Document YraEgDG4QxBzd509xwXkdgbbE

:= r* fi"p Jj-v i#- Hr. U;/fQ 1 -. II U a u i-.... !i '< ?# V,' ^ |.f <,, : /I?v-4- #* INDEX "ETHYL NEWS" 1944 AUTOMOTIVE Factors Affecting the Antiknock Performance of Postwar Gasoline............. February Knock-Knock.................................................... February In the Sweet By-and-By........................ March Where It All Began...............................................March Car Washing Habits....................................................Mayy How to Handle' Wartime Knocking Complaints............................... September Advice for Wartime Driving (Do's and Dont's)........................................September Postwar Gasoline Demand..........................September AVIATION Whitecap Patrol...............................................February The Squirt Comes of Age.................................February Crash Fire Fighters.................................................... July This Bird Took Three Years to Hatch............September Take-Off to Tomorrow........................................October BUS, TRUCK, FLEET and FARM Maintenance By the Gallon.................................March They Kept 'Em Rolling............................................. April Anything, Anywhere, Anytime............................... May Farm Market Nine Inches Deep...............................June Mechanized Migrants............................................. July Hold Down That Farm!...................................September Old MacDonald Had a Farm........................... October Georgia Boom: Made-to-Order...................November CORPORATION ACTIVITIES and PERSONNEL ITEMS Four Ethyl Men Win Promotions............................. April S. S. Ethyl Goes to War........................................... April . Errol J. Gay Awarded Emblem for Meritorious Civilian Service...............................June Thomas Midgley Honored By Ohio State University........................................... July . Lt. Col. B. W. Fridge Distinguishes . Himself in South Pacific........................... September "E" Flag to Ethyl-Dow........................................October Baton Rouge War Show.................................... October Rubber Director tfewey Thanks Ethyl............. October Thomas Midgley, Jr.--1889-1944.................... November Lt. Col. S. J. Warner (Biggest Filling Station in World)........................................November To Berlin--On Nazi Gas.................................November MISCELLANEOUS . A Mother's Prayer...............................................January Excerpts from Bill Caldwell's War Diary....... February George Washington's Letter to Secretary of War..........................................February Battle Baedeker (with map).................................. June Highway to Japan (with map)................................ July "Hop In, Soldier"......................................................July Japan's Back Doors (with map)...................September A Profile--A Reprint from The New Yorker.September The Tough War (with map)...............................October PETROLEUM Hands Across the Sky (Ind. poem by Right Honorable Geoffrey Lloyd).................January Wanted: A Pioneer.............................................January Oil of Destiny........................................................March New Horizons for Oil...............................................May The Saga of Seven Engineers................................ June There'll Be Plenty of Good Gasoline in 2944 September "To Victory on a Sea of Oil" (pictorial).........October Come Hell or High Water...................................October England's Oil Strike (pictorial).................... November California--Pacific Oil Front........................November SPECIAL FEATURE ARTICLES 1944: Year of Decision (Preview of Allied Invasion)....................................... .January Swords into Plowshares (Reconversion)....... January Dead or Alive (Manpower Shortage)............. January Young Man's War?............................................. January The Enemy Within (Accidents in the Home). .February Alphabet Armada (Landing Craft).................... March You Can Take It With You (Diamonds)............... March Something for the Boys (Future of Today's G. I.'s).................................... April Pulse of Battle (Army pipe lines)........................... April Commotion in Capsules (Vitamins)........................April Natures T.N.T. (Volcanoes)...................................... May Working Towards Health (Occupational Therapy)...................................... May Outpost Oasis..........................................................May 26 Working Days Every Month (Calendar Reform)...............................................June Explosions--The Stuff of War.................................. July Big Inch, Big Question . (The War Emergency Pipeline)............................. July , Yes, the Army and Navy Have Safety Programs, Too!......................................... July Newsman Platt: A Profile.................................. October The Far East of the Americas (Latin-America).October Accent On Youth (Address by Thomas Midgley, Jr.)...................................November 47 of Us Lived.................................................November IN THIS ISSUE JANUARY 1944 1944: YEAR OF DECISION A proviow of tho Invasion shows what Ihs ahead 3 WANTED: A PIONEER Amsrica needs mere oil--and only a wildeattor can find it 8 HANDS ACROSS THE SKY What poopit "ever thoro" think about U.S. aviation gasolino 12 SWORDS INTO PLOWSHARES War production is noaring its peak, but whoro is it going than? 14 DEAD OR ALIVE Lifo on tho homo front ain't what it used to bo 18 YOUNG MAN'S WAR? Not World War II but tho Civil War really had the young generals 21 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. W. J. Heggen, Editor Manufacturer of Ethyl Fluid, used by oil companies to im prove tho antiknock quality of aviation and motor gasolino V it his ' TPresi the Allit in such a know hi On so ful houi thousant smeared rope net ports ar bottome Ahead of fire, ; paratroo the big orange they a land ta umbrel! needlestubbv busters marchi in a gr .In j stagger 1944: YEAR OF DECISION N.Y. Which roads to victory? A preview of the European invasion reveals what paths the Allies may take By Joseph Edlstin his will be the year when, as mosquito fleet of landing craft and TPresident Roosevelt has said, support boats, slapping the waves the Allies will fall upon the Axiswith their hulls and throwing up in such a way that the enemy won't v's of shimmering spray. The boats know his bow from his stem. grind into the gravel and the first On some tomorrow, in the fret wave of invasion troops spills into ful hours before dawn, scores of the sea. The men thrash ashore, thousands of men with cocoa- then fling themselves onto the smeared faces will clamber down beach panting, praying, cursing. rope nets from war-pregnant trans Urged on, they lurch forward ports and drop into heaving, flat- again against the enemy's citadel of bottomed barges. barbed wire, land mines, pillboxes, Ahead in the distance, pinpoints dugouts, and distant big gun em of fire, guide lines of spearheading placements. paratroops. Behind, on the horizon, Everywhere there is the stink of the big ships of the line, vomiting battle. orange flame from their turrets as they cascade huge shells into the At least 5,000,000 men, with land targets. Overhead, a mighty probably another 1,000,000 in re umbrella of aircraft. Hundreds of serve will take part in the prom needle-like fighters, hundreds of ised blows from east, south, and stubbv fighter-bombers and tank- west to destroy the German armies. busters, hundreds of giant bombers New weapons will be employed for marching in layers through the sky the first time. Immensely superior in a grim celestial pageant. sea power and air power will crack In past the destroyer line, in the whip, and a gratifying combi staggered file astern, streak the nation of both will put the hard hitting land forces ashore in what certainly will be the most compli cated military operations ever planned. A tremendous, formidable enemy confronts the Allies in Europe alone. Germany still can muster around 300 divisions, and although many are below their original strength and some are of secondrate calibre, the Wehrmacht still is a brutally capable army. Germany also has new weapons, including a rocket gun which reportedly has a fire power equivalent to that of six heavy field howitzers. Despite heavy losses, the German air force still has about 6,000 first line planes. Germany also has the advantage of internal communica tions lines, and the Allies must at tack from the perimeter. Occupied Europe, but not Germany, is hun gry, and although Allied bombings have added to the feeling of de pression among the German people, there is nothing to justify a belief in any immediate, serious break in German morale. But the initiative is in our hands. In itself, it is not likely to bring brain trust of the general staff, victory quickly, even though great worked out with timetable precis ly intensified, but the destruction ion and accuracy. Nevertheless, of factories and transport facilities there may be many more Dieppes, will cut down Allied invasion for there are almost certain to be casualties. unexpected developments in the l Without sea power we could not early stages. put through a second front. The Dieppe foray required a flotilla of Meeting the Unexpected 200 vessels. Five hundred transports At Dieppe, a German patrol boat and 350 warships took part in the intercepted the raiders to give the North African expedition. More alarm. Off Casablanca, landing craft Marine paratroops like that* may spearhead the invasion than 3,000 ships were used in the found hard going at the rocky en Sicilian invasion. trance to the cove enclosing the In addition to utilizing the bat mouth of Wadi Mefifikh, and men Allied air superiority and sea mo teries of the big naval rifles for were drowned in the turbulent surf bility will enable us to choose our softening-up operations and keep as their boats broached to. High point of attack. This is the superi ority which put the Americans and British ashore in North Africa and helped them leap-frog through the ing the invaders supplied with everything from a locomotive to a button, we will depend on the for midable power of the American, winds, at the last moment, played* havoc with gliders and paratroops at Sicily. At Tarawa, in the Gil berts, the coral reefs snagged land Mediterranean into Italy. Air power will pound the se lected areas of the invasion zone for weeks in advance, laying a British, French, and perhaps the Italian fleets, for diversions and feints. They will help give us a choice of beachheads, an advantage ing craft. But all these were swiftly overcome by the planning in depth, done with the idea that no check, intentional or accidental, must de heavy carpet of bombs to flatten the opposition. We already are see ing that siege bombardment, and this internal blockade will continue. which means the enemy can be kept guessing and off-balance. Every major move already has been painstakingly plotted by the lay the advance. Soon the scenario, locked in the minds and papers of perhaps only a dozen of the highest Allied strate gists, will be enacted under the Invasion routes to vieiory -- from the oasf, wuf and south -- show in which directions the Allies may strike immediate direction of the field generals, coldly, mathematically, precisely. # The Germans expect a second front after the middle of February. President Roosevelt's promise that there will be diversions is one rea son why the Nazis have been work ing madly to fortify themselves everywhere. The Germans have tried to lock and bar the approaches to their northern front by their occupation of Norway and Denmark. Northwestern Norway could be attacked only at long range, chiefly under the cover of carrier-based planes. It would be difficult because cc of St w w ti b if b n *r t 1 c 1 f ] 1 iff, of the island rampart, the rocky is- coast, and the narrow beaches; but ss, it would have the advantage of bad es, internal communications for the be enemy and few airfields. he Landings in southern Norway could be made under the protection of land-based aircraft, but it is strongly held and well-fortified, at while developed communications le would permit the rapid concentra Tho world's groatott sea armada, containing transports ft tion of forces. All told, Norway at such as this, will carry the invading forces to Europo n- best would be a secondary move, le if undertaken, perhaps by a num and reserve pools could be rushed waves of jo,ooo. Getting ashore :n ber of strong and scattered com up over rail and road networks. would be relatively easy; staying rf mando groups. The Germans had 45 divisions in there would be the big test. The h Denmark has a strong appeal to France and the Low Countries last first day would see the establish d- "naval men for its direct approach to summer, but a number were re ment of bridgeheads 300 to 400 K the heart of Germany. But the shal moved to Italy, although it is pos yards deep. Aided by very heavy 1- low coast, which could be mined sible that reserves from Germany naval support and an air umbrella I- extensively, and the fact that assault may have replaced them. The Nazis determined to get complete con y barges would be exposed to heavy also have between 50% and 60% trol over the beachhead, the second fire from the highly protected of their fighter strength in the west. day would probably see the invad fjords, make it a dangerous opera Geographically, the rough and ers overcoming the light defenses tion. Ostensibly, the German north rocky coasts, with sharp cliffs ris and probing toward .the heavier western front would seem to be ing from the water's edge, might gun emplacements 10 to 12 miles secure, but it is an area of uncer steer invasion forces away from the inland. The main and critical bat tainty and, aided by an upsurge of northwest coast of France toward tle would be joined the third day. sabotage, it would afford an oppor Cherbourg where it is not so Since Prime Minister Winston tunity for an enterprising policy on rugged. Churchill has been the Mediter the part of the Allied high com mand. Tho Cockpit of Europo ranean advocate, while President. Roosevelt has sympathized with the The most powerful part of the The possibility of a three-way Russian stand that a second front Nazi west wall runs from Schles preliminary softening-up attack by means Western Europe and no wig-Holstein to Bordeaux, France, British shore batteries, naval bar where else, the main blow, when it and one of the shortest approaches rage, and air attack, the shortness comes, obviously will be an Amer to the German inner fortress is of the supply line, and the fact that ican "show," with General Dwight through Holland. Typical of the this would be one place where Al D. Eisenhower as commander-in- German coastal defenses, built up lied aircraft could be brought to chief of the Allied forces. in areas from which the population bear with full force on the German Anticipating the vow at Teheran has been evacuated, are constantly fortifications in depth make the that the Allies will strike from the shuttling patrol boats, mines, land Belgian - French coast -- the old south, the Germans desperately mines on the beaches, barbed wire, cockpit of Europe -- a sure site for have been plugging the holes in machine gun pillboxes, trench mor an invasion sooner or later. their anti-invasion dyke across tars, mobile artillery, fixed artillery, Such an attempt would require southern Europe--hastily fortifying and rail-mounted artillery. thousands of landing craft and the French bottomside, throwing The defenses are manned by transports, and an army of at least counter-attacks at the Fifth and highly trained troops, skilled to Stall 1,500,000 waiting in England. The Eighth armies in Italy, reinforcing a landing attempt until intermediate attackers would have to hit in Jugoslavia, and snatching up off shore islands in the Adriatic and the Dodecanese islands in the Aegean sea. What has developed in Italy, thus far,' has turned out to be a major diversion, with the Allies pinning down some jo Nazi divisions in Italy and the Balkans. Meanwhile, another move in the Allied process of siphoning off German power may come from Sardinia and Cor sica with blows at the French Ri viera or the northwestern Italian coast. A direct land blow at south ern Germany from either of these points is unlikely due to the Alps. Drive Through the Balkans Closer than Italy to Germany's nerve center and strength are the Balkans, where in the last war the defeat of the Central Powers was sealed. Allied bases on Italian soil have set up a partial flanking oper ation against the Axis powers in the Balkans. From Apulia, the Italian heel, it is 60 miles across Otranto strait to Albania, from which the invaders could aim at cutting off Greece, split the Nazi armies along the Adriatic coast, and threaten Bulgaria, Rumania, and Hungary. The enemy has put up a strong screen to the Balkans through the Aegean, with Crete the keystone. A drive through this route, which, until the British permitted the Do decanese to slip from their grasp recently had potentialities, would be hard, costly, and take too long. Turkey could unlock the door to the Balkans for the Allies' "shadow army" of more than 1,000,000 men in the Levant, including the British Ninth and Tenth, by giving it tran sit through its territory. This would make an invasion of the Danubian basin feasible and reasonably cer tain of success, for western Turkey flanks all the Axis island defenses in the- Aegean, while Turkey in Europe abuts on Bulgaria and the coastal road to Salonika. An attack in this direction would depend on two things: That the Russians had no objections against Allied entry into their sphere of influence, and perhaps more impor tant, that Turkey had decided to enter the war (1) because it had no doubt that Germany was on the verge of defeat, (2) because it wanted to reserve a seat at the peace table, and (3) because a sat isfactory agreement on lend-lease supplies had been reached. In the East, Russia's 250 divisions, aided by vast quantities of Ameri can war equipment, which has been arriving through the Middle East at such a rate that it is causing seri ous transit problems, are counted upon to fall on the German armies with new vigor. Anticipation points to the Soviets' successful exploita tion of their Dnieper bend drives toward Rumania, their central sec tor sweep into Poland, and --pos sibly most important --the salient into the Baltics. - When it does come, however, the main second front in Europe is not likely to be merely one to "relieve" the Red Army. Instead, it will be an all-out attack upon Germany, in which once and for all the fate of the war will be decided. The most costly part of the invasion may be the initial landings on the beaches and coasts. But once the Allies se cure their footholds, at no matter what cost, they can be expected to march up the grim and bloody road that leads to Berlin -- and victory. What Teheran will be to the war in Europe, Cairo will be to the war against Japan, although on a con siderably smaller scale for 1944. The southwest monsoon in Asia has faded, the winds have blown away the heavy blanket of clouds, and the sun is drying the sodden mountain trails and jungle paths leading from India into Burma. Impressions of an Allied counter offensive are strong, although its Attacks upon Mabaul and Truk -- tho two main Jap bates in tho Pacific -- may luro tho Jap fioot info a showdown .r ir v- ia n Is, ;n hs 1a. rits RABAK JTJ6 MALOEUkP ALLIS. CHAIN MU AKIN silbert IS. This single transport loaded with supplies illustrates the mountains of equipment the invasion will require imminence probably has been exag gerated bv wishful thinking. The problem of supply and organization is too vast to expect great results immediately in the India-BurmaChina sector. The pledge to Generalissimo Chiang Kai-Shek of more aid to China will be fulfilled within the capacities of an expanded over-thehump airway from India and the completion of the Ledo road from Assam through Burma. Later, a Burma campaign may be undertak en, possibly with an amphibious thrust across the Bay of Bengal at Rangoon. If a sufficiently large sea and air force could be concentrated under the immaculate Admiral the Lord Louis Mountbatten, Malaya could be invaded and Singapore re taken. But this appears remote for >944The big show against the Japa nese will in all likelihood be staged by the U.S. Pacific fleet. Having re covered from its back-splintering blow of two years ago, the Navy, now the world's most powerful sea and air force, with 14,000 ships and 18,000 planes, will intensify its vengeful westward drive through the enemy's island perimeter -- over the top of the world, through the center, or from the south. The Long Road to Tokyo Japan's lines in the northeast have been hammered back 950 miles to the Kuriles with the recapture of the Aleutian islands. With the enemy base of Paramushiro, at the northern tip of the homeland island necklace, already within the range of American bombers, the navy may begin forging a northern link in the noose it is fashioning for Japan. More apparent, however, is the drive through the Gilbert and Mar shall islands, where the south cen tral offensive is aiming for Truk and Rabaul,' the enemy's two main anchorages. The Pacific fleet will try its best to lure the Japanese fleet into some decisive action. General Douglas MacArthur, seemingly forsaken by the Allied high command, is pressing toward the capture of Rabaul and comple tion of the New Guinea campaign. His dream of a blow against the Philippines, however, is a very long-range possibility, for island warfare'is a long and bloody task. Two years of war have cost the Japs about 200 warships, hundreds of merchantmen, and vast numbers of aircraft. Nevertheless, Japan's resources still are very great, and the morale of both the armed forces and civilians is excellent. Its geo graphic position gives it added strength defensively. The Aleutians, the Marshall and Gilbert islands, the Solomons and New Guinea are only outposts -- many thousands of miles from the empire's heart. The Allies still have to reach the main Jap line of resistance. Similarly, the enemy still has some 2,000,000 men of military age not yet called to the colors, and only about 10# of its present land forces have been engaged. There will be many months of bitter fighting before Japan is re duced to a second-rate power, be fore the little people with the big ideas are put back where they were 50 vears ago when they started their series of conquests. But this just retribution is coming with dead certainty, no matter how long it mav take. The Cairo conference has promised that. Floating fuel drums ashore at a Pacific island base Wanted: A P10NE The oil wildcatter, who discovered the big fields of yester year, is needed now to offset the drain on crude reserves By Christopher C. Vogof ight .vow, the United States is As a matter of fact, the produc R urgently in need of a pioneer. tion of crude oil has increased Not the kind of pioneer who during the war. Against a pre-war blazed the trail westward when daily output of 3.8 million barrels, America was young. Nor the kind production in a recent month who went digging for gold in the reached a new high peak of more California gold rush of 1848. In than 4.4 million barrels. stead, the United States needs the But as much as the industry has kind of pioneer who goes prospect increased that production, insatiable ing for oil -- and whose discoveries, wartime requirements are demand in years past, of the East Texas, ing even more. As a result, there Seminole and other fields com will simply not be enough domestic bined to make the United States crude oil, produced at economic the greatest oil-producing country levels, to meet completely both mili in the world. tary and essential civilian demands. The need for this kind of pioneer According to an official of the is deadly serious, in spite of all the Petroleum Administration for War, effort which the American oil in total needs for American petroleum dustry is devoting to the task of dis will exceed crude production by covering new reserves. 337,000 barrels daily, by the final quarter of this year. Estimates by the oil industry place this figure as high as 512,000 barrels daily. Therefore, to help meet this un precedented crude oil demand -- and equally important, to bolster our presently declining crude reserves against rapid depletion after the war -- the United States is looking to this pioneer: the oil wildcatter. Through the years, the wildcat ter's venturesomeness and skill (and luck) have been responsible for every major oil field discovery. A lot of these qualities are needed to day. But at this very time when his critical importance is repeatedly emphasized on all sides -- and a host of proposals have been made to help him --the oil wildcatter re ports that numerous restrictions are hampering his efforts. Under normal circumstances, the odds are roughly 7 to 1 against the 8 JANUARY, 1944 -f- ETC 31757 wildcatter -- 7 to i that after sink ing his money into the ground he will come up with a dry hole. Added to that ever-present hazard, how ever, he faces today's wartime re strictions on drilling and on drilling equipment, the price ceiling over crude oil, and even if he strikes a bonanza, income tax schedules that limit his personal "take home" profit to a fraction of the cost of drilling. These factors, the oil wildcatter contends, have served to stymie his efforts at the very time they are most urgently needed. How, there fore, he can do what's expected of him, he doesn't know. Oil Wells and Dry Holes It's not that he isn't trying. Last year, he probably drilled in the neighborhood of 3,400 wildcat wells. This compares with 3,045 wells in 1942, with 3,038 in 1940, and with only 2,224 *n l937- Of the total number of wells drilled, how ever, only some 450 turned out to be successful producers (through the first 11 months, latest figures available); the rest were dry holes. Similarly, in 1942, only 493 of the 3,045 wells drilled produced oil (or gas). In the period, 1937-1942, only one out of every eight wildcats drilled turned out to be a successful producer, although the increased drilling activity during that time naturally resulted in more successful wildcats all told. But drilling more wildcat wells -- and even more successful ones -- doesn't mean that the wildcatter has found a commensurate amount of more oil. On the contrary, a survey of wildcatting results for the last seven years, made by E. L. DeGolver, formerly Assistant Deputy Petroleum Administrator for War and now technical consultant to the .Government-owned Petroleum Re serves Corp., reveals a declining rate of discovery per field since 1937. In 1937, Mr. DeGolyer points out, successful wildcatting resulted in the discovery of 148 new fields. These added a total of 2,119 million barrels of oil to the nation's reserves, or an average of 14.3 million barrels for each field. In 1942, however, when almost twice as many new fields (261) were discovered, the total addition to the nation's crude reserves amounted to only 317 mil lion barrels, or an average of 1.2 million barrels for each field. Thus, in that period, a 76% increase in the number of new oil fields discovered was far more than offset by the fact that less than one-sixth as much oil was found. That is why as many wildcat wells as have been drilled, the oil wildcatter is being urged to drill more. For 1943, the PAW set a goal of 4,500 wildcats (of which only some 3,400 were actually drilled). Some authorities say that as many as 10,000 wildcat wells should be drilled, if the developing crude oil shortage is to be met. But this eagerly sought expansion of wildcatting runs head-on into the wartime restrictions about which More wildcat wells than ever before are needed to maintain the oil discovery rate the wildcatter complains, and which he cites as the prime reasons for his inability to meet present goals. In so far as his physical explora tion and drilling of new wells are concerned, there are restrictions on drilling (primarily the one allowing no more than one well to every 40 acres, in proven areas) and the warenforced curtailment on drilling equipment, arising from the short age of steel. These restrictions, how ever, the Office of Petroleum Ad ministration for War has sought to lessen, by easing its well-spacing re quirements, under certain condi tions, and by procuring high prior ity ratings for the wildcatter for drilling equipment. But there is one restriction which above all inflames the wildcatter -- the price ceiling over crude oil. For the price of crude oil is of pivotal importance to him. Since the fall of 1941, the price of crude oil has been frozen at a nationwide average price of $1.18 a barrel. As of that time, the U.S. Tariff Commission estimated the average finding, development and production costs of crude oil at 76 cents a barrel. Although this cost estimate was criticized as being too A marina wildcat in tho Gulf of St. Lawronco low, spokesmen for the oil wild catters have prepared extensive data which reveal a cost increase of 53 cents a barrel between November 1941 and June 1943. This brings the wildcatter's estimate of over-all cost to Si.29 a barrel -- even using the 76-cent base of the U.S. Tariff Com mission -- against the OPA-ceiled selling price of only $1.18 a barrel, on the average. By any calculation there has been about a 70% increase in the cost of finding, developing and producing crude oil, with no material increase in its selling price. The wildcatter's deep concern over the price of crude oil is as ob vious as his bread and butter. After discovering a producing property', his major interest most frequently is to continue in business as an oil pro ducer. That, in fact, is how many present established oil producers got their start -- from wildcat dis coveries. This simple arithmetic demon strates why there are far fewer in dividual wildcatters looking for oil today than formerly. The incentive is no longer there. An increasing proportion of wildcatting, instead, is being done by the larger oil com panies and by some newcomers. These newcomers, by the way, in clude some war contractors in other fields who, with surplus funds at their disposal, can afford to take a fling at wildcatting. Meanwhile, many lifetime wildcatters are for saking their calling, and in some cases selling out their previously developed properties to companies with sufficient resources to carry them through the war period. Public fancy about the wildcatter pictures him as a romantic individual who goes prospecting for oil on the proverbial shoestring -- and armed with the mythical doodlebug or dowser. Actually, the typical wild catter may range all the way from a "part-time farmer" with oil on his land to a billion-dollar corporation. Who the Majority Are But the great majority of wild catters are to be found among the independent oil producers -- small companies and individuals whose sole business is finding and selling crude oil. These independent op erators have always discovered a majority of the new fields. In recent years, they have been respon sible for about 75% of the oil indus try's discovery effort. These inde pendent oil operators, then, form the bulk of the nation's wildcatters, and it is about them that the current controversy rages. When an oil wildcatter starts out prospecting for oil, he usually relies upon sound geological and geo physical advice before drilling a well. If he can afford it, he will hire a geologist and a geophysicist to go along with him, and will have a like ly geological structure tested with a seismograph and other scientific instruments, where surface evidence is uncertain or lacking. In this respect, he is no different from the larger oil companies which maintain skilled geophysical and core drilling crews in the field, ex cept that he must of necessity op erate on a smaller scale. (Yet for all their technical skill and equipment, the large companies drill their share of dry holes, too.) In prospecting for oil, it is not true that the wild catter relies upon a divining rod or other fabled means of finding oil, although there is at least one record ed instance where an operator drilled for oil simply on a fortune teller's say-so -- and discovered a pretty fair-sized pool. Cost of this "expert" advice: one dollar. But before beginning any explor atory operations, the wildcatter must first make the necessary lease hold arrangements with the owner of the property in which he is inter ested. If the acreage, say, is on the property of a farmer, he will enter into a rental agreement with him for the right to develop it. The usual annual rental is $1 an acre, payable until drilling begins. Then, if the wildcatter strikes oil, the farmer gets in addition the traditional oneeighth royalty from all the gas and oil that is produced. .Meanwhile, the wildcatter takes Wildcatting in yoart past mad tho U.S. rich in oil 10 JANUARY, 1944 ETC 31759 all' fins I qui fre< esc to pa he old of be cat des patee on thi cr tn fowi de be w a sa: ar th st th th 01 w in dc in m P< ar c: P; 01 H IT C: tl E all die risks and shoulders the entire thereby to limit losses. He does this financial burden. in a number of ways. Besides the physical cost of ac Often, after leasing a promising quiring the land, the wildcatter must acreage, he will divide it up into frequently go to great expense in small tracts and assign these leases establishing a clear title to his lease, to interested parties who are willing to prevent his being sued and dis to gamble along with him. In that possessed from the property after way, no one person assumes the en he has discovered oil upon it. As an tire financial risk. Sometimes, the old saying puts it, "The discovery wildcatter is aided by oil companies of oil merely gives you the right to owning properties in the region be sued." (That's why some wild where he intends to drill. Thus, for catters prefer to lease public lands, a consideration of "dry hole" or despite the higher rent they must "bottom hole" money, the wild pay; the title to the land is guaran teed by the Government, and no one can dispute it.) catter will drill to an agreed-upon depth -- and the oil company will gain valuable geological knowledge This wildcat in Florida was a significant 1943 discovery After all the other preparations, about its property. of the Gulf and the states immedi the wildcatter calls in a drilling Yet for all these mitigating condi ately adjacent to it also would ulti .