Document RpzoVRQ1DmJ9pZb85vO7Y0q6n

C.IWI CORPORATION ETC 32249 INDEX "ETHYL NEWS" 1951 AUTOMOTIVE Aristocrats of the Road (custom built cars).....................................................................................January Built-In Octane Numbers.......................................................................................... August-September Destination: Motorists Everywhere (third cover).............................................................................. April Detroit's 250th Birthday..................................................................................................................June-July Engines Live Longer, Tool..................................................................................................................June-July Geared to Fight (Army vehicles)............................................................................................................. April Rodeo on Wheels (National Truck Roadeo)..............................................................................November Thanks by the Truckload................................................................................................................... February They're Little Demons (three-quarter midget racing cars)..............................................................June-July AVIATION Airports 6 la Mode (world airports)................................................................................................. January Aviation Logbook: 1926-1951 .....................................................................................................................May Blimps Ahoy.......................................................................................................................................February Home Front Air Force (Civil Air Patrol).................................................................August-September Mid-Air Fill Up (flight refueling).................................................................................................... November CORPORATION ACTIVITIES and PERSONNEL ITEMS Ad-ing New Customers (Ethyl advertising program expanded).................................................... May Armstrong, Wallace F., named Houston plant manager....................................... August-September Bailie, John D., named chief automotive engineer of Central Region..............................................May Boudreau, James E., named public relations director................................................................. November Clinical Aid for Motorists (Product-Sales Clinic).................................................... August-September Cole, John S., named RMOGA director...........................................................................................March Collins, Merritt, named manager of marketing analysis...................................................................... April Electronic Particle Counter (third cover).............................................................................................. March Ethyl -- An Adventure in Chemistry...........................................................................................October Ethyl Exhibit at Spindletop Observance (third cover).................................................................February Killing Cotton Killers (third cover).....................................................................................................June-July Lewis, Oscar B., elected Ethyl Antiknock, Ltd., vice president....................................................November Macauley, J. B., authors paper for World Petroleum Congress..............................................January New Sales Training Center (box)..................................................................................... August-September Remondino, Michael A., named technical representative...........................................................February Roll Call of Ethyl Chemicals (third cover).................................................................................... October Stockpiling for Security (third cover) .... ....................................... August-September Technique in Tractor Service (new Ethyl program).............................................................................. March The Trail of the Arbutus (Kettering birthday booklet)................................................................. October There Is A Difference (new Ethyl film)................................................................................................. April Turner, B. Bynum, elected a vice president.................................................................................... June-July Two Equals Three (Oil Progress Week demonstration).................................................................November Visibility Unlimited (third cover).......................................................................................................... November FARM Soil for Our Sons...............................................................................................................................June-July The Passing Scene in Barns................................................................................................................... February ETC 32250 INDEX "ETHYL NEWS" 1951 GENERAL INTEREST A World of Sport (foreign athletics)................................................................................................. March Accidentally Yours (freak mishaps)...........................................................................................................March ACS Diamond Jubilee Meeting (picture report)....................................................................... October Blow the Myth Down (box)........................................................................................... `1 'ember Business in Bloom (seed-growing industry).......................................................................................... .Sruary . . . But Few Are Chosen (Hall of Fame)........................................................................................... March Dashboard Telephones (mobile phone service).............................................................................. March Dispatch from Spain.........................................................................................................August-September Educated Americans or Trained Robots?...........................................................................................October Father Time's Art Gallery (calendars)........................................................................................... January Fountain of Youth (young scientists)................................................................................................. April Idyl of an Island King.........................................................................................................August-September Men Have a "New Look," Tool........................................................................................................November Most Likely to Succeed........................................................................................................................... October Ocean Free Delivery (bottled messages)................................................................................................ April Once Upon a Holiday (old-fashioned Fourth of July)................................................................. June-July R for Industrial Health (Kettering Laboratory).............................................................................. May Roamin' Holiday (national parks).............................................................................................................. May The Fish and I April The Heat's on the Woolly Bears................................................................................................. November Tuning in the Sun (the coronagraph)........................................................................................... January You Name It (unusual geographical names)................................................................................... February PETROLEUM Atoms, Oils, and Engines................................................................................................................. November Collectors' Items in Oil.........................................................................................................August-September Fighting Fuel (jellied gasoline)..................................................................................................................March Floating Service Stations (Navy fleet oilers)........................................................................................... May Housekeeping: Continental Plan.......................................................................................................February Metered Progress (gasoline pump history)................................................................................................ April Revolution in Vermont (use of oil in syrup making)........................................................................March Spindletop Anniversary (third cover)..................................................................................................January The Queen of Clubs (Desk and Derrick organization)................................................................. June-July The Town That Lives on Oil (Petersburg, Alaska).............................................................................. May Third World Petroleum Congress (third cover)........................................................................................... May Tomorrow's Service Today (N. J. Turnpike service stations).................................................... November Warehouse for Oil (deep-water terminal)........................................................................................... January SPECIAL ISSUES American Petroleum Institute annual meeting................................................................................. December Education and Chemistry.....................................................................................................................October ETC 32251 ... A t J. B. Macaulay, director of re search at the Ethyl Corpora tion Research Laboratories, has prepared a technical pa per, "Advances in the Utiliza tion of Tetraethyl Lead," which will be discussed at the Third World Petroleum Congress, The Hague, Netherlands, May 28-June 6. Mr. Macauley will also attend the Congress, the first world-wide meeting of in dustry technologists since be fore World War II. Purpose of the gathering is to focus attention on the place of science and technique in the petroleum industry. Repre sentatives of at least 25 na tions and all major petroleum producing and refining coun tries are expected to attend. A native of Washington, D. C., Mr. Macauley inter rupted his studies at the Uni versity of Illinois to serve in the First Marine Aviation Force during World War I. He began his automotive career with the Packard Motor Car Company. For 20 years he was associated with Chrysler Cor poration, where he was active in the development of the fa mous Red Head engine. Mr. Macauley was chief of applied research for the Pratt and Whitney division, United Aircroft Corporation, before he joined Ethyl as director of en gineering research in 1945. He was named director of re search in 1947. As was announced several months ago, Earl Bartholo mew, general manager of the Ethyl Laboratories, is repre senting the S.A.E. on the six- man Executive Committee of the National Committee for the United States for the Third World Petroleum Congress. ARISTOCRATS OF THE ROAD 3 Do you want an automobile with a rear teat instrument panel, glass partition between front and rear seats, leather or hinged roof, no rear quarter panel windows, or gold plated fixtures? See Philadelphia's Derham brothers -- they're the world's leading custom body specialists. WAREHOUSE FOR OIL 7 The modern deep-water fuel oil terminal is a vital link in the whole long chain of our complex yet efficient petroleum trans portation and distribution system. Here are pictured some of a typical terminal's most important operations. TUNING IN THE SUN 10 Thanks to the coronagraph, an instrument that enables them to study the sun's raging Ares, scientists may soon be able to make travel safer and communications more efficient. It may even un fold secrets about strange forces that could be affecting our lives. AIRPORTS A LA MODE 14 With international and intercontinental air travel now so com monplace, air terminals in all parts of the world are familiar sights to many Americans. These pictures show some of those best known global travelers. FATHER TIME'S ART GALLERY 16 The huge crop of 1951 wall calendars that have just made their appearance all over the country indicates, once again, that America's taste in popular art is still changing. * \\ i. I Ill ordtr to widon tho Holds of roador Interest In Ethyl Nows, wo froquontly publish artklos contributed by writers not associated with Ethyl Corporation. Opinions oxprossod in slgnod artklos oro tho authors'. Tho oditors of tbo Nows wokomo artklos of timoiy interact submitted from outsldo sourcos. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L StMa, pr.ud.itt; Hanky T. Crouland, vie. pruid.nl and tiaatmr; ti.rb.rt A. Savegt, auutant ..notary ETC 32253 Aristocrats of the Road Custom-built automobiles, like those produced by the Derham brothers, are for discriminating owners who want and can pay for more luxury than standard models provide aking a standard automobile the time, ability, or inclination to do Tand making it into something their own customizing, yearn for that it wasn't is a hobby to whichcars that are a little fancier, more hundreds of automotive fans are in bizarre, distinctive, or utilitarian. For curably addicted. "Customizing," such car owners, custom body shops thev call their avocation to distin are the answer. guish it from the mere stripping Recognized king-pin in the tailor- down and souping up that teen-agers made car field today is the Derham do to make a car a hot-rod. And Custom Body Company of Rose- samples of their work can be seen mont, Pa., tony Main Line suburb almost anywhere. The proprietor of of Philadelphia. This concern has an Illinois body repair shop, for ex survived -- and prospered -- because ample. recently took a conyertible of its ability to translate the whims chassis, added a larger car's engine, and fancies of discriminating car blended in parts from seven other owners into skillfully-built four- makes of cars plus two truck tops wheeled realities. and six fenders, and came up with a striking "car of the future." World-Wide Market Such complete rebuilding may be Plenty of evidence that "It takes more than most of his fellow part- all kinds to make a world," can al time body stylists go in for, but most always be found on the floor many of them do add or eliminate of the Derham shop. And "world" windows, make convertibles out of is no exaggeration. Derham custom- closed models, or replace standard made automobile bodies can be body parts with ones of their own found in virtually every comer of design to give their vehicles the in the globe. Besides American movie dividuality they seek. stars, government officials, and mil But for every one of these auto lionaires, made-to-order car owners motive handymen, there are many include Middle Eastern sheiks and motorists who, while they haven't shahs, presidents of Central and South American countries, Euro pean potentates, and countless other folk who want their standard pro duction-model cars altered for some reason or other. Derham's jobs range all the way from giving the rear end and trunk of a young salesman's coupe the "continental" look to building a 21 Vi -foot desert cruiser for the Sheik of Kuwait. Bills for their work run anywhere from a few hundred to $40,000 for a single job. Despite the high price tag on au tomotive individuality, custom body building isn't a sizeable business from the standpoint of units pro duced. The number of people who have the money to further any in clinations they may have along this line limits the market severely. But those who have, however, some times go to what many people would consider rather unusual ends to satisfy their desires. Witness the case of a sociallyprominent Philadelphia family pay ing Derham $5,000 to fit a Rolls Royce body to an old Model T Ford chassis. It seems that nothing less than Rolls style, dignity and comfort would do to convey their young daughter to her many social engagements. And sentiment dic tated that mother's old chauffeur do 3 e*Sr All the cars pictured on these two pages are Derham creations. This one was made from a Lincoln, according to plans drawn by industrial designer Raymond Loewy This 12-year-old Packard brougham with an extra rear seat cushion tor its diminutive owner is still used by Lily Pons. It bears the Connecticut license PONS The Duke and Duchess of Windsor specified every detail for their maroon Cadillac. The Duke even drew sketches for the special map pockets that are built in the doors and back of the front seat Right, this 163-inch wheelbase, seven-passenger, convertible se dan was Derham's answer to the Sheik of Kuwait's demand for a car longer than his neighbor's 4 the driving. The gimmick was that while the old man was an old hand at manipulating the foot pedal shift, he had never dared to tackle a "new fangled" hand gear shift lever. But the unusual and sometimes seemingly fantastic requests of cus tomers are taken in stride and sel dom cause a raised eyebrow in the Derham plant. James B Derham, president of the custom body firm, is a customer relations man par excellence. Aided and abetted by brother Enos, the design and engi neering genius of the team, he does everything possible to satisfy even the most bizarre requests. Refused Order On one occasion, however, Der ham did "regret that previous com mitments" prevented them from ac cepting an order to bulletproof a Duesenberg belonging to a notorious gangland character. And it wasn't that they couldn't have built the car. The Derhams refused the order for fear that the hoodlum's followers might wreak vengeance on them if the body failed to stop some flying lead. Catering to the great, the near great and the socially elect is noth ing new for the Derham family and their close-knit team of about 40 vet eran craftsmen, the junior of whom claims 20 years' experience. Irelandborn Joseph J. Derham, father of the two middle-aged brothers who now carry on the business, opened t f s e t a t t E t v n o ii tl % ETC 32255 his own carriage-making plant in Rosemont in 1887 and made a va riety of horse-drawn broughams, landaus, and phaetons for Philadel phia residents for years. The absence of tops or presence of onlv fabric ones on early autos is what started him in car body work. Many owners, who wanted some thing better, asked the Derhams to build them winter and summer bodies for their cars and switched them with the seasons. Three Types of Jobs Basically, the company now does three types of jobs: standard con versions. such as making limousines from high priced production model sedans; custom conversions which entail building or rebuilding and trimming a car from the chassis up; and "sample" work for Detroit au tomobile manufacturers. In this last type of work, manufacturers ship Derham a late model car and give them a free hand to experiment, with new styling and design treat ments. Desirable features which they originate may then be incorporated into future production models by the manufacturers. .Most conversion orders come through local automobile dealers who determine customer's wants, act as middle-man between the car owner and the Rosemont firm, ar range for shipping and delivery and receive a commission. On any num ber of occasions, though, famous people get in touch with the Der hams directly, by mail or with per sonal visits to the shop, to tell James and Enos just what they want. The brothers thought they were in for a dose of "temperament" one day when Leopold Stokowski strode into their office. But to their surprise they found the great musician was a sound business man, with definite but sound ideas of the kind of openfront town car he wanted. When the famed conductor left, they agreed that he'd been an easy cus tomer to deal with. But standard conversions account for the bulk of Derham's work. They are its closest approach to a mass production operation and real ly are its bread and butter. These involve installing a glass partition between the front and rear seats, re ducing the rear window' to a small discreet oval, filling in the rear quar ter window's on both sides and pad ding and covering the entire top of Once a standard production model Chrysler Imperial, this distinctive car was converted for Harvey Turnure, president of a New York City Chrysler agency the car with tan canvas or black leather. Such a job costs anywhere from $1,800 to $2,500. Entire custom bodies, of course, far outstrip these standard conver sions both in cost and work in volved. They average around $20,000 in price and require several months' work. If extraordinary fea tures such as bullet and bomb proof ing, rear seat instrument panels, short wave radios, mink lap robes and gold plated fixtures are included, the price tag may read $40,000 and they may take a year to complete. Built Loewy's Cars Two identical but entirely origi nal car bodies designed by and built for industrial designer Raymond Loewy rank among the most dis tinctive Derham has built in recent years. They look exclusive enough to satisfy even a most exacting maharajah. And the enclosed rear seat with small porthole-like win dow's of blue tinted glass and the plastic roof over the front seat don't tend to shatter this illusion. Of course, there are cases where sheer luxury or a desire for some thing different aren't responsible for getting Derham an order. A cus tomer's health or physical infirmities can be responsible for jobs like Der ham's wheelchair cars with built-in ramps, and the body with the hinged roof panel w'hich allowed the crip pled Cuban arthritis sufferer to get in and out without stooping. But most orders result from the natural human desire for something very different or simply distinctive. The Sheik of Kuwait's order of three years ago smacked entirely of a Middle Eastern version of "keep ing up with the Joneses." It seems that the chortling of one of the Sheik's neighboring rulers over the fact that his 2 i-foot land yacht was the longest in existence nettled His 5 ETC 32256 f: - <. . U t&L ..wncJ4- t3 Secret Service men guarding the President ride on the special running boards built on this Lincoln, one of ten added to the White House fleet last year Six months went into the designing and building of this special, all-purpose vehicle for Richard Kleberg, owner of Texas' fabulous King Ranch Grand Rapids, Mich., finished the seven-passenger convertible. Cowpunchers' work on the fabu Highness more than the royal blood ble Cadillac delivered to Bill "Hop- lous King ranch in Texas has been could stand. So he called for a 21- along Cassidy" Boyd. Hoppy's 160- easier since Buick made them a spe foot, six-inch, peach-colored con vertible, complete with two radios and an ear-piercing siren to proclaim his vehicular supremacy. Cars destined for sandy country, like the Sheik's, are "desertized." This includes a dust-proof carbure horsepower steed was upholstered in white leather with black cording and featured spotted cowskin floor coverings. And from a "New York er" chassis, Chrysler Corporation built up a special camera car which its advertising agency uses in filming cial utility range car. This four-door convertible cattleman's dream has a wrangler's seat on the right front fender and rifle holsters built into both front fenders, within reach of the front seat, among its many unique features. tor and air cleaner, window and door seals, and oversize fenders and wheel housings to accommodate ex tra wide tires. outdoor sequences for TV commer cials. A raised platform on the rear of the car gives the cameraman a 360-degree traverse. And so it goes -- cars specially built for all purposes and occasions. The demand for and universal popu larity of these custom-made cars Oddly enough, the automobile in dustry's mass production system is responsible for the existence of cus Packard, a few years ago, uphol stered a sedan it custom-built for an Indian maharani with material that seem to depend on the type. Sport models, limousines and utilitarian vehicles are the most common and tom body builders such as Derham. The standardization required for volume output causes a "sameness" in production line cars and creates the demand for something different. Detroit manufacturers are so busy satisfying the demand for regular matched a pink bedroom slipper Her Highness sent in. And when the same fastidious lady asked that a jeweled owl be mounted inside, that request, too, was filled. Ford's Lincoln-Mercury division delivered 10 new cars for the White can usually be re-sold without much trouble. But there is very little mar ket, if any, for second-hand, cus tom-built armored passenger cars. A California gambler found that he had a sixteen-thousand-dollar white elephant on his hands when the state models, however, they rarely can House fleet early in 1950. Special refused to license his. "Bullet-proof spend either the time or the money body work on the nine closed Lin vehicles are only for money-carry required to do custom body work. coln Cosmopolitans was handled by ing express companies and the like, Special orders they get usually find their way to outfits like Derham. The auto makers have managed the Henney Motor Co. of Freeport, 111., and Raymond H. Dietrich of not gamblers," the California high way patrol officials decided. to turn out a few very special or ders recently, however. One which brought Detroit small fry out in droves last fall was a black converti When not dashing across movie and television screens on Topper, Hopalong Cassidy, popular American cowboy hero, relies on this special order convertible i ltV ETC 32257 Many passers-by at this big-city street corner, above left, don't real ise that the ordinary-looking con crete wall encloses the huge storage tanks of a modern deep water fuel oil terminal, above ally ms. pu- 000 barrels, but some of the new cars supertankers now in service have ion capacities of more than 250,000 bar rian The deep-water fuel oil terminal plays a vital part in our rels. To transport this much oil in and complex but highly efficient petroleum distribution system railroad tank cars would require a uch train eight miles long. lar- NE OF THE WONDERMENTS of cease, veritable oceans of oil flow At the terminal, the oil is piped O:us- modem industry is the com to the public via pipeline, tanker, from the vessel into storage tanks. i. A plex, yet highly efficient and debarge, railroad tank car, tank truck, Each shipment is broken down into he pendable, system for moving crude and tank trailer. Last year, an aver smaller lots and then transferred nite oil to refineries and finished petro age 240 million gallons of petroleum from terminal storage to barges, of rate leum products from refineries to the products were delivered to Amer which the American petroleum in oof consumer. ican consumers every day. That av dustry has more than 2,100 in use. TV- Because the power of petroleum erage probably will be even higher Bearing anywhere from 9,000 to ike, is made available by the action of an this year. 24,000 barrels, depending upon its gh- oil burner thermostat or the press Just one link, although obviously size, the barge transships the oil to ing of an automobile staner, people a vital one, in the whole long chain nearby smaller terminals. At the lat seldom give thought to the long of petroleum distribution is the ter, the oil is picked up by jobbers planning and coordinated efforts on deep-water terminal that handles and retail tank truck operators for the part of many that are necessary distillate and residual oils. eventual delivery to homes and in to get the oil and gasoline where Here, tankers arrive from far- dustrial establishments. it is needed. From the time it is distant ports, loaded to the Plimsoll The photographs on the follow pumped from the ground until it mark with their cargoes of No. 2 ing pages show the operations of a reaches the consumer, the story of heating oil or No. 6 industrial oil. typical deep-water fuel oil terminal petroleum is one of constant move The most common type of tanker -- some of the final steps in trans ment. Around the clock, without brings in an average cargo of 225,- porting and distributing oil. suar- Left, the names and dates of arrival of incoming tankers, and the type and quantity of oil they are carrying, are posted on the terminal's office blackboard After checking their equipment to make sure that it is ready to handle another big shipment, terminal crew men await an approaching tanker One of the terminal crew starts along a catwalk to retrieve a heaving line from the tanker and start preparations for tying the ship to the dock Valves are opened, hose connections checked, and slack in hose adjusted to expected rise of the ship before the cargo is pumped out Above, if the vessel is bringing in oil from a foreign country, customs officers go aboard and make their in spection before unloading can proceed Below, incoming oil reaches the storage tanks through these pipes. Those at right are heated end insulated to facilitate flow of the heavy oil in cold weather Zl fl\ The opening of the big gate valve back on the oil terminal's dock is the signal for the tanker to start pumping its cargo shoreward etc 32259 Every shipment of oil must measure up to certain minimum standards. Samples are tested for color, vis cosity, gravity and other qualities in the terminal's compact laboratory In its role of "warehouse," the terminal doesn't store the oil for very long. Less-than-tanker lots are transshipped by barge to outlets in the same and nearby cities for further distribution "1 Above, efficient heat Is no farther away than the thermostat switch in countless homes, thanks to the ready availability of fuel oil. Right, oil burning industrial heating and power generating furnaces are in wide use, too, but only because oildom's trans portation system can deliver the goods Pumping the fuel oil from tankers Into the storage tanks Is a 'roundthe-clock operation. Most modern vessels can discharge an entire car go in from ten to seventeen hours The outlets that are supplied by the terminal are small terminals them selves. There, retailers and jobbers load tank trucks with oil for deliv ery to domestic and industrial users 32260 f jitnfnff infJ \ Solar studies made possible by the coronagraph may re sult in safer travel, better com munications, and new data about vital celestial forces -X f you were to ask the man-in-the- I street what he knows about the sun, the chances are pretty good that he wouldn't be able to give you much information. From his school davs, he might remember that it's about 93 million miles away, pretty hot, a great source of energy, and necessary' to the life and growth of practically all animal and plant life. But aside from that, his only thoughts about the sun probably' are confined to missing it when it doesn't shine, reveling in it when it does, and condemning it on those days when it shines too brightly. And until quite recently, the aver Every 20 seconds since 1942, weather permitting, astronomers have age person wasn't alone in knowing used this coronagraph to photograph the sun's corona and prominences relatively little about this great celes tial body. Even the most learned sci the sun and some of its effects on the The scientists' delicate instrument entists, astronomers and astrophysi earth has been increased many times. is a coronagraph. This takes pic cists knew more about the planets Much of this new information is tures of fiery phenomena that play and most other stars than they did coming from an instrument located around the outer surface of the sun about the sun. And still today' they high up among the snow-capped yet are invisible to both the naked are devoting endless hours of study peaks of the Rocky Mountains. eye and the most powerful tele in attempting to solve its many' mys There, scientists are conducting scopes. Its particular targets are the teries. How to harness the unlimited studies that promise to make domes sun's corona, a mantle of glowing energy it pours on the earth every tic and trans-oceanic travel safer, gases which surrounds it like a halo, day and convert it into usable power improve long-distance communica and its prominences, spectacular is but one of the unsolved problems tions, and perhaps even unfold se fountains of crimson flame which the sun presents. crets about strange forces that may explode hundreds of thousands of Within the last decade and a half, be affecting our lives in a hitherto miles into space. however, scientific knowledge of undreamed of fashion. By observing the luminous corona 10 and in a tists be ban to e tanc of el mar feet S con whi is in lion hott itsel heat rem D the tho sun' seen dio here beer nick titie cam etra and effei oute graf radi. boui dio have wha whe ETC 32261 r Below, this billowing, fiery prominence is typical of the many that are constantly erupt ing from the surface of the sun > *iova nces nent picplav sun aked tele- the 'Ving halo, ular hich Is of rona I and the great solar storms that rage in and around it periodically, scien tists can warn us when the earth is to be subjected to terrific magnetic barrages. These barrages are known t to affect radio reception, long dis i tance telephones, many other kinds of electrical apparatus--perhaps even man himself, although so far the ef fect on humans is only a theory. Studied in the coronagraph, the corona appears as a pale, greenishwhite aura of varying brilliance. It is inconceivably hot--about one mil t lion degrees centigrade, or 166 times hotter than the surface of the sun itself. The cause of such stupendous heat outside the sun proper so far remains a mvstery. Emil "Soft" X-Rays | Despite the fact that it's hotter, \ the corona's light is still six hundred thousand times weaker than the t sun's. And its varying brightness seems to be a major factor in the ra r dio interference that we experience here on earth. The corona, it has been discovered, contains iron and nickel atoms which emit vast quan tities of "soft" X-ravs, so called be- cause they are longer and not as pen bright, phenomena which we call etrating as ordinary' X-rays. These magnetic storms occur. In some way, and other radiations have a marked these allow the lower radio waves to effect on the earth's ionosphere or escape through the ionosphere. t outer laver of gases. Then our radio reception becomes "Normally," explains one corona- poor and in some cases ceases." This is a photo of a spectrum of the solar corona and light from the sun. The white streak is a corona light. If it is unduly bright there will be a radio fadeout about four days later graph expen, "our lower outgoing Besides radio waves, the corona's the scientists as much as the corona. radio st aves hit the ionosphere and storms play hob with power lines, They still don't know much about bounce back to earth. Then our ra overseas and overland telephone and them--except that they are spectacu ! dio receivers pick them up and we telegraph circuits and undersea cable lar and of incredible magnitude. have good music, clear speech or service. Oddly enough, they seem to They appear as huge fiery eruptions whatever is being broadcast. But have no effect on radar. which shoot out suddenly from the "hen the corona is exceptionally The sun's prominences interest sun's surface, occasionally reaching 11 ETC 32262 as far as a million miles into space. Their temperature is twenty-five thousand degrees centigrade -- much less than the corona's but still more than the sun's surface. One unique aspect of the coronagraph is its extreme newness. Study of the sun itself, of course, has been going on since the time of the an cients. But until the first coronagraph was constructed a few years ago, a close studv of the corona and the fiery prominences wasn't possi ble except during a total eclipse. Sun Too Bright threw far too much blinding light. At first consideration, making an artificial eclipse sounds easy. Hold up a garden pea, shut one eye and there you have it. By moving the pea back and forth, you can make it correspond exactly to the diame ter of the sun and so, presumably, study whatever remains around the sun's edges. Unfortunately, it isn't that simple. Reflected light from the clouds, the atmosphere, the grass, dust particles, or even a white shirt causes too much interference. As recently as 1929, one technical an special lenses, the necessary7 dia phragms, covers, weights, guides, and controls, he completed one of the truly great achievements in astronomy -- the first coronagraph. With it, Lyot could black out the sun and at leisure study and photo graph what remained. He had ac complished the first successful arti ficial eclipse in history. Despite its potentially great im portance, Lyot's invention failed to attract much attention outside of scientific circles. Astronomers, how ever, immediately tried to improve During such an eclipse average folk as well as scientists were able to i observe that when the moon blacked i i out the actual sun disc for a few moments, there was a bright outer light visible around it. This was the i corona. And the splashes of brighter light seen through the coronal glow were the prominences. But except for those tantalizing moments during the height of the eclipse, studying the corona was impossible. The bril liant mass of the sun itself simply The "muzzle" of the "sun gun" -- between this and the camera at the opposite end is the occult ing disc which hides the sun it self and makes it possible to pho tograph the enormous solar fires nouncement stated flatly: "It is com pletely hopeless to try to photograph the corona, except during an eclipse, even from high mountains." Such announcements, however, frequently are contradicted in a rel atively short time. Sure enough, just one year later, in 1930, a young French astrophysicist named Ber nard Lyot proved the author of that statement wrong. Working at an observatory high in the Pyrenees, he constructed a tube that employed the basic idea of holding the garden pea between the eye and the sun, but the pea became an "occulting disc" about the diameter of a 25cent piece. When he added some Free from smoke, haze, and dust. Climax, Colorado, makes an ideal site for the Western Hemisphere's first coronagraph observatory on the new instrument. In Amer ica, Harvard College Observatory', which had been working on plans for a similar device for several years, decided to build a coronagraph. Searching for a site where isola tion and high altitude would afford relative freedom from smoke, haze and dust particles, the Harvard as tronomers hit upon Climax, Colo rado, 11,500 feet up in the Rocky Mountains, astride the Continental Divide. Their observatory, the world's highest, was finished in 1940. 12 P 01 w cc se ab cc an an W( no fle w< w ha th< ETC 32263 dust, ideal lore's story ,meritory, plans /ears, 1. isolafford haze d asColo.ocky lental , the 1940- Construction of the Climax coronagraph at the beginning of World War II proved to be a stroke of rare good fortune for the United States and our allies. The only one of its kind in the Western Hemisphere, the new coronagraph was soon provid ing valuable information to our armed forces. It had been discovered that when the sun's corona became extraordinarily bright, magnetic dis turbances would affect the earth's radio transmission from three to sev en davs later. To know about this radio interference well in advance gave us a strategic advantage over our enemies. For obviously, we would not launch major operations without assurance of good radio communication. Throughout the war, the tiny ob servatory remained one of our valu able military secrets. Each morning coronagraph reports were evaluated and analyzed and the results coded and sent to Washington. There they were correlated with other astro nomical data and sent out to our fleets and air bases all over the world. Even the atomic bomb that was dropped on Hiroshima is said to have awaited a coded signal from the Colorado mountain top. Coronagraph reports from this remote, cone-roofed hut timed the launching of many of the ma jor operations of World War II Although its contribution to the war effort was an important one, the "sun gun" has really just begun to disclose the secrets of the sun. Do the sun's activities really affect our lives in ways that we have never before even suspected? photographs may be inestimable. Eager students will probably use them for some important and prac tical work during the coming dec ade. Comparing one photograph with another and checking the cy cles of solar disturbances with ter restrial occurrences may lead to some amazing discoveries. "Certain activities of the corona might in time be shown to cause spe cific weather conditions on the earth, weeks or even months later," one scientist theorizes. "Thus, it may be come possible to make accurate long-range weather predictions." Similarly, other studies by econ omists, historians and medical re searchers may even connect the sun's activities with the record of man's depressions, wars, health and even moral behavior. Primitive men in their worship of sun gods, sensed the great effect of the sun on our physical world. Educated men have now changed vague superstition to scientific fact. The coronagraph may carry them further into the mysteries of the universe. Close Studies Possible Scientists and astronomers, while cautious about making any predic tions, are now bending every effort to find out. The coronagraph is en abling them to make a close study of the glowing corona and mysterious prominences and possibly to recon cile these solar phenomena with events on the earth. Every twenty seconds since 1942, weather permit ting, they have photographed the corona and the flaming prominences. The corona circle is photo graphed each time in six equal seg ments and the prominences by motion picture camera. A new elec tronic sight that can almost "think" keeps the coronagraph on the target while the pictures are being taken. The future importance of these OUR COVER: "White Way" was taken near Franklin, Pa., by D. \V Grant, vice president in charge of refining of The Pennzoil Companv. OUR PICTURES: Pages 3, 4 and '5, courtesy Derham Custom Body Co.; page 6 (top left), courtesy Auto mobile Manufacturers Assn.; page 6 (top right), courtesy Lincoln-Mercury News Bureau; page 6 (bot tom), courtesy General Motors Corp.; pages 7, 8 and 9, by Hervey Heywood through Petroleum Ter minals Corp.; pages 10, 11, 12 and 13, through Lewis Larmore; pages 14 and 15, through Wide World and Acme and courtesy Trans World Airline, KLM Royal Dutch Airlines, British Overseas Airways, Northwest Airlines, Pan AmericanGrace Airways and Pan American World Airways; page 16 (bottom right), courtesy Tide Water Asso ciated Oil Co.; pages 16 (bottom left), 17 and 18, courtesy of and copyright by Brown and Bigelow. 13 . : i As its name implies, New York International Airport is the arrival and departure paint for the huge modern inter continental airliners that serve the world's largest city r With international air travel now so popular, the air ter minals of the world are familiar sights to many Americans La Aurora Airport at Guatemala City is near the edge of a high plateau. Pilots say setting a plane down there is like landing on a table top here was a time -- and it wasn't Tso long ago either--when an airport consisted of little more than a narrow bumpy landing strip and a hangar or two. But as air travel has "grown up," so have airports. Many of the com mercial airports throughout the world today are as spacious and self-contained as large railroad ter minals. Some even border on the palatial. You can enjoy refreshments on their flight terraces, have vour hair cut in their barber shops, buv clothing and gifts in their stores, or see a movie in their theaters. What ever vour mood or desire, before. Left, the five-story administration build ing at Pistarini Airport, Buenos Aires, boasts a casino, nightclub, elevators and escalators, and office space be sides waiting room and ticket counters Below, a couple of thousand passengers troop in and out of this waiting room every day. Gander, the Western Hemisphere's nearest point to Eu rope, is on the most direct New York-Paris line ETC 32265 up, :om- the and terthe lents vour buy s, or 'hatfore. between or after flights, the world's modem airports can usually accom modate you. With international air travel so commonplace today, many passen gers have come to know these air ports intimately. After winging through the sky for several hours, thev step off their planes and into familiar surroundings. On these two pages are shown some of the air ports best known to Americans who are frequent global air travelers. Above, Municipal Airport at San Francisco is the first piece of home soil that many Americans feel under their feet after returning by air from across the Pacific Above right, the passenger terminal at one of Europe's busiest airports, Orly Field in Paris, at a rare moment when not a person is in sight Above, many American air travelers to Europe get their first real taste of life across the Atlan- Above, a dusky, white-uniformed figure, complete with Egyptian fes, stands ready to assist passen gers at Cairo's Farouk Airport . . , Below, this modern terminal interior at Limatambo Airport in Lima, Peru, is one of South America's finest ETC 32266 FATHER TIME'S ART GALLERY Besides serving as a record of days, weeks and months, calen dars again this year reflect America's changing taste in art types of calendars are something else again. Add these to the total number of wall calendars, and there What has been called "Amer will be enough for every man, wo ica's universal art exhibit" -- man, and child to have one. the colorful paintings and photoAlthough calendars have been graphs of lovable children, curva decorative for several centuries, it ceous girls, playful animals, and was only about jo years ago that breath-taking scenic views that em eye-appeal began to receive so much bellish wall calendars -- has just had consideration. Since then, calendars its annual January unveiling in are supposed to have reflected homes and business establishments across the nation. Those who keep tabs on such things sav that 1951 will prove a American taste in modem art. So much so, in fact, that one calendar manufacturer alone spends about $ 1.5 million annually for the original record calendar-hanging year, with paintings, kodachromes, and etch more than 100 million of them in ings of the subjects which intent use. Desk, pocket and other special study has indicated Americans want to see most. down from the lofty position the female figure enjoyed in calendar sales in the years before and during World War'll. And those who still prefer girls demand a more demure species than the pin-up type that has been so ubiquitous in recent years. The trend now is to show' a sweet and wholesome teen-ager. She may dis play what one artist calls "an atti tude of invitation and understand ing," but at the same time she must be "the kind of girl you'd be proud to have for a daughter." All this is not to say that the provocative miss soon will be the vanished American, so far as wall Paintings of game birds and ani mals like those done by natural ist-artist Richard C. Bishop are popular calendar illustrations Taste in Art Changing In scanning the walls of homes, offices, shops, stores and other places where hang the 1951 models, any one bent on making such a study could not escape the conclusion that America's taste in art is undergoing a very definite transition. Coming right to the point, the fact is that, collectively speaking, we Americans now prefer calendars that are adorned with outdoor or humorous scenes rather than with thinly-clad girls. So, at least, reports Brown and Bigelow, the world's largest producers of calendars. This company's "best seller" list for 1951 shows only five strictly girl subjects among the first 1 j -- quite a come mcPkMtaO/MtfrIMr4o4oettMpirAunINtvI ia (IIIOI. C0H*. BSBfitSUS *>23456 7 0 9 10 11 11 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 . * 45 H 12 18 19 25 26 -67 13 14 20 21 27 28 1 8 15 22 - 23 9 10 16 17 23 24 Many oil companies advertise their products on attractive calenders that are distributed to customers by local dealers cal of nu: is i sea: wit of trat son typ eve: wea plac C you trat< ougi fresl for 1 shov ing < head her 1 out < and lakes fishei Fo there ment range from Lake galler spun farm, paintii trees, Alway that tf secure genuir. tree. I flaw, t sure tl the cal Refit taste in new so 16 TC 32267 calendar art is concerned. Millions of such calendars are displayed an nually- But the trend very definitely is toward sporting subjects, land scapes, and inspirational illustrations, with humor also coming up strongly of late as a favorite calendar illus tration. No one knows the real rea son for this swing to the more serious alenn art ion the ilendar during type of art, but one theory is that everybody, including men, is a little weary of seeing pin-up girls every place they go. Consequently, more and more vou'li see calendars that are illus This year, os always, the official Boy Scout calendar, with its Norman Rockwell painting, below right, is the top favorite. This girl subject and the outdoor scene are also popular calendar illustrations trated by full-color displays of thor calendar is shattering all records for er girls oughbred horses and our principal meteoric growth in popularity. In ;es than fresh water and deep sea fish. Also augurated only last year, this series ieen so for the outdoor lover are calendars will feature annually one of the s. The showing wild geese in flight, hunt diamond immortals. Last year it was ;et and ing dogs at the point, a "cowpoke" Babe Ruth. The 1951 calendar shows . lay disan atti- heading off a stray whiteface and a schoolboy first baseman stretching her calf, a mama bear clawing fish for the ball, with the form of Lou rstand- out of a stream to feed to her cubs, Gehrig in the background praising le must and views of streams and mountain "Ana Bov!" It normally takes a j proud lakes that are enough to make anv new calendar subject five or more fisherman drool. years to hit the Brown and Bigelow behind the 4-H Club is the calendar lat the be the Variety of Landscapes "best seller" list. The Baseball Hall that features the Dionne quintuplets. of Fame not only did it in its first Since their arrival in the world 16 as wall For those who prefer landscapes, year, but now is the second most years ago, the quints have been a | there is a wider-than-ever assort popular calendar in the manufac top-notch calendar art attraction, m ment of beautiful scenes. These turer's line of 85 basic subjects. and a collection of this series repre m i. range, geographically and artwise, The top favorite, this vear as al sents a paint-and-brush biography from a kodachrome of St. Marv's ways, is the official Boy Scout cal of the famous five sisters. On this Lake in Glacier National Park to a endar, with its original painting by year's calendar, the quints, now gallery-quality painting of a home- Norman Rockwell. Usually spon quite grown up, are "Out for Fun" spun wintry scene on a Vermont sored locally by a bank, automobile around a campfire, roasting hot farm. It is a must that all landscape dealer, or lumber company, it is dogs and singing. 36 > '3 ') 20 6 27 paintings and photographs contain trees, water, and at least one house. Alwavs, too, American taste dictates that the scene present a homey and secure atmosphere, realistic and America's most displayed calendar. This year's Rockwell painting is titled "Forward America!" and pic tures all divisions of scouting -- Cub, Boy, Senior, Air, and Sea. Work Ahead It might be supposed that, in view of the turbulent international situ ation, calendars this year would be genuine down to the last leaf on a Another leading favorite of the top-heavy with patriotic illustra ! 3 > io r. i7 3H tree. If the scene does contain a flaw, the calendar makers can be sure they will hear about it from same type is the 4-H Club calendar, which is distributed on behalf of the 75,000 4-H Clubs throughout tions. They're not, and for the simple reason that the calendar manufac turers are always two or three years rtise dive uted alert the calendar-gazing public. the country. Royalties from its sale ahead of the times. The 1951 line Reflecting the nation's changing are paid into a fund for the building was introduced a year or more ago, taste in calendar art preference, the of a national 4-H Club camp near just as the 1952 calendars are being 1 new so-called Baseball Hall of Fame Washington, D. C. Ranking right sold right now and the 1953 models 17 * '* IETC 32268 are on the planning board. Most manufacturers, however, offer a va riety of calendars with patriotic illustrations each year, war or no war. Banks and financial institutions in particular prefer this type of cal endar for distribution to their cus tomers and associates. So, you'll find 1951 calendars with illustrations of Independence Hall, Old Ironsides, the Bill of Rights and other items that figured in the nation's history. Because they do work years ahead, incidentally, calendar manu facturers constantly have their fin gers crossed lest a new national holi day be added, or one changed, before they can get around to mak ing the correction. They remember all too well what happened in 193940-41, when President Roosevelt decreed that the governors of the various states could proclaim one of two Thursdays in November as Thanksgiving Dav. The result was that some states observed the holi day a full week apart, and in the calendar business vou can't print special calendars for each state. Having two Thanksgivings in one vear was bad enough, but calendar manufacturers shudder to think what would have happened if they had been in business back in the 16th Century. That's when it was found that the calendar devised by Julius Caesar had fallen ten days behind sun time. Pope Gregory' XIII created a new calendar that rectified Caesar's oversight and has kept us straight ever since. Even so, many groups are constantly work ing on what they think might be improvements on the Gregorian version. If any of these come into being, the calendar makers hope they'll have advance notice. For all the emphasis that is placed on calendar illustrations these days, the art work is not the most impor tant feature of a calendar. The num ber one requisite is that the fig ures, showing the day and the date, can be read easily -- at a distance of at least six feet for the smallest cal endars and 15 feet for the larger ones. Even if it is graced by the most appealing illustration conceiv able, a calendar will not be hung and referred to if it isn't sufficiently legible and doesn't furnish all the necessary information about holi days and other special days. Have Other Uses In the case of kitchen calendars, a third consideration is that it have a utilitarian purpose, quite aside from keeping one posted on what day of what month it is. In years gone by', a calendar was simply a calendar. But today, if the adver tiser expects to get his calendar used, he has to dress it up and toss in a lot of incidental' features as well. One survey, in fact, shows that 47% of the housewives interviewed made a special trip to their neighborhood service station, butcher shop, or grocery to get a calendar -- presum ably the special one they wanted. Mrs. leu Gehrig, widow of the great Yankee baseball star who appears in the nation's second most popular calendar illustra tion, presented the original to an officer of a New York hospital where the painting will hang Complete with pencil, recipes and menus, and pockets for re ceipts and bills, this kitchen calen dar meets all utility requirements The result of this emphasis on utilitarian usage is that the modem kitchen calendar is a virtual en cyclopedia of information -- most of it wholly unrelated to date-telling. Small and compact, the kitchen cal endar today comes equipped with such "extras" as a pocket into which can be slipped the like of laundry receipts, and with a sharpened pen cil in its own holder. The reason for the pencil is that this type of calendar also includes a "Things to Remember" space for each month, where dental appointments, PTA meeting dates and other such nota tions can be written down for fu ture reference. Many calendars also offer such other varied homemaking features as recipes, cooking charts, menu planners, and party tips, to say nothing of a 12 -month house hold budget form and sheet for re cording baby's growth. Business, industry, organizations, and institutions have spent some thing like S40 million for the 1951 calendars they have distributed to customers and friends. For that in vestment, the experts agree, they have received the most decorative and most utilitarian calendars ever to grace a wall. etc 3226 5eipe* or recalen meats , sis on lodem al ennost of telling. en cali with which mndrv d penreason vpe of ings to month, . PTA h notafor fuars also making charts, tips, to housefor re- ' ; j ; , f ; ! s ! zations, : somehe 1951 uted to that ine, they corative ars ever I SPINDLETOP -where a January morning changed your way of life Al 10:30 A.M. on January 10, 1901--just fifty years agio -- the mightiest oil we]] the world had ever seen roared into being. This well at Spindletop, near Beaumont, Texas, was the first of a series of fabulous oil discoveries that gave America a new vision of what its supply of oil might be. Even more important, the roar of Spindletop was the starting gun in a great race where thousands of oil companies tried to outdo each other in producing more efficient, less expensive fuels for the newly developed automobile and oil burner. Better, cheaper fuels helped put these "luxuries'* within the reach of millions.. .and helped make popular the Diesel engine, the harvester-thresher combine, the airplane and thousands of other developments that have bettered America's way of life. In peace or war, America's privately-managed oil compa nies provide the finest oil products at the world's lowest prices. The price of gasoline, for example, is about the same as it was 25 years ago but it is so much better in quality that 2 gallons of today's gasoline do the work that 3 gallons used to do. This amazing progress has come because free men, competing freelv, have out-distanced the world in their race to out-distance each other. And the benefits of this race go to you. OIL DRILLING beneath the ocean floor, ai seen from the air. By Upping ocean, mountain and desert tourcei. America'* oil reserves keep us strong. Due i* ihe great competition in the aearch for oil. America a underground oil wpplies today are highest in hiatory. 8 time* a* large aa in Spindletop a day. CANT. LUCAS' WKLL at Spindletop gushed up 200 feet before it could be controlled. Today's oilmen uae an amaiing ay item of gauges and valve* which guard againit In**. Competition calls for efficiency and the result* of (hi* efficiency are pa*ed on to you in finer products at the world'* lowest price?. test WILL Stf AMERICA with fifty million passenger cars, truck* and bu*m-to say nothing of Diesel engine* and airplane*. It'* an aU-lime-all-world--high. Thank* to oil rivalry, the price of gasoline today i* shout the *ame as it was 25 yean ago--but the gasoline is worth 50% more by every measure of automobile performance and economy. ETC 32270 There's a big difference between a ROBIN -.-anda... DOBBIN and there is a powerful difference, too, between gasoline and ' Ethyl 'gasoline "Ethyl" gasoline is high octane gasoline. That's why it brings out the top power of your engine--makes a differ ence that you can feel on hills, on the open road, and when you need quick power for passing or acceleration. When you see the familiar yellow-and-black "Ethyl" emblem on a pump, you know you are getting this better gasoline. "Ethyl" antiknock fluid is the famous ingredient that steps up power and performance. ETHYL CORPORATION ... New York 17, New York Other product! told under the"EthyT trade-mark: watt cake...ethylene dichlonde...oodium (metallic) ...chlorine (liquid)...oiltcluble dye...beniere heiochloride (technical) ETC 32271 (eaeAniecO Michael A. Remondino, who hat been associated with Ethyl Corporation research for the past 16 years, has been named Technical Representative for the Eastern region of the United States and Canada. He succeeds Charles B. Kass, who has transferred to the newly* formed Information division at the Ethyl Research Labora tories in Detroit. Ethyl's Technical Represen tatives, of which there are four, serve as liaison men be tween the Ethyl Laboratories and the research and techni cal personnel of the various oil companies, to keep those companies advised of the re search and service work being performed on their behalf by the Ethyl Laboratories. Mr. Remondino joined Ethyl soon after his graduation from the University of Detroit with a degree in aeronautical en gineering in 1934. He was a member of the group of re search engineers who, in the spring of 1935, set up the Ethyl Research Laboratory in San Bernardino, Calif. Mr. Re mondino remained there until 1942, when he returned to the Detroit Laboratories to work on wartime research projects. He transferred back to San Bernardino in October, 1945, and in 1949 was reassigned to Detroit as a member of the commercial engine and fleet section of the Technical Ser vice deportment. Mr. Remondino is a native of Wakefield, Mich. He is a member of the Society of Au tomotive Engineers. THANES BY THE TRUCKLOAD 3 Hundreds of truck drivers and more than 40 trucking companies are responsible for new civic improvements in the towns of Irwin, Pennsylvania, and Medina, Ohio, ft's their way of saying "Thanks" for hospitality received during last year's Thanksgiving weekend snowstorm. BUSINESS IN BLOOM 7 Behind the tons of seeds which Americans will plant In their Bower and vegetable gardens this spring lies the story of a complex and fascinating industry. HOUSEKEEPING: CONTINENTAL PLAN 10 No small reason why the petroleum industry has such an envi able safety and accident prevention record is the cleanliness of its various units. This picture story shows "good housekeeping" as practiced by the Continental Oil Company. BLIMPS AHOY 12 The Navy's blimps -- or airships, if you prefer -- are ready to play their part in sweeping the oceans of any venturesome enemy submarines. YOU NAME IT 16 Ever hear of Low Freight, Arkansas,orJiggs, Nevada? Lots of people wonder how such places get their names. Here's the answer. THE PASSING SCENE IN BARNS 19 The old red barn is a familiar and beloved thing. But it's on its way out. Machine farming and scientific agricultural progress call for barns designed and constructed to Bt the times. ? Ii d d si tc w IW i p. U' of pi T erdar to widen the Holds of reader Intorest In Ettiyl Nows, wo frequently publish articles contributed by writers net associated with Kthyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. ; ` f i Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. f Manufacturer of "Ethyl" antiknock compounds, used by oil componies to improve the antiknock quality of aviation and motor gasoline f i Edward L Shoo, prasidont; Stanley T. Crassland, vie. pta.id.nt and tnasarar; Herbert A. Savoe*. Mcretary ' | i ETC 32273 W' a; tn< ne ha an sir Thanks by the Truckload .951 *U6#* w:;<Aj*^*?,5&**k!V.*i u*l '* Bach town received a plaque to commemorate the hospitality its citizens showed when scenes like that above were all too common , N. Y. In a modern tale of two cities, truckers repay Irwin, Pa., and Me* dina, Ohio, for sheltering them during last November's big storm here was no inkling of what routes in that pan of the country. Twas coming that Friday, the Drivers still talk of "those people dav after last Thanksgiving. Thwe ho couldn't do enough for us, and skies -were leaden and it had started who wouldn't take a red cent for to snow. But who could say it their kindness." would turn out to be one of the A few weeks ago, the people who worst storms Ohio and western had opened their homes and their Pennsylvania had ever experienced? hearts to the stranded storm victims Driven by a relentless, piercing had something more tangible than wind, the snow piled up. Two feet talk as an expression of the truck of snow was common. In many men's gratitude. To each of two places, it totaled 30 inches or more. Truck drivers, traditionally the "Good Samaritans of the Road," were forced into an opposite role. Along with thousands of stranded motorists, thev had to make for the nearest shelter. They found their haven in the homes, the churches, and the lodge halls of the numerous small towns that dot the truck Townspeople by the hundreds turnedout for the check andplaque presentation ceremonies in both honored communities towns selected as "representative" -- Irwin, Pa., and Medina, Ohio -- a check for $2,100.25 was presented for civic improvements. The money had come from voluntary contribu tions by grateful truck drivers and added donations by more than 40 motor freight companies. Owen O. Orr, president of Motor Cargo, Inc., of Akron, headed the "Irwin-Medina Testimonial Committee." Twin check presentation celebra tions were held in the two towns on January 17, with local civic officials as the prime movers of the events. 32274 Right, Librarian Alice Scheuerle at her desk. The truckers' gift money will be used for the purchase of new books Left, Claude Poling, driver for Motor Cargo, Inc., of Akron, pre sents the plaque and a check for $2100.25 to John Rodgers, presi dent of the Irwin library board Above, although most drivers were busy rolling the freight as usual, several did manage to stop off in town long enough to ottencf the presentation ceremony Above, signs such as these two in front of the First evangelical and Reformed Church tell of Irwin's unrestrained hospitality Left, Councilman Wil liam Hurst, Red Cross Chairman William Snyder, and Chamber of Commerce Presi dent Stephen Ference discuss plans for the Irwin civic ceremony rwin's chief claim to fame, per- I haps, is that it is the western ter- minus of the Pennsylvania Turn- | f | pike, at the junction of U. S. 30. j But to many truck drivers, the town that harbored a number of storm refugees equal to its own population will always be remembered as "my port in a storm." ' For five days surface traffic in the area was bogged down. The storm began the morning after last Thanksgiving and reached its inten- sity the next day, Saturday. That snowfall was bad enough. Then the storm did an unexpected turnabout as it headed toward the Atlantic 7 Seaboard and dumped a fresh load of snow on the region on Sunday. Irwin and other communities in the snow belt were unprepared to accommodate so many marooned drivers, but all rose to the occasion. Irwin put every conceivable eating and sleeping place at the disposal of the victims. The First Presbyterian Church alone served 1,900 meals in a single day. At one time, 39 stranded persons were lodged at the home of service station operator Tony Klanchar and his wife. Drug stores and restaurants stayed open all night to feed the snowbound. These were some of the things the grateful truckmen couldn't forget. Irwin plans to invest the money it received from the drivers and their companies in books for the com- munity library. _ J\ p0 ^ ^ ; ^ ^e rea ^ j^e ^ ^ <jrj1 ^ac wj1( ta]C( stre jj, , a]j0 |,oir you. we|( fuse, hosp hous jq, their bs tJ hous "that hosp; em F Right, all avail able space, even in churches, was used for sleeping during the storm. Cots were in use 24 hours a day Above, one church served 1,900 hot meals in a single day during the height of the storm ETC 32275 per1 terRim>. 30. town torm ation "my nc in The r last mtenThat .-n the about lantic 1 load :ndav. :ies in .ed to . ooned :asion. eating Jsal of terian meals ne, 39 at the 'crator Drug 1 open sound, igs the forget, oney it d their - com- , ..`THecUtta, edina, 18 miles northwest of Right, Mayer John Brown accepts MAkron, is the converging point his town's $2100.25 check from Walter Mitchell, veteran driver for for U. S. 42 and Ohio routes 18, 3, Kramer Brothers Lines, of Detroit and 57. Small as it is (pop. 5,086), Mayor John Brown likes to think of his town as "the truck crossroads of the nation." Someday this spring as their trucks roll through Medina, drivers will notice that a stone shelter has been added to the community's rec reation park. It is being built with the funds given to the people of Medina by the appreciative drivers and trucking firms at the January 17 ceremony. As he views the shelter, the truck driver's thoughts likely will turn back to the Thanksgiving weekend when Medina and so many other Ohio communities went all out to take him in. He will recall that stretch of Route 18 near Medina where 137 trucks were snowbound in a single mile of highway. He also will remember the ioo-year-old home where Mr. and Mrs. John Younker put up 40 unexpected, but welcome, guests. The Younkers re fused to accept any money for their hospitality, but the truck drivers housed there left $90 anyway. Now, many truck drivers flash their lights and honk their horns as they highball past the Younker house. Just an added way of saying "thanks, again" to the thousands of hospitable people of Ohio and west Above, a youngster plays In what is left of the big snow. The word "Medina" on his hat tells where he's from in case he gets lost ern Pennsylvania. Right, Mayor and Mrs. Brown and 6. L. Smith, of Motor Cargo, Inc., talk over plans for the celebration across the counter of the mayor's music store Left, in Medina the money will be used to build a shelter in o new park on the edge of town. Here in the mayor's office, Jo Ann Harrington holds a model of the proposed structure while Ella Burke points to the park's location F 00 2L-->4 Above, drivers returning for the Medina celebration carried lighted Bares on their trucks to add to the holiday atmos phere around the town square Above, some of the truckmen who found shelter in Eagles' Hall passed the time playing pool Left, many refugees took turns helping. Here Clark Allen, of Auto Forward ing, dries dishes in a hospitality kit chen while Kenneth Davis, of Midwest Haulers, stirs soup rETC 32276 f_V Above, the Irwin-Medina fetlimo- nial fund got started by drivers talking it up at roadside restau rants. Here Donald Ruff, of F. J. Boutell Driveway, Inc., Detroit, prepares to give his contribution to Lawrence Paul, also of Boutell - - -.V Vo* Jj ~ >,* ?-v f;. 5- Above, Mrs. John Younker,whose home on Three-Mile Hill near Medina sheltered 40 travelers, holds the register they all signed Above, Mr. and Mrs. Tony Klanchar, of Irwin, hosts to 39 refugees, find their kitchen far less crowded these days with only themselves to feed Left, music by the North Hunting don Township high school band was one of the features of the January 17 ceremony at Irwin Below, B. A. Howard, Motor Car go, Inc.; John Smith, United Truck Owners of America; and Don Kipp and Ted Kramer, Kramer Brothers Freight Lines, Inc., took part in the "Thank You" ceremony at Medina Above, "The Medinamites," local barbershop quartet, entertained at Medina's presentation ceremony Left, speakers and guests at Irwin included, from left, Paul Secoy, Fruehauf Trailer Co.; Earl Sowers, Motor Cargo, Inc.; John Rodgers, library board president; Claude Poling, Thomas Wyatt, and Lester Black, Motor Cargo drivers; George Ley, Western Pennsylvania Motor Carriers Assn.; end John Sweeney, Jr., also of Motor Cargo, Inc. Below, with roads now clear, a big truck rolls through Medina Garden-minded suburbanites are poring over the seed catalogs these days, little realizing the work that has gone on behind the scenes to make each tiny seed possible local id at iony 'twin ecoy, wers, gen, aude .ester ierge Actor eney, Inc. ar, a idina elevision screens are dark and thousands of acres and are operated Tradios are silent in many homes in many parts of the country by these winter evenings, and on bookscores of seedsmen. Their combined shelves the current best sellers are yield amounts to many tons every gathering dust. The explanation is year. But volume alone isn't the simple. The new seed catalogs are only concern of the industry. Most out, and traditionally this is the of the research and experimenting time when green-thumbed Amer -- and hence the fascination of the icans mentally plant the flower and seed industry -- stems from its end vegetable gardens they expect to less efforts to produce new and im culture during the coming growing proved strains of the better-known season. flowers and vegetables. As usual, the catalogs are brim The results of this research are ming with vivid color pictures of evident in the 1951 catalogs. In the plump ripe vegetables and flowers flower line, new and improved va that you can almost smell on the rieties of pansies, morning glories, page. Anv and all of these the home zinnias, lilies, asters, petunias and gardener can grow, say the book other favorites are being featured. lets. merely by planting and nursing In addition, there are two All-Amer the appropriate seeds. ica medal winners this year -- a new It all sounds so easy. But it might not be that way if it weren't for the painstaking labor the nation's seed growers put into every package of seeds vou buv from the neighbor hood store or via the mail-order route direct from the grower. Deli cate and small as seeds are, a large and complex industry has sprung up around them. It's an industry of sprawling seed farms. Of horticul turists, botanists, geneticists and other technicians constantly at work to make gardening foolproof. Of keen rivalry to produce a newer or better seed than the next fellow. Seed farms occupy thousands and marigold and an improved tithonia, or Mexican sunflower, as it is some times called. Glitters marigold, the catalog reader will find, looks very much like a chrysanthemum. It bears a large, fluffy, canary yellow flower, and boasts long stems that are par ticularly adapted for cutting or gar den display, according to the ex perts. The new Torch tithonia promises to be quite unlike conven tional tall late tithonia. It is a com- These two have been selected the All-America Bower champs for 1951. Left is the large Glitters marigold; right, the brilliant new Torch tithonia ETC 32278 Seed growers pay close attention to their experimental plants at all stages. Here two experts check the progress of a trial batch of lettuce Above, just one step in the handpollinization of a plant. This is a tedious process and requires a delicate touch on the part of the skilled seed farm employee pact, waist-high plant, bearing bril liant orange-red flowers which should bloom from early August until the first frost. For the vegetable gardener there are many improved varieties of sweet corn, cucumbers, water melons, muskmelons, cabbages, and tomatoes. Few garden enthusiasts are aware of it, but there is virtually no limit to which seedsmen will go to im prove their product. Perhaps the classic example is the case of the development of the odorless-foliaged marigold by David Burpee, president of the W Atlee Burpee Co., of Philadelphia. Back in 1933, after years of searching for a marigold that did not have an objectionable odor, Burpee bought some seeds from a missionary in China who insisted they would produce plants entirely free of the usual marigold foliage odor. And they did. The only hitch was that every plant in the entire batch except one produced small and scraggly flowers. Sound Reasoning Crosses were made by hand be tween the odorless-foliaged and the most luxuriant of the marigolds with the typical odor. If odorless marigolds from China could produce one pretty mutation, Burpee rea soned, conventional pretty, though smelly, marigolds growing on his own farms might also produce one odorless mutation. The next year he planted 30 acres of marigolds and set his employees to smelling every one of the jj4,000 plants. After five weeks of sniff ing, one discerning nose detected a whole row of big camation-like marigolds with odorless foliage. Others were created in succeeding years. Some gardeners like the odor of marigold foliage. So take your choice -- with or without odor. No longer objectionable to many, mari golds now are admired by flower lovers the world over, most of whom are completely unmindful of the story behind them. They rank with zinnias and petunias as our most popular garden flowers. Most seedsmen find that cross breeding one type of flower with another is not only one of the most fascinating aspects of their business but also one of its cornerstones. Without cross-breeding, the only new varieties would be the muta tions that appear infrequently in nature or that may be artificially produced by man. Cross-breeding can change the color of a fruit or flower, hasten maturity, increase disease resistance, alter texture and size of fruit, or, as in the case of the marigold, remove or improve odor. A new icebox-size midget watermelon and the unusual ly heavy-bearing cucumbers and This field is a proving ground for seeds. White muslin cages are placed over certain plants to prevent their pollinization by wind or insects 8 tom skill T cros dcu plar. terk pro pre: stro plar and cm skil quii gua A. low bee u dye wh itir in a the to : gag pla; I arts prc I a1 are lea; X-i res tur ETC 32279 tention i at all eck the lettuce 554,000 f sniff:ected a ion-like foliage, ceeding he odor it your . dor. No v, mari- flower nost of ndful of iey rank as our rs. it cross,-er with the most business erstones. :he only le mutaently in rtificiallv inge the r, hasten esistance, uit, or, as 1, remove ebox-size ; unusualbers and Laboratory research is a vital part of seed growing. In this photo, the results of one of a series of germi nation tests are being recorded tomatoes are good examples of what skillful breeding can accomplish. To the amateur horticulturist cross-breeding may not sound par ticularly difficult. You take several plants, each of which has a charac teristic that you want in the finished product, cross-pollinate them, and presto, in a few years you have a strong, bright, colorful, and fruitful plant. But it's not that easy. Years and years of painstaking trial-anderror experimenting on the part of skilled scientists sometimes are re quired, and even then there's no guarantee of success. A case in point is the elusive yel low sweet pea, which still hasn't been developed. "Why don't you put some yellow dye in the ground around your white sweet pea plants? Florists put it in the water their sweet peas stand in and it works for them." That was the suggestion one woman offered to a leading seedsman who was en gaged in the search. Unfortunately plants don't assimilate soil dyes. X-Ray Helpful If science hasn't come up with the answer to the yellow sweet pea problem, it is solving many others. It may surprise some people that a human medicine and the X-ray are helping to improve plants. At least one seed concern has used the X-ray to create changes in seeds that result in improved offspring in fu ture generations. This same company also uses an amazing drug, colchicine, as a means of improving the blooms on many flowering plants. A drop or two on the tips of some plants shocks the cell structure and produces flowers which are larger, more glossy and bright, and often slightly different in form. The mechanics of cross-pollina tion are tiresome and tedious and require a delicate touch. They in volve transferring pollen from the stamen (male organ) of a flower to the stigma (female organ). When this has been accomplished the fer tilized flower is tied up, or the entire plant covered with cloth to prevent further pollinization by wind or insects. Pollinized plants are tagged and watched carefully during the grow ing season. If they produce the de sired result, their seeds are carefully gathered and stored for later plant ing. Thus they become the parents of thousands of offspring. If these offspring prove popular with the gardening public, acres and acres of their seeds are planted. And just as in other types of farming, great pieces of power machinery and equipment are used to ready the land, plant the seeds, cultivate the plants, harvest and thresh. Gardeners can pursue their hobby practically assured of success, thanks to the ceaseless efforts of the nation's seed growing industry In all these operations, great care is taken that kinds, varieties, and even strains don't get mixed. Each has been developed for its individual qualities. Individuality must be pre served so that the buyer will get the seed of the same plant that he sawin the seed catalog. Controlled Storage Once they have been harvested and thoroughly cleaned, seeds are bagged in cloth sacks and shipped to the seedman's warehouses, where they are stored under controlled conditions of light, temperature and humidity. But they still aren't ready for market. Trained and experi enced workers laboratory-test any number of sample lots. They allow them to germinate under a variety of circumstances to check their per formance. Sample lots are examined carefully for physical defects. Finally, tested and approved, the seeds are packaged for sale to gar deners who have been waiting im patiently for that first warm spring day so they can get out in their gardens and start digging. li sflr Ponca City it considered one of the cleanest communities in the South west. The neat and orderly appear ance of the Continental Oil head offices and refinery, above, contrib utes much toward this reputation HOUSEKEEPING: Continental Plan In the oil industry, safety and cleanliness go hand-in-hand. Here's "good housekeeping" as one company practices it accident prevention and all-round safety are no strangers to the petroleum industry. Year after year, it compiles standards of safety that compare most favorably with the U.S. all-industry average. In many cases, oil's record of accident fre quency and severity is far superior to that of industries of fewer inher ent occupational hazards. Most petroleum companies--cer tainly Continental Oil, for one-- consider their outstanding safety achievements due, in large measure, to the cleanliness of their refiner ies, research laboratories, offices and other facilities. It is more than co incidence that Continental, which year-in and year-out comes up with one of tf ords in a one of t the busir In an neatness, a good h standing. Conoco] cleanline He devel keeping carried c L. F. Me this prog nental u and kept The c rules are employe! doctrinal suit is ths refinery sees a C and pick other litt ed, in fa that they plain tha ping" ce* it -round to the ryear, cy that ith the many nt frejperior ? inher es--cerr onesafety leasure, refinerces and han co- which up with Alleys have a habit of becoming catch alls if not policed. Passageways be tween buildings at the Continental plant are always, kept free of litter one of the most enviable safety rec ords in all industry', is recognized as one of the best "housekeepers" in the business. In an industry renowned for its neatness. Continental's reputation as a good housekeeper is one of long standing. To the late Dan Moran, Conoco president for so manv rears, cleanliness was almost a religion. He developed the company's house keeping program, which is being carried on todav bv his successor, L. F. .McCollum. So far-reaching is this program that even most Conti nental wells on leases are terraced and kept spotless at all times. The company's housekeeping rules are unwritten, but each new employee receives a thorough in doctrination in the subject. The re sult is that--at the Ponca Citv, Okla., refinery and elsewhere--one often sees a Continental employee stoop and pick up a strav piece of paper or other litter. So housekeeping-mind ed, in fact, are company personnel that they have been known to com plain that the grass around one of Above, a study in good industrial housekeeping is the run tank area of the refinery's lubri cating oil division the company buildings was too high or that they thought a certain piece of equipment needed repainting. Aside from the safety angle, there are other key reasons why Conti nental Oil goes all out in its house keeping. A spotless work place builds up civic pride and swells em ployee morale. And it has adver tising and economic values. Good housekeeping promotes safety, and a good safety record means lower insurance rates, for example. The unretouched photographs on these pages give some idea of the scope of Continental Oil's good housekeeping program--a program that has helped one work group at the Ponca City refinery go almost seven years without a lost-time acci dent and other groups four or more years without a similar mishap. Janitor service vehicles visit the refinery buildings on regular sched ule to maintain the appearance for which Continental Oil is noted Continental's housekeeping program extends beyond the Ponca City plant. Wells are terraced and have aluminum tips. Pipeline pump stations, like that at left, are neat as Dutch towns. Finally, Conoco, like all companies, prides it self on clean service stations 11 ETC 32282 Airships have had an up-anddown career, but right now they rate as an indispensable member of the Navy's anti submarine warfare teams 300 submarines it is supposed to have too close to our shores. The concept of refueling and re servicing blimps at sea is not new, but it is only within the past few years that the Navy has perfected it into a science. The result is that Athousand or more miles out at blimps, the eyes of the hunter-killer sea. a silvery blimp hovers over teams, can remain with the fleet a an aircraft carrier, drops a fuel linew, eek or longer, instead of having to takes on a fresh supply of 91/96 return to their shore bases after each grade gasoline, and heads off into day's mission. the heavens to resume its prowl for This "comeback" by the modem enemy submarines. Or, as more airship is the latest chapter in a ca often happens, the airship finds a reer that has had its ups and downs-- momentary resting place on the car in man's mind, as well as in flight. rier's deck while it replenishes its Ever since two French brothers gasoline load and changes crews be succeeded in flying the first lighter- fore taking off on its sky-roving than-air craft back in the late 18th mission again. century, the airship has experienced This is the important new devel alternate periods of favor and dis opment in airships today. A valued favor. Right now, its stock is at a member of the Navy's anti-subma new high. rine hunter-killer teams in World The balloon which the Montgol War II, the cigar-shaped craft now fier brothers sent aloft over the is ready to play an even fuller role French town of Annonay in 1783 should Russia ever send any of the was a crude affair--a 35-foot boll of waxed paper with a brazier of coal suspended below it to provide the warm air which lifted the balloon off the ground. But the improved balloons which the Montgolfier craft begat marked the first time that man was able to get into the air and stay there for an appreciable length of time. In 1906, the balloon became dirig ible, or steerable, through use of the internal combustion gasoline engine, and many experts of the time seri- Because they can put down on the deck of an aircraft corrfor, to refuel and change crews, blimps are able to remain at tea a week or more 12 ously then a would to the: wrong, strong nautica in the 1 what e lins--th geles, t the H: The vi. in the public airship Bute back s done" ] Even s< was qu the slov craft a anti-air snorkel rines to are exr ETC 32283 The forepart of a Navy blimp'* tar b e max* of electronic listenIng and detection devices. Even with this modern equipment, the submarine Is not an easy target to pick out and lull ne, -ri- s i. sr r ouslv doubted that the airplane, then a brand new invention, ever would become a serious competitor to the airship. That thinking proved wrong, but the airship made another strong bid for its place in the aero nautical sun by doing yeoman work in the first World War. Then came what evervbody called the Zeppe lins--the Graf Zeppelin, the Los An geles, the Macon, the Shenandoah, the Hindenburg, and the Akron. The violent demise of the last four, in the Twenties and Thirties, sent public faith and confidence in the airship to a new low. Bur once more the blimp bounced back and earned a Navy "well done" for its World War II service. Even so, the usefulness of the blimp was questioned by those who saw the slow-moving, virtually unarmed craft a perfect target for enemy anti-aircraft fire. Now, however, snorkel equipment permits subma rines to remain underwater, and few are expected to surface any more than they have to. That being the case, the blimp will be able to stay in the battle against enemy subma rines, along with the destroyers, small anti-submarine submarines, planes and helicopters that make up the Navy's anti-submarine teams. Since it carries no armament heavier than the machine gun, the airship's role in the drama of submarine stalking is to detect enemy subs and then hover over the spot until planes and naval vessels can blast them. In the past, the Navy says, "air search against submarines has con sisted of looking good and hard, and discussions have centered around how far down a sub could be spot ted. As the submarine and its opera tion have been improved, so has the fight against it assumed a modem scientific pattern. By guess and by gosh has been eliminated." Methods Used Radar is the best method for the initial detection of submarines in all kinds of weather, but it is not the only means at the Navy's command. In limited waters--such as the en trance to New York harbor, the Straits of Gibraltar, and the English Channel -- blimps employ magnetic airborne detection. This apparatus usually is carried on a line below the blimp. Limited in range, the mag netic needle nevertheless will regis ter whenever a metal object under neath the water is being passed over. In addition to their main mission of sub-chasing, blimps are called upon to perform several other im portant wartime functions. Such as locating and rescuing survivors of torpedoed ships, and directing the sweeping of enemy mine fields. During World War II, blimp members of hunter-killer teams ranged from Nova Scotia to Brazil and covered the Pacific and Medi terranean as well. It is the Navy's proud boast that no vessel escorted by airship was sunk by submarine action in either great war. Sometimes flying over land in peacetime is as hazardous as anti submarine patrol duty. No few lighter-than-air craft have been shot at by playful hunters or disturbed rural dwellers. What happens if somebody sends a bullet into an air ship? Nothing usually. A bullet hole is too small to cause the loss of any appreciable amount of helium. A far greater hazard is winter flying, when sharp cakes of ice might be shot back by an engine propeller and rip a big hole in the envelope, or bag. When that happens the damage must be repaired promptly or the ship will lose "lift" through the escape of too much helium. Although until the outbreak of World War II Germany was the leading nation in airship construc tion and operation, the use of helium 13 ETC 32284 in lighter-than-air craft is strictly a only the United States and Russia about 125,000 and 200,000 cubic about U. S. development. The behemoth operate any lighter-than-air craft to feet of helium. A combination train the M- German ships that people remember speak of. Little is known of how ing-fleet ship has a 425,000 cubic Lanc flying the Atlantic on regular sched many or what type airships the Rus foot capacity, while the KX type, takes a ule only 15 or :o years ago used sians have. Recent stories in the the most common airship now in to mo hydrogen, the lightest of all gases, American press have mentioned use, holds 456,000 cubic feet of he ozone, as their lifting medium. Hydrogen "persistent reports" that Russia is lium. The U.S. also operates two one of had the advantage of low cost, but constructing giant dirigibles for a larger craft, the M and MX, both of the ligl the disadvantages of being inflam possible atom bomb assault. If this which were developed during the speakir mable and, under certain conditions, is so, the airships presumably are of recent war. one-fif explosive. the rigid type, which means they It is an MX-type ship which holds plane t I Except for small supplies in West have a complete metal framework to the world's endurance flight record ern Canada and the Ural Mountains maintain the craft's shape, whether for airships. One of them took off of Russia, non-inflammable helium is it is inflated with lifting gas or not. from Lakehurst, N. J., on October Cons found onlv in the natural gases of The German Zeppelins and our 27, 1946, and didn't put down again Navy's the United States. The envelope of Akron, Macon, Los Angeles and until November 3, at the Naval Air agesab any American airship you see todav Shenandoah were rigid airships. Station in Glynco, Ga. That flight mal cn is almost completely filled with he lium, usually of about 98% purity. No More Rigids of 170.3 hours surpassed by 35 hours the previous mark set by the Rus By pai around The only other things inside the bag All American airships today--and sians. And the craft still had enough the use are two, or sometimes four, balloon the best estimate is that w'e have be gasoline and food aboard for an engines like affairs. Called ballonets, these tween 100 and 200 in operation--are other two days of flight. The are filled with air. Their function is of the non-rigid type. These have The M-ship then was the world's the gri to counterbalance the expansion and no metal framework. The shape of biggest non-rigid airship. But it tion. Bi contraction of the helium as caused the bag is maintained solely by the doesn't hold that distinction any sumes ( by changes in atmospheric tempera pressure of the helium inside. The longer. The Goodyear Aircraft while ture and altitude. U. S. stopped building rigid ships Corp. factories in Akron recently speed 1 It was largely Germany's inability after the Macon crashed into the sea completed a new super-ship, identi fuel lo: to secure helium under our strict off California early in 1935. fied as the N-type. This craft now 800 ga.: government export regulations that Presently, the Navy flies six dif is awaiting formal Navy acceptance. serve o brought about its decline as the ferent types of non-rigid airships. The "N" is almost 325 feet long, 74 Beca world's foremost airship nation. To Two of these are strictly training feet wide, and 95 feet high. It loads commc day, according to Navy spokesmen, craft, with envelope capacities of 875,000 cubic feet of helium, or j remain Many of the surplus airships of World War II were sold by the Navy and used as "aerial billboards" for ad vertising oil, food and other products 14 The Navy's training school for pilots Jj9uf>ng(ob crew members of lighter-than-air n8"t is at Lakehurst, N. J. There, per*wff|P;( , Nin study everything from the principlewmgs'J t I ETC 32285 i jubic traincubic type, >w in >f he, two )th of g the holds ecord >k off jtober i again al Air flight hours e Rusnough or an- world's But it >n anv ircraft ecentlv . identiift now jptance. long, 74 It loads ium, or about i j0,000 cubic feet more than the M-type contains. Landlubbers might expect that it takes a heaping amount of gasoline to move an airship through the ozone. Actually, fuel economy is one of the important advantages of the lighter-than-air craft. Generally speaking, an airship requires only one-fifth the fuel needed by an air plane to carry the same load. 25 Gallons an Hour Consumption of gasoline by the Navy's smaller training blimps aver ages about 25 gallons an hour at nor mal cruising speed of about 50 knots. By paring air speed to something around 37 knots an hour through the use of only one of the ship's two engines, fuel usage is cut in half. The larger the airship, of course, the greater the gasoline consump tion. But even the M-type craft con sumes only about 36 gallons an hour while flying at normal cruising speed on both its engines. Normal fuel loading for non-rigid airships is 800 gallons, which represents a re serve of from 50-100%. Because they never have been too common, airships have pretty much remained a curiosity to most people. OUR COVER: Limned against a fleecy Louisiana sky are two of the many storage tanks at Ethyl's manufacturing plant in Baton Rouge. These tanks, among others, store ethyl chloride prior to that chemical's use in the final reaction to produce tetraethyl lead, the active antiknock ingredient of "Ethyl" antiknock compounds. Each tank shown has a capacity of about jo.ooo gallons of ethyl chloride, while larger tanks in use at the plant have double that capacity. The color photograph was taken by Scott d'Arazien. OUR PICTURES: Page 3 (top center), Acme; page 4 (bottom left), Flude Studio; page 4 (bottom right), courtesy American Trucking Assns.; others on pages 3, 4, j and 6, Camera Associates, Bud Eble or Datz Studio; page 7 (bottom right), All-America Selections; page 9 (bottom), Philip Gendreau; all others on pages 7, 8 and 9, courtesy W Atlee Burpee Co.; pages 10 and 11, courtesy Continental Oil Co.; page 14 (left), courtesy Douglas Leigh Inc.; all others on pages 12, 13, 14 and 15, official Navy and Department of Defense photos; pages 16, 17 and 18, illustrations by Robert Greenhalgh; pages 19, 20 (lower), 21 (bottom) and 22 (two upper photos), courtesy Libbey-Owens-Ford Glass Co.; page 20 (upper), courtesy Standard Oil Co. (N. J.); page 21 (box), A. Devaney, Inc.; page 22 (bottom), courtesy U. S. Dept, of Agriculture Extension Service. But in recent years residents in sev eral large U.S. cities have grown used to hearing the lazy drone of. a blimp overhead, as it flashed the message of an oil company or food product concern in bright lights on its vast side. The Navy was glad that its World War II surplus blimps were put to this use. Otherwise they likely would have been dismantled and sold for raincoat material. Now, with these advertising blimps called back into active serv ice, the Navy finds itself with its air ship fleet virtually intact. That's a much happier situation than existed in 1940, when there were only five usable blimps in the whole country. Enemy submarine reaction to the Navy's airships is bound to be much like that of the Englishman, who after watching an advertising blimp go through its paces, remarked, "Really, it's deucedly clever, but isn't it a bit conspicuous?" Now' that it can refuel at sea, the airship in tends to be more conspicuous than ever--calling the shots for the more lethal members of the Navy's anti submarine warfare teams. 