important bearing on technology of rubber: Are all molecules of sol rubber occurring in nature of the same size or is sol rubber a mixture of molecules of different sizes? As yet, technologists do not even have pure sol or pure gel rubbers to work with, he continued. If the molecules are all of the same size, what is their molecular weight? What is the structural formula of rubber, that is, how are the atoms assembled that make up its mole cules? If rubber molecules are open chains of atoms, what are the groups of atoms at their ends? "The detailed chemical reactions which are involved in the break down of rubber are not at all under stood," Mr. Midgley said, "yet the conditions which produce break down and the results have been stud ied by many investigators with fair agreement. "It is now over one hundred years since Goodyear discovered vulcani zation," he pointed out. "Broadly speaking, vulcanization is a process whereby a semi-useless vegetal prod uct is converted into the most amaz ingly versatile raw material the world of industry has ever known. Mysterious Molecules "And yet, after a century, rubber chemists are in less agreement on the nature of the chemistry of vul canization than Goodyear's neigh bors were that he was crazy. Nor has a Hall of Fame jury yet been se lected with brains enough to honor Goodyear's memory as it deserves. It is all most astounding but so also is vulcanization. There are several theories to ex plain vulcanization and also the elas tic quality of rubber, Mr. Midgley declared, but pointed to weak spots in most of them. He mentioned both Shecklock's and Mack's explanation of why rubber molecules may re tract although molecules of paraffin, similar in structure, do not have this quality. "I am not qualified to criticize either of the above theories," he con cluded, "but I do feel qualified to criticize both rubber chemistry and chemists for not having mastered either of them more thoroughly. That they are difficult to master is no excuse, for the rubber chemist who expects to serve humanity well must be prepared to master things more difficult than either of these theories." k UCLV DUtKIinC The aphorism that time brings many curious changes is well exemplified by the history of lead. From what has been called "the vil est and most abject of metals," lead has steadily grown in importance until today it can rightly claim clas sification among the "precious" met als. Throughout the centuries until the advent of modem chemistry, mankind generally entertained a mean opinion of lead. Yet today many of our important industries would be severely handicapped if lead were not available, and the character of this blitz war would be vastly modified without this dull metal. The alchemists, who considered lead the oldest of metals, were con cerned primarily with turning it in to gold by means of a "philosopher's stone" which they never found. The wiser chemist of a later day is more practical. He has learned how to turn lead into gold by making it serve mankind in hundreds of im portant ways. A small lump of gold could always buy a large load of lead, but the mere economic law that set the price of gold higher simply because of scarcity value has no validity in this day of value meas ured by use. Lead has been of practical value to human progress for centuries, both in war and in peace. Few real ize how much we depend on it to day. But it did not achieve this prominence "over night." For hun dreds of years little use was found for it, and even in recent times, lead was considered a waste product in the extraction of the more highly prized silver. "Kuranga" -- Bad Tin The history of lead reaches far back into the mists of antiquity. It was known to the early Egyptians, Hebrews, Phoenicians and others. It bore at least 30 names in Sanskrit, some of them in common with tin. Tin in Sanskrit sometimes is called "kurupya," meaning bad silver,while one of the names of lead is "kuran ga," or bad tin. The method of sep arating gold and silver' from other metals, and of refining them by use of lead are described in the Old Tes tament. Today lead plays a vital role on the fighting fronts. Modem armies, navies and air forces employ lead in numerous forms and for numerous purposes day in and day out. The most obvious and perhaps indispen sable wartime use of the metal is for bullets. No other material or metal serves as satisfactorily in that capac ity. The heaviness of lead, a prop erty not possessed by other common, low-cost metals, enables a bullet to retain its initial velocity, and is a fac tor in its accuracy at long range. The amount of lead consumed in bullets totals many thousands of pounds. Nearly 30 pounds are re quired for each 1,000 rounds of .45 caliber ammunition, and about 16 pounds per thousand rounds for the .30 caliber ammunition used in our new Garand rifles. In World War I, when the fire power of the fighting forces was much less than it is today, the United States alone produced nearly three billion rounds of car tridges. The usefulness of lead in ammu nition does not end with the bullet. It also has a function as a detonator in the cartridge primer which ignites the powder that propels the bullet. But important as bullets are, modem armies require more than ammuni tion. Military strategy today is based on mobility and speedy concentra tion of men and materiel at desired points in large force. Essential are planes, tanks, trucks, warships, tor pedo boats, submarines--a vast array of massive and complicated ma chines of war. Lead enters into the building and operation of all of them. 100-Octane Ughtning In World War II lead plays a new and extremely important role -- as an ingredient of high octane gaso line. All of America's fighting planes today are designed for 100 octane gasoline, which means that they will outfight and outfly anything the Axis powers can put in the air. Put in the simplest possible terms, 100 octane aviation fuel is made up of a superior base gasoline, a high octane blending agent or mixture of blend ing agents and tetraethyl lead, a com pound produced by the reaction of ETHYL NEWS ^ ETC 22973 I ethyl chloride with an alloy of sodi um and metallic lead. Tetraethyl lead, or just plain "lead" as it is called in the petroleum industry, is an im portant component of all high-grade gasolines; it is indispensable to ioo octane aviation fuel. It provides the final boost which pushes an already high grade fuel up the octane scale to the ioo mark. Those extra octane numbers enable our engineers to de sign planes that will fly faster, fur ther and carry larger loads than those of our enemies. From the standpoint of tonnage, lead's most important war function is in storage batteries, which are in dispensable in today's military oper ations. Batteries propel submerged submarines, operate lights, signals and other electrical devices on sur face vessels and in airplanes. They "turn over" the motors of torpedo boats, tanks, trucks and auxiliary field equipment. Undersea Batteries The quantity of lead required to supply this nation's armed forces with storage batteries is not easy to determine, but some idea can be gained from the character of the batteries used. The average automo bile storage battery contains three cells, and from aw-to 25 pounds of lead. The battery room of a sub marine contains from 200 to 260 cells and from 200,000 to 260,000 pounds of lead. Each cell has ap proximately 100 times the capacity of the average automobile battery cell. Some of the bigger submarines contain as much as 500,000 pounds of lead. So-called standby batteries on battleships and other large naval vessels are somewhat smaller in size, having cells about an eighth the size of those on submarines. Next in weight and size are those on torpedo boats, large tanks, trucks and other Diesel-powered vehicles. Airplanes are fitted with a 6-cell battery. Less impressive in terms of ton nage than storage batteries, but equally important in the operation of military equipment is the use of lead in the alloy linings of engine and machinery bearings. Lead is practically a self-lubricant. The amount of it in bearings varies wide ly, ranging from fractions in some silver and tin alloys to 10% or more in bronzes, and to lining materials made principally of lead hardened with tin, antimony, copper or arse nic. Because lead "conforms without breaking," it is widely used along with tin in a class of babbitt metal for automobile engine crank-shafts and connecting rod bearings. Lead also plays its familiar role in the protection against rust and the elements as a paint pigment. Practi cally all war equipment needs a pro tective coat of paint. In war as in peace, paints containing red lead and white lead are a frequent specifica tion where metal surfaces must be preserved. Lead compounds such as red lead and white lead are standard protection for iron and steel. Red lead, particularly, has a peculiar abil ity to stick to metal. The tonnage of lead turned paint, as red lead and white lead, is per haps greater than that for any other use. Lead covered cables require up to 200,000 tons of lead a year, and the making of insecticides takes about 16,000 tons yearly. Protective Wrapping No use of lead in its metallic form is more essential to modem life and industry than its employment in sheets, pipes and coatings on other materials. In the chemical industry, lead plays a leading part in the han- ETHYL NEWS ETC 22974 dling and manufacture of sulphuric acid, that chemical reagent that has such wide and important industrial uses. This efficient combination of hydrogen, sulphur and oxygen lies at the very foundation of most of our chemical arts and industries. We live increasingly in a chemical age, and without lead, our progress in that age would be seriously impeded if not entirely halted. Here are just a few of the various businesses im portant to our industrial fabric that are chemical in their essential proc esses: the making of dyes, paper, ceramics, fertilizer, cement, soaps, paints, foodstuffs, perfumes, glass (good glass often contains as much as 75% lead), drugs, explosives, pe troleum products, storage batteries, leather and artificial silk, smelting and refining of metals and the manu facture of different kinds of steel. If sulphuric acid is not used di rectly in all these industries, it is used indirectly in the preparation of materials that are essential to them including even the manufacture of a great many other useful acids. Jailer for Acids Sulphuric acid owes its wide serv iceability to the readiness with which it attacks all sorts of chemical sub stances and breaks up family rela tions. With such an active and un discriminating agent to deal with, it becomes a question how to handle it while it does its useful work. Plat inum, glass and lead have been found best suited to hold this fiery liquid. But to two of these there are objec tions. Platinum is too expensive, and glass is not practicable for the great chambers used in large operations of modem industry. Upon lead, conse quently, falls the task of playing jail er to the acid. In printing, lead is used in the type, the plates for the press, in the inks and in paper making. For cover ing broad surfaces, it is either rolled into sheets of varying thicknesses, or coated in one way or another upon sheets of steel or other metal. Where the utmost of the metal's character istics is desired, sheets of pure lead or antimony-hardened lead are used, as on roofs, in X-ray rooms, in the chemical chambers mentioned above, and in pumps and piping that carry corrosive liquids. Poison gas shells in World War I were leadlined, else the gases would have eat en the steel. A Raw Material too In the great oil refineries, lead is used not only in pipes and tanks and for linings because sulphuric acid is present, but the metal also enters into manufacturing processes as well. The crude oil in most regions con tains sulphur compounds and tarry substances that the distillation proc ess does not remove. Therefore, the distillates must be refined, and in the refining process, sulphuric acid is used, thus requiring lead-lined tanks holding thousands of gallons, and lead piping. In another refining proc ess, sodium plumbite is used. This, as its name implies, is a combination of sodium and lead. Oil yielding sand in nature's rocky underground often is sabotaged by bottom water leakage. In such emer gencies, flood control thousands of feet underground is accomplished by quick plugging with ropes of hairy textured lead wool. In a wire cartridge, this lead is plugged down the hole and tamped to fill every crack and crevice of water-leaking cavity. No more efficient or faster method of sealing off the unwel come water has been devised. In the rubber industr*y,7 the use ETHYL NEWS BUfi ETC 22975 of lead is important in the vulcaniz ing process and to strengthen such rubber goods as hoods, gloves and aprons for use by persons who work with X-ray. These goods contain as much as 60% lead. Ordinary rubber clothing like over-shoes, raincoats, boots, hose, etc., usually contain from 10% to 15% lead. Dig Most, Use Most The United States normally pro duces a quarter to a third of the total world production of lead, which in 1939 amounted to 1,900,000 tons. Of the other countries, Spain, Germany, Australia, Burma, Canada, and Mexi co have the most important deposits. For many years the world looked to Spain for the greater part of its lead supplies. In 1897, Spain was caught and passed by the United States as a lead producer, but even as late as 1913, Spain was still second only to the United States. We produce more because we use more than any other country. Fortunately, we have an abundant supply. In the United States, Missouri is the banner lead state, with Idaho second. Utah and Oklahoma stand in next position. These four states furnish 8j% of the United States lead production. Although the other states are nor in their class, virtually all western states furnish some lead. In Missouri, where the great St. Joseph Lead Company mines are lo cated, the ore is usually found from just below the surface to down around 600 feet. Deposits are dis covered by test borings, and where these borings indicate commercial quantities of lead ore, shafts are sunk, and in time tunnels push out in every direction. Dynamite hollows out great chambers, and the lead-bearing ore is hoisted to the surface where it is put through a series of revolving ETHYL NEWS rETC 22976 1 crushers and broken up into tiny bits.When the mass has been crushed to particles as fine as sand, it is fed down a long table with water where lighter rock particles are separated from the heavier lead-bearing pieces. Man-made Mountains This separating process is called concentrating, and after passage through the table, the ore particles are called concentrates. The reject ed rock particles are called chats in Missouri, and huge mountains of them are a familiar part of the land scape in every active mining area. There is another kind of separat ing process called jigging. This con sists essentially of carrying the bits of rock upward on a stream of water. The rock bits float more easily in this rising current, and are drawn off over a dam too high for the heavier ore to reach. After this operation, the concentrates are ready for thesmelter where refining operations further purify the metal. Substantial Citizen Lead is one of the most durable of metals. This is so because it forms a protective film (lead oxide) on its surface in a union with oxygen, and "rusting" stops there. If scraped away, the chemical action repeats and again stops with the thin film. In the National Lead Company of fices in New York is a two-foot long piece of lead piping dug up in old Roman ruins, which today is as good metal as when first laid down, some i,800 years ago. It shows no further corrosion below the first thin coat ing of oxide. So the Ugly Duckling of the met al family has become -- not a grace ful swan -- but a leading citizen, on whose virtues are based many of the institutions of today's civilization. ETHYL NEWS STREAMLINED JOB TRAINING At a Midwestern machine plant ,, one afternoon not long ago, the president called one of the foremen to his office. "Buck," he said, "I want you to meet Mr. Smith here. Mr. Smith is one of a group of men who's taking time off from his own job to help the War Production Board with their TWI program.", "TWI?" asked Buck. "Isn't that an airline?" No, answered the president. TWI stands for Training Within Indus try, he explained -- a program origi nated by industrial men to increase war production through better training of workmen. New and Better Way "That's fine," answered Buck, "but ETHYL NEWS ETC 22978 where do I come in? I'm a foreman already." Mr. Smith entered the conversa tion. "Buck," he asked, "do you re gard teaching as a part of your work here?" "No sir. I'm more a pusher. If a man comes to work for me he's got to know how. If he can't produce he goes out." "How do you break a new man in. Buck?" "Well," said the foreman, "when he comes in I look him up and down and tell him `There's your machine. The last guy stayed there ten days. See how long you can last.' Then he breaks his neck trying to catch on." The president and the man from TWI exchanged a look. The presi dent turned to the foreman again. Learning a New Skill "Buck," he said, "we're going to see a lot of new men coming into our plant these days. We won't be able to pick and choose from a num ber of skilled hands as we used to. We'll have to take green men and half-seasoned men and train them right here. You and the other fore men in our plant are going to be their instructors -- and to make it easier for you to break them in the TWI has worked out a short course in the art of instruction . . . the ABC's of how to put a man on a new job and get him broken in to it. The course takes ten hours. Mr. Smith is here to arrange that pro gram for you fellows." So Buck McBride and the seven other foremen from the different branches of the plant took the training program to learn a new skill -- that of instructing. So did the job setters, the lead men and other old timers, all of whom were to have a hand in breaking in the new men TWI job-training principles are used in Ford's cadet training school TWI short cuts help inspectors learn their trade at Watertown Arsenal ji A leadman shows how jigs make an intricate wiring assembly manageabhl ETHYL NEWS who came through the gates every day for the new shifts, for replace ments, or to staff the new wings on the plant. At first the old timers sniffed at the idea among themselves. Was this fellow from outside going to teach the old hands how to set up a job, or turn a better piece of work on a lathe? Not at all, he told them. He was there to help them get the hang of passing on their skill to the begin ners -- who formerly had learned the trade by watching and asking questions while they made mistakes, injured themselves or machines, and wasted material. There is no time to day for mistakes or personal injuries, he explained, no machines to spare, no material to waste. He enlisted their craftsmen's pride and their pa triotism in the chore of teaching themselves to teach others -- and they took hold with a will. They learned how to break down each job into a series of separate op erations so the novice could see how it was done. They learned to high light the things they had long since taken for granted -- the key points of a job, the little knacks and short cuts involved, the timing, the "feel" of a tool or machine that enables a man to turn out finished work. When new men were put under their tutelage, some of the old hands showed such aptitude with them that as the plant expanded they found themselves in line for ad vancement. But the greatest enthusiast for the plan is Buck McBride himself. He no longer greets a newcomer with a shot of tobacco juice and a chal lenge to "see how long you can last." He has a step-by-step program that gets better results. He has a time table on how much skill the average man should develop, and how soon. He shows the learner his work step by step, so that no single operation is done incorrectly. He sees that the right tools, the right equipment and materials are ready, and that the machine or assembly bench where the worker will spend his time is properly set up and ar ranged just as he will be expected to maintain it. When the newcomer arrives he finds a gruff but friendly tutor. "Call me Buck, son. Tell me what you know and we'll go on from there. I'll start you off and when you know the job we'll put you on your own. You can always ask questions from Jerry here at the next bench. Keep your eyes open, learn the job right -- and we'll have our eyes on you to see how soon you're ready for the next step. Up-grading is the new rule here. As soon as you can move up the line there's a new job, with higher .pay, waiting for you." Tor Old Hands too Such are the results of the Job Instructor Training work of the TWI -- but they show only one phase of a broad program. In a num ber of shops TWI has materially helped in solving such problems as errors in parts manufacture, break ing in old men on new type equip ment or new jobs they have not handled before, re-training those who have learned the wrong way, or fitting workmen to the tasks for which they have the greatest apti tude and interest so that square pegs won't be stuck in round holes. "JIT" promotes safety practices, helps men learn the correct handling of equip ment and principles of good shop keeping, such as proper piling of material stocks, elimination of un necessary scrap, reducing the num ber of reworked jobs. But "Training Within Industry" covers more than shop routine. It shows the old hands in several dif ferent departments how to analyze their own jobs so they can pass along their know-how to the juniors who will be working alongside them. And as the job is re-appraised new efficiencies are often developed, new methods of cooperating with other departments, in everything from bookkeeping to the broader prob lems of management. Wherever the principles of Job Instructor Train ing will apply to the streamlining of our war production, there you will find a program and skilled volun teers ready for the asking. It is one of industry's own contributions to efficiency -- and to the men who work within industry. To Channing Dooley, of SoconyVacuum, goes the credit for spark ing off the whole program. He and a few men who knew its possibili ties, and are now devoting their full time to developing them, first car ried the idea to the War Production Board. WPB said "Fine--go ahead!" They went ahead, basing the train ing techniques along the lines of job instructing which old "Skipper" Allen first developed at the Hog Island shipyards during the last war. The present plan is a condensed and hard-hitting version of what worked then -- and has worked wherever industry has used it since. Fifty of the nation's leaders in in dustrial training, loaned by their companies to WPB for the purpose, are now busily explaining the pos sibilities of this streamlined method of "how to get a man to do a job better." And they are getting re sults -- as Buck McBride and 70,000 of his fellow foremen in 2300 war plants across the country will tell you with hearty enthusiasm. ETHYL NEWS ^ ETC 22980 WHAT IMPORTANT WAR MATERIAL ARE THESE MEN MAKING? Look at the pictures carefully. We'll give you some hints, but we're ready to bet that few men--even though they may use the product daily--can identify the product be ing manufactured without reading the bot tom ofthe page. 2 These gentlemen are concerned with re concentrating "hydrochloric acid"-- an other one of the chemicals necessary in making our product. You've probably guessed it by now, but if you haven't. . . The product is Ethyl brand of anti-knock fluid, used by oil refiners in the production of the high-octane gasolines which today are giving extra power to America's planes, tanks and other motorized fighting equipment. That is the most im portant job for Ethyl fluid today, but suf ficient plant capacity exists to supply all war needs and still have tetraethyl lead for improving gasoline used in the tractors, trucks, buses, and passenger cars of our motor transportation system. ETC 22981 a high-octane gasoline for war planes and other mechanized equipment. 4. We have adequate resources ofhigh quality crude oil and... S. superior refining processes that were developed by America's petroleum industry and... G. adequate production of anti knock fluid containing tetra ethyl lead. *' * f All of which mmant: r Put those three things together and you know why we and our Allies have the best fighting fuels. 99 American built warplanes will -- plane for plane--outfly and outfight Nazi and Jap machines. For better gasoline makes it possible for the engine designer to build a better engine. Today our nation is reaping the benefit of the petroleum industry's many years of peacetime research. Part of this job has been the years of effort by the technolo gists of the Ethyl Corporation in helping to develop better fuels and engines. It is our privilege today to offer our product, our technical experience and ourresearch laboratories to the cause of American victory. ETHYL BRAND OF ANTIKNOCK FLUID IS MADE BY THE ETHYL CORPORATION ETC 22982 In this issue -- ! , The Sky's No Limit 3 The Channel or the Atlantic -- it's all the same to the big bombers that are going to end this war, says Seversky. Read the history of long-range flights that back him up What Are the Japs Fighting for? 8 How do the little brown sons of Nippon plan to establish their "Co-Prosperity Sphere"? We give you one man's guess as to why even a Jap victory would not make it prosperous .. Invasion Taxi for the Leathernecks 11 The Marines have their own blitz buggy -- a fire-spitting Alligator that swims ashore, smashes through jungles or barricades, and carries the Leathernecks right into battle ; Where Do We Go Without Gas? 15 A dollar-and-cents discussion of what happens when your car stays home in the garage -- and a picture of what's going to happen if we can't keep at least 20,000,000 cars rolling Sell Your Gas to the Farmer! 19 Five and three-quarter billion gallons of fuel is only part of what the farmers of this country are going to buy this year. Here's an expanding market to cheer sales managers Post War Fuels 21 What will cars and fuels be like after the war? A prudent examination by Dr. Graham Edgar of some probabilities and possibilities in design, engineering, and octane specifications ****** Published by ETHYL CORPORATION, Chrysler Building, 405 Lexington Avenue, New York, N. Y. Manufacturers of Ethyl Fluid, used by oil companies to improve the antiknock quality of aviation and motor gasolines July & August * 1942 I ETC 22984 Those who deny the practical possibility of a direct aerial at tack on America are lulling the Am erican people into an utterly false sense of safety which may prove as disastrous to us as the `Maginot Line mentality' proved to France.. .. "As soon as hostile air power can strike across oceans as readily as it now does across narrower waters, the United States will become every bit as vulnerable as England. Broad oceans will then be just so many English Channels, Skagerraks, and Sicilian Straits. . . . "We need only make the assump tion of a vastly expanded aviation range -- an assumption fully justified by the scientific aeronautical facts -- and instantly the exposed position of America becomes evident. "The range of military aviation is being extended so rapidly that the Atlantic will be canceled out as a genuine obstacle within two years, the Pacific within three years. After that, in five years at the outside, the ultimate round-the-world range of 15,000 miles becomes inevitable. At that point any nation will be able to hurl its aerial might against any spot on the face of the globe without in termediary bases." -- So Says Seversky The paragraphs quotedabovewere picked at random from the best sell ing book, "Victory Through Air Power," by Major Alexander P. de ETHYL NEWS ^ ETC 22985 Seversky. Major Seversky is an ex pert. A Russian ace in World War I, he was later an associate of General "Billy" Mitchell and a consulting engineer to the War Department. He is a leading designer of military aircraft and in 1938 set an east-towest speed record of ten hours across the United States in a plane of his own design. Seversky's predictions, startling as they are, have proved to be accurate in the past. In June 1941, he wrote that our projected two-ocean navy would be completed "just in time to have all of its battleships scrapped." On June 17 of this year the battle ship construction program was re vealed to have been scrapped in favor of aircraft carriers. And two days after this announcement, com menting in a newspaper article on the vulnerability of aircraft carriers as revealed in the Coral Sea and Mid way engagements, Seversky wrote again: "Long-range land-based aviation is advancing with such rapid strides that the remaining margin of use fulness for the carrier is certain to be wiped out soon. "It makes sense to convert un finished cruisers into carriers. But carrier construction now under taken from scratch will be com pleted just in time to be scrapped. "Big bombers and torpedo planes with thousands of miles of operating range can be built faster than the carriers earmarked for annihilation by land-based air power. Such air power is the only force that can adequately protect our navy." Let's take a look at the facts on which Seversky bases these signifi cant predictions. Let us look at some of the highlights in the history of long-range flight. In 1919 the oceans which divide this little planet of ours into conti nents began to shrink. On May 16 of that year three U. S. Navy flying boats hopped off from Newfound land. Two of them were forced to land in the sea, to be picked up by the warships lined up along the course, but Lieutenant Commander A. C. Read brought his NC-4 safely to the Azores, then on to Lisbon and London. He was gone two weeks; actual flying time was only 56 hours and 42 minutes. Two weeks later, on June 14, two British officers. Captain John Alcock and Lieutenant Arthur W Brown, took off from St. Johns, Newfoundland, on the pioneer non stop flight across the bleak Atlantic. After 15 hours 57 minutes of flying through blinding fog and icy gales over 1,936 miles of open ocean they came down on the Irish coast. In 1924 America, the birthplace of aviation, appropriately enough sent the first aerial expedition around the globe. On April 6 of that year four U. S. Army Air Corps planes roared into the air at Seattle, Wash. Major Frederick L. Martin, in com mand, was forced out by a crash before leaving the American conti nent but the other three planes made their way safely across the Pacific by way of the Aleutians and Kam chatka to Japan -- a route that may become popular soon for American war planes. On May 9, 1927, Captain Charles Nungesser, famous French ace of World War I, and Captain Francois Coli took off from LeBourget Field in Paris in their monoplane White Bird, bound for New York on a non stop dash across the Atlantic. They were never heard from again. "Spirit of St. Louis " While the world was still won dering about their fate and while other pilots were preparing fever ishly for trans-oceanic hops, a young airmail pilot glided into Curtiss Field, Long Island, after a speedy trip from the Pacific Coast. Charles A. "Slim" Lindbergh made his prep arations quietly but carefully, and on May 20, 1927, he took off alone, Paris bound, in a Ryan monoplane powered with a 200-horsepower en gine. Just 33 hours and 30 minutes later he landed at LeBourget Field, after a solo flight of 3,610 miles ETHYL SEWS $ ETC 22986 which thrilied the entire world. The first east-west non-stop flight from Paris to New York was car ried out successfully in September, 1930, by Captain Dieudonne Coste and Maurice Bellonte in their single engine sesqui-plane, Question Mark. The Frenchmen covered the 4,100mile distance in 37 hours and 18 minutes. A year previous to this flight, Coste and Bellonte had flown the Question Mark to a distance record of 4,877 miles from Paris to Tsitsihar, Manchuria, in 51 hours and 39 min utes. Round the World in 1931 A flight that stirred popular imag ination more than any since Lind bergh's feat was the round-theworld journey of Wiley Post and Harold Gatty in 1931. Leaving Roosevelt Field in a drenching rain on June 23, Post pushed his Wasp powered Lockheed Vega monoplane Winnie Mae to Berlin, then across Russia and Siberia to Alaska and back to New York in the astounding time of eight days 15 hours and 51 minutes, including all stops for re fueling and rest. Not long after Post's return, America regained the non-stop dis tance record when Russell Boardman, former cowboy, and John Polando, ex-auto mechanic, spanned the 5,012 miles from Floyd Bennett Field, New York, to Istanbul, Tur key, in 49 hours and 20 minutes in their Whirlwind powered Bellanca, Cape Cod. Only a few minutes after the take off of Boardman and Polando on July 28, 1931, Hugh Herndon Jr., New York socialite, and Clyde Pangbom, veteran barnstormer, sped down the runway in their Wasp powered Bellanca, Miss Veedol, in a round-the-globe shot at Wiley Post's record. They ran into many difficulties en route and by the time they reached eastern Asia were many hours behind the mark, so they decided to try for the 525,000 prize offered by the Tokyo news paper Asahi for the first successful non-stop Pacific flight from Japan to the United States. They telegraphed for permissionto land in Japan, but started for the island empire before they received an answer. On the way to Tokyo they flew over and photographed, without malice aforethought, many areas forbidden to foreigners by the Japanese military. Our little yellow "brothers" were evidently plotting some deviltry even back in those days, for they were exceedingly touchy about the incident. As a re sult, Herndon and Pangbom were detained for a long time by the authorities and narrowly escaped a lengthy stay in the local bastile. The year 1931 also saw the first mass flight over the Atlantic when ten Savoie Marchetti S-55 flying boats, commanded by Italy's Gen eral Italo Balbo, flew in formation over the 1,864 mdes of water from Bolama, Africa, to Natal, Brazil, on the last of a seven-hop 6,450-mile flight from Orbetello, Italy. The ocean trip took 17 hours and 1 o min utes. In 1933 Post and Balbo bettered their earlier records. On July 22 the redoubtable Oklahoman landed his famous Winnie Mae in New York, after a solo dash which cut to seven days 18 hours 49 minutes the roundthe-world mark he and Harold Gatty had hung up two years be fore. On July 1 of that same year Balbo led away from Orbetello, Italy, a squadron of 25 Savoie S-55 winhull seaplanes, manned by 100 offi cers and men, on a 6,100-mile mass flight to Chicago. They reached the mid-western metropolis, via Amsterdam, Ireland, Iceland, Lab rador, and Montreal, on July 15 in ETHYL NEWS ^ ETC 22987 the total flying time of 47 hours and 50 minutes, after maintaining forma tion, despite heavy fog, on the 1500mile ocean hop from Iceland to Labrador. One plane was lost in Am sterdam on the westbound flight and another on the return trip, but1 3 of them completed the 12,000-mile round trip and gave a startling dem onstration of the future possibilities of long distance military flying. 2400 Miles in Formation The U. S. Navy outdid Balbo in January, 1934, by completing the longest mass flight yet made. Six Consolidated flying boats under Lieutenant Commander Kneffler McGinnis flew from San Francisco's Golden Gate to Pearl Harbor in 24 hours and 45 minutes. This over water hop of 2400 miles in military formation surpassed by almost 600 miles the longest single hop of Balbo and his men. By 1935 long trans-ocean flights had become so commonplace that Pan-American Airways inaugurated a regular service to the Orient. An aerial epic was written in June, 1936, by three Russian flyers, Valeri Chkaloff, Georgi Baidukoff and Alexander Beliakoff, who made the first non-stop flight from Mos cow to the United States over the North Pole. Their plane, powered with a single 950-horsepower en gine, landed in Vancouver, Wash., after navigating a great circle course of 5,288 miles over the pole in 63 hours and 17 minutes. The last record-shattering long distance flight of importance oc curred in July 1938, when Howard Hughes, Pacific Coast millionaire, and four companions circled the globe in the total time of 91 hours, thereby smashing to smithereens all previous round-the-world marks. Hughes' trip was a triumph of sci- ETHYL NEWS ^ ETC 22988 entific flight and his plane, a Lock heed transport powered with two Wright Cyclone engines, was a fly ing laboratory. Aviation had come a long way since 1919! Most of these long distance flights were made in the interests of peace and good will by airmen of Ameri ca and her allies. Will not their pur pose be perverted by our enemies to bring death and destruction to our cities? In regard to this, Major Seversky writes: "Americans are the natural mas ters of the new aerial weapon, if only they become conscious of the fact and act without delay. What enemies can do to us across the oceans, we can do to them even more thoroughly and more decisive ly, because we have more of what it takes in materials, inventive skills, and the natural technological psy chology of our people. Given the appropriate equipment... we can impose a suffocating tridimensional aerial blockade on the enemy. After defeating his air forces, we can smash his economic conduits on the high seas, and at the same time sever the arteries of his life inside his own frontiers." Peace on Earth--by Air Judging from the opinions of Se versky and other experts, air power would seem to be the key not only to victory in this war but to the maintenance of peace after the vic tory. If America, a peace-loving na tion, has the world's most powerful air force, she could enforce peace throughout the globe. With the threat of destruction by American airmen hanging over his cities, what potential aggressor is not going to think long and carefully before plunging the world into another maelstrom? ETHYL NEW'S Seversky, super-bomber prophet, with Jacqueline Cochran nr. . 