Document RanO61jkRDw6Oep1rXGw7d8a8

INDEX "ETHYL NEWS" 1945 AUTOMOTIVE Cars For The Rest of the World....................December Highways That Had To Wait....................... September Tires Won't Restrict Gasoline Sales....................... June Tune-Up For Profit....................................... November Tune-Up That Car............................................. October AVIATION Air Freight Takes Off....................................... October Edna Pat, The Story of the............................. February Queen Of The Skies................................... July-August Your Postwar Plane Is Here!................................. June FARM A Mon And His Tractor......................................... June Farm ooom On Wheels ................................. January My Neighbors' Boys Are Coming Home . . .November Service On The Spot................................... September CORPORATION ACTIVITIES and PERSONNEL ITEMS Boudreau, James E., Rejoins Ethyl After Army Service ................................... February Calingaert, Dr. George (Bombing Survey in Europe).............................April Crossland, Stanley T., Named Comptroller.................................November Ethyl Sales Department Redesigned For Better Service................................... July-August Expansion At Baton Rouge (New Ethyl Chloride Process)........................... April For The Best In Gasoline (Gasoline Testing Laboratories).........................May Hawley, Charles D., and Taylor, John B. Jr., Named to New Posts in Research.............December Hubner, William H., Rejoins Ethyl After Army Service.................................September Interdependence in Fuel and Engine Research (Ethyl Research)............ October Irwin, William, Named Assistant Resident Manager..................... December Jones, E. O., Rejoins Ethyl After Serving With PAW............................. October Kerley, Robert V., Named Director of Aeronautical Research......................... November Know-How In Handling Fuels (Ethyl Program with ATC)....................... July-August Krieger, George, Rejoins Ethyl After Service With WPB............................... January Luke, Raymond H., Awarded Bronze Star........March Macauley, Jack, New Director of Engineering Research............................. October Martin, Jock, and Perry, Phil, -- In Memorium............................................... February Rothman, Edward E., Rejoins Ethyl After Army Service............................................. June "Sorry, No Ethyl" (Sidelights on Gasoline Shortage).............February Stonewall Jackson's War (Lt. Col. S. J. Warner, Jr.)......................... December Taylor, John B., and Hawley, Charles D., Named To New Posts in Research........... December That Day In Dayton (First Sale of Ethyl Gasoline)....................... January The Job Ahead (Farm Implement Dealer Movie) September This Is Our Land (Farm Movie).....................November 20 Gallons of Sea Water for Each Gallon of Gasoline....................... October 28 Million Gallons A Day (New Water Purification Plant)............... September Williams, F. D., Rejoins Ethyl After Army Service............................................. May MISCELLANEOUS History of the American Flag.....................July-August Pipeline Walker (Poem)............................... December Short Short Stories Broom on the Conning Tower.............................May Coffee and Sweet Roll.............................November Herman the Hackie.....................................October Man About Town....................................... December Not Responsible Unless Checked...........September Straight Dope (Relative Poker Hand Values) . . . November ETC 31989 INDEX "ETHYL NEWS" 1945 PETROLEUM CBI Lifeline (China-Burma-India Pipeline)............ May Drums of War (Aluminum Gasoline Drums)...........May Illinois Story (Illinois Oil Fields)................... September Oil At Iwo Jima..................................................... June Oil Behind the Andes...................................November Oil for Europe................................................... January Oil Off the Shelf (Petroleum Reserves) ...................... July-August Oil: Pacific Prize. .. ....................................... February Pioneer Pipeline .............................................October Portrait of a Tinkerer (Leland V. Stanford, V-P of Sinclair Refining Co.).............................April Postwar Service Stations................................. January These Were The Firsts (Early Uses for Petroleum).......................November SPECIAL FEATURE ARTICLES Bite 'Em Bock! (War Against Insects).................March "Can Do" at Guam (Work of the Seabees)........May Coal Turns On The Heat (Competition for Fuel Oil and Gas)...........February Deal Me In! (Playing Cards)....................... September Death Made Safe (How Bombs Are Made Foolproof).................March Did Columbus Miss The Boat?.........................October Flat-Tops At War .......................................July-August Fleet Behind The Navy, The...................................June Freeze On Foods (Frozen Foods).................. May Funny Business (Comic Strips)...................July-August High Road To China (Ledo Road)...................... March Innocents Abroad (Soldiers' Pocket Guides) . March It's A Snap! (How To Get Better Snapshots)..............July-August It's Hard As A-B-C (Navy Flag Signals).......... January It's Rank Confusion (Conflicting Military and Naval Ranks)............May John Adams Runs The Navy (History of Naval Regulations)................... February Leave It To The Merehont Marines.........................Apri| Letter To The Editor........................................... January Mighty Midgets (PT Boats)............................. February New Roads Down Under (Australia).....................April "Ole Miss" Does A Job.........................................April Pipe The Admiral................................................... April 1} For Service (Gasoline Engine in Service for 45 Years).................................March Salt in Your Life, The, (Romance of Salt)..................................... December Slips That Pass In The Mike (Radio Boners) . . . January Synthetic Realism (Training For Battle)...........February The Editor Is A Lady............................................... April There's Money In It (Postwar Rackets) .... December They'll Sail Again (Repairing Damaged Ships) ......................... March Video After V-Day (Future of Television)...........March When Do We Eat? (Analysis of Food Shortages) ......................... June Where To Live And Like It..................................... May White Collar Farmers................................... December . .March . .March y-August January .. .May February .. .April January February .. .April . . April .. .April . .March Jecember January February . . April December . March . .March ....June . . . May December IN THE JANUARY 1945 George Kriogor has returned to the Ethyl Corporation following a two-year leave of absence with the WPB. In his new post at Ethyl, he will be in charge of rural marketing and special de velopment work as assistant to Julian J. Frey, general sales manager. While with the WPB, Mr. Krieger served as chairman of its Farm Machinery and Equip ment Division and later as a special assistant to Donald M. Nelson. One of the pioneers in the de velopment of the high compres sion tractor engine, Mr. Krieger has a wide acquaintance in the farm equipment industry and is known as an expert on the use of farm machinery. He has held important posts in the American Society of Agricultural Engineers and the Society of Automotive Engineers. A native of Virginia, he was graduated from Virginia Poly technic Institute in 1926 as an agricultural engineer, and en tered the employ of Standard Oil Co. of New Jersey at the Bayway, N. J. refinery research labora tories. In 1929, he joined Ethyl Corporation as an agricultural engineer and in 1932 was named director of tractor activities in the Technical Sales Department. Be fore leaving to serve with the WPB in 1942, Mr. Krieger was head of Ethyl's Agricultural Division. POSTWAR SERVICE STATIONS 3 What has the service station bniaeii Iearned from the war? In what directions ft postwar planning by major companies pro ceeding? Dees dhrerstted merchandising bold the hey to mare stabilised operdfions? ftere Is a report. THAT DAY IN DAYTON * 7 We could always fell you when the Brsf sale of Ethyl gasoline was made. We could also tell you where ft took place. But we could never toll you the name of the man who oetuaify put us in business. Now, after nearly 31 years, ore know . . . SLIPS THAT PASS IN THE MIKE 8 kodio programs are planned to perfection; broadcasters come well prepared and rehearsed. But sometimes, an afi-tao-human slip of the tongue takes place ... and the unexpected happens. LETTER TO THE EDITOR 10 Here's a letter from a serviceman with a very unutual gripe. He doesn't want any of the comforts denied to civilians. He doesn't want anything he hasn't-yet "earned." All he wants is a chance to /amp in gad light -- but he's chained dosu to the home front and can't. ITS HARD AS A-B-C 12 Those gaily colored hags on our cover spell a special message to you from all of us at Ethyl. And here's an interesting article ex plaining those Bags -- and interpreting navy hag signals in general. __ OIL FOR EUROPE 14 Where will Europe get her oil after the war? How much wifi she need immediately after the armistice? What will It take to rebuild her producing and rehnimg facilities? Here is one writer's opinion. FARM BOOM ON WHEELS 18 The war has fought American farmers, as never before, the eco nomic importance of mechanised implements. Not only have they overcome labor shortages -- they have lifted crop production far above pre-war levels. And now, out of the war may come this new development: a wide expansion in power farming for the small form! Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Ethyl fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline Mi W. Wtbb, yiwISmt, Swcy L OritMu, ta pnillml end tiieum; Ml-- C. gmSii, nmmy . ` '-'w - . .V: . ' -'-S .. / Y^V ' rETC 31992 >* , Yt- 'I *' '1; i' t i U. Y. POSTWAR SERVICE STATIONS ing Gasoline died during the K war, but no tears stained the What's ahead for service stations after the war? Here's an appraisal by a reporter who has followed oil marketing trends desks of oil company marketing ex ecutives who had preached the For war, which held out a one selling, a term with which they had wisdom of balanced selling -- with way ticket to the retail branch of been onlv conversant in earlier day* s. nominal success -- for years before the petroleum industry, has opened Moreover -- and this surprised many Pearl Harbor. new horizons. Although King Gaso others -- they went beyond the In pre-war days, balanced selling line passed on, service stations did original concept of balanced selling meant doing a certain ratio of motor not automatically join him in an and busied themselves with the oil, lubrication, and tire, battery and orgy of economic hara-kiri, as many merchandising of household sup accessory business to every 1,000 expected. The casualty rate has been plies and appliances, garden and gallons of gasoline that went comparatively low -- estimated to be lawn equipment, toys -- almost through the pumps. After the war around 25 per cent. To their own every salable article they could lay it can mean almost anything. And surprise, most gasoline dealers began their hands on. it probably will. cashing in on the fruits of balanced Out of this wartime experience, ETC 31993 lessons have been learned which will find significant application in the postwar period, lessons which already are shaping the sen-ice sta tion of the future. This does not mean that a blueprint of the service station of the future can be put forward now. But the lessons can be analyzed sufficiently to determine accurately the direction in which we are moving. Tomorrow's Promise What they have taught can best be answered bv discussing the post war plans as they are being devel oped by the various major oil com panies. At this point let it suffice to say that they augur well for im proved sen-ice to the public's most convenient transportation medium -- the private automobile -- and promise brighter employment op portunities to thousands of voung men who. through sen-ice with the Armed Forces, have been trained as no other group has been trained be fore in the care of precision equip ment. The background upon which postwar plans are being built is one of a sudden about-face in retail op erations. During the war, the evolu tion of the sen-ice station turned almost into a revolution. A Depart ment of Commerce sun-ev of more than 175,000 stations in 1939 showed that on the average only 16 per cent of the gross income came from the sale of tires, batteries, other acces sories, sen-icing and miscellaneous items like cigarettes, candy, razor blades and aspirin. Gasoline and motor oil accounted for about 84 per cent of the gross. Today, according to industry es timates, sen-icing and the sale of related and unrelated items account for 40 to 50 per cent of the gross. Yet many dealers are making as much or more money as in the past. This turnabout has surprised even some of the most merchandising- minded among oil industry execu tives. Thousands of service stations have become successful community shopping centers, or wartime gen eral stores, as you will, selling coffee makers, ironing boards, pins, lines, clothes baskets, lunch kits, brooms, mops, glassware, ovenware, polish, brushes, knives, stepladders, toys, hardware, paints, sporting goods, garden seeds and equipment, work clothes, raincoats, and leather goods -- almost an endless list. As might be expected, this de velopment "has not been interpreted uniformly throughout the oil indus try. Some say travel restrictions and a seller's market alone were respon sible, that it is a wartime circum stance which will disappear with peace. Others argue that there has been a steady trend toward decen tralization of retail selling, acceler ated by war, but one which none theless places service stations in a strategic position to move in on new markets. They hold that the long-term outlook is favorable for extensive diversification by service stations into new fields unrelated to the automobile itself, and that such diversification holds out benefits be yond the immediate extra profit opportunity for dealers. ^ Postwar Merchandising Trends Depending on the viewpoint taken, postwar planning of retailing programs is proceeding in three main directions. In the lead are the companies which believe that gaso line, motor oil and servicing are not enough for survival and which therefore are planning to merchan dise all items related to the automo bile plus others in which there is a quick turnover, little need for ex tended display space and no postsale servicing involved. even ingecu:ions nity sen dee ines, )ms, dish, oys, ods, ork >ods deeted dusand oonum.vith has cen.'lerjnein a on the for vice d to ;uch berofit nds oint ling hree the asonot hich nanmois a extsale A second group plans to go beyond this point in diversifying merchan dising into unrelated fields, selling some items that may require post sale servicing. In definitely third place are those which intend to stick to automotive products and servicing. Two major companies, notably, are planning to handle such heavy items as refrigerators, stoves, ironers, console radios and washing ma chines. These will be warehoused by the companies and delivered in com pany trucks to dealers for display and sale. Storage and Warehousing Such programs call for an im portant expansion of station sales room space, and pose new problems of training and financing. To a lesser extent, manv other companies are looking toward an expansion of display space for smaller items of the chain store varietv. Some will warehouse the merchandise them selves. Others will promote such programs for their dealers with sup ply houses, and except for guidance bv the oil supplier, the relationship will be entirely between dealer and merchandise supplier. The oil companies which favor warehousing the merchandise them selves claim as advantages a stand ardization of quality and variety at stations carrying the company ban ner, closer cooperation with dealers in planning sales and promotional programs, and assurance that quality will be such as to protect the com pany brand name. Others say this is a field into which they do not care to venture, having no experience, and that coordination of sales pro grams can be accomplished between oil and merchandise suppliers at the top level. Many combinations are possible, and almost as many can be expected to materialize. Regardless of the forms these programs take, and the extent to which they go, the impor tant point is that abundant evidence shows war has put new emphasis on the possibilities of diversified mer chandising at service stations, and that this lesson will be carried over after the war in a more definite interest on the part of oil companies in balanced gross profits at stations. First Things First The steps toward applying that interest realistically follow in logical order of importance. Aside from the dealer-education job, which applies at all levels, the first step is to work toward fully equipping stations to service properly the old and the new automobiles that will be in operation in the postwar period. Next come programs for tire, battery and ac cessory sales. Then merchandising programs for unrelated small items which do not require large inven tory investment and in which there is quick turnover. Finally, at the Tha many now and divan* Unas addad by sarviea notions during tha war ara but a forarunnar to tha postwar shopping eantars thasa stations may bosom* top of the scale, are sales programs for heavier goods. Most companies are midway on the scale in their postwar planning, and two, as men tioned earlier, are at the top. Process of Evolution This further step in the evolution of the gasoline outlet -- from filling station, to service station, to "serv ice store" -- is an indication that oil marketing is moving along toward maturity, in the sense of the pre-war concept. Lower costs of operation, narrower margins, and competition, which can be expected to increase rather than decrease, make gallonage a less significant unit of measure for the average service station. Parallels can be found in the development of the pharmacy into the modem drug store under conditions of cut-rate competition, and the cigar store which branched out into the sale of work clothes, clocks, fountain pens and innumerable other items. Do not be alarmed, though, that in the future you may not be able to distinguish between your favorite service station and the comer drug store combined with the hardware store, the electrical supply shop and the jewelry store. One definition of a service station is this: a place where you buy automotive prod ucts and have your car serviced. Another is this: an important point of liquidation for past investments by integrated companies in crude oil exploration and development, refining, transportation, and re search. If that latter .definition is kept in mind, it becomes apparent that the main job must be the selling of petroleum products and the serv ice that makes continued, efficient use of those products possible. How ever the "extras," as they were called in the days before the war, are be coming more essential in making possible the type of super station service the industry is aiming for after the war. More Stable Unit Over-all, the postwar service sta tion promises to be a more sable economic unit, less affected by seri ous gasoline price wars, and more attractive to a high-type inde pendent merchant. Look for service stations to represent larger invest ments, to require greater operating capital. Look for the petroleum industry to spend millions of dollars in rehabiliudng and equipping sta tions, and building new ones. Look also for these: new stress on tire, battery and accessory sales, training, housekeeping, and precision service. Above all, look for the retail func tion of the petroleum industry to stand squarely on its own two feet as a profitable unit in the industry's over-all economic structure. 6 THAT DAY IN DAYTON here was no fanfare that day. TNo microphones were set up to carry the news either locally or to the far comers of the nation. No movie cameras ground out a visual record of the event for posterity. But it was, after all, an historic event that afternoon of February 2, 1923, at a filling station at the comer of Sixth and Main Streets in Dayton, Ohio. For it was there that the very first sale of Ethyl gaso line was made. Yet, no one took the trouble to get the name of the first purchaser. Down through the years we have had a natural curiosity as to the f. M. Milli as ha it today at hit place of business identity of that first purchaser, and General Motors Research Corpora ians had been using their cars as we have wondered what prompted tion staff. "guinea pigs" to "try put" various non him to buy it. Was it because his Perhaps it would be more dramatic tetraethyl lead combinations after for engine knocked and he had faith in if we reported that Mr. Redelle Thomas Midgley, Jr. and his labora Ethyl gasoline to overcome the diffi was an "innocent bystander" and tory associates discovered the anti culty?- Or was he just a pioneer at that he had to be coaxed into making knock properties of tetraethyl lead. heart who was willing to "try out" the first public purchase of Ethyl And so "Mike" Redelle admits he the new product? gasoline. But the truth is that he was was "sold" on Ethyl gasoline even Although we have been searching no stranger at all to Ethyl fluid. As before he first bought it that mem -A4 for our first Ethyl purchaser for a personal friend of some of the orable afternoon nearly 21 years ago. some vears, it was only recently that members of the GM Research Cor He says he just wanted to be the first Harry A. Mack, manager of the poration staff, he and other Dayton- to buy it publicly. And he was. Davton Division of the Ethyl Cor poration, found our man, and he was At this station in 1923 "just around the comer." He is F. Ethyl first want on tola M. Redelle, manager of the McCook Bowling Alleys in Dayton, and life long friend of Mr. Mack and others who were identified with the early days of marketing Ethyl fluid. Mr. Redelle recalls the event as though it happened only yesterday. He remembers driving up to the fill ing station and ordering Ethyl gaso line in the presence of both Willard Talbot, Refiner's manager, and the late Russ Wells, a member of the 1 997 THAT PASS IN THE MIKE By Horriet Van Horne Radio Editor, N. Y. World Telegram ock, if you will, the senseless M conjurations of radio announ Despite all the careful planning that goes into a radio program, sometimes an all too human slip of the tongue comes through cers. I mean those lyrical phrases about the tobacco that's milder, the former living president of the United A reformer, anxious to prove his soap that gets white clothes whiter, States." good intent, vowed solemnly to aqd the face powder that gives you Up in New England there is a staid "leave no turn unstoned." _ an uncontested field of male shoul preacher who probably turns crim At a high diplomatic function in ders to rub it off on. Mouthing such son when reminded of the day he Washington, the announcer meant inanities over the air may sound like finished broadcasting his sermon, to say, "There goes the Chief Jus the easiest job in the world. But be and, thinking he was off the air, re tice, just removing his pince nez." lieve me, it requires a tone that marked blissfully, "------ , am I glad He pronounced pince correctly comes in pear-shapes only, and a de this Sunday is over!" ("pants"), but not being sure of the gree of concentration usually found Helen Sioussat, director of talks second word, just left it out. He exclusively in makers of precision for CBS, can regale you for hours couldn't have caught the Chief Jus instruments. with fluff stories. There was the time tice in a more awkward stance (pro For an announcer who isn't con an announcer, telling of his return nounced stance). centrating will "fluff." That is, he from the South, said, "I came into Plugging a certain tasty salt-water will wrap his tongue around a com New York with a dirty linen suit and taffy, the announcer was supposed bination of sounds that will echo no trunks." And the time a colorful to say, "It's chewy, delectable and from coast to coast, and come home Congressman, thumbing through his cut to fit the mouth." Over the air it to roost in stories such as this. It is speech for a missing page, bellowed came: "It is fit to cut the throat." easier to live down a barroom brawl, from coast to coast, "I knew that A commercial announcement on any radio man will tell you, than to ------ would get these pages mixed!" a suburban station was aimed to call erase from public memory a slip that Then there's the conductor of a attention to Mine. Fifi's new milli has passed in the mike. "household helps" radio program, nery salon. "Ladies!" said the an What, specifically, is a fluff? Well, who once remarked, "Now here is a nouncer brightly, "why not hurry" it's an excited announcer introduc recipe for two people to be cooked right over to Mme. Fifi's military ing an ex-President of the United in a chafing dish." saloon?" States, and saying, "And now, ladies And an overeager young man in a Said a precise British voice from and gentlemen, Mr. Hoobert Hee- daytime serial, meaning to compli London one evening, "Most men ver." ment a young lady on her slipper- feel that the war will last longer than Hastily realizing his error, this blue satin dress, said, "Slap her blue women." chap is supposed to have added, "I sitdn', hmm?" Proud indeed was the announcer mean Heeverr Hoober!" A distinguished statesman told his in the Middle West who was elected Mr. Hoover doesn't appear to CBS listeners that he was "quite un to describe the Governor's inaugu have had very good luck with radio. accustomed to public speakeasies." ral parade. The procession came At the conclusion of one of his A serious dramatic actress, who was down the main street of the capital speeches, an announcer is reported supposed to say, "Well give the bell to the tune of the Sharpshooters' to have said, "Ladies and gentlemen, a pull," instead heard herself de March. you have just listened to the only claiming, `We'll give the bull a pill." "Here comes the Governor!" 8 fETC 31998 E h h his to 1 in ant I us- -Z." tly the He usro ter sed ind r it on .all Ili an'iy iry )m ien ian :er :ed :uTie tal rs1 ..p JL. cried the announcer, "followed by the lieutenant governor and visiting dignitaries from Washington. And they're parading in time to The Crapshooters' March!" A news announcer, reading an obituarv, reported, "Mr. Atwood had an abdominal attack in the downtown district." Another news reporter, describ ing a train wreck in Germany, de clared authoritatively, "At least 130 people were killed, 77 of them seri ously." Uncommon Commercials Possibly it's the uninspired writ ing of commercials that invites an nouncers to put their minds else where while they scan them, doing their own interpolations. "Don't let fire destroy your home," cautioned a New York announcer in a small station, "soot in chimneys frequently is the cause of such disaster. Why take a chance with your wife and children- Have a fire inspector examine them carefully every three months." One of radio's best juvenile actors once got so excited, giving realism to his role, that he yelled: "There's a packet bottle ship coming into the harbor! " On another occasion he ad monished a fainthearted comrade, "Keep a stuff ipper lup, ole boy!" One of the most quoted fluffs in radio was the verbal stumble of a complainant on a program devoted to personal problems. A young man, who was documenting a complaint against his loose-talking neighbor meant to say, "Moreover, she casti gated my father." He got the first syllable correct. Lee Segall, creator of the quiz show. Fish Pond, and originator of Dr. I. Q., tells of a classic reply he once heard on a quiz show. The query was: "Within a million miles, how far is the sun from the Earth'- " After careful deliberation the con testant replied, coast-to-coast, "1 don't know exactly, but it's a hell of a long way." Old timers in radio never will for get the story of the out-of-town sta tion with studios atop a hotel. On this day it was broadcasting a pro gram of organ music from a nearby movie house, the hookup arranged through telephone wires. It was while the organist was pumping his heart out for Liebestraum that the wires at the hotel switchboard somehow got crossed. A wifely voice, tender as a concrete mixer, rang out over the air, "Are vou in the hotel with that woman?" And to the dulcet strains of Love's Dream, there ensued a conversation my girlish modesty won't permit me to report here. The husband insisted he was stopping at the hotel on busi ness, had seen nobody but "the boys." The wife offered evidence to the contrary-. Finally the connection was pulled down, and a few minutes of dead air followed while station officials hunt ed around for the staff pianist -- who is always waiting to go on, except in an emergency. Strange as it seems, there have been fluffs in sound effects, too. A Southern station once aired a drama tization of Lincoln's assassination. Sound effects -- one shot -- were to come from a record. "Then the assassin, having climbed to the President's box, took aim," read the narrator, "and a shot rang out!" Here the sound man set the needle on the record, but on the wrong spot. A rat-a-tat of machine gun fire came over the air. This was the first news the South received that Lincoln had been killed by a tommy gun. "Yeah? Well, let me tell xfijj a tiling or two!" 9 An Ethyl employee in the Service, who would obvi ously rather fight than push paper and ink, sent us this unusual "gripe." Naturally he would prefer his name omitted with its publication. -- Editor. W| up breath and I swallowed hard, waiting for the explosion. Instead, he patted my arm with rough good-fellowship and said, "Look, I know how it is, being in uniform. You get a little reckless when you've been through a lot fV- of danger and strain (he touched the dark blue ribbons on my chest) -- but take it easy next time, hey?" He saluted me and went roaring off before I could tell him I hadn't been in any danger -- that I have one of those bullet-proof jobs, with no strain except trying to keep awake. The ribbons are marksmanship awards. Some time back, during the darkest days of the whiskey shortage, I walked into a liquor store. You may remember what it was like. The proprietor was shooing people away: "Rye? Listen, we got rum and apricot liqueur. There's a war ___________ on." Then he hen I went into the ration board they were Wturning down applications right and left. saw me, in uni form, and leaned "There's a war going on .. . No more gas, absolutely!" across the coun Then they saw me, in uniform, and cleared a space at ter to pump my the counter. What did I want? Certainly, Lieutenant. hand.- Glad to, Lieutenant. "Well, Loo- They gave me a "C" sticker so I could live at home and drive to my base, and a sheet of coupons the size of a road map. They wrung my hand with a "God bless you, son!" in their eyes ... tenant!" he boomed. "Long time no see. What'll you The motorcycle cops in my town are tough on have?" speeders, so I just kept quiet and listened. "Sixty miles an hour!" the officer barked, scowling at me behind those big dark glasses. "Passing three trucks on the I mumbled something about rye or gin, feeling foolish as hell. The proprietor put on a coy expression as he performed some sleight-of-hand under the coun wrong side of ter, then laid two bottles in front of me with an iW ) iUt-V the road. Going tthhrrooui sh two Stop s: igns and a elaborate wink. "Canadian Club whiskey. Gordon's gin. Prewar stock -- at the old prewar prices to you. Lieutenant. Nothing too good for you fellows out t v' y red light ..." j 11 He took a deep there, giving your best." I couldn't bring myself to tell him 1 was stationed us- right in town, giving my best only a couple of miles from his shop . . . S' 10 ETC 3200U sion. ship orm. a lot oons ould one \'ing irds. the You was and L It's a racket. I'm getting fat. "There's a-war on" -- for even- one but me. I joined up looking for a fight, expecting hardship and sacrifice, but the only war I've been able to get into seems to be directed against the civilians and taxpayers. True, my salary is down about/c, but then I don'tpay any income tax. They even mailed me a refund for the ten dollars I paid last year. And the only sacrifice I can find is what some civilian is giving up for me. Ladies of the Red Cross and USO stav up all night in canteens or trucks to give me coffee, sandwiches, doughnuts. The dry clean ers who tell you "two or three weeks" mark my uni forms "Rush" and return them in three days. Cigar ettes. watches, fountain pens, candy bars, all the things you find hard to buy, are being sold to me, about 40% off, in ships' service stores and post exchanges. Theatre tickets are free, or half price . . . Down at the fountain-pen repair place last week, the man ahead of me was told to come back for his pen in three weeks. It was just a little gimmick that needed replacing, but war conditions, you know ... I showed my pen to the lady, wondering whether it could be fixed at all, for the baby had bent the delicate point up like a button-hook. "We'll have it for you in two days," said the lady, sweetly. "And there's no charge to servicemen ..." .An old knee injur}' begins to act up. Three doctors 'wav above my price range in civilian life give me a couple of hundred dollars' worth of X-rays, diagnosis, and treatment -- on the house, or on you taxpayers. How are you fixed for shoes, brother? The topgrain leather and solid soles you can't buy are going into my twelve-dollar oxfords, which cost me $3.50 and no ration stamp. Do I want to go anywhere? People stop on the road and ask if I want a lift. The railroads sell me "furlough tickets" at half price. Bus drivers hold their hands over the coin boxes. You know there's a war on, but I don't. I've been trained for months as a naval officer of the line, but the only ships I board are moored to a dock. I have a make-believe supervisory job that could be handled by any well-trained police dog. Heaven blast me if I haven't tried, sincerely and repeatedly, for combat duty at sea. Maybe if I agitate long enough they'll at least get annoyed and let me out of the service -- so I can go back to civilian life and do something useful toward winning the war. I feel guilty. I'm getting the handouts and hero worship that belong to-someone else . . . the sailors and soldiers who have been out in the middle of it, taking their dose of sweat, mud and blood. Many of them are home already, but a lot more, especially in the Pacific, won't get home until months after the war is over. By that time the shouting will be all over too, and every one at home will want to forget about the war. n Able lAflrml George Item flnterrog) Baker Dog How IT'S HAM hose gay-colored flags on our hoists are used mainly in short code Tfront cover spell a cordial mes letter combinations, to flash a coded sage from all of us at Ethyl -- Happymessage complete. Only in such New Year! May that traditional a rare case as "Happy New Year'' greeting never lose its warm and are they used, letter by letter, to heartfelt meaning. spell a word. This year, many of the men who Even then, however, you wouldn't would ordinarily be spending the recognize this greeting if you could holidays with us will be at sea -- and hear it being read aloud by the when they greet each other with the signalman -- he'd be saying "How, code signal flags, the message will Able, Peter, Peter, Yoke," and so on. look as we have shown it on the Each letter of the alphabet has a cover. That top flag, with the verti name, for clarity. A minor con cal white and red stripes, is the letter fusion in signal orders could sink a H. The next, white and blue, is A. battleship. In a high wind, over You read from top to bottom. The a communications system full of blue flag with the white square in static, the letters B, C, D, E, G, P, the center, is simply the letter P. T, V, and Z all sound alike. But But, if we're spelling "Happy," they're unmistakable when you call where's the next P? Why that slim them Baker, Charlie, Dog, Easy, gold and blue pennant? George, Peter, Tare, Victor, and In signaling with code flags, the Zebra. same flag is never repeated if it can be avoided. (All military communi Two-Flag Hoists cation is governed by rigid rules of Let's look at a quick example. As procedure like this.) So instead of a two-flag hoist, XV means "I re doubling the letter P we use a sort quire towing," while XT means "I of ditto mark -- the First Repeater am towing a target," when you look pennant. There are four repeaters in them up in the International Code all, because a flag signal or "hoist" Book. A signalman with binoculars rarely has more than five flags in it. up in the crow's nest reads them to This marks one of the basic differ his signal officer by telephone -- aQd ences, as a means of communication, because of wind or other noises XT between code flags and radio, sounds like XV. So the message is blinker light, or the semaphore decoded, the skipper is told that the "wig-wag" flags as used by the other vessel "requires towing," and Navy signalmen. off he dashes in the best tradition of With these other systems you the sea to make a rescue -- only to spell things out letter by letter. Flag wind up in the line of fire while a ETC 32002 AS A-B-C *deded ach ar*' . to in't uld the ow, on. is a onka ver of P, But call isy, and As re> "I >ok .)de ;axs i to iqd KT t is the ind \ of to ea couple of battleships are having tar The longest list of signals under get practice! one heading is the 84 variations be Most of the urgent signals are rep ginning with "she" -- everything resented in simple one-flag hoists. from CSA, "She can," to QVN, Baker, a plain red flag, signifies that "She would not have to." Remem you are "carrying explosives" -- a ber, these signals are primarily for warning for other ships to give you sailors! In this war, however, there a wide berth in the channel. Uncle, are so many combined operations -- a red-and-white checkered affair, Coast Guard, Marines, Army and cautions "You are standing into Navy (in that order) hitting foreign danger." beaches -- as well as operations with Capsule Comment our various Allies -- that in the in terest of uniformity and clarity Often-used signals are two-flag some changes in signal procedure combinations: Dog - King means have been made. Some letters have \ "you should not risk anchoring un changed their names--A is no longer less you have very good ground Afirm, but Able. Prep has become tackle" -- quite an economy of let Peter again, canceling a previous re ters! The three-letter signal combi vision. There are ten changes in all. nations comprise a whole dictionary Just to confuse you, however, five running the gamut of nautical expe of them retain their old names when rience, from ADX ("I am gleaning") used as "governing" flags -- that is, to WAV ("Wet") and WAV when their single-hoist meaning ("Rye"). Take any combination. (though used in a multi-flag hoist) ETL, for example, the chemist's ab affects the import of the rest. . . . breviation for Ethyl, means "De Sounds like the income-tax form, serving." doesn't it? How about the four-letter sig Actually it's all methodical and nals? No, they are not profanity. simple when you get the hang of it. They begin with A and designate "Flags," as the Navy signalman is geographical names, from AAAB called, can explain it all to you. He (Aalbaek Bugt, Denmark) to ARSG can also tell you why it's necessary (Le Barcares de Saint Laurent, to hoist the flags AHC on your hal France) -- another example of the yard just to signify the letter "A," speed and economy of this system. whereas if you were simply to hoist Berlin is ABQQ, Tokyo is AQGA -- the A flag it would mean "I am un and what a swell day it will be when dergoing a speed trial." they are both QWT?, "A complete Complicated? No. To him it's as wreck".. .. simple as Able-Baker-Charlie! Non INegot) Oboe (Option) Peter (Prep) Queen William Untie Victor Tore Soger 04 ZuAJ&ttA By Henry f. Rot* Where will Europe get her oil after the war? How much will she need immediately after the armistice? What is involved in the reconstruction of her internal oil production facilities? Here is one writer's opinion ar-born producing and refin barrels, excluding such by-products Wing facilities in South Amer as grease, wax, petroleum coke, ica and in the Middle East probabblylending agents and asphalt. will absorb a substantial pan of the At best, the United States will United States' oil markets in Europe supply only such products as avia when peace comes. tion gasoline, of which it is the Extraordinary demand on the largest producer in the world, and American oil industry to fuel the possibly special lubricants. war has made it impossible to add In pre-war years American oil to underground reserves in spite of shipments to Great Britain and record exploratory' drilling in re Europe approximated slightly more cent years. than 80 million barrels, or about When the war ends, it is expected 40% of America's total export busi that domestic crude oil production ness in this commodity. These ex will be cut back substantially as a ports accounted for about 30% of conservation measure. This reduc the consumption on the Continent tion mav amount to as much as one and in Great Britain. million barrels a day from present levels, according to industry econ Oil Balance Sheet omists. Domestic oil demand, on the Consumption of oil products by other hand, is expected to exceed Great Britain and Europe (exclud the amount of crude being pro ing Russia), in normal times ap duced. In consequence, the United proximated 287 million barrels, States will have to rely on imported against which indigenous produc oil to meet its total demand, as time tion amounted to some 57 million goes on. According to industry barrels. There was a deficit to be economists, these imports will range supplied by imports of 230 million from 150,000 barrels a day' upward; barrels. Besides the American indus their calculations, moreover, make try as a supplier, Europe's imports, no provisions for any exports in the in pre-war days, came from Mexico, postwar period. Venezuela, Colombia, the Middle Conservation of proved oil re and Far East. serves in the United States, it is be The Soviet was the only nation lieved, will be the order of the day. which was self-sufficient in produc There will be no exportable oil, ex tion and refining capacity. It ex cept specialty products, and the ported little, or no, oil to other na countrv must be prepared to fuel tions. Soviet production in 1938 another war if that ever becomes amounted to 212 million barrels necessary. while consumption approximated This condition, translated into 170 million barrels. pre-Pearl Harbor day's, means that Russia's ability' to export in the the United States stands to lose an postwar period, however, must be export business in oil products ap reckoned with. Reports, which lack proximating $400 million annually, official confirmation, are that Russia or a volume of more than 200 million has undertaken substantial develop mental work during the war and has opened many new fields. It has been the recipient of much oil field ma terial from the United States in re cent years. With the United States virtually ruled out as a supplier in the post war years, where will Europe ob tain its oil? The best opinion is that it will come from the rapidly de veloping Middle East which, ac cording to oil geologists, has prom ises of being one of the world's richest producing areas. Iran is the largest producer in this section. In normal times it had an output of 7j million barrels a year, and with a potential in excess of that. The drawback has been refin ing capacity. In 1938 this capacityapproximated 240,000 barrels a day. It has since been boosted to exceed 425.000 barrels as a move to bolster supplies for the Allied war effort. This additional capacity, in all prob ability, will seek a market in Europe when the war is over. Arabia, Iraq, the Bahrein Island and Kuwait, in the Middle East, also have potential production far in ex cess of their pre-war levels. More over, refining facilities in the Bah rein Island and Arabia are being ex panded bv more than 100Sc. When completed during the present year, these facilities will be abo\e 100.000 barrels a day against about 35.000 in 1938. Kuwait has experi enced some development of pro duction, but not any of it has as yet been shipped. Iraq, where four nations have an oil interest -- namely, Great Britain. France, Holland and the United States -- also looms as an important 15 ETC 32005 v.-- -I 1 'M 9 Vtnoxuola, South America'* hading oil producer, may become a much larger European supplier after tho war bidder for European markets when victor)' comes. Here plans are under way for an expansion in pipe line and refiner)- facilities. The oil will be brought to the eastern end of the Mediterranean and hauled by tanker from there to European markets. Tefal Refining Capacity The Middle East, thus, will have a total refining capacity of slightly less than 600,000 barrels a day against 275,000 barrels before the war. Since the pre-war demand in Europe and Great Britain amounted to about 790,000 barrels a day, ex cluding that of Soviet Russia, it is obvious that a sizable portion of the European market could be supplied from the Middle East. Of South America, Venezuela has experienced the most rapid develop ment in production of crude oil dur ing the war. It is estimated to have a potential, within a short time, of a million barrels a day. This would compare with actual output of a lit tle more than 500,000 barrels daily in 1938. Since Venezuela's consump tion of oil products approximates about 9 million barrels a year, or 2 5,000 barrels a day, its potential ex portable surplus is some 975,000 bar rels daily. A part of this, as in pre war years, will find an outlet in the United States and Canada. But a much larger share is expected to be shipped to markets in Great Britain and on the European continent. Colombia also is expected again to resume shipments of oil to Eu rope, but on a much smaller scale than Venezuela. In 1938 Colombia's production approximated 28 million barrels, and her internal consump tion amounted to only 3.5 million barrels; so there is a potential ex portable surplus of the major part of its production. Of Mexico's production of ap proximately 40 million barrels a year, domestic requirements amount to about 20 million barrels, and she, too, will have an exportable surplus. Since the Mexican government for several months has had plans under consideration for expansion of its petroleum industry, the country has its eyes on foreign markets as a rev enue producer. Europe, in all prob ability, will again be a customer. Just how much oil Europe will require in the postwar years is-a topic of speculation among oil econ omists. All are in fair agreement that in the immediate years of recon struction she will not need as much -- oil as before the war. Meanwhile, her stocks have been severely de pleted -- are practically nil -- be cause of the war and the inability to bring in new supplies. Europe's post war demand will depend largely on the condition of her properties and the amount of destruction wrought by the war. In 1939, consumption of oil prod ucts in Europe, including Great Britain but excluding Soviet Russia, amounted to 287.2 million barrels. Great Britain accounted for 88.6 million; Germany for 46.8 million; France for 45.2 million; Italy for 21.8 million; Rumania for 14.8 mil lion; and Holland for 11.8 million. Other nations in that sphere con sumed lesser amounts. . Immediate Postwar Needs The Inter-Allied Committee of Postwar Requirements, a few months ago, estimated the minimum oil needs of eight Allied countries. These countries are France, Hol land, Belgium (including Luxem bourg), Norway, Czechoslovakia, Poland, Yugoslavia and Greece. During the first six months after their liberation, the Committee esti mates these countries' oil needs at considerably less than 50^ of the 16 ETC 32006 Is a ount she, jlus. for ider its has rev*obr. will is a :onthat :onuch hile, debev to -ost on and ight odreat ssia, rels. 8.6 ion; for milion. on- I amount normally used. This esti- mate, it should be added, allows for considerable replenishment of stocks. Production of crude oil in the European area in 1939 amounted to onlv 57.7 million barrels (excluding Soviet Russia) -- onlv a small part of consumption. This output came principallv from nine countries, Albania, Austria, Czechoslovakia, France. Germanv, Hungary, Italy, Poland and Rumania. Only a small amount, 9,000 barrels, came from other European nations. The Sovi et's production in that year amount ed to 212.5 million barrels. All of these countries have suffered de struction, in various measurement, of their properties. The extent of this damage to properties will be a factor in supplies. Can those fields contribute any sizable amounts needed in rehabilitation? If not, then most of Europe's petroleum requirements will have to come from overseas. In addition, refinery facilities in Europe have been very substantially destroyed by bombings. A recent estimate is that 75% of these refin eries have been struck. Some have been completely destroyed and are out for the duration; others may have been partly wrecked; while some of the bombings, apparently, caused only temporary shutdowns for repairs. About 90% of the refining capac ity in Rumania (which had the larg est of any European nation outside of Russia), Germany, Austria, Hun gary, Czechoslovakia, Italy and Yugoslavia, with a combined ca pacity of some 100 million barrels a year, is known to have suffered from Allied air attacks during 1944More than 50 7c of Germany's syn thetic plants have been bombed. The destruction of port installa tions in western Europe also will be a factor in a smaller demand, at least until reconstruction is completed. The major part of oil bunkering stations, in all probability, has been destroyed. Tank storage facilities for other products also have been blasted. These all fit into a complex demand pattern for the postwar era. Relief and Rehabilitation For the immediate period, more over, it is likely that the United Nations Relief and Rehabilitation Agency (UNRRA) will handle oil supplies in reoccupied nations. A sizable quantity' of needed sup plies is moving from the United States for this purpose. These sup plies are being utilized, however, for only vitally necessary activities, such as in the restoration of com munications, utilities, transporta tion, agriculture and industry. When the European war comes to an end, and reconstruction is well under wayr, the demand for oil prod ucts is expected to rise as Europe's rehabilitation gathers momentum. It will be several years, however, be fore European needs will match those in the pre-war years. Like the United States, the motor car popu lation of Europe has experienced a decline, and many vehicles, in addi tion, have been destroyed by the war. The demand for motor fuel, hence, is not likely to be up to pre war levels for several years after the war's end. An imponderable in the demand picture is the number of vehicles which the United Nations will use in Europe when the war ends. All of these use liquid petroleum. Un doubtedly many army trucks will be utilized for emergency purposes and they will require fuel. Substitute fuels used during the war, such as charcoal and gas in ve hicles, and coal substitution for oil by industry, will be a factor in im mediate postwar years, but of less importance. Efficiency and price of oil predicate a rapid reconversion to oil as speedily' as possible. Financial arrangements for the payment of imports, while of the ut most importance, are not expected to pose a problem. Sheer necessity for reconstruction and development of a sound economy in Europe will dic tate that these be provided before all other considerations. As in the United States, the Euro pean area, including Great Britain, uses principally motor fuel and fuel oils. In 1939, the consumption of motor fuel, excluding Russia, amounted to 124 million barrels; of fuel oils (light and heavy) 108.4 mil lion barrels; of kerosene 18.2 million barrels; and of lubricating oils, 12.6 million barrels. Other products made up the remainder. Fanning out from Abadan (below), the whale of the Middle Catt may become Europe's major postwar source of oil This spiked-wheel sugar haul harves ter tan dig, top and load 200 tons of boots in an oight-hour working day Out of thit war may come a wide expansion in power farming methods, dosignod especially for small farms ETC 32008 WMIML MI M WOaHUlL By Stofson Clark Because a number of engineers in the Ethyl organization are closely asso ciated with farm machinery manufacture and development, it is necessary to point out that the statements and speculations in this article are Mr. Stetson Clark's, who is an independent farmer and a writer on farming. A number of statements might be questioned or disproved by technical men in the tractor industry. As the purpose of this article is not technical, however -- in fact, it has as great an interest for city-dwellers as for those interested in farm machinery -- the editors of the Ethyl News present it to our readers just as it was written by Mr. Clark. It represents, to us, one intelligent farmer's opinion of what is happening and is about to happen to America's two-horse farms. he stone row is coming back in graveyards was $35. Nut and prune T my locality. Farmers are get growers in California are turning ting the stones off their fields beover the strong-man job of tree- cause power tools that travel faster shaker to a ratchet device that is tied than the old horse could walk, and with a rope to fruit- or nut-laden stones, don't agree. They haven't limbs, and operated by a power take the time to lav the stones up as off from a tractor. J. B. McLaughlin, walls, as the farmers of New Eng a farmer in his own right, and West land did before the Civil War. But Virginia Commissioner of Agricul they are finding the time to yank ture, has invented a new kind of soil them out with tractors, and to get fitter that by-passes plowing, pre them to the edges of their fields. paring a seed bed in one opera War or no war, stones out of the tion by utilizing power-driven discs way save man-hours. In my locality fitted with soil cutters followed by this is one of the clues to how agri rollers, and that also applies the culture is riding out the war. fertilizer, mixing it with the soil. But the countrv over, farmers have found wavs and the time to Overcoming the Labor Shortage squeeze out every last possible drop Increased use of power is making of work from power. Smaller up for the shortage of farm labor. farmers have licked the tractor Indeed it is more than making up shortage by building their own, for it. Government estimates indi using old automobile engines, cut- cate that our farmers are now' pro down frames and truck transmis ducing a third more food w'ith sions. Claude Wohlbach, one of about 4.5% fewer workers. But this mv neighbors, made one last winter doesn't begin to tell the story of the with which he plowed 30 acres this shortage of farm labor -- because no season. Cost of the model A engine, figures are available on the shortage a Reo truck transmission and other of competent farm help. This is the parts he picked up at automobile really serious problem our farmers have had to contend with, and have licked, most of them. Most of them who have been able to substitute pou'er for brawn have made out, but it hasn't been as simple as this in every case. An absentee fanner I know, a New York City businessman who has a sizable dairy farm up-state, was able to do it the mechanical way. He has a herd of 40 cows. Prior to the war four men were employed some of the time, two the year around. As the help problem began to get tougher he added to his equipment, discarding units requiring two or more men to operate, in favor of the one-man type. He purchased a one-man com bine, went in with a neighbor on a pick-up bailer and field-type en silage cutter. Then he asked his best hired man, how would he like to be farm manager besides, and raised his pay accordinglv. Now, this one man is running the farm single-handed. Not everv farm can be mechanized to this degree. I know a New Jersey truck grower who has twice as manv hands working for him as before the war, is paying them on the average 19 a third more per hour in wages; and worked himself into the sick bed, trying to pick up the loose ends his green help neglected. This all goes into the picture. Ma chines are doing more of the work of farming than they have ever done before. But after a milking machine has got all the milk that it can, bossy has to have someone to strip her. Even a tractor calls for a driver, and someone to keep it going. The Boom in Land Prices Vet there is little question that most farmers are prospering. Statis tics show farm buving power is up. There's a help shortage, a fertilizer shortage and a farm machinery shortage. But word comes from Tama Counts', Iowa that a good number of tenant farmers are buy ing the land that they are working. And that calls attention to another development. Tenants who are in a position to do so are buying because they think they can buy for less now than they might be able to later on. Actually farm land prices had been going up prior to the war. But they are going up faster now. Indeed some of our agricultural leaders fear that a farm land boom may be in the making, like the one that so unset tled agriculture following the last war. So far, however, prices for farm land have not gone up as fast as they did in the last war. In the last war a considerable amount of land was purchased, particularly in the com belt, by speculative buyers. That isn't a factor of consequence this time. This is no flambouvant riproaring boom like that of the last war. It might be called an ideological land boom, something in men's heads -- also their hearts. War workers are buying farms with the idea of going onto them and working them when war jobs end. The Federal Reserve Bank of Chicago reports that city" investors are also buying farm land, but not on a speculative basis. They are buying land, not to sell, but to hold as a good investment. There's likewise evidence that many of our soldiers will want to go onto the land when they get back. In these troublous times the land is calling us. Farm life isn't thought of so widely as it once was as going to bed with the chickens and getting up with them too and nothing but hard work in beween. Fact is, it isn't like that. There's hard work, yes. But machines are taking much of the drudgery out of farming, and the general publjc is catching on. lake, for example, that amazing piece of transportation: the jeep. Consider not only its mechanical potency; but consider it also as part and parcel of the present ideological return to the land. The newspaper and maga zine stories that appeared on what the jeep could do on a farm caught on like wild fire. The soldiers of this war no doubt still sing the old famil iar ditty with the refrain "you're not behind .the plow." But you can be sure few of them have literally ever been behind a plow or ever expect to be; not even the thousands who will get onto farms if they can after the war. The soldiers of this war who would like to become farmers after it is over are thinking of plow ing in terms of driving a tractor with the plow following them; or maybe a jeep -- or its future offspring, an all-purpose farm vehicle. Why not? Hitch it to the plow week days, saw wood and milk cows from a power take-off; then come Saturday night, off to town in it with the family to see a movie, and maybe, some eve nings during the week. The Willys Overland Company, which is making jeeps, is now plan ning a farm model which, among other modifications, has a reduced gear ratio to suit it better to the heavy hauling jobs on a farm. The present military model can haul a trailer on the highway loaded with four tons of hay. The WPB per mitting, the farm model may be on the market even before hostilities are concluded. Whatever assignments it wins for itself in farm work, the jeep fits right in with the way Americans, who are farmers or want to be fanners, are now thinking. It also fits in with the general direction of the thinking of many manufacturers of agricultural equipment. If a large-scale migration of citydwellers to farms takes place after the war, it may well be accompanied by a wide expansion in power farming for small farms. Out of this war has come a new appreciation of power machinery on the farm. Out of this war, too, have come a number of new developments and improve ments which promise to extend the benefits of power farming to even the smallest farms. On this basis, the postwar period may very well wit ness an unparalleled farm land boom on wheels! Clues to the Trend The new Massey-Harris one-manoperated self-propelled combine is a clue to the trend. Whatever else may. develop, the one-familv farm oper ated with no outside help -- a mar ket for which the Allis-Chalmers Company developed its small tractor and all-crop harvester prior to the war -- will still be in the running fol lowing the war. Henry Ford's think ing might reduce many farm units to even smaller proportions Ford sees no reason to change his long-held conviction that many peo ple can be part-time farmers, work ing some of the time in factories. The Ford Motor Company has been giving wide publicity to the idea 20 ETC 32010 he he 3 th r>n es or its IS, be so of .rs :er ed er :iis of >ut ier ehe en he it- in is a .ay erarers tor the ollki to his eorkies. een dea that following the war there ought to be a job, a piece of land and a car for everyone. Newspaper reports indicate that after the war its huge Willow Run plant may be con vened into a plant for making small tractors. If such is the case, authori ties sav that this one plant could tum out more tractors than were made prior to the war by the entire tractor industry. Makers of farm machinery are cautious about giving out details. But many of them seem to be think ing in terms of farming units that one man or farm family can operate, perhaps on a part-time basis. One development, that was well under way before the war, is a great in crease in the popularity of small gar den tractors that are even smaller than a jeep, and are of the walking rather than the riding type. Many a w age and salaried worker possessed of one of these handy little power units is taking care of an acre or so of truck crops as easily as he used to battle the weeds down with a hoe in a small garden. They can be used to mow the lawn, and have power take offs that can be employed to spray fruit trees, paint the house, and do countless other jobs. Speaking of hoeing, one contriv ance that may be on the market following the war is a cultivator that takes dirt from the row on a convevor, sifts out the stones and throws it over the small weeds in the rows that the cultivator shovels can't reach, thus smothering them. Hiller attachments for present cul tivators. many different types of them, now also do the same job and do it pretry well. But such a device as this dirt thrower might do it much better, and in moist years when the weeds are bad might prove invaluable. It could well elimi nate the need for hand hoeing of any crop under any conditions, as Overcoming th* wartim* shortage, Claud* Wohlbaeh, one of th* author's neighbors, rigged up this home-made tractor present equipment can in a great many instances. Another possibility is a tilling de vice that may fit land for planting more scientifically than a plow does, followed by harrowing; also, quicker and cheaper. Further back, mention was made of an implement of this tyrpe developed by J. B. McLaughlin, West Virginia's Commissioner of Agriculture. He has also been work ing on the development of a newmachine to do cultivating, but says that he produced such good corn this year without cultivation on land that was prepared with his "soil mixer" that he is now' not sure that cultivating will be necessary with the better soil preparation that the mixer provides. The contributions that practising farmers have made to further mech anization of agriculture during; these war years are legion. Albert M. Jongneel of Rio Vista, Cal., has developed the first successful sugar beet harvester. It digs, tops and loads 200 tons of beets in eight hours, and working a three-shift day does the work of ioo men. Alex R. Nisbet of Plainview, Texas, contributed a bug blaster while the war was on. It can be attached to a cultivating tractor, and directs a blast of air on the tops and bottoms of bug-infested leaves of row crops, and collects the bugs in sacks at the same time the crop is being cultivated. Farmers in the Green, Dane and Waushara soil con servation districts of Norman and Clay Counties in Minnesota rigged up a two-bottom plow so a crew of four men can set out trees in a shel ter belt strip at the rate of 8oo to iooo an hour, four or five times as many as they could get in by hand. 21 ETC 32011 A homemade level that the operator war? Well, war has tossed up the, during human instincts. Why in of a tractor can sight along as he picture puzzle, and all anyone can deed shouldn't it roll along the way drives, for the fast laying out of con report is what has happened so far. it is going, not too fast, but steadily, tour or irrigation ditches is one of But there is one noticeable differ right into the eight-hour day for the wartime contributions to farm ence between this poor man's farm fanners which industry has? Jeeps, ing of Washington State College. boom, that's rolling on wheels, and small tractors, and big ones too! A peanut digger and shaker devel what happened in the last war. The There are lots of ways it could be I oped at the U. S. Department of difference can be partly described in worked out. I'm primarily thinking I Agriculture Laboratory at Auburn, plain arithmetic. Last war wheat sold of the stone rows in my locality, you Ga., cuts down the work of harvest for $2.2 j a bushel. Current quota understand; not figures. ing to a tenth of the normal require tions are $1.50. I have a great respect for my ment. State experiment stations have worked out all sorts of labor-savers, More Stabilized Farming neighbors' stone row's. True, the frost works up a few new stones to some of them on their own initiative A dollar and half for a bushel of the surface where land is underlain and others in collaboration with wheat isn't a bad price. With a one- with them. But this is work that is farmers. So it goes. man combine to harvest it a small cementing the bond of wedlock be A development similar to this took farmer can make money growing it tween machines and the soil. And -- place, also, in the last war. Following at that price. There were no one- that union has shown what it can do it, farm machinery manufacturers man combines in the last war. That's in this war, and will continue to do provided farmers with better trac one difference right there. The first so. You can count on that. In my im tors than they had previously had, indications were, when tractors and mediate locality, a rocky plateau on and much other new and improved power farming came in, that every the south bank of the Delaware, equipment. But it's interesting that thing would be done on a much while the soil is fertile, plowland is during this war so many mechanical vaster scale. The years have shown interspersed with land only suited contributions to working the land that the one-man farm, what they for pasture or woodland, and it isn't have come from those who are used to call the two-horse farm, is the kind you'd choose for ambitious working it. As soon as economic still in the running. Farms of this operations in power farming. But it conditions will permit manufac type, of perhaps twice the acreage has its special economic value, and turers of agricultural machinery" to of the old two-horse farm, accord machines are ringing that value out branch out a bit, thev are sure to ing to the locality and kind of farm of it these days. The men w'ho are provide the machinery' on an eco ing, are going to be a stabilizing running these machines, making nomic mass production basis, that factor, whatever develops. them themselves in many cases, are the farmers themselves have indi A farmer of this type is not going developing a way of life that they cated they want by dreaming them to be anxious to sell to speculative like as well as a system of agricul up themselves, and in some cases, buyers who are looking for a rise in ture. So, also, are fanners elsewhere also, making them out of old auto land values -- partly because he re on better land. mobile parts or one thing and an other, and putting them to work. It is a disquieting thought that members what happened in the last war, and partly because he has a real attachment for his land. For there is r OUR PICTURES following the last war, after a flurry of bonanza farming, the great farm depression set in, beginning with the business depression of 1920-21. Probably due to inflated land values that come with bonanza farming, the farm depression didn't lift when the business depression did. It really lasted, so many authorities hold, un til 1937. Is, then, something like this to such a thing as a human urge to keep on owning land, as well as the one our agricultural leaders are worry ing about, namely, to get to own it if you don't. Even the city-dwelling investors in land this time are not trying to get rich quick. They, too, evidently are seeking no more than security. So here it is, a land boom of a sort, rolling and rolling along; ballasted, Cover, Acme Newspictures, Inc. Page 3, courtesy Super Service Station; Pages 5 and 6, courtesy Esso Marketers; Page 7 (top), Ralph Pierson; Page 9, courtesy Collier's; Page 14 (top) and 17, Acme Newspictures, Inc.; Page 14 (center), Press Association, Inc.; Page 16. Wide World; Page 18 (top and center), courtesy Country Gentleman; Page 18 (bottom), courtesy Soil Con servation Service, U. S. Depart^rnent of Agriculture. happen to farmers following this though, with some of our most en 22 invay "y. for -ps, oo! be ing ou my the ' to ain t is bevnd do do imon ire, j is ted sn't ous t it and out are ing are iev :ui- ere Even the collapse of Germany can't cancel military needs for high octane gasoline. Millions of gallons will be needed to finish the Japs . . . and in the Pacific the quality, as well as the quantity, of gasoline is of tremendous impor tance. Higher quality gasoline gives airplanes greaterrange, helps them carry bigger bomb loads over vast distances, lets them stay in the air longer to patrol huge areas. That's why practically every gal lon of fighting gasoline--aviation and motor -- is improved with Ethylfiuid. Military gasoline qual ity comes first. And that's why government agencies have limited the quality and quantity of gaso line for your car. ETHYL CORPORATION Chrysler Building, New York, N. Y. COOVaiCKT TS44 ETHU C0*04tl0N ETHYL IS A TRADE MARK NAME ETC 32013 The machineryfor making automobiles was stopped by the red passenger car engines to utilize this light ofwar. ..but automotiveprogress actually was speededup improved gasoline, they will thus cre ate basically better automobiles. Such STRANOf as IT siems, during the very during the war years. In order to meet cars w ill be far better...in performance years when no civilian passenger cars military requirements for high-octane and economy as well as in appearance. were being made, automotive progress gasoline, the petroleum industry has Along with the improvement in rushed ahead. built up a tremendous high-octane passenger cars, you may also expect How could this happen? The an swer is surprisingly simple. An automobile is fundamentally a machine for transforming gasoline in to transportation. Thus if gasoline is capacity. With the end of the war, large quantities of high-octane com ponents will be immediately available for general use in civilian gasoline. When automotive engineers design parallel progress in commercial en gines. The opportunities for substan tial improvement in the performance and economy of trucks and buses are as great as those for passenger cars. improved -- and automobile engines utilize this improvement--then auto motive progress has been made. This is exactly what has happened ETHYL CORPORATION ,Chrysler Building, New York City Manufacturer of Ethylfluid used by oil companies to improve the antiknock quality of aviation and motor gasoline. Wertims progress Iby America's yslrslww Industry Ki ymd Hi* ny kmc fvMtaimntal pipui in pMt-war aiHm*MI* MgiiM HMign. \1 ***&- * ' ' jJB.La*'-^' *r- r'.-r- ' "Cu v'>'-' ;_i ,;-y*?.* sf- IN THE J'^V. > .i ./V* - .;*-. -.;~ '*r-.`.*i .r ^ -* ` FEBRUARY 1945 Jamas E. Boudreau has been nomad advartising managar of Ethyl Corporation, following his relaase from tha Army. Whila in tha service ha was a lieutenant colonel in the Sixth Service Com* mand. In his new post he will be a member of the staff of Ralph C. Champlin, director of advar tising and public relations. A native of New Jersey, Colonel Boudreau attended the U. S. Military Academy at West Point and was graduated in 1925. Following a year's service, he resigned his commission to join the Munson Steamship Co. Four years later he became as sociated with Ethyl as a repre sentative in eastern New York State, subsequently serving as manager of the New York and Chicago divisions respectively. In November 1942, he was commissioned a captain in the Army, and was subsequently promoted to lieutenant colonel. At the time of his release from active duty, he was serving as director of the control division on the staff of Major General Henry S. Aurand, commanding general of the Sixth Service Command with headquarters in Chicago. MIGHTY MIDGETS '. ' - 3 Fake an eggshell of mahogany plywood, wrap U around throe eupermaririe engines, AU it op With aviation gas -- and you've . got a PT: nightmarish nemesis to the Japs. . FACE MARTIN AND PHIL FERRY-- IN MEMORIUM ^ - ^ v~ :r - - 7 SYNTHETIC -REALISM " 8 Amazing now devices, sited to train technicians tor the armed ; forces, duplicate actual combat conditions right in the classroom, orn of faganoity, tkay provide coordinated, instruction -- and '--odect big savings la.time, money and three. . -:..V -. JOHN ADAMS RUNS THE NAVY12 - It's been 170 years since John Adams mote tha "Matas for the Msgulation of the Navy"--bat they're stiff tha Navy's command ments. What's more, they've been the subject of a minor mystery because, antU recently, they wore the missing rales that ruled L-iha Navy. . . . ' -V . . COAL TURNS ON THE HEAT * 15 in the postwar pace for the home heating markst teal wRl be a strong contender. Armed with new beating units in both the" mathratits and bituminous holds, the industry is prepared for the future, promises aggressive competition to fuel oil and gas. *"SORRY. NO EIHYL" : ^ . 19 . OB companies and dealers are using many sprightly ways to toil motorists why their Ethyl pumps are sometimes dry. -OIL- PACIFIC FREE *v " 20 < deeaptvre ri the Philippines is a prelude to the eventual recapture mf the East indies -- which will one day again be a major source wf oil for the East. -' 1 -41 I I 1 t S t It -4 Published by ETHYI CORPORATION, *P5 Umncfton Avenue, blew York 17, N. Y. " ^Manufacturer of Ethyl fttd, used by ad cnmpdwiet to mprove the aaf&nocfc qualify of aviation and motor gasoline t trimiwo Jwflw C PiwmIh, crtcry ETC 32016 A" V: V9 v 1 icy. By f. Richard Andarton The expendables of 1941 are the indispensables now he fastest and most powerful Twarship afloat todav is an egg -- dishing out death and destruction to the enemy shell of mahoganv plywood, the PTt.urn to the Philippines. It was the generator, two .jo caliber machine With not a scrap of protective ar PTs that first attacked the three guns and a 20 mm. cannon. Each of mor, these fragile fighters roar in prongs of the jap fleet and engaged the two officers and eleven men where angels might well fear to it until our Pacific Fleet moved in to who man them is a sharpshooter tread. In proportion to its size not make naval history. The PTs took who likes nothing better than streak even our biggest and newest battle General MacArthur out of the ing past a Jap ship at a mile a minute ships have so much striking power. Philippines and have returned with spraying the decks with death and. The giant killers of our Navy are him. lobbing hand grenades into the Nips eighty feet of fighting fury armed The majority of these slim, sleek for good measure. to the gunwales with everything craft are built by the Elco Naval They are essentially night fight from tommy-guns to torpedoes. Division of the Electric Boat Com ers who take over from our air arms More like a torpedo bomber than a pany, Bayonne, N. J. They are the patrol of enemy waters from boat in many respects, they take on eighty feet long, twenty-one feet dusk to dawn. In the late afternoon anything from battleships to barges, wide and ten feet from keel to top squadrons of them glide out of hid submarines to Zeros. side. Three 1500 hp. Packard engines den harbors with engines muffled The expendables of 1941 are back pack the punch that gets them in and head for the hunting grounds - in the Philippine waters as an indis and out of the clinches. They are in spitting trial bursts of bullets sea pensable pan of our fleet. It was the fighters that mount either two or ward. They purr on into the sunset PTs that formed the outside screen four torpedoes, four mine racks or and as night falls every man is tense and acted as scouts during our re eight depth charges, a smoke screen with the expectancy of action. An /'N on cora] reefs and the men died in shark-infested waters and in stinking swamps. Since those heroic beginnings they have served countless times as supply ships, streaking from base to outpost with guns, ammunition, food and relief troops. They have evacuated as many as 100 Japanese prisoners on one boat. Imagine too little men with their protruding teeth chattering, crammed on an 80 Powered by three Packard en gines like this, a PT it one of the few types of surface croft which use aviation grade gosof/ne enemy silhouette is sighted and be fore the jabbering Jap knows what's happened, the mufflers have come off and with a mighty roar and great lift of the bow the PT is moving in on wings of spray at a tremendous speed, maneuvering for the kill. The guns blaze, the skipper gets her in position and fires one, fires two, swerves and is away. Hit and run. There is an ear-splitting, blinding explosion almost in their faces, the night is ablaze. The PT wheels and comes back just to make sure. The sea is filled with debris and Nips, screaming hysterically, as they join their ancestors. In the earlv days of the Pacific warfare PTs operated under the most difficult conditions. There never seemed to be enough of any thing from men to machines. They begged and borrowed gas from other branches of the service. They wore army clothes, mounted army guns and fired army ammunition. They had no adequate bases or tools with which to repair their damaged boats, which at times returned with from two to three hundred bullet holes in their wooded hulls. Men stood guard with tommy-guns over A teagoing nightmare -- to the Japs -- it this PT decked out in her comouflogo of zobro striping their mates so that sharks wouldn't get them as they scraped the boat's bottom of sea slime. They operated with a few hours sleep or with none at all. Gasoline was delivered by Navy supply ships, when they could get through, in drums which had to be pushed through the surf, over coral reefs and hidden in swamps. After the killing work of prepara tion under the brutal sun they roared through the night in un charted waters, risking boars and men to stop the enemy. They ripped the bottoms out of their thin hulls foot deck. PTs have covered land ings by firing their 20 mm. cannon over the heads of our invading troops to silence Jap pillboxes on the shore. They are famous for their emergency rescues and have even served as taxis for admirals in a hurry. The men are a modest crew who live a rugged life. Not all of them come back. And some who do, re turn with malaria, weak and ashen and never quite sure the disease will leave them free to live -- and to fight -- another day. 4 ETC 32018 Jied in inking nnings mes as i base nition, have Janese ie 100 uding in 80- All PT men are volunteers, but unlike other branches of the service thev do not receive additional pay for their dangerous work. It is a voung man's service where steady nerves and strong bodies are essen tial. The officers and men are trained at the "PT Annapolis," the Motor Torpedo Boat Squadron Training Center at Melville, Rhode Island. Thev graduate with the knowledge and physical stamina that have helped to make so many of them heroes. At sea, the skipper and his execu tive officer each have a small state room, while the eleven-man crew is billeted up forward. There is a small but adequate all-electric galley; but when in combat areas all extra equipment, such as cooking utensils, is left behind, and sandwiches and thermos jugs of coffee are the basic rations. Putting the finishing touches to tho deckhouse of o PT being built at the Cleetric Boat Co. plant The lethal torpedoes that will sink anything afloat are fired by electri cal impulse at an angle from the boat so that the PT does not overtake them. A torpedo travels at 27 knots per hour while a PT hits twice that. The torpedoes are controlled bv a gyro that can be set for any angle up to 180 degrees -- which is straight back. Even- time the skipper touches the torpedo firing button he is shoot ing ten thousand dollars, which is a drop in the bucket when you are sinking millions of dollars of Jap ships and the object of even' mission is "intercept and destroy." During combat the roar of the engines and the racket of the guns spitting orange tracers is deafening. Sometimes when a PT hits a swell at top speed all eighty feet of her glis tening hull will leap out of the water and come down with a slam that shakes the men to their marrow. The boats were built to take it and the men know how to hang on for dear life. Like planes, thev attack an enemv ship again and again, making run after run until nothing is left but oil slicks and bubbles. And like planes they must have their ground crews and land bases to keep them in shape. Speed and more speed is what makes formation which withered on the vine Jap attempts to get men into Guadalcanal. These are the type of action that get PT men citations which end with the words, "His actions were in keeping with the highest tradi tions of the Navy of the United States," and won for Comm. Bulkeley the Congressional Medal of Honor. A supply of goaofin* cornu rolling off a fanrf}iig barg* at a PT bato in tbo Pacific. A PT uses 3,000 gallant a day their daring deeds possible, so their hulls must be as smooth and sleek as silk and their engines ready to pour on the power. It was Comm. John D. Bulkelev, hero of the Philippines, who com manded the PTs during the invasion of France from England. Comm. Bulkelev had 18 PTs under him in the Channel with orders to hold, at all costs, one side of a five-mile-deep funnel through which we poured men and materiel. He couldn't take his boats out into the Channel in search of the inferior German E boats, but had to hold the line. He devised a roving center of two boats that tried to drive the E boats within his range, but the Germans wouldn't play. The men and boats of his com mand came out of those dangerous days without a single loss and were the first warships to enter the harbor at Cherbourg. At Guadalcanal it was the PTs that drove out the Jap escort war ships and forced the enemy to give up using big troop transports and re sort to barges in the attempt to bring in its men. These barges were get ting bv when, at the direct order of General MacArthur, a PT skipper and two of his men went ashore from their boat one night in enemy territory to see what was up. The enemy had found that there was a lull in patrols at dawn and at dusk when the PTs and planes exchanged control. The young officer and his men watched for three days and on the third night were picked up by their boat which had silently slipped near the enemy-held shore. They raced back to their base with the in Proven Weapons What of the future of the PT? This is the first war in which our Navy has made use of a small, high speed boat capable of going to sea and staying there. The results have been greater than might have been expected. They are now an integral part of our Navy and will remain so. In the not too distant future we might have PT carriers much like our aircraft carriers, that would take squadrons great distances and set them down in the waters where they could operate most efficiently. They are a fine defense for our coast-line and will supplement our coastal guns. A PT, like a dive bomber, has lit tle prospect of becoming a pleasure craft. They cost 1400,000 apiece and bum 3,000 gallons of high-oc tane aviation fuel in a day's run. They are one of the few types of surface craft using aviation fuel. " They are the mighty midgets of the fleet and spearhead our attacks on the seven seas. They are the giantkillers, and tough, plenty tough. They were the expendables. They are now the indispensables. \ ETC 32020 n the 1 into 1 that i end were rradinited Bulkil of JACK MARTIN AND PHIL PERRY KILLED IN PLANE CRASH Jack Martin had been with Ethyl for 17 years, starting as a field repre sentative in the Middle Atlantic states and later transferring to Dallas, Texas, to supervise sales activities in Texas, Arkansas, Louisiana and Okla homa. After serving as manager of the Tulsa division for three years, he was assigned to the New York office in 1932. A year later he went to the Los Angeles office, and in 1937 be came director of the Ethyl Motor Clinics. In 1941, he was appointed eastern regional sales manager. Philip M. Porry During the war, he took on a num ber of special assignments in addition thyl suffered a great loss when to his regular duties. He contributed E two valued members of its staff, to the success of the war bond drives, John G. Martin and Philip M. Perry,both as a speaker and an organizer. were killed in an airplane crash, De In 1943, he spent much of his time on cember 17, at the Memphis, Tenn. Ethyl's "preventive maintenance" airport. At the time of their deaths, program, designed to aid in the war they were on an 18,000-mile tour of time conservation of trucks. Army bases, at the request of the Air Jack was bom in Norfolk, Va. on Transport Command, giving dem April 12, 1906. His father was Dr. onstrations and instructions to Army Furman Martin, a trustee of Furman personnel on the proper handling of University in Greenville, S. C. He fuels. attended school in Suffolk, Va. and Also killed in the crash was Cap Florence. S. C., and was a student at tain James K. Harrison, ATC fuel both Furman University' and the officer, who in civilian life had been University of Richmond. He is sur associated with the Standard Oil Co. vived by his wife, the former Marion of Louisiana. The pilot of the plane, Howell, his mother, Mrs. Furman Captain Buford H. .Morris, and two Martin, two brothers, William F. enlisted men were injured. and Julien Martin, and his son, John The untimely deaths of Jack Mar Gates, Jr., five years old. tin and Phil Pern' cut short the ca Phil Perry was bom in Boston, reers of two men well loved by their Mass, on March 11, 1907, and was associates. Each was possessed of a graduated from the University' of warm personality and an enthusiasm Vermont with a B. S. degree in Me that was infectious. As eastern re chanical Engineering in 1930. After gional sales manager for Ethyl, Jack serving with the General Electric had manv acquaintances throughout Co. for five years, he joined Ethyl the oil and automotive industries, as a field representative in Portland, and was a capable speaker and or Me. In 1942, he was assigned to the ganizer. As a safety engineer, Phil New York office as a safety' engi Perrv, too, was well known among neer, and subsequently was placed in oil refining companies. charge of tank cleaning operations. John G. Martin Last Fall, when Ethy'l cooperated with the Army Air Corps and the Engineers Corps to give a course in "Tank Maintenance and Accident Prevention," Phil -was placed in charge of the program. He travelled extensively throughout the country, giving safety demonstrations and lectures before Army personnel handling petroleum products. For this work, the Office of the Chief of Engineers, U. S. Army recently expressed its "sincere appreciation" to Ethyl. Phil is survived by his wife, the former Miriam Lawrence, two chil dren, Lloyd, seven, and Miriam, three, his parents, Mr. and Mrs. Frank Perry, and his brothers, Frank,Jr., William and Robert, all three of whom are serving in the Army. Jack Martin and Phil Perrv, killed in the line of duty, were casualties of the war. Their tragic deaths have saddened the hearts of their many friends and associates who had watched their promising careers de velop. We who knew Jack and Phil share with their families the comfort that in dying they gave their lives in the service of their country. 