1 for pilots attcfrooring (above left!to the mightyengines -than-air cr<rffkve right) that power the modern airere, personsirflyp. A blimp pilot must first have won e principles < is "wings" as a heavier-than-air-pilot Largest known airship in the world is our "N," shown here under construction. Now awaiting Navy acceptance, the "N" carries 875,000 cubic feet of helium gas 15 ETC 32286 Non Name It America has more than its share of unusual place names, but, believe it or not, there's an explana tion for most of them -- even the most bizarre ones As America grew and became more and more a nation of travelers, place naming attained a great deal of importance. In some cases, strangers were tom between two or more places in the same state with the same name. And the poor map- makers who were supposed to guide By Shirley H. Seheibla them sometimes found several spell ings for the name of one town, and esides seeing the sights, part nobody to say which was official. B of the fascination of traveling The federal government recog around the country is encounteringnized these and many other name a variety of unusual place names. In problems, and in 1890 President almost every one of the 48 states, Benjamin Harrison established the travelers who take time to notice Board on Geographic Names. such things are intrigued by cities and towns and even mountains and Problem Still Acute rivers whose names are anything but Today, with large segments of commonplace. our population constantly on the The chances are that you yourself move, the problem is more acute have seen such names as Sleepy Eye, than ever. And the Board is turning Romance, Low Freight, Hohokus -- out decisions at a rate of about 500 and wondered about them. Sur a year, saying when it's all right to prisingly enough, and Shakespeare name a new place, when .an old one notwithstanding, there's a lot in can have a new name, or which these odd names -- a good reason for name is the accepted one when a lo almost all of them despite their ap cation is known by several. parent strangeness. And if it's any consolation, most of them have passed the scrutiny of Uncle Sam's eagle eye. As a matter of fact, it's not a good idea to trv naming a place without an okav from Wash ington, no matter how well-inten tioned you may be. But this is no new evidence of government regulation. It's been go ing on for about 60 years -- and with good reason, too. Actually, anyone with a hanker ing to do so can name a place. But if you decide to try it, you'll find that approval by the Board on Geo graphic Names is a prerequisite to government recognition of a name. To get its approval, you must write directly to the Board and give a good reason for selecting the name you'd like to bestow. Then you'll have to prove that the location does not have a name, is known by more than one name, or that the present name is not appropriate. Key to the Board's success over the years has been the fact that local acceptance has nearly always fol lowed its approval of a name. Once the government recognizes a place name, that name is then used in fed eral maps, reports, records and for general identification. Of course, there are almost as many reasons for place names as there are names themselves. The Board on Geographic Names re cently approved the name Honey moon Island for a piece of land a storm : land, FI had ma when h and in\ them v ferred 1 Island ; hearing So the) mission the offic Namt aren't Cupid, 1 named pioneer, named settled townsfc their sei Qui It rar local gr spontan proval. an odd in popu In th< existenc directly of quit' from cc lias, th Citys, r list that -mont, a oline, 7 there w: ago. Th One Namele; gia tow were ur While t over an cation in of the c characte resulted 16 ETC 32287 :nkerBut 1 find Geoite to name, write ^ive a name you'll n does more iresent s over it local .'S fol. Once i place in fednd for iost as mes as s. The ;ies reTonevland a storm separated from Caladesi Is land, Fla., in 1922. A philanthropist had made the place locally famous when he built a village of cottages and invited honeymooners to use them without charge. Natives re ferred to the place as Honeymoon Island for years and got tired of hearing strangers call it Hog Island. So they sought and obtained per mission to make Honeymoon Island the official name. Names which hint of romance aren't always inspired by Dan Cupid, however. Loving, Texas, was named for Oliver Loving, an early pioneer, and Romance, W Va., was named for Romance Parsons who settled in the area just when the townsfolk were seeking a name for their settlement. Quick Approval Unusual It rarely happens, however, that local groups think up strange names spontaneously and get quick ap proval. Usually the Board approves an odd title only when it has been in popular use for several years. In the less than 100 years of its existence, the oil industry has been directly responsible for the names of quite a few towns. Scattered from coast to coast are four Petrolias, three Petroleums, two Oil Citvs, two Oil Centers, and a long list that includes Oildale, -ton, -ville, -mont, and others. There was a Gas oline, Texas, until the post office there was discontinued several years ago. There still is an Auto, W Va. One of the strangest names, Nameless, was acquired by a Geor gia town because the city fathers were unable to agree on a name. While the bickerings of ranchers over an appropriate name for a lo cation in Nevada reminded someone of the quarrels of the comic strip characters. Maggie and Jiggs, and resulted in calling the place Jiggs. The influence of Indians often is discernible, too. Sleepy Eye, Minn., is said to be named for a tribal chief. Dead, Nev., reportedly is so called because it contains a mountain the Mohaves thought was the resting place of departed spirits. Arrow Rock, Mo., according to a popular tale, boasts a rock which Indians once considered excellent for mak ing arrow heads. Some strange names are a corrup tion of foreign ones. Low Freight, Ark., stems from clumsy American attempts to pronounce the French words Vecru froid (cold water). The name of the Picket Wire River in Colorado comes from a garbling of the French purgatoire. Even the well-known Brooklyn is said to be a corruption of the Dutch word, breuckelen, meaning marshy land. Many names are, or were, descrip tive of the places they designate. Speckled Trout Lake, Minn., for example, really does contain trout. While Chicago, according to legend, comes from the Ojibwa Indian word shekagong, signifying a wild onion place with a bad smell. Yel low Jacket Pass, Col., actually was once infested with bees, but no one remembers whether or not insects inspired the name for Mosquito Island, New York. America's love for movie stars is reflected in at least two place names. Gene Autry, Okla., and Tarzan, Texas. The former dates from 1941 when Gene Autry was planning to establish a rodeo headquarters at Berwyn, Okla. Natives started call ing their town Gene Autry and it stuck. Though it dislikes having places named for living persons, principally because they still might do something to discredit their name and cause a mad scramble to re name, the Board bowed to popular usage and approved Gene Autry. A deceased person must have made an outstanding contribution to society in order for the Board to approve naming a place for him. And its regulations say that his achievements and fame must be more than local. Too, the impor tance of the public service or achievements of the person whose name is proposed should be com mensurate with the importance of the thing being named. The Board on Geographic Names thought James Kyes earned such an honor and in 1947 approved naming Kyes Peak, Wash., for him. A naval officer in World War II, Kyes gave his life jacket to one of his men when their destroyer was torpedoed and drowned when the ship sank. 17 ETC 32288 Frequently, the Board is faced with the problem of settling which of several variations of an old name should be used. This year, for in stance, it decided that it's to be Opa-locka, Fla., not Apalocka, Opa Locka, Opa-Locka, or Opalocka. And it's also an authority for spell ing run-of-the-mill names. Accord ing to the Board, it's "-boro," not "-borough," "center," not "centre," and "-burg," not "-burgh." In the latter case, however, it has made an exception for Pittsburgh, Pa., and Newburgh, N. Y As a general rule the Board frowns on having two places in the same state with the same name. Otherwise, however, it has no hardand-fast policy against duplications. On this matter the Post Office De partment, which names about 200 new post offices a year, takes the same stand. Board approval is not necessary for the naming of a new post office or changing the name of an old one. The Post Office Department has the authority to determine for itself what it shall call both old and new post offices, just as a railroad can name the stations on its line. However, if a post office name in volves a place name on which the Board has already acted, the Board's decision governs. In some instances general accept ance does not follow naming of a post office. Such was the case with Savage, Md. Local citizens peti tioned the Department to change the name of the post office to Santa Heim. Santa for the man with the long white whiskers, and Heim for a local Christmas tree ornament manufacturer. But postal authorities refused on the grounds that they could not approve names that could be used for business promotion. The majority of the residents, however, still call their town Santa Heim. Confusion in New Mexico Truth and Consequences, N. M., has experienced plenty of difficul ties for the same reason. Following a broadcast of the Truth and Con sequences radio program from Hot Springs, N. M., early last year, a municipal election was held and the citizens voted to rename their town Truth and Consequences. However, a judge later ruled that the election was illegal and the post office re fused to go along with the change. A second plebiscite was held on Election Day, however, and the peo ple again voted in the change -- this time to stay, they hope. The naming of highways is another matter. The Bureau of Pub lic Roads uses the number system exclusively and has done so since early in the 1920's because at that time several names for many roads was causing plenty of confusion. Various civic, state and other organ izations still go in for highway naming, but each thoroughfare also has a number which is usually used to guide travelers. The Lincoln Highway which runs from coast to coast is perhaps the best known of the "name" roads and was one of the first to be named. Sponsors of the road picked the name as one they thought would attract public support. And ever since their successful venture, groups advocating particular high ways have tried to pick similarly popular names, witness the Lee Highway, the Jefferson Davis High way, the Will Rogers Highway, and others named for Franklin D. and Theodore Roosevelt, General Pershing, and Daniel Boone. When the Board on Geographic Names has the say on approving a name, however, one of its guiding principles is this: "Where names have been changed or corrupted, and such changes or corruptions have become established by local usage, it is not generally advisable to attempt to restore the original form." Perhaps this explains some of the strange names you see and will continue to find reflecting this country's sense of humor and pre serving the memory of its heroes, early settlers, natural beauties and struggles with foreign tongues. Long landn ing v> to m< 1 H" chuset But contra When now : The 1 concre Swiss winter tie ha' feedini ant in straw, been t tion m shop. Like presag. belove gone n in the : ican la out of when t tractor in such tional ered w to pas: and m comini 18 1 ETC 32289 tat ids in- ay Iso <ed ich ips ids Long a traditional American ed. landmark, the red barn is giv che uld ing way to structures adapted cer to modern machine farming ire, Jh- By Robert West Howard rly H^ee arold Hunt's barn looms up on jh- a rockv hill in central Massa ay, chusetts like a stranded Noah's Ark. D. But -- outward appearance to the ;ral contrary -- it is no ordinary bam. Where the haymow used to be is hie now a windowed chicken house. g 3 The bamvard is covered with a ing concrete sun area where his Brown :nes Swiss cattle can promenade in the to machine farming and scientific One type of modern "loose ted, ons wintertime. Inside the bam, the cat agricultural progress. tle have their own dormitory and There are, as nearly as can be de housing" barn is that above, designed by Prof. 5. A. Witxel, of the University of Wisconsin ical feeding room, and both are luxuri termined, some 1 y million bams and ible ant in fresh air, sunlight, and clean farm work buildings in the United siding . . . and the over-all propor inal straw. Finally, the horse stalls have States. The vast majority are from tions of a battleship. The original e of been transformed into a combina 50 to 100 years, but many along the idea was to build an all-purpose will tion milking parlor and farm work Atlantic Seaboard are 150 or 200 bam that would house horses, dairy this shop. years old. According to government cows, harness, rigs, hay, feed, and ore- Like the Ark, Harold Hunt's bam statistics, more than half of these a milk cooler, with the final gran oes, presages a new order of things. The buildings are in need of major re diose gesture of two yo-foot silos and beloved "red bam," having under pairs. Viewed technologically, from in left field. That's what every farm gone no major architectural changes the standpoint of 1951 farming er dreamed about in 1920. in the 250 years it has been an Amer methods, 90% of our farm buildings Last winter, still with the same ican landmark, now is inescapably are outmoded and so in need of outer frame and proportions, the out of date. Its doom was sealed replacement or drastic redesign. bam was remodeled to fit the times. when the gasoline high compression tractor began to replace the horse A J 920 Dream Farewell to the horse stalls. Fare well also to the haymow ... and the in such great number. Then its func Until recently, Harold Hunt's harness room . . . the milk stool. . . tional values, like those of the cov bam was in that category. Built 30 the cooling vat . . . the open-faced ered wagon and the icehouse, began years ago, it is one of those eye wagon shed ... the dilapidated hog to pass into history. Now, a new filling jobs so typical of the Ameri house ... the mud-sucking be- and more efficient type of bam is can farmer's "era of bigness." Solid stenched cowyard . . . the louse- coming into being -- a bam adapted wood . . . gambrel roof . . . sheer infested poultry house. 19 i ETC 32290 "That cow stable in the base ment," Hunt told me, "had been laid for 40 stanchions and box stalls to hold 20 head of cattle. Then I decided to keep beef cattle, so it was never finished off. At the ex treme left of the bam and running crosswise of it was a harness room silo received a machine age come uppance. The stanchion space, with steel supporting posts still intact, was left unfloored and turned into a cow "bedroom." Fresh bales of straw are supplied to it every other day. Beyond that, the Swiss do their own bed-making. Once or twice a midstream between the red bam tradition and the unknown shape of the future, is Harold Hunt's bam -- a pilot plant for the transitional stage in America's rural architecture. The architectural pattern of the traditional red bam and hayloft was created to give shelter to horses, wagons, harness, oat bins, and haycrops. Such bams were adequate in their day, but that was before the era of the tractor, the truck, and the automobile. Today, four million tractors and some eight million mo tor vehicles have all but replaced the 21 million horses and mules which our grandfathers depended upon to do their farm labors. More over, the average farm has increased in size considerably. Still, until World War II, the bam responded only by increasing its n ee by yi ho ori Us val pn we: the sto hoi wit bar for 1 or wes sibl the *raj by ' its 1 the B Most of America's barns are at least SO years old. The author says 90% of our farm buildings are now outmoded and three box stalls for horses. To the right was a bam floor with high enough ceiling and big enough doors to admit and shelter the biggest load of loose hay. At the right of this floor were more box stalls and a row of standing stalls for the horses." When it came time to adapt this floor for the mechanized production of milk, the harness room was con vened into a milk cooler room. The box stalls became a combination grain room and farm workshop. The standing horse stalls were re built into a milking parlor with four elevated stalls above the pit where the hired man handles the milking machines at eye-level. The milk, untouched, is pumped through chrome pipes across the bam and fed into cans in the cooler room. Simultaneously, the unfinished cowstable, the barnyard and the year, the bedroom is power-cleaned with a tractor. In front of the big bedroom doors, the barnyard has disappeared be neath a monolithic concrete pave ment that has become the cow's sun area and winter promenade. The doors are kept open all year, since they face the south and away from prevailing winds. The animals wan der in and out at will. So there, swimming hugely in In cognizance of the modern barn design trend, the New York State Fair exhibited this model barn arrangement size. The basic structural pattern remained the same, despite substan tial effort by other interests to break down the "wood tradition." All too often machines that can't be fitted on the old haymow floor are either parked in the open to rust, or are sheltered in carriage sheds. If th from t. is to be the tim design that aln in the 1 Its sf structio of deba. least. Bi premise plastics bam wi will not but rath tours. It ering si.' hillside, dergroui Mod this oral to pr 20 ETC 32291 d bam hape of bam -- isitional tecture. \ of the loft was horses, nd hayquate in fore the ck, and million ion moreplaced i mules epended s. Morencreased the bam ising its The contemporary American barn was con ceived and first built sometime before 1680 by German farmers in New York and Penn sylvania to meet the specific needs of their horse-powered economy. The bank barn was originated by the Mennonite farmers of Lan caster County, Pa., about 1700. The Mennonites, Swiss and German re ligions refugees, had an instinct for land values and livestock development. They purposely selected the hardwood forests west of Philadelphia for settlement because they knew that hardwoods grow on lime stone. Used to hilly country in their old homelands, they combined the hardwoods with hereditary knowledge to evolve the bank barn. The structure is still "standard" for the American farm. Invariably, the bank barn was nestled into a hillside, or against a wooded bank, for obvious reasons of weather insulation and power limitations. When pos sible, it faced south. The second floor, accessible from the hilltop, contained the wagon floor, haymow, and grain storage rooms. Here, harvests could be drawn in by wagon and stored for the winter. The ground floor, its north end buried protectively in the hillside, housed the livestock. Both Yankee and Southerner adopted -- and adapted Pennsylvania Dutch farm building with "Hex" signs -- the "Pennsylvania Dutchman's" barn. Haymow, wagon floor and dairy basement became standard -- and moved on across the Alleghanies, the prairies and the Rockies during the 19th Century. The Yankee's major contribution to the basic pattern was a covered runway between the farmhouse and barn, to provide a snow-free path in winter. The Southerner evolved a similar idea, but left the sides off the runway. But, all in all, significant improvisations upon the centuries-old barn design pattern have been amazingly meagre. lodern 5 New ibited lement .1 pattern ; substans to break .'' All too be fitted are either ist, or are If the red bam is to disappear from the American skyline, what is to be its heir? Taking a cue from the times, one can point to many design and construction features that almost certainly will be found in the bam of tomorrow. Its shape, height and even con struction materials will be a matter of debate for another generation at least. But it's a generally accepted premise that metal, concrete and plastics will replace wood, that the barn will be low-slung, and that it will not be erected just any place, but rather built to fit into land con tours. It's conceivable that the towering silo will disappear into the hillside, or perhaps be placed un derground. And it's not too Buck Rogers-ish to visualize tomorrow's farmer directing the operations in his bam and on his lands via twoway electronic communication, as he sits in a control room and scans all activity by television or through an ultra-violet picture window. Foldaway Doors The doors of tomorrow's bam will be huge balanced affairs that fold away against the ceilings to permit the entry of any size ma chine, from the smallish garden tractor to the behemoth harvester. Very likely the doors will open and close by remote control. Doorsteps and ramps, the experts tell us, will be precast from concrete or metal and will be portable from one farm building to another. The bam floors more likely than not will be concrete or a plastic material under which will zigzag coils to provide radiant heating. Ani mals, particularly cattle, will live in a style to which they certainly have not been accustomed in the past. Bams in dairying territory can be expected to incorporate features of the new "loose-housing" system of cow herding, such as Harold Hunt employs. It provides a concrete sun area for daytime airing of cattle Modern farm structures, like this broiler house, feature sev eral large insulating windows to provide better "daylighting" 5S&- during the winter months, a dirtfloored sleeping room, a milking parlor where the animal stands in a small paddock while she is being milked, and a separate feedroom where the cattle are routed to eat after morning and evening milkings. Tests indicate that cows which have freedom of movement produce more milk than cows that do not enjoy the same liberty. One snug room in the new bams will be set aside as the farmer's office and work headquarters. Here insec ticides, medicines, and chemicals will be stored, and here the farmer will keep his indexed files of animal and land records, as well as his ref erence library. Intricate machinery repairs will be made at the work bench along one side of the room. At the "office" desk--complete with telephone extension, radio, and may be even television -- crop plans will be worked out and the all-important contacts made with county agents, machinery salesmen, and the vari ous distributors. The list of features one might expect to find in our new bams runs on through dozens of items. But as Dr. Walter Gropius, director of the Graduate School of Design at Harvard University, has put it. the final shape of the rural buildings of the future will emerge slowly, regionally, and only from the will of the people. "I cannot visualize them. No man can visualize them, for they will come from the people, as study and experience evolve them. It is wrong to think that we can invent an in digenous building that is precon ceived. Biological factors involving race, religion, weather, climatic con ditions, and special interests of local groups are all incorporated into the eventual pattern and design. This means long and arduous human study. "Then, too, at all times we must give way to nature. Over millions of years nature has evolved her own building designs and patterns in grasses, trees, rocks, and river beds. These are functional patterns, ad mirably suited to their needs. If we trv to imitate them, we will be on the right track for the buildings best suited to man and his intricate needs of today and tomorrow." Just as Harold Hunt's does now, somewhere up the hill into tomor row stands the bam of the future. It won't have the legends and the senti ments of the cherished old red bam, but it will be the last word in human comfort and farming efficiency. Left, while no one can yef predict the final shape of our "new" farm buildings, ex perts agree most will be con structed of other than wood Within an imi versary industr and ai reachec Cele. Januar znoden of the mally i ing bni is dedi One Beaam Texas ! 50th A Shivert preside compai As i Beaum ration eral m will do ETC 32293 buildings ; slowly, the will . No man chev will .tudy and is wrong nt an ini preconinvolving natic con es of local d into the ,ign. This is human i we must r millions d her own attems in river beds, ctems, ad.eds. If we will be on ldings best icate needs does now, ito tomore future. It id the senti;d red bam, d in human iciencv. m yet of our s, exe eonwood ETHYL EXHIBIT AT SPINDLETOP OBSERVANCE Within the past month millions of people have heard about an important event in the oil industry -- the 50th anni versary of Spindletop, the field "where oil became an industry." Radio broadcasts, news stories in the daily press, and articles and comment in general magazines have reached into almost every nook and corner of the conntry. Celebration of the anniversary year got under way on January 6 with the unveiling of a Lucas gusher replica and modern power rig in Sunset Park at Beaumont, Texas, site of the famous well. The observance will not conclude for mally until October, when the Anthony F. Lucas Engineer ing building at Lamar (Texas) State College of Technology is dedicated. One of the features of the commemoratory program at Beaumont is the Spindletop Hall of Exhibits at the South Texas State Fair Grounds. At the request of the Spindletop 50th Anniversary Commission, appointed by Governor Allan Shivers of Texas and chairmaned by John W. Newton, vice president of Magnolia Petroleum, some 40 oil and related companies arranged exhibits. As part of the "Progress in Petroleum49 theme of the Beaumont exhibit, a presentation staged by Ethyl Corpo ration dramatically portrays a fact developed by Ethyl sev eral months ago -- that two gallons of present-day gasoline will do the work of three gallons of 1925 motor fuel, and yet the price per gallon, excluding taxes, is about the same. As can be seen from the accompanying photo, the Ethyl exhibit employs a modern automobile and service station and an old-fashioned car and station to emphasize the vast improvement in gasoline quality that has accrued to the nation's motorists during the past quarter-century. In the center of the exhibit is an Ethyl demonstration engine, and behind this is a slide projection screen. Before the assembled visitors at the Spindletop Hall of Exhibits, the demonstration engine operates on representa tive 1925 and 1950 gasolines and at the average 1925 and 1950 automotive compression ratios. As the demonstration progresses, the audience is able to witness the low power output of an equivalent 1925 engine as it operates on 1925 fuel, the loss in power due to knock when the engine oper ates at present-day compression ratio but on 1925 fuel, and the great increase in power when modern fuel is used at modern compression ratio. This gain -- the audience learns in graphic fashion -- is 50%, which is another way of saying that two gallons of gasoline today do the work of three gallons of 1925 gasoline. The Hall of Exhibits display was open in its entirety from January 6 to 14. However, the Ethyl exhibit and others will be shown every Friday, Saturday and Sunday through March 31 for school groups and other Beaumont visitors. ETC 32294 . H- `V T *, ' < % .% * T -r? .* Jt* v % rw- There's a big difference between a "!- tiger tiger lily..and a .. i ' - and there is a powerful difference, too, between gasoline and 'Ethyl*gasoline ! TNAOt-M*** # Q "Ethyl" gasoline is high octane gasoline. That's why it brings out the top power of your engine -- makes a difference that you can feel on hills, on the open road, and when you need quick power for passing or acceleration. When you see the familiar yellow-and-black "Ethyl" emblem on a pump, you know you are getting this better gasoline. "Ethyl" antiknock fluid is the famous ingredient that steps up power and performance. ETHYL CORPORATION, 100 Pork Avenue, New York 17, N. Y. ETC 322 95 Among the newly-elected members of the board of di rectors of the Rocky Mountain Oil and Gas Association is John S. Cole, Ethyl Corpora tion safety engineer and ac count representative in the Western Region. Mr. Cole joined Ethyl in 1933 as a field representative in Baltimore and later became a safety engineer in that Di vision. He transferred to the Casper, Wyo., office of the Western Region in 1940 as a safety engineer, and remained there until 1948, when he moved to Salt Lake City to take his present position. A native of Brooklyn, N. Y., Mr. Cole was graduated from Stevens Institute of Technology in 1924 with a B.S. degree in mechanical engineering. Be fore joining Ethyl nine years later, he was a research en gineer with The Texas Co. and with Socony-Vacuum Oil Co. He has been active in the Rocky Mountain Oil and Gas Association for some time, and last year was chairman of that group's permanent gen eral refining committee. Mr. Cole also has been an active Oil Industry Information Com mittee member in the Rocky Mountain area. An inveterate sportsman, he belongs to the Rocky Moun tain Gun Club and the Izaak Walton League. His other memberships include Phi Al pha Sigma fraternity and the Lions Club. TECHNIQUE IN TRACTOR SERVICE 3 To acquaint farm machinery dealers' mechanics with the latest tractor engine service practices, Ethyl Corporation has developed a twofold program consisting of an educational motion picture and mobile classroom instruction. REVOLUTION IN VERMONT 6 Modern farmers like Trafton Hoisington areintroducing signifi cant changes in the art of making maple syrup. One such innova tion calls for the use of oil instead of wood to heat the big evaporators in which the sap is boiled. A WORLD OF SPORT 10 We may go mad about baseball or basketball, but give the Englishman his cricket and the Spaniard his bullfighting. Here's a picture report on some of the games that are popular in foreign countries. FIGHTING FUEL 12 Add some napalm to a barrel of ordinary gasoline and you have a fire bomb that is the bane of the enemy's existence in Korea. Napalm, or jellied gasoline, is a literal illustration of the World War II slogan "Oil Is Ammunition, Use It Wisely." ACCIDENTALLY YOURS 16 As this roundup of unusual mishaps illustrates, the strangest things can happen to people at the strangest times and under the strangest circumstances. DASHBOARD TELEPHONES 19 Mobile telephone service has grown by leaps and bounds since its introduction five years ago. With it -- whether you're riding along a highway, or traveling on a boat or train -- you can call practically any telephone in the world as quickly and easily as you can from your own home. In order to widon the Holds of reader interest In Ethyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shoo, president; Stanley T. Crossland, vie* president and treasurer; Herbert A. Savage, secretary T Ethyl has special nr of a prog N THESE I ican fax not onlv h famished p lands as wt than ever th in the best help and en> ics to rendi vice, theref has institute that is inten nook and America. A new so j titled "You' part of the d is a mobile stration, wh at the tracto ETC 32297 1951 3 "St ed /re 6 'Oji'O 10 he sa gn 12 've ?o. rid 16 est ter 19 ice ng a// as ttly ion. the cos. N. Y. inl ine Technique in Tractor Service Ethyl has produced a motion picture and is sending three special mobile classroom units through the Midwest as part of a program to encourage precision tractor engine service n these days, when the Amer engineers as on-the-spot instruction I ican farmer is expected to feed for mechanics in the latest farm en not onlv his countrymen but the gine sendee techniques. Together, famished people of many foreign the film and the portable demonstra lands as well, it is more important tion will be seen bv a vast percent than ever that his equipment be kept age of the mechanics who are in the best operating condition. To charged with keeping the nation's help and encourage tractor mechan tractors in the best running order. ics to render precision engine ser vice. therefore. Ethyl Corporation A Special Service has instituted a twofold program Arranged as a special service to that is intended to reach into every the farm machinery and petroleum nook and comer of agricultural industries, the Ethyl program ac America. tually got under way last summer. A new sound motion picture, en At that time, the Company distrib titled "You're the Doctor," is one uted to tractor dealers, through part of the dual program. The other their manufacturers, some 50,000 is a mobile Dealer Sendee Demon copies of an instructional wall chart stration, which is conducted right and an accompanying booklet en at the tractor dealer's shop bv Ethyl titled "A Good Valve Job Pays." Before launching the full pro gram, Ethyl sought the suggestions and reactions of key personnel in the farm equipment and petroleum industries. Guided by these conver sations, Ethyl engineers transformed plans into realities. The movie and the dealer demonstrations were de veloped as the most effective ways of taking the message of precision tractor engine service to the greatest possible number of fanning com munities throughout the country. The Dealer Service Demonstra tion is, in effect, a postgraduate course for tractor mechanics. For this purpose, Ethyl has created streamlined mobile classrooms -- three specially designed house trail ers, each of which has been fully equipped with modem engine ser vice and tune-up equipment. Itin eraries of the demonstration units are being planned in cooperation 3 ETC 32298 Mm with branch service personnel of the various tractor manufacturers. The three trailers are now working through the Central states. Tractors are most numerous in the Midwest, and petroleum marketers and farm equipment manufacturers feel that it is in that region where the Ethyl program can render the greatest degree of service. When the trailer unit arrives at the tractor dealer's place of business, its right side wall is swung open and a 16-foot section is raised and locked into position. This provides an un obstructed view of the demonstra tion for as manv as 30 mechanics. The new Ethyl film, in sound, is entitled "You're the Doc tor" and runs about one-half hour. Shown at the left are a fact sheet about the movie and a final scene from the film Before beginning the instruction session, the Ethyl engineer reviews the need for precision workmanship in servicing a tractor engine. Main tenance of close tolerances, correct angles, and strict adherence to man ufacturers' specifications are by words of a successful overhaul. This, the instructor points out, is particularly true in the case of valve reconditioning. "Just as a man's life depends upon proper functioning of the valves in his heart," the assembled mechanics are reminded, "so must an engine have `healthy' valves if it is to de liver full power and performance. Good valve jobs are important to the farmer, who depends upon smoothly operating equipment. They are equally important to the tractor dealer as a means of enhanc ing his service reputation. Besides keeping old customers satisfied and happy, quality service work attracts new business, thus boosting sales of engine replacement parts and new equipment." Using a tractor which the dealer has taken in for an overhaul, the Ethyl engineer-instructor then dem onstrates the latest techniques in pre cision engine service. After stressing the importance of proper installa tion of the reconditioned parts, the engineer concludes the instruction session with a review of the latest accepted modem engine tune-up procedures. Here, he discusses in detail the other factors which affect engine performance. Speaking of ignition timing, he cites the need for select ing spark plugs in the correct heat range. He emphasizes the need for proper carburetor adjustment to ob tain the best performance and econ omy balance, and points out that the cooling system should be flushed and the air cleaner serviced in ac cordance with the manufacturer's recommendations. Movie Booklet The "You're the Doctor" sound movie, which supplements the Deal er Service Demonstrations, was pre pared so that the precision mainte nance story' could be repeated before the widest possible mechanic audience. A 3 2-page pictorial ser vice booklet is being distributed as a "takeaway" to those w'ho attend the film showings. "You're the Doctor" has been re viewed by the farm machinery manufacturers and by the National Retail Farm Equipment Association. Through the affiliated associations of the NRFEA, the movie is being shown to small groups of tractor dealers and mechanics throughout the country. The majority of these groups will Below, a modern farm equipment retail establishment. It is at such places of business that Ethyl trail er unit personnel give instruction have had ai film by tht being made ment mani can use it in programs. In the pr mules whic care and fe: doing more Above, Eth) Charles Wei Michigan ti chanic how a device f01 ing the va load. Rigf an electric proper valv conditioning strafed by 0 another Eth) ETC 32299 W. Ethyl's special Spartan Air craft trailers are completely outfitted with modern engine service and tune-up equipment in accurer's sound . Deal as prelaintepeated chanic al serited as attend _en rehinery ational nation, nations . being tractor ughout ips will have had an opportunity to see the film bv the end of Mav. It is also being made available to farm equip ment manufacturers so that they can use it in their own dealer service programs. In the pre-tractor era, horses and mules which received the best of care and feed repaid the farmer by doing more work per daw Now, al- Above, Ethyl engineer Charles Welch shows a Michigan tractor me chanic how to employ a device for determin ing the valve spring load. Right, use of an electric grinder in proper valve seat re conditioning is demon strated by Grant Scott, another Ethyl engineer though gasoline has replaced oats, a parallel "service requirement" still exists. For, now and always, the key to successful power farming is reli able equipment, operating at peak efficiency. Simultaneously with the volume production of high compression tractor engines which Ethyl helped to promote in the 1930's, manufac turers began mounting their field vehicles on rubber tires. These two improvements did much toward raising our agricultural output to the highest levels in history. Since 1930, the nation's tractor population has quadrupled to nearly four million, and 95% of the trac tors now sold in the United States are equipped with high compression gasoline engines. Constant Interest Because of its role in furthering the mechanization of agriculture, and its interest in assuring farmers a maximum return on their equipment and fuel investments. Ethyl Corpo ration has constantly stressed the importance and value of proper en gine service. While emphasis has sometimes been shifted to accomplish interme diate objectives, certain basic work has been carried on through the years. An example of this is the liai son mission which Ethyl's Agricul tural section has performed between the farm equipment and petroleum industries. Augmenting these efforts, Ethyl agricultural engineers have worked in the field with petroleum market ers and farm machinery service per sonnel to foster the growth of power farming. Although these ac tivities have generally supported the company's long-range efforts on the farm front, the encouragement of high standards of engine service -- precision workmanship in the trac tor dealer's shop -- remains the chief objective. Ethyl believes that its lat est educational program will help further that aim. ETC 32300 Vi J 7/f/ \/RMOA?r syrup, like th be as : Vermo turies - Whi started a batcl way o In the maple syrup industry, changes have been few and far between. One innovation, however, is the growing use of oil instead of wood as a fuel for boiling sap By Jim Greene "t'm telling you, Trafton, it just A won't work," his neighbor kept insisting. "Maybe it is cheaper and easier than wood, but your sap will taste like the inside of an oil barrel." Trafton Hoisington had to admit that using an oil burner in the pro duction of maple syrup was a bit revolutionary. But this wasn't his first break with tradition or with his neighbors. A progressive farmer in a state whose people are influenced strongly by custom, Hoisington was quite used to criticism and advice from his Vermont neighbors. Vermont farm yo ungsters keep a close watch on the sap buckets. When a late March orearly April morning dawns warm after a frosty night, they usually can announce that "sap's start ed runnin'" When he had first taken over management of his 330-acre Wind sor farm ten years before, he had been watched with the curiosity Vermonters display in all newcom ers. Before long, the neighbors' skepticism had turned to downright amazement, for, according to them, it had been "just one new-fangled thing after another." First, he sold the oxen. "I won't have an ox or a horse on my place," he announced at a Grange meeting. "A tractor can do the job better and easier." Then there was the oil-powered stable cleaner he built himself. Next came an electric tree tapper which he toted around the maple orchard oq his shoulders. Now it was an oilfired sap evaporator. Perhaps it was hearing that old familiar "it won't work" refrain again, or the realization that it would be another 12 months before he'd have another opportunity to try out his idea, that spurred Hoisington on. At any rate, this spring, as the snow begins to melt in the Green Mountains and increasing tempera tures arouse the flow of sap in the Vermont maples, more than one syrup maker will be using an oilfired sap evaporator like his to make Right, maple evapor that it than th time, ii other amodem industr cemed, make h cient ar small ir burner ister of < for just Soon, was one produce wood t< year, m discovei in the e ETC 32301 and ing sap :en over e Wind. he had curiosity lewcom-`ighbors' )wnright to them, -fangled horse on :d at a >r can do powered elf. Next sr which orchard as an oil- that old refrain it would 'ore he'd o try out lgton on. . as the le Green temperaap in the :han one g an oils to make syrup. And their syrup won't "taste like the inside of an oil barrel." It'll be as sweet and clear and pure as Vermont syrup has been for cen turies -- if not even better. When he pressed the button that started his first oil burner fire under a batch of sap, Hoisington had no wav of knowing that at the same found that it enabled them to pro duce higher quality maple syrup at considerably less cost. To the uninitiated millions who encounter maple syrup only at the breakfast table and who connect it more with wheat cakes than trees, a different method of boiling sap may mean little or nothing. But to Ver credit to Moqua for making the first maple syrup. The story intimates that the squaw was a lazy house keeper who one day cooked some moose meat in "water" from a tree near the family wigwam rather than walk several hundred feet to a brook. When her spouse returned from a hard day of hunting in the hills, he found that she had let most of the "water" cook away and was forced to serve meat covered with a thick sticky syrup. In any case, so the legend goes, the story of the candied moose meat Right, Trafton Hoisington, one of the first maple syrup producers to use oil heat under an evaporator, stirs some boiling sap. He claims that it produces better syrup at less cost than the wood fire method illustrated above time, in other parts of the state, other attempts were being made to modernize the age-old maple syrup industry. As far as he was con cerned, his was a simple attempt to make his own operation more effi cient and less expensive -- and at a small investment. He'd bought his burner secondhand from the min ister of one of the Windsor churches for just $45. Soon, the voung Windsor farmer was one of four or five progressive producers using oil instead of hard wood to fire sap evaporators. Last year, more and more syrup makers discovered the value of an oil burner in the evaporation operation. They monters, where the genesis of syrup making is part of the state's legends and folklore, the increasing use of oil burners has been termed nothing short of revolutionary. As far back as the hardiest oldtimers can remember there have been only one or two innovations in syrup making and these were rela tively unimportant. In fact, there have been few changes since the legendary Indian hunter, Woksis, and his squaw, Moqua, first stum bled on the golden brown sweeten ing centuries ago. The discovery fable, retold each year at hundreds of New England "sugaring off' parties, gives little spread among the Indians and the making of maple syrup became a common practice. History does not record a more factual account of the discovery of maple syrup. The Indians are known to have made it prior to 1673 and it was from them that early white set tlers obtained it -- the only form of sweetening then readily available. The Indian method of tapping trees was to make a diagonal inci sion low on the trunk and insert a concave piece of birch bark through which the sap could run into a trough. The Indians boiled the sap by continually dropping hot stones into vessels containing the liquid. 7 Buckets are emptied regularly to prevent them from overflowing and wasting any of the valuable sap, for, despite modern methods, it still takes forty gallons of sap to make one gallon of maple syrup Early Vermonters, like the In dians, gashed the trees with their axes, but substituted wooden spiles for bark spouts and used iron ket tles for the boiling process. As time went on, the kettles were replaced by sheet iron pans set on stone fire places in the orchards. These iron pans were the fore- Freshly made syrup, hot from the evaporator, on clean cold snow, makes the delicious confection that is the center of attraction at the hundreds of "sugaring off" parties held at syrup-making time runners of today's direct woodfired, steam-heated, and oil-burning evaporators which are now sheltered in sugar houses, and are improve ments on models used years ago. However, it still takes about 40 gal lons of sap to make one gallon of syrup and the processing principle is the same -- heating sap so that the water content will evaporate and leave a gradually thicker and thicker syrup. It's because they have speeded up the evaporation process that today's oil burner devotees claim they can turn out the Green Mountain prod uct better and cheaper. According to Farmer Hoisington and others, they make an appreciable saving in both time and money. They maintain that an oil burner can bring cold sap to a boil in eight minutes and can double wood fire production figures of one gallon of svrup an hour. "It's the constant flame and heat that does it," they say. "All we have to do is press a button and the evaporator immedi ately goes into operation." Production under the old method is slower and requires the full-time sendees of an extra man. He is needed to gather and maintain an adequate wood supply and stoke the fire, the temperature of which is un even at best. The oil burner simply uses an average of five or six gallons of No. 2 oil an hour while the evap orator is operating. All in all, it pro duces syrup with far less expense and effort. The replacement of wood fires by oil burners isn't the only progress Vermonters have made recently in producing one of America's oldest and most neglected native crops. Encouraged by the Vermont Maple Sugar Makers' Association and fed eral and state agricultural agencies, sugar makers are now looking for ward to the possibility of starting new orchards of high sugar-yielding maple trees. This departure from the lack of A Vermont county forester ana lyzes a maple sap sample in his refractometer. If the sap has a low sugar content, the tree from which it was taken may be culled to make room for a "sweeter" one conser promis and co heritag right c propos contim hundre suitabh until r Thus, will liv plantec to assu. ful sup for a lc Suga checks Everyon need fe leaders endeavo The 1 that loo from a 1 Universi grant by dedicatee honored, to the H At the m at any o Fame, true of r Hall of I George James niches. I remembe James Kt of Ameri< was one * Any ci American (fuired is of Fame. The onlv be a U. : Selection? composed stale in i tnajority 8 KTC 3230.1 jloriy to ring and ible sap, `hods, it f sap to le syrup ntain an stoke the ch is unr simply \ gallons he evap11, it pro expense i fires by progress jentlv in i's oldest e crops, nt Maple and fedagencies, king forstarting -yielding s lack of % Vi ster onoile in his p has a ree from be eulled eter" one conservation methods of yesteryear promises to enhance property values and contribute greatly to the state's heritage. Definitely a step in the right direction, it is a long range proposition. Most maple trees will continue to produce after their twohundredth year, but they aren't suitable for tapping in the first place until they're at least 40 years old. Thus, only the younger farmers will live to tap the trees now being planted, but all planters are helping to assure that there will be a plenti ful supply of Vermont maple syrup for a long time to come. Sugar content of sap is being checked, too. This by means of re- fractometer tests. A small, innocu ous gadget that might pass for a miniature telescope, the refractometer is used by foresters to test for sweetness the sap of even the small est saplings. As a result, orchard owners, getting the drop on nature, are able to cull maples that have lit tle sugar content in their sap before such trees have become full grown. Foresters can't estimate and farm ers hesitate to guess how many mil lions of sweet maples, potentially high-powered sugar producers, have been cut down for lumber or fire wood during the last couple of cen turies. Both groups agree, however, that the refractometer will save an untold number of "sweet" trees and millions of gallons of syrup. Many Vermonters are showing keen interest in the recent changes in the maple syrup industry. Once they questioned whether any good would come of such changes, but progressive men like Trafton Hoisington have shown them how ad vantageous "new-fangled" things like oil-fired sap evaporators can be. Now they're becoming less cautious about accepting new methods. "Doesn't hurt to keep your eye on a neighbor who wants to make a dam fool of himself," they sav. "Never know when he might stum ble on something good." ...BUT FEW ARE CHOSEN Everyone aspires to a niche in the Hall of Fame. But no one need feel badly if he doesn't quite make it. Of all the great leaders that America has turned out in the many fields of endeavor, a mere 83 thus far have been so honored. The Hall of Fame is a semi-circular granite colonnade that looks down on the northern limits of New York City from a hilltop position on the uptown campus of New York University. It was established in 1900 from a monetary grant by Mrs. Finley J. Shepard (Helen Gould), and was dedicated the following year, with 29 outstanding Americans honored. The simultaneous selection of so many notables to the Hall is a feat that will never be accomplished again. At the most, only seven men and women may now be chosen at any one time. Fame, the poets tell us, is fleeting. This would seem to be true of more than one person whose bust you'll find in the Hall of Fame. No one has to be reminded why the likes of George Washington, Daniel Webster, John Paul Jones, James Whistler and Stephen Collins Foster have earned niches. But it might call for a little head-scratching to remember that Asa Gray won his place as a botanist, that James Kent was the jurist whose judgments "form the basis of American equity jurisprudence," or that Simon Newcomb was one of the great astronomers of the past century. Any citizen of the United States may nominate a fellowAmerican for a place in the Hall of Fame. All that is re quired is the filing of a formal nomination with the Hall of Fame, which is administered by New York University. The only restrictions are that the person nominated must be a L. S. citizen who has been dead 25 years or more. Selections are made every five years by a College of Electors, composed of 100 or more prominent Americans from every Hate in the Union. Hall of Fame nominees must win a majority of the Electors' votes in order to gain a niche. In the most recent five-year election last October, six outstanding Americans were voted to places in the Hall. They were former Presidents Theodore Roosevelt and Woodrow Wilson; Susan B. Anthony, the reformer; Alexander Graham Bell, inventor of the telephone; Josiah Willard Gibbs, the mathematical physicist; and William C. Gorgas, conqueror of yellow fever. Even so, it might be quite some time before the Hall of Fame visitor can see busts of most of these chosen few. Lacking funds for this purpose, the Hall must depend on individuals or associations to donate these. The Bell and Gorgas busts will be unveiled this May. The other busts have not yet been donated. The open air colonnade contains only 100 niches, which means all will probably be assigned by 1965 or 1970. Offi cials are not worried by this prospect, however. They prom ise to find an appropriate spot for any and all named to the Hall of Fame after that time. 9 ETC 32304 Lacrosse, one of the big games in Canada, originated among North American Indians. It is played by a few Eastern U. S. colleges Athletic pastimes quite different from most American favor ites claim the attention of sports lovers in foreign countries Australian football, the most important winter game "Down Under," is characterized by fast, open play and high scoring Left, cricket, one of the most popular sports in England, is played through out the British Em pire. Unlike base ball, with which it has been com pared, there are 11 men on a team ith news of baseball training Wcamps, basketball tournaments, and hockey playoffs currently fill ing the sports pages, few Americans realize that entirely different ath letics claim the attention of both fans and participants in many for eign nations. Games like Switzerland's homussen, Scotland's curling, Japan's sumo, and the jai alai and bullfight ing of Spanish-speaking lands have seldom been seen, and in some cases never heard of, bv the average sports enthusiast in this country. Reproduced on these pages are pictures of some of the favorite sports of a number of countries throughout the world. ULv (UT10S}rpS FAl-TA oumiRAS-FASA-FAlTA h training naments. ntlv fillmericans rent atho both lany for- s homusJapan's bullfightmds have ime cases average untry. jages are favorite countries Hornussen, which attracts huge crowds of spectators in Switzerland, is particularly enjoyed by Bernese peasants. It combines some features of golf, tennis, and baseball Much of Japanese sumo wrestling is pure show manship. Opponents may get in positions like those shown seven or eight times before the crowd's urging prompts them to jump at each other Below, curling, a game in which large rounded stones are propelled across ice towards a mark called the tee, is the national pastime of Scotland Bullfighting is the most popular spectator sport in Spanish-speaking countries. The colorfullycostumed picadors and matadors have their fans just as do American athletic stars Soccer is the most popular sport in several European countries. Crowds of well over 100,000 at the big games are not at all unusual A capacity crowd of cheering Frenchmen watches bicycle riders cross the finish line at the end of a long road race. Next to soccer, bi cycle racing is probably France's No. 1 sport ETC 32306 In addition to powering our machines of war, gasoline is also an essential ingredi ent of the napalm fire bomb ime was when manv people of battle equipment. In this respect, Tprobablv would have guessed it is impossible to fight a modem that "napalm" was one of thoswe ar without gasoline. crossword puzzle words meaning "a But the use of gasoline as an ac rare Malayan fruit tree" or some tual munition, or weapon, of war is thing of the sort. Today, everybody something not familiar to all ci knows that napalm -- or, more spe vilians. cifically, the napalm fire bomb -- is Developed several years ago at one of the most devastating and the request of the military, the most effective weapons in our Ko napalm bomb has proved invaluable rean campaign arsenal. in the current campaign. Aside from The current version of this aerial its effectiveness, one of the chief bomb is the latest entry in the field reasons for its widespread use in of petroleum warfare -- the use of Korea is that the bomb can be hand gasoline and oil to overcome an en made at forward air bases or any emy. The full story of napalm's role other place where the necessary in in the Korean struggle will not be gredients -- the napalm thickening unfolded for some time yet. But, agent and gasoline -- are available. both officially and unofficially, it has been heralded as one of the signifi How It's Made cant developments that made the There's little about the bomb's push to the Manchurian border pos construction or effectiveness that is sible, and that enabled the Allied secret. It's just about the simplest, armies to hold fast after the big least expensive missile in our reper Communist counteroffensive. toire. A layman's recipe for making Everyone is mindful of petrole such a bomb would go something um's conventional role in warfare like this: Take a barrel of Army all -- to fuel our mighty bombers and purpose gasoline. While stirring the other aircraft, and to propel tanks, gasoline vigorously, slowly add from trucks, jeeps, and many other pieces 6 to 13% of napalm, or gasoline thickener, depending upon the con sistency desired. Let stand for about 24 hours, until the entire mixture acquires a homogeneous appearance and becomes a sticky mass some what resembling raspberry jelly. Transfer the mixture to one jettisonable extra fuel tank, such as many of our military aircraft normally carry under their wings. The tank should be filled to within 10 or 15% of its capacity. Instead of the usual gaso line tank filler cap, attach a white phosphorus igniter. When you've done that, you've got a napalm bomb, such as is being dropped by the thousands in Korea right now. The only confidential item is the exact formula for the napalm itself. Since the first public disclosure of the napalm bomb's use in Korea, there have been frequent frontline reports of what havoc and devasta tion the missile has wrought. You read such exploits as that of one Air Force jet pilot who skidded napalm bombs into a tunnel and saw the fire from the bombs reach the other end of the tunnel bv the time ' j j 12 This drome close coore carrying . troops. A ji has just be an enemy his rapid j ports tell < wrecked b' hundreds > stroved or bombing rr Napalm ' ical, as vvel There's thi a band of C a strategic watched tv an enemy cplanes ther enemy-held Communist Among press, the n: a variety o; and accurai oil bomb, a Whateve the napalm Korea. Lan ETC 32307 m. the contor about mixture ipearance iss somery jelly, a jettison; many of ally carry nk should 5% of its sual gasoia a white it. you've as is being , in Korea infidential la for the ^closure of in Korea, t frontline id devasta te. . as that of ho skidded tel and saw > reach the :iv the time This dramatic photo shows the close coordination of napalm carrying planes and Allied troops. A jellied gasoline bomb has just been dropped to blast an enemy target on a hillside his rapid jet got there. Other re ports tell of an entire train being wrecked bv two fire bombs, and of hundreds of buildings being destroved or damaged in a single bombing mission. Napalm has become a psvchological. as well as a phvsical, weapon. There's the case, for instance, of a hand of Communists which, from a strategic hilltop position, had watched two fighter planes napalm an enemv convov into oblivion. The planes then swooped toward the enemv-held hilltop, upon which the Communists put out a white flag. Among our troops and in the press, the napalm missile goes under a variety of names. It's alternately', and accurately', termed fire bomb, oil bomb, and jellied gasoline. Whatever name you applv to it, the napalm bomb is the scourge of Korea. Land-based Air Force and carrier-based Navv and Marine fighter planes all carry* them. The jellied gasoline, packaged in extra fuel tanks, is dropped from strafing level, which is low altitude. None is ever a dud. The fuse is such that it will detonate no matter hoyv the bomb lands. Because the gasoline is jellied, it more or less rolls along the ground while burning, instead of creating an instantaneous blast such as gasoline which had not been thickened chemically would do. Within seconds, the deadly fire bomb bums over a pear-shaped area not too much smaller than a football field. The heat of the flaming liquid is terrific, ranging any'xvhere from 1,500 to 3,000 degrees Fahrenheit. Basically, the napalm bomb is not an anti-personnel xveapon. Tanks, trains, motor convoy's, and gun em placements are its principal targets. Less Accuracy Needed Two factors are credited bv the Department of Defense with mak ing the napalm bomb more effective than rockets and other missiles yvhere it is used. First, being jellied, the burning gasoline fastens itself to yvhatey'er it hits and sets concen trated fires that bum long after the fuel is expended. Second, less accu racy is required in dropping a na palm bomb than other types. It is possible to miss a tank or other tar get bv up to 100 yards and still score a "kill." In the case of a near miss, the tank is set aflame either bv the intense heat generated by the burn ing gasoline or through the rolling momentum given the flames by the bomb's drop from the plane. There are cases on record where two, and even three, enemv tanks in close column have been knocked out on one bombing ran. As magic as the name has become in recent months, napalm is not new. Nor, for that matter, is there any'thing revolutionary' about socalled incendiary warfare. The early Greeks and Persians used flaming oil, pitch, and asphalt effectively in both land and sea fighting. With the advent of gunpowder, incendiary* warfare, or the use of fire against an enemv, died out. Ex cept for the development of mag nesium type fire bombs, no notable advances xvere made in this type of warfare until World War II. Just before America's formal en trance into the xvar against the Axis, the military' felt a need for a missile that yvould be as effective as the magnesium bomb, but which yvould not require the scarce magnesium to make it bum. The task was turned over to the petroleum industry' and other groups, and yvithin three months they came up with the ansyver. Jellied gasoline. Gasoline yields something like 8,000 more British thermal units per pound than magnesium. When jel lied w'ith what yve now call napalm, it became a munition that would maintain an intense flame for several Waiting to be filled with jellied gasoline mixture at a U. S. air base in Korea, the napalm drop tanks look like oversize pickles. A smaller, but more effective, tank has just been developed 13 The photos on this page show a Russian-made tank getting the napalm treatment. Above, the bomb hits Within seconds, the flames have rolled across the ground and completely engulfed the immobile tank Smoke darkens the area as the jellied gasoline flames eat away at the tank's combustible parts Taken several minutes after the bombing, this photo shows the tank a smoldering mass 14 Jellied gasoline also was adopted for use in American flame-throwing equipment. Flame-throwers had been employed in World War I, and those models in use at Pearl Harbor time still had the limitations of their predecessors. They would project a flaming mixture of gasoline and fuel oil a distance of 20 yards or less, but approximately' 90% of the fuel burned en route to the target. Also, there was the constant danger that a sudden gust of wind might blow the large billow of flame back. The use of jellied gasoline over came these disadvantages, and gave the Allied soldier a suitable weapon for silencing enemy strongpoints and for flushing out a wily foe. The new flame-thrower was used at dis tances up to jo yards and spent only about 30, not 90. percent of its fuel in reaching the target. After countless experiments with such gasoline thickening agents as crepe rubber, other polymers, and aluminum soaps, the present gel was arrived at. Napalm is a mixture of aluminum naphthenate and the alu minum soaps of coconut fatty acids. The formula also calls for a goodly amount of oleic acid. ! f .iA? l i ` It is name " to one v name is "palm" Anothei letters 0 chemica palm is p from a 1 of the ai Manu white g the mili ener fo thrower napalm : field or owing rs had I, and darbor if their oject a nd fuel ess, but ie fuel t. Also, ier that it blow ick. ie overnd gave weapon lgpoints 'oe. The d at disent onlv t its fuel nts with igents as lers, and c gel -was ixture of 1 the alu- Above, loading the napalm drop tank of a fighter plane. Right, jellied gasoline is a sticky sub stance somewhat resembling raspberry jelly It is from the formula that the name "napalm" comes. According to one version, the "nap" part of the name is for naphthenic acid and the "palm" for the coconut fatty acids. Another version is that the first two letters of the word stand for Na, the chemical symbol for sodium. Na palm is prepared bv co-precipitation from a mixture of the sodium soaps of the acids. Manufactured napalm is an offwhite granular powder. It is now the military's only standard thick ener for the fuel used in flame throwers and the fire bomb. While napalm itself cannot be made in the field or at war zone airstrips, the bomb can be --and often is. For that reason, no one can do more than roughly estimate how many have been dropped in Korea thus far. Any such estimate runs into the hundreds of thousands, as it must when you remember such feats as that one early in February when a flight of 38 fighter planes dropped 80,000 gallons of the jellied gasoline in a single operation. To say the enemy fears the oil bomb is to put it mildly. Soon, the Chinese Communists and North Ko reans will have to put up with a smaller, but even more effective, model of the 120-gallon job that has been giving them so much woe. A Some jet fighter planes now carry up to six napalm bombs under their wings. As can be seen, the bomb casings are nothing more than ordinary droppable fuel tanks new 90-gallon bomb casing has been developed. This will hold one-fourth less jellied gasoline than its bigger brother, but will scorch an even wider area than the present bomb after it hits the ground. This greater coverage will result from welding the new bomb casing vertically in stead of horizontally. That seem ingly slight change, says the mili tary, will give the 90-gallon bombs a greater "spill" area. In this age of swiftlv-moving sci entific developments, tomorrow's headlines may proclaim the devel opment of a newer weapon than the jellied gasoline bomb. But as of now, gasoline, in its dual role as a fuel and as an incendiary material, ranks as one of the prime requirements of our war machine. It's amazing, if not downright alarming, what a variety of out-of-the-ordinary mishaps can befall the innocent bystander By Paul Jones* HAT SHOULDN'T HAPPEN tO a Wdog shouldn't have happened either to a gentleman in Graham, Texas. But it did. The fella was just standing there minding his own busi ness. when his dog sidled over to a gun that was handy, sniffed it, glanced contemplatively at his mas ter, and then pulled the trigger with his paw. Result: dog shoots man in the arm. Consider, too, the plight of a cer tain war veteran in Beverly Hills, Calif. This chap, who had seen active duty in two war theaters without suffering a scratch, was out hunting one day when a companion shot down a goose. The bird struck the ex-GI in the chest, knocked him flat, and inflicted injuries that hos pitalized him for 45 days. These incidents sound silly -- and they are. But they really happened, just as do hundreds of other freak ish accidents every year. .Many times, as in the instances above, the victims are innocent enough. But there are plenty of cases where a little precaution and some safety first practice would have meant a happier ending. A young Detroit policeman can tell you all about unhappy endings. Xot long ago, he was out strolling with his girl friend on his night off, when what does his service gun do but accidentally let go and shoot off the seat of his pants. Another member of the "hot seat" fraternity is a 13-year-old East Oak land, Calif., sandlot outfielder. Every ballplayer dreams of the day when he will be hot as a firecracker, but "Hof as a firecracker" is the only way to de scribe a young Cali fornia baseball play er. He put so much pep into chasing a fly ball that some matches in his pocket ignited and touched off a pocketful of fire crackers the young ster was toting around few attain that status as literally as this young ballhawk. He chased a fly ball so vigorously that the fric tion of his pants ignited some matches in his pockets. The matches touched off a pocketful of fire crackers he had been hoarding. A less calm player might have blown up along with the firecrackers. But not this boy. He banged his way spectacularly across the outfield and caught the flv. The only damage was to his dignity. Or take the case of another ball player, this one at the University of Cincinnati. When his nose was hit and broken by a grounder, he retired disconsolately to the bench. A little later a batter hit a ball so hard the bat broke. A piece of the Director of Public Information, Na tional Safetv Council. bat stru( smack o up and 1 to find knocked went ho By no that mo home tf avoid h< ing cella matches children place bl sometim less abo plain fo: Like a la. She'; neighbo 16 ETC 3 2.311 iy as ed a fricsome tches fire- bat struck the bench-ridden player smack on his aching nose. He gave up and went to the hospital -- only to find that the latest blow had knocked his nose back in shape. He went home while he was ahead. Bv now, everyone is well aware that more accidents happen in the home than anyplace else. You can avoid household disasters by keep ing cellar steps uncluttered, putting matches out of the reach of little children, not using pennies to re place blown fuses, and so on. But i sometimes people grow a little care | less about such things, or are just plain forgetful. Like a housewife in Cedar Rapids, | la. She's quire used to hearing her neighbors say that her biscuits are I For instance, a nine-year-old boy in Bow, N. H., wound up to blow a hot cadenza on his trumpet and instead blew out four teeth. Inhal ing prodigiously for a final trium phant blast to a stirring march, the young trumpeter swallowed a den ture he had been wearing since an accident two years before. Things happened just as unex pectedly for a motorcyclist as he was purring along a New' England parkway. Startled a bit at the ap pearance of a deer on the edge of the highw'av, he sv'erved the motor cycle and the next thing he knew the deer was seated, but clumsily, on the handlebars. This, of course, just couldn't last and a minute later the motorcyclist, his motorcycle be a record catch. And it would have been, except for one thing. They landed so many mackerel that the weight of the fish sank the boat. Everybody knows how firemen slide down that polished pole when ever the fire bell sounds. One Hous ton, Texas, vamp thought he did, too. But he missed the pole and landed kerplunk on the first floor 20 feet below. Sure enough, the call was a false alarm. Fully aware that things are tough all over, the Sacramento, Calif., po lice nonetheless were quite surprised to get a report that an automobile had picked the pocket of a pedes trian and escaped with $102. It seems the victim had walked too close to a moving car. His coat pocket -- wallet and all -- was ripped off bv the auto and carried away. lown . But w'av J and mage ballersity _ was .-r, he ench. all so >f the i. always sure-fire. Nevertheless, she was startled when shots rang out from the hot oven into which she had just popped a pan of dough. Then she remembered that before leaving on a recent vacation the family had hidden two revolvers in the kitchen stove. In the home or outside, freak acci dents can and do hit people in the oddest places, both physically and geographically. Forgetfulness is the cause of many un necessary accidents. An Iowa family, for instance, hid two re volvers in the kitchen stove upon leaving for a vocation. Things really popped when the wife, back from the trip, started to bake without re moving the guns and the deer were sprawled along the highway. That w'as an odd mis hap in itself, but the deer supplied the payoff when he picked himself up, glared balefullv at the man, and, with quiet dignity, walked over and kicked him in the pants. All of which makes a man wonder where and how' to be safe. Two West Coast fishermen thought they had smooth sailing when they loaded their boat writh what appeared to Water Hazards But men hold no monopoly as freak accident victims, as one Chi cago miss vacationing at Lake Ge neva, Wis., can attest. She was thrown into the water when the speedboat in which she was riding made a sudden turn. Apparently contrite, the boat swerved again, hit the struggling swimmer, tossed her 10 feet in the air, and then caught her neatly on its prow. Water -- only frozen this time -- is the reason a St. Louis woman made the accident reports. She was standing on a sidewalk when an ice cube, which had slipped out of an upper-storv window, hit her on the head and knocked her cold. She was treated at a hospital with -- vou guessed it -- an ice pack! At the other extreme is the wo man who quite understandably was bewildered when two women and a man suddenly began beating her on the head as she walked along a downtown Philadelphia street. The woman was a little burned up at 17 ETC 32312 ? dropped in on him. It had -- quite * obviously -- been blown off its course by extremely high winds. 