3 ETC 22989 WHAT ARE THE JAPS FIGHTING FOR? By Roger C. North It is a safe guess that the Japanese had no thought of conquering or subjugating America when they blitzed Pearl Harbor. Any talk, about "dictating the peace from the White House" is for home con sumption. Neither were they com mitting hara-kiri. They wanted eco nomic lebensratmt; they had calcu lated the cost, down to the last yen and the last soldier, and the gains appeared worth the sacrifice. So they chose the time and place and started shooting. What "gains" did Japan expect, and how was she to get them? Primarily, the Japanese wanted to throw the white man out of Asia and run that half of the world for themselves. They would then con trol the world's basic supply of rub ber, tin, silk, pyrethrum, and such medicines as quinine, camphor and menthol. Their monopoly of Asia's oil would be a stranglehold, giving them absolute control over indus try and transportation. From the subjugated countries they could import all the raw ma terials they would need; with sub jugated labor they could manufac ture finished articles at a trifling cost. They would be the sole sup pliers to all the people of Asia, and as their industry grew they would also flood the markets of the world with goods at prices too low for competition, yet high enough to in sure a profit of several hundred per cent. Such was the dream behind the bland, saturnine eyes of the sons of Nippon. Coolly they estimated their strength. They had so many ships and planes, so many fighting men. What key spots should they attack to neutralize American fighting power? Could they knock out these armed bases sufficiently to win the territory they wanted before we recovered from the blow, built and equipped a strong fighting force and hurled it upon them? They added up their figures on American strength, which had been gathered by a vast, semi-professional spy system -- the most industrious in the world. They compared their navy with ours, and the relative speeds of the shipbuilding program in each country. They plotted world-wide strategy in Berlin and brought German technical and mili tary experts back to Tokio. On paper it all looked good. Through quick and daring actions they could take the objectives they needed, and consolidate their hold ings before America could unseat them. As they visualized it, they would then be in a position to nego tiate a peace with us by giving us back the Philippines and other pos sessions whose integrity we had un derwritten, in return for our vacat ing Asia. But they were overlooking certain things which did not show in their statistics. For one, they did not count on the electrifying effect of Pearl Har bor on the American people -- weld ing 130 million contrary-minded in dividuals overnight into one united nation, fighting mad and determined to build an army and a navy, guns and planes, no matter what the cost. They thought we would go right on hampering our own war effort by indulging in the luxury of argument, criticism and contention. We didn't. In six months we got our war plants actually producing the goods in awsome quantities, our training camps turning out soldiers and sailors at a rate unprecedented. We didn't give the Japanese time to consolidate what they had taken while we sat groggily on the canvas wondering what hit us. which didn't show in their spies' re ports. Man for man, plane for plane, ship for ship, Americans can fight better than the Japanese. Contrary to our cocky notions of 1941, Japan ese soldiers are well equipped, well trained, and brave. They are good fighters, but they are no match for Americans. This is not patriotic braggadocio, it is a matter of record -- the heroic record of the Marines on Wake Island, the foxhole fighters of Bataan, the Flying Tigers of Major Claire Chennault -- all of whom have taken a terrible toll of the Japanese, fighting on a shoe string without reinforcements. It is the record Americans made in the Coral Sea, at Midway Island and in the Aleutians. Our democracy is not so decadent as Axis propagandists would have people think. In six short months we have sunk half the Nipponese navy and most of their aircraft carriers. Aside from American unity and aside from our fighting prowess, there is a third point which did not count heavily enough in the reck onings of the war leaders -- the char acter of the Japanese people. It is hard for Americans to understand .the Japanese mind: it is such a con fusing compound of servility and boldness, of fatalistic calm and fanat ical drive, of selflessness combined with cocky swagger, of inscrutable subtlety and ingenuous gullibility, that we Westerners look on the Japanese as a people of mystery. One point especially that has es caped us -- and this point seems also to have escaped the military leaders when they laid their plans -- is that under the placid, fatalistic calm of the Japanese there is a tremendous excitability. Given a great enough stimulus, they are as volatile as the Italians. When things start happening too fast for the Japanese to comprehend, they go to pieces. Doolittle's air at tack on Tokio produced as much panic as a similar attack on Rome might have -- indeed, he declared afterward that the frantic reports of the devastation which the Japanese radio poured onto the air, before the authorities got a grip on themselves and censored the news, were the best index he had of the damage his men had accomplished. When an American "mosquito boat" flitted into a Japanese-held harbor in Bur- 1 Every one in the family can spare some rubber or metal tpvmpsr.i&varmmMiii, ,1.,i ;j'U jr .j'ijjj .i. 1'jj. u. 1 1 j Wt: V I They're Good--We're Better Secondly, they overlooked an im portant item in our fighting strength ETHYL NEWS ETC 22991 I. sure -- but we can climb out of it. How about tin? We can import it from South America -- not all that we'd like to have, but enough so that by salvaging soup cans and tooth paste tubes, making our containers largely out of plastics, we can get along very nicely. Daily discoveries, and improvements over yesterday's discoveries, point the way to an economy with a low tin content. We Invent Substitutes ma some months ago and sank a small warship in the dark, Japanese newspapers afterwards gave great space to describing a monstrous secret weapon which the Americans had employed -- "a giant flying thing, firing in all directions, with great flapping wings." In the battle of Macassar Strait Japanese gunners got rattled and fired on their own ships .... What havoc would be raised in Japan by a four-figure bombing raid such as the RAF has made on Cologne and Essen? We have the planes to do it -- and there are still some airfields within strik ing distance in both China and Siberia. But the main thing the Japanese warlords overlooked, when drawing their blue-prints for this war of economic self-betterment, was that in cornering the world's primary supplies of rubber, tin, quinine, camphor and menthol, they might be killing the geese that were to lay the golden eggs for them. How much good did Japan's monopoly on silk do, after we decided to do without it last year? When they sliced through our rubber supply we doubled up on transportation, began to treat what ever tires we had with kid gloves, collected and reclaimed used rubber, and launched into the manufacture of synthetic rubber -- undertook it with such gusto, in fact, that sales managers and scientists are already noisily debating which is the best kind of synthetic rubber and which is the best raw material, the best process, for making it. By 1945 the South American rubber crop will ease our problem somewhat. Mean while, research uncovers the fact that everything from the rustic milkweed to the sophisticated poinsettia can make a patriotic contribu tion in the form of natural rubber -- grown right in our own back yard. Thomas Midgley, Jr., Ethyl vice-president who grew up in the tire business and who holds several patents on synthetic rubber, de clared only a few weeks ago that we could have grown all the rubber we need if only we had started some years back. The Japs have put us in a hole, Chemical research, a field in which American ingenuity has produced such marvels as Nylon, plastics, quick-drying enamels, Cellophane, and the world's most powerful highoctane fuels, may be expected be fore long to announce the discovery of substitutes for camphor, menthol and quinine -- as it already has for pyrethrum. This substance, not long ago considered indispensable in mak ing insecticides, has been supplanted by synthetic materials produced in American laboratories, fully as eco nomical and effective as the world's finest. So even according to their own plans -- which of course were pred icated on victory -- the Japanese would not win the economic bene fits they are fighting for. Mr. Moto miscalculated, it seems. It is too early for us to crow about victory, when he still has some victories of his own up his sleeve -- too early to pat ourselves on the back, when thousands of fine American boys who are laughing today are marked for death before the fight comes to an end. But it is not too early to size up the situation for ourselves, and check our estimate of the outcome against Mr. Moto's estimate. By our figures the Japanese have out matched themselves. We will dictate the peace -- from the White House. ETHYL NEWS ETC 22992 Out of the Florida swampland has come a new breed of alli gator -- formidable in size, tough skinned, fast-moving on land or in the water -- which nothing short of cannon fire will stop. It is a roar ing, fire-spitting demon that slices through tangled jungles, claws its way through mudholes, crashes hell bent into the toughest trees and leaves a swath of broken timber in its wake -- but to Uncle Sam's Ma rines it's a docile steed they look for ward to riding up hostile shores on Invasion Day. This "Alligator" is a tank that swims. Open topped, it runs on caterpillar treads fitted with pro jecting blades which carry the thing across the land at nearly tank speed or "dog paddle" it through the water at a fair clip. These blades are made of duralumin to carry the weight of the tank and to cut through trees or dig into rocky terrain without breaking. It was devised and constructed, after years of hard work behind closed doors, by wealthy young Donald Roebling. Roebling, scion of the family of philosopher-engineers who spanned the gorge below Ni agara Falls in 1850 and later built the Brooklyn Bridge, could have joined his brothers in the famous Roebling cable and wire rope business, but chose instead to follow a project suggested by his father. In the Flor ida hurricane of 1933 his father ETHYL NEW'S ETC 22993 had been unable to rescue a number of people marooned in the Ever glades and other marshy spots. He asked Donald to devise a rescue ve hicle that would travel successfully on both land and water. Young Roebling buried himself in a workshop on the family estate for six years, to emerge finally with what he called his "Alligator." When the shop doors opened one afternoon and the strange creature lumbered forth for a test run, the easy-going Floridians were startled. At first it waddled like a real 'gator. Then Roebling gave it the gas -- and his alligator leaped forward across the Florida land scape at a lively clip. It turned about, headed for the beach and waded into the water without a pause. The crowd gasped and held its breath. But no one had to rescue it. The Alligator paddled about, very much at home and maneuvering with sur prising sureness. When the splash ing fins got a good bite in the water they moved the floating monster at a creditable speed. The Alligator Enlists So Roebling, calm but happy, headed his obedient monster for home and set to work on further improvements. His humanitarian res cue vehicle was a success. But a larger destiny was waiting for it. War was fast approaching. The inventor offered his Alligator to the Navy. Navy officials were interested. Here, they suspected, might be the landing barge they had been seek ing. They tested it under every pos sible condition. They watched it leap from a six-foot seawall into the Gulf of Mexico without capsizing, and without even wetting any of its 30 passengers with flying spray. They watched it crawl out of the water, climb a steep bank and cut its way through heavy jungle growth, its endless chain of sharp fins chopping a path like so many machetes. They noted how easily it turned. They found it could be slung aboard a ship with a crane and as easily dropped over the side. The Navy took the Alligator to its heart. Proudly they compared it with the invasion barges of other navies. The Alligator was the only one powered by a stock model automo bile engine. It was propelled in the water by the churning blades on their endless belts, instead of the outboard aeroplane propellers, so clumsy and dangerous, or the un derwater propellers, so vulnerable in shallow water, which drive all other types of landing barges. They com pared it with the British Commando barge which drops its armored bow piece to let the troops ashore or to land the baby tanks it sometimes carries. But the Alligator, they said, is a tank in itself. It can ferry the troops to shore, carry them up the beach to the enemy and give them a mobile fortress to fight from. The Navy invited young Roe bling to demonstrate his tank for the Marines along the Virginia shore. The Alligator went through all its paces like a well-trained seal, and as the Leathernecks watched it per form they began to grin. Here was their Invasion Taxi, complete with whiz and zip. All it needed was armor plate and guns. They ordered ETHYL NEWS $ ETC 22994 a number of them built -- rush. Roebling returned to Florida to begin production in a small plant. Since then further orders have come in and he has recently opened a new plant in the interior of Florida, where he builds the improved model as revised by the Navy. New orders are still coming in. He expects he will have to expand these plants or build additional ones to care for needs of our own forces and those of our allies as well. The British see in it a mighty handy weapon for the contemplated push against the Hitler continental coastline. This splashing, sure-footed, "get outa my way" Alligator grew out of a little trial model made of a cheese box by Noyes Collinson, a friend of Roebling who first worked out the basis of the land-andwater propulsion device. Collinson schemed up the combination of pad dle wheel and caterpillar tread -- the endless belt with fins on it -- and constructed a working dummy out of an oblong wooden cream cheese box, four spools, scraps of leather and canvas, a dry cell battery and a toy electric motor. The first prov ing ground was a lily pond. When the contraption waded into the pond, paddled across and climbed out on the other side, the inventors held a celebration -- including a christening, when Roebling gave it the name of Alligator. Had he then visualized the finished model of his swampland rescue craft he might have dubbed it an amphibian ambu lance, an aquatic armadillo, or just a boat that climbs mountains. The times have made it a sea-going tank. Built of Stock Parts What improvements the Navy has made along the lines of size, power, and speed over the "pilot" model is of course a secret we don't The amphibian tank will swim ashore and carry soldiers into combat want the Axis to know about -- but we're glad to have them learn that the original Alligator which won the heart of the Marines with its sturdiness and its fighting possibili ties was powered with an ordinary automobile engine of only 95 horse power; and it was built, except for its watertight duralumin body, of stock automotive or mechanical parts such as could be ordered by mail from Detroit. Here is where the particular gen ius of young Roebling shines. Not only did he dream up the design in his head; he worked out the "bugs" by foreseeing, them in his imagina tion instead of discovering them later in elaborate drawings or scale models. He worked out the prob lems of waterproof power transmis sion and submersion-proof engine room; he devised crawler tracks which would chew their way through jungle and yet permit a smooth ride over a hard road at passenger car speed without in juring either the machine or the road. And he did this, as we said, using standard assembly-line parts throughout the machine. While Goebbels was raising such a din over Hitler's "secret weapons" -- which still have not been revealed by the modest Fuehrer -- Roebling was quietly putting standard auto mobile parts together to make the first completely new vehicle to ap pear in ten years. Now see what this means! It means that as fast as he shapes his duralumin bodies he can have the "works" to make them go. They're on the shelf in Detroit, waiting. No elaborate tooling-up for special parts, no assembly line that must be built from scratch. No great capital investment is needed; there will be no vast one-purpose plants standing idle after the war because they can not turn out the goods of peacetime. Best of all, there is no need to train an army of spe cialists in new methods of construc tion, new techniques, or new machines. The Alligators can be ETHYL NEWS 1 1 i ETC 22995 V spawned in great numbers -- omi nous numbers, perhaps, to the Nazis nervously watching for shapes in the mist off thinly-held coasts. Post WarJob Watting But when the war is over -- and this is the happiest speculation of all -- the Alligators will not just be use less, rusty reminders like tanks or field guns, fit only for town memor ials or scrap metal. Draw the sharp teeth of the Alligators -- remove their guns -- and you still have the splashing Saint Bernards of mercy that Roebling and his father dream ed of long before the war came. After the war they can be shipped home and turned over to the Coast Guard, state police or National Guard units for use in saving lives. They can reach families marooned by flooded rivers or isolated by washed-out roads. They can chum their way through mud, ice and snow that would block any other vehicle. On the shoreline, think of the rescues they will aid in. Off the reefs of the Carolinas a ship has run aground and is going to break up -- a 'gator swims out to it, crawls over any reefs that would sink other boats trying to reach the wreck, and paddles alongside to take off passen gers. Off the sandy coast of Long Island or the rocky shore of Maine a fishing party is swamped in high seas and sends up a distress rocket. Today, alert Coast Guardsmen trun dle a high-sided dory into the pounding surf, try to keep it from capsizing as they clamber aboard and drive it through the combers, then fight their way to the survivors and take them aboard the little boat for the precarious journey back through the surf. Tomorrow, with a fleet of demobilized Alligators at their disposal, they can jump aboard their sea-jeeps in a heated garage, open the doors and roll right through the combers while they fasten windbreakers and pull on boots, with nothing more drastic than a couple of high waves coming over to daunt them. The Alligators now have a job to do in rescuing democracy. After the war they can go right on rescuing lives. ETC 22996 UJPWlSL wjUJwjliL CURTAILED AUTO TRAVEL IS going to upset more people than just the Sunday drivers of this country. It's going to throw a good part of our economic system seriously out of joint -- above and beyond what the war has done to it. Because America -- unlike Eng land, France, Germany, or any other country in the world -- has grown up and taken form, assumed its pres ent social and economic structure, on the basis of easy transportation for all men. In no other country do the majority of people live at such a distance from their work as we com monly do. The basis of America's "transportation system" is the aver age citizen's private automobile. Buses and trains carry far less peo ple, even on business travel, than the "pleasure" car does. Brookings Institute estimates that unless 20 million passenger cars stay on the road, the civilian economy will be threatened with serious dis ruption. The resulting extra load that will fall on public carriers would overtax and break down the com mercial transportation system of the country. We will no longer be a mo bile populace. Workmen will be un able to reach their jobs in many sec- ETHYL NEWS ^ ETC 22997 i tions; farm crops will be ruined for lack of hands to cultivate and har vest them; and all the millions of or dinary people whose money comes partly from the free circulation of other people going someplace will feel a drastic pinch in their income. The "tourist business" is a major source of income in several states in this union--even such states as Louis iana, rich in an abundance of miner als, food, fish, and every kind of in dustrial raw materials. Every car that is kept off the road will have far-reaching effects -- on state revenues, real estate values, business at resorts, roadstands and restaurants, garages, used car lots, parking lots and filling stations, pic nic parks and play spots. In the months ahead, the squeeze will get tighter. It already has seriously de pressed real estate values and decid ed the fate of thousands of filling station operators along the eastern seaboard where gasoline is now be ing rationed. The present East Coast oil short age affects more than 11,000,000 mo tor vehicles, 140,000 retail gasoline outlets, and upwards of 1,500,000 home oil burners. The value of real estate in the 17 states under gasoline rationing is figured at about no bil lion dollars, out of a total for the country of about 200 billion. Real estate authorities estimate there al ready has been a depreciation of around ten percent in the value of this 17-state property because of the threat to the motor car. East Coast Statistics The populous eastern industrial area has 36 percent of all the motor vehicles operating in the United States, and 63 percent of all domes tic oil burners. Many oil burners are now being removed in favor of coal, but many furnaces cannot be changed over. About 34 percent of the country's retail gasoline outlets, including 82,000 service stations and 59,000 other stores with pumps, are in the eastern shortage area. Gaso line dealers, with deliveries to their pumps already reduced 50 percent before rationing, figured their in Curtailed travel has hurt evert the farmer comes were cut from 30 to 40 per cent, with the future certain to drag this down farther -- perhaps to the vanishing point. Millions of motorists are at this moment hopefully trying to discov er ways and means to spend their vacations away from home this sum mer without using their cars. But rail and bus service for non-essential mileage also has been restricted. The effect of the loss of this motorist purchasing power on all lines of business is tremendous. Up to the start of the war, the United States was producing and consuming as much petroleum in one year as the total for the first 40 years of the industry up to 1900. We have invested millions upon millions of dollars in great motor highways, and other millions have been lav ished upon auxiliary services for the automobile user in roadside eating spots, camps and playgrounds, va cation spots, hotels and retail stores whose main revenue comes from tourists or transients. There is no easy solution to the problem. We can't simply pull in our belts another notch, Spartan fashion, and live like the Germans, for the reason that America has developed an automobile economy. Our 34,000,000 motor cars are evidence of this, compared with Germany's 2,000,000 -- and we average about 8,500 miles a year per car, at least half of it necessary mileage. The United States Public Roads Admin istration estimates 58.6 percent of passenger car travel is for business purposes, as is all truck driving. This doesn't even take into account trans portation to and from rural schools, which is classified as "pleasure driv ing." The Automobile Manufactur ers Association says two-thirds of all car-owning workmen in the coun try use their cars in driving to and ETHYL NEWS ETC 22998 bn y r- from work. The problem of getting these workers to our vital war plants is beginning to assume important proportions. The National Highway Users Conference states that some 2,300 American cities and towns, repre senting 12,500,000 people, have no it form of public transportation; 872 il have no mass transportation except e buses; and 48,000 (or 29 percent of t all communities in the country) must depend on motor cars for both passenger and freight transporta e tion. They have no railroads. i The automobile accounts for ten 1 times as many passenger miles as > trains do in this country -- nearly four times that of all other means 5 combined. Those are the cold statistics on automobile usage. They give us some idea of the place of the auto mobile in American daily life. But Loss of the tourist trade has thrown many properties back on the banks there is another aspect besides the matter of convenience -- the finan cial side of the picture. Highway merely a decline in road building states, including debt for rural high revenues now constitute the largest and maintenance, for highway reve ways, exceeds $4,800,000,000. To single source of funds for all 48 nue has habitually been used for oth service this huge total will require states, and almost the only source er purposes. In recent years it has some lengthy head-scratching if for a large number of special author gone not only to build roads, but substitute sources of revenue are to ities and districts. In 1941 they ac also for balancing budgets, servicing be found. It is estimated a drop of 25 counted for 37 percent of all state non-highway, county and road dis percent in income from motor fuel, revenues. Motorists have been pay trict bonds, financing unemploy motor license, and general sales taxes ing about one tax dollar out of every ment relief, providingsaid to coun would leave a gap of nearly half a eight collected in the United States. ties, municipalities, school districts, billion dollars to be filled. Where is Gasoline taxes alone have constitut and other uses. Where will the mon this to come from? ed almost half of Florida's state in ey come from to replace these funds Although the cumulative record come, for instance, 13 percent of -- at a time when the war has sent of gasoline taxes for the first three New York State's, about half for other taxes climbing in sky-rocket months this year compares well with Tennessee, and almost 60 percent for fashion? 1941, the future months hold no Nebraska. The Public Roads Ad ministration computes the taxes paid State Incomes Slashed such promising prospect, because of severely curtailed driving. by motor vehicle users in 1940 at Not only do state budgets depend Any lengthy motorless period ob more than $1,800,000,000. These on income from car travel, but high viously would affect bank credit in funds are now shrinking -- and in way revenues and in some cases sales the restricted areas, but it is difficult the months ahead are expected to taxes are pledged or earmarked for to determine to what extent at this shrivel. highway bonds and some obligations stage. Bankers fear it may become The significance of any material of local governmental units. The necessary to freeze loans on proper loss in this state income is more than direct highway obligation of the ties dependent on highway travel, ETHYL NEWS ETC 22999 such as the better grade chain res taurants or wayside cabin establish ments. This situation would not be entirely new to the hard-pressed banks, who for years have had to contend with a similar unsatisfac tory condition. Several states, in cluding New York, have had mort gage moratorium laws for years, and a more serious contraction in motor travel that would affect businesses dependent on the motorist would simply be an intensification of a con dition that has existed since the de pression started. Wholesale foreclos ures for lack of mortgage service are not likely, inasmuch as the banks would much prefer tenancy and its resulting property maintenance. They would take what they could get for the next few years, and hope for better conditions after the war. Aside from gasoline supply prob lems, one unbreakable bottleneck in the whole automobile driving situa tion is rubber. Only one-tenth of the 1941 world supply of rubber is now available for all the United Nations, and bare war needs are five times that amount. The military needs for rubber are tremendous. The eight tires on a 4.7inch motorized anti-aircraft gun use 2,240 pounds of crude rubber, enough for 45'ordinary passenger cars. Next to tires, the greatest amount of rubber goes into insulat ed wire. A battleship uses miles of it. All the rubber ordinarily built into an automobile and on its wheels will make only five of those small liferafts used by our Navy fliers. Seven automobile tires could be made from the rubber for one bomber tire. Fighting planes must have rubber for bullet-proof gas tanks. The Med ical Corps is said to use 250,000 pounds a year for adhesive tape alone. Because of the rubber shortage we may be set back in our war pro duction program, and our vaunted high standard of living may take a nose-dive. Synthetic rubber is our best hope, but it will not be here in quantity for over a year. Research projects for "miracle rubber" to ease the immediate stringency still are "birds in the bush" with produc tion problems to follow any such discoveries. So far only 17 states along the eastern seaboard have been affected by gasoline rationing. The plan for the rest of the country has been postponed until the results of the in tensive scrap rubber drive could give an indication of possible reclaimed rubber sources. Regardless of the results of the drive, the amount of rubber now in the United States is all that we have for many months to come, and there is little reason to believe that we can afford to use up the stockpile of tires on cars on the road at the rate we used to. President Roosevelt's phrase, "War of Survival," best describes what the shrinking segment of non war business is now up against. Gasoline rationing, car-pooling and the 40-mile-an-hour speed limit are plans designed to keep as many private automobiles as possible on the road so that industries and rev enues will not be entirely killed. Stretching the life of the tires now in use is the easiest way of combat ing our rubber shortage. Used with care, these may last. If not, there'll be severe hardships coming to every man, woman and child. A filling station is converted to a laundry collection depot in Tulsa, the "Oil Capital" 4- i i ! I \ i .JT`"'rvC*i'iC V >* ' MSell jtfourjGas lo the farmer 1 and 520 for his automobile. There were also a half million stationary engines to consider in the over-all picture -- but the tractor is the key "T^VV*. '" ', - *,* . -- -'-i ** 'T - , */<* .--'< : -- - to the farm market. Computing the total vehicles on American farms today, even at the old rate of fuel consumption, the There will be no gasoline ra fuels, motor oils and greases sold in over-all demand comes to something tioning for farm tractors and this country. This year that percent like five and three-quarter billion probably no real rationing for farm age is scheduled to jump for two gallons. Add to that millions of trucks or automobiles. Not only is reasons -- the general market is con pounds of lubricants and greases and this farm market a huge one today, tracting, and the farm market is ex you get some idea of the size of the but there is a possibility that it will panding. farm market. expand. To harassed petroleum sales managers, gloomily contemplating 5,750,000,000 Gallons In recent years there has been a marked increase in the use of gaso the shrunken market on the eastern Farmers in this country own ap line in farm tractors -- partly be seaboard and the threat of rationing proximately 5,000,000 passenger cars cause of the introduction of the high throughout all 48 states, there may and 1,250,000 trucks; the number has compression, or automotive type, be a ray of hope in this thought. been slowly increasing during the engine in tractors, and partly be Why is the farm market expand last six or seven years. But the real cause of a growing appreciation by ing? Because Uncle Sam has told growth in the farm market has been the farmer of the many practical ad farmers to grow 25 percent more due to the astounding increase in the vantages which gasoline offers in than they used to -- grains for the number of tractors. In 1930 there added pulling power, easier starting, raw materials of war industries, were some 900,000 in use; today the lessened crankcase dilution, more foods of all kinds for Lend-Lease figure is well over 2,000,000. A sur dependable operation and longer shipments and our own armed vey conducted by the Ethyl Corpor engine life. forces. ation in conjunction with more than Another argument for gasoline And the farmer has to produce 40 farm publications shows that even today is that all new tractors will be this extra 25 percent with less man in normal times the average tractor leaving the factory on steel wheels power than before. Something like consumed slightly over 1,000 gallons instead of the easy rolling rubber 40 percent of the farm labor supply of fuel a year. Compared with these tires which were featured on 95 per has been drained off into war indus 1,000 gallons, the farmer bought an cent of those sold last year. This will tries or the Army and Navy. Lost average of 910 gallons for each truck affect the performance of these trac- manpower will have to be compen sated for in large part by increased use of mechanical horsepower -- and that takes motor fuels. That's why ? 935 -- Ethyl's George Krieger, who fathered the modern gasoline tractor, shows the first model to the _ press the farm market for petroleum products is due for expansion -- and it suggests that the tractor, the farm i truck and the passenger car which does so much of the hauling for the farmer will not have to go without fuel. But is this farm market large enough to be significant? It is. Before Pearl Harbor it was estimated that farmers bought about 25 percent of all the gasoline, heavy ETHYL NEWS * tors in a number of ways, but the most important will be a substantial reduction in power available at the drawbar at a time when every ounce of power is needed. Use of gasoline will help offset this power loss. A still more potent argument is the fact that distillates are becoming increasingly difficult to get and farmers today are not in the mood, nor do they have the time, to shop around for inferior fuels. Krieger--Power Prophet The Ethyl Corporation has been one of the pioneers in the develop ment of the farm market for gaso line in tractors. An Ethyl engineer, C G. Krieger, saw the possibilities as early as 1930. He argued that farm tractors of that day, all of which were designed for low grade fuels, were cumbersome and inefficient. Why not a tractor engine as efficient as the automobile engine -- a tractor with a self starter, lights for night work, even a radio for catching farm news bulletins? Not only would such an engine provide a more useful tool for the farmer, he reasoned, but it would make possible the manufacture of compact, lightweight tractors which could be sold at a price within the reach of thousands of farmers who had never been able to afford the benefits of mechanized power. It would thus open up a vast new mar ket for petroleum products. Cus tomer companies would sell more fuels and lubricants. The Ethyl Cor poration would sell more lead. It would ease the drudgery and in crease the productiveness of the American farmer. With the backing of Ethyl execu tives Krieger began one of the most unusual campaigns in the annals of business. He set out single-handed to convince a group of uninterested tractor manufacturers that they ought to scrap their current models and methods, re-design and re-tool for the manufacture of high com pression tractors. Four years he traveled up and down the country preaching and pleading -- in vain. Then in 1935 a leading farm im plement company capitulated and called him in to help design a high compression tractor. Once the ice was broken the new type of tractors were enthusiastic ally received. Farmers saw them and demanded them. Within a short time every manufacturer was mak ing high compression tractors. Today there are hundreds of thousands of them on American farms. Under the stimulus of high compression the tractor market has almost dou bled since 1935. It was in that year that Ethyl first began active promotion of leaded gasoline as a tractor fuel. From 1935 to the present day, Ethyl has persist ently proclaimed in farm publica tions the benefits of housebrand -- not Ethyl! -- gasoline as a tractor fuel. They have prepared and dis tributed thousands of booklets, charts and other informative mate rial designed to build up this market. Ethyl tractor engineers have held thousands of meetings, usually in conjunction with customer oil com panies, for jobbers, tank wagon driv ers, tractor dealers and farmer audi ences. During these years the cor poration has thus built up a corps of engineers familiar with the agri cultural market and its problems, who devote the major part of their time to cooperative work with oil companies. These men stand ready today to help customer companies in devel oping their own farm programs. -; * Housebrand, regular-grade gasoline has been advertised as the ideal tractor fuel in Ethyl ads ever since 1935 Our Pictures.., THANKS -- to the Marine Corps for letting us show their blitz buggy on pages 11 through 14 -- and to Black Star, whose men spent a weekend on U. S. Route j (while we held the presses) to find the pictures on pages 15, 16 and 17. Photos on 4, j, 6, 7 & 18 are from Press Association. ETHYL NEWS ^ ETC 23002 fi The way will be open after the war for abrupt and substantial advances in motor transportation, according to Dr. Graham Edgar, vice president of the Ethyl Corpora tion. Whether such changes come about will depend on the extent of cooperation between technologists of the oil and automotive industries. Speaking before the annual meet ing of the American Society of Testing Materials at Atlantic City as the 17th Marburg lecturer. Dr. Edgar declared that because of con ditions brought about by the war both industries will have unique op portunities to cover in a single stride the technological advances in trans portation which would formerly have required years of gradual im provements. In his paper, "Gasoline -- Past, Present and Future," Dr. Edgar pointed out that any predictions concerning post war gasoline, or any other phase of the post war world, must be made with very consider able reservation. However, he said, what post war gasoline could be is by this time fairly well established. It seems fairly obvious. Dr. Edgar said, that aviation gasoline will be much more important after the war than before, and that 100 octane number aviation gasoline, or better, will be the quality generally em ployed. 80 Octane Housebrand? "But what of the future of motor gasoline?" Dr. Edgar asks. "The tre mendous demand for high octane aviation gasoline together with the program for synthetic rubber has brought about the erection ofgreatly increased catalytic cracking capac ity, and this capacity undoubtedly can and will be used after the war to produce motor gasoline of high antiknock quality. Plants for pro- ti.'; ! '"I' POST WAR FUELS IIt* / ,, ducing the alkylate so necessary for aviation gasoline will have capacities probably much greater than the post war demand for aviation gasoline, as great as they may be expected to be. Plants for producing toluene and other aromatics will probably be available. Futhermore, the research and development laboratories of the petroleum industry, always alert, have been profoundly stimulated by the war effort, and can be counted on for processes which are improve ments over what we have today. I believe it to be conservative to say that the petroleum industry will be in a position to produce;motor gaso line of much higher effective anti knock value than that which was produced in 1941. One might guess that gasoline approximately equiva lent to the premium grade of 1941 (say, 80 octane number) could be produced as a housebrand gasoline, and that premium gasoline having an effective antiknock value of be tween 90 and 100 octane number could be produced. "Will such gasoline be produced and marketed? The answer to this question depends largely upon the automotive engineer. The automo tive industry finds itself at present in a position unique in its history. Heretofore, under the continued pressure of getting out yearly mod els, desirous of re-using as many tools, dies, etc. from previous mod els as might be feasible, and doubt ful of public acceptance of too radi cal a change in car design, the auto motive industry has made all changes conservatively and gradually. In fact, the saying is that the only rea son that engines are still in the front of the car has been that no one could figure out a way to move them to the rear gradually. Now, the situa tion is that there are no yearly mod els, or cars of any kind, which give the design engineer a breathing space in which to plan far-reaching improvements. Revolution in Design? "Tools and dies will have been largely scrapped long before auto mobile manufacture can begin again. Metals, such as aluminum and mag nesium, will be available in enor mous quantity and at reduced price. New and better plastics will be avail able. Coupled with this will be a carhungry public. What will the an swer be? As far as body design goes, one can look forward with confi dence to radical changes, but what of the engine? Will we have an en gine of extremely high compression ratio, and consequent high thermal efficiency? Will there be a small supercharged engine capable of pro ducing the necessary power with savings, in weight and size? Will there be an engine of very moderate speed range equipped with automat ic transmission? Will there be an engine embodying principles quite different from the conventional en gine of today? No one can answer these questions, but it appears cer tain that no real developments along ETHYL NEWS sai ETC 23003 these lines can be expected unless the petroleum industry does its share by improving gasoline quality." Abrupt Advances Possible As in the past, Dr. Edgar said, improvements in the engine of the future depend upon the gasoline of the future. The two industries have always advanced together and must continue to do so. The only differ ence is that heretofore progress has been made by a steady series of small advances, made first by one industry and then by the other, or by both together; now, the war has brought about the possibility of fairly abrupt and quite substantial advances in technical progress. In the course of his lecture, Dr. Edgar pointed out that there are no ideal properties of gasoline ex cept insofar as particular gasoline engines are concerned and there are no ideal properties of internal com bustion engines except as related to the fuel which they are to use. The characteristics of the engine must be adapted to the characteristics of available gasoline and the character istics of gasoline must be modified to meet the heeds of engines. Of the various characteristics of gasoline perhaps the most important, as far as the ultimate development of the internal combustion engine is concerned, is the tendency to knock, Dr. Edgar said. Limits im posed by this tendency have gradu ally lifted over a period of many years as the petroleum industry has produced gasolines of higher and higher antiknock value. This has come about through the use of knock inhibitors such as tetraethyl lead and an increasing knowledge of gasoline chemistry. The last 15 years, Dr. Edgar said, have seen tremendous advances in our knowledge of hydrocarbon chemistry. It has reached a point, he declared, where the petroleum re finer is approaching more and more the position of a synthetic organic chemist and the gasoline of today is approaching more and more to the status of a blend of specific hy drocarbons synthesized for various specific purposes. A Vital War Material The impact of the war on the pe troleum industry has been great, Dr. Edgar said. It has been necessary to expand enormously the production of high octane aviation gasoline, and this has meant not only the building of new plants designed to produce the isoparaffins and aromatics so nec essary for 100 octane aviation gaso line, but the stripping of much mo tor gasoline of those constituents useful in aviation gasoline. At the same time the necessity for curtail ing motor gasoline consumption has made it necessary for refiners to alter their operations markedly, so as to produce sometimes as little gasoline as possible instead of as much as possible. As a result, he de clared, the antiknock quality of ci vilian gasoline has dropped in six months from about 75 to 72 octane number, and may drop further. "In this war," he declared, "gaso line has largely replaced smokeless powder as a propellant for high ex plosives and has largely replaced the army mule and the human foot as a means of transporting supplies and manpower. No single raw material appears to be as vital to the prosecu tion of a modem war as gasoline." ETHYL NEWS $ ETC 23004 r, (IT HOPS GIVE EXTRA POWER TO AMERICA'S WARPLANES) CUM Na. t.. .He banerawmateria!