7 ETC 3202 2* mm REALISM Using moving pictures of o forgot, this gunnery trainer gives coordinated instruction by North Cloroy, Jr. The armed forces are saving time, money and lives through the use of ingenious, new training devices NSIDF THE TRANSPARENT nose of I the bomber I knelt on a little black square leather cushion and leaned over the Norden bombsight. It was like leaning out into space. Ten thousand feet below, through the rounded plastic nose section, a landscape of rivers and cities passed slowly under us. It was cold. Under mv knees the floor tingled with the vibration of the plane's four motors. Even mv earphones did not shut out the muffled howl of engine and propel lers that filled the compartment. Finallv 1 saw our target, about five miles ahead, 60 degrees off to the right. "Bomber to pilot," I said. "Target at two o'clock -- that high white bridge." "Pilot to bomber," This in mv ear phones. "Roger." The white bridge was a beautiful target, standing over a wide, dark river in a bend. Slowly the big PB4Y swung to the right until the bridge was at twelve o'clock -- dead ahead -- while I checked the settings 1 had put into the bombsight. Tempera ture. Air Speed. Altitude. The "trail" or lag as the bombs fall away behind the plane. The cross trail -- error from side winds. The Norden sight over which 1 bent was like something alive in a round black box. Tinv gyros hummed inside it. Under a round window on the left two little neonlighted levels glowed. 1 put my face against the rubber-ringed eyepiece of the telescope; the bridge was just creeping down into the sights. Watching it, 1 reached back with mv left hand and pulled a quadrant lever forward. "Bomber to pilot," I said. "Bomb bay doors opening." Theysquealed as thev slid up the side of the fuse lage. I pulled another quadrant to arm the bomb-fuzes. The bridge had crept down to the horizontal cross hair on my telescope sight; 1 flipped a motor switch and the 'scope began to move ever so slowlv downward, following the target by itself. "Bomber to pilot. I'll take over now." I got his "Roger!" From then on the pilot was merely a passenger. Click -- and a tiny clutch put the bombsight in control of the "auto- 8 ETC 3 2 022 o er >n :eon- matic pilot," the mechanical brain which flies the big bomber on long hops. All I had to do was keep the cross-hairs on that high white bridge, as gusts of wind or bumpy air spoiled our "aim." 1 kept turning mv two correction control knobs as care fully as a safe-cracker opening a vault, while the target came closer to us. All of a sudden --a little click! and dunk, dunk, dunk, dunk, dunk.' The sight had released five bombs. "Bombs away!" I yelled in relief, and straightened up for a minute. At this altitude it would take about 45 seconds for the bombs to reach the earth. I wiped mv face, counting. One, two.... Once more 1 checked the bomb-release panel above my left shoulder. Switches thrown to drop a stick of five 100-pounders -- right. The intervalometer below it, set for close spacing of those five. Correct. Fortv seconds. Forty-one, two. I glued my face to the scope, saw five pin-points of white light blink on and off across the bridge and the dark river.... But no puffs of smoke enveloped those little flashes. Miraculously the plane motors went silent, the pano rama below stopped its motion, the humming and vibration stopped. Some one tapped me on the back: "Damn good!" I blinked and came back into this world. "A perfect string, on your first day!" said the instructor. "You should have been an air bomber." Down to Earth I thanked him and got up from the little black cushion. Even with the sound effects and vibrator shut off, it still felt like being inside a real bomber until we stepped out the back. For this was a training dummy -- the 7A-3 -- developed by Interna tional Business Machines with engi neers . of the Navy's Bureau of Aeronautics, and used for training bombardiers and air bombers of the Navy, Army, and Marine Corps. How did it work? The moving scenery below was shown on a screen from a special projector above, which turned the panorama in any direction as the "plane" changed course. The motor and propeller noises were made by oscillators and electro-magnets. The realistic cold came from an air-con ditioning unit. The bombsight was a genuine Norden, with certain fea tures covered by tape. The 7A-3 is classified as a "synthetic" -- but there's nothing synthetic about the realism, the feeling of it. My bombing lesson was only one stop in a tour of those amazing "syn thetics," a collection of which are now on exhibition in Radio City, New York. And those "synthetics" are in reality training mock-ups cre ated bv the Special Devices Division of the Navy's Bureau of Aeronau tics. The devices have proven valu able beyond measure in helping the services to turn out top-flight pilots, gunners and air crewmen in a re markably short time -- and safely and economically, too. They range all the wav from a three-cent card board "pocket blinker" that fits in A group of school children are fatcinated at a tailor explaint flight deck routine with thit model of an Bttex clatt carrier vour hand to a : 4,000-pound "opera tional flight trainer" that costs a half million and requires an air-condi tioned building of its own to house it. Out of some 400 special devices, the flight engineer's control panel perhaps illustrates best the thorough ness, safety and economy of synthe tic training. It is an actual control panel from a Martin patrol bomber, complete with 25 gauges, 77 control switches and toggles, and a galaxy of colored indicator lights -- all alive and responsive. Off to one side is the large instructor's panel, with knobs and buttons to produce the effects of wings icing up, oil pressure drop ping, engine temperatures rising or falling, tanks running out of fuel, propellers getting out of pitch -- all the things a flight engineer must handle, all the emergencies he has to meet. Sftnr?*7&iiiiiniiiiiiiiiiiiiNiiiiiiiiiiiiiiiffliimimuutiliii t6e di<z Pat iiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiii One day not long ago, a Flying 260,000. miles, before having its formance mark, known to them, of Fortress came in out of the blue, set cylinder head removed for the cus 1,274 hours of operation. itself down gracefully on a field . .. tomary valve, piston ring and bear While setting ite "endurance" and set a brand new world's record. ing jobs. record, sometimes under adverse The "Edna Pat," affectionately nick The engines powering this Boeing flying conditions, not one major named by its crew, had just com bomber are Wright Cyclone 9's, mechanical difficulty or mishap oc ?r* . -E pleted 1,314 hours of flight without made by the Studebaker Corpora curred. $ an engine overhaul. tion under license from Wright The Edna Pat has been used for The distance covered was equal Aeronautical Corporation. Accord the first, second and third phase of to ten trips around the world. For a ing to W7 right engineers, their training for seven complete combat comparable feat, an automobile uninterrupted 1,314-hour record crews, who flew a total of 3,120.000 would have to travel at 60 mph for compares with a previous best per passenger miles in it. Fects rop2 or fuel, -all nust is to Todav it takes 80 hours to train a flight engineer, and the taxpayers pay |6oo an hour just to keep a Mar tin bomber in the air. Meanwhile eight other men in the flight crew' and six in the ship's ground crew are tied up -- perhaps risking death if the student makes a serious mistake. Pre cious high-octane gasoline is being burned. A fighting plane is being kept out of the fight. War plants are taxed to make extra aircraft (at $500,000 each) just for training pur poses. Cuts Time and Expense Now, a student can put in the same 80 hours right on the ground, and spend only 15 minutes in transi tion before he's ready to check out, fully qualified. The cost? Not $6oo an hour, but 24 cents. Does it work? Well, the newspapers and radio re cently told of a PBM whose engineer got shot up. Another member of his crew, who had taken only a few hours' instruction on the trainer, took over as engineer and brought the ship safely home. Counterparts of the ingenious de vices on display at the exhibit in New York's Radio City are saving lives, time and countless sums of money in the training of combat air men. The famous Norden bombsight is being "exposed" to public view for the first time since it went off the closely guarded "secret list." The exhibit has been so popular that it has been extended until June, and plans are under way to open a similar one on the west coast. As you walk in and look around on the main floor of the exhibit, a weird racket fills the air -- the noise of planes in flight, machine and anti aircraft guns drumming away, voices giving flight instructions over loud speakers. Hollywood could record the racket for the sound track of its next air opus. Above, on the gallery ahead of you, is a miniature Hayden plane tarium developed for teaching celes tial navigation. Stars and planets gleam overhead, moving and turning to give the student a "sight" from different pans of the world at any hour of the night. Off to one side are displays of plane mechanisms opened up, cut away, painted and labeled for quick training of mechanics. Also an amaz ing device, the Gunairstructor. You enter a dark room, climb over a wing into a cockpit, grasp the stick, and the "motors" start up. You're fly ing! Ahead is a panorama of sea, horizon, clouds. Bank to the right and the horizon tips the other wav; push the stick forward and you dive down through big clouds while the howl of your motor rises to a scream. In the middle of the scene ahead of you is the white image of an enemy plane which an instructor "flies" through climbs, turns, all sorts of evasive maneuvers. You pursue him. When he's in your sights, squeeze your trigger -- bam-bam-bam! If you hit him the tracer flashes from your gun show red. Realistic? Sea soned fliers, men with high scores in the Pacific or Europe, climb out of it after a five-minute "dog fight" mopping their faces. Broad Applications Synthetic training, as exemplified by these devices, is not a new idea. Golfers drive cotton golf balls across the yard to smooth out their swing. Surgeons knot and untie bits of string in their coat pockets to keep their fingers supple. The British put it to excellent use in the early days of the war, when the Luftwaffe kept their training planes on the ground. But never before, in warfare, has the basic principle been so widely applied as it is today. As a result, it is paying enormous dividends in the war -- in time and money saved in training airmen, in numbers of trained and skilled technicians reach ing the fighting fronts. If this is the case in war, what then of peacetime tomorrow? iiiiiiiimiiiuifiii niiiiiiiiiiiHiiiiimmiiiiiiiiiiiiiiiiiuiuinimiiiiiimiiiuiiiimiiiiiiiiiiiiiiiiiiiiiiim 1 t1 1 S$dr/m4' ] 1 1 ) RUNS THE NAVY 1 1 1 fl MyJl/?,, 4J. M/4e/ftej * d$tcef/er*tte*t JOHN' ADAMS FOUND! THE MISSING RULES THAT RULED THE NAVT--DRAWN UP BY OUR SECOND PRESIDENT -- LOCATED ONLY RECENTLY 1 ost of the 3,200,000 men and Printed in 1775, the long-missing M women in Uncle Sam's Navy publication is titled: Rules for the have probably never suspected thRaet gulation of the Navy of the the rights and privileges thee- now United Colonies of North-America. enjoy derive largely from a little This is now recognized as the first piece of paper 170 years old--the printed document relating to the actual whereabouts of which the United States Navy. It is also the Navy itself did not know until just basis by which the service has been a few months ago. continuously governed for the past 170 years. Vet, if it hadn't been for a chance incident, perhaps no one would even have known it was missing! It began with a simple inquiry that came in to the Navv Department in \\ ashington, from a man in Philadel phia. He was working on a historical novel, about one of the first naval The opinions or sssert/ons consstned beret* mrt the prime ones of tbt writer snd srt not to be construed ns officisl or rtfUetmi the view* of tbt Ssvy Department or tbt not si serine st Urpe. 'pesftKssesc B D rB captains. There was something he c needed to know about an early regu rr. lation of the Navy. Could the Navy B help him out? II In routine fashion, the query I came to the desk of an officer in the Office of Naval Records and Li brary. The point was not a difficult one to solve, for early histories of the Navy contained references to the rules, and at least one reference book printed them in full. This was, of course, second-hand information. To make sure, the offi cer reasoned, why not look up the original rules themselves? A reason able enough idea -- except that the longer he looked, and the more in quiries he made, the more evident it became that the Navy did not have a copv of its own original rules. Perhaps, the officer figured, it was like the Declaration of Independence and the Constitution and other his torical documents -- maybe you could find them in some place like the Library of Congress. The Library of Congress prompt ly reported back: No, it didn't seem to have a copv. Nor were the rules listed in its Union Catalogue, which lists the major holdings of all U.S. libraries. Had the Navy looked in the bibliographies? These large vol umes, which list the name and title of every known publication, usually tell also where at least one copy can be found. A quick search revealed that the rules were listed -- but apparently their whereabouts was a mystery, for not one bibliography told where a copy could be found. By this time the officer's curiosity was intense. Anything that impor tant historically couldn't just disap pear into thin air. He started writing to the big libraries of the country, from New York to San Francisco. The New York Public Library re ported: "No copy known.'' The lib rary' of the United States Naval Academy at Annapolis reported: "No copy known." The same reply came in from other big libraries. The mvstery deepening, the offi cer settled down to his search with a vengeance. He queried all the sort of special, semi-private libraries he knew -- places like the John Carter Brown Library in Providence, and the William L. Clemens Library, places where only scholars are per mitted to enter -- by special permis sion -- but which are sources of rare Americana. Again, no luck. Stranger still, none of them had any idea where a copy might possibly be found. About this stage most of us would probably have been glad to call it a day and conclude sadly that all cop ies of the original rules had (a) been destroyed bv fire, (b) gone down w'ith a ship, or (c) just never existed. The officer, however, was just getting off to a good start by now. At odd intervals during the fol lowing months, whenever he came across the name of a bookseller or dealer, he wrote him a note inquiring whether the dealer had a copv of the rules, or knew where one might per haps be available. Letters bv the score went out, and months went by. Then one day this long shot of long shots paid out. It was a bookseller in a backcountrv town in Connecticut who answered. Yes, he had had a copy. No, he didn't have it now -- but he thought he knew where it was. He suggested that the officer write to Yale University Library, in New Haven; he had Sold them his copyjust a while ago. orTHE MEN JOHN PAUL JONES' SHIP, THE BOX HOMME RICHARD. SHOWN HERE IX HER FAMOUS BATTLE WITH THE BRITISH FRIGATE. SERAPIS. WERE AMONG THE FIRST AMERICAN' SAILORS TO BE GOVERNED BY THE NAVAL RULES LAID DOWN BY JOHN ADAMS A contemporary engraving of John Paul Jones pictured hint thus, aboard a captured enemy ship Quick inquiry to Yale developed the fact that the bookseller's lead was correct; the library did have a copy now. With Yale's permission and cooperation, photographs were made of the old pages. Line cuts were made from these, and a limited number of facsimile reprints were immediately made by the Naval His torical Foundation. Probably the first thing you would notice on reading these early rules of the Navy is that more than half of them are concerned with the feeding, care, rights, duties and pun ishments of the ordinary' sailor. Commanders of all ships were "to shew in themselves a good example of honor and virtue." They were to "take care that divine services be performed twice a day on board. and a sermon preached on Sunday, unless bad weather or other extra ordinary accidents prevent." Sailors were to be punished for swearing by the wearing of a wood en collar "or some other shameful badge of distinction," but the ex treme punishment which an officer might inflict on any seaman was "twelve lashes upon his bare back, with a cat of nine tails." Rations were fixed for each day of the week. Saturday's, for instance, consisted of "i lb. bread, i lb. pork, half pint peas, and four ounces cheese." Each seaman was given a half-pint of rum a day, with a "dis cretionary allowance on extra duty, and in time of engagement." How ever, sailors were to be put in irons for drunkenness, and officers guilty of the same offense forfeited two days' pay. It was the captain's duty "fre quently to order the proper officers to inspect the condition of the pro visions, and if the bread proves damp, to have it aired upon the quarter-deck or poop." A pay table provided that able seamen and marines were to be paid a monthly wage of $6.67, and the captain made the top pay of $32. A bounty of $400 was to be deducted from the proceeds of prizes and paid to the commander, in all cases where he lost a limb in the engagement or was incapacitated from earning a livelihood; if the commander was killed, an equal amount was to be paid to his widow. Minor officers under the same circumstances re ceived proportionately smaller sums. These rules, which were in force throughout the Revolution, were drawn up by John Adams, who later became our second President. Their origin is largely British, Adams adapting the penal sections from "An Act.. . relating to the Govern ment of His Majesty's Ships, Vessels, and Forces by Sea," passed by Par liament in 1749, and the rest of the rules from "Regulations and Instruc tions Relating to His Majesty's Ser vice at Sea," of 1772. The U.S. code was, in general, a little less stringent. Although it has no more than a tenuous lead to go on, the Navv-believes that one other copy of these early rules exists in the country, even though it has not vet been located. The 170 years that have elapsed since these rules were written have seen the Navy grow from a fleet of less than a half-dozen vessels to one that now' numbers 56,000 ships and more than 30,000 planes. In the pro cess, the rules that govern the Navy have expanded somewhat, too. The original version took up six pages. Today's rules run to over 700 pages. 14 ed two COAL "fre- officers ie proproves TURNS ON THE HEATon the By Wanda Jablonski Editor's Note: When the war began, it called an abrupt halt to oil's march of progress in the home-heating field. New oil burner production was hat a three-cornered fight for suspended. Fuel oil consumption was sharply rationed. Home owners who Tthe postwar home-heating mar had been using oil were urged to convert their furnaces back to coal. In ket is brewing, is obvious from thethe past year, of course, the severity of these restrictions teas somewhat present-day plans of equipment relaxed, and the war-enforced trend to coal has probably been halted. manufacturers and dealers in the Meanwhile, however, the industries behind the three major heating fuels three major fuels -- oil, gas and coal. -- oil, coal and gas -- have been busy laying their postwar plans. They are But in this race, the coal industry, looking ahead to the time when ample supplies are again available and long regarded as a "backward" normal competitive conditions prevail. Many of our readers are familiar brother to the more modem fuel oil with the postwar plans for fuel oil and oil burners -- but what are oil's and gas heating organizations, can competitors planning? Coal, notably, has been the chief beneficiary of the be expected to play a much more wartime dislocations in the home-heating field. Thus, believing that a report aggressive role than it has in the last on the coal industry's postwar planning would be of interest, the following twenty years. article is presented. In many ways the coal industry of the postwar era will differ radi cally from the industry of the past. Spurred by the relative prosperitv of the war years, it appears to have taken out a new lease on life. All signs now indicate that it will be more progressive in its manage ment, better organized, more aggres sive in sales promotion, put greater emphasis on modem, automatic equipment, and lay more stress on good public relations -- in short, that it may follow the pattern used so successfully bv the fuel oil industry' in capturing a large share of the home-heating field. Determined never again to be el bowed out of the heating market by fuel oil and gas on such a vast scale as they were in the 1920's and 1930's, coal men have put in some hard thinking on their postwar future. They7 have taken stock of their posi tion, analyzed their shortcomings and developed plans for making a strong bid for a larger slice of the postwar marker. Three major developments have taken place in the solid fuel indus try in the last few years which promise to have an important post war effect: (1) It has developed revolutionary innovations in heating equipment -- both for anthracite and bituminous coal -- which it claims will approach, or equal, oil and gas equipment in convenience and compactness at j lower heating cost. (2) It has become better organ ized. (3) It has laid plans for new methods of sales promotion, many of which are the first of their kind in the coal industry. New Blood in the Industry Perhaps the most far-reaching change that has occurred in the coal industry, however, is a more funda mental one and lies at the root of its brighter postwar outlook. This is the change that has been taking place slowly but surely in its man agement with the influx of younger blood. Many of the older executives who were in control when coal still had a virtual monopoly of the heating market in the earlier 1920's, and who have long been criticized for lack of cooperation and for not adapting themselves to changed, competitive conditions, have now been suc ceeded by sons and younger men in their organizations. For all practical purposes, the coal industry enjoyed a monopoly of the heating market up to about 1926. This did not provide much incen tive for improving equipment, mar keting or cooperation, and it has been stated that the industry made little progress along these lines dur ing the last century. With the arrival of aggressive fuel oil and gas sales organizations on the field, coal was unprepared for such competition, and sales went down rapidly'. From 1926 to 1938, for ex ample, the tonnage of anthracite shipped by rail fell from 67,000,000 tons to 35,400,000, even though the country's population increased. Faced with a bleak future, a spirit of defeatism pervaded the industry. Now, however, many' younger men have won their spurs in the lean years, have tasted prosperity and the effectiveness of industry coopera tion during the war, and have re cently' attained positions of top management. They are planning the industry 's future from a fresh view point and are quietly effecting a revolution in its policies. Realizing that coal must be pre pared to offer the convenience of modem oil and gas installations if it is to hold its own, the industry has spent considerable money the last few years on a comprehensive re search program. Almost overnight, far-reaching, revolutionary innovations in heating equipment have been produced. As a result, the coal industry is nowprepared to put fully automatic, more efficient and smokeless equip ment on the postwar market. Perhaps the most revolutionary of all developments in coal history is a new principle of anthracite combus tion developed by Anthracite Indus tries, Inc., and turned over to equip ment manufacturers last August. Utilization of this principle will make it possible to produce an automatic central heating furnace measuring 2 by 2 by 3 feet, suitable for heating the average-size home. Weighing only about 75 pounds, it will surpass the efficiency of the large 1,000-pound present-day fur naces. Basically, the new principle of combustion is almost a complete reversal of that currently utilized in anthracite-burning equipment. It substitutes a concentrated, fastburning fire of great intensity in a miniature firebox measuring 6 or 8 inches by' 18 inches, in place of the present method of burning a large body of anthracite slowly in a large firebox. As a result, the burning rate of coal is increased more than j times, heat liberation per pound of coal is raised about 10 times, heat absorp tion is increased 7 to 8 times, while coal consumption is decreased ma terially. Known as "Anthratube," the mechanism for applying the new principle looks more like an ordi nary kitchen meat grinder than the traditional concept of a furnace. It consists simply of a hollow tube 6 or 8 inches in diameter and 18 inches long. The coal is fed automatically into one end of the tube bv a revolv ing w'orm directly from the bin, it bums in the center of the tube, and the ash is discharged automatically at the other end into an enclosed container or a pit outside the house. Versatile Unit Effective with either hot water, steam or warm air systems, the water or air is circulated around the hot part of the tube in a small jacket and carried throughout the house in the same manner in which it is distrib uted by present-day heating sys tems. Draft is provided by air which enters at the ash end of the tube and is drawn through the incoming coal by an induced draft fan in the smoke pipe. All complicated flue passes or secondary heat-absorbing surfaces have been eliminated, as it was found that anthracite, composed of almost pure carbon, can be made to burn to complete combustion within its own area w ithout the necessity for 16 ETC 32030 zed in it. It fastv in a '> or 8 of the large large ite of :imes. oal is sorpwhile I ma- the new ordii the -e. It be 6 iches callv olvn, it and -ally osed 'use. iter, ater hot and the rib->vsiich and oal )ke secondary air or combustion spaces. The efficiency of the unit is further heightened by the fact that the coal does not clinker. This new development, the an thracite industry maintains, will offer the following advantages to consumers: (1) Considerably lower installa tion cost than anv automatic equip ment now in use for any other domestic fuel. (2) Greater efficiency and smaller coal consumption than with current anthracite units, and possibly the lowest operating cost of any heat ing unit now in use in the anthracite market area. (3) Enormous reduction in size and weight of the firebox, saving space and eliminating the necessity of a basement. The industry believes that this development will give it a great competitive weapon it has never had before and will play an important role in expanding the anthracite market in the postwar era. Since it represents a principle of combustion rather than of equip ment design, it is believed that the flexibility of its application is prac tically unlimited. Many engineers even maintain the new principle has possibilities of revolutionizing the entire hard coal combustion field in the future. Not to be outdone, the bitumi nous coal industry has also come for ward with a new principle of soft coal combustion, ready for incor poration into new postwar heating units. This new principle "eats up" the gases and smoke from soft coal, thus not only eliminating most of the smoke but also effectively recover ing a much higher percentage of the heat value of the coal. A schematic design of the Anthratubo thews how the coaf it automatically forced through the tube by a worm goor, burntd to complete combustion, and the ash passed out Befow, left, it the new anthracite unit ishown schemati cally above) compared with a prosnt-day furnace. Its new principle of combustion makes it vastly more compact room house, has already been de signed and tested, and will sell for less than $100. The first major improvement in coal stove design since Benjamin Franklin made his historical contri bution to the an of home heating over zoo years ago, the stove has a capacity of 100 pounds. Such new magazine stoves and furnaces will be the soft coal indus try's primary' bid for the new home-heating field. Among the ad vantages claimed for these units are: a fuel cost lower than that of oil or gas, steadier heat, and complete smokelessness. New Automatic Stokers New types of bituminous coal stokers which come under the classi fication of "fullv automatic" have also been developed recently for burning a wide variety of coals. It is believed, however, that most of the stoker companies will prob ably concentrate on selling both Bituminous coal's postwar hoofing units, of which this is one, will bo smoke less, economical, efficient these and the hopper models prima rily for conversions from hand-fired coal equipment or from oil and gasburners, rather than go in for build ing complete boiler and stoker units for new homes. The latter are still considered too expensive to offer much competition to oil and gas furnaces. The second important develop ment which has taken place recently in the coal industry is a marked trend toward trade cooperation and organization. The experience of the war years has clearly demonstrated to coal men the value of industry organization for improving their position, and postwar plans now call for continu ing and strengthening the associa tions formed during the war. For example, dealer associations in the New England and Middle Atlantic States were organized for the first time just prior to the war into one association, the Eastern States Solid Fuels Conference, for the purpose of presenting a united front to Governmental agencies. This has been found so mutually' beneficial that the organization will no doubt be continued. In addition, the American Retail Coal Association, representing midwestern dealers, has been consider ably strengthened and expanded, while individual state dealer associa tions have also been invigorated. To cite only one case, the Fuel Mer chants Association of New Jersey, which prior to the war represented not more than 30 to 40 per cent of the dealers in that state, now has a membership of practically too per cent. Plans for improved sales promo tion in the postwar period have also been made. These include extensive programs by many leading produc ing companies for expanding sales through better dealer education and servicing, as well as through adver tising and continued research on new equipment. Dealers, for their pan, are por traying great interest in the new heating equipment and many are planning to go in for selling stokers and the new "Anthratube" units after the war. Now Accent on Service Recently, too, they have become much more "servicing"-conscious, and have been very active in pro moting the sale of heat thermostats to their customers. Some have also adopted the "degree-day" system used by fuel oil men in keeping consumers adequately supplied with fuel, though on the whole, this method does not adapt itself as read ily to coal as to oil, since consump tion in hand-fired coal units is not automatically controlled. Another new development has been the formation of a company to sell automatic anthracite equipment and to provide complete firing and maintenance service -- on a daily, weekly, or any other time basis. The first of its kind in the coal industry, the project was set up by a group of hard coal producers to promote maximum consumer satis faction and enlarge the industry's postwar market. Methods of opera tion are determined from the dealer viewpoint and developed in con sultation with local retail dealers. About 3,000 families in three states are already included in its rapidly growing account, and the organization plans to expand throughout the entire anthracite market area after the war. When manufacturing restrictions are lifted, a drive will also be launched to in troduce modem, automatic, ther mostatically controlled anthracite equipment throughout the North east and Middle Atlantic area. 18 i adverrch on re porle new nv are stokers units ee ecome scious, n prolostats e also vstem -eping i with . this read;umpis not t has ny to >ment j and daily, is. coal p bv rs to satistry's >eraraler hree i its the and cite hen ted, inlercite rth- f here may be a dearth of Ethyl Tgasoline for civilians--but there is no limit to the ingenuity being used to explain the shortage to the public. Any number of oil compa nies and dealers have found many sprightly ways to tell motorists why their Ethyl pumps are sometimes dry. Following the drastic cut in civil ian supplies last Fall (which has since been somewhat eased), a number of service stations in St. Louis blossomed forth with this sign painted on their windows: "ETHYL HAS GONE TO WAR." "Ethyl is a WAC" - "Ethyl is a WAVE," other station placards explained. But for motorists who came to call at one station in New Jersey, a simple sign informed them, "Ethyl is out." In a brightly written pamphlet, the Aetna Oil Co., of Louisville, Ky., asks, "Where did Ethyl go?" -- and then goes on to explain, "Why "You're hearing about her now -- Ethyl's gone to war." . . . for Ethyl is sky-high in Super- "Of course it's hard for you to Fortresses, Liberators, Mitchells and find that gasoline gal called Ethyl," many fighter planes! She's also do the message declares. "She's vitally ing her bit in tanks, jeeps, army needed at the war front to help trucks, etc., and you'll find her power the attack! aboard P-T Boats, Destroyers, Bat tleships, etc. In fact, she's every where that super-powerful gasoline is a wartime must! "But . . . don't be jealous! She'll be back after the war.. . and, in the meantime, remember her kid sister, Aetna Regular? Well, she's grown up now ... has plenty of zip and go! So -- put her in your car. You'll not only like Ethyl's kid sister, but you'll get a real kick out of her! Just ask any Aetna representative to introduce vou!" Using a cartoon-takeoff of a man sawing a woman in half, the Cin cinnati Enquirer told its readers thusly why some service stations are offering their customers half Ethvl- half regular gasoline: "Cutting Ethyl in half is not just a perverse whim of your filling sta tion man. The high-test stuff is fly ing high over Germany just now. There's not much left for his tank -- or yours. So when he asks his Ethyl customers to please take halfand-half (half regular, half Ethyl), he's just making sure everyone gets his share . . . and that there'll be some Ethyl left for you next time you drive in." The Power of Faith Then there's the story of a for mer minister, now a counsellor on church budgets, who was able to get a tankful of Ethyl. Stopping at a service station one day, he had been told, as before, "Sorry, no Ethyl." Just then, the clergyman opened the luggage compartment of his car, to test the air in his spare tire, when the station attendant spied a copy of the Bible inside. "Do you go to church?" the at tendant asked. Informed that his customer was a clergyman, the at- eumaa Trxn- u mu tendant then said, "Just wait until these other fellows are gone and 1 will fill vour tank with Ethyl." Said the minister, summing it all up: "The Bible has been an invalu able aid to me all through life, but this is the first time it ever filled my gas tank with Ethyl." 19 ETC 32033 A Netherlands East Indies crocking plant -- be/ere the war. Destruction and dam age inflicted an East Indies ail installations will require a vast job of reconstruction The comparative accessibility of the East Indies, the fact that Japan had included them in her grandiose "Co-Prosperity Sphere" and their proved ability to supply oil in more than ample quantin' for a war of long duration,_ made them a prime objective. The Japanese struck first at Brunei and Sarawak, British pro tectorates in northwest Borneo, where the Seria and Aliri fields are located. Their next blow was di rected at very- valuable Tarakan off the east coast of Dutch Borneo. Moving down the eastern shores of Borneo, the Japs then took the more highly productive Samarinda and Balikpapan fields and later en gulfed Sumatra, richest of the Indies in oil and with fields stretching from Palembang in the southeast to Pangkalan Brandan in the northwest. Subsequently Java, Ceram and New Guinea, all with proved or prospec tive fields, also fell. The Japs did not acquire the fields and adjacent refineries intact, be cause many of the oil installations had been damaged or destroyed be fore they could be taken. Facilities which remained undam aged and those that have been rebuilt bv the invaders will probably be destroyed by the Japanese them selves when they evacuate the is lands. Another destructive force that has attacked these installations is the U. S. Army Air Corps, whose longrange bombers have struck several times at Balikpapan and Palembang. At any rate, these various forces will require the construction of much new refining capacity after the war. The other need, that for new re serves, will be filled by the explora tion program interrupted bv the war. This program will undoubtedly be renewed with increased vigor, when conditions permit, for the markets which the East Indies sup plied in the past will require more oil in the future. Exploration else where in the South Pacific, notably on New Zealand, has been unsuc cessful, so that the Indies seem to have a tight grasp on the oil supply situation of the Far East. Extensive development will be necessary to retain that grasp, and with so much promising territory available and with ample markets assured, such development certainly will be un dertaken. OUR PICTURES . . . Cover, courtesy U. S. Army Air Forces. Pages 3, j (bottom), 6 (top) and 8-10, Official U. S. Navy Photographs; Page 4 (top), courtesy Packard-Motor Car Co.; Pages 4 (center),5 (cen ter) and 6 (bottom), courtesy Elco Naval Division, Electric Boat Co.; Page 11, courtesy Wright Aeronautical Corp.; Page 11, New York Public Li brary; Page 13, Naval History Society Library; Page 14, C. W. Drepperd Collection; Pages ij and 18, courtesy Bituminous Coal Institute; Page 17, courtesy Anthracite Industries, Inc.; Page jo, U. S. Army Air Forces photo through Acme Newspictures, Inc.; Page 21, Sovfoto; Page 22. British Combine; Third Cover, Philip D. Gendreau. 22 ETC 32034 nsive y to nuch and such * nn- "... It is for us, the living, rather, to be dedicated here to the unfinished work which they who fought here thus far so nobly advanced. It is rather for us to be here dedicated to the great task remaining before us -- that from these honored dead we take increased devotion to the cause for which 'ibey gave the last full measure of devotion -- that we here - - Jiighly resolve that these dead shall' not have died in vain -- that this nation, under God, shall have a new birth of freedom and that Government of the people, by the people, for the people, shall not perish from the earth." IN THE MARCH 194! Lt. Commander Raymond H. Luke, formerly of Ethyl's Atlanta Division, has been awarded a Bronze Star for meritorious service during the European invasion. The medal was bestowed for his work as executive offi cer of a Naval Amphibious Base in England. In presenting the award, Commander C. Z. Crane, U.S.N.R., said: "In the name of the Presi dent of the United States of America, it gives me great pleasure to award this Bronze Star to Lt. Commander R. H. Luke, for Meritorious Service, as Executive Officer of his base, in preparing facilities of a Naval Amphibious Base on the English Channel coast for its part in the invasion of France, despite damage to his ships and docks by enemy bombing raids before D-Day." A graduate of Annapolis, class of 1925, Commander Luke joined Ethyl Corporation in 1941. Shortly after Pearl Harbor he was commissioned a Lieutenant (SGI in the Navy and was stationed in New Orleans. Following a tour of duty in Panama City, where he was commanding officer of the base, he was sent to England where he established several bases as executive and commanding officer. Last year he was promoted to the rank of Lieutenant Comman der. INNOCENTS ABROAD 3 In the fast war, American servicemen hod only a crude vocabulary . of foreign languages -- but this time they can hondlt themselves In 23 native tongues ... oven pidgin Cnglith. All thit it duo to on ingenious series of pocket guldot and foreign language diction aries, prepared by the War and Navy Departments. R, FOR SERVICE 8 Clifford Patton is a man who believes in getting dependable performance from hit motorized equipment. Take his stationary gasoline engine, in operation now for 45 yoart.... THEY'LL SAIL AGAIN 10 The launching of now ships is only one of the production records set by American shipyardt. Equally impressive it the numbor of damaged ships ropalrod -- and sent back into bottle. Bohind it all It a miratlo in ship surgery, a miracle that began at Pear! Harbor. BITE 'EM BACK] 15 Intoett have killod more men than all the wars in hitlory pul together. Thal't why an all-out campaign, as dolorminod as the fight againtl the Axis, has been launched against plague and pestilence. HIGH ROAD TO CHINA 18 The new Ledo Road, triumph in gasoline and guts, is the second of three new transportation arteries to China blatlod open during the war. And besides its other advantages, it will now bring the cost of shipping oil to China down to oarth. ... ^ DEATH MADE SAFE 20 Ivory bomb has an ingenious device to set it off -- and wroak a special kind of dottruetion on the enemy. But oqually ingonibut are other parts of the bomb -- which prevent a premature ex plosion. That's why even direct ack-acfc hits, for example, won't set off a bomb until it reaches its target. VIDEO AFTER V-DAY 23 The war may have temporarily stunted its growth, but television looks ahead to a bright postwar future. And here's a report of what is in store, based upon current trends. published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Ethyl Fluid, used by oil eompaniot to im prove the antiknock quality of aviation and motor gasoline W. Wffifeb, prMMmt; Prcy L OrHftfht, vte* pniMwit arid trMwrtf; Julian C. Onnsotas, wcfilwy 0nttocen Whether it's "Lokanta nerede?"* or "Hoeveel kost dit?"** Gl Joe knows the answer -- in 23 different languages t won't be the fault of the War I and Navv Departments if the 5.000,000 and more men now on overseas dutv are not goodw ill am bassadors for America wherever thev may light. As far back as the davs when the first contingents of American troops were assigned to Great Britain and Northern Ireland, the problem of how to help G.I. Joe win friends and influence people abroad became a prime concern of the Army and Navv. To "brief" our young men for their overseas missions, Washington went Baedeker by producing a se ries of guide books to countries on the assignment list and then sup- plemented this service by arranging to teach them foreign languages in from one to any given number of easy lessons. Our friends in foreign countries may laugh when our boys in uni form sit down to rattle off simple if not intricate phrases in the lan guage of the realm. They may be amused over some of the clumsy at tempts of our troops to adjust them selves to native customs. Thev may be annoyed if our servicemen showmore interest than restraint in the strange manners and clothing of a nation's people. But no one can blame the War Department in Washington for not trying to teach the Yank emissaries Turkish- "Where i* 0 teTtourant?" Dutch. "Hou` much does this cost?'' 3 how to make new friends and influ ence them to the idea that Amer icans as a general rule are not 100% scoundrels and braggarts. Twenty-eight guide books have been issued so far in the series, including books on Hawaii and Alaska. As handmaidens to the pocket guides, the War Department has produced 23 books of instruc tion on foreign languages, including pidgin English. You can take the whole set of guide books and fit them into the pattern of America's part, step by step, in the war. First to come off the presses was a guide book to Great Britain, and then, in order, came books on Northern Ireland, Australia, North Africa, and China. From that point on the series was expanded to include guides to Iraq, Iran, West Africa, Egypt, India, Syria, Burma, New Zealand, Italy, Panama, New Guinea, New Cale donia, Netherlands East Indies, Russia, France, Denmark, Belgium, Luxembourg, and Norway. Straight from the Shoulder The trooper who carefully reads his guide book before entering a foreign country is "exposed" to some clear-cut reasons for his as signment, and handed some straight- from-the-shoulder talk on whv his conduct abroad is vital to American prestige. The soldier sent to Iran, for in stance, is told this: "Because of its prime strategic value, Iran is the only country in the world where the armies of three of the United Nations -- Great Britain, Russia and the United States -- are operating in daily touch with each other. This combination of great powers, cooperating in the de fense of Iran, is a clear-cut indica tion of the decisive importance of the task you and your outfit have been called upon to do. "You, as an American, have a re sponsibility that goes beyond the ordinary military duties required of you. Your country has a reputation throughout the world for decency and unselfishness in its dealings with other nations. That reputation is a major asset for us in this global war. By your actions you can uphold it or destroy it. Accordingly, it is part of your job to establish and main tain friendly relations with the sol diers of our Allies -- Russia and Great Britain -- and with the people of Iran. Most of those you meet won't know very much about Americans except by reputation. They will watch to see how you act and what you do and* probably say to themselves: `So, this is what Americans are like.' And what they think of us will have much to do with our military success or failure." Not much mincing of words there for G. I. Joe in Iran. Each of the guide books is a mar vel of compactness and clarity. In 48 pages, for example, the guide to Syria covers the history of this an cient holy land, describes its impor tant cities, tells about the people (how they act and live), discusses the climate and sanitary condi tions, explains the nation's currency, 4 ETC 32040 hv his lerican or in- ategic try in three Great States i with >n of he dendicalce of have a red the red of tation cency ; with n is a 1 war. old it s pan maine sol an d eople meet tbout ation. u act v sav what they o do ure." ords mar- weights and measures, and even takes up the Arabic language by giving hints on pronunciation, as well as translations of useful words and phrases. An important section think any better of you for throw ing monev around . . . The British `Tommy' is apt to be especially touchy about the difference be tween his wages and yours. Keep this in mind. Use common sense and don't rub him the wrong way." The bright young men who wrote the guide book on New Cale donia used the tricks of a Chamber of Commerce publicist to "sell" this interesting and little-known coun try to the visiting servicemen. And, incidentally, the claim is made that it is the first guide book of any kind ever published to inform Americans on New' Caledonia. "This island of the Free French," the book points out, "has been the home of Frenchmen for more than a century', but few Americans have been there, and few know anything Pacific lifeline which joins our strength with Australia and with the Dutch who still give battle to the enemy in some of the islands of the East Indies. "You are fortunate that this island is to be your station for the time being. New Caledonia is the only island in the western South Seas which is wholly free of fever." How to be a good listener was the advice given to the soldier assigned to Northern Ireland: "Theyr may expect you to brag about New York's big buildings. Don't do it.... There are Irishmen who emigrated to the United States as boys and w'ho have returned, near the end of their lives, to the little villages they left long ago. Some of them are unpopular because they talk about skyscrapers, express high in each guide book is a glossary of words and phrases. Language in the guides is earthy -- simple and plain enough for any soldier or sailor or marine to under stand without recourse to a dictionarv of two-dollar words. Even in the guide book to Great Britain, the first in the series and a bit more re strained than its successors, there is sound advice that pulls no punches: "Don't be a show-off. The British dislike bragging and showing off. American wages and American sol diers' pav are the highest in the world. When pay day comes, it would be sound practice to learn to spend vour money according to British standards. . . . They won't about it. . . . The position of this island is of great importance to the security' of our country. To win the war, we must keep the freedom of the seas and continue the movement of our fighting materials for our allies and to our own forces. New Caledonia stands guard over the ways, modem plumbing; they boast about the wonders they have seen and shared. The Irish, being proud people, resent comparison in which Ireland seems to come off second best." And, of course, no guide book for American servicemen would be ETC 32041 complete without some discussion about the women in strange lands. In all the books there is at least one section designed to tip off the boys on how to behave, and to teach them some of the customs regarding the distaff side of life. Here is what the book on North Africa has to say about women -- a subject which is obviously close to the heart of a lot of servicemen on the loose in a foreign country: "The social life of North Africa is very much different from our own, not only because of its lei surely character but because Mos lem men do not make companions of their women. ... It is not con ventional for men and women to make dates. Should a respectable woman be found conversing with a man not of the family, scandal will result and sudden death is apt to overtake one or both parties. When a woman walks abroad with a man -- even though he be a member of the family -- she keeps several paces behind him so that people will not notice them together. Ladies never attend parties with men and seldom eat or drink with them even in the family." More sprightly -- but somewhat discouraging -- is the advice on women in the guide to Hawaii: "Girls are scarce in Hawaii. When you've been off the boat for as long as 23 minutes, you'll find that tele phone numbers here carry' the same classification as war plans. They're marked `secret' and kept in money belts. If, by hook or crook, you latch on to a few numbers besides the laundryman's you may wind up with a date. If this miracle occurs, the two of you can go swimming, walk, take in a movie, or dance. If you're numberless, you can still go swimming, walk, or take in a movie. "Which is to say that a uniform is about as novel as a light bulb in a pre-war sign on Times Square. And there simply aren't enough wahines (gals) to go around." Backshish, the serviceman who reads the book on Egypt is told, "means something free, a dp, a gift of money, some extra reward. It is probably the first Arabic word you'll hear as you land in Egypt. Partly because you are a w'ell-paid soldier, but more because of the careless lavishness of pre-war Amer ican tourists of the wealthy type, you will be fair target for cries of Backshish. Don't be a sucker. To fling out coins and watch the boys scramble madly is small-town stuff. And you'll have a mob following you that'll ruin the rest of your day." Egypt's book also has some ap propriate advice on the art of "bar tering." "Bargaining," it says, "is a na tional Egyptian pastime, sport, art, and safety valve. Thanks to Amer ican movies and tourists you'll al ways be asked more than a Briton or Frenchman. But it is only the asking price. Offer one third what you're asked. Than haggle, without losing your temper or being dis courteous. You can use the old American custom of horse-trading to good advantage in your dealings with Egyptian merchants." Similarly, there is this tip-off on the famous Chinese "squeeze" sys tem outlined for the information of troops assigned to China: "You have probably heard a good deal about the `squeeze' system in China. The Chinese, being intensely practical people, have recognized this human tendency to take a `squeeze,' or a commission, and con sider it legitimate. That is, you must expect anybody who does buying for you, however large or small, to add 5 or 10 per cent to the price for himself. If he takes no more than 10 per cent, he is within the Chinese law, or at least the law of centuryold customs. Once one accepts this custom, a good deal of fret may be avoided. The 10 per cent squeeze also explains why servants can af ford to work for such low wages for you." How to spot a Jap from a Chinese is told in strip cartoon technique in the guide book to China. Given half a chance, the Jap will try to repre sent himself as a Chinese. The Jap will be short, squat, with almost no waistline; his skin lemon-vellow, his whiskers fairly heavy, his eyes slanted toward his nose. There will usually be a wide, calloused space between his first and second toes where a thong ran to bind his san dals before he began to wear shoes. He can't pronounce our liquid "1" and he hisses on any "s" sound, so try him, urges the guide, on "lalapalooza." Wherever Moslems constitute a large part of the population of a country, servicemen are warned to mind their p's and q's and be re spectful and understanding of a na tive's religion. In fact, they are told, it is bad medicine for a visitor to get too close to a Moslem mosque anyway, as the guide to West Africa cautions: "Where there are enough Mos- 6 >-off on <e" sysation of a good stem in itensely jgnized take a id con>u must buying nail, to e price re than Chinese .-nturypts this nay be queeze :an afwages Chinese ique in en half reprene Jap ost no ellow, s eyes e will space i toes :s sanshoes. id "1" id, so "lala- ute a of a ied to >e rea natold, or to osque vfrica Mos lems in a community, there you will find a mosque. This is their church and they are very touchy about it. Never enter a mosque unless a Mos lem asks you to go in with him, and when you do, be sure you take off vour shoes. Don't loiter about a mosque; don't try to peek inside. You may run across groups of Mos lems reading the Koran and glorify ing Allah with chanting and drum ming. Don't get too near; don't laugh; don't try to take pictures, or you may have to defend yourself against an angry mob. They take their religion very seriously." The Aussies and Anzocs Americans have much in common with the people of Australia and New Zealand, according to the guide books to both countries. In fact, the Aussies and the Anzacs, the American serviceman is told, have been doing a spot of fighting them selves. Here's what the guide book authors told the Yanks assigned Down Under: "There is one thing to get straight, right off the bat. You aren't in Australia to save a helpless people from the savage Jap. Their soldiers, in this war and the last, have built up a great fighting record. They've fought on nearly every battlefront of the war; thev've suffered heavy losses; and thev're still in there pitching. The Australians need our help in winning the w ar, of course, but we need theirs just as much. You might remember that when vou get into an argument about `Who's go ing to win the war?' " Two years before Pearl Harbor, Military Intelligence Division of the Mar Department entered the battle of words with plans for a series of foreign language pocket dictionaries for the use of servicemen abroad. With the assistance of a group of scholars, poets and litterateurs, the dictionary project gave birth first to handy little translations in Spanish, Portuguese, German, French, Italian and Russian. As war's tempo speeded up, dic tionaries were printed in Dutch, Malay, Chinese, Cantonese, Bulga rian, Icelandic, Swedish, Hungarian, Greek, AJbanian, Serbo-Croatian, Persian, Rumanian, North African, Arabic, Danish, Turkish, and Japa nese. Adjunct to each foreign language edition is a set of records to which the serviceman may listen while he is studying his dictionary. The "kits" come equipped with a set of recordings and 200 technical man uals so that soldiers may study a language in groups. The pocket dictionaries run to about 60 pages of text, and through out most of them are generous sprin klings of humorous'cartoons to aid visually in teaching the soldier. Each guide includes brief instructions and tips on pronunciation of the lan guage, and translations of useful words and phrases such as how to ask for the location of a restaurant, and how to order a meal. Uses of the handbooks for intelli gence and combat officers have been found to be practically unlimited, says the War Department. They have been valuable in deciphering documents and interrogating pris oners. They have facilitated com munication with inhabitants of oc cupied territory, whether friendly or enemy. They have been impor tant also in helping soldiers learn the different parts of foreign weap ons, mechanized equipment and ma chinery. If he carefully digests the mate rial, the soldier should have no diffi culty in picking up a smattering of a language that will get him by in the land where he is assigned. Unsung heroes of the war, the G-2 boys of the War Department are fighting a mighty battle of words with their useful pocket guides and dictionaries for global warfare. Humor helps a soldier get the point of foreign tongues 7 J I: i* i l lifford J. Patton is a man who Forty-five years is a long time to keep a gasoline engine going C believes that things should be -- but it's all in the know-how, says this septuagenarian built to last, whether vou are dealing with an intangible something like a Patton's possession back in 1914- For model. Whereupon, Mr. Patton dt man's character or a physical object the next 11 years, it ran ten hours a dares, he went ahead on his owr I like a gasoline engine. At 77 years of day, supplying all the water needed changing the motor from a make age, he can look back upon a unique for the dairy and truck farm. There and-break ignition system to a Fori experience in both directions. after it worked an average of five spark arrangement. "It is now work Out on his Kerrig Mawr ranch in hours a day. ing 100% and may last another 4- Kelsevville, California, Mr. Patton The engine continued to live a years," Mr. Patton says. has a stationary gasoline engine that quiet, though useful, life until early For the last 11 years. Air. Pattor has been in continuous service for last year when at last it began to has been using Ethyl gasoline ex 45 vears. In all that time, it's been show signs of old age. As Mr. Patton clusively in his stationary engine a faithful workhorse, for the most part pumping water for a dairy and truck garden on the ranch. explains it, "The engine was getting tired and hard to start, so I began to look for one to take its place." Aloreover, he has kept it well oiled, and covered it in stormy weather, which is another reason why it con Originally the engine, an Aermo- "However," he adds, "I wanted one tinues to give dependable service tor, was designed to operate a wind that would last this time." after all these years. "This engine," mill on still days. This was back in Mr. Patton couldn't find the en he says, "shows what can be ex 1900. But from the very start it was gine he wanted, so he began think pected of a piece of machinery that used to pump water for a dairy ing about rejuvenating the old one. is cared for properly. So many own farm, i z hours a day. Previously, its manufacturer had ers of machinery blame the makers, The engine was in operation for informed him that it no longer while it is careless use that causes 14 years when it came into Air. made replacement parts for its 1900 trouble. Like the case of the balkv horse, 99 times out of 100 it is the fault of the balky driver." But Mr. Patton's "Old Faithful" engine reveals only one facet of his interesting personality. Another be comes evident when he tells you about rhe homeless boys he and his wife have sheltered and raised. In the last three decades, the Pattons have reared 45 homeless boys and given them their start in life. Back in 1915, when the Pattons took up farming, their love for children manifested itself. Through arrangement with the authorities, they began to take in bovs who were homeless, or wards of the state, and give them a home and educa- 8 TC 32044 * r oing irian ton des own, makea Ford work-her 45 Patton ne ex.ngine. ! oiled, father, it conervice igine," >e exv that own-, lakers, causes balky is the thful" of his er be- vou nd his -d. In mons s and irtons s for ough rides, who state, duca- tion. Three boys at a time were taken in, usually between the ages of it and J3. When the first three had completed their education, an other three would join the family. Separate barracks, with all the com forts of home, were built for the youngsters. And though they shared Chicago. At the conclusion of the Fair, he was one of those chosen to go to school and study to be an Army teacher. After receiving his commission, he went from one Army post to another, finally wind ing up in the Philippines. There he was wounded, and invalided out of Later, when he decided to swap teaching for farming, it was natural that his fondness for boys should prompt him to open up his home as he has. A few years ago, he retired from active farming to devote his time to raising pedigreed cocker spaniels. Today, when a visitor drives up to the Patton ranch, he'll be cor dially greeted by Mr. and Mrs. Patton and their three current boys. There's one member of the Patton household, however, who's nowhere as cordial as the rest. He is a goose. The goose has a fierce and fond attachment for Air. Patton, follows him around like a dog wherever he goes, and answers to his call. Visi tors talking to Mr. Patton have to be careful not to gesticulate with Here't the indomitable engine, ttill going ttrong, after 45 yeart of service in the farm chores, it was not in the capacity of employees -- they were members of a large and growing familv, all boys. Mr. Patton's urchin brood has been growing ever since. Today, 45 men and boys can look back upon the Patton ranch as the place where they got their start in life -- and only two of them ever straved from the straight and narrow path. More than 25 are in the service, with rat ings and ranks up to that of Major. Clifford Patton himself had a long record of military service that began in 1886. He took pan in some of the final Indian campaigns. Then in 1893. he won a competition to play with the Army band that performed for the Columbian Exposition in the Army. He retired with the rank of Major. Back in the United States, he ac cepted a teaching position in a high school. His love for boys soon made him Dean of Bovs at the school. their hands. Mistaking the gestures, the goose is sure to come tearing in, snapping at anyone whom he thinks is about to harm his master. Yet the goose, though a fiery old brute, proves one thing about Mr. Patton. He has a rare understanding -- of engines, animals and men. Here on o tour of intpecfion with hit matter it Mr. Fatton'* pet goose 9 by ion stem stina:ed it ning, :ions, : and ilt of nker gelv orkd to has hips vol- ume of damaged ships than any na tion has ever handled before -- and vou have a combination that's im possible to beat. Last vear, some 13,600 new ships were constructed in our expanded shipbuilding industry. That is a top record. In the same period, how ever, our ship repair yards took in more than 23,000 ships and made them completely seaworthy again. That's another world's record! Miracles in dry dock have become commonplace, vet the facts are not generally known. A new- ship is launched with ceremony, music and a flood of inspired oratory. A ship is repaired without fanfare or head lines. Our genius for making ships fit for service is a typical American one that utilizes old methods, plus amazing new and efficient tech niques, and the most modem equip ment possible to devise. It's an in dustry that is managed by men with a strong backlog of "know-how'" that comes of wide experience and training. No Easy Job Repairing a ship that is badly damaged is a major project. It is one that is involved and curiously com plicated by many factors. A badly blasted ship, a semi-vic tim of an enemy sub, bombs, mines or shellfire, manages to reach port. Parts of the ship are jumbles of twisted steel and shattered plate. Piping -- and there are miles of it on a big ship -- is twisted like a tan gle of yam -- an incoherent, broken mass of metal tubes of various sizes and manifold uses. Electrical sys tems, air ducts and machinery are a maze of unidentified metal. It's a mess, no question about it. All dam aged parts must be renewed and cor rectly and properly installed. This, in itself, is a tremendous job, even if the repair yard is fortu nate enough to have the working drawings or plans of the ships. However, often the plans for the ship are not readily available. They may be in Glasgow, Milan, Singa pore, or points in between. That makes it tough. But the naval architects and ma rine engineers in the repair yards never let a lack of plans delay the work. These men are shipwise, shrewd as to ship design, instinc tively correct in visualizing the pro portions of the damaged parts of the ship. They have to be. A ship, aside from being one of the most compli cated structures made by man, is also one of the most delicately bal anced things in the world -- and this the repair people have to keep in mind at all times. Some of the things this industry has accomplished border on the mi raculous. Once, in the South Atlan tic, a sub sent a heavily loaded tor pedo into the exact midship section of a tanker. It must have been heav ily loaded, because the resultant ex plosion destroyed an area of 130 feet, bending and shattering the hull and damaging the machinery. Yet, the ship did not sink. It was towed into a South American port where some pretty crude but effec tive surgery was done. The entire 130-foot section was removed. The two remaining ends of the tanker were pushed together and joined. Mode Pori On Her Own The ship started for an American ship repair yard under her own powxr, a most peculiar-appearing ship and one calculated to cause comment and speculation in mari time circles. She made port. Then, came another major operation, plus a grafting job. The two halves were cut apart. A new 130-foot section had been pre-fabricated, and this was pushed into dry dock, too. The ends were welded on this new sec tion -- and it fitted to within a frac tion of an inch! That's real planning. Soon the tanker, as sound as ever, was back at sea in active seivice. You can't keep 'em down! Ships come in with strange and savage wounds. Sometimes they reach port under their own power. Victim of a tub, this thip tfill lived to tail again -- thonfcs >0 the ingonuity of thip ropair methods and men Repairing a ship froquontly bag/nt from Iho momont of domago, with tkillod ropair mon ruthod to tho scene This gaping wound it but a routino job to tho men in tho shipyards, armed with now ropair toehniquos sporting gaping holes in the hull through which a truck could be driven. One wonders how the ship managed to survive. Regardless of their condition, the ship repair in dustry soon has them patched up and back into service. The repair people are specialists and experts. You will find about sev enty skilled trades working in a yard. Each phase of the work not only requires careful planning, but calls upon many trades. Damaged warships, our own and those of the other United Nations, naturally demand special tech niques. A part of the work is done in Navy yards, but a high percent age is done in privately operated ship repair yards. Surveyed Damage by Air Illustrative of the techniques em ployed is the story' of a damaged American cruiser, on the receiving end of some Jap shells in the South Pacific. As she was limping toward the West Coast to refuel before go ing through the Canal, experts from the Philadelphia Navv Yard flew to the Coast, met the ship, surveyed the damage, and took closeup pho tographs of it. They immediately flew back and went to work on their plans. When the cruiser nosed into dry dock in Philadelphia, every'phase of the repair work had been carefully planned beforehand. Workers in certain trade classifications were ready and waiting; every item of material, equipment and machinery needed was on hand, placed where it could be reached without delay. Every working schedule had been set up. That fighting ship was back into service in jig-time. It was a shrewdly planned operation. The ship repair people also con vert ships to purposes other than those for which they -w ere originally 3 204' hull Id be e ship ess of iir in.