1 The Massachusetts resident made * news because instead of waving a . flag he got waved himself. Watching j a holiday parade from a third-story window, he leaned out too far. On g his way earthward, he caught on the top of a flagpole jutting from a window on the second floor. Old Glory dipped in deference to the man's weight, but he managed to hold on until he was pulled back to When it comes to making things hot, a box of cookies in Connecticut takes the cake. It actually set a house on lire safety. If this article has any moral, it is don't do what one Philadelphia lady did. When she heard a cer- ? | this, but not so much as if they pared to the incidents experienced tain program coming in on her | hadn't beat her. A cigarette, care lessly tossed from a nearby building, had set fire to her hair. by New York and Massachusetts men in the supposed sanctity of their homes. radio, she hurried across the room to turn up the volume. As she did, she tripped on a rug and fell, suffer- f < Mob can A Bridgeport, Conn., family un The New Yorker, who obviously ing minor injuries. What program vehi< doubtedly practices all the safety lived along the shore, heard a loud did the lady fall for? Why, none rules, but how could it guess that a box of cookies would set fire to its home? What happened was that the box toppled from a kitchen shelf onto the handle of a water faucet, turning on the water. The cookies spilled out and clogged the drain. The sink overflowed and the water seeped through the floor. A short circuit resulted, and a damag ing fire broke out. noise at the door. Answering it, he found that a sea-going tanker, com plete with cargo and crew, had other than a broadcast on home hazards sponsored by the National Safety Council. X OCKEI JL ble vania m seat of 1 telephon number, was at t to libera In ano: tive bure phone -- He Was Collared It isn't often that a man hurts himself while in the act of getting dressed, but a Virginia state official once got bruised enough that way to have to go to the hospital. It all happened while the gentleman was struggling into a dress shirt he was going to wear to an important din ner. He fought so fiercely with the collar that he had to have emer gency treatment for the severe bruises inflicted on his fingers bv the collar button. Even so, that was nothing com A man watching a parade really let himself go -- right out a third-story window -- and ended up as a flagpole sitter solving a got to th< thief, but graph of committe The e mobile tt did not h; in mind, ' locked-in spot dete bility and system of come intc First in j telephone 18 ETC 32313 SSKJJSH quite f its ids. made mg a ching -story r. On ht on rom a . Old :o the ;ed to ick to :1, it is telphia a cern her room ie did, sufferogram . none home ationai jf 3f *; Mobile telephone service has reached the point where you can call virtually any place on earth while riding in a vehicle along almost any important highway in this country ocked in his garage when wind the point where a person can call IJ blew the door shut, a Pennsyl from almost any spot on earth and vania man climbed into the front carry on a conversation with a seat of his car. picked up a mobile properly-equipped mobile unit driv telephone and called his home phone ing in virtually any major U. S. city number. Within seconds, his wife or on a number of highways in the was at the garage doors with keys East, Middle West and Southwest. to liberate her distressed spouse. The service is not limited to automo In another state, agents of a detec tive vehicles, either. On any number tive bureau -- alerted by mobile tele of crack trains, a passenger can phone -- achieved the ultimate in place a call to, or receive one from, solving a robbery. They not only any city in the world. Mobile tele got to the scene in time to catch the phone service also is in extensive use thief, but were able to take a photo on our inland waterways and in the graph of the crime actually being big harbor areas. It even has been committed. demonstrated from airplanes. The engineers who developed mobile telephone service probably Won't Be Commonplace did not have such specific situations There still are some gaps to be in mind, but the experiences of the filled in, but the day is not far off locked-in car owner and the on-the- when no matter where a traveler is, spot detectives point up the flexi- or what means of conveyance he is bilitv and varied usefulness of this riding, he will be able to pick up a system of communication that has telephone and place or receive a call come into use since World War II. as quickly and as easily as he can in First introduced in 1946, mobile his own home or office. telephone service now has reached This is not to say that telephones soon will be commonplace in the average American's automobile. Far from it. The telephone industry cites two big factors that militate against any such widespread instal lation in private vehicles -- lack of radio frequencies and the compara tive high cost of mobile telephone equipment. Thus far, the Federal Communi cations Commission has allotted only six channels in the 152-162 mega cycle range and seven in the 30-44 megacycle range for mobile tele phones. There are few frequencies left to be assigned, and there is strong competition for these. If no further frequency allocations are made, mobile telephone service, al though barely five years old, mav already be nearing its peak. The mobile telephone system has two main parts. First of all there is a 2 50-watt transmitter. Because high frequency waves have a limited range, the transmitter's antennas must be as high as practicable above buildings and other obstructions. Like their glamorous cousins that work for television, the waves em ployed by mobile telephone skid off and do not follow the curvature of the earth, thus setting the communi cation limit at 25-30 miles. Associ ated with the main transmitter are 19 ETC 32314 one or more auxiliary receiving sta tions. These are spotted at strategic locations within the main transmit ter's area, to pick up signals from the relatively low-powered trans mitter which the bus, truck, or au tomobile carries. The second part of the mobile tele phone system is the mobile equip ment itself. An F.\l radio transmitter of from 20- to 25-watt output and the receiver are generally installed in the trunk of an automobile or in any suitable place on the truck, bus. boat or train. The antenna, a single one for both sending and receiving, is placed on the outside of the vehicle, as high as possible. There is nothing complicated about placing a call to or from a mobile phone. Anyone calling an equipped vehicle merely asks the regular long distance telephone op erator for the mobile service oper ator and gives the latter the tele phone number of the vehicle being called. The operator reaches the mobile unit by radio, dialing the number in the usual wav. The radio signal simultaneously flashes a light and rings a bell in the vehicle, and the conversation can begin once the person in the vehicle picks up his phone set and starts talking. His voice travels by radio to the nearest land station, and thence by regular telephone wire to the caller. If the call is unanswered, because the driver happens to be away from his vehicle at the time, the light re mains on to indicate that the num ber was signaled during his absence. Upon noticing the light, the driver signals the mobile service operator, who rings back the party who orig inally placed the call. Calls Placed Easily In placing a call from a mobile unit, the user simply presses a but ton on the telephone handset itself. This switches the set from receiving to transmitting. He then gives the mobile service operator the number he wants and waits for the call to go through. In the interest of highway safety, mobile phone subscribers are urged to stop and park whenever they place or receive a call. If the call is made in a "dead spot" or out of range, it sometimes is necessary to drive ahead for a short distance. Other times, the condition can be remedied merely bv turning the ve hicle around and facing it in the opposite direction. Cost, the second major factor given as limiting the use of mobile telephone service in private cars, varies according to type of service, number of calls, and other items. Two general types of service are available. One permits calls between two equipped vehicles or between an equipped vehicle and any regular telephone. The other type is a one way signaling service, to notify the driver that he should comply with some pre-arranged instruction, such as "call the office from a nearby telephone after you get this signal." Many police departments, truck ing firms, taxicab companies and other commercial enterprises have their own mobile telephone trans mitters and other equipment. In fact, the bulk of the equipment in use today belongs to such users. Bell telephone companies rent out the remainder, just as they do home and office telephones. Generally, twoway mobile telephone service costs renters $15 a month equipment rental fee, plus a monthly service charge of $7 which includes 15 to 20 local service messages. The in stallation charge usually is $25. Left, the area covered in this diagrammatic explanation of a mo bile telephone system's operation is actually 25 fo 30 miles. A call originating at a conventional tele phone goes to a control terminal on regular wires and is then ra dioed to an equipped vehicle. The voice of the person in the vehicle goes by radio to the nearest land station and thence by regular telephone wire to the caller Install: one-way half that and a n charge v naling c; emplovir pay at le: the mini: would b customer unit equi service, t is less for The c< sages in within a ranges frt ing upon telephone tance call: day perse minimum These 20 i ETC 32315 dpment service s 15 to The in- 5- n this ' a mo`ration A call if telerminal en ra le. The vehicle st land egular caller Specially trained mobile telephone service switchboard opera tors handle calls between trains, ships, and automotive vehicles and regular wire telephones in almost any part of the world Installation and rental charges for one-way signaling equipment are half that for two-way equipment, and a minimum monthly message charge which includes 27 to 40 sig naling calls is $5. Thus, a motorist employing one-wav service would pay at least $12.50 per month, while the minimum for two-way service would be $22 monthly. Where a customer has more than one mobile unit equipped for certain types of service, the monthly service charge is less for the additional mobile unit. The cost of three-minute mes sages in excess of the guarantee within a local mobile service area ranges from 30 to 40 cents, depend ing upon the location of the wire telephone being called. On long dis tance calls, the charge is the regular day person-to-person rate, with a minimum charge of 45 cents. These charges may put mobile telephone service in the "luxury" class for individual motorists. But to commercial firms, trucking and bus companies, fuel oil distributors, doc tors, and the like, the mobile tele phone more than pays its own way in speeding up service and reducing backtracking and delays. The obvi ous advantage is that drivers can receive instructions and directions while en route, without having to return to their base or office, or, at best, stopping to "check in" via wire telephone. Variety of Vehicles Equipped At the end of 1950, there were more than 9,000 vehicles of all descriptions equipped for the ser vice. The requirements of some concerns are such that a private mo bile system best meets their needs. The telephone companies will pro vide the equipment for such systems and install and maintain them for a monthly charge. As of the end of 1950, the telephone companies had under contract approximately 5,000 mobile telephones on a private sys tem basis. Behind the hundreds of thou sands of calls made each month to and from mobile telephones lie stories of saved lives and improved business efficiency. A doctor tells how, via mobile telephone, he was directed to the home of one of his patients, a preg nant housewife. The woman re quired an emergency appendec tomy. "Had I not received the call on mv car telephone," the doctor related, "I would have delayed my visit to this patient until after my office hours. Consequently, two lives, the woman's and the baby's, might not have been saved." A utility company office calls one of its service trucks whose men are repairing storm damage to wires in a rural area, and directs them to fix a break in the lines a half-mile down the road. In former days, the repair men would have returned to their base, only to start out again for the same vicinity. To those trucking and bus lines which use it, mobile telephone ser vice is proving to be invaluable in speeding up shipments and maintain- 21 TC 32316 Right, in all automobile installa tions, handsets are within easy reach of the driver, but in the in terest of safety, subscribers are urged to stop their vehicle when receiving or making calls. Below, in passenger cars, the FM radio sending and receiving equipment usually is installed in the trunk ing time schedules. Phone-equipped ambulances are a boon in emergency situations. In cases where minutes count, an attendant can call ahead to the hospital, so that everything will be in readiness to treat the pa tient as soon as the ambulance ar rives. Reporters covering news stories, particularly in remote sec tions of their circulation area, em ploy the mobile telephone to call back on-the-spot dispatches to their city desks. The list of subscribers to the service goes on and on, and is an imposing one. Still, some five years ago, mobile telephone service was just a dream yet to be realized. The first com mercial installation of such phones was made in St. Louis on June 17, 1946. Once that happened, the ser vice literally took wings. A month later, the first telephone call from a moving automobile in the U. S. to a point overseas, from St. Louis to Honolulu, was completed.Then, the OUR COVER: The snow-capped peak of Washington's Mount Adams, photographed from the Mount Hood Loop highway. Kodachrome by Ray Atkeson from A. Devaney, Inc. OUR PICTURES: Pages 6, 7, and 8 (bottom right), Aubrev R Janion; page 8 (top and bottom left), Frederic Lewis; page 9, A. F Sozio, courtesy Hall of Fame, New York L'niversitv; pages 10 and 11, Black Star, Wide World, French Embassy (Press and Information Division), Australian News and Information Bureau, Swiss National Tourist Office, and Trans World Airline; pages 12, 13, 14. and 15 (top), official Air Force and Depart ment of Defense photos; page 15 (bottom), Acme; pages 19, 20, 21, and 22, New York Telephone Companv and American Telephone and Telegraph Companv; page 21 (bottom left), courtesy Consumers Power Companv. following January, came one of the most important milestones of all -- the opening of the first highway mobile telephone service system. At the beginning, mobile service was generally available only in ur ban areas. The first highway system put into operation was the 300-mile stretch between Chicago and St. Louis early in 1947. Other highway systems, such as New York to Buf falo, Boston to Washington, Cleve land to Cincinnati, soon began to open up. Now. mobile telephone service is available in most major cities and along thousands of miles of main highways in almost every section of the country. Parking Lot Problem In querying subscribers on their attitude toward mobile telephones, the telephone industry frankly ad mits that it came upon one person who viewed the service with some misgivings. He was a parking lot at tendant, and was looking ahead to the day when many automobiles might have mobile communication. "First thing you know," he pro tested, "I'll be expected to run all over the lot answering car tele phones all day." It will probably never reach that point. But no one can sav for sure. After all, mobile telephone service -- in highway vehicles, boats, trains, and aircraft -- is young vet. If any one a ment pictun an electron! and record as small as I The equipm studies at th- Chief use scavenging tained with i ical scaveng fuel additive engine "clea employed in >Q studying e"ging mate Briefly, tl: exhaust gas : a small tub* pump. As tb brass chamb 22 ETC 32317 adjrson some )t atid to >biles ition. proin all tele- 1 that sure. ;rvice rains, If any one word can be used to describe the new set of equip ment pictured above, it is "sensitive." Collectively known as an electronic particle counter, these instruments can detect and record the presence in exhaust gas of solid particles as small as two- or three-thousandths of an inch in diameter. The equipment is now being used in combustion research studies at the Ethyl Corporation Research Laboratories. Chief use of the particle counter is in studying engine scavenging processes. It is believed that information ob tained with it will help establish relationships between chem ical scavenging (removal of combustion by-products by fuel additives) and physical or mechanical scavenging (an engine "cleaning itself"). The particle counter will also be employed in evaluating potentially useful fuel additives and iQ studying the effect of varying concentrations of scav enging materials. Briefly, the equipment works like this: A portion of the exhaust gas from the engine (left rear) is drawn off through a small tube and sucked through a glass jet by a vacuum pump. As the gas rushes through the jet and into a small brass chamber, it is traveling at the speed of sound and any solid particles in it accumulate a small electrostatic charge. Thus charged, the particles set up electronic pulses as they strike a copper wire in the chamber. These pulses are transmitted by a specially shielded cable to vibration-free amplifying and high-speed counting instruments. A pre amplifier (suspended by wires) multiplies the voltage by 20, and the main amplifier then multiplies it by 10,000. Pulses with an original charge of 1/10,000 of a volt thus emerge with one of 20 volts. From the main amplifier (lower right), the pulses travel to the "discriminator," where they are sorted. Research per sonnel, in operating the equipment, can set the discrimina tor so that it rejects all pulses generated by particles smaller than a given diameter. The "chosen" poises then go to the "scaler," where small indicator lights flash as it counts and registers them in units, tens, hundreds and thousands. Finally, a rate computer takes the pulse count from the scaler and converts it to "pulses per minute." This instru ment can compute at rates as high as 200,000 pulses per minute. Connected to the rate computer is a continuous pen recorder which provides a record of each test run. ETC 323]8 I There's a big difference between a FOX ,,d, PHLOX - and there is a powerful difference, too, between gasoline and Ethyl"gasoline * "Ethyl" gasoline is high octane gasoline. That's why it brings out the top power of your engine -- makes a difference that vou can feel on hills, on the open road, and when vou need quick power for passing or acceleration. When you see the familiar vellow-and-black "Ethvl" emblem on a pump, vou know vou are get ting this better gasoline. "Ethvl" antiknock ffuiei is the famous ingredient that steps up power ana performance. ETHYL CORPORATION, 100 Park Avenue, New York 17, N. T >- Other oroducts sold under the ''Ethyl" trade-mork. salt cake ... ethylene dichloride .. . sodium (metolfid chlorine (liquid) ... oil soluble dve .. . benzene heiochlonde (technical) ETC 32319 Merritt Collins has been named Manager of Marketing Anal ysis, a position which was created recently when a new plan for decentralized organ ization of Ethyl Corporation's sales department went into effect. A veteran of almost 23 years with Ethyl, Mr. Collins joined the company immedi ately upon graduation from the University of Nebraska in 1928. He holds bachelor's de grees in both electrical and mechanical engineering. Mr. Collins' first assignment with Ethyl was as manager of the gasoline testing lab oratory in Omaha. From 1930 to 1938, he held a similar post at the North Kansas City laboratory, and from 1938 to 1941 was manager of the gasoline testing laboratory in San Bernardino. In the latter year, he transferred to Yon kers to be assistant manager of the company's entire gas oline testing division, a posi tion he continued to fill until his recent selection as head of marketing analysis. Mr. Collins was born at Ord, Nebraska, but attended high school and college in Idaho before taking up his studies at the University of Nebraska. He has been active in civic affairs in the cities in which he has been stationed, and is a member of the So ciety of Automotive Engineers and Sigma Xi and Sigma Tau, honorary science and engi neering fraternities. GEARED TO FIGHT 3 Mobility is the cornerstone of today's battle force. Here is a report on the great number and wide variety of petroleum-powered vehicles required to keep our Army in the fight. THERE IS A DIFFERENCE 7 It is important that service station operators recognize that, because no two people are alike, a personal relationship must be established with each customer. That is the message of a new Ethyl Corporation film, produced for use by the oil industry. THE FISH AND I 10 Other anglers can believe that fish don't bite during a thunder storm, or that they relish only a certain kind of lure. But not the author. He labels such stories pure bunk, and explains why. METERED PROGRESS 13 Along with the vehicles they feed and the gasoline they dis pense, service station pumps have undergone many improve ments through the years. This picture story depicts some of the milestones. OCEAN FREE DELIVERY 16 The turbulent seas serve as postoffices for the many messages that are stuffed into bottles and set adrift. Among other things, waterborne bottles help keep our specialists posted on oceanic tides and currents. FOUNTAIN OF YOUTH 19 To those who think the present young generation is interested only in the latest hit tunes and "hot rods," this article should prove reassuring. There is more than one budding Edison and Einstein in our teen-age set. In order to widtn the field* of reader Interest In Ethyl New*, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L. Shea, president; Stanley T. Grassland, vice president and treasurer; Herbert A. Savage, secretary W"I infantry for new of an a unit of i But rr storv. As in still trav tivelv sp ing, the wants tc derance hides an daily see: the score bat soldii manv, an liTC 7.23 21 1951 3 ort ed 7 Of, ust ew 10 erthe 13 Jisvethe 16 ges inic 19 ;fed >uld and ; fitly lien. ' the rce*. , N. Y. n/ine hen the daily newspapers Wbanner the news that a U. S. of equipment it takes to keep to day's army in the fight. infantry division has slugged aheadEach full-strength U. S. infantry for new gains, most civilians think division, for instance, has assigned to of an action involving a fighting it about 2,600 self-propelled land unit of 18,ooo men. vehicles of almost endless descrip But men alone are not the whole tion. If you count the personnel of a storv. division at 18,000, that figures out As in Napoleon's dav, an army to one vehicle of some type for still travels on its stomach, figura about every seven men. That ve tively speaking. But literally speak hicle may be one of the 149 tanks ing. the modem army gets where it normally assigned to an infantry di wants to go because of its prepon vision. It may be a massive wrecker derance of petroleum-powered ve truck for towing disabled vehicles. hicles and equipment. Although he Or mavbe it is a field bath unit, daily sees tanks, trucks, and jeeps bv which enables front-line soldiers to the score, probably even the com enjoy a real scrubbing down every bat soldier doesn't realize just how many, and how many varied, pieces now and then. Name a job to be done, and undoubtedly there is a special vehicle to help do it. What is true of the infantry divi sion also holds for other types of units. Armored divisions, with their 373 tanks and 2.900 other self-pro pelled vehicles, are the most com pletely mechanized fighting groups, of course. But what of an airborne division? Most of us visualize this as made up almost exclusively of air planes, gliders, and thousands of paratroopers. Yet, the airborne di vision's table of organization and equipment calls for some 2.278 ground vehicles, ranging from a ETC 32322 You get some idea of the tremendous role the automotive and petroleum industries play in modern warfare when you review the vehicular make up of an Army division. Each full-strength infantry division has assigned to it: 1,020 744 336 140 75 64 52 40 38 30 18 18 17 11 9 'A-ton trucks (jeeps) 2'i-ton cargo trucks %-ton weapons carriers medium tanks 2'A-ton dump trucks anti-aircraft gun carriages heavy trucks armored vehicles ambulances truck tractors liaison airplanes 6-ton cargo trucks wrecker trucks tank recovery vehicles 4-ton cargo trucks 9 light tanks 6 motorcycles 6 tractors with bulldozers 5 air compressor units 4 Signal Corps repair trucks 3 small arms repair trucks 3 truck-mounted cranes 2 motorized road graders 2 electrical repair trucks 2 instrument repair trucks 2 machine shop trucks 2 artillery repair trucks 1 shop equipment truck 1 five-passenger sedan The above listing does not take into account the many other vehicles and pieces of equipment which are operated by special groups, such as Engineer brigades and Chemical Corps battalions. These include items like fire trucks, smoke generator sets, and flame-throwers, all of which require petroleum. five-passenger sedan to cargo trucks and motorcycles. So tremendous and widespread is the Army's mech anization that you'll find few, if anv. horses even in a modem cavalry division. Mechanical horsepower has completely replaced the four-legged variety throughout. Mobility Counts Without the trucks, jeeps, and other like equipment, no force could hope to win a war, even if it boasted superior manpower and firepower. In fact, very often, it is an army's great mobility which gives it the edge. It mav have a vast numerical advantage over the enemy in both men and equipment, but if it can't get its troops and guns into posi tion. and the enemy can, this poten tial superiority soon vanishes. But because of the automotive in dustry, which produces the vehicles, and the petroleum industry, which fuels them, the United States ranks second to none in mobility. Not only do we have a great number of military vehicles, but we have the most advanced machines. Consider, for instance, a new 2 /2ton truck capable of traveling under water. This vehicle can ford streams or shallow rivers up to a depth of seven feet with the same ease that other trucks ride through a rain puddle. In a recent manufacturer's test run, a driver donned a special breathing mask and took the test truck completely under water to a depth of 11 feet, riding on the river bottom. Entirely sealed and water proofed. the truck will make seven miles per hour and can remain sub merged for hours. The truck's breathing device con sists of two pipes which protrude above the water's surface. A "snor kel tube leads air into the engine. while the second pipe, the "snorter," is for exhaust. The Army presently has thousands of these trucks on or der, and obviously plans to use them to speed supplies to the front with out having to wait until bridges are thrown across streams, and to short cut, bv water, circuitous land routes. While the submarine truck is a new development, jeeps have been submersible up to certain depths for some time now. The jeeps, which also employ the snorkel device, have proved especially handy to have around in amphibious operations. Another petroleum-powered item which recently had its unveiling is the new T41 "Walker Bulldog" light tank. The Army terms this the world's best light tank, and cites it as "an example in cold steel of sci entific research, top engineering tal ent, and American ingenuity, all applied with care and foresight." Equipped with automatic transmis sion and what the Army calls "finger-touch" steering, the Walker Bulldog packs more than twice the horsepower of its World War II predecessor and can top a speed of 40 miles per hour on its air-cooled engine. Existing Vehicles Improved These are just a couple of the new items that Uncle Sam is constantly adding to his list of mobile military equipment. All the while, existing vehicles are being improved, to keep America the best equipped and most mobile fighting force in the world. The Army considers specific ve hicle petroleum consumption figures classified information. However, the petroleum requirements for moving an infantry division 100 miles under combat conditions are known. To send an entire division this distance, the Army figures it needs 68,500 gallons of vehicle fuel; 1,690 gallons of engine oil; 1,440 pounds of gear lubricant; and 1,340 pounds of mis cellaneous grease. Even when not on the march, the division would consume 4,000 gallons of fuel daily in operating administrative vehicles, field kitchens and gasoline-powered equipment. Armored divisions re quire 146,000 gallons of fuel, and airborne divisions about 54,000 gal lons, to move too miles in combat. Compare the striking mobility of today's army with that of the AEF in the first World War. During that conflict, we shipped overseas more than 26,000 bicycles and almost 29,000 horse-drawn combat and non combat vehicles. Today, a bicycle or a horse in Army service is an excep tionally rare sight. World War I Experience In April, 1917, the month we en tered the war, the Army owned only 12 truck tractors, 437 automo biles, 670 motorcycles and 3,039 trucks. History records that many scoffed at the idea of motorized equipment doing the work of horsedrawn vehicles, but the die had been cast. At the Armistice, 85,000 trucks were wearing khaki, and De troit was turning out these vehicles at such a pace that this number would have been increased to 185,000 had the war continued another seven months. At that time also, the Army would have owned 30,000 ambulances, 40,000 passenger cars, and 70,000 motorcycles. It was the punitive expedition into Mexico in pursuit of Pancho V'illa in [916 that marked the real beginning of the use of motor trans portation for the Army. As early as 1904, however, a few progressive of ficers at West Point had made some preliminary tests of 1 f2 -ton trucks. ^5. fetogs- ETC 32324 You get some idea of the tremendous role the automotive and petroleum industries play in modern warfare when you review the vehicular make up of an Army division. Each full-strength infantry division has assigned to it: 1,020 744 336 140 75 64 52 40 38 30 18 18 17 11 9 14-ton trucks (jeeps) 2'/2-ton cargo trucks %-ton weapons carriers medium tanks 2'A-ton dump trucks anti-aircraft gun carriages heavy trucks armored vehicles ambulances truck tractors liaison airplanes 6-ton cargo trucks wrecker trucks tank recovery vehicles 4-ton cargo trucks 9 light tanks 6 motorcycles 6 tractors with bulldozers 5 air compressor units 4 Signal Corps repair trucks 3 small arms repair trucks 3 truck-mounted cranes 2 motorized road graders 2 electrical repair trucks 2 instrument repair trucks 2 machine shop trucks 2 artillery repair trucks 1 shop equipment truck 1 five-passenger sedan The above listing does not take into account the many other vehicles and pieces of equipment which are operated by special groups, such as Engineer brigades and Chemical Corps battalions. These include items like fire trucks, smoke generator sets, and flame-throwers, all of which require petroleum. five-passenger sedan to cargo trucks while the second pipe, the "snorter," gallons of vehicle fuel; 1,690 gallons and motorcycles. So tremendous is for exhaust. The Army presently of engine oil; 1,440 pounds of gear and widespread is the Army's mech has thousands of these trucks on or lubricant; and 1,340 pounds of mis anization that you'll find few, if der, and obviously plans to use them cellaneous grease. Even when not anv, horses even in a modem cavalry to speed supplies to the front with on the march, the division would division. Mechanical horsepower has out having to wait until bridges are consume 4,000 gallons of fuel daily completely replaced the four-legged thrown across streams, and to short in operating administrative vehicles, variety throughout. cut, by water, circuitous land routes. field kitchens and gasoline-powered Mobility Counts While the submarine truck is a equipment. Armored divisions re new development, jeeps have been quire 146.000 gallons of fuel, and Without the trucks, jeeps, and submersible up to certain depths for airborne divisions about 54,000 gal other like equipment, no force could some time now. The jeeps, which lons, to move 100 miles in combat. hope to win a war. even if it boasted also employ the snorkel device, have Compare the striking mobility of superior manpower and firepower. proved especially handy to have today's armv with that of the AEF In fact, very often, it is an army's around in amphibious operations. in the first World War. During that great mobility which gives it the Another petroleum-powered item conflict, we shipped overseas more edge. It may have a vast numerical which recently had its unveiling is than 26,000 bicycles and almost 29,- advantage over the enemy in both the new T41 "Walker Bulldog" 000 horse-drawn combat and non men and equipment, but if it can't light tank. The Army terms this the combat vehicles. Today, a bicycle or get its troops and guns into posi world's best light tank, and cites it a horse in Army service is an excep tion, and the enemv can, this poten as "an example in cold steel of sci tionally rare sight. tial superiority soon vanishes. entific research, top engineering tal But because of the automotive in ent, and American ingenuity, all World War I Experience dustry, which produces the vehicles, applied with care and foresight." In April, 1917, the month we en and the petroleum industry, which Equipped with automatic transmis tered the war, the Army owned fuels them, the United States ranks sion and what the Army calls only 12 truck tractors, 437 automo second to none in mobility. Not "finger-touch" steering, the Walker biles, 670 motorcycles and 3,039 onlv do we have a great number of Bulldog packs more than twice the trucks. History records that many military vehicles, but we have the horsepower of its World War II scoffed at the idea of motorized most advanced machines. predecessor and can top a speed of equipment doing the work of horse- Consider, for instance, a new z /2- 40 miles per hour on its air-cooled drawn vehicles, but the die had ton truck capable of traveling under engine. been cast. At the Armistice, 85,000 water. This vehicle can ford streams or shallow rivers up to a depth of Existing Vehicles Improved trucks were wearing khaki, and De troit was turning out these vehicles seven feet with the same ease that These are just a couple of the new at such a pace that this number other trucks ride through a rain items that Uncle Sam is constantly would have been increased to 185,- puddle. In a recent manufacturer's adding to his list of mobile military 000 had the war continued another y test run. a driver donned a special equipment. All the while, existing seven months. At that time also, the breathing mask and took the test vehicles are being improved, to keep Armv would have owned 30,000 truck completely under water to a America the best equipped and most ambulances, 40,000 passenger cars, depth of 11 feet, riding on the river mobile fighting force in the world. and 70,000 motorcycles. bottom. Entirely sealed and water The Army considers specific ve It was the punitive expedition proofed, the truck will make seven hicle petroleum consumption figures into Mexico in pursuit of Pancho miles per hour and can remain sub classified information. However, the V'illa in 1916 that marked the real merged for hours. petroleum requirements for moving beginning of the use of motor trans The truck's breathing device con an infantry division 100 miles under portation for the Army. As early as sists of two pipes which protrude combat conditions are known. To 1904, however, a few progressive of above the water's surface. A "snor send an entire division this distance, ficers at West Point had made some kel'' tube leads air into the engine, the Army figures it needs 68,500 preliminary tests of 1 f2 -ton trucks. Except that thev indicated the truck would undoubtedly be of value in military operations of the future, these tests created no particular stir. The Army meanwhile acquired a few trucks, but, in one manner of speaking, let their engines idle until 191:, when the military really got down to brass tacks on the matter of studying its motor transportation needs and problems. As vital as thev were to victory, the trucks of World War I obvious ly were a far cry from those of today. It goes without saving that so, too, was the gasoline of the day vastly inferior to modem fuel. Fuel Improvement The first great world conflict marked the debut of the airplane, the tank, and the truck and automo bile in major warfare. The fuels of the time suited the engines of the time. Still, the average aviation gaso line of World 'War I wouldn't begin to be adequate for even the lowest compression vehicles on the high way today. We know now that most aviation fuel used at the time had an equivalent octane rating of only about 5j. Modem aircraft gasoline, of course, has long since "run off" the octane scale, far surpassing in antiknock quality the 100 that is the top of the scale. In the intervening years, the au tomotive and petroleum industries, marching together, have traveled fast down the road of progress. One result is that the American combat soldier, through mobile equipment, is without a peer as a well-cared-for fighting man. For instance, fully equipped dental, optical and other mobile medical laboratories follow him into battle to make certain that he receives the utmost in health care, even under the most trying condi tions. Field bath units and laundries, both on wheels, also contribute to his well-being. In the combat zone and behind the lines, myriad other petroleumpowered equipment is at work to help win battles as expediently and with as few casualties as possible. Motorized road graders quickly fashion highways where none ex isted br-' ore, so the fighting man can move nto the most advantageous battle position and so essential sup plies will not be delayed. Mammoth Among the many varied pieces of automotive equipment required to keep today's soldier in the fight are a mobile eyeglass replacement unit, right; a truckmounted bakery, below left; and a complete field laundry, below right trucks highball cargoes and men to their strategic destinations. \ ehicles such as the amphibious cargo car rier and the waterproofed jeep and new underwater truck, surmount virtually every natural obstacle. Overhead, gasoline-driven liaison planes brave the territory behind enemy lines to "zero in" artillery and gain vital information about the foe's movements. Tanks, some of them as easy to maneuver as a pas senger car, go forth to seek out and contest the enemy. So long as America engages in war, there will be newspaper head lines proclaiming new actions for our Army divisions. Behind those headlines will lie one of the biggest stories of all time -- the story of mo bility, as provided bv American en gineering ingenuity' and petroleum refining technology. ETC 32327 tance of rendering personalized service to each customer ingle out any crowded high titled "There Is a Difference." It is S way and no two cars traveling the latest addition to an active li it will be exactly alike. It will be brary of 19 slide and motion pic easy to spot many of similar make tures which Ethyl Corporation has and model, and. bv chance, a couple produced and distributed through of the automobiles may even have the petroleum, automotive and al come off the assembly line in suc lied industries. cession. But in octane requirement and in any of countless other ways, Used in Training Programs no two vehicles are the same. "There Is a Difference" went be What holds true about the auto fore the cameras only after Ethyl mobiles themselves also applies to had consulted at length with key the drivers of those cars. No two representatives of many oil com persons are the same. People differ panies to work out the final story from one another in many ways -- idea. Assured that the picture could personality, likes and dislikes, and perform a genuine service to the almost every other characteristic. nation's service station operators, The importance of recognizing Ethyl, after more than a year of this distinction between people, and planning, began production of the so establishing an appropriate per film. Oil company sales executives sonal relationship with each and who have had an opportunity to re every customer, is the message view "There Is a Difference" report which a new Ethyl Corporation that it accomplishes its purpose. motion picture, designed to interest Intended for use in oil company service station operators, vividly dealer training programs, the movie drives home. takes its audience through 12 min The film -- in full color -- is en utes of the philosophy of creative salesmanship, all told in a down-toearth manner and carefully woven into an interesting plot enacted by Donald Novis and other professional actors. "There Is a Difference" does not attempt to show service station per sonnel how to render proper "circle service," nor does it offer any spe cific new techniques in selling TBA items or the usual gasoline retail outlet services. Rather, it deals with the entire philosophy of selling, so that service station attendants may reexamine their practices in the field of customer relations, and, by so do ing improve their present business position. Chief characters of the movie are Bill Parman, a long-time employee of the Golden Rule Service Station, and Jim Campbell, owner of the dealership. The setting is authentic, most of the outdoor scenes having been filmed at a typical station on Long Island. As the movie opens, Bill is day- 7 ETC 32328 dreaming about a service station of his own that he is soon going to operate in another part of town. So far as the physical factors are con cerned. it doesn't appear that Bill will have much trouble making a go of his new business. He plans a six-pump outlet, and the location is ideal. Nearbv are two garden apart ments. a big shopping center, and a new development of yoo houses, plus a county highway running right past the place. Not only that, but the oil company he will repre sent is a big advertiser, so Bill knows his products will be well known to most motorists. You can almost see Bill riding a silver-lined cloud as he visualizes cars -- hundreds of them -- driving up to his pumps. "And there I am, with mv best personality," Bill tells himself. "I hurrv up to the pump and give the customer mv favorite opener, `Good morning, Mr. Jones, and how are you this morning ... fill 'er up with "Ethyl"? . . . Good morning, Mrs. Smith, and how are you this morn ing ... fill 'er up with "Ethyl"? . . . Good morning, Mr. ------ '." Then, literally from out of no where, comes the jolt. How Bill is made to realize that "you can't treat customers all the same -- like thev are sardines in a can" -- is one of the surprises of the picture. But made to realize it, he is, and quite forcefully. In a series of incidents undoubt edly experienced in real life by many dealers, the film's prospective service station dealer is suddenly jarred into the realization that you handle tools and equipment, but vou don't handle people. Each one must be treated like the individual that he or she is. It's certainly acceptable to bid your customers a friendly time of the day, but a stereotyped "good morning" or "good afternoon" is no In this series of photos from the film, Bill, a service station attendant, is seen (top) listen ing to a mysterious voice ex plain that you can't treat all people the same way. He ren ders personalized service (sec ond and third photos) to a mo torist and a truck driver. The satisfaction of having done his job well makes Bill beam automatic key to the door of suc cessful selling. Let an incident that happened to Bill in "There Is a Difference" illus trate the point. He had opened the Golden Rule Service Station this particular morn ing and was skimming through the paper to catch up on the local over night happenings. You couldn't miss one of the headlines. It told of a new parking ban in town that would cer tainly have an effect on sales in many of the neighborhood shops, including Emil's grocery store. 8 Just at that moment, Emil drove up to a pump in his delivery truck, naturally feeling dejected about what the parking regulation would do to his business. Bill knew what was wrong, and figured he would give Emil his best "good morning" routine to take his mind off his troubles. "Good morning, Emil, and how are you this fine day?" Bill beamed, just as if he was talking to a man who didn't have a worry in the world. "Fill 'er up with `Ethyl'? Have you seen our special of------ ?" That's as far as Bill got. Emil cut him off short with a "never mind the sales talk -- just put in the gas," and wouldn't let Bill check the oil. Bill couldn't understand why Emil was so sharp and touchy, but his inner self told him why. "Emil was hurt because he had a problem that you, Bill, knew about. And yet all he got from you was a mechan ical glad-hand and a fast pitch." What happens when the service station dealer recognizes the fact that no two of his customers are alike, that each must be approached in a different wav? Well, here was Bill's experience in the film. One day the wife of his next-door neighbor drove into the station with her two children in the car. It had been raining and the streets were still wet. Bill fueled the car, and then began looking it over as care fully as he would his own. In check ing the air in the tires he noticed that the tread on one of them was almost completely worn away. As "There Is a Difference" was filmed at an actual service station by Pathescope. Left, Donald Novis, the station owner in the movie, receives acting direction . . . Be low, a general view dur ing the shooting of one of the outdoor scenes any service station man knows, a bald tire and a wet pavement form the perfect combination for pro ducing a first-class skid. Bill cautioned his neighbor, but she suggested he talk to her husband about the bad tire when he brought the car in over the weekend. Bill knew the weekend might be too late. So, with her permission, he tele phoned the husband and got his ap proval to install a new tire. The Difference Shows That, the Ethyl movie explains, was good customer relations at its best. And good business, too. Bill sold a new tire, which is one reason for operating a modem service sta tion. But more than that, he put himself in the customer's place and thus rendered a highly personalized service. Who can tell, maybe he even prevented a serious accident by stressing the need for his neigh bor to replace the worn tire. Quite a difference between that kind of customer treatment and the "good morning, Mrs. Smith, how are you today?" routine. A suitable location, top quality products, and supporting advertis ing -- all are essential if any service station is to be successful. But there's more to it than that. This extra some thing, as the title of the motion pic ture suggests, is appreciating that there is a difference among cus tomers, and that, therefore, the ap proach to each of them should be based on a genuine interest in help ing them solve their particular mo toring problems. Ethyl Corporation has produced "There Is a Difference" in the hope that, by bringing home this philos ophy of salesmanship, the film will provide both the inspiration and the information to enable service station personnel to render even greater, more profitable service. 9 ETC 32330 Th years cabin svlvar a you in frc him v seeme didn't there "Ht He sa more t sured we fin To this veteran fisherman, the countless superstitions which so many anglers nurse are but mere alibis for an empty creel By Harry Botsford I often wonder how many of the familiar and ageless superstitions common to generations of fisher men stem from an ardent search for an alibi to explain an empty creel. If pride doesn't father some of these fallacies, one can be reasonably confident they all were not bom of actual experience. In nearly four decades of active fishing in many waters in many sec tors, I've seen virtually every tenet so dear to the heart of the average angler exploded. Done a little ex ploding myself, in fact, and that practically makes me an heretic. The first year I ever did any cast ing for bass, the elder statesmen filled me with what they believed to be honest fishing lore. One thing they studiously drilled into my then-youthful head was that when it thundered, the fish went to the bottom and were wholly uninter ested in any lure that could be of fered. I believed them, and later realized that I had lost a lot of prime fishing as a result. Like all anglers, I was gullible. Once, a sudden July thunder shower caught me in a boat at the end of a lake, far from shelter. It was a cold rain and the thunder boomed constantly. I had not been provident enough to carry a rain coat. To help keep myself warm, I started to cast. I was certain I wouldn't catch any fish, but it was something that might start the blood circulating. I hadn't been casting five minutes when I tied into a bass. No longer did I seem to mind the rain or the thunder. My blood was circulating nicely again. Before the storm was over, I had netted four very nice bass, the smallest of which weighed three pounds. When I told this to the old-timers, the very ones who had tutored me so thoroughly, they turned bleak and unforgiving eyes on me. From then on, they were convinced the truth was not in me. Since then, I've repeated that storm experience sev eral times. Thunder mav disturb overly-timid bass. But if the fish are hungry enough or mad enough, they'll grab a lure. Believe me! The yarn that fish won't bite during a thunderstorm doesn't hold water with the author. He tried it, with the results shown in this sketch It w was pi had th ditionclose t< I made kellung compai attempt beautif: the big in sever I have Before friend nice bi 10 ETC ;1233J v't been tied into to mind ,y blood 1. Before j netted iallest of ds. i-timers, ored me ,-d bleak le. From teed the hen, I've nee sev- disturb a fish are enough, me! e during Id water it, with s sketch Then there was a time, several vears ago, when I returned to our cabin on the shore of a small Penn sylvania lake to find mv companion, a voung and ardent angler, reading in front of the fireplace. I asked him whv he wasn't out fishing. He seemed shocked to think that I didn't know fish never bite while there is an east wind. "How do vou know?" I asked. He said he didn't, personallv, but more experienced fishermen had as sured him it was true. I suggested we find out for ourselves. A Convert Made It was mid-October and the wind was penetrating. Mv friend and I had the lake to ourselves. The tra dition-bound anglers were inside, close to a fire. Within the first hour I made contact with a wolfish muskellunge. After a long struggle, mv companion gaffed him on the third attempt and we proudlv hauled in a beautiful :6-pound specimen. It was the biggest fish caught in that lake in seven vears. (And the biggest fish I have ever caught, I might add.) Before the afternoon was over, friend Jimmv had snagged three nice big-mouths plus a io-pound muskv. All of which made a convert out of Jimmv. No more fallacies for him. He now makes his own rules -- and catches more fish than he did when he listened to the elders and their piscatorial theologv. Everv angler has heard about the timiditv of trout. I believed it, too. Fishing in the Ole Bull country, mv guide proved this to be just another fallacv. Indian Charlev, who isn't Indian at all, was mv mentor. It was earlv in the season and Charlev was fishing with tinv river minnows as bait, using his flv rod in making casts that were smooth and accurate. The casts, however, were seldom more than 20 feet. He was wading, and Charley wasn't exactly what vou would call a quiet wader. He would splash through the water until he found a partiallv submerged log or rock, or where the water swirled under the bank. He would cast into these waters repeatedly -- and he usually got results. Charley's trout that morning were big chaps and by noon he had his limit. There wasn't a one under two pounds. It was an amazing and upsetting ex perience to me, for it neatlv col lapsed the old theorv about the timiditv of trout. That afternoon. adopting Charley's methods, I caught five verv nice brownies in Kettle Creek. Another tenet of the hardened angler is that the bigger the flv or bug, the bigger the bass it will lure. It seemed like such a perfectlv rea sonable adage that I never ques tioned the validity of it. Accident caused me to change mv mind. Once I started for a bass stream in a hurrv, grabbing a flv box and other tackle on the run. Starting to rig up, I discovered that instead of the box which contained mv prize bass bugs and flies, I had brought along a box of trout flies. This, to put it mildlv, was a most disturbing discovery to make 20 miles from home. There was no alternative but to tie on a tinv Royal Coachman. May be I would at least have the consola tion of catching a few rock bass. These little huskv chaps often are partial to a flv. Scratch Another Tale I found some likely rock bass water and half-heartedlv made a few- casts. The little flv-, riding the water cockilv, was suddenly sucked under. Automatically, I struck and the slender rod arched. This obvi ously was no punv rock bass. It was a fighting bronze-back of good size. He broke water three times be fore he came to net. I took a round dozen bass of comparable size that afternoon and evening, although I released all but three of them. It was about the best dav I had experi enced all season. I had discovered that big fish relish little flies when they are properly presented -- and so another bewhiskered tradition went into the discard. There was a certain lake in Ohio from which anglers brought home some memorable strings of fat perch, some of which would measure 18 inches. These were handsomely 11 KTC 32332 Perhaps this is exaggerating things a bit, but the point is that trout, if they are hungry enough, will not pass up any enticing lure, no matter how much the angler may disturb the waters marked fish, and excellent eating. The anglers used nothing but pollvwogs for bait. Nothing else pro duced good fish, they claimed. I had been fly-fishing for blue gills and mv boat drifted to where the boats of the still fishermen were grouped. "Anyone ever catch a perch on a fly?" 1 asked. They shud dered at the verv idea. "Can't catch these perch on a flv," a seasoned old-timer explained. ".Mind if I try?" I asked. They didn't, so I rigged up a Brown Hackle and a minuscular silver spin ner. 1 cast, let the lure settle to the bottom, brought it around and agi tated the delicate rod tip to make the spinner dance. Nothing hap pened. The other fishermen were amused. Then on the third cast, I tied into a i Vi -pound perch that gave me a sweet battle. The oldtimers were not impressed. I was snaring a perch on about everv third cast -- which is good fishing in mv book. The other fish ermen definitely were not sorry to see me leave. You can't alw ays tell. Often the fish will waive the rules. A little touch of unorthodoxv on the part of an observant and daring angler often pays handsome dividends, up sets cherished tradition. For instance, a friend of mine was fishing a pool that was usually pro ductive, but not today. He had pa tiently tried every fly, bug and streamer in his kit. He even had spent a busy half-hour catching three grasshoppers, which usually are sure-fire bait. Sitting on the shore, he brooded and smoked his pipe. Within 20 feet of the shore, a husky bass came out of the water. It smacked at something, missed, tried again. This happened time after time. The bass, my friend discov ered, were after moles, trying to swim across the pool. There must have been a mass migration of moles and the bass were having a field day. Mv friend is an ingenious fellow. When he is after bass, he will sacri fice anything for the sake of a little sport. Seeing what had happened, he deftly cut an oval from the top of his rubber boot, and shaped it to resemble a mole, complete with legs One heretic's view is that, like humans, fish enjoy nibbling at dif ferent foods from time to time. Says he: "Give 'em a diet change" and tail. He tied this rubber travesty around a fat bass bug, and optimis tically started to cast, keeping the lure moving on the surface of the water. He caught bass. Lots of them, and whoppers, too. As a matter of fact, he continued to use this quaint lure with great success at various pools on this creek for the entire season. There are many schools of thought about angling -- most of them are conflicting. Some fly fish ermen labor diligently to duplicate the flies the trout take on a rise. Then along comes some unregener ate parishioner, some cheerful here tic and wholly unorthodox. He uses a fly that is radically different in size and form than those on which the trout are feeding, and which the purists have duplicated in their flies. He takes two fish to every one the tradition-bound fly caster nets. "Give 'em change of diet!" one lucky man snorted. "When your fly looks precisely like the thousands of others settling on the water, your chances of getting a strike are re duced proportionately. Give 'em a fly that is distinctive and different in size -- make it easy for a hungry trout to change his diet. That's my idea -- and it works!" Truth is, the heretic not only catches more fish. He usually has much more fun. 12 O- the gas dashbo mark, station where easily The of cou land. F blood mobile power day, n place, about 1 there i: thing, the ce pump : One a spin mobilir those d as the s avesty ptimisag the of the f them, tter of quaint various entire ols of lost of ly fishjplicate a rise, egenerj1 hereHe uses t in size iich the ich the eir flies, one the sts. t!" one vour fly sands of .T, your are ree 'em a erent in hungry lat's my ot only ally has METERED In step with the automotive ve hicles they serve and the fuel they dispense, gasoline pumps have undergone constant im provement through the years ne of the pleasures of motor O ing is the knowledge that when the gasoline supply indicator on the dashboard dips toward the empty mark, there is sure to be a service station just down the road a bit of pumps. The motorist usually had where the motorist can quickly and to drain gasoline from a storage easily get his car refueled. drum into a measuring can, and then The heart of any service station, gingerly pour the fuel into the car's of course, is the gasoline pump is tank through a chamois-screened land. From the pumps flow the life funnel. And woe betide the driver blood that keeps the nation's auto who ran out of gas. Then, it was mobiles, trucks, buses, and other definitely a case of "get a horse." power equipment on the roll. To But in the years after 1900, more day. no matter what the time or and more "gas buggies" appeared on place, purchasing gasoline is just the roads, and their drivers objected about the simplest "shopping" duty to the inconvenience, delays and there is. You couldn't sav the same messiness involved in hand refuel thing, however, back at the turn of ing. Gasoline pumps and eventually the century, before the gasoline service stations were the result. pump appeared on the scene. Since that time, pump develop One of the rigors of going out for ments have been geared directly to a spin in the pioneer days of auto- progress in the oil and automotive day, when two gallons of gasoline do the work that three gallons did 2 j years ago, pumps are fully as im proved over their 1926 counterparts. Ancestor of today's attractive and efficient pumps was a crude portable tank with a one-gallon, hand stroke pump attachment. This was simply a converted kerosene pump of the type used in grocery, general, and Left, the operator of this early "service" station pump counted the number of times he turned the handle to measure the gallonage dispensed. In later models, like that shown above, recording dials with hand indicators were added and mechanisms enclosed hardware stores. At first the "con version" consisted only of adding a protective covering to the tank and changing the name to "gasoline pump," but it wasn't long before this model swapped its faucet and measuring can for a hose. Other improvements followed quicklv. The pump, and the tank on which it was mounted, acquired a wooden housing. It was an installation of this type, some industry historians claim, to which the term "filling station" was first applied. In another change, the pumping pedestal was attached to the floor and the supply tank was put in the basement of the store or garage. Still another for ward step was the increase of the piston throw from one to two, and eventually to five gallons. A bell that rang after the delivery of each gallon was added in the early years. This feature is still re tained on manv of today's pumps, but it was greatly improved upon with the addition, about 1910, of a recording dial with a hand indicator that clearly showed the number of gallons delivered. It was about 1910, too, that pumps began to move out-of-doors to the curb and roadside. Thev acquired more height in order to better dis play the glass globe with w hich they were now topped, and before long the multi-pump drive-in service station was a reality. Just after World War I, the fa mous glass bowl or "visible" pump was introduced. This pump, con sisting of a glass container of two, three, five, and later ten-gallon ca pacity mounted on a five or six-foot pedestal, literally put gasoline be fore the public eve. The fuel was pumped by hand up into the bowl in the presence of the customer and then allowed to flow by gravity Above, th pump was of the ea. "double-hi one were the earlii down thro car's gasoli About 1 introduced visibles. Tf time, the a flow at the did much waste, and Despite t ble pump a control, the new model; line with m saferv. By the answer But even ing the put a dial auto; Above, since they first came into use, gasoline pumps have had their ups and downs so far as height is concerned. When globe advertising was still rela tively new, some manufacturers made them quite tall Right, a visigauge, or sightglass, a trans parent section in the delivery pipe, like those found on these pumps, afforded a view of the gasoline flow. The law now requires that one be installed on each gasoline pump 14 32335 Below, typical of constant im provements by pump manufac turers are a new model (left) that has dual hoses and dials for fueling two cars at once, and another (right) that features moving lighted sales messages an pump ; handle models, th hand enclosed delivery 1 in the ; still rei pumps, ed upon 910, of a indicator imber of at pumps rs to the acquired erter dish which id before in service ., the fae" pump np, con of two. gallon ca- Above, the visible, or glass bowl, pump was the most popular model of the early Twenties . . . Right, "double-header" pumps like this one were simply elaborations on the earlier motor-driven types down through a hose and into the car's gasoline tank. About 1920, nozzle control was introduced for the 10-gallon bowl visibles. This permitted, for the first time, the attendant to shut off the flow at the nozzle at any time, and did much to prevent overflow, waste, and possible fire hazards. Despite the popularity of the visi ble pump and the addition of nozzle control, the demand was voiced for new models that could deliver gaso line with more speed, accuracy, and safety. Bv 1925, manufacturers had the answer -- a motor-driven pump. But even with electricity now do ing the pumping and the hands of a dial automatically measuring the amount of motor fuel being pumped, other major milestones on the road of gasoline pump progress were still to be reached. In 1933, for instance, less than ten years after motor-driven pumps had been introduced, computing pumps were in use. Now gasoline was not only pumped faster, but a quick glance at the pump told both the motorist and service station at tendant the number of gallons and fractions of gallons delivered, the price per gallon, and the total amount of each sale. Since its widespread adoption in the middle 1930's, the computing pump has undergone several design changes and has been improved with the addition of a feature that enables dealers to reset its mechan ism when price changes occur. An other modification makes it impos sible for the pump to be started unless gallonage and amount-of-sale figures are set back to zero. America's automobile owners will spend something like $10 billion on gasoline this year, it has been esti mated. Thanks to the modern gaso line pump, they will be assured of getting accurate, fast, and safe de livery of every last gallon. I .F helped of shij of sigh Huror. Glasg< Rescui month timber Then, pearar coast r The er ian tui night. Bottles cast into the sea contain everything from wills to infor mation about missing ships. But, more important perhaps, they provide valuable data on oceanic tides and currents By Frank L. Remington hitill on deck with a few peoO pie. One is a child. The last boats have left. We are sinking fast. The orchestra is still playing brave ly. Some men near me are praying with a priest. The end is near. May be this note will . . ." Here the message ends abruptly. But the passenger on the ill-fated Lusitania who scrawled the note managed to stufi the bit of paper into a watertight bottle and consign it to the waters of the North Atlan tic before the great ship plunged beneath the waves. Recovered later, the note related new details of this famous marine disaster. In the fearful minutes before the rising waters engulf them, seamen and passengers on sinking ships have, for centuries, scribbled farewell memos on scraps of paper and cast them adrift in sealed bottles. Often these containers toss and turn in the turbulent waters for years, until fi nally the waves cast them ashore. Others find their way into the trav eled sea lanes, where they are recov ered by passing vessels. Many, per haps, are never found: By the Hundreds At any given time, if it were pos sible to make a count of them, there would be hundreds of message-bear ing bottles bobbing in the oceans of the world. For many countries carry on an organized "bottle program" as a means of securing additional in formation about oceanic tides and currents. The U. S. Hydrographic Office, which is part of the Depart ment of the Navy, has conducted such a project for many years now. Sea captains embarking on a voy age carry special printed forms con taining blanks for the date, name of vessel, longitude, and latitude. At sea, the skipper fills in this informa tion, seals the paper in a glass con tainer and sets it adrift. The bottle may be picked up the very next day after a journey of only a few miles. Or it may flounder from wave to wave, even ocean to ocean, and not be discovered until years later. Upon opening one of these gov ernment containers, the finder reads instructions -- in eight different lan guages -- asking that the date and location of the discovery be re corded and the paper mailed back to Washington. By this simple proc ess, the Hydrographic Office has amassed and put to practical use a wealth of data on the flow of ocean waters. During wartime, for in stance, our experts can thus plot ac curate charts on the expected drift of enemy mines. Aside from their scientific value, messages in floating bottles have 16 ETC 3 2337 Sine ture, i thentii discov beach doubt fated : the im side ur and sis grease steamt by th: sisters Resi the eh live tc the be thoug: on a vovorms con- name of itude. Ac . informaglass conThe bottle next dav few miles, i wave to n, and not later. these govnder reads ferent landate and ry be reailed back nple procOffice has tical use a v of ocean e, for inms plot acected drift tific value. )tries have helped to explain the disappearance of ships that just seem to drop out of sight. Take the case of the steamer Huronian, which in 1902 sailed from Glasgow, Scotland, into oblivion. Rescue vessels searched for three months, but found not a missing timber from the vanished ship. Then, four months after the disap pearance, a bottle washed onto the coast near Owl's Head, Nova Scotia. The enclosed message said: `'Huron ian turned turtle in Atlantic Sunday night. Fourteen of us in boat." Sinking Verified Since the message bore no signa ture, investigators doubted its au thenticity. But five years later the discover)' of a second bottle on the beach of Castlerock, Ireland, left no doubt as to the tragic end of the illfated ship. "Huronian sinking fast," the message read. "Top-heavy. One side under water. Good-bve, mother and sisters, (signed) Charles McFall, greaser." Investigation showed the steamer did indeed carry a greaser by that name, and the mother and sisters recognized his handwriting. Rescued from a watery grave at the eleventh hour, a fortunate few live to recognize their notes, when che bottles encrusted with their last thoughts are later recovered. In 1825, a Major D. W MacGregor escaped the burning merchant vessel Kent in the Bay of Biscay. Rescue, however, had seemed remote when MacGregor hurled a bottled mes sage into the sea. It read: "Ship on fire. Elizabeth, Joanna and myself commit our spirits into the Hands of our Redeemer, Whose grace en ables us to be composed in the awful prospect of entering Eternity." The passengers of the Kent post poned their entrance into Eternity when another ship rescued them. Eighteen months later, a swimmer in the Bahama Islands found a bottle containing a hopeless death notice. MacGregor recognized it as the one he had written in his darkest hour. Often, after marine disasters, hoaxers delight in writing spurious notes and setting them adrift. Con sequently, a high percentage of bot tled messages are frauds. The dis appearance of the Waratah in 1909 sprouted a crop of these deceptions. The steamer carried 211 persons. Within a year after her mysterious disappearance, five bottle messages, allegedly written by survivors, washed onto Australian beaches. Each proved to be a hoax. The fate of the Waratah remains a mystery to this day. Bottles, so-called silent sailors of When disaster struck at sea in olden days, often the only word about the vessel's fate was a note stuffed in a bottle bottle paper n 13. S. HYDROGRAPHIC OPTICt _/_ WASMIMuCTOM* I)._O_._C. iPLEASE USE LAD PENClL.' rftfWR overboard by <G -- * J--n-u- Master,......... ......... ..... .... Officer.--------------------------------------------- - --.......... Vessel,-------------------- -------------- -------- ----------------------- DUe______________ _________ Latitude,...... ..................... .......................... LoiVtfitfi*,.... ............ Notations on this official paper as to when and where a bottle was set adrift and the date and place of its recovery help the Hydrographic Office to keep abreast of ocean flows the seven seas, don't always carry bad news. On at least one occasion a sea-going message served as Cupid's courier. A comely stewardess on an English liner met her future hus band by proxy, when her ship picked up a bottle. In addition to a photograph and the address of a man, the container held a message which pleaded: "I am a mate on a freighter bound for the South Seas. I am a lonesome fellow and hope that fate will bring me a wife. Per haps somewhere in the Common wealth there is a girl not older than 30 who wants to write to me." The stewardess wrote, and romance soon blossomed. Several times the floating mail carriers have delivered wills tossed overboard by ship passengers. Perhaps the oddest case of this sort involved a Boston lawyer who had gone beserk upon the death of a wealthy client in 1911. He sealed his client's 30-million-dollar will in a bottle, surreptitiously boarded an outgoing ship, and hurled the valu able document into the ocean many miles from shore. Subsequently the demented barrister regained his One floating bottle enthusiast is George Phillips, a Tacoma evangelist. He is shown here by a world map which notes where his bottled messages have been picked up. Below, he pours sand into bottles for bal last prior to casting them adrift senses and posted a $25,000 reward for the finder of the bottle. Three vears passed before it again came to his hands. In the interim, the bottle had drifted to the far corners of the Atlantic and, among other misadventures, had been swallowed by a shark and was worshipped as a god by a pagan tribe in Brazil. Soon after Lindbergh flew the Atlantic, a French dressmaker found a bobbing bottle near Saffi, Mo rocco, and came into a tidv sum of cash because of the peculiar whim of an American traveler. Apparent ly jubilant over the Lone Eagle's daring deed, the American wrote a sizable draft on his bank and, along with a brief message, enclosed it in a wine bottle and tossed it to the waves from the deck of a liner. The terse note stated simply: "Hurrah for Lindbergh!" Fate alone determines how long or how far a bottled message will drift or what strange destiny might eventually befall it. Disaster over took a Japanese sailor in 1784. Before he died on a lonely reef, the ship wrecked Oriental corked his tragic story in a glass container and com mitted it to the ocean postoffice. In 1935, after 1 jo years of drifting, the errant bottle came ashore at Hiratutemura, which by a strange twist happened to be his birthplace. Special Delivery Another queer quirk of fortune involved a cocoa tin dispatched from an unlucky ship in 1933. Sail ing out of Newfoundland to Port Talbot, the steamer Saxilby vanished without a trace. More than two years later the waves deposited a chocolate container on the beach at Aberavon, Wales. Within it a tragic note briefly explained: "S.S. Saxilby sinking somewhere off the Irish coast. Love to sisters, brothers and Dinah -- (signed) Joe Okane." The ocean currents, in the best Robert Ripley tradition, had delivered the message to the writer's own home town of Aberavon and within a stone's throw of his house. In addition to the interest dis played by the various world gov ernments in ocean-going bottles, many private organizations and in dividuals carry on fascinating ex periments in floating bottle lore. The International Bottle Club, for one, keeps a constant stream of mes sage-bearing containers journeying over the waves. George Phillips, an evangelist of Tacoma, Washington, conducts one of the more unusual projects. He collects empty whiskey bottles, fills them with religious tracts and ser mons, and tosses them into Puget Sound, from where they are carried to sea. Something like 15,000 of these pious parcels have been cast adrift by Mr. Phillips and his followers. At least 1,200 have reached a destina tion, for the "Bottle Parson" has re ceived that many replies from find ers as far awav as Australia and New Guinea. What tidings bottle messages found in the future may carry, no person can foretell. Perhaps some will shed light on the fate of longlost ships and marine disaster vic tims. More important, though, the silent sailors of the seven seas will add valuable data to the Hydrographic Office's knowledge of ocean currents and tides. Directly or indirectly, this infor mation will contribute to the safer,' and comfort of all mariners. Make r take th WO PAI Tintend' rounded b wires, gaug looking ele minute pa: screen's sui opens, a fla; closes, and, the camera another exp The watc a couple of 18 ETC 2 d d 9 st disJ gov>ottles, .nd inng ex: lore, ib, for >f mesneying .list of its one cs. He es, fills id serPuget .arried these adrift ers. At estinatas re1 finda and ssages rv, no some longr vich, the is will ! vdroocean inforsaferv Make no mistake about it, our teen-agers will be ready to take their places as leaders of science when the time comes Two pairs of vouthful eyes gaze intently at a glass screen sur rounded by a complex array of wires, gauges, tubes, and sensitive looking electronic equipment. As minute particles race across the screen's surface, a camera shutter opens, a flash lamp fires, the shutter closes, and, as if for good measure, the camera winds its film ready for another exposure. The watchful eves aren't those of a couple of gadget-minded young sters viewing a Rube Goldberg cre ation. Nor are they those of physi cists checking complex instruments in a closely-guarded atomic energy laboratory. They belong to two New Rochelle, N. Y, tenth-graders studying the performance of the Geiger counter-controlled Wilson cloud chamber which they them selves designed and built in the base ment workshop of one of the boys' homes. The automatic camera takes accurate pictures of the radioactive particles as they pass through the cloud chamber. Almost entirely without adult guidance, the youths constructed the apparatus from parts of outdated radios, leftovers from a spare-time electronics hobby, flash tubes dis carded as too far gone bv Princeton University, and an obsolete minia ture cloud chamber from Columbia University. Little more than ioo miles from the budding physicists' "labora tory," a 14-vear-old New Jersey boy startles the scientific world with pio neering of another sort. This young ster, who would rather search for fossils than play baseball, discovered the skeletal remains of a ground sloth, an extinct bear-like mammal that lived 100,000 years ago. Previ ously, he had found, embedded in some green Jersey clay, a cluster of shells that the Academy of Natural Sciences said dated back perhaps 50 million years. These aren't isolated cases. Prom ising youngsters in all parts of the country are constantly confounding both the scientific world and the general public with amazing accom plishments. Such promising leaders are doing much to reverse the opin ion held bv some adults that all 19 ETC 3 2 3 4 0 fkr. V f L Typical of fhe nation's budding scientists are these two suburban New York boys, shown with the Geiger counter-controlled Wilson cloud chamber which they built American vouths spend their time hanging around soda fountains, rac ing through the streets in hot rods, and studying nothing more serious than the latest hit tunes. One of the most encouraging as pects of this spare-time pursuit of things scientific is that little of it is done in direct connection with school work or under the aegis of parents or teachers. Most of these outstanding young scientists have a real interest in one or more technical subjects and voluntarily spend much of their after-school and weekend time pursuing them. Take the case of the 16-year-old bov who gained national recogni tion last year for his extracurricular work in physics. Although he was majoring in music in high school and was an accomplished violinist and pianist, the youth set the scien tific world agog with his mathe matical and photographic study of the energy of helium atoms through tracks left by the atoms in a photo graphic emulsion. He computed the amount of energy released when non-fissionable helium is bombarded in an atom smasher. For this part of his research, of course, he was forced to enlist outside help. He borrowed the services of the cyclotron be longing to Washington University in St. Louis. As if to prove his versatility fur ther and demonstrate that young scientists can be well-rounded indi viduals, this future Einstein built an electric metronome and served as an editor of his high school paper. The recently announced winner of the tenth annual Science Talent Search, conducted among high school students throughout the country by Science Service and its Science Clubs of America, was an other youngster with a variety of scientific accomplishments to his credit. Only 17 and hailing from Niagara Falls, N. Y, he already has measured the speed of sound, made ravon, generated chlorine, and built an electric calculator. It was on the basis of such accomplishments that he was awarded the first-place $2,800 scholarship. Second place winner in the Search was a teen-ager who, for his project, wrote "a relativistic expla nation of gravitational acceleration of falling bodies near the earth," a subject so forbidding that interested readers were referred to a book on agr. the to < of ( higl war cap: bett Science Talent Search winners this year included a boy (left) who photographed a lunar eclipse, and om (above) who had an exhibit entitle "The effect of Reagent Concentration on Speed of a Chemical Reaction Top wit the you: *ice for . . Kit this boy ess for 20 ETC 32341 winner e Talent ig high out the e and its was antrietv of to his Niagara neasured e ravon. built an on the ents that ce $2,800 in the o, for his :ic explaeleration earth," a nterested book on Einstein's theory of relativity for background information. The annual Science Talent Search, which does much to publicize the fact that there are many youngsters in the country with more than a "rah-rah" outlook on life, attracts about 16.000 scientist-contestants every year. Of this number, 300 are chosen for national honors, and the top 40 are sent to Washington, D. C., for five days at the Science Talent Institute. Although their scientific interests lie in a variety of fields, the finalists in the 1951 Talent Search were agreed on one point -- that it is in the best interest of national defense to cultivate their talents and those of other promising youngsters. All high school seniors, they expect and want to serve their country in some capacity, but feel that they can do a better job for private industry or for the Department of Defense if they are first given an opportunity to earn their college degrees. Deferment of kev students is ad mittedly a controversial subject. But Charles Allen Thomas, former president of the American Chemical Society and now chairman of the Scientific Manpower Committee of the National Securities Resources Board, definitely agrees with the youngsters. To Forestall Shortage "Perhaps people of high school and college age can't contribute very much at the present time," Mr. Thomas says. "But with proper training they should be able to play a very important part in the defense effort, either directly or indirectly. A gap in our supply of scientific personnel may occur if these young sters aren't trained. We failed to school a sufficient number of them during the most recent world war and today we are suffering a short age as a result." Mr. Thomas and others realize that girls as well as boys are compil ing outstanding records in scientific pursuits, and by their work are also building a strong case for modern young Americans. A 16-year-old Phoenix, Ariz., girl, to mention but one, recently developed a technique she believes can reclaim arid lands and increase the fertility of the soil in the Southwest. Her method in volves reducing the alkaline content of the soil by treatment with a small amount of ferric sulfate. She hopes to continue her project under field conditions. "If it proves to be effec tive," she says, "then great areas over the entire Southwest will be opened to the possibility of con tinued productivity'." No introvert either, this young lady belongs to any number of high school clubs, enjoys badmin ton, sewing, and cooking, and can repair sewing machines, typewrit ers, and washing machines. Educators, as well as government manpower officials, are mindful of the great reservoir of talent to be found among the country's not-sofrivolous teen-agers, not only dur ing national emergencies but at any time. Dr. James B. Conant, president of Harvard University and chair- winners this 1) who pha se, and one libit entitled oncentration 3I Reaction" Top winner of the Talent Search was the youth above, who developed a de vice for measuring the speed of sound Right, another prize entry was this boy's study of the laboratory proc ess for producing polysulfide rubber 21 ETC 32342 Symbolic of the creative boys and girls to be found among our present teen-agers is this young lady. A student today, she may well be one of the leaders in chemistry tomorrow man of the National Education As sociation's subcommittee on educa tion of the gifted, thinks the country is missing a good bet if it doesn't capitalize on this "much needed brainpower." He feels the opportu nity for advanced education should be opened to a greater percentage of these voung scientists. Further, he thinks more attention should be devoted to guiding them into the fields of endeavor for which they are best suited and in which they can make the greatest possible con tribution. A 100-page report, "Education for the Gifted," issued bv the Na tional Education Association last year, salutes the current crop of out standing teen-age thinkers. "Gifted youth should be regarded as the po tential leaders of American life," it points out. "The United States needs its ablest citizens in positions of large immediate social influence and in work of great potential benefit." High among such positions and in such work, the report lists science and scientific research. While practically all of our bud ding scientists are the product of conventional high schools and do most of their work on their own time and initiative, there is at least one public secondary school in the country that specializes in their edu cation. This is the Bronx High School of Science in New York Citv, sometimes called "an incuba tor for embryonic scientists." More than 2,000 students are enrolled in this school for the study of particu lar scientific subjects. Of each year's graduating class, in excess of 90% of the students go on to colleges and universities. Well-Rounded Course After a freshman year that in cludes general orientation courses, pupils are allowed to specialize in natural sciences, physical sciences, chemistry and physics, or mathe matics. But with an eye toward a well-rounded graduate, courses in such subjects as social studies, lan guages, art. music and English are also included. Private industry, in addition to government and educators, is vitally interested in the work of today's promising young scientists. Business manifests its faith in youth in several wavs, particularly by making it fi nancially possible for many bovs and girls to further their studies. Oil, automotive, and chemical com panies, among others, offer countless valuable scholarships. Youngsters such as a certain Oak Ridge, Tenn., teen-ager are typical of those who receive such encour agement. This bov has undertaken a study of abnormal growths, or galls, on goldenrod plants -- a form of plant cancer -- hoping that such a study might lead to the conquest of the disease in man. Worthwhile work like this not only is contributing to our store house of scientific knowledge. It also is doing much to convince many skeptics that perhaps our pres ent crop of young Americans aren't such degenerates after all. OUR COVER: A view along the Gal latin River of Montana, one of the nation's great fishing streams. Kodachrome by Ray Atkeson from A. Devaney, Inc. OUR PICTURES: Page 3, courtesy Willys-Overland Motors, Inc.-, page 4, montage courtesy Army Ordnance; page 6, courtesy Automobile Manufacturers Assn.; pages 8 and 9, courtesy Pathescope Productions; pages 11 and 12, illus trations by Kurt Herz; page 13 (bot tom left) and page ij (right in top right photo), courtesy Gilbert and Barker Mfg. Co. through Gasoline Pump Manufacturers Assn.; pages 13 (bottom right), 14 (top right) and 15 (top left), Brown Bros.; page 14 (top left, left center and bottom right) and page 15 (left in top right photo), courtesy Bowser, Inc.; page 15 (top center), courtesy Standard Oil Co. (N. J.); page 17 (top), courtesy U. S. Hydrographic Office; pages 17 (bottom) and 18, Acme; page 19, Frederic Lewis; page 20 (top), courtesy Netr York World-Telegram; others on pages 20 and 21, courtesy Science Service; page 22, Philip Gendreau; inside back cover, Claude Lockwood. 22 ETC 1123 4 .% ion to vitally odav's usiness several 5 it fi- boys -tudies. .1 comuntless in Oak typical ncourtaken a ir galls, )rm of such a piest of his not r store:dge. It onvince ur presis aren't e Galof the Kodaom A. ?age 3. lotors, nirtesy urtesy Assn.