*uaad aare--arit, aulpbur, tea water, molaaaea, lead andpetroleum ga*. Thi* picture ahowa part oftba equipmentfor evaporatingsalt brine* to produce table aalt. ;-tv CUIB N. 2 ... The battery of comproMor* above Unaedtocom* pre* petroleum gasei to make ethyl chloride. Thi* chemical ia veiyueccaaary--butthere ianotedrop ofitinthefinishedproduct. m v fu! CUIINo*2 *. .Ton*ofthe variousingredientsthatmakethefinished productare blended inthese weigh at one time* They meas ure the ingredients accurately to within mm part in ten thousand. ^PPPRSW"1^"" mini bsiir CLUBNe. 4.,.This researchengineerisusing.an opticaalpymrome*tge'r,, to tell* by color* temperature of an exhaust valve in an engine running "wideopen.**Basearehiaveryimportantin industry. FTP) , If_^ji_jessHKi.assssswwwMSiSMiesi jsik CW* Na. S.,, Printing waruae. Eachdrum is cle*adnerudmantodpsrhiniptethdegrparyoedaucchttoimveeraueaaead,fsoor tbelaaatleakofbrightlycoloredproductwould abow immediately. /**r*i u-~- __ -- --* CUIB Me* ...The final due isan easy one--ifyou're an automotive orpetroleum engineer. These machines are**C.FJt.Mknockrating engines whichaxe used in the six gasoline*testmg laboratories. IPs probably no sacret to you by now--these are a few pictures of the company that produces Ethyl brand of anti-knock fluid. Oil refiners use Ethyl fluid to produce the high-octane gas olines that give extra power to America's war planes, tanks and other motorized equipment. Fortunately, the Ethyl Corporation has suffi cient plant capacity to supply all war needs without delay and still produce anti-knock fluids for improving gasoline used in the trac tors, trucks, buses and passengers cars of our motor transportation system. ETc 23005  JOIN THE u.s. TRUCK CONSERVATION * CORPS A * In this issue PAGE ON THE COVER . 4--. '' >1' -Two small planes perch on - - 7 the /.wings of the 70-ton ~:ij . MAES, grand admiral of all i ttl f' Navy planes, to-demonstrate > ^ the size and capacity. of-this 7*~ L ,ooo-horsepower aerial dread-; V L/naught"/We reproduce j3us`'.*|| picture on the Ethyl News through the courtesy of Col- ?g heds magazine.1 '^ p;.-' . *-. --- - -/ J, , J. ' ''...'-1 v 5cA aplane, or the. 125-ton r. i.? airships planned.by the build- "/ j-.. ers of the Af/4RS, will carry/ ;7| /f men to Europe. The new ones '/j . will carry 40 tons of tanks, T/s Sr- guns, food and fuel to Europe. v :J - A fleet of them will carry Vic- " 4 tory to Europe -- if we build 7 diem soon enough. *7.\ .V si Vt ^1-. . " ' ." s/ 0 the page opposite this K y.ou'll find a discussion of how,J /-such planes could swing the . "5 ytide of war next year -- and - / leave us, after the peace, with.; an important, ready-made new* ^ - postwar industry.. .'.7; Quickest, cheapest and most effective answer to the problems of global warfare -- Victory Ships of the Air Facts and figures on the Grozny-Baku wonderland, pot of gold at the end of Hitler's Russian rainbow ouislanal Stockbin : -*-..-1^.- Stat^l/.;M-X .-2m-Jfc? Mountains of raw materials for war and industry are dug, dredged, picked or pumped from the Pelican State Startling research statistics on engine life . . . new light on gasoline as "fighting fuel" for tractors Headlines of 25 years ago show us "muddling through" on the home front then much as we are doing today ^4,000,000,000 NewPassengers'22 2 Can our bus, trolley and transit systems handle the biggest boom in their history -- and for how long? 7 >.. V FLYING BOX CARS A Prophecy by Northrop Clarey, jr. One day the sky over England becomes black with planes, and the earth shakes with their thunder. A farmer and his son, plowing in a field, stare up at them. "Germans?" asks the boy. "No--they're from the west." The farmer squints under his hand. "Them are Yankee planes, son." "Yanks!" They both wave their caps fiercely, cheering above the roar of the planes overhead. On and on come the planes, uncountable numbers of them --giant fourmotored transport ships, with fighter planes and light bombers as an es cort. At a certain point near the coast the armada breaks up into many smaller groups, each flotilla heading for a different airfield to the south, to the north of England, or in Scotland. At each field the planes land and discharge an army of soldiers with their equipment--zoo men to a plane. The Americans stretch their legs, look briefly around at the scenery, then flip their cigarettes away and go into action. Every move has been rehearsed. Some unload a dozen jeeps with trailers and cart off the guns and packs which have been stacked up. Others erect a village of tents, with camouflage stretched over it. Kitchens are rolled out of the big planes; frozen meat and vege tables, coffee and cigarettes are cart ed off to the tent city. Many of the soldiers are ground crews for the planes. They check over the mighty air transports, refuel them from un derground tanks, and spend a busy hour getting them ready to take off again. There is a warning siren. "Ten minutes!" Fresh pilots check their watches, take a last look at charts and weather reports. They step into their planes, wave, and lift the big fellows into the air again--heading west. The fighter planes, rigged with auxiliary fuel tanks, also take off to escort them ioo or 150 miles out to sea. Unsinkable Tankers And there, at a 200-mile-an-hour rendezvous, they pick up a second great fleet of planes, turn around and escort them to the airfields they have come from, while the original ar mada sails on home. This second wave of huge planes is identical with the first, from the outside--but the interior of each is a honeycomb of neoprene rubber fuel tanks. They ^ETHYL NEWS ETC 23009 ii '*' - whelming the outnumbered Luft waffe, caring for neither mountains, swamps nor rivers, this army in the air roars irresistibly on to its destina tion -- an area already bombed into impotence, in a sky where every Nazi plane is checkmated by one and two Allied planes. Thus would an Allied army turn Hitler's "vertical flank" -- strike at his softest spot with one mighty blow, crushingly. Tho Curtiss Commando__ mdern "Pck of o modern army have flown over from the oil regions of America, carrying tons of oil and ioo-octane fuel for the great reser voirs buried near each field. These too spend a busy hour on the ground, with field crews servic ing them for the flight back--then, at a certain stroke of the clock, they roar into the air again. Once more the escorts follow far out to sea; an other rendezvous is made with a third mighty fleet of planes, and these are escorted back to the fields, unloaded, and sent home. The latest group, similar to the others in design, carries a stupendous freight of guns, scout cars, radios, explosives, medi cal equipment--everything an army needs to maintain itself in the field. By now, of course, the sun is get ting low in the sky. Weary crews at the dozens of airfields get their last jeep under cover, stretch their final bit of camouflage, and call it a day. But two days later the entire per formance is repeated. Another two days and it is again repeated--and yet again--until a vast American army is camped in Britain, equipped with every need and maintained by an un ending shuttle system of supplies, even down to the fuel for planes and cars. Invasion--by Air But they don't camp there long. Hardly is the last load over, each air field in smooth running order, when --on a certain hour of a certain day-- the men climb back into their big transports wearing parachute packs and fighting gear, and take off into the sky again. At the same moment the RAF also rises into the air with its huge bombers and carrier planes loaded with paratroops, Comman dos, and doughty infantry. High over the heavily-armed coast of France they fly, high above the little guns spitting up at them from the ground. Yes, high above any guns --in France, in Belgium, Holland, Ger many itself ... wherever this inva sion fleet is bound. Disregarding Maginot and Siegfried lines, over You call this a dream? What keeps it from becoming a reality next Tuesday? Only the fleet of giant planes! We have the men. We have the equipment for them. We have the fuel for their machines. We lack only some way of swiftly moving them where they can strike the blow the world is waiting for. But, you ask, would airplanes be able to carry this load? Most as suredly they would. Look at some of the figures. For purposes of comparison, look at the Lockheed Constellation, a large plane planned originally as a passenger ship with pressurized cabin. One of these ships is now about ready for flight-testing; Lock heed has undertaken to manufacture 40 of them. They were designed by no less a figure than Howard Hughes, now the partner of the fab ulous Henry J. Kaiser in a scheme to build 500 cargo planes. Seven years ago Hughes designed and flew a plane from Los Angeles to New York in seven hours and 20 minutes -- a record which still stands in 1942. In 1938 he piloted another plane of his own design around the world in three days and 19 hours -- another record no one has yet touched. Now he has produced another plane which, if given the chance, may earn a brighter immortality. Data on Hughes' new ship is of course a se- ETHYL NEWS ^ ETC 23010 I a * 3. K $ V e ;t cret, but it has been published that the plane's four motors will give it a cruising speed of 290 miles an hour and a load-carrying capacity of something like 150 tons. To understand the significance of this, let's say we want to rush aid to Egypt. If we sent it by an average io,ooo-ton steamer, we can load 6.000 tons of cargo aboard and if mines, submarines, surface raiders, warships, or airplanes do not sink the boat its cargo will arrive there in three months. The return journey takes three months, allowing two round trips each year --a total of 12.000 tons carried in a year. 90 Days vs. 36 Hours But if we take two of the 40 Con stellations that Lockheed is working on, they can get through in a day and a half, allowing for one stop en route. If you figure, on each trip, a little under two days lost through delays, weather, or servicing, you come out with 20 trips for each plane in three months. In that time they will have carried 6,000 tons of fighting equipment (and fighting men) right to the base camp in Egypt where they are needed -- the same amount as the freighter which threaded through all the menaces of the sea. And while that freighter spends another three months pick ing its way home through mines, submarines, surface raiders, warships and airplanes, the two Constellations have shuttled another 6,000 tons of equipment --or men --over to the battle. There are other advantages, sig nificant ones, besides speed. You are not putting all your eggs in one io,ooo-ton basket. You have no men ace to overcome except enemy planes--and if you've read the news paper accounts of our Flying For tresses you'll know that even with out fighter escort, a large plane with plenty of defensive fire-power can take care of itself even against nimble single-seater planes. Another advantage is point-topoint delivery. If a load of propellers is to be carried from Connecticut to Egypt, you now put them into box cars, pull the box cars to New York, unload them onto lighters, unload the lighters into a freighter, then as semble a convoy in which the freighter has a better chance of get ting through to Alexandria, unload the propellers on the docks at Alex andria, cart them over to a railroad, take them as far as the train will go toward the battle, then truck them the rest of the way -- if the planes that needed these propellers are still there. If you could load those crated propellers into a Lockheed Constel lation instead, they would take to the air from the landing-field at the back door of the propeller plant and arrive on the battlefield in Egypt thirty-six hours later. Another advantage is the flexibil ity of operation. If a new airport is being held up by a lack of cement, the propellers can be held back a week while bags of cement are sent A model of the new Constellation -- Two will outcarry a 10,000-ton ship over instead. Can airplanes really operate as freight carriers? If we forget our conception of aircraft as sleek, lux urious, super-Pullmans of the air or flashing, tricky interceptors that can outfly a shooting star, then we can see that a fleet of lumbering aerial box-cars, stripped of niceties, could be used to wonderful advantage. To day air freighters are saving weeks of time by carrying ship-borne goods from west Africa to the Red Sea over 5,000 miles of jungle and moun tains. When the Burma Road was closed and its 17,000 tons of freight a month cut off, a few big airships making two round trips a day proved Gargantua of the bombers, the forerunner of still forger ones? ETHYL NEWS * ETC 23011 able to cany a surprisingly high per centage of the load. Only a few dozen of the new twin-engine Cur tiss-Wright C-46S would have more than supplanted the Road. One of the best indications of the practi cability of commercial air transport is the fact that several railroad com panies -- traditionally conservative and slow-moving--have applied for airline certificates. The Army, which has become America's biggest oper ating airline, is now hauling more than a million pounds of material a month inside this country. Thou sands of tons of vital war materials are being flown to China, India, Africa, Australia, Alaska, Iceland and England by Pan American Air ways in conjunction with the Army Ferrying Command. In the Mediterranean, while the British are still pushing convoys through to Malta at the great cost of one or more warships and several cargo ships lost with each convoy, the Germans are steadily reinforc ing Rommel's equipment with big Junkers freight-planes -- sometimes referred to as the "most dangerous planes in the Luftwaffe." And you can't bomb an airport out of existence the way you can blast docks and railroad yards. After the bombers are through you patch up the holes in the field and go on about your business. If you use fly ing boats--and they are a likely pos sibility in any air cargo-ship pro gram--the enemy has a still harder time trying to bomb holes in the water. Materials? Every time you cancel an order for one io,ooo-ton steam ship you free the metal necessary for a good number of 18o-ton super air ships. Or, if you don't want to upset anyone's steamship plans, you can listen to talk in responsible quarters about aircraft made of wood --as some of our training planes now are -- with furniture factories doing much of the fabricating. Another possibility advanced by Vance Breese, test pilot and outstanding aircraft expert, was described in Col lier's recently by Colonel R. B. Lord, a prominent figure on the Board of Economic Warfare and on both the Requirements Committee and the Committee on Cargo Planes of the War Production Board. Iron Airplanes by June Breese wants to make planes of low-carbon steel, the metal used in old fashioned stovepipes. We could build 200 air freighters a month of this material with a yearly require ment of only 24,000 tons of steel out of our annual production of 86 mil lion tons. Proper sized sheets could be rolled in plants now standing idle, the parts and sections could be fabri cated in refrigerator, stove and auto motive plants accustomed to han dling the metal but now doing noth ing. The sections would be assem bled by the simplest of all methods-- spot welding. Colonel Lord advances these argu ments: "Wing sections can be press ed into shape like automobile fend ers, internal construction will be much simpler, and because of the steel's greater strength, the planes will weigh very little more than those made of dural. The welded, stiff steel is smooth, cutting wind drag and making the plane more effi cient; and if a hole is blown in the skin or if a wing tip is knocked off in a ground loop, a patch can be smack ed on the wound and welded in a short time with portable welding equipment in the field." Such a ship, he adds, would be cheap; it would use three standard 1,800 horsepower engines now in production; it would carry more than ten tons for three thousand miles at a hop, flying at almost 200 ETHYL NEWS ^ ETC 23012 P l l 1 l 1 1 1 1 miles an hour. And, omitting the elaborate head-scratching, testing and redesigning which takes a year or more to squeeze another 2 % of performance out of critical combat planes, the Breese "stovepipe" trans port could be in mass production in well under a year -- some think in eight months. Let's look at "air cargo" possibili ties from another angle. The United Nations, all together, can muster about 25,000,000 tons of ships. Nor mally loaded and traveling at convoy speed they can move 225,000,000 ton-miles of freight per hour. It would take only 5,173 of the Hughes Constellations to take over all the shipping now handled by all these vessels. Two thousand of them would swing the war our way. The cost would be high, of course. But what is the cost of a half-million-dollar plane if it carries mighty guns to stop Rommel -- or the cost of two dozen airplanes if they save Suez? One hundred of these planes could carry over enough explosives so that American bombers, flying from China or Russia, could blast Tokio into a pile of rubble. Would that be worth $50,000,000? Looked at in this light, it would be costly beyond all measure not to build these planes. What would we do with them after the war? Transport planes are long-lived. Commercial planes built 15 years ago are in use today. Glenn Martin Clippers have flown over five million miles for Pan American since they were built in 1935. If we build a fleet of cargo planes now -- a mo bile, easily-shifted fleet that might prevent another tragedy such as Crete, Dunkirk, Bataan or Wake Is land--we will still have this fleet after the war. How about the operating cost? You can ship goods by water for % cent a ton-mile, whereas it costs more than five cents to fly them. But you go fewer miles by air, and you eliminate several handlings be cause the load is picked up and fi nally delivered in the same vehicle. Large gliders -- picked up and drop ped off non-stop at various cities, a manoeuver already tested--will dou ble and triple the carrying-power of each plane. These facts begin to bring the costs down. It is not likely that iron ore or coal will ever be flown about the country or across the oceans--but cloth woven in New Hampshire might be flown direct to factories in Iowa or California; cof fee grown in Brazil might be flown straight to Illinois. Moreover, a vast system of air cargo service would soak up the extra planes, the 300,000 trained pilots, the millions of me chanics and maintenance men we will have after the war -- as well as the billions of gallons of aviationfuel capacity our petroleum indus try will be left with. For these big planes use a lot of fuel. To cover 4,000 miles, an 8o-ton plane flying at 200 miles an hour will bum one-fourth its weight in gaso line. A fleet of such planes, flying 180 to 200 days out of the year, will require miniature oceans of gaso line. The Constellation is estimated to carry 100,000 pounds of fuel and crew. Some experts, even the downto-earth ones, advance the theory that "eventually all freight of any nature will be air-hauled if we solve the problem of getting sufficient fuel for the planes." Such a problem is a challenge the American oil industry would take up happily. It has the oil under ground. It has the high-octane capac ity. It has the tetraethyl lead capac ity. Best of all, it has the men with know-how--men who have "done it before" and would like nothing bet ter than to take off their coats and "do it again." Know-how plus Wings That kind of know-how, that kind of "let's get at it" spirit, is going to be equally important in the air craft industry. And when the two industries have produced the planes and fueled them, that same Amer ican spirit is going to make itself felt on fighting fronts all over the world. With a fleet of "flying box cars" that day will come before long -- long before Hitler thinks! t ^ETHYL NEWS BAKUjQ^ The question of balance be tween Russian oil supply and the needs of the Red army in the next few weeks is one that will in creasingly concern the American petroleum industry. As the German armies move upon the Russian oil capital of Baku, the urgency of the question becomes underlined by the loss of the East Indies oil fields to the Japanese. At present, the Nazis are on top of an important part of the Russian oil supply. That in itself will cause no debacle, but it is serious enough both in itself and in its implications. Loss of Krasnador and Maikop in the North Cau casus removes only a moderate share of Russia's oil reserves, and is not necessarily a catastrophe. The scorched earth policy has been ap plied there as elsewhere in overrun Russian areas, and the price to the Nazis has been high. But the threat to Batum on the Black Sea shore south of the moun tains and Maikop, and the threat to Baku on the Caspian in the east is an alarming development because Batum is the outstanding oil ship ping and pipeline terminus center, while Baku wells produce upwards of 70% of die total Russian oil out put. Of course, it will take far great er penetration of Russia by the Nazis to wreck the Soviet oil supply system, but each additional mile of invasion tends to throw that system into more precarious balance, and ETC 23014 H brings sharply into focus the prob lem of supplying Stalin with oil to keep his country in the war ... a problem which might fall into the lap of the American petroleum in dustry. Hitler's Pot of Gold? What is the Caucasus? And why has Hitler ordered his generals to take the region "at any cost"? The Caucasus is a prize of the first rank. It comprises that strip of land between the Black Sea on the west and the Caspian on the east. It bor ders on Turkey and Iran in the south, and extends almost to the Ural Mountains in the north. In area it is about 138,000 square miles, out of a total for the Soviet Union of ap proximately 8,820,000 square miles, and its population is around 13,000,000 out of more than 190,000,000 for all of the Soviet Union. Its rich ness in oil and food resources are legendary. The high Caucasus Mountains form a ridge extending from the Black Sea to the Caspian, and within this range are many sheltered, rich valleys, mountain rivers, and one historic swamp, the Clochis, in Georgia, now being drained and made productive. North and South of this range and foothills, the land lies fiat and is well watered. The northern steppes comprise one of the richest agricultural areas of the Soviet Un ion, while the climate of the south ern slope is sub-tropical, and abun dant rainfall makes possible the growing of many exotic fruits and plants. As the center of the Russian pe troleum production, the Caucasus, comprising the North Caucasus Dis trict and the Trans-Caucasian Re publics (Georgia, Azerbaidzhan, and Armenia) of the south, is of supreme importance to Russia. Ac counting for 80% or more of the Soviet's total oil output, the value of the Caucasus area is out of all proportion to its size and popula tion. The oldest and largest industry in the Caucasus is the extraction and refining of petroleum from the huge reservoir that underlies not only the Caucasus region, but is believed to extend in a belt northward as far as the Arctic Ocean. Known since the dawn of history, die oil wells of the Caucasus have been producing steadily for more than 80 years, with no signs of depletion in sight. The largest producing area lies along the western shore of the Cas pian, north and south of Baku where also the biggest refineries are lo cated. This is still hundreds of miles from the point of deepest German penetration. The Baku region's wells turn out approximately 450,000 bar rels of oil daily, which is about 70% of all Soviet production. West of Baku, other wells are producing, and some have even been drilled into the bottom of the Caspian itself, off Apsheron Peninsula. The northern most coastal field of the Caucasus on the Caspian is at Makhach Kala. West of this is the Grozny field which produces about 37,000 bar rels daily, and still farther west is the Maikop field which turned out about 40,000 barrels a day, and which reportedly has already been fired by Red Army specialists. There also is a field under development in the Shirak Steppe of Georgia. Baku is connected by a double pipeline with Batum on the Black Sea. Makhach Kala, Grozny and Maikop, north of the mountains, formerly piped their oil to Tuapse on the Black Sea, and northwest ward into the eastern Ukraine via ETHYL NEWS ^ |l imA the towns of Krasnador and Rostov. cut the pipeline outlets from the oil of which was discovered in 1929 Soviet geologists claim for the fields northward. There remain the 310 miles east of the Volga in the Soviet Union, on the basis of esti water routes through the Caspian, western Urals. In 1932, oil also was mates of potential resources of areas and these are not inconsiderable. discovered in the Ishimbayev area, not yet fully explored, the largest oil reserves of any country in the world. They place immediately ac One of them is north to Astrakhan, a railroad junction on the Caspian at the mouth of the Volga, and con and later on at Krasnokamsk, Tu rnaz, Bugurouslam, and near Sizran on the Volga and in the Chelyabinsk I iI I cessible reserves (as of 1939) at necting with Moscow, Kuibyshev district, east of the Urals. Produc 4.680.000. 000 metric tons, and of and other sections of western and tion of the Ural-Volga fields is esti this total a large part was assigned eastern Russia. It is far enough east mated at about 75,000 barrels daily, to the Caucasus fields. ' of Stalingrad to permit of present with a potential far in excess of that Russia's Ten Percent shipments from the south without amount. Ten refineries east of Mos disturbance. Another Caspian water cow, most of them built within the 1 According to the Bureau of route is from Baku to Gurev, from past decade, provide capacity that Mines, total production of petro which point a pipeline runs to Orsk, might be able to meet military re leum in the Soviet Union in 1939 an oil refining center in southern quirements, even if Germany suc was about 212,500,000 barrels, and Russia hundreds of miles east of the ceeds in grabbing the Caucasus, al this compares with other large pro present battle line. Through these though this capacity probably is not ducing areas as follows for 1939: two routes, the Soviets should be sufficient for military operations on all of the United States, 1,264,200,- able to continue oil shipments from the scale heretofore seen'. 000 barrels; Texas, 484,527,000; Cali the Baku district indefinitely, unless fornia, 224,354,000; Venezuela,'205,- of course, the Germans are able to Avalanches, Amazons 900,000; Oklahoma, 160,072,000; cut the Caucasus through to As But grabbing the entire Caucasus Netherlands East Indies, 61,600,000; trakhan. oil production will not be easy. and for the entire world for 1939, But even in that event, the Rus Since earliest times, the Caucasus 2,076,800,000 barrels. For 1941, the sians would not necessarily lose the region has been described as a peril Soviet Union's total oil production war for lack of Caucasus oil. North ous area where Nature conspired reached a record top of around east of Astrakhan, on the Caspian, with the inhabitants to repel a hos 240.000. 000 barrels, or more than are the Emba fields which produce tile invader. Snow avalanches, giant 10% of the world total. about 12,000 barrels daily, and more women with bulging muscles, and ' Although the Germans are still important and much more remote men who rose from beneath the several hundred miles from the main from the scene of hostilities are the ground are some of the fanciful Soviet oil fields at Baku, they have scattered Ural-Volga fields, the first tales told to warn would-be con 1 querors away. Early historians be lieved that the Amazons -- those Baku wells overlook the Caspian See at Azerbaijan i1 L) legendary hard-hitting women-warriors who wielded double-headed battleaxes and claimed to be daugh ters of Mars -- lived there. (In later times, an explorer returned to Europe to report a tribe of fighting women in northern South America, and because of this report, the Ama zon's name was bestowed upon that great Brazilian watercourse.) The area is served by two princi pal railroads, one running from Baku northwest to Rostov via Grozny and Armavir, north of the ridge, and the other from Baku westward ETHYL NEWS ETC 23016 to Tiflis and Batum on the Black Sea, south of the mountains. There are also several extension and con necting lines. The total planted area in the North Caucasus in 1938 was 19,939,000 acres, of which 13,677,000 acres were sown to grain. Large stock farms dot the Caucasus region. Ores and Industries Next to petroleum, the most im portant Caucasian natural resource is manganese ore from the mines near Chiatury, near the Black Sea in Georgia. Production of these mines in 1937 amounted to 1,650,000 metric tons of jo% manganese ore. Copper is extracted from the old mines at Alaverdi and Zangezur in Armenia. Other minerals and metal deposits being worked include mag netite, bauxite, pyrites, molybde num, arsenic and barites. There are also a few coal mines. Some of the newer industries re cently developed in the Caucasus area include the manufacture of carbide of calcium and from it syn thetic rubber at Yerevan in Armenia, and steel and cement. The Caucasus Mountains are the source of many rivers and streams that rise in the glaciers and snowfields and flow into the Black or Caspian seas. These waters have been increasingly developed for power. It has been said that Hitler hopes to be able to drive down along the railroad and pipeline from Maikop to Baku via the Grozny field, and to cut through from beyond Rostov to Astrakhan on the Caspian. This accomplished, he would have cut the Caucasus oil outlets to the north. His aim then would be, according to this strategy, to hole up for the winter on the Astrakhan-Stalingrad line of the comparatively warm Caucasus country. Mining and refining Caucasus minerals uses lots of power Caucasus slopes are sub-tropical and verdant ETHYL NEWS Take a look at Louisiana! Rich in the things America needs to day, the pelican state has become an important front in our Battle of Production. Food, timber, fabulous mineral wealth make it a vast store house of raw materials for the fac tories turning out our tools of war. No other like area of the United States offers so much in natural re sources to the chemical manufactur er. Take petroleum, the largest one. Proven oil reserves in Louisiana are greater than all but the two giant states of Texas and California. A par tial exploitation of the natural gas fields there --the world's largest, they say -- brings in u million dol lars a year. Natural gas, natural gaso line and other petroleum products such as carbon black brought the total revenue from oil fields last year to 125 million dollars. Gold Dust Underground Today America needs sulphur too. This gay-colored but otherwise prosaic, workaday chemical is an other treasure stored in the under ground vaults of Louisiana. Sulphur is highly important to us now be cause it is the basis of sulphuric acid, the "oil of vitriol" of die ancients which today finds its way into al most every chemical manufacturing process on which our economy and our war effort depend. Five million dollars' worth was the annual pro duction figure bejore the present war spurt. Like oil, sulphur is brought to the surface in pipes -- but unlike oil it can't be coaxed forth by simple pumping. When the "well" has been drilled to the sul phur dome three pipes are sent down to it, one inside the other. Boiling water is forced down one pipe, com pressed air down another. The pres sure and heat thus exerted on the sulphur melt it to a fluid state, in ETHYL NEWS ^ ETC 23018 UBi. .1 1 which form it comes bubbling to But not all the resources of the underlines the fact that 95% of our the surface with the hot water, over land can be pumped. Much sulphur domestic supply comes from Louisi 99% pure. is mined with pick and shovel. There ana. 'f What else does Louisiana have is also silica, limestone, lignite, gyp Rice is the third big crop --the S locked up in its basement? Salt is the sum, sand and gravel. There is clay, biggest in the nation, in fact. Others next most important item --and it one type of which has recently be are perique tobacco, soybeans, com, is an important one, because that's come the basis of a flourishing busi both sweet and Irish potatoes, grain, where chemical industries go when ness in petroleum drilling mud. And hay, peanuts, tung nuts, oats and cit J they want sodium, chlorine, hydro there is the soil itself -- much of it rus fruits. Do you like strawberries? chloric (or muriatic) acid, caustic low alluvial ground enriched by Hammond, La., is the largest straw soda, soda ash, sodium sulphate, and centuries of river deposits. Today berry packing center in the country. a number of other materials they America and her allies need food and These are very special berries, in a e couldn't do without. There will be farm products. Something like a mil way. Strawberry plants when young t no rationing of salt in this country. lion bales of cotton are raised every usually have a protective nest of Any one of several Louisiana wells year. Four hundred million pounds straw spread underneath to keep s could supply the world's needs by of Louisiana sugar, 5 million gallons them off the ground. Hammond itself. of cane syrup and 15 million gallons berries, grown in the heart of south Louisiana's basement, if it were of molasses went to appease the na ern pine country, have pine-needle in Europe today, would be a major tion's sweet tooth last year and to bibs tucked under their chins in s military objective. The people are provide a quarter of the nation's in stead. aware of this, proud of it. A wag re dustrial alcohol -- alcohol which is "Dat's why dey's so good," ex r cently observed that when this war going into smokeless powder, rub plain the negro field hands. "Dese is done, they will have "pumped out ber tires perhaps, and a dozen de yere ain't straw-strawb'ries. Dese is so much down below, the ground fense industries this year. The pres p/ne-strawb'ries!" -- and the white level will sink a half-mile." ent shortage of imported sugar only teeth gleam proudly. r ETC 23019 crete to fabrics and fish nets. It finds its way into oilcloth, linoleum top dressing, leather softeners and soap. It is the basis of an electrical insulat ing varnish that saves silk for Army parachutes. They make India ink and lampblack of it. Tung oil goes into materials for lithograph print ing, for brake linings, wood preserv atives, medicines and insect sprays. It does a lot of jobs the Army and the Navy want done. The modem science of chemurgy has been cultivated at the state uni versity in Baton Rouge in an effort to benefit that 40 per cent of the state population which lives on farms. And it has turned out a cou ple of miracles. One is the develop ment of a fibre building-board in dustry from "bagasse" -- the dried crushed stalks of sugar cane which formerly were just waste, lung nuts are another. Easily grown in much of the state's cut-over forest land, they now flourish in more than 20,000 acres of die state, lung nuts yield an oil which turns out to have an amazing diversity of uses. As a paint dryer it adds a glossy finish; it tends to make varnishes water re pellent and crackproof; it is used in waterproofing everything from con htlP* fly bombs ov*r Borlin The Sweet Potato Fights So does the homely sweet potato now -- thanks largely to the chemurgic researchers at L. S. U. They have learned to recover starch from sweet potatoes at a cost of 3^ a pound. And after the extraction there remain quantities of dextrin, as well as thousands of gallons of al cohol--which is enough to make anybody happy. Anybody who isn't at war with us, that is. Alcohol helps make smokeless powder, tetraethyl lead, and a dozen other ingredients of war that will help to turn the tide of battle in 1943. What's left of the touts,Iona sugar supply n fourth of til ETHYL NEWS original sweet potato after all this extraction turns out to be a first class dairy feed. And that's very fine in deed, for scientists of the University are trying to improve the dairy, stock and poultry farms of the state -- and the state grows 30% of our national sweet potato crop. Much as it owes the land, how ever, the pelican state -- and espe cially its key cities of New Orleans and Baton Rouge -- owe a lot to the water too. Straddling the deep water end of the mighty Mississippi where it meets the Gulf of Mexico, Louisiana has the country's most complete system of inland water ways, totalling some 3,000 miles. From beneath the surface of these waters are taken fish enough to supply whole armies--13 million pounds a year, plus a fantastic ton nage of shellfish. Three and a half million bushels of oysters are har vested annually. Oyster and clam shells available as a source of lime for industrial use run to 1 million cubic yards yearly. Twenty-five hundred tons of crabmeat are pro duced. More than half the nation's supply of shrimps comes from these waters -- fifty thousand tons is the figure. Little wonder that Creole cooking leans heavily on shellfish! It leans heavily on aromatic spices such as Tabasco sauce, too. Tabasco is based on cayenne peppers, the na tive district for which is Iberia par ish. (The counties of Louisiana are known as parishes -- an oddity held over from the days of French occu pation.) Next time you see a bottle of hot pepper sauce, look for "New Iberia, La." on the label. Even the delta marshlands of this fairy-story state are an economic asset -- not as prime Florida real es tate, but as the home of the musk rat. The muskrat hasn't much musk (although the University is investi gating that possibility, nowthat Nazi conquests have cut us off from a lot of the musk our perfumes need). And the muskrat isn't even impres sive as a rat. But as the source of "Hudson Bay Seal" he's worth 5 mil lion dollars a year to the 20,000 trap pers who account for a fur industry which produces more fur than Alas ka and Canada combined. They also catch opossums, otters, raccoons -- and raise mink on mink ranches! Truth is, once you've been to Louisiana you realize that all along it's been a piece of the little things that make up your daily life. The shrimp cocktail you buy in New York, the Hudson Bay Seal your wife admires in Washington, the paprika you dusted over your ome lette in California (for paprika, smuggled out of conquered Austria, has become established as a refugee industry in Louisiana) -- even the crap game that cost you twenty dol lars in Reno originated in Louisiana. Craps is not a new game, of course. Betting the baby's shoes on a pair of dice is a pastime so ancient as to go back beyond the horizon of history. But it came to America in its pres ent form through the good offices of a wealthy colonial planter, Ber nard Marigny de Mandeville, who introduced it to the-town of New Orleans. And it was probably in that same charming city, somewhere in the region below Canal Street, that the sport acquired some of its mod em refinements such as the Slow Roll, the Round Edge, and the Load for Seven. One other contribution New Orleans has made to the art of genteel living is Oysters Rockefeller, originated at Antoine's. The city al so claims --as do some half-dozen other cities or countries -- to be the place where the cocktail was bom; a local apothecary stirred it up, they say. Small wonder that more than one and a half million tourists visit New Orleans each year. Tourists, inci dentally, are die second most im portant industry in the Believe-It- Or-Not land of Louisiana. And be lieve us or not, we haven't yet men tioned one industry so vast it literally covers more than a third of the state -- lumber! They cut 1,000,000,000 -- yes, a billion -- board feet of hard and soft wood a year: wood for paper, for barracks, for the decks of battleships. Other wood products such as turpentine, acetic acid and so on ran to a figure above $3 5,000,000. Yes, look at Louisiana! Rich in the things America needs today, it looms importantly in the picture of our war effort. It is truly a vast and busy stockbin -- for the Arsenal of De mocracy. ETC 23021 ETHYL NEWS Gasoline Wears Better t. . he farm tractor can't fly or the wear and tear on a tractor? The Teven move very fast on the answer is emphatically yes. Research ground. But it's a war machine foerngineers have just completed a all that -- indispensable in the pro project which proves that a tractor duction of food for our armies and engine burning distillate wears out our people; for our allies; for the about twice as fast as a similar engine conquered peoples who will one day burning gasoline. Two tractors of be freed. Tractor production is not the same make and model were test one of the immediate concerns of ed under the controlled conditions Donald Nelson -- actually tractor of the laboratory and in the field un production is being sharply curtail der actual operating conditions. The ed--but if ten thousand tractors laboratory test was run for 1384 broke down simultaneously on hours and the field tests lasted 2064 American farms a new crop of gray hours, a total of 3448 hours. At the hairs would sprout in Washington end of the tests the engines were and lights would bum far into the tom down and the vital parts care night at the Department of Agri fully