`r crew. Most drilling is done by con tions, oil wildcatting has always mately produce oil, a possibility r- tractors, who charge so much per been a hazardous undertaking -- and which would almost. double the te foot of hole drilled. Meanwhile, the for every wildcatter who became known oil-productive area in the er wildcatter must undergo much other rich from a discovery, there are Gulf Coast region. These beliefs m development expense. many who went broke. And now have been strengthened by the dis al Weeks and often months pass most of the incentive of the chance covery in Florida." le before the wildcatter discovers to "get rich" is gone; there is only However, aside from this discov ie whether he has dug an oil well or the opportunity to go broke. ery, most other wildcatting has been ts a dry hole. As the drill bites away, Interestingly enough, one of the of a cautious nature, according to a e- samples of the subterranean strata most promising wildcat discoveries spokesman for the independent op ad are minutely studied to determine of the past year, according to some erators. Instead of daring new ven that what should be an oil-bearing authorities, was a producing well tures, the average wildcatter has :es structure is being drilled. If, finally, brought in, not by a small independ confined his activities largely to the drill strikes oil -- and with all ent wildcatter, but by the Humble extensions of present producing the modem science the chances are Oil and Refining Co., an affiliate of fields. And under existing restrictive only i in 8, on the average, that it the Standard Oil Co. (N. J.). conditions, he has no other choice will -- the wildcatter finds himself in the oil business. If he decides to N*w Florida Wildcat in the matter. Long chances are taken only when the producer is develop the property and continue That well is in Collier County, getting from the sale of crude oil a in business as an oil producer, he Florida. And its importance, ac sufficient margin above the cost of must go to considerable further ex cording to Wallace Pratt, vice presi producing to pay for the gamble. pense before his discovery will show dent of Standard Oil Co., is that it Yet, the wildcatter maintains, re any appreciable return. If not, he may be "taken as evidence of the moval of present wartime restric can sell his well and rights to another possible extension of the rich Gulf tions is all that is needed to restore producer and start looking for an Coast oil producing region eastward him to his normal pioneering role. other wildcat. through Alabama, Georgia, and In that role he has discovered such Because wildcatting for oil is al much of Florida." great fields as the East Texas, Con ways an odds-on chance -- which In outlining the significance of roe, Spindletop, Tonkawa, Seminole, must, nevertheless, be backed by this discovery, Mr. Pratt declared, Healdton and Salt Creek. Right cash -- the wildcatter frequently "For many years, geologists have now, the United States could use tries to spread the financial risk and believed that the northeastern coast more such discoveries. ethyl NEWS 11 ETC 31760 What U.S. aviation gasoline means to people "over there" is seen in a stirring tribute from a key British official In this year of decision, 1944, "enough and on time" -- has been England will undoubtedly be a tremendous problem of supj one of the big springboards for the That problem, though, is being invasion of Europe. At the same licked by a kind of teamwork little time, England will also be a distrib short of amazing. That teamwork, uting point for the millions of gal which goes back to the inauguration lons of aviation gasoline and other of lend-lease in 1941, begins with petroleum products which will pow the splendid cooperation that exists er that invasion -- and carry it on to between the U.S. Petroleum Admin ultimate victory. istration for War and its British Already, in the devastating 1,000- counterpart, the Ministry of Fuel bomber raids which are rocking and Power. And it extends all the Hitler's fortress, the tremendous way down through the smallest seg quantities of aviation gasoline used ments of the British and the Ameri in Britain take on significance. In a can oil industries. According to recent typical raid, for example, American oil men returning from RAF and U.S. Air Force bombers abroad, the present wartime coop operating from England consumed eration is leading to a broad under nearly five million gallons of too standing between the two industries, octane gasoline in a 24-hour period. and a respect for each other. And that's only a sample of what's What this teamwork means will to come. emerge as a remarkable story, when To make possible such record- it can be told. breaking bombing missions, fan Meanwhile, a glowing tribute to tastic quantities of this aviation that part of the job being done on gasoline and other petroleum prod this side of the Atlantic recently ucts have had to reach England. And came to light. It was a tribute paid because the larger part of these prod to the American oil industry by the ucts has had to come first from the Right Honorable Geoffrey Lloyd, United States, getting them there -- Joint Parliamentary Secretary to istration for War published a car toon booklet telling of the important part American-produced 100 octane gasoline is playing in the war. The booklet, which used a comic-strip technique to get across its message, was designed primarily for the thou sands of American workers who are turning out aviation gasoline -- to let them know what an important job they are doing. A number of copies were sent to England, but be cause of its comic-strip nature it was thought that Englishmen "wouldn't appreciate this stuff." It so happened, however, that a copy of the booklet fell into the hands of Mr. Lloyd, and it prompt ed him to answer an incorrect ap praisal of Englishmen with a re joinder in verse. The poem, which is reprinted on the following page, is more than a rejoinder. It is an Englishman's tribute to the tre mendous quantities of 100 octane gasoline which are pouring from American refineries. And as such, it is one of the finest. 1 Said Johnny Bull to Unci* Sam: "You think I'm cold -- mayb* I am. Those grim and gaily-colour*d tracts Compact of wisecracks, thrills and facts. That rouse your warm-souled boys to fevers And make them work like angry beavers Will kindle no responsive flame. You fear, in my stiff-shirted frame, Nor'mak* me risk a vulgar cropper To my too deftly balanced topper. Believe me, Sam, I'm not too proud To cheer like any baseball crowd When wing to wing across the sky The death-defying Forts go by. And gazing, I can guess the force That hurls on their unerring course Those roaring giants through the air Has not just come from anywhere. And, when I'm told, I too can see Behind that buoyant armoury The maze of derricks, rigs and drills; The mushroom growth of monstrous stills; The pipelines racing point-to-point. With welders sealing every joint; The fiery furnace heat that powers The sky-high fractionating towers; The stewards in the cocktail bar Who mix the potent brew of war And build a high-ball, Houdry-based, To suit the most high-flying taste; With anxious care they calculate The right amount of alkylate; Add iso-pentane (not too much). Cumene, perhaps, but just a touch. And then, to give the Fockes hell, A seasoning of T.E.L.,* All tinted to an emerald shade To show that they have mad* the grade. Just what it costs I think I know To make the priceless green juice flow. (I squeeze out every drop I can From my old joint in Abadan). So when I see the precious stuff Gush out in floods (though not enough)) I take my hat off (not a high one -- The Board of Trad* won't let me buy one).'' TtrQthyf lead. U. S. war production may win the war in Europe this year -- but where does it go from there? uring the last three-and-a-half D years, and more especially, biggest armies locked in battle. Before the United States was since Pearl Harbor, the Unitedrawn into the war, Adolf Hitler States has built the most gigantic could look at its "defense program" war machine the world has ever seen. with a smile. For the United States In what will go down in history to duplicate the formidable Nazi as the greatest industrial miracle of war machine -- in time to affect the all time, it has constructed an indus war -- it would have to accomplish trial war plant of such tremendous in two years what Germany had capacity that not only does it permit done in seven. full and aggressive participation in But as events have dramatically a war that stretches from one end shown, the United States has more of the earth to the other. It is also than done that job-- and is today so huge -- and decisive -- that it will far outproducing both Germany bring complete victory over an and Japan combined. And so, as enemy once considered invincible. Hitler surveys the shattered ruins of The output of this war machine Berlin and other vital German war -- a merchant ship every five hours, production centers, and as he awaits a fighter or bomber plane every five with grim certainty the promised in minutes, enough 100-octane gaso vasion of his European fortress, he line to blast the Axis from the skies more than anyone now knows the -- has literally staggered the world. power of America's industrial might. And not the least amazed among Josef Stalin, on the other hand, as people are the leaders of the two the leader of the only nation which was able to stem the Nazi tide -- and to whose valiant forces vital Ameri can lend-lease aid has been flowing -- could, and did, testify to the meaning of American war produc tion. Rising to his feet at a dinner during the Teheran conference with President Roosevelt and Prime Min ister Churchill, he lifted his glass in tribute and in solemn tones de clared, "Without American produc tion the United Nations could never' 14 JANUARY, I 944 n b P a C: have won the war." This, then, is the meaning of U.S. war production -- to our allies and to our foes. As of November 1943, that production -- of planes, tanks, guns, ships and other war equipment -- was more than six-and-a-half times as great as it was in the month before Pearl Harbor. Indeed, that production has been soaring at such a rate that earlier last year the WPB called a halt to further planned fa cilities with the announcement that the United States had all the plants and machine tools it needed to beat the Axis. Responsible for this production, of course, was the U.S. war machine, which at a recent date represented an investment of $20 billion and in cluded more than 1,700 separate war plants in which the Govern ment had an interest. But last month, at the very time when this machine was setting new production records, a number of surprising developments were tak ing place on the home front. Viewed individually, these developments didn't mean very much. But taken together, they suggested that per haps the U.S. war machine was at a major turning point in its career -- a change that might substantially affect the jobs and fortunes of each and every American. These were a few of the develop ments: 1. Through October, the Army had cancelled $8 billion in scheduled war contracts, and there were in dications that 2944 would see many cutbacks in various phases of the war production program. 2. Machine tool companies re ported a substantial decline in new orders during recent months, and looked forward to doing much less business in 1944 than they did in 1943. During October, their ship ments of finished tools were more than 40% below the December 1942 peak. 3. A number of small arms and ammunition plants were closed down, because previously estab lished goals, considered excessive, had been trimmed down. 4. The nation's shipyards, having by November exceeded their two years' goal of 24 million tons of shipping, were ordered, beginning January 1, to close down every Sunday, permitting their workers to have a regular day of rest. 5. A few steel furnaces were shut down, because of a decline in war orders. In one plant, this led to a Jl. ethyl NEWS 15 ETC 31764 What American industry ... temporary walkout by the affected steel workers. Viewing the situa tion, Philip Murray, president of the CIO, urged the WPB to remove all restrictions on the production of steel for civilian use. Said he: "This is a clear-cut problem. Either the war agencies need all the steel that the industry can produce, or that portion of the industry's out put that is not needed for war uses should be released for civilian uses." 6. Supplies of many important metals, which ever since the war be gan have been critically short, were reported to be abundant. In place of the former hobbling shortages, stockpiles of many of these metals were said to be so large as not only to assure ample supplies for any and all war demands, but to permit some to be released for essential civilian needs. Among the metals cited were copper, lead, zinc, aluminum, mag nesium, cobalt, molybdenum, nick el, vanadium, and chrome -- all of them important to industry in war and in peace. These and similar developments individually meant little. But collec tively they resolved themselves into several highly important questions regarding the future: Would civilian production, pared to the bone in 1942 and 1943, be permitted to revive materially in fewer tanks and other land equip '944? ment, because they believe the ma Would war production itself in jor battles will be fought at sea. crease -- or decrease -- in 1944? At the same time, civilian produc To each of these questions, there tion is scheduled to increase during was a conflicting set of answers. 1944 -- although it is not expected True, there were tremendous quan to reach anything like pre-war nor tities of war equipment produced mal volume. At present, the WPB's and ready for use by the armed Office of Civilian Requirements has forces. But the decisive battles lie planned an increase in the manufac ahead in 1944 -- and there's no tell ture of home appliances and other ing how many more planes or tanks sorely needed civilian goods--whose or guns might be needed as replace production was either drastically ments when the fighting mounts in curtailed or ended entirely when we fun,'. Once again, there were indi went to war. The permissive manu vidual cutbacks slated for 1944 in facturing quotas, however, in most many phases of the war production cases represent only a small fraction program -- but meanwhile Charles of their 1941 volume. Large-scale E. Wilson, executive vice chairman resumption of civilian goods manu facture, it is held, waits upon the . successful outcome of the war in Europe. Even at that, a substantial increase in civilian supplies, if it comes, is not expected to be evenly distributed. For example, there might conceiv ably be enough steel to permit the resumption of civilian automobile manufacture on a limited scale. But on the other hand, war needs for American gasoline are presently slated to take an even larger amount away from the civilian motorist than . .. has dona and is daing ... wurrciiuy* Yet, however the immediate issues of the WPB, said that the overall of war and civilian production are goal for 1944 was 20% higher than resolved, the biggest question of all for 1943. remains to be answered. That ques ' Nevertheless, the twin question of tion is the ultimate fate of the U.S. war and civilian production may be war machine itself. resolved in coming months. As matters stand, war production ... to win tha war ... in the aggregate is expected to in crease, according to most observers, at least until Germany is defeated. After that, they look for a progres sive decline, as Allied forces con verge upon Japan, the sole remain ing partner of the Axis. And defeat ing Japan, they say, will require far h d a a e fi si t< r P v c e si n p1 it e 16 JANUARY, 1944 ETC 31765 J As of a recent date, that war ma chine represented an investment of roughly $20 billion, and included more than 1,700 separate plants in which the Government had a finan cial stake. Added to America's pre war manufacturing capacity, it gives the United States a new indus trial empire with a capital invest ment amounting to $70 billion. And running full blast, as it was in the closing months of 1943, that indus trial empire was producing goods and services at an estimated rate of Si jo billion annually (of which war goods alone represented around $85 billion) and gave employment to ap proximately 53 million people, not counting an estimated added 10 mil lion in the armed forces. This newly created war machine, however, includes not merely the direct war plants producing bombs and shells and military' weapons. It also includes tremendously expand ed, or brand-new, industries in the fields of aluminum, magnesium, shipbuilding, aviation, machine tools, aviation gasoline and synthetic rubber. And it is the fate of those plants -- vital in peace as well as in war -- which is causing deep con cern and serious planning in Gov ernment and business quarters. There's a second important con sideration. The Government owns more than 75% of all the new war plants which have been built ^or more than one-fifth of the nation's entire industrial capacity, old and ... has been called the... new). At a recent date, its invest ment in war plants and facilities stood at more than $15 billion, of which commitments by the Defense Plant Corporation (an RFC subsidi ary) alone accounted for more than $9 billion. Included among the De fense Plant Corporation commit ments are investments of nearly $2.9 billion in the aircraft industry; of more than $2 billion in machine tools; of $784 million in aluminum; of $658 million in synthetic rubber, and of $175 million in aviation gaso line. More important, by the end of the war, it has been estimated, the Government will own more than jo% of the nation's annual produc- - rMr 11 I W - - ... greatest Industrial -- tive capacity' of aluminum; 92% of its magnesium capacity; 10% of its steel capacity'; nearly 100% of its synthetic rubber capacity; a sub stantial percentage of its high-oc tane gasoline capacity; and at least 90% of its aircraft capacity. This investment, then, makes the Government the largest single own er of American industry. But through several spokesmen, the Government has expressed its willingness to relinquish its holdings after the war, and to turn over to private industry the plants to which ma- m l-v*-., V i m . .. miracle of ell time it now holds title. Last month, for example, Secretary of Commerce Jesse Jones suggested a way in which this might be done. The Gov ernment, he said, through the RFC, should lease these plants to private industry after the war, with an op tion for them to buy them after a stated period of time. At present, the U.S. war machine is running wide open -- spewing out the planes and tanks and guns and ships which are going to win the war. But at the same time, serious consideration is already being given as to what should be done to con vert that war machine to peacetime production -- even though the war is still far from won. And the reason for this is simple. If on the day the war ends -- and military' demands suddenly cease -- this machine should be allowed to run down and finally stop, it would throw millions of people out of work and lead to a far-reaching de pression. That's why, in time of war, Gov ernment and business alike are plan ning for peace. That's why, too, what is done this year to start this war machine on the road back to peacetime production may emerge as the biggest development on the home front. 9 11 ETHYL NEWS 1? ETC 31766 Talk about the manpower shortage! What is happening in once-placid civilian lines is enough to turn the social order upside down uch has been said about the people -- housemaids, laundresses, M critical manpower shortage butchers, plumbers -- and people through which the United Statwesho have left their jobs behind the has been passing. As the armed store counter to enter the Army or forces have drawn off millions of work in war plants. And most of all, men from civilian life, as booming they concern the "other people" war plants have taken away millions who have stepped in to fill these more, the resulting shortage of jobs for the duration. available workers all around has led These separate millions of man to crisis upon crisis which have power shortages -- which touch brought stem measures in their every comer and crossroads of the wake. home front -- alike affect everyone This nationwide manpower short from the little housewife in her two- age, however, while of serious na room flat to the society matron in tional concern and action, obscures a triplex apartment on Park Avenue. the million and one individual man And there's one thing about them power shortages people run up both the modest housewife and the against every day. Ask any house wealthy dowager hold in common: wife, any business man, any citizen "It ain't funny," they'll tell you. about these shortages. They'll tell These manpower shortages, more you, in exasperation, plenty. over, touch every home, every of The Butcher, the Baker ... fice, every store, every service -- in fact, every line of activity with The surprising thing about them which the ordinary citizen comes all, though, is that people don't off into contact. What they have done hand recognize them as part of the to the "social order" would turn over-all manpower shortage at all. Karl Marx in his grave. Instead, they are simply tales of Walk into a famous restaurant, what's happened to_ all sorts of noted in peacetime for its service, and order a meal. Your order may be long in coming, and you think of "telling the waitress a thing or two." Before you do, think twice. For up on the wall the management has posted this notice: "DON'T INSULT OUR HELP - WE CAN ALWAYS GET CUSTOMERS." Or, step into a large metropolitan department store, where in peace time anxious clerks would come rushing to you from all directions, fawning and eager to cater to vour smallest needs. Today, you'll find the situation quite a bit different. In the first place, there are not nearly as many salesgirls. And when you do find one, likely as not she is new, inexperienced -- and independent. Lots of stories are told about the wartime crop of shop clerks. Ac cording to one, a customer walked into a fashionable New York shop, and up to a counter where soipething he wanted to purchase was on display. Reaching the spot, he spied the salesgirl -- off in a comer, carry ing on a private conversation. The customer waited patiently -- five 1 * 18 JANUARY, 1944 ETC 31767 minutes, ten minutes, fifteen, twen ty. Finally, the salesgirl came along, looked him coldly in the eye, and in imperious tones demanded, "And what do YOU want?" Very apolo getically, he told her. Or, say you're a business man and want to send a package somewhere in the city. You call up the Whirl wind .Messenger Service and ask for a bov to deliver the package. A half hour later, in comes the "boy" -- a septuagenarian with a long, flowing beard. Or, sav you've sent your laundry out to be cleaned and are waiting for it to come back. Time was when vou would be sure it would return the very day it was promised. But not today. What with the present shortage of laundry help, you don't wait for your laundry'; you pray for it. In years gone by, you'd whistle for a taxi -- and in nothing flat a traffic jam would be created by the number of cabs responding to your call. Todav, however, with gasoline rationing, fewer cabs, and more people riding in them, you whistle in a "different" key -- and treat the taxi driver with much greater re spect than formerly, if you want him to take you to your destination. In every civilian line, these teem ing manpower shortages are appar ent. But they are most severely felt in what might be called the "per sonal service" trades -- restau rants, messenger services, depart ment stores, delivery trades -- where the personal contact of an employee with the public is a large and im portant factor. Having lost many of their former employees -- to better-paying jobs and to the armed services -- these trades and businesses have had to recruit whatever help they could, for the duration. And so you see teen-age youngsters serving not as office boys but as "junior execu tives;" starry-eyed girls, fresh from business school, holding down re sponsible office positions; older women serving as truck drivers, salesgirls and porters, as the case may be; elderly men called back from retirement to a job. In a few cases, it would have been more char itable to have left these wartime re cruits at home cutting out paper dollies. The Maid Rules the Roost One field in which there has been a social revolution is that of house hold help. The situation is such that in man'v homes% todav, the maid, not the madam, gives the orders. (Mirroring the times, a cartoon in a national weekly shows a cook talk ing to the master of the house. Pointing to a number of empty bot tles under the kitchen sink, which are waiting to be returned, she tells her boss, "And not the next time you go down to the grocery store - NOW!") Awakened to a new and strange state of independence, the average cook, laundress or all-around houseworker has turned the tables on her employer. It is she, not the lady of the house, who specifies the job, the rate of pay, the working conditions and the days off. And because this type of worker is difficult to find -- what with war plants and other em ployers offering much better rates of pay -- housewives have been be side themselves thinking up ways to attract, or hold, a houseworker. In a wealthy Long Island com munin', the situation is such that society matrons bustle down to the railroad station on the traditional maid's day off each week -- and bid against one another for the services of hired help. In another city, a housewife became so wrought up over her experiences that she in serted the following advertisement, straight-faced, in a newspaper: WANTED: Maid to live in. Sij a day. No cooking, cleaning, serv ing or laundry; no ration book re quired; taxi to and from bus. Loan of mink coat Thursdays and Sundays. Two children, but mis tress will take care of them. Maid's duties to answer door and telephone and create impression of luxury. Must be willing to wear uniform from 3 to j P.M. and to eat such meals as mistress prepares. Among the hardest hit of indus tries has been the restaurant busi ness. Restaurants have the Help Wanted sign out for everyone from the chef down to the dishwasher. (In one restaurant, they had the Help Wanted sign out for a new proprietor, too; the old one had been drafted.) Consequently, when the dining public eats in a restaurant, it doesn't look for service; it hopes for a meal. Another civilian activity whose personnel has been in a turmoil is that of messenger services. In place ETHYL NEWS 19 ETC 31768 of the draft-age youths who former ly served as messengers, these serv ices have had to hire elderly men, teen-age girls, middle-aged matrons and part-time school boys -- all in an effort to get the message through. A prominent messenger service ap parently has been having such a time of it that it resorted to the artifice of advertising, not for messengers, but for "communications agents." Such is war. "Sorry, It's the War" Wherever you turn, the situation is the same. Railroad stations, hotels, restaurants, laundries, all are suffer ing from a manpower shortage, and the affected customer, meaning John Q. Public, is expected to put up with it and not complain. Aware of this, the average citizen no longer looks for the peacetime personal services formerly showered upon him, and usually does his best to cooperate in the emergency. Some times, though, situations arise where even the meekest Caspar Milque toast is driven to despair. Like when instead of the simplest personal service he is ignored completely. But when that happens, he had bet ter not complain. He'll be told, "Don't you know there's a war going on?" To meet the manpower shortage, women have stepped into men's shoes and filled many a diverse job. Besides Rosie the Riveter and her sisters who are working in war plants, there are today lady window washers, lady truck drivers, lady milkmen, lady train crews, lady bank tellers, lady porters, lady hotel clerks, and lady subway guards. No one would deny that they are doing a "manly" job in the emergency. Yet for all of that, they're incurably women. The Human Touch In a towering New York sky scraper, for example,-the entire ele vator force consists of women. The girls are doing a capable job of taking people up and down -- but one day, a passenger entered a car and discovered that the girl operator had taken her shoes off. "My feet hurt," she explained. The girls, too, have injected a very human touch into an atmos phere that once bristled with stiff, businesslike formality. To a top flight executive entering a car, one was heard to exclaim, "Hya, Fatso!" The executive's ego went down like a punctured balloon. But perhaps the most, amusing story of all concerned a lady ele vator operator in a department store. Her car filled with chattering holi day shoppers, she suddenly stopped it between floors and said firmly, "There's entirely too much noise in this car." Said the New Yorker mag azine, in reporting the incident, "You could have heard a pin drop" after that. The war's manpower shortages have turned the social order upside down. It is the employee, not the employer, \vho is the boss. And the more menial' his task, the more auto cratic the worker can be. This, of course, may be somewhat discon certing to the "other" people who have been accustomed, in years past, to giving the orders. But today, as they view the "new order" of things, all they can sav is, "It's the war" and war is hell. Hr. rone Btztw Bastsr Candy Cor Dstr Vr. BAxtsr; Tours of tbs 15bt rsosWsd* 9111 b* abls to mart dslissry of iftdee-boxss 15.000 boast to you on 22M of XOTsabsr* Hops you haran't list all yftur flrls as X liars. Toars truly? 