-, escope illus3 (botin top ert and I asoline . paees right) Bros.; :er and (left in Bowser, ourtesy page igraphic and 18, Lewis; vi York n pages Service; .; inside ix>d. DESTINATION: MOTORISTS EVERYWHERE Naturalists notwithstanding, the true harbinger of spring in the Great Lakes area is neither the groundhog nor the robin. It is the deep-throated whistle of the lake freighter, churn ing down the St. Clair River to Detroit. The great, black cargo carriers seem happy to shed their winter wraps, to have their engines throb with life again -- for it means that another navigation season is underway. As soon as a channel is broken through the ice at Cleveland, Buffalo, and Duluth, iron ore, coal, grain -- and automobiles -- move again. The majority of water-shipped automobiles go to these three cities for transshipment by haulaway trucks to dealers. The lake freighters, which aver age 11 miles an hour, make it from Detroit to Cleveland in 10 hours, to Buffalo in 23 hours and to Duluth in slightly less than three days. The cars-by-boat business has grown with the automo bile industry. During the Twenties, when Detroit auto plants *ere just getting acquainted with volume production, a num ber of ore and grain ships were converted to auto carriers. In the years that followed, more bulk cargo carriers were changed in the same way. Thus, the average Great Lakes car freighter today is of 1910-1915 vintage. Pre-World War II freighters had space for approxi mately 300 cars, utilizing the top (spar) deck and three lower levels. The postwar upsurge in automobile production necessitated the addition of "flight deck" superstructures, which increased ship capacities by 100 to 150 cars. Illustra tive of how automobile production and shipping figures have almost paralleled each other: in 1939 when 2.8 million cars were turned out, some 208,000 left Detroit by water; of the 6.6 million nnits produced last year, over 500,000 went to dealers by boat. The manufacturers deliver new cars and light trucks to dock-side storage lots capable of holding up to 2,000 vehicles at a time. The ears and trucks are driven up inclined ramps to the top and flight decks. Cargo ports in the side of the ship admit them to the three lower decks. This year's navigation season opening on March 1 was the earliest since the war, and came within one day of equal ling the earliest in Great Lakes history -- February 28, 1937. ETC 32344 There's a big difference between a DOG.. and.. DOGWOOD! - and there is a powerful difference, too, between gasoline and ' Ethyl*gasoline ! fJ TNAOI'KANX M "Ethyl" gasoline is high octane gasoline. That's why it brings out the top power of your engine -- makes a difference that you can feel on hills, on the open road, and when you need quick power for passing or acceleration. When you see the familiar yellow-and-black "Ethyl" emblem on a pump, you know vou are get ting this better gasoline. "Ethvl" antiknock fluid is the famous ingredient that steps up power and performance. ETHYL CORPORATION, 100 Park Avenua, New York 17, N. t. Other products sold under the "Ethyl" trode-mark; salt cake . . . ethylene dichloride . . . sodium (metollid chlorine (liquid! ... oil soluble dye .. . benzene hexachloride (technical) ETC 32345 John D. Bailie, research engi neer at Ethyl Corporation's Research Laboratories for the last four years, has been ap pointed chief automotive en gineer of the company's Cen tral Region, with headquarters in Chicago. Mr. Bailie will be responsible for the technical aspects of all Ethyl automo tive, fleet, and farm activities carried out in the 15 states of the Central Region. Mr. Bailie joined Ethyl as an assistant research engineer in 1939. After a brief period of service in the U. S. Army in 1941, he spent three years at the Naval Ordnance Labora tory in Washington, D. C., dur ing which time he aided in the development of projectile fuses and explosives. For this work he was presented with the Navy's Meritorious Civil ian Service Award. Upon his return to Ethyl af ter the war, Mr. Bailie was engaged in technical report writing at the Research Labo ratories in Detroit for two years. Since 1947, he has been a research engineer, first in the Commercial Engine and Fleet section and then in the Agricultural section of the Technical Service division. A native of Philadelphia, Mr. Bailie was graduated from Pennsylvania State Col lege in 1939 with a bachelor of science degree in mechani cal engineering. He is a mem ber of the Society of Automo tive Engineers, and Tau Beta Pi, Pi Tau Sigma, and Pi Mu Epsilon fraternities. THE TOWN THAT LIVES ON OIL 3 Petroleum plays a vital role in the life of virtually every com munity. But Petersburg, Alaska, relies upon oil perhaps more than the average town. This is a layman's report on just what oil means to Petersburg. AD-ING NEW CUSTOMERS 7 To impress upon additional millions of people the benefits of high quality gasoline. Ethyl Corporation has enlarged its adver tising program. The new campaign includes the use of more magazines, television shows, and films at drive-in theaters. AVIATION LOGBOOK: 1926-1951 10 Three airlines -- Northwest, United, and Western -- are marking their 25th year of operation. For them, as well as for the entire commercial aviation industry, it has been a quarter-century of genuine progress. This picture story depicts many of the indi vidual phases of that progress. FOR INDUSTRIAL HEALTH 14 The health of employees, particularly as it is influenced by work environment, is a matter of growing interest to industry. To assist in the problem, several laboratories have dedicated themselves to furthering industrial health. Among the foremost of these is the Kettering Laboratory at the University of Cincinnati. ROAMIN' HOLIDAY 18 High on the list of favorite tourist spots are our national parks. Here are some of the sights that will thrill this year's national park visitor. FLOATING SERVICE STATIONS 20 The refueling of fighting ships at sea is one of the notable marine achievements of all time. One result of this comparatively new art is that the striking power of the U. S. fleet end its aircraft has been extended by thousands of miles. j em Ai fishing | picture j to farrii I nifican | the coi f utterly I carrvir l If' tf f mixed j of the 1 dent to 5 cumint J visit at [ of ten main ii vessels. In order to widen the field* of reader interest in Sthyl News, we frequently publish articles contributed by writers not associated with Ethyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies fo improve the antiknock quality of aviation and motor gasoline Edward L Sh.a, pr.tid.nt; Stanley T. Crossland, vie. pr.sid.nt and treasurer; Herbert A. Savage, sretary ETC 32347 3 >more oil 7 of /rore 10 ing tire ' of tdi- 14 ork isist Ives e is 18 rks. mal 20 rine new has entty ttion. f th* jrcet. ', N. Y. comoline All civilized communities depend upon petroleum, but few perhaps rely upon it so completely as Petersburg, Alaska By Comdr. Noble G. Ricketts U. S. Coast Guard (Ret.) business places. It runs the boats, automobiles and airplanes that are the only means of transportation in eference books will tell you R. that Petersburg, in southeast the area. Take away petroleum and vou virtually wipe modem Peters ern Alaska, is best known for itsburg off the map. fishing fleets and canneries. But the Taking a closer look at Peters picturesque town has another claim burg, vou find that it is a commu to fame that is both unique and sig nity of i,6oo. By continental U. S. nificant. It is, without doubt, one of standards, that is a small town. But the communities of the world most in Alaska, which has a total popula utterly dependent on petroleum in tion of only 130,000, that many peo carrying on its everyday life. ple constitute a metropolis. Peters If this fact isn't apparent to the burg is situated halfway between mixed Indian-American population Ketchikan and Juneau in the Pan of the town, it is immediately evi handle region, that part of Alaska dent to a person like mvself upon re which borders the Canadian prov turning to Petersburg for a lengthy ince of British Columbia. Not a visit after an absence from Alaska boom town, it is nevertheless a typi of ten years. Oil powers the town's cal Alaskan comm unity. main industries. It fuels the fishing No railroads or through highways vessels. It heats most homes and run anywhere near it, but this does not lessen Petersburg's dependence on petroleum products. Rather, it heightens it. Water power develop ment has hardly started, for this is a region of wilderness islands and pe ninsulas. Coal brought in by ship, and local wood can be -- and in Situated on Mitkof Island, far down the Panhandle of Alaska, Petersburg is nearly 100 miles from the Pacific's open waters some cases are -- used for power, light and heat, but only at high cost. If one travels, as I have for the past two summers, on an oil-burn ing steamer out of Seattle, he passes en route to Petersburg many Alas kan coves where canneries are being readied for the salmon season. Pe tersburg itself is on Mitkof Island, nearly 100 miles inland from the open waters of the Pacific Ocean, on the rocky, river-like Wrangell Narrows. Oil-powered dredges re cently straightened and deepened the worst stretches of the Narrows, which is a main channel of what mariners call the Inside Route. Dozens of great sounds, some al most as large as Chesapeake Bay and all many times deeper, cut into this rugged country from the outer 3 driven ma< pan of the for food or Besides j cold storac quentlv is u tricity usee stores. The tiny Mitkof can't earn.' j diesel-powei to operate w tricity is nee Hi Down on ing the loca season told boats -would One of the town's oil-powered coId storage plants. Here, fish are kept frozen while awaiting shipment to the U. S. off the Frederick Sound icebergs, They pounded the chunks up in order to get ice for refrigerating the holds. Thus, ice made by man with power from petroleum keeps catches of fish fresh until they can be cold storage Some from a f and Tacoma fish to be shipped south." brought into port. Others woulc coast. Frederick Sound, just north The story is different now. Oil Gasoline or diesel oil drives every v small Alaskan of Petersburg, is one of these big has made possible the big cold stor- one of the hundreds of fishing boats a nearby Indi bodies of salt water. They surround age plants at Petersburg and other one sees tied up at the Petersburg The fish fc the steep, wooded islands and wind southeastern Alaska ports. Millions floats. Internal combustion engines i make arrangei about the mountainous peninsulas of pounds of halibut, salmon, black also furnish power to operate their | blood of the of the mainland. Evergreen-studded cod, and other fishery products, radios, echo-sounding machines and j sustained flov islets, like those off Petersburg har such as processed shrimp, now are heavy, fast-running fishing gear, ! from all point bor, dot their cold waters. kept deep-frozen until southbound Oil cooks all the fish, shrimp, j some years a Big bluish objects usually can be vessels with refrigerated space call, crabs and clams that are processed of salmon has seen drifting past some of these It works the other wav around, too. in local canneries. And that's a big season from Ya islets. These are icebergs from Le- Before they leave on fishing trips, order. During its banner year, 1949, to the northv Conte glacier, which runs down to vessels load cracked ice into their Petersburg canned almost a quarter- sea level only 20 miles from town, the southernmost glacier of our hemisphere to reach tidewater. Dur ing mv last stav, the strong tidal currents brought one of these ice bergs right into the harbor, where it grounded and melted on the flats. Louis Miller, the only person around who helped establish the town in 1901. told me icebergs were one reason whv Peter Buschmann selected the site for the community named after him. "For years after Petersburg was The Petersburg : woy point for the Juneau-Ke started," Miller recalled, "sailing crews kept busy breaking chunks 4 ETC 3 23 4 9 nan with >s catches can be ves every ling boats etersburg t engines rate their hines and : gear. . shrimp, processed :at's a big ear, 1949, a quarter- 1 -- these f the oil rg going million cases of salmon alone. Oildriven machines also reduce that part of the herring catch not used for food or bait into fish oil and meal. Besides powering cannery and cold storage machinery, oil fre quently is used to generate the elec tricity used in many homes and stores. The hydro-electric plant on tiny .Mitkof Island's largest stream can't carry peak loads any more. A diesel-powered generator stands by to operate whenever additional elec tricity is needed. Heavy Traffic Down on the floats, men prepar ing the local fleet for the salmon season told me that many more boats would unload catches at the cold storage plants and canneries. Some from as far south as Seattle and Tacoma were arriving daily. Others would come in later from small Alaskan settlements, like Kake, a nearby Indian village. The fish buyers of Petersburg make arrangements to have the life blood of the town -- a heavy and sustained flow of fish -- come in from all points of the compass. For some years a considerable tonnage of salmon has been flown in each season from Yakutat, over 300 miles to the northwest. Salmon fishing opens earlier there, so the most en terprising cannery lengthens its op erations with airborne fish. In spring and early summer some of the larger local boats cruise 1,000 miles west to fish on productive hal ibut banks off Kodiak Island. These heavy, wooden 50-footers with 15foot beams run straight across the open Gulf of Alaska, and often take terrific beatings from storms. In winter, between the fishing seasons, owners of the stoutest boats frequently sail their families down to Seattle. It's a poo-mile run to the south along the Inside Route, where a number of ports and coves are available for shelter. While in Se attle, thrifty owners purchase to bring back home such items as building materials, foodstuffs, and furniture. Despite their great reliance on water travel, southeastern Alaskans get more air-minded all the time. The more prosperous Petersburg residents think nothing of charter ing one of the tiny local planes, kept in a floating hangar next to the pub lic float, for their own private use. They flv out to see how salmon runs are coming along at the start of the season, to visit a seldom-fished mountain lake for some real trout fishing, or to get somewhere on or --vys-T" . ...... . off the main line in a hurry. Flying to Seattle on the big planes that stop at Ketchikan and Juneau is but little more expensive than going south by steamer. Planes are used as a matter of course in this region whenever speed is required, particularly to move the sick or injured to hospitals from fishing boats or from isolated shore locations. That's just one more boon for which petroleum products are responsible. Every flying day, around noon, two six-place planes based at Ketchi kan and Juneau land off the wharves with passengers, mail, newspapers and air express. The float at Peters burg marks the halfway point where, northbound and southbound, they pick up much business. It costs $20 and takes an hour to flv the 125 miles to Juneau or Ket chikan on the daily planes. A direct steamer takes about 10 hours, but it often makes long stops en route. At that, steamers and modem fish ing boats are far faster than the sailing craft and rowboats of the early days. Wood Not Used Johnny Sales, an 83-vear-old for mer contractor who renewed the piling of Petersburg wharves time after time before creosoted material came into use, told me about two round trips he made to Juneau near ly 50 years ago. "I went by row boat and it took me two weeks each way." Sales said. "I camped with my dog near the ends of points to wait for favorable weather and tides. One calm day I got towed bv a little wood-burning stern-wheeler working for a cannery." No boats and few homes in south eastern Alaska burn wood now, al though vast forests of spruce and hemlock surround most communi ties. Many of the better homes in 5 Petersburg have fireplaces, it is true, but mostly these are for cheer and Santa Claus. A few elderly pension ers get exercise and save a little money bv cutting wood to bum in their shacks. Look closelv, however, and you'll find that practically ever)7 home, even the tiniest ones, have one or more oil drums, supported on a wooden framework, alongside or behind them. The drums are refilled from little tank wagons that rumble over the wooden streets of the town. The wagons are operated by express companies that buy diesel and fuel oil from the two companies -- Stand ard of California and Union Oil Company of California -- that have local distributing plants. Except in the slack winter season, Oil-heated homes and gasolinepowered automobiles are two reasons why the town depends so completely on petroleum fishing just for the sport of it. Fred Nelson, manager of Standard Oil's plant, lives in a cozy house by troleum products on which Peters burg and all southeastern Alaska is continuing to roll ahead: motor gas oline, aviation gasoline, fuel oil, and diesel oil. Petroleum products, which sell at prices comparable to those in the Ethy prog help ers i good men are in demand for the the road, not far below a group of United States, seem destined to re fisheries and also for construction storage tanks on the hillside at the main one of the real bargains in the I and other skilled work. Last sum south end of tow7n. His office ad Panhandle region of Alaska. Compe mer even inexperienced bovs were joins the house. Union Oil's nearby tition within the oil industry will getting $2.25 an hour to dig ditches wharf is about the same size as see to that. As for the need for oil and work on local roads. So it's easy7 Standard's. Both extend across the it is a crying one. Coal and wood, as to see that the two Alaskan bug harbor fiats so that tankers can tie noted, cost a pretty penny. Water bears, high labor and high transpor up at any stage of tide. power possibilities are there, but tation costs, coupled with rugged Efficient transportation by tank would be difficult to develop be i terrain, make wood more expensive ers, as well as competition, keeps oil cause most of the streams are small i than oil for heating in Petersburg. products at bargain prices compared ones and are located on islands sep Midsummer temperatures normal with other things sold along Inside arated by deep tidal channels. ly stay in the 50's, day and night, Route channels. Excellent manage during rainy weather, which pre vails fully half the time. Noon tem peratures may reach 70 on bright days, but on dear nights, even in July, the mercury usually drops down to 50. Fall chill starts in Au gust, so summer oil fires are kept burning, intermittently at least, in ment plavs its part. I saw7 much of the Nelson family during mv stay in tow7n and I know- of Fred's fine character and sound business sense. He is a director in the prosperous local bank. Men like Nelson do not just grow with Alaska. Rather, they make Alaska grow. a car. car-ow 22 to 3 the sak sav the an autc that o' homes, stores and offices. Fishing boats take on fuel at sev Even with less than 20 miles of eral berths and floats along the road outside town on which to use Standard Oil wharf. The four pipes automobiles, a surprisingly large running along it, under the road and number of Petersburg families now- up to the tanks, carry the four pe- own cars. Outboard motorboats also are extremely popular, especially with the bovs and with those men who enjoy a busmen's holiday out Petersburgers enjoy the same life as people in any U. S. small town. This is a group at a Fourth of July parade 6 ETC 32351 ad-me NEW CUSTOMERSpMigiaipIr Peters.laska is tor gasoiL, and Ethyl's biggest advertising program ever is designed to help "Ethyl" gasoline market ers increase their 1951 sales No one, least of all the petroleum marketer, has to be reminded that the U. S. automobile popu lation has increased tremendously during the past five years. As it has been called upon to meet the unprecedented demand for gas oline and other petroleum products, the oil industry could not help be mindful of such facts as that during the past 12 months alone almost three million non-automobile fami lies went out and bought themselves a car. Since 1946, the increase in car-owning families has been from :: to 32 million, or almost 46%- For the sake of easy figuring, it's fair to say then that three families operate an automobile today for every two that owned a car only five years ago. At first glance, this continuing in crease in car ownership and the fact that old age, death, and other cir cumstances reduce the number of steady premium gasoline buyers by at least a quarter-million annually might appear to be two wholly un related facts. Actually, however, they combine to form a real sales challenge to the petroleum mar keter. They mean that almost a mil lion additional purchasers of pre mium gasoline must be acquired each year if the present ratio of premium to total gasoline sales is merely to be maintained. Advertising obviously is one of the means that must be employed in any effort to add these new cus tomers. As part of its contribution toward helping the industry attain this goal, Ethyl Corporation has ex panded its 1951 advertising program 11 v ~.v< Holiday, American Legion, and Sunset, above, have been added to the list of top national con sumer magazines carrying Ethyl advertisements. Some of the latter are shown in the montage at right to impress upon more of the motor ing public that "There is a power ful difference between gasoline and `Ethyl' gasoline." Through colorful insertions in a greater number of leading maga zines, and by sponsorship of tele vision shows and drive-in theater commercials for the first time, Ethyl expects to reach a greater number of automobile owners than ever be fore in its advertising history-. Admittedly, car owners at whom this expanded advertising program is directed are not the easiest con sumers to reach. They are an ex tremely widespread and highly di versified group. They live in all sec tions of the country. They drive everything from jalopies to 1951 models. Their annual incomes range ItyST WP'S.-. outvie jnffeTBa Collier W. }ok * ETC 32352 that, for the most part, have high annual incomes. Such families drive their cars twice as far each year as the average U. S. family. Another major gasoline-consum ing group is composed of the people who live in towns of 2,500 popula tion or less. These small town resi dents own half of all the country's automobiles. In the past. Ethyl has reached the premium market represented bv Millions of car-owning tele vision fans, like those at the right, are viewing the Ethyl shows. Red Barber, above, and other leading sportscasters give the video commercials from less than $2,000 to six-figure salaries. Insofar as car use is con cerned, they run the gamut from the man who stores his car for the winter to the hustling traveling salesman who averages 1,000 miles a week the year 'round. Ethyl's advertisements now ap pear in magazines that are seen by a total of 56 million people every month. To attain this large and select audience, careful planning of what magazines to use was required. Com prehensive research reports plus years of experience indicated what publications would reach the larg est number of gasoline consumers most effectively. Three new magazines have been added this year to the list of those already carrying Ethyl Corporation ads. Each publication was selected because it reaches a desired specific segment of the potential premium gasoline market. Sunset, for instance, has been added because of its wide circula tion throughout the Pacific Coast states. Statistics show that West Coast motorists put more mileage on their cars in the course of a year than drivers in other sections of the country. This coupled with the fact that 98% of its readers own auto mobiles means that almost everyone who sees an Ethyl advertisement in Sunset is a potential premium cus tomer for gasoline marketers on the West Coast. Other Special Groups Just as Sunset covers car owners in a certain geographic section, so does Holiday .the second newcomer to the Ethyl Corporation magazine advertising list, appeal to motorists in a certain economic bracket. Holi day's three-quarters of a million monthly copies are seen bv families these small towns through advertise ments in such rurally popular maga zines as Country Gentleman, Grit, Pathfinder, Outdoor Life, Sports Afield, Field & Stream, and The Progressive Farmer. Now.American Legion, a magazine with a circula tion of about three million, has been added. This veterans' publication enjoys wide readership in the small er communities and also gets read by an unusually large number of service station operators. Ethyl, of course, is continuing to advertise in those many magazines which it has been using right alongOriginally chosen because they of fered a special advantage, such as reaching the appropriate audience and being of a character that prop erly r mium cations in Eth long p In n terrupi ferred sertion magazi adverti note tl pear 01 Collier Evenin Becaus the Eth people adverti But, will tel in a pr zine is ments 1 tention a lastir cent re: Ethyl ( erfuldi back c< ful. On of the j membe that th( a powe oline ai Whi; magazii adding reach a ists. Tl all pro: use of t> On the in thet the col vivid fil proved from tl 8 ETC 3 2 ;> 3 > : high - drive ear as >nsumpeople 'opulan resiantry's led the ed bv dvertisear maga.m, Grit, , Sports and The imerican i circulahas been iblication :he smallgets read amber of :inuing to magazines _;ht along. : they ofj, such as audience :hat prop erly reflected the quality' of pre mium gasoline, these several publi cations have proved most effective in Ethyl Corporation's case over a long period of years. In many instances, Ethyl's unin terrupted advertising has won pre ferred pages for the company's in sertions. Since the first pages of a magazine are usually its best-read advertising pages, it is interesting to note that Ethyl advertisements ap pear on page i in Life, Tittle, and Colliers, page 5 in The Saturday Evening Post, and page 7 in Look. Because of their preferred positions, the Ethyl ads are seen by 30% more people than the average magazine advertisement. Must Impress Reader But, as anv advertising specialist will tell you, the appearance of ads in a prominent position in a maga zine is only a beginning. Advertise ments must attract and hold the at tention of the reader, as well as make a lasting impression on him. Re cent readership surveys disclose that Echvl Corporation's current "pow erful difference" advertisements (see back cover) are unusually success ful. One survey indicates that 52% of the people who see Ethyl ads re member as long as 48 hours later that the sales message was "There is a powerful difference between gas oline and `Ethyl' gasoline." While enlarging the scope of its magazine advertising, Ethyl also is adding other media in an effort to reach and impress still more motor ists. This second part of the over all program calls for the extensive use of television programs and drive- in theater films in a 14-state area where more than half of all pre mium gasoline sold in the entire country is purchased. The telecasts, aimed at reaching the urban automobile owner, are sports shows of from 10 to 30 min utes in length. The programs are conducted bv popular sports com mentators, w'hile the commercials feature such top-flight figures in the sports telecasting world as Red Bar ber and Bill Stem. Televised over a number of stations throughout the Midwest and South and in Califor nia, the programs are expected to appeal particularly to men because of their sports flavor. In order to carry the "EthyT' gasoline message to those sectors of the 14-state area not in normal TV' range, a relatively new mass adver tising medium is being employed. This calls for the showing of "min ute movies" at almost 550 drive-in theaters. These are the same 100second film commercials being used on the Ethyl television shows. It is felt that the drive-in theater campaign will prove effective for several reasons. In the first place, the audience that sees these Ethvl films will be made up of gasoline buyers, all of whom should be in more of a car-minded mood than usual since they will be seated right in their vehicles at the time the advertising message reaches them. Further, the very nature of the commercials -- vivid visual demon strations of the extra benefits of "Ethyl" gasoline -- is such as to in fluence immediate future purchases. For instance, the next time a drivein theater patron buys gasoline he undoubtedly will remember w'hat he saw -- that top quality' fuel will bring out the full power of his car's engine. Service to Industry In a very real sense, Ethyl adver tising through the years has been a service to the petroleum industry' in helping to promote the sale of pre mium gasoline. Now% to assist in this direction even further, the Cor poration has launched its biggest advertising program ever -- a pro gram that will reach more than two of every' three car-owning families every month. This expanded effort will, it is hoped, prove of tangible value to Ethyl's customer companies in stimulating the public sale of their best gasoline. On the screens of almost 550 drivein theaters in many sections of the country, audiences are seeing vivid film demonstrations of the im proved car performance that results from the use of "Ethyl" gasoline 9 ETC 32354 ahead to a new era of achievement in serving the flying public ONLY the twinkling lights of an occasional city below broke the inky blackness as the big plane droned on through the midnight sky. It was a flight the veteran air line captain had made hundreds of times before. But there was some thing special about tonight's trip. For him. it rounded out 25 years of service in commercial aviation. And what a 25 years! Packed with prog ress they had been. If ever a man had a right to reminisce, it was he. Whv take, for instance, a simple thing like the two-way radio I had used only a minute ago to report our position and get the latest weather bulletins. Routine stuff todav, but a quarter-century ago a guv was on his own once the wheels of the plane left the ground. No radio, no' beams to follow, no automatic pilots and all the other navigational aids we have now. It's enough to make a person shudder to think back how things were in the pioneer days of 1926. It's sometimes hard to realize it, but commercial aviation is only that old. Northwest, United, and Western were three of the first airlines, and they're celebrating their silver anni versaries this year. The planes -- we'd call them crates today -- usually were open cockpit, two-seater creations. Thev cost about $11,000 brand new. That was big money in those days. And we thought their top speed of 115 miles an hour and maximum cruising range of more than 600 miles was really something. We flew on the best gasoline avail able, of course, but it wouldn't be gin to be good enough for today's automobiles, let alone modem air craft. Same holds true of oils and greases. These big 2,600-horsepower product represen million 1 Flving West Ci with onl there is most pe< like that Yet here night at a plane and crev. Furthe days has where pa ments w above gr are serve added), 2 airplanes are so c modem c Left, a c served a early Los low, Los of 1926. ize it, but that old. Western lines, and ver anni- em crates cockpit. iev cost That was And we 11 j miles cruising niles was ine avaiiIdn't ber today's Jem airoils and sepower arfection the oil industry has built into its products. Don't forget, this airplane represents an investment of a cool million dollars or more. Flving from New York to the West Coast in less than 12 hours with only one stop en route -- now, there is really something. In 1926 most people didn't expect progress like that much before the year 2000. Yet here we are, cutting through the night at a 315-mile-an-hour clip on a plane that carries 50 passengers and crew. Furthermore, some planes nowa days have beds and even lounges where passengers can enjoy refresh ments while winging along high above ground. Steaming hot meals are served aloft (free, it might be added), and people board and leave airplanes at sprawling airports that are so complete they're virtually modern cities in themselves. Left, a converted movie studio served as the hangar at this early Los Angeles airport. . . Be low, Los Angeles Airport today Flight departures and arrivals at night are a common occurrence now. But before after dark flying became an accepted practice, pas sengers and mail often were transferred to a train to continue their travels after nightfall !I Above, just as gasoline qual ity has improved greatly dur ing the past 25 years, so, too, have plane refueling methods Stewardess service was instituted by the airlines more than 20 years ago. Those in the group above were among the pio neers. Contrast their capes and close-fitting hats with the chic uniforms of the mod ern air stewardess Just like it was not 25 vears ago. In those davs, the pilot didn't wear a smartlv tailored uniform and sit in a weather-conditioned cabin sur rounded by every device known to man to insure a safe, comfortable flight. We wore riding breeches, leather boots, jacket, a snap-underthe-chin helmet, and goggles. The passenger enjoyed no greater com forts. He was right out there in the open, too, at the mercy of the spanking wind, the drenching rain, and the baking sun. More often than not, he had a sack of mail dumped unceremoniously in his lap just be fore the take-off. When the tiny plane started to warm up, the whole earth seemed to tremble. Nobody gave any take off instructions from a control tower. After eyeing the sock atop the old bam of a hangar to see which way the wind was blowing, we'd take a quick look at the sky. If no other planes were in sight, it was okay to take off. And what run ways. Little more than oiled strips running through the middle of what used to be a wheat field. If the passenger got tired of sit ting, it was just too bad. He couldn't get up and stroll -- unless he wanted to walk off into thin air. And, unless he had been provident enough to bring along a box lunch, the passen- mped st be- ed to .emed takeintro I : atop o see wine, -kv. If it was runstrips le of of situldn't anted unless to assenme he Above left, the old-time "aerial ticket office" served its purpose, but couldn't compare with modern airline facilities grabbed a last-minute sandwich at the landing field lunchroom until he got where he was going. Those who did get hungry could find some consolation in the fact that flying hours definitely were limited. Come nightfall, and mail and passenger were transferred to a train to con tinue their journey. Night flying wasn't perfected yet, and no one wanted to take any chances. Looking back on it. crossing the country by air really was an experi ence. Passengers can have dinner in .Yew York and breakfast in Califor nia the next morning these days, but they'd have died of starvation if they tried that trick a quarter-centurv ago. What they had to do then was fly as far west as Chicago in an open cockpit job and then finish the trip in the box-like cabin of a two-passenger ship. The whole journey took over 32 hours, in volved 14 refueling stops, and cost well over twice the present fare. Yes, a guy like me has really seen a lot of progress. Take Ginger and Mary, the stewardesses, for example. They're back there tending to the wants and needs of the cash cus tomers. How we crewmen used to kid the first stewardesses back in the early Thirties. Some of us even re sented them a bit. "G'wan home," we'd tell them, "a woman's place is in the kitchen." Now, the steward ess personifies airline service. A lot of people overlook safety, but that's progress, too. When this business of flying around the coun try' was fairly new, there were some thing like 18 fatalities for every' 100 million miles flown. Last year, even with the tremendous increase in air travel, the fatality' rate was only 1.1 per 100 million passenger miles. And another thing------ The pilot snapped out of his rev erie. Within seconds, a quarter-cen tury had passed in mental review. He glanced paternally at the neve. young first officer seated next to him in the cockpit. 11 What I'm about to say might not make sense to you now, Kid. but I hope the coming 25 years are as good to you as the past ay have been to me." It takes a well-trained team to assure safe, dependable airline service -- the mechanic to keep engines in good re pair, the stewardess to look after the passengers, and the crew to man our sky giants ETC 32358 I \/Wor Industrial Health The Kettering Laboratory is one of the foremost centers devoted exclusively to helping industry safeguard employ larger business firms in the fore front, is vitally interested in obtain ing the answers to questions that arise about employee health. The concept that a company's strength ees against occupational ills lies in improving its manpower is gaining favor. Just as industry has hrases like industrial health, in learned that employee morale is a Pdustrial hygiene, and industrial business asset, so, too, is it recogniz medicine have long been part of ouring that the continued good health vocabulary. Until 50, or even 25 of workers plays an important role years ago. however, they were al in each company's production and most empty terms. Illness was ill future progress. ness and an injury was an injury7. Physicians who specialize in in Few among employees, employers dustrial medicine consider this rec and physicians were especially con ognition of the problem a formida cerned how or under what circum ble beginning, but only a beginning. stances the illness or injury was ac They are mindful of such "adverse quired. or how its future occurrence factors" as (1) a critical shortage could be prevented. of trained industrial doctors; (2) a Today, the situation has changed, slowness, although not necessarily a or is changing. Industry, with the hesitancy, on the part of colleges and universities to offer specialized industrial medicine teaching; and (3) the fact that 65 to 70% of all U. S. industrial workers, mostly in small firms, are without any direct hygienic supervision. In many in stances, not even pre-employment or periodic physical check-ups are given. There are in this country only about 2,000 doctors who devote either their full energies or a major portion of their time to industrial medicine. Virtually none of these was specifically trained for this work; they merely "picked up" the necessary know-how as they went along. Colleges, some feel, could be doing more to augment the ranks of the nation's corps of industrial phy sicians. Four schools provide special training for graduate medical sra- T si P ri si tl d dents, b' of Cine of Docti all of th men hoi There ture, ho gap, soi through and rele gating problem of these tablishec tries, re support Other la been ere ing wit from im and still ernment Recot best kn> our ind' the Kef ministra 14 ETC 32359 cialized ig; and o of all ostly in . direct The Kettering Laboratory staff numbers more than 100 persons, like the man at right. Even with its large staff and modern facilities, the Laboratory cannot han dle all the projects offered it dents, but only one, the University of Cincinnati, now offers a degree of Doctor of Industrial Medicine. In all of the U. S. at present, only five men hold this new degree. There is a bright side to the pic ture, however. To help bridge the sap, some 10 or 20 laboratories throughout the country are actively and relentlessly engaged in investi gating the specific and over-all problems of industrial health. Most of these research centers, if not es tablished directly bv various indus tries, rely upon strong industrial support to keep them functioning. Other laboratories of this type have been created bv institutions of learn ing with or without financial aid from industry, as the need mav be, and still others are private or gov ernmental undertakings. Recognized as one of the largest, best known, and best equipped of our industrial health laboratories is the Kettering Laboratory. Both ad ministratively and physically, it is part of the Department of Preven tive Medicine and Industrial Health, College of Medicine, University of Cincinnati. Dr. Robert A. Kehoe, one of the outstanding authorities on toxicology, is director of the Laboratory. In addition to, but apart from, this connection, Dr. Kehoe fills many other positions, such as that of medical consultant to the U. S. Air Force and Atomic Energy Commission and medical director of Ethyl Corporation. Dedicated in late 1930 and named in honor of Charles F. Kettering, the creative genius, the Laboratory was made possible bv outright contribu tions from a few industrial firms, including Ethyl Corporation. Its yearly budget, which now exceeds half a million dollars, is met by funds provided by those industries, companies, and other groups which call upon it for investigative re search, and direct services and ad vice. In its two-decade lifetime, more than 35 individual firms and government agencies have spon sored projects for investigation. These range, in importance and scope, from the diagnosis of a spe cific health condition of a lone indi vidual in a single plant to a medical and scientific assault on ailments that have come to light only in this atomic age. Such a disease is berylli osis, which apparently is induced bv exposure to beryllium, a rare and little-known metal. Beryllium is used in a number of modem products. including certain highly useful al loys. Its further potential useful ness. however, is handicapped by its toxic properties. A cubic meter of air containing more than one-tenth of a microgram of the metal is con sidered beyond the limits of safe breathing. Persons who breathe in too much beryllium can suffer either an acute inflammation of the lungs or they can fall victim to a chronic lung condition. The Kettering Laboratory feels that if it can reproduce the chronic form of the disease in an animal, it can then undertake studies that will determine the many whvs and wherefores of berylliosis in hu mans. Thus far, however, experi ments in this direction have failed, although much useful information concerning the disease has been ob tained. Conquering berylliosis obvi ously looms high on the agenda of the Kettering and other industrial health laboratories investigating the disease. Fluoride Study A somewhat similar, although perhaps less dramatic, study is under way in connection with inorganic compounds of fluorine employed in various industries. Most fluoride taken into a human body is stored in the bones, and the chemical is capable of changing the structure of the bones and of affecting various bone joints. The poser that has been put be fore the Kettering Laboratory staff bv the several companies sponsor ing this project is how much fluo ride can a person absorb into his system without suffering any ill ef fects. When this pertinent question has been answered, industry will then know what steps, if any, it must take to reduce an employee's intake of this material. Like so many others, this health problem goes bevond the business plant and factory. Fluoride, in too great a concentration in the air, often may settle on, or be taken up by, plants on which animals forage. This fact thus makes the problem one of agriculture as well as indus try. But it is a dual problem which those of industrial medicine feel they can conquer, given the time and support. The field of industrial medicine is all-encompassing and far-reach ing. The term "industrial health" it self is a broad one in its implica tions. It is usually accepted to mean the general well-being of every last employee as influenced by any work condition whatsoever. Any and all segments of job environment fall within the domain of the industrial physician. In many cases, such as health conditions arising from con tamination of the air with toxic dusts or vapors, the doctor will tackle the problem in association with an industrial hygiene engineer. Further, industrial medicine is as much, if not more, preventive as it is corrective. For all these reasons. Dr. Kehoe and most other leading expens in the field agree that the industrial As well as for industry, the Laboratory conducts investi gations for the armed forces. Here, a World War II soldier is shown undergoing a test in a "high altitude" chamber physician must hold a point of view entirely different from that of the general medical practitioner. The latter readily treats all who come to him for care, but he does not go out among families or other groups seeking ill people whom he might attend. Conversely, the indus trial doctor must not only attend those employees who are ill or in jured, but he must be on the alert for job conditions that might lead to industrial ailments. He must be prepared to suggest alterations in anv part of the work environment in which he finds a health hazard. None of these things can he do if he does not fully understand the work and the workers of the company which retains him. By Kettering Laboratory' stand ards, an industrial physician needs seven years of college and medical study, two years of hospital train ing, and three years of specialized training in a professional school or in industry, or both. As in practitic for the vention medical to relie' after a n it learns occurrir medical tie finall Accor the Ken preventi most sig a series nomic p of mod used as other ag moting protecti The i effort of vide ne' risk in and invc sumer o To crisis ies, the maintai which ci can be 16 PTC 32361 As in the case of public health practitioners, the big opportunity for the industrial physician is pre vention rather than cure. Modem medical science enables the doctor to relieve much human suffering after a maladv strikes. But onlv after it learns how to prevent disease from occurring in the first place will the be contaminated. Since the use of these materials is regarded as an eco nomic advantage, the knowledge of how to protect both industrial em ployees and the consuming public from any ill effects is a necessity. The Kettering Laboratory has long been involved in work relating to the petroleum industry, through To cite other examples of preven tive medicine, a firm which manu factures metallic equipment asks the Laboratory to establish whether its plant ventilation system is adequate to avoid the possibility of employees breathing in too much of a metallic dust. Another group wants to find out whether solvents used in fac medical profession consider the bat its investigations in the field of gaso tory processes or in finished prod tle finally won. line antiknock compounds. ucts might prove detrimental to the Accordingly, many projects at A related project currently in physical well-being of employees or the Kettering Laboratory deal with preventive medicine. Among the most significant of these have been a series of investigations of "eco progress in connection with petro leum products concerns amvl ni trate, a potential additive for diesel fuel. Amvl nitrate is considered consumers. In each case, laboratory investigation showed the respective companies how' far to go in taking precautions to safeguard health. , the /esti>rces. >ldier i test mber nomic poisons." These are products of modern chemistry which are used as insecticides, fungicides, and other agents for the purpose of pro moting agricultural production and protecting crops from insects. The use of such chemicals, in an thoroughly safe for the use for which it is now intended. But since it mav be widely used some day in the future, the Kettering research staff, through an exhaustive test program, is investigating the limits within which it can be employed. Major Problems Ahead Ahead lie formidable problems that industrial health specialists will be called upon more and more to solve. Air and water pollution rank high among these. In addition, new view if the effort of modem technology to pro vide new and better food, creates risk in their manufacture and use, The list of industries which are sponsoring preventive medicine projects, to safeguard the future problems are bound to arise. Dr. Kehoe sums up the future role of industrial medicine in these and involves some hazard to the con health of those persons who both words: "American technological who sumer of food materials which may make and use a specific product, production is destined to be intensi does grows constantly. In fact, even with fied, with the result that ever more other To assist in air pollution stud its staff of over i oo men and women people will be engaged in industrial >m he mduslttend ies, the Kettering Laboratory maintains a traveling unit in which collected samples of air can be analysed on the spot and its modem facilities, the Ketter ing Laboratory finds itself unable to handle all the projects presented. w'ork. The speed of production can be expected to place new stresses and strains upon all industrial work or in- ers, including management. This, j alert and the general increase in the tempo it lead of living, will bring about new ust be health problems and recurrences of >ns in the old in new guise. nment "More and better medical care lazard. w ill be required to maintain present 0 if he standards of industrial health; still : work more to achieve the improvement inpany : desired. The greatest resource of stand. needs nedical 1 traincialized iiool or ; j 1 any nation is its people, the health of those people its greatest source of strength. This is the challenge before public health workers in America today, and control of the environment of people who work in industry is a prime part of our pub lic health program." 17 This summer, as always, national parks will be a mecca for millions of tourists Above, after driving thrg Viriile? long Pine Creek ti fists in Utah's Zion, ark are greeted b of lofty, craggy left, the plan in Yosemite, one of ornia national parks Above, Cliff Palace at Jesa Verde National in Colorado has ban 200 rooms >,one of the in Bump^^n^l^y^section ofl ic National northern Califot Right, the Shenan doah National Park stretches for 80 miles along the scenic crests of Virginia's famed Blue Ridge range Is keeping with a good old Amer ican custom, millions of vaca tioners during the coming months will pile into the family automobile and tour off to one or more of the 28 national parks that dot the coun try from coast to coast. Perhaps more than any other fac tor, the automobile has been respon sible for the tremendous growth in the popularity of our national parks. In the days when the motor vehicle was just coming into its own, visi tors were counted only in the hun dreds of thousands. Last year, the parks attracted more than 13.5 mil lion people, and more than 96% of them arrived in private cars or buses. The prediction is that 1931 at tendance at the national parks will break all records. \' ETC 32363 Above, from Ocean Drive, tourists get this picturesque view of a typi cal section of New England's rockbound coast which is included in Maine's Acadia National Park Above right, two young visitors to Everglades, the newest of our national parks, listen to a natu ralist describe some of Florida's tropical wildlife and vegetation fac- >1 at;s will Best known for its therapeutic baths, Hot Springs National Park, in Arkansas, also claims Oaklawn Park, a jockey club where horse races are held every spring Below, vacationers in Kentucky's Mammoth Cave National Park gaze in awe at the natural beauty of the rock formations that enclose the clear waters of Crystal Lake >>{ The fishing bridge, above, and Old Faithful Chalet, right, are but two of the many gath ering places for tourists in Yellowstone, the oldest and largest of the national parks ETC 32364 Above, a few of the towering, brightly colored rock pinnacles that gave the name Fairyland to this section of Bryce Canyon National Park in southwest Utah That, truly, is what the Navy fleet oilers are. Nothing, even stormy waters and darkness, stays them from their job of refueling fighting ships at sea service stations" are but a couple of the properly descriptive names that have been applied to this type of tanker. Formally, it is an AO, fleet auxiliary oiler. In addition to an AO number, each of these ships ven in this day, it is a little diffi proudly bears a U. S. river name of E cult to imagine an oceanic ser Indian origin, just as cruisers honor vice station where Naval ships cancities and battleships are named after veer in, get 'er filled up, and go on the states of the Union. about their business again. Refueling at sea, a technique first Still. American ingenuity being widely used during the last great what it is, it shouldn't surprise too war, represents one of the great ad many people that the petroleum in vances in fleet operations. It ranks dustry and the Navy have put their with such other historic achieve collective heads together and cre ments as the introduction of the ated what, for all practical purposes, amounts to a chain of just such re fueling points. These may not be service stations as the landlocked motorist knows them, but they ac complish the same end. What has been worked out is a system whereby specially fitted Navy tankers can refuel fleet ships at sea. come hell bomb or high water, `islands of oil" and "floating armorec: fighting vessel and the Naw's conversion from coal to oil More than just a convenience to ships whose petroleum supply is running low, the ability to refuel ships at sea has extended the striking power of the U. S. fleet and its air craft bv thousands of miles. This is a vital factor in these days when the grey-painted fighting units of the Navy must patrol millions upon millions of square miles of ocean on both sides of the world. Sea refueling explains why, as the Japanese learned during the second World War, our ships could remain In addition to their bulk car go of oil, the Navy refueling ships often carry loaded drums for transfer to other vessels in action for weeks and months on end. Fleet task forces had a habit of showing up, their guns blazing, when the Japs logically might sup pose these ships were at a base tak ing on fresh supplies of petroleum and other battle necessities. With refueling at sea now a routine oc currence, any vessel, even including battleships and aircraft carriers, can remain in action indefinitely so far as oil supply is concerned. How does refueling at sea work? Climb aboard AO-98, the USS Caloosahatchee, for a verbal trip on a tvpical Navy fleet oiler. Capt. E. R Finnev, Jr., Annapolis '32, is the skipper. Anv oilman who has ever had anvthing to do with the transporta tion end of the business should feel right at home on the "Caloosa." She, like the other Navy fleet oilers, is similar in design to commercial tankers. AO-98, in fact, is one of those standard Maritime Commis sion hulls which were laid down for either Navy or commercial use. The most glaring difference between the military and civilian types is the midship arrangement, where the N'avv vessel has swinging booms and towering rigs for guiding and steadying the hose lines during re fueling. Her capacity is 150,000 barrels of petroleum. That means the Caloosakatchee can't carry as big a load as some of the newer commercial tank ers. but it definitely takes her out of the small tanker class. Navy specifi cation fuel oil, to power the ships she refuels, is bv far the biggest item in the N'avv fleet oiler's liquid cargo. But she also bears diesel oil, and sev eral tanks are laden with aviation gasoline. The latter, of course, will be taken on bv aircraft carriers as drink for their thirstv planes. The auxiliary oilers do not nor mally roam the seas with the fleet or as an active unit of a task force, but rather rendezvous by prearrange ment with those ships that need fuel replenishment. On the trip today, the Caloosahatchee is scheduled to refuel an aircraft carrier and a de stroyer during maneuvers "some where in the Atlantic" off Block Is land. The rendezvous spot has been predetermined. On the oiler's port side, the carrier is easing into refuel ing position, after which the de stroyer will come up on the oiler's starboard side. Now, one of the unsung dramas of the sea is about to unfold. Even judgment on the part of the bridge could result in a serious collision. A careless boatswain's mate, manning one of the rigs supporting the hose lines between the ships, could let one of the lines fall in the water and thus perhaps leave a telltale slick. Refueling at sea is a daring, deli cate maneuver, but the Navy has had no serious mishaps during such an operation. This is a silent tribute to those who man ships like the Caloosahatchee. Their accomplish ments are perhaps all the more he roic when you realize that the oiler's crewmen are not hand-picked for Even in high seas and in enemy waters, the refueling opera tion goes on. Here, as seen from another ship, a camouflaged oiler "nurses" a battleship and a destroyer simultaneously in calm waters, in daylight, and without the threat of enemy attack, the utmost in seamanship is called for, to prevent the ships from bang ing each other and to avoid yanking the hose line connections apart pre maturely. High seas, darkness, and enemv-prowled waters -- any one or anv combination of these three circumstances demands the absolute acme of control. Every man, from skipper to sea man, must be on the alert. A mis spoken command or an error in their petroleum background. A few may have worked in a garage or service station in civilian life, but most of the crew never were asso ciated with the oil business even to that extent. With each ship heading into the sea, to get the swells on the bow and thus prevent side-to-side rolling, the vessels to be refueled draw abeam of the oiler. Rail markers, usually red flags, are displayed to indicate the pumping station positions of the respective ships and the vessels line 21 ETC 3236 themselves up accordingly. Hose line messenger guides and other nec essary contact lines are shot over to the other ships from the oiler by means of a special gun. Distance marking and telephone lines are strung between the bridges of the craft, and the various pumping and fueling stations aboard the ships are also connected bv telephone. Often, still another line of contact is maintained between the vessels. This extends from mast to mast, and is for the expedient transfer of lu bricating oil in small containers, or for removing an ill or injured per son from one ship to another. All the while, the refueling oper ation is going on. The skippers are barking commands that will hold their ships on the proper course and maintain the minimum safe distance between ships. This means that the vessels are riding only about 50 or 60 yards apart -- truly a feat to be performed only by experienced sea men! Control of the entire refueling procedure rests with the AO. She sets the course originally, determines when the oil shall begin flowing from her hold to the storage tanks of the ships being nursed, and oper ates the mechanisms that are needed to break off the refueling in the event of an enemy attack or other emergency condition. OUR COVER: Sequoia trees in Mari posa Grove, Yosemite National Park, California. Kodachrome by David YV Corson from A. Devaney, Inc. OUR PICTURES: Pages 3, 4, 5 and 6, Noble G. Ricketts; page 7, Cam era Associates; page 8 (top), cour tesy Columbia Broadcasting System and (lower), Frederic Lewis and Ewing Galloway; page 9, courtesy Automobile Mfrs. Assn., pages 10, it, 12 and 13, courtesy Northwest Airlines, United Air Lines, and YYestern Air Lines; page 14, Ewing Galloway; pages 15,16 and 17, cour tesy Kettering Laboratory, Univer sity of Cincinnati; pages 18 and 19, Frederic Lewis, Three Lions, and courtesy National Park Service; page 20 (top), official Department of Defense photo courtesy of the OIIC; pages 20 (bottom) and 21, official Department of Defense pho tos; page 22, courtesy of the OUC; inside back cover, courtesy The Netherlands Information Bureau. Having given of her vital liquid cargo, the fleet oiler watches the destroyer and the aircraft carrier steam on their way again. It is not the oiler's job to seek out and de stroy enemy craft, but men of the AO fleet enjoy a certain share of ever\' Naval victory'. It was their ship, and her precious petroleum supply, that enabled the fighting units to stay at sea and thus extend their striking power over a far wider area than otherwise possible. For decades, the possibilities of Modern commercial tankers, like the 200,000-barrel capacity one shown below, help supply the Navy refueling ships refueling at sea have been discussed and tested. It was not until World War II, however, that the actual need for such a technique presented itself. Now, as has been demon strated in Korean waters, fleet oilers can refuel not only one or two ships at the same time, but three and even more. Further, although the AOs are the only specially fitted refuel ing ships, actually many Navy ships can re-supplv other vessels with fuel oil, diesel oil, and gasoline. Fleet oilers are part of a vast ar mada of tanker-type vessels now in defense service. The other part of the armada is made up of hundreds of commercial tankers from the pe troleum industry- which are helping to speed the flow of gasoline and oil to the military. As units of the recently-estab lished Volunteer Tanker Allocation Pool, the tankers are moving petro leum to the far-flung comers of the world in accordance with mili tary demands. They do not engage in direct refueling operations, but often are the source from which the Navy's fleet oilers draw their cargo, which, in turn, is transferred directlv to the fighting ships on the high seas. Together, the Navy fleet oilers and the commercial tankers are making sure that the military, in the present conflict as in previous wars, has all the petroleum it requireswhen and where it needs it. For ten d petrolenxr pean cult metropoii tional grc held froir Purpos ogiiti in place tha industry, all the * countries attendant More tJ Congress, is J. B. M tion Res* "Advance ing an ac Earl Ban issed orld :tual nted :ionilers 'hips even AOs ruel>hips with t arw in t of ireds " Pe~ ping d oil stabltion etros of miligage but h the argo. ectlv seas. >ilers are n the wars, res -- For ten days late this month and early next, the eyes of the petroleum world will be focused upon the venerable Euro pean cultural center of The Hague. In that Netherlands metropolis, long famous as a convening place for interna tional groups, the Third World Petroleum Congress will be held from May 28 through June 6. Purpose of this first world-wide meeting of oil technol ogists in more than a deeade is to direct attention to the place that science and technique occupy in the petroleum industry. Representatives from at least 25 nations, including *11 the world's major petroleum producing and refining countries except those behind the Iron Curtain, will be in tttendance. More than 300 technical papers are to be delivered at the Congress. Among the authors whose papers will be discussed is J. B. Macauley, director of research at the Ethyl Corpora tion Research Laboratories. His presentation is entitled "Advances in the Utilization of Tetraethyl Lead." Also play ing an active role in connection with The Hague meeting is C*rl Bartholomew, general manager of the Ethyl Labora tories. He is the Society of Automotive Engineers represen tative on the six-man Executive Committee of the National Committee for the United States for the Third World Petro leum Congress. On this page are pictured the historic buildings in which the Congress will meet- The top photo is an aerial view of Scheveningen, the seaside resort of The Hague, where all but the opening session will be held. The large, majestic building in the center of this photograph is the Kurhaus hotel. Plenary sessions and some sectional meetings are scheduled for this building. The Palace hotel nearby will be the scene of the remaining sectional meetings. Pictured in the lower photo is the Ridderzaal, or Hall of Knights. Built in 1280 by William II of Holland as part of a fortress around which the city of The Hague has grown, the Ridderzaal is the building in which Her Majesty, the Queen, each year opens the new session of Parliament. The Netherlands Government has granted the Third World Petroleum Congress special permission to stage its inaugural session in this historic 671-year-old Dutch shrine. ; v I ETC 32368 I: There's a big difference between a TOAD.. ,,,,d a.. TOADSTOO - and there is a powerful difference, too, between gasoline and ' Ethylr gasoline! "Ethyl" gasoline is high octane gasoline. That's why it brings out the top power of your engine -- makes a difference that you can feel on hills, on the open road, and when you need quick power for passing or acceleration. When you .see the familiar vellow-and-black "Ethyl" emblem on a pump, you know you are get ting this better gasoline. "Ethvi" antiknock fluid is the famous ingredient that steps up power and performance. ETHYL CORPORATION, 100 Park Avenue, New York 17, N. T. Other product* told under The "Ethyl" trade-mork: salt coke . . . ethylene dichloride . . . sodium lmetafid*** chlorine (liquid) , .. o*l soluble dye .. benzene hexoehloride (technical) ETC 323(19 B. Bynum Turner has been 1 elected a vice president of Ethyl Corporation and placed in charge of all research, en gineering and development activities of the company, which will now be consoli dated in one department. Mr. Turner will continue his head quarters at Baton Rouge, where he has been general manager of manufacturing. His successor in that position is Clinton W. Bond. Dr. Graham Edgar, for many years vice president and coordinator of Ethyl's va rious research activities, will assist the President on tech nical matters and continue as chairman of the Research Committee. As head of the new Re search and Engineering De partment, Mr. Turner will bring together in one unit all Ethyl research, engineering, product development, and new construction contract ac tivities. Mr. Turner has held several j key manufacturing depart| ment positions with Ethyl Cor poration, including an assign ment as coordinator of Ethyl's $100 million expansion pro gram at Baton Rouge and Houston. He will continue to | supervise that program until its completion next year. At the age of 40, Mr. Turner has 18 years' experience in the petroleum industry, hav ing been first employed by the Humble Oil & Refining Com pany in 1933. During World War II, he was with the Rub ber Reserve Co. in Washing ton, as head of its butadienefrom-petroleum section. THE QUEEN OF-CLUBS 3 Back in 1949, a handful of young women employed by oil com panies in New Orleans decided they should know each other -- and the petroleum industry -- better. That was the beginning of the Association of Desk and Derrick Clubs of North America, a group that promises to make its existence felt more and more as time goes on. SOIL FOR OUR SONS 8 Much still remains to be done, but America has been working wonders in saving its soil from erosive forces. This is a progress report on the soil conservation program to date, and a preview of our land's future. DETROIT'S 250TH BIRTHDAY 12 On this anniversary of the city's founding, it is interesting to look back SO years and recall how the automotive industry happened to spring up in Detroit. THEY'RE LITTLE DEMONS 15 "Midget" midget racing cars are the newest thing under the Southern California sun. Built of spare parts from other vehicles, they compete on tracks not much bigger than a baseball diamond infield. ONCE UPON A HOLIDAY 18 Many readers will be able to put themselves in the author's place as he relives the grand and glorious Fourth of July celebrations of a generation ago. ENGINES LIVE LONGER, TOO! 20 Just as human life expectancy has increased notably in the past 25 years, so has the average mileage life of trucks and buses. Joint improvements by the automotive and petroleum industries, of course, are responsible for this gain. In order to widen the fieldi of reader interest in Ethyl News, we frequently publish articles contributed by writers net associated with Ethyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossiand, vice president and treasurer; Herbert A. Savage, secretary yea nov zati A pam brea Tx The each indu merr. respi Xby s natic 1,50c for s, out form com< masc oil p' socia of X the e Club oilm< the c alitv ning, to a s Th rick ETC 3 237 1. ammktuism 9 I JLY 1951 3 il cornother -- ling of trica, a lore os 8 working rogress >review 12 to look opened 15 der the ehicles, iamond 18 '$ place rations 20 he past buses, lustties, eq gently aeration, rs of the teurces. < 17, N. Y. il comgasoline asvrrr; handful of attractive young companies and for other firms asso A women who work for oil com ciated with the petroleum industry panies in New Orleans are a littlebelieve they can do a much better any oilman knows, a good many as pects of the business are anything but simple. On educational field breathless these days. job if they know more about the trips, the girls go through refineries, Iwo vears ago they had an idea. industry' to which they belong. And visit research laboratories, inspect They started a little club to help a girl who does a better job not only pipelines, tour tank farms, and visit each other understand the petroleum helps her boss and her company, steel mills and other plants where industry more thoroughly, so that but makes herself more valuable. the industry's various equipment is members could be more useful and What the individual Desk and made. They climb derricks with responsible employees. Derrick Clubs have done proves that particular interest and glee. Visits to Now the club idea has grown they are a good deal more con offshore drilling rigs and "swamp bv such leaps and bounds that a cerned with realities than with wish buggy" excursions to watch wild national organization, with nearly ful thinking. catters at work help to round out 1.500 women members who work They hear company executives their down-to-earth experiences. for some 350 oil companies through speak on the oil industry -- and as Learning more about their indus- out the country, has just been formed. This healthy distaff new comer to the ranks of otherwise masculine organizations to which oil people usually belong is the As sociation of Desk and Derrick Clubs of North America. As local groups, the activities of Desk and Derrick Clubs are already familiar to many oilmen in several cities. Now, with the coast-to-coast organization a re ality after months of study and plan ning. Desk and Derrick looks ahead to a still brighter future, i The idea behind Desk and Der- ; rick is this: girls who work for oil i i ETC 32372 try, however, is only pan of Desk and Derrick's self-imposed responsi bilities. The other pan is service to the industry --an activity that is becoming increasingly important. Two Desk and Derrick floats in the Oil Progress Week parade in New Orleans last year, and the help given by 80 club members in ex plaining oil industry exhibits to the public, are typical of the clubs' ma jor contributions to oil industry public relations. A current project of particular interest in New Or leans is the compiling of an oil di rectory which will list information about all companies which have to do with refining, marketing, and supply or service activities in the oil industry. To be published at the club's expense, complimentary copies will be distributed to oil companies for their use. Aided API Meeting Other clubs throughout the coun try are playing a corresponding pan in local oil industry activities. The Los Angeles club, as an outstand ing example, contributed countless hours to the American Petroleum Institute convention last fall, han dling reservations and registrations, serving as receptionists, entertaining wives, and performing many other useful chores. The energetic young oil lady who heads the new national Desk and Derrick organization is Mrs. Lee Wilson Hoover of New Or leans, secretary to Alvin H. How ard, an independent oilman. Any group interested in finding out more about Desk and Derrick and how to start a club should write her at 1427 Hibernia Bldg., New Orleans. Serving as national first vice pres ident is Miss Blanche Kellev of Los Angeles, secretary to Samuel Grinsfelder, field operations vice presi dent of Union Oil of California. ETC 3237 c of Desk The second vice president is Lucy i responsi- Dee Owen, of Houston, an Oil and service to Gas Journal editorial assistant. Miss y that is Enid Bahle, secretary to W M. iportant. Johnson, Shell land manager in New c floats in Orleans, is secretary of the Associa- parade in tion. and Miss Virginia Murray, dip- d the help meter department supervisor with ers in ex- the Schlumberger Well Surveying bits to the Corporation, New Orleans, is trea- clubs' ma- surer. The Association of Desk and industry Derrick Clubs has five regions, and nt project New Or- all are represented on the Association's board of directors, TY-jj' * .. 1: an oil di- If you look behind the business- iformation like and up-and-coming Desk and :h have to Derrick organization, you will find ating, and that somewhat simpler and more ties in the wistful feelings had an important blished at part in getting things started. It all alimentary goes back to a girl who wanted to red to oil meet other young women with sim ilar business interests in other oil I* companies. ,n The girl is dark-eyed Inez Lord t the coun- Awtv. secretary to John F. Bricker, >nding part division land manager of Humble vities. The Oil & Refining in New Orleans. She outstand- had been with Humble for nine 1 countless vears bv the spring of 1949, but Petroleum still didn't know another girl in the fall, han- oil industry outside her own firm, gistrations, One day, in an expansive mood, ntertaining Miss Awtv asked her boss why it nany other wouldn't be possible to have an in formal get-together of girls who oil lady were working for oil companies in ional Desk m is Mrs. New Or- New Orleans so they could meet each other. Mr. Bricker quickly agreed, told her to go ahead with L. H. How- the plans, and said he'd see that the man. Any girls didn't have to worry about the g out more check. and how to her at 14V Miss Awtv first contacted Mrs. Amelia Crandell at The Texas Corn- mm. leans. panv. secretary to R. L. Keyes, di- t vice pres- vision production manager. Mrs. Hey of Los Crandell was equally enthusiastic nuel Grins- about a gathering for oil industry vice presi- girls, and with the help of a few California- others, all the arrangements were ETC 32374 soon completed. The Petroleum Club of New Orleans made its quar ters available for the meeting. The partv was such a success that everyone felt they shouldn't stop there. Over strong Louisiana coffee in Yieux Carre patios during the next three weeks, ideas flew thick and fast. .Miss Awtv and Mrs. Crandell, together with .Mrs. Cameila Bustetter, secretary to H. C. Teasdel, president of The California Company, and Mrs. Bettie Conley, secretary to William G. Helis, Jr., of the William Helis interests, were especially convinced a permanent club for oil women was overdue. They finally met at the Petroleum Club to bring their plans to a head on April 19, 1949. Twelve directors were chosen. It was almost a lark to elect Miss Awtv the first president, Mrs. Conley vice president, Miss Amelia Abide, of Gulf Oil, secre tary, and Mrs. Crandell treasurer. Dues were set at 5 3 a year. Considering such an informal be ginning, it is easy to understand why the founders of Desk and Der rick are a bit startled to realize that their club has reached its present size. Actually, however, they don't have to look very far to discover the reasons for its success. The girls had a sound idea to begin with -- better, apparently, than they realized at the time. Besides, they knew how to make it succeed. The selection of "Desk and Der rick" as a name for the neophyte club was a happy choice, for in stance. It immediately stuck in peo ple's minds, and helped put across the idea that girls at desks are very much a part of the oil industry. The name developed one day when Miss Awtv and Gordon Atwater, a con sulting geologist, were trying to pick a descriptive title. A commit tee is now working on a Desk and Derrick pin or emblem for members of the national organization to wear. Fueling the Fire The club did not let its initial fire die down for lack of fuel. Prompt and systematic plans were made to set up a program and fol low through with it. At the same time, taking their cue from the suc cess of the initial spring party, the girls wisely leavened their agenda with lighter social events. Oil company leaders addressed the club on a variety of subjects during its initial series of monthly meetings. They covered such topics as the administrative problems of an oil company, a geologist's part in the search for oil and gas. what an oil scout does, how oil wells are drilled, and the importance of oil and gas conservation. At another meeting, the girls witnessed a dem onstration of Ethvl Corporation's "Fire Power" Show. Weekend field trips added reality to what the Desk and Derrick girls learned from their lecture and dis cussion meetings. Beginning with an exciting excursion to The Califor nia Company's offshore Bay Marchand field, members bobbed across choppy waters one bright morning to climb aboard one of the elaborate rigs perched on steel piles. There they saw how a typical crew' lives and works while drilling for oil be neath the Gulf of Mexico. This trip was followed bv others to The Texas Company's fields at Lafitte and Lake Salvador, and to the William Helis interests' opera tions at Pointe-a-la-Hache field. Shell Oil was host to the club at its Norco refinery. The Bateman Drill ing Company arranged a visit to Avondale wells. A demonstration seismographic trip sponsored by Gulf Oil included a splashy forage in a "swamp buggy" through .Mis sissippi delta country at Lookout Pass. These are typical of the many educational trips the club members have taken. A good many members of Desk and Derrick feel they have learned more about the oil industry through ! Ifftk tt tluLTeMwel.%1 iuaMMUiat dimu of iJd Sdqtiq dubtu.^ df qati iflttdei.&uriwl flie ovXqoiMq cftiet/U tk'Xlu* frituuu dub. JtctU aM^i.fvr.) Bata, Cmit QamsJUh V.9. md diMuMb Sutfeffex.fatSec. 5/Wu^4Afl.Hi AmdkMifol&U. 1 wells are ince of oil \t another 'Sed a dem>rporation's Ided reality 'errick girls re and dis cing with The Califor- Bav Marbbed across ht morning le elaborate >iles. There : crew lives : for oil be-O. d by others y's fields at dor, and to ests' operalache field, e club at its teman Drill1 a visit to monstration onsored bv iashy forage trough Misat Lookout of the manv ub members 'ers of Desk have learned .try through liUSdatMf mail- jj'tM. eLuJeX ftt&m-tfcfc/Mcflt their field trips than through their office experiences. One girl said, "I never knew what a `Christmas tree' was until I went on a field trip and saw one. I hadn't wanted to show mv dumbness by asking about it." Another girl admitted she had been listing "fishing tools" on invoices with no idea what thev were until she saw some on an offshore rig. With local variations, the experi ences of the other Desk and Derrick dubs in other parts of the country have been patterned after the pro grams and activities of the 100 girls who belong to the "mother club" in New Orleans. Jackson No. 2 Club Jackson, Mississippi, was the sec ond club to be established. Girls in the oil industry there had read news paper accounts of the New Orleans club's activities, and inquired about forming a similar organization. Los Angeles was the third club and is now the largest, with nearly 400 members representing almost 100 oil companies. Houston was estab lished next, and now has more than 325 members. Los Angeles and Houston, oddly enough, were founded largely through the efforts of two unrelated Dorochv Johnsons, one with Standard of California and the other with Standard of Texas. Breathing hard down the neck of Los Angeles for the distinction of being the Desk and Derrick Asso ciation's largest club is the newlyformed one in Calgary, Alberta. The inaugural dinner was held in Janu ary. Now the Calgary club has some 330 members, representing 87 com panies. Another healthy young Ca nadian newcomer is at Edmonton, where more than 200 girls got a local Desk and Derrick club going in April. As in the United States, oil company officials have given the Canadian clubs their full support. Other newer clubs include Shreve port, Denver, and Ventura, Calif. A new one is now being organized in Dallas, and some girls in the Philadelphia-Marcus Hook area have indicated they want to start a club. On the international front, Mrs. Lucille Taylor, of the York Supply Company in Houston, was official delegate for the Association of Desk and Derrick Clubs of North Amer ica to the Third World Petroleum Congress at The Hague. Girls who belong to Desk and Derrick are not only secretaries of executives and key officials, but hold a variety of other jobs as well. They include switchboard opera tors, clerks, typists, accountants, operators of business machines, re ceptionists. laboratory technicians. department supervisors, and various specialists. One of the more recent services instituted by the Desk and Derrick Association is an informal job-place ment bureau for oil companies that need a girl with particular qualifica tions. The bureau helps girls to find living quarters and to get acquainted and settled when thev start new jobs. As part of the service, too. New Orleans club members have given talks to high school students on career guidance programs. Public Recognition The petroleum industry has not only recognized the accomplish ments of Desk and Derrick so far, but has publicly expressed confi dence in the organization's future usefulness. This it did bv honoring Miss Awtv, Desk and Derrick's founder, at the Spindletop anniver sary celebration at Beaumont in January. Miss Awtv was presented with an armful of roses and a week's vacation in Houston for having been selected "the outstanding wo man of the year in the oil industry." Oilmen who already are familiar with Desk and Derrick will be quick to give an armful of roses to the en tire organization as well. And there is every reason to believe that there will be manv other occasions to give the petroleum industry's wo men the recognition that they are surely bound to deserve. 7 ETC 32378 Though much still remains to be done in the field of soil conservation, America is winning the battle against wind, rain and the other forces that rob us of our valuable land he event probablv will go un Tnoticed except by a relatively that time, wind and water erosion will ruin as much as eight or ten few people. In fact, no one can nowmillion acres of America's land for pinpoint exactly when it will hap further practical cultivation. That's pen. But some year this century. the same as saving that we will lose America is going to have licked -- an area about equal to New Jersey once and for all, it is hoped -- the and Connecticut combined. And the urgent problem of soil erosion. bald, cold fact is: in this day and At the present rate of progress in age of teeming populations, with chis field, the happy year will be only increasing populations in sight, approximately 1985. But under ideal no nation can continue to waste conditions -- with more specialists productive land and still provide its and more money available -- the job people with unlimited food. could be accelerated to completion To those who understand what a in only 20 years, or bv about 1971. devouring, devastating menace soil according to estimates of the U. S. erosion really is, the year-after-year Soil Conservation Sendee. progress in combatting this maladv The difference between those nvo of the good earth is heartening. Yet, target dates is only 14 years, a mere when, later in this century, basic tick on Eternity's clock. Still, in conservation measures have been applied to all the land, that will be only part of the job. For, in the words of Dr. Hugh H. Bennett, world-famed conservation ist and head of the U. S. Soil Con servation Service: "As to finishing the job, actual ly there is no end to it, because when the basic conservation mea sures have been applied there still remains the continuing task of main tenance. This is true of all the works of man. If not maintained, they eventually disappear through neg lect." With maintenance, of course, will go soil improvements to be de rived from research, so that we not only preserve our land but enrich it as well. Although there are records that soil conservation was practiced years and years B.C., the need tn apply such techniques in the United States has become a pressing one only in this century. 8 vom It mart one first for 1 we h to, tl five, stooc hand ownt enou enou not t tion 1 ence \V ETC 32377 . that will r. Hugh H. nservation- Soil Con- job, actualit, because ation meaI there still isk of mainII the works lined, they rough neg. of course, ts to be dethat we not but enrich ecords that practiced the need to i the United iressins one Dr. Bennett is of the firm convic tion that soil conservation progress has been such during the past 17 yean that, if farmers and ranchers keep up their present rate of con servation work, we never again will experience another disaster of this costly7 magnitude. But what has been accomplished since the Dust Bowl days represents only about 20% of the total soil con servation job to be achieved in the United States. Admittedly, we've come a long wav in a short time, with the result that farmers today are in a better position than ever before to supply the astronomical This once-productive Oklahoma farm is an example of how wind and water can ruin the land when proper soil conservation measures are not employed amounts of food and fibers that are needed. Yet, there is no escaping such facts as that some three billion tons of Always there was land beyond needed of the deadly havoc that soil are washed or blown out of where man, abandoning fields that wind can wreak on unprotected soil fields and pastures each year -- had turned unproductive, could they got in the series of dust storms enough to fill a freight train that make a fresh start on unplowed soil. that literally and figuratively swept would encircle the earth 18 times Beyond the Atlantic seaboard lay the country in the mid-Thirties. at the equator; or that all but 80-90 the fertile valleys of the Midwest. One great duster -- that of May 11, million of the 460-500 million acres Bevond that were the Great Plains 1934 -- will be remembered in par of good cropland left in the United and the open reaches of the South ticular. Soil, long dried out by the States are subject to erosion if not west. Bevond those parts were Cali lack of rain, was eddied off the protected; or that we've already fornia and the Northwest. But be Plains states to shroud cities as far seen approximately 200 million acres yond that, there was only water. away as Washington and New York. of good land -- mostly in the South Rude Awakening Some of the precious soil even was and Midwest -- either ruined com deposited on the decks of ships 200 pletely for any further immediate It was then, after agriculture had miles out in the Atlantic. cultivation or else severely damaged. marched across the continent from one ocean to the other, that men first realized the urgent necessity for making the most of what land Soil conservation involves more than scientific plowing and planting. It includes, among other things, the construction of ponds to catch rainwater that could wash away topsoil if allowed to run uncontrolled we had. With no new lands to turn to. there was -- and is -- no alterna tive. But the men who first under stood the problem were only a handful. Even today, there are land- owners of the "what was good enough for mv forebears is good enough for me" school who heed not the dire warnings that this na tion could starve itself out of exist ence without erosion control. Whatever evidence Americans "Good soil," Dr. Bennett points out, "cannot be stockpiled. It can't be mined from the depths of the earth or dredged from the floor of the ocean. It can't be grown. And we still haven't learned how to build new topsoil, or even a reasonable substitute for it, on anv substantial scale, within any brief time. You can, of course, improve erosionexposed subsoil, but that is very dif ferent from building topsoil." The most potent force against continued erosion in the world todav is represented by the more than 2,300 soil conservation districts that have been created throughout the length and breadth of the United States and in our territorial posses sions as well. These districts are cre ated bv vote of all landowners with in the boundaries of each district, and are governed by local citizens. Help from Industry Banded together in this manner, farmers can plan programs of joint action for the community good. In many cases, these programs are car ried out not only with the help of U. S. Soil Conservation Service spe cialists but with assistance from in terested industries as well. The intelligent use of power-driven farm machinery by America's farm ers has enabled them to protect millions of acres of productive land that might otherwise have been rendered useless by the forces of nature The farm equipment manufactur ing and retailing industries, for in stance, are actively engaged in a program of direct cooperation with soil conservation districts, looking to mutual benefits from improved farm equipment usage. Ethyl Cor poration, to cite another example, has contributed to the over-all ef fort by producing "This Is Our Land," a motion picture that vivid ly stresses the importance of soil conservation. Although released six years ago, this film is still shown frequently to conservation-minded groups throughout the country. Using a whirlwind terracer to build a diversion terrace. This embankment will in tercept rainfall and guide it to the side of the held where it will run off slowly and thus not cause erosion A program like that being con ducted in the Broad River Soil Con servation District is typical. This district, covering eight counties in the Piedmont hill section of Geor gia, found that, according to mod em conservation practices, it was farming thousands of acres of land that were not suitable for cropping. It also located 150,000 acres of idle land in the district. Some of this was suitable for crops, and most of the rest was good for pasture, meadow, or woodland. The fanners of the district then mapped a comprehensive program to make the best use of their land. When all the changes have been made, there will be 75,000 acres less cultivated land, but the Broad River District will have an additional 217,000 acres of pasture, meadow, and woodland. Because it is the best soil, and because it will be used properly, the land left in crops will produce far more per acre than it ordinarily would have. In addition, 150,000 acres of land that formerly lay idle throughout the district will be made productive. Near Temple, Texas, some 175 neighboring farmers joined together to combat erosion in a different way. Their chief enemy was water. ETC 3 23 I 9 WT I farm land iature conConThis :ies in Geormodt was f land pping. if idle if this most asture, t then ogram r land. ; been res less ! River il 217,.V, and .