weighed and measured for culture. Therefore, anything that wear. The distillate burning tractor will improve the efflciency of the engine showed 89% more wear on tractor or make sure it lasts longer piston rings; 135% more wear on comes under the heading of "war ef pistons; 81% more wear on crank fort." shaft journals; 66% more wear on What are the factors that influ cylinder walls; 147% more wear on ence top efficiency and wear in a main bearings; 78% more wear on tractor? A good many tractor engi connecting rods. neers will tell you that fuel is prob Some interesting and significant ably the most important. For ex things developed during the tests on ample, a tractor burning gasoline the distillate-bumirig tractor. The will deliver approximately 12% engineers' report was filled with more power than the same tractor quotadons.like this: "Oil consump burning distillate or kerosene. That tion became very heavy in the last isn't a monumental gain, but farmers 500-hour period and power began to trying to meet an increased demand go down," or "In the last few hours for food and fiber of 25% can use the engine ran very hot and at one all the power they can get. If a dis time the oil on the outside of the en tillate-burning tractor is converted gine caught on fire," or "Operators to high compression, a relatively dislike running the tractor." simple operation, the power gain After slightly more than 1000 may run up to 30%. Fuel, obviously, hours of operation the cylinder head has a decided effect on the efficiency of the distillate-buming engine was of a tractor. found to be cracked and leaking But what about wear? Does the water into the combustion chamber. type of fuel used have any effect on A new head with valves, steel head gasket and manifold gaskets had to be installed. At 1472 hours the mani fold gaskets had to be replaced again. The importance to farmers of this information is obvious. In the first place gasoline-burning tractor en gines develop more power, run and idle more smoothly and use less oil. Secondly, gasoline-burning tractors are less likely to break down at a time when every tractor hour counts and tractor parts are becoming scarce. Thirdly, wear is a more im portant factor than ever before be cause of the indications that tractors will have to last for the duration of the war. From the viewpoint of gasoline marketers this situation holds defi nite possibilities. It enlarges a prin cipal market for house brand gaso line when nearly all other markets are dwindling. With distillate be coming increasingly scarce and gas oline stocks piling up it is a welcome development. Farmers Need Help The big job ahead of oil marketers is to get the facts to the farmers. In addition to meeting increased de mands for food and fiber these men are faced with a growing labor shortage. Both men and machines will have to work longer hours and any information that will keep tract ors operating day in and day out will be welcomed. The Ethyl Corporation is at tempting to help do this with an ex tensive advertising program for Fall publication in farm papers and sales promotion activities built around booklets, wall charts showing the fundamentals of combustion, sound and silent slide films and other ma terial. It was felt that next to facts on fuels, information on ways and means of keeping tractors in the ETHYL NEWS ETC 23022 field would be most helpful to farmers. Consequently especial em phasis has been laid on preventive maintenance tips. For example the booklet entitled "Wartime Tract ors," which has been enthusiasti cally received throughout the indus try, contains 32 tips on maintenance, all of them illustrated. In addition there are sections on common com plaints and their solution, combus tion facts, as well as tractor main tenance and tractor expense records. Every effort will be made to put these booklets into the hands of the farmer himself. More than a million of these booklets are being printed. Supplementing the booklets is a series of sound and silent slide films which can be shown to farmers at meetings. Sound slide films such as "An Ounce of Prevention" and "John Ross Gets the Facts" have been available for some time. A third film of this type called "The ABC of Good Tractor Operation" is now being prepared. In addition, a whole series of silent slide films, the socalled "quickies," will be available shortly. Each of these films cover a specific subject -- spark plugs, mani folds, carburetors, air cleaners, lu brication, variable speed governors, valves, guides, springs, etc. Each film will be accompanied by a suggested talk, which, together with captions on the frames, will make it quite simple for anyone to make a presen tation. Two wall charts showing pictorially certain fundamental principles of the internal combustion engine are being made available to certain types of high schools and colleges for classroom work. The charts, at tractively done in color, are entitled "Factors Affecting Engine Perform ance" and "Converting Gasoline Energy into Power." They are ac companied by syllabuses which will greatly facilitate classroom presen tation. A great many of the tractors on farms today are more than 6 years old and consequently were manu factured during the depression pe riod when it was the practice to de sign tractor engines for the worst fuels it was possible to buy. For some reason the tractor engine was considered a thing apart and manu facturers did not keep abreast of progress in automotive engines or fuels. In 1935 a progressive tractor manufacturer brought out a high compression tractor designed to bum 70-octane gasoline. The ma chine was well received by farmers and soon other manufacturers fol lowed suit. Within a short time nearly all manufacturers were mak ing compression models. However, there are still thou COMPARISON OF WEAR ON TRACTOR PARTS--GASOLINE VS. DISTILLATE --3448 HOURS OF OPERATION With distillate thera was-- (1) 89% MORE WEAR v'-'/ on piston riots (2) 135% MORE WEAR ^ an pistons (3) 81% MORE WEAR w on crankshaft jonraals 0 66% MORE WEAR on cylinder walls 0 147% MORE WEAR on main bearings 0 78% MORE WEAR on connectingrod bearings TRACTOR PARTS LAST LONGER WITH GASOLINE sands of low compression tractors in the country, the power of which could be stepped up enormously by modernization -- that is, by convert ing them to high compression. The process of converting most tractors to high compression is simple. It consists largely of replacing stand ard pistons with high compression, or "altitude," pistons, installing "cold" type spark plugs, and adjust ing the heat control on the manifold to the "cold position." Because of the shortage of mate rials for replacements, such as pis tons and cylinder heads, this change over is not recommended in Ethyl's promotion campaign unless the farmer plans an overhaul and intends to replace such parts anyhow. The high compression parts cost no more and the result is a substantial in crease in power. The power can be used in two ways: it enables the farmer to work in a high gear, thus permitting him to get over the field faster; or it may enable him to pull an extra implement. In view of the farmer's need for all possible power, Ethyl has pre pared a booldet called "High Com pression Overhaul and Service" in tended primarily for distribution to our own staff, tractor dealers and repairmen. It lists nearly all the makes and models of tractors now in operation together with informa tion necessary for converting them to high compression. Our Services Available All the material discussed above, within the practical limits of num bers, is available to customer com panies, as well as the services of agri cultural engineers in laying out farm programs that will build a lasting farm market for gasoline, as well as help to keep vital tractors running for the duration. ETHYL NEWS ETC 23023 I /inkle deep " tory -- or defeat? How does our outlook, on the military front and on the home front, compare with our outlook on Labor Day of 1917? Let us go back in the files of a "Then and Klot* well-known newspaper, the New York Times, and see what was in the news on that September day 25 years ago. The war was quiet -- there were his Labor Day finds America our young men to join the Marines, Tbusily buying war bonds and women were asking for uniforms winning "E" pennants for produca nd a share in the war, taxes were tion ... one-tenth of the bonds we going up and up, and optimists were ought to buy ... one-twentieth of lifting toasts to a quick victory as the pennants we should be winning. soon as our boys went into action, On Labor Day exactly 25 years while their pessimist friends gloom ago we were likewise in the midst ily prophesied that the war might of another war. And in those days last for years and years. the general picture was much the We were then just 14 months same as it is today -- the air was full short of victory. of patriotic slogans, posters exhorted How far are we today from vic no "big" headlines. We had a num ber of AEF boys in France, but they were not yet ready to go into battle. General Pershing warned against sending untrained, ill-equipped men into action, but said he expected to hammer the Huns "next year." This year finds us with a large AEF in Ireland -- the bottleneck this time is shipping -- but we're talking about hammering Hitler "next year." On the home front there is more unity than before -- thanks largely ln 1917 "Ding" caricatured the same foolishness he finds today to Pearl Harbor. In 1917, to take an example, the pacifist element was so strongly organized as a group that Big Bill Thompson, mayor of Chi cago who burned the English his tory books and had once threatened to "punch King George in the snoot," sanctioned a national pacifist convention in his city and threw a t r cordon of police around the meet ing to protect it from angry citizens. Frank Lowden, governor of Illinois, dispatched soldiers of the National Guard to break it up, but they did not arrive until after the meeting. In New York the "Friends of Irish Freedom" held an anti-British rally and were chased home by the police. This Time We're Together You don't see this today. Mass sentiment was crystallized into flam ing resentment by the shock of the sudden, and to many, almost incred ible events of December 7. Loss of the Philippines and other Pacific islands together with other defeats ETHYL NEWS ETC 23024 Three "Ding" cartoons from the New York "Herald-Tribune" today and humiliations have served to keep resentment smoldering. More thoughtful and less emotional citi zens are genuinely concerned over the prospect of an axis-dominated world. Others just want to get back to the comforts and joys of peace time living. Whatever their reasons, most Americans want to win the war as soon as possible. Our opponents, however, are like wise better united than they were in 1917 -- at least on the surface. Germans may be apathetic about the war but they do not openly oppose it. They dare not. Freedom of speech had not been outlawed 25 years ago. The Berlin Vorwarts, or gan of the Social Democracy party, in an editorial on President Wilson's peace plan, asserted that they de rived "considerable comfort" from Wilson's note to the Pope. And the Reichstag, in those days something more than a sounding board for Hitler oratory, passed a majority resolution in favor of peace. Of course there was violent reaction among the saber-scarred barons at court, but no one was kicked up against a wall before a firing squad as they would be -today if they dared argue the policies of their in spired, unbalanced Fuehrer. What did that old! Labor Day newspaper have to report on the submarine menace? Well, the Ger mans had us really worried. Their "unrestricted" submarine campaign, a very mild forerunner of the pres ent campaign in which lifeboats are shelled and hostages taken aboard, accounted for enough ships so that the Germans claimed a total of six million tons of Allied shipping ... and that was in the days when we had the French, Japanese and Italian navies on our side. In the first eight months that we have been in this war, according to the count kept by a world-wide press service, we ac knowledge a loss of 400-odd ships. Our admitted losses then (to com pare with the 1917 German claims) may be roughly estimated at three and a half million tons since Pearl Harbor. There is little cause for op timism here. With shipping the worst bottleneck in this war, it does not look as though we had only 14 months to go. History Doesn't Repeat There are two news items in this Labor Day newspaper which are ironically amusing today. One tells how the Italians were beating the Austrians so badly at Carse that the Germans had to rush aid to their al lies to save them from a complete rout. The other describes a Japanese military mission then visiting the United States to further our military cooperation against the common enemy. ETHYL NEWS ETC 23025 Air raids are different today also. Western Front. It was too quiet -- pennant in the National League, and A 1917 raid over East Kent injured the lull before the great storm, the Chicago White Sox "wonder a few people and rated a few inches when the German army was prepar team" was far out in front in the of type. More space was given to a ing for the "big push" (now known American circuit--while the Brook flight of German planes over France as a "summer offensive") which lyn Dodgers and the now mighty which were reported to have nearly won the war for them. Today Yankees were just a couple of steps dropped poisoned candy which there is no Western Front -- to the above the cellar in their respective killed many children. These "atroc ity" stories of the last war seem like mere fairy tales compared to the despair of our mysterious allies in Russia. On the home front you could say leagues. You could read all about it in your regular paper for one cent -- five cents on Sundays. routine reports of this struggle, "All Quiet" also. As today there Headess, meatless and gasless days when whole countries such as were speeches and patriotic songs; had not yet come then. Sugar prices Greece are systematically starved and villages like Lidice are obliter ated. All Quiet Everywhere advertisements keynoted their sales messages to the war effort; but the people generally were apathetic. They were more interested in the impending World Series than in had not begun to skyrocket. We had more excuse than we have now for complacency. Samuel Gompers, head of the American Federation of Labor, was urging workers to "get Early September in 1917 was a World Peace. John McGraw's busy and back up the fighting men." period when all was quiet on the Giants were romping away with the Labor leaders today say much the same thing although the loss of thou sands of hours of work through "wildcat" strikes has hampered the Familiar? It's from the New York "Tribune" of September, 1917 war effort. In the papers today you read of ceiling prices being clamped on consumer's goods in an effort to forestall inflation. The need for such measures is generally accepted al though certain groups have tried and are still trying to "cut comers" at the expense of the public welfare. Government spending in 1942 makes that of 1917 seem like an economy wave. Money is being spent at the rate of $105,400 a minute, with leg islators voting huge appropriations for NYA, WPA, and other make- work or social-benefits agencies; but- with elections only a few weeks away, they are reluctant to vote the taxes needed to pay the bill for them. I Politics change little from war to war. I "On Strike" as Usual Commentators on the military front today point out that Allied strategy in this war is still defensive. Even the Australian-American ac tion on the Solomon Islands, which I I ETHYL NEWS ETC 23026 HURRY. DOC! IT MAY NOT BE TOO LATE thrilled us as the first really offensive action where our troops took the initiative, was a move, they say, to forestall Japanese exploitation of the harbor at Tulagi and to create a diversion which would throw their plans for an attack on Siberia off schedule. These same commentators say we can't take a large-scale of fensive yet because we've been de laying as usual, squabbling as usual, striking as usual until a 1942 offen sive to start pushing the enemy back is no longer possible. They contend that we're still losing this war in a way that few people, especially in Washington, seem to realize. How long before we start to win it? Formula for Defeat The Office of War Information reports that we are only "ankle deep" in this war psychologically. Headlines tell us of war plants at General Motors shut down by a grocer's union picket line, of unend ing series of "investigations," "in quiries" and lawsuits that take time of busy men who are trying to de liver the weapons and supplies our soldiers and sailors need. The real ists, the common-sense commenta tors in our press, cry out against our soft living, our soft thinking, our soft leadership. We can't win any war, they say, while we let wildcat strikes go unpunished--while house wives scramble for disappearing canned goods to hoard with their sugar -- while we kid ourselves that a few stamps and bonds now and then are going to make any real dent in the approaching juggernaut of inflation -- while we find ways of dodging taxes and rationings--while we let big and little people alike make a "gravy train" of quickmoney and soft jobs out of the war. They point to a queer sort of half-and-half patriotism -- the mixed attitude of `9 HE HASH* BEEN ABLE To KEEP' A THINfr OK HIS STOMACH 'for. weeks `Ding" drew this 25 years ago -- but it could be used tomorrow wanting to win the war yet hoping it doesn't end before their pockets are well lined, their "financial future secure." Ankle Deep--in Blood Today's headlines are those of to day, but in many ways they echo those of 1917. The ominous note is there for those who can read be tween the lines -- who can see us Americans smirking over our little bursts of patriotic accomplishment, dawdling while men die, letting time slip by while we stand only "ankle deep" in the stream of war. On Labor Day, nine months after the war began. President Roosevelt had to issue an ultimatum to Con gress: "Curb farm prices and wages by October 1 or I will." The farm bloc, which is after 110% of "par ity" prices, and the labor blocs, who wish the upward spiral of wages to rise unchecked, apparently don't yet knowthe meaning of total war. Total war means that every man and wo man has to accept sacrifice, has to get in the fight right up to their necks -- in order to save their necks. ETHYL NEWS 0^ ETC 23027 TRANSIT R DING TOPS ALL RECORDS / uoy. FOUR BILLION NtiW PASSENGERS he transit industry in the ers must be shuttled to and from TUnited States is face to face their jobs, but throngs of persons with the most serious problem of itws ho formerly depended entirely on entire existence. According to all their motor cars are packing the the evidence accumulated during streetcars and the motor buses. The the past few months, 1942 will be shortage of rubber for tires, gasoline the year of greatest traffic in its his rationing, shortage of repair parts tory. Still larger looms the number and consequent delays in repairing of passengers it may be called on to cars which break down are among carry in 1943 and 1944. the reasons why auto owners will Not only multitudes of war work use mass transportation. Instead of thinking up ways to meet the competition offered by the automobile, transit officials have had to reverse their usual procedure and figure out how their industry can fill some of the gap caused by the reduced use of motor cars. Overload in Sight In 1941 the transit industry trans ported a total of 14 billion passen- i ETHYL NEWS $ ETC 23028 W id*/, r. V**7*r H gers. In 1926, its biggest year so far, seventeen and a half billion were carried. This year, however, the American Transit Association pre dicts that 18 billion passengers will ride buses and streetcars, and in 1943 the figure will be 20 billion. New All-time High Greatest increases have occurred in centers of war activity. In Wash ington during the first four months of 1942 there has been an increase of 84 percent over the correspond ing period of 1938. In Seattle transit system riders are 61 percent more numerous than in 1938; in Wilming ton, Del., 79 percent, and in San Diego, Calif., 156 percent. Passenger totals are rising also in cities which have no war industries. Transit rid ing reached a new all-time high in July, normally a slack month, when rapid transit, streetcar and bus lines carried 1,500,000,000 passengers. Cities of less than 250,000 in popu lation showed increases in traffic volume of 216 percent in July as compared with the same month in ,938. The increase in the number of bus and streetcar riders varies with the size of the city. In New York, for example, the change is small, be-, cause the majority of persons use the public transit systems habitually, regardless of rubber or gasoline con ditions. In small cities, however, the automobile has long been the favor ite method of transportation; there fore, in these cities, particularly those with populations of 50,000 or less, the transit systems are having an unprecedented rush of business. There are exceptions to every rule, however. Some few cities, not ably Kalamazoo, Mich., have been going against the trend, with their transit systems showing a decrease in the number of passengers carried. The War Transportation Board of Kalamazoo believed the reason was a mistaken idea of the purpose of the Share-the-Ride plan for car pooling. They sent a letter to the city's indus trial plants, reading in part as fol lows: "There seems to be some confu sion in connection with the `SwapRide' Program which this Board is recommending to be set up in Kala mazoo's industrial plants. "It is only when cars stay home, as the result of `Swap-Ride,' that tire savings are effected. "We bring these points to your attention because of a curious situa tion which has developed locally; bus loads have decreased almost 20 percent during the last three weeks, yet there was no corresponding de crease during the same period last year. Kalamazoo Quandary "This situation leads us to wonder if many workers are not considering `Swap-Ride' as a plan to decrease Just before the rush hour in front of the Munitions Building in crowded Washington I PflOtfc aoBtt^ &r*gZ >jom^ ~^ ^3ir-Eh^S&cT.,X~*', .&*&$ "` `**r^=5' i.QQP.;.V: Ste- 'i ftI ,.;-rsv" ?i? <**. />>*.*;, j_ ^51 ._^^SUa.WAY.la.^ELS: Transit systems have grown by leaps and bounds in the last 7 2 years T^-^^ri^ry:r^g.cTa:' .'V`<`U7r-\-j^?^AOIOR|BUSES bus traffic by inviting fellow work ers (who formerly used the bus) to ride to and from work with them. ... As we see it, `Swap-Ride' is the answer only for those employees who can't walk because of distance and for whom bus transportation is not accessible." The clearing up of such confusion regarding the share-the-ride plan will undoubtedly boost still higher the number of transit system riders. Their total will also be swelled as tires wear out, forcing cars out of service. The Problem Can Be Met Can the transit industry meet this serious problem of a tremendously increased business? The answer is yes only if certain conditions can be met. The transit industry is one of our largest and most essential businesses. The revenues from all its lines are approximately equal to the postal revenue of the United States Gov ernment. In dozens of cities the local transit company is the largest em ployer of labor. In cities of a million ETHYL NEWS ETC 23030 or more population the number of transit rides per day is equal to from 75 to 85 percent of the total popu lation of the city. "Staggered," Rush Hours Yet, despite its size and impor tance, transit officials say they cannot beat this problem without coopera tion. It is essential that cities follow the recommendations of the Office of Defense Transportation for stag gering working and school hours. Without such staggering there will be the inefficient situation of many streetcars and buses jammed to the doors during the few hours of the rush periods only, while the greater part of the day they sit idle in ga rages. With passenger traffic zoom ing, the present supply of transit vehicles soon will not be able to take care of the rush hour crowds unless a feasible stagger system is worked out. Business and industrial manage ment also is being urged to cooper ate fully with the War Transporta tion Committees in their areas in working out stagger-hour plans to insure maximum utilization of trans it facilities in moving workers to and from plants. Another difficulty is the uncertain outlook for new vehicles to accom modate the growing crowds and to replace those that wear out. Transit systems at present are about equally divided between those electrically operated and those powered by gas oline or Diesel engines. In recent, years the number of motor buses has been increasing rapidly, while elec trically operated vehicles have been declining. streetcars and trolley coaches was also heavy. The Office of Defense Transpor tation recommended to. the War Production Board that 12,000 city buses, 800 streetcars and 600 trolley coaches be authorized for 1942. The War Production Board, however, ordered the production of new buses to stop on August 1, but after reconsideration, permitted produc tion to continue at a restricted rate. Nine thousand buses will probably be produced this year, although 12,000 are badly needed. Nobody knows what will happen in 1943. The American Transit Associa tion is convinced that its problem will continue for some time after the war ends. There cannot be a quick return to normal, because, if 15 million of the 28 million motor cars registered in 1941 are still op erating when the war is over, the full production of all the tire fac tories for two years will be neces sary to equip them, even if no new cars are built and there is a supply of rubber immediately available. Many Problems Ahead According to conservative esti mates, a transportation problem of from three to five years duration lies ahead. The transit companies are putting forth all their energies to solve it. They believe that with rea sonable public and governmental co operation the crisis can be met successfully. Local iransit collects more money than rail and air lines Equipment is Scarce In the first five months of 1942 manufacturers produced 5,000 bus es. As of June 1, they had orders for 7,000 more. The demand for new I \ ! 1 ETHYL NEWS ETC 23031 tfiifejSfii Sihutchinq ihs. Sua Left -- the semi-trailer bus. Greyhound has built on car-conveyor trailers, no longer needed to haul away new cars from Detroit. Right -- fhe roomy interior holds J 00 people. hopes to have 150 of the big buses in eled for carrying passengers. operation within a short time and, These big buses will not be used unless priorities interfere, looks for for long distance hauls, as they have an increase in this fleet to more than been designed primarily to carry 200 during the coming year. large numbers of workers to and To save valuable materials needed from their jobs in plants engaged in the war effort, semi-trailers for in war work. In this way they will step forward in the solution of merly used to transport new cars A the transit problem has been from the assembly lines of the auto taken by the Greyhound Corporamobile manufacturers to the show tion. Officials decided that if the rooms of the dealers will be remod relieve the pressure on the smaller overland buses, so that the latter will be able to maintain their regular long distance schedules. rubber supply couldn't be stretched, perhaps buses could. After careful consideration, they drew up plans PROMOTION FOR R. K. SCALES for mammoth ioo-passenger semi trailer units and submitted them to several midwest body builders. Ol son and Sons Company of Minneap olis was one of the first to take on the job of building these super-car riers and completed two in about four weeks. The Greyhound Corporation Appointment ofRichard K. Scales as assistant director of Ethyl's Tech nical Service Department is an nounced by Julian J. Frey, director of the Department. Mr. Scales will continue as manager of the Passen ger Car and Automotive Accessories Division, with which he has been associated since its organization. Mr. Scales entered the service of Our Pictures... THANKS--to Curtiss-Wright for the Commandos on pages 2,4 and 5 and to TWA for the Constellation on page 3; to Freeport Sulphur Co. for the photos on pages 13 and 14; to Capital Transit for the picture on page 25 and to the Greyhound Corporation for those on page 26. Other credits: Acme furnished the B-19 on page 3; Sovfoto the wells on page 10 and the climbers, page 11; Black Star, page 9 and the power lines on page 11; Atlas, page ij, and Frederick Lewis, sugar cane on v;page 14. Ethyl Corporation in 1929 follow ing his graduation from Cornell University. For a time he worked with Dr. Thomas Midgley in re search on chemical compounds used in the antiknock industry and par ticipated in the research which de veloped a carbon remover com pound. Subsequently he was placed .in charge of the manufacture of this compound. For three years Mr. Scales repre sented the Ethyl Export Corpora tion in Australia. In 1937 he joined the Technical Sales group at Detroit and subsequently helped Julian Frey in maintaining Ethyl's contacts with passenger car manufacturers and accessory companies. Upon the formation of the Technical Service Department early this year Mr. Scdes was named manager of this division. ETHYL NEWS ^ ETC 23032 FUEL AND ENGINE RESEARCH IS NOT "AS USUAL" AT THE TIME when the new Ethyl laboraA tones were planned, the clouds of war were but a tiny speck on the horizon--too' small to be noticed by the great majority of Americans. But as construction proceeded it became more and more apparent to its builders that the 26-acre plant at Eight Mile Road, Detroit, might soon have to de vote some of its facilities to problems of military fuels and engines. Then came Pearl Harbor. . Immediately all plans for research to im prove civilian vehicles and fuels were shelved and all the facilities of the then nearly com pleted plant were offered to the Government. Today, in cooperation with the technolo gists of the automotive, aviation and petro leum industries. Ethyl engineers are work ing to help give American motorized equip ment the extra power, efficiency and de pendability that are all-important in modem warfare. We believe that winning the war is the prime job of every American. But, because we have an unbounding faith in the ability of our country to crash aggression, we are trustfully looking forward to the days when the grim lessons of war can be translated into progress in peacetime transportation. ** ETHYL CORPORATION Chrysler Building, New York City -- . * * * Manufacturer of antiknock fluids used by oil companies to improve gasolines ETC 23033 ETC 23034 THEY DON'T PAY OFF ON STATISTICS! ecently the newspapers R carried an account of an important professional football game. The statistics showed that team A had made 15 first downs, 123 yards by rushing and 113 yards by passing; team B had made no first downs, one yard by rushing and 50 yards by pass ing. The score -- 14-7 in favor of team B! A little luck, alert ness in grasping every oppor tunity and a skillful, desperate defense carried the statistical un derdog to victory. And the Cardinals! All the statistics had the Yankees win ning the series. Perhaps we count too much on statistics! We read of tens of thousands of planes, tanks and guns, of thousands of tons of high explosives, of hundreds of ships, and we tend to sit back with a comfortable feeling that the statistics are all on our side. Sorry, but wars are not won by statistics. They are won by skill, daring and imagination on the part of leaders, and by cour age and stamina on the battle field. They are won by an en tire nation's will to win, by its willingness to put aside selfish ness, prejudice, intolerance, and to make every effort, every sac rifice in the interest of the com mon good. This is no time for compla cency -- they don't pay off on statistics! What's going on at the Stevens Hotel? Furniture moved out by night... armed sentries on guard. . Why? Head Biggest Hotel Enlists -- page 3 In two years soap may be scarcer than tires are. Petroleum executives aren't worried, for they have an answer: Super-Soap from Oil -- page 8 Washington and Uncoln both had to use draftee armies. For the history of "Selective Service" in this country, read Call to Arms -- page 1! The Army is turning thousands upon thousands of Sunday drivers into skilled maintenance and operation men. See Jeep Drivers -- page 15 We flim-flammed the poor Osage Indians onto one of the richest bits of land in the country. How? Where? See--and Sudden Wealth!--page If What happens when salt gets electrocuted? Read how Ethyl's sodium plant turns brine into -- Salt for a Jap Warbird's Tail -- page 21 Published by ETHYL CORPORATION, Chrysler Building, New York, N.Y. Manufacturers of Ethyl Fluid, used by oil companies to improve the antiknock quality of aviation and motor gasolines ETC 23036 J 1* n t ihfcrll'ii [ '> f 2 lifure uard. go 3 jftee i" in } 11 ) onto low? e 18 N.Y. BIGGEST HOTEL ENLISTS 0 by Francis V. V. Adriance "You gotta have a pass"--or The Stevens is the biggest hotel you can't get in the Stevens. API's old Chicago convention hotel is now a radio school in the world, but they haven't a bed for you. If you climb out of a cab at the door with your bags an M. P. will stop.you. Who are you? What do you want? You can't get in here, mister, unless you have a pass. And you have to have important business ook at your calendar. Time to with the Army to get that. Ij make reservations again for the For Chicago's famous Stevens Ho API Convention -- but if you've tel, known to oil men the country ever had reservation trouble at the over as convention headquarters for Stevens Hotel before, you just the API and other oil groups, is in haven't seen anything yet! the Army now. At midnight on the last day of July it was the world's biggest hostelry. One minute later it was just a gigantic barracks, camp and training school -- simply "Unit No. i, Chicago Schools, Army Air Forces Technical Training Com mand." For the duration it is a train ing center for radio operators and mechanics. You Wouldn't Know It The Grand Ballroom is now the B-19 Mess hall. The elegant North Ballroom, on the third floor, is par- II III ETHYL NEWS ^ ossa B ETC 23037 ^ :` l Because Uncle Sam needs trained men -- and quickly! They say that besides the pilot it takes at least one hundred other men to keep 'em fly ing. That is probably an understate ment. Before Pearl Harbor the only Air Forces school that specialized in training radio operators and radio mechanics was located at Scott Field, Illinois. This was sufficient for our lackadaisical peacetime training pro gram, but for total war -- no! In stead of the thousands of radio men turned out by Scott Field, the Army Air Forces need hundreds of thou sands. Huge new schools were need ed in a hurry. The Army could build them or take over suitable hotels. It decided on the speediest and least costly method. But taking over the Stevens, al though it was carried out smoothly and efficiently, was no easy job. The giant hotel had been furnished with a view to the ease and comfort of its guests. A commercial moving con cern in Chicago tackled the stagger ing task. For 13 days, working in 11hour shifts, huge vans shuttled back and forth from hotel to storchouic. titioned into four rooms where radio mechanics are trained. The drug store where you stopped in for a Bromo is the post exchange -- if you're in uniform, cigarettes are only 13 cents a pack. Remember the flower shop? It's the provost mar shal's office. Moving Day -- af Night Converting the Stevens Hotel into Unit No. i was a task of tremendous proportions. Before the plain mili tary mess tables and double-deck iron cots could be moved in, one thousand van-loads of over-stuffed, upholstered couches, chairs, beds, box springs, drapes, window shades, carpets, radios, bureaus, pianos, lamps and typical hotel objets d'art were carted off to storage. It was a bigger task than moving the fur nishings from the stricken Norman die, lying on her side in the mud of the Hudson River. Had the .mate rial traveled by rail, the beds and mattresses alone would have filled 65 freight cars. Why did the Army suddenly de cide to take over so many hotels? Biggest messroom is nomed ETHYL HtrS $ ETC 23038 They traveled only at night because of the traffic problem. Every bit of furniture that was not absolutely es sential to the Army was evacuated. Name, Number -- and Date Every piece of furniture was care fully packed and labeled with the number of the room from which it came, so that at the end of the war the Army would be able to return it to its exact place. Military police rode every van to guard each load. But that was only the first step. In the famous Exhibition Hall in the basement of the Stevens, thousands of double-deck cots had been stored against this day. These were moved into the hotel's rooms as fast as the regular furnishings were taken out. How many men are quartered or will eventually be quartered in Unit Number i is a military secret, but you can make an estimate from the fact that 20 floors of this great hotel will be packed with soldiers who are studying radio. Officers have anoth er floor. In a room which was for merly occupied by a single guest there are now quartered four sol diers. In the larger rooms even more are living. And while all this was happening, what has become of the ijoo bell hops, waiters, chambermaids, eleva tor operators, clerks and cooks of the Stevens? Did they get the axe? No -- the Army needed plenty of civilian help to run such a complex institution as the Stevens. Gvilians run the elevators. Maintenance men, engineers, and kitchen help are all civilians. Girls who used to operate the telephone switchboards and do clerical jobs still do. The only re quirement is that they be Gvil Serv ice appointees -- and very few of the former Stevens employees who ap plied failed to meet Gvil Service re quirements. With the exception of West Point and Randolph Field, Unit Number i is the only U. S. Army post which employs all civilian help in its kitch ens. Students have no fear of K. P duty -- not that officers in command at this post do not believe K.E serves a useful purpose. But the war needs these radio technicians in a hurry, and K.E, according to usual Army regulations, would require one day a month out of each man's valuable training time. What has become of the public rooms and shops in the Stevens, so well known to oil men who attended conventions there? The outstanding banquet halls have been converted into mess halls, and renamed after bombing planes. The largest mess, formerly the Grand Ballroom, is now known as the B-19 Mess, because the B-19 is the largest of land-based bombers; the Boulevard Room is the B-17 Mess, and the smaller converted ban quet halls are named after smaller bombers. The B-19 Mess contains 68 tables and 680 chairs. With men coming in to eat in regular shifts, it can serve three meals a day to five thousand men. There are no waiters Non-com rings for all the elevators in any of the mess halls. The soldiers serve themselves from steam tables, cafeteria style. Military Metamorphosis The hotel's shops have also been taken over. The drug store has be come the post exchange, where sol diers can buy sodas, light lunches, and other merchandise at cut rates. Girl civilian employees wait on them. The beauty parlor has been changed into a medical dispensary. The book store is the office of the ETC 23039 M'rrored NOH. ,, "orth Ball,rom k ^ *>, 'sre>oms ETHYL NEWS L American Red Cross field director. Soldiers newly arrived go to what used to be the main desk of the hotel. This has been taken over by the bil leting officer, who has at his finger tips the loc'ater file, corresponding to the room clerk's guide, showing at a glance what rooms are vacant and where every soldier in the post is quartered. It is the billeting officer who assigns all "casuals" to their quarters -- casuals being the troops just arrived from basic training cen ters. They are met at the railroad station by an officer, brought to the post, given their secondary physical examination, and then assigned rooms. Transient officers of the Air Forces, who are stopping over in Chicago for a short time, can obtain rooms in the officers' quarters on the 23rd floor. At the floor clerk's desk on each floor a non-commissioned officer, known as "charge of quarters," is stationed. Here is another military innovation. The "charge of quarters" is the only man on the floor who can ring for an elevator, with "up" and "down" buttons at the desk. Every soldier leaving the floor must tell the charge of quarters where he is going, and if it is four floors or less he must walk. Elevators do not stop at mess floors, and the men must walk up or down at least a flight before and after each meal. These regulations are chiefly to avoid traffic jams on the elevators. Army life at the famous old Stevens is no picnic. The routine is tough. Student soldiers go through it in shifts. For a better idea of the life at this post, let's take a quick look at the routine of the first sec tion of shift number one. The men in this group get up at 5:15 A.M., which is not exactly a witching hour. They must make up their beds, police their quarters and be all ready for breakfast by 5:45. At 6:45 they start school, which lasts until 10:05 when they have drill and exercise until 1 i:oj. Lunch is ready at 11:20, and then at noon they are under the jurisdiction of their squad