20 JANUARY, 1944 AanfM Saiua -few I YOUNG MAN'S WAR? So you think this is a young man's Ulysses S. Grant was only 42 war? You hear frequently of our when he took command of the young generals -- of Eisenhower, Union armies. One of his predeces who is a full general at only 53; sors, General George Brinton Mc of Alfred \1. Gruenther, who, at Clellan, who led the Army of the 44, is our youngest major general; Potomac to its first defeat at the of Nathan Bedford Forrest, who at Battle of Bull Run, was only 35 38 became a brigadier general. years old when he held the chief You often hear these men spoken command. of and written of as if they were comparative babes in arms to hold Sharidan Was Only 30 such high military' rank. But take a General Phil Sheridan, most fa look back at our War Between the mous of all the Union cavalry States, which previous to World leaders, was just 30 when the Civil War I was the world's bloodiest War started, and gained fame when conflict and one in which some of he was less than 34. General Wil our most famous soldiers won their liam Tecumseh was a comparative reputations. oldster of 44 when he marched through Georgia, and General Meade, who commanded the Union forces at Gettysburg, had reached the advanced age of 48 when that battle was fought. General Win field Scott Hancock, another wellknown Union general, was bom in 1824, and so was 37 at the start of the war. General Ambrose E. Bumside was the same age. Custer Was the Youngest But these men were doddering , with age when compared with George Armstrong Custer, the dashing Union cavalry officer, who was promoted to the rank of brig adier general at the age of 24.  ik 1_ Brig. G*n. Timborlako it on* of thit war's youngait gonoralt Goorgo Armstrong Cutter was a brigadier gonorai at ago 24 And what of the men these young leaders commanded? Three quarters of the men who fought in the War Between the States were under 21 years of age. Boys in their middle teens were common sights in the ranks of both the Blue and the Gray, and some even younger managed to do their share of the fighting in that fratricidal conflict. Compare that with the 18to 38-year-old men in World War II -- the only age group subject to military service today. General Custer, by the way, who after the war reverted to the per manent rank of lieutenant colonel, was only 36 when he was slain by the wild Sioux warriors of Sitting Bull and Crazy Horse in the Battle of the Little Big Horn, in 1876. Going over to the Confederate side, we find that General T. J. "Stonewall" Jackson, next to Lee the South's most famous military leader, was just 39 when he was accidentally shot by one of his own sentries. General J. E. B. Stuart -- better known as "Jeb" Stuart--who was the South's leading cavalry general, was only 31 years old when he was killed in battle. General James Longstreet, one of Lee's most dependable lieutenants, was 42 when he gave the order for Pickett's charge at Gettysburg. Major General George E. Pickett, leader of that disastrous charge in which the flower of the Confeder acy was wiped out, was 38 at the time. General Pierre G. Beauregard was 43 when he gave the order to fire on Fort Sumter. General J. B. Hood, another famous Confederate commander, was 30 at the start of the war. The original General Nathan Bedford Forrest, famed for the ob servation that the best way to win a battle was "to git thar fustest with the mostest men," was 41 when he became a brigadier general -- three years older than his great-grandson of the present war -- but only two years later, when he was 43, the first General Forrest was made a lieutenant general. L-- and Johnston Woro 54 General Robert E. Lee was 54 at the outbreak of the Civil War -- three years younger than our Gen eral George S. "Blood and Guts" Patton, Jr., of World War II. Also 54 at the time was General Joe Johnston, victor over McClellan at Bull Run. OUR COVER . . . Picture of Admiral Ernest J. King, official U.S. Navy photo graph through Acme Newspictures, Inc. OUR PICTURES ... Page 3 (top), y, 14 (left), 16 (top and center), zi and 22 (center). Acme Newspic tures, Inc.; bottom panel, pages 3-7, official U. S. Navy photograph; Page 4 (top) and 7 (top), U.S. Marine Corps photo graphs; Page 7 (bottom), 11-13, 14 (right), 15, 16 (bottom), 17 (center and bottom), and 22 (left). Press Association; Page 9, and 10 (bottom), courtesy World Petroleum; Page 10 (top), courtesy Cities Service Co. and SoconyVacuum Oil Co., through Petroleum Advisers, Inc.; Page 14 (center) and 17 (top), courtesy Standard Oil Co. (N. J.). The maps on Pages 4 and 6 are reproduced through the courtesy of the New York Times. The cartoon at the bottom of Page 20 is reproduced through the courtesy of the New Yorker magazine. 4- 22 JANUARY, 1944 VETC 31771 A MOTHER'S PRAYER G #OD, Father of Freedom, look after that boy of mine, wherever he may be. Walk in upon him. Talk with him dur ing the silent watches of the night, and spur him to bravery when he faces the cruel foe. Transfer my prayer to his heart. Keep my boy inspired by the never-dying faith in his God. Throughout all the long days of a hopeful Victory, wherever his duty takes him, keep his spirit high and his purpose unwavering. Make him a loyal friend. Nourish him with the love that I gave to him at birth, and satisfy the hunger of his soul with the knowledge of my daily prayer. He is my choicest treasure. Take care of him, God. Keep him in health and sustain him under every possible circum stance. I once warmed him under my heart. You warm him anew in his shelter tinder the stars. Touch him with my smile of cheer and comfort,' and my full confidence in his every brave pursuit Fail him not -- and may he not fail You, his country, nor the mother who bore him. From Todays Talk, by George Matthew Adams IT IS JUNE, 1940. The little man with the mustache hasjustheard,"France has fallen!" The defeated British Army has fled across the Channel, leaving most of its equipment on the beach at Dunkirk. So Hitler dances. Now we are winning--have won many battles in Russia, in the South Seas, in Africa, Sicily, Italy. One of our enemies has collapsed. But it's not time to dance--not yet. The petroleum industry--for one--is not mak ing that mistake. It is increasing its production of millions of gallons of aviation gasoline--and searching now for new ways to produce it bet ter and faster. At Ethyl, we are kept hustling by the fact that every one of those millions of gallons requires a large amount of Ethyl fluid. There are no victory dances in the Ethyl plants --and won't be until Germany and Japan have both surrendered. Then it will be our turn to dance... a dance of victory that will be shared by all the free and decent peoples of the earth. ETHYL CORPORATION Chrysler Building, New York, N. Y. Our war job i manufacturing Ethyl fluid for im proving the antiknock quality offighting gaaolinea. ETC 31773 ZN THIS ISSUE FEBRUARY 1944 WHZTECAP PATROL The role of Coast Guard airman in tha war THE ENEMY WITHIN Accidents at homa, away from work, hurt war production 7 BILL CALDWELL'S WAR DIARY What U. S. aviation gasoline maant at Guadalcanal 10 THE SQUIRT COMES OF Tha jat propulsion plana -- and what it maant 12 AGE ANTIKNOCK PERFORMANCE OF POST-WAR GASOLINES ... may ba avan battar than octana numbars now indicata 15 KNOCK KNOCK-- TEN MILLION MOTORISTS ARE THERE Wartima angina knock -- and how to maat it 19 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. W. J. Heggen, Editor Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline _ El ETC 31775 111) f**; \ .*.* Jriri** *4 -jre-- yaN Little known but highly important is the job assigned to Coast Guard airmen in the war ver since the war began, the air man submarine. Of the total group E arm of the United States Coast of 2i survivors, one had a broken Guard has been playing an imporback and several others were badly tant, though little-known, part in burned. die war. Together with the air Resolved to fly the men ashore for branch of the Navy, it has been needed medical attention, the Coast patrolling the seas for enemy U- Guardsmen loaded the 21 men into boats, rescuing survivors of stricken their plane --even though it was ships, and escorting convoys bound only equipped to carry nine men and for the war zones. Not until the war already had a crew of six. But plac is over will the full story of Coast ing the men as far forward as pos Guard aviation become known. Yet, sible, in order to .distribute the from scattered actions which can be weight evenly, die pilot opened the reported now, stirring tales of hero throttle wide and taxied along the ism and courage emerge. water for a take-off. The plane's On an offshore patrol from their pontoons cut deep furrows in the Biloxi, Mississippi, air base, the crew water as she labored to get into the of a Coast Guard flying boat sighted air. But finally she made it, carried a group of shipwreck stirvivors, cast the men back safely to her station, adrift. Landing nearby, the Coast and the Coast Guard chalked up an Guardsmen pulled up to die stranded other successful rescue. seamen and learned they were the Aboard a Coast Guard cutter on sole survivors of a ship which had duty off the bleak and barren coast been torpedoed and sunk by a Ger of Greenland, a terse radio message came through. An Army B-24 had been forced down somewhere on an icecap, and its crew, some of them injured, were stranded without any help. All that was known of the plane's location was that it was 10 to 12 miles inland -- somewhere along a 50-mile coast. Within a moment after the mes sage was received, an amphibian plane carried aboard the cutter was readied for flight. Its two-man crew -- Lieutenant Pritchard, the pilot, and Chief Radioman Bottoms, the radio operator--reported to the cap tain for their orders. They knew that to find the men would be a miracle in itself. But to rescue them meant landing on the treacherous ice -- and only the greatest good fortune would prevent them from cracking up, too. Yet, without the slightest hesitation, the men boarded their plane and took off across the icy wastes. Time passed slowly aboard the cutter as word was awaited from -- ETHYL news ETC 31776 g B -g W; " | 1 j ,_ A Coast Guard mechanic at work on an ongino their plane. Finally, a message came through. The B-24 had been sighted and the Coast Guard plane had landed, as luck would have it, on a steeply pitched slope of the icecap bordered by deep, ravine-like crev ices. A little later, the Coast Guard plane radioed again. It had taken on two of the survivors and was on its way back to the ship. A wild cheer went up from the cutter when the plane hove into view. Landing, it taxied up along side, and the injured men were care fully transferred to the ship. Then, without a moment's delay, the airmen took off to rescue more of the survivors left behind --again defy ing the fates. This time, however, the two men's luck didn't hold. They never returned from their courageous mission. Above angry seas that heaved and swelled in a thousand foaming whitecaps, a Coast Guard pilot scanned the horizonfor a second glimpse at what a moment ago had caught his eye. Sure enough, off in the distance, an enemy submarine lay on the surface. Racing against the time it would take that subma rine to crash dive, the pilot roared to the spot and let go with a depth charge. What happened then is shrouded in a laconic general state ment bv the Coast Guard -- all it can say at present about all submarine bombings by its planes. "There have been many instances of bombing attacks against submarines," it de clares, "the exact number of which cannot be disclosed for military reasons -- nor their success." Only when a dramatic encounter comes to light does the American public learn of the surprising job that Coast Guard aviation is doing in the war. Unknown to many, and sometimes not fully appreciated, are the routine tasks that must be done day in and day out. Constant Vigilance Necessary Those tasks included patrolling the harbors and channel approaches, scanning the sea lanes for enemy submarines or surface craft and sur vivors of stricken ships, and escort ing coastal and transoceanic con voys. They are among the most arduous and exacting of duties -- because eternal vigilance is the only safeguard that pays off. On a patrol over the Atlantic, for example, a Coast Guard pilot must maintain a constant vigil hour after hour, with nothing to relieve the monotony of the sea except an occa sional radio contact with his station. Every whitecap in the churning sea is the same--and there are thou sands of them -- except that half hid den by one may be the periscope of a U-boat. Or wallowing helplessly off in the distance, now visible, now hidden, may be a group of survivors from a torpedoed ship, whose very lives depend upon a fleeting glimpse from that pilot. By just such dili gence, Coast Guard pilots in a repre sentative six-months period effected the rescue of more than 500 survi vors of enemy torpedoings. In peacetime, the Coast Guard is under the jurisdiction of the Treas ury Department, but in wartime its direction traditionally passes to the Navy. Since November, 1941, the Coast Guard has been under the command of the Navy, and with it Coast Guard aviation. The Coast Guard, however, is a separate fight ing force and is numbered among the nation's four armed services. Together with the naval air sta tions, Coast Guard air bases main tain a constant vigil along the entire coastline of the continental United States and Alaska -- and for many miles out. There are ten Coast Guard air stations up and down the Atlan tic and Pacific coasts, and although their operations are directed by the Navy, each station is completely manned and operated by Coast Guard personnel. There is, more over, a Coast Guard bomber patrol squadron operating in Greenland. Commander Frank A. Leamy is Senior Pilot and Headquarters Chief of Aviation Operations for the Coast Guard. Close liaison is maintained with the Navy at all times, and a naval air intelligence officer is attached to every Coast Guard air station. Its Hying ambulante service it another Coast Guard duty jl ro I* m; co or G re in at c< C tc sa is w b. o C ti a: v V V u t! <i V C V ii t c 4 FEBRUARY, 1944 From dawn to dusk, the Coast Guard pilots never know where their next orders will take them, until they emerge from the briefing room just before the take-off. De pending upon reports of enemy sub marines, of recent torpedoings, or of convoy movements, the Navy maps out each day's duties for every Coast Guard station, and that station is responsible for all naval air activity in that area. Out on patrol, a Coast Guard avi ator may be assigned to pick up a convoy and guard it, to hunt for a U-boat reported in his vicinity, or to earn- out a general reconnais sance. Whatever his duty, the pilot is a lone sentinel of the ocean sky ways, his weapons some depth bombs and other armament, his only contact back home his plane's radio. For reconnaissance duty, the Coast Guard pilot is intensively trained in ship detection. From the air he must be able to determine the type of vessel it is from its silhou ette, and estimate its tonnage as well. Coast Guard planes challenge unidentified surface vessels with their blinker lights -- and the ship in question had better come back quick with the right answers, or a Coast Guard cutter or a Navy destroyer, with bristling guns, will soon heave into sight. Back at the Coast Guard air sta tion, the operations room is a scene of constant activity. Off to one side, the radio operator has his frequencies tuned in to the pilot's transmitter, taking his coded messages as they come through at regular intervals. Nearby, up-tothe-minute weather reports keep coming in, and are recorded; and on the alert at all times is the naval air intelligence officer. Meanwhile, over the public address system a Spar will be transmitting orders to the sta tion's personnel, and life goes on at the Coast Guard air station. Coast Guard aviators face flying hazards not often encountered by other airmen. At all times, corrosion from salt water is a menace to the plane's engines and controls, and in wintertime, the spray kicked up in a take-off quickly turns into sheaths of ice. Proper Maintenance a Must Because of the danger from salt water corrosion, each ship is washed down thoroughly from propeller to tail with boiling hot water every day. Proper maintenance of its planes is a job each Coast Guard air station takes very seriously. It may be surprising to some to learn that Coast Guard aviation traces its history back to 1915 -- before the United States entered the last war -- when two officers of vision foresaw what a vital aid in locating distressed vessels a scouting plane would be.' One of those officers was the late Commander Elmer F. Stone, then a lieutenant, who was subsequently to A Coast Guard plane and cutler -- an efficient fighting team A ground crew at work on a Coast Guard flying boat become famous for co-piloting the noted Navy NC-4 on its epochal flight eastward across the Atlantic, and who helped develop the cata pult and the retarding devices now used on aircraft carriers. The other officer was Second Lieutenant Nor man B. Hall, now a Captain and in charge of the Port Security Section of the Coast Guard. Putting their idea up to a superior officer, the two obtained the loan of a plane. So successfully did their experiment work out that it con tributed to the general enthusiasm which a year later led Congress to authorize the Coast Guard to estab lish, equip and maintain ten air-sta tions along the shores of the United States. This was in 1916. But then World War I intervened, the air enthusiasts of the Coast Guard were scattered among naval units for wartime duty, and when the war was over there was nothing left of Coast Guard aviation but un fulfilled plans. It was not, in fact, until 1926 that Coast Guard aviation really got its fledgling wings, when two air sta tions were established in Massa chusetts and New Jersey under a $ 152,000 appropriation from Con gress. The wings, incidentally, con sisted of five small planes. Subsequently, however, between il ETC 31778 Sport do important job* at Coatt Guard air station* 1932 and 1941, the Coast Guard fi nally got the remaining air stations which had been authorized by Con gress back in 1916. But even at that, by 1941, it had a total air force of only 50 planes. The Navy, when it took over, remedied that. Today, its planes include Vought - Sikorsky Kingfishers, Curtiss Sea Gulls, Grumman Widgins, Consolidated Catalinas, and Hall flying boats -- amphibians or sea planes all. Coast Guard pilots are drawn from the ranks of the enlisted men and are trained at the Naval Air Sta tion at Pensacola, Florida. An inten sive program is under way, and upon graduation, a Coast Guardsman be comes an Aviation Pilot First Class, and after six months' service quali fies for an ensign's commission. Other aviation personnel, in repair, administrative, and general ground duties, are afforded commensurate opportunities for advancement. For a look at a typical Coast Guard air station, step around to the base at Salem, Massachusetts, which patrols the vital Atlantic sea lanes stemming from New England ports. The base is located outside of the historic town of Salem, and is run by Commander C. L. Harding, whose enthusiasm for the Coast Guard is infectious. "Captain" Harding, who was graduated from the Coast Guard Academy in New London, Connec ticut, in 1931, entered Coast Guard aviation in its bleak days of 1934. It is therefore understandable that he takes an immense pride in his sta tion -- and his men -- as he takes an accredited visitor around the base. Leading up from the water is a ramp runway running to the opera tions hangar, which is completely self-contained. In the foreground is the hangar space for the planes, where they are daily overhauled and kept in perfect readiness for the next flight. Off from its sides are a mod em machine shop, a carpenter shop, a propeller shop and a parachute loft -- in which sizable overhaul and maintenance jobs can be done. On one side is the operations office, commanding a fine sweep of Salem Bay, and next to that are the pilots' briefing room and the armory. An administrations building, a mess hall, and barracks complete the station. A visitor is struck by the com plete preparedness of the base -- to service its planes, to get them into the air on a moment's notice, and to send them on their mission. More than that, one is impressed how near we are to the war -- or rather, how close the war could come to us were it not for the coastal air umbrella of our forces. Today, as it discharges its war time duties under the command of the Navy, Coast Guard aviation is chalking up an impressive record in die war. Together with the air force of the naval air stations, it is patrol ling vital seaports and harbor ap proaches, escorting convoys both coastal and transoceanic, maintain ing a ceaseless vigil against enemy submarines and surface craft, and keeping a sharp watch for shipwreck survivors. In addition, Coast Guard aviation is continuing its highly important peacetime duties -- inspecting aids to navigation, enforcing the U. S. Maritime laws, carrying medical supplies to stricken areas, and con ducting a flying ambulance sendee. And though busy at their war jobs, a number of Coast Guard air personnel foresee an even greater peacetime task when the war is won. That task, they believe, will be pa trolling the transoceanic air lanes, when post-war air travel to and from the United States comes into its own. When and if that happens, you'll see Coast Guard planes patrolling the skyways much as the Coast Guard cutter fleet now patrols the sea lanes -- acting as a sentinel, warning of danger, and rescuing survivors of planes forced down at sea. This development, of course, de pends upon a number of factors whose outcome cannot now be fore seen. Bur strictly on the basis of their experience and ability. Coast Guard airmen say it's a natural. ol tl ir d d b v n t c c 1 t 6 FEBRUARY, 1944 ~ ETC 31779 in ce ol- `P* ith in* ny ind ick ion ant lids . S. ical onice, war air iter on. pa nes, rom wn. I see the uard anes j of s of Accidents occurring at homo -- away from a job -- are hen young Eustace Smiley, Wpink and plump and two years largely responsible for the time daily lost to war produc tion and thus serve to aggravate the manpower problem old, fell out of his highchair a week ago today at breakfast the When it turned out that the baby be saved. Two days after the acci thump was felt, figuratively speak had suffered no permanent injury dent her husband lost three fingers ing, throughout the nation. While the father decided to take another off his right hand in a mishap at the the incident occasioned no more day off to celebrate. Thus the serv war plant where he works. Ques than passing interest in the neigh ices of a valuable man were lost for tioned about it later he admitted borhood where the Smileys live, it two days because of an accident in that his mind was on his desperately will be reported in due course in the which he was not physically in ill wife and the lost baby. He was nation's press -- in the war produc volved in any way. in a daze, he said. Rocco's case went tion figures. The pattern varies, but the end into the records as an industrial ac The case of Eustace Smiley is, of result is always the same. Often cident. Actually it belongs in the course, symbolic of a problem that these off-the-job accidents breed off-the-job category. It had its gene costs the war effort thousands of other accidents. Take the case of sis in the home and is typical of manhours of labor every week, not Mrs. Rocco Paganelli who was to thousands of accidents that slow war to mention the pain and mental an have had a baby in May. Two weeks production and aggravate the man guish of those involved directly or ago she climbed up on a rocking power problem. indirectly -- the problem of off-the- chair to straighten a picture, lost The workers themselves contrib job accidents. The Smiley incident her balance and fell heavily. That ute substantially to the frightful toll is typical. Young Eustace's father, thoughtless act set in motion a chain of off-the-job accidents. Although a war worker, did not go to the of events that have still to run their they may be veritable models of plant that day. He stayed at home course. Mrs. Paganelli lost her baby, safety deportment in the plants to soothe his half-hysterical wife and for several days it was nip and where they work, once outside com and run errands for the doctor. tuck whether her own life could pany property many of them seem 944 ETC 31780 to shed not only the most elemen tary knowledge of safety practices but even their common sense. They smash up themselves and their auto mobiles in traffic accidents. They fall off ladders; down the cellar stairs. They bum themselves; they break their bones. On the average, these off-the-job accidents disable the victim for a period of 14 days, and add up at the end of the year to an appalling total of lost man hours, permanent injuries and death. The problem of off-the-job ac cidents is not a new one, but it has been brought forcibly to the atten tion of industry by the general man power shortage, and the program to combat it on a nation-wide scale is of comparatively recent origin. Credit for initiating such a program belongs to the oil industry. At the annual meeting of the Petroleum Section of the National Safety Council late in 942 a resolution which highlighted the problem and called for immediate action was adopted unanimously. The end re sult was the formation of the OffThe-Job Safety Committee to carry the gospel to the oil industry. Rov S. Bonsib, Safety Director of the Standard Oil Company (N. J.), was elected chairman, and the country was divided up into six geographical units. The committee members and the Amatour acrobatics aboard a /odder load to accidonts geographical divisions they repre sent are as follows: Atlantic Divi sion, David V. Stroop, American Petroleum Institute, New York; New England, E. R. Swanson, Col onial Beacon Oil Company, Everett, Mass.; Great Lakes Division, F. R. McLean, Socony-Vacuum Oil Com pany, Detroit; Gulf Coast Division, C. L. Hightower, United Gas Pipe campaign was conceived and initi ated within the petroleum industry, ' it was much too important to gen eral public welfare and the war ef fort to be confined to any one in dustry. Impressed by the soundness of the idea, the National Safety Council adopted a similar program and assigned a man on a full-time basis to carry the message to other industries and the general public. The off-the-job safety campaign is a logical development. Safety men, particularly in the larger companies, will tell you that they have gone about as far as they can in establish ing and enforcing safety procedures in industrial plants. A modem in dustrial plant today is about the saf est place a man can spend his time -- Homo appliancot havo a fascina tion for childron that is ofton fatal line Company, Shreveport, La.; Mid-Continent Division, H. W Boggess, Sinclair Prairie Oil Com pany, Tulsa, Okla.; Pacific Coast Division, W. E. Lovejoy, Standard Oil Company of California, San Francisco, Calif. At the 1943 annual meeting com mittee members were so enthusiastic about the possibilities of the pro gram that it was decided to continue. Mr. Bonsib was re-elected chairman and the good work will go on for another year at least. Although the off-the-job safety much safer than his home. Here, for example, is the record of one of the largest industrial plants of its kind in the world: In 1939 the plant had just six time-losing accidents, but its employees were involved in 6j ac cidents outside the plant. In 1940 the score was: on-the-job 6; off-thejob 86. In 1941 it was 14 and 84; in 1942 it was 33 and 108. The staggering proportions of the job to be done can best be shown by comparing war casualties with cas ualties on the home front. Between December 7, 1941, and January 1, 1944 the Stati mos1 ture sam tht 9* pie the w1 ba at ca ci' at de ou of cii th he oe d. te P te 0 st o a FEBRUARY, 1944 _ y ETC 31781 J 1944, slightly more than two years, mittee and the National Safety of the emotional impact of war cas the armed forces of the United Council have met the problem to ualties as the Allied offensives hit States suffered total casualties of al some extent by working through their stride in the coming months. most 140,000 killed, wounded, cap- community and civic groups. Direct Workers in increasing numbers will ,, tured and missing in action. In the mail campaigns, with the literature come to war plants with brains same period of time accidents on sent into the homes of the workers, numbed by the shock of the loss of relatives or close friends. This is a relatively new problem and one for which there is no real solution. Some companies are trying to pre pare employees who have relatives in the services for such eventuali ties, but how effective such meas ures will be is an open question. About all employers can do is to try to keep such workers out of harm's way until the initial shock has passed. The off-the-job safety campaign Closeup of an American casualty about to happon. It could have boon avoided has been under way for more than a year now and its sponsors can point to some very real progress, the home front took a toll of are also effective. Individual com but any program of this kind must 190,000 lives and of 18,500,000 peo panies help spread the gospel by be a continuing educational process. ple maimed and injured, some of hammering away at the subject in To be completely successful it must them permanently. Put another plant magazines and newspapers. be taken up seriously by every in f way, for every serviceman killed in battle, six people died by accident at home. For every man wounded, Insurance companies have also done some excellent w'ork in this field. A closely related problem which dustry and every company in the industry and backed to the hilt bv top management. When that happy captured or missing in action, 171 has its roots far from either the plant day arrives, the dividends, both civilians were injured in accidents or the home is now troubling indus from a humanitarian and industrial at home. trial safety men. It is the problem viewpoint, will be enormous. A high percentage of the acci dents on the home front happened outside places of employment. Out of the 94,500 deaths caused by ac cidents last year, 76,500 occurred on the road, in the streets or in the home. The other 18,000 fatalities occurred on-the-job. The problem of off-the-job acci dents is a particularly difficult one to deal with because it involves the Objocts on staircases frequently cause accidents private life of the worker. You can tell a man what he must do for his own good in a plant, but when you start telling him what he should do off the job you incur resentment and resistance. The Off-The-Job Safety Com- rn i r ETHYL NEWS ETC 31782 EXCERPTS FROM Bll WAR D hen Bill Caldwell was asked to give us a story on Wwhat the men at the fighting fronts thought about the gasoline they were getting, Bill said there was no story. The boys at the front, he said, seldom discussed gasoline. When they had any time to spare they talked about things they lacked and missed -- the girls back home, apple pie and chocolate sodas, football games, but never gasoline. For 99% of the time there was enough gasoline at hand to do the job, and they took gasoline for granted. "What about that other 1% of the time then, when you did not have enough?" we asked. Bill thought a moment, and then answered, "Heck, that's where the whole story lies -- those were the times when we really talked and thought and dreamed of gasoline. I guess you have got to go without something to realize how doggone important it really is." To prove the point, Bill picked these extracts from his war diary. So here is the genuine article -- extracts from the diary of a man who has been there. Sgt. Bill Caldwell, 24, flew month after month in the Japinfested skies of the Pacific, dishing out death to Tojo's men all the way from Pearl Harbor to Rabaul. His Fortress, "The Goonie Bird," and her crew, went on more than 68 bombing missions, and shot down 19 enemy planes. Starting at Pearl Harbor, December 7, Caldwell flew at Midway, Wake, Guad alcanal and New Guinea. He has been awarded The Order of the Purple Heart, The Distinguished Flying Cross, Air Medal, and a Presidential Citation. On his campaign ribbons he wears five gold stars. In November he was Honorably Discharged from the Service, due to wounds, and is now employed as a writer by Batten, Barton, Durstine & Osbom, and, incidentally, helps prepare some of Ethyl's advertising. October 17. Henderson Field, Guadalcanal. "We came out looking for food. After spending the last 48 hours straight in our foxholes -- waist-deep in mud and water, while the Japs shelled us from their cruisers and shore batteries -- we were hungry. But we had no luck at any of the field kitchens. When we asked where the hell our chow was, the mess officer told us the cooks were down on the beaches doing something a lot more important than filling our bellies. They were man handling 50-gallon gas drums. Apparently the cargo ships had had to throw the stuff overboard and let the tide )MTBILL CALDWELL'S DIARY November 1. Henderson Field. "Terrific celebrations in camp today (on home brew from the coconuts!). The tankers arrived! These boys had been on their way to some other destination and frantic radio messages diverted them to us. Thank God we've got gasoline at last! Our chances of ever getting out of this hell hole look better now. And tomorrow we go bombing again -- up to hit at Bougainville ..." i November 20. New Hebrides. r "What a day! Bombed Munda Point, New ) Georgia. Owen did a wonderful job and laid i eight 50O-pounders right in their lap, straight l across their airstrip. We believe he blew up a gasoline dump, judging by the flames and 4*.