-St soil, aperly, roduce iinariiy 150,000 ay idle e made ne 175 agether ifferent . water. the greatest land spoiler of all. Be deviled for years by water runoff during storms along the North Elm Creek, these farmers constructed terrace outlet channels that carried the water harmlessly from one farm to another and on to natural drain age channels. The terrace channels ignored property7 and county lines, just as runoff water pays no heed to such boundaries. The above are but two examples of good conservation. There are countless other wavs in which landowners, individually and collectiveIv. are saving the soil. Common Practices Among the more widely practiced measures are contouring, which is farming around hillsides with curv ing furrows to fit the lay of the land, instead of straight furrows up and down hill; crop rotation, the alternating of various crops on a piece of land, to keep the soil pro ductive and improve it; contour strip cropping, the planting on the contour of strips of grass and other close-growing plants between alter nate strips of clean-tilled row crops; and gully control, the use of plants and mechanical measures to reduce the rate of water flow within gullies bv diverting water awav from the heads and sides of the gullies. A so-called National Land Capa bility7 Inventory is proving a major weapon to farmers and ranchers in the constant battle against erosion. This inventory, which is now about one-fourth complete and will take another 30 years to finish at the present rate, is for the purpose of determining the physical condition of land. Detailed information about soil, slope, erosion, and other land and water features is being plotted on maps for every field and farm in the country, and this information is then interpreted in terms of eight different land classifications. The value of these eight classes of land ranges from the best, that which is "very good and can be cultivated safely with ordinary good farming methods," to the worst, which is suitable only for wildlife or recre ation because it is steep, rough, stony, sandy7, or too severely eroded. Obviously, modem farm machin ery also is a prerequisite to scientific farming. "Good land and good ma chinery go together," says Dr. Ben nett. "Eroded, gullied land can't produce the income to pay for effi cient, up-to-date implements; and wom-out machinery, held together with baling wire, does not permit efficient and profitable farming." Starting with the petroleum-pow ered tractor and going on through a variety of special equipment for earth-moving jobs like building farm ponds and district groupdrainage projects, the landowner of today relies heavily upon modem machines to help him do his work. So great is this reliance, in fact, that American farmers this year will use in their tractors, trucks and other engines twice as much oil-driven horsepower as the total power con sumed in the nation's factories. It is also interesting to note that in the past three decades some 64 million acres, on which formerly grew food for the animals now supplanted by tractors, has become available for the production of food and fibers for human use. No one who fully appreciates the erosion problem considers it a mat ter of concern to the farmer and soil conservationist alone. "As the farmer goes, so goes the nation" is a maxim that applies. A prosperous farmer stimulates trade in both rural and urban communities, and thus increases employment for profes sional and industrial workers. His Exhibits that show actual farms In miniature before and after con servation planning demonstrate to farmers how to care for their land and get the most out of it conservation methods help to pre vent floods that destroy or damage farm and city property, highways, railroads, and manufacturing plants. They also encourage a more flexible and diversified type of agriculture. Gone: Another Farm On and on the list of benefits of modem soil conservation goes. These benefits explain the present enthusiasm of the farmer and soil conservationist as they see looming in sight the day when America will have conquered the terrible blight that is erosion. But, lest anyone grow complacent about the constant need for soil con servation, Dr. Bennett cites a fact that should bring the matter home to everyTone. In the time it has taken to read this article, the equivalent of a 10-acre farm, to a topsoil depth of six inches, has been blown or washed away -- its valuable topsoil lost forever. 11 ETf' 3 2380 As the Motor City reaches a milestone, it is interesting to recall how the automotive industry happened to locate there hen the Frenchman, An Wtoine de la Mothe Cadillac, and and as a key manufacturing hub in the world's proclaimed arsenal of a band of 100 fellow-countrymdeenmocracy. founded Detroit back in 1701, they What, then, happened in the past could not have dreamed that they half-century to transform Detroit were creating a community which into the throbbing, vibrant center it was to become a universal symbol now is? The answer must be clear of industrial might. to everyone -- the automobile. Prob This same lack of awareness was ably neither before nor since has a evident among those people who single product of manufacture had populated Detroit even a scant 50 such a profound influence upon a years ago. As we swung into the community as the automobile has Twentieth Century, theirs was a city had upon Detroit. of only 286,000 population. Detroit On such an occasion as a birth had already donned an industrial day, it is interesting and customary toga, to be sure, but the city was to flip back the pages of history and not yet outstandingly dynamic, recall the days gone by. One of the symbolic, and alive. most memorable chapters in De Now -- this year, and particularly troit's book of life is that which during the month of July -- Detroit aptly could be titled "The City That is marking its 250th birthday. It Almost Wasn't." For, Detroit has does so as the fifth largest metropo had to struggle to win and hold lis in a nation of many big cities. its distinction as the world's center of automobile manufacture. There was, in fact, a time -when other cities could more properly claim this honor. Not by any preordination, nor by the simple expedient of a blind folded person sticking a pin in a map of America and having the point land at Detroit, did the city re. There ten other rly claim on, nor by a blindpin in a aving the 1 the city become the core of the automotive industry. There was no prior selec tion. Detroit got that way through a series of events that seemed most ordinary and natural at the time. Looking back to 50 years ago, one can wonder at why and how Detroit ever managed to become a name synonymous with the auto mobile and truck. The first success ful gasoline-driven motor vehicle made in the United States was built by the Durvea brothers, not in De troit, but in Springfield, Mass. It was Cleveland, and not Detroit, that manufactured more than 80 differ ent makes of cars in the early days of the industry'. It was in Chicago, not Detroit, that the first automo bile race was contested. It was in New York, not Detroit, that the first organized auto show was staged. Still, Detroit emerged, and to such an extent that many people today forget that cars are manufactured in other cities, some of them 8j miles and more distant from the Michigan metropolis. As one automotive parts com pany's advertisement put it: "If the automobile industry were as con centrated in Detroit as many people think it is, the city would cover most of Michigan. The truth of the matter is that almost every city of any industrial consequence contains factories contributing directly to the building of automobiles." True, Detroit had much to rec ommend it when the American au tomobile came upon the scene. It was ideally located on navigable waters. It was studded with small shops and foundries that made in ternal combustion engines for ma rine use and as stationary power plants for Michigan's mines, lumber mills, and salt wells. Still another important factor was that Detroit and three neighboring communities in Michigan were the late 19th Cen tury' centers of carriage making, and so had not only the raw materials available, but workmen skilled in up holstering and in the manufacture of springs, wheels, and bodies. First and only model of its kind, the 1897 Qldsmobile is now in the Smithsonian Insti tution. It had a 5 hp. engine But all this was not enough. Other cities were strategically located, and other cities had skilled craftsmen and raw materials to offer. What Detroit had that they did not pos sess was a concentration of young, inventive "tinkerers" -- men like Ransom E. Olds, Henry Ford, Da vid Buick and a host of others. On any list of individuals who helped to establish the automotive industry in Detroit, the name of Mr. Olds stands high. Olds, like so many other automo tive pioneers, was obsessed with the burning idea of hitching the gaso- It was In this shop, which has been restored at Edison Insti tute near Detroit, that Henry Ford worked on his first auto I . ran. . ,fn, u Mu ETC 32382 line engine to the carriage to form a self-propelled vehicle. In the 1890s, Olds acquired his father's machine shop in Lansing, Mich., and organ ized what was known as the Olds Gasoline Engine Works. In that plant was built the famous Oldsmobile of 1897, a vehicle now in the Smithsonian Institution. The success of this first and only model of its kind led to formation of the Olds Motor Vehicle Company, which soon was merged with the gasoline engine company to form the Olds Motor Works. The latter firm, it has been re corded, might well have floundered had it not been for the financial support of S. L. Smith, a wealthy copper magnate of the time. Of him, a somewhat forgotten man, one historian has recorded that he "deserves to be remembered as the first man of large means to peer into the future of Michigan auto mobile production, catch a glimpse of its possibilities, and finance a new venture in a lame, vital wav." Aflame inside to get his motor vehicle into volume production. Ransom Olds reached the conclu sion that Lansing then was not an ideal location in which to continue his operations. It lacked skilled ma chinists, for one thing. Its ability to house any influx of workers was also questioned. East Ruled Out Many sites, including some as far removed as Newark, N. J., were considered. But Eastern capital in that day could not be interested in the automobile -- at least, not the gasoline-powered buggy. New York financiers felt certain that electric cars would win out, while Boston interests were backing steam as the method of propulsion. Only men of vision like the Detroit "tinkerers" saw gasoline as the best and cheap est means of power. Returning from his discouraging trip to the East to interest capital there in his new venture, Olds stopped off in Detroit to discuss the matter with Mr. Smith. The latter, k has been written, advised locating in Detroit and then and there "backed his advice with enough cash to set tle the issue." Here, the rest of the story be comes more familiar. The story of how, despite a devastating fire in its Detroit plant, the Oldsmobile in 1901 became the first mass-produced and most popular gasoline automo bile in the world at the time; of how, having marveled at the success of the Oldsmobile, Detroit capital backed to the hilt the other auto motive pioneers in their ventures; of how the industry grew by leaps and bounds; and of how gasolinepowered vehicles proved themselves far superior to those driven by elec tricity or steam. Also, it is the story of a city. A city that has ridden to glory and prestige on the wheels of automo tive transportation. A city whose 250th birthday might not be quite so meaningful had it not been for its sons of vision who foresaw the magic of the automobile. A city that once again is tooling up to deliver the destructive weapons of war just as it delivers the enjoyable goods of peace. A city that could be only dvnamic Detroit. That's new th ing cars larity c By W EST hav quarter n Still in size speec torcycle scooter v pete on t baseball c up to too vide thril wheel du< and frequ banked ru tiniest of . on with e at Southei Little 1 midget rai a wheelba weighs abi he built ; from small scooter pa: There at growing p< e latter, it >caring in "backed sh to set- story bestory of fire in its nobile in produced automotime; of te success dt capital her autoventures ; by leaps gasolinehemselves n by elec- a city. A glory and f automotv whose t be quite been for resaw the city that to deliver if war just e goods of i be onlv That's one description of the new three-quarter midget rac ing cars that are gaining popu larity on Western speedways By Frank L. Remington estern speedway enthusiasts Whave a new babv -- the threequarter midget racing car. Still in their infancy, the pocketsize speedsters are powered by motorcvcle engines, run on motorscooter wheels and tires, and com pete on tracks about the size of a baseball diamond infield. At speeds up to too miles an hour, they pro vide thrills galore with wheel-tovheel dueling, spine-tingling skids, and frequent pileups on the slightly banked turns. Enthusiasm for these tiniest of all racing cars is catching on with epidemic rapidity, chiefly at Southern California tracks. Little brother to the standard midset racer, the T. Q. midget has a wheelbase three-fourths as long, weighs about half as much, and can be built for a comparative song from small automobile and motorscooter parts. There are two big reasons for the growing popularity of the "midget" midgets, as the three-quarter cars are called. First, they are less expen sive to build and maintain than the full-size midget racers. And second, the "midget" midgets have, so to speak, given racing back to the crowd. Because the tracks are ovals onlv one-fifth to one-eighth of a mile long, fans get a close-up of all the action without the need for binoculars. "It's a poor man's racer," says Paul Griffith of Downey, Calif., owner of three-quarter midget No. 99. Always interested in racing, but financially unable to construct a $3,000 to $6,000 standard midget, Griffith found the T Q. a ready out let for his racing ambitions. A typical owner, Griffith works Two-year-old Warren Grif fith, for whom No. 99 was named "Warren Special," in spects his dad's handiwork m weekdays as a foreman at the Doug las Aircraft plant in Long Beach. Evenings, however, find him putter ing about his garage workshop, ad justing the carburetor, mixing spe cial fuel blends, or making plans with his driver, Jerry Cavwood, a furniture store upholsterer. Comes Saturday, the two push their racing creation onto a home-made, twowheel trailer and head for Indio, desert site of a three-quarter midget track, or one of the other speed ways. The Indio track conducts night racing under floodlights. An evening at the track consists of four or five events. Winners of the trial heats qualify for the trophy dash, in which the drivers attempt to set new track records. The semi- 15 ETC 32384 final event runs 20 to 30 laps, and the main event is a 30:0-50-lapper. In addition, there often are special races of various lengths. A tvpical race has from 15 to 20 entrants. Prizes are figured percentage-wise on the paid attendance. Admission generally is one dollar, and the crowds range from a few hundred to several thousand. After track rental and other expenses are deducted, the contestants split the melon, with the winning drivers, of course, taking the largest slices. In his TQ. track competition, Jerry Caywood, a veteran driver in this young sport, has figured in his share of freak accidents and tough breaks. Of average build, he appears almost too bulky to squeeze into the confines of No. 99's cockpit. But he manages to slip in without greasing himself. After hooking a safety belt across his middle and adjusting gog gles and helmet, he's off to the races. The design and construction of the cars are left to the ingenuity of the individual owners, so long as they meet the specifications of the Three-Quarter Midget Racing As sociation. The rules specify a weight range of 350 to 6jo pounds, a wheelbase of 54 to 60 inches, a tread of 32 to 40 inches, wheels ranging from six to nine inches in diameter, and an engine of 30.50 to 45 cubic inches, depending on type. Numer ous safety devices are also manda tory, such as a tail that extends be yond the rear wheels, firewall, and flex-type steering wheel. Franklin. In fact, all the parts were cut or adapted from automobiles, motor-scooters, and motorcycles. The engine is a 45-cubic inch Harley-Davidson twin-cylinder en gine that develops 20 horsepower at 6,000 rpm. The compression ratio is 7 fz to 1, half of that of some other "midget" midgets. The car buretor came from a stock car, and a 2 !4 -gallon can serves as a gas tank. No fuel pump is used. Fuel is forced from the tank to the carburetor bv gravity alone. No. 99 has a standard Austin gearbox with first and sec ond removed, leaving third and Upside Down Club Once his steering apparatus gave wav during a warm-up run and the car piled into the wooden crash wall. Jerry not only suffered a frac tured nose, but the car couldn't be repaired in time to enter the race. However, his chief claim to fame is his membership in the exclusive Upside Down Club. He earned this dubious honor by being involved in one of those once-in-a-million acci dents. Roaring around the track at breakneck speed, the racer in front of him went into a spin and headed back towards Jerry. No. 99 rammed it head-on, climbed over, turned turtle, and ended up against the crash wall. Jerry's car left its tire marks on the other driver's jacket. "I found myself flying through the air upside down," he recalls. "Thought it was mv last race for sure." Fortunately, both drivers es caped without serious injury. Most "midget" midgets, built of spare parts, are assem bled in home workshops by hobbyists and amateur mechanics Paul Griffith got the T. Q. "bug" a year ago, and immediately con tacted driver Jerry Caywood. At their leisure, the two drew up a de sign for a Tom Thumb racer. Eve nings and weekends during the next six months, the hobbyists worked in Griffith's garage with his lathe, welding outfit, and mechanic's tools. Sporting a coat of yellow paint. No. 99 finally rolled off the home-workshop assembly line. Its springs, front axle, and rear end were cut down from an Austin. The eight-inch wheels and tires were taken from a Cushman motor-scoot er. Steering was adapted from a high. The braking lever outside the body, on the left, works on the rear wheels. With no self-starters, T. Q. cars must be pushed by a truck to get under way. The side panels and hood were molded from plastic. The racer weighs close to 500 pounds and has a wheelbase of 60 inches and a 40inch tread. Total cost of construc tion approximated $500. Like Griffith, most of Southern California's 30 registered owners are backyard mechanics, who de signed and constructed their threequarter midgets as a hobby. TQracing is specifically meant for those 16 enth largi N Som dolls One $35 in th Or from used whee of ai: cardi adapi racer formi doors other cvlin cubic cam. are p the p Bot siast, < weigh He ci tic be "midg their 3-Jo < that c fuel t; Wh gallon owner mixtur H parts were driver's skill in taking turns and ma itomobiles. neuvering into a favorable position." ircvcles. To keep the T. Q. jobs on a strict .ubic inch ly low-cost basis, the Three-Quarter Under en- Midget Racing Association has sepower at ruled that each competition must be ssion ratio a claiming race and that anv offer of t of some $2,000 for a car must be accepted The car- without question by the oxvner. :k car, and This decree automatically outlaws a gas tank, el is forced juretor by Minus self-starters, the pygmy racers must be pushed by a heavier vehicle in order to get their engines turned over the construction of expensive mo tors and high-cost parts. The Association meets four or a standard t and secthird and enthusiasts who can't afford the larger, more costlv cars. No two models are the same. cret. One bums alcohol, another methanol. Other owners use mix tures of the two with "Ethyl" five times a year to select track lo cations, draw up regulations and specifications for the racing cars, Some cost as little as a few hundred gasoline added. The formula max- and discuss ideas to promote public dollars, others as much as $2,000. change from race to race as the interest in the sport. The Associa One San Diego owner spent onlv driver finds a new mixture that tion has plans to set up a circuit $350 on his racer, vet he was third brings better results. with one track in each of seven in the 1950 championship class. One hobbvist salvaged the tires Speed Secondary Southern California toxx-ns. Worth while purses xvould be offered and from a portable cement mixer and Speed of the T. Q. cars, of course, races held txvo or three nights a used them on his racer. Others adapt varies with the engines and weights xx-eek. There's also talk of establish wheels and tires from the tail wheels of the cars. Some drivers prefer ing indoor T Q. tracks. of airplanes. Some owners find dis powerful engines that give plenty of In its second season this year, carded racing car bodies readilv speed on the straightaways. The three-quarter midget racing is really adaptable to T.Q. specifications. One lighter cars, however, have less trou onlx' getting started in a big way. racer used a surplus engine that ble in taking the curves. There are more racers, more inter formerlv operated the bomb-bav NTo. 99 can xvork up to a speed of est, and more fans this year than doors of a bomber, while still an more than 70 miles per hour. "But last. And with enthusiasm spreading ;semonics other ingeniouslv cut down a fourcylinder Croslev engine to about 34 cubic inches and designed a special speed isn't so important on a small track." sax's Paul Griffith. "Winning depends to a great extent on the daily, the sky's the limit -- figurativelv, if not iiterallv -- for these pvgmies of the speedway. outside the on the rear ters, T Q. a truck to cam. Even small outboard motors are pressed into service to power the pint-sized cars. Bob Feuerhelm. a Pasadena enthu siast. constructed two T Q. midgets hood were weighing onlv 350 pounds apiece. The racer He created his own laminated plas ids and has tic bodv parts. Unlike most other . and a 40- "midget" midgets, Bob's cars have construc- t their engines in the rear. Thev are 30.50 cubic inch motorcvcle engines f Southern ed owners , who de heir three>bby. T.Q. it for those i that develop 42 horsepower. The fuel tanks are in front. What goes into the two-to-four- ) gallon tanks is anvone's guess. Each owner compounds his own fuel \ mixture and jealouslv guards the se midgets draw a big crowd 17 i ETC 32386 What man among us can ever forget those grand and glorious July Fourths of his boyhood? By Harry Botsferd all felt better. Men went back to work firmly convinced that we in hen I was young, people habited a chosen land. Our faith had Wdidn't get many days off, but been revived, and we young whipany man who worked for pay poenrsnappers could thumb our noses the Fourth of July was suspect. It at any other country in the world. was, in every respect, a yen' special A single American could outfight day, just as Thanksgiving was a ten members of any other nation. special day, as Memorial Day was Wasn't that what the speaker had special. All three days have a patri said yesterday? We had more pro otic significance, but of all of them gressive industry, our farmers could it always seemed to me that the raise more wheat and potatoes, our Fourth was the most American. hogs were bigger, our cattle heavier Independence Day was a day of than those produced elsewhere. Our unashamed exuberance, a day in men were taller and more coura which we voiced our personal be geous, our women more beautiful. lief in America and its ideals, our That's what the man said. freedom from any entangling alli ances. our faith in our government, 'Crackers and Punk and our belief in God. In every For months, we prepared for the comer of the land, it was a day Fourth. Small boys saved their pen calling for picnics, brass bands, ex nies and nickels for firecrackers and soldiers and sailors marching in ill- a piece of punk. Parents put a lit fitting uniforms, and some poor tle money aside for some rockets, but inspired oratory. We waved our Roman candles and pinwheels to flags. Our hearts were high with make the night a thing of sparkling pride in the fact that we were beauty7. These are items adjudged Americans, that we were free to unsafe today, but, golly, how we whoop and holler, to shoot off fire loved them back when. crackers and generally comport Each small town had its own cele ourselves in a carefree manner. bration. There was a brass band. On the fifth of July, I'm sure, we Not always a good band, but one that could play long and loud. And what they could do with Stars and Stripes Forever and The Girl I Left Behind Me! The band led the pa rade, behind the grand marshal, who invariably was a war veteran in a faded uniform. He rode nothing more than a prosaic farm horse, but in our minds we saw him in a spank ing new uniform, young and gal lant, riding a dashing steed to the wars. What if it was only old Joe Strawbridge, who dug graves at Woodlawn, and who was known to drink a little too much on the day his pension check came throughOn this special day, the Fourth of July, he was a symbol and we thought he was a great American. Which he was! The parade was no great shakes to people accustomed to seeing big turnouts, but we had only one pa rade a year. The various church or ganizations marched in a body, carrying a banner to tell of their affiliation. People were unashamed of their religious membership in those da\7s. There were a few veterans, mosrly members of the Grand Army of the Republic. (Why don't w-e havt loud. And n Stars and Girl / Left led the paarshal, who eteran in a ie nothing 1 horse, but in a spankig and galteed to the ilv old Joe graves at s known to on the dav e through? j Fourth of ol and we American. such a grandiose name for our troops today-) Only a few would be in full uniform; most of them wore military caps and civilian clothes. There thev were, however. VVe never forgot our men who had served, even if thev were onlv a few. Democrat and Republican, Catholic, Jew and Protestant -- thev marched together, proud of the fact that they were Americans and had fought for an ideal. Then came the decorated car riages, the horses groomed to per fection, and a few wagons loaded with exuberant voungsters who grinned as they tossed firecrackers into the street. Alwavs, too, there was the village wit in a clown suit. The drums thumped, the trumpets blasted, the fifes shrilled -- and the crowds lining the sidewalks cheered. There were flags on the lawns and in front of Town Hall. Evervone owned a flag, it seemed. Stirring Oratory The speaker was somebody im portant from another town. We never used local talent. We wanted to hear a new voice, even if we knew the message would be an old one. On that dav we wanted a strong in jection of Americanism, some flagwaving. the son of speaker who could make people cheer and wave their hats and hold their chins high when the dav was over. When he talked, we seemed to hear the roar of muskets on Bunker Hill, to feel the chill of Valley Forge; we saw the men in blue and gray struggle gallantly at Gettysburg, and we saw our armies fighting in Mexico. And who can forget the Fourth of July community picnic, one of the most democratic affairs Amer icans ever knew? We sat down at long tables and no one came around to collect a dollar. The food was free --and bountiful. On this day, we were a community that forgot its petty differences. Bugbee and Vincent, the town's rival grocers, sat across the table from each other and exchanged friendlv banter. Fam ilies that had feuded all year de clared an armistice, and never was there a time when more goodwill existed. Picnics were fun. a genuine com munity effort. Often thev were sparked by a ball game. Sometimes the teams were good, other times they were pretty bad, but thevwere composed of people we knew. Whenever Tom Burdon, the gro cery clerk, blasted a home run into the trees, we predicted that some dav he would be playing ball in the big leagues. The band members, wearing gaudy uniforms and carrying their instruments, always came to the pic nic. Their only pay was the dinner they ate, and they collected heavily. Unless too thoroughly stuffed, they obliged with a few selections after they had eaten. Some were gay and rollicking tunes. Often there was a little square dancing, a lot of laugh ter. Then the band played very soft and a group would sing. Things by Stephen Foster and some of the old hymns -- all sung fervently and hon estly. What the singers lacked in harmony, they made up in volume. Stuffed to the Cars Some of us, especially the young er generation, ate too much ice cream and cake, drank too much lemonade, consumed too much cherrv and/or lemon pie. Miracu lously, we were never sick, but we were filled up to the ears. At dark, we all went home. There could be heard the occasional bang of a firecracker some kid had saved for this time. We sat outside the house and sent up our rockets and they split the sky in an arc of gold, terminating in a small shower of lovely stars. Pinwheels spun madlv to an early death, leaving the world dark and shadowy and leaving small boys and girls very sleepy and tired. Somehow-, when w-e crawled into bed, we had nice memories to cher ish, a feeling that it was so good to be an American, a rather special privilege that w-e shared w-ith our friends and neighbors. It was a great dav! :reat shakes i seeing big nlv one pa- church orn a body, ell of their unashamed nbership in erans. mostnd Armv of in't we have j* 19 ETC 32388 ask any motorist whv the auto/l mobiles of today run so much better and longer than their prede cessors used to, and he'll immedi ately reel off a dozen or more sound reasons. Even the ladv driver, who is not supposed to be too interested in such things, can readilv mention some of the answers -- improved en gines, superior gasoline and lubri cating oils, and more dependable tires, to name a few. .Most people, however, can claim no such familiarity with the im proved operation of commerial ve hicles. This is quite understandable, since the average person seldom, if ever, has the occasion to lift up the hood of a bus or truck and compare what he sees there with what he might have noted in the correspond ing engine of :o or 25 years ago. Parallel Car Gains Yet, as those who service and operate the nation's fleet of 8.5 million trucks and buses full well appreciate, the gains that the auto motive and petroleum industries have mutually scored in heavy duty engine design and operation closely parallel those of the passenger car. As a result, not only has the use ful life of the commercial engine been lengthened considerably, but the time between overhauls and ser vice check-ups has been greatlv ex tended. One set of statistics tells the commercial engine durability story in a nutshell: the average mileage life of trucks and buses has more than quadrupled in the past 2 5 years, and these vehicles now travel two. three, and, in some cases, even five times as many miles before they need their first major overhauling. Except that they are bigger and are designed to serve a different purpose, commercial engines are the same as passenger car engines in their basic structure. Both are skillfully designed assemblages of interdependent parts. The truck en gine, of course, must be built to withstand far more rugged usage than the family car. From the standpoint of design and materials used, anv number of engine components offer themselves as illustrations of true progress in this direction. Spark plugs are an example. While their general shape has not changed materially in the past quarter-century, there have been several improvements in their design and structure. High-alumina ceramic insulat ing material, introduced in the Thir ties and used with outstanding suc cess in World War II automotive and aircraft spark plugs, now is the standard automotive plug insulation. The superior strength, heat con ductivity and dielectric qualities of this new-type insulator have al lowed wider latitude in spark plug design. Specifically, the material has made it possible to design the firing end of a plug to include a larger center electrode wire, a longer and slimmer insulator nose, and still pro vide a greater volume for free cir culation of gases. Tailored Plugs This, in turn, has permitted bet ter compromises to be made in socalled hot-running and cold-run ning plugs for particular types of engines and service. Plugs which run "hot," or dissipate their heat slowly, have been found best for light duty service, while "cold-run ning" plugs are generally best suited for heavy duty operation. When you consider that the ex haust valve is the engine part that takes the most punishment, it is not surprising that a big share of 20 ETC 32389 are fue fint teri bes 1 bee stot tie: Per of t of use teri, inse and T out sing dur: insulatthe Thirding sucliomotive iow is the nsulation. heat conualities of have alpark plug aterial has the firing e a larger onger and d still pror free cir- s fitted beclade in so- cold-runr types of tes which their heat d best for "cold-runbest suited :iat the exs part that nent, it is 5 share of the effort to add to engine life ex pectancy has been centered around this piece of metal. Much is demanded of the physi cal structure of exhaust valves be cause of the high temperatures to which they are subjected and the heat ranges over which they operate in commercial service. Valve temperature may approach 1,600 degrees F. as a truck pulls up a long hill at high engine speed and full throttle. Then, when the vehicle is over the crest of the hill, the en gine may be used as a brake on a down-grade and the red hot valves are suddenly quenched with liquid fuel. Conditions of this sort put the finest of steels to test, so valve ma terials can be nothing but the very best. Through the years, there have been several important stepping stones leading to victor)' in the bat tle against overheated poppet valves. Perhaps the five most outstanding of these have been the development of better base valve materials, the use of hard, corrosion-resistant ma terials on valve faces, the use of seat inserts, internal (sodium) cooling, and valve rotation. The latter, valve rotation, stands out as one of the most significant single contributions to increased durability of commercial and farm tractor engines during the postWorld War II period. Rotators are self-contained devices which give, or allow, a twisting motion of the valve as it opens and closes. This turning motion prevents localized "hot spots" which lead to warping and burning. It also keeps valve stems clean, thus promoting better lubrication and preventing valve sticking. While the widespread use of ro tators in tractor, truck and bus engines is a comparatively new de velopment, experimental work to evaluate the possibilities of rotation was started by the Ethyl Corpora tion Research Laboratories in 1933. Ten years later, joint tests conducted by the Ethyl Laboratories and two leading valve manufacturers defi nitely established the superiority of valve rotators. Hundreds of indi vidual tests with 34 different truck and bus fleets were conducted, using various experimental valve rotator mechanisms manufactured by the two cooperating valve companies. No Interim Teardowns Data obtained in the tests repre sented approximately 11 million miles of highway operation. In ad dition, 17,000 hours of stationary engine operation were logged. These pioneer tests indicated, and To capitalize on the added mileage that hat been built into commer cial engines, vehicles must receive the proper preventive maintenance An example of better engine parts, the modern spark plug (right) is much smaller and more durable than its 1920 predecessor (left) actual fleet usage during recent years has proved, that the use of rotators extends valve life from two to five times over that of conven tional valves. Rotation has made the fleet maintenance superintendent's dream of "valve life equal to piston ring life" come true. Valve recon ditioning and ring replacement can now be accomplished during the same major overhaul, with no in terim teardowns. Less time in the shop means more time on the road -- where the revenue is. Because of the improvements in base metal materials and the devel opment of such aids as hard-facing, sodium cooling, and rotation, valve durability is no longer considered a factor limiting operational mile age between overhauls. Few, if any, of the thousands of parts that make up today's internal combustion engine have been ig nored in the never-ending effort to increase engine durability. Only recently, for instance, a new process for making bimetallic pis tons was announced. These pistons, which have a cast iron insert in the ring groove area, combine the de sirable light weight and thermal conductivity characteristics of alu minum with the superior wear re sistance of cast iron. 21 ET(: 3 2 3 90 VEHICLE MILES 0 20,000 40,000 60,000 80,000 100,000 As indicated by this chart, based on extensive Ethyl tests, the life at truck and bus exhaust valves is greatly extended by using rotators Another notable recent accom plishment is chrome plating the top (compression) piston ring. First used in aircraft and tank engines of the last great war, chrome-plated top rings are now to be found as stand ard equipment on several makes of heavy duty commercial engines. Such rings, because of their greater resistance to abrasion, double the time an engine can be operated be fore excessive ring wear occurs. Considering other parts of the engine, the crankshaft and connect ing rods -- the backbone and arms of an engine -- are now such that they outlast their predecessors by two to four times. So, too, has the air cleaner been improved. Earlv oil-wetted cleaners were onlv about 70% efficient. The first oil bath air cleaners, introduced around 1930, were a marked improvement. Now, however, recent modifica tions have made the oil bath air cleaner almost 100% efficient. Pis ton ring and cylinder bore wear thus have been reduced to a frac tion of that formerly encountered. To operate most satisfactorily, an engine should be provided with ade quate crankcase ventilation. Here, again, there has been marked prog ress. Modem crankcase ventilating systems rid the engine of much of the combustion vapors and accumu lated moisture which may combine to form acids and attack various en gine parts. Proper ventilation also helps to evaporate any raw gasoline that might be introduced into the crankcase through excessive chok ing or extended idling. Lubricants Improved And so it goes. Name any com mercial engine part, and you will find that it has been improved. At the same time, the petroleum industry', keeping pace with auto motive engine designers, has made many notable contributions to en gine durability'. The story of im proved motor fuels is well known. Less spectacular, perhaps, but equal ly important, has been the constant improvement in engine lubricants. Great strides have been made in this direction in the past decade. For instance, superior heavy duty lubricating oils have resulted from the development and use of chemi cal additives. These additives ac complish four important missions: inhibit oil oxidation, neutralize acidforming compounds produced dur ing combustion, impart detergency, and act as dispersants. Dispersanttype additives keep motor oil con taminants in suspension, thus mini mizing the formation of lacquer-like deposits and sludge. If the average citizen is unaware of what the combined efforts of the automotive and petroleum indus tries have meant to commercial en gines, the farmer and truck and bus fleet operators certainly are not. Improved durability has not only resulted in savings to them by in creasing engine life, but has enabled them to operate their equipment on fuller schedules over longer periods of time. These benefits, in turn, have accrued to the general public in terms of more food from the trac tor-using farmer, more dependable service on the part of the bus oper ator, and the safe, rapid delivery of both necessities and luxuries by the nation's trucking industry. OUR COVER: An unusual view of the nation's Capitol at Washington, D. C. Kodachrome bv Ewing Gal loway. OUR PICTURES: Pages 8, 9, 10, 11, courtesy U. S. Soil Conservation Service-, page 12, courtesy Burton Historical Collection, Detroit Pub lic Library; pages 12 and 13 (top center), courtesy Detroit's 250th Birthday Festival, Inc.; page 13 (top right), courtesy General Mo tors Corp.; page 13 (bottom), cour tesy Ford Motor Co.; page 14 (left), courtesy Chrysler Corp.; Fage 14 (right), courtesy Kaiserrazer Corp.; pages 15 (top) and 17, Bill Boaz; pages 15 (bottom) and 16, Jack B. Kemmerer; pages 16 and 19, illustrations by living Hoffman; page 20, Ewing Gallo way; page 21 (top), courtesy AC Spark Plug Division of General Motors; page 21 (bottom), cour tesy Automobile Manufacturers Assn.; third cover, A. Devaney, Inc. esulted from ise of chemiadditives acant missions: utralize acidroduced durt detergency, . Dispersantotor oil conn, thus minif lacquer-like n is unaware efforts of the ileum indusmmercial enruck and bus y are not. has not only them by int has enabled equipment on mger periods in turn, have al public in om the trace dependable the bus operd delivery of \uries by the try. view of the Vashington, Ewing Gallges 8, 9, io, Conservation :esy Burton letroit Pubnd 13 (top roit's 250th page 13 ieneral Motom), cour- page 14 sler Corp.; esv Kaiser- (top) and ; (bottom) ierer, pages by living ing GaUoounesv AC of General om), courtufacturers evaney,Inc. A common sight throughout the Cotton Belt this time of the which consists of 3% gamma BHC, 5% of DDT. 40 of year is an airplane swooping low over a field, a curtain of sulphur, and the remainder inert material. This balanced light-colored powder trailing in its wake. Insecticide is effective in preventing the depredations of all To the unknowing, this could be a military craft laying an principal cotton insects, when applied as recommended by aerial smoke screen during "war games." The plane is wag qualified entomologists. ing war all right -- but with destructive insects as the enemy. In areas subject to severe insect attack, the 3-5-40 dust "Dusting" crops with insecticides is the chief weapon cotton has, in effect, as much as doubled the cotton yield which farmers empl.ty against the boll weevil, aphid, thrip, leaf- would otherwise have been attained. Many eotton farmers orm and the hordes of other insects that each year enjoy a report that an investment of five to ten dollars per acre in 400-million-dollar feast on the nation's cotton crop. insecticide has returned upward of $100 in the form of * Modern science has placed a vast array of chemical insee- higher crop yields. v ticides at the farmer's disposal to help him protect his plants The immediate and growing popularity of BHC is evi f against the ravages of these pests. One of the more effective denced by eotton growers in Texas and Oklahoma. In 1946, of these is benzene hexachloride -- BHC, for short -- which the first year the material was available, farmers in those l Ethyl Corporation manufactures at its plant in Baton Rouge. two states nsed about 11,000 pounds of the BHC-DDT mix 1BHC is a fast killer. The insecticide conquers boll weevils ture. In 194B, they applied more than eight and one-half and other cotton destroyers within a matter of hours. It million pounds. U. S. consumption of BHC alone Iasi year reacts on insects as a stomach poison, contact poison, anwdasa 50 million pounds. This year, the Department of Agri f] fumigant. This spells certain death whether the insect sus- culture has requested a minimum of 65 million pounds to eeptible to BHC eats it, steps oh it, or breathes it. help farmers grow the greatly enlarged cotton crop that is A widely used cottou dust is the.so-called 3-5-40 mixture. needed in the present emergency. 3 23 9 2 Cmrttij } BuumftiJ Bi -- u.'p'<d'i lar^ti: dta/mnd mum. Why is complete antiknock service very much like a diamond? Worthwhile antiknock service, like a valuable diamond, has many facets... each of which must be perfectly formed in itself and properly re lated to the others. It is Ethyl's twenty-seven years of experience concentrated in the antiknock field which has made possible the painstaking development of each individual facet. Ethvl service follows every drop of "Ethyl" antiknock fluid all the wav from its manufacture to its ultimate consumption in an engine. "Ethyl" antiknock compound is mixed with gasoline -- so we assist refiners in blending oper ations, offer a wide variety of technical aids and, through national advertising, help them sell leaded gasoline. Since this gasoline is used in engines, a continuous fuel-engine research pro gram is constantly in progress. Finally, because these engines are used in many types of vehicles -- cars, trucks, buses, tractors, airplanes -- spe cial Ethyl activities have been developed in each specialized field. Each of these services is a facet on the Ethvl service diamond -- important individually, but whose true worth can be measured onlv in terms of the entire program. ETHYL CORPORATION New York 17, New York Wallace F. Armstrong, a mem ber of the Ethyl Corporation manufacturing department for the last 12 years, has been named manager of the com pany's new chemical plant now under construction near Houston, Texas, and scheduled to go into operation next year. In his new capacity, Mr. Armstrong will be in charge of the production of tetraethyl lead and the other specialpurpose chemicals to be man ufactured at the Houston fa cility. This plant, like the one at Baton Rouge, will be com pletely integrated for the manufacture of "Ethyl" anti knock compounds. Mr. Armstrong is a gradu ate of the University of Flor ida, having obtained his B.S. degree in chemical engineer ing in 1938 and his master's degree in 1939. He joined Ethyl Corporation in the latter year, being first assigned to the Research Laboratories in Detroit for a period of three months. Upon his transfer to the Ethyl plant in Baton Rouge, he served as a data engineer and operations su pervisor, and subsequently was promoted to superinten dent of ethyl chloride opera tions. He has held the latter position since 1945. Mr. Armstrong's member ships include the American Chemical Society and the American Institute of Chemi cal Engineers. 4 AUGUST-SEPTEMBER 1951 y HOME FRONT AIR FORCE 3 Little heralded, but an integral part of America's air might, is the Civil Air Patrol. From sinking enemy submarines in wartime to performing flights of mercy in peacetime, rely on the CAP. COLLECTORS' ITEMS IN OIL 7 A casual visit to a little New England secondhand store was the start of it all. Now, oilman Ernest Miller's collection of oil memo rabilia is rated one of the largest in the world. CLINICAL AID FOR MOTORISTS 11 The latest addition to Ethyl's parade of educational presentations is a mobile show called the Product-Sales Clinic. Units are tour ing the country to advise service station personnel how to answer unjustified complaints about gasoline and oil as the cause of automotive troubles. IDYL OF AN ISLAND KING 14 This is "must" reading for anyone considering the purchase of an island. Other readers, who harbor no such water-logged ambi tions, will chuckle at the experiences of this island-owner. BUILT-IN OCTANE NUMBERS 16 Here is a capsule review of mechanical octane numbers to date, and a discussion of the avenues open to gaining more such units in future engines. DISPATCH FROM SPAIN 20 A timely, on-the-spot report of Spain's current position in regard to automotive transportation and petroleum. lit order to widen tho Holds of roodor Intorost In ithyl Nows, wo frequently publish articles contributed by writers not associated with Ithyl Corporation. Opinions expressed In signed articles are tho authors'. The editors of the News welcome articles of timely interest submitted from outsido sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies fo improve the antiknock qualify of aviation and motor gasoline Edward L Shea, president; Stanley T. Grassland, vice president and treasurer; Herbert A. Savage, secretary Bor Pat nov IN Lt his nearby plane ii overdu' In I housew sink, pi cheek^ to fly a of the s In Br cal busi: a licens. All tf points a the Civi ETC 32395 I 1951 3 the to 7 the no il ons >ufver of 14 on ib/- 16 ate, nifs 20 ard ntly ion. Hi* 'Ctl. N. Y. omline Born an almost unwanted child ten years ago, the Civil Air across the continent to save the life Patrol, through its countless deeds of mercy and daring, now has won its wings as an official U. S. Air Force auxiliary of a little girl, or of a sick man being flown out of his backwoods shack to a large city hospital, chances are Civil Air Patrol is per n Los Angeles, a dentist sheds I his white tunic and rushes to a Little known or appreciated by the general public, the Civil Air , nearby airport to pilot his privatPeatrol -- or CAP, in this age of forming the act of mercy. In wartime, the CAP is on the job more than ever. During World < plane in a three-state search for an alphabetization -- now flies on 65% War II, its members flew more than overdue fishing party. or more of all search and rescue 24 million miles over water to spot In Klamath Falls, Oregon, a missions in this country. In all kinds -- and bomb -- enemy submarines. housewife leaves her dishes in the of weather, day and night, its mem Their small planes, or "puddle sink, plants a quick kiss on hubby's bers help locate and rescue pas jumpers," were equipped with dem cheek, and dashes out of the house sengers and crews of dow'ned air olition bombs hung from impro to fly as a qualified observer in one liners and military planes, missing vised bomb-racks. In another war of the search crafts. fishing and hunting parties, adven time operation, members of the In Bremerton. Washington, a lo turesome boys who get lost in the CAP'S southern liaison patrol logged cal businessman offers his services as woods -- in fact, anyone who needs more than 30,000 flight hours along a licensed amateur radio operator. help of this kind. the Rio Grande, checking illegal All this activity in such separated CAP performs countless other border crossings between the United ooints adds up to just one thing -- functions, too. When you read States and Mexico. the Civil Air Patrol in action. about a rare serum being raced Still other major CAP contribu- 3 I 1 C 3 2 3 9 G r 1 Air search-and-rescue is one of CAP'S major peacetime func tions. Here, pilots are briefed before taking off on such a mission. Lost or stranded parties spotted by aerial observers are brought to safety by Civil Air Patrol ground rescue squads tions to the war effort were military courier flights, or the flying of mili tary mail and urgent repair and replacement parts between Army bases; towing targets for anti-air craft gunnery and searchlight prac tice; aerial inspection of camouflages and smoke screens; radar training flights; and other special missions that relieved military planes and personnel for combat duty. In any new all-out war, the Civil Air Patrol will be ready to do all these things again, as well as carry out the vital civil defense assign ments that will be entrusted to it. Almost Abolished CAP will be ten years old come December first. This anniversary will find it a potent, respected offi cial auxiliary of the U. S. Air Force. That's a rapid climb for an organi zation that originally found itself a somewhat unwanted baby, and which in 1945, "'ith World War II almost at an end, came within a wingtip of being abolished because of curtailed Air Force funds. Originally organized by a group of over-age or otherwise serviceexempt private pilots and aviation enthusiasts who wanted to serve their country, Civil Air Patrol had been made the air division of the Office of Civilian Defense. Then, in April, 1943, after 17 months of out standing war contributions, it was transferred to the Air Force by Presidential executive order. Con gress, in 1946, made it an official Air Force auxiliary. Today, the foundling organiza tion of ten years ago, can list these assets: A wing headquarters in ever)' state, and in the District of Colum bia, Alaska, Hawaii, and Puerto Rico; a total of close to 1,500 groups, squadrons, and flights lo cated all over the map; and an active membership of more than 52,000 men and women, plus some 38,000 cadets -- boys and girls between the ages of 15 and 18. Just about half of CAP's 10,000 pilots own or operate their own aircraft, ranging in size from tiny single-seaters to the larger DC-3's. ' Civil Air Patrol members are sup- The CAP offers a variety of jobs in the air and on the ground for both men and women. The girl sergeant shown here be longs to a Patrol first aid team plied with surplus G.l. uniforms to wear while performing their official duties, and aircraft owners are re imbursed for the gasoline and oil they consume on authorized flights. But that's as far as financial reward goes. Members want nothing more. They are in CAP for two reasons a love of aviation, and a strong de sire to be of service in times of emergency. Browse through the individual member file cards in CAP's national headquarters record room at Bolline Air Force Base in Washington, D. C., and you'll find that Ameri cans of every age, every walk of life, and every color and creed be long to Civil Air Patrol. Hollywood stars like Brian Donlevy and Mvma Loy are CAPers, and so are golfer Sammy Snead and other sports per sonalities. Clergymen of every faith belong, and many of them, aside from serving as unit chaplains, are active CAP pilots, observers, and radio operators. But, for the most part, CAP is made up of everyday ordinary Americans whose interest is in the air. Civil Air Patrol's activities are so 4 iforms to _'ir official rs are ree and oil ed flights, al reward ing more, reasons -- trong de times of individual s national at Bolling ishington, at Ameri- walk of creed beiollvwood nd Mvma are golfer ports per vert' faith tern, aside plains, are rvers, and the most everyday, se interest ities are so 100,000 cadets. Right now, that quota is about 40% met. At the latest listing. New York led the states in the number of enrolled cadets, closely followed by Mas sachusetts, California, and Michigan. California, on the other hand, is far and away the leader in regard to senior, or adult, CAP members. Texas is second, New York is third, and Florida and Pennsylvania are virtually tied for fourth. High School Course The sole reason for maintaining a 100,000-strong corps of young sters, says the Civil Air Patrol, is to keep a segment of the civilian popu lation air-minded, so that its indi During summer encampment, cadets take "orientation" flights. The CAP, however, does not give actual flying instruction vidual and collective skills can be called upon if and when needed, in either peace or war. widespread and so diverse that even and up and down the entire United As part of this program, high those who have never been up in a States. CAP officials claim that no schools in 43 states, and in Alaska plane, or perhaps have no desire matter how severely enemy attack and Puerto Rico, now offer an ac ever to fly. can render valuable ser or sabotage may cripple other credited one-year course in aero vice. There are administrative de means of communication in the na nautics. Open to students on an tails to be attended to, and records tion, the "ham" network will con elective basis, the course employs to be kept. For those who want tinue to function. the Civil Air Patrol Aviation Study ground work that is more romantic As vital as CAP's senior (age 18 Manual as its text. Some of the and exciting, there are CAP mobile and over) division is to national de teachers are themselves senior CAP support units and the radio net fense and comfort, the emphasis members, and many of the students work to be manned. within the Civil Air Patrol itself to are cadets, although they do not .Mobile support units have been day is on the fast-expanding cadet have to be to take the course. The formed in virtually even' state, and program. The long-term goal is high school training gives thorough their sendees have been offered to the governors of the respective states, to be at their exclusive com Model airplane building -- a part of the cadet program -- has helped teach many of CAP'S younger members something of plane design mand in an emergency. Trained particularly for duty in case of enemy air attack. Mobile Supports have their own portable power gen erators, and rescue, reconnaissance, and communication teams. All will know exactly what to do should an enemy strike. The CAP radio nenvork is manned by amateur operators, or "hams," who belong to Civil Air Patrol. The network, largest in the world, includes 7,000 stations across f iI I I II U. S. air cadets, arriving in Canada, are greeted by their Dominion counterparts. The CAP exchange program helps create an international brother hood of air-minded youngsters coverage in such subjects as naviga tion, meteorology, theory of flight, and communications. In some towns where the regular course is not taught, senior CAP members give weekly after-school instruction. Cadets, like senior CAP members, are volunteers, and may leave the Civil Air Patrol at any time. Al though they wear handed-down Army uniforms, they are subject only to the discipline of the civilian officers of their CAP units, and do not take orders from the military. The only requirements for joining the CAP cadet program are that the boy or girl be an American citizen between the ages of 15 and 18, and that he or she have parents' consent. CAP encourages its cadets and other members to learn to fly, but does not give flight instruction. This the cadet or senior must take, at his own expense, under author ized private flving instructors. Highspots of cadet training come during the summer months. Then, select -- and selected -- boys scatter throughout the nation, even the world, in programs designed to increase their knowledge of, and stimulate their interest in, aviation. Each August, for instance, 120 outstanding male cadets, recom mended by their wing (state) head quarters, visit various foreign countries while that nation's "ex change" youngsters are observing military air operations in the U.S. This year's exchange program in cluded many South American and European countries, as well as Can ada. Simply stated, the purpose of this project is to create an intema- Maj. Gen. Lucas V. Beau, com manding general of the CAP tional brotherhood of friendly airminded youth. Here in the United States, during the summer, thousands of CAP boys and girls spend two weeks in encampment at an Air Force base near their home. Everything is "on the house," except a charge for meals, which the individual or his state or local CAP unit pays. Dur ing the two weeks, the cadets follow closely the military life pre vailing at the base. They live in the same sort of quarters, and eat the same meals and in the same mess halls as do Air Force personnel. Much of the two weeks is taken up w'ith a rigorous 8o-hour course of instruction in such subjects as jet propulsion, radar, meteorology, air plane engine mechanics, aircraft fa miliarization and flving safety. Goal of CAP With an adult organization of proved ability ready to serve in any current emergency, and a far sighted training program for the adults of tomorrow, the Civil Air Patrol is both prepared for the pres ent and preparing for the future. Lucas V Beau, an Air Force major general who is its commander, has summarized the aims of the CAP in these words: "There is a role in the future of aviation for every young man and woman in America today -- whether he flies the airplane, builds it, de signs it, or merely recognizes its importance in our civil and military activities. We in the Civil Air Patrol believe it essential that every American appreciate the facts of life of this air age." \ 1 -! ' -5 2 3 99 in iair The ;/ps lerfers dly air- . during t CAP eeks in ce base j is "on rge for 1 or his s. Dur- caders life pree in the eat the ne mess rsonnel. aken up mrse of s as jet >gy, air craft faty- ition of ;erve in d a farfor the iivil Air :he pres- future. :e major ider, has CAP in uture of nan and whether s it, de nizes its military ivil Air lat every facts of 1 It's only a hobby with him, but oilman Ernest Miller's collection of petroleum docu ments is one of the largest roused from his sleep by the A, insistent jangling of a bell, Ernest Miller threw back the bed clothes and groped for the bedside telephone. "Hello," said a voice. "Can you tell me where Colonel Drake, the oil well driller, was bom?" "Colonel Drake? Sure," the inter rupted sleeper replied. "He was bom in Greenville, N. Y, in 1819." This midnight telephone call to young oilman Ernie Miller hints of his growing reputation as an author ity on petroleum industry history, through his hobby of collecting oil memorabilia. The collection, an ever-growing one, is unique in it self. But it is all the more significant when you realize that Miller is not a professional collector, that what ever attention he pays to his items comes at the end of his work day as a salesman for the West Penn Oil Company of Warren, Pa. Containing more than 2,000 books, maps, letters, pictures and other historical material, the Miller collection is believed to be the larg est private one of its kind in the country. Valued at several thousand dollars, it has made an unusual 7 ETC 32400 Pithole's history and the Rock Oil volume -- each a rare col* lectors' item -- were written soon after the discovery of oil hobby for its owner, who has been acquiring it piece-bv-piece during the last 15 years. Many of the items in the collec tion are real museum pieces. Take Thomas A. Gale's The Wonder of the Nineteenth Century! Rock Oil in Pennsylvania and Elsewhere, for instance. This volume, which Miller rates as his rarest, is one of but three known copies in existence. It was written in 1860. the'year after Drake struck oil at Titusyille, and is the first book deyoted exclusively to petroleum in this country. A pile of musty old papers in a little secondhand store in an obscure Maine town was the hiding place in which Miller found the collector's item that started him saving his torical oil pieces. Relatively new in the industry then. Miller neverthe less had a consuming interest in anything to do with petroleum. This he came by naturally, since his father is a lifelong oilman, just as were his two grandfathers. A special representative in New England for the Pennsylvania Grade Crude Oil Association at the time. Miller frequently found himself alone in unfamiliar towns with time on his hands. Not one to waste an opportunity like this, he took to fre quenting book stores, secondhand shops, and country auctions. Treasured Find Browsing around this particular Maine store one day, he unearthed a valued 8o-year-old oil company stock certificate. One of many such items in his collection now, that early discovery' had Miller jumping with joy. It was a certificate for three shares of stock in the Pennsyl vania Rock Oil Company, the firm that commissioned Colonel Drake to drill for oil. The certificate, dated Dec. 2 2, 1855, reportedly is the only one to have survived the 96 years. Thirty-nine-year-old Ernie Mil ler has devoted countless spare-time hours to traveling and letter-writing in quest of worthwhile mementos of the early days of oil. Adding to the collection today', however, is easier than it used to be. "At first booksellers seemed only little interested in petroleum, and I had to hunt and dig for every item," he explains. "Time and effort have paid off, however. Now many book men send me everything they find dealing with petroleum. Librarians bring items to my attention and so do book scouts, auctioneers, antique dealers, and friends." For several years the indefatiga ble Miller searched in vain for The History of Pithole. This was the only book written about and printed in that fabulous western Pennsyl vania town that sprang from cow pastures, mushroomed to a commu nity of 15,000, and then disappeared completely, all in a brief space of two years back in the 1860s. All copies of the book seem to have disappeared from the face of the earth. Then, one day he sauntered into an out-of-the-way antique shop and found not one but two copies standing side by side on a shelf. Part of the value of the Miller collection can be attributed to the variety of its material. For instance, the personal feelings of early oil speculators, not easily discernible in standard industry histories, come to light in a perusal of some of the col lection's letters. Written to families and friends back home, they reflea something of the hardships and heartaches early oil prospectors en dured in their quest for black gold. You can read what one Captain Daniel Jones experienced. Writing from Rouseville, three miles from Oil City, on a Sunday afternoon in April, 1865, he sorrowfully in- 8 f f v s n c. ti w tf tu re Jo nu Eg sol *3 doof mh of is ; the mer try of ETC 32401 96 vean. mie Milpare-time -r-writing mementos Adding to wever, is med only am, and I ery item," "fort have any bookthey find Librarians on and so rs, antique ndefatigan for The was the id printed Pennsylrom cow i commusappeared space of :86os. All i to have re of the sauntered :ique shop vo copies shelf, he Miller ed to the instance, early oil -emible in come to if the colo families :ey reflect hips and ectors enlack gold, e Captain . Writing dies from afternoon vfully in- formed his wife back in Boston that his well "pumped water for a little while, and then gassed very strong. Shortly after, it threw up oil and mud about ten feet and then came clear oil. But after pumping two or three barrels, it stopped short and we have not been able to get any thing out of it since." After reporting this disheartening turn of events, the letter goes on to relate the type of thing that kept Jones and other speculators opti mistic. "Just think," he wrote, "Dr. Egbert, who owns half with me, sold i/12 of a well 18 rods away for rarity, the Peckham report is never theless valued at from $ij to $25 a copy on the strength of its extraor dinarily complete bibliography of nearly all types of oil literature and its descriptions of early drill ing methods, refining processes and other developments. Not all of the items in his collec tion are of a technical and purely historical nature. Some, like the complete collection of dime novels with an oil background, give the material a lighter side. Eight in num ber, the thrillers of the rags-toriches Horatio Alger era boast such count of right triumphing and vir tue being rewarded," Miller relates, "Harry Dane, a poor Indiana farm boy, becomes a highly successful oil producer. But after refusing to sell out to unscrupulous competitors, he is beset by such difficulties as at tempts to set fire to his properties; competitors buying up the pipelines and refusing to transport his oil; a railroad tank car full of nitroglyc erine sent careening into his prop erties; and kidnappers trying to make off with him and the key offi cers of his firm. How the modest hero manages to thwart these and St00,000." A copy of the first government document on petroleum, the Report of the United States Revenue Com mission on Petroleum as a Source of National Income, issued in 1866, is another of Miller's rarities. But provocative titles as Fred Feamot and the Oil King, or, The Tough Gang of the Wells; Struck Oil, or, The Boy Who Made a Million; and The Bradys in the Oil Country, or, The Mystery of the Giant Gusher. Of the many different types of other attempts to ruin him and his business, retains his fortune and en ables his company to pay substantial dividends, make up the plot of this particular thriller." A Light Note the most comprehensive govern ment document of all on the indus try is the famous Peckham report of 188:, another Miller item. No - cent* oil memorabilia, the dime novels are currently the most sought after, according to Miller. The fact that they are relatively inexpensive is obviously one reason for their pop ularity among collectors. The plot of Struck Oil, or, The Boy Who Made a Million is typical Another segment of the light side of the Miller collection is its com plete file of 14 oil-inspired songs of the middle 1860s. Practically un heard of todav, most of them en joyed only limited popularity when they were written and soon died out completely. of the dime novels. "In this ac The Petroleum Court Dance, one of these pieces of sheet music, con Reading by the light of an old kerosene lamp, many a boy has thrilled to the old dime novels about oil. Miller has eight of these in his collection tained advertisements for the New York, Philadelphia and Baltimore Consolidated Petroleum & Mining Company. The firm's properties were pictured on the brightly litho graphed cover. The back pages gave a detailed description of the oil territory' owned byr the company and hinted of good returns for the prudent investor. Still other songs f were titled Have You Struck lie?; lie, or Way Down in Bennsylvany; Petroleum's What's the Matter; and t i Petroleum Gallop. In harvesting his collection, Ernie \ Miller has learned that even the r I most unlikelv looking papers some times prove interesting. A statement 9 ETC > 2 4!) 2 I I issued by the Downer Kerosene Oil Company of Boston in 1860, setting forth that company's claim to ownership of the name "Kerosene," is an example. An announcement on the reverse side warns that "Whereas. Kerosene is the Trade .Mark; and. whereas, it has come to our knowledge that other persons, either fraudulently or through ignorance, are selling in the market under that name common Coal Oils, of dark color, offensive smell, and poor quality for burning or lubrication; and Kerosene Oil adulterated with Camphene, Burning Fluid, Coal Tar, Rosin Napthas, Fusil Oil and other deleterious substances, to the damage of both ourselves and the consumers: The present is to Caution our customers and consumers generallv. against said imposition; and we would request, that when doubt exists in regard to having obtained the pure Kerosene Oil, that samples be submitted to us for examination, and proof furnished, that the proper legal measures may be taken to protect us in our just rights against all persons unlawfully using the same." Miller has devoted one complete section of his historical oil materials to maps that date back to the time of the very first oil wells. Many of the maps are hand drawn on linen. Others are printed in as many as six colors. Carried in the pockets of early oil prospectors, they show hard wear and innumerable folds. One of the most prized of Mil ler's maps is one showing the "Mid dle District" oil field. This coven the famous Cherry Grove field in Warren County which lasted for one year and then declined as rapid ly as it had developed. The field produced 40,000 barrels a day and was served by five pipelines, the largest pumping station in the world, and a narrow gauge railroad before the bubble burst. Miller keeps most of his material in his home, but the collection has grown so large in recent years that he has had to rent office space in Warren in which to store some of the material. Beyond that, he has given part of the collection to a Library. Another part was listed in a printed catalogue that was sent to private and institutional collectors. Some of the material is always be ing sold or is out on loan to indus trial firms, research workers and educational institutions. Although it takes an ever-increas ing amount of his time, Miller's col lecting remains a hobby. But if the wells of northwestern Pennsylvania ever run dry, he has an avocation that he could readily turn into a fascinating and profitable vocation. In addition to gather ing old oil mementos, Ernest Miller has au thored several histori cal papers on the sub ject of petroleum. The title pages of a few of these are shown, right 10 li'TC 3 2403 i on linen, lany as six lockets of hey show ible folds. d of Milthe "Midhis covers .e field in lasted for d as rapidThe field a dav and elines, the i in the re railroad is material ection has years that e space in e some of at, he has rtion to a is listed in vas sent to collectors, always be1 to indusirkers and er-increasliller's colBut if the nnsvl vania CLINICAL AID FOR MOTORISTS A new Ethyl exhibit suggests one means that oil companies may use to dramatize the high quality of petroleum products t's a funny thing about quality. I You can talk about it and write about it. But trying to demonstrate it visually -- to show what actual quality is -- is something else again. Throughout the land, there prob ably is no one who isn't aware that the quality of petroleum today is the very best that modem technol ogy permits. Yet, what could a service station dealer, for instance, do if a motorist drove in and asked to be shown the quality in a gallon of gasoline? No more than he could uncover a con tainer of motor oil and say "see that quality floating around there on top" could the service station at tendant point to the actual goodness in gasoline. If the quality of petroleum prod ucts as such cannot be viewed, it at least is possible to point out the The Produet-Sales Clinic be gins with a review of the operation of the gasoline engine. A special cut-away model (above), shows how each engine part functions Many of the work ing models used in the Clinic are 100 times actual size. Here, an over sized exhaust valve is being displayed. The audience is re minded that while car owners often blame gasoline for valve burning, ac tually this condi tion usually results from improper seat ing of the valve many good things that modern-day gasolines and oils achieve, and the bad things they are not responsible for, in the operation of an automo tive vehicle. As a service to the oil companies which are faced each year with the need to interpret these facts. Ethyl's sales department experimented with dramatic stage techniques as a means of demonstrating the high quality of present-dav petroleum products. The result is the Product-Sales Clin ic -- a unique illustration of one way to interpret the oil industry story Next to be ex plained is the auto mobile's basic igni tion system. The flow of electrical power from the bat tery through the en tire system is shown clearly by illumi nated wires. Service station men who are familiar with the ig nition set-up, it is pointed out, find many opportunities to render extra ser vice to motorists about gasoline and lubricating oil quality. Surveys prove that in instances where a motorist blames a particu lar automotive trouble on the gaso line and oil he is using, that criti cism almost always is unwarranted. The real causes of most such com plaints, it has been established, lie in unusual driving conditions or lack of proper engine maintenance. With that fact in mind, the Prod uct-Sales Clinic discusses each en gine part separately in a series of Right, in reviewing the distributor and its functions, the two engi neers who conduct the Clinic em ploy a large model with movable -- and removable -- parts. The model enables the audience to see exactly what takes place in side the distributor as the spark is either advanced or retarded More and more, replacement spark plugs are becom ing an important sales item to ser vice stations. For that reason, the Ethyl service show pays considerable attention to plugs -- and the need for dealers to supply plugs tailored to the operating re quirements of each individual motor ist's automobile demonstrations designed to give the audience a more intimate knowledge of their workings. Not only does the Clinic explain whv petroleum products are seldom, if ever, at fault for mechanical failures. It also points up, on the affirmative side, that pe troleum products impart added op erating ease to most engine parts, so long as a vehicle continues to re ceive the proper attention. A visual demonstration of petro leum products and engines in action, the Clinic explains the interdepen dent relationship of fuels, lubricants, and engines. 12 ETC o240 ricating oil n instances , a particun the gaso. that criti\warranted. such comished, lie in ms or lack nance. 1, the Prodes each ena series of At the outset, the audience is taken on a verbal tour of an engine to give "a clear picture of the job the working parts have to do and how they affect your customers' satisfaction with your products." Then follows a discussion of the various parts and why their im proper care sometimes leads to un justified motorist complaints against gasoline and lubricants. The use of huge working models (some ioo times actual size) painted a variety of brilliant phosphorescent colors, special lighting effects, and other modem stage techniques all help to make the discussion more fully understood. The model carbu retor, for instance, is 36 inches high and is made of plastic. Through the use of colored liquid, the audience is able to see clearly the job the car buretor does in formulating the fuelair mixture, and why, if this unit is not operating properly, it can cause car troubles that the layman might be inclined to blame upon the pe troleum products he is using. Right, a vivid picture of what happens to ail under even normal driving conditions. In this demonstration, water, unburned gas oline, dust, carbon, and metal particles -- all absorbed by oil in an operating engine -- are added to clean oil, and the entire lot whipped together. The result: oil that should be changed at regular intervals Left, this cut-away view of the carbure tor aids in point ing out some of the troubles that can occur in this unit, and perhaps result in unjust criticism of gasoline and oil by the auto owner i to give the e knowledge t onlv does petroleum ever, at fault It also points ide, that pe rt added oprine parts, so inues to re ion. on of petrones in action, interdepens, lubricants, | i h f An actual engine demonstration of the extra value of "Ethyl" gasoline rounds out the Product-Sales Clin ic. The Clinic is the story of fuels and engines in ac tion, and serves as one example of how the quality of petroleum products can be dramatized Some of the principles discussed in the Product-Sales Clime are fa miliar to many, but not everyone understands ail phases of the fuelengine relationship. Thus, those who witness the educational presentation can expect to gain a new insight into the rich role that gasoline and oil quality plays in the mighty drama of automotive transportation. That information, in rum, should help those in the oil industry to an swer erroneous complaints about petroleum products, and to help motorists achieve maximum car per formance through the use of the best grades of fuels and lubricants. 13 FTC 32406 9<hfl 0} m kklmd Ktw| ome people may still have their S vacations before them, but, me. You don't have to be crazy to run a private little isle all I've just had mine -- on my own pri your own. But -- take it from vate little island. one who knows --it helps As usual, after my annual adven ture in the offshore wilds of Maine, By Norman Odell I find it somewhat trying to re adjust to civilization with its ra fish myself groggy, sleep, and eat zors, electricity, and television. But delicious meals. I wouldn't exchange the fun I have Ah, me, I didn't know when I on mv vacation island for all the was well off. Dagmars in the world. During one of my exploratory I've learned a pile of things -- sorties on the lake in pursuit of most of them the hard wav -- since scrappy small-mouth bass, I hap that dav, a few years ago, when pened upon a small, abandoned is I first set eves on "the island." I've land. Almost obscured by huge learned that vou'll be much happier pines, spruces and balsams was a on an island if vou are a combina beat-up four-room cabin, its win tion marine navigator, long-distance dows boarded, porch sagging, chim swimmer, outboard motor mechan ney half gone with the wind. ic, carpenter, plumber, woodsman, To sneak a look inside I started to zoologist and weather prophet. A pry loose one of the window boards. sprinkling of that old pioneering Three black things smacked me in spirit will help, and if vou're at least the face. When 1 had extricated my half crazv, so much the better. self from unattached porch flooring I saw that thev were bats -- the healthiest specimens I'd ever met. As I hate bats more than anv- thing, except maybe turnips, this en counter would ordinarily have been enough to discourage my island owning ambitions. But an imperti nent island-bound red squirrel, perched on a nearbv tree, laughed hideously' at mv plight. Then and "/ decided to own this . . there I decided I would own this island and bring forth upon it a I didn't know all this, of course, lovelv vacation hideaway. when I bought my island. My first Reclining on the defunct porch, taste of such life had been as a propped against a trembling roof pampered guest on a beautiful isle support, I began to envision mv in one of the big, wild lakes of east island five years hence. There would ern Maine. Under those circum be a sleek mahoganv speedboat stances, I flourished on island life moored at the dock, several smaller because guests don't have much craft fitted out for fishing in luxuri work to do. All I did. in fact, was ous comfort, and a few select guests in the best Abercrombie & Fitch togs sipping drinks served by an Algonquin Indian chief in full cere monial dress. As things have turned out, my daydream overlooked a few details. For instance, there's no electricity on an island two miles from the "A man can dream .. Maine wilderness shore unless you build your own private utility plant And there's no indoor plumbing, no nearby grocery or delicatessen, no mail delivery or garbage collection, no telephone. According to veteran islanders, though, you can get along nicely without these things. What most of us call "conveniences" are really just the opposite, thev sav. And rid of the so-called conveniences, you're free of the struggle with machinery that's usually out of order, clocks, trains, and a hundred other annoy ances that make fertile ground for ulcers. With a little rationalizing, I've accepted this viewpoint. The devious route I followed in tracking down the former owner of my island would befuddle a Maine guide, even one equipped with a bloodhound. The owner, when I fi nally located him, turned out to be a city chap who'd bought the island five years before as a present for 14 ETC 32407 & Fitch d by an full cere- out, mv w details, .lectricitv from the inless you ility plant, mbing, no tessen, no collection, islanders, ng nicely at most of really just vnd rid of es. you're machinery er, clocks, ler annoyround for ionalizing. lint. allowed in r owner of le a .Maine ed with a when I fi- 1 out to be : the island iresent for his wife. His wife, it turned out, was allergic to outdoor life. She wouldn't think of getting more than two hundred feet away from her department store or her automatic washer, and "slacks" wasn't even in her vocabulary. Consequently, neither of them had ever set foot on the island. At first, he refused to believe me when 1 told him the cabin was still standing. He told me it had been built originally in the early Twenties by an outdoorsman who disappeared and let his taxes go unpaid after spending twenty-two consecutive rainy days there. There was some gossip about suicide, but I didn't get the whole story. The owner and I dickered about the price, eyen though I had the feeling he'd have forgotten he ever owned the place if I hadn't come snooping along. After a few' drinks, he met my terms. I gave him $500 for the island and he threw in an old boat, a 1926 model outboard "We dickered about price .. motor, and his half of the year's taxes. The latter came to $4 and some odd pennies. I had an island! Having bought it, I now' had to sell it to my wife. This took some what more finesse. Typical of the practical little woman who puts up with a husband's whims --which she doesn't pretend to understand -- she met my announcement w'ith such "Kids can unfix more thingt.. silly questions as: "Why did you have to buy an island 600 miles away?" and "How can we keep but ter without a refrigerator?" I'd expected some such reaction, and was prepared. After I straight ened her out about the truly worth while things in life, treated her to a mink coat and a new convertible, she became quite agreeable. Our first summer adventure on our island wasn't what some would consider a "vacation." Re-covering the roof so rain wouldn't pour through onto the springless bunks took ten days, with time off here and there for chopping wood to keep us from freezing on nippy July nights. Building a temporary dock of spruce trunks with a scout knife, dull axe and rusty nails required a couple more days, two barked shins and a case of chilblains. Keeping the ancient outboard motor wheez ing consumed a good pan of what should have been a half-hour trip, each way, to the village to stock up on perishables every other day. Fishing, somehow, didn't take up as much time as I had hoped. By taking it easy and conserving our strength eleven months of the year, we've managed to accomplish quite a bit on our island during vaca tion weeks. When we left this sum mer we had the place liveable, in a manner of speaking. Of course, Maine winters can be pretty rigor ous. We may find on arrival next year that windstorms, forty-below- zero temperatures, and several feet of snow and ice have done minor damage such as tearing off the roof, capsizing the outhouse and splinter ing the dock. One thing we can count on -- the bats will be there to welcome us. We've faced all this before and we can do it again. There are dam few things that can't be fixed during a summer vacation if you're willing to put in eighteen-hour days and have your heart in it. We know the fishing is good. We've talked to peo ple who have a place on the shore and who have time to fish. Since there were rumors that last winter had been a mild one in our part of Maine, we took along our own trouble this year just to keep in trim -- our two boys. They can make more things to fix than the worst winter Maine ever saw. But we're already looking for ward to next summer's island junket with a sort of breathless expectancy. We'll take along all the things we've forgotten in other years: a larger car with heavy-duty springs that won't collapse under a 900-pound load of duffle, an air rifle to shoot inquisi tive bats off the rafters so we won't have to depend on a fish net strapped to an oar to bag the little monsters, and a dozen pails to tote water in case the pump handle still sticks. Most important, we hope to taie along a new kind of courage that comes from pitting one's strength and matching wits against an island that wants only to be left alone. "Looking forward to next year .. 