-d up ialists t ser in a k not but n and tions, techdone cent.rated \ir s emiaged .iving South ward e gofrom :w to eyed pholatelv their o dry rse of .fully rs in were m of inerv where lelay, been back vas a conthan inally built. At the outbreak of the war, these American yards handled a ter rific volume of conversion work, all carrying an Urgent tag. There were luxury liners to be convened into troopships, yachts to be made into submarine tenders, cargo ships to be were raised, repaired on the spot, or sent to repair yards in this coun try. Today they are better fighting ships than before they were sunk -- for they have been modernized, strengthened in every respect. Take, for example, the Nevada, a tions. In a war where logistics play such a major part, the ability to re pair damaged ships and quickly put them back into service has been a vital factor in our military and naval progress in every theatre of war. The ship repair people operate a made into hospital ships, fruit car riers to be converted into ships known as "refers" -- refrigerated units suitable for transporting per ishable foods to our troops overseas. Virtually every warship sunk at Pearl Harbor went back in active sen-ice although several have since been decommissioned as obsolete. The salvage job was the greatest the world has ever known. The ships battleship that had been a victim of the sneak attack. She's seen plentv of combat service since. At Attu she took some large bites out of the Japs; she played an important part in both invasions of France, and her gunnery commanded the respect and admiration of those taking part in the biggest invasion ever known. Today, we are the ship repair headquarters for the United Na hospital where every- patient must be cured. They never know what the next job will be, or when it will arrive. No two jobs are alike. They live and work in an atmosphere of extreme emergency. The men who repair ships cruelly smashed by the enemy have no illusions about this war and its toughness. It is very- real to them. Possibly that is why they do such a superlative job. 13 ^ &> --\ fw (faac&l By John S. G. Shotwall As determined as the fight against the Axis is today's ail-out war against plague and pestilence 0. % nsects have killed more men than I all the wars in history put to gether. Epidemics caused by the creepers and crawlers, jumpers and dive bombers of the insect world have often swept across continents, de stroying nations and civilizations. Malaria-carrying mosquitoes were partly responsible for the decline and fall of the Greek and Roman empires. The blood-sucking louse and flea are said to have contributed to the disintegration of the Arab world into its present relatively minor ^ole. Epidemics of insect-borne dis eases have often accompanied mili tary campaigns -- and robbed the victors of their spoils. Alexander the Great died at the height of his ca reer from a mosquito bite. Yellow fever and malaria held back devel opment of Central and South Amer ica by the European powirs after they had conquered the New World. Influenza and tvphus epi demics and the bubonic plague have relentlessly swept across Europe, visiting death upon victor and van quished alike. The war between man and insects has been going on ever since the first man took the trouble to scratch himself. But it has remained to the 20th century for man largely to wage this war successfully. The first large-scale campaign be gan writh the construction of the Panama Cana], and freed the Canal Zone of yellow fever. Indeed, the building of the Canal has been called a triumph in sanitary engineering first, in civil engineering second. The U. S. Army, which did both jobs, drained the swamps, cut down underbrush, and sprayed with oil all pools, stagnant water and soggy ground. The Canal Zone, however, is a relatively small territory, and while other small regions have since been cleared of death-dealing in sects, no large area was freed until Editor's note: The author, in civilian life a consulting chemical engineer, served with the LJ. S. Army Forces in Aus tralia as a lieutenant colonel. There he had an opportunity to learn at first hand the many diseases faced by troops sta tioned abroad -- and what has been done to check them. In this article he discusses some of the recent progress that has been made. the present war came along. World War II will, in fact, go down in history as the start of the biggest concerted drive ever launched against our insect enemies. As never before, our medical men have gone all-out against the louse, the flea, the tsetse fly, and the dead liest of all, the anopheles mosquito. How successful they have been to date is apparent in the hordes of fighting men who have been saved from the ravages of disease. The re sults thus far accomplished give every reason to believe that many insect-borne diseases, frequently fatal, will be controlled and eventu ally wiped out. Ironically enough, when the war broke out, it made our fight against disease-carrying insects doubly 15 32050 hard. The war in the Pacific, on the one hand, brought our men into contact with tropical diseases -- some of them new and baffling -- on an unprecedented scale. At the same time, the Jap conquests of the Netherlands East Indies and other places cut short our supplies of bo tanical drugs, the standby weapons against these insect-borne diseases. But since Pearl Harbor, there's been a feverish search for substi tutes, for replacements, and for en tirely new weapons to combat our insect foes. Even old and discarded chemical formulas have'been dusted off -- and freshly studied for new applications. It was in this way that one of the war's most spectacular bug killers was uncovered. That bug killer is DDT DDT is the abbreviation of its chemical name, dichloro-diphenvltrichloroethane. It was first discov ered in 1874 by a young German chemist named Othman Ziedler who, after making the discovery and describing its preparation and chemical properties, promptly bur ied it in the scientific archives. There it remained for more than half a century, until one Paul Mul ler, an employee of the J. G. Geigy Co., Ltd., in Switzerland, began using it as an agricultural insecticide in the late 1930's. Its effectiveness was proved when it saved the 1939 Swiss potato crop from destruction. Then in 1942, a small sample of the substance was sent to Geigy's New York offices, together with some descriptions of the Swiss ex periments. The U. S. Army, learn ing of the insecticide, became inter ested in its possibilities as a delousing agent. The Army experimented with DDT on its own, found it ac ceptable. This led to the placing of orders in quantity -- to its use among troops overseas -- and fi nally, DDT came into its own. Perhaps its most spectacular use was in stopping the typhus epidemic that swept Naples in J943. The epi demic came on from the population having had to sleep night after night in underground caves, to escape the bombing raids. But there have been many more successful applications, big and little, of this miracle-work ing chemical. Take, for example, the time it helped two U. S. Army officers to score an important diplomatic coup. The officers arrived at the camp of a none-too-friendly Arab sheik and found him in an exceedingly un gracious and uncomfortable mood. He was busy scratching himself. The men pursuaded him to let them dust him with a few puffs of DDT from their "gun." For a few mo ments the sheik kept on scowling, but then a look of wonder crept over his face, and finallv he broke into a broad smile of delighted com fort. His favorite horse was imme diately brought in, next his wives, children and servants in their order of favor. The next day the re mainder of the camp lined up, and the supply of DDT rapidly dwin dled. It was the first time in their lives that these people had been en tirely free of lice and fleas. DDT won staunch new friends for the Allied cause. The popular notion that DDT will kill all harmful insects in sight, however, is wrong. It has its limita tions. It effectively destroys mosqui toes, fleas, lice and other blood sucking insects -- also potato bugs, Japanese beetles, coddling moths, lousing mented J it ac ting of ts use nd fin. ar use demic ie epi lation night ae the been tions, vork- ne it rs to .oup. aamp >heik unood. iself. hem >DT mo*ng, -ept oke >m- ves, der reind ineir _`n)T he )T at, and such household pests as flies and cockroaches. But it is relatively in effective against such agricultural pests as Mexican bean beetles, red spiders and cotton boll weevils. In large amounts, or when too-strong solutions are used, it will poison animals; but when properly com pounded for use as a dusting pow der or insect spray, it is harmless to humans and domestic animals. DDT is soluble in many oils but is in soluble in water. Hence, plants, clothing, buildings, ground and even ponds and lakes may be ren dered insect-proof by DDT with out the danger of losing its protec tion bv rain or washing. It was in much the same way as DDT that an important new war use was discovered for another chemical compound. That chemical is Freon -- the non-toxic, non-flam mable refrigerant -- which was in vented by the late Dr. Thomas Midglev, Jr., and which is the lead ing freezing agent used in refriger ating and air-conditioning svstems. The Aerosol Bomb Earlier in the war, it was discov ered that Freon made possible a potent new weapon against malaria: the aerosol bomb. The bomb, which is in reality a spray gun, is loaded with a mixture of pyrethrum extract and sesame oil, together with a charge of Freon. When ready for use, the Freon vaporizes the mix ture, and forces it out in a highpressure sprav. That spray saturates every crevice and comer of a tent or foxhole -- bringing sudden death to malaria- and other fever-carrying mosquitoes. But while deadly to in sects, the insecticide is entirely harmless to humans. The war against disease-bearing insects begins even before our troops leave for overseas. Every serviceman receives his quota of inoculations -- and further shots against any particular disease to which he might be exposed in a given climate. The men are thus protected against yellow fever, ty phus, cholera and bubonic plague -- diseases which in previous wars have taken a greater toll of armies than their human enemies. Overseas, these inoculations are repeated at stated intervals, to pre serve the troops' immunity to infec tion. At the same time, the men are supplied with delousing powders, such as DDT, and aerosol bombs in tropical countries. Furthermore, thoroughgoing sanitation measures are instituted. The drinking water and food are purified, barracks are screened, stagnant pools and other sources of infection are cleaned up. Such protective measures as these have helped to curb the incidence of disease and to prevent the out break of epidemics. In the early stages of the Pacific war, an even greater threat to our forces than the Japs were such dis eases as malaria, dengue fever and amoebic dysentery. Of the first 20,000 casualties suffered in the New Guinea campaign, for exam ple, fully 17,000 were caused by malaria. Now, thanks to the potent weapons in our chemical arsenal, these diseases have largely been checked. Many of the islands where our troops are stationed, formerly pestholes, have been cleared of their deadly insect life, along with the Japs. Saipan is a recent and vivid example. Of all the tropical diseases, ma laria is by far the most prevalent and persistent. As with dengue fever, there is no known inoculation to prevent it. To guard against it, however, troops stationed in the tropics take prophylactic doses of quinine or atabrine. Before the war, quinine was the standard cure for malaria -- but with the Jap occupation of the East In dies, fully 90% of the world's supply was lost to the Allies. Since then, the planting of cinchona trees (whose bark yields the quinine) has been stimulated elsewhere. Too, after years of effort, quinine has at last been synthesized in the labora tory, although its commercial pro duction in this manner is said to be a long way off. Meanwhile, however, there is an effective substitute for quinine in atabrine, and that syn thetic today is serving on all the tropic fronts. The possibility that many veter ans will be returning with tropical diseases is being met by medical authorities. Each returning veteran undergoes careful examination and treatment, if necessary, while pre ventive measures previously taken overseas have already cut the inci dence of disease tremendously. They'll Bite the Dust Measured in terms of success against our insect enemies, the post war world will be very different from the pre-war one. The mos quito, flea and fly will have dis appeared from many areas, and be rare in others. Then, such scourges as malaria will no longer attack two hundred million people annu ally, as before; similarly with yellow fever, dysentery, typhus and the bubonic plague. Moreover, the po tato bug, the Japanese beetle, the coddling moth, and other pests will no longer be the bane of the farmer's and gardener's existence. The boll weevil and com borer, too, will bite the dust, no longer destroying mil lions of dollars worth of crops each year. The native of equatorial Africa will cease to be a victim of sleeping sickness, carried by the tsetse fly, and the Arab may once more regain his place in the sun. 17 ETC 3205 THE NEW STILWELL ROAD REPRESS! :PRE$ENTS H J2NAL VICTORY OVER THE JAPS The highway project, completed by Brig. Gen. Lewie A. Pick and hit men, wat accomplished despite terrific adds, ranks as a great engineering achievement he new Ledo Road brings the Tcost of transporting oil to China down to earth. The most needed weapons of war in China today are cars and trucks and the fuels to run them. Hereto fore this cargo has had to be flown over "The Hump" into China. Be sides the great danger of flying the Himalayas, it has been estimated that it cost as high as J40 a gallon to de liver gasoline in Kunming, approxi mately S50.000 to deliver a truck. Now, this vital cargo will travel over the Ledo Road in an unending caravan, at a fraction of the former cost. The new Ledo Road -- officially called the Stilwell Road -- marks the second of three transportation ar teries to China that have been opened since the war. The third will be the new CBI pipeline -- 1,800 miles long -- which when completed will pipe oil supplies from Calcutta into central Yunnan Province. Through mountains, jungles, rivers and Japs, the ledo Road was pushed. And now, a new pipeline, being built, will provide a third route to China 19 7 By North Ctaroy, Jr. Even direct ack-ock hits on our bombs won't set them off -- before they reach their target e's one of rhe boys you know one of their bombs they think to H in the Army Air Forces -- let's themselves: "That's one that didn't say he's in the crew of a B-29 supehrave our number on it!" They're fortress. His plane is over Nagasaki, not crazy. They just know that all ready to drop tons of high explosive their cargo of stepped-up TNT, the bombs on the steel works there, and most violent form of death in the they're catching the devil from flak world, will not explode until it lands and fighter planes. Every so often on the ground below them. he'll hear a thud; the plane will shud What's inside that package of der. Fragments will ricochet off the death, and why won't it go off? very bombs beneath him with a You've seen pictures of bombs, sickening ding! heading earthward, in the magazine How is he -- and the rest of the advertisements -- drab olive water crew -- taking it? Will that scrap melons, streamlined, with a yellow iron, beating against the tons of ring on their noses and a box-like set super-TNT in their bombs, set them of fins on their tails. Each one is a off? metal shell poured full of molten Well, no airman likes flak, but TNT, or TNT mixed with some when they hear a piece bang into thing more potent, and fitted with a complicated fuse mechanism which will touch off the hellish explosion just at the point when it will do the most harm. Even Goebbels has con fessed, long before the invasion started, that our bomb was blowing the Heil out of Hitler! And yet, for our men who drop it on Axis land it has been made safe. It's as harm less as a sleeping lion. How is thismiracle accomplished? By a long chain of ingenious and precision-built safety devices. By mixing a lot of common sense into the sinister chemistry of explosives. By infinite surveillance -- checking and double-checking the elaborate safety measures in each step of man ufacture, shipment, and handling of all military explosives. Even in brief outline, it's a fascinating story. Take one of those bombs in your 20 ETC 32055 which >losion do the S convasion owing et, for s land harm- friend's B-29, high over the razorbacked mountains of Japan. It illus trates a basic principle in American ordnance: the more deadly a shell, a rocket, or bomb that we make, the more elaborate are the measures we take to see that it doesn't go off until it reaches the enemy. Look at the outside, the metal shell. It will rupture into a hail of murderous fragments when the bomb explodes -- and yet it is tough and thick enough not only to batter its way into the innards of a ship, tank, or fort without smashing, but to pro tect the explosive inside it from being set off in a plane by anti-air craft fire. come to the fuse itself -- the nerve center that controls the rest. Here you see our twin principles of de structiveness and safety closely coupled. Fuses are tailor-made to suit their jobs. If your aviator friend in the B-29 wants to spray shell fragments over enemy personnel on the ground, he'll use a time fuse which sets off the bomb just before it reaches the ground. If he wants to knock out a train or tank he'll use a fuse which goes off on contact -- or set an adjustable fuse to do so. If he wants his bombs to go off after they have penetrated the armor of a ship or fort, he'll employ a delayed-action fuse. If he were out bombing subs, as Navy planes do, he'd be using hydrostatic fuses that go off at a certain depth under water. And of course you remember, from the London blitz, those long time bombs which may not go off A 12,000 lb. bomb pottot it* 100 and 500 lb. cousins, at H starts on It* way to Barlin Stable Charge Needed The second element of the bomb is its explosive or bursting charge. We can tell you, within the bounds of military security, that the burst ing charge is either highly explosive trinitrotoluene, or "TNT" blended with something that has still more kick and needs the stabilizing influ ence of TNT to keep it well-be haved. TNT is not too sensitive to shock or heat, in spite of its destruc tive power. We know' of many more compact, more violent explo sives, but they are unstable, unre liable; and we don't want to gain such an advantage at the cost of American lives. We could make nitrogen iodide, for instance, which will go off almost if a fly sneezes on it -- but that's a little too touchy. The Germans aren't so careful. W'hen the Allies captured their robot-bomb launching sites on the French coast, we learned that the super-high-explosive which had en abled their buzz-bombs to wreak such tragic destruction in London had also taken a heavy toll of Ger man soldiers from premature explo sions. Going back to our bomb, we Th woman at tho loft i* inttrling a boo*tor ehargo Into a bomb, attor a workman, right, pour* in motion TNT, tho main xp/otiV* for days, paralyzing all human traffic in that region in the mean time. Well, he could do the same to the plant at Nagasaki bv using a similar fuse -- an arrangement timed bv the slow corrosive action of acid on metal. But how are all these fuses made so they won't go off prematurely, from rough air, or if through some fluke the bomb should hit a friendly plane below you? A shiny little propeller, sticking out the end of the fuse, is the answer -- and it's all the same whether vour bomb is fitted with a nose fuse, a tail fuse, or both. An "arming wire" passes through the propeller while the bomb is in its rack on the plane, so it can't turn -- but when the bombar dier drops his stick of bombs the arming wire on each is pulled clear and the propeller begins to spin, unscrewing itself so that after sev eral hundred yards of fall it drops off. This removes a mechanical block from the firing pin, so that on impact it will snap against a small, sensitive "primer" of lead azide or fulminate of mercury. This tiny explosion ignites the "deton ator," a larger charge behind it -- and that touches off a still larger charge, often of tetryl, known as the "booster." It's just like pushing over a row of dominoes. When the booster lets go, it explodes the main charge, anywhere up to three tons of souped-up TNT, in the bomb itself ... and another Nipponese war plant ceases to exist. Precise Devices Mechanical fuses are built with the precision of a watch -- which is one reason why lots of watch com panies have not been making watches lately. And they're packed, like all ammunition except bombs and projectiles, in weather- and shock-resistant containers. When shipped, they're handled like eggs and guarded like jewels -- as is all ammunition in this country. And finally, to forestall accidents at the airfield itself, fuses are not screwed into place until the bombs are loaded in the racks under the plane. They can't go off until the bombardier drops them from the air. Suppose, however, that our had run into engine trouble and had jettisoned its load of bombs over friendly Chinese territon- to get home safely. They can be kept inert simply by not withdrawing those "arming wires" from the little pro pellers -- and will bury' themselves, bounce around, even crack open, without exploding. There's your miracle. Death in its most sudden and violent form -- for the little men with the almond eves -- has been made safe for our boys. 22 What will television offer the American public after the war? Here's a report based on present-day trends 'hen eggs s all And the wed aded hey dier B-29 had over g nert hose proIves, pen, h in m-- iond our VIDEO By f. Richard Andersen f, as that old Chinese proverb I says, "One seeing is worth a hun dred hearings," it is easy to grasp television's potentialities after the war. It may eventually be vastly more important than any other present form of broadcasting. It has an unsurpassed entertain ment and educational value to the American family. It has enormous possibilities for advertising and selling merchandise. And here's what it will offer you: Right into your own home will be telecast public events, forums, parades, exhibitions -- as they occur. You will be able to see a new Presi dent take office, Congress debate an important measure, the World Series won. Plays, concerts, shows, soap operas and all the entertainment now offered by radio will take on new meaning -- and form. Teaching by means of visual demonstration to a mass audience will become an in tegral part of education. Stores and companies will parade their wares before your eves in the most effec tive wav imaginable. All this will be vours, at the twist of a dial. Already, there is ample evidence of what Mr. and Mrs. America (and 23 AFTER V-DAY Mobil* tolovltion unite pick up on-tho-tpot ovontt, relay thorn to tho broadcast station for transmission Looking out from tho control room at a toloviiion program is broadcast from a CBS studio in Now York Junior) want to see and hear after the war. According to the General Elec tric Co., which for four years has been making a continuing weekly survey of its television audiences, here are the program preferences: Sports programs rank high, variety shows are good -- and more popular than dramatic, musical or educa tional programs. Light opera ranks high because it combines action, sound and plot. Motion pictures are well accepted, but other things being equal, live studio programs are preferred. Mo tion pictures may rate better when more are made expressly for tele vision. Among musical programs, vocal ists are outranked by instrumental ists, and soloists seem to be preferred over orchestras. And the reason for this, interestingly enough, is that television affords good closeups of the performing artists. In the field of dramatics, comedies seem to be the most popular. Mys teries come next -- and they have real possibilities. This is because television lends itself to so much trick stuff. Some weird and eerie effects can be obtained from double exposure of films, for example. Naturals for Television And speaking of trick stuff, pup pets are a natural for television, says Robert L. Gibson of GE. "Puppets are too small to be seen on a stage but are wonderful on television," he declares. "And the actors don't have to learn their lines -- they can read them as on radio. Puppets might be good to bring newspaper comics to life. Puppeteers may come into their own with television, as well as magi cians and jugglers." On the serious side, map talks are good in presenting news, GE finds, and newsreels are well received. Educational programs are also wel come, especially if they cover a sub ject in the news. In general, audiences prefer a master of ceremonies to having shows announced by titles or un seen voices. And announcers must be more accurate in describing per formers than over the radio. Once, a television announcer glibly intro duced an artist as "a very beautiful young lady." She wasn't --and in poured the complaints. Commenting upon the GE sur vey, Mr. Gibson declared, "In re viewing what the audience likes or dislikes, we recognize that what the audience prefers is influenced largely by how well we have done certain shows. So let us consider these find ings as straws in the wind -- as indi cations and not as conclusions. "It is my own personal guess that television may never be on the air throughout all hours of the day, as in radio. The necessity that listeners concentrate on the program may re duce the size of the audience, on the one hand, but by the same token, surely make advertising messages more effective. "There is also the possibility that expensive studio programs will be repeated. New shows may not be put on the air each day any more than is being done in a motion pic ture house. Listeners are, we feel, more likely to `plan' their listening; therefore, a good play might be put on several evenings of the same week." If television causes the radio audi ence literally to sit up and take no tice, as it will, even greater changes are in store in the broadcasting stu dio itself. Many of today's radio stars, for example, are not noted for their beauty or their quick learning abil ity. But live talent television will call for real acting ability combined with good looks, plus an ability to learn parts quickly. Many of today's radio stars will fall by the television wayside or play character roles in which their personal appearance will be to their advantage. More over, many of today's stars of mys tery and adventure shows very like ly will be called upon to dress -- and look -- their part. Their dramatiza tions will not be able to draw upon listeners' imaginations, as radio pro grams now do. __. New Twist in Sports Events In covering local events, many television stations are likely to havt^ mobile televising units, similar to those in use today by radio. These . units will contain cameras and other equipment, mounted on trucks, so that sporting events and similar pub lic affairs can be televised as they take place. Conversely, it may be that some time in the future sporting events will be brought to the tele vision camera -- and not the other way 'round. This is already being done in GE's television station, where once a month boxing and wrestling matches are held in a regu lation ring in the studio. On the other hand, television has its limitations for shows originating in the studio. Soap operas and other live talent shows, by and large, will have to stick to minor changes in scenery. There can be no quick changes from day to night, or se quences which take place in moving vehicles. The television camera sim- ply can't capture these scenes at present. Revolving stages will make some scenery shifts possible -- but they cannot compete with movie films. Although the war has temporarily stunted its growth, television has al ready rounded the comer and is a great source of interest and enjoy ment to those thousands who pur- its nany have ir to hese other :s, so pubthey y be rting teleother >eing ition, and regu- n has ating other . will es in juick r se wing simes at make -but novie -arily as al1 is a njoypur- chased sets before their manufac ture was halted. The nucleus of a television net work has been started. Programs originating in New York are now being broadcast to that city, to Philadelphia, Albany, Troy and Schenectady. Television broadcast ing facilities also exist in Chicago and Los Angeles, and a television station will begin operating from Cincinnati as soon after the war as equipment is available. Applications for more than 80 new television sta tions have been filed with the Fed eral Communications Commission. Inasmuch as television signals are limited to a radius of about jo miles, a great many new stations are in dicated after the war, if television is to blanket a large part of the countrv. Nor are commercial stations the only ones determined to enter tele vision channels. At least four prom inent retailers have filed applications for construction permits with the FCC. They intend not only to tele cast fashion shows and similar pro grams, but to have receiving sets . installed, say, in lounges and lunch counters for the entertainment of their customers. Similarly, in several large cities, the local Boards of Edu cation have applied for television stations, to be used for supplemen tary teaching purposes. Industry, too, can be expected to be a large user of television -- to get across its public and employee relations mes sages. To this end, more than a score of advertising agencies now have television executives on their staffs, and a number of corporations have prepared movie shorts for television use. Todav, with nine stations in five cities in operation, television covers an area inhabited bv roughly : 7 mil lion people living in 7 million homes. Onlv a minute fraction of 25 these, however, owns television re ceivers. Five years after the war, with 100 television stations in serv ice, the potential audience would grow to 67 million people, it has been estimated. But before the industry can reach that goal, a number of fundamental, problems must be solved. Receivers by the million will have to be bought by the public. Continuous entertainment, to justify that public faith, must be provided. And at the same time, the cost of producing television programs must come down. This is the three-cornered riddle of television, in the opinion of informed observers. Potential Home Market Still, the industry is attacking those problems energetically, and has high hopes for the future. Take the cost of television receivers, for example. If a television home receiver can be produced and sold for $200, ac cording to a survey, more than 60% of the people in the country would be willing to buy one at that price. Two of the largest manufacturers believe sets can be made to sell at that figure -- and less -- barring un foreseen changes in manufacturing costs. In its lowest price range, a tele vision set wouldn't be a lavish affair incorporating such extra features as FM and a phonograph combination -- but it would reproduce telecasts better than ever before. More than that, broadcasters feel that it is the entertainment and educational value of telecasts that will sell receivers. And sets will probably be of two types, as they are now: one, a direct image unit, which shows the telecast pictures in the set; the other, a pro jection unit which flashes the image on a separate screen. As to programs, it is quite likely that the typical station after the war will telecast some combination of motion pictures, live talent shows, and on-the-spot news events. Mo tion pictures will certainly be a ba sic ingredient of television fare. Full-length films already are a standard part of television pro grams. One of the chief assets of motion pictures is their ability to attract and hold audience attention. There isn't a chance of an actor fluffing a line and thereby ruining a carefully built dramatic effect. Since Hollywood's business is mak ing talking pictures, film men feel that television is a natural market for them. Although the means em ployed in television are different from the movies, the end is the same: a talking picture. Films have a number of advan tages over live talent shows. Not the least is the fact that many prints can be made of a picture and distributed to television stations throughout the country. Foreign languages can be dubbed into film for broadcasts in foreign countries, so that the adver tiser sponsoring a program can have the greatest coverage possible. It is true that television can -- and will -- use a great many more mov ing pictures than up to now. But the big question to be settled is whether, and how, it will enter into competition with the movies. Lav ish Hollywood spectacles are shown in movie houses for paid admissions. For television to offer the same en tertainment -- gratis -- is out of the question in its present state of de velopment. Perhaps television, at least in the first years after the war, will more or less supplement the film fare shown in theaters, offering a "different" kind of picture. Yet, however these assorted prob lems are resolved, television is cer tain to come into its own after the war. It will usher in a new period of entertainment for the Americ; family -- as breathtaking as the orii inal introduction of radio. And will offer tremendous possibility to the advertiser. Showroom in Every Home What will the advertiser get i return for his dollars? By 1955, tek vision will provide an estimated 3 million showrooms in the home compared with the 1,770,000 reta showrooms used to display the na tion's merchandise before the war "In television," says Thomas F Joyce, of RCA, "the products car be displayed exactly as a sales man ager wants them displayed. The) can be demonstrated exactly as hr wants them demonstrated. Every impression that the sales manager wants to make on the mind of a prospective buyer can be delivered by television -- except one. It can not put an order blank into the customer's hand. But -- with the ad dition of facsimile to television -- electronics may some day overcome this handicap." OUR PICTURES Cover, Acme Newspictures. Inc.; Pages 3-7, illustrations courtesy War Department; Pages 10 and 13, Offi cial U. S. Navy photographs; Pages 11 and n (bottom), courtesy Ship builders Council 0/ America; Page la (top), AP Wirephoto from Press Association; Pages 14 and 15, illus trations courtesy New York Public Library; Pages 16, 18 (bottom) and 19 (except top). Acme Newspic tures, Inc.; Page 18 (top), AP W irephoto from U. S. Army Signal Corps, (center) Wide World; Page 19 (top). Official U. S. Army pho tograph through British Combine; Page 20, Official USAAF photo- fraph through British Combine, age 21, British Combine; Page 22, courtesy Air Tech Magazine; Page 23 (top and center), courtesy RCA; Page 23 (bottom) and 25 (top and bottom), courtesy CBS; Page 25 (center), courtesy General Electric Co. 26 American is the origo. And it ossibilities Home -er get in 1955, teleimated 30 s home -- 000 retail v the nathe war. homas F. Jucts can ales manid. They tly as he i. Evenmanager iind of a delivered . It caninto the h the ad;vision -- vercome s, Inc.; v War OffiPages Ship. Page 1 Press . UlusPublic 1) and vspicWireSignal Page phonbine; ihotonbine; ge 22, Page RCA; p and re 25 ectric By ship, by fraln, by truck and by pipeline millions of gallons of Amer ica's finest gasoline are going to our fighting mer. This fighting gasoline is superior to anything ever sold to car owners. From both quantity and quality standpoints, it represents the best of the American petroleum industry's production, plus the lion's share of the Ethyl fluid being manufactured. The best gasoline is still fighting--will continue to fight untU the Army and Navy say it's safe to cut back on military production. Then you will get all the Ethyl you want and better Ethyl than ever before. ETC 32062 A single B-29 carries more gasoline than the average i motorist would use in ten normal years. What's more, every I drop of this gasoline is of super-quality and improved with Ethyl fluid ... so it isn't difficult to see why home-front supplies of gasoline are short on both quantity and quality. I In fact, there's only one thing that we know of that will greatly improve your chances of getting the gasoline you want. That's complete, final Victory. Only then can you expect unlimited quantities of high-quality, post-war gaso line. Only then can we promise you the Ethyl of the future, the Ethyl gasoline that will bring out the best performance of your car. NEW YORK 17. N.Y Ethyl u a TRADE MAHK name ETC 32063 I IN THE To the list of Ethyl men and women who have given their services to the Government in the prosecution of the war is added the name of Dr. George Calingaert, director of chem ical research. Dr. Calingaert is now in Europe at the request of the U. S. Army Air Corps serving as an operations analyst for the United States Strategic Bombing Survey. He is a mem ber of the rubber and chemical industries section headed by E. W. Pittman, of Inter-Chem ical Corporation. Members of the Survey staff, who will be headquartered in London, will fan out to industrial centers in enemy territory to study at first hand how bombing raids over war plants can be made more effective in crippling the enemy's war effort. What the members of the staff learn and recommend will be put into use to speed up the end of the war in Europe and to increase the effectiveness of air raids over Japanese in dustrial war plants in the Pacific theatre. Dr. Calingaert possesses talents and abilities which should make him of singular value to the staff of experts and the Air Corps. He speaks French, Flemish, Dutch, Ger man and Italian and he has traveled extensively over much of the territory which has felt the fury of Allied bombings. His overseas as signment will last from three to six months. APRIL 1945 EXPANSION AT BATON ROUGE 3 New plant at Baton Rouge will use a new process for production of ethyl chloride, one of the most Important chemicals used in the manufacture of Ethyl Bald. The now process avoids use of groin alcohol or ethylene, both of which are presently in the shortage category. ... NEW ROADS DOWN UNDER 6 A network of.strategic highways built for war use holds groat promise for Australia. A big increase in postwar automotive trans portation there moy open half the continent previously held back from development. THE EDITOR IS A LADY 11 Talk about women taking over in the manpower shortage! Here's the story of a 21 -year-old girl who edits end manages a weekly newspaper in North Baton Rouge, Louisiana -- on her own! "OLE MISS" DOES A JOB 12 The war has brought the-Mississippi river into the spotlight again as a vital transportation artery. And oil is the Number One cargo. PIPE THE ADMIRALI 14 Deeply rooted shipboard courtesies in the Navy go back for gen erations. But with a war an, fhere've been some changes made . . . and the result is often amusing. * ; ' PORTRAIT OF A TINXERER 17 Many oil men know Lelend V. Stanford as vice president of Sinclair Refining Co. What many people don't know is that he was one of the first to test Ethyl gasoline on the road. Here's how it happened. LEAVE IT TO THE MERCHANT MARINES 19 Technically they're non-combatants -- civilians in uniform -- but the If. S. merchant fleet has suffered a higher casualty rate than any service. Here's the story of how officers of that fleet are trained for action at the Annapolis of the Merchant Marine. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline Cart* W. W*bb, pmidwit; P*fty L GtMMn, vie* prmidant and trHwnf; ialian C. G*nial*i, MciWory ETC 32065 EXPANSION AT BATON ROUGE A third new process for making ethyl chloride is announced. A new manufacturing unit, using that process, is scheduled to go "on stream" in June ankind has found a lot of uses M for a dear colorless liquid known as ethyl chloride. If you have an abscess on your gum, your dentist may spray some ethyl chloride on the gum before he lances the infected area. Upon con tact with the air, it turns into a gas which freezes the gum tissues and deadens the nerve terminals. Your family doctor may elect to use ethyl chloride as a general anesthesia for a short operation. The advantage it seems to have over more powerful anesthetics is that it produces no after-effects. Another use for ethyl chloride is Bthyl chloride is ossontial to Cthyl fluid -- and here is on* of the plants that produce it in the manufacture of ethyl cellu lose, the basis for certain plastics. It is used also as a catalyst in syn thetic rubber manufacture, as a constituent of cognac essence and, sometimes, as a refrigerant. More important than all these uses, however, is the place of ethyl chloride in the chemical chart for the manufacture of Ethyl fluid. An alloy of lead and sodium is combined with ethyl chloride to make tetra ethyl lead, the ingredient which comprises about two-thirds of Ethyl fluid, and which does the work of taking out the "knock" in gasoline. Because of the enormous require ments of ethyl chloride in the manu facture of tetraethyl lead, Ethyl Corporation is the world's largest producer and consumer of this One of tho Ethyl plants which male othyl chloride by tho othylono process chemical compound. Three ethyl chloride manufacturing units at our integrated Ethyl fluid plant in Baton Rouge, La., and two units at the Deepwater, N. J., plant produce from 80 to 90 per cent of the world's supply. In the face of a serious shortage Clinton W. Bond, rosidont managor for Ethyl Corp. at its Baton Rouge oporations of alcohol and ethylene -- two com pounds now used in producing ethyl chloride by means of two present processes -- Ethyl Corporation's Manufacturing Department has de signed a third and entirely new proc ess to increase the production of ethyl chloride and thereby make possible the manufacture of more tetraethyl lead for Ethyl fluid. A new $750,000 unit to make ethyl chloride by the new process is now being built at our Baton Rouge plant and will go "on stream," it is expected, in June of this year. The new process yields ethyl chloride by reacting chlorine with waste products from one of the present ethyl chloride units at the Baton Rouge plant. Chlorine, a i John H. Sch aofor, vico prosidont of Ethyl Corp. in chargo of manufacturing -- greenish-yellow poisonous gas with suffocating odor, is produced by breaking salt electrically into its two parts -- sodium -and chlorine. The sodium produced by this elec trolysis is used in the manufacture of tetraethyl lead after it is com bined with metallic lead to form a lead-sodium alloy. When the new unit is in operation there will be three distinctively dif ferent processes employed at Baton Rouge to make ethyl chloride. The two processes now used are based on (1) the hydrochlorination of alcohol, known as the Frei proc ess, and (2) the hydrochlorination of ethylene, known as the ELA process. (ELA stood for Ethyl Louisiana on the original blueprints and the abbreviation has stuck to the process as a name.) In the Frei process, ethyl alcohol vapor and hydrochloric acid com bine in the presence of a catalyst to form ethyl chloride and water. In the ELA process, ethylene gas is mixed with hydrogen chloride gas in the presence of a catalyst. The two gases are first passed through a reactor where the hvdrochlorination takes place. Later they pass through ETC 3?0G 7 J. 9 with i by ) its rine. electure :omnn a tion difJton ire tion roction LA thy] ints ; to '" .hoi imt to gas gas The rh a tion ugh a "flash drum" which distills off the lighter ethyl chloride fractions, leav ing the heavier polymer fractions. The ethyl chloride is then purified by fractionation. The first of two units using the ethylene process was built in 1939 and represented the first commercial development of this method of manufacturing ethyl chloride. The manufacture of ethyl chlo ride bv Ethvl Corporation has cre ated continuously difficult produc tion problems as the wartime de mands for Ethvl fluid have increased concurrently with rising demands for raw materials used in making ethyl chloride. Take chlorine for instance. Prior to the war, all the chlorine obtained from the electrolysis of salt was con verted to hydrogen chloride for use in the manufacture of ethyl chlo ride, and this supply was supple mented by additional chlorine pur chases from outside sources. But the war brought on a twin dilemma. On the one hand, supplies of chlorine were growing increas ingly scarce, due to the intense pres sure of w artime demands. On the other hand, Ethvl was in need of increased supplies of chlorine for its own purposes. The problem was solved by several steps. First, in 1941, sodium was over produced -- and the surplus amount placed in storage -- in order to obtain more chlorine. This made it possible for Ethyl to produce the chlorine it needed for its own operations without further open market pur chases. This was of only temporary bene fit. however. As nationwide supplies of chlorine became critically short, Ethvl Corporation embarked upon an expansion program, both at Baton Rouge and Deepwater, to substitute hydrochloric acid for chlorine in its process. While chlorine was scarce. hydrochloric acid could be freely produced from sulphuric acid and common salt. A hydrochloric acid plant was completed at Baton Rouge in September 1943 with the result that the Ethyl Corporation thereby solved its own supply needs. But then other raw materials, be sides chlorine, became scarce as war time uses increased. One of the earli est shortages occurred in ethyl alco hol, which is used in the production of butadiene for synthetic rubber, and used extensively in the manufac ture of detonating powders. This immediate shortage was overcome by the construction of a second ethylene plant. Later in the war, ethylene jumped on to the list of shortages, a scarcity that developed to a large extent be cause Ethyl was using more of it than ever before in its ELA units. Having scraped the "bottom of the barrel" of raw materials, Ethyl Corporation's Manufacturing De partment began its search for new methods of producing ethyl chloride without using either alcohol or ethy lene. Its efforts resulted in the con struction of a small-scale pilot proc ess plant to make use of waste prod ucts. Process design for the full-scale plant now under construction was completed by the Manufacturing Department of Ethyl Corporation, and the engineering design was as signed to the Stone and Webster Engineering Corporation. When the new ethyl chloride unit is in operation, Ethvl Corporation expects'to meet fully all the in creased demands for ethyl chloride in the manufacture of tetraethyl lead without any additional drain upon available supplies of alcohol or ethylene. These font ore port at the cooling wator system of the ethyl chloride operations at Baton Rouge ETC 32068 I II NEW ROADS By John S. G. ShofwaM Aistralja is like America in so 1 manv wavs, even on a map. Take a map of either countrv and turn it upside down -- you'll find it a reasonablv good facsimile of the other. About the same size as the United States, although a little more square, Australia is 2,400 miles wide east and west and 2,000 miles long north and south. But the lack of one thing has kept Australia from being a second United States. It has no Mississippi river. And instead of fertile farming countrv, fed bv a central river sys tem, there are vast reaches of drv land called the '`outback." This, the bush countrv, is inhabited chiefly bv nomadic bands of native abo rigines (called "abos") and the kangaroo, cassow ary and rabbit. It is this "emptv heart of Aus tralia" -- the Great Plateau, cover- DOWN UNDER A network of strategic highways, built during the war, holds great postwar promise for Australia mg practically half the continent -- that has confined the great bulk of the population to the arable coastal fringes in the east and south. Due to this vast expanse of arid land, on the one hand, and the lack of inter nal transportation arteries, on the other, more than half of the country has been held back from develop ment. Far Corners Joined But now, all that is being changed. A network of strategic highways has been built -- for military pur poses -- which holds much promise for the land down under after the war. Tying all parts of the countrv together -- north and south and east and west -- these roads presage a great and more uniform growth of Australia's economy. These roads compare with the Alcan and Pan American highways of North America. But thev are possibly of even greater importance because thev open up more than a million-and-a-half square miles of almost virgin territory. Bv providing new interior transportation lanes, long the bottleneck to Australian progress, they will permit the devel opment of the country's untapped reserves of strategic metals, will open up vast stretches of potential farming countrv for cultivation, and ETC 32069 ast a of he i vs ire ice ia of ng es, an eled ill ial nd will furnish swift routes to market for the great cattle and sheep stations (ranches) of the country. The roads consist, first, of the . Stuart Highway, which joins Dar win in the far north with Alice Springs, a thousand miles south. The four-lane asphalt highway was built in the record time of 90 davs. dating from the time of the first aerial survey until the first cara van of trucks rolled through. At Alice Springs, a railroad connects the highway to Adelaide and the industrial south. But the NorthSouth Road, as it is also called, is being extended as a through road to Port Augusta, thus bringing the sparsely settled north within a few da\ s' motor travel of the densely populated southeast. About halfway between Darwin and Alice Springs is the second road, which juts oft eastward to the min ing center of Mr. Isa. There it con nects by rail to Townsville, and thence down the coast to Brisbane, the capital of Queensland and Aus tralia's third largest city. This is a three-lane asphalt highway which traverses the rich black soils of the Barklv Tableland, one of the richest pastoral districts in Australia, but one whose development has been retarded by lack of transportation. \ ow, the great cattle stations of the region will have a new quick route to market for their livestock. The third road joins the Stuart Highway just north of the second. But instead of running east, this road travels westward to Wvndham and Broome on the northwest shores of the country. This road, while not as yet improved to the state of a highway, nevertheless furnishes much better transportation than existed from the fertile grazing lands of the Orde and the large cattle stations such as Victoria Downs. ThcTinal road through the north country, which connects with the aforementioned one, runs from Mar ble Bar in northwest Australia down across the desert to Meekatharra (where it connects by rail to the western and southern coasts). Al though it crosses some of the most desolate of the bush country, it has already opened up extremely impor tant mineral regions that have furn ished basic chemicals for the war in the Pacific. In other sections of Australia, two additional important highways have been built. One is a strategic road running north from Brisbane to Cairns along the eastern coast. Routed along a mountain range, this "Inland De fence Road" was built primarily for military purposes. But as a result of it, the vast tropical hardwood forests of Queensland and the rich but inac cessible central vallevs have nowbeen opened up alike for industrial development and tourist travel. Finally there is the so-called EastWest Road across the southern part of Australia, which connects Port Augusta with Norseman in western Building Australia's naw roads was a formidablo.task, but thoy open up 1,500,000 sq. mi. of virgin land A convey passing through tho North-South Hoad. Note tho contrast botwoon tho road and adjacent countryside during most of the year restricts the carrying capacity of the land. The short intense rains of the wet u season transform the lowlands into veritable quagmires, the drv river beds into raging torrents, and cover the whole country with a verdant carpet. The livestock on the huge 7 V *T, :v ,v, northern stations quickly fatten on the rich forage and become ready for market. But unfortunately, their -.V-rtV .3^*31 market is thousands of miles away over trails that become drv and dusty before the end is reached, and the once fine cattle arrive thin and An oil flotation tanfc at a gold mino. Tfco discovery of gold in 1651 attracted immigrants by file thousands stringy'. They then require refatten ing but never regain their originaL-. quality'. Australia (and in turn with Penh on the west coast). Cutting across the Nullarbor ("No-Tree") Plain, the road improves existing rail transponation facilities between the rich wheat lands of western Australia and person to every eight square miles of land -- there is very little rainfall (less than ten inches a year) over a good deal of it. Manv rivers and lakes shown on maps actually exist only intermittently during the year Yet at the same time there are nine areas throughout Australia which hold huge stores of subter ranean water. Created by surface rivers, these underground water sup- * the eastern states. -- for a short time during the rainy These new highways are of great seasons. The rest of the time they importance to Australia. But to are dry, dusty beds. catch their full significance, take a The never-never land, however, plies are tapped bv boring -- in look at the country's topography. is not entirely a desert, but rather a much the same wav as a well is Besides being shaped like the vast undulating plain broken with drilled for oil. The largest of these United States, Australia has a moun low hills and almost completely cov immense artesian areas underlies tain range along its eastern coast not ered with vegetation. Its spinifex and 600,000 square miles of land, mainly unlike our own Alleghanies. East Mitchell grass, mulga shrubs and in Queensland and central Australia. and south o this Great Dividing salt bush make excellent cattle fod Boring of these reserves has turned range has the great bulk of the peo der, though the lack of surface water once arid soil into rich pastoral land. ple perforce been clustered, because onlv in these coastal areas have there been sufficient water supplies the Loading bales of wool for shipment to mark*!. Australia is the world's largest wool producer year round. During the last year, however, Australia has suffered from a great drought in the normally well-watered states of Victoria and New South Wales. West of the Great Dividing range is the Great Plateau -- a vast expanse of arid land (with an average altitude of 1,000 feet) extending over half the entire continent. Throughout this entire region -- where there is less than one living 8 etc 32071 ie Australia's vast dry outback is the reason why most of its people have .'t been confined to the coastal plains, o particularly in the east. Of a total r population of 7,000,000 people, r more than 4.500,000 live in cites and it towns. Two cities, Svdney and Mel e bourne, hold a third of the entire n population. v Similarly with transportation. r Australia has few inland waterways of any consequence and the rail j roads do not cross the barren center J of the continent. In fact, most of the j railways lie outside the dividing forestry is an important industry in Australia. The eucalyptus (guml tree is the most abundant Australia's sheep stations ere vast and sprawling mountain ranges. A further compli cating factor is that five different gauges of track are used. This is because each Australian state, in building its railroad system in the last century, built it independent of any other state's; that's why a rail road trip from Cairns to Perth requires five different changes of trains. The war has focused atten tion on this, and gauges of main strategic railroads and industrial links are to be unified as soon as manpower and materials are avail able. For the foregoing reasons, fully half of all Australia depends upon highways for transportation. And even in highways, Australia has been deficient. Take the densely populated eastern seaboard. Its four eastern states -- Queensland, New South Wales, Victoria and South Australia -- had only some half million miles of roads when the war began. Less than one-fifth were first class high ways; the rest were county and development roads. Western Aus tralia, encompassing a huge area, had fewer highways and was more dependent upon unimproved and semi-improved roads. The northern territories--which include the whole center of the continent -- had only 300 miles of semi-improved roads. Mileages were impressive when con sidered in relation to population, but inadequate for the vast distances to be covered. Thus it becomes obvious what the new network of highways opened up by military necessity holds for Australia's postwar future. Among other things, they will spur the in dustrialization of the land down . under. Wheat and wool long ago made Australia famous throughout the &cUt&i U a Jiadtf here isn't anyone with printer's Tink in his veins who doesn't at one time nourish a secret ambition to publish a small-town community newspaper. He could be a leg man, a police reporter, a feature writer, even an editor in his present job. But one day he's going to chuck the grind and grime of big city life to chronicle the doings of some small town or hamlet. Yet publishing a small-town news Talk about women stepping into men's shoes! Here's a 21-year-old girl who edits a weekly newspaper -- on her own paper, for all its appeal, requires a In all that time, she's had complete (they are two of six brothers in serv prodigious amount of hard work. In charge of the paper -- and hasn't ice), Aliss Brueck has had complete the case of a "one-man paper," that missed an issue. charge of the paper. As its editor man must be editor, reporter and These days, it's common enough and general factotum, she covers columnist all in one; must do his own for a girl to take over a man's job. local events, writes general news leg-work in chasing down stories; But in Aliss Brueck's case, she's stories and feature articles, serves as must read copy, write headlines, replaced two men -- twin brothers advertising manager, and generally correct gallev proofs and make up Rolfe and Ralph AlcCollister, who is responsible for gening out the the page forms, and finally put the were respectively editor and busi paper week after week. And the newspaper to bed. And if that isn't ness manager of the Journal before paper has continued to thrive under enough, he must frequently be his they entered the Army back in 1943. her direction -- so much so that she own adyertising and business man Miss Brueck's association with the has had to hire two girl assistants to ager as well, soliciting advertise AlcCollister brothers in their pub help with the daily routine. Today, ments and subscriptions, paving bills lishing ventures dates back to the the Journal is an eight-page news and adjusting complaints, and doing time when all three were still in their paper of news and general features, the thousand and one odd jobs that teens. written for the families of North go into newspaper making. At that time, the neophyte pub Baton Rouge, and with special em Such seasoned versatility normallv lishers printed on their own hand- phasis on the local news of interest comes only after long years of news press a little advertising leaflet called to any community. V paper experience. But down in "The Buyer's Guide"--and Virginia Besides her manifold newspaper North Baton Rouge, La., where an was hired to sell advertising space jobs. Miss Brueck takes a keen in Ethyl Corporation manufacturing in the paper. Later, when this was terest in community affairs, is secre plant and other oil company refining expanded into a four-page news tary of the Baton Rouge Advertising facilities are located, a 21-year-old paper, she turned to reporting for Club and State President of the girl is holding down all the major the paper. And then, when that Young Women's Auxiliary of the jobs on the town's weekly news paper evolved into the present Baptist Church of Louisiana. But paper, the North Baton Rouge North Baton Rouge Journal, she newspaper editing appears to be her Journal. added the job of society reporter to main interest. And now that she has That girl is attractive Virginia L. her editorial duties. jumped feet first into the field, she Brueck, who for two years now has Since 1943, however, when the intends to make it her postwar been editing the Jocal newspaper. AlcCollister twins entered the Army career. ETC 32073 world. But contrary to popular impression, it is not alone the w orld's Number i sheep raiser and third greatest producer of wheat. It has also important manufacturing indus tries that take in 27,000 separate fac tories producing some $2.5 billion worth of goods a year in normal times. Even in pre-war days, there were more Australians earning their living in industry than working as cow cockies (dairy fanners) or squatters (sheep farmers). Australia's industrialization began with gold. Back in 1851, 62 years after the first white man arrived in the home of the kangaroo, gold was discovered in the Bathurst district of New South Wales. What the Cali fornia gold rush did for the west coast of America, the Bathurst strike did for Australia. In a few years, the population doubled and redoubled. Adventurous immigrants from all over the world flocked into the country, hungry for gold. The Bathurst strike was only the beginning. Even greater discoveries were made shortly thereafter. One was in Ballarat, once the richest gold field in the world; another was at the famous "Golden Mile'' in Kalgoorlie. western Australia, where miners picked chunks of gold the The Australian koala boars ore loved the world over size of their fist off the ground. The Kalgoorlie mines are still the big gest Australian producers; the Gol den Mile alone has yielded $600 million in gold. Following the discovery of gold, subsequent exploration led to the discovery of other valuable minerals, and by the time World War I came along, the mining of silver, lead, coal and copper was well established. That war gave Australian indus try its first big push, and W'orld W'ar II has carried it immensely further. Now, for the first time, the country is turning out completed tanks and aircraft of all types, even some en gines. This is a great achievement for a country which in pre-war days had only assembly and body building plants. To help build her military highways, presses and ma chine tools for making construction machinery were lend-leased from the United States. Now, Australia is making trucks, tractors, bull dozers, carryalls and other earthmoving equipment. There is even considerable talk that Australia, after the war, may produce its own automobile. Australia's new roads will greatly aid its manufacturing industries after the war -- and lead to the crea tion of new ones. Further, it will promote the development of hither to inaccessible deposits of strategic metals and chemicals. Already, the great "salt pans" of the northwest form the basis of a well established, heavy chemicals industry. Deposits of tungsten, vanadium, manganese and tin have been opened up and worked. New deposits of copper, iron and zinc have been surveyed, and power sites investigated. All this will tend to make Australia more self-sufficient in industrial raw mate rials. Of the principal ones, she lacks only domestic supplies of oil and nickel. Moreover, the new roads give the Australian cattle stations up north a new ready access to market for their herds. Instead of winding their way, mile by mile, to the distant stock- yards, the cattle can be driven sw'iftly to market in their prime, or slaughtered locally and their dressed carcasses shipped in refrigerated trucks. -- And perhaps of greatest impor tance, the new roads may promote the extensive irrigation of arid but otherwise fertile land in the north west. Already, several truck farms have been started experimentally -- one at Darwin and another at YVhv- chiff in the "dead heart", of Aus tralia. They have shown amazing results, and indicate the possibilities for upwards of a million square miles of undeveloped land in the tropical(northern) belt of Australia. Thus, out of the war, Australia has forged a vastly important net work of highways -- one to which her postwar progress is tied. Tho curious baobab (bottlol troo is found in Australia r V> fsf*T. ETC 32074 Wtite DOES A JOB The Mississippi comes into its own again as a vital transportation artery -- and oil is its big wartime cargo ith the passing of the Spring Wthaws and accompanying floods, the upper reaches of the Mississippi again become navigable, the oil and general cargo trade moves northward from the south ern streams ... and 'Ole Miss' enters upon its fourth wartime year of service to the nation. The war has lifted the Mississippi into a state of perhaps even greater importance than existed in the hey day of the stern wheeler. And, inter estingly enough, oil is the principal wartime cargo being carried up and down the river. Most important port along the entire Mississippi river, of course, is New Orleans -- the heart of the world's most extensive inland water ways system. At New Orleans, the Mississippi is connected with the east by the Intra-Coastal Canal. Some 80 miles north of New Orleans is Baton Rouge, another important oil port, the home of Ethyl's Louisiana manufacturing operations, and the site of other oil and chemical company installations. Refined petroleum products from this area are shipped to the east, principally by the pipe line of the Plantation Pipe Line Co. Scenes along the Mississippi, busy at its wartime jab of transporting oil Above at a lighterage deck is the Sprague, the world's largest towboat, which is owned by the Standard Oil Co. of N. J. Below, metering valves of the Plantation Pipe Line system at Baton Rouge ETC 32076 (Pipe the CtdmhaC 1 When war and traditions meet head on, there's generally a little give and take. But more often than not, war does the giving and the traditions just take it. It's like that old saw about the man who learned the secret of getting along with his wife. "We compromise," he said. "We always do things her way." The Navy has a similar realism in wartime, despite the fact that it is deeply rooted in traditions and cere monies that go back through the years. Somehow, shipboard has al ways lent itself to more colorful forms of ceremony than has dry land, and as a result many naval customs have a quaint and gaudy picturesqueness about them. But both afloat and ashore, Navy customs and etiquette have changed during the war. The principles re main, and many of the customs will undoubtedly be revived after the war. Meanwhile, there's been a little adjustment. The greatest modifier, of course, is battle. Other influences are also having their effect. Modern inven by John A. Thomas* lieutenant, USNK The Navy's courtesies and traditions haven't walked the plank -- but there have been some changes made! tions have changed custom just as they have changed war. Many of the wartime conditions and restric tions that affect civilian life have also changed Navy customs ashore. And there are 84,000 women in the Navy today -- a new development which is a welcome one, but was not exactly foreseen in the military courtesy books. Wardroom Etiquette You can get a fine view aboard any Navy battleship or aircraft car rier of what happens when custom runs up against battle conditions. One of the most tradition-bound sectors of a ship is its wardroom -- the commissioned officers' mess and lounge room. Its customs and eti quette are handed down from one generation to the next. They are drilled into each midshipman long before he leaves Naval Academy for his first ship. Even the seating ar rangements of the mess are strictly prescribed by Navy Regulations. One of the long-established ward room rules is: "Don't sit dow n to meals before the presiding officer does." If you were to follow that literally today, you'd be a mighty hungry man. Mealtime in war zones will often find your presiding offi cer, as well as yourself and your comrades, topside at battle stations. Once General Quarters is sounded and men prepare for possible en counter with an enemy, regular mealtimes go out the window. Or take a similar wardroom rule: "Never be late for meals." The same conditions polish that one off, too. Many a Navy officer can testify that, far from attending wardroom meals on time, he has subsisted on sandwiches and coffee served top side whenever he could snatch a hasty bite. Another tradition of the ward room is "Don't talk shop continu ously." That was a good sound rule -- in peacetime. It took men's minds off their work, provided relaxation. *The opinions or assertions contained herein are the private ones of the writer and are not to be construed as official or reflecting the view's of the Navy Department or the naval service at large. vard> n to fficer that :ghty /.ones offivour ions, nded en,,rular rule: The off. stify oom J on top_h a ardinurule inds cion, directed their talk toward subjects of wider interest. Today their re action would be, "What else is there to talk about:" or "What's more im portant right now than that?" Men who've spent months or vears in the Pacific see no point in asking each other, "What new plays have you seen lately?" But they do want to know how the other guv made out on his mission, what sort of opposition the Nips put up, who did what to whom and who got the worst of it (preferably with ges tures). Talking shop is their chance to exchange those odd bits of infor mation and latest "dope" that widen a flyer's experience and make him more combat-wise. Even the traditional seating ar rangements of the mess have gone by the board. Navy regulations pre scribe that the officers be assigned permanent seats at table, in order of rank, to right or left of the pre siding officer (second ranking offi cer to the right, third to the left, etc.). The mess treasurer always took the seat opposite that of the presiding officer. Not only have irregular meal times and frequent General Quar ters broken this up, but many ships now scatter their higher ranking officers among several tables, instead of concentrating them where a single chance hit of torpedo, shell or bomb might wipe out all at once. On ships where eating is done in shifts, it is sometimes the custom to "cross section" rank among the various shifts, for the same reason. They Carry Their Own Navy customs ashore have under gone similar changes during the last few years. It used to be strictly verboten for an officer to be seen carrying bundles. That was in the days before it became patriotic, not to say downright necessary, to "carry your own." Any Navy offi cer these days who wants to get stuffy about carrying his laundry home had better develop some way of teaching it to walk home by itself. Otherwise he is likely to wind up with his dignity intact but his linen missing. Both military men and civilians (which, incidentally, is what 90^ of us were before we put on uni forms) have long observed the cus tom of taking off the hat, or skim mer, in elevators when ladies were present. City life, with its imper sonal hotel and skyscraper elevators, had already started to put the skids under this ancient courtesy. War time, with its jam-packed elevators, put the finishing touch on it for a while when it became obvious that raising your hand to take off your hat was (a) a difficult maneuver at best, (b) took up too much room, and (c) was likely to put some un offending passenger's eve out. Some elevators now have signs pleading with you not to take your hat off. Incidentally, if you see a Navy man talking to a lady in the street with his cap on, that's not forget fulness -- it's official custom. Strictly speaking, officers and men do not uncover in the open except for di vine worship, funerals and other re ligious ceremonies. Nor do they tip their hats to ladies. They salute. The military' salute is regarded as the traditional mark and privilege of the military- man, and has been ever since the custom of tipping the hat or touching the bill of the cap went out as a form of salute. No avoidance of courtesy, the hand salute is the highest honor that servicemen can pay their na tional colors or their commanderin-chief. There was a time when a Navyofficer could whip off a pretty snappv sword salute, but the war put an end to that, too. On the 15th of October, 1942, the Secretary of the Navy abolished the sword as a part of the uniform of Navy, Ma rine Corps or Coast Guard. Al though it was the traditional symbol of authority, and man's most-used weapon for thousands of years, the sword became one of the early casualties of this war and went the way of all flash. Other formal Navycustoms, such as the making of formal social calls and the leaving of visiting cards, are also more or less in abeyance during wartime, although they will probably become a part of peacetime etiquette again. 15 ETC 32078 One modern development which the old traditions didn't foresee was the radio. According to Navy Regu lations, all officers and men must come to attention ``whenever the national anthem is played." You can probably visualize the effect on crowded city streets if all uniformed personnel did that whenever a radio store happened to pick up a broad cast of the national anthem. The rule, fortunately, is now interpreted to include only actual playing on the spot (unless you are present at a public gathering where the playing of the anthem is broadcast as part of the ceremony). When w omen became pan of the Navy, some complications of cour tesy came in with them. The re lationship of seniors and juniors in the military world is the foundation of military courtesy, and hinges on strict observance of precedence. But courtesy to women was also a pretty old habit, and it would have been possible to run into some amusing "After you, Alphonse" situations if people had to stop at every doorway and figure who should go through first. Since running a Navy was a mili tary job and not a social one, the solution was military. Waves had been accepted into the Navy; they would follow7 the same rules as everyone else. Be it said to the credit of the Waves, that's the way they themselves want it, too. However, how about social occa sions, as opposed to military- Does a senior officer, for instance, take the inside position when walking with a Wave, and stalk through doors first, as military' rules would dictate? Or does he yield such cour tesies to the woman? Common sense solved that one nicely, too. The de cision: on social occasions, follow social custom. Dinner - and - the movies, it was agreed, is no place for rank. While modem conditions have thus changed some customs, there are other examples where the tradi tion lives on long after the apparent need for it has disappeared. Take the colorful custom of "tending the side," for instance -- that nautical courtesy by which visitors entitled to honors are piped over the side by a boatswain and a certain number of side boys, depending upon the rank or official status of the visitor. In the days of sail, it u'as custom ary to hold conferences on the flag ships, and sometimes the weather necessitated hoisting the visiting of ficer aboard in a boatswain's chair. The bosun used his pipe as a signal, first to blow "hoist away" and then, to stop, "avast heaving." Members of the crew did the hoisting, and from their aid in tend ing the side, the custom grew of having a certain number of men in attendance. The sails and the origi nal custom are gone, but the bosun's pipe and the side boys still survive, and it is still done as a cour tesy even though the situation that originally created it is long since gone. That fine line between a func tional act and a courteous one is sometimes not too easy to discern, which is perhaps how we once ac-_. quired one of our most famous Pa cific possessions. Not so very long ago, climaxing a year of offensives that had carried them 4,000 miles across the Pacific, our Central Pa cific forces swarmed ashore on Guam to retake from the Japs the first American territory they had conquered from us in this war. Our original 1898 "conquest" of Guam, however, was a good deal less costly and considerably more amusing, thanks to a slight confusion of naval etiquette. When the Spanish-American War broke out, an American expedition ary force was sent to the Philip pines. It stopped at Hawaii en route and then continued on to the Span ish-owned island of Guam. The Navy cruiser Charleston, which was convoying the expedition, anchored off Guam and fired a few shots. This brought an unexpected apol ogy from the Spanish commander (who did not know that war had been declared). He had heard the American "salute" but would they be so good as to forgive him? A shortage of ammunition prevented his returning it! P.S. We got the island. And who says military courtesy doesn't have its uses? n, he dof in ri fle ill at ce is n, x*2- es les V on he ad ur m, ly *al ar nPite mhe as ed oi ler .ad :he ey A ed Step up and meet teland V. Stanford, vice president of Sinclair Refining -- and one of the first road testers of Ethyl gasoline Portrait of a TINKERER eland V Stanford, vice-presi- Kansas, in the center of the first big Li dent of the Sinclair Refining oil-producing area in the country. Company, is a tinkerer. And being aAnd ever since his roustabout days tinkerer with few opportunities to in the producing end of the business work at it, he is a man with a sup he has had a yen to take things apart pressed ambition. and put them together again -- with When he gets time, he says, he is a few Stanfordized refinements. going to build his own automobile He is something of a pioneer, too. engine. And like many a full-time He believes he was the first intrepid automotive engineer, he is going to adventurer to cross the Rocky mount it in the rear of the chassis Mountains in an automobile, a revo and take advantage of all the avail lutionary event in 1910, that marked able power in the driving shaft. a milestone in automotive history. Mr. Stanford has been in the pe He did it in a Stoddard-Davton, and troleum business all his life. He cut to make the trip he was equipped his eve-teeth on a "go-devil" when with tackle, chains, towing rope, and he shot his first well in 1903, near canvas (for extraction from mud- his home town of Independence, holes and sand), and all the other An intrepid adventure in those day* was Mr. Stanford'* trip acres* the Rockies in 1910. He is at the right in lower photo accessories a well-prepared adven turer . would take along on such an arduous journey over mountain trails and through forbidding passes. And because he is a tinkerer, there is one experience in Mr. Stanford's life that is of special interest to the Ethyl Corporation. He was one of the first road testers of Ethyl gaso line. It happened this wav: At about the time the Sinclair Refining Com pany purchased the Union Petro- 17 ETC 32080 leum Company at Philadelphia, the late W E. Perdew of Union, a prom inent figure in the petroleum indus try, received a confidential letter from his friend, the late Thomas Midglev, Jr., asking him to trv out a sample of the tetraethyl lead which Midglev had developed as an addi tive to gasoline to increase power and eliminate knock. Mr. Perdew knew this was right down Mr. Stanford's allev. He se cured Mr. Stanford's ready consent to make the test, and arranged to have Mr. Midglev send a small bottle of Ethyl fluid to Mr. Stanford. Accompanying the precious bot tle of Ethyl fluid was a letter giving definite instructions as to how many drops were to be added to a gallon of straight gasoline, but leaving it to Mr. Stanford to work out just how the test would be made. Mr. Stanford owned a Nash tour ing car equipped with a Bovce motormeter. Being the tinkerer he is. he had an auxiliary one-gallon tank made and mounted on the car to contain the leaded gasoline. He selected a road in Fairmount Park running along the Schuylkill River in Philadelphia. At the end of a 200-vard stretch of level road there was an abrupt turn up a steep hill. To get as accurate a test as possible, he had the car thoroughly warmed up and then stopped the motor. The carburetor was connected with the gasoline tank containing regular (California grade) gasoline. He mea sured off a distance of 200 vards from the turn on the level stretch of road, stopped the car, put it in high gear, and anchored the hand throt tle at a fixed position, approximately half open. Starting the car in high gear, he went along the 200 vards of level road and made the turn up the hill, allowing the car to run until it stopped. The motor, Mr. Stanford reports, "knocked perceptibly." He marked off on the hill the exact spot where the car stopped on regular gasoline. He then went back to the starting point on the level road, drained the gasoline from the carburetor, con nected the auxiliary tank containing the Ethyl gasoline, and proceeded to make the road test in the identical way he had used regular gasoline. More Power With Ethyl To his astonishment, he reports, he went up the hill jo yards farther than with the regular gasoline and the knocking "was almost entirely eliminated." To make sure there was no fluke to the test, he did it over and over again setting his throttle at fixed positions. And every time results were the same. "The car, when using the gasoline with Ethyl fluid," he reports, "showed a much superior performance." His confidential report was sent on to Mr. Midglev bv Mr. Perdew, and later he was informed that his was one of the first road tests that had been made with Ethyl gasoline. On February 2, 1923, Ethyl gaso line went on sale for the first time at a small station in Davton, Ohio. Leland V. Stanford is a director of the Sinclair Oil Corporation and an assistant to Mr. H. F. Sinclair; and his brother, G. T. Stanford, who is chief counsel of the Sinclair Oil Cor poration was one of the original or ganizers of the company. Both were bovhood friends of Harry F. Sinclair, and Leland joined the company at Chicago. For many years he has been actively identified in the export field in charge of Sinclair sales through out the world. In addition, much of his time is also devoted to Sinclaircrude production in various foreign countries. As he turns a nostalgic eve toward colored maps of producing areas abroad, he probably cherishes the desire to don a pair of dirty overalls and do some tinkering around a drill ing rig. And do a bit of day-dream ing about his home-made automobile engine. Road totting of Ethyl gotolino hot dovolopod into an olaborato science tince the dayt when Loland Stanford firtt triad it out. Bolow, a road tott at Ethyl't San Bornardino, Cal. research laboratory 18 E-'V-, TSaSS ETC 32081 ie. o LEAVE IT TO THE at of an id M&icka*tt is T- r- re ir, MARINESat :n Id h- By North Cforey, Jr. r>f iir Side by side with the Navy, in every m theater of action, serve the officers *d of our cargo fleets, trained at the as Annapolis of the Merchant Marine ie Is Young Ed O'Hara, the engine- the after deck to the gun platform. officer -- just a student, a Cadet- 1- room Cadet-Midshipman, was The heavy gun tub was battered and Midshipman -- but he had studied i- only nineteen when it happened. torn. The gun was damaged. Her gunnerv as well as engineering for le That was three Septembers ago. A crew, the Navy boys, were dead or three months at the U. S. Merchant little American freighter was feeling dying. Marine Cadet Basic School, San its w av through the fog one morn But there was still some ammuni Mateo, California, before he began ing. when a pair of Axis surface tion in the readvbox. The Cadet- his tour of sea duty as a Cadet-Mid raiders cut through the mist and Midshipman swung open the hot shipman. For his prompt and gallant opened fire. One of them had heavy breech and slid a shell home. By action that September morning they guns; the other swept in close and hand he cranked the wounded gun gave him, posthumously, the highest spraved machine-gun fire over the around until she bore on one of the decoration of the Merchant Marine American's decks for a half-hour. raiders, and fired. It was a hit. He -- the Distinguished Sen-ice Medal. Gamelv the Navv gun crew, in their fired again, then again. He got five An even more impressive mem exposed gun tub aft, answered shot shots off, scoring direct hits near the orial has been created, however, in for shot with the raiders. waterline, before he crumpled and O'Hara Hall -- a handsome and Then a horrible slamming, ring dropped to the deck next to the spacious new gymnasium for the ing explosion staggered the little Navv bovs. 2,400 cadets at the U. S. Merchant freighter. Bitter vellow-white Soon afterwards his ship went Marine Academy in Kings Point, smoke drifted over her. A direct hit down. Her masts had been shot N.Y. Here, on a rolling lawn that had exploded the ammunition near away, her boilers exploded and en rises from the south shore of Long the after gun. The gun itself stopped gines destroyed; she was blazing Island Sound, the government has firing. Young Ed O'Hara looked aft. The gun did not resume firing. A sad little wisp of smoke curled up from the muzzle. Jamming his hat down, he dodged and twisted through the debris on from bow to stem. But those of the crew who got awav in a lifeboat under cover of O'Hara's fire sawone of the raiders go under before their ship did. Now Ed O'Hara was not a gun nery officer. He was not even an built a training institution for future officers in the growing American merchant marine. Nearly two dozen fine new buildings have been erected; there are some 40 in all. The grounds, about 60 acres, in clude the former estate of Walter 19 P. Chrysler, together with the prop erty of famous ex-neighbors of his such as Nicholas Schenck, movie mogul, and Tom Meighan, star of the silent films. Kings Point is the Merchant Marine equivalent of Annapolis, West Point or the Coast Guard Academv. Young men from 17 to 23 are given a 24-month course (of which half a year or more is spent on cargo vessels or tankers at sea), which trains them as Third Mates or Third Assistant Engineers. To qualify, they must pass the standard government examinations for these licenses. Upon graduation, each cadet is also given the rank of Ensign in the U. S. Maritime Service and commissioned as Ensign (inactive) in the U. S. Naval Reserve. Because the Cadet-Midshipmen are being trained as naval reserve officers at the same time they learn merchant seamanship, they are des ignated as "Cadet-Midshipmen" of the U. S. Merchant Marine Cadet Corps. This leads to all sorts of con fusion. People get them mixed up with the Marine Corps, the Navy, and whatnot. Just what is their status, then? Where do they fit into the over-all picture, especially in relation to the armed forces? In a few words, the American Merchant Marine is a vast, noncombatant fleet of cargo and pas senger ships, tankers, refrigerated food vessels, lumber schooners, tugs and so on, which in peacetime is owned bv manv private, independ ent shipping companies. In this war the government has taken over all vessels under the American flag, and operates them through the War Shipping Administration. Many ships, of course, were taken over directly by the Navy or Army to be used as fleet auxiliaries or trans ports. Now, qualified officers of these merchant marine vessels may join the U. S. Maritime Service, a unit of the training organization of the War Shipping Administration. Mem bership allows them, but does not compel them, to wear uniforms and insignia which are enough like those of the Coast Guard, Navy, or Army Transport Service to confuse nonseafaring folk. Even though they wear uniforms, merchant seamen are not, contrary to many people's ideas, in the armed forces. (Sailors of draft age are exempt from selec tive service as long as they follow the sea.) Technically, merchant mariners are civilians, but since their work involves close coopera tion with the armed forces in com bat areas (they form the bulk of every invasion, for instance) they are given special "service ribbons" of their own -- different in design from those worn by soldiers and sailors, but a testimony to the same combat experience. Highest Casualty Rate Here's something you probably didn't know. These "civilian" sailors have lost -- according to Yank, the Armv newspaper -- ten times as many men out of every hundred as any of the armed services! Today our expanded Navy and improved con voy techniques have beaten down the sub-and-plane menace, but there was an awful time, not so many months back, when each darkened ship that put out to sea was literally starting a run through an unholy gantlet. It was in those early days that Ed O'Hara, and over a hundred fellow Cadet-Midshipmen still in training, gave their young lives in the fight to get our food and our weapons across the oceans. In charge of the Academy that trains these Cadet-Midshipmen is a Commodore in the Navy who had distinguished himself as a merchant marine shipmaster before the war -- Giles C. Stedman, former master of such U. S. superliners as the America and Washington. Commodore Sted man, a Naval Reserve officer, wears the coveted Navy Cross for having rescued 22 of the crew from the sinking Exeter City in 1933. And back in 1925, as Chief Officer of the old President Harding, he person ally ran a lifeboat through a 75-mile gale to rescue 28 lives from the foundering Italian liner Igna&o Florio -- a feat which won him a silver medal from Italy. He knows the sea, and makes sure that a salty brand of seamanship is drilled into his student officers. These lads are drawn from every state in the Union. They ate first given a four-months' course in U. S. Merchant Marine Cadet Basic Schools at San Mateo, California, Pass Christian, Mississippi, or at Kings Point itself. They are then shipped out as Cadet-Midshipmen on merchant vessels, either tanker or dry cargo ships, for at least six months -- and if their boat happens to get stuck on a Pacific or Medi terranean "shuttle" assignment, they mav be out well over a year. Half of them are preparing to be deck officers, half of them engineer ing officers. About 1,300 cadets are sent out for training each year from the West Coast school, 900 from the Gulf school, and 750 from New York -- better than 3,100 in all. One out of every three or four cadets is assigned to a tanker for training. From 750 to 1000 future officers are, at this moment, learning their pro fession with our tanker fleet. This is a valuable part of their training, for it's the bedrock of experience on which all their book work is based. They work as one of the crew six hours each day, and 20 ETC 32083 they work hard -- scaling paint, chipping rust, outfitting the life boats; handling tools, tackle, ropes, mooring lines and monkey wrenches. Cadet-Midshipmen will help the mates supervise the stowage or cargo, help the engineers take apart and repair an ailing ice ma chine or dynamo. Deck Cadet-Mid shipmen learn to shoot the sun with a sextant or an Axis raider with a 3 "50 gun, and they are taught visual signaling, first aid, rules of the road, and customs requirements. Engineroom Cadet-Midshipmen learn about the innards and the eccentricities of boilers, diesels, pumps, turbines, reciprocating engines, condensers, main bearings and butterfly nuts. Cadet-Midshipmen aboard tankers learn the special skills of topping off, trimming ship, or telling how many hours Number 4 starboard tank has to go by spitting into it. By the time they come back to Kings Point they have learned to work, think and act like seamen; to bear responsibility. Textbook Study, Too Aside from the six hours' physical work they do each day, Cadet-Mid shipmen put in more than four addi tional hours on textbook study. This is a stiff assignment for youngsters on their own, but they always have before them the printed admonition of the Academy: "The urgency of the war effort will impress worthy Cadet-Midshipmen with the neces sity for more and harder work on their part. The unworthy ones will not be certified as graduates." And there's no fooling about that. One-third of each class is washed out before graduation day. After their period at sea, all the Cadet-Midshipmen return for a twelve-month course at the Academv itself to complete their aca demic studies. They study Naviga tion, Communications, Naval 21 Athletics round out the Cadet-Midshipmen's training at the Kings Point Academy, St them for their strenuous jobs ahead. Below, a class is initiated into the intricacies of a naviga tion chart. This and a host of related subjects are taught 1 Science, Seamanship, Cargo Han dling, Steam and Diesel Engineering, and a host of related subjects. They drill in formation, learn more about guns and small arms, go on over night lifeboat trips, work out in O'Hara gymnasium or on some of the Academy athletic teams. They go in for athletics with the same earnest purpose; just last January the wrestling team defeated Yale, 16-12, after Yale had won the nine previous matches in a row. What lies ahead for them as offi cers? They will be well paid, not overpaid. It is impossible to say "a third mate will average so much a year," for wages vary with different companies, types of ships, cargoes carried, overtime pay, and so on. An important part of each check is from various bonuses paid for under going special hazards -- carrying gasoline or explosive cargoes, under going attack by submarine or air plane, sailing in waters designated as "combat areas." Wages in themselves are good, but there is much to mention on the negative side of the picture too. What with vacations, transfers from one ship to another, time off to study and take examinations for advancement, or time ashore for ill ness, an officer or sailor will average only ten months of the year aboard ship -- and he gets no pay for the other two. He is subject to all the withholding taxes and other income taxes of any civilian, without the special exemptions of the uniformed Navy sailors that ride the same ships he does. He receives no workman's compensation, no unemployment compensation. He rarely has a pen sion to look forward to. It's a funny thing, but whenever a Navy officer and a merchant marine officer get to talking about their respective wages, each one winds up convinced that the other is better off. At any rate, as far as the CadetMidshipmen are concerned, the big rush is not to earn, but to learn. After the war is over the rushing tempo of Kings Point will slow down to a quiet, businesslike routine, and the hard-working young men will have more time for diversion or gaiety. The course will be ex panded to cover four years. Instead of commissioning 250 to 280 cadets each month, that same number will graduate once a year. All the dormi tory rooms will go on a two-man basis, with half the bunks removed; the enrollment will drop from 2400 to 1200 cadets. And the impressive buildings, the handsome grounds and view will make a spacious, handsome alma mater for the coming officers of America's great peacetime merchant marine. But the war is a long way from being won, and no one knows it more than these Cadet-Midshipmen -- most of whom, being upper classmen, have spent at least a half year out in the thick of it. It is their own creed, more than that of the instruc tors, which has found its way into the expression: "The urgency of our war effort will impress worthy Cadet-Midshipmen with the neces sity for more and harder work on their part. The unworthy ones will not be certified..." OUR COVER: Pictured on this month's cover is the first aerial view of the Jefferson Memorial permitted since the start of the war. The memorial, one of the most beautiful in Washington, is a tribute to Jefferson's architectural tastes. The thirteenth of this month marks the 202nd anniversary of the birth of the author of the Declaration of Independence. OUR PICTURES: Cover, Press Association; Pages 6-10, map and pictures courtesy Australian News and Informa tion Bureau; Pages 11, 12 (except top) and 13 (except bottom), Ralph Pierson; Page 12 (top), courtesy Federal Barge Lines; Page 13 (bottom), Ewing Galloway; Pages 14-16, cartoons by Rodlow Willard; Pages 19-22, cour tesy U. S. Merchant Marine Academy. 