- 1A t explosions. Put Tojo right in that spot we were i in back in October. Boy, if he is out of gas we'll be able to paste the living daylights out of him!" i cany the drums in toward shore. So we went on down to help out. We spent 72 hours without a break, man November 26. handling those 50-gallon drums of gas around in deep "Landed from a tough 10-hour mission, and looked s water. The belly of a plane has a hell of a lot more forward to chow and sleep. But Operations had different f priority on being fed than the belly of a soldier ..." ideas. A new Jap task force had just been sighted and we October 28. Henderson Field. were ordered out to bomb it immediately. We loaded a new set of bombs and fresh supply of ammunition, and s "Operations cancelled all bombing missions today for started to take on the 1000 gallons of gas we needed. 1 a new reason -- which makes things look pretty black Then the------ pumping system went phut. So we had around here. For a long time now, we've been short on to load by hand. But help came in the shape of a three- men, planes, spare parts, food, etc., and now we're short star general and his staff, of all things! When he heard on gasoline. The bomb bay tanks of all Fortresses were we had to load by hand after 10 hours straight flying and drained today to feed the fighters. Apparently two tank had to go out again immediately, he ordered us all to 1 ers have been sunk on their way out here, and there is take a snooze under the wing while the old man himself r barely enough gas to keep our tiny force of fighters in the and his pompous staff took off their shirts and loaded air -- let alone to send us out bombing, which needs 400 gallons themselves by hand! Nearly killed them I 1 2000 gallons. This is a real tight spot. If gas does not guess, with the thermometer at 120. First time I have come in a week we might as well surrender or retreat. ever seen a three-star general load gas while a private t Never gave much thought to the stuff before, but now slept under the wing. Did my soul good. But just shows realize the whole damn war hinges on it, and that I better what a hell of a swell outfit this Air Force is when we s start taking lessons in Japanese unless tankers get here go into combat... And I guess it's just one more instance pronto ..." of the deferential treatment gasoline gets at the front." ETC 31784 Cojriej Newest weapon of World War II is the jet propulsion plane -- the fastest thing that man has ever flown IF sometime in the not too distant future you hear a sound in the sky like the hissing of a gigantic tea kettle, don't rush for the nearest air raid shelter. Look up at the sky -- one of the Army's new jet propul the absence of a propeller, it re sion planes may be passing overhead. sembles an ordinary fighter. The But you'll have to take a quick engine uses kerosene for fuel instead look, since it won't remain in view of gasoline, and the plane can fly very long. Speed and more speed are at very high altitudes at such a speed the chief characteristics of this new- as to leave Spitfires far behind. Ac style aircraft. cording to Major Oliver Stewart, <_ Britishers have been used to the British air expert, the only thing sight of this strange plane since the wrong with "The Squirt," as it has summer of 1941, when the first suc cessful flights were made. But it wasn't until a short time ago that the R.A.F. and U. S. Army Air Forces issued a joint statement about the been nicknamed in England, is its high rate of fuel consumption. Not a Rockot Plano Nothing has been revealed so far British expert G. Geoffrey Smith, is that a rocket carries its own com bustion mixture, including oxygen, while a jet propulsion device has fuel but draws its oxygen from the development of this radically new type of fighter aircraft which flies without a propeller. Most of the facts about the jet propelled plane are still a closely guarded military secret, but some have been made public. Except for about the design of the engine, ex cept that it consists of an air com pressor coupled with a combustion gas turbine. This makes "The Squirt" not a true rocket plane but a jet propelled craft. The difference between the two, according to surrounding atmosphere. The jet propelled plane flies be cause of the extreme pressure built up within the mechanism by air compression and burning fuel. This pressure is exhausted to the rear through the jet opening, thus exert- _x t .'3 i a t 1 i t 12 FEBRUARY, 1944 jL ETC 31785 ing a powerful forward reaction, or thrust, on the plane. -- A good example of )et propulsion in practice is the escape of air from a toy balloon. If the mouth of the balloon is opened up, the air in it rushes out rapidly, driving the de flating balloon in the opposite direc tion. Work on the new jet propelled plane was started in 1933 by an out standing British designer, Frank Whittle, who is now an R.A.F. group captain. The first successful run of the engine was made four years later, in 1937, but four more years went by before the plane left the ground on its first flight. Plans for the engine were turned over to the United States tn 1941, and American engineers got busy. Because of wide experience in the manufacture of turbines and turbosuperchargers, General Electric was given the joh of building the en gines, while construction of the planes was assigned to Bell Aircraft. Robert M. Stanley, Bell test pilot, made the first flight in an American model on October 1, 1941. - Since then hundreds of flights have been made, every one of them without mishap, and several high ranking officers in the Air Forces have gone aloft as passengers dur ing test hops of these propellerless planes. The Allies' announcement of this new-style aircraft caused no great surprise in aviation circles, as the basic principles of jet propulsion have been known for thirty years or more, and experiments have been carried on by the major European powers. In 1933, the year Captain Whittle began his experiments, the Italian firm of Caproni had just ob tained its first patent for a jet pro pelled plane, and the Austrian, Dr. Eugen Saenger, had just finished a long series of tests on rocket motors. Early Developments Dr. Saenger drew up plans for a fighter plane which was equipped with an auxiliary rocket motor. The motor consisted of a steel sphere into which oxygen and fuel oil were in jected at high pressure. After com bustion the jet of combustion gases was expelled through the exhaust nozzle. Dr. Saenger's plans never materi alized, but the Caproni firm.in 1940 came out with the C.C.1, a jet pro pelled plane designed by the Italian engineer, Secondo Campini. The Campini plane's machinery occu pied the whole fuselage, so that the pilot had to roost on top. It con- ethyl news 13 ETC 31786 Ir sisted of one or several blowers, would seem to indicate that the begin work all over again. driven by an ordinary radial engine, Italians didn't regard it as a highly A fleet of jet propelled bombers, sucking in air through the nose of prized secret. darting through the stratosphere at the fuselage. While all this was going on to a speed as fast as or faster than sound An ordinary propeller was used the accompaniment of considerable to attack a city, would give defense for the take-off by the C.C.I, the publicity, the British were working crews plenty to worry about, as the jet being thrown on when the plane quietly but steadily toward success. squealing shriek of the jet driven was in the air. In August, 1940, As a result, jet planes will soon go engines would not be picked up bv Colonel Mario de Bemardi took the into production in the United States the aircraft detectors until the planes ship up for a test flight, but after ten and pilots will undoubtedly be were over the target! Aft BOOK NOSE OE PIANE EXHAUST HEATS THIS SUWACE AND Alt UNDEE PIESSIME F*OM UOWB This cut-away drawing of tho propollorloss C.C.2 shows how this oarly oxporimontal jot propulsion piano flow. Tho Italians oxporimontod with jot propulsion piano* for a numbor of yoars, but mot with small success minutes in the air he came down and trained to fly them. No one can now criticized the C.C.i so severely that tell whether their development will no attempts were made to recon proceed rapidly enough for them to struct it. t play a part in this war, but for future The C.C.2 was built next, weigh aviation jet propulsion undoubtedly ing 11,000 pounds, which was 2200 offers promising possibilities. pounds more than the C.C.i. It had The propellerless plane automati room for two people, carried no cally solves the. problem of super propeller and had a retractable un sonic speeds at propeller tips. Engi dercarriage. Colonel de Bemardi neers have found that a prqpeller took it up on a test flight Decem encounters "compressibility burble" ber 1, 1941, with a Captain Pedace and loses its effect on air when the and a small bag of mail as a pay load. blade tips whirl at a speed approach It flew from Milan to Rome, a dis ing that of sound, or 750 miles per tance of 168 miles, but the best top hour at sea level, which is one of the speed it could attain was only 130 factors that limit plane speeds. miles an hour, while its average A jet propelled plane might lift speed was only 95 miles an hour. the speed ceiling another 250 to 300 That finished the public career of m.p.h., at which point the plane's the C.C.2, and the fact that numer surfaces would develop their own I ous pictures of it were released burbles and scientists would have to 14 Rear view of tho Italian C.C.2 plane shows its adjustable oxhaust jet FEBRUARY, 1944 *- ETC 31787 w FACTORS AFFECTING THE ANTIKNOCK PERFORMANCE OF POST-WAR GASOLINES By T. H. RISK Technical Service Department, Ethyl Corporation Actual road performance of post-war gasolines may be even better than indicated by laboratory octane numbers, as a result of recent advances in refining technology t is possible even now to make a I reasonable prediction of the anti knock value of post-war-fuels in terms of laboratory octane number, the conventional yardstick for measuring this characteristic. How ever, owing to tremendous advances in refining technique during the war and to other important factors, laboratory-determined octane num bers alone may result in inaccurate conclusions as to the "true" anti knock quality of these post-war fuels when used in a particular vehicle. For example, it is quite within the bounds of possibility that post-war fuels made by the new processes and rating 83-85 octane number by the ASTM laboratory method might give better antiknock performance on the road than pre war aviation fuel of 87 octane number. It is the purpose of this paper to show that the question of antiknock value of post-war gasoline is not as clear-cut as mere octane number would indicate, and to point out some of the factors involved. In the main, there are four sub jects to consider: 1. How new wartime refinery equipment, now used for making aviation fuel, will be used to make motor gasoline. 2. The possible variations in chemical composition of gas olines and the effect of such variations on the road anti knock behavior of the gaso lines. 3. The effect of possible varia tions in engine and vehicle de sign on the antiknock ratings of the gasolines. 4. The probable laboratory oc tane values of post-war gaso lines to be used as the "con venient" means of expressing fuel antiknock quality for refinery control. Obviously, a complete discussion of these factors leading to a single conclusion is impossible in the light of present knowledge and well be yond the scope of this discussion. Rather, it is our purpose to stress why it is necessary to consider the relationship of these factors when considering the antiknock quality of post-war fuels. New Refinery Equipment How will the new wartime re finery equipment be used after the war? Most of this new equipment was installed for the purpose of boosting the production of ioo-octane aviation gasoline. By the time the war is over, capacity to produce aviation fuel will greatly exceed the forecasted peacetime demand. What will happen to excess production -- or, put another way, what will hap pen to the facilities not needed to produce 100-octane gasolines? Conceivably the petroleum in dustry could continue to produce ioo-octane gasoline up to the full limit of capacity and dump the ex cess into motor gasolines. To deter- ethyl news 15 mine the effect of this procedure, an estimate of post-war aviation gasoline consumption is required. Estimates of this demand vary con siderably, from about jo,ooo bbl. a day to jj0,000 bbl. a day. Due to wartime restrictions, the excess cannot be stated in actual figures, but it has been estimated that, if the excess post-war aviation gasoline were used in this manner, the over all effect would be a 2-3 octane number increase in motor gasoline octane number. This relatively slight increase in octane number would be expensive, since aviation gasoline costs the refiner considerably more to make than motor gasoline. It is, therefore, much more likely that the new refinery equipment not needed to make aviation gasoline after the war will be used more di rectly to produce gasoline suitable for automobiles, trucks, and buses. The exact manner of utilization will vary within the industry and will be based on such factors as: 1. Relative demand for various grades of fuel, i.e., aviation, premium, house brand, and third grade. 2. General refinery economics, i.e., equipment available, crude supplies, etc. 3. Post-war car requirements and competitive demands. A survey of refinery equipment available shows that the American refiner now has at his disposal almost twice as many practical methods or processes for making gasoline blend ing stocks as he had before the war. It is unlikely, however, that expen sive components, such as alkylate and hydrocodimer, will be used in the manufacture of motor gasoline after the war. In the tables, Page 17, an attempt has been made to forecast the blending stocks that may be used in appreciable quantities, together with their antiknock values. It is clear from these tables that the new blending stocks will in crease the antiknock value of the finished gasolines, but it should be emphasized again that laboratory octane number does not tell the full story. New characteristics derived from improved refining processes and the blending possibilities of these stocks will not be too well indicated by laboratory octane number alone. The very fact that there is more than one test method is evidence that the "end use" of a gasoline has a consid erable effect on its antiknock qual ity. Actually, a gasoline can have -- and usually does have -- several different laboratory numbers. Selec tion of the most representative will depend on the intended use of the fuel -- not merely on some inherent quality of the fuel. * * * Due to space limitations, a substantial part of Mr. Risk's original paper had to be omitted at this point. The omitted por tion of his discussion, largely of a technical nature, supported his thesis with a series of tests on gasolines and engines. A com plete copy of Mr. Risk's paper can be obtained by writing the Technical Service Department, Ethyl Corporation, 1600 West Eight Mile Road, Ferndale 20, Detroit, Michigan. The major conclusions of Mr. Risk's full paper follow. * In discussing motor gasoline antiknock quality -- especially that of post-war gasolines -- it must be emphasized again that laboratory octane numbers tell only part of the story. Besides octane number, the chemical composition of the fuel, the engine that will use the fuel, and the type of transmission used in the vehicle all will affect the antiknock quality of the gasoline on the road. Yet, laboratory octane number is the only yardstick we have at present, with which to estimate the post-war antiknock quality of gasoline, be cause there are, of course, no post war cars in which to test the newer fuels. Post-War Gasoline Quality Within these limitations, then, we can make some predictions about post-war antiknock quality of gaso line. In making any predictions, it is usually necessary to establish cer tain qualifying conditions. We are assuming, therefore, that the war will not end until the new refinery equipment now under construction will have been completed and, there fore, available for the production of post-war gasoline. By projecting the past trends in the antiknock quality of motor gasoline, values of 83 AST.M octane number for premium fuel and of 79 AST.M octane number for regular grade fuel would be indicated in 1943. Such extrapolation, however, makes no allowance for the effect of the new wartime refining equip ment. As to this, it is likely that much of the new refinery equipment will be converted to the production of motor gasoline components. Since this new equipment so far has been used only to make aviation fuel, it is necessary' to estimate the effect this conversion will have on the national average of motor fuel anti knock quality. After-considering the opinion of many oil company tech nologists, it is probable that the new wartime refining equipment, when used for making motor gasoline, will permit the production of gaso lines with octane numbers for each of the several grades, as indicated in the table on Page 18. For com parative purposes, similar data on 16 FEBRUARY, 1944 MOTOR FUEL COMPONENTS Uro-Wor AVRAM OCTAMf HUMMt AST* MOTOt Ot KMAtOi ' Straightrun Gasoline V . i . . ^ 55 ; 35 > Natural Gasoline . i'- i` 05 " 35 Thermally Cracked and Reformed Gasoline *> _ 70 80 Polymer Gasoline . ..... ... '`i80 - 92-95 Ethyl HukI * * , t * Vv . '- . Additional Post-War Components Cetalytically Cracked Gasoline . ' Superfroctionated Straightrun Gasoline ltomerized Straightrun Gasoline . - . 78-80 80; 80 70-75 70-75 90-92 90-92 92-94 ' 70-75 70-75 AVIATION FUEL COMPONENTS Pro-War Straightrun and Natural Gasofine..-. Alkylate and Hydrocodimec ^' Isopentane and/or Neohe*aoer> .'>.-;; Ethyl Fluid . - ... . _ * - e * 70-75V 90.;.: . 95 -X: 72-77 - --rl 90-92 . 95 Additional Post-War Compononts / CatatytieaBy Cracked -- 2nd and 3rd Pas* . 1... 80-82 88-92 Superfroctionated Straightrun Gasoline .. . .. 70-75' ' 70-75 Itomerixed Straightrun Gasoline . .. .; .J. :. . 70-7570-75 Cumene................................- ,, . ,t... .. Very high blending value NEWS the octane number of average pre war gasolines are also given. The table also shows the percentage of total production for each of the various grades of gasoline prior to the war and assigns upper and lower percentages that may be expected for each grade of gasoline. Aviation fuel in the post-war period is expected to account for 6-8 per cent of all gasoline produced, against only 1-2 per cent before the war. This is about a fourfold in crease and reflects the effects of wartime expansion on future avia tion gasoline demands. Opinions vary in regard to the amount of premium, regular and third grades of gasoline that will be sold in the post-war period. A num ber of factors other than refining equipment that will be available must be considered in arriving at an estimate. Post-war prosperity, or the lack of it, for instance, will affect public demands for gasoline quality. Other factors that must be consid ered include the probable condition of engines in older cars and the antiknock requirements of new cars. Therefore, because of post-war un certainties, the amount of premium grade gasoline sold may be any where between 10 and 20 per cent of total production. It is not likely, however, that the octane number of premium gasoline would be sim ilarly affected. New engines de signed to use the new premium gasoline will have a stabilizing in fluence on antiknock quality. In this connection, it is interesting to note that the octane number of post-war premium gasoline -- estimated at 8j to 88 (ASTM Motor method) -- is comparable in antiknock quality to the 87-octane aviation gasoline sold prior to the war. It is, therefore, conceivable that many of the post war airplanes, estimated at 500,000 f- Si ??' Is OKAM i. . r~ Aviation Premium f*.r RmuIOT * Third **:--- . . POST-WAR GASOLINE 3! National Average - ra con of -:'" octam nummr totm noeuenoM ' Marat. - : nsuiot'' Avratimr Premium Regular PRE-WAR GASOLINE National Average ^ 'v -y' 2 : ' *1-10010 80 by 1950, will be designed to use premium grade motor fuel rather than a special aviation gasoline. As to gasoline quality, the figures in the foregoing table indicate that regular grade motor fuel will jje about as indicated by the extrapo lation of past trends of ASTM Motor method octane numbers, but that premium grade will be better than normally expected. In passing, it should be noted that the CFR Research octane ratings of post-war motor fuels (premium and regular) are expected to increase to a greater extent than the ASTM Motor method values. This increase in sensitivity or the relatively greater increase in CFR Research octane value results from the use of new equipment such as catalytic crack ing, which produces fuels higher in aromatic content than usual thermal cracking processes. It is our opinion that the increase in ASTM octane numbers, indi cated in the foregoing table, is not altogether a true indication of the actual improvement in road anti knock quality. Using their new equipment and processes, the oil refiners will be able to control prod uct type much better than before the war. This, combined with an increased knowledge of engine re quirements, will allow the petroleum industry to produce gasoline blends which will perform considerably better than indicated by laboratory octane numbers. 18 FEBRUARY, 1944 KNOCK-KNOCK- TEN MILLION MOTORISTS ARE THERE he American motoring public Thas grown used to progress. With military demands taking Since the last war, continued im precedence for tome of the com provements in automobiles and the gasolines that powered them have been the rule. Ever better fuels and lubricants have even obscured some of the aging and wear of older model cars. Often, improved tires or acces sories or new parts have rejuvenated an old car. And newer, better cars have always been in the dealer's showroom. Progress has been taken for granted. ponents of high quality gasoline -- as they should -- the civilian motorist has to depend on lower quality gasolines which, obvious ly, do not perform as well. If the average driver will take it easy however, Sort slowly and shift gears on hills -- and maintain his car properly--the value and usefulness of his car will not fall This history of progress makes far below pre-war standards. any public presentation of the facts And -- if when bad knocking about lower antiknock quality more difficult. America's car owners are a persnickety lot about anything that affects their automobiles. Mil lions of them in normal times are concerned with the least rattle, or scratch on the paint, or slightest sign of sluggish performance. So even though they are not storming garages with complaints right now, does occur, those car owners will spend the time and money to have mechanical defects and causes corrected before resort ing to retarded spark or lowered compression pressures -- they will improve the usefulness of their cars and aid the nation in getting maximum transportation there is no reason to assume that value from the limited quantity they are not conscious of the effects and quality of gasoline available of lower volatility and lower anti for civilian use. knock quality in the gasoline they are buying. One of the worst things that could happen in the oil and automotive businesses would be to have millions of car owners sudden ly urged to drive into garages and dealers and service stations, from one end of the country to the other, requesting a tune-up -- or "tunedown" as it probably should be called in this case. It is a small sacrifice when the car owner knows -- and he should be told -- that the "cream" of America's gasoline quality is powering the planes and tanks that today are blast ing holes in enemy strongholds for the infantry charge -- the hand to hand fighting that follows. Surveys of passenger car owners indicate that a substantial majority say their cars are knocking. (Even last June 49.9% of those using house brand and 49-5% of those using Ethyl complained of knock ing.) Fortunately, most of them today accept a moderate knock as a small wartime sacrifice, and appar ently have not been provoked in large numbers to call for service work and adjustments to accommo date their engines to lower octane ratings of gasoline. There still remains the percentage -- some with minor -- some with major knocking complaints -- who come into a dealer garage or service station with requests that something be done. It is to furnish aid in hand ling these complaints that this article is published. Again let it be emphasized: "taking it easy" in driving and the proper maintenance of engines are the best rules. In many cases nothing else need be done. The Petroleum Administrator for War has set limitations on gasoline for civilian use. Both antiknock quality and volatility specifications before the tear were better than in present civilian gasolines. The fol lowing is concerned primarily with the effect of lowered antiknock quality. There are a number of ways that knocking can be minimized, if not eliminated. Consequently, by in- ethyl NEWS 19 Improper or Damaged Spark Plugs A hot spark plug sometimes causes pre-ignition, which may lead to knock. Spark plugs may get over heated in two ways: Tho ratio of tho cylinder volume when the piiton i* at the bottom of its intake stroke and tho cylinder volume when the piston is at tho top of tho com pression stroke is known as tho compression ratio 1. The plug may be of the wrong heat range for the engine or for the driving habits of the owner. 2. Cracked or damaged spark plugs often cause "hot spots." quiring into the nature of the knock, and by checking engine conditions which (together with lower quality gasoline) may contribute to knock, service station mechanics and auto repairmen can perform a valuable service for their customers and, possibly, for the war effort. into a slightly smaller combus tion chamber, thus increasing compression pressure. Removing engine deposits is a sizable job, nor to be undertaken lightly or before there is good reason to suppose that the deposits may be If replacement plugs are necessary they should be selected with care for the engine and engine condi tions, and for the driving habits of the car owner. Spark plugs should be cleaned and re-gapped periodi cally. -I n.*p How to Combat Knock Combustion chamber deposits increase the tendency to knock because: 1. Deposits increase the temper ature in the combustion cham ber by making it harder for the cooling water to absorb heat through the cylinder walls. 2. Deposits increase the pressure in the combustion chamber by filling up space in the cylinder head. Almost as much air and gasoline are drawn in when the piston is down -- and then the total amount is squeezed tI1 20Il ? } tFEBRUARY, 1944 rETC 31793 The longer that heat must travel along a spark plug to tlto surrounding wator, tho highor tho operating tomporaturo of tho plug Faulty Distributor Mechanism A distributor that is not operating properly may advance the ignition timing too far at certain times. There are three ways that this may occur: 1. Centrifugal advance mechan ism: Weak spring or wear in the mechanism permits the weights to fly out too far for a given speed, thus advancing the ignition timing farther than it should be at that speed. 