15 ETC 32408 Design and structure changes which enable engines to make fullest use of current fuels add up to what we know as mechanical octane numbers There is nothing new about me chanical octane numbers so far as automotive engineers are concerned, here was a time when it was Tunnecessary to specify what but it is only recently that the gen eral public has heard the term. It kind of octane numbers one wais not an easy term to define. How talking about. An octane number ever, in a paper before an American was an octane number -- a unit of Petroleum Institute group earlier the antiknock quality that the pe this year, C. L. McCuen, general troleum industry built into gasoline. manager of the Research Labora Now, motorists are beginning to tories Division of General Motors hear about two different kinds of Corporation, gave what many con octane numbers -- mechanical and sider a readily understood defini chemical. Most car owners, while tion of the phrase. they may not have heard them de scribed as such, have at least a What They Are nodding acquaintance with chemi He explained mechanical octane cal octane numbers. They under numbers this way: stand, generally, that these are "Anything we do to the engine provided by the refiner -- and are which will allow it to operate with obtained bv blending "Ethyl" anti out knock on lower octane fuels, knock compound with finished gas we sav increases the `mechanical oline, and by employing modem octane numbers' of the engine. petroleum refining processes. These are built into the engine by the automotive engineer. As a mat ter of fact, ever since the problem of knock was recognized, automo tive engineers have attempted to control it through mechanical de sign. In doing this, we have aimed at maximum utilization of the fuel octane numbers supplied by the pe troleum industry." Just as the petroleum refiner has increased antiknock quality and otherwise improved his gasoline year after year, so has the automo tive engineer developed changes in engine design and structure which have allowed automobile power plants to take fuller advantage of available fuels. Each individual im provement in fuel quality and en gine design has been significant in itself. But, it is only when these gains are considered as a whole, and over the span of the last 25 years, that the big result stands our clearly. Then, one can appreciate why the constant joint progress of the petroleum and automotive in dustries has made it possible for 16 ETC 8240: wf pla be CO: the of am fue ces km eff. hig IS As a mat.e problem j, automoempted to lanical delave aimed of the fuel by the pe- refiner has uality and is gasoline le automochanges in cure which iile power vantage of ividual imtv and enjnificant in when these s a whole, the last 25 t stands out appreciate progress of omotive injossible for two gallons of today's gasoline to do the work of three gallons of 1925 fuel, and for average compression ratios to be 60% greater than those of a quarter-century ago. During recent months, the results of the Ethyl Corporation's exten sive work in the field of mechani cal octane numbers have been placed before key personnel of oil com panies throughout the country. Earl Bartholomew, general manager of the Ethyl Research Laboratories at Detroit, and other company repre sentatives are conducting this pro gram. For those who desire it, their technical presentation, entitled `'.Mechanical Octane Numbers," is available in booklet form from the company's regional offices located in New York, Chicago, Tulsa, and Los Angeles. To appreciate the significant role which mechanical octane numbers plav in automotive progress, it must be remembered that these units are considered to be improvements in the design of engines which do one of two things: i. Result in better acceleration and hill-climbing ability or lower fuel consumption without the ne cessity of using fuel of higher anti knock quality; or Enable engines to make more effective use of gasolines having hisrh "sensitivity," such as those in ~~D In Ifs research, Ethyl conducts engine tests using cylinder heads which incorporate various combustion chamber designs general use today which have a con siderably higher rating by the Re search than bv the Motor method. Examples of improvements in en gine parts that provide mechanical octane numbers of the first type are centrifugal and vacuum spark-ad vance mechanisms that retard the spark timing at low speeds and full throttle -- when the tendency to knock is usually the greatest. The mechanical octane numbers thus gained permit the use of a higher Chemical and mechani cal octane numbers have brought about note worthy changes in en gine size, compression ratio, and fuel mileage The modern engine (out lined here against a 1912 model) develops more than twice as much power in less than half the size compression ratio than would other wise be possible without fuels of higher antiknock quality. The Second Type Certain design changes which have had the general effect of re ducing operating temperature have added mechanical octane numbers of the second type -- those which enable engines to make more effec tive use of modem highly sensitive gasolines. Among these design changes are the substitution of down-draft car buretors for the up-draft type, the extension of water jackets to the full length of cylinders, and the replace ment of multiple-baffle mufflers by those of the straight-through type for more rapid evacuation of ex haust gases. Another change that has long offered possibilities for more me chanical octane numbers is in com bustion chamber design. Research has demonstrated that if increased 17 ETC 32410 SAVINGS TO CAR OWNER 2870 EXTRA MILES PER YEAR As illustrated by this sketch, increased engine efficiency since 1930 alone has helped the motorist stretch his gasoline dollar greatly The history of engine design shows that most power plant developments which bring about better utilization of fuel antiknock quality at any particular octane number level also enable an engine to yield an unusu ally high gain in fuel economy from gasolines having higher antiknock quality, if the compression ratio is properly adjusted. When fuel anti knock quality in the above tests was raised to 92.8 octane number, along with the appropriate increase in compression ratio, the 1930 engine yielded almost a 47% greater in crease in miles per gallon than did the 1939 power plant. Better TEL Use turbulence can be imparted to it, the intake air-fuel mixture will bum at a faster rate. This reduces the time during which knock-inducing high temperatures may be built up in the combustion chamber. Com bustion chamber designs that in crease turbulence and speed up combustion thus make it possible to use higher compression ratios with anv given fuel. They also en able engines to make better use of sensitive fuels and so achieve as much as 30% greater fuel economy. Ethvl's many laboratory and road tests highlight some of the improve ments in automobile performance which result from added mechan ical octane numbers. 1950 vs. 1921 In one comparison, the perform ance of a 1921 automobile was mea sured against that of a 1950 model equipped with an experimental en gine of advanced design for which a number of cylinder heads, with a range of compression ratios, were available. When the compression ratio of both engines was 4.5 to 1, the older engine knocked consider ably on a low-octane fuel of the type used in its day, while the heavier 1950 vehicle was knock-free on the same gasoline and showed better acceleration and fuel econ omy, thanks to its added mechanical octane numbers. In another series of tests, the per formance of this same 1950 model experimental engine was compared with that of a standard production model 1939 engine. Because of the additional mechanical octane num bers built into the modem engine, both its power and economy were significantly better than those ob tained on the 1939 engine at the highest compression ratio suitable for use with gasoline whose anti knock quality (78.3 octane num ber) was similar to the average pre mium fuel available immediately prior to World War II. If the 1930 engine had been in stalled in the 1939 automobile, ac celeration, hill-climbing ability, and fuel economy would have been im proved by at least 10%. If the rearaxle gear ratio had been changed to maintain the same level of accelera tion after the modem engine was installed, gasoline economy would have been improved still further. The ability of the modem engine to make better use of improved fuel antiknock quality results in a more efficient utilization of tetraethyl lead. The addition of three milliliters of tetraethyl lead to a base stock of the current type of premium gaso line permitted a rise in the compres sion ratio of the 1930 engine that yielded an 18% increase in fuel economy. This was 30% greater than the economy' gained by a cor- OUR COVER: Lobster pot buoys drying out at Provincetown, Cape Cod. Kodachrome by' A. Devaney, Inc. OUR PIC TURES: Pages 3, 4, 3 and 6, courtesy Civil Air Patrol; pages 7, 8 (except old Penn sylvania oil scene), 9 (except woodcut), and 10, courtesy Ernest Miller and Gel Howell; pages 14 and 15, illustrations by George Meese; page 17 (bottom) and 18, courtesv General Motors Corp.; page 20, Philip Gendreau; pages 2021 (bottom) and 21 (top), courtesy Spanish Tourist Of fice; page 22 (top), Oliver W De Wolf; page 22 (bottom), courtesy California Texas Oil Co., Ltd. 18 show's iments ization it any el also unusuv from iknock ratio is si antists was , along sase in engine ter inlan did engine ed fuel a more :raethyl illiliters tock of :ti gasoimpresne that in fuel greater v a cor- pot incerome t PICnd 6, itrol; ?ennxcept irtesy iwell; ations re 17 irtesy page es 20top), t Ofer W. tom), as Oil responding increase in the compres sion ratio of the 1939 car. While great advances have been made in adding mechanical octane numbers to engines in recent years, several possibilities remain for de veloping still more. One avenue that has been ex plored for a number of years is a dual-fuel system. This would add a secondarv fuel of higher antiknock quality, or a fuel additive (such as "Ethvl" fluid), during that brief period of engine operation when the tendency to knock is the great est. But such systems have largely been limited to experimental use, because of the cost and complica tion of the extra "plumbing" in volved. Also, after quick opening of the throttle, there is a momentary lag in the flow of the secondary' fuel into the cylinders, with the result that knocking may occur during this period. While it is generally agreed that improvements in combustion cham ber design, as mentioned earlier, add mechanical octane numbers, com plete advantage of this type of en gine alteration cannot be taken un til the problem of carbon deposits is licked. This problem is one that is as old as gasoline engines them selves. Over the years, the knockinducing carbon deposits have been combatted with varying degrees of success by a number of chemical and mechanical means. The most satisfactory solution to the problem, however, would be to modify all gasolines and engine oils so that they would reduce the tendency of deposits to cause an increase in knocking. Need Combustion Data Another possibility for more me chanical octane numbers is in the design of a distributor that would minimize variations in spark timing in the different cylinders of an en gine. If this can be done, engines will be able to take even fuller advantage of the greater potential power in premium gasoline. The basic research on combustion currently being conducted is an example of oil-automotive industry cooperation that promises to pro vide future benefits for motorists. Strange as it may seem, little is really known about the process by which gasoline bums in the internal combustion engine, although this process is fundamental to an en gine's operation. Fuel and engine technologists are convinced that it will be possible to build better en gines that will utilize better fuels once additional fundamental infor mation about the combustion proc ess becomes available. With this goal, the laboratories of the two industries are carrying on a variety of projects aimed at producing such data. The increased knowledge that comes from this and other research will form the foundations upon which fuels and engines of tomorrow will be built. NEW SALES TRAINING CENTER As a service to the many oil companies which have home or regional offices in New York City, and to local automotive groups, the Eastern Region of Ethyl Cor poration's sales department has opened a permanent meeting and training center, centrally located in mid town Manhattan. Occupying the first floor of the four-story structure at 234-24-0 East 39th Street, in the Grand Central area, the new Sales Training Center offers both Ethyl and customer oil companies a convenient and ready location for the conduct of sales promotional and educational meetings. The Center will be nnder the general supervision of William J. Rusher, of the Eastern Region. Formal opening of the Sales Training Center will take place late in August. At that time, oil company representatives in New York will attend special show ings of the Product-Sales Clinic, a new Ethyl Cor poration service program (see page 11). Thereafter, the auditorium will be available for the presentation of this and other Ethyl shows and services, and for use by oil companies. There is adequate seating space in the auditorium for 100 persons, plus all the room necessary for any exhibits and stage presentations. Chassis dynamometer facilities will be available to aid in the solution of engine complaints, and for those meetings which re quire the indoor operation of a motor vehicle. Stor age space is ample, and an unloading dock at truck tailboard height makes it easy to deliver and remove heavy items to be used at any gathering. Public lots and garages are conveniently located for the parking of private automobiles. In instituting the Sales Training Center, Ethyl does so in the hope that it will prove of value and con venience to the area's oil companies. 19 ETC 3 2 4 i i ft T!tr -J0 DISPATCH o SPAIS 0 1O \ \ \o \ >0 ui By Olive Ainerican Mr. DeWoli. a vet ^ ^ itee /Ed note--M * . now on o , ^ follows Th. "Cd "t ,o o sssr^ ri MADRID--An ancient Chev rolet, vintage 1928, wheezed up in front of Madrid's luxu rious Palace Hotel to dis charge passengers.A curious Spanish-speaking American asked the driver what he wanted for the outmoded taxicab. Without hesitating, the driver quickly reeled off a peseta figure. After a pause for some mental arithmetic, the American exclaimed in amazement: "You want $1,500 for this cab ! Are you serious?" The driver was. In Spain today, a small prewar Citroen is valued by its owner at $1,250. The op erator of an equally elder ly, but much larger, Hotch kiss appraises his vehicle at 55,000 to 60,000 pesetas, but volunteers that the own er would not sell it for less than 100,000--around $2,500 at the free market exchange rate of approximately 40 pesetas to the dollar. The age of these vehicles and the asking prices are indica tive of the state of Spain's motor transport. For a population of more than 28 million, Spain has an estimated 110,000 ve hicles, of which only about 60,000 are passenger cars. Virtually all automobiles, with the exception of those owned by the government and the extremely wealthy, are obsolescent if not downright obsolete. The Spanish manu facture no cars--although they hope to do so--and their truck production falls far short of making up for the annual attrition of the 50,000-vehicle fleet. Last year, Spain imported only 1,542 trucks and 2,768 cars, less than one-third the num ber considered necessary as replacements. Trucks are valued at roughly twice their domes tic United States price, while automobile selling prices are astronomical. A *1 ,600 American car, for in stance, requires an outlay of $6,300 in dollars plus 33,500 pesetas, the equiva lent of $840 more. This in cludes customs duty, a com plicated Spanish import levy called Fondo de Retourno (which figures out at 20 or in outlay 3 plUS quivais ina cornimport :e Reout at 263% of the original price), a luxury tax, and the car itself. The reason for the heavy fees is not primarily to provide money for the gov ernment, but to discourage private individuals from importing cars because Fran co's government is short of foreign exchange. Needs U.S. Aid Spain can make few, if any, improvements in her motor ized transportation without outside help, and that pri marily means aid from the United States. While the Spanish government to date has preferred to treat its requirements for economic and military assistance sep arately in conversations with American officials, transportation must be taken into account in both. It is the bridge between the two types of aid, without which neither can do its job prop erly in a common defense effort. Spain must have more and better highways and trans port, as well as increased and improved railroad trackbeds and rolling stock. She also needs more petroleum to meet immediate needs, to say nothing of the oil that will be required in future years for a growing population and an ambitious industrializa tion program. isaSSsfe-.'---= V*I,, With the castle of Coca, near Segovia, as a backdrop, a plodding donkey end a modern bus offer this striking contrast of transportation progress Gasoline is rationed on a vehicle horsepower basis. The basic allotment, which has been increased and de creased from time to time in accordance with the supply position, now ranges from 15 liters (approximately four U. S. gallons) to 250 liters a month. In addition to the ra tioned supply, there also is a black market in gasoline for motorists who can afford to pay five or five and onehalf pesetas a liter, or ap proximately one peseta more than the legal price. Visiting motorists are required to get government gasoline coupons, which, in Madrid, means a trip to the Banco de Espana, the only agency authorized to issue them. This is both a slow and an expensive arrangement. An American must pay for his "tickets" in dollars at an exchange rate less favor able than that of the free market -- an example of Spain's multiple exchange system which so complicates the import-export transac tions. It figures out to $18.40 for 100 liters, or approximately 70 cents a gallon. The "tickets" are For the capital of a country that has only about 110,000 motor ve hicles, Madrid presents a picture of considerable automotive activity exchanged for gasolina at a filling station. Occasion ally, it's possible to get fuel without coupons, but the motorist always runs the risk of finding himself with an empty gas tank and a "ticket - minded" filling station operator at the same time. The quality of motor fuel throughout Spain is fair, but that of lubri cants, unless they are im ported, is dubious. Road-Building Plan Madrid is the hub of the Spanish highway system, most of which was constructed be tween 1926 and 1932 and now is in varying states of de terioration. The highway leading from San Sebastian to Burgos to Madrid is, on the whole, relatively good. By contrast, motorists are advised not to try to drive from Granada to Valencia be cause of the extremely poor state of the highway. The government has ap proved a 3.2 billion peseta five-year plan for improve ment of the country's 11,000 kilometers of highway, but modern road-building ma chinery must be imported if the Job is to be accom plished anywhere near on schedule. Much of the high way repair and construction work still is done by hand. 21 ETC 32414 Single gasoline pumps are more common than service stations in Spain. Here, a car is being fueled from such a pump on the road to Toledo Spain has no oil wells of its own, and thus depends entirely upon offshore crude and processed petro leum with one important ex ception. This is the oilbearing shale near Puertollano in the province of Ciudad Real, south of Ma drid. The Empressa Nacional de Calvo Sotelo, a subsid iary of INI," the state's Instituto Nacional de Industria, has set up a plant in the area and is now pro cessing about 1,000 metric tons of shale a day. This production is expected to be doubled when the plant finally goes into full oper ation. A French-controlled plant, although with a smaller capacity, also is operating in the area. There also are plans to build a plant for processing lig nite in northwest Spain, and additional oil drilling op erations are contemplated despite the failures of the past. In another move toward greater self-sufficiency in petroleum, refinery opera tions have been stepped up. An American company, Caltex Oil Products Co., holds a 24% interest in a refinery near Cartagena, which started operations last year. The initial through put was 5,000 barrels of crude daily, processed into low octane motor gasoline, gas oil, fuel oil, and kero sene. When completed, prob ably by the middle of 1952 if materials are available, the refinery will have a 30,000 barrel-a-day capacity and will produce, among other things, a higher octane motor fuel. The Compaine Espanal de Petroleos, S. A., refinery in the Spanish-owned Canary Islands is gradually in creasing its capacity toward a goal of 20,000 barrels a day. Currently this refin ery is processing something between 16,000 and 17,000 barrels of crude oil daily. As a result of the shale and refinery improvements, Spain now is supplying an estimated 47% of its domes tic consumption of processed petroleum products. This compares with only 25% sup plied two years ago. At the present rate of consumption, experts expect that the country ultimately will supply between 80 and 90% of its required petro leum products. One source familiar with the Spanish oil position estimates that the country now consumes 470.000 metric tons of motor gasoline a year; 500,000 tons of fuel oil; 260,000 tons of gas oil; 51,000 tons of lubricants; 62,000 tons of asphalt, and 38.000 tons of kerosene, plus many tons of special petroleum products. This, then, is Spain's po sition today as a visiting American finds it. As time goes on, and relations be tween the Western Allies and Spain continue to improve, the nation may be able to look forward to more and bet ter petroleum products and general improvement in its highway transport system. Below, gasoline and kerosene storage tanks at the re finery near Cartagena. Scheduled for completion in 1952, the refinery will have a 30,000-barrel-a-day capacity Big Shale Deposits The shale deposits are among the world's largest. The Spanish hope eventually to be able to process about 30,000 metric tons of lubri cants, 30,000 tons of motor gasoline, 25,000 tons of aviation gas, and 13,000 tons of paraffine annually. ETC 32415 tly. hale ts, g an messsed This sup- 3 Of peot tely ' and trource .nish that ames lotor ,000 ),000 .,6020,0and sene, :cial 5 poiting time s bes and rove, .e to 1 bets and n its em. STOCKPILING FOR SECURITY Each passing month adds to the strength of the nation's mobilization effort. In many fields of industry, new plant capacity is being completed, new men are being trained, and America's inventories of ready materials, both for the armed services and the civilian economy, grow larger. One of the finished materials now being put aside against the threat of future emergency needs is "Ethyl" antiknock compound. A key product in maintaining the quality of aviation gaso line, as well as that of both military and civilian motor fuel, the usage of tetraethyl lead fluid was restricted on March 1. Since that time all production of tetraethyl lead in excess of the quantities allocated to oil companies by the Petroleum Administration for Defense has been placed in storage as a reserve. Benefited by production records above previous foals, the stockpiling of "Ethyl" antiknock compound is a reassuring and growing reality. To disperse this stockpile for maximum security, two new storage facilities are being constructed. Along with the stor age available at two manufacturing plants and two terminal storage points, these new Ethyl facilities will add room for an additional 15 million pounds of antiknock compound (10 million pounds TEL content). As a further means of insuring adequate supplies of anti knock compounds for both military and essential civilian gasoline in the event of emergency, the Petroleum Admin istration for Defense recently queried oil companies about their willingness to provide tetraethyl lead storage capacity at their refineries. "It is important to consider the dispersal of at least a portion of the reserve at or near the locations of the final mixing with gasoline," the PAD pointed out. The oil industry in America is so large and so widely dis persed that no enemy attack or action can reasonably be expected to reduce the supply of gasoline below emergency requirements. All who are concerned with the maintenance of satisfactory quality for that gasoline, for both military and civilian needs, are aware of the importance of anti knock compounds. The vehicles upon which onr civilian economy moves, as well as military engines, have been devel oped to standards of efficiency and economy which call for high octane gasoline. The PAD program to encourage storage of antiknock compounds at refineries, and Ethyl Corporation's program to provide extra facilities for storage near principal refining areas, are two examples of the mobilization effort which is strengthening our national security. V c<4^<> c'V'*' *5?>. 4-<$ <# ^^/&wUJyf-&i-^Kr/ -A s ,:*'?/& 4 > V /' *- s7 . "SHARE THE KNOWLEDGE" ... a basic principle of Ethyl service For the past twenty-seven years Ethyl tech nologists have been investigating the behavior of fuels, antiknock compounds, lubricants, en gines, and engine components. The knowledge gained has not gone into some vast secret storehouse. Quite the contrary. Bulletins, reports, and other literature flow in a steady stream to refiners, automotive manu facturers, tractor makers, fleet operators and others to whom such technical information is valuable. For example, a total of 56,000 Ethyl Techni cal Notes have been distributed in the past twelve months, and a large number of indi vidual queries have been personally answered. Information in the files of our research labo ratories is available to refiners and their techni cal staffs. Our research people are always ready to consult with them on specific problems. Often we are able to save a refiner considerable time and money because of the information we are in a position to supply. Sharing knowledge of fuels and engines with our customers is one of our most important services! ETHYL CORPORATION New York 17, New York TC 32417 SPECIAL EDUCATION and CHEMISTRY ISSUE The scene above--a black and white reproduction of the four-color view on the front cover--is one common to all colleges and universities these days, as campus walks come alive again with stu dents making their way to and from classes after the summer vacation. The photograph was taken on the campus of Duke Uni versity, which is picturesquely situated amid an 8,000-acre woodland on the outskirts of Durham, N. C. The large, stately building in the foreground is Kitgo Tower. A dormitory, it was named for John Carlisle Kilgo, who was president of Trinity College, the forerun ner of Duke University, from 1894 to 1910. There are no fraternity houses at Duke, so practically all students live in dormitories. Looming majestically in the right background is the tower of Duke Chapel, which rises 210 feet above ground level. The Chapel is a landmark of the South and annually is visited by tourists from all corners of the globe. Modeled after the famous Canterbury Cathedral in England, the Chapel sets the Gothic archi tectural style for the other buildings on Duke's West Campus. In all, the main unit of Duke consists of some 40 buildings, all of them con structed of native North Caro lina stone. EDUCATED AMERICANS OR TRAINED ROBOTS? 4 The answer to which type of graduates our colleges and univer sities ere turning out is provided in this thought-provoking discus sion by Benjamin Fine, the noted education editor of The New York Times. THE TRAIL OF THE ARBUTUS 10 Even though it suggested a theory that proved wrong, the trailing arbutus played a significant role in the development of "Ethyl" antiknock compound. The romantic story of this "successful fail ure" was told during Charles F. Kettering's recent civic birthday party in Dayton. ACS DIAMOND JUBILEE MEETING 13 The long-to-be-remembered 75th Anniversary Meeting of the American Chemical Society is reported in a special 12-page section. ETHYL--AN ADVENTURE IN CHEMISTRY 24 Because Ethyl Corporation is so closely identified with the devel opment and marketing of gasoline antiknock compounds, its corollary role as a chemical producer is not generally known. Here ere reviewed some of the unique aspects of the company's chemical operations. MOST LIKELY TO SUCCEED 29 It takes more than just good classroom averages to succeed in the business world. College graduates--pest, present, and future --should find this article both revealing and stimulating. In ordnr to widen the Helds of reader Interest In Ittiyl Newt, we frequently publish ertides contributed by writers net associated with Ithyl Corporation. Opinions expressed in signed articles are the authors'. The editors of the News welcome articles of timely Interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edword L Shea, president; Stanley T. Cresslend, vies president and treasurer; Herbert A. Savage, secretary t-TC 3 241 9 i 1951 erus- 10 tag W" aillay 13 the ige 24 ^el- its mrn. ly's 29 I In ure L/jij special issue of Ethyl Sews is dedicated to Education and Chemistry. As a corporation, our interest in higher education in the United States is that of both an employer of graduates and of an industry whose existence depends upon the maintenance of the ideals which have made our country what it is today. As an employer and an industry, we are selfishly concerned with the kind of education available today--and tomorrow--to the young men and w omen of America. Because of the competitive urge which impelled the forward pro gress of American industry, employers, up to a few years ago. were interested primarily in well-trained technicians. It was assumed, because of a lack of militant competition between ideologies, that all college graduates were good citizens as well as well-trained chemists, engineers, doctors or teachers. This assumption does not seem to have been justified. Industry has found that technical training did not, per se, encompass appreciative attitudes toward good citizenship. Something seems to have been missing in the educa tion of America's young men and women. Have our colleges and universities neglected their responsibilities to train the "whole man"? Has industry itself been at fault in showing a lack of interest in the type of education that leads * ! to good citizenship? In seeking the answers to questions such as these, we have turned to Benjamin Fine. Education Editor of The Sew York Times and nationally- recognized lay leader in the field of education. K'e believe our readers will be interested in his provocative discussion. Still another stimulating article questions the validity of the conception that high scholastic marks are the sole requisite of the man "most likely to succeed." The major event in the world of Chemistry in recent weeks was the fruitful Diamond Jubilee Meeting of the American Chemical Society. Because of the widespread interest in this meeting among both educators and chem ists, this special issue also contains, in pictorial form, a capsule report of the world-significant ACS assemblage. ntfy *itA. h CCS. N. Y. omline \___ ETC 32420 An outstanding education writer examines our colleges and universities and asks whether they are graduating . . . By Benjamin Fine Education Editor, The New York Times his country boasts rhe best construct bridges and atom bombs. Ttechnical schools in the world. In short, colleges must educate our Students from ever.' part of thyeoung people to be alert, knowing globe enter our professional schools. American citizens. Evervone admits that we have the In the past, all too few of us have scientific know-how, and that most shown any real understanding of of our colleges have the best in the wellsprings of America, or of structors. the best laboratories, and the ideology of economics that has the best equipment monev can buv. made this nation great. The absence But merely possessing the best of college courses dealing with such schools is not enough. It is what matters is an omission that only those institutions teach, and how now is coming into focus. The in thev teach it, that is important. And stitutions of learning alone cannot the plain fact is that, while our col be blamed for this oversight, for leges and universities are producing few businessmen, even though they expert engineers and master scien know the "knack" of free enterprise tists, they are almost completely ig and support this system with their noring instruction in subjects that every energy, can express exactly would make these people educated what it is they believe in. Americans as well as trained tech Fortunately, many schools are nicians. We must do more than send now beginning to recognize the men into the community as scien importance of giving their students tific "brains." We must teach them more than just a technical educa to think beyond their own skills, tion. Some have added courses in and to analyze the issues at the poll the liberal arts, in the humanities, ing booths as studiously as they and in social responsibilities. It is to the public good that colleges are now asking themselves: What value is it to the community, the state and the nation if we send out incom parable engineers who do not un derstand the essential roles of capital and labor in the industries to which they expect to contribute their tech nology? With the world split in two and with the United States fac ing a life-and-death ideological con flict, it is absolutely essential that our technically-trained experts un derstand how to keep the freedoms of democratic tradition alive. nines asks es are c value ite and ncom,ot uncapital The time has come, I hold, for the technical, professional and sci entific institutions of higher learn ing in this country to broaden their educational base far more than they already have done. .Many institutions devote only a fraction of their four-year curric ulum to non-technical subjects. This is the age of specialization. I B know of engineering programs that devote one, or two, half-year courses to non-technical subjects -- just for the sake of the record, per haps. A man can, in many schools, get his engineering degree, or a de gree in forestry or some other pro fession, and have taken, at the end of his four years, only a ij-week course in Business English and an other course in Economics I. The rest is all strictly vocational. Of course, more education in the liberal arts or general education for technical or professional students is not enough. Bv themselves, the lib eral arts will not teach a student to become a "good citizen." Some ^ thing beyond that is necessary'. * There is an urgent need to give | students fundamental courses in t American institutions. They should be taught what democracy means, i what our wav of life truly is, and why it must be preserved. It is high time, too, that our colleges offered technical students -- as, indeed, they should to students in any branch -- real down-to-earth courses on what the American free enterprise system is. how it works, and why it must be defended. Students should be taught that if is not perfect, it is the best system yet devised for free men. This fact should be inculcated in their minds so deeply that they will be ready, without any mental conflict, to de fend this "way" with their very' lives if need be. We need not fear the results of the ideological strug gle if young Americans rightly un derstand the goals, the traditions, and the rich meaning of our demo cratic ideals. Role of Science Put in simpler words, technicallytrained men need to understand the purpose of their sciences in our type of industrial civilization. They must recognize and appreciate the freedoms that Capitalism provides for them and for the other citizens of the free world. They must also see clearly the dangers that threaten us from Communism. When they have been armed with these facts, they will be in a better position to help America yvin the ideologi cal war now being waged. If our technically-trained men kneyv more about the origins, the early devel opment and the sacrifices that have been made to build the United States, they would be more likely to bend every effort to protect it from external as well as internal dangers. Colleges must, even at this late date, begin to acknowledge indus try and business as one of the great facts of America. All too often, pro fessors and instructors are not versed in the ways of free enterprise. This fact was borne out by the President's Commission on Higher Education when it reported, "Thinking college administrators have for years been asking, usually in vain, for teachers . . . with less narrow interests and more intellectual curiosity and aliveness, teachers with more stimulating personalities and more experience with the world off campus." The road ahead is clearly marked. Education and free enterprise must come to understand each other's missions and then join together in a concrete plan of action, if our colleges and universities are to be equipped to provide a full, rich edu cation in the socio-economic phe nomenon that is the U. S. system. I have been talking about a good education for engineers and chem ists. Obviously, everyone, whether a labor leader, a school teacher, a farmer, or a bank president, needs and should have the same education in good citizenship. But this should be underlined: Does it seem too much to hope that men who are training to enter the management ranks of corporations should train also to be leaders in their companies and in their communities so that they can help our society grow stronger, as well as help our tech nology progress? A late survey of 35 leading tech nical schools, located in all sections of the country, reveals widespread interest among educators on the question of how to develop more liberal arts-minded engineers and chemists. Every one of the college officials reached in my study agreed that technical and professional schools have the responsibility to prepare their students for citizen ship as well as to be competent tech nicians. Many college heads indi cated that this was the "number one job" of their own institution. Agree on Value The survey also disclosed that, without exception, the nation's leading engineering deans agree that liberal arts, the humanities and gen eral education courses are important for engineering and other pro fessional students. Without such courses, they pointed out, it would be difficult, if not impossible, for students to get a clear picture of the social, economic and political prob In the 15 years that he has been on the staff oi The Sew York Times, Benjamin Fine has established a re doubtable reputation as an authority on both secondary school and college education. His series of articles on the teaching of American history in i:. S. schools and colleges won the Pulitzer Prize for The Times in 1943 as "the most disinterested and meri torious public service rendered by an American newspaper during the year.'* A native of Sew York City, Dr. Fine holds a bachelor's degree from the University of Rhode Island, and two master's degrees and a doctor's degree from Columbia University. Besides his newspaper articles, he has written several books on educa tion and educational publicity, and has lectured at colleges and universities throughout the country. He is the re cipient oi a number of special awards bestowed by educational organizations and institutions, and has received honorary degrees from five schools of higher learning. lems confronting us. Liberal arts, they are convinced, could give their students vision to see beyond their own technical subjects. Several institutions, such as Rice and Cornell, have established fivevear curriculums for their engineer ing students instead of the tradi tional four-year course. This has been done to provide more time for the students, and thus permit them to take additional courses in the lib eral arts and the humanities. To quote Dr. W H. Masterson, assis tant to the president at Rice: "The new five-year engineer ing program was inaugurated to broaden engineering students in the basic sciences and to widen their knowledge of the humanities. Rice Institute feels that its purpose is to produce a more well-rounded man, as well as a highly competent engi neer. The fifth year provides elec tive courses in the pure sciences as well as in the humanities." California Institute of Technology and Carnegie Institute of Technol ogy have been leaders in providing technical students with a solid hu manistic and liberal arts foundation. Approximately 25 per cent of the engineer's program at Carnegie, for instance, is liberal arts subjects. The late Robert E. Doherty, while he was president of Carnegie, listed as a "must" the intelligent develop ment of values by students during their college years. He viewed it this way: "A democracy which must look forward to meeting the challenge of strong conflicting ide ologies will need a new breed of professional men -- men who not only can perform effectively in the technical part of their work, as they can do now', but who can also make intelligent decisions in the humansocial realm and know' why and on what basis they made them." Yet to state it frankly, despite the few bright spots here and there, professional schools simply are not preparing students to think beyond their technical areas. As Dr. Dohenv once observed: "There is ample evidence within my own observa tions and experience that in engi neering when the student graduates from college, his recognition of the role of values in his life is Little, if any, better than it was when he entered. Indeed, outside of the min istry, I have seen little evidence that the other professions are any bene; off in this respect than engineering." "Uphill Job" How much liberal arts are now offered to technical and professional students? The majority of colleges reached in my survey reported that they offer only between to and 20 per cent. That this is not enough is admitted by college deans. They say, in effect: "We are trying to lib eralize technical training, but it's an uphill job. Tradition is against us." Perhaps. But the times demand curriculums that are geared to fun damental knowledge -- to ideals as wrell as to skills. 6 ETC 3242 :nt of the megie, for jeers. .rty, while :gie, listed t developits during viewed it :v which eeting the cting idebreed of who not elv in the k, as they also make e human ly and on espite the nd there, v are not k beyond . Doherty is ample observain engigraduates on of the ; little, if when he the minence that ny better neering." are now Sessional ' colleges rted that 0 and :o nough is is. They ng to libut it's an linst us." demand 1 to funideals as Much depends upon the attitude of the institution, the administration and the faculty members. Dr. Ray mond Walters, president of the Uni- .Most colleges require specific lib eral courses of their students, al though the amount and number vary considerably. The required courses, as a rule, are based around English, economics, and history or government. In a number of insti tutions, certain elective subjects are permitted. This is particularly true during the first two years. After that, there doesn't seem to be much available time, in any of the col leges, for the liberal arts or the humanities. Encouraging, however, is the fact that the proportion of liberal arts courses has increased in many schools during the last ten years. This upward trend is particularly true among the better engineering colleges. This is in keeping with the best thinking in the field. Engineer ing leaders have recommended that students get at least :o per cent of their college program in the liberal arts and humanities. Do technical students, generally, want to take liberal arts coursesThe answer, sad to report, is no, thev do not. But many colleges have round that when they trv, they can whet student appetites. They can get students interested in the hu manities. and frequently the interest " ill be retained even after the reins are loosened. Courses in the liberal arts seem to open new vistas for the technical students. According to Dr. Walter J. Kohlenberg, dean of the Yale Uni versity School of Engineering, the liberal arts are a part of the cultural and educational background of the Middlebury College (above) and Columbia University (right) are two of the institutions cooperating in fiveyear joint curriculums. A student studies for three years at a lib eral arts college and then moves to a tech nical school to com plete his education human race, as well as are science and engineering. "The problems of modem soci ety stem from the whole of human experiences," adds Dr. Wohlenberg. "To understand and help in their solution requires a broad educa tional background. Thus, we at Yale recognize the desirability of a well-rounded education and believe that, in so far as possible, while still maintaining the professional re quirements, it is essential to carry on the liberal arts." The Real Shortage His views are shared by Dr. C. R Boner, dean of the College of Arts and Sciences at the University of Texas. Says Dr. Boner: "It is my opinion that engineer ing and other professional degree programs should be based on a re quired program in general educa tion consisting of at least one year, and preferably two years. The real shortage is not so much in profes sional people of narrow specializa tions, but in people of broader con ceptions of the social and economic implications of their technology." But it goes beyond the question of liberal arts or the humanities. versity of Cincinnati, put his finger on the problem when he said: "Quite as important as the empha sis on liberal arts courses in engi neering education is the need for a humanistic spirit in teaching the technical courses themselves. Tech nical courses can be given a cultural aspect if there is a quality of hu manism in those who teach them." A new movement is on foot to provide this "quality of humanism." Various colleges are joining with engineering schools to develop fiveyear joint programs. This is known as the 3-2 curriculum. The student gets three years of undergraduate work and two years of engineering study. At the conclusion he receives two degrees -- one from the liberal arts college, the other from the school of engineering. Among the smaller schools, the cooperative program between Illi nois College, a private liberal arts college, and Illinois Institute of Technology is typical. Students who enter this arrangement will attend Illinois College for three years and Illinois Tech for two. Up on successful completion of the five-year program, they will be awarded simultaneously the degree ETC 32424 of bachelor of arts from Illinois College and the degree of bachelor of science from Tech. The program has been instituted so that students will have a wider background in the humanities be fore specialization. Two major ad vantages of the plan are cited bv Illinois College. With a solid foun dation in the liberal arts, the student may become a better specialist than with only technical training. And secondly, the student has three years in which he mav change his goal without loss of time if he finds that he wants another profession. Columbia, R.P.I., Carnegie Tech, Lafavette and several other colleges are supporting the three-two pro gram. Lafayette, for example, plans to cooperate with 15 other colleges in this project. The curriculums of the liberal arts colleges for engineer ing students will be slightlv modified to meet engineering requirements. Despite the urgent need for bet ter educated, as contrasted to trained, technical and professional graduates, the emphasis, even where liberal arts courses are given, is upon the technical aspect of the subject. Frequently, liberal studies in engi neering colleges are offered to make up elementary school deficiencies. Engineering colleges insist their stu dents know algebra and physics. They are not particularly concerned whether the students can read and write English correctly. Recognizing this defect, Dean John Day Larkin, of Illinois Insti tute of Technology, notes that an increasingly complex society makes it impossible to segregate science and technology from their human and social consequences. Face a Challenge "There is no denying the fact that the staff responsible for teach ing the humanities and social sci ences in an engineering college faces a challenge," Dean Larkin com ments. "The glamorous appeal of science and technology is so com pelling that something drastic should be done to preserve the last vestiges of our humanistic culture." Here is a tremendously impor tant field -- one that should receive the thoughtful attention of all in telligent educators and civic-minded industrialists concerned with build ing a better democratic society. The mistaken belief that the government will assure their security is one of the points the author has in mind when he reports that many college graduates do not appreciate the nation's true democratic ideals University presidents and deans art fully aware of the problem. Mamare doing something about it. But, in the main, it must be repeated, our technical and professional schools are training men and women to bt highly-skilled technicians and not wide-awake, well-rounded citizens. What can be done to change the situation- In this connection, I believe the remarks of Frank Abrams, chairman of the board of Standard Oil Co. (N. J.), are worth noting. Speaking at New York University, Mr. Abrams said: "Business requires technicallvtrained individuals, but above all else, men with a capacity for fair dealing -- men with mental honesty and a willingness to consider the viewpoints of others. A technicallytrained mind which cannot under stand people, which has no faith in the fundamental integrity7 of others, which lacks patience and willing ness to work with others in a mutual cause, is of limited value. "You will remember the Oxford professor's description of a techni cian as `a man who understands everything about his job except its ultimate purpose and its place in the order of the universe.' Business needs much more than technicians. We need in our leadership, above all else, the vital factor of character and human understanding." I have my own program for bringing about better educated en gineers, scientists, professional per sons and technicians. Five very necessary steps, as I see it, are: I. More Liberal Arts -- Increase the proportion of the curriculum that is now devoted to the liberal arts. The engineer and chemist should have at least 20 per centbetter still, 25 per cent --of their programs in the humanities and the liberal arts. .Make these liberal arts 8 ETC 32425 deans are m. Many it it. But. eated, our d schools nen to be and not I citizens, tange the elieve the chairman J Oil Co. . Speakins sitv, Mr. chnicallvabove all v for fair al honesty nsider the echnicallytot underno faith in of others, id willingin a mutual he Oxford t a techniinderstands > except its olace in the Business Technicians, ^hip, above 'f character ig." ogram for lucated enssional perFiye very :. are: s -- Increase curriculum the liberal nd chemist per cent x -- of their ities and the liberal arts courses more dynamic, more mean ingful. more exciting to the student. They must not be "snap courses" that one has to take before enter ing upon the "important subjects." Rather, the liberal arts should be woven into the technical program of the institution and made an es sential part of the undergraduate's entire course of studies. 2. Develop Better Citizens -- Schools should help prepare their students to become better citizens, as well as competent technicians. The colleges should stress the im portance of the democratic tradi tion and the free enterprise system. They should at all times emphasize the duties and responsibilities, as well as the rights and privileges of citizenship. 3. Education and Industry -- Closer cooperation between educa tion and industry is necessary. Both are working toward the same goal -- to raise our standard of living. From the technical and professional colleges come the "seed com" for industrial concerns and business or ganizations. Industry should encour age colleges to educate their students to be more alert citizens, better-read individuals, men and women who understand and appreciate the bless ings to be found in America. 4. Financial Support from Indus try - Ind ustrv should support schools more than it now does. More scholarship and fellowship aid is es sential. The more _ industry contrib utes to the techni cal and professional colleges, the less need the schools will have for Fed eral support. Dur ing the past aca demic year, the Federal govern ment provided more than $ i oo,ooo.ooo to colleges and universities for research work of all sorts. During the same period, industry contributed approximately $25,000,000. The law concerning unrestricted gifts to educational institutions by corporations should be clarified. 5. Community-Conscious Engi neers and Chemists -- Make the graduates of our technical schools more community-conscious. A good program will stress the importance of working toward an improved community, a better nation, a more democratic world. Courses should be offered that will teach demo cratic ideals. There are other ways, of course, that the technical programs can be strengthened. The above five-point plan of action, though, might serve as a starter. We cannot win any war -- a "hot" one on the battlefields or a "cold" one for the minds of men -- unless we have a strong, united citizenry. We need men and women who be lieve in no other system than de mocracy. Citizens who not only understand the meaning of the dem ocratic tradition, but who are will ing to fight and die to preserve our way of life. Cites Spy Trials As recent spy trials have shown, a technically-trained mind, no mat ter how brilliant, does not assure the nation of a loyal, patriotic citizen. We must go beyond that. It is essen tial that our engineers, our scientists, our chemists -- ves, and our doctors, our professional corps -- understand, appreciate and uphold the duties, re sponsibilities and privileges inherent in being a free American citizen. Let us humanize the technical professions. A technical education is an asset in a world torn asunder with ideological conflict. But our nation cannot grow to its full po tential stature unless and until our schools prepare their graduates to be educated Americans and not just trained robots. Typical of industry's recent ef forts to familiarize undergraduates with the free enterprise system is a New Jersey Chamber of Commerce program in which business leaders address groups of college students Th of the Arbutus (Ed. .Vote--Like the American Chemical Society, Charles F. Kettering reached the age of 75 this year. To honor him, on August eg, a civic birthday party was staged in Dayton, where he launched his eventful career as a world-famed scientist and inventor. Ethyl Corporation was one of several business firms that paid tribute to "Boss Let'' on the occasion--by, among other things, distributing a commemora tive booklet entitled "The Trail of the Arbutus." That booklet is reprinted here.) sometimesarly in the spring, a bang. Tom was trying to find out E even before the snow is gone if that were true. He had hitched a from shadv spots in the woods, thecrude indicator on an engine to trailing arbutus blooms. Kettering check what was going*on inside -- remembered that. From some for really it was a sort of camera that gotten bovhood inspection, he re gave a rough picture of engine membered the arbutus and the de knock. Thirty years later, "Tab" tail of its leaves. Thev are lighter on Bovd described the indicator as sup the underside and the green color is plemented by "two pieces of lath, flecked with red. Kettering won two shingle nails, and a tomato can. dered if mavbe the red color let the Out of those parts a film drum was arbutus absorb more heat than other made which could be rotated -- by flowers in the woods. Could that ex hand -- in the path of the beam of plain the earlv blooms? Mavbe he light from the indicator. A piece of should tell Tom .Midglev about the photographic paper was put around arbutus; it might be a clue that the tomato-can drum and secured would help Tom prove his theory there by rubber bands. Then, with about gasoline knock. the engine running under knocking Tom Midgley's theory at the time conditions, Afr. Kettering spun the was that knock had something to tomato can on its shingle-nail pivots do with volatility. Since kerosene and Mr. Midgley opened the shut knocked worse than gasoline, he rea ter of the indicator." The materials soned that maybe the kerosene va were simple but the research was pors were full of fundamental, and the picture on the little droplets that film proved that knock is accom did not vaporize panied by a sudden violent rise in until after combus pressure many millionths of a sec tion started, and ond after combustion is started bv then went off with the spark plug. The next morning was almost gone before Kettering saw Midgley and talked about the color of arbu tus leaves. No one remembers who, but in that conver sation about the ar In his optimistic birthday remarks, "Boss Kef' predicted further scien tific advances for the human rate butus either Kettering or Midglev suggested that bv dyeing kerosene red, it might absorb heat faster and vaporize those droplets. When Midgley went to the stock room for some red dye, there was none. Fortunately, it was Saturday afternoon and the supply houses were closed. .Midgley asked for a substitute -- anything that would give kerosene a darker color. Fred Chase looked up and down the shelves of his stock room and sug gested iodine. It was soluble in oil. so Tom Midgley promptly put some in kerosene, tested it in his engine and the knocking stopped. It was a very happy week-end. When the stores in Dayton opened Monday, Midglev bought up even' kind of oil soluble dve he could find. None of them worked. The beauti ful theory of the arbutus had led to the discovery of an antiknock agent but the theory was wrong. Color alone would not stop knock. Iodine Kett of m to tl duce ing c ciety wore case have ever been his it To the ( chair the o both E f'C 3 2 4 2' i as stopped knock, but it would ruin an engine. Midglev and his research team now had something sure to work on. A chemical, added to mo tor fuel, stopped knocking. Would some other chemical -- with satisfac tory characteristics -- do the same thing- The long research took a new turn; definitely it was now a chemical search, through the mazes of the elements of the periodic table and their compounds to the goal ahead -- some chemical compound that could be sold as an antiknock. The story is famous now, one of the many and typical legends of career as a chemist. When he went to work for Kettering in 1916, he was a young inventor with only a few years' experience added to his college training as a mechanical en gineer. After his knock-stopping as signment turned into a chemical search, he studied chemistry with an insatiable thirst. He worked in the old tobacco warehouse that was Kettering's laboratory', often late into the night, and then went home to read any book on chemistry he could find. Somewhere, he and the "Boss" were sure he would find something. He found the compound Dayton's Memorial Hall was converted into a "Wonderland of Science" on the occasion of the public birthday celebration Kettering's mind and his leadership of men. Tom Midgley paid tribute to this leadership when he intro duced his "Boss" to the annual meet ing of the American Chemical So ciety in 19+4. Here are Midgley's words: '7 mi not overstating the case vcken I say that everything / have ever done, everything 1 have ever accomplished worthwhile, has been done under the magic spell of his inspiration." Tom .Midgley was president of the Chemical Society then and also chairman of the board of directors, the only man to be so honored with both posts, but he did not start his eventually, of course, and along the wav he became one of America's great chemists. The theory of the arbutus was only one of the happy mistakes that pointed the wav. Several discourag ing years followed as Midglev and his antiknock team explored one and then another blind allev. In Ketter ing's words, "Our early work was mostly a succession of failures, with just enough suc cesses to keep us going. 1 should like to emphasize here that in doing a newthing which has no precedent whatever, only occasion ally does anything go right; and at least ninety per cent of the time it goes wrong. New and unexpected difficulties have to be overcome, and, even after long searches yield a new discovery, nobody knows how to produce the product, or anything about its use." But under Kettering's leadership and with his inspiration, the team kept on. Tom Midglev, Jr,, the mechanical engineer who be came a chemist; T A. Boyd, Midglev's right arm throughout the search; and Carroll A. Hochwalt, who even then was a brilliant young chemist with an uncommon knack for making strange chemical com pounds. This was the team and theirs the final victory. Midglev often said insufficient credit was paid to his assistants, particularly Bovd, whose accuracy and patience supplemented Midglev's impulsive genius to see that they learned something from each failure; some thing that justified going on. Meanwhile, Kettering's laborato ries became a part of General Mo tors. The first tetraethyl lead ever used as antiknock material was made bv "Ted" Hochwalt working under Tom Midgley's direction in the Fuel Division of General Motors Re search Corporation at Moraine City, Ohio, in December, 19:1. With a re action of lead chloride and zinc ethyl, he got a spoonful of the de sired compound -- but it was enough to change a whole gallon of gaso line from a rattling, knocking nuisance to a smooth - run ning motor fuel. Often in the five years between engines on dynamometer blocks, the discoverv of the antiknock prop running day and night. We thought erties of iodine and tetraethyl lead, we knew what we had, but we knew the search would have been dropped very little about it. We by daunted men. Several times after the answers, the it became a General Motors project right answers, to Kettering had to go to Mr. Sloan to many questions. get more funds, and Sloan's patience "For example, and faith must also be reckoned in we found that we the support that gave Ethvl a chance needed ethylene di to exist. The color of red that is so bromide to mix prominent in Ethvl historv was used with the tetraethyl exclusively on the ledger pages for lead. And if we ten long years. were ever to sell enough of the com "mining" the wealth of the oceans. After the discoverv, Midglev said pound to make the discovery a real On the morning of February 2, that. "The popular idea might be commercial success, we would need 1923, "Ethyl" gasoline went on sale that --hen we found tetraethyl lead a lot of it. Bromine was then an at the Refiners Oil Co. station at we shouted hosannas for it, and all expensive chemical used primarily Sixth and Main Streets in Dayton marched in to ask the boss for a for making photographic plates and Soon, a line of cars was waiting at raise. Actually, there wasn't a pause headache powders." the "Ethyl" pump. In April, a sep in the program. We started spend The need for bromine sent Ket- arate company. General Motors ing more money, doing more re Chemical Co., was formed to handle search. and looking for other ingre- this enterprise, with Charles F. Ket tering as president. A little more than a year later, the Ethvl Corpo ration was formed and Mr. Ketter ing was also its first president. He continued in that office until April, 1925. He has been a director, of course, from the beginning and al ways attends the monthlv meetings of the Ethyl board. Throughout the life of "Ethyl" gasoline and the men who developed it, nursed it through the "shin-los ing period," and guided it to even tual success, the genius of Kettering has been ever apparent. He con ceived its need, supervised its dis Ethyl's exhibit at the Dayton birthday "party" employed modern and ancient cars, to point up how Mr. Kettering's leadership in developing "Ethyl" fluid led to better fuels and better engines covery, fought its failures, preached its virtues, and dreamed its destiny. He even chose the name and wrote the first advertising. As might be diems to go with tetraethyl lead, to tering to Tunis, while others went suspected, he is rather proud of how make up a commercially practical to Mexico and Palestine to explore things have worked out. He has al compound that could transfer the possibilities there. No direct success ways had a verv warm spot in his antiknock qualities of tetraethyl lead came from those ventures either, but heart for "Ethyl." On his 75th birth to a gallon of gasoline. Thousands later Kettering put his researchers day it is a pleasure to remind him of miles were run in various types to work to find a wav to extract that the five thousand men and wo of automobile tests, hundreds of bromine from sea water, which led men who work in his "Ethvl" busi hours of operation were put in by to the first commercial process for ness revere him. YWJUMIWWL *nu Siam* \>I\YW \h ottOCi^3 14 <] he oceans, .binary j, nt on sale station at n Dayton, waiting at ml, a sepil Motors 1 to handle les F. Ketittle more ivl Corpolr. Kettersident. He intil April, irector, of ng and al- meetings >f "Ethyl" developed "shirt-losit to evenKettering . He con,ed its diss, preached its destiny, and wrote might be :>ud of how He has alspot in his 7 5th birthemind him en and wothvl" busi- "Jty hr, '// ; & K . t*ERIG|* HOSDPItTftAOLWITMY LLUOI NO MATTER how you look at it -- from I plf7r Owmisliy- Key to Belter Imag the standpoint of at tendance, work ac complished, or what else -- there never was ait assemblage of the American Chemical Society like the week-long Diamond Jubilee Meeting last month. For a fortnight, starting Labor Day (two international bodies of Pure and Applied Chemistry were in session the following week), chemistry was the main topic of conversation on the sidewalks of New York and "all around the town." Ethyl News makes no attempt here to report the eventful meeting in detail. It is hoped, however, that the pages of candid photographs which follow will con vey something of the spirit and flavor of the ACS' 75 th birthday party. 1/-A- V* J ETC 32430 First-day registrants included E. N. Schubert, of U. S. Department of Agriculture; W. Carl Wooten, of Tennessee Eastman; F. C. Giove, of Dictaphone Corp.; and R. C. Tollman, research director of Lion Oil. SIGNING ore than 14.500 men and women, representing all M branches of chemistry the world over, registered for the ACS meeting, making it. by far, the best-attended session in the organization's 75-year history. Registration facilities were maintained in the Statler, convention headquarters, and rwo other large New York hotels. Below, looking over regis tration literature is Irving Flaumenhaft, president of Lacquer & Chemical Cor poration. Top, two university professors -- C. S. Marvel, of Illinois, and William J. Bailey, of Maryland, chat after registering ... Above, Wheeler Lovell, of Ethyl, and Guenther Von Elbe, of the Bureau of Mines, thumb through the ACS registration card file. Below, a busy spot at the Statler Hotel conven tion headquarters was the counter where mem bers obtained tickets for plant tours, special meals and other such events. Above, at a registration room writing table are Leon Sweet, research direc tor of Porke, Davis; Alexander Moore, also of Parke, Davis; Mrs. N. Howell Furman, wife of the ACS president; and T. R. Riethof, Purdue student. 14 essors -- C. S. Marvel, Bailey, of Maryland, Above, Wheeler Lovell, I on Elbe, of the Bureau 1 the ACS registration lie. ; Statler Hotel convert e counter where mem r plant tours, special ' such events. Midgley won many chemistry honors. In left photo, he receives the 1937 Perkin medal from Marston T. Bogert (left)... Right photo, the ACS board in 1937, when the Society was chartered by Congress. Midgley is third from left in front row, and Dr. Parsons, author of the accompanying tribute, is second from right. A TRIBUTE TO TOM MIDGLEY By Charles Lathrop Parsons Honorary Co-Chairman, ACS 75th Annivorgary Mooting aving attended my first annual meeting of the lege as a mechanical engineer and then become one H American Chemical Society' back in 1893, I'm of the truly great industrial chemists of all time. So, what you might call an old hand at this sort of thingt.oo, is the American Chemical Society obligated to In the 58 years since then, 40 of them Secretary of Tom for his tireless service in its behalf. For ten the ACS, 1 have come into contact with countless years, from 1934 until his death in 1944, he was chair men of outstanding character and ability. man of the Society's board. When he died, he also Thomas Midgley, Jr., was certainly one of these was the ACS president. men. Many times during the recent Diamond Jubilee Despite his other many and varied activities, he Meeting, it occurred to me just how much Tom gave himself wholeheartedly to the American Chem would have liked to be counted among those present. ical Society, and died serving it in a dual manner The world owes a great debt to Tom Midgley, he that no man had or has since. During his tenure. who was so versatile that he could graduate from col Midgley tsas the ACS. He will ever be one of us. ith their several special events, the first three Wdays of the Diamond Jubilee Meeting were espe cially busy ones. On Labor Day afternoon, first-day arrivals witnessed the unveiling of a plaque in Washing ton Square on the site of the first ACS meeting. That evening they heard a speech by New Jersey's Governor Driscoll. N. Howell Furman's presidential address, and saw E. J. Crane awarded the Priestley medal. ACS commemorative stamp ceremonies were held at New York's main post office on Tuesday. On Wednesday afternoon, James B. Conant, president of Harvard, spoke at the Ceremonial Session, and that evening ACSers heard addresses by Vice President Alben Barkley and C. E. K. .Mees, vice president of Eastman Kodak, at the Diamond Jubilee banquet. E. J. Crane (right), editor of Chemical Abstracts, received the coveted Priestley award for 1951 from Dr. Furman at Monday evening's General Meeting. Osborne Pearson, assistant postmaster general; Albert Goldman and Charles Horowitz, New York postmaster and deputy mayor; and Dr. Furman at the stamp ceremony. sneral; Albert rk postmaster at the stamp Representatives of foreign and domestic scientific societies honoring the ACS, wearing their academic robes, hoods, and decorations, sat under a colorful array of national flags at Wednesday afternoon's Ceremonial Session. Right, Marston T. Bogert, honorary co-chair man of the 75th Anniversary Meeting, who gave the response to greetings from foreign societies, as he entered the Ceremonial Ses sion with Sir Eric Rideal, of England, who extended the greetings. Below center, Pierre Jolibois hands ACS Pres ident Furman a message from Soci6t6 Chimique de France. This ritual was repeated 118 times as American and foreign delegates presented congratulatory scrolls. Below, Robert E. Wilson, chairman of Standard Oil of Indiana, with the scroll he presented on behalf of the American Petroleum Institute. eft, Vice Presi-icipal speaker 75th birthday ind Detlev W. .kins president; of The Israel tion; James B. t of Harvard; syama, of The ty of Japan. Above, John R. Kuebler, national secre tary of Alpha Chi Sigma, discusses the afternoon program with Dr. Conant, the featured speaker of the session. 17 ETC ! 4 3 4 Below, E. V. Murphree, president of Standard Oil Development, was heard at the Petroleum Technology session. Below, Graham Edgar, Ethyl vice president, reported on tetraethyl lead progress. Below, R. J. S. Pigott, direc tor of engineering for Gulf Research and Development, readies his paper. A leading symposium was that on 25 Years of Progress in Petroleum Technology, held on Thursday and Friday mornings. The large Thursday morning audience, typical of those which attended all sessions of the ACS meeting, is pictured above. The symposium was sponsored by the Division of Petroleum Chemistry. IN SESSION Right, F. E. Brauns, Institute of Paper Chemistry, and Prof. F. F. Nord, of Fordham U. The latter gave a paper before the Colloid Chemistry group. thatealing with subjects D ranged, alphabetically, from antibiotics to water corrosion, some 80 symposia were held during the ACS meeting. Nine hotels were re quired to house the various sessions. More than 700 papers were deliv ered at the symposia, which were sponsored by the Society's 20 scien tific and technical divisions. Below, John F. Crowther, of Stauffer Chemical, enjoys a between-sessions chat with Dean Joel H. Hildebrand, of University of California, one of nine award winners announced during the ACS meeting. W. W. Umbreit, of Merck; Peter Regna, of Charles Pfizer & Co.; and Prof. H. E. Carter, of University of Illinois. 'eehnology, g audience, jred above, mistry. ECTS that ally, from jsion, some during the Is were reus sessions, vere deliv hich were 's 20 scien>ns. Among those greatly responsible for the success of the Diamond Jubilee Meeting were Prof. N. Howell Furman, ACS president, and Charles A. Thomas, ACS board chairman and Monsanto president. > Norris W. Rakestraw, editor of Journal of Chemical Education, and R. V. Gooding, of Illinois State Normal. General chairman of the 75th Anniversary Meeting committee was John H. Nair, of Thomas J. Lipton, Inc. President-elect of the American Chemical Society is Edgar C. Britton, organic research director of Dow Chemical. Right, above, pesticides symposium speakers L. W. Hazleton, of Hazleton Labora tories, and Prof. R. L. Patton, of Cornell, chat with J. L. St. John, session chairman. . . . Below right, Prof. Max Lauffer, Pittsburgh U., with Biochemistry paper-givers Prof. Gerhard Schmidt, of Tufts, and Dr. Erwin Chargaff, of Columbia. Making up this intent threesome are Um berto Pomilio, of Ar gentina; Prof. Efisio Mameli, of University of Padova, Italy; and Marson Lucio, also of Padova. The activities of the American Chemical Society were discussed in many radio and television broadcasts emanating from New York. Here, above, Anita Schuster, of Union Carbide and Car bon, is interviewed by Jimmy Powers, of station WPIX. THE DISTAFF SIDE The Women Chemists' luncheon head table: Dr. Ines Keszler, of Buenos Aires University; Dr. Eunice Flock, Mayo Foundation; Mrs. Hugh S. Taylor, wife of the Princeton dean; Lady Gertrude Robinson, of England; Mrs. N. Howell Furman; Dr. H. Marjorie Crawford, Vassar professor; Dr. Evelyn McBain, of India; Dr. Gladys Emerson, of Merck; Dr. Mildred Hicks-Bruun, technical writer; and Mary Alexander, Universal Oil Products. Above, en route to a symposium, a lady chemist is snapped in a characteristic female pose. She is Miss Janet McMahon, of the Quartermaster Depot in Philadelphia. Speaker at the Women Chemists' lunch eon was Dr. Evelyn McBain, whose hus band is director of the National Chem ical Laboratory in Poona, Indio. Wilh her is Dr. Gladys Emerson (right), win ner of the ACS Garvan medal for 1952. Below, two research chemists from Detroit enjoy a lull in the busy Diamond Jubilee Meeting schedule. They are Dr. Frances Lamb, of the Ethyl Research Labora tories, and Dr. Mildred Rebstock, of Parke, Davis. T, A. Boyd, Genera! Motors consultant, and Mrs. Boyd obtain their tickets for a reception from Walter Guyer, of Standard Oil Development. roup meals and social hours, always a feature G of ACS gatherings, reached a new high in pop ularity. Scores of breakfasts, luncheons, receptions, and dinners were held, as alumni bodies and other groups took advantage of the opportunities for as sembling members and friends in good fellowship. Above, Cecil L. Brown, Standard Oil Develop ment; Kenneth Mulford, Atlas Powder; J. R. Frorer, Atlas Powder vice president; and Wayne E. Kuhn, of The Texas Company . . . Left, the Rice Institute luncheon head table included W. H. Lane, Monsanto; N. H. Marsh, American Cyanamid; Lester LaGrange, Monsanto; Prof. W. O. Milligan, of Rice (standing); G. L. Bushey, Department of the Army; Frank H. Hurley, American Cyanamid; L. D. Wareham, Shell Chemical; and R. D. Burleson, of Merck. A table at the Division of Rub ber Chemistry 25-Year Club luncheon. Pictured are W. O. Hamister, Naugatuck Chemi cal; B. R. Silver, New Jersey Zinc; W. C. Geer, retired B. F. Goodrich vice president; A. A. Somerville, R. T. Vanderbilt Co. vice president; R. P. Dinsmore, Goodyear vice presi dent; E. B. Curtis, R. T. Van derbilt Co.; Earl B. Busenburg, B. F. Goodrich; H. A. Winkelmann, Dryden Rubber; Alfred A. Glidden, consultant; and W. E. Kavenagh, of Goodyear. ETC 32438 n rvg a ._ q $ ( HERE AND THERE Right, E. I. Stearns and S. I. Gale, of American Cyanamid, and R. R. Coles, Hayden Plane tarium chairman, lec tured on "Chemistry on a Cosmic Scale" at four special Planetarium shows presented by American Cyanamid for ACS members. Prof. E. T. McBee, of Purdue University; O. E. Kurt, of Ethyl; and S. M. Cadwell, U.S. Rubber research and development director. "f3 243!) At the M. I. T. luncheon head table were J. M. DeBell, of DeBell and Rich ardson; John L. Parsons, of Hollings worth and Whitney; John J. Healy, Jr., of Monsanto; J. F. Walker, of Du Pont; A. C. Cope, head of M. I. T. chemistry department and an ACS director (standing); Lawrence Flett, president of American Institute of Chemists; D. F. Gould, of The Borden Co.; Dean M. P. Etheredge, of Missis sippi State College. Lieb, both in Graz, splay in a low. Left, M. H. Arveson, technical director of Indoil Chemical Company. Mr. Arve son is a member of the ACS board of directors. Among the scores of special group luncheons held during the ACS meeting was that of the Medicinal Chemistry Di vision. The guest speaker at this event was Dr. Leonard Scheele, surgeon general of the U. S. Public Health Ser vice (above). Below, heading for home after the greatest ACS meeting in history is Prof. Ernst A. Hauser, of M. I. T. and Worcester Polytechnic. f&r' I AN ADVENTURE IN CHEMISTRY A growing number of important and useful chemicals stem directly from Ethyl's unique tetraethyl lead operations By Christopher C. Vogel The need for this wide range of materials stems primarily from the As the American Chemical So Corporation's manufacturing re ciety celebrates its ~jth anniver quirements for "Ethyl" antiknock sary, the occasion prompts an in compound, its principal product. formal review of EthyFs chemical "Ethyl" antiknock compound operations. The integrated nature of consists basically of tetraethyl lead, Ethyl's manufacturing operations the active antiknock ingredient, and has led to its extensive participation ethylene dibromide and ethylene di- in three separate chemical fields -- chloride. To these are added a small electro - chemical, petro - chemical, amount of kerosene and dves, the and metallo - organic synthesis. latter purely for identification pur Many of its staff chemists, who have poses. As can be seen, the manufac long been associated with Ethyl, are ture of this one finished product, also active members of the ACS. besides drawing upon numerous raw This review, therefore, has been materials, entails a rather compli prepared in the hope that it may cated series of chemical operations be of interest to those in the chemi and involves a substantial plant in cal field who might like to know vestment. As a measure of this in some of the unique aspects of EthyFs vestment, Ethyl has since 1945 chemical operations. invested over Si00 million in im provement and expansion of, its thyl Corporation has been so E closely identified with the de manufacturing capacity. The unique nature of Ethyl's velopment and marketing of gasom anufacturing requirements has line antiknock compounds, through brought it into the electro-chemical the years, that its corollary role as a and petro-chemical fields and into chemical producer is not generally metallo - organic synthesis. Tetra known. And yet, besides "Ethyl" ethyl lead, the antiknock agent, is antiknock compound, the "Ethyl" produced by the reaction of ethyl trade-mark also identifies such other chloride with a lead-sodium alloy. products marketed by Ethvl as so Production of these intermediates -- dium (metallic), salt cake, benzene sodium by the electrolysis of salt, hexachloride -- technical and high ethyl chloride by the hydrochlo gamma, lindane, liquid chlorine, eth rination of ethylene -- together with ylene dichloride and oil soluble dyes. the final reaction to make tetraethyl Moreover, its operations entail the lead, accounts for Ethyl's participa manufacture or use, in substantial tion in these fields on a rather sub quantities, of numerous other prod stantial scale. ucts (see inside back cover). The need for these and other processes, in a highly specialized form, was evident from the start For example, when the antiknock properties of tetraethyl lead were first discovered, it was originally decided to manufacture the com pound by the reaction of ethyl bro mide with a lead-sodium alloy. Sub sequently, however, it was learned that a process based on ethyl chlo ride was far more economical and efficient. Adoption of the ethyl chloride process has led to very ex tensive work in this field and to some notable accomplishments. Research on Halides In another direction, an interest ing phase of research and develop ment work related to scavenging agents for tetraethyl lead. It was early recognized that an adequate scavenging agent would have to be incorporated in the anti knock compound in order to carry off the lead vapors formed in an engine during the combustion of leaded gasoline. Painstaking research pointed to the halides -- to ethvlene dichloride and ethylene dibromide in particular -- as the most effective. Combining with the lead vapors, these halides could carry them off in the exhaust gases in the form of lead chloride and lead bromide, in which form they are dissipated in the atmosphere. From the standpoint of raw ma terial needs, ethvlene dichloride presented no particular problem. But the indicated requirements for ethvlene dibromide far exceeded the w'orld's production of elemental 24 ETC 32441 E TRY iiy specialized rom the start, the antiknock lyl lead were vas originallv are the com1 of ethyl brolm alloy. Subt was learned in ethyl chloonomical and if the ethvl d to very e.v- field and to ishments. ialides . an interestand develop> scavenging lad. ized that an igent would 1 in the antider to earn' >rmed in an nbustion of .ing research to ethylene e dibromide >st effective, ead vapors. them off in 'orm of lead le, in which ted in the i i it bromine by then-existing methods. Ethyl's search for bromine led co sea water, wherein bromine nor I mally exists in the ratio of 67 parts of bromine to every million parts of water. Successful development of i a process for extracting bromine from sea water -- by substituting chlorine for bromine in the various bromides -- marked the first largescale commercial use of one of the materials, other than salt, to be found in sea water. Today, the Ethyl - Dow bromine extraction plant at Freeport, Texas, is a testi monial to the success of this method. In addition, some special con t siderations were involved in the manufacture of a lead aikvl on a large scale. Tetraethvl lead, as is well known, is produced by an exo thermic reaction, and is highlv toxic in its concentrated form. For that reason, comprehensive safetv pre cautions were necessary throughout each manufacturing step. All of these things, then -- un usual raw material requirements. specialized manufacturing processes, elaborate safety procedures -- had to be developed and unified in order to produce one final product, an antiknock compound. The tetraethyl lead operations gave rise to broad experience in pro ducing ethyl chloride, producing chlorine and sodium, and in combin ing molten sodium with molten lead to form an alloy, as well as in syn thesizing an organo-metallic com pound. These intermediate opera tions, in turn, have led Ethyl to the most basic of chemical sources -- to such things as salt, sea water, petro leum hydrocarbons, soda ash, pig lead and hydrogen -- in an effort to increase manufacturing efficiency and lower unit costs. These separate advances, in turn, have all been translated into the over-all manu facturing operation. As one result, one tetraethyl lead unit today is nearly as productive as three units of years ago. Reflecting its low cost and eco nomic value, tetraethvl lead has The schematic flow-chart shown below gives a ready picture of how "Ethyl'' antiknock compound, the company's main product, is produced THYlANT1XNOCK COMPOUND come to be used in over 95% of all gasolines consumed. Meanwhile, the increasing demand for tetraethvl lead, through the years, has also brought Ethyl's various intermedi ate operations to major stature. Today, Ethyl is the world's largest producer of antiknock compounds. It is also a major producer of so dium, ethyl chloride, chlorine, and other products. Additional Capacity A broad expansion in manufac turing capacity was completed in 1949 at Ethyl's manufacturing plant in Baton Rouge. La. In addition, a second increase in manufacturing capacity is going forward with the construction of new chemical plants at Houston, Texas. These plants arc scheduled to be completed within the next year. Related to individual chemicals, this continuing expansion has a two fold objective. One goal is to antici pate future requirements of these intermediate chemicals for the manu facture of antiknock compounds. The second objective is to make of raw madichloride r problem, ements for needed the elemental i : (CBtClES SHOW MAJO* RAW MATERIALS, CHEMICALS AND SUPfUU NOT PRODUCED AT THE PLANT) 25 ETC 32442 II ii I yi ii. i l 'i i U available, on the open market, basic chemicals in which Ethvl has had long experience and for which there appears to be a growing need and application. Ethyl's position in these various chemicals has come about as a stepbv-step process of evolution. And yet, intensive work in these inter mediate processes has uncovered some interesting possibilities. Ethvl chloride provides a good example. New Method Pioneered Historically, the manufacture of ethvl chloride by the hydrochlori nation of alcohol is the oldest one in use. Prior to World War II, how ever, this process was warranted only when the price of ethyl alco hol, particularly from molasses, was attractive. Accordingly, Ethyl dur ing the 1930's pioneered in the pro duction of ethyl chloride by the ethvlene process, which proved far more economical and efficient. During World War II, however, in the course of its continuing research work on ethyl chloride, Ethvl developed a process based on the chlorination of ethane. This process could make use of the waste streams given off by the ethylene process. It yielded a mixture of ethyl chloride and dichloro ethanes, from which mixture the ethyl chloride could be separated by fractionation. It also yielded hydrochloric acid as a by-product. The ethane process was of distinct value to Ethyl dur ing the war emergency period. With the return of peacetime, the ethvlene process asserted itself as the most efficient and economical under ordinary7 circumstances, and it is on this process that all of Ethyl's ethvl chloride operations are pres ently based. Nevertheless, its war time ethane process gave Ethyl valuable experience in photochemi cal chlorination, and research and development work continued in this direction. Capitalizing on the know how gained in chlorinating ethane. Ethyl turned to the chlorination of benzene, and in 1949 began manu facturing the insecticide, benezene hexachloride. BHC, as is well known, is a highly effective agent against the bollweevil, the cotton aphid, and a host of other harmful agricultural pests, acting as a stomach poison, a con tact poison, and a fumigant. BHC, moreover, has plaved an important role in the large production, and high yields per acre, that cotton farmers have enjoyed of late. To date, six isomers of BHC have been isolated; of these, however, the gamma isomer is the only effective toxicant. BHC is commonly used in conjunction with other insecticides. For example, the most widely used cotton dust is the so-called 3-5-40 mixture, consisting of 3 % of gamma BHC, 5% of DDT, and 40% of sul fur. Such a balanced insecticide is effective against all cotton insects. BHC is manufactured in techni cal grades for use by agricultural chemical manufacturers in com pounding finished insecticides. The most widely used technical grade of BHC, at present, consists of a 12% to 15% gamma concentration. From a standpoint of manufactur ing operations, it is possible to go from a low gamma concentration to, sav, an 80% gamma concentra tion or even to lindane, which is 99% or higher in gamma concen tration. These high gamma concen trations are in many ways more desirable than the low gamma forms. For the last several years, Ethyl has been manufacturing low gamma BHC in commercial quantities for formulation into a cotton dust. In 26 etc 324 in its re that cotton of late, of BHC have however, the mlv effective nonly used in r insecticides. widelv used -called 3-5-40 ; % of gamma d 40% of sulinsecticide is itton insects, ed in techni agricultural ers in comcticides. The chnical grade consists of a .oncentration. manufacturlossible to go concentration na concentraine, which is mma concenimma concen wavs more gamma forms. years. Ethyl tg low gamma quantities for itton dust. In addition, it is now preparing to make available, in growing quantities, sup plies of high gamma BHC and lin dane. The latter is highly useful against flies and mosquitoes, soil in sects, and livestock and forage, fruit and vegetable crop insects. Use Inactive Isomers As can be seen, then, work on a single intermediate chemical proc ess related to antiknock compounds finds application in an entirely new field. And besides the direct use of the gamma isomer of BHC as an in secticide, the inactive isomers of BHC, recovered from the concen trate, can be converted into trichloro benzene. This material, in turn, has considerable promise as a raw material for other products, in cluding agricultural chemicals. At the same time, the operation aids in the conservation of benzene and chlorine. In passing, it is interesting to note that the majority of useful agricultural chemicals are either halogenated compounds or organometallics. in both of which fields Ethyl has had wide experience. A parallel illustration is provided by sodium. This intermediate for tetraethyl lead is also the starting point in many familiar industrial processes. Sodium in various forms is used for everything from manu facturing indigo dves and bleaching textiles to preparing sulfa drugs and case hardening steel. At present, the manufacture of tetraethyl lead is the largest single consumer of sodium. Nevertheless, other consumers of sodium have made important strides in recent years. For example, the production of synthetic detergents has risen to the point where it is the second largest user of sodium. At the same time, sodium in various forms and derivatives shows promise of fur ther important applications -- in the manufacture of titanium, zirconium and synthetic rubber, and in the desulfurization of petroleum prod ucts, among others. In Ethyl's role as a major pro ducer and marketer of sodium, its research and development staff has been actively exploring present and projected uses for sodium in recent years. One of the most interesting materials investigated to date is dis persed sodium. Sodium in this form opens up the possibility of many new chemical reactions. For the benefit of those companies inter ested in exploring the uses of dis persed sodium, Ethyl's technical staff will assist in the proper prepara tion of this material. Thus, besides its production and bulk sale of me tallic sodium for commercial use. Ethyl will make available experi mental quantities of dispersed so dium. Closely related to sodium in Ethyl's manufacturing operations is calcium. Ethyl has developed amethod whereby calcium metal (crys talline) of unique properties is being produced. Physically, these calcium crystals are of such particle size that they can be readily fluidized; chemi cally, they are exceedingly active and have the desirable property of low nitrogen content. Calcium metal, which acts as a powerful re ducing agent, is one of the newest products to be added to those sold under the "Ethyl" trade-mark. It is presently being produced in pilot plant quantities. In a different direction, it is in teresting to see how- long experience in one field finds application in an other. From its years of intensive research work in antiknock com pounds, Ethyl has not onlv gained fundamental knowledge about knock suppressors in gasoline; it has also gained valuable information about knock inducers. It so happens that what might be a knock inducer in gasoline may also be a valuable knock suppressor in, saw diesel fuel. Cetane Improver Over four years ago. F.tln l's re search and development staff began an extensive investigation of poten tial cetane improvers for diesel fuel. Both a cetane improver for diesel fuel and an antiknock compound for gasoline are designed to promote efficient combustion. They accom plish this purpose, however, by op posite means. Tetraethvl lead pro motes the efficient utilization of gasoline bv slowing down the rate of combustion. On the other hand, a cetane improver promotes the ef ficient use of diesel fuel by increas ing the readiness xvith which the fuel will ignite. Ethyl is both a major producer and marketer of sodium. These are some of the special tanks used to store finished sodium at the Baton Rouge plant t During the research work, more value to the oil industry, to diesel For example, during the xvar than 300 different materials were fuel consumers, and to the diesel Ethyl adapted one of its manufac tested as cetane improvers. Thev equipment industry. turing facilities to produce an in included a number of compounds Among other things, it will assist gredient for a synthetic rubber. ! which are known pro-knocks in the oil industry in meeting a demand After the war, this experience led gasoline. As it happened, one of for diesel fuel which has expanded directly to an improved process for . i these gasoline pro-knocks turned fourfold in the last decade, and in making ethylene dichloride. l i out to be the most efficient ignition balancing that demand with the j accelerator for diesel fuel, from a sometimes competitive demand for A Widening Role cost-effectiveness standpoint, un other products. A cetane improver Ethylene dichloride is primarily covered to date. That compound is such as amyl nitrate can enable a a scavenging agent for tetraethyl amvl nitrate. refiner simplv and economically to lead. But ethylene dichloride, as is Preliminary Tests produce diesel fuels of the desired well known, has other interesting or specified quality. It can thereby uses. Similarly, ethylene dibromide, While amyl nitrate has long been promote a greater uniformity of the second scavenging agent, also I known in principle as a cetane im diesel fuel quality throughout the finds use as a soil fumigant. Or once prover. Ethvl's research staff devel countr\r, resulting in better per again, ethylene -- which Ethyl pro oped an entirely new mixture. In formance and improved fuel utili duces and uses in large volume for its fact. Ethyl's research work on the zation for consumers. Amyl nitrate antiknock manufacturing operations eight isomers of amvl nitrate dis can convert ordinary' heating oil into -- is the basis for around 5 % or so of closed a variation in effectiveness. high quality diesel fuel. the total synthetic organic chemi The present compound is prepared Thus once again. Ethyl's accumu cals produced in the United States. from a mixture of primary alcohols. lated experience in one field can find Antiknock compounds, cetane At present, amvl nitrate is under useful application in another. improvers, agricultural chemicals, going exhaustive tests in the labora A number of other parallel exam sodium, chlorine -- these are only tory and under service conditions. ples could be cited in which the some of the many avenues of pur Plans for making the compound Corporation's long experience in the suit that intensive work on one commercially available will be an antiknock field, coupled with the single product has opened up. In a nounced upon the completion of step-bx'-step evolution of its manu way, each of them is an interesting these tests. If successful, amvl facturing processes, is valuable in episode in Ethyl's widening role as nitrate promises to be of distinct other directions. a chemical producer. 