22 ETC 3 2 U 8 5 <he Best Gasoline Icbuqk UHjwlSSun** of q&Loliak nok, is sMl fighting / on,+t kofft&/-ftouft - boitd Oh actual iutidtuts dttJ official phetbi. Flying ambulance brings back Americans from the South Pacific. These men are inside a Skytrain en route to a U.S. Navy base hospital. ITS NOT DIFFICULT for the average Amer ican car-owner to see why the quantity of gasoline he can get must be limited... but he doesn't always understand why the qual ity of wartime gasoline should be lower.. The answer is simple enough. The best gasoline that American refiners can pro duce, improved with Ethyl fluid, "is still fighting." The result is that gasoline left over for civilians isn't up to par and can't be expected to bring out the full perform ance of modem high compression engines. Ethyl CORPORATION Chrysler Building New York 17, N. Y. tthyl it a trada mark nama ETC 32086 SsSi M M ilGHTIHl RfONT now the world's best gasoline -- millions of gallons of It--Is being shipped to fighting fronts all ooer the world. Our fighting men are getting the cream of the petroleum Industry's production -- and all they need. But as long as America is fighting two wars--one in Europe and the other In Asia -- home-front gasoline supplies must be limited both as to quantity and quolittf. Only complete, pnal Victory will bring carowners the Ethgl gasoline they look for ward to--the Ethyl that will bring out the top performance of any car. CHOriLIH 9UILDING MtW YORK 7. N. Y. Art* ETC 32087 Decorated by the British, French and American govern ments, Major F. D. ("Don") Williams, formerly of Ethyl's New York Division, has served with distinction in virtually every major campaign in the African and European theatres. In 1942, he went along on the Dieppe raid, and was one of the few American Rangers to return unscathed. Later, he took part in the occupation of Madagascar, the French island off the coast of Africa. Next came the invasion of North Africa, where he saw action with the British First Army and later the British Eighth. Then came the land ings on Pantelleria, Sicily, Salerno, Anzio, and Corsica -- and raids on the coast of France when that country was still in German hands. In the main invasion of Europe, Major Williams landed with a party on "Omaha Beach," Normandy. He last saw action in Holland, where he took part in the 82nd Airborne Division land ing in that sector. Major Williams has been wounded in action four times. He has been awarded the Victoria Cross by the British, the Croix de Guerre by the French, and the Purple Heart by this country. Now back in the United States, Major Williams is shortly returning \: to civilian life. CBI LIFELINE The greatest engineering achievement of its kindl That's what the CBI pipe line, nearing completion, has been called. But for a fuller understanding of its meaning to the CBI front -- and of conditions in that theatre of action -- here's an eyewitness report. WHERE TO LIVE --AND LIKE IT1 7 Nearly everyone talks about that postwar homo he is going to ? buy -- but what about the community ho will live in? The sur-'^Li rounding neighborhood is perhaps even more important than. the house itself. Here, then, is a roundup of views on this impor-'/^Ev_; tant phase of postwar housing. %' & DRUMS OF WAR More and more gasoline is being flown over the Hump info..|V " China -- thanks to a new lightweight aluminum container. Be- ^i sides its saving in dead weight, the new container has been found >*^3^ to be sturdier and safer than the former stool drums. Several oil companies, moreover, are tasting it out for possible peacetime ^ use. '? i "CAN DO" AT GUAM j2 :-^ Ten months ago, U. S. forces invaded Guam and wrested it from the Japs. Today, that island outpost has become one of our most vital Pacific bases. It even boasts a four-lane superhighway. Responsible for that accomplishment ore the Seabees -- the amazing "can do" boys of the Navy -- who jump in to repair the wreckage even before the fighting is over. *' ' J'T-T-- - ITS RANK CONFUSION 14 To the average civilian, military titles ere completely bewilder- ing. But here's a suggestion how the conflicting ranks could be unscrambled and uniformity achieved among the services. -r.T THE FREEZE ON FOODS 16 A gas station operated in conjunction with a frozen food locker plant? This is only one of the many interesting possibilities fore seen for the frozen foods industry after the war. Born only in the I930's, the industry has since grown by leaps and bounds, today, looks forward to a bright postwar future. J FOR THE BEST IN GASOLINE 20 In war as in peace, Ethyl's gasoline testing laboratories perform a highly useful service for the oil industry and motorists. That service means testing scores of gasoline samples daily, and providing a constant check on gasoline quality. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline Earl* W. Wbb, president; Ptrcy L. Griffiths, vies president and tr*osvr*r; Julian C. Gantalas, sacratary The new Calcutta-Kunming pipeline ranks as one of the war's greatest feats B \ck in' those awful davs of 194:, when the onrushing Japs had sent the Allied forces reeling back ill the wav into India, after con querin': Indo-China, Thailand, llurim. Malava. and the once-proud citadel of Singapore, a fateful deci sion was made at Allied HQ in India. Compelling that decision was this orim. hard fact: With the Japs isrride the Burma Road, China's last o\ crland lifeline to the outside world was now severed. To keep China in the war. it w as imperative that she receive guns, ammunition, medicine, equipment, and most of all. gasoline. But how to get these priceless sup plies to our beleaguered ally? True, there was the CNAC air route, pioneered bv Pan .American Airwavs tor the Chinese govern ment. and running from India into China across the "roof of the world." the Himalayas. And this aerial Burma Road has since carried more vital supplies over the Hump into China than ever travelled the Lashioto-Kunmins highway. .Moreover, the Allies determined to build a new Burma Road -- the Ledo Road -- hack into China. But in order to send gasoline through, in anything like the amounts that would be needed when the Allies one day mounted the offensive, there was only one w ay: Build a pipe line -- the longest pipe line in the entire world. This w as the decision made in India in 104:. Final decision to build that pipe line w as handed down at the Quebec Conference in August. 1943. and construction got under way that fall. Today, that pipe line is well along toward completion. Here's what it has meant already: It has powered the sustained Start of the CBI pipeline -- sections of pipe flown in by plane Superfortress raids from bases in India, by pumping fuel directly to those bases. It has substantially replaced the Indian railways (notoriously ineffi cient in peacetime) in shipping petroleum supplies from Calcutta north into Assam Proyince, where supplies for the Burma campaign and for China go forward. And it has made possible the Ledo Road, in itself a truly epic achievement. If the pipe line did nothing more than help to build the Ledo Road, it would have been worth all it cost in money, effort and liyes. Pacing the construction of that road, the line pumped gasoline and Diesel fuel up to the "front line" of the road, fueling the trucks, bulldozers, shov els and road graders that did the incredible job. And the Ledo Road was truly a front line every step of the wav. Often, construction of a section had to wait until the resisting Japs ahead were cleared out. Bulldozers were equipped with steel shields to protect their drivers from snipers lying in ambush. Cargo planes at times carried food, supplies and medicine to advance positions, to keep the work moving forward, while fighter planes drove off Japa nese attacks. The road, completed bv Brig, (now Maj.) Gen. Lewis A. Pick and his men, and since re named the Stihveil Road in honor of "Vinegar Joe," has been called one of the greatest engineering achievements of the war. As with the Ledo Road, construc tion of the CBI pipe line went for ward against incredible odds. Few people who have not been i. ;i i. there can imagine the difficulties encountered in this wild and for bidding country. Working in the oppressive tropic heat, the pipe-line crews hacked their wav through dense jungles and rugged mountains, fought off wild animals, snakes and insects, as well as Japs, and stayed on the job through the torrential dou npours of the monsoon season. Dvscnterv. Naga sores (from thorny bushes), lice and ticks made life miserable for the men. Leeches would burrow themselves an inch deep into the skin. A man can pull their tails off. but they still remain dug in -- a burning cigarette tip is the nniv sure w av to remove them. To lav the pipe line, sections of pipe w ere hauled by truck as far as possible, then dragged on ahead by tractor or carried by portage. At water barriers, pipe rafts and pon toon- htted with outboard motors floated the pipe to where it was needed. Often the men had to work w ai-t-deep in water, stringing the pire ind coupling it together. Moreover, toeholds had to be claw cd out of the mountains for the pine and pumping stations, deep cha-u-s bad to be spanned by cables sunpo-riiiL: the pipe at numerous point- -vift rivers had to be forced. Yet. through jungle, moun tain. pi.im and river, the pipe line went forward. And it ranks as the grearc-r all-time achievement of its kind. The pipe line was built under the <> \ cn-.il 1 direction of Brig. Gen. Thon.u- F. Farrell, chief of the Ser vice- of Supplv construction service and formerlv chief engineer for New York State. Directlv responsi ble tor the two main sections of the line, however, were two pipe-line experts. Col. William C. Kinsolving and Incur. Col. Birnev K. Morse. Colonel Kmsolving. who was re- ccnrh unen the Legion of Merit for his work, was formerly general manager of the Sun Pipeline Co. He previously helped plan the Big Inch when he was assistant director of transportation for the PAW'. Colonel .Morse was formerlv chief engineer and a director of the Sus quehanna Pipeline Co. Working under these men were engineer petroleum distribution troops, spe cially trained for the purpose in the United States. They were aided in their task by the Indian Pioneer Corps and some 7,000 coolies. World's Longest Line The pipe line, when completed, will run from Calcutta, India, to Kunming, China, a distance of 1.750 miles. This makes it the longest pipe line in the world, more than a fourth again as long as the [,388-mile Big Inch. Built of easily transported in vasion pipe, such as was used so successfully in the North African. Italian, and European campaigns, the pipe line consists of 6-inch and 4-inch lines. The line runs from Calcutta north through the Brahmaputra Valiev into northern Assam, a distance of approximately 750 miles. There it empties into a large storage terminal and continues on to Kunming, ap proximately 1,000 miles away. From Ledo onward, it follows the same general course as the Ledo Road, crossing the 4,000 foot passes of the Naga and Patkai Hills and passing through Mvitkvina and across the lrawaddv into northern Burma. The pipe line has greatly speeded the flow of gasoline and Diesel fuel to the fighting fronts. From the in coming tankers at Calcutta, gasoline and oil are pumped up into northern Assam. At that point, additional sup plies are obtained from other oil fields and refineries. And from there, supplies fan out in three major direc tions -- to the air bases in the Assam Valley, by plane over the Hump into China, and across into Burma to fuel the Allied campaign against the Japs there. And as valuable as the CBI pipe line has been to date, it promises even further to accelerate the war against the Japs. At present. Allied forces (chiefly British), after 15 months of savage jungle warfare, have scored a knockout victory over the Japanese in central Burma. W'hen the Japs are cleared out of Mandalay. Rangoon, and other vital Burmese points, the Allies will re capture a shorter land route to China (the old Burma Road) with connecting rail facilities, a major seaport, and additional oil supplies from pre-war installations in Burma. These supplies can intersect the Ledo Road and CBI pipe line at anv convenient point, and will greatlv shorten the long haul into China. For an evewitness account of what conditions are like in the CBI theatre, come along on a trip taken not long ago bv three technical ex perts. The partv consisted of Errol J. Gav. head of Ethvl Corporation's Commercial Engine and Fleet Divi sion and now on loan to the Armv as .1 technical consultant on fuels and lubricants; Commander C. J. Livingstone. USNR. formerly of Gulf Research and Development Co. and now assistant chief of the technical branch of the Fuels and Lubricants Division of the Quarter master General's Office; and Captain William A. Howe, formerly of Standard Oil Co. of N. J. and now in the Fuels and Lubricants Branch, Field .Maintenance Division, Office of the Chief of Ordnance. U. S. Armv. Mr. Gav has previously made three overseas trips during the w ar, working on various problems in the N'orrh African and European thea tres. and has been awarded the l'mldcm for Mcrirnnous Civilian ETC 32091 i. Service bv the Army, the second he'hcst honor that can be accorded .1 civilian. The pnrtv went to India at the U.,|ucst of Major Gen. W. E. R. i ia clL commanding general, Ser, ices of Snpplv, India-Burma thea:ic, to help solve some technical jMoblems related to fuels and lubri cants in that theatre. Boarding a Dougins C-54, thev took off from Miami, and 49 flying hours. 9,000 miles and manv calluses later arrived m Karachi, in India. This is a :np that would have taken from i:i tin Jaws bv ship. From Karachi, the parts- travelled to New Delhi, and from there went to Assam, flew over the Hump into China, and travelled over the Ledo Road bv truck and jeep. Here are some of the impressions brought back bv Mr. Gav: The Indian railroads, with their different gauges and haphazard schedules, have long been a problem in peacetime. Since the war began, however, militarv personnel have taken over the operation of some facilities, and a vast improvement is to be noted. Take the meter-gauge Bengal to \ssam Railwav. which is the principal route for supplies headed for Assam. China or the Burma front, and which is now op erated bv U. S. Armv railwav bat talions. Within a month after the \rmv rook over, that railroad was delivering four times as much cargo is it ever did in peacetime. \ isiting anv of the air fields con structed during the war. one is 'truck bv the great accomplishment they represent. Comparable to some "t the largest fields to be found in tiic United States, the fields in China "'ere often built entirely bv coolie labor -- the onlv commoditv of " hich the Far East has an abun dance. \rmed onlv with pick and 'bovcl. these coolies dug the earth. Above it on* of tho numorout bridges built in India and Burma for both tho Ledo Road and CBI pipeline Everything from a lumboring olophant to modern road machinery was enlisted in the construction project To build the CBI pipeline, the crews often worked waist-deep in water, stringing and coupling the pipe K' ETC 32092 Errol Gay of Ethyl Corp. aboard a ricksha in India removed boulders and other ob structions. patientlv broke up rocks into gravel for the fields. It was not uncommon for three or four hun dred coolies to be seen pulling a v>-tnn roller. Incidentailv, while domg that job. the slackers would faii back to the end of the rope and take things easv. This was fine until a oidden lurch caught the slacker orf ins guard and pulled him under the toiler. The result was one less lie '.l' -lacker. The danger of living the Hump into (.kma can be fullv understood oniv o hen vou make the Himalavan miik run vourself. To clear the tow ering mountains, a pilot must main tain an altitude of 16.000 to aa.ooo feet '-.ith a heavilv loaded plane. One the biggest problems is the mean and unpredictable weather -- v nkk can change completed" with in - minutes from clear skies to bh-.i.ng rain and snow, and then chance rack again another 15 min ute' later. The rate of plane loss has been . .n'lderablv improved since the c-.iriv davs. but living the Hump is ;-t:d a hazardous adventure. Smuiariv. oniv when vou see the acre..; airline operation can the im portance of this aerial Burma Road. imping su pplies into China, be clc.iriv visualized. The airline has ferried gasoline, equipment, even ::; -ton trucks over the Hump. A truck i' taken apart, the chassis shipped, m one plane, the bodv cut in two and 'hipped in another. It has been estimated to have cost as high as $28 a gallon for gasoline and rice and sugar to the Chinese, and {48,000 for a truck, to have them might lead to starvation. flown over the Hump into China. But to an oil or automotive man, But this superhuman effort to get the most impressive sight in the CBI supplies to our Chinese allies is more theatre is the unbelievable roads that properly measured in blood and must be travelled. The best roads in lives, rather than money. China, for example, are comparable In China, one of the most heart only to third-grade U. S. roads. But breaking sights is the abject poverty even this is an understatement. of the natives. Many of them are The roads, some of them little clothed in rags, close to starvation.- more than combat trails, are tortu and hard hit by China's inflation. ous, winding, bumpy, rough and Moreover, there is a famine in met treacherous highways. They have als; any kind of metal is worth even as much as a 25^ grade, with hair more than money. For that reason, pin curves, against only an average 69c grade on U. S. roads. On the Ledo Road, the drivers in a convoy are repeatedly warned about the sharp curves and grades (see pic ture). G. I.'s are fined Sr a mile for exceeding the speed limit. Officers are fined S t a mile. The roads arc so tough on trucks that light units last only some 4.000 miles before being completely overhauled, or stripped for salvagable parts. The heavier trucks take similarly tough punishment. Yet over these tough roads -- and Here's what CBI drivers face: curves like a scenic railway over the CBI pipe line -- vital .Amer ican supplies, including gasoline, arc moving in an ever-increasing vol American forces have to keep a ume. The fruits of these Herculean close watch on their jeeps and labors are apparent in the sustained trucks; leave them alone for a half onslaught of B-:q attacks on the hour and they will be stripped right Japs from their bases in India; in down to the chassis. Even gas tank the smashing success of the cen covers have been regularly thefted. tral Burma campaign; and in the To conserve gasoline for aviation strengthening of China's resistance. purposes, a substantial percentage of What they will mean eventually can U. S. military vehicles in China has be guessed, if. as is possible. China been converted to running on alco becomes the war's final battlefield. hol. This is done by adjusting the carburetor and applying more heat on the manifold. Alcohol, in fact, is This road sign on the Ledo Road tells its own story the major motor fuel in China, made from Chinese rice and sugar cane. Vet. its production must be carefully adjusted in relation to China's food supply. To make more alcohol than essentially needed would mean less A model community in action. The housing project lets in lots of sunshine, has spacious grounds for sports and recreation (HI M1 yW-M UK! DTI By F. Richard Anderson As important as that postwar home itself is the community you will live in. Here are some tips iik i;ooi) citizenry of the world Thave been moving away from After the war, our super-high boring during these war years. "The city w alb ever since mediaeval timesw. ays. parkways, automobiles and little white house, with the little 1 hev first became suburbanites transit system will continue and in white gate, at the end of honeymoon w hen thev made an acute and some crease this flight from the noise, dirt lane" can be an awful pain in the times painful observation that the and congestion of city life. Too pate. builders of the Maeinot and Sieg- often, however, the city slicker set The house is naturally of primary tned Lines failed to note. Walls are tles amid the noise, dirt and conges importance. It must be structurally no defense against an enemy. tion of an ill-conceived country sound and well equipped with mod Since then suburban growth has community. It may be peaceful in em facilities. It and the property reflected the increased speed and the country, but it can be as dis must fulfill your family's needs -- flexibility of transport sendees. Each quieting as being shot at unless you but that is not enough. A house is improvement in transportation -- give more thought to the neighbor an extension of a neighborhood, and from the first int ention of the wheel hood and community into which a neighborhood a part of a commu right dow n to the internal-combus you are buying or moving than you nity. This fact poses some important tion engine -- has encouraged this do to some miracle push-button questions. Does the community pro uirgrow rh. dream house idea that you are har vide good schools, police and fire protection'- Is there an efficient gar bage and sewage disposal system? Are the streets well cared for, sum- mer and w inter; Where is the busi- ne>s and shopping center, and is it far ;Tom the house? Where are the churche* What and where are the recr nal facilities? Is the neigh- burr:....d deteriorating: Will it be- coir. e -ium. leaving vour home hieh and drv among dilapidated bumi 1 m: > : If vou don't want to go scu: Lack to the safety of city v k before vou leap! A .. n imumrv that does provide rhk ; 'P' combination and balance of -v aill-imporrant factors doesn't jib: '\rn pc:i. It is planned. And w ::r m . community plan the little u h :* j , 1 < iioe will Minn become a nr" a -vilow n >hack. Tr's federal Housing Administra tion - Land Planning Start is the Number One organization concern ing itself w ith this problem. Sites for nu 'rc than a million homes have been pro\ ided m some 10.400 communi- tie- planned and started with the assi-tioee of its staff since 1 q15. Thc-e communities will eventually hoii-e some 4.;00.000 persons, or about a million more persons than the population of Chicago in 1940. Thar is about equal to the combined populations of Indianapolis. Deni er. San Lr.mcisco. Boston. Seattle. Pirrs- biiig'n and Baltimore. When com pletely developed, these 10,400 com munities will cover about 347.000 acres of land -- an area even greater than that of Chicago and New York combined. Private investors and builders have not so quietly been Inn ing up large parcels of land within com muting distance of our cities from coast to coast. They have succeeded in the past or watched the successes of others in planning neighborhoods and communities profitably. Com munity building means quantity building, and that means reduced costs. Between 350.000 and 400.000 privately built dwellings, with an average value of Ss.ooo. will be built at a total cost ranging between S[.-50.000.000 and Sa.000.000.000 in the first vear that wartime limita tions are lifted and materials and labor become available. Another St.000,000.000 will he spent in that first vear for repair and moderniza tion work on present dwellings. The total. Ss.000,000.000. will be 1 n\ evted for the most part, it is hoped, in the improvement and construction of homes in planned neighborhoods and communities. Some of the communities planned and started with FHA assistance in the last ten years arc small neighbor hood affairs of only a few dozen homes. Others arc complete resi dential towns with shads' parks. playgrounds, shopping centers and schools. Some consist entirely of in dividual homes with sizable lots, the majority of the houses in the S5.000 to 56.ooo class. Others consist largely of garden-type apartments with broad green courts in back, plav areas w ith slides, sandboxes, sw ings and ail the things to keep Johnnv occupied. They are so ar ranged that Mom can watch Johnny from the kitchen or rear windows of her apartment. Still other com munities are made up of both apart ments and individual homes. Design for Living All these communities are laid out along modern lines, designed for living rather than for the number of lots and buildings that can be squeezed into a given piece of ground. To most of us. one of the strangest things about modern com munity planning is that more often than not thev are laid out to provide more and better lots on the same piece of ground than was possible w ith the old-fashioned, gridiron type of planning. Here's how it is done: The streets and avenues are planned to follow the contours of the land instead of bouncing up and down over steep grades regardless of topography. As a consequence Mime of the steeper land very often 8 L..ul lie Hied for building sites, since ,t i> not lost bv road cuts and fills. Keuer streets are used in modern planning, thus reducing land waste. \, .1 consequence, there are more ,ite plav areas for children -- and nine green grass for Pop to cut. ( urved streets that follow the natui ,il lav of the land help to reduce the cost of street construction and proi ide pleasant vistas instead of the monotonous faces of houses lined up row on row just so manv feet imm the curb. Traffic accidents are : educed bv the avoidance of steep cradcs and hazardous intersections, and the speed of passing cars is dimed bv the face that the roads ii c curved instead of straight. When the communities are planned, considerable attention is paid to pedestrian and automobile rr.irfic to the shopping centers, wliools. bus and main transportation tenters. The towns are laid out so rhar the fast through-traffic on Miper-highw avs and parkwavs does not pass through the center of the residential and business districts. The shopping centers and schools are planned to be a convenient distance fi i mi the homes, and connected w ith the residential areas bv streets that are safe for youngsters and not cut up with dangerous intersections with their inherent hazards. Main" of the larger communities h.nc. in addition to plavgrounds for kids, parks where the entire family can find rest and relaxation, parks " ith tennis courts and baseball dia monds. picnic grounds and pleasant w alks and perhaps even a swimming pool. Sometimes parks of this rvpe ire planned for areas that are too expensive or impractical to develop lor building sites, such as in ravines or \erv rough, steep, wooded areas. Often the developer realizes the 'aloe of parks in increasing the attractn eness of his communirv. and will build a park so that a certain number of the houses will face on it, thus in many instances improving some natural feature and providing a view and play area. Improvements of this kind pav off in hard cash as well as in benefits to the entire com munity. The remarkable thing about this kind of planning is that instead of boosting costs it usuallv reduces them. Such planning saves monev on the cost of street construction, power lines, sewers and gas lines. Planning Pays Off Since well-planned communities are protected from adverse influ ences for long periods of time, thev provide safe and profitable mort gage investment opportunities for banks and lending institutions as well as for the individual investing in a new home. The mortgage risk element in communities planned with the assistance of FHA Land Planning Consultants is reduced to a minimum. Almost all of the homes built in these communities are financed through FHA-insured mortgages. The financing terms for owneroccupied. new lv built homes cost ing $6,000 or less, for which the plans and specifications have been checked before construction, carry a twentv-five-year mongage, a ten percent down payment on the FHA appraised valuation of the house and lot. The balance is carried at 4 Zi per cent interest plus one-half of one per cent for FHA insurance. The payments on this mortgage are made monthly like rent and in clude, in addition to payments on interest and principal, one-twelfth of the taxes for the year, hazard in surance, FHA mortgage insurance and any special assessments. This means that in buying or building a $6,000 house, the prospective homeowner makes a down payment of $600 and carries a $5,400 mortgage. Monthly payments, excluding taxes and hazard insurance, amount to $31.34. A small price for a design for living. Business and government leaders are agreed that billions of dollars and millions of men will be involved in a postwar building boom. Since we all live in homes, the most important stake in this boom in building will be held bv vou, so be sure the boom doesn't go bang in bad building and poor planning. In the shopping district of 0 well-planned community, children can romp in safety while parents shop inside. Covered walks protect both shoppers and window displays v#?rrx. Zi****l: star -rw ETC 32096 o oi r air forces in China, the Tmux: priceless weapon of the war can be summed up in a word: gasoline. Their devastating air raids again-: the Japs have been made possible "niv because precious gal lons gasoline came through from India -- barrel bv barrel -- down in by plane over the Himalavas. When completed, the new CBI pipe line i see Pasre ;i will also be available to shm ;.'.M'hne into China. But even then -- a: present -- gasoline drums w ill I vised extensively in meet ing tt-.e "ver-all supply demands in that t-.c.ttre. Be.avi.'c mi much depended upon that arre: of gasoline, the Army's Air Transport Command some time ago se: out to solve some serious problem- that had arisen with the conventional steel drums in which all gasoline "as shipped. What was needco. the ATC felt -- besides more steel drums -- was a new container that v ould be lighter in weight, more efficient and more durable -- in short, one that could better with stand the rough handling encoun tered m the CBI theatre. And now it has the answer. With a new. lightweight alumi num container, the ATC has a gaso line drum that has nuns' advantages over the former steel drum, has added safety- features--and has made possible a net increase in the amount of gasoline ferried to our forward air bases in China. Here's why: The new aluminum container weighs only a 2 pounds against 5: pounds for a similar 18 gauge steel drum. This saving in dead weight means that more vital gasoline can be flown across the Hump into China because more drums can be carried each trip. Also important 0 the fact that tests showed these con tainers could withstand greater in ternal pressure than steel drums, which is of interest at high alti tudes. Moreover, aluminum is a nonsparking material, which is another safety factor. But these are only a few of the numerous advantages which are claimed for the drums. According to Major James Irvine, of the ATC. who rested rhem along the supply route to China, the con tainers won't rust or corrode, can be decanted directly into a plane, are free from contamination bv water due to "breathing" during rain, and are east- to empty and clean because there are no seams to hold the gasoline vapors. More over. the drums are easily sealed to prevent' theft and tampering. If damaged, they can he easily re paired. The drums were developed bv the ATC in cooperation with engineers of the Aluminum Co. of America and the Aluminum Cooking Utensil Cu. The latter company is now pro ducing thousands of these drums monthly for the ATC. The drums, as manufactured, consist of two draw n aluminum shells which are first rack w elded, then gas welded at the seams. A neoprene rubber tire is placed on each half of the drum, to cushion the shock of fall when unloading and to guard against rough handling. Credit for developing these drums is given to Lt. Col. M alter Palmer and Mr. C. E. Edmunds, of the Supply and Service Division of the ATC. u ho before the war spent over :n years each with the StandardYacuiiin Oil Co. Colonel Palmer earlier in the war travelled exten sively throughout Africa and India, assisting with the planning of gaso line facilities and supply for the new ATC airline across those areas. After a number of sample drums were first nude. rhe\ were taken to the equipment laboratory of the US. Army Air Forces at Wright 10 1 i OF WAR More gasoline is being flown over the Hump into China -- thanks to a new lightweight aluminum container MS '.Vi Srs*'C Drop-testing one of the new drums by parachute The new aluminum drum consists of two drawn shells Ibelowl which are first tack-welded (bottom left), then gas-welded for final joining. A neoprene rubber tire is placed around both ends of the finished drum, to cushion the shock of fall when it is unloaded lucid. Ohio, where thev were rig id h tested for pressure, rolling, bursting and degassing. "The tests." s.iid Major General Harold L. George. Commanding General of the ATC. "were beyond expecta tions." Subsequently, some more were down to the CBI theatre by Major Irvine and put through their paces on the scene. There thev were lotted in trucks along miles of rmitred road, hauled bv plane over tlie Hump, and parachuted to the ground from low altitude. The drums passed these tests satisfactoril\ and are now in service in the ( 111 theatre. According to Major Irvine, the drums are particularly suited to the CHI truck haul and air lift, for all of the forerunner reasons. In addition, lie believes thev can be used in para chute dropping of water, soup and rher liquids to isolated troops. How ever, as to whether these drums are fullv suited to peacetime use by the oil industry, it is too early to saw Against the particular advantages cited bv the ATC is the all-important question of cost. Nev ertheless. several oil companies are understood to be testing out these drums lor possible postwar appli cation. a 11 ETC 32098 "Can Do"' Pic i cred on these pages are scenes of the reconstruction of Guam, retaken from the Japs last Julv and since become the headquarters of Admiral Ximitz. More especially, the pictures show the handiwork of the Seabees -- the "can do" bovs of the Navv -- w ho jump in amidst the fighting and begin repairing the devastation of war. Created onlv in this w ar, the Seabces are one of the most important branches of the Navv. Pacing its ad vance across the Pacific, thev have sw armed over the bastions wrested * A section of the completed high points of Guam together, it is c at Guam from the Japs, repaired them and put them in,shape to pow er further offensives against the enemy. Guam is a recent testimonial to the skill and energy of the Seabees. Soon after the invasion of the island, umen iook a terrinc oomoarament from our ships and carrier planes, the Seabees landed w ith their equip ment and went to work, building new roads and installations. Today. Guam is one of the most vital Pacificbases for our forces, close to the heart of the enemy -- thanks to the Seabees. Ii*ay in operation. Tying strategic if great value to our forces there To the ordinary civilian, military titles are completely bewildering -- but here's how the conflicting ranks could be unscrambled m hi are too many "captains" in this war. The Tother night at a party I met three of them -- an air force captain of :i, a bronzed 2 Zi-striper in the Mer chant .Marine (skipper of a Liberty ship), and a crusty old Navy 4-striper who had been called back from retirement -- all captains. "Captain" is a bad word for designating a military rank. In the ordinary sense it means the leader of a group or unit -- head of a ball team or a crew of bond salesmen, or the skipper of any floating object from a sand scow to the Queen Mary. It's confusing. Just as confusing is the rank of "lieutenant.-' The Navy has two kinds of lieutenants, the Army has run -- and the tour of them represent three different ranks. One afternoon a telephone rings and a gray- haircd Navy lieutenant (junior grade, or j.g., with one- and-.i-haif stripes) hears: "This is Lieutenant Gadget. Whv haven't the papers on Transport BCY been sent over to the Arniv?" The old jav-gee tells the lieutenant, "Surrv. sir. Yes. sir. Right away, sir," and raises a hulla baloo amund the office because he thinks a two-stripe lieutenant is being kept waiting. What he doesn't know is that Lieutenant Gadget is a boot :nd lieutenant in the Army, one month out of officers' training school. How's yours coming along -- isn't he an ensign or a major or something'-" Or. "I've got a brother in the Navy, and I know how the ranks go. but I can't get these Army ranks straight." In the .Marine Corps, u hich is a unit of the Navy, the officers use Army titles, from :nd lieutenant to general. In the Coast Guard, uhich is an independent unit that works under the Navy only in time of war, the officers And if the services are confused, how about the use Navy titles, from ensign to admiral. civiiian-'- How often have you heard something like, Leaving out the u arrant officers, u hose titles are not "Mv boy got his bars the other day. Captain now. misleading, set down the ranks in columns for com parison: NAVY AND COAST OUARD n$ign lieutenant (junior grade) lieutenant lieutenant-commander commander captain commodore rear admiral vice admiral admiral admiroi of the fleet ARMY AND MARINE CORPS 2na lieutenant 1st heuierant cadtam major iieutenant-colonei colonel Prigad>er-generci major-general lieutenant-general general generoi of the army COLLAR INSIONE gold bar silver bar 2 silver bars gold oak leaf silver oak leo> silver eagle t star 2 stors 3 stars 4 stars 5 stars Let's clean up this matter of titlesl Navy, Coast Guard. Marines. Army -- all officers wear the same bars, leaves, eagles or stars to show their rank. They all re ceive the same base pay. have the same authority. Il'/.yv not designate their ranks by the same titles? Wc can 2<> richt down our two columns, picking the best names from each -- and w hile w e re at it we'll not onlv make a substitution for "captain" but get rid of all the clumsy h\ phenated double-names like "lieu tenant-commander." 14 A X Look at our list. Take "ensign" for the first com missioned rank, "lieutenant" for the second. For the rhird rank let's draw upon an honored word: "briga dier." All officers wearing two bars on their collars u ill be. instead of lieutenants or captains, "brigadiers." The word has a ring to it! For the next grade choose "major." See m hat we've done so far- Eliminated all the paren theses. hvphens. and numerals -- we've dropped ":nd." "ist." "ij.s.i" and "lieutenant dji/.1 commander." At the same rune, no one gets a new title which formerly desitrnated a lower rank -- there's no come-down. This is heresy, of course, but so was the Declaration of Independence. On the same principles, for the next grade of seniority, "commander" is a more apt term than "lieutenantcolonel." Next? Choose "colonel" rather than "captain," for the reasons we've already mentioned -- and also because in traditional Navy usage, "captain" designates the commanding officer of a ship, whether he's an en sign or a commander. So this gives us a uniform, common-sense list of titles: ensign, lieutenant, brigadier, major, commander, colonel. It's a good compromise -- two names from the Navy, three from the Army and one (lieutenant) used bv both. But how about the officers of flag rank -- commo dores, admirals, generals? We'd better leave them as they are. After all, it's a bunch of admirals and generals that have to pass on these suggestions,before they can be put into effect. And there's no confusion -- and in news reports or battle front communiques, generals and admirals are distinct enough as news personalities to warrant distinctive titles. Many people will probably argue against the changes suggested here. Many people used to argue against the airplane as a military instrument. But this change is a logical one, and can be introduced with other logical military revisions which are bound to come after the war. The officers themselves won't mind greatly; as the services shrink down to postwar size most ofthem will be set back a rank or two, and will have to get used to new titles anvwav. You can be sure they're not going to worn- too much about a name. As they would para phrase Shakespeare, "the pay's the thing!" BROOM ON THE CONNING TOWER! rrrtjuenih. the*e da>*. our subma land. Admiral Maarten Harpertszoon rine* will return to their home bases Tromp, sailing his fleet out to meet the with u broom lashed to the conning ships of Cromwell, ordered each vessel toner. Others will display little Japa to lash a broom at its masthead: "We nese flags. will sweep the seas!" The English ships, Either one is a happy sight --- a sign in reply, fastened whips to their masts, of success on its Iasi mission or cruise. Tromp's idea later became an insti The miniature flags are a new idea, but tution, a tradition in the fleets of many tiie brootu dates back to the middle of nations, but gradually it has died out. tlie 17th Century. Today, few captains ouside of our gal submarines have been met and escorted From 1652 to 1654 there was a bitter lant sub skippers show the broom. home by a Dutch warship named after ninu) wjr between Holland and Eng By an odd coincidence, many of our a 17th Century admiral -- the Tromp.' i 15 By Hiram K. Smith, Jr. m s>\\ last week, while many O others went w ithout. some two million families could go to their ice boxes. pick out a choice assortment <>t roasts, steaks and chops, and sit thcm-eh es don n to a heartv meal -- " itn meat on the table! Bo: the\ were no ordinary ice i'o\s' these people possessed. They "ere instead the tw o million indi'iu';:al food lockers, found in the nation's ri.aoo frozen food locker piants. and rented from the opera tor- of tlie-e locker plants for a mod erate fee. By having stored away in their lockers sides of beef, pork and lamb -- purchased when supplies were most abundant -- these people could go to their food lockers at any rime, pick out their day-to-day rations, and thereby stretch their su ppiies rhn mgh periods Of local sh 01 rages. riu- i- mil v one of the surpiisinc th ing- about frozen foods in \\ artime, [ qiulh ' surprising is the tacc rh .ir quick-?' rce/ing and the use The frozen foods industry, which may revolutionize eating habits, looks to a bright postwar future of locker plants for storing frozen foods hat e assumed the proportions of a big and thriving industry. To the fortunate families who live in communities where locker plant service is available, the locker has brought a revolurionarv change in eating habits. Perishable foods, including fruits, vegetables, meats, fish and poultry-, can be bought at their peak of freshness -- and low est cost -- stored in these lockers for months at a time, and taken out and eaten with'their original flavor and freshness intact. .Meat, for example, can be slaugh tered at any time, brought to the locker operator who packages and quick-freezes it in the plant, and stored in the patron's locker until it is needed. Quick-freezing, more over. means that much of the grow ing season's wealth of fine fruits and vegetables can be prepared and stored in the locker. Strawberries in February, fresh mear in Migii-r. peaches in May. broccoli in Decem ber -- all of these are now a com monplace to locker-using folks. And remember thar quick-frozen pro duce must be prime quality; medi ocre grades wont cake the quickfreezing process. A modern locker offers its patrons an amazingly complete service. Divided into, roughly, five sec tions. it provides a large area devoted to w ell-insulated zero-storage space filled with tiers of individual steel cabinets. These are the food lockers, and each holds from zoo ro ?<> pounds of produce. Besides the lock ers themselves, a locker plant has a modern butchering shop, w here meat is cut and wrapped to patrons specifications; an utra-niodern prep aration kitchen, where fruits and vegetables are made ready and wrapped for quick-freezing; a tem perature-controlled "chill' room, where meat and produce are given .1 pre-processing come-down; and. 16 p<issiblv, an up-to-date curing de partment, where hams, bacons and so on are prepared to your individ ual taste. Most locker patrons rent their lockers for $8 to S25 a year, pay uocessing and service charge of if to ;';r or more a pound. Although most locker plants are in predomi nantly rural areas, there are some in urban and suburban communities. In Wavnesboro. Pa., for example, about 50 per cent of locker space is tented to citv dwellers. And in White Plains. N. Y. (population 40.000), urbanites rent 85 per cent of locker space. It's quite likelv, in dustry authorities agree, that post war expansion of locker plants will be in the direction of urban and sub urban areas. Wartime restrictions, meanwhile, continue to restrict to rural sections all new plant con struction. Some of the most successful locker plants now in operation are those run in conjunction with an existing business, such as a grocery or meat market or gas station, and many forward-looking small businessmen sec this development as an important |ub-maker. postwar. One miduestern gas station oper ator. with a tine location on the out- irts of a thriving community, plans to erect a large locker plant beside Ins existins building. He believes that his many customers, long since m the habit of stopping for service, w ill appreciate the additional service he can give bv providing food proc essing and storage. Tins whole idea of a "community icebox" goes back to the time of che last war. when farmers rented space tor their individual use in their local cold storage warehouses. .Most of us can remember the unpalatabilitv of "cold storage" food, however, and the locker industry's boom began 1 *n!\ after significant progress had been made in the improvement of zero storage and quick-freezing methods. Just how headlong this industry's growth has been is apparent in the fact that as recently as ten years ago there were no more than 250 locker plants throughout the entire country. Now there are 6,200. Min nesota's first plant was opened at Waseca in 1935; four years later the state reported 213 in service. Iowa had six plants in 1935; today she leads the nation with 580. Surprising Growth The locker plants' growth in the South in recent rears has been even more impressive. As late as 1939, for instance, Texas had only one plant. Last September, 207 were in opera tion. On a nationwide basis, con struction reached the rate, in 193940, of 62 new plants a month! Some idea of what the locker plant means to rural Americans is implicit in this tact: about 75 per cent of all plants are located in towns of less than 5.000 population; only about 7.5 per cent in towns larger than 25,000. Although it is much like the ques tion of the chicken-and-the-egg, facts seem to indicate that the mod ern locker plant began to grow as a business only after retail sale of com mercially packed quick-frozen foods was begun. It was hack in 1930 that foods packed and quick-frozen by a proc ess developed by Clarence Birdseye were introduced to housewives. Ordinary slow freezing, as Mr. Birdseye and many other experi menters well knew, forms large, visible, needle-sharp ice crystals that pierce a food's cell walls, allowing its most desirable elements of color and flavor to bleed away when it is thawed for use. The Birdseye proc ess, which is owned by the General Foods Corporation, subjects freshly harvested, packaged foods to such sudden low temperatures that the ice crystals formed are microscopic and don't cause color and flavor loss. Immediate public acceptance of quick-frozen foods led other re searchers to improve some of the other excellent quick-freezing proc esses. New refrigerants were dis- This modern locker plant even has a retail display counter up front. Directly behind is the cutting room Preparing a supply of fresh vegetables for freezing, after wh.ch ,, ,, stored in the ppaattrroonn''ss ffoooodd lloocckkeerr Moots, fish, poultry, vegetables -- even pies -- con be easily stored in a frozen food locker covered - among them Freon developed by the late Dr. Thomas Midglev, Jr., inventor of Ethyl gaso line. Progressive food men, applying some of the improved refrigeration techniques, began building modern locker plants. Meanwhile commercial packers hopped on the bandwagon, using quick-freezing processes similar to the privatelv owned Birdseve svs- tem. By 1939. General Food's Birds Eye brand was onlv one of several hundred national and local brands on the market, and every canner and. packer in the nation was watching with apprehension or anticipatory eyes the unbelievable development of the new industry. That year 450 million pounds of quick-frozen foods were sold, and noting that this volume represented some Si00 mil lion in retail sales, some experts were predicting the dav when quick- frozen foods would account for a fat :t per cent of the nation's annual food bill. And thev may not have been too optimistic! Information at hand is that food freezers and their equipment makers are preparing for annual food sales totaling billion pounds within five years after the war. Today, frozen foods are on sale in about 40.000 stores. But grocery men esti mate that within a few years after the war s end quick-frozen foods will be available in 100.000 stores--or about one out of every four grocer ies and combination grocery-meat markets in the land. To lend weight to these predictions, it's interesting to note that in 1944 the commer cial quick-freezing industry alone packed a walloping half-billion pounds, or about 6.000 times its first year's volume1 And this doesn't take the hundreds of millions of pounds of frozen produce stored in individual food lockers. ETC 32105 T Such surprising acceptance of ,|tnck-frozen foods has led, within the past eight vears, to development nf still a third potentially gigantic wjment of the quick-freezing businew the home freezer. A home freezer is simply a welluisul.ited ho\ designed to freeze and smre. or simple to store, anv of the numerous foods that have been temperature models designed both to freeze and to store foods. That is, one compartment can hold a tem perature of minus 10 F or lower, for freezing, while the other com partment, usually the larger, main tains a constant temperature of about zero, for storage. Farm freezers are huskier than the others, and can han dle heavier peak loads. Incidentally, will be satisfied with a home locker, since they'll buy most of their quick-frozen produce in large pack ages from a wholesaler or their local merchants. About fifty varieties of quickfrozen foods are available today, in cluding meats, sea foods, vegetables, fruits, pet foods, and last but not least, pre-cooked meals. Moreover, found adaptable to the quick-freez- "quick" freezing usually calls for it's likely that all frozen-foods con uvj process. Its historv goes back heavy commercial or locker plant sumers are going to have available .ml\- to about 1938. Two models equipment. Home freezers don't such handy items as pre-cooked were on exhibit at the New York freeze produce so rapidly, but it's baked beans, beef, veal and lamb W orld's Fair of 1939-40. and at that fast enough, never fear. stew, Welsh rarebit, a number of rime a few manufacturers were mak- Single temperature or storage- soups, clam chowder, pies and pas mii "farm" freezers on a small scale. only cabinets can be labeled a tries. Yet even this son of service In the next couple of years -- before "home" locker, while dual-tem may not be enough to satisfy those u .ir halted further production -- the perature boxes up to about 15 cubic homemakers who are happiest when idea caught the public fancy. and feet properly are "farm" freezers. they're kitchen busy. >cvcral thousand units were pro For our purposes, however, "home If quick-frozen foods change the duced. Todav about 50.000 are in freezer" can be used to describe nation's eating habits after the war operation. them both. -- as well they may -- equally pro Future Possibilities From the experience of present found will be the changes brought home freezer users, it's possible to about in agriculture. Quick-freezing But tomorrow! The postwar pos- predict what kind of freezer you'll will do much to even out our food silulities for the home freezer have most likely want after the war. production cycles, stabilize farm in rhe refrigeration industry in a tur If you live in a truly rural area -- come, and improve our standards of moil -- and with good reason. an isolated farm or ranch -- possibly living. For the farmer, quick-freez For the home freezer as an appli you'll be most interested in the larg ing will materially help him to plan ance never has been marketed in est dual-temperature models. But his crop production and assure him open, peacetime competition on a if you're in a locker plant commu of selling all he produces. For the wale comparable to the present indicated demand. So when expe rienced. hard-headed businessmen nity. and can depend on it for most of your processing and some stor age. a medium-size farm freezer consumer, fresh fruits and vege tables will be available all year round, regardless of their growing predict millions of units will be would fill the bill. Suburbanites season -- and at low cost. And as bought in the first few vears. post probably will like the idea of a large for the men in the frozen foods in war. thev have no good sales figures home freezer or even a farm freezer. dustry, well they've got their future to base their estimates on. What City dwellers, however, probably figured out cbld. they do have, however, is a prettv good picture of the market gained troin the terrific incidence of retail One of the first postwar frozen food lockers to be announced, this model has dual-lemperatire control 'ales of quick-frozen foods and the steadily climbing volume of locker plant patronage. A freezer of more than 16-cubic- toot capacity is generally called a ' farm" freezer (although to be sure '"me of this size will be found in urban and suburban communities). bi nctic.il 1\ all farm freezers are dual 19 ETC 32106 BESTI I I For the 1 in gasoline ( n mi Sawmill River Parkwav George didn't know it -- but the of great service to the oil industrv w 1 Westchester counts', a ma- answer to his question was not far and in turn to motorists --are Ethyl's I i roc ip. u oinred sedan stepped along. awav from where he was driving. six gasoline testing laboratories. i Rid.p.-j the lev el stretch of the road. For. less than a hundred vards off Strategicallv located throughout the the purred like a kitten full of from the parkwav, in the outskirts countrv -- in Yonkers. N. Y.; Baton crenv. Bur as the car rook a sharp. of Yonkers, N. Y., was Ethvl's larg Rouge. La.; Tulsa. Okla.; Kansas \\ ind:p a grade, a faint ping-ping- est gasoline testing laboratorv. In Citv. Mo.; San Bernardino, Cal., and ping : -ecame audible in the motor. side the modern, well-equipped lab. Detroit. Mich. -- these laboratories 't "Gd rge. vou'd better ease up on a barterv of single-cvlindcr knock dailv take in samples of gasoline, put the tin'orrie. ' said the man seated testing engines was testing a number through a series of exhaustive labora next . the drner. "This wartime of gasoline samples. .Most of these torv tests. In a tvpical year, these gasoline were getting just won't research engines were running on laboratories will handle some :5.00*1 take ;r. purticularlv on hills. W'hv. in samples of present-dav civilian samples. Each sample undergoes mv 1 n car I find I must take it easv grades of motor fuel -- and in terms anvw here from one to nine different mos: -1 f the time -- if 1 want to get of octane number thev showed how rests. the 11m st mileage and best all-around much civilian gasoline qualitv has The samples tested come from engine performance." suffered during the war. But there three principal sources -- oil refin "Ve . 1 know." said George, easing were other research engines, oper eries in the territorv served by the il p 0:1 the accelerator. "When I rc- ating on higher octane fuels. And testing laboratorv. and service sta mciv.iK : to rake it easv. I don't hav e thev gave promise of w hat the civil tions and bulk plants in scattered much trouble with motor knock. ian motorist could expect in better points. The refiners' samples arc Bur vn . Bill. 1 wonder just how bad gasoline after the w ar. tested primarilv to insure that Ethyl this w .liTinK gasoline is:" Unknown to manv people -- bur gasoline conform', to the standards 20 MLUL^UPUJJVQk. established for it under license agree ments with oil refining companies. | Ik field samples provide a spotcheck against anv deterioration or t munmination of the gasoline after ,r leaves the refinerv. (lustomer oil companies are immediatclv infonned of the results of individual analyses, as an aid to them in controlling the quality of their i.MMiline blends. Most oil companies, .it' course, maintain their own gaso line testing laboratories, although Mime arc not completely equipped. In am case, however. Ethyl's facili ties serve as an independent check on rrnsoline quality, are used to test out samples refined by new proc esses and equipment, and provide an over-all picture of existing condi tions and trends, i During the war. I thvl's gasoline testing labs have also been used to test both special and "type-test" fuels, in conjunc tion with our research laboratories m Detroit.) .Moreover. Ethvl has. since 1042. furnished another service to the oil industry --a quarterly survey of gas oline quality throughout the United States. Based on refiners- samples -ubnnttcd from various sections of rhe counrrv. these quartcriv surveys provide a prompt report on prevail ing gasoline quality and trends in quality, both for premium and regu lar grade motor fuels. Thev serve a useful purpose, not only to the oil industry at large, but to operators of lug fleets, among others. During rhe war. Ethyl's gasoline testing facilities have taken on still another job: testing gasoline for the Mmv. Under a contract with the Quartermaster Corps, samples are sent in from Arms- posts, camps and ^rations and from shipments destined overseas, and rested for conformity " irh U. S. Army specifications. I tlyvl's labs stepped in to do this job because the testing facilities of the Quartermaster Corps, and of avail able commercial laboratories, were inadequate for the purpose. Accord ingly, Ethvl tested a substantial part of all the gasoline sent abroad in blitz cans for the North African campaign. At this present time, some 3,000 to 3,500 gasoline samples arc tested annually for the Quartermas ter Corps. The tests include all standard laboratory procedures. Soldiers Trained Finally, at Ethyl's gasoline testing laboratory in Tulsa, soldiers have been taught during the war how to operate knock-testing engines. This training was part of a course, given bv the Quartermaster Petroleum School at the University of Tulsa, to fit these men for specialized work in the Quartermaster Petroleum Field Laboratories. Stationed up near the front lines, these field labs spotcheck all petroleum supplies -- in cluding those captured from the enemy -- which are ro be used in U. S. military vehicles. The knocktesting engines, of course, are used to establish the octane number of the fuels. When a gasoline sample is put through its paces at an Erln l lab. it's like a person taking a basal metabo lism examination from a physician. A knock-testing engine takes its pulse; the distillation apparatus re cords its temperature; other equip ment makes a careful record of all other characteristics, good and bad. In all. there are nine standard tests, regularly performed, that take in de termination of octane number, lead analysis, color, gravity, gum and sulphur content, corrosion, vapor pressure and distillation. Of all the laboratory tests, those covering octane number and distil lation are the most important, from the standpoint of performance. For they provide an index of the gaso line's rated power and of its relative volatility (meaning the tendency to vaporize, and develop that power, at different driving levels). Take distillation first. Simply by noting the temperatures at which successive fractions of the gasoline are distilled off, a lot is learned about that fuel's volatility at different driv ing stages. For example, the temper ature at which io7r of the sample has been distilled is indicative of the quick-starting characteristics of the fuel. The 50^ point temperature is known as the acceleration factor. This shews the standard test for volatility, as performed at an Ethyl gasoline testing lab r--* . - 21 ETC 32106 The ()orr point is an index to any crankcase dilution of the gasoline that might be expected, particularly in cold w eather. The distillation tests tell a labora tory technician most, but not all, about volatility. The final test that must lie taken is to determine the vapor pressure of the fuel. This is an important check because if too high a percentage of the gasoline vapor izes at the lower temperatures, vapor lock will result -- blocking the sup ply of fuel to the engine. To determine the octane number of a test fuel, the sample is run throurrh one of the Coordinating Fuel Research engines. Unlike ordin ary engines, these specially-designed knock-resting engines are equipped with a variable compression ratio device and several carburetors which can be used alternately. Bv increasing the compression ratio of the engine as the fuel is being con sumed. the fuel is made to knock. Then, bv sw itching over to a second carburetor on the engine, a mixture of reference fuels is run through the engme. These reference fuels pro vide a know n octane rating. Bv se lecting a reference fuel that pro duces the same intensity of knock as the -ample fuel, the octane number of me test sample is established. Due to the versatility of these knock-testing engines, a range of driving conditions can be dupli cated. to srudv their effects upon fuels. A knock-resting engine can simulate a chugging ialopv or an air plane at cruising speed. Four labora tory methods are used ro determine ocrane number, two each for motor and aviation fuels. .Motor fuels are tested bv the standard CFR (F-i) research and ASTM (F-:) motor methods, airplane fuels bv the Avia tion ASTM (F-T) and Super charged 1-4 1 ill ethods. The CFR and ASTM methods are used in enn- junction because of their individual value at different driving speeds. Besides these "performance" tests. Ethyl's laboratory technicians make a careful check of other characteris tics of a gasoline sample, to insure that they meet the standard specifi cations. The test for gum content, for example, is an important one in this group. If the gum content of a gasoline is too high, it will slow down, if not completely stop, an en gine. Each individual test, then, is a guarantee that gasoline -- even pres ent-day wartime grades -- meets the essentials demanded of it for satis factory performance in an engine. Surveys of Gasoline Quality From the scores of gasoline sam ples tested every day. Ethyl's labs are able to get a prompt and accu rate picture of gasoline quality gen erally. At regular intervals, this data is gathered together from each of the labs and combined into the quarterly survey of gasoline quality. That sur vey, embracing the whole United States, is an up-to-date picture of gasoline quality. Here is what the most recent survey shows: Reflecting the reduction in octane rating previously ordered bv the PAW. the average octane number of Ethyl gasoline this past winter was 75.8. For regular grade gasoline, the average octane rating was -o.t. Before this wartime decrease in qual ity became necessary, most motor ists were able to buv Ethvl gasoline with an octane rating of So. regular grade gasoline rated at -5 octane number. As matters stand, today's premium grade gasoline is about equal, in octane number, to what prevailed in 1934-15; regular grade fuel, to what was sold in 19;-. There has likew ise been a loss in volatility, because of the need to di vert the lighter fractions of gasoline to military and aviation grades. Be cause of this, present premium fuels for civilians are only as volatile as comparable fuels in 1934; the vola tility of regular gasoline compares to that of 1933 grades. This is the extent, then, to which the quality of civilian motor fuels has declined in order that ample sup plies of the best gasoline could be sent to the fighting fronts. But there is a brighter side to the picture. As soon as military requirements per mit. civilian gasoline quality is going up. More than that, civilians will in time receive better gasoline than ever before. According to one sur vey. the average octane number (ASTM) of postwar premium mo tor fuel will be between 85 and 88; of regular gasoline, between 78 and 80. This. then, is one measure of the better gasoline civilians will get after the war. But until the oil industry can resume its normal function of providing motorists with continu ally improved gasoline, it's impor tant to bear in mind: "The best gaso line is still fighting." OUR PICTURES Cover, official U.S. Army Air Forces kodachrome; Pages 3 and 5, L\ S. Sienal Corps photos through Acme Newspicrures. Inc.; Page Margaret Lowe photograph through courtesy Museum of .Modem Art; Page 8. National Housing Agency photo through courtesy Museum of Modem Am Page 9. Maynard Parker photograph of Linda Vista shopping center <Earl Giberson and Whitnev Smith, architects) through courtesv Museum of Mod em Art; Pages 10-n. courtesy Air Transport Command and Aluminum Co. of America; Pages 12-13, Offi cial L'. S. Navy kodachromes; Pages 14-11. cartoons by Rodlow Wil lard: Pages 16 and 19, courtesy The Relrigeration Industry: Pages 17 and 18 1 topi. York Corp. photos throueh courtesv The Refrigeration Industry: Pa?e 18 (bottom), cour tesv Frigidairc Di\ision. General Motors Corp. ! 22 etc 32109 THE BEST GASOLINE IS STILL FIGHTING \ ^0 Aw .. A tlP^ a a a a a <, aaaaa i n r n r a a a a a a a x a a a ax - -o *4 V ;. /' * Rolling toward Tokyo. American Marines roll precious barrels of gaso line "somewhere in the Pacific". . . gasoline that soon will help to drive the Japs from another island. Belly Tanks for Navy Hellcats. These auxiliary tanks, filled with highoctane gasoline, added more than 900 miles of range to Hellcat fighter-bombers--gave the Nips many an unpleasant surprise. A Convoy Gasses up from thepipeline on the Stilweil road. Through this vital "artery" tens of thousands of gallons of high-octane gasoline are bring supplied to American and Chinese forces. ETHYL CORPORATION CHRYSLER BUILDING NEW YORK 17, N. Y. At this stage of the war some of your customers may not understand why the quantity and quality of gasoline must still be limited. The growing oper ations against the Japanese homeland are continu ing to take millions of barrels of the best gasoline that American refiners can produce. Practically all this fighting gasoline is improved with Ethyl fluid. So remember--"the best gasoline is still fight ing" and will keep on fighting until final Victory. That's why car-owners cannot expect complete elimination of restrictions on the quantity and quality of gasoline until the Army and Navy say it's safe to cut back on military production. Ethyl it * trtde-tntrk name rCHECK YOUK 9KAKES! NATIONWIDE POLICE PROGRAM April 15-June 1 100 FT. 30.5 M 100 s2 THE BEST 70 3K THE BEST GAS a a AQ FT, 12.1 M THE BEST GASOLINE a 40 , ' S' T-' -r - ' 5 30 FT 9.14 M THE BEST GASOLINE IS y -5" ` IT .vy rS&n-"r>KS H*s oosy to iM why gasoline on 6 20 FT 6.10 M THE BEST GASOLINE IS STILL ~ : the home front remains short on a " * both quantity and quality. Not only a > does the war require over thirty-five millions of gallons of U.S. produced gasoline daily, but all this gasoline mustbeofsuperbquality. Practically 15 FT a - every gallon ofaviation and military i: .75 M THE BEST GASOLINE IS STJLL FIGHTING is ' gasoline is improved with generous amounts of Ethyl fluid. ETHYL Furthermore, you don't need 20-20 vision to see that about the only thing that will greatly change this situation is complete final victory. Not until then can we promise carowners unlimited quantities ofhighquality Ethyl gasoline--the gasoline that will bring out the best perform ance of any car. CORPORATION CHRYSLER BUILDING, NEW YORK, N. Y. t'TC 3 2 111 m 1 l. Col. Edward E. Rothman comes back to the Ethyl Cor poration -- this time as Direc tor of Public Relations for the Detroit Research Laboratories -- after a hitch of nearly three years with the Army Air Corps. He was active in the desert campaign in Africa and par ticipated in the air support for the invasions of Sicily and Italy. He was awarded the Bronze Star for meritorious work during the invasion of France. Upon entering the Army on August 1, 1942, as a Captain, he was assigned to the Over seas Supply Section of the Headquarters Air Service Command, Patterson Field, Ohio. In January, 1943, he flew to Cairo, Egypt, to join the Supply and Maintenance Section of the Ninth Air Force Service Command. The duty of the S. and M. Section was to support the Ninth Air Force in the desert campaign and later the invasions of Sicily and Italy. Later the same year, his Headquarters was moved to England to build the Ninth Air Force, destined to become the Invasion Air Force. By D Day, the Ninth had been built up to the largest air force in the world. Lt. Col. Rothman went to France on D plus 2 Day in charge of Supply for the Ninth Air Force Service Command. From Normandy, he went through France, Belgium and Luxembourg. Before entering the Army, Mr. Rothman was consultant on advertising and public re lations with headquarters in the Detroit Research Labora tories of the Corporation. -''4c - r- IN THE - ' JUNE 1945 YOUH POSTWAR PLANE IS HERE] The first private planes for cfvjffans are expected out In August. They will help to All the penfup demand for personal planes -- but the public'a postwar "dream piano" is still some years away. A MAN AND HIS TRACTOR 6 Modern farm machinery has helped farmors to overcome their . manpower shortages . . . but here's how it helped one to lick a disability. TIRES WONT RESTRICT GASOLINE SALES 8 Export opinion of the rubber industry is that neither the quality nor the quantity of synthotic tiros will rotard driving speeds, annual mileages, or gasoline consumption postwar. *f OIL AT IWO JIMA 12 ' = Hero is a vivid account of oil in action at Iwo Jima -- the scene of some of the war's toughest fighting. WHEN DO WE EAT? 16 Whether the present food shortages will got bettor or worse de pends, not upon lend-lease, military demands, or the fate of black markets. It depends upon the weather . . . and here's why. THE FLEET BEHIND THE NAVY 20 Our Navy has been able to carry the war to Japan's home shores^ -- thanks to this "secret weapon" that carried the Navy. In order to widen the fields of reader interest in Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Any opinions expressed in these signed articles, of course, are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. *w.y "' V _- . , ^ Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Manufacturer of Ethyl Fluid, used by oil companies to improve the antiknock quality of aviation and motor gasoline 4^ Earle W. Webb, president; Percy L Griffiths, vice president and treasurer; Julian C. Ganialei, secretary^ _ ...r The 4-place Republic Seabee, an amphibian, it a papular model I YOUR POSTWAR PLANE IS HERE! By Richard P. Cook* The first new private planes, forthcoming in August, mark the start of postwar air travel for civilians rom here on out, it's a race as lem has been obtaining the needed Fto which will hit the civilian materials to build these planes. They market first -- the postwar car onrow have the flat assurance of these the postw ar plane. The car manu materials. And assuming that suffi facturers are of course having a race cient manpower will be available, among themselves to bring out they are all set to go ahead. new passenger car models, but what That being the case, what will about the private plane builders? postwar planes look like: immedi- With the war in Europe over, atelv? eventuallv- Here's what civil manv plane manufacturers, their ian air enthusiasts can expect: miiitarv commitments permitting, The first postwar planes will be have been given the go-ahead signal verv much like the pre-war types. to start producing aircraft for civil As in automobiles, the demand for ian use. Thev expect to begin receiv planes is so large that any kind of ing essential supplies of steel and model is eagerly awaited by the pub aluminum about Julv i. On that lic; basic improvements in design basis, a few believe thev can have and efficiencv will come along in their first postwar models on the subsequent models. market sometime in August, with When these latter planes do come additional models forthcoming in along however, thev will incorpo October. rate the lessons learned during the The reason whv manv light plane war -- and will give the personal manufacturers will be able to jump flyer more for his money than ever into civilian production so quicklv before. It mav take three or four is simple. .Most of them have been vears for these really new planes to turning out training planes for the reach the market in quantitv. armed forces -- and reconversion to After that, perhaps in five to ten civilian aircraft production is a rela vears, will come the period of full tively easv matter. Their main prob achievement, with manv innovations and advances. Then will be seen the personal helicopter, the readable air planes, and possibly the jet propelled plane -- each equipped with greatly improved instruments and capable of really superior performance. The first stage is now at hand, and it looks as though the personal plane operator will have to pav $600 to $ 1,000 -- probably nearer the higher figure than the lower -- per seat for his air vehicle as compared with per haps $200 a seat for his postwar auto mobile. Taylorcraft Aviation Corp.. which hopes to make first deliveries in two or three months and attain a real production basis in sue months, is offering as a rock-bottom cost plane a two-seater at $1,200. But a deluxe two-seater will cost $2,500 and a four-place family utility plane close to $4,000. These more expen sive models will not come along until after the first low-cost two-seater makes its production debut. But Taylorcraft feels confident in a big ultimate market, having already booked orders for 4,700 planes -- four times its largest pre-war annual output. The Taylorcraft manage ment expects a $20 million annual business, building perhaps 10,000 planes a vear when full production Left, the Tayloreraft 8-15, a 4-teater. Below, Engineer ing & Research's Ercoupe can be achieved three or four years from now. Engineering and Research Corp. plans to market its Ercoupe at S2,8oo to S:.90o. It expects to produce its first units within 60 davs after re ceipt of materials. The Ercoupe was one of the most popular pre-war planes, and promises to have a good initial start postwar. Carrying two people, it is spin-proof and has sim plified controls making for great ease of operation. It incorporates a nosewhee!. pointing the way to adopto in of the tricvcle landing gear bv mo-L personal planes later on. Other Postwar Contenders Stinson Division of Consolidated Vuitee Aircraft Corp. plans to mar ket four-place Vovager for some what less than 5.000. and one report state- that the plane can be produced in three months after all facilities and materials become available. The Globe Aircraft Swift, a 5.000 plane with goi.d performance, has aroused a lot >: interest, and there are many comparable situations. Piper Air craft Corp.. a pre-war leader, hopes to start production of its L-4 twoseat Cud trainer, now used for Army observation work, within a month after materials are forthcoming. Some materials already are available for this craft, and a little later Piper expects to start making the rhreeplace Cub Cruiser. The two-seater plane st ill sell for around Sa.ooo. Lockheed Aircraft Corp. has built a small, light one-place ship which it wants to offer for S800 or $900. and. as soon as practicable. plans to develop and sell models up to four-place size. Another type plane which will be available relatively soon is the execu tive type, a somewhat more expen sive and higher-performance plane for use by company personnel. The Grumman amphibian "Widgeon," a four-place, twin-engine ship, is a good example, although this plane will probably cost $25,000 to S50.000 after the war. Fairchild Engine & Airplane Corp. has plans for a series of fast, comparatively longrange planes costing upwards of St.ooo and probably nearer Si0.000. although the company is reluctant to name prices at this time. Now largely occupied with war work. Fairchild is ndt quite at the thresh old of production. But the executive field is regarded as one of the most fruitfully potential, especially dur ing the balance of the war and the immediate post-Japanese war period. Sales of surplus craft by the govern ment to corporations indicate a widespread interest in the executive aircraft. But although these planes and others with familiar names offer some advantages over pre-war mod els. they do not give the public all it has been expecting. The problem is price. Surveys show that the public expects a family plane--which means a four-place job -- for S 3.000 or less. The public also wants a plane that can get some place against head winds which may hit 60 miles an hour or more in certain parts of the country, and which can fly at alti tudes high enough to get above bad weather. Sufficient range is wanted to permit cross-country trips, and real jaunts for vacations. Also, popular demand will require instruments which will operate in thick flving weather to prevent a plane from banging into hillsides or colliding with other planes in the air. Such instruments, probably ra dar types, will be needed especially in congested areas along the East Coast or around large cities like Chi cago. Radios much cheaper than are now available also will be a necessity of traffic control. To do all, or at least some, of these things is the task of the engineers and manufacturers who will be of fering these new improved planes three or four years from now. The cost of instruments now standard, such as ammeters, must be brought down to a range comparable svith etc 32115 r .mtomobile instruments, if com pletely equipped planes are to be of fered between $2,000 and $3,000. Engines are going to be more Powerful in these newer planes than die 40 h.p. to 75 h.p. range obtaining 11 manv pre-war planes and many ,,f those offered immediately post nr. Engineers already are shooting for a mark of $3 to $3.50 cost per horsepow er for engines as compared u ith $J or over for most engines to day. The ultimate goal for the com bined airframe and engine will be -oinewhere around $1 per pound, a turure considerably below anything ,.1 far offered the public. To Fit the Purse Republic feels it will be able to in stall greatly improved tooling for large-scale output. Cost of the new tooling will be absorbed, it esti mates, at a production rate far below that made possible by the orders now' on hand. Previously, a similar four-place amphibian would have cost the buyer $5,000 or more. The designers of these improved planes will also have to think of maintenance, as the public probably does not count on spending more than $7j a month to keep its planes running. One recent development has been the introduction of an Alemite lubricating system by StewartWamer, which may help to simplify this problem. Engines will be de end of a shaft, performing all the functions of rudder, ailerons and flaps. It is still experimental, but of fers definite possibilities. The helicopter, noxv a craft for experts and too expensive for pri vate use, in five to ten years will probably be sufficiently reduced in cost to attract a large market. The helicopter solves a majority of flight problems for residents of built-up areas, or where flying weather is likely to be poor. Controls must be simplified and a lot of improvements made, however, before a four-place one can be purchased for less than $3,000. Jet propulsion cannot be ignored, but is not vet ready for private fiv Although bv no means answering .ill the questions, the Republic Seabee. a four-place amphibian, seems to be one of the concrete steps toward the plane of the future. Republic de liberately set the price of this am phibian. the only plane of its type near the price, at $3,500, because it Itclieved that is what the public would pay. Then the engineers got to work to cut the cost to match the price. Bv radical re-designing of wing and tail structures, the number nf parts, and hence the number of labor operations, was cut by tuothirds or three-quarters. Cost was reduced to well under Si per pound, tar below figures previously attained tor planes of similar size. Republic plans to install a 1S5 horsepower en gine. with a pusher propeller. It is obvious that if S; a horsepower had signed to use gasoline mostly in the 80 to 87 octane range, rather than the 100 or higher octane gasoline used bv military aircraft. After these greatly improved, cheaper and more useful planes ex pected in three or four years, there will still be many new types to come. Some of them may surprise us and come sooner, but aeronautical experience teaches it is always best not to expect changes to be too rap id. For example, the variable-pitch propeller, permitting much greater efficiency than the fixed pitch, is to day too expensive for the private fix er, but may be eventuallx- made available to ex-eryone. Then there are such radical planes as the Spratt xxing, developed bv Consolidated Vultee. This craft has but one xving 1 no tail surface) xvhich pivots on the ers. Despite its disadvantage of high fuel consumption, the jet principle xvould provide vibrationless and al most noiseless flight at high speeds and altitudes. The loxv cost of such engines and the greater fuel loads xvhich could be carried xvould help offset the jet's many disadvantages for the small plane. But the applica tion of jet to personal flight is too far off for accurate appraisal. Construction of adequate airports to accommodate the nexv crop of private flyers will start before too long, and in half a decade the esti mates of 300,000 to 300.000 private craft in the air seem quite possible of realization. The stan may be a trifle sloxv, but big acceleration xvill come xvith the nexv values to be offered in the next five years. to be paid for the engine. Republic w ould be set back nearly S 1.000 be fore anything else was done. Hence The Piper PT-1, a 2-seater model, is one of the com pany's entrants in the postwar private flying race the search for a S3, or less, cost per h.p. One secret of the low cost of the Seabee lies in its tooling. Having been reassured bv a popular re sponse which already has placed or ders tor yooo Seabecs on the books. Modem power machinery has helped farmers fl in flllD HIS TUTORI I to overcome their manpower shortage -- but here's how it helped one to lick a disability Walter Urben, though crippled, is still able to do a man-sized job of farming -- thanks to a tractor. The above pictures show him plowing, fueling his tractor, feeding his prize bull, and finally, driving his herd of cows home after the day's work is done ack in 19; i. Walter Urben, a affliction has hampered his operation B dairy farmer of Nampa. Idaho, of the farm. For, like many another was stricken u ith infantile paralysisf,armer, hard-pressed by the man and as .1 result was left partially par power shortage, Mr. Urben learned alyzed. For many people, this afflic a valuable lesson. That lesson meant tion. ha* brought an end to their making full use of powered farm useful careers. But for people like machinery. Walter Urben. it was only the be- With a tractor, Mr. Urben has ginnim: won complete freedom of move Toda\`. Walter Urben is the suc ment around his farm. He uses it to cessful operator of a thrh'ing dairy take him to evert- corner of the farm. Havins no hired hands to help place and to help him do his chores. him with the chores. Mr. Urben has From sunup to sunset, it is his faith to di > all 1' them himself. Yet. neither ful companion and workhorse, help the kuk oi farm hands nor his own ing him to do everything in the course of his day's work. Mr. Urben has a set of attach ments for the tractor, which he finds easy to couple and unhook, and which do many of the chores for merly performed by hired hands. And when he has found the abilities of the tractor attachments limited in any was-, he has solved that prob lem neatly. He simply "Urbenizes" them with ingenious improvements, being an accomplished tinkerer in his own right. The benefits to be derived from full-scale power farming did not 6 ETC 3 2 1 J ~i come to Mr. Urben the moment he was stricken with infantile paralysis. As a matter of fact, like countless other farmers, he did not become aware of them until the wartime shortage of farm help stared him in the face. For about a decade after he was stricken. Mr. Urben managed to get bv as a farmer simply by employing hired help who used horse-drawn implements to do the various chores. But with the advent of war Mr. Urben's help went into the armed forces or into war industries. Finally he was faced with the grim decision of either selling his farm or finding some magical means to overcome his manpower shortage. Fortune came to his rescue when a tractor salesman introduced him to power farming. He bought a Ford tractor, complete with Ferguson System implements and tools, from the Lindsey Tractor Co., of Nampa. Idaho, a dealer affili ated with R. M. Made &. Co.. Ford tractor distributors in the North west. Hones to Horsepower numerable ways, depending upon the needs of an individual farm. Many farmers during the war, for example, have used "power off the belt" of their tractors to saw wood, mix fertilizer, elevate hav and grain to the barn loft, and do many other labor-saving operations that ordinar ily were delegated to the hired man. It has not been necessary for Mr. Urben to make any alterations in the construction of his tractor to make for more convenient operation other than to install one hand control on the brake. He is, however, contem plating the installation of a similar hand control on the clutch to facili tate faster action than he is now able to get due to his crippled leg. To