2. Vacuum advance mechanism: Weak spring, sticking or worn linkages, restricted line to car buretor, worn balls or raceway which cause breaker plate to jam, etc., may cause defects in operation. For instance, when an automobile is cruising on the level road, the manifold vacuum operates the vacuum advance mechanism to ad vance the timing. But then, when the throttle is opened suddenly, the vacuum advance mechanism should retard the timing instantly. If it acts slowly, knocking is apt to oc cur until the timing is retarded to the proper point, or until the throttle is partly closed. 3. Wide breaker point gap: Even with the ignition timing set correctly, an error in setting the breaker gap too wide will advance the timing too far. Inadequate Cooling If the cooling system is not func tioning properly, the temperatures in the combustion chamber may be higher than they are supposed to be, and cause, or contribute to, knock ing. Proper cooling is dependent on a number of factors, and if operating temperatures are above the manu facturer's specification the entire cooling system should be checked and repaired as needed. Complete cooling system service includes in spection for the following: a. plugs or stoppages in radiator head or block b. removal of water jacket de posits c. flushing d. fan belnadjustment or replace ment if needed e. thermostat inspection and re placement if needed. f. replacement of water hoses if needed g. water pump repair if needed Advanced Sparks It is common advice to set ignition timing just below -the point of knock, Automotive.engineers have frequently stated that, for certain cars, the point of maximum power is when the timing was set for "in cipient" knock -- that is, so that the car would knock lightly only at IGNITION TIMING ADVANCE SPARK ADVANCE-DEGREES Relationship of Power to Spark Advance at Constant Speed This chart shows the relationship of spark timing to the power developed in an engine running at constant speed. Proper spark setting is important to engine performance the point of greatest load. (Under present driving restrictions that point seldom should be reached by a careful driver.) However, in peacetime the motoring public want ed to zoom away from stoplights, and always considered any trace of knock a defect. So when called upon to set the spark, service men gener ally advanced the spark until the car knocked, then "backed it down" just enough to avoid the knock. More often, before the war, the typ ical car had a spark setting somewhat below the point of maximum per formance allowable by the anti knock quality of the gasoline the car owner was then buying. Because of this, fewer motorists are troubled with knock than might be expected with the present reduction in octane number of civilian gasolines. A number were using a better gaso line than their engines were tuned to take advantage of. Assuming that there are no me chanical causes, such as those men tioned previously, that are contrib uting substantially to knocking -- and the knocking is sufficiently pro nounced to need remedy -- beyond the advice to the motorist to "take it easy" -- the ignition timing should be checked to see if it is advanced farther than manufacturer's speci fication, or "factor)- setting." If so, it should be set at manufacturer's specification. If knocking still is pronounced, the spark should be retarded until knock disappears -- or almost disappears, if the car owner is the type who is willing to "take it easy." Compression Ratio The compression pressure in the combustion chamber may be low ered by using cylinder head gaskets of extra thickness, by putting in two cylinder head gaskets instead of one, Spark timing it measured in cranfc-ong/e degrees from a point obtoinod with tho pitton at top dead center by shims, or by installing low com pression cylinder heads. Such a remedy for knocking is advisable only if other means of avoiding or reducing knock are not sufficient. Where heavy knocking persists and it is necessary to lower com pression ratio by one of these means, it is advisable afterwards to recheck ignition timing. Jack-Rabbit Drivers One of the humorous remarks around Detroit used to be that you could improve every part of the car but the most important part -- the driver. That isn't so funny right now. One cannot do much with a few remarks to change the driving habits of a lifetime, but probably there is nothing that the mechanics and service men of the nation could do to stop knocking that would be as effective as a sudden change in those same driving habits. No mat ter how few gallons the typical American is allotted, he still seems to prefer to bum part of it up with a lot of lightning getaways than with a few miles more of travel. You can tell him that leaving the choke out wastes gasoline, and that he shouldn't race his engine when he is starting it. You can tell him to shift gears on hills and leave it in second a little longer -- but he doesn't like to shift gears. Probably, there isn't much that anyone can do about it. Enough people have tried, Lord knows. And after all, we who are concerned spent a lot of time and money developing bet ter cars and better gasoline and telling the world about them. So it's largely our fault that Mr. Motorist got that way in the first place. It is a good point to keep in mind, how ever, when discussing "the terrible gasoline we're getting these days" with a fellow who doesn't know what it's all about, but who is "just the sort" to be one of your best customers some day in the future. Our Cover . . . Picture of General George C. Marshall, official U. S. Army photo through Acme News'pictures, Inc. Our Pictures . . . Pages'3-6, official U. S. Coast Guard photos; Pages 7-9, illustra tions courtesy National Safe ty Council; Pages 10-11, photo courtesy Batten, Barton, Durstine & Osborn, Inc.; Pages 12-13, illustration cour tesy Mechanix Illustrated; Page 14, Acme Newspictures, Inc. and British Combine. T FEBRUARY, 1944 rETC 31795 t cannot be necessary for me to premise to you or to others who know I my sentiments; that to quit the tranquillity of retirement, and enter the boundless field of responsibility, would be productive of sensations which a better pen than I possess would find it difficult to describe. Nevertheless, the principle by which my conduct has been actuated through life would not suffer me, in any great emergency, to withhold any services 1 could render when required by my country -- especially in a case where its dearest rights are assailed by lawless ambition and intoxicated power, in contempt of every principle of justice, and in violation of a solemn compact and of laws which govern all civilized nations--and this too with the obvious intent to sow thick the seeds of disunion for the purpose of subjugating our government and destroying our independence and happiness. A bit tanker lik* this tin carry about 6,300,000 gallona of aviation taaollna. That tallonatt of lutomobllt gaaolint would ba anough normally to supply alltha motorists Inacitytha size of St Louisforthraawaaka. And this Isbutona ship out of ths vast float now supplying Unitad Nations' fighting forces. 6,300,000 Gallons of Air Raid 0 /C iwiy It's easy to see why there's less gasoline in the U.S.A. for civilians. Also why there's less Ethyl fluid available for your gasoline. For every gallon of fighting grade aviation gasoline contains a generous portion ofEthyl antiknock fluid. To day, not only is more Ethyl fluid needed for more aviation fuel, but more of it is going into each gallon. What happens after the war--when most of this high octane gasoline can stay home? You'll have gasoline for your automobiles, trucks, buses and farm tractors of higher quality than ever before. And when engines are designed to take full advantage of high-octane fuels, you'll get more work, more power, more economy out of every gallon. In this post-war development, through its laboratories in Detroit and San Bernardino, the Ethyl Cor poration is prepared to play a spe cial part. Though we are not directly engaged in the manufacture of fuels, engines or engine parts, we belong to both the oil and automotive in dustries. Thus we will be able to co operate with both groups; to help f-fipm unite their individual efforts toward the ultimate peacetime goal of making future transportation better and cheaper. ETHYL CORPORATION Manufacturer of Ethyl fluid, used by oil companies to im prove the antiknock qualify of aviation and motor gasoline CHMYSLC* BUILDING, NCW YORK CITY ETC 31798 IN THIS ISSUE MARCH 1944 ALPHABET ARMADA A special kind of alphabet soup Is being cooked up for the Nazis 3 OIL or DESTINY The Middle East's reserves -- strategic factor In world affairs 7 YOU CAN TAKE IT WITH YOU Money systems may rise and fall--but diamonds go on forever 11 IN THE SWEET BY-AND-BY Tomorrow's dream world has Its practical side. Take gasoline... 14 WHERE IT ALL BEGAN The first drive-in station --- and a man by the name of Smith 16 MAINTENANCE BY THE GALLON A unique system of truck fleet maintenance pays off 19 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. W. J. Heggen, Editor Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline ETC 31799 by John A. Thomas* Uoufonant (jg), USNR The first invasion package was wrapped up in the Trojan Horse -- but its 1944 version carries many more surprises his is the year, it has been to war in a new kind of navy -- the Tpromised, that will find Hitler "alphabet armada" -- a vast plunging and Tojo in the soup. And if a cerm ass of strange new boats, with tain group of determined young men names that ring oddly on the ears of have their way, it's going to be al people accustomed to more ortho phabet soup. dox names for their fighting ships. They come from the Army and No mighty, slugging "battleship" Navy, these men, and from Coast here, no hard-hitting, far-ranging Guard and Marines. They're riding "cruiser," no sleek darting destroyer. This navy doesn't go by names -- just by letters. LST, LQ, LCVP, LCR, LVT... the list goes on, each one identifying a new kind of boat developed for a new purpose in a new kind of war. Even before 1943 was out, this was one of the largest navies the world had ever known, a landing fleet 20,000 vessels strong. But com pared to the plans for 1944, last year's fleet of LC's comes under the head of "small fry." The Navy's an nounced goal for 1944 is 80,000 land ing craft. All of which is a sizable jump for a seagoing idea that came hot off the drawing boards, so to speak. Many of these craft were just a gleam in some designer's eye a couple of years mm "The opinions or assertions contained herein are the private ones of the writer and are not to be construed as official or reflecting the views of the Navy Department or the naval service at Urge. Invasion stylo, 1588 A.D. ago. Today the headlines of invasion read like a biography of the "Amphibs"--Guadalcanal, North Africa, Attu, Rendova, Sicily, Kiska, New Guinea, Italy, Bougainville, Tarawa, Kwajalein. And when tomorrow's headlines are made, these are the boats that will make them possible. Where did this fleet spring from? Why so many -- and so many-kinds? Where do they get the officers to man them? Is their training any dif ferent? What new developments and techniques have they brought about? You could probably stretch a point and say that the idea started some 3,200 years ago,'for the trick of packaging an invasion force and de livering it on the enemy's doorstep got its original publicity from the Greeks, with their Trojan Horse. Less successful were the Span iards, who 28 centuries later tried a seaborne invasion of England -- and thereupon achieved one of the more notable naval prattfalls of history. Their armada never even got to the doorstep, storms and a British fleet scattering it into tattered remnants. Today's invasion armada is an in finitely more varied affair, planned for many uses. It ranges from the tiny LCR (Landing Craft, Rubber) -- about 12 feet or so long --to the huge oceangoing LST (Landing Ship, Tank) and the even huger LSD (Landing Ship, Dock), a floating monster of 450 feet Some discharge their fighting car go by letting the flat bow drop as a ramp over which the invaders charge ashore; some drop long ramps along side the boat, down which infantry rush into the shallow water; others open huge gaping maws like the jaws of Hell in some ancient melo drama, spewing out guns, tanks and trucks on the enemy shore. It doesn't stop there, either, for there are others that chum through the water to the beach -- and keep on going. At home on land or sea, they dig their tracks into the beach and become landbome tanks. Not all the inventiveness has poured into the boats. Their con struction brought new develop ments, and their use developed new tricks. Less publicized than the awe some looking LST are such items as its self-contained impromptu "pier" or its trick of "nesting" other land ing craft. You hear much about landing craft, but little of the "geeheebee" which services them -- a portable dry dock that is really dry, for it can come out of the water and move about on the land. Devices such as these are even newer than the landing craft them-. selves, for they spring out of experi ences encountered, needs met and overcome. How It All Began It was only a month before Pearl Harbor that a small delegation from the British Admiralty arrived in this country to work with Navy build ing experts on preliminary design of certain large types of landing ships. Out of these meetings came agree ment that America would develop the LST, capable of transporting and landing hundreds of tons of tanks. Some types of landing craft had been tested in this country as early as 1936, mainly personnel carriers, to be slung in boat davits on troop transports and auxiliary vessels. Landing Craft, Infantry Scar (U (U LC1 F mowai ing led LC niz occ sizi de' LC Mr be or dii ab of be lis L( Lr la w P: o: fi. ir v fi c ETC 31801 V Standardized models were the LCV $4,000,000. A year later it was have a trick on the LST's that re (Landing Craft, Vehicle), LCP $504,000,000. * minds you of just that. You look at (Landing Craft, Personnel) and A further boost came a few the deck of an LST and see that on LCR (Landing Craft, Rubber). months ago when the War Produc it there is carried an LCT (Landing From personnel carriers the design tion Board nominated landing craft Craft, Tank). But then you look moved on in pace with mechanized as its pin-up girl for 1944, gave it closer and see that inside the LCT is war, and in realization of the grow No. 1 priority over every other type an LCM (Landing Craft, Mecha ing role that tanks would play. This of construction in America. Pro nized). And then, for the final led to the development first of the ducers of steel plates and sheets were crusher, you see that there's still an LCM(3) (Landing Craft, Mecha asked for a record-breaking output. other landing craft inside the LCM nized, Mark III), and later of the The landing-craft fleet was to mush -- an LCVP (Landing Craft, Vehi oceangoing LST. As an intermediate room from 20,000 vessels to 80,000 cle-Personnel)! At that point you size between these two, there was before the year was out. stop looking for fear someone will developed the LCT(j), later the LCT(6) (Landing Craft, Tank, Moro Alligators, Too stand up and point to a small rubber LCR that you missed. Mark VI) -- a new type that could Stepped up as a part of this pro Then there's the "floating pier" be carried on cargo ships, in sections, gram was the production of "Alliga idea, which .enables an LST to lay its or on LST's. tors" -- a result of the lessons learned own road ashore. There are times, of No sooner was work started on in the Gilbert Islands invasion, when course, when an LST cannot get all these than the word came from the coral reefs prevented many ordi the way up to nuzzle its gaping jaw abroad that a new and larger type nary landing barges from reaching on the beach. Carried on the sides of craft for landing infantry would the beaches. The Alligators -- which of an LST are steel pontoon gear. be needed. This added another to the the Marines call "amtracs," for am When the LST can't get in close, list, the troop carrier known as the phibious tractors -- rode up and these are let down, floated ahead of LCI(L) -- (Landing Craft, Infantry, over, churning their way to shore the ship, and a steel road is "laid" to Large). with Marine reinforcements for the the beach, over which mechanized As a building project, the whole grimly held 70-yard beachhead. weapons of war rumble to shore. landing craft program soon Some of the tricks of landing craft Or take the "geeheebee," as whoopsed itself into rather startling are as interesting as the craft them thev've nicknamed it -- an ungainly proportions. One way the Navy has selves. lake the "nesting" and "float structure somewhat resembling a of measuring present and potential ing pier" ideas, for instance. The floating strength is by "construction former is simple enough, although in place" --new ships still on the rather startling and confusing when Unloading an LCT during tho invasion of Attu Island ways, unlaunched, or still in the you first see it. Remember how old- finishing basins, incomplete. On time magicians used to secrete a ring New Year's Day of 1942, landing or other bauble inside a series of craft construction-in-place stood at boxes, one inside the other? They Landing craft that took part in tho invasion of Capo Gloucester made this improssivo sight ETC 31802 bow-legged spider, and which serves both Army and Navy in doing a mighty job of lifting and moving. The Navy uses it to lift disabled boats and barges.They float it ashore by putting oil drums on top. There a tractor fastens on to it, moves it around, backs it right over a dis abled landing craft. The "geeheebee" reaches down and picks the boat up, straddling it like a muscular strong man getting ready to pick up the joo-lb. weight. Building the LC's is a widespread job. At year's end there were 67 shipyards and plants constructing them. Eventually, it is predicted, the work will be spread among 20,000 to jo,000 subcontractors. And when they're ready, a new kind of navy will be ready to man them, too. .Many of them will come from the midshipmen's schools -- Columbia, Notre Dame, Northwestern -- from the V-7 and V-i 2 programs. They'll' go to "amphib" training bases, to learn firsthand the techniques of am phibious warfare, some to the famed bases around the Chesapeake Bay area -- Solomons, Md., Norfolk, Lit tle Creek and Camp Bradford, Va.; others down to Florida, to Fort Pierce and St. Andrews Bay; others out to California, to Camp Pendle ton, to Coronado, and to Morro Bay. Other officers will come from the ranks of those who have been junior officers aboard landing craft, and now, tempered by experience, are ready for command themselves. They'll have to learn a warfare that is new not only in itself but because it involves a new kind of thorQughgoing cooperation with the other services. In general, the Navy provides and lands the ships, and sets ashore the beach party; from the Army come assault troops and beach parties to carry on where the Navy leaves off, at the Reach's edge. Precision Timing Taught Split-second timing and coordina tion are taught by constant practice, first by themselves, then in coopera tion with Army forces in invasion maneuvers. They're trained in night vision, in running mazes in the dark, learning to maneuver obstacle courses thick with sandbags, shinbusters and dangling ropes --any thing that will teach them to be as efficient at night as in the day, and to be at their peak in those grim gray hours just before dawn when so many invasions are launched. Along with the spurt in produc tion has gone a similar spurt in mo rale, with training officers reporting that the number of midshipmen who volunteer for Amphib training as their first choice has almost tripled. Young men looking for action know that they will find it first in the Amphibs. Most of that invasion fleet will -- like almost all U. S. armed forces -- be composed of recent civilians. They will get opportunities to command that previously came only after years aboard a fighting ship of the line. Many a lad who last year never hollered anything louder than a high-school or college cheer will be shouting orders aboard a landing craft of his own before this year is over. The feeling is infectious, and taints even the desk-bound. They tell of the frustrated young Bureau lieutenant who developed a stock answer to that frequent question, "Ooh, what do you do in the Navy? " "I'm with the LC's," he'd answer. "Really? Which kind?" would come the inevitable follow-up. To which the officer would snarl, "L. C. Smiths," and go back to his trusty typewriter, wishing he were at the helm of a Landing Ship, lank instead of a Typewriter, Underwood, Noise less. Yes, the Amphibs have taken most of the invasion targets so far -- and practically all of the publicity. Their spirit is riding high, and it's headed for two very definite targets, Fort ress Europa and the Empire of the Formerly Rising Sun. Ask the Am.phibs how they feel about that pros pect, and they will tell you the old threat of the colored pugilist to his opponent as they met in the ring before the bout began. "Brother," he said, "I'se gonna rise up and swarm all over you." These are the boys -- and the ships -- that can do it, too. Jt <P"tiv7 I TL. .:.u The rich oil reserves of the Middle East may play a strategic role in world affairs he dramatic en trance ofthe United States Government into the oil reserves of the Middle East, with its announced intention to build a 1,250-mile pipe line in that region, brings into the limelight an area that is fabulously rich in oil, much of it undeveloped. The Mid dle East was the cradle of an earlier civilization. Now it may become a new world capital, by virtue of its vast resources of the lifeblood of modem nations. All of its oil is locked in a surprisingly small area. From Mosul in Iraq to Qatar on the Persian Gulf is a distance of some 8jo miles. Less than ijo miles west of an imaginary line between these two points is Ma'Agala in Saudi Arabia, and approximately 1 jo miles east is Gach-Saran in Iran. If a rec tangle were drawn with these points on each side, it would encompass an area of 250,000 square miles. This is somewhat less than the area of Texas which has been the world's greatest source of oil. Today, com paratively well-developed Texas is estimated to have reserves of 11,325,000,000 barrels. The com paratively undeveloped Middle East, on the other hand, is estimated in a report to the Truman Committee to the sands of Iraq, Iran, Saudi Arabia, Kuwait and Qatar would be a pos session of immense value to the country which held it. Cheap, read ily available oil has helped make America the industrial giant of the world; and any other country, to rival the United States, would need similar resources. Germany appreciated this, and was aiming at the oil of the Middle East when Rommel pushed threequarters of the way across Egypt. A gigantic pincers movement was begun in this direction, one army moving across southern Russia and into the Caucasus, where oil is pro duced from Kuban to Baku, and the other moving across northern Africa. If successful, they would have met in northern Iraq and driven south to win Abadan, site .of one of King (bn Saud of Arabia the world's largest refineries, and the oil fields of the countries bound ing the Persian Gulf. Realization of this dream was, at one time, uncomfortably close for the anti-Axis powers. In the north, the Germans had taken Maikop and were edging in on Grozny, which is only 300 air miles from Baku, prin cipal source of Soviet oil. On the south, Rommel was at Alexandria, approximately the same air-line dis tance from Haifa, most important eastern Mediterranean refining cen ter and a terminal of the Kirkuk pipe line. In between, German air-borne troops penetrated as far as northern Iraq itself, and for six weeks they held Kirkuk and the pipe line to the Mediterranean. So seriously was this combined threat regarded that wells whose production was not being used in refinery operations, such as those in Kuwait and Qatar, were plugged with cement. Expulsion of the Germans from these points has removed all threats to the Middle East. Since then, op erations have been resumed and are now moving apace. Current news stories report vast plans for the de velopment of the oil resources of the area and, apparently, the prog ress that was underway before hostilities threatened will not only be resumed but intensified. All these countries border on the Persian Gulf and, for that reason, the producing areas are known as ETC 31804 the Persian Gulf fields. Mosul, how ever, is more than 500 miles north west of the Gulf and is closer to both the Mediterranean and the Black Sea. The Mosul or Qaiyarah field is, possibly, the world's oldest, but even today it is not being pro duced commercially, due to the quality of the oil it yields. It is heavy and sulphurous. Mosul was known when Iraq was still Mesopotamia, a part of the Turkish Empire. Iraq was made a state in 1919, a mandate of Great Britain, and became an inde pendent nation in 1927. Meanwhile Iraq Petroleum Co.--owned equally by American, British, Dutch and French capital, with 5% held by Calouste Sarkis Gulbenkian, who was instrumental in arranging af fairs -- obtained a concession. First Kirkuk Well in 1927 Iraq Petroleum skipped the known Mosul fields after preliminary exam ination and began developing the Baba Gurgur structure. The first producing well was completed in 1927, and since then the Kirkuk field of some 50 miles in length has been proven by the drilling of jo wells. Since this field, as all others in the Persian Gulf area, is developed by only one company, there is no competitive drilling. This permits development on sound engineering principles so that the fields will be long lived and maximum recovery of oil will be attained. As a result, the fields of the Middle East are models of orderly development. Oil from Kirkuk reaches the market through a two-legged pipe line. The legs both stem from the Euphrates, whence one moves west to Tripoli, a Syrian port, and the other southwest to Haifa in Pales tine. The legs are 530 and 620 miles in length. The 1,150-mile system has a capacity of 80,000 barrels per day, 40,000 barrels through each leg. At Haifa, Consolidated Refineries, Ltd., built a modern refinery which was completed after the war in Europe began and which is now being en larged. It is estimated that Iraq has produced less than 250,000,000 bar rels of oil since the cdmpletion of the first Baba Gurgur well, which is but a small fraction of its reserves now estimated at 4,000,000,000 bar rels. Most productive of the Middle Eastern fields to date are those of Iran which have been developed by Anglo-Iranian Oil Co. over the past 30 years. Before World War 1, the British government saw the desir ability of having its own oil reserve, and Anglo-Iranian, in which it is a large stockholder, obtained the con cession which the Persian govern ment had granted William Knox D'Arcy in 1901. First production came from the Masjid-i-Sulaiman field, now connected by pipe line to the Abadan refinery. This is one of the world's greatest refineries, with only the Shell and Lago refineries at Curacao and Aruba, N.WI., com parable to it in size. Fifteen to 20 years later other fields were discovered on the huge concession embracing all western Iran from the bottom of the Persian Gulf almost to Kirkuk in northern Iraq. Masjid-i-Sulaiman, Iran's first major field, has an area of 56 square miles, and Haft-Kel, the second, 40 square miles. White Oil Springs and Naft-i-Shah, the eastern half of Iraq's Naft-Kaneh field, are other discoveries. In 1937,.a quarter of a century after Masjid-i-Sulaiman de velopment began, Gach Saran, 175 miles to the southeast, was discov ered. The first wells in this field were good for 30,000 to 35,000 barrels per day each. Gach Saran is now connected to Abadan by pipe line and is contributing to Iran's total which has reached 1,200,000,000 barrels, less than a quarter of what is believed to remain. Bahrein Island The third source of production in the Persian Gulf is Bahrein Island where Bahrein Petroleum completed the first well in 1931. It was several years before the island reached maturity as an oil producer and it An oil pump in the Kirkuk field of Iraq. A pipe line from Kirkuk (see map) carries its oil to the Mediterranean Th* world's oldest refineries (opposite page) are in Iraq : was not till after the completion of Oil Co. Even though no oil has been area's present reserves will be aug a very modem refinery in 1937 that produced commercially and less mented considerably. It is possible production reached a level of 20,000 than a dozen wells were drilled be that they will exceed those now barrels per day. fore war halted `all operations, it is attributed to the United States, Bahrein is an excellent example of estimated that this small country of 20,000,000,000 barrels. In that event, the soundness with which Persian 6,000 square miles has reserves of now little-known Basra, Iraq's port Gulf fields have been developed. Its 4,000,000,000 barrels, one-fifth the at the head of the Gulf and the wells are spaced one to 180 acres in known reserves of the United States. approximate geographic center of remarkable contrast to the derrick- A year later production was devel the region, may be the next oil cap to-derrick spacing in some United oped in Qatar by Petroleum De ital of the world. States fields where the operators velopment Co., an affiliate of Iraq were competing for the same oil. It Petroleum. A number of wells have Roflnory Possibilities is estimated that Bahrein Island has been drilled since and reserves are Most of the oil that has been produced about 58,000,000 barrels estimated at a half-billion barrels. developed in the Middle East on a / of oil and, at its established rate of Greatest significance is attached commercial basis is of high gravity, production, should go on for many to the fact that the major share of from 35 to 40 degrees. This would years. development in the Middle East took make ideal material for refining into Saudi Arabia place in the '30's. gasoline^ and large yields could be Before much of it could be com expected. However, this quality is The fourth and only other com- mercialized, the war intervened and offset somewhat by the sulphur 1 mercial producing area in the Persian operations were suspended. There which is present in large amounts, Gulf region is Saudi Arabia where fore, as significant as the brief his and refineries processing such oil ' California-Arabian Standard Oil tory of most of the Persian Gulf must be specially equipped for it. Co., now American-Arabian, drilled fields is, its future significance may These refineries will be models of ' the first producer in 1936. This well far overshadow the developments refinery engineering as the fields are 1 was drilled on the Damman dome, which have already taken place. Few models of production engineering. 