32440 ng the war its manufacoduce an inletic rubber, ^perience led d process for oride. Role is primarily or tetraethvl hloride. as is r interesting \e dibromide. ; agent, also rant. Or once h Ethyl pro- olume for its ng operations 1 5% or so of ranic cherninited States, nds, cetane 1 chemicals, se are onlv nues of purork on one ned up. In a n interesting .ning role as High scholastic grades alone are no guarantee of success after college. Extracurricular activities, leadership ability, person ality and many other requisites all enter into the picture By Thom Yates and universities, the facts are these: 1. Most of us go through life be hen the American voung man ing told, and believing, that only Wtrooped off to his college cam class valedictorians get to be officers pus this fall, he headed toward thoef corporations and other business greatest opportunity to succeed in firms. That's a myth that we all business that has ever favored any grow up with, and that grows up generation of students. with us. It could have been proved What with the Communist threat, long ago that the man who gets the the A-bomb, cold and hot wars, and highest marks is not necessarily the all the other uncertainties of the "most likely to succeed," but this world, that's a prettv strong state obvious fact is constantly ignored. ment and mav have to be proved. 2. Before Korea, students train It can be -- in the following four ing to be engineers and certain other summations. Based, for the most technical professionals were cau part, on replies to a special Ethyl tioned that they were getting into .Veter survey of 33 leading colleges overcrowded fields, that they would have to beg for jobs. (Two exam ples: A 1949 bulletin bv the Bureau of Labor Statistics predicted that "in the next few years . . . the number of graduates will greatly exceed the demand for graduate engineers." Life magazine, in a June 1950 issue, said that, with 50,000 graduates then competing for 18,000 vacancies in the engineering profession, "many engineers will find it wise to switch to sales or other non-technical jobs." College placement directors queried in the Ethyl Nen's survey said that such mistaken forecasts are greatly responsible for the current shortage of technical graduates.) 29 The result is that today there are 60,000 unfilled engineering jobs alone in industry and government, simplv because there aren't enough trained men (and women) to go around. The shortage is said to be onlv temporary, but most man power experts see it continuing for another six to ten years. That indi cates assured employment, under excellent job starting conditions, for graduates of all classes at least through 1957. 3. The physical expansion of American industry is proceeding at a tremendous rate, and seems des tined to continue in the future. As industrial expansion continues, so will the need for more and more trained graduates. 4. Industry's interest in, and sup port of, promising college students is at an all-time high. In addition to its time-honored practice of award ing generous scholarships and grants-in-aid. business is sponsoring several new programs. Notable among these are the hiring of under graduates for summer emplovment. so the man and the company can look each other over before either makes a final choice, and the en gaging of military-bound graduates on a basis of reporting for work after their period of armed forces service is completed. Together, these four items add up to unparalleled business success opportunities for the man now in college and even those who will not enter higher learning for a few vears vet. For students, they are bright rays of sunshine piercing the overcast international sky. None of this is bv wav of saying that the college student can let down, secure in the knowledge that industry will beat a path to his dor mitory a few months before gradu ation and plead with him to accept one of several juicy positions of Facfors such as the military draft, curtailment of veteran education under the GBill of Rights, and the smaller number of boys and girls of college age due to low Depression birth rates will result in a college enrollment decline of some 275,000 students during the current school year. Last year, approximately 2.5 mil lion youths attended colleges, universities, normal schools, and other institutions of higher learning. This year, according to the U. S. Office of education, the figure will fall off to about 2,225,000. fered. Right now, industry needs all the technical men the higher schools can turn out. But they must be just that -- men, and men who are not afraid of climbing the ladder the hard wav. They don't have to be the high I. Q. boys of their graduating class, either. The day is past when indus try seeks employees only from the top scholastic level of a graduating class. Intellect always has been, and always will be, a requirement for success in business or any other endeavor. The modem executive, however, is struck from a new die. He has learning to be sure. But he also is endowed with such other human attributes as personality, character, determination, ambition, leadership ability, and a sense of human relations. No one would deny the necessityof intelligence for succeeding in any endeavor, but the distinction here is between the so-called bookworm and the intelligent person who is alert to the worlds outside his own specialized orbit. A story is told about Robert E. Wilson, board chairman of Standard of Indiana, which illustrates the versatility- of men "most likely to succeed." Twenty years ago, when Dr. Wil son w-as head of the Development and Patent department of the Indi ana company, the group of young and energetic engineers and lawyers in his department spent many of their after-work hours in spirited contests of golf, bridge, badminton, chess, checkers, and other such pas times. "Bob Wilson." recalls one eye witness, "liked to take part in these games whenever he could, much to the despair of the bo\-s who thought they were pretty good in these en deavors. Then, too, we used to play THOUSANDS 40 1951 1952 1953 1954 Latest estimates indicate a sharp falling off in the number of graduating engineers -- to a meagre 12,000 three years hence 30 ETC 32447 e. But he ich other rsonality, ambition sense of necessity ing in any on here is ookvorm n who is e his own v is told >n, board f Indiana, satilitv of ed." ' i Dr. Wil-elopment ' the Indiof young \d lawyers many of n spirited adminton, such pas- one eve rt in these 1. much to 10 thought i these ened to play 1954 ier of hence a lot of badminton in the gymna sium of a church on Chicago's South Side. A typical night's pro gram would include doubles, mixed doubles, and singles. Wilson some how always seemed to be on the winning side." At this point, his associates hatched a good-natured conspiracy against Dr. Wilson. The best player in each of the various sports and games was to undergo professional coaching, and "when he thought the time was right, take on the boss and really humble him." But the plan backfired. None of the selfappointed experts, even with out side coaching, could beat the "boss" with any consistency. It was quite a time before Dr. Wilson ever learned if the scheme to unseat him as local From top to bottom, these photos illustrate three ways in which industry is aiding edu cation -- by hiring college pro fessors, granting scholarships, and providing in-plant training champion of every extracurricular activity he put his hand to. Dr. Wilson happens to be one of those leaders of industry7 yvho posted exceptionally high grades in college. But the point of the anecdote is that, along with classroom honors, the man who is singularly successful often exhibits ability in everything he undertakes, be it badminton or chemistry. What It Takes In his introductory statement to a recent biographical volume about the men voted in one poll as Amer ica's 50 foremost business leaders, B. C. Forbes, the editor and pub lisher, wrote: "Profound study of the records of America's most successful men 30 years ago and then again today reveals that patience, perseverance, stick-to-it-iveness, and unflagging courage are requisites. "Neither birth nor education, neither nationality nor religion, neither heredity7 nor environment are passports or obstacles to the highest success in this land of lib erty and democracy. "Worth alone counts. "The only caste in America is merit. A price has to be paid for success. Almost invariably those who have reached the summits worked harder and longer, studied and planned more assiduously, prac ticed more self-denial, overcame more difficulties than those who have not risen so far." Then, in the biographical book itself, it is learned that Winthrop W Aldrich, board chairman of Chase National Bank, was "competent but not superb in his studies" at Har vard. Richard R. Deupree, chair man of the Procter & Gamble soap company, never attended college. Neither did Charles R. Hook, chairman of Armco Steel. Paul G. Hoffman, former presi dent of The Studebaker Corporation and now Ford Foundation director, quit the University of Chicago after his freshman year. Henry7 J. Kaiser, the ship and automobile builder, ended his formal education at the eighth grade in order to go to work at the age of 13. At Yale, says Le roy A. Lincoln, chairman of Metro politan Life Insurance Co., "my grades were just average." Edward V. (Eddie) Rickenbacker, president and general manager of Eastern Air Lines, went to work at the age of 11 and never attended a school formal ly after that. Outside the business ranks, too. are unlimited examples of men who became leaders in their fields with out the benefit of a high scholastic 1 31 I 1 ETC 32448 rating. Thomas A. Edison enjoyed little schooling, and when he did attend was almost invariably at the bottom of his class. A cadet named Dwight Eisenhower, when he grad uated from West Point, stood 61st in a class of 164, or in the middle third. At Harvard, Franklin D. Roosevelt achieved only average grades, and later barely got through law school. From these examples, and the fact that the premium is off mere high grades alone, college students not destined for the top scholastic levels can take much heart. They should note, however, that in virtually every case, America's top industrial ists, regardless of their classroom marks, were active leaders among their fellow students. In his senior year at Cornell, John L. Collver, president and board chairman of the B. F. Goodrich Co., was not only captain of the varsity crew but the head rowing coach as well. He also was president of the student council and of the senior class. Clarence Francis, chairman of General Foods Corp.. showed a wide range of interests while at tending Amherst. He was president of the dramatic club, member of the debating team, and a w'ater polo player. Bernard F. Gimbel, president of Gimbel Brothers, Inc., was a four-sport athlete at the University of Pennsylvania. In the years that lie just ahead, the selection of new employees from among the ranks of each suc ceedin'! class of college graduates seems destined to be on a "take any one who gets a diploma" basis. This will be particularly true in the cases of graduating engineers, chemists, and certain non-technical students. The present shortage of such gradu ates will almost certainly get worse before it gets better. But in the long run. the man who wins out in business is the one who will bring a well-roundedness to his job. His athletic prow-ess as such will not count too much, but the fact that he obviously got along with his teammates will. Few com panies will engage a man simply be cause he happened to be a debater, but they will appreciate that debat ing has helped the individual gain poise, self-confidence, and the abil ity to express himself clearly before strange audiences. Holding office in a fraternity is no guarantee of a position after graduation, but such an honor does tell interested busi ness firms that the man apparently is liked by other people. Around the Clock A professor in one of the nation's best-known engineering colleges sums it up this way: "Companies now are giving a great deal of con sideration to what a man has done with the 24 hours of each day, rather than just looking at his gradepoint average. They're looking for good all-around men who they think have possibilities of develop ing and moving ahead with the company, and have qualities of be coming leaders. Personality, evi dences of leadership, extracurricu lar activity, part-time employment, and scholastic ability are all rolled into one during job interviews." Industry's task of finding suffi cient well-rounded graduates with the proper educational background is aggravated at the moment, of course, by the drastic shortage of graduating engineers, chemists and other technical people. There are many explanations for the decline in the number of students taking de grees in these courses. The nation's sudden involvement in a shooting war, with its attendant defense mobilization effort and Selective Sendee, is the reason that springs to mind most readily. But there are other contributing factors -- the various pre-Korea employ ment outlooks which foresaw an ex cess of engineers at this time, and the expiration of educational bene fits for most World War II veterans. It seems paradoxical that a De pression of 20 years ago should also enter into the manpower availability picture in these years of prosperity, but that is exactly the case. Shrink ing family incomes of the Thirties resulted in shrinking birth rates from 1932 to 1939- The earliest of our Depression babies are just nowturning college age, and that por tends decreased college enrollments for the next seven years. Figures from the 33 colleges que ried in the special Ethyl Mens sur vey show what effect the low birth rates of two decades ago will have on college attendance. The University of Pittsburgh re ported it would have 30 per cent fewer beginning students in engi neering and chemistry this fall than last year. The University of Tulsa anticipated about the same fall-off. Yale, which graduated 321 with en gineering degrees in 1950 but only 235 this year, foresees a steady de cline to a point w'here only 18: In planning for the future, young men today must take the draft into consideration 32 engir of 1 techr stude year ning numl aroui Re ment until Wor: hies: of le.tion Colk your as cl prim Tf forth saw this howt ates . avail; ETC 3 2 4 4.9 most readily. But ontributing factors re-Korea emplovtich foresaw an ex, at this time, and educational beneld War 11 veterans, loxical that a De ars ago should also npower availability ears of prosperity, v the case. Shrinktes of the Thirties nldng birth rates 39. The earliest of labies are just nowage, and that porcollege enrollments n vears. he 33 colleges que ll Ethyl .Vew surffect the low birth ades ago will have lance. v of Pittsburgh re- have 30 per cent students in enginistrv this fall than .'niversitv of TuK.t t the same fall-off. luated 3:1 with ens in 1950 but only resees a steady det where only 1?: r the future, ay must take consideration While little can be done to till immediately the 60,000 engineer vacancies the Engineers Joint Coun cil says now exist in industry and government, both business and the colleges, individually and jomtK. are taking steps for the future. Many colleges, Stanford and Le high among them, are accelerating their technical programs so that. In- taking summer work, student, can complete their courses in about three years. Wayne University ahn has instituted summer sessions for students who wish to speed their graduation. A recently-completed Science building at Wavne \t ill double the number of students who can be trained for higher degrees in More and more students are going to be missing from the class room as college enrollments drop during the coming years. The decline this year will be approximately 275,000 students the field of chemistry. As part of its effort to combat the expected drop in enrollment this fall, Penn State prepared a special movie for show - engineers will graduate in the class ple. Institutions of higher learning ing to prospective students. Also, it of 1954. While Rensselaer Poly this year graduated about 38,000 waged a "talk up" campaign in technic Institute expected five more engineers (about half of whom which undergraduates returned to students to enroll in chemistry this were expected to enter the armed their respective high schools to im rear than last, it estimated begin forces). According to estimates of press upon those students the advan ning engineering students would the Engineering Manpower Com tages and benefits of a higher edu number 1:7 less. And so it goes all mission of the Engineers Joint cation. Louisiana State University around the country. Council, the 195: graduating classes has opened its doors to more out- Reverse Situation will produce only about 26.000 men of-state and transfer students. trained in that profession. In 1953, Similarly, industry has acted be Relief from the decreased enroll the total will slip to 17,000. and in yond its normal scope of support of ments. say educators, will not come 1934, it will stand at a meagre 12,- students and education. until 1947 or 1958. when the first of 000. Except that the figures would Several forward-looking com World War IPs outpouring of ba be different, much the same situa panies this year signed up college bies stan their march to the ivy halls tion also exists in certain non-tech- juniors for summer jobs, with a of learning. Then, the present situa nical professions. view to training them preliminarily tion will completely reverse itself. Colleges will be swamped bv the voung men and women, who. now as children, are so overtaxing our primary and secondary schools. The long-range effects of the torthcoming college enrollment seeuv can only be speculated on at this point. One thing is certain, however. As the number of gradu ates decline, so will the number of OUR COVER: Courtesy Duke University. OUR PICTURES: Page 4. Fred eric Lewis; page 5 (inset), Philip Gendreau, and (bottom), courtesy Cor nell University; page 7 (top), Philip Gendreau, and (right), A. Devaney; pages 8 and 9, cartoons by Warren King, courtesy Popular Economic!. New York University; page 9 (bottom), courtesy New Jersey State Chamber of Commerce; pages to and it, Camera Associates; page 1:. Commercial Photos; pages 13-23, Camera Associates, O. Winston Link, and courtesy Chemical and Engineering Netcs; page 28, Frederic Lewis. Ewing Gallowav, and courtesy' U.S. Department of Agriculture; page toWide World, Monkmey'er, A. Devaney. and Frederic Lewis; page 31. Monkmey'er and Philip Gendreau; pages 3: and 33, Monkmeyer; page 34, A. Devaney. available graduating technical peo 33 ETC 32450 INDUSTRY AIDS EMPLOYEE EDUCATION merican industry not only is cooperating to the A. fullest in worthy projects having to do with po tential employees still attending college. It also is doing much to advance the education of present em ployees, particularly those who are considered "pro- motable" and those who have, because of the urgency of the times, been upgraded while lacking the full proper training. Manufacturers and businesses in the Springfield, Ohio, area, for instance, have instituted a new pro gram in cooperation with Wittenberg College to help supervisory personnel become more effective in their jobs. Foremen and other supervisors of the cooperat ing companies will spend a week at Wittenberg, dur ing which they will take special courses in human relations, personal development, economics, and com pany operations. Some 800 men are expected to take the course the first year, and all will receive their regular salary for the week they spend in college. The salaries total about $100,000. In addition, indus try will pay tuition costs of approximately $25,000. Still a different type of "learn while you earn" pro gram has been put into effect within many companies. This instruction is intended primarily for the em ployee who is ready for promotion, except that he lacks the proper full education required by the higher position. Under the "tuition refund plan," the employee has the opportunity to acquire this knowledge at night or during free hours in a local school, college, or other institution of learning. Money-wise, it can either cost the employee nothing and the company everything, or the other way around. Usually, the company refunds all or part of the tuition after the courses have been taken, depending npon the employee's classroom grade. An "A" mark, for instance, entitles the employee to a 100 per cent refund of his tuition, a "B" student gets back 75 per cent, and so on down the line. A study of tuition refund plans by New York Uni versity's School of Commerce indicates that such stu dents do very well scholastically. before engaging them permanently when thev graduate next June. In other instances, businesses employed students even though they might be earmarked for immediate military7 service. The graduate will take his job upon release from the armed forces. The placement director at one Southern university was so en thused by this plan that he extended "orchids to industry for its encour agement of such students." Several companies in various in dustries have either instituted new, or intensified existing, programs calling for the addition of profes sors to company payrolls for periods up to one year. All benefit from this arrangement. The hiring firm receives the fruits of the pro fessor's long technical teaching ex perience. The instructor enjoys a "change of pace," and also gains as sured employment at a time when many colleges must consider reduc ing their faculty staffs because of lowered incomes resulting from de creased student enrollments. Then, to help both industry and students make wise employment se lections. business is cooperating wholeheartedly in such projects as the Cooperative Engineering Pro gram conducted by the Massachu setts Institute of Technology in con junction with almost a score of industrial firms. Under this plan, selected engineering students spend six months in the plant of one of the cooperating companies after completion of their sophomore year. Thev attend summer classes to make up the time spent on the in-plant training program, and thus graduate on schedule with their class. The plan has a twofold pur pose. It gives students an insight into industry's requirements so he can select the branch of engineering for which he is best suited, and it per mits companies to evaluate individ ual students as to whether they like- For the well-rounded graduate, the opportunities to succeed in life are virtually unlimited ly will succeed in the organization. This is not the full roll call of industry's help-measures by anv means. But these few examples should assure the college student that industry is definitely on his side in the struggle to win his proper niche in the business world. His I. Q. doesn't have to be 160 to gain that place. He just has to be himselfan intelligent, reliable, ambitious American young man. ETC 32451 arn pro* ompanies. - the emt that he he higher loyee has t night or . or other ither cost ything, or <rt of the lepending A" mark, > per cent ck 75 per York Unisuch stu* organization. . roll call of res bv anv w examples lege student iitelv on his in his proper .rid. His I. Q. to gain that be himself e, ambitious Roll Call of Ethyl Chemicals The production of "Ethyl" antiknock compounds and other chemical products sold under the "Ethyl" trade mark is a highly complex scientific art. Scores of chemi cals are required, to one degree or another, in the over-all manufacturing process. Below, to give the interested reader some idea of the scope of Ethvl Cor poration's operations in this direction, are lists of principal chemicals which are (1) purchased from out side sources, (2) made in the company's own integrated plant, and (3) sold by Ethvl to company consumers. / Acetone Activated alumina Aluminum chloride Barium carbonate Barium chloride Stfafl PURCHASES < Benzene Calcium chloride Caustic soda Chlorine Ethyl alcohol Ethylene Ethylene dibromide Ferric sulfate Ferrous sulfate Graphite Hydrogen Kerosene Lead Lime Oil soluble dyes Propane Salt Salt brine Soda ash Sodium hexametaphosphate Sulfuric acid Stfyl MAKES Antiknock compounds Benzene hexachloride Chlorine Ethyl chloride Ethylene Ethylene dichloride Hydrochloric acid Hydrogen chloride gas Lindane Nitrogen Salt cake Sodium Tetraethyl lead Amyl nitrate Benzene hexachloride (technical and high gamma) Calcium metal (crystalline) Chlorine "Ethyl" antiknock compounds Ethyl chloride Ethylene dichloride Lindane Oil soluble dyes Salt cake Sodium (dispersions) Sodium (metallic) You've probably never shaken this hand... but you shoul It's the hand of a man \\ ho does mot to boost your town . . . and the peopfc in it. . . than almost anyone else jm can mendon. j He's your town's "Ambassador ei| Good Will," the first local man i visitors meet, and the only one i people passing through your ever see. He's the man by whom these peo ple form their first judgments ofyov town . . . and to his credit, those fim impressions are usually good. By his hard work, his integrity, and, above all, by the cheerful way Ik haconstantly renders service, he won the respect of all who know him, and the confidence of those who meet him for the first time. His judgment on local stores, ho tels, amusements, and services is con stantly being sought, and his recoi mendadons send a steady stream customers to local businesses. At your service during fair weather or foul, he's the man who ch the vocabulary of America--the i who, by his constant attention Is duty and his eagerness to help, taugltf the motorists of America and hiso townspeople that he operates no* * filling stadon, but a service station! This reminder of your service dt lion's many services is brought tcyafy Ethyl Corporation, manufacturers 4 "Ethyl" antiknock compound usti If oil companies to improve which are sold by more than 200,000 service stations. ETC 32453 i slum f s man who docs root own . . . and the people Jmost anyone else you own's "Ambassador o lie first local man mos and the only one man g through your i m by whom these first judgments of yo to his credit, those firs e usually good. d work, his integrity by the cheerful way h nders service, he ha ct of all who know him ence of those who mee st time. nt on local stores, h uts, and services is con sought, and his recoin and a steady stream ocal businesses. vice during fair wcath the man who chan v of America--the constant attention agerness to help, taugh of America and his O' that he operates notbut a service station! der of your service sta -vices is brought to^cm ition, manufacturers nock compound used to improve gasoli ! by more than 200, James E. Boudreau has been appointed director of public relations for Ethyl Corpora* tion, succeeding Ralph C. Champlin, who has resigned to become a vice president of the Pennsylvania Railroad Company. Mr. Boudreau has been associated with Ethyl for the last 21 years in various sales, customer services, and advertising capacities. He joined the Company in 1930 as a sales representative in New York State, and two years later was named man ager of the New York division. He became manager of the Chicago division in 1936, and filled that post until 1942, when he was commissioned a captain in the Army. He served with the Sixth Service Command during World War II, and upon his release from duty in 1944 was named Ethyl's advertising manager. The following year, when the Corporation's sales de partment was reorganized on a regional basis, Mr. Bou dreau was appointed man ager of the Central Region, with headquarters in Chicago. In 1950, he returned to New York as manager of market ing services for the sales de partment, the position ha held until his recent appointment as director of public relations. Mr. Boudreau is a native of Hoboken, N. J. He attended New York Military Academy, and was graduated from the United States Military Academy at West Point with the class of 1925. NOVEMBER 1951 TOMORROW'S SERVICE TODAY 3 Service stations along the fabulous New Jersey Turnpike, which opens this month, will be operated by Cities Service. The com pany's special dealer training program assures users of the super highway of only the best in traditional petroleum industry service. MEN HAVE A "NEW LOOK," TOOI 7 If not in too many other things in this hectic world, the American businessman can at least find comfort in his clothes. You couldn't always say the same about our office apparel. MID-AIR FILL UP 10 Once little more than an air show stunt, flight refueling may make one of the differences between victory and defeat in any future global war. ATOMS. OILS. AND ENGINES 14 All too little is known of the peaceful uses of atomic energy. Here's one example of how radioactivity is being employed in oil and automotive industry research laboratories, to help produce better engines and better motor oils. THE HEAT'S ON THE WOOLLY BEARS 17 The little caterpillars are carrying a big load on their fuzzy shoulders, as everyone -- well, nearly everyone -- wonders rf they will be right again in their prediction of the coming winter weather. RODEO ON WHEELS 20 When it comes to downright driving skill, it's hard to top the nation's truck drivers. Bach October, at the annual National Truck Roedeo, the public gets a chance to see how It's done. T 0 I 1 IT: al St w vi al is ur se ali OL ga lei ca de sei sh* co: me Im order to widen the Helds of reader Interest in Ithyl News, we frequently publish articles contributed by writers not associated with Ithyl Corporation. Opinions expressed In signed articles are the authors'. The editors of the News welcome articles of timely interest submitted from outside sources. Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oil com panies to improve the antiknock quality of aviation and motor gasoline Edward L Shea, president; Stanley T. Crossland, eke president and treasurer; Herbert A. Sovage, secretory ETC 32455 $ IMBER 1951 3 ike, which The comthe superry service. 7 American a couldn't 10 fling may at in any 14 c energy. yed in oil > produce 17 eir fuzzy rt if they g winter nal Truck To provide the utmost in service to travelers of the New Jersey Turnpike is the aim of a special Cities Service dealer training program A location beside a highway tra versed annually by some eight million vehicles -- a dailv average of almost ::.ooo --is truly a service station man's dream. Such a high way. carrying with it glowing ser vice station opportunities, is the her alded New Jersey Turnpike, which is being opened this month. But while the Turnpike offers an unusual business potential to the service stations that will be spotted along its i i 8-mile route, these retail outlets will have a far stronger obli gation than merely supplying petro ) leum and TBA items to the car after car and truck after truck that are destined to roll in. The all-round service they render can be nothing short of that which motorists have come to expect at any of the nation's H more than ioo.ooo service stations. and, if anything, must ex ceed this high standard. Mindful of this fact. Cit ies Service Oil Company ^ - (Pa.) has effected a dealer training program designed to pro duce only outstanding personnel for manning the Turnpike stations. As is well known. Cities Service has been awarded the initial contract for exclusive operation along the new superhighway. Legally, the company is obligated to operate its service stations in a manner that will reflect credit upon the Turnpike Authority and the State of New Jersey. But in the con scientious, highly-competitive pe troleum industry, no such judicial orders are necessary. It is not surpris ing, therefore, that Cities Service has gone beyond what is required of Stations along the Turnpike will be completely modern, as indicated by this scale model it in its marketing plans for the Jersey Turnpike. Initially, ten stations will be in operation along the Turnpike. Addi tional outlets, up to a total of : t. u ill be added as traffic warrants. Two of the stations, on opposite sides of the highway, are located near the Jersey end of the Delaware Memo rial Bridge, which spans the Dela ware River below Wilmington. 1 his structure was opened last August. Two stations, again facing each other on the north and southbound lanes. The New Jersey Turnpike is a toll highway. The toll plaza shown below is typical of those that dot the road's route rporotjon. on of rtw wvrtts. rk 17, N. Y. l I ( ! ; 1 i| ! j j 1 j I' are at Woodbridg5e. benveen New Brunswick and Newark. Single stations are situated near Woodburv. .Mount Hollv. Hightstown. New Brunswick. Elizabeth and Secaucus. At intervals ranging from ten to 20 miles, this arrangement provides service stations for the entire length of the Turnpike, almost from its very beginning at the New Jersey end of the George Washington Bridge to the new .Memorial Bridge over the Delaware. Vary in Size The stations themselves will vary in size and facilities. At some of the locations, the same building will house both the service station and a Howard Johnson restaurant. At others, there will be smaller lunch rooms. and two of the locations will have no eating facilities whatsoever, The number of service station bavs at each site will van' from one to The Turnpike cuts through New Jersey for 118 miles. Indicated on the map are the locations of the ten initial service stations three. Some of the stations will have five islands and some three. In either case, each island will be equipped with four fuel-dispensing pumps. The entire Turnpike marketing program is unique in many respects. Taking their cue from the fact that the New Jersey' superhighway is considered tomorrow's engineering feat come true today. Cities Sendee sales personnel have adopted "To morrow's Service Today" as the semi-official slogan of the company's modem dealer training program. Under this program, personnel hand-picked to man the Turnpike stations undergo an intensive sixweek course, covering every phase of operations. A converted garage in Newark, N. J., senes as the training center, with E C. Haviland, Cities Service manager of sales training, in charge of the instruction. In classes never numbering more than 30, the senice station men-tobe receive both group and individ ual instruction. Throughout the en tire six-week period, the value and necessity of senice and courtesy are emphasized, re-emphasized, and then emphasized again. It is abso lutely essential, the men are told, that they render prompt, satisfac tory, and courteous senice if the high standards of industn-wide senice station operations are to be maintained on the Turnpike. Each new class first receives a brief, but full, verbal introduction to the Cities Senice company and to the New Jersey Turnpike. They are told of the company's rapid growth in petroleum marketing, especially As part of their training, per sonnel for the Turnpike sta tions actually "practice" at established outlets like this since the end of World War II, and learn that Cities Service now oper ates 17,000 retail outlets in all parts of the United States east of the Rockies. The information about the Turnpike ranges all the wav from the history of its conception to the location of interchanges, mileage between any two given points, etc. Following this, time is devoted to a preliminary' discussion of the dif ferent grades of gasoline and lubri cants. A period early in the course also is spent in acquainting the class with accepted customer relation techniques, such as greeting the driver and rendering eight-point service around the vehicle. Steps Followed With this background, the class is ready to plunge into the six-week course in earnest. In treating with each different subject matter, three basic steps are followed: (1), pres entation, in which the matter is ex plained by the instructor; (2), dem onstration, in which personnel see the particular service or repair job carried out; and (3), practice, in w'hich personnel actually apply xvhat they have learned. Point three is accomplished at various Cities Service stations in and around Neyvark. The second, fourth, and last week of the course are spent at such stations, where the student 4 ETC 32457 < 1 l l f t s s f 1 1 c tl st a al st T se in sy in sc sti se. all ro m; on me of nu is 1 I War II, and e now opercs in all parts east of the ion about the le wav from eption to the ges, mileage n points, etc. is devoted to n of the difne and lubriin the course ting the class Tier relation greeting the eight-point icle. ved id, the class is the six-week treating with matter, three d: (1), presmatter is exor; (2), demlersonnel see or repair job practice, in ruallv apply i. implished at rations in and cond, fourth, urse are spent e the student "practices" those things he has learned during the previous week's instruction. The first week's instruction covers basic service, products, lubrication, and the like. Whenever possible, ex hibits and "live" demonstrations are employed to add to the man's knowl edge. For instance. Ethyl Corpora tion's latest educational show, the Product-Sales Clinic, will be seen by each class, to acquaint them with the many good things that modern-day gasolines and oils achieve, and the bad things they are not responsible for, in the operation of an automo tive vehicle. After a week spent at a service station for field training in basic service, the group returns to class for its third week of instruction. This is devoted to the so-called TBA -- tire, batterv, and accessory -- items. The fifth week -- which is classroom instruction, again after the class has gained a week's actual service station experience -- concen trates on mechanical subjects. Time also is spent on customer relations, srudving the various New Jersev Turnpike regulations that applv to service station operation, and learn ing the new, simplified accounting system that Cities Service is putting into effect for its superhighwav stations. Applicants Screened In the sixth and final week, the student returns to a Newark area service station to review in the field all that he has learned in the class room, No longer the novice that he was a month and a half earlier, the man is now reads- for assignment to one of the outlets along "the world's most modern highwav." The recentlv-graduated first class of 30 men, which is forming the nucleus of the staff at each station, is typical of the tvpe of men Cities It is significant that the first formal use of the New Jersey Turnpike itself a milestone in highway transportation - should have been an Oil Progress Week event that dramatized the fact that two gallon* of gasoline now do the work of three gallons of 1925-26 fuel. The "Two Equals Three" demonstration was held on the bright, hut blustery, morning of the 18th of last month, before an audience of more than 300 members of the press, representatives of the oil and automotive industries, state and highway officials, and members of the New Jer*e> Turnpike Authority. Scene of the event, sponsored by the New York-New Jersey District of the OlIC and conducted by Ethyl Corporal ton, was a two-mile stretch of the new superhighway between Newark and Elizabeth. To illustrate the quarter-century increase in the intrinsic value of gaso line, Ethyl engineers re-created the conditions that prevailed in the oil and automotive industries in the mid-1920's. Actual automobile* of that era were operated on fuels equivalent to those of the time. Three of the four separate events that made up the hour-long demon stration were acceleration tests. By matching the actual road performance* of modern automobiles against those of yesteryear's vehicles, the audience gained dramatic proof of the extra value of today's fuels. The final event, a fuel economy run, was contested among four ears -- a 1921 Cadillac, a 1928 Chrysler, and two late model Oldsmobile* with experimental engines. Of the latter, one had a compression ratio of 4.5 to 1, and the other 8 to 1. Each ear was allotted one-tenth of a gallon of gasoline. The Cadillac and low compression Oldsmobile ran on 1925 motor fuel, the Chrysler on "Ethyl" gasoline of 1928 quality, and the high compression Olds on present premium gasoline. From a standing start (top photo), each car was driven at a constant speed of 30 mph until its fuel ration became exhausted. Only the 1928 Chrysler and modern high compression Oldsmobile had sufficient fuel to reach at least the reviewing stand (bottom photo), which was 1.100 feet from the starting line. The Chrysler stopped dead soon after, however, while the modern ear operating on modern fuel rode on for hundred* of feet additional to average 18.98 miles per gallon, even in the face of a lusty headwind. The 23-year-old Chrysler got 15.25 to the gallon, the low compression Oldsmobile 13.33, and the 1921 Cadillac only 11.64 miles per gallon. The high compression car, running on today's premium fuel, then, showed as much as 63 percent better fuel economy. Truly, the Oil Progress Week demonstration along the super-modern New Jersey Turnpike was a vivid portrayal of one phase of petroleum'* progress during the last quarter-century. 5 ETC 32458 Service has selected for the impor staff of competent personnel on the activities of these stations. The : i' tant job of servicing the millions of hand ready to serve vehicles in need. new unit, headed by M. E. Powlev, cars and trucks that will ride the An average 15 men will be assigned is the New Jersey Turnpike District i New Jersey Turnpike each year. to each station for the round-the- It functions as a pan of Cities Ser i The selected men were screened clock operation, although some of vice's Newark Division, of which from among 450 applicants for the the larger and more strategically lo J. L. Rieley is manager. positions to be filled. Twelve are cated outlets will be staffed by 25 One has to know but little about t i college graduates, and about half of or more. the fabulous $250 million New Jer the 30 had previous service station All stations along the Turnpike, sey Turnpike to appreciate the ex experience to one degree or another. regardless of their size or location, treme importance of serving the So high-calibre are those who will have complete facilities for servic motoring public on this highway- operate the Turnpike outlets chat ing and repairing every type of and serving it well. Cities Service fully expects that vehicle. In addition to premium and many of its future marketing and regular grades of gasoline, diesel fuel Vital Corridor sales personnel will be drawn from will be available at special islands for This will be the corridor through this group. The company-operated stations where the specially-trained men will serve are, as might be expected, the truck use. Along with service that is courteous and intelligent, the em phasis will also be on speed. Up-todate equipment will permit rapid oil which will flow virtually all the highway traffic between New York and Philadelphia, the nation's first and third largest cities. At speeds up I in At last word in modernity. changes, battery charges, tire re to 60 miles an hour, drivers will be fo 24-Hour Service pairs, and other basic fixes. Special able to slice just about in half the lanes, leading into and out of the former driving time between Next no T1 At the outset, and probablv service station area, make it easy York and such points as Philadel alb through the coming winter months, and safe for drivers to leave the phia and Wilmington. Eventually, eas six of the ten Turnpike stations will high-speed superhighway. For those when the proposed Man-land Ex so operate out of temporary buildings, vehicles not fortunate enough to be pressway and other connecting links due to unforeseen construction de able to reach a service station under are laid, Washington, D. C., will be in lays. Except for fuel pumps and the their own power, Cities Service only a 4!4-hour drive from New other outdoor hallmarks of anv ser plans anv-hour road service. To York, instead of the present seven. vice station, the permanent buildings speed their dispatch and to enable Peering even further into the not- look for all the world like a Cali them to coordinate with the police too-distant future, the New Jersey fornia ranch home. But unlike as in on traffic conditions, the road ser Turnpike will be a key link in a net tho a privace residence, the lights will vice trucks will be equipped with work of superhighways that will now never go out at these stations. Thev two-wav radio. enable an automobile to travel be giv will remain open 24 hours every day As a further step to assure New tween New York and Chicago as hout in the year, and always with a full Jersey Turnpike travelers that they fast as, or faster than, crack crains and Below, a typical interchange for receiving and discharging traffic. The Turnpike has 16 such expertly-planned facilities will receive the utmost in traditional petroleum industry service, Cities Service has created a special sales group to supervise and coordinate now make the trip. The New Jersey Turnpike is a truly unique highway, presenting many challenging unique and differ ent petroleum marketing and servic hea\ stiff high ers, ing situations. the But with hand-picked specially- trained personnel manning its ser deed vice stations, and with a special sales be fo organization to supervise their activ the ities, Cities Service stands ready to deliver "tomorrow's service today done to the millions who will traverse the Thev highway that once was a dream but weai now is a reality. Shirts ETC 32450 ations. The E. Powley, ike District. Cities Ser, of which little about n New Jerlate the ex- serving the highway - | * | i ' 1901 sr ior through ally all the i New York lation's first Vt speeds up vers will be in half the tween New as PhiladelEventually. arvland Exnecting links ). C., will be from New esent seven, nto the notNew Jersey link in a netvs that will :o travel beChicago as crack trains umpike is a , presenting ae and differg and servic ed speciallvning its sera special sales se their activnds ready to rvice today' .1 traverse the s a dream but 1911 lagued as he is bv the head Paches that go with doing business in this topsv-turvv world, the American businessman can find com 1921 fort w here there was practically none 50 years ago -- in his clothes. The most sensible apparel in history allows him to sit. stand, and walk at ease. Clothes-wise. he never had it so good. Men's wear has changed so much i s h e d bv bright neckties. Suits and top coats are cut on 193 1 full, but not exaggerated, lines and are fabricated from lighter, more in the last three decades that there's little similarity between today's comfortable, good-looking attire colorful materials. And shoes are de signed with not only appearance but also foot hygiene in mind. and the constricting, lifeless gar Three factors, in addition to a ments of the early Twenties. In natural desire on the part of the those days, as we look back on them businessman for more comfortable now, the idea must have been to and better looking clothes, are re , give every man a toothpick-like sil sponsible for ousting the drabness 1 houette. He was weighted down and discomfort from men's apparel, and garroted bv layer after layer of according to male fashion experts. heavy unbending garments. High Not necessarily in the order of their stiff collars, narrow-shouldered, importance, these factors are: the high-waisted, form-fitting jackets, wife; an entirely different mode of skimpily-cut, narrow-legged trous living; and a general improvement ers. and narrow, pointed shoes were in our living standards. the order of the day. Somber grays, browns and blues predominated. In Wives Like Drape deed. life and color were seldom to The lady of the house rates credit be found in the costume worn by for an assist at least, for introducing the average male of that era. color to hubby's wardrobe. When Since then, men's clothes have tailors and clothing manufacturers done an almost complete about-face. were hesitant about marketing the They are now infinitely easier to lighter, brighter clothes they had * w ear and are far more attractive. created, it was the little lady's en Shirts have soft collars and are em- thusiasm. almost as much as her The businessman may not have noticed it, but his clothes have changed -- and for the better 1 941 husband's, that dragged them out into the 1951 open. And when the British drape invaded our shores in the early Thirties, milady's quick endorsement helped clinch adoption of it --with some variations. Wives like the drape because its wider, padded shoulders, full chest, and taper to the waist make their husbands--regardless of natural con formation -- appear "he-men." Men themselves appreciate that a modi fied drape is both flattering and comfortable. They have ruled out, however, the extreme drape which was so popular with many "sharp" dressers for several years. While the white duster faded from the scene with the coming of paved roads and closed cars, auro- 7 ETC 324 GO male clothing styles. Heated cars and public convey ances protect the average "nine to fiver" from winter's blasts for all but a few minutes a day. This pro tected environment has put a big dent in the heavy under and outer clothes market. Gone are the bulky ulsters of 45 to 60 ounces-per-yard material. Some men now feel the need for nothing heavier than a lightweight topcoat, with, some times, a zip-in lining. Gone, too, from the average office worker is the heavy wool union suit in which he once roasted and itched most of the day for the sake of a few min utes' warmth out-of-doors. Abbre viated shorts of cotton, rayon or nylon, and light knitted undershirts are now standard undergarments the year round. The presence of a roof oyer his head most of the way to and from his job has also enabled the business man to cut down on much of the winter and stormy weather impedi menta without which he once dared not face the elements. Far fewer are the number of umbrellas, rubbers, galoshes, mufflers and spats now in evidence. Raincoats, once a cum bersome burden, are now smartly styled. Some can be folded neatly and slipped into a jacket pocket when not in use. The lady of the house, say men's fashion authorities, exerts more than a minor influence on her hus band's choice of wearing apparel The general upswing in living standards since the first World War has been a boon to both the clothier and his customers. The average man of the early Twenties had but two suits, one for Sunday and one for "everyday." When the everyday suit wore out, he moved the Sunday edition up to take its place and bought a new go-to-church ensem ble. Since the Sunday suit was prettydark -- usually' blue serge -- this pro gram resulted in a monotonous suc cession of drab suits. These days, many men find that they can afford from three to five suits, and that byalternating them each suit will last much longer. Summer Suits Too, modem shades and patterns lend color and distinctiveness to each suit. Glen plaids, bold tweeds, stripes, checks and other designs and brighter colors have done wonders to relieve the monotony of the som ber suits of yesteryear. The drab, fitted suit of the Twen ties was, more often than not, a 12months-a-year proposition. There were, of course, a few sports who showed up at the office in the summertime attired in blazers, "ice cream" flannels, and white or twotoned shoes. But while their cos tumes were flashy, they were any thing but cool. Summer suits did not achieve any degree of popularity until just before World War II. Be fore that they were a luxury few men thought they could afford. While men made few clothing concessions to summer's sizzling The warmth and protection provided by today's well-heated automobiles have been partly responsible for the demise of heavy winter clothing temperatures a generation ago, they usually made an exception in the case of headwear. By the time May rolled around, they were ready to swap their derbies or heavy- felt hats for sailor straws or tightly woven Panamas. The latter reigned as the favorite summer hat until about ten years ago, when coconut straws and other lighter and better ventilated varieties came on the scene. The aforementioned derby was a casualty of the late Twenties and is now worn by only a few individuals who prefer it to the lighter, softer felts that are the accepted headwear for all but the summer months. The felts can be worn snap brim, homburg, or whatever shape the wearer prefers. Their chief changes have been in weight (;o% lighter in 25 years), and in width of brim and band. The very- latest trend is back to narrow brims and conventional width ribbons. Colors, once uni versally dark, can now be anything from light browns and gray-greens to midnight blue or black. Jumping from head to foot, shoes have followed the general trend to brevity, lightness, and comfort. Long gone are the days of high shoes the year round. Today's wellshod office habitant wears sensiblystyled oxfords almost exclusively. Just as summer suits have come into their own in the last decade, so, too, has cooler and lighter footwear. Hot weather shoes are characterized 8 ETC 32461 opening wffiat n i ago, they on in the time Mat' ; ready to y felt hats tly woven ned as the about ten straws and ventilated le. .rby was a ides and is individuals iter, softer : headwear onths. The irim, homthe wearer nges have hter in brim and nd is back nventional once unie anything ray-greens foot, shoes il trend to comfort, s of high day's wellrs sensibly lusively. have come decade, so, r footwear, aracterized !-- ip*! Compared with the stuffily-clad businessman of a generation ago, the two modern executives (right) present a picture of well-dressed, yet comfortable, informality by their lack of avoirdupois, lighter hues, and foot-cooling ventilation provided bv perforations or woven construction. Odd as it may seem, the sports wear industry, bom in the midTwenties, has had a pronounced ef fect on present-dav business attire. After golfers, especially those with spindly or bow legs, forced the re placement of knickers with slacks, the sport jacket-slack combination became popular for informal wear. Bv the late Thirties, some men were even wearing them to the office. The swing to informality has also helped sound the death knell for such items as full stockings and stiff collars. Now it's elastic top ankle socks and collar-attached shirts -- with the rainbow the limit where color is concerned. As part of the passing parade, even what we now' consider conven tional shirts are beginning to feel competition from a new' entry' in the field. This is the dual-purpose shirt with the "vanishing collar band." This version is advertised to look just as neat as a regular shirt w'hen w orn with a necktie, and yet con vert into an open-neck sport shirt merely bv removing the tie and opening the top button. No matter what type, shirts, once exclusively white, have taken on color too, in the form of solid colors, stripes, checks and patterns. No commentary on the modem man's clothes would be complete without a word about that small but popular piece of apparel that pro vides so much conversation and freedom of expression -- the necktie. Those Neckties! Though ties no longer are adorned with stickpins, this lack has more than been offset by the use of pat terns and colors. Everything from brilliant suns setting behind palmfringed shores, through animals and flowers, to severe geometric patterns unstintingly splashed, sprinkled and daubed with bold colors are now available. Though the average busi nessman tries not to go too far over board with his ties these days, his Stripes, checks, plaids and bright colors distinguish the clothes on display in modern haberdasheries cravats do reflect the informality and brightness that characterize modem apparel. Though they afford less area for color and design display, bow ties, long in an eclipse, have shown a marked revival since the last war. Yes, from hat to shoe, there's more color and more freedom of move ment in today's better looking, longer wearing, more sensibly sty'led clothes. And the improvements are continuing. Last year, for instance, several manufacturers introduced what they7 call a truly domestic suit -- the "American lounge." Not extremely conservative, severely "English," or overdraped, it may be either single or double breasted and comes in a variety of fabrics and patterns. This "American lounge" and the so-called "Ivyr League" model with its center coat vent, broad button spacing, rounded front, and natural but not extremely narrow shoulders now are popular with many men. From head to foot, the American businessman presents a pleasant pic ture of easy informality. He is everv bit as warm in w'inter, far cooler in summer, and much more comfortable and less weighted down the year round. He may look back with longing to the control-free business era of the Twenties, but clothes-w'ise, he assuredly has no desire to change places with his drab, severe 1921 counterpart. Once a stunt, refueling in flight now is a routine procedure. the flying range of today's aircraft One important result is that our bombers, by taking on fuel Recent developments in refueling techniques now permit many types in mid-air, can reach enemy targets anywhere in the world I; i of military planes, including both jet bombers and fighters, to replenish lightly lf.ss than three years on its historic earth-girdling journey S ago. even a world used to star to serve notice on potential aggres tling announcements was astoundedsors that the U. S. Air Force was, their fuel supplies while in flight The use of special guide lights and anti-icing equipment overcomes the to learn that an American bomber indeed, a global air force. No longer time and weather barriers. Flight re had flown around the world with was any target, no matter where in fueling can be accomplished at any out ever once coming down to the world located, out of the reach hour, night or day, and in virtually earth. There was nothing novel in of our bombers. In that one flight, any weather. the mere fact that an aircraft had mid-air refueling had wiped out vir What specifically, does all this circled the globe -- planes had been tually all previous limitations on mean besides transforming our doing that for a quarter-centurv and more. What made the flight of the Lucky Lady II headline news was that it had been accomplished non-stop. The answer? Refueling in flight. Xo stunt, it is now public knowl edge that the B-50 was dispatched s aircraft, refueling any types ig both jet replenish in flight, lights and comes the Flight re.ed at any 1 virtually ;s all this line our medium bombers into "interconti nental" bombers? Among other things, it means that jet fighters, heretofore limited in cruising dis tance because of their insatiable ap petite for fuel, can now escort the intercontinental bombers on long flights. It means, too, that those mili tary aircraft equipped for in-flight refueling can take off from shorter runwavs without cutting down on their maximum bomb or weapon Refueling by the so-called hoseand-reel system. The aerial tanker (right) is feeding gasoline to a sister B-29 via a hose which the latter had grappled loads. The difference, of course, is a lighter take-off fuel load. The recent burst of enthusiasm for flight refueling does not imply that the mid-air transfer of fuel is exclusively an Atomic Age develop ment. Recall the much-publicized endurance flights of the late 1920's and early Thirties, xvhen such "stunts" were so numerous that the record for staving aloft changed hands as mans- as nine times during one year. It was in 1923 when the first re corded attempt to transfer fuel from one flying plane to another was made. The trick was turned success fully at several air shows, chiefly bv stunt fliers. That same year, two Army fliers at Rockwell Field, Calif., accomplished what aviation histo rians consider the first major flight refueling. Their plane twice took on gasoline (25 gallons the first time, 30 the next) from another plane, which passed the fuel through a jo-foot length of hose. Nothing much was heard, or done, about flight refueling after that until January, 1929. Then, under War Department sponsorship, the now-famed Question Mark took to the air over Southern California. For more than six days, the plane remained aloft, receiving its fuel and oil from airborne "tankers." It was more than coincidental that the same Carl Spaatz, who, as Air Force chief of staff, spurred the postWorld War II revival in flight re fueling, was also in command of the Question Mark on its memorable endurance flight 22 \-ears ago. The success of the Question Mark inspired a rash of endurance flights by commercial pilots during the next few years. But again interest in flight refueling in this country waned, and it remained for the Brit ish to pick up the ball and run with it. The result is that two of the three major in-flight refueling tech niques employed by the U. S. Air Approaching a British bomber for a mid air refueling is one of the two U. S. jet fighters which crossed the North Atlantic non-stop a year ago. The funnel at the end of the hose trailed by the tanker couples to the "probe" jutting from the jet's wing Force today are British-developed. The first of these methods was devised bv a Roval Air Force squad ron leader after considering the pos sibilities of flight refueling while watching the early American endur ance flights. Under his method, the aircraft to be refueled trailed a 300foot line at the end of which was a three-pronged grapnel. The tanker plane trailed a shorter line with a weighted end. Approaching the re ceiver plane from behind, and in a position slightly above and to one side of it, the tanker flew to the other side of the receiver. This caused the two lines to cross and thus make contact. The plane to be refueled then hauled in the lines and the hose pipe from the tanker, made the proper connections, and the refueling began. Line Shot Out Through the years, this basic technique has undergone several refinements. On its epochal 94-hour globe-girdling junket in the late winter of 1949, the Lucky Lady U was refueled en route bv a method calling for eight major steps. As it neared the refueling rendez vous point, the Lucky Lady sent out the grapnel-tipped trailing line. The tanker assumed its position on the rear starboard quarter of the bomber. But instead of trailing its own contact line and crossing over the receiver plane's line, as under the original method, the tanker shot FTC 324G4 a line forward of the arc of the receiver's hauling line. The grapnel made a sure contact of both lines. The Lucky Lady then hauled in the tanker's line and reeled in the hose length attached to it. Once the coupling was made, the hose line was flushed with nitrogen gas as a fire preventive measure and the fuel transfer got under way. When the refueling was completed, the hose line was again flushed. The bomber then released the hose and paid out its hauling line to full length. As the tanker pulled awav. a six-inch "weak link" snapped in the hauling line, and both planes were free to go their respective wavs. The second British-created flight refueling technique in use todav is the so-called probe-drogue system. This technique was emploved in refueling the two American jet fighters which made aviation his tory a year ago by flying non-stop across the North Atlantic. Far less complicated than the earlier hoseand-reel system, the transfer of fuel by probe-drogue nevertheless also calls for expert piloting and close coordination between the two air craft involved. In making contact with the tank er, the pilot of the receiver plane maneuvers a "probe," which ex tends from his craft's left wing, into the funnel, or "drogue," found at the end of a hose line which the tanker trails. When the probe is fined into the drogue, the fuel trans fer can begin. Newest of the flight refueling systems is the "flving boom" meth od. Military' planes in many cate gories now are constructed with built-in equipment for either pass ing or accepting fuel, as the case may be. On other aircraft, the neces sary trappings must be installed after their construction. Aerial Service Stations Presently, two planes -- the KC-97 Stratofreighter and the KB-29 Superfortress -- are serving the Air Force as "aerial service stations" for mid-air fill ups. The flying boom is made up of two telescoping sections of pipe, and is attached to the tanker's fuse lage near the tail. It takes a skilled combination of man and machinery to release the pipe and maneuver it into position for connection with the plane to be refueled. Because he lowers the boom, it was inevitable that the crew member in charge of this operation should come to be given the nickname of "Clancv." At the appointed time and place, the two planes keep their rendez vous. The canker in this case, sav. is a KC-97, and the receiver a swepcwing Stratojet bomber. Expertly, "Clancy" lowers the boom, easing it downward and out ward away from the tanker's under side. The movement is controlled by a conventional airplane-type con trol stick, but it's not as easy as it sounds. The operator actually flies the length of pipe. On the boom are two control surfaces known as ruddevators. When the airstream acts on them, it provides the forces needed to lower the boom, raise it, or swing it to one side or the other. The assignment is one only for a crew member who has more than a fair knowledge of aircraft piloting. Meanwhile, as the boom goes out. the jet, thirsting for more fuel, is jockeying into position. Because the boom can swivel and telescope, the two pilots enjoy a slight freedom in aligning their planes. Incredible as it may seem to the earthbound layman, the two planes, despite their high altitudes and ex- Newest of the in-flight refueling meth ods is the "flying boom." Left, this device is shown in stowed position at the rear underside of the tanker plane ... Below, a closeup of the flying boom operator's station in the plane's tail harge of e to be riancv." id place, rendeze, say, is i swept- ers the ind outs underntrolled pe conisy as it illv flies e boom nown as irstream ie forces raise it, ie other. v for a e than a piloting, roes out. fuel, is :ause the ope, the edom in n to the o planes, and ex- cessive speeds, must be coordinated glows. But should the airplane re in terms of feet for the refueling operation. Anyone inside the tanker plane during flight refueling would hear "Clancv" guiding the receiver plane Sj pilot over the inter-com radio thus- 4 lv: "Come forward five feet. Fori ward four, three, two . . ." Then, a I second later, "You're overrunning a little. Back two feet." The slipway doors atop the jet aircraft have been opened, and there . waiting the fiving boom nozzle is the socket through which the fuel will be driven under tremendous l: pressure once final contact has been made. That contact is made when j "Clancy" considers the receiver plane in proper position. Almost ten derly. he noses the boom down Oscar B. Lewis has been elected vice president of Ethyl Antiknock, Ltd., Canadian sales subsidiary of Ethyl Corpo ration. He suc ceeds William M. Turnley, who has retired but re mains as a director and consultant. An Ethyl employee for 24 years, Mr. Lewis has been gen eral manager of the Canadian company for the last year. Mr. Lewis joined Ethyl in 1927, and that same year the in troduction of "Ethyl" gasoline in England took him to that country. He returned to the United States in 1929 and sub sequently was engaged in sales and safety work. He was ap pointed safety manager in 1935 and assistant general sales man ager in 1947. Mr. Lewis was born in Brook lyn, N. Y., and was educated at Dartmouth College and Colum bia University. ceiving the fuel move outside this position, the green light fades out and one of four red lights flashes on. These advise the receiver pilot to reposition his craft either "up," "down," "forward," or "aft," as the case may be. One hundred and 50 seconds, or maybe slightly longer, after the fuel started flowing into the thirsty plane, the refueling is completed. A disconnection of the flying boom from the receiver plane's receptacle is made by pre-arranged signal, and the operation is all over. That's all there is to it, but it's one of the mighty dramas of the skv. To carry out the increased num ber of flight refuelings that seem in evitable in future operations, the those final inches, perhaps sliding it Air Force has created its own group along the slipway atop the jet, until of military "service station men." it cradles in the refueling receptacle. the tanker is equipped with a set of These personnel are grouped into Up forward in the tanker, the pump special "traffic lights" on its under Air Refueling Squadrons, each operator gets the "contact made" side. A valuable help in overcast squadron having 20 tankers. It will signal. Working his pump panel, he skies and an absolute necessity in serve as no aid and comfort to the sends the life-giving fuel surging night refueling, the ingenious sealed Kremlin to know that whenever the through the boom and into the jet. beam lighting device is triggered au Air Refueling bovs go aloft to earn It's like one person giving a blood tomatically bv microswitches con out a mid-air "filling" job, they are transfusion to another. nected to the flying boom. So long placing our strategic bombers and To help the receiver plane main as the boom remains in "nominal fighters within reach of every kev tain position during the refueling, contact position," a green light target in every part of the world. -ig metheft, this sition at er plane ng boom ne's tail Below is the view of the flying boom the receiver pilot gets just before con tact is made . . . Right, mid-air refuel ings like this are new routine, adding .) immeasurably to the range of the Air Force's strategic bombers and fighters Radioactive materials are more than weapons of war. They are also "tools" for improving oils and automotive parts or the average person, the Fword "radioactive" immediately points, piston rings, gears, bearings and other automotive parts. conjures up a mental picture of a A leading industrial pioneer in flattened and rubble-strewn Hiro using the power of the atom has shima or Nagasaki, with mysterious been The Atlantic Refining Com lethal rays emanating from every pany. As far back as 1939, long be where. First thoughts are of nothing but devastation and the casualties that radioactivity can cause. But just as atomic scientists pre fore "atomic energy" and "radioac tive" became part of our everyday vocabulary, engineers in the Appli cation Research Division of Atlan dicted soon after news of the atom tic's Research and Development bomb explosion had been flashed to Department were probing the possi the world, atomic energy could be bilities of using the principle of a weapon of peace as well as of war. Today, it is being used with out standing success in medicine, agri culture, biological and physical sci ence. industry, and a variety of other pursuits. Always alert to developments that will improve their products, the oil and automotive industries have been quick to take advantage of radio active materials. The knowledge and facilities that were developed to cre ate the atomic bomb are now help In laboratory experi ments, minute metal par ticles, or wear debris, from radioactive piston rings ere mixed with test engine motor oil. Sam ples of the oil, with drawn at regular inter vals, are tested for radio activity with a Geiger counter. From the read ings obtained, wear computations are made ing to produce better lubricants and improved automotive engines. .More specifically, radioactive tracers are helping to perfect motor oils and to develop more durable distributor 14 BADlOiCTIVE tCTON PINO radioactivity to speed up engine wear tests. Now, because of Atlan tic's pioneering and the subsequent contributions of atomic scientists, such tests can be completed in a few hours, instead of the hundreds that were formerly required -- and with infinitely more accuracy. It is the information obtained in these accelerated and improved wear tests that is enabling the oil and au tomotive industries to speed im provements in their products. Anyone familiar with engine wear testing methods knows that to simu late actual driving conditions it is ETC o 2 4 G i \ necessary to run laboratory engines t or road test cars for hours on end. A I test engine must be run up to 500 f hours, for example, to duplicate a year's wear found in the average car. f Not only is this time-consuming, it f also involves tearing down engines at frequent intern als, so parts being tested can be removed and measured to determine the amount of wear that has taken place. Too, in reas sembling the engines, there is always the possibility that slight variations in assembly will occur and subse quent tests therefore will not be ex actly comparable. speed up engine because of Atlannd the subsequent atomic scientists, completed in a few the hundreds that quired -- and with curacy. nation obtained in ind improved wear mg the oil and auies to speed imeir products, r with engine wear In today's faster and more accu rate method, the parts to be tested are made radioactive before they are installed in a test engine. The wear debris, or minute metal particles worn from the radioactiye parts af ter a brief running time, readily supply the information it once took so long to find. Sensitive Geiger counters measure the degree of ra dioactivity of the wear debris, and from these readings engineers com pute the extent of wear that has taken place. nows that to simu- Twofold Advantage g conditions it is Such wear computations have a twofold advantage over those ob tained by previouslv-used methods. First, they are available after short test engine runs. Secondly, they are accurate to one one-millionth of an inch. Ordinarily, engines must be subjected to at least 4,000 miles of typical cold weather city driving to get one one-thousandth of an inch of wear. That amount of wear can readily be measured by presentlv- available micrometers. Under the procedure now em ployed in Atlantic Refining's re search laboratories, piston rings are sent to the U. S. Atomic Energy Commission's plant at Oak Ridge, Tenn. There they are placed in the famous atomic pile for 30 days. Dur ing this time, bombardment bv high velocity, penetrating atomic par ticles, or neutrons, changes the ele ments in the ring metals from ordi nary stable elements to unstable radioactive elements. Called radio isotopes of their original elements, these unstable elements give off pen etrating rays. Returned to the research labora tories, the rings are installed in single cylinder test engines. Because, in the case of piston rings, the wear debris becomes mixed with the engine oil, the amount of ring wear is measured Unfortunately, it wasn't as easy to obtain and use radioactive materials twelve or so years ago. as it sounds today. When Atlantic Refining's research engineers first became in terested in this solution to the lengthy test run problem, there \\ as no Atomic Energy Commission, no Oak Ridge, no atomic pile. Where, then, were they going to get radio active piston rings for use in what it was hoped would be faster and more accurate wear tests? In seeking the answer to this and many other questions involved in such a revolutionary project. Atlan Among the safety devices used to handle radioactive materials is this lead tunnel through which materials are withdrawn from the atomic pile by checking the radioactivity of the oil itself with a Geiger counter. A similar procedure is followed by automotive industry engineers to test distributor breaker points, gears and bearings. They ship the parts to Oak Ridge for bombardment in the atomic pile. When the radioactive, or "hot," parts come back, they are installed in test engines and given an experimental run as though they were in a standard automobile. A few hours later, the wear that has taken place is measured. Many outside the industries may wonder why such speeded-up test methods were not in use long ago. tic's engineers enlisted the help of the Battelle Memorial Institute in Columbus, Ohio. The first question to be answered was: Is such a plan practical? After using the nearby Ohio State University cyclotron to activate the element phosphorus, Battelle scien tists, with the cooperation of the Perfect Circle Company, manufac tured some piston rings, incorporat ing in the steel of the rings the radioactive phosphorus. The wear debris that came from these rings when they were tested in a labora tory engine was sufficiently radio active to be measured. 15 ETC 32468 Soon after these developments, the advent of World War II inter rupted the experiments. But it had been definitely established that the principle of radioactivity could be used successfully to accelerate and improve wear testing methods. Be fore abandoning its research for direct wartime projects, Atlantic obtained a patent on its method. When, after a wartime morato rium on such work, the experi ments were resumed, manv of the former difficulties had been over come. The government's work with atomic energv, and the construction of such great research and produc tion centers as Oak Ridge, made it possible to render complete auto motive parts radioactive. Today, radioactive materials are being used by an ever-increasing number of industries and institu tions. In the five years that the Atomic Energv Commission has been supplying radioactive and stable iso topes, it has made approximately 26,000 shipments to users in the United States and foreign countries. Mindful of the staggering invest ment the nation has in atomic energy facilities, the AEC is making every effort to encourage their use even further. As a part of this pro gram, the Institute of Nuclear Phys ics, at Oak Ridge, offers medical, agricultural, industrial, and educa tional personnel courses in the use and handling of radioactive isotopes. Precautions Necessary Although the peacetime use of radioactive materials is becoming more commonplace, care must be exercised to protect the men who handle these materials from harmful irradiation. From Oak Ridge, the "hot" parts are shipped to research laboratories in thick-walled lead boxes. When not actually in a test engine, they remain in these boxes. When parts are removed for instal lation, test engineers handling them wear protective clothing. As a further safeguard, all engi neers who spend any length of time in the same room with an engine containing a radioactive part are re quired to wear a "film badge." This small, sensitive device records the amount of radiation to which the wearer has been exposed. Most film badges, it might be pointed out, in dicate that wearers are exposed to far less than the allowable amount of radiation. As the world reads and hears al most daily of developments in the use of devastating atomic weapons, some encouragement can be taken from the fact that atomic energy in this country, at least -- also is be ing used successfully in a variety of peace-time projects. Through the utilization of radio active tracers to bring about better motor oils and better automotive parts, the petroleum and automotive industries will continue to remain in the forefront of industrial users of this modem power. BLOW THE MYTH DOWN If wind was the same desired commodity as sunshine* and communities vied for the title of windiest city like Cali fornia and Florida compete for Sol laurels* Chicago wouldn't have a look-in. By reputation* Chicago is our Windy City. But* say the official statistics* that reputation is wholly unjustified. During recent years* the leather Bureau finds* Chicago's winds have averaged a velocity of 10.8 miles an hour. At least seven other major cities can top that. The leader is New York City* with a 14.7 reading. Buffalo ranks a close second* with average winds of 14.5 velocity. Among the other cities which have breezed past Chicago in this regard are Bismarck* Boston* Cleveland* St. Louis* and Toledo. None of these places* however* can surpass the winds of Mt. Washington* N. H. On that White Mountain peak* the winds average 38.3 miles per hour* which is just a shade under what the Weather Bureau considers gale force. Even in the matter of all-time high winds* Chicago can't hold a candle to a number of other places. The strongest winds ever officially recorded there blew in at 87 miles an hour, not very impressive compared to the 188 mph buffeting Mt. Washington has taken. In addition* the Weather Bureau has clocked winds in excess of 100 miles per hour in seven cities. Whatever the locale* most people are inclined to think the winds are blowing faster than they actually are. The next time anyone tends to exaggerate about the speed of the day's wind outside* remind him that velocity has to be 13 mph before the wind is strong enough to blow even a scrap of paper around. That is what the Weather Bureau would call a moderate wind* since it falls in the 13-18 mph range. Anything less than that is a calm* very light* light* or gentle wind* depending upon its exact velocity range. Beyond the moderate range* winds of from 19 to 24 mph are termed fresh; from 25-38, strong; from 39-54* gale; from 55-75* whole gale, and above 75, hurricane. You'll find such designations used in newspaper and radio weather forecasts* So* if you're in Chicago for the API annual meeting this month* or whenever* just remember that so far as the Weather Bureau is concerned those winds (on the average of eonrse) are nothing more than gentle breezes. 