accommodate his crutches, which he needs to transport himself to and from the tractor, Mr. Urben has built a bracket on his tractor. However, the crutches do not take up much room and for him are a very necessary accessory. No slug-a-bed, Walter LTben alwavs gets off to a bright, early start on his chores. He is a strongly built man. and with the aid of a steel On a typical day, his first task will be to attend to his 16 Guernsey cows whose udders are turgid with rich, creamy milk. A modem, quick-ac tion mechanical milker speedily helps him perform this job. Mr. Urben may then drive out to set the irrigation water in a field which he is preparing to plow. Driv ing back to the bam he hooks up the plow and begins his work in the field. That finished, likely as not he will drive over to inspect the threeyear-old Guernsey herd sire he is using to breed up his dairy herd. Walter Urben practically lives on his tractor the livelong day, right up until he rounds up the cows and herds them safely back to the barn. Later in the evening comes time for relaxation. His daughter, Norma Jean, insists on keeping up with each day's happenings to her heroes and heroines in the comic strips. So one of her father's last chores each day is to read her the comic section before she goes off to bed. Because of his ability to succeed in a difficult job -- in spite of his crippled condition -- Walter Urben With his tractor Mr. LTben not brace on his disabled leg, and his should be an inspiration to mans- only solved his manpower shortage, crutches, gets around on his working wounded war veterans, who. having but in addition made the pleasant discovery that power farming is eas ier. more productive, more econom ical. and hence more profitable. So easy and profitable, in fact, rhar Mr. day. Likely as not. at any time a visi tor may find him. a crutch in one hand, and the other hand gripping a shovel or some other implement. Nearby, as always, is his tractor. lost an arm or leg, would still like to become farmers after the war. In Walter Urben's case he has shown what modem farm power machin ery -- and determination -- can do. Urben vows he will never go back to fanning with horses. M'ith his high-compression trac Tackling the many chores on his farm is a cinch with his tractor. Here he is coupling on a plow tor Mr. Urben is able to do virtually all of the chores around his farm. As he himself says. "My tractor has XI been a means of transportation to me in ditch running, going for the mail, doing errands, and rounding up the '/i cows at milking time. At times 1 al most live on my tractor." Like many another farmer. M alter Urben know s that take-off power from his tractor can he used in in 7 X\j ETC 32118 ynthetic rubber represents pos S sibly the greatest paradox of the war. Never before has a nation, sud denly cut off from natural supplies, been able to offset that loss quantita tively to the extent synthetic rubber has replaced crude. As a volume pro ducer, the synthetic rubber industry is scarcely three years old. Yet by the end of 1944 it was producing, on an annual basis, more synthetic rubber than the greatest amount of crude rubber ever consumed in the United States. But at the same time, never have supplies of rubber tires -- for civil ians--been so critically short. Never has the motoring public, from the Military demands for fires have been so great that they could be fully met only at the ex pense of civilian truck and passenger car tires big fleet operator down to the pri vate car owner, had to depend so greatly upon a new and unfamiliar product for its transportation. And even now. although the war in Eu rope is over, bringing the expecta tion that military needs for tires may decline, civilian drivers still face their sternest test. They must get through the worst period of the war -- the summer months -- before any substantial relief can be forthcom ing. But while national attention is riv- WON'T RESTRICT GASOLINE SALES Expert opinion of the rubber industry is that neither the quality nor the quantity of synthetic tires will prevent the restoration of pre-war mileage totals points out, it can also be used for the production of passenger car tires after the war. Taking into consideration only the capacity authorized and building be (.red on the current, deeply critical meet civilian needs postwar. This fore December 1st last, Mr. New >ituation. oil men have been con enlarged unit capacity will prevail man says, it is estimated that the cerned about still another phase of despite the limiting factor that syn industry can secure 96 million total synthetic rubber. thetic rubber is characteristically tires a year, of which 74 million may This is its postwar outlook as it re hard-to-handle (it takes as much be passenger car tires. (The addi lates to the rehabilitation of automo equipment and manpower effort to tional capacity since authorized will tive transportation then. Here, the process 750,000 tons of synthetic as increase both of these totals.) ijuestion is not simply whether there it does to process 1,000,000 tons of "This projected capacity," he de w ill be enough man-made rubber natural rubber). clares, "will be sufficient to handle rues, after the war. to equip new and pre-war vehicles both. The question Two Expansion Programs an original equipment tire demand of 30 million tires a year -- the tire is also whether these synthetic tires The tire industry has undertaken requirements of six million new pas \\ ill restrict driving speeds, annual two successive expansions in unit senger automobiles -- and still leas e mileages, and accordingly, gasoline fabricating capacity, one that was more than 45 million passenger car consumption. This of course is based begun in 1943 and is now complete, tires annually for replacement use. upon the assumption that ample sup and the second which was author "Without attempting to forecast plies of natural rubber will not be ized late last year. The effect of the time of the end of hostilities, it available for some time to come, these two programs will be to in is probable that there will be some hence, that the burden will fall crease fabricating capacity to a level where between 22 and 24 million mostly on synthetic. of 28 million truck and bus tires a passenger automobiles in operation For an answer to these questions, year, and to provide, in addition, for when the end does come. The po rhe Ethyl .W'-r contacted James J. large numbers of airplane and farm tential supply of tires available for Newman, vice president of the B. F. tractor tires. Since a substantial part these cars would then be sufficient (ioodrich Co. Here are his com of this capacity is designed for six- for at least two new tires for each pany's views: and eight-ply tires, Mr. Newman vehicle each year." "It is highly improbable that any restrictions on the number of cars in operation, or on the miles per vehicle Retapping of worn fires it one of the most important things a civilian motorist mutt tfo to keep hit cor in operation which they travel, or on the speeds at which they travel, will be im posed by tire supply limitations. Some tightness may exist for 12 to i s months following the end of hos tilities but should not continue longer. It is our opinion, therefore, that the volume of gasoline sales will not be materially affected by tire shortages." Supporting this conclusion. Mr. Newman points to the greatly ex panded fabricating capacity of the tire industry that will be available to m Here, then, for oil and automo tive men. is an appraisal from an authoritative source in the rubber industrv. It is a straightforward pre diction from an executive of one of the leading rubber companies that synthetic tires will not restrict post war motoring or gasoline consump tion. And it is of added significance because it reflects the thinking of men in the industry -- men who know synthetic rubber's present shortcomings and imperfections -- men who are close to synthetic rub ber's technological development and postwar possibilities. This long-range forecast should be reassuring to one section of the To relieve the rubber industry's manpower shortage, the Army temporarily released experienced personnel In three short years, synthetic rubber capacity has sky rocketed. Below, an intermediate manufacturing step motoring public in particular. That group embraces the commercial users and operators of bus and truck fleets. They are the men who most depend upon synthetic rubber tires. For it is they who must keep the nation's highway transportation sys tem operating. In their present state of develop ment, the most satisfactory synthe tic tires have always consisted of a large percentage of natural rubber. But as the war bit ever deeper into our crude stockpile, civilian tires have had of necessity to consist of greater and greater proportions of synthetic rubber, less and less "fla voring" of crude. Though synthetic passenger car tires are 90% as good as first quality natural rubber tires, the performance of truck tires is not vet so good. Operating upon present wartime grades, heavy dutyusers in particular have been most seriously affected. In some types of heavy duty, high speed service, users report unsatis factory service from presentday svnthetics. despite careful mainte nance and constant inspection. The most frequently named faults are that synthetic rubber tires have less resistance to heat (which causes the plies to separate) and can't xvithstand the flexing of heavy loads. Moreover, vehicles equipped yvith synthetics have shown a loss in horsepoyver on dynamometer tests, yvhich is another serious factor. It is of course true that these syn thetics are being operated under strenuous wartime driving condi tions, in yvhich vehicles are fre quently overloaded and constantlv in service. Be that as it may, com mercial bus and truck operators are admittedly in the most critical pe riod of the war. In the immediate fu ture, their only hope is for more synthetic tires, not for better ones. Synthetic rubber has been up 10 ETC 32121 against so many shortages during the war that sometimes overlooked is the singularly great accomplishment it represents. Against an output of only 8,000 long tons in J94J, the nation's syn thetic rubber plants last year pro duced a whopping 763,255 long tons rand at the end of the year were producing at an annual rate of 900,000 tons for all types of man-made rubbery Actual production last year was greater than the average annual tonnage of natural rubber consumed in the United States in the five years preceding the war. And by 1946. the United States is scheduled to produce i.: million tons annually -- or more rubber than was ever con sumed by the world in any year ex cept 1941. As the WPB has said, synthetic rubber ranks as one of the greatest war production achieve ments. Besides the phenomenal produc tion of synthetic rubber, additional supplies have come from our stock pile of crude rubber and from war time imports of crude from produc ing areas that escaped Japanese con quest. As of Pearl Harbor, natural rubber stocks totalled 533.000 long tons. Since then, well over 400.000 tons additionally have been im ported. How ever, the wartime needs for rubber have been so great that bv last January 1st the nation's stock pile had been drawn down to the danger point of 96.000 tons -- and further deep inroads are expected this year. The Allied invasion of Borneo gives promise that rubber supplies from one of the world's greatest producing areas, the East Indies, will eventually be forthcom ing. Meanwhile, the critically low level of the stockpile makes it im perative that natural supplies be re stricted to only the most essential uses, at least until the stockpile can be replenished. With almost the entire transpor tation burden laid upon synthetic rubber, the industry has been up against practically every shortage on the books. It has been short of ca pacity', short of component mate rials (principally carbon black and ravon cord), short of fabricating fa cilities, and short of manpower. Primarily responsible for these shortages, of course, have been the mounting military' demands for tires. These demands have been so great that meeting them fully has been possible only at the expense of civilian tires. Military needs for large-size tires have cut into the pro duction of civilian tires for large trucks and buses. More tires for light trucks and jeeps have had to come out of passenger car tire capacity. Yet, despite its very* many difficul ties, the rubber industry last year produced nearly 18.8 million passen ger car tires, 17.5 million of which yvere released to civilian drivers. At the same time, the number of pas senger car tires recapped last year, 15 million, xvas the greatest on rec ord. These two factors, according to a study bv the B. F. Goodrich Co., were sufficient to replace all tire mileage consumed in that year. Conservation Stiil Essential It is virtually impossible to fore cast yvith anv accuracy what the whole of 1945 will bring,, either for passenger car or heavy-duty tires. Against a previous drastic slash in civilian allocations, the end of the war in Europe has brought a reap praisal of the situation, and promises more tires for essential civilian users. But the remaining military require ments will still severely limit the in crease -- xvhich is from the rockbottom level of the war. One thing is certain, responsible authorities agree. To keep the na tion's automotive system going, it available in ample quantities, synthetic must carry the load will be highly essential for the mo toring public to continue to observe wartime tire conservation measures completely and to make full use of recapping facilities. The motoring public must take the greatest pos sible care of its tires, keep them properly inflated, rotate them regu larly, drive them carefully - and have them recapped for longest ser vice. Without this conservation, a great many cars and trucks will be needlessly lost to their oxvners. In all likelihood, these next few months yvill tell the story. Keeping its fingers crossed, the WPB hopes that by midsummer it will have achieved a better balance between the supply of component materials and synthetic rubber's overyvhelming need for them. By then, it is ex pected, more supplies of carbon black and bead yvire yvill be forth coming. High tenacity ravon yvill still be short -- but cotton cord can be substituted in the smaller tire sizes, if enough of it can be had. At that time, too, a number of the neyv truck tire fabricating units, pres ently building, may be in operation. And from there on out, the tire sit uation should get better, it is felt. 11 ETC 32122 II Above, invasion craft in the waters around two Jima. Right, a wave of Ma rines begins the grim job of battle rr:r-: Blitz cans of gasoline, hurried ashore from landing craft, were cached thusly :r " * .' ...at IWO II The conquest of Iwo Jima involved some of the fiercest fighting of the Pacific war. But in this action, as in all others, oil plaved an impor tant part -- helping our forces to overcome the fanaticallv resisting Japs. From beginning to end. oil powered the at tack. It fueled the warships and carriers that laid down the pre-invasion bombardment. It drove the invasion barges that swept in against fierce opposition. It propelled the planes, tanks, jeeps, trucks, and all the other equipment that carried our forces on. Enough petroleum prod ucts were used in the invasion to fill a train of 10.000-gallon tank cars :;8 miles long. And when the island was finallv won, oil aided in the vast job of reconstruction that turned it into a new U. S. base. Here, on these pases. is a vivid account of oil in action at Iwo Jima. Having served Us original pur pose. Seabees put an empty drum to work as a washing machine Seabees hook up a gasoline-driven generator to power an electrical system on Iwo Jim a. Dragline scoops in the background prepare the ground for installations flf IWO JIMA Helping to win the battle of Iwo Inna was one job. Now, oil is help ing to rebuild the island. And these wenes show some of its seeminglv , ndless uses -- powering the water purifying equipment, fueling the c .isoline generator that ran the elec trical system, driving the bulldozers ,md other machinery which trans formed the Jap island into a new I'.S. base. This was oil at Iwo Jima. X 'V Drinking wafer from wolf* on Iwo wot non-existent, to our mon cfrtw in ocoan wafer, distilled it in thit apparatus Looking down from Ml. Surabaehi, where a tractor is at work building a road, a vast panorama of Iwo Jima it seen. Note the network of roads that load inland from the seaeoast "Open for Business" at Iwo Jima is this Gl-operated serv ice station. Rugged driving conditions and combat haz ards require constant attention uy -a* y.Qir-*=Up- -Jml /? " ETC 32126 By John W. Roberts In the midst of the current and bewildering food shortages, here's a timely analysis of what's going on -- and a forecast Ii w anti in know how much fund we'll have to eat this t ear, and next, the answer is in the cloud.-. And that's a fact1 People todav are so bewildered over the current food shortages thev can understand neither where the food's going -- nor where it's com ing from in the future. What manv don't know is that the kind of weather we have this vear -- the amount of sunshine and timelv rains -- will determine more than any thing else just how much food we'll have to eat. That's whv the answer to the food question, in all truth, is in the cloud-. As a matter of fact. Nature has been so bountiful during- the w ar that it has enabled American farm ers to grow- the greatest amount of food (and fiber) in history. This has been evident in the record-breaking yields per acre of various crops. Aided, too, bv power machinery, which has helped them to overcome their wartime labor shortage, farm ers have been able to harvest bumper crops for three years in a row. This vear, the weather was some what freakish in .March and April. Following a spell of unseasonably warm weather in .March, w hich per mitted farmers to make an earlv start in planting, the heavy rains and floods in April then caused a setback. However, after surveying the situation, the Government in its May i crop report concluded that the general outlook was still for an over-all farm production that will compare quite favorably with the record crops of the last three years. I.ater reports will bear watching. Assuming that good weather pre vails throughout the rest of the grow ing season, an improvement in food supplies should be seen begin ning next fall and w inter. Then will come to market the food and live stock presently growing and graz ing. Meanwhile, civilians w ill have to take still another notch in their belts. ETC 32127 Compared with a year ago, they will receive about 20% less meat and silent and about 15% less edible fats ,ind oils. This represents the slim mest rations of the war in these commodities -- but nobody is going n> go hungry. So much for the future. What .ibout the present grim situation in food? Whv have ration point values ijone up on meat and dairy products: Whv are resraurantsshurting down? Whv are meat markets in manv lo calities open only one or two davs .1 week, if at all? Whv are black markets thriving'- Whv, indeed, are rhere these critical shortages in food - when faimers have been growing more food than ever before? To understand what's happening, vou have to take a number of imporr.inc factors into account. Among them are: 1. Lend-lease and military re quirements. 2. Black markers. 3. The unbalance in food sup plies. 4. W'ar-swoilen civilian pocket- books. Lend-lease and military require ments have been taking about ot the nation's food supply. These arc the most vital needs for our food, and no one doubts their su preme importance in winning both the war and the peace. Although the war in Europe has now ended, huge quantities of American foodstuffs will still be needed bv these and other civilian populations of the world, as they are freed, to prevent mass starvation. Europe alone will need to import some 1: million tons of food in the ' ear beginning Augvist 1. according to the Department of Agriculture, most of it from the United States. I he liberation of the Philippines has forced American food officials to set aside all supplies of rice in the hands of U.S. farmers and millers, to feed the people of these islands. All told, the growing needs of the world for American food will more than offset the lessening military requirements involved in the release of a million or so men from the Army. Thus, lend-lease and military requirements will continue to require about 25% of our food supply, if not more, dur ing the coming year, it is estimated. Growth of Black Markets Due to the growing shortages of meat, black markets have taken a strong hold on this basic staple. Gov ernment authorities reluctantly ad mit that black market operators have been able to divert between 20% and : 5 U of all meat, nationally, from legitimate trade channels -- although in some sections they have cornered as high as 80% to 90fr of all local supplies. The aggravated meat short age. moreover, has thus enabled the black markets to spill over into poul try and eggs. Righr now. the OPA is waging a vigorous campaign to destroy this black market. It is doing so bv at tempting to force more livestock into packing plants where meat is federally inspected. (The Federal Government inspects all meat enter ing interstate commerce.) The smaller packing plants, not subject to this Government regulation, have been the source of most black mar ket meat, authorities say. If the OPA is successful in smashing this black market, civilians will not get more meat, all told. But they will get more meat at OPA ceiling prices. The growth of black markets stems at least partly from the fact that food supplies have become un balanced during the war, particu larly in meat. Most people, in considering the nation's meat supply, think only in terms of the pigs and steers and lambs on farms and ranches. What they sometimes overlook is the amount of com and grass and other feed grains these herds need to grow and fatten on. During the war, an unbalance was created between the two -- the ill effects of which arc now showing up in reduced meat supplies for civilians. Back in 1943, in response to Gov ernment pleas for more pork, farm- Farmers hove been growing more food than ever before in history -- but it hasn't been enough to overt ihorfogej -- 17 ETC 32128 Our Navy has been able to carry the war to Japan's home shores -- thanks to this "secret weapon" that carried the Navy !' i1 I ,, I! This is the USS Craneship No. 1, used in salvage operations. It was once the old battleship Kearsage A destroyer passing a line to a tanker. Refueling at sea keeps fighting ships in action longer SALVO! The night is split open with a glory of light and a hell of sound. Tons of high explosive shells, death in steel jackets, fly into the darkness -- toward Japan. Those shells are on the last few miles of a journev that began halfway around the globe, in America. Yet the battle ship that fired them didn't carry One of the most amazing auxiliary vessels of the war is the floating drydock. Here is a section of one 32129 since this war began. They can sup ply fuel oil, steel plates, engine bear ings, frosted sirloins and succotash, powder, shells, or coke and ciga rettes. With their aid a task force was able to protect Guadalcanal for two months without touching land. Even in the earlv days of the war, rhem from our shores. And when rhev are all expended she won't h.n e to leave enemv waters to come ,ln>me for more. An AE ship, one of rhc Xavv train of auxiliary vessels, brought ammunition up into the front lines" and put it aboard her .in the open sea. .More shells, rock ets. flares, fuzes, bombs, mines, depth charges, even torpedoes, are stored m the holds of this floating arsenal. She can supply the fleet with any thing from a .50 caliber bullet to a 16-inch shell -- when, and where, t's needed. Behold, then, the ARS. the AF, the ATF. AOG. AS. APA. AK. the APH . . . Navy initials that spell gloom to Japanese admirals'. They >cand for "auxiliary" vessels -- not righting ships -- and vet they took the place of Guam, the Philippines and the East Indies in our grand -trategv of naval warfare in the Pa cific. Here's how: Japanese planning for this war was based on the idea that Nippon her self would be secure from attack as long as she held all the island bases within striking distance of Tokio. So she took even- island between her homeland and Australia, intend ing to have them all developed bv the time we could establish adequate supply and sen-ice bases for mount ing a counter-attack. This line of reasoning was based on sound mili tary precedent. Until this war, fleets never at tacked further than i ,000 miles from their bases. From Pearl Harbor to Tokio is 3,338 miles. Even when we developed the "task force," the Jap anese thought it would have to sail home after each strike. But the Navy put hulls under neath its fuel stations, munitions de pots, hospitals, commissary store houses. and repair shops. It sent its bases to sea in the form of auxiliarv ships -- the "A" fleet. This fleet, a navy within the Navy, was built practically within the last three and a half years -- from 85 vessels in Jan uary, 1941 to nearly one and a half thousand today. With these "A" ships we were able to assemble an advance base at anv point in the Atlantic or Pacific. There --as no longer a limit to the striking range of our Nazy. For instance, our task force which helped capture Kwajalein, then went on to hammer Truk and shell Guam, traveled 3,82 j miles to return to Pearl Harbor. The entire roundtrip rampage took 8,000 miles! The train of supply ships for the fleet is not a new idea, but we're using them in a new way today. Sev enteen out of the Navy's 36 types of auxiliaries have been developed The "A" fleet give* the Navy more reach, punch, endurance one destroyer operated 140 days in the Pacific without anchoring. The only thing these floating is lands have in common is the initial "A." They run from ATF (Auxil iary: tug: fleet) to APH (Auxiliary: transport: hospital). The newest type is a distilledwater ship, to service those combat vessels too small to carry a fresh water plant of their own. It can make 120,000 gallons of sweet water a dav and store over j million. One old skipper complained that his men were doing poorly on water which had no natural salts, no minerals in it. The Bureau of Ships retorted that no one ever got sick drinking pure water. In military parlance, "the issue remains in doubt." AO -- Destroyer Tender * At --' Ammunition Ship ` At --Storeship (Provisions)-AG -- Aux)i/aryJGenera/-M/*ceiIaneou*} AGP -- Motor Torpedo Boat Tender AOS -- Surveying Ship AM -- Hospital Ship ` AK -- Cargo Ship AKA --- Attack Cargo Ship ' AKN -- Nef Cargo Ship * AKS -- General S/ores issue Ship "MV -- Cargo Ship and Aircraft Forty ''AN -- Not-Laying Ship AO -- Oilor * AOG -- Gasoline Tanker AP -- Transport - APA -- Attack Transport * APS -- 8arrack* Ship (Solf-Propollodt APC -- Coastal Transport (Small) APH -- Transport (Hospital) * APL -- Barracks Ship fTowedi AS -- Repair Ship ARS -- Repair Ship (Battle Dorn age) ARD -- Floating' Drydocfc ARG -- Ropair Ship (Internal Combustion Enginoi ARM -- Repair Ship (Heavy Hull) AR1 --- Ropalr Ship lLandlng Craft! ` ARS -- Salvage Vessel ARV -- Aircraft Ropair Ship * AS -- Submarine Tondor ASR -- Submariner fcescue Ship ATA--- Ocean Tug (Auxiliary) ATF -- Ocean Tug (Fleet) ATO -- Ocean Tug (Qldi ATR ---Ocat*Tvp-i(Rotcvo) ` AW -- Distiflirtg Shlp Repair ships, both light and heavy, are floating machine shops that even carrv diving gear for underwater salvage. Their mechanics and ma chine-shop crews now sleep on a separate barracks ship instead of next to their lathes and drill presses as thev used to, so the shops can oper ate 24 hours a dav. The Navv has its own tugboat fleet -- tour different sizes and types, all equipped with fire-fighting equip ment. In more cases than one, burn ing merchant ships carrying ammu nition or gasoline, abandoned bv their crews, have been restored to service bv these rugs. ATF's. or fleet tugs, are the most powerful in the world. Over 200 feet long, thev have 3,000 horsepower for pulling anything up to a largesized freighter for thousands of miles. Thev were designed in antici pation of invasion operations, and actually towed huge railroad barges across the Atlantic in what amounted to the largest towing operation of its kind m history. Then there are the attack trans ports APA i which fern- tanks, tank lighters, landing craft, combat tro< 'Os and their equipment--a whole invasion -- to enemy waters. Their cargo counterparts 1 AKA) bring in the bulldozers, trucks, gasoline, am munition and more tanks. Sturdy, sea-going tugs play a big role in the "A" fleet Medical care for the wounded and evacuation from combof zones ore provided by the Navy hospital ships Remember the early davs of re fueling airplanes in flight? Pumping oil aboard a fast-moving warship is just as hard -- but our Naw has de veloped the tankers and the tech niques for doing it. And while the fuel is being pumped over, bread, cigarettes, and wounded sailors may be transferred also. It is these fast, long-range tankers that have been so largely responsible for speeding up our naval striking power and in creasing its range. There are special submarine res cue vessels, for pig-boats trapped more than 300 feet down. There are refrigerated food ships, great float ing iceboxes. But the most surprising "ship" in this fleet is the floating dry dock. In sections, huge hunks, these have been towed across the Pacific to advance bases. And the dry docks are huge -- larger than the average football stadium. Some of these basins, towed all the wav across the widest ex panse of ocean on earth, will accom modate the 45,000-ton Iowa or Mis souri -- heaviest, mightiest battlewagons in the world! There is, in this fact, a businesslike suggestion of future operations that has them scratching their heads over in the Japanese admiralty. Another fact that disquiets the admirals is that over 30% of our Navv. bv far the world's largest, is composed of "A" ships. They don't have the glamor of destroyers, cruis ers. carriers. Thev haven't made the headlines. But they've done a whale of a job. Bv giving our fighting ships more reach, more punch, more en durance. they've given us bases for carrying the war right into the Em peror's front yard. OURPICTURES... Cover. Official U. S. Navy photo graph; Pages 3-5. courtesy Aviation Magazine; Pages 6-7. courtesv R. Al. Wade & Co.. Portland. Oregon; Pages 8 (top). 9. 10 (top). 11. 19- and 21 (bottom), Acme Newspictures. Inc.; Page io (bottom), cour tesy IT. S. Rubber Co.; Page 12 (top). Official U. S. Navy photographs through Press Association; Page 12 (bottom), 13 (center right and bottom), 14 cept top). 15, 16. and 20 (top). Wide World; Pages 13 (top and center left). 14 (top). 20 (bottom), and 22 (topi. Press Association. Inc.; Page 17. courtes) Soil Conservation Service. U. S. Department of Agri culture; Pages 20 (middle two 1 and 21. Official L. S. Navv photographs. iv iW ETC 32131 THE BEST GASOLINE IS STILL FIGHTING ! A' 'U**' ' O i IQ: V 7i-- A Curtiss Commando carries Cub hospital planes two at a time, kangaroo-style. To fly this load, plus a ton of priority equipment, high octane gasoline is essential. A! V? -- C. X Joop double-header hauls G. I.'s and precious freight on the Burma Railway. Usually, a big part of the load is gasoline bound for the fighting front up ahead. M ,0 Z e &: Navy boats don't always ride the waves. This one, for example, goes overland on the sturdy back of an Army truck. Ashore or afloat, mecha nized equipment in this war needs gasoline of the finest quality and plenty of it. tl 'Si ETHYL CORPORATION CHRYSLER BUILDING NEW YORK I r, N. Y. Ethyl is m rrads mark nama KNOCKING OUT a tough enemy is a job that takes men, machines and supplies -- including huge quantities of the best gasoline that Ameri can refiners can produce--gasoline improved with Ethyl fluid. So long as the best gasoline "is still fighting," gasoline allotted for civilian use mustbe restricted as to quality as well as quantity. Lessened mili tary needs may ease the situation a bit, but the lifting of all restrictions cannot be expected un til complete, final Victory. ETC 32132 Everybody knows why gasoline supplies at home are still limited. It's easy to understand that, with millions of gallons of gasoline going overseas, civilians can't have all the gasoline they want. "But," you may ask, "why isn't the gasoline I ant getting up to pre-war quality?" The answer to that is also quite simple. The best gasoline is still fighting! Our fighting men are getting the cream of U.S. gasoline production, which contains most of the Ethyl fluid $ manufactured. CHRYSLER BUILDING Result--gasoline left over for civilians is likely to he short NEW YORK 17, N. Y. on quality as well as quantity until such time as the Army and Navy say it's safe to step up civilian supplies again. Then you can look forward to the finest Ethyl gasoline ever offered. Ethyl is a trademark namm ETC 32133 IN THE JULY-AUGUST i | j l' 1 ' | > j . ' i j ' | ; ; I t | i I ^ i fl fl ,1 iI I v S I What we know as the Ameri- can flag actually is derived from many others of the Colonial period, some of which are shown on our cover. Viewing these flags from right to left, one can see how our present flag evolved. First there is the Washington coat-of-arms. Legend has it that this was the flag's basic inspira tion, since it contained both stars and stripes. From the English East India Company flag (next) came the precedent for the use of thirteen stripes (to symbolize the thirteen colonies). It was probably also the original inspiration for the canton -- the upper lefthand corner where we now have the stars. However, the Red Meteor flag of 1707 (third), the official British colonial flag with its Cross of St. George and St. Andrew in the canton, was the one on which succeeding designs were superimposed. The first American flag to in corporate alternate stripes -- but blue and silver--was the fringed flag of the Philadelphia Light Horse Troop (fourth) in 1775. Stars first appeared in the white "Hope Flag" of Rhode Island (fifth). Following the outbreak of the Revolution, the Striped Union flag (sixth) was adopted--which gave us the arrangement of alternate red and white stripes. Two years later, the last great change was made -- the substitution of stars in the canton, for the Cross of St. George and St. Andrew -- and the "Betsy Ross" flag (seventh) was born. This was the first official U. S. flag, but Betsy's part in its creation was more fiction than fact, The ring of stars ultimately gave way to the arrangement first seen in the Rhode Island flag. And from this form our present flag has come about. ETHYL SALES DEPARTMENT REDESIGNED 3 In Order to serve its customer oil companies bettor, Ethyl's sales department has been redrawn to conform more closely with the principal gasoline marketing areas of the country. An area sales manager will serve each territory. IT'S A SNAP1 6 Going away on your vacation? Here's how to add a professional touch to your snapshots, by remembering a few simple rules. OIL OFF THE SHELF 9 Eleven out of every twelve barrels of U. S. oil fueling the war come from reserves discovered in peacetime. And the war's heavy inroads on these lower-cost reserves highlight a serious problem. FLAT-TOPS AT WAR 12 Hard-hitting planes launched from the decks of our Navy's car riers are softening up the Japs before each invasion. KNOW-HOW IN HANDLING FUELS 14 Personnel of the armed forces are learning proper methods of handling gasoline in two current courses on fuel operations. FUNNY BUSINESS 16 What makes the comics the best selling features in newspapers? Nearly everybody reads them . .. and loves them. QUEEN OF THE SKIES 20 Does the dirigible have a place in postwarair transportation? Here's what its proponents believe. In order to widen the fields el render Interest In (thyl News, we frequently publish articles contributed by writers net ossecieted with itbyl Corporation. Any opinions expressed In these signed articles, of course, are the aethers'. The editors el the News welcome articles el ttmely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Ethyl Fluid, used by oil companies to improve the antiknock quality of aviation and motor gasoline * Earle W. Webb, president; Percy l. Griffiths, vice president and treasurer; Julian C. Contain*, secretary ETC 32135 Four area sales managers appointed to coordinate as a result of a ten-month study al. to determine the postwar re quirements of customer oil compa nies, Ethyl Corporation Sales De partment has reorganized its field operations to conform more closely with the four principal marketing areas for the sale of gasoline. The new plan is designed by J. Coard Tavlor, Vice President in charge of Sales, and Julian J. Frev, General Sales Manager, to enable the Corporation to give the best pos sible service to customers and to se cure closer coordination of activities sales activities in line with gasoline marketing areas affecting customer sales programs. In line with data and information developed by an analysis of the operations of customer oil compa nies, the reorganized sales depart ment of the Corporation has been set up on the basis of four marketing areas to be known as the Eastern, Central, Southern and Western areas. As a further step in achieving bet ter coordination with the marketing activities of the oil companies using Ethyl fluid in their products, a sales manager has been appointed for each of the four areas. The four appointees are Richard C. Murphy, Eastern Sales Manager; James E. Boudreau, Central Sales Manager; Harold R. Berg, Southern Sales Manager; and Sanford M. Wagner, Western Sales Manager. The sales manager of each mar keting area will be directly respon sible for services rendered to all cus tomers in the area, and therefore 3 ETC 32136 H III! I ETHYL'S FOUR NEW AREA SALES MANAGERS ETC 32137 MR. BERG, who was born in Manchester. V H., went to the public schools of Ports mouth and entered the University of New Hampshire in 1923. Upon completing his college course he joined the Portsmouth District of the Mexican Petroleum Corpora tion. serving as operating manager until Vugust. 1928. when he joined the Ethyl i orporation as a field representative of the i Imago Division in the Northwest terrilorv. In 1930 he was appointed Assistant Manager of the Chicago Division and six months later he became Manager of the oewly-organiaed Kansas City Division. With ihe exception of a year in the New York oilire on special assignment, Mr. Berg has l.een in charge of the Kansas City Division [nr fifteen years. will be in charge of all sales activities of Ethvl divisions within the mar keting area. In addition to the four area sales managers, George Krieger has been named to the new post of Special Assistant to the General Sales Man ager to coordinate programs affect ing more than one of the four prin cipal areas and to supervise certain services to customers which can be handled adequately only on a na tional basis. Major objectives of the new plan MR. BOUDREAU, successively Manager of ihe New York and Chicago Divisions, served m the U. S. Army for two years in the cur rent war and rejoined Ethyl Corporation last December after his release from duty as l ieutenant Colonel with the Sixth Service ( ommand. He was born in Hoboken. N. J. and was graduated from the U. S. Military Academy jt West Point in 1925. resigning his comi!ii--ion after a year's service to join the Munson Steamship Company. Four years later he became associated with the Ethyl i orporation as a representative in Eastern New York State, serving subsequently as Manager of the New York Division from 1932 to 1936 and of the Chicago Division from 1936 until he entered the army in No vember. 1942. MR. MURPHY joined the Ethyl Corpora tion in 1929. After serving as a field repre sentative in the Baltimore. Boston. Atlanta and New- York Divisions, he became Assis tant Manager of the New York Division in 1935 and Manager of the same division in June of the following year. In 1941 he was appointed Western Regional Manager for the five divisions in the West and Midwest, comprising Chicago. Kansas City, Tulsa, Seattle and Los Angeles. Mr. Murphy was born in Olean. N. Y. and went to grammar and high school in that city. He attended Cornell Universitv and for a year before joining the Company was with the National City Bank of New York. of reorganization are: i. Coordination of services throughout each customer's marketing territory. :. Superior service to customer companies bv giving a wider scope to specialists in the sales organization. 3. Closer liaison between cus tomers and Ethyl sales divi sions. Each sales manager will supervise the activities of Ethyl Corporation sales divisions operating in his area. Under the reorganization, the line up of divisions bv areas is as follows: Eastern Area: New York and Philadelphia Divisions. Central Area: Kansas City, Chi cago and Davton Divisions. Southern Area: Tulsa and Atlanta Divisions. Western Area: Los Angeles and Seattle Divisions. The Eastern Sales Manager will have his headquarters in New York, Georg* Krieger After a two-year leave of absence with the War Production Board, Mr. Krieger re turned to Ethyl this year to take charge of rural marketing and special development work as assistant to Mr. Frey. While with the W. P. B., Mr. Krieger served as Chair man of the Farm Machinery and Equipment Division and later as a special assistant to Donald M. Nelson. A native of Virginia, he was graduated from Virginia Polytechnic Institute in 1926 as an agricultural engineer, and entered the employ of Standard Oil Company of New Jersey refinery research laboratories. In 1929, he joined Ethyl Cor poration as an agricultural engineer, and in 1932 was named Director of Tractor Activi ties in the Technical Sales Department. Before leaving to serve with the W. P. B. in 1942, Mr. Krieger was head of Ethyl's Agricultural Division. Los Angeles Division while serving as Western Sales Manager. Matthew A. Taylor, former .Man ager of the Boston office, has been appointed Manager of the newly created division in Philadelphia. The services formerly rendered by the the Central Sales Manager in Chi Boston office have been transferred MR. WAGNER, a native of Williamsport. Pa- received his early education in the schools of Auburndale, Mass, and Newton. Mass, and was graduated from Rensselaer Polytechnic Institute at Troy, N. Y. in 1912. After engaging in farming in Florida for four years. Mr. Wagner joined the Stand ard Oil Company of New Jersey where he served for ten years until he joined the Ethyl Corporation in 1926. He pioneered in the de velopment of Ethyl sales on the W'est Coast, establishing division offices in Los Angeles. His new assignment includes all territory west of the Rockies. cago, the Southern Sales Manager in Tulsa, and the Western Sales Man ager in Los Angeles. Donald S. Flynn, formerly As sistant Manager of the Kansas City Division, has been promoted to Manager of the division to succeed Mr. Berg, Southern Sales Manager. Mr. Wagner will retain, for the pres ent. his position as Manager of the to the New York Division. Although designed as a postwar measure, the reorganization is effec tive immediately in order to enable the Corporation to take preliminary steps which will give the maximum amount of service and assistance to customers in their readjustment of operations from a war to a peace time basis. 5 You, too, can have that professional touch in your snapshots -- if you remem ber these few simple rules Wish I had my old Brownie back!" And Louie will come in for his prints, spill a mess of vague images out on the counter, and beam at the clerk. "That one's my wife. You can tell -- she had the plaid coat on." What a waste of precious film! What's worse, what a waste of fun! You know, and I know, the fascination of old photographs. We ....... 'V can't run across an envelope full of forgotten snapshots in the back of a drawer without taking time out to ouie and his wife are pushing the J. Perkin doesn't know it. but he Li babv carriage along Riverside hasn't got a work of art. He just Drive on a Sundav afternoon. "Themade another Pitcha. When the man study them, maybe show them to the first person who walks in on us. Louie and J. Perkin know the same thing -- but not one of us in sun's nice and bright. Louie." she in the drugstore hands him a brown a dozen realizes that we could get savs. "Let's take a pitcha." So they envelope full of prints next week, three times as big a bang out of our pull the old box camera out from he will scowl at the blurrv images pictures later on if we onlv checked under the thermos bottle in the car and confide to the clerk. "That com ourselves on one or two points be riage. and she holds the babv. squint plicated, no-good camera of mine! fore we punched the little button, ing into the sun. while Louie backs on :o feet down the sidewalk, makes sure that the sun is behind him. warns his \\ ire to "Hole still, now!" and maps the little lever on the side of his camera. Louie walks back to the carriage with a certain strut. He has mst made a Pitcha. Fiftv feet from him. Mr. J. Perkin Perkins purrs on his cigar as he 1i ' perches his voungster on the fender of his Lincoln. And he walks :o feet tow ard the sun while he scowls at the gleaming mvstery of dials, F- stops. and chrome plated shutter speed selectors on the camera slung around his neck. He fusses with this and that. "Steadv. dear. Smile now. Tell little Perkin to look at Father." He snaps the scene with a grunt. "Ought to make a good picture," he savs. strutting back to the car. "A-hmph! Quite a picture!" ETC 32139 or pushed the shiny lever, that takes the picture! Your summer vacation is upon vou. Why not come home with better pictures of it? Don't stop reading now. This is not going to be a treatise on photographv, full of chatter about orthochromatic emulsions, or dynamic symmetry in composition. This is just a couple of hints, from one old box-camera snapper to another, on how to get more fun out of your photos. No trouble involved, no scratching of the head -- it just calls tor vou to understand a couple of mistakes which can be recognized ahead of time and avoided. (i) Stand Close. Don't follow the example of Louie and J. Perkin Perkins. Thev backed off 20 feet (remember?) and then squinted into the little finder-windows of their respective cameras until thev spot ted the diminutive figures of their families in the middle of the finder. These wives and babies will look just as tinv. just as distant, in the finished pictures, as thev did in that finder. Stand alwavs as close as vou can. so you don't have the top third of your picture showing skv (or an apartment building) and the bottom third showing sidewalk or plain grass. Come in close -- till vour sub ject fills the little finder-window -- and in the picture all the faces will be clear enough to show expression, personalirv. (:) Don't Get Yocr Back to the Sun. Why people think that's "the right way" is the greatest mystery outside of where-did-all-those-cigarettes-go? It's a simple matter of re flected light rays. A person with his face square to the light will have a flat expression, practically no shad ows on his face except unflattering ones under the eyes and nose. Let the light hit your subject a little sidewise, and vou get the faint shadows which give vour picture a portrait-like clearness and true-tolife quality. For an easv rule of thumb, stand with your shoulder, not your back, to the sun. Another good point is that the person whose image you're putting immortally on paper won't be scowling or squint ing at the sun. (3) Make Your Snapshots "Nat ural." When a person is told to "Look at the camera, now-," he or she gets self-conscious and fidgety and stiff. Here's the tip, friend: get vour picture-box all set, then tell the victims to go on and do what they were just doing. A woman with her mouth open is more natural, more true-to-life, In a photo than a woman with her lips pressed ner vously together. Your friend Jerry, biting a hot dog and roll, will look more like good old Jerry nvo years from now than he would if you had him brace himself "for a pic- rare" as if for a firing squad. The same goes for a group photo -- don't line people up in a stiff row. Catch 'em off base -- that's good in baseball, and it's good in photog raphy. So now you know the basic prin ciples of snapshottery: Get close, so people look big in the picture. Stand with your shoulder to the sun. Catch your subject off guard. Whether you use the safe and sane box-type camera, or a fancy model with numbers all over it and one that comes in a leather holster, these are basic points. Want more? There are some other booby-traps to look ouc for: (4) Don't Unload or Refill Your Camera in Bright Light. Film is fairly "safe" today -- you don't have to stumble around a murky closet or crawl underneath your Oldsmobile to put in a new 7 ETC 321 roil - but still don't take it for granted the him is foolproof, or von- -.nd-me-proof. Bright light will seen n .'.round the edges of vour film " hen vou relax vour grip on the little -pool, and louse up vour artistry. Stav in the shade v hen vou load. HoiJ the roll tight. Don't Sft Voir Camera Do". \ .,\ i hf Beach, or in a Dt'iS M'oi. All picture-boxes have mo\ ,;vj parts which dust will in jure. Pat vours on a chair or tow el. K: i h It Clean! Vour lens, i raw an. E\erv snap vou take is tran-L: :: ed to the him bv that little gla>s e:i? m the front of vour cam era. It's a magnifying glass; on a desert 'band vou could start a lire with Du-r. fingerprints, salt-air sprav will cling to it and blur the picture- taken through it. All spots V V ff s .fs I. \ V v.. will be magnified. Every so often, take a clean corner of vour handker chief and wipe it gently till it shines. (-) Don't Punch That Button! Whatever kind of trigger vour cam era has to make it go off, don't set it off quickly. Vour hand will make the camera jump at the instant the picture's being taken -- and if the camera moves, it's just the same as if every one in the photo had moved. Do as pistol experts do - squeeze that trigger, slowly! (8) At Last - When You Take Your Film in for Developing--Ask for "Glossy" Prints. You want clarity, detail -- right- Photo shops automatically give vou "dull finish" or "soft finish" pictures because they're more flattering. If you just remember to avoid the "boobv traps" we've mentioned, your pic tures will be good enough not to need the fuzzy, vague flattery of "soft finish" prints. Ask for "glossy prints" (they cost no more) and vour shots will look so professional when vou spill them out of the en velope that vou ll probably try to impress the man at the counter with them! The war's heavy drain on oil reserves accumulated in peacetime highlights a seri ous problem of the industry u.kyone knows that U. S. oil is E winning the war -- buc few peo ple realize zchat kind of oil is respon>ible. Somehow, the prevailing im pression seems to be that the stream ut petroleum products flowing to the battlefronts stems from crude petroleum discovered vesterdav, a w eek or month ago, or last vear. \ctually. of the billions of barrels upon which this war is being fought and won. onlv one out of everv rw elve barrels consists of oil discov- fi :y*iv: OFF THE SHELF By Henry E. Rose ered since the time of Pearl Harbor. This highlights a deeplv serious wtuation that has been developing in the oil industrv during the war. To meet the unprecedented de mands for oil. the industry has had to cut deeply into its peacetime reser\es and. in erfect, to sell its "oil off the shelf." How much oil is in voked is revealed in a recent official government estimate. That estimate showed that of today's total crude production of close to 4.8 million barrels, only about 400,000 barrels come from oil reserves discovered since Pearl Harbor. The rest of it comes from oil previously discov ered in peacetime. What makes this of such deep concern to the industry is that this represents oil which cannot be re placed for less than three to four times what it cost originally. At the Nearly all of fhe (J. S. oil fueling the war tomes from reserves discovered in peacetime same time, the industry has been faced with a declining rate of new oil discoveries in recent years, de spite the most intensiye search for oil in history. In consequence, it has sought relief from this situation through a general increase in the price of crude oil. Yet, throughout the entire period of the war, the OPA has failed to take cognizance of the industry's untenable position. Since 1941, it has permitted no material advance in the price of crude oil -- despite the ad vance in the cost of materials and equipment, despite the increase in labor costs and in taxes, and despite the fact that the industry has been forced into the position of liquidat ing its peacetime reserves. The only relief the OPA has granted has been in the form of subsidies to high-cost, small producing wells. In recent months, any number of oil company executives have called attention to this disparity between selling prices and replacement costs. Addressing his company's stock holders early in June, Ralph W Gal lagher, chairman of Standard Oil Co. (N. J.), said that the present high production is making heavy withdrawals "upon crude oil reserves accumulated in pre-war years. Our costs of finding oil then were very much lower, it now appears, than they will be in the future. The earn ings we are showing, therefore, might be deceptive, since they can not reflect the probably higher fu ETC 32142 ture costs of replacing our crude oil reserves." Similarly, Eugene Holman, presi dent of Jersey Standard, said: "We are simply taking our stock off the shelves and selling it. We can't re place our crude reserves at the prices they were found originally, so that we think, looking into the future, and to keep our crude oil reserves on an ascending scale, we will have to get more for crude and a corre sponding increase, naturally, for products." Said the president of a mid-conti nent companv: `The oil we are now producing cannot be replaced in our reserves at the prices we are receiv ing. In plain terms, we are living on our tat acquired in earlier years from biecer. better and less costlv discov eries and acquisitions. Our position is like that of a farmer who bought a farm and thinks he is making a fine deal >el!ing for 5-.500 a farm which cost him S5.000. Then he finds that he cannoc acquire for less chan Sto.000 a farm on which to continue his business." Sure, we are making higher profits this vear than last, said the head of another companv. and yet "at the same time we are going out of busi ness. We cannot acquire new re serves to be sold profitably at today's prices for crude oil." Status of Crude Reserves To understand what's going on. it is necessary to absorb a little eco nomics about the oil industry. This involves a knowledge of several re lationships -- between crude reserves and crude production; between the volume of drilling activity and the percentage of drv holes drilled in the process; between the costs of finding oil and the selling price. It is nut easv to explain these relation ships -- nor for a lavman to grasp them. 'let. collectively, rhev are the crux of the problem. Take the subject of crude reserves. At the beginning of 1940, the nation's oil reserves stood at a figure of 18,483 million barrels. Since then, a total of 9,293 million barrels were added. Of this total, however, revi sions and extensions of previously discovered fields accounted for fullv 7,523 million barrels; only 1,770mil lion barrels consisted of strictly new discoveries. And after allowing for the 7,323 million barrels of oil that were consumed in the five-year period, there was a net addition of onlv 1,970 million barrels, for a total of 20,453 million barrels at the be ginning of 1945. Discoveries vs. Demand But here is the significant point: The strictly new oil discoveries of 1,770 million barrels were equal to only one-fourth of the amount of crude oil that was consumed in that period. In other words, we used up four barrels of oil for every single new barrel that was discovered. Take last year's experience as an example. Then, reflecting the intensified search for oil, a total of 511.308.000 barrels in absolutely new reserves were added. In physical volume this represented the second largest addi tion since 1937 (but it was small in comparison with years prior to 1937). But compared to a 1944 crude production, of 1,678 million barrels, the virgin oil discovered represented only a little more than 30%. This is a slightly better showing than in anv year back to 1938 (1941 also had about 30% discoveries to produc tion). But were it not for the exten sions and upward revisions in pre viously discovered pools, there would have been a definite liquida tion of reserves. (As with previous years, the 1944 discoveries will of course be eventuallv revised up ward. as additional wells are drilled and the fields are fullv outlined.) What about the cost of findine oil? Most companies prepare cost anal yses of their operations, and these give a fair indication of the amount of money they spend in seeking to replenish the nation's crude oil in ventory. For the industry as a whole, however, replacement costs are not readilv available. Exploratory Costs Higher In such studies, the "finding" or "exploratory" expenditures onlv are used. These include the cost of ac quiring and carrying leases, the cost of maintaining land departments, drilling and equipment costs, geo logical and geophysical costs, and overhead expenses connected with chese operations. Field development and production costs are not consid ered as replacement costs. The new oil found in the five years since 1939. " hen the war began in Europe, has cost the American in dustry from 50 to 60 cents a barrel, according to official estimates. A feucompanies even show a slightly higher cost. In anv event, they com pare with a cost of 10 co 20 cents a barrel in pre-war years, say, up to 19-TA little more than a year ago, the Petroleum Administration for War furnished an official estimate of find ing costs. In support of the oil indus try's request for a general crude price increase, the PAW gathered and submitted data covering oil in dustry expenditures for exploration. And these costs, it found, have moved sharply upward since 1940, rising from an average of about r8 cents a barrel to a little more than 60 cents a barrel by 1943. In contrast, the PAW said that the average find ing cost in the years 1934-36 ranged from onlv t: to 15 cents a barrel. Thus, the PAW's survey showed the cost of replacing crude reserves during the war had at least trebled. 10 ETC 32143 At*)** and probably quadrupled, as com money on dry holes. In contrast, methods of finding and producing pared with pre-war years. A leading only one out of every four or five oil, the returns per unit of effort are ml economist, in analyzing the re placement cost for 1944, found it to be near 60 cents a barrel -- a four fold increase as compared with 1937. Back of these higher costs is the Miber fact that there has been a de clining rate of new oil discoveries in recent vears. As any geologist will tell you, it takes considerably more drilling to discover oil than ever before. New fields are smaller than at any time in the history of the industry, and this, from the standpoint of initial pro duction. is an important factor in exploratory costs. (For example, a survey estimated the initial produc wells drilled was a dry hole, in the years 1937 to 1941. Technology's Role Probably the only redeeming fea ture about the search for oil in re cent years has been the part that technology has played in increasing the yield from fields that have been discovered. Commenting on this. Dr. Robert E. Wilson, chairman of Standard Oil Co. of Indiana, said that where once 70% to 80% of the oil was left in the ground, usually not more than 30% to 40% remains today after the pumps have been pulled. But, significantly, he added diminishing." Today, the oil industry is showing good operating profits, reflecting its unprecedented volume of business. But these aren't profits in the ordi nary sense -- because, while making them, the industry is being forced to liquidate reserves which cannot be replaced at their purchase price. It is in the same position as any busi ness which cannot replenish its stocks on a profitable basis. As it continues to liquidate its low-cost oil discovered in peace time -- and is forced to utilize more fully its higher-cost oil -- prices are going up, under the compulsion of tion per oil well, in the first half of that "despite all improvements in events. 1943, at only 180 barrels; in 1940, it was 370 barrels and in 1937, it was 460 barrels.; Then too, there are higher geophysical and geological Despite the most intensive search in history, recent years have seen a declining rate of oil discoveries costs. W ells are being drilled deeper, and the cost of drilling equipment and of manpower is higher. The Independent Petroleum As sociation of America found that it cost S37.000, on the average, to drill an oil well, in 1943, after allowing for dry hole losses. That same well would have cost you only $27,182 in 1940. S:6,i83 in 1937. according to the 1PAA. This. then, is one meas ure of how costs of finding oil have risen. At the same time, there has been a steady increase in the proportion of dry holes drilled in relation to pro ducing wells, particularly in recent years. This indicates the degree of added risk forced on the industry by w ider well spacing requirements, and has been an important factor in the tremendous increase in replace ment costs. During 1944, for exam ple. an estimated 9,166 dry holes w ere drilled - the highest on record. These dry holes were equal to seven out of every ten oil wells drilled in that year -- and you don't make 11 ETC 32144 D/ve bombers spotted on a carrier's flight deck. i Flat-tops also carry torpedo planes and fighters Am.:; u r carriers have spearheaded rive Navy's drive across the Pa cific. From those perilous days of 194:. 'a hen the whole course of the war aj touch-and-go. down to the present time, when our Naw can operate with impunity in Japan's home -\aters. the carriers have been in the thick of virtually every major action. In the Pacific Avar, as never before, the fiat-tops have come into their own as first-line fighting ships. At Pearl Harbor, the major part of our original battle fleet had been sunk or damaged. But almost un known is the fact that our carriers then in service were safe at sea, thereby escaping the holocaust. This was perhaps our greatest good for tune. For in the critical months that followed, the flat-tops provided most of our staying power in the Pacific. In 1942 they played a supreme, though sacrificial, role in the Battle of the Coral Sea, at Midway, in the battles off the Solomons; four car riers -- the Lexington, Yorkto'uxn, llkirp, and Hornet -- were lost. At the peak of the struggle for Guadal canal. our carrier fleet had been re duced to a single fighting flat-top. But Guadalcanal turned the tide -- our wav. Since then, our carrier actions read like a chronology of the Pacific war. They include the Gilberts, the Mar shalls. Truk. Saipan, Tinian, Guam, the Palaus. the Bonins. Formosa, the Philippines. The Navy's sweep Mechanics take a fighter plane in tow for a checkup, preparing it for its next mission Deck men spot a pair of dive bombers on the flight deck. Off to the right is an AA battery A unit of Undo Sam's carrier fleet, which now totals 26 combat carriers and 65 otcort carrion across the Pacific culminated in the Second Battle of the Philippines -- the greatest naval battle of all time -- in which 19 Jap warships and four carriers were sunk by our air and sea forces. In this action, our car riers scored a smashing victory. At the same time, the home islands of Japan have themselves felt the stinging lash of our carriers, with increasing regularity. The fury of these attacks reached a peak last spring, when more than a thousand carrier-based planes raided Jap war centers and then caught remnants of the Imperial Fleet that were hiding in Japan's Inland Sea. Such successes, however, were not without their price. Only recently, the carrier Franklin returned from the wars bombed and blackened, after being damaged severely in the foregoing action. Some 1,100 of her men were lost or injured. Against a pre-war figure of seven, our carrier fleet has since grown to a total of 16 combat carriers and 6j escort carriers. It has been built up on several new classes of ships -- CVE's, or escort carriers, CVL's, or light (io,ooo-ton) carriers, and CV's, the 27,000-ton Essex class car riers. But the most formidable of all are the new 4j,ooo-ton CVB's, of which the newly launched Franklin D. Roosevelt is an example. As long as a 72-story skyscraper, it will be able to carry more than 80 twinengined planes. Landing craft such as this storm the beaches offer the carrier planes have paved the way Experienced deck crews give each plane a thorough going-over to "keep 'em flying" JtcuuUUuf, fyueli Personnel of the armed forces are being taught proper methods of handling gasoline in two fuel operations courses To the ordinary civilian, the Air ular reference to the fire and explo Transport Command represents sive hazards. The program was also a branch of the Armv Air Forcedsesigned to remind trained pilots to that does an important and exciting use gasoline of proper antiknock job in the war. But in point of fact, level in their planes. In view of the the ATC is far and away the biggest huge gallonages consumed, this pro singie airline in the world. Last vear, gram has been of great importance for example, it dew a total of 600 to the Ferrying Division. million airline miles -- a distance equivalent to 24.000 trips around the Two Films Shown world. The program has consisted of two For an idea of what it does, take informal talks, given at each meeting the ATC's Ferrving Division, one by Doug Jeppe, an Ethyl safety en of the principal operating units. gineer, and supplemented with two The Ferrving Division is charged educational films. One of these dims w ith the delivery of tactical aircraft is "Fire," especially produced for to ail uverseas bases. It dies high the purpose by the ATC and Ethyl, priority cargo over a vast transcon which reviews the fire hazards of tinental network in this country, gasoline and the proper methods for and sometimes takes it abroad. Since controlling them. The second film is April. 1944. it has down some "Power and Octane," produced by 100.000 w ounded men from coastal the Standard Oil Co. of New Jersey, debarkation points to inland general which describes the power and per hospitals. And it is carrying on an formance characteristics of gasoline. extensive program of retraining sea In his talks, which follow each dim. soned pilots to dv different types of .Mr. Jeppe elaborates on the fire and ships than they did formerly. explosive hazards of gasoline, re Because its operations are so yast views the health hazards as well, and and vital, the Ferrying Division some explains the proper methods and time ago undertook, in cooperation safety equipment which should be with Ethvl Corporation, an educa used at all times. tional program for its personnel on Colonel Ralph I. Williams, assis the proper handling and storage of tant chief of staff to Brig. General gasoline. Its purpose was to prevent Bob E. Nowland, commanding gen accidents from gasoline, with partic- eral of the Ferrying Division, has Doug Jeppe, of Ethyl Corp., who talked before ATC groups been in charge of the program for the ATC. Together with Mr. Jeppe, the travelling party has included Captain John Thackston, fuel con trol officer of the Ferrying Division and Sergeant Ed Weiss. When the program w as first started late last vear. in charge of it for Ethyl were the late John G. Martin and Philip M. Perry. These men were killed, while out on tour for the ATC, as their plane was taking off from Memphis. Despite the loss of these two valuable men. Ethvl volunteered to carry on the program, and .Mr. Jeppe has had charge of it since. To date. Mr. Jeppe has visited :6 ATC bases in this country and talked before 10.400 men. In addition, spe cial meetings have been held in New ark. Washington, and New York, to acquaint ATC headquarters officers and oil company men with the pro gram. The program has been so suc cessful. in the opinion of the ATC, that it is presently planning to ex pand it to its bases throughout the world, in cooperation with Ethyl. Four teams of instructors, together with their demonstration equipment, are expected to take part in it. The program is scheduled to begin shortly. A somewhat similar program, in which Ethvl has been privileged to cooperate, has been given at the 14 ETC 32147 Naval Supply Operational Training Center at the Naval Supply Depot r in Bayonne,N.J. Rear Admiral E. D. Stanley is in command of the depot. Commander H. Halpem is Officer in Charge of the Training Center, and Commander Carl F. Faires, Jr. is Executive Officer. The Navy course is an intensive one of four weeks' duration, and is designed to give instruction in all phases of fuel operation -- storage, transportation and handling -- with heavy emphasis on the practical side and on the safety aspects. The stu dents, of which there are 20 to a class, include naval personnel who are to take charge of fuel operations at domestic naval fuel depots and at advance bases. A number of Army personnel are also taking the course. Almost all of the students are for At the Naval Supply Depot in Bayenna, N. J., two Ethyl mon demonstrate the proper uniform for tank tloaning operations This audiente of oil company men and ATC officers attended a special meeting sponsored by the Ferrying Division and Ethyl mer oil industry employees. Among the subjects taught are the chemistry of fuels; gauging and sampling; pumping systems; pipeline opera tions; the loading and discharge of tank trucks, tank cars, and tankers; fire fighting methods; storage tank cleaning methods; air field opera tions, and aircraft carrier fuel systems. This comprehensive curriculum was planned by two Navy lieuten ants -- Martin Kantor and H. W Pattison -- and to teach the men, they enlisted the services of techni cal experts from several prominent oil companies, among others. Among them are Dr. G. P. Koch and Mr. Sidney Smith, of the Shell Oil Co. and Messrs. L. H. Zepfler, G. A. Lloyd, and I. O. Bacastrow, of the Standard Oil Co. of New Jersey. Del Ritchie and William Ball, of Ethyl's New York Division, are also among the instructors, giving talks on the transportation and storage hazards of gasoline, and on the proper meth ods of cleaning storage tanks. Besides the classroom lectures at the naval depot, the men are taken on field trips to various oil companv installations for on-the-scenes in struction. Among the facilities vis ited are the Standard Oil refineries at Bayway and Bayonne, the Tide water refinery and the Texas Co. terminal at Bayonne; the Shell ter minal at Sewaren, and the Gulf Oil terminal at Staten Island. Several days are also spent at the Navy Fire Fighting School in Brooklyn and at Floyd Bennett Field. Once again, this course has proved to be of such successful application that a related course is being planned for naval personnel at the Pensacola (Florida) Naval Air Station. This Navy course is another instance of how the oil industry is contributing its technical assistance to help train the armed forces for their job. Nearly everybody reads the funnies . .. and loves them. And that's what makes them the best selling newspaper feature i m v \ i.ars ago there was no such Fthing as a comic strip. Today Comic strips are even used bv oil companies, manufacturing concerns, comics are the best sellers of all theand commercial establishments as an features in the daily newspapers. It effective public relations tool. These is a truism in newspaper publishing companies use newspaper comic circles that next to the front-page strip advertising or publish their new s itself, it is the comic strips that own comic books. sell the papers. The creators of popular comic strips have followings far larger than Some of the artists who draw comic strips receive as much as $150,000 a year from the newspaper any autnor whose book hits the best strip alone. And for the syndicates seller list. A phenomenal best sell- which handle them, the comic strips ins novel, such as .1 Tree Grozes constitute a leading source of reve In Brooklyn, mav sell as many as nue. 90".oou copies and be read bv four The great influence which comic times that manv people. A comic strips now wield in public affairs strip like Blondie is bought even' is aptly illustrated by Joe Palooka. dav in the vear bv approximately the first comic strip character to i c mil lion people, and read bv more put on a uniform. Joe enlisted in than tv ice that number. 1940, and made Army life look so borne />5 million Americans eag congenial to his millions of faith erly read one or more comic strips ful readers that the late President everv dav -- and follow their favor Roosevelt personally thanked Ham ites' adventures avidly. "Comic strips Fisher, Joe's creator, for helping put comprise the most significant body across the Selective Sendee Act to of literature in America today. the American people. More Americans read comic strips As a symbol of great physical than perhaps any other form of the strength, Popeve has made spinach, printed word," Life magazine ob- once the bane of childhood exist ence, a very palatable dish. In grate ful appreciation, spinach growers erected a statue of Popeve in Crys tal City', Texas. By making children regard this potherb of the goosefoot familv as a builder of strong muscles, Popeve has not only put dollars into the pockets of spinach growers, he also saved wear and tear on the fraved nen-es of countless parents who dailv endeavored to get a helping of spinach down their offsprings' throats. The strip, Terry and the Pirates, w as so well liked by Generalissimo and .Madame Chiang Kai-shek that thev commended Milton Caniff, the author of the cartoon. They' felt that Canirf had done much to help ce ment friendlv relations between the United States and China, because even before Pearl Harbor Caniff had explained China to the United States, and the peril ahead for both coun tries. Before the war, Caniff was not permitted to identify the Japs as such; thev were simplv the unnamed "enemv." His millions of readers, however, got the idea. The comic strips have helped in the sale of war bonds, the fight on inflation, recruitment for the armed forces, airplane spotting, drives for the U.S.O.. Red Cross, scrap metal, and waste paper. The comic strips have been singu larly effective in promoting unity in the United States in furtherance of the war effort. Joseph Goebbels, Nazi minister of propaganda, re- ^sss* 32149 earded Joe Palooka as the "most viccious counter-irritant to Nazi propa ganda." And when Superman, in a cartoon crusade, tore the Siegfried Line to shreds back in 1940, Goebbels denounced him as a Jewish cre ation. Comic strip editors try to elimi nate anv portrayal of situations that might have harmful effects on chil dren. Yet occasionally the influence of comics has had some entirely un foreseen results. One youngster, in attempting to emulate Popeye (who had the fear,ome habit of ripping off the tops of spinach cans with his teeth) cut his mouth so severely that he had to have eight stitches taken in it. Another bov, trying to fly like Superman, jumped off a 30-foot roof. Fortunately he was not killed. If a person were privileged to read the mail that comic strip art ists receive, he would be amazed at the contents -- and the identity -- of the writers. Once when Little Orphan Annie's dog Sandy was lost, Harold Gray, Annie's creator, re ceived the following telegram: "Please do all you can to find Sandy. We are all interested. (Signed) Hen ry Ford." A telephone call to Mr. Ford's office proved that the tele gram was genuine. In the midst of his own bitter po litical controversy a few months ago, former Secretary of Commerce, Jesse Jones, still found time to in quire after the fortunes of Little Orphan Annie. Annie, it should be explained, was being hounded by .Mrs. Bleating-Hart. Said Mr. Jones, in a wire to Harold Gray, "Mrs. Bleating-Hart is too tough. Can't wait much longer." Texas spinach growers were so grateful to Popeye tor popularizing their product among children that they erected this statue in Crystal City Shortly thereafter, Mrs. BleatingHart got what was coming to her -- and Mr. Jones and millions of other fans were satisfied. Newsweek took space in its "Peri scope" department to predict that Daddy Warbucks, Orphan Annie's patron and protector, who has a chronic habit of disappearing from Annie's life only to reappear again in the nick of time, will never ap pear again. But Daddy Warbucks is scheduled to "come to life" again on July 29th. Recently Frank King, creator of Gasoline Alley, arranged an ac couchement for Skeezix Wallet's pun-named and pretty wife, Nina Clock. When the baby arrived, gifts poured in by the score, including a scarce and valuable baby carriage. In addition, hundreds of letters ar rived. Some were even from elderly grandmothers offering advice on the best methods of raising children. Some advocated bottle-feeding, while others favored breast-feeding. One reason for the universal pop ularity of comics is that they are carefully edited to keep out contro versial questions such as politics, re ligion, and race. In spite of diligent editing, however, a few artists stray into forbidden territory. One of them in particular l)as been raked by labor leaders for allegedly put ting anti-labor sentiments into his characters' speeches. The comics have become big busi ness, not only in America, but also internationally. American comics are sold in over 100 foreign countries or colonies and translated into 1 y different languages, including Tagalog, Icelandic, and Afrikan. They are so popular in South America that Bradley Kelly, assistant general man ager of the King Features Syndicate, declares that United States comic ETC 32150 strips are sold sight unseen south of the border. American comics are loved the world over -- yet some have been banned in certain countries for vari ous and often curious reasons. .Mussolini outlawed Flash Gordon from Italy because Flash had blond hair. Hitler ordered all American comics barred from Germany and occupied Europe, calling them "a waste of time." Actually he feared the anti-Nazi sentiments voiced by Joe Palooka and Superman, among others. Hitler knew the power of American comics. In spite of Nazi efforts, however, American humor still went into some countries of occupied Europe to provide not only an escape for millions of Europeans from the bru tal realities of war. but also to serve as "one of America's secret weapons durir.s the war." The exporting of American comics also presents other problems. Titles frequently have to be changed, so that .Mickev Mouse in Spanish speaking lands becomes El Raton M iguehto. In Holland he is called Mikkie Muis. and in France. Le Petic Souris. Jigg s favorite dish of corned beef and cabbage must be translated to make :t palatable for foreign con sumption. So it becomes chile con came south of the border, spaghetti in Italv. rice cakes in China, and tripe and onions in England. Kiss ing is frowned upon in Japan, so all osculatory gestures had to be de leted from comics going to that country. The big business of comic strips began in a very small way. The first comic character published regularly even- week was the Yellow Kid, drawn by R. F. Outcault. This first appeared in the .W_" York Sunday Journal in 1896 and was famous for several vears. Other comic artists who came along later were Rudolph Dirks who created The Katzenjanrmer Kids, Fred Opper with Alphonse md Gas ton and Happy Hooligan, George McManus with Bringing Up Father, and Bud Fisher with Mutt and Jeff. About 1920, Sidney Smith with The Gumps and Frank King with Gasoline Alley turned gags to straight story-telling to inaugurate a new era of comics. In 2931 came Dick Tracy. This strip was the first to treat murder, robbery, torture, and plain and fancy mayhem as mundane, every day occurrences. Then to round out the types of comics, came the strips of imagina tive romance. The heroes of these strips -- like Flash Gordon and Brick Bradford -- think nothing of dashing off to far distant planets (located millions of light years away) in a few minutes or transporting them selves by some magic device 500 years into the future. ' World War II has deeply influ enced comics. With the creation of a great armed force, newspapers and magazines have been published by the various branches of the service. Their best-read features, of course, are the comics. Although the Army newspaper. The Stars and Stripes, has long had a comic page, its Mediterranean edi tion only recently put out its first colored comic section. The printers ran into difficulty from the start since there didn't seem to be any col ored ink in all of Italy. After some searching enough was finally found. When it was first used, however, the ink did not dry properly and the newsprint on the presses kept tear ing. Generally it takes linseed oil to make a good mixture, but none was available. So the printers used 30-grade motor oil instead, and achieved satisfactory results. Many young Army artists have been catapulted to fame via such, publications as The Stars and Stripes and YANK. Among them are Sgt. George Baker with his Sad Sack, Lt. Dave Breger with his Pvt. Breger at War, and Sgt. Bill Mauldin with his cartoons of Joe and Willie entitled Up Front With Mauldin. Sgt. Baker believes one of the rea sons for the success of the Sad Sack is because of the universal humor it contains. Then too, there is an element of pathos about the poor, downtrodden Sad Sack -- who al ways gets the worst end of things. Sgt. Baker believes that nearly every one has had humiliating experiences which he tries to forget as soon as The Sad Satk, created by Sergeant George Baker, it immensely popular with soldiers and civilians alike possible, although in odd, lonely monients he may take them out of his memory and brood over them. No one ever identifies himself with the Sad Sack. Yet the reader's sympathy is stirred by the plight of the little underdog who is being forever kicked around. Baker's cartoons, along with those of several other service artists, have been well received. That is why comic syndicate executives read the various publications of the armed forces with an appraising eye. For they know that today's favorite with the soldiers may become tomorrow's Best Seller among the general pub lic -- and they have no intention of overlooking a good bet. HUNTER Does the dirigible have a place in postwar air travel? Here's what its proponents have to say QUEEN of the Skies By Roger Williamson th \t this countrv needs is an ight-million-dollar cigar. So siv proponents of the lighterthan-air ship: the dirigible. They concede, that, after the war. the skies will be tilled with planes zooming along at better than 400 miles per hour. But there'll still be room, they saw for a big fat cigar that floats alone at a 90-mile-per-hour pace. Thev 5ee the dirigible not as a direct competitor with the plane, but rather a> a supplement to it. and to an ocean liner as well. Thev pin their hopes for the dirigible on an expected low operating cost and high payload. Chief among the advocates of the dirigible, postwar, are spokesmen for the Guodvear Aircraft Corp., uoivh ha^ built some 150 blimps for the Naw during the war. The companv has such faith in the air ship that it has proposed building a super-dirigible. 950 feet long, that \\ ould cost SS million. What will this postwar airship be like? Savs Mr. H. Webster Crum, of Gondvear Aircraft: "Plans for it alreadv are on the drawing board. It will be a leviathan, a 10.000.000cubic-foot monster, as large or larger than those seagoing leviathans, the Queen Mary or Xomimdie. The biggest previous airship, the Hindenburg, was a -,ooo.ooo-cubic-foot ship; the Akron and the Macon were 6,ooo,ooo-cubic-foot ships, and the world's most successful airship, the Graf Zeppelin, was onlv of 3.800.000 cubic feet. . . . The airship is primarily a long-distance huge-capacitv carrier. The postwar super model will have a theoretical range, at cruising speed, of 6.