1 a short distance inland from the dry holes have been drilled and, There will be a great volume of oil straits which separate Bahrein Island when they were, production was available for refining and, therefore, 1 from the mainland. Sufficient pro- usually discovered a short distance it will be possible to erect refineries 1 duction was developed to warrant away. With countless structures of large capacity. Since they will ' the construction of a 10-inch pipe about the Gulf available for testing, come into being after the war, dur line to the Ras Tanura port where a it is more than probable that the ing which more than a decade of I small refinery was erected to supply refining progress was compressed ! local needs. Since then, other tests A unit of tho Hugo Anglo- into a few years, they will have I at Abu Hadriya and Ma'Agala have Iranian roflnory at Abadan access to the most modem processes. ' indicated the presence of oil further Abadan, at the head of the Gulf, l inland, so that Saudi Arabia, which is a long way from consuming cen : so far has produced about 30,000,000 ters of major size. It is 4,434 miles l barrels, has an assured future as an from Naples, 4,838 from Marseilles, ! oil producing country of conse- 6,540 from London, 6,850 from i quence. Hamburg, 6,980 from Melbourne Potentially rich production and 8,450 from New York. How 1 sources have also been developed in ever, there are hundreds of large, the Sultanate of Kuwait and on the fast tankers being built for war serv Qatar peninsula, but neither has ice. Afterward they will be available reached the commercial stage, await for international commerce, much ing the construction of pipe lines. of which, undoubtedly, will consist Kuwait's first producing well was of the modpm treasure of the ancient drilled at Burgan in 1938 by Kuwait East. m Oil TIKE IT WITH YOU i X , J' o e is ir s, >il it. >f re gill e, ies ill irof .ed ive -- iCS. alf,_ eniles les, ora me >w- Fge. ;rvable iuch nsist ient Come dictators, wars, currency depreciation, inflation --- diamonds are a hedge against all he Nazis are coming!" Terror Tstruck at the hearts of the frightened people in the Low Coun tries, that awful month in 1940 when the Nazis invaded their home land. From what had happened to Czechoslovakia and Poland, they knew only too well what to expect. The famous Jonker diamond (loft) and the largest of the twelve stones cut from it For along with the invasion and oc cupation would come the dreaded too. But they were determined to sacking and looting of their homes, keep their precious gems out of the the theft of their food, the loss hands of their hated enemies. of their treasures. Gold, jewelry, Thus, the lightning advance of money, valuables, all would fall loot the Nazis into the lowlands was pre to the Nazi hordes. ceded by an even swifter flight of Of all the booty in the Nether diamonds from these countries. By lands and Belgium, diamonds were plane, automobile, railroad, ship, certainly the most precious. . fortunes in diamonds carried in little /Money, Power, Wealth black pouches were dispatched to Paris, London, and the United For to the great diamond-cutting States. A shipment of diamonds is centers of Amsterdam and Ant even said to have been smuggled werp, millions of dollars worth of out of a country by ambulance, the rough diamonds regularly streamed courier of these gems feigning ill from the lush mines of South Africa ness. and the Congo, there to be cut into According to a story, when the finished stones, and at any time invasion of Belgium was imminent, fabulous stores of cut and uncut a trusted Antwerp diamond mer diamonds were to be found in those chant hurried from dealer to dealer cities. And to the conquering Nazis with a battered valise. Into his suit diamonds meant money, power, case were poured all the diamonds wealth -- and foreign exchange of evfery merchant in Antwerp. with which to buy essential com (Every merchant, that is, except modities for waging war. one -- his safe was sealed by a time The diamond merchants of Am lock which couldn't be opened until sterdam and Antwerp knew, this, it was too late.) Completing his rounds of the diamond shops, the Antwerp dealer, tightly clenching his valise, fled to where a British des troyer lay waiting. Safely aboard, he was taken to London, and from there he eventually made his way to the United States. ' What diamonds meant to those Antwerp dealers, they mean to people all over the world. Whereever you go, from Bombay to Buenos Aires to Brooklyn, diamonds are a recognized international me dium of exchange and, indeed, a form of international currency. And today, in a world at war, they have an even greater value. They are, in fact, the one unit of value to which many people pin their faith. Beating the Nazis Nowhere is this more evidenced than in the occupied countries of Europe. As the Nazi shadow length ened over the Continent, frightened nationals of affluence turned every thing they owned into diamonds. Money, land, securities, factories? What did these matter when the thieving Nazis came along? The krone, the franc, the zloty, the lira -- of what value were these if the Nazis raided the state treasuries and confiscated the gold back of these currencies? Land, securities, busi ness, all lost their former monetary value when the Nazis took over. But diamonds! They were a unit of value the Nazis couldn't destroy -- or usurp -- provided they could be spirited out of a country in time. Nations could fall, currencies be- ethyl news 11 ETC 31808 ( 1 come worthless, lands confiscated, other forms of wealth plundered -- but diamonds remained a monetary Hock of Gibraltar to which people the world over cling. And, best of all, a fortune in diamonds could be carried away in a vest pocket. Aleans of Escape For that reason, there was a tre mendous exodus of diamonds from Europe as the flames of war leaped higher. And even since the Nazi oc cupations, thousands of refugees have bought and bribed their way out of bondage with diamonds, flee ing to Portugal, to Palestine, to South America and the United States. From concentration camps and their occupied homelands they were able with their diamonds to buy their way past the itchy palms of Gestapo agents. And once free, they have been able to start life anew and rebuild their fortunes with their hoards of diamonds. Much of the fascinating story is told in the book, "Fire in the Earth," written by James Remington McCarthy. It has never been completely un derstandable why people should set such store over pieces of carbon which in their rough state are greasy to the touch and dull to look at. Diamonds, the hardest substance known, are believed to have been created from volcanic eruptions eons ago. They are found either in mines or in the alluvial deposits of rivers. But the dazzling brilliance of a finished diamond has held the fasci nation of man ever since the first one slew his neighbor for its posses sion. Diamonds were first discovered in India several centuries before the birth of Christ, and down through the ages Indian princes have meas ured their wealth in diamonds and other jewels rather than in money or slaves or commodities. In fact,Indian potentates decked their nu merous wives with diamonds, not as evidences of affection but as vivid demonstrations of their position and wealth. Down to this day, many wealthy people, particularly in Eu rope, have always kept a large part of their fortunes in diamonds, in that way hedging against the vicissitudes An underground scene in on African diamond mine Sawing a diamond. To sew a 1-carat gem lakes 14 hours of war and peace. The reason is that monetary systems, dictators, wars, revolution, even complete chaos may come and go, but the diamond retains a stability of value recog nized throughout the world. Since the war, the United States has been witnessing a diamond boom of substantial proportions. There are many reasons for this phenomenon, but a diamond trade spokesman sums it up this way: "In the last war, people bought $25 silk shirts with their money. In this war, they are buying diamonds." Some of this demand for dia monds is believed to be pent up from the depression. Reflecting this, many married men are today buying diamond engagement rings -- for their wives. Moreover, the big jump in wartime marriages has been an even larger factor. But aside from these traditional reasons for buying diamonds, other people are buying them for investment purposes either fearing inflation or aaxious to keep their assets liquid. Investors in Diamonds For this group of people, dia monds have been an attractive in vestment ever since the United States went off the gold standard. Up to that time, people like these hoarded gold -- until it became un lawful to do so. Since then, how ever, they have been buying dia monds for'the same reason. And once again, their action demon strates the age-old desire to preserve wealth in an investment that is tan gible, compact, freely transportable and easily convertible into money. Diamonds serve that purpose very well. That is perhaps why diamonds outsell all other precious stones twenty to one. Interestingly enough, the greater wartime demand for diamonds has 12 MARCH, 1944 ETC 31809 been for moderate-size stones (av eraging one-half carat) rather than for the larger collectors' items made for only a millionaire's purse. The reason for that is the war-swollen pocketbook of the ordinary wage earner, who is spending money he can't spend elsewhere on diamonds. Very few millionaires, on the other hand, are buying diamonds. They can't afford them, after paying their taxes. Wartime demand has lifted dia mond prices. But against an only moderate advance in the prices of larger stones (one-half carat and more), the prices of melee have soared an estimated 3 jo%. These are diamonds for the most part ranging from a half point to five points; there are 100 points to a carat. They are used entirely for decorative purposes. Diamond Confers Old and New The surprising spurt in melee prices stems directly from the Nazi invasion of the Low Countries. Up to that time, the great majority of melee stones had been cut by Bel gian and Netherland lapidaries. But with the occupation of their coun tries, thousands of these craftsmen fled for their lives; thousands more became virtual prisoners of the Reich. Overnight the great diamond cutting industries of Antwerp and Amsterdam disappeared, and in time a worldwide shortage of melee dia monds resulted. Now, however, New York City has emerged as the leading diamond cutting center of the world, and many refugee diamond cutters are working there. And typical of the efforts of the American industry to overcome the melee shortage has been the action of Baumgold Brothers, the largest diamond cut ters in the United States. Faced by an overwhelming short age of melee diamonds, due to the loss of Belgian imports, the com pany established its own melee cut ting plant, where it began to train teen-age boys and girls as diamond cutter apprentices. It has' since lost many of its male apprentices to the armed services. The firm has also made important contributions in the fields of industrial diamonds and Sawing a diamond it based on linos marked on the gem Rounding a diamond is one of the final cuffing stops Polishing transforms a dia mond into a finished gem diamond tools -- which are prime essentials to war production. All told, there are probably about 2,500 diamond cutters in the United States, against only one-fifth that number before the war. Most of them are in New York. Right now, it is an open question whether the European craftsmen will remain after the war or return to their na tive countries. But one good induce ment for their staying is the high wages they are earning. A top cut ter makes about $150 a week against only $15 a week in Europe before the war. European Dealers Here Although there is still a severe wartime shortage of melee, there has been no shortage of the larger gem diamonds. The reason for that is the great stocks of European dia monds which reached the United States as conditions in Europe grew progressively worse. European dia mond dealers, too, have emigrated here, and are cartying on their busi ness, along New York's Nassau Street or over the proverbial cup of coffee, much as they did back in Europe. Long'before the war, large dia monds had been coming to the United States, which in normal times accounts for 75% of total world sales. Among them were the famous Vargas and Jonker dia monds, the third and fourth largest ever discovered. The Jonker, dis covered by a Boer fanner in Africa in 1935, was valued at $900,000 in the rough; a 125-carat stone cut from it is valued at $1,000,000. The Vargas diamond, discovered in 1939, brought $700,000 in the rough. It was the largest diamond ever found in Brazil. Both diamonds are owned by Harry Winston, a prominent jewel merchant. ETHYL NEWS 13 ETC 31810 IN THE SWEET BY'AND'BY he industrial designers have By J. B. Holland Tcreated a brave new world that appealed particularly to the airbrush is wonderful indeed to behold s--chool. Imagination has run riot automobiles that look like peripa over the post-war automobile, the tetic solariums, ultra-streamlined airplane and the helicopter, but even houses which revolve with the sun the more prosaic bus and truck have and which are filled with electronic come in for their share of attention. doohickeys that will do everything Road builders and service station but sweep the front porch. designers have also caught the fever, Engineers and the practical men and the composite picture of trans of industry who would have to portation in the future looks like build and make these gadgets work something out of an opium eater's have been considerably disturbed dream world. by what they refer to rather scorn By now everyone is familiar with fully as the "airbrush school of de the automobile of the future. It is sign." They have been shocked out made of plastic, magnesium or just of their usual reticence and some spun air -- preferably hot. In the have lashed out at the "designers" lower price ranges the post-war cars for building up rosy dreams in the will bum i oo-octane gasoline, but mind of the public that can never the super de luxe models will re be fulfilled -- at least not for a long quire something much better -- 150- time to come. They say that the octane is mentioned as a possibility. "designers" can work out these Presumably exhaust gases, if there marvelous new contraptions only are any, will smell like Chanel because they are completely un No. 5. hampered by any practical knowl Cautious men never go complete edge. ly overboard in ridiculing the things The world of transportation has that other men, perhaps more imagi native men, see in the future. They remember too vividly what was said about the telephone, radio and the airplane when first proposed. How ever, certain practical questions do arise in this world of tomorrow. If we can put aside the question of 100- and 150-octane gasoline for automobiles -- at least while the forces of the millennium are gather ing -- it is interesting to speculate on those aspects of the post-war world which touch the petroleum industry directly. Whatever you may think of the brave new world generally, the oil industry will have to deal with two new elements in the large-scale dis tribution of gasoline after the war. There is every indication that the small plane and the helicopter will be with us in the post-war era -- and in considerable numbers. The Civil Aeronautics Administration esti mates that 500,000 small, privately owned planes willmake the welkin ring by 1950. This new air gallonage, of course. 14 MARCH, 1944 Tomorrow's dream world may be a fantasy of push buttons and electric eyes. But ignoring the dream stuff, what of gasoline? will be over and above the regular bread-and-butter business derived from automobiles, buses and trucks. But what kind of fuel will these celestial Sunday drivers use? Will it be an airplane gasoline or will it be the same fuel used by the poor earthbound automobile? If all of these gasoline-consuming elements require different types of fuel the problems of manufacturing, distribution and storage will be enormous. Carried to extremes the gasoline picture might look some thing like this: one grade for Army, Navy and commercial planes, a second for small planes, a third for helicopters, a fourth for the auto mobile, a fifth for buses, trucks and tractors. Our contribution to the post-war millennium is a suggestion for an all-purpose -- a one-for-three --gas oline. It is pretty generally agreed even among refinery technologists - who have to know what they are talking about -- that post-war motor fuels will be better than pre-war gasolines. They believe premium' gasolines will range between' 85 and 88-octane number (ASTM), which is not too bad. Such fuels will be equivalent, in antiknock quality at least, to the 87-octane gasoline used by some commercial planes before the war. Eventually, automotive engines will be designed to take full advantage of such fuel. Why not design small plane and helicopter engines for the same kind of gasoline? There would be many advantages for both the oil industry and the aircraft manufacturers. It is conceiv able that some post-war service stations might be located in spots where automobiles, small planes and helicopters might be serviced from the same pumps, or at least the same storage tank -- stations like the artist's drawing pictured above. Admittedly such a station, be striding a trunk highway and pos sessing a landing strip, would be the exception rather than the rule, but it does not invalidate the proposal of a one-for-three fuel. Even if small planes were fueled at an air port, as they have been in the past, it would save the oil industry many storage and distribution problems. No one seems quite sure where the civilian helicopter will be fueled, but some pretty sound people think that many of the ordinary roadside service stations can do the job. At least one of the aircraft com panies, which has rather large-scale plans for the manufacture of heli copters, is thinking along these lines. Engines at present are being de signed for a 7j-octane fuel on the theory that one of the helicopter's prime attractions will be that fuel will be available anywhere. If an 85-88-octane number fuel is avail able at most service stations, there seems to be no veiy good reason why helicopter engines couldn't be designed to take advantage of it. We now turn the post-war world back to the boys with the airbrushes. 1 T BTHYl- news 15 ETC 31812 Ike National Petroleum News The first drive-in station? Well, it seems there was a man named Smith . . . tat be w in g3 A m lo P1 th dc M m g w Is there a future for the service station business? Take it from Herbert W Smith, there is. Mr. Smith thinks there is a parallel be tween conditions today and condi tions back in 1911. And on the latter score he is a first-rate authority. For he was probably the man who orig inated the first drive-in gasoline station in the United States at that time. What's more, he also started the first chain of gasoline stations in the country. Barney Oldfield had set' a new speed record of 40.53 seconds for a mile, the year before Mr. Smith wentto town, and Buick had brought out its first six-cylinder car. Auto mobile driving was still an intrepid adventure, and motorists carried lit tle road maps which rolled up into a cylinder, attached to the dash board, and which were marked off in quarter-mile sections. Sample di rections: "At top of hill, turn right at the apple tree. Schoolhouse and privy on the other side." Mr. Smith was, as he puts it, just a wild-eyed kid in his early twenties when he started the first drive-in Poor Garage Credit Starts Big Station Plan Standard OH An Back tfNam Str ait* t* Jtuit Own Bagaa la Okit T f away. pm--ifely. (Mm tb h*4 t--4n--i prttatliaf tU mm ** trad* t*4 M safer toft W awiMMC aim*f. - UfSf < MM (Rm utmt art fec* tMtalltd m Oht* *a4 )utt mtddH war <*. tfer *r *( wbwh it cr*4itr4 M tht $u*4v4 04 C--p**y T* art m OrteUaj. ear m Paytea < ear > To- The t--yy Mtfy ( CktlM vai M Me-Wlf imt mfew lb* ttak *h it mi pttoa pm i* the mi* t|a mrfcrt Aim rm th far Sam awmrt. Jm ikr U*h oagtm matfen mat tar* WMI* tr*f mm tU vim fer J 14 rrma W tfe* prat* am *f ftttMf ram tech Im*4 thr *Sua4ar4 Cat i Vy*hm f-- a tnu p. Tfet <<>' . imi1 tt Man Sain **y* tfe Sunt ' wmmi m CUrtlaM fetr im M| ari Oil to--y ufe *4*Mup W M ! U4 o< hiwni Mach hmN torn* pnautvt m4 Mai k* la a p4*U Ires thr aarap am la reply i* US NATIONAL PLAN. ihttf thr tiaaiau) 4tmr4 iht_ Hcwctcr n i> doy ot by ifer ell lrW ' Suspicions of the new "drivt-in" stations in 1913 (above) gave, way to warm praise a year later (left) station. But he did have a flair for merchandising that resulted in many innovations in servicing motorists. And more than that, this flair for merchandising revolutionized the whole business of retailing gasoline. Garage Man First Mr. Smith got into the service station business by way of a garage. In 1910, soon after his graduation from the University of Michigan, he leased a new garage building in the downtown business district of Toledo, Ohio. His flair for merchan dising was apparent even then. Although there was another ga rage in Toledo, Mr. Smith decided to call his place of business, the First Garage and Motor Co. And the rea son for this was simple. When an out-of-town motorist came chug ging into Toledo, likely as not he would ask, "Where's the first garage?" "The First Garage?" a resident would reply. "Why, that's over on Huron Street." And the motorist, of course, would go there instead of to the other garage in town. As Mr. Smith gained experience as a garage operator, he fell to think ing seriously about his new business -- and about its chances for future expansion. He noticed, for example, that its main source of income was derived from parking cars during the daytime, while their owners were at business, and from handling repairs. (This was why most garages were located in business districts.) Gasoline was only a small sideline for the average garage, because most motorists had their own Bowser I Ct 11 ir rr ir M b tl tc a c b St d it d P h t E c t Si T t c 1. c t 16 MARCH, 1944 ETC 31813 tanks in their garages at home, and bought gasoline from a garage only when their cars ran dry on the road. But there was money to be made in gasoline, he felt, even if most garage owners then couldn't see it. Although sales were small, garage men then obtained four cents a gal lon and more above the tank wagon price for the fuel. Yet, garage men at that time were somehow loath to develop their gasoline sales, and as Mr. Smith remembers it, a stranded motorist would wander into a garage and call out, "Anybody here want to sell me some gasoline?" Accent on Service For that reason, he decided to open a new business which would concentrate entirely on selling gaso line and oil (and anti-freeze alcohol in the wintertime). He had several merchandising principles he deter mined to put into practice. He would undersell any and all garages by retailing gasoline for no more than one cent a gallon above the tank wagon price. He would check a car's oil and water every time a customer came in to buy gasoline. He would give prompt and efficient service and courteous attention to detail. As he later explained to an interviewer, "What the auto owner demands particularly is service, prompt service and plenty of it." With this blueprint for success, he and his later associates -- Don D. Dickerson, Herbert F. Bell, and E. M. Bender -- formed a $10,000 corporation, the Standard Gas Sta tion Co., and built their first drive-in station at Madison Avenue and Tenth Street, Toledo. The new sta tion led a Toledo newspaper to comment editorally, "This peculiar looking structure is intended to ac commodate motorists who happen to run out of gas between their homes and a downtown garage." The station itself, built-at a cost of $2,500, had a number of basic fea tures which are still visible in many service stations today. For one, it had a marquee under which motorists could drive'their cars. The marquee accommodated two cars at once. This was a won derful convenience for Toledo motorists in those days -- in contrast to parking their cars at a curb and walking into a garage for service. Moreover, the new, filling station had several of the early Gilbert and Barker gasoline pumps, installed in side the station immediately adjacent to the marquee, and from which the gasoline was pumped directly into the car. Inside the station, too, was an air compressor which was used to pump up tires. Being the proponents of a new merchandising idea, Mr. Smith and his associates ran a big sign across their gas station: STANDARD GAS STATION FILL YOUR CAR. AT WHOLESALE And equally practical, they put up another sign, which read: DRIVE IN GASOLINE -- and they meant just that. Business boomed. As Toledan motorists became acquainted with the new gasoline station -- and as they realized how much more cheaply they could buy their gaso line there than from a local garage -- sales of gasoline (and oil) soared. They had to. In order for the station to show a profit, it had to sell at least 1,000 gallons of gasoline a day, which yielded an operating revenue of two cents a gallon. (Because of its volume purchases, the gas station could buy gasoline for a cent under the tank wagon price.) Out of that two-cent margin had to come the salaries of the two attendants run ning the station, the rent for the premises, and other operating ex penses. Standard Oil's "Red Crown" gasoline and its "Polarine" lubri cants were the brands sold. Hardly had the first gasoline sta tion become a familiar landmark when Mr. Smith decided upon what was then a second daring move -- a whole string of gasoline stations. The First Chain This was about the time the chain store idea of merchandising was taking hold and when five and ten cent stores and chain groceries were mushrooming up all over the coun try. Mr. Smith felt that the chain store principle was particularly adaptable to the. service station business. Accordingly, he built a second station in Toledo,. two more in Cleveland, and before he was fin ished; he had a chain of eight stations in these cities and in Cincinnati, Indianapolis, Milwaukee and Louis ville. In every one of these cities, these were the first drive-in stations they had ever seen. For at that time, the total number of car registrations was still less than one million; it was not, in fact, until the end of 1912 that motor car registrations passed the million mark. ETHYL NEWS On* of fh* marly Gilbert and Barkor gotolino pumps Bat as the chain's volume of gaso line sales soared, so did die volume of protests from its competitors, die --garages. Outraged because the sta tions were selling gasoline for 17 cents a gallon -- when they them selves were charging 20 cents a gal lon and more -- Ohioan garage men charged that the stations were run by gyps who peddled poor quality gasoline and gave short measure. They also charged that, because of its name, the company was surrepti tiously tied up with the Standard oa Co. _ Actually, it was not. The station's capital had been entirely put up by Mr. Smith and his associates. And if the charge of being backed by a big oil company wasn't bad enough, Mr. Smith felt even worse when a representative of the Standard Oil Co. called on him one day and asked him who really was in back of his company. Peak in 1916 Despite the strong resentment from garage owners -- and early protests from the oil company which supplied it -- the Standard Gas Sta tion Co. continued to prosper, al though it led a turbulent career. At its peak, in 1916, the chain was be ginning to gross more than a million dollars annually. Meanwhile, it effected a marked change in attitude on the part of the oil industry and gasoline retailers. The National Petroleum News, for example, which in 1913 ran a front page article expressing the fears of garage men over the ven ture, a year later praised it for stabilizing the retail gasoline market in Cleveland. What had happened then was that a wave of distress sell ing took place, which carried retail prices down to the tank wagon level. In the midst of this price cutting. die Standard Gas Stations in Cleve stations. It had a big sign reading: land held firm to their 16 cents a gal- . Ion price -- and after several hectic weeks, the citywide price ofgasoline bounced back to that level. For sav DON'T BUY "DRIVE-IN" GASOLINE BUY (OUR) GASOLINE ing the day for Cleveland's gasoline Mr. Smith's chain of stations did retailers, the independent oil trade a thriving business from 1911 to journal gave lavish credit to "two 1916. But then, in that latter year, merchant tailors," and thereafter the Mr. Smith became ill and decided successful business methods of the to sell out his company. He did so, pair gained large publicity. some of his stations being sold to the The reference to the "two mer Sinclair Oil & Refining Co. and chant tailors" bears explanation. others to the former Lubric Oil Co. This was another venture for Mr. of Cleveland. The site of his first Smith and one of his associates, Don station in Toledo, however, is still Dickerson, which they had started ` occupied by a service station, ac even before going into the gasoline cording to last reports -- one oper business. ated by the Goodyear Tire ScRubber While still in college, they con Co. The location of another, in ceived the idea of selling imported Cleveland, is where the M. A. Hanna English clothes to college students building now stands. -- and in a short time they were This was the first and only expe prominent mail order retailers of rience of Mr. Smith and-his associ "what the well-dressed college man ates in the gas station business. His will wear." Their company, which associates went into other businesses was in business from 1909 to 1918, in Toledo, while Mr. Smith, after was the forerunner of later Ameri recovering his health, went into can firms selling the famous British manganese mining in the Southwest Bond Street clothes. and subsequently joined the Union But, returning to the gasoline Carbide and Carbon Co. At the business, the growing Standard Gas present time, he is engaged in ad Station chain soon attracted a host ministrative legal duties for the of competitors. As the automobile company. population grew, as gasoline began But today, as Mr. Smith drives up to be a money product, former ga to a service station -- "A" card in rage men and oil companies them hand -- a flood of memories comes selves erected gas stations to serve rushing back. As the station at the increasing number of automo tendants swarm over his car offering bile drivers. Mr. Smith remembers all sorts of super service (but little a station erected by a company to gas), he wistfully remembers 'way compete with one of his drive-in back when it all began. Her** drown tank wagons supplied gasofin* to garages in tho old days MAINTENANCE BY THE GALLON Road failures went down, fuel savings went up under this unique truck fleet maintenance plan ruck fleet operators are doing of New York, has been able to ac Ta highly important job in the complish by means of an unusual war effort, shouldering a major pasrtystem of fleet maintenance. Taking from light business coupes to big 7 54-ton Macks with 24-foot booms. The fleet fills the company's of the nation's highway transporta a new approach to the old prob entire transportation needs, serving tion load. But while doing that job, lem, the company has achieved sub its numerous power plants and sta they have had to face gasoline and stantial savings in fuel consumption tions and all of its lines, installations tire rationing, restricted mileage and and repair work, increased the gen and customer outlets. a shortage of mechanics, and most eral efficiency of its fleet, and great Before undertaking its new main- important of all, a declining truck ly reduced the number of break f tenance plan, it should be explained, population. downs on the road. Brooklyn Edison had been carrying Consequently, with wartime main tenance becoming such an increas Fleet of 159 Vehicles on a modem preventive mainte nance system, which