16 ETC 3 24 9 THE HEAT'S ON THE .ecu14 t. in~`d to lount The caterpillars are predicting still another mild winter. That raises the burning question: Can they keep up their rs al- mad pace of accuracy, or is this the year they'll cool ofF? the pons, taken By George Johnston width of the big band on their fuzzy gured a mild winter, with the pros overcoat. Some people might call pect of many a pleasant December- ?yis be- tv of f, one of these fine autumn days, I the driver in front of you sud- this "furcasting" the weather, but I choose to skip the pun. ' denlv swerves off the highwayA,s any woolly bear devotee can dashes out of his car, picks up a tiny tell you, it's all very simple. You March day for doing outside chores. A band neither what you might call too wfide nor too narrow, of course, was a foretoken of a winter some adioletter lOtive lOtive ain in rs of object off the road and plunks it gingerly into a paper bag, bear with him. It is not that he has gone mad. Very likely he is just an amateur weatherman. The object of such a person's af fections this time of the year is a merely measure, or just observe, whether the reddish-brown band around the caterpillar's middle is wide, medium or narrow. An Old Legend Our Colonial ancestors knew all where between nasty and nice. And so it remains. A narrow band on the woolly bears bespeaks a long bitter winter, a medium band an average season, and a wide band a mild winter. Today, throughout that section of fuzzv, fat little caterpillar, not much about the woolly bear legend. the country not blessed with the more than an inch long and black on What's more, many of them believed year-round sunshine of California its ends and reddish-brown in the it, just as a lot of modern-day folk and Florida, there is a rebirth of in middle. This particular caterpillar are coming to put stock in it. When terest in the woolly bears and the . the i has a high-sounding scientific name, ever our forebears observed that the portents of their pelts. For, there is miles but vou know it better as the middle band of the caterpillar was a small, but fast-growing, file of think ? "woolly bear." Observant motorists narrow, there would be renewed scientific evidence that the little . The and hikers find the sight of this crea activity to make sure that winter double-jointed bits of colored fluff ed of tas to even ture wriggling his way across a clothes were in good repair and that know what they're talking about. highway a common one these days. cordwood was stacked high in the And that could be important in ureau Small and unobtrusive as he is, the shed. But if the furry little fellows many ways. I mph light, range. v mph woolly bear has in recent years kicked up the caterpillar equivalent of quite a fuss in entomological and showed more reddish-brown than usual around their girth, that au Imagine, for instance, what a fool proof method of predetermining a gale; You'll eather meteorological circles, by uncannily predicting what kind of winter weather lay just ahead. Since cater- tg this j pillars don't talk our language, the is the r woolies give out with their cold- erage. weather outlook bv means of the \ Tracking down woolly bears is getting to be a favorite fall pastime of motorists jkj in many parts of the country 17 ETC 32470 coming winter's weather would mean to refiners and fuel oil distrib utors. The petroleum industry just can't "hope" or "think" anv given winter will be wanner or colder than normal and operate refineries accordingly. It must at all times, whenever and wherever humanly possible, have adequate supplies of heating oil ready for use bv con sumers. Two recent winters show how the weather can play hob with the industry's best-laid plans. In 1947-48, the winter was cold and bitter, and many dislocations of fuel oil supplies occurred. The following winter, however, was the warmest in modern annals, with the result that the industry ended up with surplus heating oil on hand. Shame on Them Some of my best friends are woolly bears, but I certainly never would suggest at this point that any industry have its statisticians go measure caterpillar bands in lieu of present methods for predetermining seasonal supply and demand. True, the woolies have compiled an astounding record of accuracy in recent years. But they also have a few black marks they'd rather take into winter hibernation with them and leave there. I hate to be a squealer, but let's hark back 63 There's nothing new about the woolly bear legend. Even our Colonial ancestors used to look them up for a winter preview years --back to the year 1888. I wasn't around at the time. Had I been. I'm not sure I would have thought to check up on the woolly bears. But somebody did, and found the caterpillars were sporting just about the widest bands it is ever stylish for a caterpillar to wear. Re member, now. a wide band means a mild winter. So what happened? Well, regardless of what the over-all weather w'as that winter, there was that Blizzard of "88! For the benefit of those who may never have met the woolly bear formally, let me introduce him as one of over 2,000 species in his par ticular family. In the fall, when vou see him (assuming it is a "him") steaming across a highway at a speed several miles an hour less than mo lasses flowing uphill in January, he's on his way to a hiding place. There, he'll sleep through the winter, and frankly he won't care whether it's a severe winter (narrow band), mild winter (medium-narrow band), or very mild winter (wide band). When he makes his reappearance in the spring, he'll do so as what ento mologists intimately call the Isabella Tiger moth. I personally don't care for moths, but people tell me the Isabella Tiger is a right pretty thing. In fact, the beauty of its "deep damask wings" once caused Keats to break out into poetry. But, leaving Keats and the Tiger moth and getting back to the subject at hand. . . . What lies behind the new respec tability of woolly-bear watching? Oddly enough, it started as a whim sy -- an amused, tongue-in-cheek enterprise carried out in full scien tific exactitude by a very human Ph. D. At the American .Museum of Natural History in New York, the curator of insects and spiders is Dr. C. H. Curran, a broad-shouldered man with graying hair, a neat mili tary mustache, and a pleasant, medi tative manner of speaking. Four years ago. Dr. Curran noticed that all the woolly bears he happened to run across that season wore extreme ly narrow bands. The winter w as a severe one, and the coincidence re minded him of the ancient legend. The following year, 1948. he or ganized a woolly bear hunt into promising territory -- the state park at Bear Mountain, just up the Hud son a piece from Manhattan. It was a benevolent, sun-flecked afternoon, with a crisp and winev tang to the mountain air. Two automobiles set forth, along separate routes, to se cure the widest coverage. Each party was fully equipped with all the necessities, the same consisting of one paper bag in which to put the caterpillar specimens. Arrived at Bear Mountain, the groups sat down to compare notes and to tabulate measurements of the 15 prime speci mens "bagged" on the trip up. How to Measure Measurement turned out to be something of a problem. The unco operative caterpillars keep stretch ing and contracting. So the idea of gauging the middle band bv inches was discarded. Instead of putting calipers to the woolies, the natural ists measured the width of each middle band by counting the num ber of brown-haired segments in it. Some bears, it developed, had four brown segments, some five, and some six -- but it averaged out to more chan five segments each. Dr. Curran issued the news. The 1948-49 winter would be mild. And how was that winter? Hard ware stores sharpened very few skates. There was no shortage of t 1 f t t c ( t: b b tl li o tl w sc th Pl in ac st; nr tu ey lea litt tol Pr fin nat Tf spe the ov grr ETC 3 24 7 J York, the iders is Dr. shouldered neat milisant, medi;ing. Four oticed that appened to e extremeinter was a .idence re:nt legend. >48. he orhunt into state park ) the Hudtan. It was afternoon, rang to the nobiles set .ires, to seage. Each :d with all consisting uch to put Arrived at is sat down to tabulate >rime speciip up. ire out to be The uncoep stretchthe idea of J b\- inches of putting the naturalth of each g the numments in it. cd. had four five, and ged out to :s each. Dr. The 1948-49 nter? Hardvery few shortage of automobile radiator antifreeze. Tulip and iris bulbs, supposedly dormant in nurserymen's back rooms, began putting shoots out. When spring rolled around, the Weather Bureau confirmed w hat the woolly bears had known all along. It was, indeed, a mild winter. Dr. Curran was quick to admit his complete bewilderment. "I'm really amazed that things have turned out the wav they have -- because I don't believe it.'' he declared. "What if future woolly bear surveys show the caterpillars are right 90 per cent of the time? It would rock the foun dations of science." The next fall -- it's 1949 now -- an October expedition again took to the hills. A new crop of woolly bears was harvested, and middle band segments counted. Then came the pronouncement that the bustling little fellows were predicting a second mild winter. That proved to be the case exactlx'l Red-Hot Interest Scientific interest was at what one woollx- bear admirer novellv de scribed as fever pitch. Reports of the Curran expeditions had been published and people xvere writing in to add their own findings to the accumulated data. People with a big stake in cold xveather (like, say, earmuff makers and mitten manufac turers) xvere beginning to keep an eye, if not an ear, to the ground to learn xvhat the collegiatelv-coated little caterpillars xvould have to fore token about their next season's sales prospects. Needless to mention, the 1950 findings were eagerlx- awaited. Our naturalist friends took extra pains. This time thex" collected an even 60 specimens for observation -- for if the low-slung bears were to take over from the meteorologist and the groundhog as xveather prognosti- cators, they must be given a fair test. What was their prediction? Overwhelmingly, they agreed: it would be a mild winter, but not quite as mild as the preceding one. Dr. Curran shook his head. "It doesn't seem likely," he mused. "Still, three mild winters in a row are not impossible.1' Like Dr. Curran said, it was not impossible, and so just such a winter came to pass. Well, where do we go from here? You can pish-posh the whole affair and continue relying on the Old Farmer's Almanac, which prints up weather predictions some time ahead in uncompromising detail. Or you can wonder, as others have, if maybe the woolly bears haven't really got something up the sleeve of their fur coats. It may turn out, for instance, that not only can the woolly bears fore cast our winter weather in general terms, but in more specific fashion. There is a certain gentleman in the Catskill Mountains xvho thinks this entirely possible. Back in the last century, it seems, his great-grand father used to be able to tell just what kind of weather was going to prevail in any given part of the win ter season. This he did by examining the number of hair segments in the dark-colored fuzz at either end of a woolly bear. The greater the num ber of segments, the harsher that corresponding part of winter. One Catskill Mountain woolly bear last year had three black segments at its front end, five and a half reddishbrown segments in the middle, and one and a half black segments in the band around its tail end. "Thus, by Great Grandpa's method," the mod Woolly bears have no use for the standard weather forecast ing devices. They rely only on the width of their middle band em-dav woolly bear devotee tran slated. "the first part of our winter should be the hardest, the latter part very mild, and the over-all winter mild. I did some predicting on that basis and hit it 100 per cent." What's Ahead The other day, as I was writing this piece, a misdirected woolly bear just happened to hitch a ride on the typewriter carriage. Having noth ing better to do at the time, I thoroughly inspected this creature's black and reddish-brown bands. I was never a hand at mathematics, but I'm sure I counted five black segments at the front, five reddishbrown at the middle, and two black at the end. If the Catskill mountain eer's great-grandfather had the right dope, I can confidently predict a mild over-all 1951-5: winter ahead, but with some pretty tough sled ding during December and January. After that, you can put the sled back in storage. Some day, this whole business of woolly bear weather-predicting maxmean a lot to a lot of people. One thing is certain, however. It will never mean much to the woolly bear himself. He'll be fast asleep in his cozy cocoon, no doubt dreaming of the coming spring when he gets his wings and flutters forth a true Flying Tiger. ETC 2 47 It takes driving at its skillful best to win a champion ship in the trucking industry's annual national competition HETHER IT'S THREADING through Wbig citv traffic, rolling along the smooth surface of an open highwav, or parrving the bumps and curves of an unpaved country road, driving one of today's big trucks demands plenty of ability. Every body recognizes the vast army of truck drivers -- who at one time or another haul everything that Amer ica wears, eats and uses -- as a skill ful group of rugged men. At all hours, through the best and the worst of weather, traffic and road conditions, theirs is the job of keep ing the goods moving. If their personal skill behind the wheel, and their group importance to the nation's well-being are some times overlooked by the public, there is one event each year which throws the spotlight on the truck driver and shows just how valuable an asset he is. This event is the National Truck Roadeo, sponsored by the American Trucking Associa tions. In the large city in which this "World Series of trucking" is con tested each October, huge crowds watch in amazement as the cream of the nation's drivers skillfully manipulate big truck and truck- trailer combinations through a series of intricate obstacles and tricky driv ing problems that simulate the most difficult situations thev are called upon to face on the job. At the end of the exacting tests, four men -- the four top truck drivers in America -- are crowned national champions in as many vehicle classifications. Just how well the Roadeo accom plishes its purpose and how popular it has become were dramatically demonstrated a few weeks ago when thousands of interested spectators jammed Chicago's International Amphitheater for the 1951 finals. The drivers really put on a show, awing onlookers by the ease with which they jockeyed several tons of truck around hairpin turns and through narrow spaces. Started in 1937 Born an obscure competition in Louisville, Ky., 14 years ago, the Roadeo, except for a wartime layoff, has been held every year since its inception. Trucking officials boom it as the "greatest morale builder we've ever had." That is not a sur prising statement in view of the prestige and popularity the competi tion now enjovs among both drivers and the general public. It's a rare honor that comes to only a handful of the nation's mil lions of truck drivers even to qualifv for a chance to compete in the national event. The first rigid requirement is that any candidate for the competition must have just completed at least one full year of accident-free driv ing. Truck drivers are traditionally -- and statistically -- the safest driv ers, even though they are exposed to every sort of driving condition imaginable and click off as many miles in a year as the average motor ist drives in six or seven. These fac tors, of course, greatly increase the chances for truck accidents, making it an all the more noteworthy achievement for drivers to have a completely clean slate. So great is the ATA's emphasis on safety that even defending cham pions, who need not meet other pre liminary' qualifications in order to compete in the National Roadeo, are required to preserve their safe driving records. As important and difficult as it is to achieve, an accident-free record is the easier of the two general re quirements for participation in the Roadeo. The other, survival of a 20 etc 2 4 7o >th drivers comes to tion's milto qualify te in the lent is that impetition :d at least -free drivaditionallv afest drive exposed condition as many ige motorThese factcrease the its, making oteworthv to have a mphasis on ins chantother prei order to d Roadeo. their safe rule as it is ree record reneral recion in rhe vival of a series of stiff elimination competi tions, comes much harder. Preliminary contests on sectional, regional, and then state levels start long before the national event is to be held. With the prestige of national championships as the big induce ment, competition is exceptionally keen. In all of the contests, it's not just a question of who is the best from a group of drivers; it's who is the best from a group of expert drivers. Besides an expenses-paid trip to the Roadeo citv. drivers win tro phies. cash and other prizes, and nation-wide publicity if they come out on top. The winner in each truck class is awarded a large trophy to retain so long as he defends his title successfully, plus a smaller one which is his to keep permanently. He also wins a cash prize of $50 monthly for a year, while the run ner-up gets S30. and the third place winner 3;o monthly for 12 months. Victory in his state trials doesn't automatically entitle a driver to a crack at national laurels. State win ners must first survive a grueling semi-final competition. From this elimination contest emerge the final ists, each of whom compete with paper and pencil and from behind the wheel for top honors. More Than Driving Written examinations are given to make sure that whichever driver is later crowned a champion qualifies for this honor in every sense of the word. It's not enough, ATA official rules say, for him to be an expert at vehicle manipulation alone. He must be familiar with preventive mainte nance, safety rules, first aid practices, fire fighting methods, and must be well up on the trucking industry' itself. Accordingly, he is asked such questions as; "What space is re quired to be maintained between interstate vehicles while operating on the highway?"; "How often should a tourniquet be loosened?"; and "What is a private carrier?". Then, too, before their driving skill is ever tested, drivers are sub jected to a thoroughgoing personal appearance test. How they look in uniform, and their general de meanor, are evaluated to make sure their appearance and conduct reflect credit on the trucking industry. Of a maximum of 400 hard-toeam points, the written and appear ance examinations count 100. The remaining 300 points are sought on the floor of the arena in the exacting driving tests. For the first three years of the Roadeo's Life, these tests were for drivers of tractor and semi-trailer vehicles. Starting in 1940, competi tion was split into three classes, and for the last couple of years has been open to drivers of four different types of trucks. The first class is for the conven- liTC 3 2474 T tional straight trucks with closed van bodies. The others are for dual units. The two tractor and semi trailer classes are distinguished by the number of rear axles on the trailer body in each. The big trailers in the single-axle class must be be tween 2714 and 29 feet long and those in the tandem-axle class be tween 31 '/, and 33 feet. The largest vehicles are those in the truck fulltrailer class. Time Limits Before climbing behind the wheel of his vehicle, the driver has a chance to win or lose some of the 300 points allotted to the "practical work" part of the Roadeo. Each ward through a line of three or more barrels, weaving first to the right and then to the left. Another re quirement demands careful driving through a narrow and offset alley or street, wherein the vehicle no sooner noses through the first opening than it must swerve sharply to the right or left in time to gain entrance to the next "street." A third event calls for driving ab solutely straight along a given line with the right wheels following a narrow path between a series of closely-placed guide markers. Park ing problems require drivers to man euver into a limited space parallel to a curb, between two parked vehi cles, and to back into a confining OUR COVER: Autumn foliage in Stowe, Vt. Kodachrome bv Camera Clix. OUR PICTURES: Pages 3 (top; and 4 (bottom), courtesy Cities Service Company; pages 3 (bottom) and 6, courtesy N. J. Turnpike Au thority; page 5, Camera Associates; page 7, courtesy The Richman Brothers Company; page 8 (top), Frederic Lewis, (bottom), A. Devanev; page 9 (top left), Culver Service, (top right), Ewing Gallo way, (bottom), Monkmever; pages 10 (top). 12 and 13, courtesy Boeing Airplane Company; page 10 (bot tom), Acme; page 11 (top), Air Force photo, (bottom), official De partment of Defense rmto; pages 14 and 15, courtesy Atomic Energy Commission; pages 17, 18 and 19, illustrations bv Richee Richman; page 20, courtesy Mack Motor Truck Corporation; pages 21 and 22, courtesy American Trucking Asso ciations. driver is required to give his vehicle alley and stop within inches of a i a preventive maintenance checkup, simulated loading dock. The final This year, the National Roadeo. and, as part of this, must spot a event involves driving down a lane like those of the past, was held in mechanical defect that has purposely in which the confines are gradually conjunction with the annual con been made in the truck. narrowed and then stopping within vention of the American Trucking After completing his vehicle in inches of a designated finish line. Associations. It probably was the spection and receiving an explana If any of these sound easy, it last time, however, that the two tion of the test course, the driver is should be remembered what the events will run concurrently. The ready to match his ability against truck driver's problems are. He is in Roadeo has made a name for itself the strategicallv-placed obstacles a high cab, handling a heavy vehicle. and probably can achieve even more and problems of the driving skill The projecting body of the truck popularity and prominence if it tests. There is an "ideal time" for makes it more difficult than in an doesn't have to share the spotlight each class, and drivers are point- automobile to judge the proximity with the annual convention, the penalized if they exceed or undercut to other vehicles or objects. ATA has decided. this time. At the most, however, 'let with all these handicaps, com But no matter where or when it is drivers in the straight truck class peting drivers in the Roadeo are held, the Roadeo will continue to do must complete the course in eight penalized if their vehicles so much more than select four national cham minutes or less, while those in the as touch or scrape a single marker pion drivers. It will renew the pub tractor, semi-trailer and truck full- or obstacle. They are judged closely lic's interest in something on which trailer classes are allowed a maxi on the safety and accuracy that everyone is dependent, vet which mum ten minutes. Failure to finish they use in driving and the general we often take for granted -- the skill within these time limits means auto smoothness with which they operate of the American truck driver. matic disqualification. their trucks. Obstacles and requirements of the driving tests are of a similar nature every year, but are varied suffi ciently to prevent their becoming routine. A thorough preventive maintenance inspection of his vehicle by each driver is as important in Roadeo competition as in everyday driving One of the tricky favorites is called the "serpentine." In this event, drivers are required to snake their way both backward and for oliage in V Camera ) 3 (top) .sy Cities (bottom) ipike Auvssociates; Richman 8 (top), ), A. De), Culver ng Gallo.er; pages sy Boeing 10 (bottop), Air rficial Deto; pages ic Energy S and 19, Richman; k Motor 2t and 22, ing Asso- al Roadeo. . as held in inual con1 Trucking y was the c the two entlv. The e for itself even more ence if it e spotlight ntion, the when it is tinue to do onal chamw the pub: on which vet which -- the skill VISIBILITY UNLIMITED A problem which has long been studied by both the auto* motive and petroleum industries is that of fuel distribution in engines. Ideally, the engine's induction system should provide each cylinder with a uniform mixture of fuel and air. as well as a uniform distribution of antiknock quality from cylinder to cylinder. Generally speaking, engine fuel distribution has been satisfactory. However, under certain critical operating conditions, ideal fuel distribution is still to be achieved. Research on the "why's" of fuel maldistribution is being conducted at the Ethyl Laboratories with the object of pro* viding more uniform distribution by modifications in engine design or fuel composition. Recently, a rather unusual "tool" - the all-glass manifold shown in the main photo above -- has been employed in these studies. Inset, for com* parison purposes, is pictured the glass manifold's conven tional cast-iron counterpart. Among the reasons for non-uniform fuel-air mixture dis tribution is the fact that the interval between the time the liquid fuel leaves the carburetor jets and the mixture of fuel and air enters the cylinders is too short to provide a homogeneous mixture (even when the fuel is a gas, such as propane). Also, since gasoline is composed of hundreds of different hydrocarbons having a considerable range of volatility, only a portion of it is fully vaporized at the car buretor and in the intake manifold. The remainder of the fuel is thus carried through the induction system as a liquid which may be maldistributed to the cylinders. Experience has shown that the variation in mixture quality between different cylinders is sometimes equivalent to many octane numbers. During the last 25 years, a gain of approximately 50 percent in the useful power of automobile engines has been made possible, in part, by large increases in the crosssectional area of all components of the fuel induction sys tem. However, this, together with other design changes, has tended to accentuate problems resulting from non-uniform distribution of fuel within the engine. With the experimental glass manifold. Ethyl engineers are now able to observe the flow pattern of the liquid fuel in the manifold as engine speed and throttle opening are varied. The most useful information is obtained with this equip ment when the engine test room is darkened, and the mani fold illuminated by means of a stroboscopic lamp. The flash ing of the lamp is synchronized with the engine camshaft. Since the camshaft also actuates the intake valves, the light flashes may be timed so that the movement of the fuel appears "stopped" at any desired point. It is also possible to operate the stroboscopic equipment in such a way as to produce an illusion of fuel slow motion. This specially-designed equipment has shown that the route followed by the unvaporized portion of the fuel changes drastically with variations in engine speed and load, taking unpredictable courses -- sometimes even momentarily reversing in direction. These and other observations may in time help provide the final answer to the fuel distribu tion problem. ETC 324 m Ym vfr.: m** :lM '~$5 ** jr-^j4 '1SS5s4;jgSS***5g t We don't hide your light under a bushel We don't believe in keeping the facts about your best gasoline a secret. For twenty-seven years Ethyl advertising has been telling car owners what your best gasoline will do for them. Starting in 1924, Ethyl advertising and promotion helped establish the premium market -- a market which has brought millions of dollars of added income annually to the petroleum industry. But winning a market is not the whole storv. Over the vears new car owners come into the picture and old ones fade away. The market must be held, as well as won -- and that's why Ethyl advertising goes on year after year. This year is no exception. Ethyl's "powerful difference" campaign is ap pearing in national magazines reaching more than 56,000,000 readers monthly. And during the peak driving season, television and special drive-in movie films demonstrate why it's smart to use premium gasoline. Day in and day out Ethyl advertising is making car owners conscious of top-quality gasoline. Ethyl service is backed by 28 years of antiknock experience. ETC 32477 Published by ETHYL CORPORATION, 100 Park Avenue, New York 17, N. Y. Manufacturer of "Ethyl" antiknock compounds, used by oit com panies fo improve (he antiknock quality of aviation and motor gasoline Edward L Shoe, president; Stanley T. Crossland, vica pmidant and treasurer; (Urban A. Savage, Memory ETC W. ALTON JONES TIhe public interest and petroleum in tended and climaxed -- to date -- his API chairmanship two years ago, it was dustry interest are -- or certainly ought contributions to the welfare of his a difficult assignment. The guiding, to be -- one and the same. country and his industry. He has done stimulating mind and hand of this So also with service to the public this by wise counsel, keen insight, man, expressed in the new administra and service to the industry. skilled administration--and hard work. tion of President Frank Porter, in pro i And so, too, with those things known as sound public policy and sound in All this has been channeled into a pattern of intense interest in life and moting the causes of the Institute and the industry, have also promoted the dustry policy. his fellowman, in a man who enjoys causes of the public and nation. It would seem unnecessary to argue achievement and is able to effect it. His talents have been engaged in a these points* But there is an outstand He has produced a record in these rare combination of steadying and re ing American citizen and oil man in a two years that has been a distillation, vivifying influence, from which both position of special attention right now, or an extension, of some of the things API and the whole oil and gas industry whose career so well confirms these that have gone before in his active rec have profited. And, the man being what views that he ought to be called in evi ord. He has had the ideal opportunity, he is, that influence has been directed dence. and has used it, to show that it is not unerringly in the way of what has been W. Alton Jones, president of Cities only possible, but logical, to merge best, as well, for the nation. Service Co., last month relinquished, in these two kinds of service into a man's Oil men have been served well by 9 accordance with its by-laws, the impor single philosophy and objective. His this man. So has the public. And so, tant post of chairman of the board of own personal accomplishments attest also, has been a great tradition-idea. directors of the American Petroleum this perfectly* More, he has been able It is the American idea, and the way he Institute. to do much toward impressing the same has served it proves again that this In his two years' tenure, this man stamp on industry policy. idea is not hollow words, but that it has gracefully and productively ex When W. Alton Jones assumed the really works. 1 * $ ETC 32480 Checking in for the special API section of the 20th Century Limited out of New York are Roy Goltz, of Ethyl; W. Chal mers Burns, president of Hartol Petroleum; L. H. Atkinson, president of Atkinson Petroleum; and Clarence Davison, president of Penola Oil. Above, passengers included A. E. Watts, Sinclair Oil vice president, and W. E. Brown, Sinclair Refining. his year's annual meeting of It was perhaps also a record of a Tthe API (Nov. 5-8), back in sort that although the annual meet Chicago again after a visit to Loisng was scheduled for the Stevens Angeles in 1950, will long be re Hotel, traditional Chicago meeting membered as a record-smasher. headquarters, it was not held in any First of all, the official attendance place of that name. Only a few days of 5,615 was a record, and it is esti before the convention's start, the mated that several hundred addi hotel's name was changed from the tional were present who did not sign Stevens to the Conrad Hilton -- a registration cards. Record No. 2 was fact well known to APIers now set by the number of group and gen after countless gags and comments eral sessions -- 18 in all. Reflecting about the situation. the times, two of the several new More on the serious side, che 1951 comers among the group sessions gathering will go down in the an had to do with the outlook on steel nals as one of the most informative, for oil industry use, and with the eventful, and fruitful of all the 31 protection of petroleum facilities. annual meetings conducted thus far. J. G. Jordan and F. S. Clulow, vps., and President H. S. M. Burns, of Shell. For many groups, such as that above, cards offered a means of passing away the time during the train trip to the annual meeting city. Checking the menu in the dining car are Roger Wilkinson and W. M. Holaday, both Socony-Vacuum. ETC 32462 I Above, long lines formed at the room cleric windows in the Conrad Hilton lobby on Sunday afternoon as the influx of oil men began. :I Below, B. F. Stradley, Phillips vice president; J. N. Brown, of PAD; and H. G. Dickenson, of Kerotest. !i>1 n 'I Jr'*! . i..A Above, David Cotter, of Roose velt Oil, looks on as Clarence Sublett, of Franklin Supply, points out his luggage to a bell hop. Left, Edwin R. Smith, of Carter Oil, pauses to read one of the signs that announced the re cent change in the name of the headquarters hotel. Left, registering are Percy A. Rowland, secretary of Kewanee Oil; Carl Barker, of Shell; and Arthur W. Klinger, of Pennzoil . . . Below, left, in this registra tion group are R. D. McGranahan and Allan B. Sloss, of Gulf Oil; and James B. Hughes, of Hydril . . . Below, registration crowds reached their peak tin Monday. Registrations that day alone totaled nearly 5,000. Wj. Iff MHO j ETC 32483 Below, C. W. Butler and V. J. Sittel, of Service Pipe Line, look up the number of a Chi cago firm in a telephone di rectory. , of Roosei Clarence n Supply, age to a of Carter one of the ;d the re name of ; hotel. I; Carl Barker, 1 this registra>il; and James their peak on ,000. Right, G. F. Graham and Roy A. Dunbar, both of Pacific Pumps, watch for familiar faces from a lobby settee. Three Southeastern Pipe Line men, R. P. Hamilton, Vice Pres ident B. W. Winters, and Secretary-Treasurer J. E. Slider, with D. E. Sullivan, of Pure Oil. Below right, L. E. Kincannon, vice president of Rock Island Refining,and W. G. Noble, of Mag nolia Petroleum. Left, Emerson Smith, of Con tinental Oil, sends a "safe Left, Robert F. Pielsticker, new president of Stanolind Oil Pur chasing, an early ar rival, looks over some convention literature. P. C. Lauinger, president of The Oil and Gas Journal; Walter J. Curley, vice president of General American Transportation; and Howard E. Felt, vice president of Warren Petroleum, enjoy a registration room visit. Below, Joseph E. Day, of Lucey Products, makes a telephone call from a hotel I I booth. Three Ashland Oil men, William B. Borst, Roland A. Whealy, and Frank L. Fisher, as the candid camera caught them during a conversation. Below, Earnest B. Granville and Ernest E. Merkt, Jr., two Gulf Oil men from Fort Worth, pause to discuss a program announcement. Virgil F. Bowyer, of Peoples Natural Gas and the PAD (left), renews acquaintances with P. C. McKenzie and P. M. Calvert, president and secretary, respectively, of P. C. McKenzie Co. ETC 2 4 8 5 ; Walter lortation; m, enjoy Whealy, m during Above, H. H. Kelly, of Richfield Oil, makes a beeline for the shelter of the hotel in the midst of Wednesday morning's snow squalls, while C. R. Wheeler, left, of the Pennsylvania Grade Crude Oil Association, is content to rely on newspaper descriptions of the record-smashing storm. OR the SECOND year in succes City history. Sub-freezing tempera Fsion, APIers were weather vic tures, an eight-inch snow, driving tims. Returning to Chicago afterains, and biting winds combined to encountering rain and unseasonal keep many convention-goers indoors cold in Los Angeles last fall, the oil most of the time. The first time men ran smack into the worst early- APIers really saw the sun was when November storm in recorded Windy it broke through on Thursday. Below, left, cold ears was the complaint of J. L. Tune and Conrad Stolzenbach, of Petrolite, when they returned from a Sunday afternoon football game . . . Below, right, Harry Jeffries, of Sinclair Oil, and John J. Deering, a partner in Arthur Young & Co., battle a Michigan Boulevard wind. Top photo, the speakers' table at the opening general session. From left to right are Bruce K. Brown, Lt. Gen. Ernest O. Thompson, Frank M. Porter (speaking), W. Alton Jones, and Lacey Walker, API secretary . . . Above, Mr. Brown as he read the speech of Interior Secretary Chapman. Following deliv ery of the speech, Mr. Brown addressed brief remarks of his own to the huge assemblage. he Wednesday morning gen most industrial awards, was pre Teral session in the grand ball sented to the 59-year-old Texan for room, first of two held during thheis many years of "affirmative lead convention, was strictly an oil man's ership" in petroleum conservation event from start to finish. and waste prevention. General Frank M. Porter delivered the Thompson -- soldier, lawyer, petro traditional President's- Address as leum expert, and public official -- the first major speaker, and was fol received the Medal award from lowed by Lt. Gen. Ernest O. Thomp W. Alton Jones, the outgoing API son and Bruce K. Brown, the latter board chairman. reading the speech of Secretary of During the session. Chairman the Interior Oscar L. Chapman, who Jones read the names of six men was prevented from attending the who, during the annual meeting, annual meeting because of illness. were elected to membership on the Mr. Brown is president of Pan-Am Institute's board of directors for the Southern on leave to the Petroleum first time. They are: O. F. Moore, Administration for Defense as dep of The Ohio Oil Company; B. C. uty administrator. Graves, of Union Tank Car Com General Thompson's appearance pany; Mason Jones, of S. M. Jones was as recipient of the API's Gold Company; Ray E. Miller, of E. I. Medal for Distinguished Achieve du Pont de Nemours and Company; ment. The citation, instituted at the Fred Murray, of Oil Well Supply annual meeting of 1946 and now Company; and George O'Leary, of considered one of the country's fore Houston Oil Field Material Co. General Thompson is pictured here as he delivered his speech of acceptance of the API Gold Medal. His accept ance of the honor, he said, was made with "all humility" and "in the name of oil and gas conservation and for the good work of conservation officials everywhere." was preTexan for lative lead>nservation General ver, petro: official -- ard from 'oing API Chairman f six men meeting, lip on the ors for the F. Moore, iny; B. C. Car Com- M. Jones , of E. I. Company; -11 Supply ' Leary, of al Co. Grouped around the recipient after presentation of the honor award are API Director Amon Carter; Mrs. Bur dette Brantz, Mr. Carter's sister-in-law; W. Alton Jones, General Thompson, Mrs. Amon Carter, and Frank M. Porter . . . Right, General Thompson is com manding general of the Texas National Guard. The Gold Medal scroll salutes Gen. Thompson as, among other things, senior member of the Texas Railroad Commission and former chairman of the Interstate Oil and Gas Compact. GheMamra &rtmlna tour Sate rw OisimauUhfb i.'i WHuHWxiOfco pnisl j^hampfon y Hmor flMrtrt to htXMi hi*toto ClMMMM* ^P. " 1 ptonerfre ta to fMto--ne Theouah ihf BHtHif* If ftmHut v**it w f iflimiiMt I ei0| m to % * i se eppiirte* <1 naiifw naiti FJOQweee eftofeitoto 1 tort ton v #f inlrrslelr CMm toe CitMn pi i* v waste * the peeeueto* fA fTOQ Met nejn actor nr-tlto fP >** v/ MM Ur to l0Mtl H M )4 M> rruf< It'ru Aferaonto? *fto to to totsaM pfeducing iMM iff *fl#0< * fTOQ avcNCMtoeed too* m Ghftuu*Q*lualutsrw0u*ttt9oPOMvQ^XI*m--MWW MV `ruuftobr rurtfrtol W<5fir flwwwfc J'fTW no th ^vr\iilue*i ra Cfedvvr* CHUv m *rprh wenuv w U# * mww tof* l (n af* rtwWl-ie-be>e*toW Irfel *#*# 6> Hwmru^tototolHtoMr hMvt lisfll UPtoto OMi 6fto & U ETC 324 he final general session is al figures -- Eugene Holman, president Tways the last major event of of Standard Oil Company (N. J.), each annual meeting. To ring dowGnov. Allan Shivers of Texas, and the curtain on this year's memorable General of the Army Omar N. convention, the API called upon Bradley. three of the nation's outstanding Despite the seriousness of the Shown as they addressed the session are Gov. Shivers (left) and Gen. Bradley (below). L. S. Wescoat, president of Pure Oil, spoke briefly in his first appearance as new API board chairman. 12 ETC 32489 W*< m idillf ORXND BXtlfiOOH 9>30A-M. FsTnerau SESSION Above, in pre-session conversation ore John R. Evans, of Stanolind, and L. L. Rector, president Left, caught by the cam of Rector Well Equipment. era as he prepared to enter the general ses sion was Alfred Jacob sen, president of Am erada Petroleum. Left, Adm. Louis E. Denfeld and J. N. Pew, Jr., Sun Oil board chairman, attended the Thursday morning session. Admiral Denfeld, former Chief of Naval Operations, ad dressed an API general session in Chicago two years ago. d session ^resident (N. J.), xas, and mar N. of the ident of -1y in his new API times, all three speakers offered words of encouragement for the future. Said Mr. Holman: ". . . We are living in an extraordinary period of social and scientific development. It is a privilege, I believe, to be alive in a period of such great happen ings." Said Gov. Shivers: Oil's record of accomplishment is "your answer to the exponents of nationalization. It will continue to be a satisfactory answer as long as it rings true." Said Gen. Bradley: "I believe that the free world can assume some measure of confidence in our atomic The after - session three some at right is made up of John W. Brice, board chairman of Carter Oil; P. C. Spencer, president of Sinclair Oil; and Charles Hill, president of Rocky Mountain Oil and Gas As sociation. Mi v' Above, George R. Hopkins, of the Defense Pro duction Administration, and Frederic H. Lahee, of Sun Oil. Left, William R. Boyd, Jr., former president of API, poses with his son, William R. Boyd III, of PAD, and R. L. Wheelock, of Wheelock and Collins. 13 ETC 32490 'I RIE<R(0)RHi E as Stf&EIKDSS ' Above, A. W. Peake, president of Standard Oil (Indiana); U. S. Senator Robert W. Kerr, of Oklahoma; and General Omar N. Bradley ... Left, W. J. McLeod and Fred L. Craise, both of Standard of California. Left, below, Governor Allan Shivers of Texas, one of the featured speakers at the Thursday general session, pauses in the grand ballroom to converse with Sid W. Richardson, an API director. f ButtT0m Frank BuWaw, Pr^ 0l president of Above, Lawrence WolfF, of Union Oil, and Arthur C. Stewart, Union Oil vice president. J. E. Warren, an independent operator, and PAD Deputy Administrator Bruce K. Brown found time for a get-together during the annual meet i ing. A week after convention's end, it was an 14 nounced that Mr. Warren would succeed Mr. Brown in the PAD post next June. ETC 3249 V.' 1 ijgpv Below, engaged in conversation just before the start of a Board meeting are E. A. Landreth, of his own company, and Clarence H. Wright, president of Sunray Oil. )il, and -esident. Flanked by Lacey Walker, API secretary, and Frank M. Porter, APIpresident, W. Alton Jones presides for the last time as chairman of the Institute's Board of Directors. Mr. Jones, having served two con secutive one-year terms, was ineligible to succeed himself in the office. mong the many items of busi A ness conducted by the Board of Directors during its busy annuaTl. S. Petersen, president meeting schedule was the yearly of Standard of California, election of officers. L. S. Wescoat was named Board places a telephone call from the Board meeting room. chairman to succeed W. Alton Jones, and P. C. Spencer, president of Sin clair Oil, replaced T. E. Swigart, president of Shell Pipe Line, as vice president for Transportation. All other officers were re-elected, as fol lows: Frank M. Porter, president; J. C. Donnell II, vice president for Production; W. L. Stewart, Jr., vice president for Refining; Harry J. Kennedy, vice president for Market ing; B. Brewster Jennings, treasurer; and Lacey Walker, secretary and as sistant treasurer. 15 32492 firms HIE The candid camera snapped this study of L. F. McCollum, president of Continental Oil, as he awaited an elevator. J. P. Langfitt, Pure Oil vice president, and Reid Brazell, president of Leonard Refineries. Left, API Director Charles S. Jones, president of Richfield Oil, and David E. Day, Richfield vice president. Below left, present at the meet ing of the Research Committee of the API board were L. S. Wescoat, Clyde T. Foster, W. L. Stew art, Jr., J. W. Foley, R. G. Follis, M. L. Phillips, Lloyd E. Elkins, Dr. Robert E. Wilson, Howard Vesper, Hugh W. Field, John Suman, J. C. Donnell II, Sidney Swensrud, Reid Brazell, and E. O. Mattocks. Above, Robert H. Stewart and David Stroop, of API, and Joseph Russell, Gulf Oil vice president, who presided as the Board of Councillors (below) nominated API director candidates. I* m t, and neries. David Bussell, esided below) ates. From a carved ice figure, which has become somewhat of a trade-mark of all API receptions, M. H. Robineau, president of Frontier Refining, serves himself an appetizer. Right, Hines H. Baker, president of Humble Oil & Refining, and T. E. Sun derland, of Standard of Indiana. ollowing custom, members of the Institute's Fboard of directors gathered socially on Monday evening before plunging into their full docket of business meetings. Host at this year's reception was Standard Oil Company (Indiana). A New Yorker and an Oklahoman in conver sation -- Burl S. Watson, executive vice presi dent of Cities Service, and K. S. Adams, Phillips Petroleum board head. Above, Paul Blazer, Ashland Oil chairman; M. G. Paulus, Standard of Indiana v.p., and R. L. Minckler, General Petro leum president . . . Below, D. D. Bovaird, Bovaird Supply head; A. W. McKinney, National Supply vice president, and G. A. Tompson, Bethlehem Supply head. I la / J HE "Outlook on Steel for the TOil Industry" was the subject of a new group session held Tuesday morning. Sponsored by the API's Interim Advisory Committee on Al loy Steels, it featured talks by gov ernment officials and a panel discus sion by authoritative oil men. Among the things the audience heard were: (1) a prediction that military demands will soon reach a peak and the alloy-steel situation will be near normal by mid-1953; (2) an announcement that a "solu tion to the alloy shortage appears to be in boron"; and Ola plea for stepped-up oil industry participa tion in the scrap metal drive. Right, M. J. Rose of Defense Pro duction Admin istration, de scribed the over all steel picture. Left, B. B. Wescott, of Gulf Research and Development, chairman of the API Interim Advisory Committee on Alloy Steels, presided at the session. Below, part of the audience which attended the producers-refiners interdivisional symposium on the present and future picture of steel availability. 18 ETC 32495 % gwHggi. .earch le API Alloy which interiresent ability. If Above, C. A. Dunlop, of Hui ble; J. J. B. Rutherford, Babcock and Wilcox; M. Northup, of Standard Development; C. H. Samar of Standard of Indiana, ai N. J. Rees, of Socony-Vacuu took part in a panel disci sion on cons rvation of critic alloys. Left, W. T. Hoyt, of the Steel Industry Scrap Mobilization Committee, urged oil men to redouble their scrap-collect ing efforts. '-J: f f W -. . * zf Above, Joseph G. Wilson, of Shell Oil, a member of the audience, asks o question from the floor. Chairman Wescott is at left. R. M. Morrison, left, and H. R. Hansen, below, both of PAD, conducted an open discussion on steel procurement. Above, three Permolite men, William R. Lawton, Pierre R. Welch, vice president; and John A. Kilday, discuss the program speakers and their subjects. ' k 3249( md .: v>*'S3?5ii .',*> s-*'-,; '-J* Right, M. E. Foster, of Phillips Petroleum; and A. A. Corona, vice president of PanAmerican Petroleum and Transport. Left, A. F. Maxson, of Carter Oil; and Arthur J. Daniel, president of Battenfeld Grease & Oil, chat near a directory sign. The outer lobby, near the Michigan Boule vard entrance to the Conrad Hilton, was a popular meeting and visiting place. ov *- `*V> Below, Ralph Booker, of National Co operative Refinery Association; and W. G. Tierney, executive vice president of Derby Oil. Below left, E. N. Kimes, of Pan-Am Southern; Jo seph Costello, Ethyl vice president; H. A. Heiss, of Pan-Am; R. T. Colquette, vice president of Pan-Am; and AlanTully, of Ethyl . . . Below right, three Utah Oil Refining vice presidents: Frank R. Clark, Ashby J. Badger, and A. N. Johnson. BE ETC 32497 Maxson, Oil; and Daniel, of Batrease & near a / sign. >nal Coand W. ident of John O. Lamphier, of Armed Services Petroleum Purchasing Agency; C. R. Smith, president of Oils, Inc.; and Lt. Col. R. S. Thomson, chief of USAF Headquarters fuels division. Left, Stuart Forbes, of Ethyl, empha sizes a point to Karl Shimeall, Crown Central vice president, and H. B. Stone, of Atlan tic Refining. \ &s$d Nassau Kansans all are G. J Peterschmidt, vice presi dent, and Clarence Rice both of El Dorado Re fining, and Eddie Jones of Derby Oil. Left, in a quiet cor ner, B. W. Blan pied, of Gulf Re fining, relaxes while G. B. Lamb of Gulf Oil, puffs cigar smoke. Conversing here are E. G. Gay lord, California Research vice president, and Frank Clark, of Ohio Oil. Right, lighting a cig arette, is John E. Boudler, Roosevelt Oil president. Bottom left, two company vice presidents exchange greetings. They are T. J. Sullivan, of Gulf Oil, and J. A. LaFortune, of Warren Petroleum. M. C. Hagar, of Na tional Cooperative Refining Association, and M. D. King, of Ohio Oil. a smiling twoDewitt T. Ring, Waverly Oil Works vice president, and J. J. Schmidt, of The East Ohio Gas Company. Above, the H. G. Simpsons, of Simpson Oil, formed a father-and-son team. left, photographed as they mounted the steps leading to the registration room were W. R. Argyle, vice president, and R. G. Arner and Thomas B. Kimball, all of Sinclair Refin ing Co. Above, T. A. Brown, president of Empire State Petroleum Assn., and Sam S. Seltzer, Royal Petroleum president. Right, O. D. Robinson, Republic Oil board chairman, and Nor man Meyers, of Washington, D. C. ft Below, J. T. Wood, Jr., Texaco vice president, and L. L. Aubert, presi dent of Bankline Oil. * * Below, George Williams, of Chek-Chart Corp. (cen ter), explains a device to Robert Spiro and Lee Spencer, both of Union Oil. Above, W. G. Skelly, presi dent of Skelly Oil. ETC 32499 oire zer, i / wo GROUP SESSIONS and an in re-elected chairman of the National Tformative meeting of the Com Oil Jobbers Council; C. L. Burrill, mittee on Development of a Servicdeirector of the program division of Program for Marketers highlighted the Petroleum Administration for the annual meeting activities of the Defense; and Robert W. McDowell, Division of Marketing. president of the Mid-Continent Pe Harry J. Kennedy, vice president troleum Corp. Mr. Harper and Mr. of Continental Oil Co., presided at McDowell discussed jobber prob the group sessions as API vice presi lems, while Mr. Burrill provided an dent for Marketing. Chairman of extensive forecast of petroleum sup the committee meeting was B. L. ply and demand for 1952. Majewski, president of the Great The Tuesday morning group ses American Oil Co. and former API sion was an open business meeting, vice president for Marketing. devoted to the hearing of several Speakers at the Monday afternoon committee reports and the election group session were John Harper, of members to the Marketing Divi president of Harper Oil and newly- sion's general committee. Featured speakers at the Monday afternoon Marketing group session were (start ing with top photo) John Harper, C. L. Burrill, and Robert W. McDowell . . . Below is seen part of the assemblage that attended the session . . . Inset, below, Harry J. Kennedy, who presided at the two Marketing group sessions. wma 500 With bulging briefcases are B. L. Majewski and B. S. Adamowski, Great American Oil president and executive vice president. Left, A. A. Stambaugh, Standard of Ohio chairman. Beside him are M. F. Hanning, also Sohio, and A. L. Bailey, Canfield Oil head. By a Marketing session film projector are L. T. White, of Petroleum Advisers, and C. C. Camp, of Standard of California. Above, two Skelly Oil men, A. E. MacGee and E. C. McGurren, consult a poster announcing a Marketing group ses sion . . . Below, E. J. McClanahan, Standard of California vice president, addresses the Committee on Development of a Service Program for Marketers. Seated is A. L. Nicker son, Socony-Vacuum vice president. Posed before the "Your Progress and Oil Progress Go Hand in Hand banner that hung in the hotel grand ballroom are J. A Lentz, of Continental Oil; Harry B. Hilts, secretary of the Empire State Petroleum Association; and J. L. Wait, of Continental Oil. Right, sharing a laugh during a between-sessions conversation are Donald R. Waugh, of the Oil Industry Information Com mittee; T. E. Fitz gerald, vice presi dent of Mid-Conti nent Petroleum and L. E. Ulrope, vice president of Esso Standard Oil. C. McGurgroup ses: California evelopment . L. Nicker- Above, Leslie R. Neal and E. K. Bennett, president and past president of Texas Oil Jobbers Assn.; S. L. Hjermstad, Hjermstad Oil owner; and G. W. Hof- mayer, TOJA secretary. Above, this smiling threesome is C. A. Schrader, vice president of Michigan-Ohio Pipe Line, and R. J. Oosdyke and L. A. Woodward, vice president and president, respectively, of Mid-West Refineries. Reading matter occupies the attention of Dwight T. Colley, vice president of Atlantic Refining, and Her bert Willetts, a SoconyVacuum director, as they await the start of a session. Engaged in the stairway conver sation above are A. H. Reed and J. E. Schwade, president and vice president of Ohio River Oil, and W. E. Glover, president of Market Independent. ETC 32502 Headed up the stairs are Willis F. Roth, Standard of Kentucky vice president, and Herbert Clay, Ken tucky Petroleum Marketers Assn. Above, W. Tom Jones, a past president of the National Oil Jobbers Council; L. E. Moody, vice president of the Alabama Petroleum Job bers Assn.,- and E. F. Bock, owner of Bock Oil ... Left, Brown L. Meece, Sinclair Refining vice president, and N. T. Stover, of Ohio Oil. M TILLS ITS STORY - ,, __ VlT . iiMumne 1 K.TTT^ Below are W. G. King, Richfield Oil vice president; John H. White, Hewitt Oil vice president; Marc F. Braeckel, Sinclair Refining vice president; and Roby Taylor, Taylor Oil head. By an Ethyl-inspired service station dealer ad display are Oliver S. Ambrose, of Tide Water Associated, and Clarel B. Mapes, of Mid- Continent Oil and Gas Assn. V- fit? Paul C. Boyd, of Cities Service Oil, and R. J. Hull and B. E. Rawlings, both of Petroleum Advisers, exchange some pleasantries be tween convention sessions. i" 26 BHBiC.iJ t f ler ad Voter Mid- The Protection of Pe troleum Facilities group session was presided over by W. R. Boyd III In his speech, Ned H. Dearborn praised the oil industry for its outstanding effort in the field of industrial safety. u The need for vigilant se curity in America's vital port areas was cited by Vice Admiral Merlin O'Neill, Coast Guard chief. V "h \ Below, second admiral to address the group session was Rear Admiral B. B. Biggs, of the Munitions Board. f -1 TiMEtv newcomer to the list of A group sessions at this year's API annual meeting was the one on Protection of Petroleum Facilities. Held on Monday evening, the ses sion was presided over by W. R. Boyd III, who is director of the Petroleum Administration for De fense's facility security division. Three nationally-known speakers addressed the large crowd that at tended. Ned H. Dearborn, president of the National Safety Council, spoke on the subject of "Manpower -- Why Must We Waste It?" Vice Admiral Merlin O'Neill, comman dant of the U. S. Coast Guard, had as his topic "Port Security," and Rear Admiral B. B. Biggs, of the Munitions Board, spoke on the "Ef fect of Plant Security Upon Military Supply." Another feature of the session was the presentation of API Certificates of Appreciation to three retired oil men -- Joseph C. Bernd, Roy S. Bonsib, and C. Elmer Townsend. Dining companions at a joint lunch eon of the central committees on Fire Protection and Accident Prevention were R. T. Henderson, of Standard of Ohio; Franklin G. Wilson, API director of safety, and W. O. Wilson, of Stand ard of Indiana. R. J. leum be- .. \ Right, Charles Z. Hardwick, Ohio Oil vice president (seated, center) was named new national Oil Industry Information Committee chairman. Seated beside him are Stanton K. Smith, 5 president of Smith Oil, and W. N. Finnegan, of Humble Oil, new OIIC vice chair men. Standing are John S Cooke, committee secre tary; and Philip Humphrey of Texaco, and Ralph Ca rey, of Shell, both also new vice chairmen. Above, Mr. Hardwick pre sents a gift to outgoing OIIC chairman John Dupree. At these OIIC dining tables are (top photo) C. Haines Finnell. Union Oil; Len Castle, NPN; M. S. Hauser, Ohio Oil; Jack Smock, of Foote, Cone & Belding; C. E. Simons, Texas Mid-Continent Oil and Gas Assn.; Stanton Smith, Smith Oil; Harry E. Milton, Milton Oil; and John Harper, Harper Oil . . . Bottom photo shows C. Z. Hardwick, Ohio Oil; Conger Reynolds, Standard of Indiana,- H. B. Miller, API; Prior, Standard of Indiana. f-v-iyuii Hfm I . ^ ss? Participants in a Mon day OIIC session were Gen. James Doolittle, Shell Oil vice president, and H. L. Curtis and Selwyn Eddy, both also of Shell. ;,.^f Featured speaker at the Refining group session on Wednesday after noon was R. G. Follis. oard chairman R. G. Follis, of sphere, particularly the great indus B Standard Oil Company of Cali trial areas of Western Europe. fornia, was the featured speaker at Referring to the situation in Iran, the only group session conducted by where the petroleum industry re the Division of Refining. cently was nationalized, Mr. Follis Speaking on "Middle East Oil and discounted Russia's ability to ac Product Availability," Mr. Follis, quire any sizeable amount of the while stressing the importance of output of that oil-rich Middle East Middle East oil to the security of state. He pointed out that Russia the anti-Communist world, said he has tankers sufficient to move but a saw no possibility that such petro token amount of Iranian oil, and leum would reach American mar that at least two "big inch" pipe kets in volume. "I am certain,'' he lines would be needed to ship the declared, "that our domestic pro oil overland into the Soviet. ducers need have no fear that 'cheap' William L. Stewart, Jr., executive Middle East oil will flood their vice president of Union Oil Com markets in the United States." The pany of California, presided at the natural market for this crude, he session as API vice president for explained, is the Eastern Hemi- Refining. Held in the hotel's north ballroom, the Refining session drew an interested audience, part of which is shown below . . . Inset, C. M. Ridgway, of Pure Oil, who gave the Division's nominating committee report. W. L. Stewart, Jr., as he presided at the Refining session. Above, a get-together between A. L. Huether, of Pacific Supply Cooperative, and Clarence O. Anderson, of Rock Island Refining . . . Right, both of Mo hawk Petroleum are L. W. Friedman and Clay Thompson. y i'i at 4- ft -?*; .u %. 'i t. - -s'' ' ''l , Above, W. J. Carthaus, Deep Rock Oil vice president; J. C. Day, WPRA secretarytreasurer, and R. C. Alden, of Phillips Petroleum. In this Tulsa quartet are J. H. McLaughlin, J. S. Bellah, and H. V. Flemming, all of Refinery Engineering Co., and W. M. Gebo, of Ingersoll- Rand. Right, among the sev eral PAD officials who attended the an nual meeting was T. L. Apjohn, on leave from Socony- Vacuum. T4 :\ r a BT ^ ^ */ .!>: + J I-- __ Above, C. A. Day, Jr., of Richfield Oil, and S. S. Johnson, of Stone & Webster Engi neering Corp. Among those present at the Refining session were John T. McCoy, of Tide Water Associated, and E. B. McConnell, vice president of Standard Oil Co. (Ohio). ffQSf&S$ M "V. '^.% -.. -W.-4 -Mw- *T- Among other things, for instance, the audience heard a prediction that the petroleum industry's additional capital investment for expansion to meet the free world's ever-growing demand for oil products may total over $23 billion in the next ten years. This figure, the speaker pointed out, OPICS OF IMPORTANCE to all was based on forecasts that world Tmembers of the oil industry, but demand will increase 369c in the of particular interest to those whnoext decade. handle its finances, were discussed at Elaborating on this point, other the two Financial and Accounting speakers discussed the financing of group sessions held on Tuesday the petroleum industry expansion morning and afternoon. In its sec program and painted the entire eco ond year as an API annual meeting nomic and financial outlook picture feature, the Financial and Account for the expansion period. On more ing event offered key speakers who technical matters, taxes, cost controls covered a wide range of subjects. and other subjects were covered. Left, Alfred E. Wolf, vice president of Standard Oil (Ohio), presided at the morning session . . . Below, part of the audience listening to one of the speakers at that session. r .-if Left, two of the morning meeting speak ers: Thomas W. Phelps, of SoconyVacuum (extreme left), who discussed financial implications of increased oil demands; and W. H. Saunders, Jr., of Metropolitan Life Insurance, who dis cussed the cost of the industry's expan sion program. ETC 3 2.109 stance, >n that itional ion to owing total i years, -d out, world in the other ing of ansion re ecolicture i more mtrols ed. &IMD Left, Financial and Ac counting speakers N. M. Fillastre, of Esso; R. V. Miller, of Shell; and V. L. Elliott, of Atlantic; and J. R. Mulvey, of Humble, the presiding officer. Below, four interested session-goers were Raynor Sturges, of Pure Oil; Rawleigh Warner, Jr., of Continental Oil; Serge B. Jurenev, vice president of Continental; and John L. Auch, vice president of Great Lakes Pipe Line. Above, William J. Sherry, president of Sherry Petroleum, is flanked by Lyon F. Terry and Joseph E. Pogue, vice president and petroleum consultant, respectively, of The Chase National Bank of New York. Below, D. W. Michener, of The Chase National Bank, spoke on "The Economic and Finan cial Outlook for the Expansion Below, in a post-session discussion are A. R. Bell, Jr., of Deep Rock; C. A. Pfahler, H. H. Boyer, F. A. LeCates and D. P. Jones, of Sun; and C. R. Perkins, secretary-treasurer of Mid-Valley Pipe Line. George V. Holton, recipient of a Certificate of Appreci ation, awarded at the group session. Samuel B. Pettengill deliv ered a speech entitled "Don't Let America Go by Default." James Richards, of the Iowa Petroleum Indus tries Committee, nar rated the film. CHALLENGING speech by Sam pany board chairman, highlighted in absentia, was in recognition of Ai. uel B. Pettengill, former Con the Tuesday afternoon group session his many years of outstanding ser gressman from Indiana and now saponsored by the American Petro vice to the petroleum industry in member of Pure Oil's legal staff, leum Industries Committee. Oscar the field of government relations. and presentation of an API Certifi John Dorwin, of The Texas Com Concluding feature of the session -v cate of Appreciation to George V pany, presided as A.P.I.C. chairman. was a film, "It's Your Business," tell Holton, Socony-Vacuum Oil Com The award to Mr. Holton, made ing how laws are enacted. < - Q~ Co t iV At the A.P.I.C. session, James J. Cosgrove, Continental Oil board chairman, is welcomed by Baird H. Markham, A.P.I.C. director. Interested onlookers were R. F. Windfohr, president of Texas Mid-Continent Oil and Gas Association, and C. E. Yager, president of Texas Pacific Coal and Oil. The daily Memory Car contest sponsored by American Petroleum Industries Com mittee was a feature of the annual meet ing. Top right, A. P. Farr and Henry Woods, both of Hughes Tool, inspect a showcase model . . . First winner in the contest was L. M. Glasco, president of Proven Oil, shown (upper right) with his prize . . . Right, an A.P.I.C. assistant ex plains the Memory Car display to Hugh Stewart, Interior Department oil and gas director, and Dr. Jose Martorano, of the Venezuelan Embassy . . . Below, W. B. Aronow, president of Unity Petroleum, fills out his contest entry blank. TTT* II 1 t 1 m i Top right, B. E. Crcmdell, secretary - treasurer of State Oil; and E. W. Anderson, of Cities Service, as they were snapped by a vocational training display. Right, three oil company vice presidents in an informal gettogether; C. O. Garbrecht and Leo L. Leabo, of Bay Petro leum; and Frank W. McCurry, of The Derby Oil Co. Richard C. Sauer, Sohio vice president, takes time out from a busy convention schedule to catch up on his newspaper reading. yr . i> *,if All of the pictures on this page were taken at the Continental-Emsco- O PROVIDE social breaks in a Tbusy convention schedule, a number of luncheons, receptions and Youngstown reception . . . Above, J. Gerald Godsoe, vice president of British American Oil, reaches for a buffet table snack. dinners were held. Among these were the Continental SupplyYoungstown Sheet and Tube-Emsco Derrick & Equipment reception, the Left, J. Neal Mancill and Ben C. s Ball, vice presidents of the Re Magnet Cove Barium Corporation public National Bank of Dallas. (Magcobar) luncheon, and the Gulf Oil and Universal Oil Products re ceptions. Largest of such affairs, from an attendance standpoint, was the Con- tinental-Youngstown-Emsco party, held on Tuesday evening in the grand ballroom of the Conrad Hilton. Earlier the same day, the Magcobar buffet had attracted a large number of APIers to the Ex hibition Hall. The Blackstone Hotel was the scene of the UOP and Gulf recep tions on Wednesday evening. Some idea of the number of people that thronged the attractively decorated ballroom for the huge party can be gained from this balcony view of the main floor. Below left, Ira Walker, president of Pan American Pipe Line; and Clarence V. Beaton, vice president of Industrial Raw Materials Corp., make up this busy party twosome . . . Below, R. M. Gray and Albert W. Gentry, of Long Beach Oil Development; and Brad Mills, vice president of American Assn, of Oilwell Drilling Contractors. st. saggar m* ETC 32514 f On this page are scenes from the Gulf Oil party . . . Above, Wiley Butler, president of Coastal Oil; E. W. Berlin, of Standard-Vacuum; and Claude Woessner, of the host company. Ralph O. Rhoades, Gulf vice president; and J. M. Halliwell, also of Gulf, as the camera recorded their presence at the reception. C. J. Livingstone, of Gulf, and Brig. Gen. Alfred H. Johnson, of the Munitions Board, in a social hour get-together. Below, R. W. Pitcher, of Pan American Production; D. L. Wolfe, executive vice president of Stanolind Oil Purchasing; George C. Morris, vice president of Pure Transportation; Wallace M. Luthy, of Ashland; and Robert Kepke, British Ameri can Oil vice president, at one of the buffet tables. A Below, J. W. McCauslond, of Universal Oil Products; and Ray W. Thompson and D. C. Corson, of Griscom-Russell, enjoying a moment of relaxation at the U.O.P. re ception. ve vice of Pure Ameri- It was a pleasant time for guests of Universal Oil Products as APIers by the hundreds crowded the Blackstone ballroom for Wednesday evening's festivities. Below, George O'Leary, president of Houston Oil Field Ma terial; John B. O'Connor, vice president of Dresser Industries; Willard M. Johnson, president of Magcobar; and W. C. Ray, also of Magcobar, at the entrance to the Magcobar buffet uncheon. uring its two group sessions by M. G. Mayberry, of the Mellon D on successive afternoons, Tues Institute of Industrial Research, day and Wednesday, the Division wofhich has been conducting the Production heard discussions of a thread compound search for the variety of technical matters as well past two years under auspices of the as talks on the general subjects of API Committee on Standardization "The Near East Today" and "The of Oil Country Tubular Goods. Mr. Importance of Technology in Devel Mayberry said that the compound oping Oil Production." is satisfactory for the tubular goods The latter speeches were deliv subjected to the high pressures and ered at the Wednesday meeting by temperatures of the deep wells now J. Terry Duce, vice president of the being drilled by the oil industry. Arabian - American Oil Company, Other speakers heard by the Pro and C. E. Reistle, Jr., a director of duction group were H. H. Kaveler, Humble Oil & Refining Company. of Phillips Petroleum Company, Particularly significant at the and Paul D. Torrey, of Oil Recov Tuesday session was disclosure that ery Chemicals. A training film about a new thread compound for deep handling and running casing was well tubular goods has been devel given its premiere at the Tuesday oped. The announcement was made session. Participants in the Wednesday afternoon Production group session pic tured on this page were (top left) F. H. Willibrand, of Sohio Petroleum Co., who read the Division's nominating committee report . . . (left) C. E. Reistle, Jr., a featured speaker . . . (bottom left) J. C. Donnell II, API vice president for Production, who awarded Certificates of Appre ciation . . . and (below) J. Terry Duce, as he illustrated his talk by means of a map. li T C 3 2 5 5 8 New chairman of the API Committee on i Agriculture is M. C. Enright, of Gulf Oil. HOULD ENEMY BOMBS Cripple tries Help in Making Farming a S any of America's great industrial Safer Job." After citing several sta centers, they would at the same timetistics, particularly those dealing deal a paralyzing blow to vital farm with injuries and deaths resulting production, Don Lerch, of the Wash from farm tractor mishaps, Prof. ington Farm Reporter, told the Agri Swanson said it is "quite evident cultural group session on Monday that any change in our accident rec morning. For, without sufficient oil ord must be through an educational to operate modern farm machines, approach, and not through legisla he pointed out, "we would surely go tion." In that connection, he com hungry.'' mended the API for sponsoring a Second speaker at the session was new technicolor motion picture en Prof. Randall C. Swanson, of the titled "Farm Tractor Safety," which University of Wisconsin's college of was publicly previewed for the first agriculture. His topic was "Indus time at the group session. At the left, from top to bottom, are E. A. Snyder, of Socony-Vacuum, out going committee chair man; Prof. Randall C. Swanson, and Don Lerch. The latter two addressed Below, in a discussion by an Agriculture dis play are Frank M. Porter, API president, and Lacey Walker, API secretary. At the meeting of the Advisory Committee on Agriculture were Col. T. H. Barton, Lion Oil board chairman; W. L. Stewart, Jr., Union Oil executive vice president; A. W. Peake, Standard of Indiana president; J. N. Pew, Jr., Sun Oil board chairman; Sidney A. Swensrud, Gulf Oil president and committee chairman; E. A. Snyder, of SoconyVacuum; M. C. Enright, of Gulf Oil; W. W. Vandeveer, a director of Ashland Oil; L. S. Wescoat, president of Pure Oil; and Lowell Kern, of the API. . , **1 BWir&mswiJiR-E Left, a new vice chairman of the API Agriculture Committee is R. P. Frey, of Imperial Oil. ETC 32520 IRST of its kind in annual meeting history was the Monday Fmorning group session on Fundamental Research. Spon sored by the Advisory Committee on Fundamental Research on Occurrence and Recovery of Petroleum, the session was devoted to progress reports on a number of API research projects. Presented by petroleum research company and oil industry scientists, and college and university professors, the reports covered subjects ranging from the role of bacteria and radioactivity in the origin of oil to fluid movement through petroleum reservoirs. Discussions in the meeting, it was announced, were not for publication, and no preprints, reprints, or records of them were made. The technical material is to be included in future progress reports and ultimately will be made public. Below, Lloyd E. Elkins, of Stanolind Oil and Gas, who presided at the Research session, listens to opening remarks by Dr. Robert E. Wilson, board chairman of Standard of Indiana and chairman of the API board Research Committee. ,<aCw Left, A. Roger Denison, Am erada vice president and chairman of Research Project 51 Advisory Committee. m X-.. Above, W. L. White head, of M.I.T.,who as director of Research Project 43C, spoke on his work in probing the origins of oil. Right, C. V. Millikan, of Amerada Petroleum, chair man of the Advisory Com mittee for Research Project 37, was in charge of the portion of the session de voted to that project. Right, B. H. Sage, of Cali fornia Institute of Technol ogy, co-director of Project 37, discussed the behavior of fluids in petroleum reservoirs. Left, F. P. Shepard, of Scripps Institution, director of Project 51, explains the objectives of the sedimentology research he has been conducting in the Gulf of Mexico. R. E. Loeck, of California Re search Corp., chairman of the Advisory Com mittee for API Research Proj ect 47. J. A. Putnam, of the Univer sity of Cali fornia, speak ing on his work on fluid move ment through petroleum res ervoirs. :h men 3 north roleum, ;e, and oing his Right, Alfred Chatenever, of the University of Oklahoma, explain ing recent findings made under Project 47. 45 .j The trio at right consists of W. ii! E. Blumberg, of Peden Iron and Steel; George T. Morse, Jr., Peden president; and F. T. Fendley, of Humble Oil. Photographed as he walked down the stairs from the registration room was R. S. Stewart, of Sohio. left, James H. Wilson, president of his own company; E. J. Nicklos, board chairman of Nicklos Oil and Gas; and R. F. Baker, vice president of The Texas Co. Making use of the convention hotel house phones are Russell M. Stein, of Simpson, Spence and Young, and E. S. Ronan, Jr., of Standard-Vacuum Oil Co. "Neighbors" from Ohio and Michi gan are l. B. McCammon, of Ohio Oil, and I. L. Goldman, Aurora Gasoline Co. vice president. Left, the candid camera snapped F. J. Sanders, of Standard of Ohio, as he was making a telephone call. lTC 32523 The third floor corridor provided a quiet meeting place for these three Sinclair Refining Co. men -- Herman Ringgenberg, T. V. Tifft, and George M. Hill. Right, relaxing be tween annual meet ing sessions are J. H. Donley, of Aetna Oil, and Lloyd Lesh, vice president of Kanotex Refining. Left, API directors Charles Suhr, Pennzoil board chairman, and O. D. Donnell, former president of Ohio Oil, flank Fay ette B. Dow, of the API. Below, Milo Taxman, Advance Refining secretary-treasurer, and Maynard Taxman, Advance president. Below are Graham Polk, vice president of Time Oil; Wiley Butler, president of Coastal Oil; Rex Blazer, president of Ash land Oil; Jack J. Reed, president of Westoil Terminals; Rud J. Babor, vice president of Frontier Oil Refining; and C. Edward Miller, Time Oil board chairman. Three Pennsylvania representatives at the annual meeting were Howard V. Smith, of Kendall Refining; Emil E. Ebner, of Quaker State Oil Refining; and Francis J. Healy, of Kendall Refining. Fred B. Behrens as the candid cam era caught him. Mr. Behrens is with Wilshire Oil. Upper right, Ted W. Legatski, of Phillips Pe troleum, views a photo of the recent "2 Equals 3" demonstration on the Jersey Turnpike . . . Right, Julian Frey, of Ethyl, and Howard Cuyler, of Standard of California, catch up on the news. Below, a meeting of the Aviation Technical Services Committee. W. D. Parker, of Phillips Petroleum, is committee chairman. Active participants in the Lubri cation group session were (upper left) Col. Willard F. Rockwell and B. G. Symon; (center left) Arthur Motley; and (below) Henry E. Abt. r # )" hree of the nation's foremost Tleaders in their fields addressed the Lubrication group session on Tuesday afternoon, and all delivered talks that drove home strong mes sages. Lead-off speaker Col. Willard F. Rockwell, board chairman of Rock well Manufacturing Co., said no favorable economic trend could be expected so long as the United States is governed by men who "dis regard every moral principle to per petuate themselves in office and to extend their present mismanage ment over American business." Other speakers were Arthur H. Motley, president of Parade Publi cation, Inc., on the subject "Use It or Lose It," and Henry E. Abt, presi dent of the Brand Names Founda tion, speaking on "The Hidden Values." B. G. Symon, of Shell Oil, was group session chairman. It was standing room only at the Lubri cation session, held in the south ball room. Part of the overflow audience is shown here. Propped up in seats against the wall are Elmer C. Campbell, of Consumers Cooperative Association; L. R. Marchant, of International Cooperative Petroleum Association; and F. E. Headen, of Asiatic Petroleum. 49 ETC 1 r. P. C. Spencer, Sinclair pres ident, was elected API vice president for Transporta tion. eeting at the Palmer House, from Washington spoke, the report M as is its custom when the API of the division's nominating com convention is held in Chicago, tmheittee was presented, and Certifi Division of Transportation held cates of Appreciation were awarded three group sessions and a number to seven men who have made out of committee meetings. The hotel's standing contributions in the field Red Lacquer Room was the scene of of petroleum transportation. two group sessions on Tuesday and the final one on Wednesday after noon. Both of the Tuesday sessions were given over to a pipeline symposium. At the Wednesday session, three government transportation officials Right, J. H. Peper (center). Buckeye Pipe Line president, who presided at Transportation group sessions, flanked by M. G. Spangler, of Iowa State College; P. D. Phillips, of Humble Pipe Line; R. A. Gump, of Pipe Line Contractors Asso ciation; and J. R. Shipley, of Sohio, Tuesday morning speakers . . . Below, a part of the Tues day morning audience. 50 ETC b L > i Andrew G. Anderson (left), of SoconyVacuum, gave the Division's nominating committee report . . . Left, below, F. H. Warren, of Ohio Oil, a Tuesday afternoon speaker. Shown before the Wednesday group session are R. G. Dunlop, Sun Oil president; T. E. Swigart, Shell Pipe Line president and retiring API vice president for Transportation; and George A. Wilson, of PAD, a session speaker. Standing are James E. Moss, of the API, and Jomes E. Dyer, vice president of Sinclair Refining. Above, James K. Knudson, Administrator of the Defense Transport Administration; and Delos W. Rentzel, Under Secretary of Commerce for Transportation, spoke at the Wednesday group session . . . Left above, T. S. Johnston, president of Interprovincial Pipe Line, and (left), V. J. Sittel, of Service Pipe Line, Tuesday afternoon speakers. 51 'it t.TC 3 2 5 2 8 Right, a discussion in progress during 1^?"j a meeting of the Central Committee fey? on Railroad Trans portation. -Sf' Left, Arthur S. Halpenny, of Railway & Power Engineering Corp., regis ters his presence at a Transportation session. Right, picking up preprints of papers before a session are John Anderson, H. F. Heidorn, and H. W. Wilker, of Standard of Indiana; and J. C. Stirling, of Service Pipe Line Co. -5U Right, two New York oil transport exec utives, Harry A. Gilbert, president of Oil Transfer, and F. Willard Bergen, I 1%' vice president of Marine Transport Lines, consulting a telephone directory. Left, Ralph B. McLaughlin, president of Texas Pipe Line, new president of the Pipeliners Club, and J. H. Peper, Buckeye Pipe Line head, outgoing club president . . . Below, a view of the Pipeliners banquet in the ball room of the Blackstone Hotel. | e-'TT'l V-| :\4 i\ KTC Enjoying a moment of relaxation are two traffic men, C. R. McDonald, of the Katy Rail road, and F. S. Fisher, of Magnolia Petroleum. Harry L. Cornell, of Esso Shipping, notes a Transportation session speakers' poster. Two Shell Oil pipeline engineers, Norris Plank and E. H. Rush, picking up the latest convention registration lists. Left, at the Transportation Club dinner were A. D. Carleton, of Standard of California; P. G. Anderson, of Lion Oil; Edward D. Sheffe, of Esso Standard; Paul H. Kuhns, of Continental; C. A. L. Walker, retired vice president of Great Lakes Pipe Line; and Ray Hooper, of Cities Service Oil. Mr. Sheffe was elected club president, succeeding Mr. Anderson. i3 0 iKtt As attested by the poster announcement at left, scores of APIers were honored with API Certificates of Apprecia tion this year, as in years past . . . Among those who received the award was (top) John Lovejoy, president of Seaboard Oil, for his service as chairman of the API Board's public relations committee. W. Alton Jones made the presentation . . . Pictured above are winners of OIIC Certificates. Left to right, they are (seated) O. Y. Kirk patrick, formerly of Pure Oil; Robert Garrett, of Gulf Oil; R. R. Potts, of Socony-Vaeuum; L. C. Pfaff, of SoconyVacuum; W. L. Moore, of U. S. Oil; Joseph A. Lentz, of Continental Oil; and Willard Wright, of Sun Oil; (stand ing) Charles J. Guzzo, of Gulf Oil; M. H. Robineau, of Frontier Refining; William J. Gerwe, of Socony-Vacuum; L. E. Ulrope, of Esso Standard; Joseph W. Butler, of Butler Oil; Ralph Champlin, formerly of Ethyl; R. F. Pielsticker, of Stanolind Oil Purchasing; Q. W. Regestein, of Socony-Vacuum; George A. Beattie, of Wofford Oil; John Wieland, of Standard of Ohio; Guy L. Tate, of Magnolia Petroleum; Eric V. Weber, of Ohio Petroleum Marketers Assn.; Fred F. Murray, of Oil Well Supply; and Charles R. Musgrave, of Phillips Petroleum. Certificates also were awarded to nine others not in the photo. 3 2 531 Seven Certificate of Appreciation awards, one posthumous, were made by the Transportation Divi sion. Recipients present to receive their scrolls personally were Leo Huff, of Pure Oil; Ralph B. Mc Laughlin, of Texas Pipe Line; Frank W. Miller, of Esso Ship ping; and Edward Sheffe, of Esso Standard. Three safety experts, two of whom were pres ent, were given Appre ciation Certificates by the safety committee of the API Board. Right, W. O. Wilson, of Standard of Indiana, makes the presentation to Roy Bonsib, formerly of Stand ard of Jersey, and Jos eph C. Bernd, formerly of Sinclair Refining . . . Left, Verl Elliott (right), of Atlantic Refining, re ceives a Certificate from J. R. Mulvey, of Humble Oil, at a Financial and Accounting session. s of ciavho t of API ode MIC irkOil; ny- of nd- of jm; of iel. of ohn Mia ers les are Certificate winners in Production were (front row) Eugene Hosford, for D. O. Barrett, formerly of Gulf Oil; C. R. Weiss, of Link Belt Co.; A. W. Thompson, of ThompsonCarr; A. C. Rubel, of Union Oil; Glenver Mc Connell, formerly of Shell Oil; and R. L. Wheelock, of Wheelock and Collins. In the back row are J. C. Donnell II, who presented the awards; R. B. Kelly, of Pure Oil; Eric Schroeder, for T. C. Ervin, of Lucey Boiler; Turner Smith, of General Petroleum; D. R. Dale, of S. M. Jones Co.; B. B. Wescott, of Gulf Research; C. A. Dunlop, of Humble Oil; and C. D. Watson, of Carter Oil. 55 32532 Top, a flash announcement from J. Richard Shaner, of the API staff, tells the press, which told the world, that attendance was at a new high . . . Above, George Weber, of The Oil and Gas Journal, takes a coffee break. Right, API President Frank Porter at his press conference. At his side is Fred VanCovern, of API . . . Inset, Tom Crowley, of Petroleum Engineer, and George H. Eichler, Petroleum Equipment publisher. 56 15 Top, the API press room hardly ever closed its doors as reporters from publications in Canada and Mexico, as well as the U. S., pounded out copy to beat edition deadlines . . . Above, the clerical staff handled something like 87,000 sheets of paper in mimeographing information releases for the press. 3 2 53 3 sed its da and opy to ol staff iper in press. C. C. Gittings, of Sun Oil, "cleans house" in his hotel room on the final day . . . Below, E. L. Beattie, of Al;ed Oil, checks the airlines reservation desk for flight data. ore than oae APIer spent anx M ious moments during the 1951 annual meeting wondering, what with the miserable weather and a threatened strike on several rail lines, just when he would be able to head for home. All ended well, how ever, when the Government inter vened to postpone the train walk out, and the sun broke through on Thursday morning for the first time during convention week. And so, as some 6,000 oil men (unofficial count) began the jour ney back to their home towns all over the United States, as well as in several foreign nations, another API annual meeting became history. The 1951 version was, naturally, the proverbial far cry from the first In stitute get-together in 1920. That year, when the API was just getting started, only 420 registered. Next year, when it stages its 32nd convention, the API will be back in Chicago again. The date: Nov. 10 to 13, 1952. Below, packing his suitcase for depar ture is H. B. Catlow, vice president of Republic Supply. As indicated by their year-after-year return to the Conrad Hilton (Stevens) hotel, APIers like their con vention headquarters. Dixon O'Brien, hotel reserva tions manager, shown above chatting with an APIer, has the tremendous job of housing as many conven tion-goers as possible in the Conrad Hilton. t' i:: iat Mi! Above and right are typical last day annual meeting scenes. Directly above, Paul G. Benedum, Hiawatha Oil and Gas president, checks timetables . . . Upper right, G. W. Evans, of Continental Oil, turns in his key to the floor clerk . . . Right, M. H. Shanahan, also Continental Oil, rings for an elevator ... Below, the emptiness of the Conrad Hilton's vast grand ballroom, broken only by the presence of two lingering oil men, symbolizes the end of the memorable 31st annual meeting. '-ftsj'SI ^ " .' ;'V-: Each succeeding year's inual meeting of the American Petroleum Institute proves so successful that it seems it would be difficult to surpass the record of achievement in the future. Still, all who attended it would agree, the 1951 convention was bigger and better !P than ever. The attendance was great, the sessions were many and varied, and the work accomplished was both consider able and significant. C. Annually since 1946, when the API annual meeting was reinstated after a wartime lapse, the December issue of Ethyl News has been devoted to a pictorial coverage of this, the oil industry's biggest and most important national gathering. Q. The 1951 edition of our API annual r contains, as always, scores of photographs of the candid, informal type. In offering this pictorial report, we do so in the hope that it will serve the industry as a welcome souvenir of this year's recordbreaking API annual meeting. THE EDITORS , // ,, ,/-..... ^ ETC 3 2; ) r :tc o 2537 1