-50 statute miles, with a 35cc fuel reserve." Low Operating Cost Seen The most important argument for the airship, however, as advanced bv its proponents, is that it might have a 90-ton cargo capacitv on a non stop flight of 2,500 miles, and a -oton lift if flown nonstop for 4.000 miles. They point out that the operating cost for such flights might be as low as ten cents a ton-mile. The impor tance of this becomes apparent if one compares the performance of the largest cargo plane which the N'avv Dirigibles could provide luxurious passenger accom modations, due to the huge size of the erati foreseen Department has been operating with that of the projected dirigible. The plane carries about 21 tons on a flight of 2.500 miles at an all-inclu sive operating cost of about 16 cents per ton-mile. Thus, it would take at lease 4!: planes of the present Navy tvpe to haul the same amount of cargo. Speed costs monev. The dirigi bles. therefore, flving more slow ly. should cost less to operate. The planes, however, are already flying, and the dirigible is only on the drawing board. Mr. Paul W. Litchfield, president of the Goodvear Aircraft Corpora tion. wrote to the Civil Aeronautics Board lasc fall and requested that bodv. in its deliberations of foreign routes, not to overlook the airship nor to make any commitments that u ould preclude the use of dirigibles on foreign commerce routes. Cargo Airlines. Inc., has petitioned the Aeronautics Board to grant cer tificates of convenience and necesotv for the right to operate diri gibles on five various world routes. The companv intends to transport Larso and mail (perhaps second class mail and parcel post) but not pasveneers, in order not to compete u ith present heavier-than-air planes in commercial operations. Cargo Airlines believes it can make more monev bv carrying air freight than l>v carrying passengers. This seems to be the first company organized volely for the purpose of carrying air freight, and it states that this can be done only by utilizing aircraft with such a huge payload and at profit on a single route as follows: New York to Rio de Janeiro 4,862 miles carrying 62 tons -- pavload 301444 ton-miles at 18c per ton-mile brings in $54,260.00 revenue in one flight and $ 6,564.00 revenue for earn'ing airmail totals $60,824.00 for each trip 50 crips per year makes Sj,041,200.00 yearly revenue minus Si,507,220.00 yearly operating expenses $1,533,980.00 potential yearly profit The company estimates that if the Civil Aeronautics Board grants it only three out of the five routes re quested. it stands to make a potential vearlv gross profit of $5,160,600. Others will say, however, that this is a pure gamble, for who knows how much freight wrill move by air? Will there be 90 tons available for such a ship to fly on every trip? Can the dirigible earn such a profit if she flies out with a full load and returns empty? Also, others may ar gue that it may take some time to educate the public to utilize such a service. And some heavier-than-air proponents have already stated that thev can move freight at rates just as cheap in the years following the war. It is possible that there is a place for the dirigible for carrying pas sengers as well as freight. Some peo ple do not mind the slow speed be cause dirigibles offer the most luxu rious form of travel. Airsickness or seasickness aboard an airship is un known. The huge ship easily rides Before the war, the Graf Zeppelin was the most successful airship. Proposed postwar medals would dwarf it, however 'iich a low operating cost as the vlirigible. It claims, also, that by util izing airships in such operations it w ill be able to carry freight at a much lower cost than any other type "f aircraft -- as low as 18 cents per ton-mile. Present rates for carrying height average between 80 cents to :i ?o per ton-mile. Cargo Airlines figures its potential 21 The Navy blimps have done important wartime service, tracking down subs, escorting convoys, among other tasks SAMr-'-zz ETC 32154 the air currents without the buffet ing or bumping which is part of an airplane's flight in turbulent air, or the pitching and rolling of a steamer in a rough sea. Measuring 950 feet in length and 142 feet in diameter, she could earn' 11: passengers in de lu\e magnificence, or 288 tourists in le'i iu\urv but at very low rates. An other type with Puilman-like ac commodations would carry 232 pas sengers. Such a dirigible would need a crew of torn- men. from captain dnw n through watch officers, eleva tor men. radio and radar operators, mechanics 3nd riggers. As a luxury liner, she would need perhaps :w entv service personnel--stewards, chef', and other help. >avs Mr. Crum: "Because its size allows a very large payload, the air'n n can offer accommodations com parable w ith those provided on the fine-t ocean liner and far outstrip ping the biggest heavier-than-air craft. For example, the comfortable loo-pjbsenger-tvpe ship would offer mo -auare feet of 'living space' per pa-'cnger; the ordinary heavierthan-air craft otters only twelve to fifteen feet per passenger. De luxe air-bios would have private statercioni'. as roomy and comfortable as those aboard the finest ocean liner. In the tourist type, tourists travel ing at very low fares would ride in reclining chairs." Over long distances, the dirigible has demonstrated that, in spite of its slower rate of speed, the actual time of the trip is not much, if any. slower than the high-speed heavier-than-air ship. As long ago as 1929. the famous Gr.if Zeppelin came all the way from Japan to San Francisco in sixtv-eight hours, less than three days flying time, carrying more than 6,000 pounds of pavload. Ten years later, the fastest Pan American Airways clipper planes were making their Pa cific flights in about j days due to the weather encountered and stops for refueling. Therefore, on the longest routes, the dirigible passen ger business may prove as enticing as that of the heavier-than-air planes. No doubt the Navy Department has not used the huge dirigibles dur ing the present war on account of their vulnerability, although they have a large fleet of the so-called "blimps" operating in various parts of the world. They were used suc cessfully in submarine warfare, es corting convoys, and on scouting missions as far south as Trinidad. One news report mentioned a "blimp" at the Straits of Gibraltar when the late President Roosevelt returned from the Yalta conference. Use as a Hospital Ship A case has been made for the dir igible as a huge hospital ship. It has been said that, as long as the war against Japan goes on, large dirigi bles could be utilized bv transport ing three hundred litter cases from the war zone every trip. For the seriously wounded, it is argued, no other form of transportation offers so much: no seasickness, airsickness, or vibration; no sudden jarring; a complete hospital unit on board for their perfect care, and for emer gency operations. The dirigible would be used as a cargo ship on its outbound trip and converted for transportation of war disabled on the return trip. It would also be used as a plane carrier capable of transporting seven aircraft on a sixdav nonstop flight. The greatest au thorin' on lighter-than-air craft in the Navy Department, and. prob ably, in this country. Rear Admiral C. E. Rosendahl, has this to sav: "The fate and future of the airship the entire world over rest unmis takably and unescapablv upon the shoulders of the United States of America. A combination of circum stances and natural factors has sad dled Uncle Sam with this responsi bility. It is one that he can convert to his everlasting glorv.... Industry has trained airship engineers and skilled workmen, ready to build the greater ships needed. The blimp pro gram has given us abundant hightype American men trained in at least the essentials of big airship op eration. Many of the naval airship facilities along our continental coast lines could be utilized bv commer cial airships." "It would be a `Milquetoast' ap proach." he states, "to build only one or two large airships. . . . This counrrv goes in on no such shoe string basis anywhere else. We need at least a dozen airships of 10.000,ooo-cubic-foot capacity, each half again the size of the Hindenburg. We know w e can build them--much improved over anything the world has vet seen. We know, too, that we can operate them. The only nation which tried commercial airships made a real success of them. Is there anyone today who thinks we cannot outdo the Germans in any endeavor for which we have the resolve?" /A OUR PICTURES Cover bv Geraldine Lin der; Pages 6-8, cartoons by Rodlow Willard; Page 9, Press Association; Page 11, courtesy World Petroleum; Pages 12-13. Official U. S. Navy photographs; Page 17, courtesy King Features Syndicate; Page 19, photo and strip courtesy YANK; Pages 20-22. all photos courtesy Goodyear Air craft Corp. except Page 21 (left), Acme Newspicrures, 22 ETC 32155 fhe Best Gasoline 'Rbtujk UufvttSSiOMA qaioLVi* nolo is Stijl fighting / otc4&t troJt^t-^lWs - based attacTuai U^cidtafe cwd 0^tcia pltofe. A smart elephant is mighty handy to have around when you're in India loading 55-gallon drums ofhigh-octane gasoline for a flight over the Hump. Combined weight of fuel and drum is around 380 pounds. Seabee ingenuity turned nine empty gasoline drums into this luxurious shower somewhere in the Pacific. Other containers have wound up as ovens, stoves, sinks, washing machines, bathtubs, refrigerators and flower pots. With thousands of drums of high-octane gasoline going overseas every day, our men have plenty of "emp ties" to work with. "Muddy, buddy?" But it can't stop a command car for long. The G.I. driver slips a cable around a palm tree, turns on a self-powered winch and lets the car pull itself free. Jungle driving is tough on gasoline supplies, but American and Allied fighters are getting all they need. ''n Ethyl is a trade mark name CORPORATION Chrysler Building New York 17, N. Y. EVERY B-29 that takes off for Tokyo is fueled-up with enough gasoline to run a good-sized bus over 30,000 miles. What's more, this is the best gasoline American refiners can produce, improved with Ethyl fluid. That's why bus operators, while carrying the greatest traffic in history, must get along with gasoline of lower quality. How much longer they'll have to operate with gasoline of wartime quality de pends entirely on military requirements--but with final Victory we can all look forward to better gasoline than ever before. The best men... the best women... the best gasoline.. I are still needed overseas America can't taka a chance with anything but the best. Our armed forces have been recruited from the pick of American men and women--the young, the physically fit, the alert and intelligent. Nor has there been any compromise with quality in the equipment and material needed for war. That's why the fighting gasoline delivered to our Army and Navy represents the best of the American petroleum industry's production, plus most of the Ethyl fluid being manufactured. Not until the armed services say it is safe to cut back on military production can you expect un limited quantities of high-quality gasoline. Only then can we promise you all the Ethyl gasoline you want--an Ethyl that will bring out the best perform ance of any car. y a IN THE Ll. Col. William H. Hubner returns to Ethyl Corporation after three years of service with the U. S. Army Air Forces in the Southwest Pacific theatre. Colonel Hubner entered the Army as a Major in the Air Corps on March 19, 1942, and was immediately assigned to Melbourne, Australia as Pe troleum Officer for the Army Air Services in the Southwest Pacific. While working in the jungles of New Guinea, he contracted malaria and was hospitalized in Brisbane. Returning to active duty, Major Hubner became Special Projects Officer for the Fifth Air Force Service Command. In this capacity he handled technical petroleum problems and represented the Air Force on a number of Service com mittees which developed methods of preventing corro sion and protecting aircraft equipment from deterioration in the tropical climates. In March 1944, Major Hub ner was promoted to the rank of Lieutenant Colonel. He was subsequently named Deputy Chief of Maintenance and Engineering for the Far East Air Service Command. In civilian life Colonel Hub ner has had a long career in the oil and automotive fields. He was a special test engineer for Chevrolet from 1923 to 1924, was appointed a Fellow on the Petroleum Fellowship at the Mellon Institute of In dustrial Research for a period of a year, and was associated with the Universal Oil Prod ucts Co., as Chief of its auto motive and aircraft depart ment, until 1939. In that year, he came to Ethyl, where he has served in the Technical Service Department in Detroit. SEPTEMBER 1945 HIGHWAYS THAT HAD TO WAIT 3 Improved gasoline, fires, automobiles -- and now highways -- are what motorists tan expect with the war at an end. And here's what highway engineers have been planning to make your driv ing better and safer. THE JOB AHEAD 7 A new movie highlights the important part that the nation's farm equipment retailers will play in the future of American agriculture. DEAL ME INI 10 In war as in peace, Americans love to play cards. But here are a lot of interesting things you may not know about this age-old pastime. ILLINOIS STORY 14 The oil fields of Illinois, last big pre-war development in this country, have proved to be of great strategic value during the war. SHORT SHORT STORY 17 28 MILLION GALLONS A DAY 18 Of Man River has a new job --- working for Ethyl -- as a result of a new water purification plant at Baton Rouge. SERVICE ON THE SPOT 19 A uniquo emergency program has ho/pod Now York State farmers to fcoop thoir old machinery operating daring the war -- and fought thorn a valuable iosson. In order to wldon th fields el reader Interest In Ethyl News, we frequently publish articles contributed by writers net associated with Ethyl Corporation. Any opinions expressed In these slfned articles, of course, ere the authors'. The editors of the Nows welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 405 Lexingfon Avenuo, Now York 17, N. Y. Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline terim W. Wtbfa, pmldcntj P.rty L OrMMit, vie. pmldml and Iihww; Jnlln C. Owu.l, This projected 8-fan* expressway wifi speed trafflt, tut congestion in Chicago THAT HAD TO WAIT By Pyke Johnson President. Automotive Safety Foundation The war has taken its toll of highways as well as ears -- but here's what is planned to make driving better and safer ublic highways and cirv streets cars now running on borrowed time Pof America have become war can be replaced. Thousands and casualties. The motorist who hatshousands of miles of roads and done anv driving at all during these streets must be constructed or re war vears knows that highway and conditioned to obtain the desired street construction has virtually measure of safe, smooth travel. stopped except for roads built pri However, there are plans afoot and marily to serve war plants and mili the highway experts have not been tary establishments. idle in plotting the future. But for the motorist of tomorrow While the war was on, studies there is hope around the comer. were made in order to set a partem There is much to be done, of course, for the future highways and streets to get back to those gay days of of the nation. In many cases the 1941. Two or three years at least United States Public Roads Admin must so bv before the millions of istration. state highway departments, and cities have been cooperating in studies of the origin and destination of urban traffic. Only by finding out where traf fic comes from and where it wants to go can engineers plan for im provements best suited to its own needs. Undoubtedly, automobile pro duction and highway construction will gain momentum rapidly soon after order has returned to the wartom world. Probably within a year, automobile production will ap proach that of pre-war years. And. 32160 it is estimated, a vear's time will enable highway officials and road builders to get under wav at near top speed. The first job. of course, will be to reconstruct roads and streets worn out before and during the war. Plans for the work are largelv ready, and sizable programs can proceed " ithout delay. Steady progress from the outset, however, will be made by highw ay departments in design ing and building projects of a more intricate or difficult nature. While road needs have been pil ing up during the war, so have high way funds. Nearly all states and most local communities have conserved revenues from motor taxes and other sources, and otherwise placed them selves in good fiscal condition for the Jay when peacetime work could go ahead without anv war restraints. One of the most pressing highway job- :s that of catching up on re construction and maintenance. Ma terial and manpower shortages has tened the deterioration of thousands upon thousands of miles of roads and -meets of all classes. Arteries wr.ich therwise would have given seterai more years of service must be rebuilt. On top of the need for maintenance is that of new con struction which was also held up during the war. Consequently, to make a gam on accumulated post war need-, the nation's highway offi cials and road builders face a larger and more pressing job than ewer before. Because of its many forward-look ing provisions. a chief instrument in the postwar highway program is the Federal Aid Highway Act of 1944. w hich authorities believe will guide highway construction far in to the future. It recognizes the ne cessity of applying facts obtained through engineering and economic surveys. The facts obtained from the sur veys will point the wav for a soundly financed and planned program, not for one year but for many years ahead. The federal funds made avail able by the legislation provide the energizing force for highway con struction. But state and local govern ments must match the federal funds -- and they must adhere to engineer ing and planning standards which have emerged from the last aj years of highway construction. A total of 500 million dollars a year is provided in federal funds, on a 50-50 matching basis, for each of the first three postwar vears. These funds are apportioned among all the states bv a fixed formula. The federal contribution is divided to cover the three most important net works of roads -- 225 million dollars per year to the regular federal aid highway system (main rural roads and selected principal streets); ito million to secondarv and farm-tomarket roads; 125 million to urban projects on the federal aid svsrem. $1 Billion a Year With the states matching that money, this means an annual federalstate program of one billion dollars. The prospects are that much more than that sum will be spent on roads and streets, as was the case before the war. Highway costs in total reach large figures because of the vast mileage of highways and the intensive usage of them. While federal funds are made available to onlv a small por tion of the nation's arteries, the in fluence of the federal highway act should have a marked effect on all road building in the advancement of sound planning and the holding of costs to a level both reasonable and in keeping with actual needs. Contained in the federal highway act is a provision which ranks as one of the outstanding mileposts of highwax- history -- the creation of an interstate or interregional system of highwavs which in its 40,000 mile length will connect praccicallv all major cities, all states, and, of course, all regions. Military as well as social and economic considerations led to the establishment of this new net work. A striking fact is chat, al though it contains only about one per cent of all roads, the interstate svstem will carrv 20 per cent of all motor travel. At one time there was much spec ulation as to whether separate high wavs should be constructed for bus and truck traffic. Truck traffic was so heavv on some inter-citv roads that trucks were excluded on Sundavs and holi days when vacation travel was at its peak. Usually those highways were only two lanes wide, and even with commercial vehicles banned they were still congested and far from safe. That was before the nine-foot wide traffic lane gave wav to the tenfoot or w ider lane, and before the ordinary wide road had evolved into the modern express highway, with its central dividing strip and non stop features. At rhat rime, buses and trucks lacked the speed and effi ciency which later enabled them to keep up with the passenger car. Today, the need for separate ar teries for the large vehicles has all but disappeared, although in some communities concentrated truck flows near consolidated terminals may require special truck highways of short lengths. The solution in most cases is to provide more traffic lanes, and to modernize important roads and streets so that all traffic may move freely and safely. Highwavs can be built to serve both passenger cars and larger ve hicles with relatively little extra con- 4 itruction cost, and of course, at a cost far less than for building two roads, one for passenger cars and one for trucks. In some recreational or residential neighborhoods, park ways may be constructed in coming vears which will exclude commer cial traffic. As before the war. such highuavs will be few. Practicallv all express highwavs for which de igns have been completed or are under wav will carrv all types of traffic. Adequate roads and streets to ac commodate all traffic, however, solve only one of the bus and truck problems. Adequate terminal facili ties are needed, both to facilitate loading and unloading and to enable all traffic to move freelv. Today, val uable street space is being used for makeshift terminal facilities. Many of the specially constructed bus or truck terminal facilities haye been located on a hit-or-miss basis, are of a limited capacity, and were estab lished largely to serve the needs of one firm. Consequently, many cities This scene of Woodward Avenue, in Detroit, gives an idea of vehicle traffic as it was before the war. Bottom, the Arryo-Seco Parkway in Los Angeles provides for comfortable driving and saves time are dotted with small terminals that form a pattern often detrimental to city health and growth. The traffic origin and destination studies which are being conducted bv many cities reveal the travel hab its not only of passenger cars, but also of trucks and buses. Whether terminals are to be con structed bv government or by a pri vate group or firm, the O-D studies, as they are called, will provide basic information for their location and size. Probably many cities, with re course to the facts, will stipulate in zoning regulations where passenger car, truck, and bus terminals each should be located for the common good. The future holds high hope for solving the problem as many cities in their current planning and design ing work are giving important atten tion to terminals, so that the greatest benefit may be derived from the ex pressways themselves. The highways of tomorrow will be built to high standards, not only from the standpoint of engineering design for long and economical serv ice, but for the utmost built-in driv ing safety. It is expected, because of the inadequacy of arteries in met ropolitan areas, that emphasis at the outset of postwar road construction u ill be placed on express highways into and through cities, and on belt highways. Express Highways The express highways will be of limited access design, and largely in and near populous communities. Such highways will have no traffic lights to slow travel. Not only will these highways be designed to re duce substantially accidents and congestion, but will also carry two to four times more cars per traffic lane than the ordinary wide city street. Access to them will be per mitted only at well-designed points to prevent unsightly, dangerous en croachments along road sides. Prog ress will also be made in construct ing express highway belts around downtown areas and around cities. In addition to distributing traffic intelligently, belt express highways aid in stimulating proper land usage. Provision of adequate urban traf fic facilities in itself is an enormous undertaking. In the past, relatively few projects have been undertaken to rid cities of costly congestion and unsafe travel on their main arteries. Enough projects have been con ducted. however, to point the wav to future work. In addition, the em phasis on sound engineering and planning will produce facilities which will aim at the future as well as at the present. The future promises to make ur ban motor travel easier and speedier. The best way to get an idea of the urban highways that lie ahead is to look at some of the projects which have been scheduled for early post war construction. Certainly Los Angeles motorists can look forward to more pleasant driving. Seventy miles of express highways are in prospect for Los Angeles County. Of the mileage, ten are ready for immediate postwar construction. Express highway con struction will proceed on the Harbor-Arrvo-Seco route and on the Hollywood-Santa Ana route, both of which will have special stopping lanes for buses. Where those two routes intersect, something new in highway annals will be built -- a four level grade separation. Geographic conditions and an extremely heavy traffic flow (525,000 cars daily, even now) combine to require such a remarkable structure. Those who have had to travel on Chicago's ground level streets in the past will find welcome relief when they drive on the projected eightlane expressway on Congress Street. The eight-mile Congress Street Ex pressway, running west from the lake front highways to the eastern boundary, is estimated to benefit 57 square miles of the city. A section of the highway will be elevated, but most of it will be depressed below grade. The Expressway will pro vide rapid, safe travel and it will restore present crowded, narrow streets to their rightful functions of handling local traffic. New York City. too. is planning to build express highways which will make the motor yehicle far more useful in that crowded area. One of the many projects is completion of the East River Drive and the West Side Highway to provide non-stop travel completely around Manhat tan Island. Another project is com pletion of the traffic tunnel under the East River to connect with an express highway leading through Brooklyn to other express highways on Long Island. Plans for Detroit In Detroit a long-range program of express highway construction has been set up, with the state, citv, and county cooperating. Sections of the Crosstown and of the John C. Lodge express highways are scheduled to be built soon. The Crosstown High way will connect with the new De troit Industrial Express Highway to the west. The John C. Lodge High way will greatly relieve congestion on routes to the north. Many other cities have made or are making definite plans to build express highways. Some of them are Dallas. Houston, and Beaumont. Texas; Portland. Oregon; Baltimore, Cleveland. San Francisco, Atlanta. Denver, and Toledo. For the mythical "average driver," his mileage during the war was re duced bv about a third. Now that the "lid is off" -- and he can buy gasoline freely again -- he'll doubt less jump his auto travel mileage manifold. And as ample supplies of tires become available, traffic gradu ally will begin to assume the propor tions of those pre-war days when as much as 3 34 billion miles of travel in a year were driven bv the then 34 million motor vehicles. It's going to take time for high way engineers and builders to catch up with the proved needs of motor ists. Yet never before in the entire history of automotive transporta tion have prospects appeared brighter for achieving the kind of highways that are needed. New movie highlights the important part that farm equipment retailers will play in the future of American agriculture arm equipment dealers have a Over the long term, their job takes Fkev role to plav in the broad in much wider vistas. transition of American agriculture This underlies the theme of a new has taught him a new appreciation of power tools and their applica tion. But it surprises Bill to learn from war to peace. movie which has been produced by that his boss, Tom Wilson, has not As farmers turn from their war Ethyl Corporation in cooperation been idle in thinking about and time job to the equally big task that with the National Retail Farm planning for the future. The war lies ahead, thev are in need of thou Equipment Association and its af may have sharply curtailed his sales sands of new and improved power filiated associations. Entitled "The of farm machinery. Nevertheless, implements; their old machinery Job Ahead," the film reveals what there has been much progress in his that is still useful must be overhauled progressive farm equipment retail business. and put in shape; the soil needs to be ers are doing to prepare for the post Bill is amazed to leam that his old replenished and restored to full pro war future. More than that, the pic firm now does a year-round business ductiveness; the problem of soil ero ture illustrates how dealers can be in sales and service both. To anyone sion calls for extensive work; farm of more effective service than ever like Bill who has experienced the ing as a wav of life must be made before in handling and anticipating peaks and valleys of farm equipment attractive to millions of returning the needs of farmers. retailing before the war, this comes servicemen and those who migrated to war plants; farming as a liveli Back on the Job as a vast improvement; no longer need there be those lean periods in hood must be made more profitable Like every other line of business, which a company is almost com and comfortable in the years that farm equipment dealers have thou pletely idle -- nor those rush seasons lie ahead. sands of former employees serving in which it has more business than In all of this, the nation's farm in the armed forces. Accordingly, it can handle. equipment dealers can and will play the picture is built around a typical One of the reasons for this is that an important part. More than most employee, now a returned veteran, the "Wilson Farm Machinery & Im people realize, their plans and actions who has come back to his old job. plement Sales Co." has for the first will greatly influence the future of When Bill Adams, the veteran, re time a complete, up-to-date survey American farming. Initially, their ports to his boss on the first day of its marketing area. job is to help fanners to rehabilitate back, he has naturally brought with This began bv securing an aerial their farms and their equipment for him many new ideas nbout the busi photograph of its marketing area, tomorrow's food and fiber needs. ness. For one thing, tiis Army life obtained from the Agricultural Ad- 7 . . . who finds that much progross has boon mado in Meant year* justment Administration through the local county agent. This map helped Tom Wilson to visualize his marketing territory, outline its reaches, and break it down into in dividual customers and prospects. As a second step, every farmer in the territory was interviewed, and the results noted on two survey forms which were prepared by the NRFEA. The first form gave a de scription of the machinery and equipment owned by every farmer. The second form listed those farm ers who are prospects for specific pieces of farm equipment -- and when. Together those forms devel oped invaluable marketing data. Now for the first time Tom Wilson had a complete record of his cus tomers and their sales potentialities. As a corollary to this, one of the mechanics in the sendee department des ised a seasonal sendee record. This consists of a chart marked off by months. Simply by listing the various machines a farmer owns -- and noting the respective months they are busy and idle -- a customer can be advised when to have a given piece of machinen" repaired or sen-iced. without interfering with his work. At the same time, this helps the service shop to schedule its an ticipated service work. Meanwhile, the equipment deal er's service department has been ex panded to handle a larger volume of sendee business. Precision machin ery has been installed, specialized tools have been added, the parts de partment better arranged -- all for the purpose of doing a better sendee job for the customers. Now. Tom Wilson's service department is equipped to handle any kind of re pair job -- and do it faster and bet ter than ever before. Still another step forward in Tom Wilson's wav of doing business has been the introduction of a "Profit 8 ETC 32165 Control Record." That system, con ceived bv the NRFEA and distrib uted among its members, is designed to help him look ahead in his busi ness. bv having him estimate, month b\ month, his future sales of various items. Then, bv comparing the ac tual record each month against the previous estimates. Wilson can tell whether he's behind or ahead of schedule. It also enables him to know what department in his business is not contributing its share of profits. These are only some of the im proved methods of doing business w hich progressive farm equipment dealers, represented bv Tom Wilson, are putting into practice. Others in clude the addition of new merchan dising lines, creation of a "courtesy room" for the relaxation of farmers' families, and so on. Here. then, are some of the wavs in which forward-looking farm equipment dealers are preparing for the future. A recent survev of the NRFEA's membership reveals it has jobs for more than 50.000 people. But that isn't the final goal of the equipment dealers. Their final goal is to enter upon a new era of height ened usefulness to the farmer, help ing him u ith power machinerv to obtain the maximum production from his farm, helping him with power machinery to replenish the good earth. The movie, which will be shown beginning this month, will be pre sented before virtually even- tractor dealer in the United States and be fore many dealers in Canada. It is the second in a series of films espe cially prepared for farm equipment dealers. The first film. "The Road Ahead." which was produced last year, was shown before the XRFEA and its affiliated associations and other members of the farm equip ment industrv, for a total of 18,000 people. 9 Playing cards is an age-old pastime that never loses its warm popularity By North Clarey, Jr. 5^53? s' %g?JT m$Zi. n war as in peace, Americans troops, sweating it out in a dark I iove to plav cards. Rich man. ened ship waiting for the pre-dawn poor man. beggar man. thief -- allinvasion signal, played black-jack thrill to the pastime of card games. and poker in little groups under the .Many play cards for the compan red blackout lamps. General Eisen ionship to be found, others for the hower, sitting out the last tense element of chance involved, still hours before the Normandy inva others to relieve boredom or tension. sion, played contract bridge with Vet. whatever the reason, card plav- Commander Harrv Butcher, his ing is a perennial pastime among its naval aide. General Mark Clark, and millions of devotees. his chief of staff, Major-General During the war. a lonelv Marine Gruenther -- a world-known au penned up in an island fox-hole thority on duplicate contract bridge. would fish a damp deck out of his This year, with cards on the pocket and pass the long hours of ``scarce items" list, 23 million packs waiting in solitaire. Sailors and have been reserved for the armed forces, 10 million packs for the Red Cross. The greatest shortage of cards anywhere is in military hospi tals. where they do more than just help kill time. They help men with smashed hands or paralyzed arms regain their use and their confidence. Although the three most widely known games in this country are rummy, solitaire and contract, the service favorites are poker, cribbage and black-jack, or "21." Three out of four servicemen play; before they enlisted only about half of them did. Poker is unquestionably the most widely argued-about game. It s so full of variations, that with men thrown together from even,' different state the matter of estab lishing local ground rules often winds up in hot dispute. Civilians have the same disputes. Nearly a thousand letters a year asking for a ruling on poker prob lems are addressed to playing card manufacturers or societies -- on Red Cross stationery, ladies' personal note-paper, V-mail or business let terheads. They are all forwarded to the New York headquarters of the Association of American Playing Card Manufacturers, and all are answered. A Pfc. with an APO address from the Pacific wants to know whether a pair of wild deuces can be shown 10 ETC 32167 js openers in a jackpoc hand. (They can.) The secretary of an electrical workers union in Michigan wants to know, also in a wild deuce game, whether an A-:-Q-i-6 flush beats an A-K-Q-J-5 flush. (Yes - the 6 beats the 5.) Number 79608, in a midwest prison, writes on the cen sored penitentiary letterhead to ask whether a straight is permitted in stud poker. (It is.) Even the radio "Answer Man" has inquired, for a listener, whether a flush in one suit would beat an equivalent flush in another suit. (It doesn't; the two hands split the pot.) Even- one wants to plav "according to Hoyle." Many of the letters even begin: "Dear Mr. Hovle --" Hovle is still a fixed authorin' on card games, but it's not a man. it's .1 book -- Foster's "Complete Hoyle Up-to-Date." Edmond Hoyle him self never heard of poker. He died in 1769. An ex-lawyer, he grew wealthy teaching the English gentle men of his time how to win at whist -- and from his original treatise on that one game has grown the card "bible" of today. Out of whist has grown bridge. It is our third most widely known game. According to a recent survey bv the card manufacturers' associa tion. 44T of the people in this country know how to plav contract, and auction is in fifth place. In order, the best-kiioum games are rummy (49T), solitaire (45%), contract (44T), poker (37^), auction (34fc), pinochle (33%), hearts (30%), and five hundred (u^c). There are 77 different games played in this country, including such raricies as datta, pedro, fan tan, biskola, snap and everlasting. Cards are found in 87% of American homes. They are played more than all other games put together. Odd things turn up if you ex amine this survey according to income groups. Contract is highly popular in the highest income brack ets, falling off sharply as you go down the scale -- yet pinochle runs exactly the opposite. With all men's groups, regardless of income, poker remains second favorite; the great est variation occurs among women. Auction bridge still retains its greatest popularity among the poor est group, and in our most tradi tionally conservative section -- New England. To meet American demands, plav- A comic Gorman playing card, popular around 1850 fo 1860 ing card manufacturers have to make four standard decks: the usual pack of ja cards; a pinochle set of 48; a six-handed "five hundred" deck of 6:; and a 64-card pack for "double skat," a Scandinavian game widely played around Milwaukee. Once an experimental deck was printed with a fifth suit, "Eagles," for large poker games. It flopped, as have nearly all novelty decks of cards. During the Civil War, a pack of cards showing Confederate he roes was widely popular in the South (it was printed in New York and smuggled across the border). Recently a "spotter" deck showing planes of the American, British, German and Japanese air forces be came a success -- more than two million sets have been sold, many to the Army and Navy'. By and large, however, the public won't let a manufacturer fool around with new ideas. It is almost axiomatic that the "forward-looking" card printer is going to go out of business. Hundreds of people write the manufacturers each year suggesting that national heroes replace the king, queen and jack pictures, or offering as an original idea the notion of changing the suit colors, selling ad vertising space on the backs, or tinting the blank spaces on the face with a restful shade. But the card making companies have learned through bitter experience that they cannot alter a whisker of the king's beard without stirring up a cyclone of protest. Men who bet wildly on the turn of a single card are inflex ible conservatives about the looks of that card itself. Napoleon once commissioned famous artists to revise the deck, but his devoted subjects merely gave his brainchild a good old Gallic raspberry. Even in Russia during the Revolution, when the Soviets tried to replace the "anachronistic kings and queens," so many foreign decks were smuggled into the coun try that the Kremlin simply gave it up. It wasn't always thus. Before the 11 Jg h .n. The Queen of Spades, only queen to ho/d a sceptre, has vastly changed through the ages. Here are 16th century French, 18th century British, and 2Oth century American versions printing press, cards were handpainted affairs, mostlv done bv famous artists or nobles. One goldencrusted set might cost Sj.ooo. borne of these fabulous pasteboards are still preserved in private collec tions such as the .Morgan Library n New York or the Cincinnati Museum. Our modern deck stems from the i>:h century Italian Tarot or Tar- pack, u hich had :a face cards and .-6 numeral cards. This, in turn. as based on an Egyptian set. and that one had its origin somewhere in the East too far back to be estab lished. The most likeiv guess is that cards developed sometime before sou A. D. in Hindustan, though some sav thev originated in China as part of the claptrap and gadgetrv of itinerant magicians. Occasionally you'll still see a Tarocchi deck -- that is if you're the kind that hangs around tea shoppes or crystal ball emporiums. Some gypsies still use them in telling for tunes. Each of the face cards (II Barrel!. the Muscian; Gli Amorti, the Lovers, and so on) still means This Persian playing card used daggers for symbols the same as it did in the time of the Sforzas. Perhaps the most charming of all is L'Appeso, signifying char ity, courage, knowledge and pru dence, wisdom and fidelity. The card, by the way, shows a hand cuffed man hanging by one foot (remember that photo of .Musso lini-). L'Appeso, in Italian, means "the hanged man." As you might expect of any in stitution which has developed over centuries, our modern deck of cards is full of mysticism, symbolism, and pat little significances. W'c have four suits, for instance -- corrcspondini; A Knave of Spades from a French Revolutionary deck to the four seasons. They are divid ed in two colors, corresponding to the two equinoxes of the year. There are twelve court cards for the twelve months; thirteen cards in 12 ETC 32169 each suit, for the thirteen lunar months of a vear; and 52 cards in all. one for each week. Add up the number of letters in "one. two. three . . . jack, queen, king"; they come to Take the face value of all cards, and add one for the joker; s ou get 36; -- one year's quota of davs. The joker, bv the wav. has been the onlv innovation in cen turies. Even the pictures, now stvlized and tamed from the earlv, crude, fierce representations, come from famous figures. The king of spades is from an earlv cut of David, king of the Jews. The king of hearts is Charlemagne, of the Franks; Julius Caesar is monarch of the diamonds, and Alexander the Great graces the club suit. Jacks (formerlv called knaves) are. bv the way. a consoli dation of two earlier cards -- the prince and the valet. Even the four suits are descended from svmbols of Middle Age feudal societv: spades (swords) for the Nobiiitv; hearts (cups) for the Clergv; diamonds (coins -- if vou can figure it) for Tradesmen; and clubs (staves) for the Peasantry. Traditional names and supersti tions still cling to individual cards. The nine of diamonds has been the "Curse of Scotland" since 1746, when the Duke of Cumberland wrote an order on the back of that card commanding his soldiers to have no mercv for the Scottish troops captured at the battle of Calloden. The six of hearts has stood for "lovaltv and honesty" since 1688. when Colonel Richard Grace used it to refuse, in hopeless circum- Th*s* long thin Chinos* cords *v*r* us*d in 1862 to pav his troops. In the Cincinnati Museum is a king of hearts inscribed on the back to admit the bearer to courses at the University of Penn sylvania. stances, to surrender to William of Orange with this penned reply; "Tell vour master I despise his offer, and that honour and conscience are dearer to a gentlemen than all the wealth and titles a prince can be stow." The first paper money ever issued on this continent was in the form of plaving cards cut in quarters and signed, in 1685, by Jacques de Meulles, French governor of Que bec, who ran out of coin with which Legend has it that the first cards made in this country were those painted on leaves by the sailors who came over with Columbus -- in a fit of despondency and superstition they had thrown their own over the side. Our "native pastime," the "Great American Game" of poker, origi nated, by the way, in Persia. Nowcontaining adaptations from various French, English and Italian games, it came into this country via New Orleans under the French name of "poque." Southern dockhands did their best with the word, and drawled it "poker." Northerners, Westerners and Easterners have all done their best with the game ever since -- and yet its age-old mysteries and idiosyncrasies still entice and betray their luck as they did the Louisiana levee hands long ago. - 13 32170 Top: Looking down on Chicago, big consuming market for Illinois oil Center: A centra/ pumping power unit hooks up many oil wells together Bottom: An Illinois field at night, during the pre-war drilling boom ILLINOIS t was the year 1866. The Civil I War had just ended. Men's thoughts turned to unifying the na tion. settling the West, discovering and utilizing its resources. Seven vears before, oil had been found in western Pennsylvania. Why not, it occurred to many men, try for the black gold in what had been the fabulous Northwest Terri tory? Whv not explore the Terri tory's historic southwest comer, where the map plainly showed a resemblance to a cornucopia, wait ing to pour out Nature's bounty? And so the Illinois basin -- first termed the coal basin, now the oil basin -- eventually became oil coun try. But not without painful trial and error. The 1866 attempt was a costly failure. So were others. Fiasco followed fiasco. There was indeed oil in the Northwest Territory. Still, it was more than ioo vears from the time its general geological character first became known until the oil was eventually found in really substan- STORY The oil fields of Illinois, phenomenon of the late 1930's, have proved to be of great strategic value during the war By Keith Fanshier tial quantities. But today, deep in Subsequent years witnessed a de the region remained a sort of geolo the pocket of the southwestern tip cline -- but the retreat from the peak gist's no-man's-land. of northeastern United States, didn't mean an end to drilling and But discovery of oil in Michigan where the Mississippi and Ohio prospecting. The older Illinois wells in 1927 revived interest in possibili Rivers form a junction at a sharp promised long life, and they per ties of the Central West. angle, lies an oil region which has formed on the promise, just as the Pure Oil Company is credited been of great influence recently on newer fields are doing. with opening die "new fields" area the petroleum economy, and which But in those early days the star of southern Illinois. Cooperating probably has important future im of Oklahoma was on the ascendant, with the Illinois Geological Survey, plications as well. This is the home handicapping Illinois' development. its geologists began restudying of the Illinois basin oil fields. Eastern oil men leapfrogged Illinois southern Illinois. A cross-section Geographically, the nation's pe on their way to the glamour of the study was prepared running from troleum industry has tended to Southwest. Many never returned, Lawrenceville, in the heart of the divide, with certain reservations, or came back only after 30 years to old oil country, to St. Louis. The into the old East and the new West. participate in the Illinois play of the section furnished an interesting clue The Illinois oil area refuses to clas 1930's and 1940's. - a disturbance in the area between sify itself thus neatly. It has par Yet the wells of those "old fields" Flora and Olney. taken of the tradition of the East of Illinois, numbering now some Application of scientific methods and the new day of the West. Here 12,000, are still producing an aver of oil exploration, a reconnaissance the twain do meet, eyen overlap. age of nearly a barrel a day of crude torsion balance survey and reflec Southern Illinois carries characteris each. tion seismograph work, supported tics of both. These "old fields" lie along the the finding of a structural disturb The first wildcat oil operation of Wabash River in extreme south ance across Wayne, Richland and the state was that of Clark County eastern Illinois. The "new fields" of Jasper Counties. Petroleum and Mining Company, the basin are somewhat to the west, Actual drilling confirmed the geo organized in Marshall. 111., approxi in the state's central southern sec physical work. These counties have mately 80 years ago. The project tion. produced much of Illinois' new oil. resulted from the discovery of natu ral gas seepages nearby. It was un Geology of the Fields The first new wells, drilled with standard cable tools, were not sen successful, apparently partly so be Geologists describe the Illinois sational. Pure Oil's Bradley well at cause of inability to handle water basin as having a surface cover of Cisne, Wayne County, completed control. glacial drift, 50 feet thick, of uncon on March 4 1937 in the Ste. Gene ' It was four decades before crude solidated clay and sands left on re vieve formation at 2,982 feet, had oil production started in the state treat of the ancient ice sheets. This initial production of only 100 bar on a commercial scale. In 1905, with deep covering of its bed rock ren rels. Meanwhile, Adams Oil and Gas oil coming from a depth of some ders surface mapping impossible. Company had brought in a shallow 400 feet, production was 180,000 West of the LaSalle anticline, on Benoist sand well at 1,391 feet in barrels. It hit 4,000,000 barrels the which first production was found, the Patoka area of Marion County, following year, 24,000,000 barrels early drillers became discouraged 40 miles northwest, six weeks pre the next, and in 1908 attained a peak bv salt water. Few tests went viously. for the "old fields" of 34000,000 deeper than 2,000 feet. Subsurface The whole petroleum industry barrels. That put Illinois in third charts indicated a rapid dip of felt the hair rise on the back of its place as an oil producer. formations to the west. For years neck at what happened next -- at - 15 Pure/ third test well, on the Travis farm in the Clav Citv district of Clav Countv. Drilled with rotary equipment, the well came in from the McCloskv lime of the Ste. Gene vieve with initial production of 2,64: barrels. Illinois evidently had come back with a vengeance. For the next several vears, south ern Illinois experienced steady ex pansion in drilling and production, and brought forth such flush fields as Centralia. Salem. Louden and numerous others. Today the pro ducing counties are Bond. Christian, Clav. Clinton. Coles. Crawford. Ed wards. Effingham. Favette, Frank lin. Gallatin. Hamilton. Jackson, Jasper. JerFerson. Lawrence. .Macou pin. .Madison. Marion. .Montgomery, Perrv. Richland. Saline. Shelby, Wabash. Washington. Wavne and White. Some : ;o producing pools in the area now have approximately 13.000 wells, slightly more than the old region. Illinois reached its top daily pro duction rate in June of 1940 when output hit 5.000 barrels a day. The Salem field then was running wide open, and other fields also were under highly competitive and in tensive development. Companies Active in Illinois Besides Pure Oil. major compa nies most actively participating in southern Illinois oil have been Carter Oil. Texas and Shell. Firms operating on a smaller scale include Sun. Sinclair. .Magnolia. Tide Water. Superior. Phillips. Continental, Gulf. Ashland and Deep Rock. Active also have been a host of smaller com panies and individual operators. Low peacetime drilling costs, in fact, u ere particularly attractive to the individual type of operation. The work of the independent oil man and the small company in wildcatting and pool development has been a defining factor in the fields generally. Despite variations in formation and depths ranging from a few hun dred feet to below 3,000, the quality of Illinois crude is relatively uni form. It runs 37 to 39 A.P.I. gravity, with water and sediment usually below one-half of one per cent, and sulphur and salt content low. In general, it resembles good Mid-Con tinent field crude. Development in the Illinois basin, in contrast to the old fields of the state, has had the advantages of today's advanced methods and tech niques. Sand and limestone condi tions, pressure maintenance, reser voir equilibrium, are factors for greatest ultimate recovery. Best engineering practice is proving its worth there in maximum recovery of oil. Extensive use of secondary recovery operations is an illustration of this. The geographical location of the Illinois basin holds the key to ulti mate importance of Illinois oil fields, just as in its development and early maturity period. It has a dis tinct advantage in its proximity to the central petroleum products con suming territory. Despite increased efficiency and reduced costs of transporting crude and refined products over long dis tances, it will always be hard to overcome the advantage of an oil producing district near its natural market. Accordingly, if original produc tion cost is low -- which here it is -- if quality and adaptability of crude are good -- which they are -- and if the field has adequate facilities for moving its crude and/or products from that crude, it enjovs an un deniable superiority of position. The Illinois basin lies not only at approximately the nation's center of population but also within :oo miles of the industrial and commer cial capital of inland United States: Chicago. It is thus nearer, bv hun dreds of miles, to central western refining centers and distribution and consuming centers, as well as to Great Lakes transportation, than any competitive source of crude of comparable size. Considering that Illinois fields are served by generous-capacity pipe lines, of an aggregate potential well able to handle current production, they apparently are in good position for the postw ar pressures for mar kets. Wartime Value to the Nation Illinois fields have been of great wartime significance because they have made the Central West more nearly self-sufficient in oil products at a time most urgently needed. Had it not been for development of the basin, or something in its place, it might have required another "Big Inch" pipe line or at least a "Little Big Inch" -- not only built but kept filled and operating from the Southwest and Gulf -- just to take care of the essential require ments of the Central West. That would have meant several hundred thousand barrels a day added drain on supplies east of the Rockies. Could the industry have with stood such a load? It is open to ques tion. Certainly it would have de layed fruition of our war effort, the war would have been lengthened and our high strategy further bur dened. Civilian motorists' consump tion of gasoline might virtually have disappeared, at least in much of the country. Thus, what seemed a market threat to the industry in peacetime turned out to be a priceless wartime asset to the nation. 16 Recurrence of flush production in the basin was considered in 193740 to have thrown the industry somewhat off stride. Some observers began to grow alarmed over possi ble market consequences. Small refineries, several dozen in number, sprang up in the field ab ruptly. Both crude and refined products began impinging on es tablished markets. At one time. Illi nois crude constituted two-thirds of all the crude being processed in the central and Appalachian refinery districts combined. But the feared collapse of the in dustry's price structure did not take place. There was a minor crude price easing in 1940. made up the following vear. Refined markets, while thev underwent some sagging perhaps attributable to Illinois, held fairlv steady. The industry never will know what would have taken place markerwise without Illinois. In the petroleum industry such speculation is not conclusive, because of the complex relation of cause and effect. At any rate, Illinois was the indus try's last big development prior to the nation's involvement in actual war. The new fields have produced roundly two-thirds of a billion bar rels of crude. Nearly half (300 mil lions) has been produced since the war started. If that volume of oil had not been available, the influence on the war program would be too obvi ous now to need dilation. Illinois output undoubtedly would have been much larger 1942-10-1945 had not the war itself brought about restrictions on production and drilling. Much of the decline in Illinois oil production after 1941, it is conceded, came from reduction in scale of field operations result ing from war-enforced regulations. Nevertheless, possibilities were seen at mid-year. 1945. that the long downtrend in Illinois production, apparent since mid-1940, had been halted and perhaps even reversed. What about the future? Is the Illinois oil basin awaiting only a favorable opportunity to unearth deep production? Might the basin thereupon dominate the industry ? No one can be sure. Attempts to find deep oil there have not been promising in their results to date. The deepest test, an effort to find oil in the St. Peter limestone in the Cisne area, was dry at 7,1 75 feecWhat lies in the 7 to 15 thousand foot ranges already tested in numer ous southwestern areas, must await the drill. Bur Illinois wells are noted for their consistent performance and long life. Although the state has no stringent conservation law, its oil now is being produced in accord ance with sound practice and prin ciples. Whether Illinois oil experiences another flush era or not, it will long be an important factor in the petro leum industry. Short Short Story Oh Henry Legter NOT RESPONSIBLE UNLESS CHECKED Maizie yawned. Her eyes drifted sleepily back to the row of empty hooks on the wall. "Well. I guess I can close up the joint. \ll the minks have gone home/* A lustrous heap on the Boor caught her eye. She bent o^er curiously and picked up a tangled mass of jewelry. "Cripes. this ain't stuff from the 5 and 10. I better turn this in to the boss . . . Hey, .Nick, lookit what I found! Some dame lost her sparklers!** "Thanks, kid. if nobody claims 'em. I'll give 'em back to you/* And he carelessly slipped the string of pearls into his coat pocket. Next day at cocktail time, Maizie was busily checking hats and coats and luscious furs when a well-dressed woman walked hurriedly into the night club, unescorted. "Where's the manager? I've got to see him immediately! . . . Oh. there you are. Has anyone found my jewels? 1 lost them last night, and I'm almost crazy with worry.** Nick, polite, suave and sympathetic, turned to the woman. "I'm terribly sorry, madam. No one has turned them in/* Maizie's eyes narrowed. Under her breath she muttered: "The heel! The lousy, dishonest heel!" She wanted to run out from her check room, to grab the woman, to shout out: "Listen, lady, 1 found your jewels last night -- and I gave 'em to him!*9 But fear held her back. Surely the manager would deny it. Her job would be gone! With tight lips, Maisie watched the woman depart. Nick apparently unaware that the hat-check girl had overheard, walked smugly back among the neatly set tables. Maizie's hand slipped reassuringly into her own pocket, where she fingered a small object. "I should never have given it to him," she said . . "Anyway, I'm glad I kept the diamond clasp." 17 28,000,000 GALLOPS A DAy a new water purification plant at Baton Rouge puts 31' Man River to work doing a new job -- for Ethyl As part of the continuing expan- purposes throughout the many man . sion at the Ethyl Corporation ufacturing operations at Baton plant at Baton Rouge, a new wateRr ouge was previously obtained the purification plant, with a capacity year round from underground well of more than :8 million gallons a reserves. However, in order to re day. has been completed. lieve the drain on the wells, it was Water used for cooling and other decided to turn to the nearbv Mis Mississippi river water, now purified of it* tilt and sediment, overflows a weir on it* way to a reservoir sissippi for eight months of the vear when river water temperatures are sufficiently low to make it useful. But before the river water can be used, the mud has to be eliminated. Hence the new purification plant, which has been built at a cost of $1,700,000. The new plant takes in 20,000 gal lons of river water a minute, re moves the impurities, and pumps the water to the plant reservoirs. Al though this water is used entirelv for manufacturing operations, it is now pure enough to drink. The incoming water is taken from the river through a massive 4:-inch pipe which has a capacitv three times as great as that of the well known "Big Inch." The pipe feeds the water into the bottom of four parallel settling basins. Enroute to and in the settling ba sins the water goes through an intri cate process of treatment. Two chemicals, lime and ferrous sulphate, are fed into the water, causing the silt and sediment in the river water to agglomerate and form a thick floe bed below the surface of the water in the basins. Incoming water is fed below this floe laver and in rising through it accomplishes a reverse filtration, scrubbing out silt, sedi ment. and the floe. The treated water, now clear, overflows a weir at the end of the basin and is pumped to the plant reservoirs. While supplying clean water for Ethvl's manufacturing operations, the water purification plant also serves another useful purpose in that the sediment it collects from the river water in the process of puri fication is used to fill in a nearby bavou. Approximately 45 tons of silt and sediment are collected from the settling basins each day. Some of it has been carried down by the Mis sissippi all the wav from Missouri, Indiana, and Ohio. 18 running, thus maintaining their food production he telephone bell rang im- engineer who was an experienced Tperativelv. Picking up the re farm machinery repair man. Within ceiver a man said. "County Farman hour the engineer had the broken Bureau Office." And from the other machine back in service -- to the end of the line came the worried farmer's amazement. Even more tale of a farmer in a nearby com amazed was the fanner when the munin'. engineer said, "No charge," as he His binder had broken down as turned to go. he was starting to harvest his crop Emergency repair calls are but -- just at the time when he needed one of the many services New York it most. If he didn't gather in his State farmers are receiving under a crop within the nest few davs a unique, wartime program set up by whole season's work would go to the Emergency Food Commission waste -- plus a lot of food. Could of the State War Council. That pro someone -- anvone! -- please help gram is the Emergency Farm Ma him out? chinery Repair Program, centered Half an hour later a truck loaded at Cornell University in Ithaca, and with a complete set of repair equip fanning out to farming areas through ment pulled up in front of the the assistance of a corps of trained anxious farmer's barn. Out of the agricultural engineers. driver's seat stepped an agricultural This program, which has proved so helpful in maintaining food pro duction, teaches farmers how to care for their tractors and other farm equipment and to keep them operating efficiently. The program also shows farmers how to build and use labor-saving devices. It even shows fanners how to pull farm machines out of scrap heaps and from the dusty comers of bams, re pair them and put them to use. The way the program is set up. New York State is divided into districts, with each district contain ing three to five counties. Each dis trict has a district engineer who holds repair meetings, gives field demonstrations, and responds to SOS emergency service repair calls to help fanners keep their machin ery in operation. The repair crews 19 ETC 32176 worked on the machine, he had the advice and assistance of the trained agricultural engineer in charge. And a couple of days later, he was able to take it home in good working order. He later used the binder to harvest his field of corn. Since the program started shortly after Pearl Harbor some 800 repair meetings have been held with a total attendance of 40,000. More than I! 7,500 machines have been repaired Emergency repairs, by trained agricultural engineers, have helped New York State farmers keep their equipment in service handle anything -- tractors, plows, grain mowers, corn harvesters, and milking machines. Their one pur ple is to put these machines in condition and keep them at top at these meetings under the super vision of the district engineers. The repair meetings are usually held in the mechanical department of a local school, and last from three to five days. During this time ma chines being put in first-class condi tion serve as excellent laboratory material to the farmers attending. operaring efficiency. For one r ear's operation, the pro gram is said to have cost S60.000. But the work it does has a value estimated at i 100.000 for the repairs and adjustments done on farm ma chinery alone. Figures, however, do not :ei! the full value of this pro gram. The value is more properly measured in the increased produc tion nf rood obtained and in the crop, that w ere saved from spoilage. Moreover, it has helped these farm ers to overcome the labor shortages that plagued them during the war. There are other wavs. too. in which the program has proved its worth. It has restored to useful serv ice once-idle farm machinery at a rime when new machines were Thanks to this farm machine re After these clinics some of the farm scarce or just not available. It has even taken many machines from the junk pile and put them to work. It pair program, many machines have been salvaged at the time of greatest need. Take., for example, the Sullivan ers assist their neighbors, who did not attend the meeting, to make similar repairs on their equipment. has saved tons of steel and other County fcirmer who pulled a dis The types of machines brought to critical materials for the war effort. carded corn binder from the county the repair meetings van- from small And it has demonstrated to farmers junk pile. He took it to a repair hand tools to tractors. To one typ the importance of proper mainte meeting. Nought S15 worth of repair ical repair school were brought six nance which will stay with them parts, anc worked on the binder tractors, three tractor plows, two after the war. during sev vral repair sessions. As he corn harvesters, two ensilage cutters. 20 JETC 32177 a milking machine pump, and a lard press, among other machines. As contrasted with the lengthier repair meetings, field demonstra tions are held during certain times of the year when the weather is favorable, and last from a few hours to a whole daw These meerings are held out in the open fields where proper adjustments are demon strated with a machine in actual operation. Most of the farmers at tending these meetings must be "from Missouri," for thev frequentIv bring their worst machines to these demonstrations -- and have them repaired on the spot. This gives the district engineer a chance to show how much the correct ad justments mean to the top efficiency of a farm implement. When a district engineer is not conducting meetings he is kept busy responding to emergency service calls. Farmers whose machinery breaks down at a critical moment send out a hurried SOS call, which is usually relayed from the County Farm Bureau Office to the nearest district engineer. The engineer, driving his completely equipped truck, then hurries to the trouble spot and proceeds to help the farmer make the necessary repairs. Aboard the engineer's truck is a complete set of equipment, including an elec tric welding outfit, electric grind ers, electric drill, a powerful press for straightening bent parts or re moving bushings, and regular and special tools in great variety. Most service calls are of an emer gency nature, and many a farm machine has been repaired in the nick of time to keep a large crop of hay or grain from getting wet as a result of being left in the field un harvested, or to keep potatoes or fruit from becoming diseased due to a sprayer breaking down. Of necessity, the district engi neers are walking encyclopedias. Thev have had to handle many re quests for information and assistance in the construction of buck rakes, baled hay elevators for both field and bam, power-operated hav Besides filling the immediate need of keeping vital farm maehinet going, the program hat also taught farmers the importance of proper maintenance As part of tho wartime program, formats were invited fo total repair meetings. Above, installing high compression pistons in a tractor hoists. lime and fertilizer spreaders, and manv other specialized tools that aid farmers to step up their production. The emergence farm machinerv repair program got underway in 1941 w hen 15 district engineers were hired. Thee were given two week? of intensive training in the Department of Agricultural Engi neering at Cornell University before beginning their work. In addition, thev are now called in four times each year for instruction in special sublet:-. Part of their training has consisted of a special course in the advantages of high compression over low compression tractors, w hich was given bv Frank Stablein. a tractor engineer of Ethvl Corpora tion. Each district engineer was pro vided w ith a light panel or pick-up truck w Inch was equipped with the tool- and special equipment neces sary for the work. A two-ton truck having a special enclosed bodv was purchased as a supply tender for the engineers. This whole program has not only helped farmers; it's been of benefit to tractor dealers, too. For one thing, it helped to teach farmers the im portance of keeping their farm ma chinery in good working order ac all times. Also it has helped the dealers to be of better service to their customers -- bv having farmers come in for repair parts and servic ing during off-seasons of the vear. thereby spreading out their peak season load. Even though the war is over now . the emergency farm repair program promises to be of great service in the coming monchs. This is because ample supplies of new farm ma chinery are still some time aw ay for the average farmer. Meanw hile the farmer must keep his present equip ment in repair in order to do his important job. Perhaps che greatest benefit of the program lies in che lesson it has taught manv farmers, a lesson that will carry over long into the peacetime era. That lessdh is to keep farm machinery in repair and properly serviced at all times. OUR PICTURES Cover l>v Julius J. Fanta; Pages 3 and 5. courtesy Automotive Safety Foundation; Pages 6 and 19. illustrations by Rodlow Wil lard; Pages 1 r-13, courtesy New York Public Library; Page 14 ttop'. Ewing Galloway, (center) courtesy Pure Oil Co., (bottom). Central ia dll. Evening Sentinel photo courtesy World Petro leum; Pages :o and 21, courtesy X. Y. State College of Agricul ture. Cornell University; Page :i. courtesv Soil Conservation Service. U. S. Department of Agriculture. , 22 ETC 32179 So many new aviation ideas have been hatched during war time that it is easy for the general public to slip into the belief that major aviation progress is possible only during wars. Nothing could be further from the truth. Many develop ments hailed as w artime discoveries were in practical use long l>efore the beginning of hostilities. The needs of war served to speed their production. Furthermore, the emphasis on military aviation has tended to sidetrack the development of commer cial and private aircraft. This lag must be made up by strength ening of research programs, rather than their abandonment. For example, engines must be developed to realize the full possibilities of future aviation fuels from both performance and economy standpoints. Aviation gasoline has already burst through its 'ceiling" of 100 octane. New refining methods and the use of Ethyl fluid have provided new fuels so high in anti knock quality that some means other than the "octane" scalewill be required to express their ratings. Post-war research workers, unhampered by the specialized requirements of military planes and fuels, may well make the years after the war the truly great era of aviation progress. CHRYSLKR tUILOINO. NSW YORK CITY Manufacturers of Ethyl fluid, used by oil companies to improve the antiknock quality of aviation and motor gasolines. ETC 32180 ( : The Ethyl emblem on your pump does a real selling job for you. ETHYL CORPORATION Chrysler Building New York, N. Y. ETC 32181 After a two-year period of service with the Petroleum Ad ministration for War, E. Oliver Jones, Jr. has rejoined the Ethyl Corporation. He has been named a staff assist ant to Julian J. Frey, General Sales Manager, and will help in coordinating the product and service requirements of customer oil companies for Ethyl's sales department. Before joining the PAW, where he served as a special assistant to the Director of Refining, Mr. Jones was asso ciated with Ethyl Corporation for a period of 11 years. Orig inally he served as a field representative in New York State and later in New Jersey. In 1937, however, he trans ferred to safety work for the company on the West Coast and in Cincinnati. At the time he left to join the PAW, in 1943, Mr. Jones served as acting assistant manager of the Safety Department. A native of Columbus, Ohio, Mr. Jones attended the Mass achusetts Institute of Tech nology. Following his gradu ation in 1924, he was for several years associated with the Consumers Power Co., of Jackson, Michigan, and later was assistant sales manager of the Bonney-Floyd Co., of Columbus, Ohio. In the last decade, besides serving as a safety specialist for Ethyl, he has participated in the safety activities of the oil industry at large. 'JACK MACAULEY JOINS ETHYL ^ ENGINEERING RESEARCH 7. Succeeds Bari Bartholomew, newly appointed General Manager , * of Research Laboratories. INTERDEPENDENCE IN FUEL AND ENGINE^RESEARCH 1 Wider scope for Ethyl1* research is being developed as problems^/ ' the chemist, the engineer. fhe research scientist -- in both fields^ -Jy # fuels and engine* -- grow more complex. PIONEER PIPELINE ` . *'"* Two Inches of trouble five miles longl That characterized the - bottle to build and to operate the first pipeline in the United State*. AIR FREIGHT TAKES OFF 9Br t-^4 The war ha* set a brand new pattern for the airline*. They Mendj ? to develop their freight business on an unprecedented scale -- , and here's hew. -- SHORT SHORT STORY 13 TUNE UP THAT CAR1 , 14 More power, better performance and greater fuel economy than ever before -- these are whet present improved grades of gaso line offer motorists. But to get the full benefit* out of these postwar, motor fuel*, the greatest tune-up job in history lie* ahead. DID COLUMBUS MISS THE BOAT? 16 He didn't know where he was going -- know where he landed -- know where he had been. That's what the wiseacres say. But maybe Columbus had a different idea entirely from what the his tory books say, when he made hi* famous error in navigation. 20 GALLONS OF SEA WATER FOR EACH GALLON OF GASOLINE . 19 As the wartime demand for aviation gatolino soared, the need for ethylene dibromide, essential ingredient of Ethyl fluid, sky rocketed half again as fast. Kequirement* were met by old and new sea water plants. V 4-' - - ---------------------------------------------- . ;" te order tewldae Mie field* of reader Interest In Ithyl News, we heqeearty si? pobflsh selfdei contributed by writers eet associated with (thy! Ceirotation, yly Amy opinion! expressed In these signed articles, ef coarse, ere the nothor*'. The edHers ef Hie News welcome articles ef timely Interest submitted from outside soerces. > ' * ' Published by BHYl CORPORATION, 405 Lexington Avenue, New York 17, N '' Manufacturer of Ethyl Fluid, used by oil companies to m-i mprove the antiknock quality of aviation and motor gasoline - Inti* W. Webb, preririant; toicy L OriSIths, vice ptesldont end treasurer; JvBen C Oonieios, tocrofenf lip.; 3. JACK MACAULEY JOINS ETHYL ENGINEERING RESEARCH Succeeds Earl Bartholomew, who has been promoted to the newly created post of General Manager of Ethyl Research Laboratories nitiating a program to widen the gines and engine parts. I scope of Ethel's research service Although a newcomer to Ethyl, to the oil and automotive industries, Mr. Macaulee is no stranger to the For the past two years, Mr. Macaulev has been Chief of Applied Research for the Pratt & Whitney ,1; John B. Macautev has been named problems of engine design for the Division of United Aircraft Corpo Director of Engineering Research. utilization of higher octane motor ration, East Hartford, Connecticut. He succeeds Earl Bartholomew, fuels, having been active in the ori A native of Washington, D. C., who becomes General .Manager of ginal high compression program of Mr. Macauley attended the Univer Ethel Research Laboratories. the Chrysler Corporation which led sity of Illinois as a member of the Rapid as teas the progress in fuel to the marketing of the famous class of 1918, but interrupted his and engine design before the sear, Chrvsler Red Head engine twenty studies at the outbreak of World such progress is expected to acceler years ago. From 1931 to 1933, he was War I to enlist in the Marines, serv ate greatlv in the period just ahead. Chief Engineer of the Chrysler Di ing overseas with the First Marine Accordingle, Ethel's research vision of the Chrysler Corporation, Aviation Force. He began his civil laboratories are being organized to and in 1935 was promoted to Direc ian career with the Packard Motor be of maximum sereice to oil com tor of the Engine Laboratories for Car Company and later worked for panies and to manufacturers of en Chrvsler. the American Brake Shoe Company.' 