rons, which means that they are free, they study, or they work, de pending on their status in the school or on the immediate requirements of their group. Life Goes by Timetable At 1:55 school begins again and lasts till 5:15 and supper. After sup per the men are again under squad ron jurisdiction. As each man must get at least eight hours of rest, "lights out" for this group comes at 9:15. ETHYL NEW'S ^ ETC 23040 Other sections of the first shift be gin their day at 5:30 and 5:45, and the three sections of the second shift tumble out at 7, 7:13, and 7:30, re spectively. Each goes through its daily program just so many minutes later than the first group -- so the boys who don't have to scramble out of bed until 7:30 must attend classes until quite late in the evening. Can't Get Out -- or Inl After a man's work for the day is done, can he wander out into the street and go where he pleases? He cannot! The Stevens is an Army post, and to get away from an Army post a soldier must have a pass. If a man's grade in his classes is above 85, he may occasionally get a pass to go off the post on a week night, though such privilege passes are exceedingly rare. Week-ends, however, are a dif ferent matter, and any man who is doing reasonably well in his studies can obtain a pass for Saturday and Sunday nights. If you're a civilian, try to get in side this military post without a pass! Military police guard every en trance, keeping civilians outside and soldiers inside. There was one notable exception, however, who talked his way past the stem M.E at the door. This super-salesman was an 11-year-old boy, who had an invention he claimed would save the lives of American airmen. The kid wouldn't take No for an answer, so the M.E brought him to the provost marshal's office. The provost marshal listened to the lad's story and then sent him to see Colonel Lindeburg, the execu tive officer. The Colonel listened with interest, gave the youngster some helpful suggestions on improv ing his invention, and sent him hap pily on hisway,without having com mitted the Army to adopting it.... This is what you'll find inside the famous Stevens today -- thousands of soldiers busily learning how to talk with each other through the ether. They will be all-important links of communication once they get to the battlefield, so they're working hard. V \ / <Wi'- r V-'? .V ,*.v~t\ lxt j ,.. -* , . *\" Mil 'Petroleum deft, >rgefits'` pot the bubbles in Betty Lawiord's bath $bom 0tf by Northrop Clarey, jr. Bubble baths, flea and dishpan soap--all from "Swerl," luxury of foam which glinted under the spotlights. a revolutionary oil prod uct which may replace soap Decorum Guaranteed The scene was the famous "bubble bath" episode in Clare Boothe's play. The Women. The scene went on for five minutes, ten minutes, while HEN THE CURTAIN Went up Wevery man in the theatre men began to mop their foreheads. How long would the bubbles last? leaned forward and swallowed sudTwo young men in one of the denly. In a gleaming bathtub on the front boxes seemed intrigued with stage lolled a copper-haired damsel the same question. They leaned far of lush outlines. Her complexion over the rail, consulting their watch was peaches and cream -- and all es, and debated in whispers. After that kept it from the hungry eyes twelve and a half minutes the scene of the audience was an iridescent ended. One of the young men, a small, pale chap with glasses, slapped his knee triumphantly. "I knew it would last, Harvey!" he declared. "They even guaranteed the bubbles would last seventeen and a half minutes. What's more, it kills fleas. And it makes woolen goods obnoxious to moths." Harvey mopped his forehead. "You win," he said. "But what's in that bath -- liquid shampoo or Flit?" "Neither," said the little fellow brightly. "It's a detergent. Made from petroleum. Shhh -- I'll tell you later." Later, after the show, Harvey heard all about it. His friend, who ETHYL NEWS ^ ETC 23042 g had been making a study of deter gents, had simply dropped in on The Women as a point of research. This bubble bath had touched off a fad, he said. Drugstores everywhere were featuring scented foam bath preparations along their counters. "Basis of the whole thing is a prep aration called Nacconol," said the little scientist. "Wonderful stuff. Soaks the label off a beer bottle in six minutes. The Navy has ordered over a million pounds of it." "For beer bottles?" asked Harvey. "No -- it lathers in salt water. Wonderful stuff. Alkyl aryl sodium sulfonate. Won't sting your eyes. Wash cars with it. Put it in tooth paste. Cleans dishes -- like that/" Blinking slightly, Harvey guided his friend into the next bar, ordered two beers, and asked for the whole story -- from the beginning, one step at a time. Soap May Disappear The beginning, he learned, is the fact that ordinary soaps and clean ing agents are almost all made from imported vegetable and animal oils -- which are not being imported any more. First on the list of oils we no longer receive is cocoanut oil, most of which came from the Philippines and went into practically all house hold soaps. In 1941 we brought in six hundred million pounds of it, out of which almost five hundred million pounds went into the soap kettle. What domestic substitutes can we find? Already 90% of our tallow goes into soap. Petroleum Possibility Luckily, cleaning agents (or "de tergents," as they are called by sci entists) can be made from petrole um. The National Aniline Division of Allied Chemical and Dye Corpo ration had developed successful de tergents from petroleum which had become, long before Pearl Harbor, commercially important because of their powerful washing action. Petroleum distillates are put through a series of reactions which finally produce alkyl aryl sulfonate and sodium sulfate, which are mixed to make one variety of Nacconol. Whatever our shortages in animal and vegetable oils, this country cer tainly has enough petroleum. Our ability to make cleaning substitutes from it makes potentially possible the release of two billion pounds of fats and oils for food stuffs. This would increase by more than 30% the amount of oils and fats available for food, but the really bright side of the story is that such a detergent as Nacconol is not merely ersatz soap. It far surpasses in almost every way the cleansing ability of soap, and turns out to have other virtues of its own which make us wonder whether we will ever wish to go back to the traditional type of soap when the war is over and we can again get all the oils we need. First of all, these detergents are chemically neutral -- no acid, no alkali. So they will not sting your eyes when washing. More impor tant, they will not attack the fabrics or colors of delicate garments. More important still, they may be used commercially in either acid or al kaline solutions. One of the largest uses' of Nacconol is for processing all sorts of delicate textiles, leather and paper goods. It washes better in hard water than it does in rain water, and because of its dispersing action it breaks up soapy scum -- no more ring in the bathtub, no more water line in the dishpan! It leaves no "soap streak" and rinses off clean even in cold water. Dishes washed in a pe troleum detergent of this type do not have to be wiped. Washes Off Grease Also, the new cleaner dissolves instantly, forming small-bubble suds ETHYL NEWS ETC 23043 " -- And it has a special use in cooking," concluded the little scien tist. "Believe it or not." Harvey rose and waggled his finger. "I will not!" he declared. "Bubble baths, broccoli, beer bottles and battleships -- yes. But cooking -- no. When I next hear of Nacconol, let me think of a bathtub of bubbles, blinking and winking under colored lights -- gaily shielding the modesty of a creature luscious be- l } mothproof/ that wash more quickly than soap. Would he believe more about It takes but a very small quantity, Nacconol? It possesses bacteriostatic one tablespoon of the Hakes to a and mild bactericidal properties in gallon of water, to do the work. It its own right, and asserts a powerful is tasteless, useful not only in tooth boosting effect on the sterilizing L * 1 paste but in washing bugs off of properties of regular soap or alkaline yond all aspiration. Let me think..." j "i vegetables such as broccoli and cleaning solutions -- a factor which he faltered. "Well, anyway, let me J spinach. makes it immensely valuable in hos think of something better than cook- (Harvey was much impressed. He pitals and laundries, and in bottling ing!" | j ordered two more beers, and listened establishments, dairies or breweries "Better than angel cake?" asked J attentively to the further virtues of where glass bottles' must be thor his friend. "soapless soap.") oughly cleaned by soaking. It is "Why angel cake?" g 1 It is amazingly effective on grease truly a very versatile bit of chemical "That's what they use it in," I -- cleans a soiled frying pan as easily magic. Because of its chemically whispered the scientist. "They use 1 as a salad plate. A tablespoonful of neutral character (it has been boiled it together with a vitamin booster -- i the stuff washed down the kitchen 24 hours with both caustic soda and makes the cake lighter and adds vita drain will free the pipes of grease. sulfuric acid and remained unchang mins." ed by either) it can be used for "Vitamins?" asked Harvey weak washing woolens. And because of ly. He sank back into the chair. "Oh, its rapid action, cold water may be go ahead...." . used -- which keeps shrinkage at a minimum. Most marvelous of all, it leaves the material mothproof and r Our Pictures... insect-repellent. Photos of Army life at the Stevens (pages 3-7) were taken for Ethyl Believe It or Not News by Kaufman & Fabry. Other A handful of it sprinkled on a moist Since it lathers and washes per fectly well in salt water, our Navy has purchased one and a half million credits: page 8, Lucas & Monroe; pages 11-14, Press Assn.; page ij, U. S. Army; pages 16-17, taken by Ethyl engineers at Fort Lewis; garage floor and scrubbed with a pounds of it for use on its fighting pages 18-10, furnished by the Osage brush removes caked oil and grease ships -- freeing fresh water storage Indian Agency. from the cement. space for fuel and shells. 'Cl ETHYL NEWS 0^ ETC 23044 CALL TO ARMS War Socretary Stimson picks the first number in the greatest lottery ever run "Selective Service" is the third conscription of free Ameri cans. Our grandfathers -- and their grandfathers - resisted it reetings, from the President G of the United States: Having submitted yourself to a local board composed of your neigh bors for the purpose of determining your availability for training and service in the Armed Forces of the United States, you are hereby noti fied that you have been selected for training and service in the... That's how they came to be in the dingy railroad station -- Farrugia, Chan, Cody, Silverstein, O'Rourke, Mueller and a dozen others from the Melting Pot. Maybe they'd been given a rousing send-off with coffee and doughnuts and a speech by the mayor: "... proud day for all con cerned; a day of honor for young manhood and of high resolve for the town. . . ." Whatever the background, they had one thing in common. They were off for the great adventure -- war. Off for Camp.... You name it. A hundred similar destinations, from a thousand similar ETHYL NEWS ETC 23045 towns throughout the United States. Other trains had left the same sort of station in the same sort of town with the same sort of youths a quar ter of a century ago. Draftees? Selectees? Conscriptees? Let the philologists play with nu ances, but among free peoples the word "draft" has had a bad name ever since Napoleon's time. Then, it meant the impressment of civilians by the war lords. Conscription has been the instrument of tyranny. Not has. Still is. Look at what Hitler is doing with French labor. But "draft" has had its face lifted in America. True, the word doesn't glow. But neither does it hiss. Papa Farrugia and Herr Mueller, who themselves may have fled the Old World to escape enforced serv ice, might not have been able to say it as well as President Roosevelt but they undoubtedly would agree with his sentiment: Conscripting Free Men "Conscription can also be used to create a country where the people shall be truly free." Thus, what once brought rebel lion now brings unity and power. Equality of service is what took the curse off the draft. For after all. every man considers his skin as pre cious as the next. The selective serv ice law passed by Congress in the autumn of 1940 made this clear: no one may pay a forfeit to escape the draft, pay a substitute to serve for him, or buy his way out once he's in service. In addition, Congress buried a tradition -- the tradition that the United States in time of peace never demanded that its men take up arms. It is the third appearance of con scription in America in 150 years. Not only was it the most far-reach ing, but also the least troublesome to put through. The rookie who was drafted need have no qualms about his dower rights-to the term "pa triot." For he would stack up very well, indeed, alongside many patri ots of yesteryear. The fact is, our founding fathers had a terrible time getting together an army during the Revolutionary War. The voluntary system flopped miserably. It got so bad that to lure men to the defense of their country, bounties of one thousand dollars -cash and five hundred acres of land were offered. Some scoundrels would take the thousand, then dis appear. The states of Massachusetts and New Hampshire were so lavish in their bids that George Washing ton was provoked to remark: "There is some reason to dread that the enemies of New England's reputation may hereafter say it was not principle that saved them, but that they were bribed into the pres ervation of their liberties." So poor was the response, how ever, that Massachusetts and Vir ginia resorted to conscription in 1777. And on February 6,1778, Con gress recommended that other states follow their example, for two-thirds of the Continental army still was un filled! But conscription was avoided by the aid from the French. The situation was little better in the War of 1812. Congress consid ered several ways of building up the army when not enough men volun teered. But peace forestalled definite action. Our First Draft Law The showdown finally came in the Civil War. The tide was going against the North. The federal generals were hard-pressed in Pennsylvania and Maryland. Troops were needed bad ly, but not even a one hundred dollar bounty could bring them in after Johnny Reb near scared the life out of the Yanks at Bull Run. The voluntary system practically collapsed in 1862 when President Lincoln called for three hundred thousand men. Only 87 thousand showed up, and even this number was cut greatly before the troops reached their rendezvous. Thereupon, the Congress passed a draft law in 1863 -- something the Confederacy did the year before. But it was weakened by the payment of bounties and the hiring of substi tutes. The ability of wealthy com munities to buy manpower from the ETHYL NEW'S ETC 23046 *T poorer localities began to foment lion Americans between the ages of tablish peacetime selective service 1 trouble. 21 and 30 enrolled for the draft. brought a roar from opponents like Riots broke out like a rash, with "Hang the Kaiser!" was a stimulant. that of the Bull of Bashan. Congress the worst in New York. But Congress also had done a better seethed with pros and cons and a The police were powerless for job -- passed an unequivocal law minor climax was the haymaker several days before the killing, burn which avoided the errors of 1863. Representative Beverly M. Vincent, ing, looting mobs. The demonstrat To a large extent, however, it had of Kentucky, threw at Represents- ors even seized guns from the be- the head start of being fashioned in tive Martin L. Sweeney, of Ohio, i wildered troops -- the Invalid corps, the crucible of war hysteria. after the latter denounced the draft 1 so-named because it was made up of The other came about in what, in as a scheme to turn the United States men physically unfit for the front -- some respects, were more trying over to the British. The doorkeeper * beat them over the head with their days. of the House said it was the best own weapons, then chased them like Past mistakes and the world's cur blow he'd seen in 50 years with Con sheep through the streets. rent misfortunes were plaguing a gress. The mob then marched on the people who wanted nothing more In 1917, the college boys were draft registration headquarters. It than to remain at peace. rarin' to go overseas and wallop the seized the wheels containing the A new generation, which had Hun. In 1940, petitions were float names, destroyed them, then set fire been moulded by the extremes of ing around campuses opposing in to the place. The word "compul unprecedented luxury and depres tervention. In truth, there was little sory" was anathema to the northern sion, was approaching flower. It had desire to be prepared, for the popu ers. been raised in a period when it was lar notion has not yet died in the * fashionable to say that the United United States that the army is a Riffle through the years. States had been rooked by a venal catch-all -- for the luckless. Men June 5th, 1917. October 16th, Europe; that it had been tricked used to the comforts of easy living i 194- into snatching British and French also argued: i Both are landmarks in American chestnuts from the fire and into en The discipline is tough. There's history -- better make that world riching munitions makers. It was a reveille in the cold dawn. Men are history -- militarily, socially, eco time of debunking, of ridiculing the hobbled by rules at every turn. nomically, and morally. ideals that accompanied our entry There's setting-up drill and kitchen Each gave birth to new armies. into the war in 1917. police and sentry-go -- and lights On June 5th, 1917, over ten mil The administration's move to es out in the shank of the evening! { ; ; \ ; ' \ 1 But when the time came they lined up outside a thousand school houses for registration, that October morning two years ago. Some had been waiting since 2 a.m., swathed in blankets like Indians. - Rich and poor, obscure and fa mous took their places. Descendants of Mayflower families and the sons of Germans, Irish, Chinese, Hun garians, and Italians who came over in steerage were there. Among them were three Rockefellers and Joe Louis and Francis Pershing, the son of Black Jack, the commander of the first AJE.F. Men Become Manpower At Trenton, New Jersey, John T Cook came out of hiding, registered, then surrendered on a murder charge. Seventeen million men between the ages of 21 and 35 answered elev en identical questions, got the same sort of card. Henceforth they were Manpower, subject to call. In 1917 there was a lilt to the war. The fire burned brightly. It was a great adventure. We won't stop 'till we get to Berlin. There was a heady tonic in George M. Cohan's "Over There." Hardly a bam door escaped a chalk caricature of a villainous Kaiser Wilhelm in steel-pointed hel met and ferocious mustache. They stopped teaching German in schools. Likely looking recruits found it embarassing, sometimes dangerous, to be seen in mufti. In 1942, the flame of public feel ing is less spectacular. There are good reasons: After 1917, millions of men and women realize that the picture of a young stalwart dashing to war with shining shield and flashing sword is somewhat out of focus. The realiza tion that America faces a task of un precedented size and complexity has sobered everyone. The flame of pub lic feeling is less spectacular now, but it bums no less intensely. Behind every draft number there is a drama, highlighted sometimes by comedy relief. The foreign-bom often vibrate with patriotic spirit before their lo cal boards. They burst into fiery speeches in broken English. Many husbands have decided that martial life couldn't be any worse than the marital kind. It's not unu sual for draft boards to get letters that go something like this: "My man has run away to the army, send him back." It Takes All Kinds .. . And then there's the one about the doctor who stamped into a local draft board demanding to know why in the world they sent him a cross-eyed man with half a dozen physical ailments. The board ex plained that he insisted on being ac cepted and that was the only way it could get rid of him. At the end of the train ride, city men and country men, dock wallop ers and playboys, ice men and Ph. D.'s arrive at camp. The air is filled with heterogene ous odors -- wood smoke, linseed water-proofing from squad tents, frying bacon from kitchens, and oil from the stacks of guns. They're inoculated, vaccinated, shod, and tested. Farrugia, Chan, Cody, Silverstein, O'Rourke and Mueller no longer are draftees or conscriptees, or selectees. They're jeeps. Fori Dix -- from now on they make their own beds Thousand-unit "fleets" are far from unusual in the Army How would you go about teaching convoy and blackoutdriving, trouble-shooting and preventive maintenance, to the drivers of the biggest fleet in the country? Here's how Uncle Sam does it raining men to drive and take ing with the Fort's commanding Tcare of all the varieties of mech officers, drawing on their years of anized army vehicles is a problem ofautomotive experience to help in huge proportions -- but it's one that the vast soldier-driver training pro Army G-4 officers are taking in their gram. stride. To see how they do it, let's look at Fort Lewis in Washington. Campus in the Cascades We can tell you at first hand of the Fort Lewis is one of the most interesting training program there beautiful military posts in the coun because Ethyl engineers in that ter try. It stands in the shadow of ma ritory have been actively cooperat jestic, snow-capped Mount Rainier and stretches through the tall ever green forests of the Cascade Range all the way to Puget Sound. A few years ago life in the Fort followed a peaceful routine. Today the grounds are alive with men from every part of the country -- men called to the colors from every type of trade. Turning these "Sunday drivers" into Army drivers is an ac complishment that should command the interest and the respect of every fleet operator in the country. The basic problem is to keep the vast armada of Army vehicles in good running order. This, as G-4 officers have realized, is not so much a matter of establishing innumer- ETHYL NEWS ETC 23049 able repair shops as it is a question of teaching the men to handle and care for their vehicles in such a way as to prevent breakdowns from failure or abuse. A commercial fleet of too trucks is considered sizeable; in the Army fleets often run into more than 1,000 units. The problem is proportional. Since time is a fac tor of success in warfare, only the briefest time can be given to train ing the men who will handle these super-fleets. Training is based on the principle that handling all equipment in ac cordance with proven methods of maintenance would prevent inevi table minor mechanical troubles Answer -- they erect an "A" frame of- logs and chains, with a tow line Another truck heaves -- and lifts it clear from developing into breakdowns which might require a major over haul. The course was drawn up to in clude breakdown prevention, car lu brication and driver responsibility. It includes all the aspects of driving and servicing a vehicle which a soldier should know in order to understand the mechanism he is handling -- the design and function of the motor, the transfer case, the transmission, differential, brakes, ignition, and other parts of the car's anatomy. How to drive each vehicle over all sorts of terrain, singly or in convoy, in daylight or blackout, is also in cluded. This business of teaching driven the mechanical side of their cars or tanks is not to prepare them for do ing major overhaul work. Rather, it is the subtle application of basic American psychology -- a man will privately thumb his nose at arbitrary instruction, but if he is shown a good reason for doing a certain job in a certain way he will do that job more faithfully than anyone else on earth. How, Where -- and Why The program has been eminendy successful, largely because the in formation is presented to the student soldiers in easy, digestible doses, emphasizing actual monkey-wrench work on the vehicles. And the class work is presented in such an inter esting manner as to arouse the pro- ETHYL NEW'S ETC 23050 Cascade Range forests provide rugged terrain Over the foothills of Mount Rainier nounced but often undeveloped mechanical ability of the ex-Sundaydrivers. A recent graduate of the "Preventive Maintenance and Driv er Training School" has testified to the success of the program in these words: "Every driver in the Army should take this course. I can well say that any man taking the course will not treat a vehicle in the future as he did in the past." School for Teachers Since time is so short, only certain representatives from each Army unit can take the course. These men are picked for their high I.Q. rating. Every Monday morning jo to ioo men report at Fort Lewis for their two weeks of training. They spend 60% of the time actually working on different vehicles under the su pervision of some 20 non-commis sioned officers. The other 40% of the time is taken up by classroom work, including blackboard lec tures, examination of cut-away ex hibits, Army moving pictures, and "sound slide" films. Each day a few pages s>f mimeographed notes sum marizing the salient points of the lesson are handed out. These have proven to be very popular, because the average man shies away from a textbook but easily assimilates notes that are clear, short and brief. "You can lead a horse to water but you can't make him drink" is a line of common-sense reasoning which has led the officers in charge of the school to do their utmost in making the course simple and interesting. The men want to learn. A test is given at the conclusion of each lesson. On completion of the course a final examination certi fies each man as a qualified driver, equipped with a knowledge of pre ventive maintenance. Upon gradu ation the men rejoin their own com panies -- and they in turn become instructors for the other men in their own units. The whole business is short, valuable, and to the point -- a course which will live up to the Army standards of today. Trucks help each other up the toughest pulls with chains or hoists the ever advancing and acquisitive paleface. In each of these moves the Indian gave up rich productive land in exchange for smaller and less fer tile tracts. The Osage tribe was no excep tion. We have little authentic his tory of the Osages prior to their treaty with the United States in 1808, though it is known that the name "Osage" is a corruption by the early French traders of the Indian name "Wah-sha-she." By the terms of the 1808 treaty they ceded to the federal government nothem Arkan sas and most of Missouri, retaining only northern Oklahoma and part of southern Kansas out of their once great domain. By later treaties they ceded still more territory, until at the time of the War between the States they possessed only a small stretch of land near St. Paul, Kansas, where they were engaged in agri culture. By 1870 the white settlers of Kan sas had cast longing eyes on this fertile strip of the Osages, and in that year an Act of Congress forced the Tnbe to sell its remaining land to the United States for $10,132,866, which sum was held in trust by the U. S. Treasury at five percent in-' terest. As a new residence for the Osages a million and a half acres in northern Oklahoma were purchased from the Cherokee Nation at 70 cents an acre with monies from this trust fund. The new land was rugged and un inviting to the white man, consisting of rocky and wooded hills with narrow valleys that were hardly fit for cultivation in between. The In dians lived on hunting, fishing, what agriculture the nature of the coun try permitted, and the interest from the trust fund, which amounted to about $191 per year per person. Once more die white man had driven a sharp and shrewd bargain, so he thought. Once more he had got the best of the aborigine in a deal. And then came oil -- black gold gushing in torrents from the Osage hills, pouring undreamed-of wealth into the laps of the once impover ished redmen. ETHYL NEWS ETC 23052 One of the most important events in the life of the Osage Nation prior to the discovery of oil occurred on June 28, 1906, when Congress passed the Allotment Bill. This pro vided for the division of all Tribal lands and monies among the mem bers, to be held as individual instead of common property. Each of the 2,229 persons on the Tribal roll of July 1, 1907, received a $3,819.76 share of the trust fund and 657 acres of the community property. Share-ihe-Wealih There was, however, in this Allot ment BUI a unique and far reaching provision for the welfare of the Tribe, which stipulated that all min erals covered by Tribal lands were to be reserved for the entire Tribe regardless of who owned the sur face rights. Thus, instead of just a few Osage landowners attaining enormous wealth from the oU be neath their property, the wealth was spread out among the entire Tribe, making the Osages the richest nation per capita on the face of the earth. The oU business of the Osage Na tion, which is under the supervision of the Secretary of the Interior, has been shrewdly handled. Royalty in terests of one sixth of the total pro duction have been secured instead of the customary one eighth, with an increase to one fifth on all leases producing over 100 barrels a day. Only 100,000 acres a year have been offered for leasing, and-that at auc tion to competitive bidders with provisions calling for development within a comparatively short time. As a result of the above leasing procedure, most of the acreage has been proven good oU territory be fore leasing and has brought tre mendous lease bonuses. Lease prices of over $5,000 an acre were not un common in the rich Burbank field, and one 160-acre tract brought the amazing sum of $1,990,000, or $12,437.50 per acre. The income from leases alone has equalled over 75% of that obtained from royalties. Lease auctions are colorful spec tacles and are usually held several times a year under the famous Mil lion Dollar Elm on the agency grounds or in the Constantine Thea tre, both in Pawhuska, Okla., capital of the Osage Nation. Representa tives of the largest oil companies in the world are there, loaded down with the reports of their geologists, with blueprint maps of the acreage offered for lease, and with instruc tions from superiors or associates on how high they may go in the hot and heavy bidding for the coveted tracts. There is also the man of com paratively small means, hoping to secure an inexpensive lease in wild cat territory that may prove the basis of a fortune. Carnival Color Members of the Tribal Council attend with their families, together with many of the well educated Osages. Standing out sharply in the throng are the full-bloods in their gayly colored blankets, most of them not quite understanding what ETHYL NEWS ETC 23053 "ffiTffc in'TTi fOi mi`n r w p - r r " * + * -'V i / i the show is all about but catching paid in the long run for its generos the oil and gas operations of the the holiday spirit, nevertheless. ity to the Navy. At the time of the Osage Nation. The lease sales, held just prior to establishment of this Naval reserve the opening of the Burbank field, there was no development on the Incomes Up 4000% when bids rose a hundred thousand 5,000 acres loaned to the Navy nor And look at what all this has done dollars at a time, were probably the on the adjoining 25,000 acres with to the "poor Indian!" Previous to most thrilling of them all. Those held from lease, but later these lands the oil bonanza the income from the tense moments, however, may be became important fields and even original headright of $3,819.76, plus gone forever, as petroleum experts included part of the rich Burbank each individual's share of the income believe that the most productive ter- field. Between the time of their re from Tribal lands, rarely reached ritory in the Osage country has al turn by the Navy and their develop $300 a year. But in 1924 the income ready been leased. ment the areas had been tested by from each headright exceeded $12,- In 1917, during the first World gas lessees, with the result that the 000! In exchange for his farm lands War, the Osage Tribal Council as a oil leases sold for handsome bonuses, in Kansas, each Osage with a full patriotic move offered the Navy far more than they would have headright has received, in addition Department up to 5,000 acres of po brought if they had been auctioned to his trust fund, its income and 657 tential production without lease or off at an earlier date. acres of land, the sum of approxi bonus. The full acreage was selected Up to February 1942,17,500 wells mately $120,000 in oil and gas by the Navy after a study of data had been drilled in the Osage Na revenues. furnished by geologic surveys, and tion, 8,564 of which are still pro In his final swap with the white In! to prevent drainage of die adjoining ducing oil and gas. Up to June 1941, man, the red man had the last laugh! reserve, zones amounting to a total a total of 540,300,000 barrels of (Ethyl News is greatly indebted of 25,000 acres were withheld from crude oil had been produced, oil to Mr. George H. Beaulieu, Admin lease by the Indians. The Navy, and gas royalties totaled $151,000,- istrative Assistant to the Supervisor however, did not need to drill on 000, and the almost incredible sum of Oil and Gas Operations of the this land and in 1928 returned it to of $114,300,000 had come from lease Osage Indian Agency, who supplied the Tribe. sales. Altogether, the grand total of much of the information upon i The Osage Nation was well re $273,000,000 had been realized from which the article is based.) i Old Osage chiefs were settled on poor land . . . with oil under it ETC 23054 IL^SeiSSEEsS Maze of tanks and pipes handle brine Concentrators make wet salt from brine he white stuff you see pour Ting from the big bin above is just common table salt, but it will never season any soup. Instead, it will help some American pilot knock a Jap war bird out of the skies. Which is another way of say ing that it is going to help raise the antiknock quality of a lot of fighting grade aviation gasoline. Here's how it works. This salt is headed for the electric chair, more commonly known as an electrolytic cell. There, as the ulti Two-story transformers step up current mate source of two of chemistry's most important elements -- sodium and chlorine -- it will be tom apart bv an overdose of kilowatts. Around the negative electrode in this elec tric cell molten sodium will collect in a pool and be piped away as liquid metal to storage tanks. Around the positive electrode bubbles of chlor ine gas will be captured. Both of these cantankerous but virile chemi cals are used to make other inter mediate chemicals that enter into the manufacture of Ethyl fluid, standard antiknock ingredient for all U. S. fighting grade aviation gasoline. Tops of some of the settling tanks Ventilators cool electric cell room The daily tonnage of common salt required is tremendous. But since any one of Louisiana's salt deposits contains enough to supply the ETC 23055 William J. Host, in charge of the plant whole world indefinitely, a year's supply barely makes a dent in the reserves available. Ethyl's electrolytic plant for di vorcing the hard-to-separate atoms of sodium and chlorine is the largest in the South. It is located in the midst of other manufacturing units which contribute to the finished Ethyl fluid and supplies the two chemicals as needed through closed pipe systems. Electrochemicals di vision of du Pont, under the su pervision of William Ross, operates the plant, utilizing the "know-how" of years of development work in this process by their Niagara Falls organization. The chlorine is used to make an hydrous hydrochloric acid, ethyl chloride, ethylene dichloride and other chlorides needed. The sodium is used to make an alloy with lead for the metallic charge to the tetra ethyl lead autoclaves. tkV ' V i* .v . - > _ . _ -j Corner of one of the rectifier rooms .--j - ' . . ** L-'?.~-v - .*,* -J . *-ray ^ .. ;. = A section of the main control room Huge copper buss-bars for heavy loads It Isn't Easy But before the salt can be put into cells for the electric shock which breaks the bondage between the two elements -- a bondage of millions of years duration -- quite a few pre paratory steps are necessary. Some of them are illustrated here. Instead of mining with a pick and shovel, salt for Ethyl's plant is mined by pumping hot water down to the deposit and pumping out the brine. The brine is then collected in stor age and settling tanks, evaporated and purified -- the salt you put in your soup is much too impure for this process. Then our common salt is ready and the fireworks begin. In the end you have a metal that will burst into flame if it touches water and a gas that was the original poi son gas of World War I. But both are very useful if you handle them right. Oil coils will remelt sodium in storage Charges of lead-sodium alloy all ready ETHYL NEWS $ ETC 23056 Facts and Flashes From the Technical Service Department ETHYL CORPORATION FOR THE WARTIME PETROLEUM REFINER AND MARKETER 1600 West Eight Mile Road . DETROIT. Michigan Urging of car owners to drive LESS is now sound business for oil companies, gasoline dealers and all petroleum industry branches. Reason is that existing tires have just so much mileage remaining--equivalent of just so many gallons of gasoline find quarts of oil. By spreading mileage over long period, petroleum marketers assure themselves of more lasting source of income. Most important reason for tire conservation, however, is vital need to keep essential civilian transportation rolling for duration. Shortage of distillate in farm areas is accelerating swing to gasoline for tractor use. Gasoline has proved best fuel on all counts--gives more power (up to 30% more when tractors are changed over to high compression), minimizes oil dilution and lengthens tractor life. Recent tests show wear on engine parts is less than half as fast with gasoline as with distillate. Marketers in rural areas should consider farm market as prime opportunity. Send for two new booklets published by Ethyl -- "Wartime Tractors" and "High Compression Overhaul and Service." Remember, "Farm power is fighting power1" Need for scrap metal is far more urgent than most Americans realize. Gasoline dealers who cooperate in present drive to "Get in the Scrap" are rendering important patriotic service--should redouble their efforts to salvage steel, copper, brass and other metals. Elaborate precautions needed to protect cars in storage have influenced many owners to keep their cars in service. Occasional use of car benefits tires by flexing rubber in sidewalls, prevents oil gumming, battery deterioration and other storage ills. At same time car is always ready for use' in possible emergency. Speedometer readings are no longer reliable as service reminders. Reduced operation by many car owners means cars are in service only two or three days a week. Condition of battery, crankcase oil, etc., should be checked on time rather than mileage basis these-days. Reported effect of war is general leveling off of gasoline octane ratings over country. Antiknock quality of regular and premium is holding up well, but "peaks" of extremely high octane ratings are disappearing. "Oil is ammunition--use it wisely1" ETC 23057 i j "JVTevee in the field of human conflict was i 1 there so much owed by so many to so few," said Winston Churchill. For the fate ofEngland --ifnot the whole world--was determined by the men of the Royal Air Force between August 8 and October 31, 1940, when they turned back the Luftwaffe in the Battle of Britain. As the records of that epochal struggle are revealed, we learn more and more of the gallant sacrifices made, the courageous deeds per formed, during those eighty-five days of furious fighting. We learn, too, of the little details that sometimes play a part in deciding the fate of nations. One of those "little" things is pictured above. It is a molecule of an ingredient in the gaso line that helped the RAF win the Battle of Britain. It is called iso-octane. The atoms of hydrogen and carbon which form iso-octane hang closely together like a bunch of grapes, as shown in the chemist's model above. Maybe that peculiar bunching of the atoms is the reason why iso-octane has such a high antiknock quality that years ago it was con sidered "perfect" and was adopted as the scale for measuring the antiknock quality of gaso line. Possibly iso-octane's remarkably high anti knock quality is due to some other reason. Whatever the reason, this clear-cut superi ority over ordinary gasoline was enough to start the research laboratories of the American pe-. troleum industry working, developing manufac turing processes that changed iso-octane from a forty-dollar-a-gallon curiosity to a twenty-centa-gallon ingredient ofaviation fuelfor the planes of the United Nations. The Battle of Britain might have been won without iso-octane. We cannot say. All we know is that the British had it for their fighting fuel in quantity--the Germans did not. For that we are indebted to the peacetime research and developments of American oil refiners. This development of iso-octane has been only one of countless chemical achievements of pe troleum technology in the long search for better fuels. Ethyl fluid is another of those achieve ments. It, too, is a prime ingredient in the fight ing fuels that power the planes and mechanized armies of the United Nations. ETHYL CORPORATION Chrysler Building, New York City Manufacturer* of Ethyl fluid, used by oil refiner* to improve the antiknock quality of aviation and motor gasoline. ETC 23058 V ON THE COVER T piche ethyl plant tured onthe front cover will play an important part in keeping necessary civil ian motor transport rolling. A quick conversion job has made it possible for this plant to turn out ethylene dichloride, one of the prime ingredients in the manufac ture of "Thiokol" synthetic rubber type "N" recom mended by the Baruch Committee as a suitable and quickly available material for recapping tires. The plant went on stream on October 29. Another simi lar Ethyl unit is available for conversion and may be changed over within the next few weeks. The two units have capacity suf ficient to produce about 60,000 pounds of ethyl ene dichloride yearly. The "Thiokol" program set up by Rubber Reserve Cor poration calls for enough of this synthetic to retread ap proximately 24,000,000 ci vilian tires yearly. Published by ETHYL CORPORATION 405 Lexington Avenue New York, N. Y. Manufacturers of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasolines W. J. Heggen................Editor FOOD -- NAZI WEAPON . . I A great famine in Europe has been order ed by Hitler -- for strictly military reasons CHEMICAL RECAPS FOR CIVILIAN TIRES....................... 