had been in ingly critical problem for them, any Brooklyn Edison is one of the stalled in 1931.'It had, moreover, system of maintenance which keeps operating companies in the Consoli secured the full cooperation of its trucks operating efficiently is of dated Edison System, furnishing drivers and mechanics.in intelligent more than ordinary interest. It is a electric light and power to con maintenance methods, and had con real contribution to the war effort. sumers in the borough of Brooklyn. ducted extensive job methods train For that reason, it is interesting to In normal times, it has a fleet of 159 ing and safety courses for the bene note what the Brooklyn Edison Co., trucks and cars, ranging all the way fit of its employees. ethyl NEWS 19 ETC 31816 In 1940, however, determined to do a good job even better, the com pany decided upon a whole new ap proach to its basic maintenance -problem- It came about this way. Formerly, all of its maintenance work had been scheduled on a mile age basis. Now, however, it decided to base its periodic inspections upon a gasoline consumption basis, be cause many of its vehicles consume gasoline while stationed at a job -- pulling cable, stringing up poles, pumping out flooded areas, and so on. Although these truck engines were kept running doing these jobs, their length of service between in spections would not be accurately reflected by an odometer reading. For that reason, a specific amount of gasoline consumed, rather than a given time interval, was selected as the basis for all periodic inspec tions. Proving Stand Installed As a second step, it installed an Otis Proving Stand, which is a com mercial adaptation of the laboratory chassis dynamometer, and which permits exhaustive performance tests of a vehicle under actual driv ing conditions and at various speeds. The proving stand became the basis for every inspection on every truck, and it afforded accurate dial read ings for each element in a vehicle's performance. Installation of the proving stand was completed in early 1941, and Brooklyn Edison's new performance maintenance system went into op eration in July of that year. At that time, each of the 159 cars and trucks then in operation was put through a master inspection on the stand. Through use of the stand, it be came possible to measure accurately the gasoline consumption of a vehi cle; its tractive effort, in pounds, at the rear wheels; brake adjustment and braking force at the wheels; compression pressure; tractive effort at various throttle positions; a check of the speedometer; the fate of ac celeration and deceleration; and finally, the manifold vacuum, to give evidence of any faulty valve operation. Readings of these vari ous factors are obtained from a num ber of dials on the stand's illumi nated panel. A final reading of these factors makes available the "power fuel ratio" per vehicle -- the amount of power obtained per given unit of fuel. Following the master inspection of its fleet -- at which time each unit was brought up to a certain stand ard of performance -- each truck was assigned a gasoline quota aver aging 168 gallons for the entire fleet, before being put through a secorid periodic inspection. And then, when the follow-up and succeeding in spections were made, a mechanic had a complete record of the test car before him, with which to compare the car's present performance. Each truck averaged about one inspection every six weeks. A tolerance of 10% from the peak power fuel ratio indi cated on the proving stand was al lowed before important adjustments or repairs were made. Between July 1941 and Septem ber 1943, each, unit in Brooklyn Edison's-fleet has been driven 24,461 miles, on the average. Within that time, its maintenance bureau has chalked up impressive savings in fuel consumption and maintenance costs, and substantial gains in fleet efficiency. Before detailing these, however, it should be pointed out that this case history occurred almost entire ly during the war period, when as a result of gasoline rationing and the tire shortage, virtually every fleet operator in die country had to in stitute mileage restrictions and other conservation measures. Consequent ly, in the case of Brooklyn Edison, it is impossible to attribute the over all improvement in vehicle mainte nance to any one factor. Rather it seems to be due to a combination of improved maintenance methods and 'Wartime economies both. Decline in Road Failures One outstanding fact about Brooklyn Edison's experience was that the total hours of fleet service were maintained throughout the war period; a total of 127,028 hours in the third quarter of-1943, com pared with a total of 128,692 hours in the third quarter of 1941. More important, between July 1941 and September 1943, there was a 63% decline in the number of road break downs exclusive of tire failures. Road failures which averaged 24 a month in 1941 declined to only 9 monthly in 1943. This was due, for the most part, to the improved ve hicle maintenance methods. And a reduction in road failures is un doubtedly the most important factor of all. At the same time, there was a marked decline in maintenance costs, as measured by manhours of labor, time and mileage intervals between inspections, and the num ber of necessary inspections per period. The total number of manhours devoted exclusively to fleet mainte nance, in a three-months period, de clined from 7,328 in 1941 to 4,668 in 1943. The average maintenance hours of labor per vehicle per period declined from 46.1 to 31.9 every three months. At the same time, the maintenance crew was able to de vote an increasing amount of time to other work not directly con- 20 MARCH, 1944 netted with servicing the fleet. new maintenance plan. Total fleet Average miles driven per vehicle mileage was reduced from 443,163 meanwhile increased from 1,000 to miles in the third quarter of'1941 to 1,375 between inspections, and the 308,804 miles in the same period of .average days in service per car ad 1943. Miles per gallon of gasoline, vanced from 30 to 55. On the other after allowing for the addition of hand, 'the total number of vehicle the fleet's new units, advanced from inspections per period declined 7.3 in the first quarter of 1942 to 8.1 from 356 in 1941 to 207 in 1943. a year later, and reached a peak of Reduced mileage, of course, ac 8.7 in the second and third quarters counted for part of these gains, but of 1943. the larger part was due to the better In the case of oil consumption, performance achieved under its new the cumulative effect of the new maintenance system. maintenance system is seen. In the In the first six months that Brook early part of 1942, the average lyn Edison's performance mainte amount of make-up oil per vehicle nance plan was in operation, 51 - declined from 15.4 to 9.4 quarts per units in its fleet were replaced with three-months period. By this time, netv vehicles. Yet, after allowing however, a total of 88 major over for these, there was a continued im hauls had been completed, which provement in oil and gasoline econ obviously resulted in decreased oil omy, as the older units in the fleet consumption. were brought up to their best pos A number of factors contributed sible performance standards, as indi to the improvement in oil consump cated on the proving stand, and as tion. Aside from the addition of the various wartime conservation meas new vehicles, which resulted in the ures had their effect. first substantial improvement, the Wartime Economies maintenance bureau watched oil leaks carefully, did major motor Of its own accord, the company work on trucks when their oil con instituted various wartime measures sumption was high, and changed the which resulted in substantially re SAE number of oil with the seasons duced mileage and corresponding savings in fuel consumption. These included curtailing passenger car service to a minimum and turning off idling motors while trucks were standing at a job. More important, a part of the fleet was rerouted by dispatching changes, while the rest of it W'as required to carry heavier loads and was not permitted to travel empty from point to point. Under the present system, a dis patcher keeps a chart on the move ments of every truck, to insure that it is being used to best advantage. All of these wartime economies had their effect, as did the better performance obtained under the Head-on view of Brooklyn Edison's proving stand Major overhauls performed in time kept trucks in service ethyl news etc 31818 for better all-around performance. Moreover, when a truck was tested on the proving stand, oil leaks were detected which would not show up when the truck was idling on the shop floor. All of these factors re sulted in a decline' of make-up oil per 1,000 miles from 6.0 quarts in early 1941 to 2.7 quarts in JulySeptember 1943. Gains Levelling Off On the basis of the results for the latter pan of 1943, the gas and oil economies achieved seem now to be stabilized, with average miles per gallon per vehicle running between 8.5 and 8.7, and make-up oil con sumption per 1,000 miles running between 2.7 and 3.3 quarts per vehi cle. This compares with 6.8 miles per gallon of gasoline in 1941, and 8.4 quarts of make-up oil per 1,000 miles as of that time. Brooklyn Edi son maintenance men feel that these are probably the top limits of effi ciency that can be obtained under today's wartime conditions, and are working now to hold the operating performance of the fleet around those levels. Looking back over the two-anda-half years that its performance maintenance system has been in op eration, Brooklyn Edison's mainte nance men feel that the operating economies achieved are about equal ly due to the wartime conservation measures taken and to its new per formance maintenance system. War time mileage restrictions, of course, are a step virtually every fleet oper ator has had to take. Aside from these, however, Brooklyn Edison has derived special benefits from its proving stand and from basing its maintenance system on gasoline consumption. In discussing the proving stand, a spokesman for the company de clared that it has provided more thorough inspections than ever be fore, has reduced maintenance costs, and has effected substantial savings in oil and gasoline as each vehicle was brought up to its best level of efficiency. Moreover, because it is able to simulate actual driving con ditions, it did away with many for mer visual checks which weren't entirely satisfactory. In that way, it was possible to satisfy the driver that his truck was performing prop erly. Besides its regular function of measuring a vehicle's performance, the proving stand has also been used to break in rebuilt engines, with the stand driving the engine. In this way, engines have been broken in gradually, at cool temperatures, with no danger of a motor being lost due to "seizure." Moreover, the proving stand has been used in "front end" jobs, to de termine if a chassis has been thrown out of alignment as a result of an accident. Wheel alignment, too, has been checked by the proving' stand, in which case the wear or looseness in steering parts, for example, can be detected. This, of course, has been a big help in conserving tires. OUR COVER ... Invasion of Kiska Island, official U.S. Navy photo through Acme Newspictures, Inc. OUR PICTURES ... Pages 3-6, official U.S. Navy photographs except Page 4 (bonom right), U.S. Marine Corps photo and Page 5 (center bottom), U.S. Coast Guard photo; Page 7, Acme Newspictures, Inc.; Pages 8-9, Three Lions; Page to, Anglo-Iranian Oil Co. photo through courtesy World Petroleum; Page n, courtesy Harry Winston, Inc.; Pages 12-13, courtesy Baumgold Brothers, Inc., except Page 12 (top), courtesy De Beers Consolidated Mines, Inc.; Page 17, courtesy Gilbert & Barker Manufacturing Co.; Page 18, courtesy Esso Marketers; Pages 19-22, courtesy Brooklyn Edison Co. 22 MARCH,1944 They wouldn't fly without them... Blue baby shoes always hang on the steering column of a famous bomber, whose pilot re gards them as his "holy of holies" and refuses to fly without them. A tattered menu, souvenir of a wonderful party, went along on more than 40 missions in the jacket of a flight engineer. It even survived a water crash landing in the Southwest Pacific. A pair of white kid gauntlets, memories of some extra-special girl, bring good luck to a pilot who always slips them on when he takes over the controls to make a bombing run. ETHYL is s trad* mark nsms Ethyl antiknock fluid goes along with every fight ing plane powered by U. S. made gasoline. It goes into every gallon of fighting grade aviation fuel--and today more Ethyl is being used in each gallon than ever before. ETHYL CORPORATION Ckryslsr Building, Hsw York City etc 31820 Don't lot onyono giv you o FT boot ofttr th wcr. You'd go broka buying onough gowfin* for hor hungry tnginti. but right now, no prico it too high to pay for oddad spood end power for our fighting FT crdwv. How far could a "PT" go on an "A" ticket? A month's supply of "A" tickets would allow barely enough gasoline to warm up the three huge engines of one of these Jap-smashers. And it would have to be high octane gaso line to be of any use at alL The point is that all our gasoline fighting machines--land, aea and air --require enormous quantities of high octane fuel. And that's why there's less gasoline in the U.S.A. for civilians--and less Ethyl fluid to raise its quality, in spite of steppedup Ethyl production. Every gallon of America's fighting gasoline contains Ethyl fluid. Today, more and more Ethyl is going overseas. But someday--after the war--this high octane gasoline will stay home. Result: gasoline for automobiles, airplanes, trucks, buses and tractors of higher quality than Americans ever enjoyed before. Ulti mately engines will be designed to take full advantage of this gasoline. In this post-war development, the Ethyl Corporation looks forward to playing a special part. Through our Detroit and San Bernardino labora tories, now busy with war work, we plantoworkclosely with automotive, aviation, tractor and petroleum engi neers--helping them to get the most from post-war gasoline and engines. ETHYL CORPORATION Manufacturer of Ethyl fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline CHRYSLER BUILDINO. NEW YORK CITY IN THIS ISSUE APRIL 1944 SOMETHING FOR THE BOYS Many plant are being mad0 to htlp votdtans altar tho war. But what kindt of assistance an alnady available to thorn? / 3 PULSE OF BATTLE Pacemakers of tho invation will bo Undo Sam's now pefroloom troops, who can do wonders with pipo linos -- and oil 7 FOUR ETHYL MEN WIN PROMOTIONS Harry W. Kaloy oloctod a vico prosidont of Ethyl in a torios of promotions olovating Mossrs. Froy, Costollo and Scales :a S. S. ETHYL GOES TO WAR Once a $360,000 experiment that proved a theory. Ethyl's former floating chemical plant it now on duty with tho Coast Guard 22 COMMOTION IN CAPSULES If vitamins are oh tho tip of everyone's tongue these days, there's a reason -- vitamins have become a big businoss THEY KEPT 'EM ROLLING The Unltod States averted a transportation breakdown last year, largely because local and intorstato carriers were on tho job 19 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. W. J. Heggen, Editor Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline St ETC 31823 COMMOTION IN CAPSULES ) Demand from the armed forces, war industries, lend-lease, and ordinary citizens has kited vitamins into a big business k vitamins are on the tip of every and bounds by which the vitamin amin, riboflavin, and niacin) and I.1 one's tongue these days -- in business has been booming. calcium and iron. Naw, a whole ( I more ways than one -- there's a Last year, somewhere between variety of basic foods come wrapped i reason for it, several reasons, in fact. $175 and $200 million worth of up in extra vitamins at little or no U. S. consumption of vitamins is vitamin products w ere probably sold added- cost. One of the latest is soaring. Prices of packaged vitamin at retail. This would compare with margarine, which is fortified with pills recently took a nosedive. And retail sales of $131 million in 1942, Vitamin A. And since long before more and more people are fortify $83 million in 1939, and only the war, milk has been fortified with ing themselves with extra vitamins -- without even knowing it. This is because many of the every day foods they eat -- bread, milk, cereals, candy -- come already en riched with extra vitamins. Add to this market the millions of warplant workers and soldiers and sailors who are also getting their vitamins straight, for extra energy $685,000 in 1925, according to the trade paper, Drug Topics. And,this year, the industry expects still an other big sales spurt over the year before. War Spurred Their Growth Although vitamins had previously been gaining in public acceptance on their own, the war has made Vitamin D, by means of an irradia tion process. Second, as the mounting demands for war production called for harder work and longer hours, war plants by the score began distribut ing vitamin capsules daily to their employees, as a supplement to their regular diet, in an effort to safeguard their health and cur down absentee 3 < I 1 1 1 < 1 1 and resistance to disease. Nor is this all. Vitamins are also an important staple in a chicken's diet. And if that isn't enough, two fish hatcheries are even experimentally feeding vitamins to their piscatorial progeny. All this should suggest the leaps millions of people vitamin conscious as never before. This resulted, first, from the Gov ernment's food enrichment pro gram, w'hereunder bread and flour are supplemented with vitamins and minerals. The fortifying agents in clude several of the B vitamins (thi VesI pockef rations for soldiers contain vitamin tablets to combat fatigue and nervous tension ism due to sickness. Typical of such efforts is the ex periment of an upstate New York manufacturer, w'hich recently be gan giving vitamins to its workers regularly, free of charge, to deter mine if they help build resistance to colds and other respiratory infec tions. It did this after discovering that colds were responsible for twothirds of all absenteeism last year caused by illness. Vitamins are also being widely 1 1 1 1 I I a t a r l I used by the armed forces, where they are given to troops to promote their general health, and for special purposes like improving their night vision, preventing heat prostration, and helping wounds and bone in juries to heal quickly. \ x I < J r Emergency Field Ration D, for example, contains a one day's supply 16 APRIL, 1944 ETC 31824 of thiamin (Bi). For a soldier who might happen to be cut off from his unit, the vitamin is intended to help him combat mental depression and fatigue -- say, when lost in enemy territory. That is why Vitamin Bi has come to be known as the "mo rale" vitamin in the war. Large quan tities of Vitamin Bi and Vitamin C, among others, have been shipped to England, where they have helped civilians to survive the blitz bomb ings. Scientific Advances The increasing public acceptance of vitamins has been matched by scientific advances in recent years in this important branch of food chemistry. Chief among these have been the synthesis of a growing number of essential vitamins, for merly obtainable only in their nat ural state (and frequently then only in minute amounts), and the discovery of important new vita mins and vitamin factors. Typical of this research is Vita min B, which years ago was believed to be a single vitamin but is now known to contain at least a dozen nutrient factors, of which nine have been isolated; hence the term, the B-complex group. Similarly, there are three types of Vitamin D, made by different processes, two of which are designed for human consump tion and the third for enriching poultry feed. Some of the most im portant work has been done in Vitamin K, one of whose biggest uses is to prevent hemorrhages in newborn infants. Likewise, Vitamin E, which was originally (and errone ously) thought to be an anti-sterility factor, is valuable for preventing miscarriage during pregnancy. Comparatively recent discoveries in vitamins include the isolation of Vitamin B(c), which may be an anti-anemia factor;Vitamin P, called citrine and found in citrus fruits, which is believed to be essential to healthy blood cells; and biotin, which is said to be essential to all forms of life. And indicative of the newer applications of vitamins to human deficiencies and disorders, an Ohio scientist recently announced the successful conclusion of experi ments in which saturations of Vita min C, taken into the system, over came food allergies to which the people tested had.befen subject. Industry's quickening interest in vitamins (and other phases of nutri tion) is illustrated by the work of the Nutrition Foundation, Inc. The organization, supported by 41 com panies in the food field, at present is financing 84 research projects in 4; universities, involving an expendi ture of $14 million for these pur poses. Vitamins are well represented in the total number of research proj ects for which grants have been made. Despite our rather extensive knowledge, of vitamins, biochemists declare, the surface has only been scratched. Discovered in 1912 As prominent as vitamins are in the average person's diet today, knowledge of them as such goes back only to 1912, when Dr. Casimir Funk discovered foilr anti-disease elements in rice polishings and dubbed them "vitamines." Cod-liver oil was the earliest source of con centrated vitamins (A and D). Today, there are six vitamins of large-scale commercial importance-- Vitamin A, several B vitamins (thia min, riboflavin and niacin), Vitamin C and Vitamin D. Demand for these vitamins has been so great during the war period that the WPB has had to establish a form of priority control over the distribution of bulk supplies of several, to overcome shortages. In the case of the fish liver oils, the shortages arose from the loss of overseas imports. Cod livers were formerly imported from Norway Vitamin products rank high among lond-loaso foods * *< V - r 'J { V -I: P'i -i, 1 -i I' r I I F: '4*1 944 ethyl news 17 ETC 31825 and shark and tuna livers from Japan. Now, however, shark livers obtained principally from sharks in 'Pacific coastal waters have helped to offset the wartime loss. Vitamin C was recently placed under WPB control, as a result of heavy demands for it from the armed forces and lend-lease. Riboflavin (B2) has been in short supply because of the mounting demands for it in the bread and flour enrichment program. A big market for vitamins not generally known is in livestock and poultry feeds. In the case of chick' ens, for example. Vitamin D is added to their feed to promote strong bone structures and their eggshell-mak ing ability. Vitamins have become an essential part of the diet of live stock and poultry, and this market accounts for a large part of the total demand. A Diverse Industry From a very small beginning, the vitamin industry has grown in the last two decades into a business as diverse as the products it produces. Included among manufacturers are chemical companies, food proces sors, drug and dairy companies, a brewing concern and a soap com pany. Vitamins, of course, are found naturally in food. But, in addition, people take them usually in one of two ways -- as pharmaceuticals and drugs or as fortifying agents in food and beverages. Big news for vitamin users was the wide price reductions recently made by manu facturers of packaged vitamins. In announcing them, the manufac turers declared that the reductions resulted from mass production econ omies which they were passing on to consumers. Their action brings vitamins into the range of still more people. The armed forces use large quantifies of vitamins In enriched foods end also in emergency rations This machine produces -- end fills -- vitamin capsules by mass production. The capsules are made of gelatin THEY KEPT 'EM ROLLING Chalk up a score for the local and intercity common carriers -- for the transportation break "Hey, quit pushing!" Facilities were crowded -- but the public carriers in 1943 managed to carry a-record 24 billion passengers down that didn't happen Now, the returns for 1943 are in. They show that the local transit industry last year carried the un precedented total of 22 billion pas ith some apprehension, the sengers -- four billion more than in Wtransit industry two years ago any' single previous year and nearly surveyed the new wartime trafftiwc ice as many as a decade earlier. looming on the horizon. From the It was as though the entire popula mounting demands for transporta tion of the United States was moved tion, from the driving restrictipns 163 separate times during the year. curbing private cars, it became ap Almost one-half the population was parent that it would be called upon carried on these local transit lines to carry more people on essential every single day. everyday travel than ever before in its history. Intercity Bus Record And 1942 provided it with its An equally amazing feat was per first big test. Fortin that year, local formed by'the nation's intercity' bus transit facilities carried no less than lines. Despite the fact they received 18 billion passengers -- a half billion only a fraction of the new equip more than in the best peacetime ment they needed -- and were ham year, 1926. ' pered by wartime driving restric But ahead lay 1943 -- the most tions -- these intercity' buses last year critical year of all. As traffic transported 963 million people -- 79 mounted still higher in the closing million more than all the Class 1 months of 1942, as it became in railroads of the country and 346 creasingly difficult to obtain new million more than they themselves equipment and replacement parts, had carried in 1942. the men in the industry knew that That a transportation breakdown the real pinch would come in 1943, was averted last year was due in as the war effort shifted into high large measure to these local and in gear.. tercity carriers. War workers, soldiers and sailors, school children, civilian breadwin1 ners -- all had adequate transporta tion last year, primarily because these transit facilities were able to- accommodate them. And take it from the operators of these lines, handling 1943's record - breaking volume of traffic meant overcoming a severe loss of manpower and seri ous shortages of equipment. The operating results of the local transit carriers are seen in the annual review of the American Transit As sociation. And looking back over 1943's capacity' operations, the ATA reports the following breakdown of passengers carried by the various lo cal transit divisions: Surface Raihvavs 9,150 million Subway and Elevated Lines 2,656 million Trolley Buses 1,175 million Motor Buses 9,019 million In the aggregate, this traffic was 22.2% greater than in 1942. Individ ually, however, the gains ranged from 3.5% for subwav and elevated lines to 24.4% for motor buses, 25.5% for street cars, and 30.7% for trolley buses. sthyl news 19 ETC 31827 Trolley cars and motor buses to gether accounted for more than 'four-fifths of all passenger traffic. However, after hitting first place for the first time in history in 1942, motor buses were nosed out by the street cars last year, which carried 131 million more passengers than the buses. This, of course, resulted from the gasoline and tire restrictions, which retarded the long-term rate of increase in bus traffic and de flected some traffic to the street cars. Consequently, the street cars last . year led in traffic -- most likely for the last time. It is interesting to see how the gains in traffic were distributed by areas. True, more than half of all the riding last year occurred in cities of 300,000 population and more, and approximately 37% of the total in cities of more than 1,000,000 popu lation. However, the greatest per centage gains occurred in the least populated areas. For example, cities with less than 30,000 population scored a 43.3% increase. At the other extreme, the large metropoli-" tan centers of more than 1,000,000 population recorded only a 9.8% increase. In between, cities of from 100,000 to 300,000 population showed a 30% gain in passengers. This is due to two big factors -- the growth of war plants and the extension of gasoline rationing. Effect on Small Cities On the one hand, when industry expanded, or a new war plant was built, in a small city, the effect upon local transit facilities was much more pronounced than in the large cities. In some cases, the influx of war workers swamped the local car riers, doubling and tripling their normal peacetime load. Moreover, the local transit lines in many cases were the sole means of transporta tion for rationed car owners and commuters alike. Similarly, gasoline rationing had a much greater effect percentage wise in smaller cities than in the larger ones. This is because far more people normally travelled by pri- Local and intercity motor buses accounted for 41.8% of the 23.8 billion passengers carried by ell the lines (above) last year CLASS 1 RAILROADS SUBWAY & ELEVATED LINES INTERCITY MOTOR BUSES LOCAL MOTOR BUSES TROLLEY BUSES vate car in these smaller cities than on the local transit lines. In some cities, as many as four people trav elled by car for every single person who rode a public carrier. Conse quently, as gasoline rationing cut deeper, taking private cars off the road, the added number of people seeking transportation had to travel on the local transit lines. On the other hand, gasoline rationing had the least effect upon transit facilities in the large metropolitan cities. The effect of all this is seen in a comparison of transit traffic in re cent' years. At the wartime peak, in August 1943, all .transit traffic was some 73% above the 1936-40 aver age. However, in cities of more than 1,000,000 population, the gain was only 36%, while in cities of between 230,000 and t,000,000, the gain was 108%, and in cities of less than 230,000,177%. In some of the small est cities, the increase was as much as 600% over the pre-war level. Reflecting the war-swollen traf fic, local transit revenues rose 24.4% over 1942, to reach a new high of $1,294 million. Operating expenses increased, too -- 21.3% -- but not as much as gross revenues. The result was a 33.4% increase in net oper ating revenues, for a total of $361 million. Of this, taxes took $ 186,340,000, leaving a net operating in come of $174,690,000. Expenditures on new equipment amounted to only $39.3 million in 1943, against $90 million in 1942. Nearly half of this ($19 million) went for new buses, but this item was less than a third of the corre sponding amount spent in 1942. Ex penditures on ways and structures amounted to $ 13.6 million. On the other hand, expenditures on maintenance showed an increase in 1943, rising to $183.3 million against $145.3 million the year pre- I vi< I suj 1 *n I of I cu I int I wa I rie. I lioi I P01 1 anc I bes I '94 I her I rail: 1 on r I pas: I tim I tra\ IA I rev< I toj j1 in 1 1T 1 c,ty I "he I com II men STREET CARS EACH FIGURE -- ONE BILLION PASSENGER 20 APRIL, 1944 ETh ETC 31828 operators declare that no apprecia ble savings in rubber or fuel were realized by their buses, primarily because their gear ratios prevent the most economical operation in high gear at speeds below 35 miles per hour. At the same time, these oper ators point out that the speed limi tation has required an abnormal amount of gear shifting, resulting in greater wear and tear than if a mod erately higher speed were permitted them. .