3 Wider scope for Ethyl's re search is being developed to deal with the growing complexity of problems in fuel and automotive research Ethyl's Detroit Research Laboratories on West Eight Mile Road INTERDEPENDENCE IN FUEL AND ENGINE RESEARCH t esearch in both the oil and auto- eluding Ethyl fluid), characterized R. motive industries was increased many of Ethyl's research endeavors manvrold in the pre-war periodb, efore the war, which accompanied of such decisive influence during the war. But the design of automotive engines, for the maximum utilization and this trend is being accelerated the development of the high com of the vast potentialities of the new as numerous companies plan larger pression engine. It plaved an im gasolines, will not be easy. The and more modern laboratories. De portant part again during the war. necessarily higher pressures intro velopments now rest on a founda when Ethyl's research facilities duce problems of roughness, rigidity tion of data and relationships built contributed to the solution of prob and stresses, and the need for new up by years of organized intensive lems of the armed forces in getting materials of engine construction. research. the best performance out of military Higher pressures bring increased "In our research programs with equipment under unprecedented temperatures of compression which oil and automotive manufacturers," combat conditions. And it is a guid more nearly approach those of self says Earl Bartholomew, General ing principle now when the great ignition. Nevertheless, the potential rc Manager of Ethyl Research Labora strides taken in refining technology benefits are irresistible, and automo tories. "we are constantly faced with during the war are available for tive engineers are pursuing the the interdependence of the engine peacetime motor fuels. problem with their characteristic and the materials which enter it. But in the expanding fields of fuel vigor. The problems of engines, fuels, and automotive research, the prob As a corollary to this, the petro lubricants and fuel and lubricant lems of the chemist, the engineer, leum industry now has the choice additives are inseparable. Progress the research scientist grow infinitely of many refining processes, a large in the solution of one problem usu more complex. number of which are relatively new. ally affects the others." Available now, for peacetime pur Many of the processes may be varied This interdependence of engines, poses, are all of the great advances in operation to produce fuelshaving fuels, lubricants and additives (in- in refining technology which were a range of characteristics in numer- i 6 * **>, nus respects, including sensitivity to tetraethvl lead. In the selection of refining equipment, the objective is the highest quality of product per 00 unit of cost. Vet quality, particularly with respect to antiknock, is not measured bv a fixed yardstick but is a function of engine characteristics. As a consequence, plans of the petroleum industry must be based I-' on the best estimate of future en gine design which, in turn, is reli able only to the extent there is an understanding of basic engine-fuel relationships. Similarly, as more of the possibil ities of the gasoline engine are real it ized in practice, the requirements imposed on crankcase oils become more rigorous. In order to meet these more severe engine conditions, new methods of refining must be This device measures spark advance and engine speed of a car in operation. The equipment also has a potentiometer, insensilive to car motion, which measures temperatures devised and chemical additives in scope and complexity of the re operated, there is need for a pro corporated. search program that accompanies portionate increase in cooperative New refining methods for fuels developments in all three fields. effort. and lubricating oils, additives for This suggests an important need. And it is along these lines--coor gasoline and oils and a wider range As the petroleum and automotive dinating and correlating these sepa of materials of engine construction industries expand their technical ac rate streams of research, lending are essential to progress. But, as can tivities in recognition of the grow technical information and assistance be seen, thev create problems of ing complexity of the environment to the oil and automotive industries comparability which add to the in which engines are developed and -- that Ethyl's Detroit Research Laboratories look forward to an era A fleet of passenger cars, housed in the garage of the Detroit laboratories, is used in the road testing of fuels of increased service and usefulness. The new program embraces in creased participation in the aug mented activities of such organiza tions as the Coordinating Research Council, as well as cooperative research programs with individual oil and automotive companies which have always constituted an import ant part of Ethyl's entire research effort. With a background of two dec ades of experience in the field of fuel and engine development, cou pled with modem research facilities. Ethyl's Research Laboratories em bark upon an era of fuel and engine progress which promises to be even more fruitful than the past. ETC 32186 Samuel Van Syckle if3S!Sssib ipaiPnaaMis 3y 'rfytwuf Sete^eed The first successful pipeline in this country, built in 1866, was two inches of trouble five miles long hl.n the oil industry was in its poor that the line "leaked like a W infancy during the Civil War, fifty-cent umbrella," according to transportation of crude to proctehse oil field press. The teamsters sing plants was one of its biggest were delighted at the failure, again headaches. Transportation costs raised their rates. soared to the point where, bv Janu However, in 1865 Samuel Van ary of i S65, the price of a barrel of Syckle, engineer, capitalist and a real oil in New York was Si4.90 -- and fighter, arrived at Pit Hole City and about one-third of this cost was due announced that he would build a to high transportation charges. pipeline that would operate effi In the Pennsylvania oil fields, ciently. Further, he announced that a group of some 6.000 teamsters inasmuch as the Commonwealth had provided the only means of trans given his company the status of a portation. Thev severely punished common carrier, he would oppose those who tried to cut charges or with every legal means any opposi to evade them. tion staged by the teamsters. These This state of affairs threatened were fighting words, but cheering the verv life of the industry by im to industry management. posing unreasonably high charges His line was two inches in diam for hauling oil to refineries or the eter; because he was a sound engi railheads. Bv 186: the situation was neer. he insisted that the joints be critical and industry leaders wel leak-proof. The distance was about comed the advent of J. L. Hutch five miles between Pit Hole City ings. an engineer who came to the and the railhead at Miller Farm. oil fields with a new type of rotary There were to be two pump stations pump and an ambitious plan to in along the line. stall and operate a pipeline between This pipeline really worked, Tarr Farm and the Humboldt Refin pumped 800 barrels of oil a day at ery. a feu miles away. A nvo-inch a carrying charge of Si a barrel, line was laid, but the joints were so substantially lower than the rates charged bv the teamsters. The teamsters held indignation meetings, listened to a gospel of vio lence. made many attempts to de stroy the new competition. Van Syckle. however, anticipated such raids, had his line well guarded. There were casualties on both sides for a period. Then the more sober of the teamsters recognized that it didn't pay to fight progress, and the revolt died. The pipeline had come to stay. Its growth and development were heavy factors in the subsequent growth of the oil industry. Today our network of pipelines from pro ducing oil fields to the refining cen ters. thence to distribution areas, has played a major part in the economic development of the nation, greatly speeded the war eifort, and gener ally been a boon to all concerned. The Miller Farm at Oil Creek, Pa., was the terminus far Van Sytkle's pipeline from Pit Hole By Preston Wright and Roger Williamson The commercial airlines look forward to a greatly expanded volume of air freight in the present era RUSH only scratched the surface of a po tentially great business. What about air freight now that rates charged, express ton-miles have shown a steady increase. In ten years, airlines increased their ton- the war has ended? In 1940, onlv miles flown annually from too,000 That one word, pasted on pack 4 Vi% of the total revenue of Pan in 1930 to 3.3 million in 1940; the ages. just about spells the future of American Airways came from air latter figure represented $2 million moving cargo bv air. It has started a express. How could a businessman in revenue. As a part of total airline brand-new transportation system, consider sending his commodities by revenue, express revenue rose from i now in its infancv. but with an al air when he knew it would cost him a tiny 0.3% in 1931 to an even 4% most unlimited future--when people roughly 150 times more than send in 1940. However, the rates were who label their shipments "RUSH'' ing it by steamship? Everyone still so high (80 cents per ton-mile in come to realize that airplanes are the knows the backbone of transporta 1940) that it would cost about best answer to their problem. tion systems since time immemorial $2,400 to fly one ton from coast to There are still some people who has been the carriage of freight. But coast. ask, "Can airplanes earn- freight?" aviation, having just attracted the This is very costly when one re You might as well ask an air trans cream of surface passenger traffic, calls that speed, aviation's main of port man if ducks can swim. had hardly tasted the rich milk of fering, is essential only as the length The answer is that airplanes are the great freight business. of haul increases. In country like carrying freighc, that they have done It is significant that, in spite of South America, however, where dif a whale of a job during the war, and the meager airline express business ficult terrain interferes with surface that the commercial airlines have in the past and the extremely high transportation, the plane can some- 9 1 l ;i i 1 promoters a multitude of problems both technical and economic. The engineer, with his blueprints, the re search man with his market analyses, and, above all, the advertising and sales men who must sell this service to the public, have a terrific job to do. But pessimistic statistical projections of past air express volumes do not deter them. Mr. Wooten, of Amer ican Airlines, says optimistically, "Just as the railroads led to the Wartime experience in handling freight hat railed the airlines' peacetime sights, alto taught them new tricks is nf distinct advantage to the manu facturer and wholesaler. These, then, are the kinds of freight business for which the airlines are eagerlv bid ding. In the field of shipping perisha bles. once again, perhaps the most ambitious effort to date has been made bv American Airlines. The companv has been operating a large Cunsnlidated-Vultee model 39 on a contract basis for a large California one consignor to a single consignee would mean a freight charge of about 15 cents per ton-mile. Natu rally, this low fare could not be charged except under the ideal con ditions noted above, but it shows how rates may be ultimately low ered. Although using the less spectacu lar DC-3, other airlines have stated that their experiments have con vinced them of the wisdom of development of the fresh meat in dustry and the grain industry in mid-western states, the greatest po tential traffic for Airfreight lies in the development of new com modities and new merchandising methods. Innovations, improve ments. that previously were not practicable, can take place with Air freight -- a new kind of shipping -- which ends many previously exist ing limitations in transportation, handling, and packaging." Army-Navy Record grower. The ship has a 9!: ton pav- expanding their cargo activities. Of course, air cargo had its great load as compared to the 31; ton pay- United Airlines, with eight DC-3 est dav during the war. Up to now, load of the DC-3's previously used. "Cargoliners" in service, is currently the famous Army Air Transport Flight of the M-39 flying 19,325 miles daily over its Command alone has flown over half coast-to-coast route. C. R Graddick, a billion miles. In ton-miles, it flew While carrying all types of per ishables to the East, the ship has also carried a variety of loads on its west s'ard riights. The latter have in cluded >uch items as steel stripping and gas ranges. Though less im portant as a commercial venture, the ship's flight from Bridgeport. Connecticut, to San Francisco, with a load of B-I9 parts, has been its United's Director of Air Cargo, de clares flatly that his company's cargo planes "have proved their economic value." When such a statement can be made in the industry's present state of development, the future in deed looks bright for air cargo as further improved and more econom ical planes become available. And along with new planes will over 3:0 million in 1941 and over 858 million in 1944. Similarly, the Naval Air Transport Service, from July. 1943. through March, 1945. flew 335.377.995 ton-miles to deliver over 1:3,000 tons of cargo and mail and to carry over 800 thousand pas sengers. The airlines, which taught the military services a few tricks at the most spectacular. The ship left Con come new methods of operation and beginning of the war. will now un necticut at 5:45 P.M.. EWT and traffic concrol which should make doubtedly take a page out of this reached the Coast at 10:18 P..M. air transport more dependable than large volume regarding handling PWT. Speed of this type will be ever before. The use of radar, for procedures, communications, and available on a commercial basis in instance, should cut cancellations streamlining of operations in gen the not-too-distant future. Cost information on the experi ment is still limited, but it has been stated that carrying a full load from due to weather conditions to a mini mum. Air cargo, being the world's new est transportation infant, gives its eral. Because of both political and eco nomic difficulties, international air cargo progress will probably be 12 slower, but here again, it is inevita ble that it will grow. In fact, the ultimate gains in this field will prob able be greater than domestically. The reason for this is the large speed gap between the steamship and the airplane; crips formerly measured in periods of weeks will in the future be measured in periods of days or even hours. Just as shipping interests developed refrigeration and intro duced che banana to us, so will the airlines develop entirely new markets. As we hat e seen, the airlines w ere charging an average of 8o cents a ton-mile for air express in 1940 and did 3.5 million ton-miles of business. Since then, air express rates have been reduced to about 72 cents per ton-mile, and domestic airlines are now able to quote air freight rates of :6 cents per ton-mile. Dr. Edward E Warner, a member of the Civil Aer onautics Board, thinks that, in the noc-too-distant future, we should be able to get airport-to-airport costs down to 14 cents a ton-mile. This would permit rates --including pick up and delivery -- of about 20 cents a ton-mile. Thus, it may be fair to assume that, within the next five years, domestic air carriers will be doing an annual business of 250 million ton-miles, or a growth of something over 70 times the prewar volume, authoritative spokesmen be lieve. CoasMo-Coasf in 6 Hours? Experts who make such predic tions would be the first to admit that chev are purely theoretical esti mates based on equipment we are now using. Even greater gains may be scored as still better planes come along. For example, if the engineers can develop a plane which will cross the continent in six hours (as has been the case with at least one model) and which can still be oper ated profitably -- charging, say, ij cents a ton-mile -- the future seems practically unlimited. Not only can a new market be established, but an additional amount of business may also be created for surface carriers. The point to remember is that all concerned with the aviation indus try feel sure that such equipment will be produced sooner or later. During the war, the industry did many things which, five years ago, would have been considered impos sible, and there is every reason to believe that, in peacetime, it will continue to do the impossible. Paul Pate, director of air cargo for Delta Airlines, states the prospects as realistically as anyone: "We don't anticipate performing mere trans portation of goods for some time to come. We leave that to che water, rail and truck carriers. If a shipper just wants his goods moved from one place to another, then he will not profit by air shipping. But, if he wants his material delivered with dispatch, flying is his answer. Who are the shippers who need air serv ice? All of them, from fertilizer manufacturers to blenders of exotic perfumes. All have some shipments marked `RUSH.' " Short Short Story By Oh Henry Legler HERMAN THE HACHIE The garage mechanic was nuts. Nineteen bucks for a new muffler! 'Til let the old hack fall to pieces first," said Herman. He spat in disgust through the half-closed window of his De Luxe Taxicab, as it rattled through the night along bumpy 3rd Avenue. That stink in the back seat wasn't carbon monoxide gas. Any dope knows that carbon monoxide doesn't smell. Herman was pleased with his own shrewdness. He spoke over his shoulder to his lone passenger: "Say mister, what was that address again ?" There was no response. Herman opened the glass parti tion back of the driver's seat and called again: "Hey, mister. 1 asked you . . A vile odor of exhaust fumes poured through the crack. Herman glanced around and saw the form of a man slumped over in the rear seat. He stopped the car, opened the back door. "Je-sus, the guy's dead! I better call a cop." Wait a minute, Herman. You can't do that. The coroner will say: "Death-from-carbon-monoxide." It's your fault, Herman. The mechanic warned you. "Manslaughter" -- that's what the judges will say. Don't call a cop. Get rid of the guy -- quick! The fast, swirling tide of the East River muffled the sound of two splashes -- the first one, Herman's passenger -- the second, the man's black leather satchel. "They ain't going to pin no evidence on me," said Herman. The next afternoon the hackle was scanning the evening papers for reports of missing persons when a headline caught his eye: POLICE RECOVER $160,000 BANK LOOT Early this morning the New York harbor police found a black leather satchel containing the $160,000 in cash stolen last night from the Sterling Trust and Savings Bank. It was floating on the East River. There was no trace of the lone bandit for whom the bank had offered a reward of $10,000, dead or alive. "Well damn my soul," said Herman. L 13  Everybody "knows" where Columbus * was going when he set sail -- but , maybe he wasn't headed there at all Stii (UnUrntbuH By John C. Kelly hfn Christopher Columbus Wstepped ashore on the island of San Salvador 453 vears ago this month, he not onlv made his mark as the greatest discoverer of all time -- he laid the basis for a controversy that u ill not down. This arises from the common be lief that Columbus had set sail for the East Indies and Japan, but through a slight error in navigation wound up in the Caribbean, some 10.000 miles awav. This is the accepted version of histnrv. But against this prevailing belief there is evidence to suggest that mavbe Columbus wasn't headed for the Far East at all -- that he was shooting for a much nearer goal. And that goal mav have been Antilia, that half-known, half-legendarv land west of the Azores, whose existence was the subject of much speculation in trade-hungrv fifteenth century Europe. The discovers' of .America so pro- four.div altered the course of civili zation rhat it is interesting to peer bevond the twilight of confusion and mvth that still surrounds it. \Y ho w as Columbus, in the first place: One of many artists' conceptions of Columbus Those uho would gild the lily have ascribed to Columbus a myste his youth are the inventions of his bus." but the contact was apparently rious illustrious parentage and a universitv education. His achievement is the ureater in that he was the son of humble wool carders, bom in poverrv in Genoa in 145:. and came up the hard wav. As a bov he was apprenticed to a biographers of the sixteenth cen tury, but as a young man he trav elled to Greece, England. Ireland and perhaps to Iceland, laying the foundations of his mastery of the sea. On one of these early journeys, his ship was attacked by a French purely coincidental. Columbus es caped the Frenchman and their paths never crossed again. In 147S he settled in Portugal and married the niece of the Archbishop of Lis bon. thereby attaining a position of consideration in the Portuguese weaver, ran awav to sea at 14. and engaged unsuccessfully in trade five vears later. Manv of the voyages of pirate sumamed Coullon or Colom bo, from which some have sought to trace the derivation of "Colum Court. As a man. Columbus was pa.- tient. shrewd and articulate. He fre- k iHiaa % Inat? * /viiu'' k * quented seaports and spent much To support the view that Colum time drinking and talking with sail bus was headed for Asia, several ors. picking up scraps of informa documents are most frequently tion until he had sufficient data to cited. One is a letter said to have convince himself of a short and suc been written by one Paolo Tosca- cessful voyage -- and riches. nelli, a Florentine physician and It should be remembered that the cosmographer of some standing. concept of geographv was at a turn Another is the Log Book which Co ing point in those days. Explorers lumbus kept of his voyage. and cartographers, merchants and As to the Toscanelli letter, in it courtiers stood on their heads try the physician is said to have advised Queen Isabella of Spain ing to figure things out. All hands agreed on what was needed, a new water route to the East, since the Turkish seizure of Constantinople, in 1453. had cut the overland Silk Road that Marco Polo had travelled. Columbus, as evervbodv now knows, spent nine fruitless years in Portugal, vainly trving to convince people that he knew of new lands readv for the taking. Another five the King of Portugal, Affonso V, that the coast of Asia could be reached by sailing from Lisbon a little south of west for a distance of but 130 degrees. This letter was sup posed to have been written in [474 -- but no one has ever seen the orig inal. It is not in the Portuguese State Archives, and Italian and Portuguese writers of the period are uniformly silent about it. things, the presumed writer states that his information came from a Chinese ambassador with whom he had conversed. But there was no Chinese envoy in Europe at the pe riod. Moreover, he is made to call his country "Cathay," a term long since discarded in the East. It is further claimed that, subse quent to 1474, Columbus corre vears dragged out in Spain, with an There is. however, another letter sponded with Toscanelli. Vet no equallv conspicuous lack of success. written by the Florentine physician, where do the Florentine's papers Finallv. Columbus was considering which is very much in existence. contain any mention of the future an invitation to London, following And this one directly contradicts the discoverer. an exchange of letters with British earlier epistle to the king. Here he At any rate, Columbus did not court officials, when Queen Isabella advises AfTonso, whose nation was follow the route advised in the al at last broke down and put up the then most active in seeking a water leged letter, but dropped down to monev to finance the expedition. route to the fabulous East, to follow the :8th Parallel at the Canary Is And so it was that on August 3. the African coast line, turn at the lands and ordered his sailing masters 149:. three little vessels, the Nina, Cape of Good Hope, and cross the to follow it westward "700 or 750 the Pinta. and the Santa Maria, Indian Ocean. leagues ... at that distance land will hoisted their sails into the wind The first mention of Toscanelli's be seen." Had Columbus held to this i and began their incredible journey. disputed letter was in 1571, or 97 course, he would have landed in Seventy davs later, thev dropped an years after it was ostensibly written. Florida, as did Ponce de Leon in chor in the Caribbean. The rest is Advanced by the explorer's son, 1513. history. Fernando Columbus, and his clerical Besides the Toscanelli letter, the I But even though Columbus did advocate, Bartolome de las Casas, it popular historians point to the Log land in America (which is what was produced at a time when such a Book of Columbus' voyage. This counts), where did anyone get the document was necessary to protect was edited, which is to say, altered, idea that he had been heading for the fame (and estate) of Femando's by de las Casas. We do not have Asia? From the history books. father. There are several versions of the original. But in any event, the Where did the history books get it. in Latin and the Romance lan Log Book makes no mention of the their information? As is so often the guages, containing matter incompre great mission which de las Casas case in medieval occurrences, some hensible as coming from a writer of later alleged the king entrusted to evidence is presented. Toscanelli's erudition. Among other Columbus. It repeats, almost daily, C k. ! ETC 32192 that his objective is "Las Indias" (The Indies) -- but to Spaniards that term meant the Antilles, not the East Indies, De las Casas himself, in his ov n work, emplovs the phrase solely in that sense. The governing bodv of the Spanish American col onies was the Consejo de Indias (The Council of the Indies). It is quite true that after his first voyage. Columbus began to think that he had reached the East Indies and thereafter talked as if that had been his constant and sole aim. A point is made that in 149: he car ried letters to the potentate of Ci pango 1 Japan). But those letters, to which he at tached little weight, were the price of h is financing. When Columbus was turning away from Spain in dis couragement. and was planning to carry his plea in person to England, the monks of La Rabida advised him to seek the support of the Spanish navigator. .Martin Alonso Pinzon. who had influence at Court. Pinzon had long championed the idea of reaching Asia bv a voyage wesrv ard. and joined forces with Columbus on the understanding that to the Genoese's objectives there be added those of Pinzon. It was Pin zon, not Columbus, who recruited sailors for the voyage, bv painting the wealth of Cipango. Moreover, on October 6, when it became ob vious that Columbus had failed to find his landfall in the Antilles, he acceded to Pinzon's urging and set a course for Cipango. Six days later, the ships arrived at San Salvador. Columbus then "recognized" the islet as part of the domains of the Great Khan, and very understand ably appropriated Pinzon's idea as his own. But ironically, it was Co lumbus who had been right at the first, Pinzon who was wrong. After all, there was more than in tuition that told Columbus there was some land, other than Japan, west of the Azores. Although shadowed in doubt, the Americas were not en tirely unknown. The inhabitants of the Azores had seen carved beams washed up on their shores, and bodies of strange red men. Ships had been blown against unknown western coasts, and Columbus at the monastery of La Rabida, Spain, explaining his plan to sail westward from Europe returned to Europe to tell the tale. The natives of Florida, it was learned by the first Spaniards to arrive in 150:. had already seen the "float ing castles" of the white men. Basque fishermen had visited the Grand Banks, and doubtless the mouth of the Saint Lawrence as well, for a century prior to 1492. Five hundred years earlier. Eric the Red, his son. Lief, and various other Norsemen did their own voyaging to Amer ican shores. Interestingly enough, if as much time elapsed after Colum bus' arrival in America as did be tween that voyage and those of the early Norsemen, people would still be cooling their heels for another half a century, before coming over here. .Meanwhile, the job of accom modating lebeiisraum for 300 mil lion people, who now call the Amer icas their home, would be slightly terrific. Under the accepted notions of history. Columbus' champions did not foresee that they were thereby giving Toscanelli. not Columbus, credit for initiating the grand enter prise; that their latter-day version made the Florentine the brains, the Genoese the tool in the great pro ject. Columbus is a greater figure knowing where he \\ as going than one who made a monumental error of reckoning -- and mistook the naked Arawaks of Santo Domingo for the wealths- and cultured sub jects of the Great Khan. But the verdicts of popular his tory are strong. People will always believe that the Pilgrims landed on that "stern and rock-bound coast." that our Revolutionary forefathers fought on Bunker Hill and not on Breed's Hill, that Lindbergh was the first man to flv the Atlantic, and not the sixtv-sixth. And so they will continue to believe that Columbus, in discovering America, was look ing for the Far East. 18 ETC 32193 t\6 1i4 7?*' Twenty Gallons oi Sea Water for Each Gallon oi Gasoline t is onlt a little pan of the I whole srorv. hut it is interest ing, and as only one of the myriad One of a thousand stories behind the 1000 % increase in aviation gasoline production problems that had to be overcome it mav help to accentuate the success of the oil industry in producing ten times as much aviation gasoline as even oil experts thought possible, just five long years ago. advisor to the National Defense Advisory Commission. He appeared at the convention with a call for 50.000 barrels of 100-octane gasoline a dav from the oil industry. (Pro duction at that time was about About a year later the Japs threw their Sunday punch into Pearl Harbor. But the petroleum industry' "de livered the goods," and last March, just after the Ardennes offensive 58.000 barrels.) There was quite a and the Battle of the Bulge, Secre stir following his talk. "Do you tary Ickes mentioned that the Amer To start in the middle: It was think we can do it?" "How?" "By ican Petroleum Industry' was pro November. 1940. The American God. we've got to." "If we shift this ducing more than half a million Petroleum Institute was holding an plant that wav and ship this stuff barrels of 100-octane aviation gaso annual convention in Chicago. Dr. there, etc." The next morning, line a dav. (Better than 525,000 b/d., Robert E. Wilson, now chairman of around the halls of the Stevens much of which was better than ioo- the board of Standard Oil Co. (Indi Hotel, vou heard reassuring com octane.) ana). was at that time a petroleum ments that, "We'll make it all right." Fifty thousand barrels and five 19 ETC 32194 aviation fluid, which is quite a rare chemical in normal times. So while demands for aviation gasoline in creased about 1000%, demands for ethylene dibromide, to go into that gasoline, increased 1500%. Looking back it is a little surprising to notice that the rising demands were always filled promptly. Surprising it may be, but quite satisfying to the back ward glances of those who produced the precious fluid. * Now let's start at the beginning, because the production record is impressive only when viewed in the light of the difficulties involved and the extensive preparation necessary to unlock the chemicals from sea water. In the summer of 19:4, General Motors' "Boss" Kettering and Tom Midglev went to Midland. Michi gan, with H. G. M. Fischer of Standard Oil to see Dr. Herbert H. Dow about an assured supply of bromine for the "Ethvl anti-knock gas" just put on the market. Dow Chemical Company was then pro ducing practically all of the bromine in this country from Michigan salt wells. Dr. Dow agreed that those brine wells would never supply the demand indicated, and also that the hundred and twenrv-five thousand of hundred barrels a day of extract- sea was probably the only adequate barrel .ire a little too far apart to of-sea-water, but in the total avia source. However, there was a rea be even in the same order of mag tion gasoline program it was of sonable doubt in the minds of some s nitude. You don't get one bv stretch substantial importance. scientists that they could find a sea ing the other. You don't multiply While oil men were talking seri water extraction process that would J f anything by ten or eleyen. by work ously about fifty thousand barrels be a commercial success because of ing .1 little harder, or improving a of aviation gasoline, they were the minute quantities present -- only procc'". or renovating a plant. talking about enough Ethvl fluid to 6- parts of bromine in even- million When the full story of the avia give 3 cc. of tetraethyl lead per gal parts of sea w ater. The possibility 1, tion gasoline program is told it will lon. But when they went on to w as even discussed of constructing take a book, a monument, an all-day produce over five hundred thou a pipe line to carry water from the movie, and a svmphonv orchestra to sand barrels a day. evert- gallon car Pacific across the Rockies to our do it justice. ried 4.6 cc. -- 150% as much -- tetra western deserts, where concen Th is is just a little part of the ethyl lead. Along with the "lead" trated brine might be produced by storv. 1 r's about i /'.y; of i % of the of course was ethylene dibromidc. evaporation. total m volume--a matter of a couple the other prime ingredient of Ethvl In the smoking car on the way 20 home. Tom Midglev turned to Mr. Fischer and said. "VVhv trv for bro mine as bromine'-" What they really wanted was a bromide compound anyway, and a compound might be feasible to extract from sea water, even if the elemental bromine were impossible. Made Their Own Sea Water A month or so later, the Ethyl Corporation was formed. In the words of one of the original tetra ethyl lead research men, T. A. Bovd: "We did not even wait to have water shipped in from the ocean to work on, but used instead a synthetic sea water made up in the laboratory." Dr. Graham Edgar suggested that bromine might be removed by re acting it with phenol; from this line of research, they finally wound up with an aniline compound, and pro duced tri-bromoaniline as a com pound that could be extracted. They were losing half of the bromine in a reaction with hydro gen. when James R Andrew tried doubling the amount of chlorine theoretically needed, to mate with the troublesome hydrogen -- and the problem was solved. Patents Num ber U. S. 1,662,305 (Graham Edgar) and U. S. 1,662,355 (James R Andrew) were taken out to protect the aniline idea and the chlorine dosage. They took this idea to the sea it self -- and set up a semi-experimental "pilot plant" at Ocean City, Mary land. This was the winter of 1924. The pilot plant proved what the test tube had indicated --but also showed what difficulties would arise from foreign matter suspended in the water. The next plant they tried was a floating one when the Ethvl Cor poration purchased a 4,200-ton cargo ship, the Lake Harminia, changed her name, and turned her over to the Bethlehem yards at Wil mington for conversion into a float ing chemical factory. Ten weeks later, at the end of April "925, she put out to sea as the S.S. Ethyl. She had cost the infant corporation $360,000. She made onlv one trip to sea, of seven days, and during that time her bromine plant was operated only six hours. Although the venture was not a commercial success, it did prove that bromine could be recov ered from sea water. The End of the Trail Meanwhile, the research chemists of Dow were following another trail -- and the one that in the end proved better commercially. That idea was to build a plant on the shore to extract 40 to 50 of the 67 pounds of bromine that are present in each 1,000,000 pounds of sea water. By the time "bugs" were worked out of the process and plans for the first sea water chemical plant at Kure Beach, N. C. (1933-34) "ere made, Ethvl and Dow had formed a separate company to handle the bro mine extraction. The plant capacitv What look like houses, at one of the Ethyl-Dow sea water plants, are spray catchers which extract some last traces of bromine not previously recovered during the process of treatment the brine is flowing down. The bro mine "mist" that then results is reduced to a concentrated solution of 80,000 parts per million. This bromine is combined with ethvlene to form ethylene dibromide. Ten years ago Ethyl-Dow's pro duction of ethylene dibromide was 23,000 pounds a day. In 1939 it reached 59,000 pounds. In 1941 it climbed to 145,000 pounds. And this year it has touched 275,000 pounds a day, with 540.000,000 gallons of sea water being treated daily. It's only one of a thousand stories that lie behind the aviation gasoline program, but it may help to showhow amazing some of the others will be when they can be told. It goes in here and com*! out than. The s*a water begins it* process of treatment in this 84-inch pip* surrounded by scaffolding. In tha towor at right art 112 streams of falling water from which the bromine is extracted was set at 10.000,000 pounds of ethylene dibromide a vear. and that looked tremendous. It meant pump ing 40.000 gallons of water a minute. It meant producing ten times as much bromine as the entire countryhad produced in 19:3. Fortunately, with the rising con sumption of gasoline in this country, and the increasing demand for Ethyl fluid for aviation gasoline for Eng land. Ethvl-Dow started building a second sea water plant in Freeport, Texas, in 1940. Soon after it reached full production, the daily produc tion records of ioo-octane gasoline w ere far eclipsing the weekly pro duction records of 1940, so an addi tion to the Freeport plant was constructed. It went "on stream" just before the peak demand for aviation gasoline, in December 1944. Taking bromine from the sea is an interesting chemical operation. Pumps lift the brine to the extrac tion plant. After an acid treatment, chlorine is added. Liberated bro mine, dissolved in the brine, is removed by forcing a blast of air upward through the tower while 22 OUR COVER When Christopher Columbus landed on an island in the Car ibbean four and a half centuries ago, it was indeed the dawning of a new day in civilization. Something of the meaning of his discovery is captured in this month's cover for the Ethyl News. The cover, which is a gouache, or tempera painting, was executed by Geraldine Linder. OUR PICTURES Page 8, courtesy Drake Museum. Titusville, Pa.; Page 9, courtesy American Airlines; Page 10, top, courtesy Pan American-Grace Airways, Inc.; Page 10, bottom, left. Acme Newspictures, Inc.; Page 10 bottom, right. Official U. S. Arms- Air Forces Photo through Acme Newspictures, Inc.; Page n. top. courtesy Pan American-Grace Airways, Inc.; Page 11, bottom, courtesy Pan American World Airways; Page 12, Acme Newspictures, Inc.; Pages 16, 17, and 18, courtesy New York Public Library Pic ture Collection; Pages 19 through 22, courtesy Dow Chemical Co. Third cover. Philip Gendreau, N. Y. ! comes back. You i e offt n missed Ethyl, haven't you? So hair millions of other car owners ojten missid the eager, responsive power of Ann rim's fmst gasoline. BeJon long tht re will be a full supply of top-qualit\ Ethel, i on'll be able once mon te let p your tank filed with liquid powtr that uill bung out all the performancc thut was built into your engine. Km thug anti sluggishness will be just wartime memories. } es--you 're rtally going to enjoy driv ing again. Look for the ETHYL TRADE MARK The Ethyl emblem or the pump is your guide to top-quality gasoline. ITHYl COt AORATION Chrysler Building. ,Vt Yert 17. JV, Y. I Stanley T. Crossland has been appointed Comptroller of Ethyl Corporation, a new post in Ethyl's finance department which is headed by P. L. Griffiths, Vice President and Treasurer. Mr. Crossland comes to Ethyl from the Reconstruction Finance Corporation. He joined the RFC thirteen years ago in Chicago and since 1940 has held several major positions with that Corpora tion in Washington. One of his first assignments in the na tion's capital was to serve the RFC's Offi ce of Rubber Reserve as Executive Director. He was one of the principals in the formation and operation of the Government's synthetic rubber program and he par ticipated in the negotiations for the purchase and stock piling of natural rubber. In 1942 he organized the War Damage Corporation, formed for the purpose of pro viding war risk insurance, and served as its Vice President. Meanwhile. Mr. Crossland also found time, during his tenure in Washington, to be a special assistant to the Board of Directors of the RFC. A native of Illinois and a graduate of the University of Illinois, Mr. Crossiand began his financial career as a bank examiner with the Chicago Clearing House Association. His office will be in New York. . ROBERT V. KERLEY NAMED DIRECTOR V?':l*. ' OF ETHYL AERONAUTICAL RESEARCH 3 \> fn a second s/ep imp/emenf/ng the enlarged program of service . of Ethyl1* Detroit Research Laboratories, Robert V. Kerley has been ^ placed"hi charge of Its aeronautical research work. He succeeds . - ' ;; S. D. Heron, who will continue with Ethyl as a special consultant. ~ | / l MY NEIGHBORS' BOYS ARE COMING HOME ' Will America's farm boys, serving with the forces, return to fhe_ , ','_.. "farm.-- and stay? Here's a first-hand report by Stetson Clark,'?* ' ` . noted farm writer. -' TUNE-UP FOR PROFIT 10 Helping motorists to get the most out of postwar gasolines is a Job in which service stations can perform a real service -- while building up a worthwhile business for themselves. OIL BEHIND THE ANDES 12 South America may become a bigger oil producer than ever -- if . the towering Andes mountains can be conquered. SHORT SHORT STORY 15 THIS IS OUR LAND ^16 ^r* What soil conservation means to America's farmers -- and Htsir^i ^ - future ----is vividly portrayed in a new Rim produced by Ethyl. The^'^yi./. Rim has won the plaudits of the U. S. Department of Agriculture. ' ' i ,> ',.1 i. v THESE WERE THE FIRSTS 19 Long before it came into its own in modern times, petroleum was _ put to many strange end fascinating uses. -r - - In odr fn widen the fields of reader Interest In Ethyl News, we 1 publish articles contributed by writers net associated with Ethyl I Any opinions expressed In these signed articles, of coarse, are the aethers'. ^ The editors of the News welcome articles of timely Interest submitted from Toeetslde sources. _. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York . > Manufacturer of Bthyl Fluid, used by oil companies to in* ' prove the antiknock quality of aviation and motor gasoline Sarle W. Webb, president; Percy l. Griffiths, vice president and treasurer; Julian C Geotelex, i ^ ROBERT V. KERLEV NAMED DIRECTOR OF ETHYL AERONAUTICAL RESEARCH Succeeds S. D. Heron, who will continue with the Corporation as a special consultant Rom h i V. Kirliy. who has been - a civilian encineer with the U. S. Armv Air Forces at Wright Field for the past thirteen years, has been appointed Director of Aero nautical Research for Ethvl Corpo ration. Fie succeeds S. D. Fleron who is retiring from active supervision of the work of the department but will remain w ith the Corporation as a Special Consultant. Appointment of .Mr. Kerlev is an other step forward in Ethyl's re search program to effect the maxi mum decree of service, coordination and cooperation with oil companies and manufacturers of engines and engine parts in the proper utilization of automotive and aircraft fuels. A native of Helix. Oregon, and a graduate of Oregon State College with a B.S. degree in mechanical en gineering in 1931. .Mr. Kerlev joined the Engineering Division of the U.S. Army Air Forces at Wright Field. Ohio, in November. 193:. He began as a test engineer on aircraft engines and later became project engineer specializing on Pratt and Whitney engines. In Mav, 1936, he was as signed to the Fuel and Oil Branch of the Pow er Plant Laboratory" of the Engineering Division, and three months later was named chief of that branch. In this position he suc ceeded Captain Frank Klein, who was assigned to foreign duty and who previously had succeeded S. D. Heron when he resigned that post in 1934 to head Ethyl's aeronautical activities. During his service with the Fuel and Oil Branch. Mr. Kerlev was a member of the National Advisory Committee for Aeronautics Sub committee on Fuels and Lubricants. He also served for two years as chairman of the Southern Ohio Sec tion of the Society of Automotive Engineers. Having been at Wright Field dur ing what was unquestionably a most significant period of aeronautical progress -- beginning with the Mar tin B-10 bomber, which flew on 91-octane gasoline, up to the ad vent of the B-:9, operating on Grade 100/130 fuel -- Mr. Kerlev brings to Ethvl's Aeronautical Research De partment the experience of a close association with current develop ments in the utilization of fuels for aviation engines. For nearly a decade, he has been closely identified with the standard ization of specifications for aviation grade gasolines, which work began in the spring of 1936 when the speci fications for 100-octane gasoline were first adopted. This work re quired constant surveillance over the test procedures employed for re finery and experimental testing to assure consistent correlation with aircraft engine test results. This was particularly essential when fuels rat ing 100/130 and 113/145 perform ance numbers were evolved during the war. In addition to this work, he devoted much time and study to the development of cooling liquids, corrosion preventive compounds, lubricants, fuels and knock indica tors. In all of this program of re search, he was closely associated with aircraft engine manufacturers and refiners of aviation grade fuels. Last February, Air. Kerlev was sent to the China-Burmn-India rheatre to aid in setting up quality con- 3 ETC 32202 trol of petroleum products. While taking off one morning from Casa blanca, his plane crashed and burst into flames. Thirteen of the 30 per sons aboard were killed. Mr. Kerley suffered second-degree bums and other injuries, and was hospitalized for three weeks. In his new work as Director of Ethyl's Aeronautical Research Lab oratories, .Mr. Kerley is planning an increase in cooperative work with the manufacturers and users of air-, craft engines and with the petroleum industry. Mr. Heron, who was bom in Eng land, first came with Ethyl in 1927 on a temporary assignment but re turned later to the U. S. Armv Air Forces, serving at Wright Field in the position filled for the past nine years by Mr. Kerley. He has directed Ethyl's researches into the aeronautical applications of constantly improved fuels, and made many contributions to technological progress in this field. During the war. he cooperated with the Army Air Forces in the solution of many problems that arose with the devel opment of 100-plus aviation grades of gasoline. Under the new organi zational plan of the Aeronautical Research Department. Mr. Heron will be able to devote more time to specialized research problems. As in the past, his sendees will continue to be available both to Ethvl and to the aircraft and petroleum industries in helping to solve some of the problems which lie ahead in the ex panding fields of aircraft fuels and aeronautical research. This apparatus is used for the test ing of the strength and corrosion re sistance of materials at high temp erature aver long periods of time Special parts needed for test which cannot be readily procured are made in the laboratory. Pictured is the induction silver brazing of aviation spark plug ground electrodes Ill* * 5 '7teiyM<n& one2^4 ii\[o\ Wohlbach's eleven- C v-car-old bov looked like a hu man fiv perched between the wheels of the big Farmall tractor. Clint By Stetson Clark irome didn't exactlv approve. Here's a first-hand report on a big postwar question: "Oh. he can run it. But that's a bia piece of machinery." Clint said. Will U. S. farm boys, now veterans, return to the farm? "A bnv that age doesn't have judg will thev make out? Will thev stick of the service and is now back on ment. vou know." to the farm? the farm. It's a little hard for Cal to The lad was pulling a load of ma Cal Kunsman put it this wav the make up his mind to an order of nure out of a neighbor's barnvard, other day. "The bovs want to do farming in which there isn't a horse and v heeled awav with it as we everything with a tractor," he said. on the place. Nevertheless, the watched him. Clint was obviously He was talking about getting rid of horses will go if Bill, the boy who more than a little pleased, but a lot his horses entirely. I could tell bv is just back from four years of fight worried. the tone of his voice that he half ing. and Bob. w ho is still in the Farm bovs and tractors are hard wished his bovs didn't think that service, and four other Kunsman to kcco apart in this neighborhood. wav. bovs have their sav. Parents are glad their bovs take so One of the bovs has ust got out Cal's reluctance to part with the naturallv to power farming. But thev also uorrv some about their older bo\>. as well as their tractor- John Melchor, Jr. is typical of the Pennsylvania farm boys who are serving with the armed forces arourd the place one of the first p horses isn't just a matter of senti ment. He would like to see one of his sons carry on the place where thev are now living, and he'd also like to give each one of them as good a start as he can in a vocation which has agreed with the Kunsmans, here in this part of Pennsylvania, for some :oo years. At first he lived on a smaller farm. Now he owns this larger one. Many a Kunsman before him has added to his acres. But all have left something more than acres, -\ Jim Kuntman shows hit brother Bill their now milking machine, left, eleven-year-old Harry Wohlbach can drive a tractor and stock and tools to their sons. Thev have also left a homespun lore and wisdom, and a set of rules that applied to farming not only as a vo cation but as a wav of life. The Linford Nicholases who live on the other side of Stoudt's Valley have two sons in the service. Thev sell their milk to a co-operative. The barnyards of the co-operative farmers are spic and span. Thev have to be. According to its dav. the Nicholas barnvard has always been so. The place has been in Linford's family, going back on his mother's side, lii e generations. Will one or the other of the two Nicholas bovs want to earn- on the Nicholas home stead when he gets back? If so, how will he make out? Merle, the younger of the boys, definitely has other plans. Merle was just out of high school when he was inducted. He liked to tinker with the tractor, and drive it too. But he has had special train ing in radio engineering in the serv ice. and his father thinks he might like to set up for himself as an elec trical repair man. As he sees it, there will be home freezing units and a lot of other electrical equipment to be looked after, in time to come. I asked Linford whether he thought farming would appeal to Carl, his older boy. "Well, I don't know," the father replied. "The trouble is, mv bovs remember too well the depression years. We don't have anv family secrets, and thev knew just what 1 was getting for things. "Then the war came along, Carl got a job in a nearby war plant run ning a lathe. He swung right into it as most farm bovs do these days with any job connected with ma chinery. Hours were from seven to three, and he could still help me after he got home nights. Then his job got to be seven davs a week, time-and-half for Saturdays and double-time Sundays. And pres ently, he was drafted." But before Carl sailed, as a lot of other bovs have done in this war, he got married. And he married a farm girl. Will thev decide to live in town when Carl gets back? His father savs Carl was well liked at the industrial plant, but he isn't cer tain just what he will want to do. ETC 32206 "The war has caught us things," Linford Nicholas said, "about get ting more work out of a tractor. We'd learned a lot before that. But the war taught us a lktie more. This power farming, as thev call it -- and automobiles are a part of it, too -- fits right in with other developments that have come along. "Same wav with com. We use more fertilizer, and this hvbrid com grows faster than the other did. This helps us to keep ahead of the weeds, and fast tractor cultivating helps still more. "If Lari's got it in the back of his head, though." Linford said, "that he'd reullv like that job back. I'd like to see him get it back. Because I wouldn't want him to start out here "P. the farm wishing he was running a lathe instead. I'd rather see him u ork it the other wav; take back his nib at the plant if he'd rather. He could still live with us and heic me out if he wants to. Then if he decides fanning is the life he wants, he :1 know what he's doing. There's one thing about farming. You've got to make up vour mind to stick or it once vou get into it." Oil K.i lev. rig -- non is further along toware bee I'l'.ung a farmer in his oxxn ri^n: rru"1 .mv or rhe other Kunsman box >. When Staniev was a small bov he lost or.e "f his legs in a horse-anduai:,.:'. .-..cident. So he was never a prosocc: for .1 uniform. Stanley goc himself an industrial job long before the \\ ar. and he is now buying from his father the 10-acre farm that the fanuiv lived on for a time before mow v. u, their present place. Like wise. ne's pavins up for a rwo-plow tractor and a combine, which is quite an investment in machinery for a place of that size. Stanley, though, doesn't think for a-minute rhar hi' place is alwavs going to be that size. At present he is keeping his land in oats, wheat, com and alfalfa, and with the big tractor can handle plowing and harvesting op erations nights easily enough after work and over week-ends. Recently he increased the size of his dairy herd to eight. Also, he has 200 chickens. I have talked with a few of the independent fanners in another lo cality- -- around Bath and Nazareth way -- just to see how the outlook checks with that in mv own neigh borhood. On one of the farms, only one of the boys brought up on it looks like a fanner for keeps. But on two others there are three boys now in the service who will want to get back into farming, and on another farm there's a bov who has been carrying it on while his brothers were awav, and who also plans rn continue fanning after the war. For instance, Flovd Gradwohlk two sons, Ray and 'Walter, who worked at the Bethlehem Steel Com pany before the war and helped out in their spare time, are certain to come back to the farm, and max want to pitch in and become full time farmers as soon as they can. Neither looks forward to being merely a wage earner for the rest of his days. There'll be jobs for them on the farm full-time or pan-time, either way, when they get back. If present family plans are carried out on the Leidig Vogel place. Sgt. Charles V'ogel, now in Japan, will take over when he gets back. Charles, married and in his thinies. is an example of at least one farm boy who went to town, and after taking plena- of time has decided he likes farming better. For a number of years prior to his enlistment he worked at his trade as a welder, then got closer to farming as a miller ar the Farm Bureau Co-operative feed mill at Tatamy, and now he wants to be a farmer altogether. The Vogel farm fattens some 30 head of steers each winter, and is now being operated by Francis, who is looking around for another place. The youngest, Paul, who went into the service from high school, thinks he'd like to be a fisherman when he gets out -- like one of his buddies in the Marines who was reared on the Maryland eastern shore. Captain Roy Vogel, who worked as a ma chinist before the war, thinks he would like to stay in the army. Shel ton is a carpenter, and is one of those who don't talk much. One of the county's larger potato growers with whom I talked, former State Representative John Jones, has four bovs of whom one is in the service, nvo are in business, and only one has chosen fanning as his voca tion. Yet John Jones in his own life is an outstanding example of how profitable farming can now be. The bov in the service. Col. Harold L. Jones, has been a "bug" on airplanes since his high school days. He wants to sta\- in the Air Corps if he can. When John Jones started in he had 13 acres, some chickens and an orchard, and xvas knoxvn in Bath as "Jones, the egg man." During these xx ar x-ears he had to leave his chicken houses emprv. because he just couldn't get the help. A hail storm destroyed his apple crop. Yet he will get a fair yield from 60 acres of potatoes, -o acres of alfalfa, and 50 acres of wheat. The Jones farm now comprises :oo acres, is equipped with three tractors, nvo potato dig gers. a pick-up bailer, nvo dump trucks, and graders for sorting the potatoes, among other, items. It also has enough storage capacity to store the entire crop. Of all the bovs I am acquainted xvith in m\- oxvn neighborhood, there's just one I'd bet my bottom 8 ETC 32207 dollar will return to the farm when he gets back. And stav there. That's "Junior" .Nlelchor. son of John Mel- ehor. The Melchors have two tractors, or will have as soon as the one that was ordered last winter arrives. Thev also have a half interest with the Hindemachs in a pick-up bailer, a share arrangement with another neighbor in a corn picker, a feed grinder, an ensilage cutter, and so on; also a plant for pasteurizing and processing milk. Fanning doesn't re quire the long hours and hard work, that it did when "Junior's" grand father was getting the "Bach Echo" milk route established in five-milesdistant Easton. Nevertheless it re quires plentv of application, plenty of understanding, and also plentv of judgment. 1 know from observation that "Junior" has plentv of application. He was 18. and had just entered the course in dairy husbandry at Penn sylvania State College when he was inducted into the service. "Junior" took to college like a Muscovy duck to a tender voung frog. It was his dish. Just the other dav his family got a letter from the college dean, urging them to see to it that "Junior" finishes up college after he gets back from the army. But it will probably be another two years by the time he gets out of the service. And his mother is wondering if he will. They hope he will. Lester Race is another boy 1 know personally. His father, who has a 27acre truck farm, doesn't think for a minute Lester will ever come back to the farm. He is in the Navy now and is following a course that will qualify him as an aviation mechanic when he gets out. His father thinks he will want to follow that line. But Lester has worked for me some and I think I know him pretty- well. And I wonder if he won't decide some day that he would be happier living on a farm than working at a trade. Incidentally, his father, Flovd Race, who had a perfectly good job as a timekeeper in a war plant during World War I, decided to become a farmer when that war ended, rather than look around for another one like it. Floyd is biding his time and will get along with his old tractor and a pair of horses up until such time as the new tractor he wants comes along. Then the horses will go, and the old tractor will meet its o%-erdue appointment with the junk man. But I'm just talking about farmers' sons in mv own neighborhood. If you want a national picture of farm bovs in the service -- and an idea of their plans and intentions -- here are some authoritative reports; An occupational survey made bv the army indicated that some 800,000 of our boys now in uniform intend to follow farming as full-time voca tions when thev return to civilian life. This is about the normal expec tancy. Incidentally 1,200,000 others said they would like to work at an industrial job and farm on the side. This is above the normal expectancy. Add to this a statement by former Secretary' of Agriculture Wickard, while he was still in office, that in dependent farmers are now more than holding their own, and vou have the picture. We'll have plentv of farmers after this war -- perhaps more of one kind or another than we have ever had. With better machinery and more of it, with new insecticides, better seed and improved breeding prac tices, they'll go places. Former ma jors and colonels and aviation me chanics will be among their ranks. Bovs who have done well in a course in dairy husbandry will be among the leading dairymen. Any of them could keep 30 acres or so in grain and forage crops and work in an industrial job on the side if that ap peals to them. Linford Nicholas and Floyd Roc* or* typical of ffio farmors who wonder whether th*ir sons in fho service will com* back to th* farm -- and stay I !' I-- Service stations can build up a worthwhile business by helping motorists to get the most out of postwar fuels i i-oki jhy war, rune-up business B w as of minor importance to the average service station. \\ ich gasoline gallonage far and away the biggest single source of revenue, followed bv sales of lubri cants. motor oil. and tire-battervaccessorv items, the average gaso line dealer did not pav much atten tion to tune-up service as a steady income producer. Although some stations did develop a substantial sideline in this work, tune-up for the typical dealer was little more than a courtesv service for his cus tomer.- - something performed with a w rench and a screw driver. But then during the war manv dealers of necessity were forced into the tune-up business. This developed as gasoline rationing sharplv cur tailed their sales at the pump, and as motorists at the same time real ized me importance of regular main tenance for their cars. Motorists turned to their neighborhood gaso line dealers for this sendee, frecjuentA because it was unobtainable elscv here, due to the shortage of trained mechanics. But curiously enough, although manv dealers looked upon tune-up as a temporary wartime sideline, thousands of them soon discovered that it was a profit able source of income which could, and should, carry over into the pres ent era. And so now, with the return of normal conditions, and as pan of the growing trend toward increased diversification of sales, tune-up promises to be of greater importance than ever before. It is doubtful whether manv deal ers realize just how large a demand for tune-up there is. Virtually even* pre-war car on the road is in need of a tune-up -- particularly if it is to get the most out of the vastly improyed postwar gasolines. This is imperative if the cars in operation are to capitalize, to the fullest, on the added power, better performance and greater fuel economy built into every gallon of today's superior motor fuels. Accordingly, the gasoline dealer can perform a twofold function. He can supply his customers with a serv ice vitally needed at this time. And Tuna-up service it not simply profitable in itself, but stimulates supplementary sales he can develop a business that is good business, repeat business, one that can be adjusted to the facilities of a station, one that is a profitable source of revenue. This is borne out bv actual experi ence. Surveys taken before the war indi cated that, among dealers offering that service, tune-up was not simply a profitable source of revenue in it self; it also contributed to the sale of a host of other products and serv ices. Selling tune-up, it was found, increased the sale of TBA items, encouraged motorists to buy highquality fuel, enabled a station oper ator to attract the business of small fleet operators -- and helped him to take care of all of his customers' requirements at his place of business. Even in those pre-war days, the need for systematic tune-up was be coming increasingly apparent. This was evident from the fact that modem high-compression engines -- while more efficient, powerful and economical -- are also more sensitive to maladjustments and defects. In creased road speeds and the greater electrical load placed upon cars (from hearers, radios, etc.) were other contributing factors. Another important reason was in creased vehicle age. It has long been recognized that the older a car, the more it requires regular tune-up tests and maintenance. If this was true back in 1940. when cars on the aver age were four years old, it is ob viously of much greater significance today, when cars on the road are on the average seven-and-a-half years old. These cars must be kept in op eration for an indefinite time to come. Helping motorists to do that -- through tune-up -- is a job in \\ hieh the service station operator can perform a real service, while en hancing his own business. But the biggest reason of all is of crowning importance todav: the v astly improved quality of postwar motor fuels. Todav, the gasoline dealer has in his tanks branded products that are even better than corresponding pre war gasolines. Oil companies arc advertising the fact, and justly so. that the wartime advances in petro leum technolog\- are now available to motorists -- at their neighborhood serv ice stations. But obviouslv, the Tune-up helps a dealer to handle all of his customers' needs at his own place of business motorist will not derive all of the added driving pleasure to be gained, times more practical to have genera be made bv purchasing onlv the first unless his car is adjusted to take full tor, starter, distributor and carbure four items listed, plus a set of small advantage of these postwar fuels. tor overhauls performed by outside tools. This latter group costs in the Clearlv. then, the gasoline dealer has specialists. Yet, no matter how the neighborhood of $60, and with good a verv real interest in having his cus job is handled, encouraging motor training a mechanic can do an ade tomers' cars tuned up for the supe- ists to have complete tune-ups per quate job with this equipment. v rior grades of motor fuel now on sale. formed will pay off handsomelv in However, as the business develops, For service station operators con customer satisfaction. the additional equipment should be sidering the addition of tune-up Whether a station is adaptable to added. service to their lines, one point tune-up service depends, of course, The most modem development in should be made clear: A complete upon its size, whether it has enclosed tune-up work is the chassis dyna tune-up job should be done on a car service facilities, and so on. Tune-up, mometer, on which a car can be op or none at all. Experience has proved too, requires the services of ade erated in gear under load conditions. that when steps are omitted from a quately trained personnel, able to Besides saving the time of road test tune-up. the cause of the trouble is devote ample time to this work ing, the dynamometer duplicates frequentlv missed; indeed, a partial without interfering with the sale of road conditions, reveals engine de tune-up can sometimes make a car petroleum products, the prime func fects that appear only under load, run worse than before, and the result tion of the service station. and accurately establishes the setting is a dissatisfied customer. For a completely equipped shop, of the spark in an engine for maxi This does not mean that a dealer the following rune-up equipment is mum power. Although its cost is must handle all repairs and adjust indicated: relatively high, its use may be justi ments himself, in order to serve his customers adequatelv. But it does mean that he should recommend a Compression G u c,e Low Reading Voltmeter Vacuum Gauge (combined with fuel fied in the larger stations. Before the war, a number of sendee stations put chassis dynamometers to good use, complete tune-up job, even though some items of it must perforce be done elsewhere. PUMP PRESSURE HUGE) Timing Light Exhaust Gas Analyzer A.mmeit.r-Voltmeter Combination thereby building up a good tune-up business. To the extent that gasoline dealers The best practice, it has been found, is for a dealer to take care of ignition and minor carburetion work (AVR) Coil Tester Condenser Tester Distributor Drive offer tune-up sendees to their cus tomers, they will be performing a real sendee in keeping pre-war cars at his station, but to have major re pairs performed bv shops equipped Electric Tachometer Small tools, carblretor tools, etc. going, will help them to get the most out of the improved postwar to handle this work. Even in ignition This represents an investment of gasolines, and will be building a and carburetion work, it is some- between S400 and Shoo. A start can worthwhile business for themselves. 11 ETC 32210  !i by John P. O'Donnell As much oil as South America has yielded, much more remains to be produced--if the Andes can be conquered Ii is i curious fact that, after now bear his name are bounded bv rounding the tip of South Amer some of the world's most desolate ica in the sub-antarctic spring of shore-lines. Mountains rise abruptlv 15:0. Ferdinand Magellan setoff in a from the sea; it is a bleak region, direct northwesterlv course across cold and abounding in fog. Magellan the broad expanse of the Pacific. It and his men must have regarded it as is curious because the first objective uninhabitable -- a region that man of his voyage was to explore the con would never conquer and one that tinent beyond che Portuguese do would be of no value to his sov main and then sail for the Moluccas. ereign. Two reasons mav have contrib If this was Magellan's estimate of uted to his decision to abandon fur the new land, it was not without ther exploration of South America substance in part. and to ignore the west coast of the Today, more than 400 vears later, continent ennrelv. He had wintered man has still not conquered that in Patagonia, and when he resumed land. The mountains which he saw his vovage m October. i ;;o. onlv were the southern extremities of the three of his original five vessels re Andes, the greatest mountain range mained. One of the two had been in the world. They extend from the lost and the second deserted. So it islands of Tierra del Fuego in the may have been that he then struck south up to Venezuela's Caribbean out for the Moluccas to shorten coast, a distance of 4.500 miles. More what had alreadv been a near-disas than a score of the greater peaks of trous voyage. If so. it was into the range tower close to or more greater disaster, for Magellan him than four miles above sea level. self lost his life in the Philippines, There are relativelv few passes and only one of the original five through this formidable barrier, par ships was to make its wav back to ticularly west of Brazil where the Portugal. continent is its thickest. Because of The second reason that mav have this inaccessability, the Andes region discouraged Magellan from further has. with few exceptions, defied exploration of the continent was the man's attempts to exploit it. forbidding aspect of the region into In doing so it has denied the world which he sailed. The straits which access to one of its ereatest treasure troves of minerals. The greatest known wealth of copper, one of the most useful of metals, is found in the Andes. Platinum, gold and silver are also to be found, as are less precious but commercially valuable minerals such as tin. bismuth, mercury, borax and sulphur. Deposits of verv rare vanadium are present. And there is, also, petroleum. Evidences of the presence of pe troleum are found the full length of the Andes, giving foundation to the belief that some of the world's major deposits mav be located there. Bur the forbidding aspect of the towering, snow-clad mountains which mav have discouraged Magel lan has certainiv discouraged explo ration for oil. Indications of oilbearing formations are abundant from Venezuela to Tierra del Fuego, but only in a few instances have they been explored. Vet this limited ex ploration has uncovered producing oil fields from central Argentina to northern Venezuela. It is not im probable thac discoveries yet to be made in the intervening areas will multiplv manv times the total amount of oil that has been found so far. Chile, almost 5.000 miles long and less than one-tenth as wide, is hope- 12 ETC 32211 < { I fullv testing for petroleum within its odd-shaped boundaries. This is interesting because the section of the country having what are regarded as its best oil possibilities is Tierra del Fuego--the same islands through which Magellan sailed more than four centuries ago in his trip around the world. The Chilean Government engaged an American firm to explore these possibilities, and locations were made for a number of test wells. From this area of exploration on the verv southern tip of the continent, areas of present or potential production stretch all the wav north to the Ca ribbean. Most southerlv of the known oil producing fields behind the Andes are the Nequen and Mendoza fields of Argentina. These fields have been in operation for vears and contribute measurablv to making Argentina the leading oil producing countrv in the western hemisphere south of the equator. The Mendoza fields are near a citv of that name, the center of the Argentine wine industrv, which incidentals took a cue from the oil industrv to increase its efficiencv. That is, it built the world's only pipe line for wine. Vears ago. there was minor com mercial production on the Peruvian side of 12.500-foot-high Lake Titi caca. the world's highest navigable body of water and the continent's largest fresh water lake. Peru has been an oil producing countrv for 60 years. In fact, its petroleum products were used centuries ago bv the earlv explorers who beached their ships in Pacific coves to calk the seams with pitch from the La Brea pits. Peru has a flourishing oil produc ing area on the Pacific but its future greatness as an oil countrv, if it comes, will result from discoveries beyond the Andes. The government has recognized this possibility- and 13 > y'/ Tho Mandozo fla/d, in tho foothillt of tho Andos, it ona of tho four oil producing rogion* of Argontina Lake Maracaibo, tho largott tinglo tourco of oil in South Amorica, ittolf it in tho ragion of tho Andot t- ' ***** ,-n etc 32212 A well in Peru, only South American country with large west coast crude production ha> .v.ivcJ, ti> realize it. first bv undertav.ng Wildcat drilling itself in the Montana, the vast area east of the Ando, and second, bv making exploration and exploitation taxes muc.;*. low er in that region. Pcrr.; Montana has seen one of the r.o -'t daring pieces of oil explora- struction of a small refinerv, but it has not been fullv developed because the oil could not be taken out. The difficulties surrounding this initial, partial development of the Blue Goose Agua Caliente conces sion tell why the likelv looking area behind the Andes has not been de veloped. The concession is but a few hundred miles -- not a great pipe line distance -- from the Pacific and an international market, but the mountains intervene. It is not only hard to get equipment in. but almost impossible to get the oil out. It would be a very costlv under taking to build a pipe line from the Peru Montana to the Pacific, par ticularly if the prospective field was far from one of the few passes that are available. Even then, the line would have to rise to heights more than a mile above sea level. Thev would involve difficult engineering problems such as were encountered in the famous Barco line in Colom bia. which reaches its highest point at Rieber Pass, an even mile above sea level. To be economic, such a line would have to be of fair capacity, and onlv fields of high potential pro duction and long life would justify one. It is well within the realm of possibility that such fields will be found in eastern Peru. Practically all of Ecuador bevond the Andes, an area of almost 40.000 square miles, is held under conces sion bv one oil companv, and it will be obviouslv manv vears before such a vast area can be fullv ex plored. The site of the first well was selected a vear ago. but was so in accessible that it was necessarv to send in equipment bv plane. There has been no past record of petroleum production in eastern Ecuador, but there are highiv favorable prospects -- sufficientlv so to warrant the con struction of an air field big enough to accommodate heaw transport planes in the interior of an almost unexplored jungle. Colombia's Llanos, the plains area Tent camp at site of carry-in rig operation at the Barco Concession near the Venezuelan border in Colombia abr the mountains detected a fa vor;. ns structure, came on to rr.: United Stares to organize the Gan-,; A/.:! Blue. Goose) Petro leum G Ltd., and returned to Peru hat country's first pro duction east of the Andes. Several successful wells were drilled after stupendous difficulties had been sur mounted. Drilling equipment could not be taken over the mountains, thougn the site w as onlv a few hun dred miles from the port of Callao. Accordmglv. it was brought in bv wax' of the Amazon and its tributa ries. the Sohmoes. L'cavali and Pachitca. a distance of some 3.000miles. LventualU. sufficient production was developed to warrant the con east of the mountains, is also in the stage of the most preliminarv sort of oil exploration. There, a number of concessions have been acquired, and the drilling of the first well was be gun about 18 months ago. This re gion. like those to the south, is diffi cult of access, but it can be reached bv river boat and truck. It abounds \ \f * X hi! ---*y: i in evidences of the existence of pe troleum -- possiblv but not surelv in commercial quantities. Colombia has proof of the exis in I tence of Andean oil in the famed Barco concession where hopes were stirred anew bv additional discov eries in recent vears. This conces \i sion. though operations were begun vears ago. is in territorv so wild that convevances are still covered with protective wire to shield the occu pants from the weapons of the sav The village of Caripito and fhe Caripito terminal and rank farm, in attorn Venezuela. Although outranked by the Maracaibo region, eattern Venezuela it alto a large oil producer at well, with further field* being explored age .Motilones. Like the Agua Caliente concession hemisphere, itself is in the Andean duction last vear totalled 338 million in Peru, the Barco was reached from region, with mountains to the east barrels and reached a wartime peak the east. It lies on the Colombian- and west. Hundreds of wells on tiny this year of 940,000 barrels dailv. Venezuelan border, and equipment man-made islands of steel supported Venezuela, Peru, Argentina and Co was brought in bv wav of Venezuela on concrete caissons dot the surface lombia are the major producing from Lake Maracaibo. The lake's of the lake now, and the limits of its countries, with Venezuela far and 4 rivers offered an easier means of production have not vet been finally awav the biggest. The last vear has transportation than the mountains determined. seen an intensified search for oil in that guarded Barco from Colombia's Despite the inaccessible oil in and South America. ports. bevond the Andes. South America is In time, a wav will be found to Maracaibo, the largest single nevertheless the second largest oil extract commerciallv the oil locked proven reservoir of oil in the western producer in the w orld. Crude pro deep in the Andes. Short Short Story Oh Henry Legler Coffee and Sweet Roll That old stinker up on the 47th floor -- what was keeping him,anyway ? If he would only go home like a civilized human being, Eddie could close up the elevator -- and he and Pete, the night watchman, could go across the street for a cup of hot roil'ee and a sweet roll. *`h everybody else down'** yawned Eddie. Pete pushed a dirty finger nail up and down the night register. "Yeah, everybody but Mr. Klinkmeyer." "Maybe he's got a dame up there." "What would that old buzzard be doin' with a dame?" Pete gave a lop-sided grin. "More likely he's fixin' the com pany's books. 1 wouldn't trust that Klinkmeyer no further than 1 could spit." Eddie gazed hungrily across the street at the neon restau rant sign -- and his face brightened. "Hey, I got an idea. 1*11 buzz this crate up to the 47th and ask Mr. Klinkmeyer if he wouldn't like me to get him a cup o' hot coffee." "Sure, why not," said Pete. The elevator doors clanked and the steel cage began its long whirr up the empty shaft to the top of the building. A little while later a rush of air announced the return of the elevator to the lobby floor. Eddie stepped out with a puzzled expression. "Hey, I banged on old Klinkmeyer's door -- but nobody . .." "OK. kid," said Pete. "We can get our coffee now. He came down while you were up. They're out there cleanin' him off the sidewalk." 15 32214 THIS IS OUR The new Bthyl movie (how* that of the nation's 2 billion acres of land only 460 million are arable What soil conservation means to all of g$ js shown in a new Ethyl movie, which has been endorsed by the U. S. Department of Agriculture Past neglect of the land has caused floods, dust, storms, and soil erosion representing a loss of 100 million acres in ISO years To prevent further erosion, farmers were taught contouring and other helpful soil conservation measures uring ihu war, as everyone D knows, the American farmer grew the greatest amount of food, fats and fiber in history. But this production job was not without its price. And that price lay in the ex tent of soil damage that took place under the urgency of the times. Because of the insatiable demands of the w ar. the land was worked hard to grow more basic foodstuffs. But our wartime food requirements were so great that much of our farm land was cultivated intensively, large acreages were given over to essen tial -- but soil-depleting -- crops, and many normal peacetime conserva tion measures were put on the shelf for the duration. Now with the return of peace there is a vital need to renew the battle of conservation on an even larger scale than before. Otherw ise, we max' see the same kind of dex-astation as occurred in the 1930's xvhen Dust Boxvl farms xvere bloxving all over the United States. To understand this grim situation, consider these facts. In the United States there are nearh' two billion acres of land. But most of this is in t orest and range, under lakes and rivers, in industrial areas and cities, in stonv, unfertile waste areas, or those already abandoned because of over-cropping, over-grazing, and erosion. In less than 150 t ears, water ero sion. wind erosion, and over-crop ping have ruined more than too mil lion acres for anv further cultiva tion. This is equal to three times the total area of the state of Iowa. The result is that todav there are onlv 460 million acres of cropland left. But the real danger lies in the fact that already one-third of this land is also on the road to ruin. Film Tells the Story To highlight the importance of soil conservation. Ethyl Corporation is presenting a new motion picture, entitled "This Is Our Land.'' which will be shown during the coming fall and winter months. The movie has won the acclaim of the Soil Conservation Service of the U. S. Department of Agriculture, which savs: "It has something important to show and to sav to every one. Men. w omen and children -- in city- and country' alike -- 'will know more about America after seeing "This Is Our Land." We in the Soil Con servation Service applaud those who made this production possible, and we hope vou will give it the widest possible showing." The movie explains what has been happening to the land of this nation. Level land is in danger of wind ero sion, as people living on the great plains know onlv too well. Bare, sloping land, on the other hand, is always in danger of water erosion. When it rains, loose soil particles are washed into the soil pores. The pores choke up. and most of the rainwater is forced to run downhill on the surface. Tiie longer and steeper the slope, the taster the w ater runs off, and the more topsoil that's washed awav. The run-off digs out small channels in the soil. As run-off continues to flow, these nils deepen and widen -- the handw ricing of erosion. In time, thev become deep gul lies. Growing rapidlv thev fre quently undermine buildings and road;. and rum the contour of the land mi that farming is difficult. The-e gullies provide natural channel' for the rainwater to flow unimpeded, carrving with it ever incrt/.'ing amounts of soil and in creasing rite danger of floods. The movie goes on to show what progressiv e farmers working in co operation with the Department of Agriculture are doing to halt the blight .if .-oil erosion and to restore fertility to the soil. Although the problem "f soil conservation had long been explored bv such agricul tural -demists as Dr. Hugh H. Ben nett. director of the Soil Conserva tion >er\ ice of the Department of Agric uiTure. it was not until a dec ade ag'. that national attention was awakened to the problem -- and a broad urogram initiated. With the United States Soil Con servation Service, stare college agri cultural engineers, and farmers working on the problem, much has been learned a hour how to save the soil and its fertilirv. With the knowl edge gamed, great strides have been made in protecting the soil from the evil effects of erosion. The Soil Conservation Service made -urves s all over the countrv to determine how each acre should be fanned for the best results and for soil conservation too. As a result of these surveys farmland was di vided into eight classes. Class I land contains good soil on a level field where there is little dan ger of erosion. Here is the best place for row crops. Class II land is slightly sloping. The soil is good, but simple conservation practices like contour plowing and strip crop ping are needed. Class III land slopes decidedly, making terraces and strip cropping necessarv. Land in Class IV is suited for lim ited cultivation only, and should be kept in hav most of the time. Class V land is not suited for cultivation, bur mav be used for pasture or wood land w ithout anv special conserva tion practices. Land classified as VI and VII is suitable for pasture and woodland, but requires measures such as con trolled grazing. High, rough, stonv land of no use for farming is classi fied as VIII. This land is frequently good for w ild life. Toward Better Farming When each farm acre has been put to its best use, as suggested bv rhese various classes, a farmer will have taken his first big step tow ard con servation farming. Also important is the fact that farmers replace essential nutrients in the soil that growing crops take out. Com and wheat, for instance, take from the soil and give nothing back. If there is a good vield of 60 bushels of corn and one and a half tons of stalks per acre, the corn has taken from each acre of soil about 90 pounds of nitrogen, 1: pounds of phosphorus, and 60 pounds of potas sium. The harvest of an acre of wheat that yields 30 bushels of grain and about three-quarters of a ton of straw will take from the soil about 36 pounds of nitrogen, 7 pounds of phosphorus, and 24 pounds of potas sium. On the other hand, legumes, such as red clover, are more cooperative. Clover, which produces 3 tons of hav per acre when harvested twice during the t ear, takes 13 pounds of phosphorus from the soil, and 125 pounds of potassium. But clover will build up one essential element -- nitrogen. That is the reason soil-exhausting crops like corn are rotated with crops like wheat and clover. Such a rotation slows up depletion of the soil elements. In addition, fertilizers need to be added regularly to the soil to replace the elements drawn out bv staple crops. The film goes on to show that even the most fertile soil is of no use to rhe farmer unless he keeps it tied down. Therefore, it illustrates how strip cropping, contour plowing, terracing, anti grassed waterways arc used ro control run-off w arcr and to retain the moisture. In areas sub ject to erosion bv wind, the planting of shelter belts and wind-breaks helps anchor the soil. The film points our rhat new highcompression gasoline-powered trac tors are important allies in carrving out rhe necessarv measures which will save this land of ours. The use of power is an essential part of effi cient soil management. Conservation farming and power, together, mean more work in less time. Thev mean bigger yields, more profits, and bet ter crops. `This Is Our Land" was produced bv Audio Productions. Inc., and both rhev and Ethvl had the benefit of advice and direction from a panel of agricultural scientists and techni cal consultants in the Soil Conserva tion Service. Leading tractor com panies supplied some of the footage for rhe film. 18 ETC 32217 s *?i ;-. wVf'';\f~ZA .' > '. '; -^2'v*' k." *:` V*?^ ' *KL-' - i_ V '\ ,-.<v i #*e 8fe^ N`TOT until modern times did petroleum come into its own as a source of heat, light and power, but back through the ages, wherever oil was discovered, man watched it in wonderment or put it to fascinating use. To the primitive cave man, petro leum pits and burning springs, which caught fire spontaneously or from lightning before man learned to ig nite them himself, were a constant source of awe and of light and heat. Later generations of men burned the unfathomable rock oil found else where in their mvstic incantations and religious ceremonies. In Biblical times, people used crude oil for medicinal purposes (chiefly for wounds and skin infec tions), poured it over their camels afflicted with the mange, employed asphaltum to make the Pyramids and the Sphinx waterproof, and used as phaltum as well in the mummifica tion of their kings. Noah's Ark was caulked with pitch or bitumen, gathered from the --rif^ ` V-t T Ff+/r gif.-,. ' - - "'.