8 Ethyl is now making material for Thiokol, a synthetic rubber to give you tires ~ jiii f FLASH!............................. 10 The story of radio news -- unknown just a few years ago, but a major industry today M. PLASTIC TUBES.............................14 You've wondered what we'd do for tooth paste tubes without tin. Here's a substitute HELLHAWKS OF THE AIR . . 16 Navy pre-flight schools "ease-horden" their men into the world's toughest sky-fighters NEW YORK KEEPS 'EM ROLLING 20 Wartime maintenance problems for New York's fleet are solved with Ethyl men's help PRAISE THE LORD AND -- . . 22 Our most popular and most controversial war song is a by-product of Pearl Harbor ETC 23060 FOOD-NAZI WEAPON Famine -- ordered by Hitler -- hangs over Europe like an approaching cloud. Read how the Nazis have made food a weapon... and how we may turn it against them by Northrop Clarey, jr. Into Marseilles, principal seaport of famished France, ships bring eighty thousand tons of food a week -- food to make an American's mouth water. Down the gangplanks trot herds of the succulent lambs and milk goats of Morocco and Algeria. Wharves are piled high with crates of figs and golden-brown dates. Ol ive oil from Sahel, oranges and tan gerines from the African coast. plums and nectarines from Tunisia, tomatoes and beans and butteryflavored artichokes from Algerian truck farms, all pour into Marseilles, Sete, Toulon. Tons of the rich, soft wheat of Algeria and the hard wheat of Morocco are unloaded. French longshoremen sweat and stagger under sacks of Berber almonds, At las walnuts, Algerian peanuts -- bulging bags .of potatoes, barley, oats and lentils. Gingerly they unload great hogs heads of the delicious strong wines of Algeria and roll the precious, rumbling casks across the cobble stones of the quai. Leaning against the shady side of these barrels at noon, they will eat their lunch -- part of a cold potato, a small apple, a bit of cheese with some miserable bread, and a bottle of water. One will touch the next one on the knee. "Look -- in the cuffs of my pantalons, and in my shoes, I have let a little grain spill while one was looking somewhere else. For little Jeannine, my smallest one, with the rickets." A muttered answer: "It will take ETHYL NEWS ETC 23061 more than a little wheat, my friend. If one could bring her a cup of this wine -- that would put the color in her cheeks again!" "Ah, this wine!" says the other. "Mon dieu, this magnificent wine will warm the heart of no one. Per sonnel It goes into Germany -- for the alcohol of industry -- .for bombs." Starving Amid Plenty And they go back to their work again, staggering under loads of food that would make even an American's mouth water. Stagger ing, because they are starved. Over 70% of those 80,000 tons of food they unload each week in "Unoccu pied" France go right through to the Reich. France should not be hungry. Be sides these regular impressive im ports of African foodstuffs, she had a normal wheat crop last year and a better-than-normal potato crop. Yet Frenchmen get miserable rations of potatoes and bread. Fertile France is suffering from acute malnutrition. Parisians who once dined in gourmet societies now consider it a stroke of. good fortune if they can find a cat carcass in the black market. In other countries it is worse yet. A cat carcass in Belgium cost 125 francs last winter. Poland and Greece are starving. Spain has been hungry since her civil war ended, three years ago. Holland, Denmark, Norway, Sweden, even Finland and Italy, have had to take several hitch es in their belts. Recently the Jour nal of the American Medical Asso ciation published some "optimistic" figures on the calories per person in Europe's diet. Measured against ac cepted standards, Germany's diet has just adequate food-energy, Nor way is 10% deficient, Italy is 15% deficient, Bohemia and the Nether lands are 20% below par, France is 2j% under, Belgium and Luxem bourg are 35% under. No figures were available for Poland and Greece. Famine -- man-made famine -- hangs over Europe like a dark cloud on the horizon. Not because war has ravaged all the agricultural areas or because food stores have been de stroyed. Even the Russian attempts to "scorch" the golden earth of the Ukraine left most of the green crops standing and burned only the wheat from previous years already in stor age. Nor is it because Europe will have to starve so Germans can eat; Germany has more grain in storage today than she did when the Wehrmacht rolled into Poland. Hitler wants all of Europe -- both occupied and neutral countries -- to feel the anguish of starvation this winter. Not because he is a maniac. His reasons are economic and po litical. Germany's biggest need today is manpower. Over and above the millions in arms, Hitler must keep a mighty army of men working in her mines and industrial plants -- and another mighty army grow ing food. For these he must rely on the reluctant, rebellious, sabotageminded people of his captive coun tries. Over a million prisoners of war and alien workers toil on Ger man farms today, but thousands more are needed. The loyal Frenchmen, Dane or Hollander who so far has been able to keep body and soul together may decide he's glad to gain food by Famine is hardest to bear when you see your own children starving. Hitler counts on this also to produce "cooperation" 3S working in Germany when he sees inhabitants. The United States, by the owners forbidden to buy else It his family cold, undernourished, contrast, has 300. Forests and parks where; their implements have been emaciated, weakening day by day. are leveled, scraped bare, plowed and confiscated. During the first 15 0 Hitler has the people of Europe planted. Bulldozers crash through months of the war, 1,500,000 Poles ri stretched on the rack of hunger. As hedges and flower beds alike, mak were evicted from their land and :e he needs more cooperation, from ing great fields of them that can be 442,000 German colonists settled in time to time he draws the rack an worked on a mass-production basis. their places. The area is rich. It pro other notch tighter. For the Germans learned their vides, for instance, one sixth of the h lesson well in the first World War, German sugar supply. "Guns -- not Butter" when 750,000 of them allegedly died The Ostland Corporation, state is But foods work for Hitler and from insufficient food. They had farming arm of Germany's Food Goering in ways even more direct more than 600,000 tons of grain in Estate, has prepared for years to run >- -- as raw materials for the ingredi storage before they invaded Poland. these captured farms on the same ents of warfare. From wines they Anticipating another blockade, they basis as the Russians operate their is make industrial alcohol, from milk had prepared for she years before collective farms. Peasants and mili le they produce lubricants. Beans make the shooting started. And they pre tary prisoners supply the labor in plastics; soybeans make synthetic pared with such efficient thorough Poland; French-African prisoners, )G TO wool for clothing, as well as print ness that even when food rationing all under guard, work in France. ing ink -- another effective Nazi was ordered they had had the ration So Germany has kept food from weapon. Potatoes and sugar beets cards worked out for four years. being an effective weapon against n that would warm the fingers of ane Germans are not eating well these herself. And she has not only turned mic children go into acetone for ex days, but war will not starve them. this weapon against conquered peo plosives. Copra, which should go Today their food resources are ex ples -- she has actually used it in a >f into margarine, makes glycerin; so panding. different way against England. r- does cotton seed. Palm and olive oils Last year alone, Germany took When England declared war on Js are used for processing military and 80% of Russia's sugar-beet country the Nazis, she had to feed 6,750,000 civilian textiles. So it is doubly im and 40,000,000 of her people, in more people than during the last >r portant for Germany to raise abun cluding the wheat-expert Ukrain war -- with 4,500,000 fewer acres le dant crops. ians. Farms in all conquered areas under the plow. Many of her agri y But Germany has only 112 acres near Germany have been expropri cultural workers were in uniform. y of agricultural area for every 100 ated at a fraction of their value, and She was importing 70% of her food. Germany turned loose her packs of prowling U-boats -- and you have read what American correspondents say of food prices and scarcities in London. But the main effect of the U-boats was a secondary one. The English rallied nobly, of course. Tractors ran all day and all night. Estates and parks became gardens -- the attractive British kind, not mile-wide monuments to Teu tonic ruthlessness. Volunteer land clubs of city people worked during their weekends. The Women's Land Army raised 15,000 pairs of hands for permanent agricultural work. In backyards and tiny frontyards over half a million vegetable gardens were planted. ETHYL NEWS ^ BBS ETC 23063 I "Victory gardens" are not a summertime lark in England. A patch of green on the roof means more strength for fighting Jews and Poles are not regarded as "cooperative." Soldiers throw leftover food to them as if they were feeding pigs L And we Americans rallied pretty nobly ourselves, with Lease-Lend. During the 12 months before last May, for instance, we delivered for shipment more than two million tons of farm products -- approximately a hundred pounds for each inhabi tant of Britain. Lease-Lend is ex pected to take 10 to 15% of our food production in 1943. This is a huge tonnage of food tonnage that ties up ships which could be transporting tanks and air plane engines and torpedoes to Britain. Hitler's campaign to starve the British did not work -- but it certainly was an effective weapon in postponing the Second Front, the bombing of Berlin, and the day of ultimate reckoning. America, to make its food effec tive, must do two things. It must grow more than ever before, and it must see that this food reaches Europe, China and Russia in suffi cient quantities. i ; i Our Answer --125 % As for raising more food, Ameri can farm goals are 25% higher than last year. With much farm labor called into the Army or migrating into industry, farmers are putting in twelve and fourteen hours a day. Women are raising more chickens and bigger gardens, putting up more canned foods -- and driving tractors. Girls and ten-year-old boys are tak ing the places of their brothers. More than ever before farmers are trying to make the most of their tractors and power equipment. When the Ethyl Corporation, for example, compiled a booklet on the conservation, maintenance, and ef ficient use of tractors, the number of farmers who asked for copies was overwhelming. "Wartime Tractors," issued both as a builder of good will and as a practical patriotic contribu tion to America's battle of the soil, \ ETHYL NEWS ^ . * ETC 23064 'mjm i. has already been distributed to the what this means, we could have re made easier with condensed food d. amount of 1,200,000 copies. leased eighty io,ooo-ton ships in the stuffs -- for the armies of freedom ist Are the farmers winning their first year of Lease-Lend alone simply must bring in with them food for or "great green battle"? The number by dehydrating those foods which any peoples they liberate. Each city ns of hogs has soared eighteen and a can be successfully condensed this won back from the Germans is one *7 half million beyond any year in our way. And in London, where a fresh more city that must eat from our >i- history. In one minute Wisconsin egg may cost you a dollar, you can kitchen. cows make 15,000 quarts of milk; In buy a dozen powdered eggs for 34 ur diana fields produce 14,000 pounds cents. Second Front Food of tomatoes; Illinois farmers pro Why is food dehydration so im Our present overstocks of grains duce 150 bushels of soy beans, to portant? All that we have done so and cheese would be spread very .:h make glycerine for explosives, oil far on it has been part of our coun thin over a liberated Europe. Amer r- for margarine and battleship paint, ter-attack on the food front which ica alone can not hope to feed the to feed for pork and beef, fibre for Hitler opened. But as the expanded victims of Germany'while they re \re plastics which release metal for mu facilities for dehydration begin to settle themselves, get their farms it nitions. Soybeans work for us, too! pile up reserves of food, we can use working again and their starved or >n As for the shipping problem, see them as a most potent weapon butchered herds restored, without 7e ing that food reaches the places against him. One Flying Fortress, help from Canada and South Amer of where it will count most heavily has fitted out as a cargo-carrying plane, ica. Shipping will be the principal called for more than convoy protec can fly a thousand miles with enough bottleneck -- but our multi-million- tion and Liberty ships to provide dehydrated staple food to feed a dollar food processing industry, st additional tonnage. Food scientists small city for several days. If we when it no longer needs to pack id have developed methods of con start dropping bundles of such food food for our Army, can condense es densing foods by taking the water by parachute, how long would star enough of it to see that French chil fi- out of them. On the average, they vation continue to bring French dren with the rickets, Belgian weigh one tenth as much as before, men, Poles, Danes, and Dutchmen youngsters who have forgotten the and occupy only one tenth the into German arms factories or taste of milk, and the gaunt prison space. What's more, they keep farms? If they knew they would ers turned loose from German without refrigeration. no longer be at the mercy of their camps, are fed. Not merely fed, but m You have probably read of the conquerors for food, how many cheered and restored to health by or process by which three dozen eggs patriots in the occupied countries good food ... food which has been 'g can be reduced to one pound of would arise overnight in revolt? used, in the end, as a weapon against in powder, and you doubtless are fa Even the Second Front would be the Nazis. v. miliar with the dried skim milk ns powder we have had for years. That re was child's play. It is now possible *s. to pack enough vegetable soup for two hundred soldiers in a two and a s. half gallon container. An even 2,000 re pounds of fresh peas weigh 4,000 ir pounds in cans -- but only 350 it. pounds when dehydrated. One quart >r of milk -- and they have recently le discovered how to dehydrate whole f- milk without having the cream turn of rancid -- makes one cupful of pow as der. A two-pound steak can be heat ed and compressed to the size of a iii piece of toast. As we said, dehy u- drating usually saves 90% of weight a, and bulk. To give you an idea of iK- / ETHYL NEWS ^ ETC 23065 1 -'2>sV>V- i SODflJM ` POLYSUtflM w^r- IVMI. CAUSTIC SODA - '^Ss CKLOMNE. CAftftON OtCHLOfttDE CTHYIB DiCHlOftOC i?! ., . ' :-*'-j # ,,*" *; ETHYIB^E OTHa ; WOXOCAttON ftACTOK Ethyl Corporation plants found suitable for part in Thiokol program. First unit "on stream" October twenty-ninth Two million camelbacks a month for retreading tires on civilian cars were called for by the Baruch Committee's recommenda tions that "Thiokol" production be stepped up to 60,000 tons a year. The report says in part: " . . . We find that rubber for necessitous civilian use has been insufficiently allocated. More must be allowed for tire replacement and recapping." And again: "We must maintain the tires on at least a substantial propor tion of the 27,000,000 civilian auto mobiles. Otherwise an economy geared to rubber-borne motor trans port to an extent not approached elsewhere in the world will break down." "Thiokol" synthetic rubber type "N" offers quick possibilities for satisfactory re-cap material. Conse quently, Rubber Reserve Corpora tion has set up a program to make 60,000tons of this materia! yearly, enough to re-cap approximately 24.000,000 tires on the basis of five | pounds per tire. Fortunately two Ethyl plants, built long before Pearl Harbor, can be converted quickly to manufac ture a prime raw material for "Thio kol" type "N," namely ethylene di chloride. Originally constructed for the purpose of making ethyl chlo ride, one of the plants is now l>cinc ETC 23066 r.Tw^T-' t: changed over to manufacture ethyl nite advantages in a program that the project in 1930 and for the next ene dichloride from the same raw calls for a large amount of re-cap 8 years supplied the necessary chem materials and it is expected that the material quickly: (1) the essential icals to Thiokol Corporation. In other will be converted in the near raw materials are found in almost 1938 Dow set up facilities to manu future. To manufacture 60,000 tons unlimited quantities within the facture certain products at Midland % of "Thiokol," 72,000 tons of ethyl United States; (2) the manufactur to the order of the Thiokol Cor ene dichloride are required. The two ing operation is comparatively sim poration. Dow will have an impor Ethyl plants when converted would ple; and (3) America possesses the tant part in the new program which be able to furnish 60,000 tons of "know-how" for the production of is just getting under way. The du the needed 72,000. all the raw materials and for the Pont company also is expected to Preliminary tests indicate that a production of the material itself. participate. tire re-capped with "Thiokol" will Actually, "Thiokol" is not a new "Thiokol" rubber looks, feels, give an additional 7,500 miles of product. Made from the thermo acts, is fabricated, compounded, service, providing reasonable care is plastic reaction of ethylene dichlo cured and vulcanized much the exercised and speed does not exceed ride and sodium polysulphide, it was same as natural rubber. It has a high ' - 35 miles per hour. Tires fabricated discovered by Dr. J. C. Patrick, degree of resistance to air, sunlight pi entirely from "Thiokol" also have chemist-physician of Kansas City, and solvents and is unaffected by ' - 'i been made. Research men believe about 1923. In 1929 the Thiokol oils, greases and gasoline. But more . 'i that such tires will run for 10,000 Corporation was formed to manu important it will take war workers miles -- possibly more. facture this rubber and now has to and from their jobs and keep While "Thiokol" is not nearly the more than 12 years of production other essential rubber-borne motor equal of natural crude rubber for experience. The Dow Chemical transportation rolling in a critical -'h uses such as tires, it has three defi Company became associated with period. o* HH t I HH SS f J5 S SI IC-SS+2KSCl HH New tin of Thiokol -- .no rubber ised 1 Radio announced the Hindenburg fire before the ship hit the ground. How do radio news men bring these scoops and flashes to you? by Joseph Edelstein he silver ship floated in through Tthe mist, a cigar-shaped wraith in the dusk. In a phone booth at the Naval Air Station in Lakehurst, New Jersey, a reporter was giving a rewrite man in New York a running description of the Dirigible Hindenburg's ar rival after its first trans-atlantic voy age of the year. It was routine stuff. The reporter glanced casually at his watch. He'd mark her in at 7:23 E M. Suddenly, the giant airship dipped wildly. There was a boom. A flash seared the murky sky. Stunned, the re porter yelled: "She's blowing up!" A few seconds later, a teletype machine in the New York office of the United Press Radio division stuttered: "Flash. Lakehurst, New Jersey -- Dirigible Hindenburg explodes." The bell on the machine rang wildly, and then: "Flash. Lakehurst, New Jersey -- Dirigible Hindenburg on fire." Thereafter the bulletins streamed in. Newsmen worked feverishly. The disaster occurred at 7:23 p.m. Within three minutes, several hundred urgent-voiced radio an nouncers throughout the country were tugging at the consciousness of their vast audience with: "Ladies and gentlemen, we inter rupt this program to bring you a special news bulletin ..." And then the spectacular story. Thus, another scoop for radio. A beat that no other method of news dissemination could hope to match. News broadcasts have come a long way in the last ten years. The Cinderella of journalism now has be come a glamour girl, a multi-million dollar baby. Today, the big press associations provide radio stations in Canada, the United States, and Central and South .'-3a ETHYL NEWS ETC 23068 t America with specially-prepared type in the composing room. tion. Important advertising revenues news reports; reports designed for Every hour on the hour, every were at stake. The net result was a listening. quarter and every half hour -- 24 bitter battle that lasted for years. They are built on accuracy, hours a day -- an unparalleled flow Radio finally won because the press steeped in public responsibility, and of news is fed into the vast maw of associations were unable to with cloaked in homeiness. the microphone. stand the lure of the important For instance, that newscast you It wasn't always so. A short ten money they could make out of the heard at breakfast: Its simplicity is years ago you could have dialed for sale of their news. misleading. hours without ever coming upon a You have no idea of the hours of "spot" news program. There were Something New in News preparation and the tremendous sum a few "commentators" on the air but The end of the press-radio battle that went into it. While the world their treatment of the news was started a new era in news dissemina slept, specially-skilled writers and strictly interpretive and it was al tion. Dozens and dozens of radio editors labored over it. They are ways yesterday's news. It wasn't news programs popped up all over people with a flair for moulding the that the radio stations didn't want the dial--at all hours of the day and maximum picture from a minimum fresh news. T$ey were willing to night. Local news, regional news, of words. They have wrestled with pay fancy prices, but the newspaper national news, international news. a multitude of dispatches and com interests wouldn't play. They saw, Once the public got a real taste of muniques so that you will know or thought they saw, a grave threat radio news the demand was almost quickly and clearly what has hap to newspaper circulation if news insatiable. pened. was available on the radio. Commer Advertisers were quick to grasp For the clock on the radio wall cial sponsorship of radio news pro the possibilities of the radio news is an even sterner task master than grams was another bone of conten program. As a matter of fact, the oil Busy United Press radio news room in New York. Here specially skilled writers prepare news for the air industry was about the first to rec ognize the pulling power of radio news. The pioneer "spot" news pro gram on the air is that presented by Lowell Thomas for the Sun Oil Company. It goes back a dozen years and still is going strong. The Rich field Reporter on the Pacific Coast was another pioneer news program. Nearly all the major oil companies have sponsored news broadcasts of one kind or another in recent years. Today radio stations get the same news reports that newspapers re ceive, but the big networks have gone a step further. They have de veloped their own news sources. Ra dio correspondents have been spot ted all over the world. Their reports before the microphone have a vivid ness and wealth of detail unequalled by any other medium. This kind of news coverage costs fabulous sums of money, but broadcasting execu tives think the public is entitled to it. Broadcasting has been described as a split-second science. It never ceases to be a nerve-wracking oper ation, whether it is a home studio broadcast or whether it involves a pick-up. Timing, as in almost every thing else, may mean success or fail ure. The war correspondent's problem of trying to make sure that a cabled story gets through is difficult enough. It is even worse for the radio war correspondent. He not only must gather and write his ma terial and get.it cleared by the cen sorship, he must also pray that the fates be kind in putting through his broadcast. That's where timing, the split-sec ond science, and all the other hun dred and one problems which give special events directors migraine headaches come in. We'll drop in at the National BroadcastingCompany which has a nightly round-theworld show. Lathrop Mack, who is handling special events, is in the control room helping monitor the broadcast. The no-one-knows-how-many-million persons listening in don't realize Mack is a three-way captive on their account. They probably don't care . . . all they're interested in is the latest news from either side of the Atlantic or the Pacific. Mack's there to see that they get it--or at least a reasonable facsimile. On the air at the moment is N-B-C's man in Wellington, New Zealand. That's why Mack is almost chipper. Until the second he came on the air, it was doubtful whether there would be a broadcast from Wellington--bad atmospherics. And that's why the teletype printer was ringing so insistently behind Alack's back. It was the engineer for N-B-C in San Francisco reporting that if New Zealand failed, he could call in Mos cow. The signal from the Soviet sender was strong. So, there's Mack. Timing the New Zealand broadcast with one hand and sending messages to San Fran cisco with the other. But that's not all. He also is giving instructions on the switch from New Zealand to Washington to the engineer sitting at a panel in front of him. And at Axis short wave "newscasts" are recorded on wax and then translated ETHYL NEWS ETC 23070 .1 the same time, Mack is talking into "Who cancelled them?" Late in the afternoon of Decem J a microphone keeping up a conver- "I did. Your signal earlier was bad ber 17, 1939, James Bowen, a special sation with Alex Dreier, the N-B-C and so I assumed you would be un representative for N-B-C in Monte S representative in London, who able to hear us." video, was on the death watch of r ! broadcasts in a moment. They're The British engineer's voice is the defeated, battle-scarred Nazi e ' making arrangements for a pick-up coming in perfectly. pocket battleship, Graf Spee. This e from Cairo the next night. White persists. had been his assignment for four c Everything goes smoothly right "Is the New Delhi circuit up?" days. At 5:55 p.m., while talking on e ji' through the sign-off and Mack "Sorry, old chap, that also is the short wave cue channel with an a ji; comes away blithely from 15 min- gone." N-B-C man in New York, Bowen l.' utes of what would turn gray the "O.K.," replies White disgustedly suddenly cried: s ii hair of any reasonable man. and snaps off the switch on a con "Give me the air! Quick! The v Now for a call on Paul White, trol panel alongside his desk. ship has exploded!" t fj news director of the Columbia "That," he adds to himself, "will Captain Hans Langsdorff, her e Broadcasting System, on a recent never happen again." commander, had scuttled her by r j Sunday afternoon. This is another To White, however, this was a standing in a launch and pressing an ii round-the-world show and White contingency which must be taken electric button which set off the J ! is at his desk talking into a mike. into consideration with every pick fatal charge in the Graf Spee's hull. s "Calling London. Calling London. up broadcast. And so, when London In 30 seconds, both the Red and s ; Hello, London." failed there was no lag. Other corre the Blue networks were cleared and No response. spondents were standing by in Bowen, his voice vibrating with ex ' White glances into the adjoining Washington, Montreal, and Hon citement, scooped the world with a v s studio where Announcer John olulu, and all came on the air. five-minute broadcast describing the | j Daley is reading the news report Rivalries are the meat and drink sinking ship. Among his listeners was t .! prepared in New York, then re- of the newspaper world and so they President Roosevelt. The president, 1 sumes: are in the radio world. like millions of others, was thrilled. "Hello London. Hello." Coronations. Abdications. Polit C-B-S turned the tables two years J ^ More silence. Then a British voice ical conventions. Prize fights. later--last winter. j comes through querulously: Round-the-world flights. Yes, and Cecil Brown, Columbia's Corre "Yes?" singing mice. spondent in the Far East, was on the "This is Paul White, of C-B-S, in But two of the most exciting mighty Repulse when it was sunk New York. We have a pick-up from scoops concerned sinking ships and by Japanese torpedo planes off o London scheduled for this time." N-B-C and C-B-S split the honors. Malaya. His eye-witness story after r i "I'm sorry, but the lines have been As always, foresight and a liberal his rescue was one of the best re jt cancelled." dash of luck helped both. porting jobs of the war. Next time you buy shaving cream or tooth paste, examine the tube carefully. If it is made of shiny plastic, you can donate those old tin tubes you have been saving to the local scrap metal drive It won't be long now before you can stop worrying about having to save those empty shaving cream and toothpaste tubes. Perhaps by the time you read this article you will be able to walk into a store and buy a tube of shaving cream or tooth paste without handing the clerk a used-up tube in return. Does this mean that the shortage of metal is a thing of the past? No, the shortage of metal is still with us -- very much so. But ingen ious laboratory research experts have perfected an all plastic tube which requires no metal at all in its manu facture. Even the caps are made of plastic, and the bottom of each tube, instead of being closed with a metal clip as formerly, is sealed by a heat and pressure process on which pat ents are pending. The company which makes the plastic tube is the Celluplastic Cor poration of Newark, N. J., which has been working with plastics for 25 years. Celluplastic chemists, ex perimenting in conjunction with chemists of the Colgate-PalmolivePeet Company of Jersey City, the Chesebrough Afanufacturing Com pany, Consolidated, of New York, and Ortho Products, Inc., of Linden, ETHYL NEWS an N. J., have been perfecting the plas tic tube for over a year. The new tube, which has the ap proval of the War Production Board, tubes, depending on the nature of the product going into them. Many products, however, do not require that the tube be treated internally. merly called the Hygienic Tube and Container Corporation, has made many plastic products, including plastic vials of all sorts and the plas will save about 2,200,000 pounds of pure tin during the coming year, ac cording to Herman B. Lermer, Celluplastic's president. Mr. Lermer said his firm had sought no publicity on You notice some difference in the plastic tube when you squeeze it or when you roll it. When squeezed, it doesn't stay squeezed like tin but bounces back into shape as soon as tic capsules which contained the Se lective Service numbers. It is at pres ent engaged up to 90 percent of its capacity in war work, and although Mr. Lermer didn't say so, its re the tube because they already had the pressure of your finger is remov search staff is probably engaged all the orders they could handle. The ed. When rolled, it won't stay as right now in a careful search for plant's entire capacity for next year, tightly rolled as its tin brother. This, other products which will relieve 100,000,000 tubes, has already been Mr. Lermer said, is because the plas war shortages. spoken for and many prominent tic tube is much tougher and will So next time you buy shaving concerns seeking a stock of plastic take considerably more of a beating cream or tooth paste, examine the tubes have had to be turned down. than one made of metal. With the tube carefully. If it is made of plas A plastic tube doesn't look any plastic tube you don't need to worry tic, you can donate those old tin different from an ordinary tube. It about leaks due to rough handling. tubes you have been saving to the is made from a plastic called lumar- The Celluplastic Corporation, for scrap drive. ith derived from a special type of cellulose acetate formulated by Cell- uplastic chemists. This in turn can be derived from either cotton linters or wood pulp. Caps are of phenolic plastic. Tooth paste, shaving cream, medicinal preparations in plastic tubes will soon appear on drug counters The manufacturing problem was to turn out a tube with a uniformly thin wall which would also be flexi ble. It must maintain its roundness so that it could be run through standard production line equipment. When the research chemists had reached a solution, they had a tube which stood up under Colgate's con sumer tests at temperatures ranging from below freezing to above the boiling point. Another problem was to find an ink which would adhere readily to he the tube. Six months of experimen >r- tation on various inks and pigments ch were necessary to overcome this dif or ficulty, so that the new tubes will carry the same designs and coloring ith as those made of tin. Plastic tubes .e- can now be manufactured either as he transparent as glass or pigmented to m- any desired color. rk, In certain cases special internal an. treatments are given the Celluplastic $* ETHYL NEWS ETC 23073 HELLHAWKS OF THE AIR You sit there and wonder how the human body can possibly stand that much punishment. Out on the athletic field there at Chapel Hill, North Carolina, a group of Naval Air Cadets are staging a soc cer game for the benefit of newsreel cameramen. They are incredibly rough. They charge like wild bulls, crash into one another with bone crushing, teeth-rattling force and bounce up like professional tumblers every time they are downed. Turn ing to a blond, snub-nosed boy who was on the sidelines with a sprained knee, you said: "At this rate they'll kill themselves for those newsreel guys." This Is Just Fun "Oh, no, sir," the cadet replied, "they're not playing nearly as hard today as they play in a regular game, because they cool off while the men are reloading the cameras." That will give you a faint idea of the kind of toughening ah the U. S. Navy's future aviators are get ting today before they ever set foot inside a plane or lay a hand on the controls. The University of North Carolina is one of four universities that have been taken over largely by the Navy for the training and conditioning of 30,000 young men a year. The fundamental need for the course lies in the fact that naval avi ation is just naturally tough. It is one thing to fly a plane, but it is quite another to take off, with splitsecond timing from the narrow deck ETHYL NEWS $ ETC 23074 m of an aircraft carrier, navigate over nerve-wracking duty, demanding special indoctrination course of thousands of square miles of open the highest type of never-say-die their own at the U. S. Naval Acad ocean, seek out the enemy fleet, fighting spirit. They've got to be emy at Annapolis. Finally, a detailed fight off savage attacks by enemy tough. course of instruction wasset up with fighters, launch an attack at short This became all too apparent to four broad objectives: range in a storm of anti-aircraft fire, the Navy when it discovered that 40 1. Physical conditioning and navigate back to the tiny floating percent of all naval aviation candi strength >v airport which by now is miles from dates "washed out" of flight train where you left it, and finally land ing because of physical or psycho 2. Knowledge of general naval V It at nearly stalling speed on its pitch logical inability to keep up with the ing, rolling, plane-packed deck. It strenuous program. The Navy found lore 3. Knowledge of military drill and seamanship >f is one thing to fly a plane, but it is the answer by settingup its pre-flight 4. Elementary training in com * quite another to hurl yourself into training program for all fledgling munication and specialties an attack against "hopeless" odds as fliers -- three months of iron disci el Lieutenant Commander "Butch" pline and body building and devel In short, the cadets were to emerge y O'Hare did; or keep yourself afloat opment of endurance and intensive in three short months as embryo s, in the open ocean for 24 hours indoctrination with the hell-bent naval officers, well grounded for despite severe wounds as Ensign fighting spirit. The country was their plunge into nine long months d John Gay did; or keep alive for 34 searched for four college campuses of actual flying instructions. The s i days in an open boat without food, with elaborate physical education emphasis was to be on sports -- but water or clothing as airmen Dixon, and sports facilities as well as hous never on sports for sports' sake. o Pastula and Aldrich did; or survive ing facilities for 1,8 50 cadets. Finally Every form of physical exercise was d a crash landing and fight your way the Universities of Iowa, Georgia, to involve bodily contact, competi II for days through tropical jungle to North Carolina, and St. Mary's Col tion, combat. d get back to your carrier and fight lege in California were selected. For a first-hand glimpse of one of again as several naval aviators have The nation's educational institutions these pre-flight training schools, done in the islands of the South were combed for the best coaches imagine yourself on the campus at Pacific. and educational instructors to make the University of North Carolina. 