*^- ''-' -*v --v-. ^" .. :f- 4&et *T * y L ETC 32218 Fire worshippers gathered around the sacred fires at Baku, on the Caspian Sea shores of the Dead Sea as the offthrow of submarine seeps. The bond in the mortar for the Tower of Bahei was an asphaltum. traces of which are to be found in the stone work of manv ancient ruins in Asia Minor and the Levant. Syrian hearths in the dawn of history were fired with briquettes made of par tially burned ashes or coke cemented by crude oil. An ancient religion, rhar of Zara- World War II had its flame-throwers; the ancients had "Byzantine Fire" -- larches dipped in pitch and ignited thustra or Zoroaster, dating from the sixth century, B.C., found its inspiration in the "eternal fires" at Baku on the Caspian Sea. The con quering Romans destroyed the Tem ple of the Flame of these fire wor shippers, but when Marco Polo passed that way, in the i jth century of our era, he found the seeps still active and surrounded bv devout supplicants. Today, superstition and commerce alike draw sustenance from the great oil fields whose wells are reputed to enjoy a lower rate of decline than experienced elsewhere. A century after Zarathustra, Xehemiah, the restorer of Jerusalem, used oil for altar fires, calling the fuel nepthai or nepthar, from which "naphtha" is said to be derived. The much afflicted Job knew a lighter moment when a rock "poured me out rivers of oil." Oil as a weapon of war is not con fined to modern times. In the dark days of World War II, the British were prepared to set the English Channel afire with burning oil, if the Nazis ever attempted an invasion -- but according to ancient legend, the Greeks went them one better and actually destroyed a Scythian fleet bv pouring oil on the sea and ignit ing it. Plinv. the historian, who men tioned the recovery of petroleum as an illuminant at Argrigenrum in Sicily -- a field still producing -- dis tinguished between the gummy bitu men and the liquid naphtha, in which arrows were steeped. Petroleum also provided "oil for the lamps" of Rome, although the supply was in sufficient to the need, and olive oil retained its supremacy. One of the earliest sites of the re fining of petroleum, particularly for medicinal usase. was on the shores of the Caspian. Oil w as transported to the refineries in arbas, Persian carts with nine-foot wheels, which, incidentally, were greased with bi tumen. A barrel of oil was mounted on the axle of the cart, a second slung beneath. Distillation changed the black naphtha to a bright yellow "spirit," readily inflammable. An iron still, set in a brick support, was connected by a removable head to a copper worm condenser immersed in a hogshead of cold water. A work ing charge of 40 buckets of "black naphtha" produced 16 buckets of the finished product. The heavier hydrocarbons were discarded as sludge or burned as fuel for the still. Plutarch records the production and use of petroleum at Kirkuk near Mosul, the site of palaces and pyra mids grouped about the magical de posit. At Tekrit, on the Tigris river above Bagdad, "black naphtha" welled up from the bed of the river, covering the yellow waves with an oily mantle. Herodotus wrote of the oil pits of Ardericca, close to Baby lon, and the flowing pitch spring on Zacynthus, an island in the Ionian Sea. Alexander the Great was fasci nated bv the eternal fires of Baku. Julius Caesar paused in his task of imposing the Pax Romana upon Gaul, to contemplate the Fontaine Ardente, near Grenoble, which had then been burning continuouslv for several centuries. As with gunpowder, the Chinese are said to have discovered natural gas centuries prior to the Christian era, and the ancient literature of both that country and of Japan con tains references to its use for fight ing and heating. Unearthed while drilling for brine, the natural gas was conveyed from the wells and used for lighting and heating besides being used for evap orating the brine. Some of the wells, incidentally, reached a depth of :,ooo feet, with bamboo poles being used STRAIGHT DOPE "You're outta luck, chum. Your straight ain't no good.'1 "Whaddaya mean no good? My straight beats your three queens any time." "Not in stud poker, chum. Ask Mr. Hoyle." And then the fun begins! This Little scene has taken place in many a stud poker game ail over the land where Americans gather, and the controversy will rage on, perhaps, forever. But Ethyl Newt -- being in a peace-loving mood -- takes it upon itself to straighten the whole matter out. North Qarey, Jr., started it in his September Ethyl New* article, "Deal Me In." by declaring that "a straight is permitted in stud poker." And then E. C Emmons, Los Angeles, questioned Mr. Qarey by send ing along a magazine article contending that "straights are no good in stud poker." And to support this "heresy" Mr. Hoyle is died as the authority. All in the spirit of good clean research, we went back to the Association of American Playing Card Manufacturers for the last word. To answer this common question, the Association has framed a "stock" answer which quotes Mr. George Henry Fisher's Stud Poker Blue Book pub lished in 1934. According to Mr. Fisher there has been a lot of discussion whether a straight is allowable in stud poker and whether it beats threes -- all of which arose because of an error some time back in computing the frequency occurrence of straights. But it is generally agreed now -- after carefully computing the frequency of a straight -- that it has earned every right to come up in a stud poker hand. And just for the record, here is the way authorities agree as to the scale of relative poker values in live card hands: Koyal flush, straight flush, four-of-a-kind, full house, flush, straight, three-of-a-kind, two pair, one pair, high card. But the playing card manufacturers assodation cautions us that there is actually no official ruling on this. Just take Mr. Fisher's word for it and keep on playing those straights close to the vest. Hie guy sitting across from you with three aces doesn't have a chance. The ancient Chineso were taid to have cooked their pot* of food over burning wells for pipe. It is interesting to note that the first commercial use of natural gas in the United States, bv the Ruffner Brothers in 1808 at a site near Charleston. West Virginia, was likew ise for the production of salt by evaporation. Petroleum was also known in Japan in early times, w here a seventh century manuscript dubbed it "burning water." During the Middle Ages, interest in petroleum continued, but exploi tation of its powers was usually con fined to natural seepages into shallow pits and some rudimentary distilla tion or "cracking." Oil in the Middle Ages A glass industry flourished abouc the medieval city of Salsomaggiore in northern Italy, made possible bv numerous gas "springs." In grati tude. the municipal seal, adopted in i bore a likeness of a salamander surrounded bv flames. The lake Tegernsee in Bavaria was the scene of a i tth century pilgrimage to partake of Saint Quirinius' Oil. from a seep age famed for its healing qualities. The "oil mines" of Pechelbronn. AKace. which are still worked by shafts, galleries and collecting sumps, were hrst discovered in 1498- The held.- of Galicia, hotlv contested prizes of World War II. first yielded their "earth-balsam'' in 1506. Shakes peare w js but recently buried when Thomas Shirley besought the Royal Society to take note of the flow of natural gas at Wigan in Shropshire. Engund. The Rumanian "liquid bi tumen" deposits, principal source of oil to the Nazis during the war, w ere discovered some :oo years ago. The Burma fields, said to be worked for a thousand years, were visited m 11:4 bv the Dutch ex plorer. Hermann Boernaave. Oil from the w ells was collected in large porcelain or earthenw are vessels and transported to river craft where it was poured into the holds. Previ ously, the Burmese had constructed a bamboo pipe line, but leakage had caused its early abandonment. Over in the New World, Colum bus on his third voyage in 1496 had discovered Trinidad and sighted the nearby islet of Cubagua. The island was a desolate sandspic, but a quarter of a century later three royal inspec tors, making a survey for Queen Isabella, came upon a thick greasy black "sap" coming from a rock. They filled a barrel and shipped it back to Spain. On the island of Trinidad itself, while raiding the Spanish settlements in the year 1595, Sir Walter Raleigh saw a lake of pitch, and carried a sample of it back to England. Accordingly. Brit ish historians customarily ascribe the discovery' of petroleum in the NewWorld to their famous, though frus trated, countryman. One of che highly valued exports of the new British colony of Barbados, settled in 16; j, was manjak or "Barbados tar." a type of asphaltum esteemed for medicinal usage. Although the discovery of oil in the New World bv white men came as news to them, it had been known and used for ages past bv the ab origines. California Indians used the rar pits at Los Angeles and elsew here for the sites of solemn ceremonies celebrated amid the fumes and smoke of blazing hydrocarbons. Asphaltum from La Brea, the great pic near Los Angeles where many prehistoric ani mals were found preserved, and balls of tar gathered in the surf w here California's offshore derricks now stand, were used to waterproof bas kets, canoes and the funeral urns of illustrious ancestors. When the Span ish explorers came, they were met bv cannibal Caribs. the nearly black aboriginal pirates, who terrorized Arawak inhabitants of the Wesc In dian islands. These warriors' shields were plated with an armor of peb bles bonded by asphalt from seeps abounding in their domain. And cen turies later, when the first European settlers came to America, they found the native Indians using crude oil as a general specific for their ail ments. And that's how the settlers in time added "Seneca oil" to their own pharmacopoeia. In the continental United States, the first discovery of oil is credited to a French Franciscan missionary. Father Joseph de la Roche D'Allion, who discovered an "oil spring" in what is now New York Stace in the year 16:'. In 1748. a Russian author and traveller. Peter Kalm, published a map of the oil springs of Pennsyl vania. George Washington, while exploring the West Virginia wilder ness in i--6. came upon an oil spring and later bequeathed to his country the "burning spring on the banks of the Great Kanawha." Colonel Drake's successful oil well, drilled in 18*9. marked the start of the oil industry in the United States. But back through che ages, w herever oil w as discovered, these were the firsts the world over. OUR PICTURES Pages 6-9. Zolton B. Biro. Page 12. courtesv Pan American Air- wavs System; Page 13 (top). Thorlichen photo, courtesy 1 World Petroleum; Page 13 (bot tom 1 and Page 15. photos by Vachon. courtesy Standard Oil | Co. (N. J.); Page 14 (top), : courtesv World Petroleum; Page j 14 (bottom), courtesy Oil and ; Gas journal. Page 19 (center [ right and lower left), courtesy j New York Public Library Pic ture Collection; Page 19 (lower I right) and Pages 20-21, The j Herrmann Archive. 22 ETC 32221 HOW MANY ENGINES ARE THERE IN YOUR LIFE? et's see--there's the engine in your car. IJ That's one. But don't answer the question too quickly; you may be overlooking dozens of other important engines. For example, when you came down to break fast this morning you found a bottle of milk that had just been delivered in a milk "wagon" hauled by an engine instead of a horse. Your rolls, eggs and coffee, too, came at least part way by truck. And the breakfast food you ate was probably grown with the aid of a gasolineengined tractor. There's a good chance you came to work on a bus. That's another big engine to remember. The airmail letter waiting for you on your desk got there with the help of two--maybe fourpowerful aviation engines. And sometime dur ing the day a motor truck will roll up to your door with materials for you, while perhaps another one is delivering your products to your customers. We could go on and on--but by now you've realized there is scarcely a thing you eat, drink, read, wash yourself with, make, buy or sell that isn't manufactured or transported with the help of gasoline engines. In fact, your life is full of engines. Doesn't it follow that when these engines are made more efficient, more powerful, more economical,more durable,you will benefit? Our product, Ethyl antiknock fluid, helps petroleum refiners make higher octane gasoline, which in turn permits engine builders to build more efficient engines. Helping to improve en gines, fuels and lubricants--the three must be considered together--has been the function of the Ethyl Corporation for the past two decades and remains our goal for the future. More power from every gallon of gasoline through RESEARCH SERVICE PRODUCTS ETHYL CORPORATION Chrysler Building, New York 17, N. Y. ,I LOOK FOR THE ETHYL TRADEMARK ETHYL BRAND OF ANTIKNOCK COMPOUND -- ETHYL CORPORATION / Now it* your turn to get high-quality gas- oline--gasoline that only a few months ago was reserved for military use. At Ethyl pumps all over the country you can now get gasoline that answers all your expectations of power and performance. With Ethyl in the tank you'll find your car eager to start (even on winter mornings) and ready, willing and able to go places...NOW! The best way to prove this is for you to-- ask for ETHYL ETC 32223 Under a plan of reorganiza tion of the management and operations of the Manufac turing Department, William Irwin has been appointed Assistant Resident Manager at the Ethyl plant in Baton Rouge, Louisiana. He joins Ethyl after an association of twelve years with E. I. du Pont de Nemours and Co. During 1943 and 1944 he was closely associ ated with the construction of the atomic bomb projects at Oak Ridge, Tennessee and Hanford. Washington. M r. Irwin began his service with du Pont as Assistant Con struction Superintendent at the Chambers Works, then named the Dye Works, at Deepwater, N. J. When plans were devel oped to build the Ethyl plant at Baton Rouge, he was as signed in October, 1936, as Field Project Manager to superintend all construction work. He remained in Baton Rouge until 1941, when he went to Wilmington, Del., as District Superintendent of General Construction. In June, 1943 he began to devote all his time to the con struction of the government project at Oak Ridge, and supervised ail construction until this plant went into oper ation late in 1943. Early in 1944 he was engaged in spe cial work at Hanford. In May, 1944 he returned to the Ethyl plant at Baton Rouge as Works Engineer in du Pont's Organic Chemicals Department which was in charge of the operations of several departments. In Sep tember of this year the man agement and operation of the entire plant were transferred to the Ethyl Corporation with Clinton W. Bond as Resident Manager. DECEMBER 1945 STONEWALL JACKSON'S WAR 3 Here's Hie story of a man with an unusual war assignment -- building and operating the world's biggest service station. SHORT SHORT STORY 7 THERE'S MONEY IN IT 8 Postwar rackets in the making promiseto lake people for plenty ... If they're not wise to the tricks of the slick. NAMED TO NEW POSTS IN ETHYL RESEARCH 11 Charles D. Hawley has been appointed Assistant to the General Manager of Cthyl Research Laboratories. He has been succeeded by John 8. Taylor, Jr., as Assistant Director of tngineering Research. WHITE COLLAR FARMERS 12 live in the country, work in the city, is a wonderful way to live. But there are ways and ways to go about it. THE SALT IN YOUR LIFE 15 Ordinary table salt is as old as time in its usefulness . . . but ultra-modern in its industrial applications. CARS FOR THE REST OF THE WORLD 19 for a real understanding of the importance of cars and trucks, take a look at the outside world. In order tt widen the Helds of reader Interest In Ethyl News, we frequently publish articles contributed by writers net associated with Ethyl Curporation. Any opinions expressed In these signed articles, of course, are the withers', the editors of the Newt welcome articles of timely Interest submitted tresn outside sources. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. Manufacturer of Cthyl fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline Eerie W. Webb, president; Percy L GrilRthi, vice president and treasurer; Julian C Oetueles, secretory . iui i.'mpw STONEWALL JACKSON'S WAR tr Helping to fuel the invasion -- and keeping our troops supplied -- was a battle all its own orld W\r II will be set down To make that possible, companies Win the history books as a series of POL (Petrol, Qil. Lubricants) of decisive land, air and sea engagtreoops worked night and day un ments. But to many an oil man. the loading gasoline from incoming rail war was simply one hell of a "fill 'er road tank cars, filling up the five- up" job from beginning to end. Par gallon jerri-cans, and then dispatch ticularly to men like Lt. Col. Stone ing them to the advance field depots wall Jackson Warner. Jr. bv freight car or truck. And "Jack" Warner should know. The crews set up an assembly line An Ethyl field representative be operation for the job. usually work fore the war. Jack spent three solid ing between two parallel railroad years in the ETO -- setting up field sidings. On one siding, gasoline storage depots for petroleum prod laden tank cars would roll in, while ucts. first in England, then in France; on the other, empty freight cars or operating the "biggest filling station gondolas waited to be loaded. In be in the world." from which mechan tween stood row upon row of empty ized ground units took off for the jerri-cans which were filled from invasion on D-Dav, shipping gaso hoses attached to a portable pump line to France aboard U. S. invasion ing unit. It all sounds simple enough, craft until seagoing tankers and Op except when you realize that, at best, eration PLUTO (Pipelines Under a POL crew had only an 8o-gallon- the Ocean) could take over the job; a-minute dispenser to work with in fueling U. S. Army ground and air filling the cans -- and even at that, units in their final sweep across it was possible to decant only 60 France and into Germany. gallons a minute as a practical mat During all that time, he literally ter. And remember. 90 million gal lived, ate and slept gasoline -- in five- lons were needed. gallon cans. .Meanwhile, if there wasn't a sud Fie n as responsible for the design den unexpected order from GFFQ and construction of the 14 huge to worry about, there was the prob storage depots, built up in England, lem of whether there would be where fuel supplies for the invasion enough jerri-cans on hand to do the were assembled. Bv D-Day, these job. Whether the gasoline already depots had 18 million cans -- 90 mil stored was in danger of contamina lion gallons -- of 80-octane fuel on tion. deterioration, or fire. Whether hand. the jerri-cans themselves would stand up under strenuous battle con ditions. Or whether, after all the grief that went into building up these huge depots, a Nazi buzz bomb or incendiary would come along and blow one up. After all, a five-million-gallon storage depot on fire is something to reckon with. It could spread indescribable havoc among the invasion forces. Thanks to the supplies built up at these depots, evert' piece of mech anized equipment could be fueled up on D-Day, given an added 150 miles of travel in extra jerri-cans, and sent aboard the invasion armada. That job has been called the biggest filling station operation in history. But to catch its full significance, you have to go back a little bit -- to the murky dawn of the war. To begin with, when the war first erupted, England had nothing like the kind of oil storage and transport facilities that were one day going to be needed. And what facilities there were, had been severely dam aged during the blitz -- storage tanks particularly. 3 nr i Nevertheless, from 1941 onward, .1 man-made miracle in oil movement evolved -- a miracle that assumed such proportions that, by 1944, mil lions upon millions of gallons of gasoline and oil were streaming, as if bv magic, to Britain's airfields and invasion ports. Britain's railroad system and rail tank cars, it must be said, materially aided in that job. Moreover, the capacity- of its oil truck fleet was greatly expanded through the scrap ping of small trucks, and the replace ment with :,ooo-gallon and heayier units. As a result, in 1944. with onlv 6% more trucks in sen-ice, cheir capacity was 307c larger as com A caravan of truck-trailers, loaded with gasoline, on its way to the front. Each unit carried 4,000 gallons pared with 1939. But the biggest feat of all was the construction of an elaborate i.ooo-miie pipeline sys tem. inter-connected and studded with scores of secret underground storage tanks, each capable of hold ing huge reserve stocks of fuel, When the war reached its peak, these pipelines alone were distribut ing five million gallons of pecroleum products dail\-, including large quan tities of avgas. Construction of the 14 field stor age depots, for which Col. Warner was responsible, was in a very real sense a part of the over-all achieve ment. Filling the five-gallon Ameri-cans from a tank car. Note I he portable dispensing unit in the background From Nothing Flat As was the case in other direc tions. there were no field storage depots on hand when he arrived in England hack in 194a. Immediately, he was assigned to the job of con ceiving them, selecting their sites, setting them up, and making them work. Besides this, he was charged with developing fire protection measures for the depots and with training men in oil industry tech niques for the proper handling and storage of petroleum products. As part of this latter work, he prepared a Standard Operating Procedure for POL troops. And for good measure, he cooperated in some of the devel opment work on the Ameri-cans, and latterly the jerri-cans. that were used, and he also assisted in develop ing a portable laboratory for the field testing of gasoline samples. For the North African invasion, three fuel supply depots were set up. One of them was plump in the mid dle of the famous New bury race course -- and throwing in 12 emer gency railroad spur tracks com pletely ruined, for the time being, that track for the business of horse racing. (Which made many British racing fans distinctly unhappy.) T he 4 ETC 32227 POL officers in charge were given onlv three weeks' nonce to make available 11 million gallons of fuel in five-gallon cans. Vet, working with onlv 12; American soldiers and British pioneer troops, they fin ished that job on time. By the end of 1943, there were 14 fuel dumps, or depots, in operation -- and readv for the invasion. Each of them had anywhere from a fiveto ten-thousand-ton storage capac ity; all were strategicallv located. A typical base consisted of a varving number of stacks or bases, j6 feet square, laid upon speciallv pre pared foundations of crushed stone, and connected bv a network of gravel roads. Romnev huts were used to store oils and greases. The stacks were covered with tarpaulins which then were camouflaged -- and the tarpaulins served a double purpose. Not onlv did thev provide protection against the elements; thev quicklv helped uncover anv jerri can "leakers." Simplv bv lifting the tarpaulin off a stack, a POL in spector could detect anv evidence of gasoline fumes. Incidentallv. the depot at West Moors. 12 miles in from the port of Bournemouth, was nightiv littered with the metallic streamers thrown out bv Nazi bombers to intercept the British radar. If the Nazis had dropped bombs instead of metallic streamers upon that depot, the effect might have been calamitous. Twelve million gallons of gasoline were stored there. As a matter of fact, one of the storage depots was actuallv bombed. This was the one at Highbridge, near Bristol, originallv a British ordnance dump. The night the Nazis paid their visit, it held eight million gal lons of gasoline and six million gal lons of Diesel fuel. Matching the bombers come up the Bristol channel at rooftop Con* of gasoline, mounted on skids, were the maior source of supply during the first days of the invasion height, the men at the depot saw them unload four 500-pounders and several hundred incendiaries ... and they prayed. Not one bomb or in cendiary went off! Later, when the bomb disposal squad went to work, it found that Nazi slave labor had deliberatelv sabotaged the bombs, before thev were taken on the raid, by inserting their firing pins im properly. The incendiaries, by the wav, bore the markings of their or iginal dates of manufacture. The vears: 19:8 and 1937. An interesting insight into the German long-range plans and production for World Mar II. Fueling the Invasion Preparations for D-Day, as every one knows, were many months in the making. And based on the expe rience in the North African cam paign. this plan was adopted for fueling the ground equipment for invasion: Every vehicle would be given, on the average, 250 miles of travel in its gas tank. In addition, it would be given enough five-gallon jerri cans for another 150 miles, for a total of 400 miles in all. This was based upon the assumption that a tank or truck would travel 50 miles a day; therefore, with 400 miles of fuel it had an eight-day safety margin be fore needing fresh supplies. But it was one thing to have an . elegant plan or scheme down on paper -- and something else to do the actual job involved. Fueling the tens of thousands of vehicles that took part in the invasion was, with out a doubt, the biggest service sta tion operation in history. Here's how it was done: Four main operational depots were located along the southern coast of England, another two to the east. (These dumps were in addi tion to the 14 previous POL depots.) Each of the dumps was only ten miles from the coast -- and the dan ger of Nazi air attack -- but it was decided to take that chance. At each depot, an identical plan was placed in operation. That plan was the "Eight Point System" (Lt. Col. Stonewall Jackson Warner, Jr., author), and it went off like clock work. Fanning out from each depot ETC 32228 v ere eight dispensing points, each located about 100 feet apart along one of the roads a convov would travel. Then, as a standard convoy of :i to 26 vehicles pulled up^for "service," the eight stations went into action all at once. Each dispens ing point serviced a total of three vehicles, and within less than 15 min utes. the entire convov was on its w av. This meant that everv vehicle's tank was filled to the brim, given whatever oil it needed plus the re quired number of extra jerri-cans of gas. and sent on to its date with des tiny. And this gave the POL crew just enough time to remove the emp ties. bring up fresh supplies -- and take on the next convov. .Around the clock 24 hours a dav. the 1,250 serv ice station "attendants" staved on the job -- working at night in pitch darkness. Convov after convov pulled up. was fueled, sent on its wav. until finallv the job was done. As POL officer. Jack 'Warner was in charge of the Southern Base Sec tion -- the group of filling stations from which the majoritv of the ground vehicles took off. For his work m England, he was given the Bronze Star bv the L". S. and was awarded a Member of the British Empire decoration bv our Ally. After the "rush of business" at the POL service stations was over, the next job was to ferrv cans of gaso line across the Channel to the beach heads on the Normandv coast. This was done bv previouslv loading the jerri-cans on wooden skids, tving them down with steel bands, and then lifting each skid bv travelling crane onto 1 truck or freight car for shipment to the docks. Sixty cans, arranged in three tiers, were loaded on each skid. The skids were the neat int ention of the Army's Transpor tation Corps; s.;oo of them were built and used. Dunne the first critical weeks of the invasion, the jerri-cans of gaso line, loaded on skids, were a major source of supply to the Normandy beachheads. Subsequentlv. how ever, as the French ports of Cherbourg. Le Havre and Brest were made se cure -- and as the 20 cross-Channel pipelines went into operation -- the importance of this means of supplv diminished until it became more or less of a safety valve. Meanwhile, the stocks at the 14 POL depots in England had been drawn down from their 90 million gallons of fuel on D-Day to 11 million gallons in earlv September. By this time, the war was sort of getting awav from Jack Warner. And after weeks of cooling his heels around headquarters, he was finallv given what he wanted most: assign ment in France. Getting the Fuel Up Front For the Armv oil men stationed in France, the problem had been, first, to build up large stocks of fuel at the coast, from which our forces could be supplied. This was done 1>\ means of the jerri-cans. Later, as bulk storage capacitv became avail able. supplies were moved up from the Cherbourg peninsula through the six-inch military pipelines that eventually went to Chalons, or taken bv Armv truck along the "Red Ball Express" highwav which carried onlv one-wav traffic: direct to the supplv dumps supporting the front lines. From these supply dumps, the supplies fanned out to the fighting fronts, carried bv the Army tank trucks and truck trailers of 2.000 and 4,000 gallon capacities, and de canted into the jerri-cans until they were needed at the front. Reporting to the Quartermaster's Intermediate Base Section in Rheims. earlv in September. Warner was as signed to the job of rehabilitating bulk storage plants in the Oise area. which had been damaged bv the Nazis. Eighteen bulk plants, plus some i)0 pre-war service stations, were put back into operation there, under his direction. The French na tives w ere verv helpful in rebuild ing the service stations, digging up for the repair crew the hose nozzles and other station equipment thev had stealthily cached away when the Nazis came. When the job was finished, the 18 bulk plants were loaded with 12 million gallons of fuel. The depots supplied, among other needs. 80D- of the aviation fuel used bv the 9th Air Force until it moved up over the Rhine. For his part in this reconstruction program. Jack was awarded the Croix de Guerre bv the French. Meanw hile, hard on the heels of the rampaging Allied armies, fuel supplies fanned out to all the fight ing fronts -- rn Antwerp. Liege. Luxembourg. Verdun. Dijon anil southern France. As alwavs. POI. companies stationed at those points were kept bus\ decanting fuel from the Arms trucks and pipelines into the jerri-cans. sending the filled cans on rheir wav . . . and praving for the return of the empties! Bv now. thev were handling a greater gallonagc of gasoline than ever before, and thev were greativ aided by an improved dispenser, rated at too gal lons a minute, and equipped with a built-in fire extinguisher. Then came the Battle of the Bulge. As U. S. forces reeled back under the surprise blow, the POL depots were placed in great danger of at tack and even capture. The Nazis came within ten miles of the depot at Liege -- and millions of gallons of precious gasoline. In a six-week pe riod. the Nazis sent over buzz bombs at the rate of one every three min utes. That depot was hit five sepa rate times, one hit resulting in a fivemillion-gallon fire. 6 ETC 32229 In mid-December, when the Ger man counteroffensive was in full swing. Col. Warner was called from Rheims to Liege bv his command ing general. The Sand and 101st Airborne Divisions, he was told, after onlv a ten-dav bivouac behind the front, were being sent up to help hold the important road center at Bastogne. To get there -- and stick -- thev needed 100,000 gallons of gasoline. Onlv a.ooo gallons were on hand in Rheims. Warner was told to hunt up the remaining 98,000 gal lons ... and get them up there quick. Suddenly he had an idea. Previously, in an effort to con serve supplies for the front lines, Warner had rationed rear echelon troops to eight gallons of gasoline a day per vehicle. Several days" sup plies could be obtained in advance at a time, but they were strictly ac countable for. Figuring on that "reserve" supply, Warner ordered the rear echelon vehicles stripped of all gasoline not in their tanks. From every direction, cans of gas came pouring in -- in dribs, drabs and truckloads; bv jeep, squad car and Army 6-bv-6. Within 48 hours, the two divisions were loaded up -- with gasoline, food, am munition and everything else -- and moved up front to Bastogne. What happened thereafter is history. For his part in the "most beauti ful" supply operation of the war, Col. Warner was awarded the Oak Leaf Cluster to his Bronze Star. Soon after Allied forces had crossed the Rhine, the military pipe lines followed in their wake. The indomitable Army tank trucks, too, played a big part in that six-milliongallon-a-dav supply job. But one of the interesting wavs in which our forces streaking through Germany were temporarily fueled, was by air lift over the Rhine. Flying the Gasoline In Workhorse C-47's were used for that job. Picking up cans of fuel at Metz. Verdun, Rheims, Soissons, and Paris, the transports flew on an aver age 150 miles to the Rhine -- and an other 50 miles or so to wherever the armies were presently battling. In a little over a month, 2,000 trips a day were being made, with some million - and - a - half gallons being flown in daily. At the same time, an individual plane's cargo was in creased from 100 to 140 loaded cans. Flying gasoline supplies in this wav was of great assistance to the for ward combat units. Frequently, the planes were able to locate the ad vance columns when surface contact was still impossible. But it was not without its price. A formation of 1 j C-47's, flying to a rendezvous deep in Germany, landed on an airfield the Nazis still had pinned down with two 88's. All of them were lost. Col. Warner served in France un til last May, when he was forced to enter a hospital for treatment. A month later, he arrived in the United States with three Battle Stars, six service stripes, and the Croix de Guerre to his credit, besides his pre vious decorations. After a threemonth period of convalescence at the Army general hospital at Thomasville, Ga., he was released from active duty and returned to work for Ethyl. Today, Jack is back in his old job as Georgia representative for Ethyl, "and damned glad of it, too." Far, far removed from his daily life are the millions of jerri-cans he shep herded in the Army. But it is readily understandable if, every so often, he should have a nightmare about those cans -- dreaming he was walking through some deep canyon in which there was nothing but jerri-cans all around. It's understandable, too, if he should wake up in a cold sweat some night, after dreaming he was pleading with a famous general who was "too-----------busy fighting to return the empties." After all, he's seen enough cans to haunt him the rest of his life. Short Short Story Oh Henry legler MAN ABOUT TOWN It was our first visit to the Pelican Club, where -- I quote the guide book -- "One dines amidst an atmosphere of Continental splendor, rubbing elbows with world-renowned celebrities/' Minerva's eyes tiddly.winked from table to table. "Don't look now. dear, but that man sitting alone over there -- isn't he the most distinguished looking person!*' I waited a polite interval before glancing over my shoulder. A solitary gentleman in evening clothes was fondling the menu with the calm deliberation of a connoisseur. Hovering over him was solicitous Pierre, the "maitre d." Minerva whispered: "Dear, that's the kind of assurance I wish you could cultivate/* Frankly. I was impressed. The man's air of sophistication was something to be envied. Why. even at this moment he was discussing wine sauces with the head waiter in a tone of authority which only a gourmet would dare assume. Throughout the dinner we watched him with furtive fasci nation as he made of each rare dish a ritual. As wc were about to leave the restaurant. I collected my courage, beckoned Pierre, and asked: "Who is that gentleman over there in the evening clothes? He seems to know his food/' "Oui. monsieur/' said Pierre, "he should! He is our very best waiter. No. 17. Strange fellow! He likes to cm here on his night off/* 7 m <f)t I'tfteve pany will be opening its real office in this city then, and you can start right in." Two weeks later, the veteran Not everyone is out to separate you from your money waited for the phone call. There . . . but keep your eyes peeled for the postwar rackets wasn't anv. Another week passed, still no call. Finally deciding to find L"(joking for a job, son?" The you for a bond of fifty dollars. out what was holding up his job, he voung fellow in the new gray That's just to insure your responsi went down to the office where he suit shifted uneasily from foot to bility, you know ... and at the same was first interviewed. The office was foot. "Yes. 1 was," he said, mustering time, it goes to cover the company's empty. The little man was gone -- up a tentative smile. "1 saw your ad initial out-of-pocket expenses. But smoke rings and all. Hours later, the in the paper, `veterans wanted,' it it's just a formality. You'll get it veteran learned, upon investigation, said. So I thought I'd hustle over." back within a month after you're on that the little fat guv was a confi "That's right," said the chubby the job and proved yourself reliable. dence man who had rooked him in little man with the polka dot tie. Just sort of a guarantee, you know." one of the most reliable shell games " \lv company is planning to take on "Oh sure," said the veteran, fish ever practiced: the cash bond racket. a lot of veterans for its postwar op ing out a wad of bills from his In fact, he had managed to defraud erations." "This." he said, indicating pocket. He counted out the riftx. eleven veterans out of sums ranging the sparselv-iurnished one-room of "That does it. then." said the older from $:; to S*s. before he skipped fice where he held forth, "is simply a man. "Now, you just give 111c your tow n. temporary branch office. I'm just do telephone number and I'll be calling Scenes like this are not taking ing a little recruiting for the firm." you in about two weeks. The com place in every city and town. Bur "Bv the wav." he continued, enough of them have occurred to "w hat experience have you had?" "Well. I've worked a lot around machines in mv three years overseas. make authorities deeply concerned. What they fear is that we may be on the threshold of a wave of post I think I could make a pretty good V . repair and maintenance man." "That's line. I know of an open I ing that would pav you S75 a week." "Seventv-five a week!" The vet 9 * eran beamed. "Why. that's the best ' t offer I've had vet. and I've been looking for a job for six weeks now." "Well, that's the wav we believe in dome things around here." the older man said, blowing smoke rings into the air. "We believe in starting our employees off right." He paused. "Oh uh. there's just one thing." he said, flicking a cigar ash off of his lapel. "I'll have to ask war rackets, with war veterans among the principal victims. Nor arc veterans the only poten tial prey for the postwar promoters. Now that the w ar is over, people generally are getting ready to con vert their wartime savings into postwar ambitions. Hundreds of thou sands are pulling up stakes and seek ing new jobs. Hundreds of thou sands more intend to start their own little businesses. Millions, collec tively, are planning to buy. to spend, to invest, on an unprecedented scale. And this is precisely what disturbs those agencies charged with protect- ins consumers and investors against fraud. The mere fact that so many people will be spending or investing their money in postwar ventures, they sav, is what gives crooks and racketeers a golden opportunity' to fleece them. Thev see the same set of conditions building up today as followed the last war--when thou sands of people lost their shirts. Bear in mind that they're not crys tal ball gazers. Thev don't know whether, as part of the general crime wave that is feared, there will be a recurrence of the big-time swindling such as swept the nation in the 1920s. But of this much they're sure. People are entering upon this postwar world with more spendable savings than ever before in history. Liquid assets in the hands of indi viduals alone are generally estimated to total around Si50 billion. In cluded in that total are nearly S30 billion in the garden variety of Series E st ar bonds. It would be a national tragedy if people were to swap any part of these precious war bonds and other savings for worth less investments in schemes and stocks. Plenty of Liberty bondhold ers did it the last time, losing an esti mated S400 million. That's why. in recent months, public and private organizations alike have been laving plans to strengthen further the cordon of protection around the consumer, the investor, the business man. the re turning veteran. Law enforcement is being strengthened, additional curbs are being studied. For their part, the Better Business Bureaus, which combac fraud and misrepre sentation in the advertising and sell ing of securities, merchandise and persona! services, are distributing public warnings on likely schemes, exposing current war-bom rackets, keeping an eve peeled for signs and clues to the future. Commenting on the general trend, H. J. Kenner, general manager of the Better Business Bureau of New York City, declared: "To date, there has not been a sufficient number of cases to indi cate the pattern that postwar frauds are likely to take. Yet, now is the time for the general public to be alert, particularly in those fields which are always vulnerable to pro moters and swindlers. The great majority of American business, it should always be remembered, is honest and reputable and deserving of the public's confidence. It is only the small parasitical fringe of crooks and cheats which creates most of the trouble." Vulnerable Fields Without attempting to predict precisely what rackets and frauds may come about, it is easy to pick out the fields that are most lucrative. They include the securities field, real estate, new industries not yet come of age. and such assorted others as vocational training, gen eral merchandise and charities. Take the securities field, for one. Now that the war is over, anv number of securities offerings will in time be made to the public. Capital izing on new developments, new products, companies will be seeking funds to finance their enterprises, create new jobs, provide more and better things for higher living stand ards. The great majority of these ventures, one can be sure, will be legitimate. But along with the legitimate of ferings, it is feared, will come the inevitable crop of dishonest ones seeking to defraud investors, if they're not careful. This may be par ticularly true among brand new companies in brand new industries, it is believed. After the last war, crooked pro motions in oil, automobiles and radio took their toll among uneducated investors. After this war, there is likely to be a new bunch trading on the intriguing names of "plastics," "electronics," "radar," "synthetics." and other terms that have churned the public fancy. Fortunately, there exists today a strong arm of protection around the investor. There is the Securities Ex change Commission with its wide spread authority' over securities and their sale, the various state securities commissions with their correspond ing powers, .the 86 Better Business Bureaus which carry on a ceaseless war against fraud. At the same time, the various stock exchanges and se curities groups are likewise vigilant -- as a matter of sound public policy. But no matter how strong the laws, no matter how wary the po licemen, one hard fact remains. In vestors, particularly the small fry, are frequently their own worst ene mies. They don't take advantage of the vast fund of basic information which is readily available about companies and their securities. Con versely, thev seem to assume that since the federal securities laws have come into being, they no longer need to fear the racketeers. And then they invest in a questionable enter prise, lose their shirt, and wind up blaming "the whole damn thing on Wall Street." The Street gets an other undeserved black eye -- usu ally because some securities crook, unconnected with any of the repu table majority of brokers and deal ers, has made off with the sucker's money. Just as after the last war, we are again seeing a new generation of in vestors -- but this time on a much larger scale. Today, they are war bond owners; tomorrow, many of them will be stockholders. And it is 9 the uninformed, inexperienced peo ritorial selling rights to a product. of Commerce, local banks, credit ple in this group who most need to And, as always, there are those who agencies can likewise be helpful. But be educated against the pitfalls of hoodwink people into becoming ab it is highly important that people re securities trading. That's one reason sentee farmers -- investing in a fruit, member to take advantage of these ' behind the undercurrent of concern nut or fur farm hundreds of miles aids. over the currently expanding public away. The investor then sits back Along with little businesses, em interest in securities. and awaits his profits, but the}- sel ployment also offers a lush field for Besides securities, direct invest dom materialize. the racketeers. Now that the war is ments in new companies or going One of the biggest is the partner over, millions of former war work concerns promise to be another ship racket. A veteran, replying to a ers are pulling up stakes and seeking tempting field for swindlers. Partner Wanted ad, sees an office new jobs. The same holds true for ' i And here rhev'll have a chance to humming with activity. Telephones the returning veterans who have no capitalize on the cherished hopes of are clanging, secretaries are scurry peacetime jobs to come home to. In several million little people: to own ing about, the pace of the office is the past, thousands of job seekers a small business. For these entrepre slightly terrific. ("We're having one have been victimized by racketeers neurs. their big postwar aim is to of our busy days, you know-.") Not trading on their miser}-. Now, the open a radio shop, a service station, until after the veteran has plunked same old rackets are being dusted off a meat market, a lunchroom. What down his dough and become a "part again. thev forget, though, is that in nor ner" does he find out if his firm has What do these employment rack mal times over a thousand new con (a) any assets, (b) any business. ets look like? One consists of a "cash cerns close down for keeps even- What should people do to keep bond." payable in advance, for a job day. Which is all the more reason from losing their money in a business that doesn't materialize. Another is thev must be careful. even before they get started? Don't the "registration fee" which a fake Veterans are high on the suckers' take hasty action. Make a thorough employment agency will charge, lists of swindlers who are waiting to investigation before investing. Get without doing anything for the ap take them for all thev are worth. claims and representations in writ plicant in return. One of che biggest And that can be plenty. At the mini ing. See if the promises and predic lies in the phony trade and corre mum. a newly discharged soldier has tions really make sense. spondence schools, which "guaran on hand between S:oo and S300. The veteran has many special tee' you a job upon completion of consisting of anv back pav due him. agencies to help him. They range their expensive training courses. the first instalment on his mustering- from the separation center itself, As with employment agencies, out paw and travelling expenses to where he is first warned against there are mans- repurable trade his home. Add to this the soldier's swindles, to the Veterans Adminis schools. But during the war, some personal savings and war bonds -- tration and local agencies -- all of disreputable schools have mush II and vou have a sizable nest egg. which have able counsellors to give roomed into being. With inferior How. then, are, these budding advice. And the strict checkup of equipment, fifth-rate teachers, and business men. veterans and civilians loans under the G1 Bill of Rights expensive fees, thev lured thousands alike, vulnerable to swindlers? In lots gives him added protection. of people into taking their courses, of w avs. One dodge is for the swindlers to Where to Get Help with the promise of a job held out after graduation. During the war, it pose as business advisors or brokers In addition, there are a number of was easy for them to pay off on their (``1 am onlv doing this for you be other agencies whose services are promises; people with any kind of 4 cause vou're a veteran"), collect a available to servicemen and civilians training, good or bad. could get a 1 juicy fee for their services, and sell alike. The Department of Com job. But now. jobs are not going to the sucker a debt-ridden business or merce. for one, is greatly expanding be so easy to come by. For that rea one that could be carried around in its informational services on small son. any trainee should thoroughly a hat. business. The Better Business Bu investigate a trade school's promises, Then there are other advance fee reaus have prepared a whole series before signing on the dotted line to artists who trv to exton monev for "services" or "expenses" not vet in curred -- or sell vou "exclusive" ter of helpful pamphlets, including "Facts Veterans Should Know Be fore Starting a Business." Chambers take a course. Are vou one of those millions who have been saving up to buy a home? ETC 32233 Then you owe it to yourself to be sure of what you're getting, and not buv it blindlv. In the postwar housing boom that is anticipated, millions of new homes will be built which, all told, will bring a new measure of comfort and happiness to people. But if what hap pened in the itpio's is any criterion, there are bound to be a definite num ber of jerrv-built houses, and those with other faults, which are going to turn that postwar dream house into a 85,000 nightmare. For that reason, it is highlv im portant that the prospective home buver carefullv check its construc tion, location and improvements; ex amine closelv the selling price, the assessed valuation, the probable re sale value; and make sure that he has a clear title to his property. In general merchandise, a number of deceptions and misrepresentations are quite possible, in the present transition from war to peace. One of them lies in the sale of goods previously denied and now desired bv civilians. For earlv deliv ery of that postwar radio, refriger ator or what-have-vou, an unscru pulous dealer may tack on an extra profit to his selling price. If so, the OPA can be expected to take a lively interest in the proceedings. Wartime grades of merchandise mav be repre sented to be better than they are, in a retailer's desire to unload them. The disposal of surplus war goods poses manv retailing problems, as it comes into competition with newly produced civilian merchandise. A committee of the Better Business Bu reaus has worked out a voluntarycode for advertising and selling Armv-Navy' goods, which, it is be lieved, will obviate many misrepre sentations. The deliberate chiseller, however, will still have to be reck oned with. Looking ahead into the future, no one can predict with any accuracy either the kinds of postwar frauds that will be seen or their size. In coming months, the fact that mil lions of former war workers will still be unemployed, and seeking new jobs, will in all likelihood be a restraining factor in many direc tions. Doubtless the real test will come when reconversion has run its course and the expected postwar re plenishment boom is in full swing. NAMED TO NEW POSTS IN ETHYL RESEARCH Charles D. Hawley has been appointed Assistant to the General Manager of Ethyl Corporation Research Labor* atones at Detroit, and John B. Taylor. Jr. has been named to succeed Mr. Hawley as Assistant Director of Engi- neering Research. Both appointments are part of an over-all plan designed to increase the effectiveness of Echyrs research laboratories in their postwar studies with Charles 0. Hawley oil companies and manufac turers of engines and engine parts. Earlier steps in the reorganization of the laboratories to attain a level of maximum service to the petroleum and automo tive industries were the appointments of Earl Bartholomew as General Manager of Research Laboratories, John B. Macauley as Director of Engineering Research, and Robert V. Kerley as Director of Aeronautical Research. The appointment of Mr. Hawley as Assistant to Mr. Bar tholomew continues a business association that began more than 20 years ago when both met at Harvard University, Mr. Hawley as a graduate student and instructor, and Mr. Bartholomew as instructor in mechanical engineering. A year after Mr. Bartholomew came to Ethyl in 1926, Mr. Hawley joined him as an engineer, during the time that plans were being made to move the research laboratories from Yon kers. N. Y. to Detroit. As Assistant Director of Engineering Research. Mr. Hawley assumed much of the responsibility for the establishment of the present laboratories in Detroit, as well as their subsequent growth and expansion, including the estab lishment of supplementary facilities at San Bernardino, California. During his tenure as As sistant Director of Engineer ing Research, Mr. Hawley has had an important part in the Ethyl procedure of reporting research and the maintaining of a usable research report library. In his new assignment he will be associated with all phases of the expanded pro grams in the interdependent research on engines, fuels and J0/,,, g Taylor, Jr. lubricants. Through fifteen year's association with Ethyl, Mr. Taylor is thoroughly familiar with all phases of the inter-relationship between engines, fuels and lubricants and their interdependence in the fields of research. Starting as a field engineer with the Baltimore Division in 1930, he dealt with many varied applications of fuels and lubri cants. In 1934 he began a fruitful period of work with the Tech nical Service Section in developments designed to effect the more efficient operation of vehicles in fleet services. Later, he became active in the development programs which were influen tial in the adoption, by manufacturers, of high compression engines for farm tractors. Working directly with the Engineering Research Labora tories since 1939, he has been responsible in recent yean, as coordinator, for research to improve the durability of engines and lubricants, devoting much time to development and research programs conducted at the request of various branches of the Armed Services. 11 from her in five years. He also has a flock of chickens and several rab bits. So throughout the war when food was scarce and high-priced, the Thompson family had enough meat, fresh eggs, butter, milk, and cream to satisfv it. John hired a neighbor to work his land the first vear. Then he bought a small tractor and outfit that in cluded a plow, harrow, mower, and WHITE COLLAR FARMERS fter every war there's been a A. back-to-the-land movement. For hundreds of thousands of fami Live in Hie country, work in the city, is a wonderful way to live. But there are ways and ways to go about it lies. there's been an irresistible urge country, enjoy healthier and hap rake. He gradually acquired at auc every time to trade the crowded pier lives. tions various other tools needed cirv for the wide open country. But there are ways and ways of around a farm, so that now he does Today, once again, there's a back- doing it, farm economists will tell virtually all his own work on the to-the-land movement. This one you. And how to tell the right from land. may be the biggest ever. the wrong way can be seen in the Their field is patterned in differ That thousands of people intend tale of two families. ent crops much like a large farm -- to make farming their postwar liveli Take the Thompson family -- in this case. corn. oats, and grass. hood is of course well known. But John, his wife, Peggy, and their John usually has to get some extra w hat about the many more who three young children. John, an ac hay from a neighbor to carry his want to become "part-time farmers" countant, decided back in 1940 that cows through the winrer. This is -- who will live in the country but he had had enough of living in a always obtainable in exchange for keep their jobs in the city? city flat. He talked the whole mat work with his tractor. For these people, their dual life ter over with his wife and found A fruit orchard in one corner of holds the promise of a double bless that she was in agreement with his the little farm provided an abun ing. Not only can they enjoy all the plan to move to the country. dance of apples, cherries, peaches, advantages of councrv life. They After carefully examining several and pears. There's also a well-tended can also achieve a greater measure places they decided on a "farm" garden with a variety of vegetables. of financial security and indepen located ten miles outside the city. The Thompsons derive a great deal dence than if they lived -- and The price was $2,500. John, who of enjoyment from working in their worked -- entirely in the city or earns a salary of $60 a week, had country. They can have their cake about $i,joo saved up. He made a and eat it, too. down payment of $800 and gave a Their automobile provides swift mortgage for the balance. transit between home and job. Their The "farm" had a house -- not too home in the country can have most large, but comfortable -- a bam, a of the comforts of a cirv dwelling. few acres of cleared land, and a Modern, lightweight mechanized woodlot. farm tools will help them do their The first year, John bought a chores around the farm. They can Guernsey cow. Soon the cow gave grow much of their own food, bask birth to a fine heifer calf. John still in the sunshine and fresh air of the has that old cow, with three heifers 32235 garden. With a small outlay of money for seeds, thev grow deli cious, fresh vegetables, so that they are able to keep their table well sup plied all summer long. During the summer, Peggy puts up hundreds of cans of vegetables and fruit, and a little meat. She says there are weeks at a time when the only groceries she buvs are things such as coffee, sugar, tea, salt, and pepper. The Thompsons are able to live much more cheaply in the country. In town they paid $50 a month for a modest apartment. Carfare cost about $7 a month. Clothes were a larger item, and of course, every morsel of food meant a cash outlay. There is no rent to pav. Taxes and insurance on the country place amount to about $90 a year -- less than $8 a month. Of course, they have other items of expense (for ex ample, the mongage payments and repairs on the house) but on the whole they find it far cheaper to live in the country. John drives his automobile to and from work, but the expense is no more than what they paid for car fare and taxis in town. And now that plenty of gasoline is available the Thompson family derives a great deal of pleasure from its car. Summing it all up, the Thompsons feel that thev made a wise move when thev purchased their little place in the country. They are free from the noise of city traffic and some neighbor's blaring radio. More, their farm has given them an added measure of economic securin' un known to them before. Now they feel they can weather temporary periods of financial stress without any serious hardships. John has been able to save a fair sum of money, so that when the time comes for him to retire, he will be able to live com fortably without being harassed by financial worries. It would be fine if everyone were as fortunate as the Thompsons in the way their "adventure in content ment" turned out. But unfortu nately, it doesn't always work out that wav- This is because some people do not use good judgment in the farm or country place they purchase. Take, for example, the case of the Smiths. A middle-aged couple with two children, they lived in a city apartment. All of the Smith family liked to get out in the country. So one summer Sunday afternoon. and moved into their new home. Thev had a wonderful time that first summer getting the quaint old place fixed up. But by the time au tumn rolled around they had begun to grow a little tired of living in an isolated farmhouse miles from no where, walking a mile to the mail box, and putting up with numerous other inconveniences. They also learned that the children would have to walk a mile to get to the school bus line. A dirt road bordered their farm. It was in good shape during the when they were out for a drive, they happened to stop at a pic turesque, abandoned farm. The house was old and in need of re pairs, but appeared to be sturdily built. From the front porch there was a beautiful view of a lovely val ley. Seeking out a local real estate agent, they were surprised to leam that they could buy the big house, the buildings, the land, and the beau tiful view -- all for $2,000. This was just half what a none-too-pretentious house in the city would cost. So they made a $500 down payment, signed a mongage for the balance, summer, but as winter came on it became impassable with mud and snow. So Bill Smith had to trudge a mile each morning and night to and from his car which he parked in the bam of a neighbor who lived on a paved road. The Smiths struggled through the first winter. Then Bill lost his job in the city'. With all their savings tied up in the farm, Bill decided to try to make it produce a living for his family. But the farm had a thin, poorly drained soil and was located on a high level of ground where there was a short growing season. The 13 ETC 32236 combination of poor farm and in experience meant no crops to sell in the fall and hence no income. The Smiths couldn't meet the mort gage pavment, their taxes, or anv other bills. The result was that thev were forced to give up the struggle. They went back to the city for keeps. The story of the Smiths need not necessarily have had such an un happy ending. They entered into an unequal contest in the first place by buying an abandoned farm. If ex perienced farmers who had preceeded them had not been able to make a living out of the farm, it could hardly be expected that rank amateurs could make it pav. There are other points to consider in selecting a farm. The most im portant. says Professor V B. Hart of the New York State College of Agriculture at Cornell University, are "climare, soil, topographv, mar kets. condition and adequacv of buildings and improvements, availabilitv of good roads and other pub lic services." A prospective purchaser will do well to remember that farm land has three dimensions, not two. As Professor Hart says, "When buving citv real estate, a person is apt to be most particular about the length and breadth of his purchase. When buving a farm, however, manv persons fail to remember that soil has a depth as well as length and breadth. "Depth of the soil is one of the most important factors affecting productivirv of land. Soil may vanin depth all the way from a few inches to several feet. It is much cheaper to buy fertility in the land than in a fertilizer bag, and a farm with onlv four inches of soil does not have the possibilities of one with several feet of good soil." For anvone "whole hog" and giving up his job in the city to be his own boss by oper ating a farm, agricultural economists suggest it would be best to work as a hired hand for some successful farmer for a vear or two. In that way one can gain practical experi ence without risking his savings in an untried venture. Look Before You Leap It would be wise to look over carefullv the rural community in which a person contemplates locat ing, experienced back-to-the-Ianders advise, just to make sure that the people living there "talk the same language." In a large city, there are thousands of people from whom to pick and choose friends. In a rural communirv there are only a small number of people. Of necessin-, therefore, a person's neighbors must be his friends -- if he wants any friends at all. A. B. Gcnung, an agricultural economist of the U. S. Department of Agriculture, offers sonic very worthwhile advice to people who would be part-time farmers. Says lie, "It is possible, practicable, and prof itable for manv a man to work in a citv and live out where he can have a few acres of land and what goes with it. "Thousands of city workers arc actuallv doing this very thing, with pleasure and benefit to themselves and their families. "Remember, it takes monev to own a farm, however small. You ought to have a little saved up -- $500, say; $1,000 would be better. Veterans and many others can get credit, of course. But in the long run there isn't any real reserve out side of your own monev. If vou haven't any monev at all, vou'd bet ter not try to buy a place. Rent one. "A great deal depends upon your judgment in choosing a home place. Be sure to get on an all-weather road; and see that the place has a fairly comfortable house, good wa ter supply, and electricitv in or near. If you ignore any of those four things you'll be sorrv. "Don't try to underrate more farming than vou can handle. That is one of rhe most common mistakes. If vour job in town is really the main thing, keep it so in your plans. Don't think of the farm as anything more than a secondary job. Don't aim, at first am bow, for much more than a good garden anil perhaps a few liens. I.arer you may want pigs, a cow, more poultry, and fruit. But don't get yourself out on a limb at the very start. "Do a lot of thinking about the future of vour job before vou an chor yourself to a little counrry place. If the job should fold up. is it a place that vou could sell readily if vou wanted to move somewhere else? Few part-time farms will re turn a living unless there is a de pendable source of outside income. "Take vour time about buying a farm, whether one acre or 100. Talk it over with vour wife. Talk it over again and again. When you get up to the point of really wanting to find such a place, look around very carefully. "Finally, if vou want to live on the land, go to it! W ith ordinary common sense, pluck and a willing family, it's a life fit for a king! 14 etc 3223T A-" ETC 32238 Among the ancient Chinese, salt was considered second in value only to gold, and it held an important place in the monetary system of the Great Moguls. Marco Polo, in the 13 th century, wrote of flat cakes of salt, bearing the stamp of the Great them to see that no other dish was placed upon the table before the salt was in position. With the peasant, a shell served as a receptacle for salt, but at the repast of the wealths- citi zen a silver salt cellar, which was usually an heirloom, was placed in An elaborate gold Italian salt sellar wrought by Benvenuto Cellini in 1545 Napoleon's soldiers, retreating from Moscow, lost many wounded, due to a lack of salt in their bodies The widespread notion that the spilling of salt produces evil conse quences was probably due to the sacred character of salt in early times. Anyone having the misfor tune to spill salt was supposed to incur the anger of all good spirits. Leonardo da Vinci evidently had this superstition in mind when he portrayed an overturned salt cellar before Judas in the painting, "The Last Supper." Through the ages belief in the sacred properties of salt persisted. In Scotland salt was in high repute as a charm, and the salt box was the first chattel to be removed to a new dwelling. When Robert Burns, in the year 1789, was about to occupy a new house at Ellisland, he was escorted on his route along the banks of the River Nith by a procession of relatives, and in their midst was carried a bowl of salt resting on the family Bible. Peculiar notions about the magi cal properties of salt were common among uneducated people in Scot land. In some regions a new tenant would not move into a furnished house until all the objects therein had been thoroughly salted, with a view to the destruction of witchgerms. Roman soldiers received part of their pav in the form of salt, from which comes our modern word "sal ary" and the expression "worth his salt." Khan, which were used as money in Tibet. Even today, salt takes the place of money in certain parts of Africa, Mexico, and the South Sea Islands. Money in Ethiopia When the followers of Mussolini invaded Ethiopia, the native hunters refused to accept Italian currency in exchange for skins, but instead used coin-shaped discs of salt. Right here in America, each member of the Onondago tribe of Indians receives from New York State an annual pay ment of salt, in accordance with an old treaty, as pan compensation for ceding 7,300 acres of land back in 1813. The Romans considered salt to be a sacred article of food, and it was a matter of religious principle with the middle of the tabic, and this cus tom prevailed in England in early times. Medieval salt cellars were often elaborate pieces of craftsmanship. Until the end of the 17th century, the rank of guests at a banquet was indicated by their seating with refer ence to the massive silver salt cellar. At the head of the table "above the salt" sat the host and his more dis tinguished guests. The less noble sat "below the salt." In the 1 ith century the laws of King Canute provided that any person sitting at a banquet above the position to which he was entitled should be "pelted out of his place by bones at the discretion of the company." Etiquette was some what vigorously enforced. Salt has played a strategic part in great military engagements. 16 ETC 32239 Napoleon's soldiers on the cele brated retreat from Moscow died by thousands as the result of wounds whose failure to heal was attributed to their prolonged deprivation of salt. The same circumstances were reported during the Paraguayan War of 1874. In our own country during the Civil Mar, one of the principal purposes of a Union campaign into Virginia was to capture a chief source of salt of the Confederacy located at Saltville. Even in World War II, the loss of salt contributed to the downfall of Japan. Said the Japanese premier, in reporting to the Diet on the reasons for Japan's de feat: "As the importation of industrial salt from the continent diminished, the output of chemical industries based on the sodium industry had to decline with increasing rapidity, and we were confronted since the mid dle of the year with a possibility that the supply of explosives and other indispensable materials as well as production of metals would be im peded." Primitive Salt Treatment Old manuscripts reveal that 5,000 years ago in China, salt was obtained by boiling and evaporating the ash from sea weeds. In America scarcely a hundred years ago, Indian tribes, living near the ocean, evaporated sea water in open trenches. Those living inland obtained salt by boiling and evaporating the brine from salt springs to which buffalo and deer were wont to come. Early American settlers, living in the interior, underwent great perils and hardships to obtain salt. As might be imagined, salt was expen sive, and at the time of the War of 1812 it cost $5.00 a bushel. Little change was made in the method of salt manufacture through the ages until 1886, when Joseph Duncan, an American, started a salt company at Silver Springs, New York. He employed a revolutionary new process -- the vacuum pan proc ess -- which is still in use today. This method produces a uniformly grained salt of very high purity. In AMia tall if laboriously obtained by evaporation. A worker is collecting the dry salt crust from each basin Salt is an important raw material in the manufacture of Ethyl fluid. Here it is being filtered preparatory to being electrolytically decomposed water in order to obtain the salt. This is done bv evaporation, in which the water is boiled off under a high vacuum by heating it with steam. The salt then crystallizes out Where they cut a wide lane through the grove of pine I start from the station, walkin' the line. It's a right smart step Saluda river way But not half bad on a purty day. I take along a stick, when the grass is high, To whack at the snakes as I pass by, To fuzzle the bushes and see what's there . .. Transports wing it across a strip of air And a buzzard flaps and a rabbit scoots Out of a thicket and across my boots. In the spring it's honey to sniff and smell And feel in my bones everything is well Just turnin' green twigs and poppin' up sweet With a lot of little flowers to slow my feet. Oh, yes, I mind the pipes, every joint, you bet. Whether it's cold or just plain wet; But it's a right smart step, as I started to say, When I'm walkin' the line Saluda river way. to form a slurrv or magma, which is pumped to filters which separate the salt from the liquor. After leav ing the filters, the salt passes into gas-fired dryers where the last traces of water arc removed. The purified salt is then delivered bv conveyors and elevators either to the salt storage bins or directlv bv con veyors to the electrolytic cells, where it is charged. This "electric chair" treatment decomposes the salt into its two ele ments, sodium and chlorine. The sodium is then used to form an allov with lead, while the chlorine enters, among other things, into the manu facture of cthvl chloride. The final Alice Wilson Oldroyd reaction of ethvl chloride with the lead-sodium allov viclds tctracthvl lead, the active ingredient of Ethvl Wells are bored and water is piped of salt per day, or 12 pounds per fluid, which improves the antiknock down to salt strata in the earth. The vear, to enable the various glands to qualirv of gasoline. resulting brine is pumped up, filtered hold the amount of water thev need Besides its use in the manufacture and purified. After evaporation in for proper functioning. During hot, of Ethvl fluid, salt has innumerable vacuum evaporators, the salt is humid weather, people consume salt other industrial uses, both of itself drawn off and conveved to drvers. tablets to replace the body salt lost and for its two elements taken sep- It is then screened to separate crys through perspiration, and thereby aratelv. Sodium is emploved in the tals of different size used for various ward off fatigue. Salt is also the manufacture of dyes, insecticides, food and industrial purposes. Besides source of an important component and photographic materials, and in V evaporation, salt is also mined. of gastric juice, both in the human the treatment of metals. Chlorine, The more civilization has pro and animal body. Upon receiving besides purifving water, is used to gressed, the more demand there has been for salt. Today, over four mil lion tons of evaporated salt are re quired annuallv for the home and for a vast number of farm and indus trial uses. In the curing of hides and skins for leather, alone. 300,000 tons of salt are used annually. In the man ufacture of ravon, caustic soda is emploved, which is obtained from salt. In so far as human needs are con cerned, nutritionists estimate that adults require about half an ounce salt, the stomach changes its chloride component into hydrochloric acid in order to digest its food. The body divides the salt into its chemical constituents with the greatest of ease, but it takes elaborate equip ment to do the same thing industriallv. A good example of this is seen in Ethyl's plant in Baton Rouge, Louisiana. There, salt in the form of brine is pumped in from wells :o miles away. Since brine consists of salt and water, it is first necessarv to remove the make hydrochloric acid, the "work horse chemical," and enters into a host of other industrial uses. As for the salt itself, it is used as a gargle, and as an important constituent of some dentrifices, and figures in maindrugs, pharmaceuticals and vitamins. And as many uses as have been found for this age-old substance, the re search chemist is finding still more. (The editors of the Ethyl Xe~-s are indebted to the II'orcester Salt Co. for much of the historical mate rial in the foregoing article.) 18 ETC 32241 Car owners abroad, after enduring far greater hard ships than Americans, also look ahead to the time when new cars again can be had for the Rest of the WorldByJames Stanford mericans aren't the only ones A who want -- and need -- new truck. Instead, he will have to con tinue to ride his car until it falls apart automobiles. So do people all ove--r as he has always done. During the war, a vast network of strategic highways was built down under, which for the first time the world. Yet, that there is a vast overseas tied all parts of the country to Everyone is.familiar with the war market for automobiles is empha gether, north and south, east and time mortality of automobiles that sized by these wartime develop west. These new roads are slated to took place in the United States. ments: Automotive vehicles have give Australia a big lift industrially. Overseas, that mortality was propor proved their worth, the world over, As part of this, there is a large tionately even more severe. For, be in supplying the Allied war effort. postwar demand for cars and trucks. sides the many cars that died of Military highways, built in Aus There are even plans afoot for Aus extreme old age (and a lack of repair tralia, Burma, the Middle East, Can tralia to produce its own cars, but parts), a great many more were de ada and the Americas, lay the basis these have not yet materialized. At stroyed by bombing and shellfire, or for a greatly expanded highway any rate, trade sources place Aus deliberately sabotaged to keep them traffic. And foreign countries which tralian demand at as high as 80,000 out of enemy hands. As a result, have supplied the United Nations cars a year for five years -- which is there is a desperate need for cars in with raw materials now have the pretty good for a country of only virtually any foreign country you purchasing power which they want seven million people. And, as in the could name. to turn in for new cars. past, Australians will continue their At present, the outlook is still The needs of Europe, whose au preference for can of American pretty grim for civilians in foreign tomotive population was probably origin, because they are big and lands. the most severely decimated, are sturdy, suitable for cross-country True. England and Sweden, to readily imaginable. But take a coun driving, and fairly easy to keep in name two pre-war manufacturers, try like Australia, whose car popu repair. have resumed car production on a lation declined surprisingly little: The story is much the same in an small scale. Similarly, an export from 850,000 vehicles in 7940 to other British territory, the Union quota of 6% of our domestic pro 722,000 in 1943. of South Africa, where nearly 350,- duction for 1945 has been set. But real replenishment must wait upon all-out production in the United Even before fhe war, tho tailing and servicing of tars extended from tho Arcflt to tho Antarctic. Here it a car doalorthip in Reykjavik, Iceland States, while overseas plants, partic ularly in Europe, require a vast job of reconstruction. In consequence, it will be a long time before the average foreigner can count on buying a new car or 19 ETC 32242 ooo motor vehicles are used by 2.2 million whites in a country of 10.7 million. The Union maintains a pur chasing mission in this country, which is trying to secure cars and trucks, mostly the latter, for the strong commercial and industrial de velopment taking place there. Here too, American cars are wanted. Or consider Mexico, which has 155,000 motor vehicles. That coun try has steel mills, power develop ments, oil, agriculture, and is on the Inter-American Highway. It is, too, a big tourist center which has had a tremendous wartime boom. Mex ico's mass transportation system is ancient and decrepit, and the need for thousands of buses, among ocher vehicles, is desperate. So, for that Hi matter, is Brazil's, where fuel short ages during the war cut motor ve hicle operation from 220,000 to 145,000. Brazil's potential as an in dustrial nation is well known. And where will her cars come from- From the United States, of course. The whole western hemisphere, in fact, is nearly 100% American in its automotive preferences. Jump halfway around the world A service station in Argentina. South America is a big markot tor automobiles--and gasolino to the Middle East, whose oil fields promise to be a major postwar fac tor. Iran, Iraq and Arabia learned during the war what trucks can do, when U. S. forces moved lend-lease supplies into Russia -- through 150 desert heat and through the sub freezing cold of n,ooo-foot moun tains. Before the war, these countries had among them some 19,000 vehi cles, mostly trucks and taxis. They will need many more. So will Egypt, whose 34,000 units in 1939 are still running -- but in a sadly patched-up condition -- for Egypt is a stop on world airlines and a key to world transport routes by sea. When normal transportation route* were blasted overseas, automotive vehicles pitched in and saved the day Or consider China, which has lit tle left after the long war with Japan. China, woefully deficient in railroads, is a country broken up bv rivers, plains, and mountains like a scenic railway. Trucks arc vital to her economy, and to the develop ment of her industry in the interior. Already, more than 15,000 U. S. Army vehicles have been put at the Now that tho war is over, automotive vehicles will play a big part in the pos/wor reconstruction ETC 32243 disposal of the Chinese, with another 4.000 promised. .Manv more will be needed when China recovers from its internal strife and sets about the task of reconstruction. So it is the world around. As U. S. car production hits its stride, as overseas plants are rehabili tated and put back into production, people of every nation look forward to the dav when new model cars and trucks will again be ayailable. And ".Made in America" vehicles will be well represented. Before the war, some 10% of U. S. passenger car production, between 25% and 28% of its truck output, went into export channels. In the decade, 19311940, the United States exported some $2.4 billion worth of automo tive equipment. To Keep 'Em Rolling .Meanwhile, foreign nations have received help from the United States, in easing their motor vehi cle deficit, by means of lend-lease. Under the Act, hundreds of thou sands of vehicles were exported overseas to help in winning the war. Now these military vehicles are be ing converted to peacetime trans portation tasks and will fill in the gap until new cars and trucks are again forthcoming in volume. At the same time, it seems pretty certain that a lot of U. S. Army vehicles will be disposed of in the Allied coun tries where they saw service, instead of being returned to the United States. These, too, will aid in easing foreign needs for vehicles, particu larly for trucks. It sometimes comes as a surprise to an American to learn just how widespread automotive use is throughout the world. Before the war cut its swathe, for eign countries were making use of some 14.3 million motor vehicles. Added to the 30.3 million cars. W-,' -7^ JpT-a New British postwar automobiles are already being manufactured and sold to users. Here is the Riley trucks and buses in operation in the United States, they made for a world population of 44.6 million motor ve hicles, at the beginning of 1940. And to sell and service these overseas vehicles, car dealerships and sendee stations extended as far north as the little Finnish city of Rovanamieni, inside the Arctic Circle, and as far south as the Chilean town of Porvenir, in Tierra --the islands off the southern tip of South America. During the war, the foreign car population suffered a heavy mortal ity -- from direct destruction, from a lack of repair parts, and because no new cars were available -- but precisely how heayy, no one knows. Against the pre-war figure of 14.3 million, the 1944 World .Motor Cen sus, compiled by The American Au tomobile (Overseas Edition) and its Spanish counterpart, El Antomovil Americano, could account for only 6. i million registrations. While the war's ravages were partly responsible for the tremen dous decline, a great manv cars were forced out of service by the severity of fuel rationing -- far worse than anything encountered in the United States. Nevertheless, people everywhere made heroic efforts to keep their highway transportation systems go ing during the war. In many coun tries, the destruction of railroads, or their commandeering for troop movements, made dependence on motor vehicles even more complete. That is why people in Peru fitted parts from one car into another -- and car parts into trucks, used tubu lar metal bedposts for parts, cut gears out of pieces of steel, using hand saws and files. That is why all manner of strange devices, called gasogenes,. were developed all over the world to bum everything from straw to coal; they drove cars at only half their normal power -- but they still drove them. That is why, too, tires were patched with cloth, wire, and string, and even had bolts driven through them to hold the patches on. That is why men in Australia tried embalming fluid and camphor balls for fuel, and people in France and England <drove buses with huge bags overhead containing city illu minating gas. They had to keep their cars, trucks and buses running, or die. American soldiers back from 21 ETC 32244 equipment for burning it, was a heavy drag on the vehicle. Motorists found that, in the compressed gas vehicles, the weight of the tank was an added load on an engine alreadv laboring under an inferior fuel. Now that the war is over, the sub stitute fuel-burning devices are be ing discarded as quickly as supplies of their normal motor fuels are again available. Motorists all over the world want to share in the improved grades of gasoline which generally have come out of the war, and in most cases they may be expected to gratify their desires. And looking far ahead into the future, when the wreckage of the war has been caned away and the postwar reconstruction completed, people in the automotive expon field look to a near doubling of the world's car population within a dec ade or two. Against a pre-war total Traffic as it was before the war in Paris. It may be a iong time before cars are again to phntiful in Fronte of 4J million vehicles, they have set their sights on a goal of j; million vehicles. And when that day arrives, China tell of Chinese trucks run tutes that were used were strictly they see no reason why, in non-pro I ning on producer gas, with a three- a case of dire necessin-. ducing nations overseas, three out man crew needed for every truck. In Europe, long accustomed to of every four cars shouldn't also be c* One man drove. The second rode substitute motor fuels, gasoline from American then, as at present. on the front fender with a can of the hydrogenation of coal was a gasoline in hand to prime the en leading source of supply. This, to gine whenever it sputtered on a hill. gether with alcohol, was the prin The third rode the tail gate, and cipal straight fuel used. In addition, OUR PICTURES held a block of wood to chock the rear wheels whenever the truck couldn't struggle up another foot of tortuous grade, and quit. In China, there were gasogene units, burning wood, charcoal, coal, and peat, which yielded a producer gas (CO) that drove a vehicle. Compressed Cover by J. J. Fanta; Pages 4 (top) and 20 (bottom). Acme Newspictures, Inc.; Page 12, courtesy New York State Col lege of Agriculture, Cornell during the war, a large percentage gases, carried in tanks, were also University; Pages 12-14, car of U. S. Army vehicles was even used, as were other combustible toons by Rodlow Willard; iIIi converted to running on alcohol, gases and liquids. which was made from Chinese rice These substitute fuels, however, Pages ij (left) and 16 (left), The Bettmann Archive; Pages 15 (right) and :6 (right), cour and sugar cane. This is how desper- together with the bulky equipment tesy The New York Public Li atelv short supplies were in that they frequently entail, were decid brary Picture Collection; Pages beleaguered country. edly inefficient. Furthermore, some 19 and 20 (top), courtesy Let nobody think, though, that of the fuels were very messy to han American Automobile; Page 20 anv motorist anywhere in the world dle, and a "filling" lasted only yo (center), Sovfoto; Page 21, I will keep on using gasoline substi miles at best. In the producer gas British Combine; Page 22 and third cover, Philip Gendreau. tutes for one minute longer than vehicles, the weight of the solid fuel necessarv. The motor fuel substi usually used, together with the 22 ETC 3224 L. i; i- Over Utld over &gain the Ethyl emblem on your pumps tells customers that here is the quality gasoline they are looking for. It's on the job for you every minute that your stations are open... every time a pair of eyes look at your premium pump. ETC 32247 I