1, Naval aviators may be called upon up the faculties of the training cen Athletic and sports facilities are d to do one or all of these things. And ters. There, men were commissioned probably the finest in the country -1 even at best theirs is a gruelling. in the Naval Reserve and sent for a for a college of this size. The campus n This exercise is not recommended for weaklings. Tossing six foot logs around takes the place of the* shot put in the Navy's preflight training schools  boasts no less than three stadiums -- and draw uniforms, while the other They are taught something of the a beautiful football stadium in a nat half, letting suitcases fall where they background of the war and some ural bowl, surrounded by pine for may, begins drilling. Hours later thing of the ideologies we fight. est; a huge field for track events, they march off to go through the They are taught enemy tactics and with stands for spectators; and a necessary preliminaries while the how to combat them. practice field, also with bleachers. first half gets its first taste of drilling. Under the heading of military In addition, there are two more huge From that moment on, the pace instruction comes lots of regular in athletic fields for other sports. There never slackens. fantry drill and gunnery, including is a vast gymnasium as big as a field The instruction that the cadets actual practice in pistol and rifle house; a regulation baseball game are given is divided into three gen marksmanship and the operation of could easily be held in it. There is eral classifications: academic, mili machine guns and anti-aircraft guns. an immense, blue - and - white -tile, tary and athletic. Each man has two They are taught seamanship, and 150-foot swimming pool, said to be hours of each type every day. radio, and blinker code. They learn the largest indoor pool in the coun The academic instruction includes how to take care of a wound and try with the exception of that at a course in "Essentials of Naval how to get out of a jungle. Annapolis. Service," covering naval history, To this superb spot every other traditions, and customs, and aimed How to Kill -- or Live Thursday comes a new group of re at giving the novice the feeling of In the third classification of in cruits, ranging from 165 to 250 in the U. S. Navy in the shortest pos struction, athletics, the boys are number. Their new life begins with sible time. Also a part of academic given expert tutoring in boxing, a bang. As the buses pull up at the instruction are courses in mathe wrestling, rough-and-tumble, fight stone wall near the drill field and the matics and physics, and more spe ing hand to hand combat and swim students clamber down, bags in cialized subjects. The cadets are ming. Hard realism rules the courses. [i! hand, they are organized into pla taught, for example, to recognize Marquis de Queensbury rules are toons on the spot. One half is U. S. and enemy aircraft and sur forgotten as the cadets are taught marched off immediately to register face ships in the flash of an eye. how to disable an opponent in the most efficient possible manner, no blows barred. They are taught how Hand to hand combat -- hew to disarm a man with a knife to handle unruly prisoners, how to overcome a guard, how to kill an armed man bare-handed. They are taught not only how to swim, but how to stay afloat indefinitely, how to disrobe under water, and how to rescue unconscious shipmates. All this in three months, mind you -- and accompanied by the stdffest compulsory sports program imagin able. The daily routine at Chapel Hill begins at 5:30, when the cadets are routed out by reveille. During the next hour and a half they make their beds, clean their quarters, limber up with a few mass calisthenics or a lit tle road work, and devour a heart)' breakfast. Then, at 7:10, they march off to their first class. The order of classes varies with the battalion and the period concerned, but a typical ETHYL NEWS $ ETC 23076 A fiendish obstacle course helps put men in shape Fliers must know how to handle themselves in water day might begin with two hours of academic instruction -- perhaps "Es sentials of Naval Service," and air craft recognition. Following this, two hours of military instruction -- approximately one hour of hard in fantry drill and one hour on the rifle range, with 15 minutes of drill with the blinker or alphabet flags thrown in. Then everyone marches off to lunch. After lunch comes two hours of athletic instruction -- perhaps wrestling, followed by practice in annihilating armed sentries. Then, beginning at 3:30, the rest of the afternoon is taken up by team par ticipation in the compulsory sports program--the hardest, most exhaust ing body-contact sports known. Football is the most popular, but soccer, basketball, touchball, box ing, wrestling, track and other com petitive games are included in the schedule. The competition is be tween teams from the various pla toons, and inter-team spirit runs high. Perhaps you wonder about the place of track in such a program. What is so tough about track? You ask. Well, when the Navy talks about track, it means a new kind of track called military track. Yes, they have hurdle races, but just to be fiendish they alternate the high and low hurdles. Yes, they have an event corresponding to the shot-put, but instead of a round shot the cadets throw six-foot logs around. The classic feature of military track, however, is the 6,000-yard obstacle course, up and down hill, over fences, log piles, hurdles, and water holes, through sand pits, mazes, log traps, and wooden pipes. It's not ex actly for weaklings. Still, after they've been in training a few weeks, some cadets try it barefooted, just to make it more interesting.. . . After three hours of team sports, the cadets take a shower and march to dinner. This, like the other meals of the day, is both huge and whole some. About 2,500 calories a day are considered ample for the average man engaged in hard physical labor; the cadets at Chapel Hill get 5,000 calories a day. After dinner, the cadets loll in their quarters or in their quadrangles for a half hour of rest, after which two hours of either study or recre ation are scheduled. The "recrea tion," however, may consist of edu cational Navy motion pictures, talks by Navy men just back from battle fronts, or -- boxing and wrestling matches! Taps are at 9:30. World's Toughest Fliers It is not too early to evaluate the worth of the pre-flight training schools. Within a few months, when graduates fill the flying schools, it will be seen that the number of "washouts" is drastically reduced. When they go on to advanced train ing stations and finally to operation al bases, the real potentialities of these new supermen will begin to be revealed. "But," say the Navy men closest to the pre-flight schools, "wait another year. Then you'll see how much these courses are doing for America! Wait until these boys get out in the fleet, and the Japs themselves will learn what it's like to face the toughest gang of fighting fliers ever turned out by any coun try in the world." ' This interesting article was \ written especially for Ethyl I News by the Magazine Sec- > lion of the Office of Public Re- I . lotions, U. S. Navy Department. / ETHYL NEWS ETC 23077 Ethyl contributes some of the know-how to Mayor La Guardia's program for keeping New York's fleet "on its toes" for the duration To keep its huge fleet of motor vehicles operating at top effi now on hand. The Mayor stressed the fact that any vehicle which ciency for the duration of the warb, roke down during the present na the city of New York has inaugu tional emergency could not possibly rated an "all out" preventive main be replaced. tenance program. Officially desig "We have been, let me say, `in nated the Wartime Automotive telligently extravagant' in the use of Conservation and Maintenance Pro motor vehicles," said the Mayor. gram, it is believed to be the first "Now- all that is changed, and and most extensive undertaken by changed suddenly, and we have to any municipality in the nation. To acquire an entirely new habit and insure its success, city officials have employ a new system of mainte enlisted the cooperation of some of nance of cars and of all motor equip industry's top flight maintenance ment. You commissioners who have engineers. a great deal of motor equipment Formally opening the program might as well know how that's all on October 6, Mayor LaGuardia there is; there isn't any more. And summoned all city commissioners to you must use what you have and a meeting at the City's Central Mo nurse it and baby it and care for it tor Repair Shop and told them of because we will not get any more the absolute necessity for the con during the war and at least for one servation of automotive equipment year or a year and one half after the war. The task before us is not too difficult and I say that on my own personal information." Mayor LaGuardia then pointed out that after the last war thousands of motor cars and trucks, which had been used by the A. E. F., were not brought back to this country but sold and left in France, England, Italy and Belgium. "In 1929, when I was a delegate to the Inter-Parliamentary Confer ence in Berlin, and in 1930, when I was again a delegate to the Inter parliamentary Conference in Lon don, I went through France, Great Britain and Germany, and I saw those same motor cars and trucks in fine condition," he continued. "Re member that these vehicles had gone through the very severe wear and tear of war service. In those coun tries they "use their motor equip ment much more carefully than we ETHYL NEWS ETC 23078 ; i too iwn ited mds had not but and, sate Tferen I lter.onreat saw <sin Re done and >unmipa we $ do and great care and pains are taken in their maintenance. In Europe a motor is what it really is -- a deli cate piece of mechanism -- and men working on maintenance are still mechanics. Ten to fifteen years' serv ice out of a truck or car is not un usual in Europe. "If you go through the West, you see many farmers still driving their T-Model Fords and the motor is in good condition. That is why I want to stress, gentlemen, that this course is not asking you to do the impossi ble. It is to train your men to do what others have already, through necessity, learned to do." Following the Mayor's talk, there was a demonstration of. testing equipment furnished by the various companies taking part in the pro gram. William G. Ball of the Ethyl Corporation opened this demonstra tion with a talk on the necessity of fuel conservation and the need for athorough understanding of fuel problems in fleet maintenance work. "The City's allotment of gasoline has been substantially reduced, and unless this fuel supply is used effi ciently, motor vehicles will be un able to operate, regardless of the degree of maintenance they re ceive," said Mr. Ball. "The training course to be administered by the Bureau of Training of the Civil Serv ice Commission will clearly define the problem of fuel conservation, and the various department repre sentatives who attend the training school will be instructed that motor fuel may be conserved by (i) a rigid restriction of motor vehicles to essential uses only; (2) proper engine maintenance, the absence of which in the past may have wasted motor fuel; and (3) the instruction of drivers in proper driving habits. "In addition to the reduction in quantity of fuel for City depart ments, there may be some drop in the antiknock quality of fuel. Many vehicles operated by the City are equipped with modem high com pression engines, and when fuel anti knock quality is reduced, an in crease in knocking complaints may be expected." Mr. Ball then gave a demonstra tion of knock on a small gasoline testing engine, comparing a fuel suf ficiently high in antiknock quality to operate the engine at peak econ omy and power with another fuel of lower antiknock quality. He ad vised against retarding the timing of cars unless the knock continued af ter all the mechanical causes of knock had been checked and elim inated. Other companies whose represen tatives took part in the demonstra tion were the American.Brakeblok Company, Carter Carburetor Cor poration, Chrysler Corporation, the Durham Company, Ford Motor Company, General Motors Cor poration, Gulf Oil Company, A. Schrader's. Sons Company, Sun Manufacturing Company, Testing Apparatus Company, and Thermoid Company. The two days following the open ing of the program were given over to registration of selected City em ployees who were scheduled to at tend classes in maintenance and conservation of vehicles. Additional demonstrations were given on these days for executives of many com mercial concerns, representatives of the Army and other visitors who had been invited to inspect the pro gram's facilities. Classes began on October 9 and continued for the first group through October 30, after which a new group was registered. Ethyl's Mr. Ball gave three lectures on the program. Engineers from other companies lectured on the particular phases of maintenance with which their companies are concerned. One of the textbooks used is Ethyl's "Practical Pointers on Engine Maintenance." Others to Follow The Bureau of Training of the Civil Service Commission, of which Dr. John J. Furia is director, is in charge of the course, and supervis ing and coordinating the training is Otis Presbrey, automotive consult ant of the Bureau. Albert Pleydell, Commissioner, Department of Pur chase, is chairman of the program. Maintenance men are given blackboard drills on how to find trouble in an electrical system Ethyl's Bill Ball uses a demonstrating engine to show importance of antiknock value of fuel SttTTI Fjf** * <+>' ETC 23079 Praise The Lord And Pass The Ammunition! Martial Words and Music by FRANK LOESSER ombs were falling like rain. Low a gun -- a story which he has vigor B flying planes with the Rising ously denied. Navy chaplains do not Sun insignia clearly visible in thetake part in combat. early morning light were strafing No matter who said it or when, the decks of American naval vessels the phrase has a ring which inspired as they lay at anchor. Sailors rushing a Tin Pan Alley tunesmith to fashion topside to man their guns were the words and music of a song which picked off like ducks in a shooting he titled "Praise the Lord and Pass gallery. Great clouds of thick, black the Ammunition." It has that fervent smoke were pouring from the U. S. quality you find in spirituals, which S. Arizona as she heeled over after a sets people humming and which direct bomb hit. All was confusion, lends itself to group singing. It is chaos. typically American in its irreverent, You recognize the setting. It was swingy sort of way, yet it reflects Pearl Harbor about 8 A.M. on De the grim temper of the people. cember 7, 1941. A tough, tricky In keeping with the spirit of his veteran was dealing out a series of song, the composer, Frank Loesser, rabbit punches to a strong but still is donating all his royalties to the green opponent and there was no Navy Relief Society. Loesser, who referee to call fouls. has written such hits as "Jingle, Jan In the midst of that uproar and gle, Jingle" ap'd "I Don't Want to confusion America's newest war Walk Without You, Baby," has made song was bom. On board one of our a greater contribution -- he's now in cruisers the power for a powder the Army Air Corps. hoist failed and ammunition had to The inspirational value of a war be passed from hand to hand up to song that catches the spirit of the the deck. The ship's chaplain, young times has long been recognized. Lieut. Howell Forgy, moved along George M. Cohan caught that spirit the line of weary men slapping with his "Over There," one of the them on the back and shouting en popular songs of World War I, and couragement: "Praise the Lord and was rewarded suitably, although be pass the ammunition, boys!" The latedly, by a grateful government. first story, reaching America in gar In May, 1940, President Roosevelt bled form, pictured another chap personally presented Mr. Cohan lain, Captain William Maguire, as with a gold medal, authorized by an giving this battle cry as he maimed Act of Congress. Camille Robert, who composed the famous French marching song, "Madelon," was awarded the Cross of the Legion of Honor by the French government. Whether "Praise the Lord and Pass the Ammunition" wins that kind of immortality remains to be seen. At best, sentiment is an un stable commodity and nothing is more unpredictable than the dura bility of a song. Better songs may come along before the war is over. But in the meantime civilians and members of the armed forces alike can echo the words of America's newest war song: Praise the Lord, we're on a mighty mission! All aboard, we're not a-goin' fishin'. Praise the Lord and Pass the Am munition And we'll all stay free. - Our Pictures... Pages 4-7, from "The World in Action," released through United Artists -- except top foto, page 6: Press Assn. Page 10, Press Assn. Pages 11-14, NBC, CBS and UP Pages 16-19, U.S. Navy. Song this page, I941 by Famous Music Corp., 1619 Broadway, N.Y.C, publishers to Paramount Pictures. ETHYL NEWS ETC 23080 r = in ted 6: >sn. JJB his isxc C. res. $ Th impact of war has emphasized the need for cor relating fuel and engine research--has brought more sharply to the attention of American engineers that the many individual and specialized problems of fuels and engines are in reality only part of a single problem. That basic problem is the securing of more power, more work from each drop of fuel consumed and each ounceofmetal used in the construction of a given engine. For many years Ethyl engineers have cooperated with the technologists of the petroleum, automotive and aviation industries in the development of fuels and engines in terms of each other. Today, the new Ethyl Laboratories offer vastly more extensive facilities-- some of which are pictured here--for the continuation of this work. Since winning the war is the prime job of every American, this research work is now devoted largely to engines and fuels for airplanes and other motorized military equipment. It is our objective to explore, in so far as we are able, every means of increasing the power, economy and reliability of the machines which our fighting men use in battle. ETHYL CORPORATION Chrysler Building, New York City Manufacturer of antiknock fluids used by oil companies to improve gasolines ETC 23081 *He's setting his sights on an enemy 3700 MILES AWAY he enemy this American is fight power, more speed and greater cruis Ting is an army few people think ing range. There's no second prize in about. Yet this army is as real and this fight! powerful and dangerous as any Axis fighting force. It's the army of Nazi technologists that is working night and day to give Hitler's warmachines greater destructive power. These scientists do not underesti mate the resourcefulness and cunning of the enemy. But they believe the odds are in our favor. They know, for instance, that American petroleum Superior engine performance means engineers have led the world in de an important advantage in battle. veloping processesfor producing high- That is why the research engineers of octane fuels. They know that Amer our own country, like the man in the ican engine designers know how to picture, are pitting their knowledge, build engines to take full advantage experience and ingenuity against of improved fuels. the Axis. They know that the out The war is spurring them on to come of this battle of research might new, even greater efforts. Already well decide the course of the entire they have developed many devices to war. They know it's their responsi meet changing combat conditions-- bility to be first with the fuels and and more are coming. And these new engines that will give our airplanes fighting machines are being produced and mechanized equipment more in the true spirit of American cooper ation-through teamwork by many industries. Since Ethyl fluid is used in the manufacture of high-octane fuels. Ethyl research workers are cooperat ing with the engineers of the oil and automotive industries in their re search. The Ethyl laboratories also cooperate with the technical staffs of the armed forces. They have only one objective--to help in every possible way to give our men fighting ma chines which will surpass anything the Nazis or their Japanese henchmen can devise. // ETHYL CORPORATION Chrysler Building, New York City ManufactureTM ofEthylfluid, tued by oil refiner* to improve antiknock qualityofariaiion and motor gaeolinM. etc 23082 IN THE ON THE COVER he picture on the cover of Tthis month's Ethyl News is an official U. S. Navy photo graph made at the exact moment the destroyer Shaw blew up dur ing the Japanese attack on Pearl . Harbor. It has been described by many experts as one of the most remarkable combat photographs of all time. This is a photog rapher's dream picture. To be on the spot, with camera loaded, at a moment like this during a world-shaking event is some thing that happens to few men in a life time. The identity of the photographeris not known to us. In the midst of that holocaust on Dec. 7, 1941, a direct bomb hit touched off the Shaw's maga zine and the resulting explosion rocked the harbor from end to end. No one would ever believe that a ship devastated by such an explosion as this would ever put to sea again. But take a look at the third cover . . . j\/& DECEMBER 7, 1942 Chemical Building Blocks Petroleum hydrocarbons are helping build a tre mendous new industry -- synthetic rubber 4 Higher, Farther, Faster Super-aviation gasoline sparks the drive for com plete Allied air mastery over the Axis 6 Transport--A Growing Problem Getting oil to the rationed East Coast -- without tankers -- calls for transportation miracles now 8 Fake Gas Savers 12 Wor and rationing have revived an old racket in gasoline saving gadgets. Caveat emptorl An Industry Marches to War 16 Auto manufacturers are turning out machines by the thousands but their dealers can't sell them Published by ETHYL CORPORATION 405 Lexington Avenue . New York, N. Y. Manufacturers of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasolines W. J. Heggen............. Editor Safety in Wartime 20 Why are we killing more people on the home front than have been lost on the battlefields to date? Marketing--A Memory 22 A hard-fighting crew of the oil industry teams up to "keep 'em rolling" to factories and farms ETC 23084 oday we observe the anniversary of Pearl Harbor -- the anniversary of the day Twhen the student of mechanical industrialization tried to so cripple his teacher that he could conquer him in the months which have followed. With only a century of study, the Jap underestimated the strength of the way of life he emulated. True, he learned some of his lessons well. He gained the reputation of being the world's cleverest copiest and imitator. He learned how to build engines and how to fly them; how to build guns and how to fire them. But he didn't learn that there is more than mechanical skill and courage in the mind and heart of an American. There is also resourcefulness and ingenuity that are part of freedom's heritage. Democracy is the breeding place of individuals. And individuals are not taught how to be licked. Industries bred in this air of freedom are as individuals. Both possess reservoirs of strength that the Axis mind will never comprehend. A year after Pearl Harbor the industries that build the engines of war for America have changed more, and faster, than anyone would have believed possible. The internal combustion engine, which is the throbbing heart of mechanized and aerial warfare, provides an example of what has happened. What were automobile companies, aircraft companies, tractor companies and oil companies are now war companies. The civilian business they do today is a sideline. And the job they have done in supplying the engines of war and the fuel to feed those engines is a job they can be proud of--as all Americans who have contributed to our accomplishments in these short twelve months can be proud. Without boasting for them, without overlooking the work done by others in other fields, the editors of the Ethyl News feel it is appropriate on this anniversary to review briefly -- and within the limits of restricted information -- some of the changes that have occurred in those industries which the Ethyl Corporation strives to serve. . ETC 23085 years that the possibilities in a barrel of crude oil were endless -- that almost anything under the sun might be created with these chem ical building blocks of hydrogen and carbon. The industry's research men had done some truly wonder ful things with petroleum hydro carbons -- 100 octane gasoline, tolu ol, new alcohols, esters, acids, sol vents, pharmaceuticals. Also from the crude barrel had come deriva tives suitable for synthetic rubber, but it can hardly be said that the industry was prepared for the role it was now called upon to play. It became evident very early in the game that the petroleum indus Inspecting a sheet of synthetic rubber as it rolls off a milling machine try would have an important part in the rubber program being put to gether in Washington. Pearl Harbor CHEMICAL and Singapore meant that virtually an entire new industry had to be built up. Synthetic rubber was not BUILDING BLOCKS new in this country, but total pro duction from all sources in 1941 amounted to only 9,000 tons, mosdy specialized products. Total installed Petroleum chemistry is building a new industry: synthetic rub capacity was only 20,000 tons. Com \\} ber. Crude oil will yield three-quarters of its basic raw material. pared with our natural rubber con Here's the story of the industry's role in this industrial revolution sumption of 800,000 tons per year 3 this was but a drop in the bucket. It had taken more than a hundred years to bring the world's total pro TT fell to an unfortunate young America. But with the fall of Singa duction of crude rubber to more A major named Wilde to carry the pore even the most hardy optimists than a million tons a year. Under the white flag toward Japanese head finally accepted the fact that the lash of war American industry' -- quarters. He reached Lieut. General source of approximately 97% of Tomoyuki Yamashita at 2:30 EM. America's crude rubber supply was Recaps for civilian tires ere made and asked for conditions of sur definitely and irrevocably cut off. from Thiokol, to keep 'em rolling render." The loss of Britain's most impor This was the final blow -- this tant naval base in the Far East meant was the fall of Singapore. The at that the Japanese now controlled tack on Pearl Harbor had taken the sea lanes; that Malaya already place more than two months before was gone; that the fall of Java and and the Japanese were "on the loose" Sumatra was only days away; that in the Pacific, but there was still a the American petroleum industry faint hope in the minds of some had been tossed, willy nilly, into the people that an occasional shipload of rubber business. crude rubber might get through to Scientists had been saying for ETC 23086 in iuspart :to-bor ally be not oro- '94* istly illed om;onyear it. Jred pronore rthe y-- ide ing the oil industry and others -- was called upon to duplicate this tonnage in chemical rubbers in two years. In normal times the verdict would have been: impossible. The first estimates on our syn thetic rubber needs were staggering enough. The program, as fixed by the War Production Board in June, 1942, called for the production of 886,000 tons per year. A few weeks later the figures were revised up ward. The now famous Baruch committee reportrecommended that the total figure be raised to 1,106,000 tons per year. As finally set up the rubber program called for 845,000 tons of Buna-S; 69,000 tons of neo prene; 132,000 tons of butyl; 60,000 tons of Thiokol. Buna-S was chosen as the main stay of the program because of the availability of necessary raw mate rials, probable cost and demonstrat ed suitability for tires. Buna-S is made from two substances -- buta diene and styrene, both of which can be derived from petroleum. As a matter of fact butadiene also can be derived from grain, coal and sev eral other sources, but under the present plan 75% of it comes from petroleum. Likewise a considerable portion of the styrene needed is petroleum derived. Butyl rubber, comprising the second largest cate gory in the program, is wholly of petroleum hydrocarbon content. Neoprene is made from chloroprene, a chemical product derived from limestone, coke, salt and acid. Thio kol is composed of polysulphides and ethylene dichloride, a consider able amount of the latter being fur nished by Ethyl Corporation. Because of the need for war time secrecy no figures are available on the number of new plants that have had to be built to enable the petro leum industry to furnish raw mate rials for synthetic rubber, nor are there any figures on the number of plants converted for this purpose. Suffice it to say, however, that there have been a great many and that the industry as a whole has done, and is doing, an heroic job. Even under ordinary conditions the task would have been a big one, but raw materials for synthetic rub ber is only one of the products the industry is turning out for the war effort. While struggling to match plant capacity with military de mands for aviation gasoline and lubricants the industry was called upon to supply toluol for explosives. Then came Pearl Harbor and Singa pore and synthetic rubber. In addi tion, of course, the industry had to go on with its job -of furnishing fuels and lubricants for industrial and civilian uses. Technologically the industry has Less than 24 hours ago, this rubber was mostly petroleum refinery gas aged 20 years during the past 12 months. It is taking part in an indus trial revolution without parallel in history. There seems little doubt that synthetic rubber is here to stay and that the petroleum industry will have a part in its further de velopment. William Jeffers, head of the rubber program, has said on more than one occasion that never again will this country be dependent for its rubber supply on a thin line of communication extending over thousands of miles of ocean. A kind of technological snowball .has begun to roll. How far it will travel and how much it will pick up on the way no living man can tell. Out of the filter and into the squeeze mill -- a step in the manufacture of synthetic rubber from petroleum A sample of butadiene is drawn off for analysis, during which time it will be checked for purity A formation of on* of America's deadly fighters -- th* Republic Thunderbolt HIGHER, FARTHER, FASTER he American invasion of North for the services of natives -- all these TAfrica last month gave the and other supplies had to be assem American public the news for whichbled before the campaign could be it had long thirsted. Overnight it launched. The expeditionary force learned that the Axis had been out landed in the largest invasion fleet guessed and caught with its plans ever assembled; 850 ships! down in Africa, that the vaunted This preparedness had its counter Nazi Field Marshal, Erwin Rommel, part on the other side of the Atlan could run even faster away from an tic. There, American industry day enemy than toward him, that per and night was turning out the haps Adolf Hitler had made his fa weapons which kept the Allied tal blunder. Here, indeed, was the forces carrying the fight to the Axis. tonic for an action-hungry people. It is doing that job even more vigor As tiie campaign opened, the un ously today, in preparation for the derlying strategy became clear. But decisive battles ahead. Here is the not until it was well under way did story of a vital part of that war pro the world learn of the months of duction job -- the production of preparation that went into it. Then, super fuels which give Allied bomb Prime Minister Churchill and Presi ers and fighters superiority over dent Roosevelt revealed the pains those of the Axis, superiority which taking plans that were made. Men, may well determine the outcome of planes, tanks, guns, food--even gold the war. Super-aviation gasoline -- or 100 octane, as it is called -- is as impor tant to aerial superiority as the planes themselves. For it gives planes greater potential power, speed and range. And whether in a dogfight, a bombing raid, or on a lonely patrol across endless seas, these are the extra ingredients which count -- and bring the pilot and plane safely home. Doubled and Redoubled This super fuel is a weapon the Axis doesn't have. The United States is the world's largest producer of it. And to meet the ever-soaring de mands of aerial warfare, production here has been doubled, tripled, quad rupled! The expansion of recently developed refining processes behind this aviation program is stupendous. ETHYL NEWS ^ ETC 23088 r uf tt iOO or- :he 1 nes nd ht, rol rhe nd -iy For instance, by the end of 1943 it has been estimated that the total ca pacity of catalytic cracking plants alone will be one million barrels a day. As recently as 1939, catalytic cracking output was only one mil lion barrels a month. This is another clue to what has happened to the American petroleum industry since Pearl Harbor. Aviation gasoline capacity has been expanded to the point where it is a prime military secret. Construc tion of added facilities has been ac complished in the face of severe material shortages. But it is no se cret that only sufficient production could make possible such aerial at tacks as those which cut Rommel's supply lines, the bombing raids which are softening up Italy's im portant war centers and are playing havoc in Hitler's Germany, the in creasing tempo of aerial warfare all over the world. 100-octane -- $25 a gallon America's commanding role in the production of aviation gasoline re sults primarily from the research and development undertaken by the oil industry in recent years. In the early 1930's, 100 octane gasoline was little more than a test tube curiosity', and it cost 125 a gallon. But by 1940, when President Roosevelt first is sued a call for 50,000 planes, capa city installed or under construction had grown so large that even the Government considered it ample for our needs. Since then, as we know, demands have soared. The original plane production goals were revised upward to pub lished figures of 60,000 planes this year, 120,000 next. The inauguration of lend-lease added our fighting Allies' requirements to the reserves being built up for the American forces; the German invasion of Rus sia brought still another need for our planes and the 100 octane gaso line they are designed for. And now with Japan making this truly a global war, American aviation gas is being shipped and used in every comer of the world. One hundred octane gasoline con tains three principal ingredients: a base stock of 70 to 80 octane rating, a blending stock which raises the oc tane to about 85, and Ethyl fluid which brings it up to 100. Approxi mately one-quarter liquid ounce of Ethyl fluid is required per gallon. What does this super-fuel do for a plane? Compare an engine de signed for 100 octane with one using 91. Other things being equal, the engine fueled by 100 octane gas will develop about 25% more power at the takeoff, or maintain maximum flying speed at about 1,500 feet higher altitude. And'it will require less fuel on any given trip. The American oil industry has undertaken a mammoth job -- keep ing them flying to wherever the enemy is to be found. Its super-fuel is powering the ships on patrol duty across vast reaches of our coastline. Its super-fuel is flying planes and crews across the oceans to the farflung fighting fronts. Its super-fuel is carrying the fight to the enemy in Europe, in Africa, and the Pacific. Added Responsibilities To meet the ever-increasing de mand for this fuel, capacity has been increased again and again, although expansion has been exceedingly dif ficult in view of the unprecedented shortages in raw materials. But the industry has met the added respon sibilities brought on by each exten sion of the war. That it will do so in the future, to the sheer limit of its ability, is plain. At the same time, it is continually seeking to improve its refining processes further, so that the flyers at the front will have the best fuel in the world. And those flyers do. Compared with the super fuel they use to power their planes, most of the Axis planes use a grade comparable to that which the United States uses for its trainers. If, as has been said, vic tory will be won through air power, a prime aid to that victory will be the combination of super planes and super fuel, in whose production the United States leads the world. Cars being loaded with Ethyl fluid. Nearly half This Grumman Wildcat is powered with 100-octane w* (JV* *mr:i There's plenty of oil -- but not where it's needed. Getting enough to the rationed East Coast is the industry's No. 1 headache. Yet it is performing near-miracles with inadequate transport means by John P. Knapp f all battles that the petrole- good reasons for this, not the least O um industry is helping to fight, among them being the dynamism of its toughest promises to be the battltehe war itself, which, as in the North of transportation. Billions of barrels African campaign, can overnight be in underground oil reserves are a come a factor in diverting petroleum comforting thought but only after supplies. Men who drafted the oil production, refining and transporta and gasoline programs for the com tion can those reserves release their ing year didn't figure the African power over fascist skies. offensive in their calculations, with The major night-and-day task of the result that its inauguration meant supplying petroleum products to less oil for the East Coast scarcity our vast military establishments area, and a larger share for the Army while simultaneously meeting essen and Navy. Now even further reduc tial civilian needs is one that still tions in petroleum products for ci eludes solution. There are various vilian requirements are in prospect for this winter. Although fuel oil was expected to be rationed in the 17 Eastern states on the basis of hold ing interior temperatures to 65 de grees this winter, transportation de partments must perform a miracle to be able to fill these expectations. Practically 95% of the petroleum consumed in these 17 states hereto fore moved north in ocean tank ships. The magnitude of the problem of transporting southern oil into the Eastern scarcity area by other means is best visualized from these oft-re peated figures: the 17 Eastern states normally consumed about 565,000,000 barrels of petroleum products annually; they constituted the mar ket for 39% of the gasoline con sumed in the entire United States, 46% of the distillate fuel oil, 40% of ETHYL NEWS ETC 23090 the residual fuel oil, and 64% of the barrels-daily figure, but other troub caught the public's imagination. kerosene. To add to the problem, les are ahead. For one thing, break Pipeline relocation projects now 85% of the industrial fuel oil con downs in tank cars have occurred under way and scheduled for com sumed in the area is used north of because of their unrelieved use, and pletion during the next few months Washington, D. C. At the beginning many are in need of repairs which are expected to increase the present of 1941, the number of tankers in can be ill-afforded at this time. In ad pipeline flow of 125,000 barrels daily operation in both east and west coast dition, some tank cars have been di to something over 200,000 barrels, and in export service was 664, more verted to the movement of vital and in addition, when the new 24- than half of the world tonnage of vegetable oils. inch line now three-quarters com these tank ships. These 664 carriers Barge and lake tanker transporta pleted and running from Texas to had a cargo capacity aggregating tion of petroleum may be stepped up southern Illinois comes into service 34.500.000 barrels. The pre-war somewhat, but it is not likely to be next February, the shortened rail pipeline network comprised about a major factor in relieving the East haul to the East will permit tank cars 130.000 miles for both crude and re ern shortage. There remains the now in use to deliver another 100,- fined oil products, while the number pipeline deliveries, and these have 000 barrels daily. The "Big Inch," of tank cars of all types in the coun try was about 160,000, 83% of which are used in the transport of Pail tank eor* now shoulder the major part of the load. But no-time-out for maintenance threatens breakdowns petroleum and its products. The need for the East Coast area (not counting shipments that may be made necessary by the African invasion) is placed at about 1,400,- 000 barrels daily. The area is now receiving 750,000-800,000 barrels of petroleum and products a day by railroad tank car, 60,000 barrels via the Mississippi and Ohio river barges, another 60,000 barrels by oil tanker and barge in the Great Lakes, the and about 125,000 barrels daily by )ld- pipeline. This makes a total of de- around 1,000,000 barrels and leaves de- a shortage of upwards of 400,000 lde barrels daily -- plus any increase in ins. military requirements from the East. :um The railroads, aided by the coop 3tO- eration of the oil companies in pro ank viding loading and discharge facili lem ties and stepping up turn-arounds at the terminals, have performed near:ans miracles in filling the gap. Tank car -re- shipments of petroleum and petrole ates um products into the Atlantic Sea oo,- board states amounted to a mere JCtS 11,250 barrels daily in the Spring of lar- 1941, but by mid-September of that on- year the total had climbed to more ltes, than 77,000 barrels a day. It has since o of risen to the present 750,000-800,000 - ETHYL NEWS etc 23091 New pipeline ore fating rushed to bring in mort oil Inland wattrway steamers havt stepped up thtir ail dtlivtrits Final link in the transport chain is /fat gasoline truck. When seen on a road, they spell "manna" to parched motorists 4 as the new pipeline is called, is ex pected to be able to handle up to 300,000 barrels a day. Major J. R. Parten, director of transportation of the Office of Pe troleum Co-ordinator, has stated that he believes pipelines are more desirable now than other forms of transport. Deciding among pipe lines, tank cars, tank ships, barges and other oil transportation means in the use of critical war materials for new construction has been made on a comparison of the efficiency in steel and power, Mr. Parten explains. In most instances so far, this com parison has favored the pipelines. Barges deliver 0.50 barrel a day per ton of steel, tank cars 0.52 barrel, and large pipelines, such as the "Big Inch," about 0.82 barrel. Tank ships are about equal to the large pipelines in steel efficiency, it is said, but con voy equipment required, and other uncertainties have eliminated them from consideration for the present. However, an enlarged program.of oil tanker construction which al ready has been expanded to call for delivery of 300 vessels by the end of 1943, is possible. Value of Pipelines The value of a comprehensive system of oil pipelines to reach all important consuming areas is rec ognized. The reliance of the nation on inland transportation of oil at present has not only resulted in a wider application of the value of the pipeline, but has brought about a vast improvement in pipeline opera tion and control technique. This has made possible the widespread move ment of petroleum products, as well as crude oil, by pipeline with a high degree of flexibility in the substitu tion of various products in the line when needed. Tank car transportation costs are roughly nine times that of a tank ETHYL NEWS $ ETC 23092 ex to of Peted < ore 1 of pe-ges ans ials ade . in ins. >m- j ies. per i rel. r L Big lips nes ' onher lem ;nt. .of .. alfor 1 of sive 1 all rec kon 1 at na the it a erahas >ve\vell ugh :ituline are :ank ship, while pipeline transportation costs are about triple those of a tank er. But even tanker costs in recent months became more costly -- even tually three times normal rates. The oil industry's investment in transportation in 1940 amounted to more than 5800,000,000, out of a to tal investment in all oil property of 56,650,000,000. The industry was forced to absorb the extra transpor tation costs for some months after it was placed under price control in October, 1941, months before the general price fixing went into effect in April, 1942. Because of the added cost of the higher priced transportation, the oil companies shouldered a substantial financial burden in continuing the steady flow of petroleum from the wells to the consuming centers. This added cost was shared by a pooling ar rangement until the government pro vided a method of reimbursement. In addition, the government's transportation division fostered plans to dig up old pipelines and relay them in other sections of the country, to convert, reverse, and connect existing lines, and to form a new network capable of pumping oil from the Southwest producing areas to the Eastern consuming sec tion, all with relatively small amounts of new equipment or crit ical materials. The plans call for dig ging up and relocating some 1,700 miles of old pipe, laying a total of more than 800 miles of new line in addition to the "Big Inch," reversing and converting more than 2,500 miles of other lines, and installing additional pumping equipment and storage facilities. The major portion of this task is being financed by the oil industry, although the Defense Plant Corporation is paying for three of the relocation projects and. of course, will own the 540,000,000 "Big Inch." "* ETHYL NEWS THE "BIG INCH" nside the 550-mile 24-inch pipeline now being built to relieve the I Eastern states' oil shortage, men called "swabs" crawl along every inch of completed pipe on wheeled cradles, routing skunks, snakes, squirrels and other small animals. At the same time they scour corro sion and metallic inner projections. Occasionally a "swab" emerges with scorched clothing after crawling past a still hot weld. The government is planning this line, buried eight to sixteen feet deep, to last for a century. The big pipe is welded and prepared alongside the trench, which goes in a straight line through swamps, over hills and mountains and across rivers. Sometimes the heavy boots of the swamp crews are marked by snake fangs, and some of the men smear their faces grotesquely with zinc ointment for protec tion against fumes of the tar enamel with which the pipe is coated. Winter will be no barrier to construction, for the big trench dig ging machines cut through snow, ice and frozen soil as readily as through summer ground. When the "Big Inch" and its extension is completed, the oil starting at Longview, Texas, will require about 20 days to reach Pennsylvania, 1,408 miles distant. The pipe will hold j,ioo barrels of oil in every mile, moving at about three miles an hour. by Martin Sheridan You can't stretch your gasoline ration with gadgets. "They're strictly phoney,'' say responsible authorities. Here are the facts on an old racket revived by the war ver since the automobile started of reddish powder which resembled E to replace the horse, motorists gelatine. The directions said to add have been the target of promotersonly one teaspoonful to every io and "inventors" with schemes for gallons of gasoline. increasing gas mileage per gallon, Gas station attendants blinked stepping up power and reducing their eyes in amazement every time carbon. "Drop some of our magic we told them to wait a minute until powder in your gas tank and get we gave the gas buggy her medicine. high test action from low-priced We carefully measured out a level gas," was the way they advertised. teaspoon of the crystals, dropped Today these parasites are flitting them in die neck of the tank and about again to relieve the nation's beamed as the gas splashed in. gullible motorists of from one to five Three boxes of the stuff for $3 dollars for gadgets, tablets or for soon relieved me of any notion that mulas "guaranteed" to stretch "A" extra mileage could be had. gas rationing books into something But don't take my word for it. unbelievable. Listen to what the Bureau of Stand Several years ago this writer heard ards in Washington has to say on of a powder which was said to in the subject: "None of the hundreds crease gas mileage and give better of tests made at the Bureau thus far all-round engine performance. We (in about 20 years) has shown that paid one dollar for a four-ounce box the use of these fuel dopes or gad gets produced any appreciable im provement in power or fuel con sumption." And the Boston Better Business Bureau adds that none of the new mixtures or devices has been able to fulfill its grandiose claims. These gas-saving schemes have been prose cuted by the Federal government annually as out-and-out frauds. The so-called gas savers can be broken down into three categories. First, the tablets, liquids or powders added to the gasoline. Second, me chanical gadgets which are attached to the carburetor. Lastly, mechanical gadgets attached to the coil suppos edly to intensify the engine spark. One of the first of these gas-saving schemes was woven around a gailydecorated box of 12 red balls which sold for one dollar. Whenever you bought five gallons of gasoline you were instructed to drop one of these balls into your gas tank. An imme diate saving of 2 5 per cent or more was promised. The directions added that you must immediately cut down the car- ETHYL NEWS ETC 23094 buretor about three to four notches. Fifteen years ago you'll recall that most drivers ran their car with too rich a mixture. That was before the day of automatic chokes. Shortly afterward, a Boston firm introduced a phenomenal liquid which, when added to gasoline, did wonders for your engine, your pocketbook and your mind. Several BBB officials went along on a test with the concoctors of the liquid magic. They drove out to the Fellsway, where the inventors drained the gasoline from the tank and car buretor. They added one gallon and drove around until the automobile ran out of fuel. The mileage was carefully checked. Then they poured another gallon of gasoline into the tank along with two teaspoonsful of magic-liquid. The party drove over the same pre arranged course and ran out of gaso line after covering exactly the same distance covered without the gassaver! One of the mechanical devices was a transformer attached to the spark plugs. This was said to bum out carbon and fire any spark plug, regardless of its condition or setting. Another gadget promised to in crease mileage 25 to 50 per cent and save $4.50 to $9.00 on every 100 gal lons of gasoline. With these claims the schemers weren't content just to mulct the public. They also operated a terri torial rights scheme in connection with distribution. Victims paid any where from 5250 to $1,250 each for the "privilege" of selling the devices. But Uncle Sam's postal agents caught up with most of these ideamen. Oddly enough, most of these fak ers have been convicted in the past for promoting other frauds. Motor ists who hold "A" books and are desirous of increasing their gas mile age to the maximum will get results only if they take their car to a re liable garage or mechanic. Have your spark plugs cleaned and the gaps checked. If your bat tery terminals are dirty, have them cleaned, lake a look at your points and spark timing. It's the Old Malarkey So the next time you hear this spiel, just keep going. "Step up this way men. I want to show all of you the latest, safest and best gadget ever made -- tried and tested to save you fellas money. I have proof you can run 559 miles over mountains on 11 gallons of gas. Quicker pick-up, instant starting, smoother running motors and dis, appearance of carbon. Our amazing invention converts every drop of gas into power. "It is a combination vaporizer and decarbonizer which will positively double the mileage of any automo bile and also remove the carbon from the motor. This gadget has been test ed by competent engineers -- it's no school boy, box kite dream, it's a fact! It's just like buying gasoline for 10 cents a gallon, fellas. Think of getting into your car with the feel ing you could ride along merrily for 57 miles on one gallon of gas -- wouldn't mind taking a trip to see your mother-in-law occasionally at that rate would you? Only four dol lars and I'll attach it for you. The chance of a lifetime." This, too, is a part of what has hap pened in the oil industry since Pearl Harbor. ^ ETHYL NEWS TC 23095 '^9 The Man Who Won the War N'o, you're not the first to ask me about Bill Thomas. But I'm glad to talk about him. We all like Bill real well. We call him "the man who won the war." Bill wasn't a Captain, you know. Nor even a Private. Far as I know he hardly set foot out of town during the whole war. He just stayed here with the rest of us older fellows. We used to kid Bill a lot, I remember. For quite a while we thought he tvas some sort of a nut. Or maybe just a sucker. We used to say nobody had ever told him the truth about Santa Claus. He believed.in everything, like a kid. Here's what I mean. I say to you that America is the greatest country in the world. And you say, "Sure, sure . . . none greater." And you believe it, too. But not like Bill. Tell Bill a thing like that and you'd start him going for ten minutes. He was just cracked on America -- really believed in it, if you get what I mean. Bill believed there just wasn't any decent kind of government but democracy. And he believed that a fellow ought to do anything -- everything -- to keep it going. He believed we'd sure win the war sooner or later. And he kept right on believing it, no matter how tough the going got. He thought everybody was trying to win the war, too. Except maybe a few crooks and spies and loafers. Sure, Bill would gripe a little now and then. Who didn't? But that didn't seem to affect his believing any. And it didn't stop him from acting on his be liefs, either. Take back there in the first year of the war. A lot of companies didn't have much left to sell. So they started advertising War Bonds. Well, Bill didn't just buy his share. No, sir, he socked nearly all his vacation money into them. So he had to give up his usual fishing trip. But you'd find him some Sundays trying to tease a fish out of the pond by the old mill. Then the rubber companies started asking every body to save scrap. Honest, Bill turned his house wrong side out. Nothing made out of rubber was safe. And half the stuff Bill turned in was still good, his wife said. When the gasoline companies said to drive under 40, Bill cut it to 2j. The only reason he didn't become a one-man traffic jam was that he only took the old bus out once or twice a week. And that's the way it was with everything. Every time they'd ration Bill, he'd ration himself still harder. And every time they'd tax him, he'd say, "Sure, all of us have got to pay for this war." I got to admit it seemed pretty silly for the first year or so. Then the going began to get really tough. And some of us began to think a little different. It didn't seem so silly then, with a lot of our boys gone for keeps. I just can't remember who said it first, but we'd all started thinking it . . . "You know," this fellow said, "maybe Bill isn't crazy after all. Maybe he's just had his eye on the ball all this time. Maybe he's right to be all steamed up about America and democracy and all that. Maybe he's right to do everything the hard way." Well, it was pretty hard to argue against it, and pretty soon even the wise guys came around to Bill's way of thinking. And not just in our town either. It seemed to happen all over the country. And when a lot of people started thinking like Bill, things really got to rolling. Winning the war became the one big idea. Production got to be more important than paydays. Politicians stopped worrying so much about elections. Enlistments jumped all over the country. And Bond sales busted right through their quota every month. The only slowdown was in griping, because every body got too busy doing his own job to make cracks about the other fellow. Well, all this added up to just one answer ... we knocked the Axis flatter than a slice of dried pumper nickel. So that's why we call Bill "the man who won the war." Only we don't very often call him that to his face. Makes him a little sore. "Hell," he says, "you know who won the war. The fellows who djd the fighting and the sweating and the bleeding won the war. All I did was stay home." Printed by courtesy The Wedge of Batten, Barton, Dursttne & Osborn ETC 23097 Batteries of machines mill the gunports of turrets for all-welded M-4 tanks hen the sun sank into the WPacific on Dec. 7 a year ago the smoke rising from Pearl Harbor signalled a new order of business Each day sees armament worth $15,000,000 roll off the production lines which formerly turned out the nation's pleasure cars -- but the retailers have been hit hard in the automotive world. The man ufacturers, with their assembly motive business is how racing along With re-tooling and conversion lines, their machine tools and their in high gear toward a single objec difficulties now behind it, the indus production skills, went marching off tive -- outproducing the Axis in try is expected to hit peak produc to war, figuratively speaking. To the military equipment. The industry tion in the very near future, possibly dealers, the men who sell the auto now is turning out armament at the before the end of this year. When mobiles to the public and help to keep rate of close to $ 15,000,000 a day that day comes the world will see them rolling, the war has meant and the pace is increasing steadily. an outpouring of armaments un hardship, red tape and a sharp cut Tanks, aircraft engines, marine en equalled in history. in income. On the whole, however, gines, guns, shells and military vehi The retail end of the automotive the mortality among dealers has been cles are rolling out by the thousands. business has been hard hit by war. less than expected and it is now pos Some idea of the production volume, Traditionally the dealer has had two sible that most of them will be able present and potential, can be gained strings to his bow--sales and service. to pull through, if the war does not from the fact that 986 automotive Since Pearl Harbor he has had to last too long. plants in 31 states are engaged in depend more and more on service The production end of the auto turning out 223 war items. for his income. However, the dealer ETHYL NEWS ETC 23098 sion dusiucibly 'hen see un- itive war. two /ice. d to vice ialer is still deriving some income from the sale of both new and used cars and will continue to do so for an other six months at least. Sales vol ume may be way down from the lush days of 1940 and 1941, but what sales remain are made at a profit. The New Order The sale of new cars began dwin dling eleven months ago when all vehicles held by dealers were frozen. Since then customers have to show cause and obtain the necessary ap proval before purchasing. And the Office of Price Administration has set retail prices by allowing dealers to charge the list price of the auto mobile plus 1 per cent or $15, which ever is lower, for each month the dealer has held the car since stocks were frozen. Income from new cars is likely to stay in this state for the first half of the coming year. The Reconstruc tion Finance Corporation has been authorized by the Murray-Patman Act to purchase from dealers all cars not sold eighteen months after the freeze at a "fair retail price." The eighteen months will be up in July, but the act authorizes, not compels, such purchasing. Some dealers have construed the act to mean the RFC will purchase unsold cars in July at list plus 18 per cent. The net effect, no matter what the RFC does, is to calm dealers so they are selling at the full retail price allowed by the OPA, and making a profit on new car sales. Sales also mean income from used cars. Stocks now are low. Sales are slow. There seems to be no inclina- Allison liquid-tooled piano engines are assembled for future service in blasting freedom's enemies A tank is tested on the proving ground adjoining an arsenal tion on the part of dealers to liqui date, however, and the feeling pre vails that used cars eventually will move so there is no point to reduc ing profits just to close a deal. The second string in the car deal er's bow is service . . . repairs and the sale of parts. The service picture at the moment is complicated by the shortage of mechanics. It is not so much a problem of getting serv ice customers as it is getting work done. The shortage has hit dealers especially hard in war production centers, and it has been estimated that in some cases the supply of me chanics is only jo% of the number needed to fully staff all dealerships. The manpower problem is most burdensome to the car dealer who has functioned as a manager and employed all labor for the service department. Independent repair shops are in a better position as cen sus figures indicate the owners or managers of such shops represent about half the total labor. Service includes the sale and in stallation of replacement parts, and this part of the dealer's service busi ness is spotty. Most small parts are on the market, at least for the pres ent, and there has not been any real shortage. Larger parts, crankshafts made of alloy steel for example, are ETHYL NEWS ETc 23099 f Workers in a tank arsenal put the tracks on one of the mighty rolling fortresses practically unobtainable, but in these days not many are needed. On the credit side of the service picture are the five million trucks now operating, with about four and a half million depending on dealer ships for service. Dealers in smaller communities are beginning to broaden service possibilities to in clude the 2 million tractors on farms. Light servicing is usually performed by the fanner right in the field, but expert mechanical help is needed on heavy repairs to the engine and gears, and for such technical servic ing as magnetoes and governors. Automobile dealers, along with other retail and service businesses, have sustained casualties as a result of the war. Right after Pearl Harbor there were some dire predictions on dealer mortality, but so far they have not been borne out. Casualties to date have been only slightly over 10%. The factory has done every thing possible to help the dealer, but at the moment there is not much that can be done except give assistance in management and help to promote service campaigns. Dealers now face the second year of war certain that some income will be available from the sale of new, cars at least until next July, and from used cars as long as there are any on the market. The paramount question in the service field is mechanics. As long as dealers can get them there will be sufficient business to keep them busy, and it is estimated that over 80% of the dealerships can sur vive at least a year on service income alone. The post-war period promises to be a prosperous one for the automo tive industry. The demand for new cars is expected to be tremendous. The public will have money and a great urge to "go places" after the war and the automotive industry will be in a strategic position. Trade ETHYL NEWS 1$ ETC 23100 Jl on ion As ere eep hat ur>me to nolew ms. da the >try ade * publications even now are suggest ing a savings plan for post-war car buying, a kind of save-now-and-getit-later, or installment buying in re verse. Recently there has been a consid erable amount of speculation on the "car of the future" -- speculation on appearance, engine design, fuel re quirements, economy, performance. Actually very little research work is being done at the present time. Design engineers are at a premium -- most of them are engaged in the design and production of arma ments. No New Cars for a Year The "car of the future," there fore, is not just around the comer. It will be at least a year after the war ends before cars of any kind will come off the assembly line. Many of the tools have been scrapped and others are being used in other plants to turn out war mate rials. The Dormant Scrap Drive now. is taking tools which have not been used for thirty" days, or are not likely to be used within the next thirty days, although manufacturers are being allowed to retain their die in serts. First cars off the line after the war are likely to be 1942 models, with possibly a few superficial changes. However, the "car of the future" will be well worth waiting for. Many" of the lessons learned in the production of mechanized equip ment and aircraft engines will be applied to the post-war automobile and new materials, both metals and plastics, probably will be utilized. A light, super-compression engine, perhaps located in the rear, is an other possibility. The traditional concept of the automobile as a kind of refined buggy7 may be scrapped entirely. ETHYL NEWS $ * L. ViTX *** The cowling for an engine of a Flying Fortress bomber is spot welded in an automobile body plant A welder's fiery torch seals the hull of an all-welded tank, America's answer to Axis desert fighters Casualties on the home front outweigh those on the battlefield 7 to 1. That's why we must make safety a habit -- to cut down war's cost in lives by Oliver Jones Is time of war human life seems to become cheaper. This is by no of peace the loss of an airliner or a severe railroad wreck is talked of means due to the fact that a human for days and assumes the propor life is or should be less valuable, but tions of a national tragedy. In war, more to a change in the mass psy on the other hand, the loss of fif chology of nations and individuals. teen or twenty planes is so insignifi When the newspapers are full of cant as to rate but a paragraph or accounts of air, land and sea battles, two in a communique. ships sunk, industrial plants sabo But when mass thinking follows taged, and casualty lists, one inev lines of this sort, what happens to itably and unconsciously becomes the safety campaigns of industry, conditioned to these things and municipal traffic control bureaus, passes over all but the most severe insurance organizations and the like? catastrophes with a sort of callous The thoughtless will ask why good ness. It is well that this is so for time and money should be spent on otherwise those people particularly expensive preventive safety efforts sensitive to human suffering would when young men are being dis be driven into a state of frenzy patched to war to die by the thou closelv akin to madness. In times sands, and when those who remain at home are using all their brains and brawn to devise more raried and efficient means of wreaking de struction on the industry and man power of the enemy. It is natural enough in these grim days to evalu ate everything in terms of the war. but we must rememlier that the bat tle for safety is a kind of a wv ia itself -- a war that never ends. A a matter of fact the common dungs, the automobile, industrial maefuno and careless disregard of snaO in juries from any source result each year in more loss of life, more asjuries and more suffering than any ordinary war. Figures related bt the National Safety G*unc3 in S vember (before the North Afnran campaign began) show that art* dental deaths of American wtvim exceeded deaths of Amencan era by a ratio of 7 to 1. Thn. d*wis no time to rclat vigilance. Wt must redouble our efforts. 0ETHYL NEWS ETC 23102 Certain groups, notably medicine, ators, better safeguards must con "keep 'em flying, rolling and sail insurance, industrial management tinually be developed and put into ing" by doing efficiently and safely and municipal traffic control bureaus have been keenly aware of the tre mendous toll in human life and use. By the same token the armed forces themselves are made up of tremendous numbers of inexperi each act of our daily lives. Thus will victory be ours sooner and at mini mum cost. health exacted each year by careless enced personnel, living and work and improper handling of hazardous ing in strange surroundings and do materials, tools and machines. Work ing unfamiliar jobs. Thus the tried Both hand trippers of this machine must be depressed before it starts its motion ing steadily and largely without pub and proven methods of industrial licity, these groups have, individual and personal safety training should ly and collectively, accomplished be applied no less thoroughly to stupendous savings both in life and camps, navy yards, proving grounds health and in man-hours over the and the like. Only by this means last twenty or thirty years. can men and materials reach the The continuation and amplifica fighting fronts in maximum quanti tion of this type of effort during ties and in the best condition. wartime is doubly important. Indus trial and personal accidents tend to Must Work Together become more frequent during war. Such a safety program requires Industrial miracles must be accom the whole hearted and thoughtful plished in short periods. Much of in cooperation of all branches of the dustry's experienced manpower is govemment,'industrial management, drained into the armed forces, leav the medical profession and the exist ing older and less experienced men ing safety organizations, such as the and women to keep up production. National Safety Council. Each war Unfamiliar products and operations plant, camp, navy yard, proving 'ins . are suddenly demanded of plants not ground and the like should and must ied always properly equipped to handle have a well integrated safety organi de them. All these conditions tend to zation under the leadership of a an- increase the casualties at home -- trained staff officer. Much effort is iral and every casualty on the home being expended upon plant protec llu- front impedes the war effort and tion by the Provost Marshal Gen ar, delays victory just a little. Added eral's staff. This effort, so far, has >at- together these little delays may been largely devoted to protection in reach staggering proportions, and against invasion from without and vs a certainly no American would volun sabotage from within, and gives gs. tarily delay ultimate victory. promise of being highly successful.' nes It has become evident that con Second only in importance to a in- tinuing and increasing expenditures plant or organization properly pro ach on industrial safety are not only de tected against invaders and sabo in- sirable but absolutely essential to the teurs, is the smooth, efficient opera my successful implementation of an all- tion of that plant or organization by ** out war effort. Men must be pre- without costly losses in time, men 'Jo- served to serve their turns in the and production from avoidable ac can armed forces, industrial production cidents. It can readily be demon :ci- at home must proceed at peak effi strated that the return from relative :ers ciency, unimpeded by avoidable ac ly small investments in safety are ht- cidents, breakdowns and lost time. almost unbelievably large. ;en. Because, inevitably, wartime pro Let us all, therefore, work and * We duction is carried out by inexpe play safely. Let us not forget the rienced and sometimes inept oper- safety of the other fellow. Let us ETHYL NEWS ETC 23103 "7/^ - .. ^HORSE RED SHOP mnni work ; dinner flRES PAINTS TOOLS CLOTHES WARE Tcrr.Vl ft-ONY 0W: -j i i* Vt-t''!*-11, .#*<* 7fcJ m u r * * * * - With 9asoli,,e business shrinkh ag, service stations a' furn`ng to other lines lHHdrketinq--A fttetnmf Hard-fighting competitors who battled one another for business have joined hands in a struggle to keep retail outlets alive he hardest-selling, toughest- life for the war's duration. Tscrapping competitors in the A look at gasoline sales figures country prior to Pearl Harbor aretell you in a moment what has hap sitting down around one table to pened to marketing. In August, to day trying to help each other take take a month at random, sales in care of what was once called the rationed areas were off 35%; in un "marketing end" of the oil business. rationed areas, 13.6%. With ration Marketing, as the oil industry knew ing on a nation-wide basis, it is ex it, is out for the duration. The "mad pected that total sales will be off scramble" for volume that often re approximately one-third in Decem sulted in products being offered be ber, 1942, as compared to December, low cost, but which help build suc 1941. cessful businesses and made possible The principal task of the market better products year after year at ing departments today is to keep constantly decreasing prices, has products available. This means main undergone a complete change of taining enough service stations 'fco that trucks hauling war products and workers who must drive to war factories will be able to get gasoline wherever and whenever it is needed. This has been difficult because the mortality rate in service stations has been high. They started closing long before gasoline rationing was intro duced due to the drain on manpower from the Army and higher paying war jobs. The rubber shortage also helped to close the stations as the marked declines in gasoline con sumption in nonrationed areas prove. Accurate data on the closing of stations are not available since only one agency, the Bureau of Census, provides information on this sub ject and its reports on current con ditions will not be available for manv ETHYL NEWS 0^ ETC 23104 months. Oil companies, which can possible to gauge accurately. Private than before. Therefore the decline speak only of their own outlets in motoring has declined substantially in normal civilian consumption was restricted marketing areas, estimate but it has been offset partially by obviously much heavier than that that 15%, or about 65,000 outlets, the increased demands of the armed indicated by the Bureau's statistics. have been closed. Marketers are forces and the war industries. Since The effects in states which pretty unanimous in the belief that more all figures on gasoline are lumped well escaped these influences would will be shut down. They think that together in such reports as those of possibly give a more accurate indi the total number of outlets will be the U. S. Bureau of Mines, the effect cation of what happened to normal reduced by at least 100,000 as eco of these factors can not be weighed. service station business. Isolated nomical operation becomes more Calculations based on the Bureau's Vermont, a rationed state, reported and more difficult. reports for September indicate that a decline of almost 52 per cent for Several steps are being taken by the total consumption of gasoline August. Wyoming, in the unration the companies to offset this loss of was 15.6 per cent less than it was in ed area, experienced a 44 per cent outlets. In communities where they the same month of 1941. But much decline in the same month. These have a number of stations all but a of September's demand was made figures are more in line with esti few of the more strategically lo up of army and navy purchases mates of the Petroleum Industry cated are being shut down. Shorter which were far more substantial last War Council's Economics Com hours, limited to 72 per week in the September than they were a year mittee which foresaw a decline of rationed areas, have offset the loss ago. It also included the demands 48 per cent in normal consumption of manpower to some degree. Girls of trucking companies and war as a result of the rubber shortage are making their appearance in serv workers which also were higher and gasoline rationing. ice station coveralls. The verdict isn't in yet, but first reports indicate that they are performing acceptably -- in some respects they have been superior to the men. The most generally adopted al Giris an taking the plant of tho m*n Who ha" *> tail'd ,0 ternative is the stressing of other services than the sale of gasoline. Early this year the industry adopted ucts the slogan, "Care for your car for war your country," and since has stressed line vital lubrication for the maintenance ied. of irreplaceable automobiles. As a the result the average motorist is taking has better care of his car. However, ong since there are fewer cars operating tro- and since the operation of these cars wer is on a curtailed basis, the overall ing sales of motor oil and other lubri also cants has declined. This alternative the also has been pursued to the extent on- of adopting non-allied services and >ve. a number of service stations has gone r of into the marketing of such alien inly products as radios, garden tools, sus, groceries, etc. ;ub- The extent to which the main on- function of service stations, the sale anv of gasoline, has been affected is im 0^ ETHYL NEWS $ Gasoline sales in the rationed area dropped 35 per cent in August, ac cording to the American Petroleum Institute's compilation of taxable sales by states. The effect has been most severe in New England which probably has been less affected than the rest of the country by war in dustry and army and navy training bases. Declines in New England range from Rhode Island's drop of some 36 per cent to New Hamp shire's decline of almost 53 per cent. Sales in non-radoned areas, ac cording to the same source, have de clined 13.6 per cent. Here too, there are differences according to locale. In the comparatively heavily popu lated Ohio, Indiana and Illinois area the drop was 18 per cent while in the less densely populated Okla homa, Arkansas and Texas district, the decline was only slightly more than 7 per cent. This may be attrib uted to the fact that the concentra tion of war industries and camps in the South has been greater in pro portion to the population than in the Northern states. Loss of markets has resulted in an overproduction of gasoline in cer tain refining districts. In order to utilize the excess, new uses for it are being considered. It has been proposed that it be used as an en riching agent for natural and manu factured gas. The farm, where large quantities of fuel are consumed in tractors, is receiving more attention as a potentially important consumer. Gasoline, of course is not the only product of the oil industry though it is its most important. Its second most important product is fuel oil and the industry faces problems here also. The Northeast is the coun try's most heavily consuming area for heating oil and this region, nor mally served by tanker, is now reached principally by tankcar. Shipments by tankcar in October and early November were running more than 100,000 per day less than expectations so that rationing here has become essential. The industry hoped at first to supply 75 per cent of normal requirements but with anticipated rail shipments unreal ized, a more severe cut is in prospect. Lubricating oils, most important product from the unit value stand point, likewise pose a problem. In normal times they are distributed in ETHYL NEWS $ containers but material for contain of the policies which are depriving ers is no longer available. Many re it of its normal market. Oil men fineries have replaced the can with urged rationing in the East long be glass bottles or jars while others have fore it was adopted. Their compan substituted paper-type containers. ies advertised in newspapers and on Drums are now irreplaceable so they the radio to urge drivers to drive are being handled with care and less and home owners to convert watched with a loving eye. their heating units from oil to coal. The net effect of these develop- It initiated the large-scale transpor * ments has been to reduce the overall tation of oil by rail to offset tanker j value of its products to the industry. losses without the assurance of since This station still offers serv ice -- but a different kind By reducing the proportion of pro- forthcoming compensation. It has ^ duction of higher priced gasoline proposed pooling of facilities, revi characterized pre-war-marketing has and increasing the proportion of sion of yields and many other steps not been lost. Products are still be lower priced industrial and domestic which are costly and disruptive to ing improved and the gasoline that fuel oil, the aggregate value of these normal procedure but which enable will be sold from service stations products, which constituted 80 per it to serve the country better. after the war, as a result of the com cent of the output of the country's The marketing division of the in petition between companies to pro refineries in September, is thereby dustry has experienced great change vide the ultimate in aviation fuel lowered. since Pearl Harbor and further for Uncle Sam's flyers, will be a far ' *Io the uninitiated, probably the change, as pooling of facilities pro superior product to that which the most surprising thing about it all is ceeds, is in prospect. However the motorist bought before December that the industry has fostered many effect of the keen competition that 7. I94I* WORTH ITS WEIGHT IN GOLD f you had told a farmer a year ago tion of tractors and other farm ma I that by December, i942, it would chinery will be limited to approxi be practically impossible to buy a mately 20% of either the 1940 new tractor, he would have laughed or 1941 output. Even this scanty in your face. He would have pointed amount will be doled out to the out that in a global war abundant farmer by a county rationing board supplies of food are almost as im after very careful scrutiny of each portant as ammunition and that the applicant's case.- farmer would be able to get any As a result the farm tractor is now thing he needed, including tractors, just about worth its weight in gold. tractor tiresi tools, gasoline and New tractors will be practically un manpower. obtainable. Tractors now in opera As things have turned out he tion will'have to work longer hours would have been wrong on a num for more days of the week and will ber of counts. The government very probably have to last for the dura quickly recognized the need for tion. food and fibers -- grains for the raw materials of war industries, foods of Only expanding Market all kinds for Lend-Lease shipments This situation has provided the and for our own armed forces. The oil industry with an opportunity to farmer was asked to step up produc be of service to the farmer and at tion 25%. the same time to explore an expand Then the squeeze began. His man ing market for petroleum products power began to drift away -- part -- the only civilian market that is of it slipped into the higher paying expanding. war industries; part of it was drafted There are today some 1,800,000 into the army. Tractor manufac farm tractors in use in the United turers began making armaments States. Should only a small percent thereby reducing their output of age of these suddenly break down farm machines. Need of raw ma it would be an agricultural calamity terials for tanks, guns and planes of no small magnitude. Anything further cut into the production of that can be done to prevent such a farm machinery. happening and to keep all these trac Recently the War Production tors in use will come under the head Board issuedLimitationOrderL-170 ing of "war effort." which provides that from Nov. 1, Many oil companies have been 1942, to Oct. 31, 1943, die produc doing yeoman service in this respect by disseminating information on preventive maintenance to farmers through dealers and tank wagon drivers. Nearly a million and a quarter copies of Ethyl Corpora tion's booklet "Wartime Tractors" have been distributed in this manner. A number of oil companies have dis tributed similar educational booklets of their own. From a marketing viewpoint, the sale of petroleum products to the farmer is the only bright spot in an otherwise drab and discouraging picture. With gasoline rationing now effective on a nation-wide scale and gasoline stocks piling up at an alarming rate, the farm tractor is an outlet that deserves the careful con sideration of every marketing com pany. The farm market always has been an important one, although it hasn't always received the attention it de served. Today, a year after Pearl Harbor, it is more important than ever because it is expanding while all other markets are contracting. The tractor is the key to it. It offers the industry an opportunity and a challenge. Our Pictures... Page 4 (top) and Page 5, Stand ard Oil Co. (N. J.); Page 4 (bot tom), Thiokol Corp,; Page 6,1st Air Force; Page 7, Aviation Magazine; Page 8, Press Associa tion; Pages 9-11, API, except Page 10 (bottom), the Texas Co.; Pages 16,17 (bottom), 19 and 21 (top). General Motors; Pages 17 (top) and 18, OWI; Page 20, Monsanto Chemical; Page 21 (center) Camegie-Illinois, (bot tom) Westinghouse Electric; Pages 22, 23, and 25, SoconyVacuum; Page 24, Esso Market ers. Third cover, foto courtesy, U. S. Navy. ETHYL NEV/S $ WMjAT COMES ##>rWN MUST CO UP We tead a great deal about dropping bombs on Hitler, Hirohito & Company. But dropping a bomb is only half the story. 'The real trick is to lift it some 30,000feetand fly it several hundred miles. You can't drop a bigger bomb than you can lift. And the lifting power of bombing planes depends a great deal upon the quality of the gasoline they use. That's a break for the United Nations. Our aviation gasoline is the best in the world. For years the U. S. petroleum in dustry has been way out in front in the improvement of fuels and the develop ment of new manufacturing processes. What's more, our oil industry men aren't resting on their laurels. They're hard at work right now searching for even better fuels and refining methods. For while higher quality gasoline alone won't lift more or heavier bombs, it's a great help to engine designers in building more powerful engines. Since Ethyl antiknock fluid is used in all our tactical, or "fighting grade," avia tion fuel, and in nearly all gasoline used by ourmechanized land forces, Ethyl engi neers work closely with these men of the petroleum industry. At the same time they cooperate wherever possible with aviation and automotive engineers in re search on engines that can best put this extra gasoline quality to work at the job of carrying destruction to the enemy. ETHYL CORPORATION Chrysler Building. New York City MotutfoeUtrrrt of Xtkyt fLuxd, ttood by ad rtfiner* to *' proof tko wUitouek fuoilty ofouiatton end motor gatoU**. ETC 23110 I