* j+z- r Despite many difficulties, the infinity butts last year carried more people than ever before vious. This was because maintenance supplies were more freely obtainable in 1943, while the available amount of new equipment was drastically curtailed by YVPB order. In passengers and revenues, the intercity bus lines duplicated the wartime feat of the local transit car riers, transporting a total of 963 mil lion people, according to Bus Trans portation, against 617 million in 1942 and only 396 million in the previous best peacetime year. Last year, as in 1942, more people travelled by buses between cities than by all the Class 1 railroads of the country. However, on the basis of 1942 results, rail coach passengers travelled nearly three times as far, on the average, as did travellers by bus. At the same time, the operating revenues of the bus lines increased to $497 million against $355 million in 1942. The accomplishment of the inter city bus lines takes on significance when it is recalled that they had to contend with a dearth of new equip ment and with driving restrictions. As to equipment, the WPB per mitted no intercity buses to be man ufactured last year, the only ones the bus lines received being units authorized in 1942 and a number of city buses placed in intercity serv ice. A total of 4,019 buses was de livered to public carriers last year (and 2,743 'to the Government for various purposes). Out of these, a total of onh 1.691 were intercity type, delivered the public car riers. They represented the balance of the 3,968 buses authorized in 1942, but previously undelivered. The local bus companies were also severely limited in new equipment. According to the American Transit Association, they received only 1,251 motor buses last year against 7,200 in 1942, and only 1:7 trolley buses against 336 the year before. The intercity bus lines, moreover, were adversely affected by the 35mile-an-hour speed limit imposed upon all highway traffic to conserve rubber and gasoline. While this un doubtedly was beneficial in the case of other vehicles, the intercity bus Traffic Up 56% Yet,'despite their handicaps, the intercity bus lines last year carried 56% more passengers than in 1942 -- and 1942's volume was a record high. Together with the railroads, they maintained an unimpeded flow of vital transportation between cities, shouldering the added traffic formerly carried by private cars. How big a job this was is seen in one simple fact: Before the war, ap proximately 85% of all people trav elling between cities did.so by pri vate car. Now, millions of rationed car owners are using bus or rail transportation. The bus lines, moreover, were es pecially valuable in providing trans portation to new war plants and Army and Navy stations, many of which sprouted up overnight in outof-the-way places. Consequently, the bus lines shuttled war workers to and from their plants, soldiers and sailors on furlough or off to camp -- travelling to points not covered by the railroads and making con venient stops between railroad sta tions. To meet the unprecedented de mands placed upon them, the inter city bus lines rebuilt hundreds of retired buses, eliminated sight-seeing tours and nonessential fast express services, and discontinued runs car- ETHYL news 21 rying less than 40% of full seating .capacity. No phase of operation was overlooked in the drive to obtain greatest efficiency. In common with the local transit carriers, the intercity bus lines suf fered from a serious loss of man power. In 1942, for example, they had a turnover of more than jo% among drivers, and probably had a like experience last year. To over come this loss, a number of lines have hired women --and they are proving to be capable drivers and mechanics, according to industry spokesmen. On the basis of recent experience, it is possible that 1943 may have seen the peak in wartime traffic for the nation's carriers, both local and in tercity. This is because an increas ing proportion of the armed forces is moving overseas, while war pro duction in some areas is beginning to decline. These two factors of course lessen the demand for trans portation. That the peak may be passed is apparent from the experience of the local transit lines. And to under stand that, one must go back to 1942. During that year, traffic mounted continually with every successive month, until in December an annual rate of 22 billion passengers was in dicated. But then, instead of con tinuing 1942's pattern, 1943 was marked by a period of hesitation in the early months, a new rise which carried through until August, and a levelling off to the end of the year, with December showing a marked decline. Whether the traffic will continue to decline is of course a moot point. Meanwhile, however, transit managements are scheduling vastly increased expenditures on new equipment and on maintenance. Equipment expenditures by the local transit companies are forecast- at 575.1 million (against $39.3 million in 1943), including $45 million for buses, 518.6 million for ways and structures, and $9 million for street cars. At the same time, the WPB has authorized the construction of 6,960 buses of both the city- and the intercity type, reflecting, of course, the easier raw materials situation now prevailing in many lines. However 1944 turns out, the transit industry and the intercity buses can iook back upon 1943 with deep satisfaction. At the time of greatest need, they were equal to their task and helped to avert a trans portation breakdown. That they can duplicate that feat this year is as sured, provided they obtain the new equipment they are seeking. OUR COVER: One of the steps in the procedure for determining the amount of lead in gasoline at one of Ethyl's gasoline testing laboratories. This is one of the many tests, made to insure uni form gasoline quality, which are regularly performed for Ethyl's customer companies and for the Army. OUR PICTURES: Pages 3, j-6, 16-18, Press Association; Page 4, Official U. S. Navy Photograph; Pages 7-9, Official U. S. Army Photographs; Pages 19-22, photos courtesy Bus Transportation. Third cover, H. Armstrong Roberts. . // Women hove taken over men's jobs on a number of bus lines, to overcome their manpower shortage 1^ , ETC 31831 A tank's tank is always thirsty Multiply the appetite of just one tank by thousands and it's easy to see why gasoline is "tight" in the United States. Also why there's less Ethyl antiknock fluid available in spite of stepped-up production. More and more Ethyl is going overseas--for every gallon of America's fighting gasoline contains Ethyl fluid. When peace comes again, it is certain much-of this high-octane gasoline will be available for ci vilian automobiles, airplanes, trucks, buses and farm tractors. Even before the war, laboratory experiments with engines designed to utilize better gasoline indicated that we have by no means reached the ulti mate in sound perform ance and economy. Therefore, our researchworkersin Detroit and San Bernardino, who are now engrossed in war work,look forward to working with the engineers of the automotive, aviation, tractor, petroleum and other allied industries in making practical appli cation of higher-quality post-war gasoline. ETHYL CORPORATION Manufacturer of Ethyl fluid, used by oil companies to im~ prove the antiknock quality of aviation and motor gasoline CHRYSLER BUILOINC. NEW YORK CirY ^ s ETC 31832 t 4 IN THIS ISSUE MAY 1944 NEW HORIZONS TOR OIL Enormous as arp the war's demands for oil, von greater post-war markets loom ahead 3 WORKING TOWARD HEALTH To speed the recovery of the sick and disabled, a strange kind of tonic -- the work core -- is used 7 OUTPOST OASIS Into the middle of the Pacific war, the Marines have landed -- with all the comforts of home 10 NATURE'S TNT Volcanoes spoof death and destruction upon man. Coold they have any effect on the war? 12 ANYTHING, ANYWHERE, ANYTIME If U.S. war production today is over the homp, it's because the nation's frocks helped to take it there 16 CAR WASHING HABITS How many car owners wash their own cars -- like to do it -- are satisfied with resolts? Here are the answers 20 Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. W. J. Heggen, Editor Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline ETC 31834 am ummmis fab m The vast task of post-war reconstruction will call for more petroleum products than ever before in history lifeline today, trade wind tomorrow? The airlino that today It keeping China in tho war may tomorrow foster peace and progress hen an American consumes a- Wquart of. oil, the average per son outside the United States con sumes about one ounce. This com parison of a quart with an ounce is roughly equal to the per capita consumption of petroleum products in this country as compared to that of the rest of the world. In America we consider this as adequate proof that we have a higher standard of living than the rest of the world. To our way of thinking, cheap transportation, which means abundant supplies of petroleum products and millions of motor vehicles, is one of the impor tant criteria bv which living stand ards are measured. If we accept this as a suitable basis for judgment, there is no question that America's living standards are far ahead of those of the rest of the world. Just before the war broke out in Europe there was one motor vehicle to every four persons in the United States. In the rest of the ethyl news 3 Brooder markets for oil or* indicator! offer tho war for many good reasons, of which military preparedness it one The deve/opmenf of lost civilizod areas at now sources of raw matorials is a second reason for a forger post-war oil demand Rebuilding tho ciliot now devastated by war will also require huge amounfs of petroleum products to speed the reconstruction world there was one to every 142 persons. In other words there were 35 times as many cars, trucks and buses per 1 ,ooo persons in the United States as there were in all other countries. There is food for thought here. If, as many global thinkers proclaim, living standards in the rest of the world must be raised after the war to insure permanent peace, petro leum producers and marketers have a great deal to look forward to dur ing the next twenty-five yean. Some of the figures involved are stagger ing. ' Gauging the Future Best estimates of petroleum pro duction last year place the total at approximately two and a quarter billion barrels. If living standards of the rest of the world, based mi petroleum consumption, rose during the next 25 years to our present level, 20 billion barrels of petroleum wridld be required annually. It is highly unlikely that anything even remotely approaching such a condition will develop. Before that ideal can be reached there is a vast task of reconstruction and rehabili tation which in all probability will not be accomplished for many years. But suppose that consumption of petroleum outside the United States were to increase to a point equal to only one-tenth of our per capita consumption. It would require the production of nearly three barrels of crude oil for every two barrels for merly produced. In the aggregate, world oil de mand would then amount to more than three and a quarter billion bar rels annually. How big a job that would be, from the supply stand point, is seen in the fact that last year, when production was the high est in history, it amounted to less than two and a quarter billion bar- re. an th< ce SU: Str pe tOi an th< po do im fiii , the P ne ap- be. by un tin of tec inc sue tiv use de1 kn fo. pa the vis it me inf At ing the 00 tna to am ch COi MAY, 1 944 , E7 ETC 3183G rels. Consequently, it would require an increase in crude production in the neighborhood of 43 to 50 per cent. Yet the possibility that oil con sumption, other than in the United States, will reach a level of one barrel per capita annually, does not seem too remote. As a result of the war -- and its ravages upon civilization -- there are reasons for believing that postwar demand from foreign na tions will reach proportions un imaginable before the present con flict. In Europe, even before the war, there was a latent demand for more petroleum products. Most Conti nental nations, however, never fully appreciated the value of petroleum, because common usage was denied by extravagant taxes. These taxes, undertaken as revenue-raising meas ures without recognition of the laws of diminishing return or of pro tecting wholly inadequate domestic industries, increased the price to such heights that only the compara tively well-to-do could afford the use of oil products regularly. Now, in the midst of the most devastating war in history, Europe knows the value of oil as never be fore. The lesson first became ap parent from the ease with which the Nazi Luftwaffe and Panzer di visions overran the Continent. And it is today being driven home by motorized Russian armies converg ing from the east and fleets of American and British bombers roar ing in from the west. After the war, then, it.is probable that the presently occupied European nations will de mand larger quantities of gasoline, to promote the flow of commerce and to power defensive war ma chines. Moreover, the physical task of re construction will be an enormous undertaking, requiring vast quanti ties of gasoline and other petroleum products. Roads, bridges, factories, residential districts, whole cities will all have to be rebuilt -- in many instances, from the ground up. Rebuilding these ruins will call for huge amounts of petroleum products. All this will be in addition to the normal European demand for petro leum which can be expected after the "immediate postwar reconstruc tion has been completed and peace time progress is resumed. In sum, they all add up to an unprecedented overseas market for oil. So much for Europe. In other less developed countries, the presence of American-made motor vehicles and the facilities built to utilize them should have a lasting effect in many regions where, prior to the war, they were almost unknown. Other Possibilities This would be particularly true if much of the motorized equipment we have sent abroad under lendlease is disposed of in the countries which have received it. Countries like China, India and Iran would be greatly benefited. In contrast to America, with one motor vehicle to every four persons, these countries before the war had one to every 9,000, 3,000 and 1,300 respectively. Clearly, then, a greatly expanded market for oil in these regions is indicated. And there is a final factor. Build ing of roads, such as the transIranian highway connecting the Persian Gulf with southern Russia, the Ledo road from India to China, the Alcan highway, and hundreds of other less well-known routes, are opening up new areas to highway transportation. In these instances, trucks will be the preferred method of transportation for the develop ment of inland areas, while less ac cessible areas will be reached by plane. And at the same time, new airways blazed from the United States to Russia, from Brazil to Africa and across that continent to India, and from the United States to distant Pacific bases, will all re quire substantial quantities of gaso line, oil and lubricants after the war, as they turn from war to peacetime transportation needs. Thus, in prospect at least, the postwar demand for oil apparently will be far in excess of prewar re quirements. This will be true not only of the world outside the U. S. but of this country as well. It has been estimated that demand here by 1950 will be 25 percent, or more, greater than it was in 1940. Because of the infinitely lower consumption of oil outside this country, it is certain that the de mand elsewhere will increase pro portionately faster than in the United States. For years we have been consuming two-thirds or more of the world's oil. If the other coun tries, with 94 percent of the popu lation, were to raise their share to 40 percent instead of their present approximately 33 1/3 percent; total world requirements would be 50 percent greater than world produc tion in 1940. This would require production of upward of 3,000,000,000 barrels an nually. In view of the fact that the United States, which has been pro ducing as well as consuming about two-thirds of the oil for most of this century, seems to be nearing its productive limits, the possibility of developing the additional sources of supply may be regarded as doubtful. Actually it is not. All the wells drilled for oil in all the other countries of the world are ethyl news 5 ETC 31837 These "before" and "offer" scenes of bridges afong fhe ledo Road illustrate what is being done to develop remote areas Such engineering triumphs as the Alcan Highway extend modern transportation to the far corners of the earth only a mere fraction of the total that have been drilled in this coun try. The United States embraces less than 1/6 of the world area regarded as favorable for the production of oil. Therefore at least six times as much oil as has been discovered in this country may logically be ex pected to be found elsewhere. Furthermore, some of the foreign producing areas, in proportion to their size, apparently have vastly greater reserves than the United States. It is not improbable that the comparatively restricted Persian Gulf region will produce as much oil as has been produced in all the fields of this country from western New York to southern California. Then there are the vast unexplored or barely touched areas like central Asia, the Oriente of South America, and Alaska, which are believed to hold tremendous reserves which have not been tapped because more accessible supplies were available. It is almost a foregone conclusion that postwar demands for petroleum will be substantially in excess of prewar requirements. It is even safe to predict that sources will be found that can more than adequately sup ply these demands. The sum of these two conclusions adds up to the fact that great as the oil industry is today, it will be still greater in the future. r Tf of 1 jU bt of A th P* n d< ar fi m ar F as si- ar m s\ ti P* sc la hi w a ^v M' P: st sh h* Ol TOWARD HEALTH The "work cure" begins where medicine leaves off, to restore the sick and disabled to health he war was far removed from Tthat wounded soldier who had just been returned from overseasG, .I. Still it was something to do -- dormant muscles to work. But best but he was facing the biggest battle and a kind of challenge. of all, it sped his recovery'. of his life. As he lay on his bed in an' It wasn't easy at first. Because he Multiply this case in a thousand Army hospital, the doubts and fears was flat on his back, the soldier had different wavs and you get some that seem to assail almost every hos to peer through a mirror over his idea of the value of an important pital patient at one time or another head in order to see the needlework, aid to the sick and the injured. That now came to plague him. Those and it took him some time to coordi aid is known as occupational ther doubts centered about his injuries nate his fingers, working from the apy. Established as a profession as a and his chances of getting well -- reflection in the mirror. Moreover, result of the casualties in the last fully well. his fingers were stiff from not hav war, occupational therapy in this The question didn't bother him so ing had anything to do for a number war has been called upon to do a much at first. He was too groggy of weeks. But after a while, he began much larger job. and shocked since the day it all hap to get the hang of it -- and to take To a layman, occupational ther pened to pay it much heed. But now, pride in what he was doing. That apy' would seem to consist merely as his mind cleared -- and the long, was just the tonic he needed. of giving a patient "something to slow process of convalescence began That simple craft did a lot for the do." Actually, it is much more com -- he couldn't help thinking about it, soldier -- more than he could possi prehensive than that. Applied by and wondering. After all, there isn't bly realize. Primarily it gave him trained therapists, its purpose is to much else you can do when you're something to do beside staring up arouse interest, to engender courage swathed in bandages like an Egyp at the ceiling and worrying. More and confidence in a patient; to exer tian mummy. than that, it helped him to regain cise his mind and body in healthy But then one day, something hap confidence in himself and to put his activity, to overcome disability, and pened. He overheard a doctor talking to Basketry is on* of the therapeutic crafts, which helps ta restore strength to fingers and hands someone nearby, and a moment later, a young woman leaned over his bed. "Hi, soldier," she said, "how would you like something to do?" Something to do? He thought for a moment it must be a joke. But it wasn't. Within a few minutes, the woman returned with a needlework pattern, attached to a frame, which she propped up on his bed, and soon she began patiently to teach him how to embroider a design stencilled on the fabric. Silly work for a tough i: : ji ETHYL NEWS :7 Learning new arts -- some of them never before attempted -- absorbs a pafienf's interest and speeds his recovery Intricate tasks like operating a loom bring many mascles into play, thus teach a convalescent muscle coordination to reestablish a capacity for indus trial and social usefulness. It strives to do this mentally as well as physically. Physically, its function is to increase muscle strength and joint motion as well as to improve general bodily health. Mentally, its intention is to supply as nearly as possible normal activity through avocationai projects and pre-vocational studies and training. To accomplish these ends, occu pational therapists use such arts as bookbinding, metal crafts, pottery, weaving and woodworking; recrea tional activities like dramatics and sports; educational outlets such as correspondence and lecture courses, reading and study groups, and prevocational training in shorthand, typing, radio assembly, and so on. 1 Individual Prescriptions Each of these occupations is tai lor-made to fill a need. Working under an attending doctor, who un derstands the physical, mental and emotional factors involved, the oc cupational therapist selects an occu pation which is best designed to help the patient. Thus, a person with an injured hand may be taught weaving -- to regain the use of his fingers. Another may work with a jigsaw -- to restore movement to a fractured shoulder. A third may pedal a footoperated machine, to restore muscu lar tone to his injured legs. Whatever the occupation, each is an individual prescription. And great care is taken that it is the proper one. For example, tubercular patients are not given any metal work or carving to do. The dust particles arising out of this work might aggravate their condition. Similarly, modelling is not assigned to patients with eye or skin disor ders, because their hands might come in contact with the inflamed an ETC 31840 areas, after working with the clay. Occupational therapy is recog nized as a highly valuable aid to .medicine and surgery. It begins where -the physician leaves off, speeding the recovery of normal patients, helping others to overcome disabilities, finding new careers for still others who would otherwise be hopeless invalids. And strangely enough, this medicine operates on the theory that as a patient's condi tion improves, the "dosage" in creases. That's why patients, who in the earliest stages of recovery are given the simplest tasks to do, later on find themselves doing really com plicated jobs. This, in sum, is the work cure. Although its precepts go back all the wav to the second centurv, oc cupational therapy in modem times wasn't organized as a profession until the advent of World War I. Then, as a result of the casualties suffered, women workers were hur riedly recruited to provide sick and wounded soldiers with therapeutic bedside tasks. Training schools were set up to teach others this relatively new branch of the healing arts. The American Occupational Therapy Association, organized in 1917, be gan to spread knowledge of the science, to advance its standards of education, and to promote research in the field. On the basis of its proven useful ness to soldiers, a noted psychiatrist at that time predicted, "Some day occupational therapy will rank with anesthesia in taking the suffering out of sickness, and with antitoxin in shortening its duration." In the subsequent years between wars, occupational therapy grew as a science. New methods of promot ing mental and physical rehabilita tion were added. Many people were attracted to the calling. Standards for training schools were set up by the American Occupational Ther apy Association in cooperation with the American Medical Association, and graduates of these schools be came registered therapists. At the present time, there are a a schools throughout the country training therapists for this work. New Wartime Job Today, in preparation for the thousands of expected military and naval casualties, a large-scale pro gram has been set up with the Army and Navy. Under the supervision of the Sur geon General's Office, there are at present occupational therapists at work in many Army general hospi tals in the United States. By July, 300 of them are expected to be en rolled in this work; double that number by next year. A similar pro gram is underway with the Navy, the only point of difference being that a therapist must first become a member of the Waves before being assigned to her specialized work in a Navy hospital. In the Army, she retains her civilian status. In addition to these programs, pri vate industry is beginning to take keen interest in occupational ther apy as a means of rehabilitating cas ualties and restoring them to gainful employment. Pioneering work in this direction has been done by the Arma Cor poration, manufacturers of precision instruments for the Navy. Last year, anxious to aid in the rehabilitation of naval casualties, it made a survey of occupations in its plant which could be performed at a nearby naval hospital and would be of ther apeutic value to the patients. Fol lowing this, qualified instructors were trained to teach the naval pa tients tasks they could perform in bed or in the workshop of the hos pital. Occupations in turn were se lected for a particular disability -- jobs that provided limbering-up exercises and mental stimulation both. And to provide an incentive for the convalescents, they were paid for their work on the same, scale as the men in the company's plant. The "Arma-Navy Plan" has prov en so successful that the company has suggested it to industry at large as a blueprint for the rehabilitation of disabled servicemen. More recently, Henry Ford is re ported to have started a rehabilita tion program for disabled veterans at his 300-acre Camp Legion in Dearborn, Michigan. The project, which is a personal philanthropy on the part of Mr. Ford, is intended to refit disabled veterans for gainful jobs in private industry. Open to any disabled veteran who has re ceived a medical discharge, the proj ect will pay each man $33 day, besides supplying him with room and board and medical attention. To these men, the camp will combine work on its farm land and machine shop, together with classes in sup plementary subjects. The men may remain at the camp until they are mentally and physi cally ready and have the necessary skill to take a job. When they leave, they are under no obligation to work for the Ford Motor Co., but may apply there for a job if they wish. These are only two examples of industry's quickening interest in dis abled veterans and of the responsi bility it feels toward rehabilitating these men for useful careers. For the postwar future, such plans may be deeply significant. Bur for the pres ent, they point up the moral, "Occu pation is nature's best medicine." I ETHYL NEWS 9 Streened-in living quarters ar* only on of the many modern features of this amazing Morin* Corps outpost Boomtown's supply depot "Open for Business" The sawmill made possible the unique construction job n a south Sea island formerly O overrun by the Japs, the Ma rines have erected a model air base which is the pride and joy of the South Pacific. They call it "Boomtown," and its modem comforts are almost unbelievable. Once a primitive jungle island, Boomtown is now as up-to-date as any thriving U. S. community. It has running water, a one-day laundry service, screened-in living quarters, and mess halls made of solid mahog any. And that's not the half of it. It also boasts a "Good Humor" man who dispenses ice cream, doughnuts and lemonade every day, a ham burger stand open 18 hours a day, haircuts, showers, a daily newspaper, and beer on Sunday. And best of all, it's all on the house. Boomtown has so many modern conveniences that incredulous serv icemen from other bases have had to investigate for themselves. Credit for this Pacific real estate "develop ment" is given to Colonel Raymond E. Hopper, although Colonel Hop per in turn says that the late Lt. Colonel Nathaniel S. Clifford, who lost his life in a night aerial mission from the Boomtown airstrip, was equally responsible. Ar any rate, when Boomtown was still an invasion objective, Colonel Hopper discovered aboard the trans port he was riding some unusual pieces of equipment. Among them were a well-digger, a portable laun dry, a sawmill, and 10,000 feet of pipe. From then on, disposing of the Japs who occupied the island was MAY, 1 944 ETC 31842 All hell breaks loose when volcanoes erupt -- but could they alter the course of the war? By North Clarey hen Vesuvius erupted a couple Wof months ago, it touched off many a debate among amateur strat egists. Had the earth-rocking con cussions of the bomb-and-shell duel for Cassino set off the old volcano? Had the Luftwaffe blown the thing into action by dumping a few tons of explosives right into the glowing crater itself -- and if so, why can't Vesuvius took a hand in the war, when it recently erupted we bomb Fujiyama and the whole waves -- aquatic earthquakes -- crash chain of volcanoes up and down across their shores. Each year during Japan? the second week of September, at Let's take a look at Japan's vol the close of the hot season, a cyclone canoes, and another look at volca and typhoon sweep in from the "Pa noes in general. Then we can work cific" Ocean, with lesser ones liable out the answers -- about "Vesuvius to appear at any time. Floods of and about Fujiyama. rain, winter and summer, bring land Japan has 200 volcanoes, jo of slides and inundations. them active. The entire Nipponese archipelago, in fact, is but the top The Yokohama Earthquake ridge of a lofty chain of volcanic In September, >923, an earthquake mountains which rise from some of flattened three-fourths of Tokio, all the deepest waters ever fathomed. the nearby seaport of Yokohama, These islands are anything but terra and killed 400,000 people. If Nature fimm. Earthquakes are frequent, as should repeat herself this September in any active volcanic zone; four a we'd send regrets instead of the Red day is par, with disastrous shocks Cross, and consider one of our prime every six or seven years. The vol military objectives taken care of. canoes erupt periodically and furi Indeed, it would save us a lot of ously. From the ocean great tidal work if we could touch off a similar quake by bombing -- but the origins of earth tremors are obviously beyond our reach, so let's stick to vol canoes. In 1914 a mountain named Sakurajima, in the middle of Kagoshima Bay, about 650 miles below Tokio, began to rumble, shake, and other wise throw a fright into the local gentry. Geologists had been predict ing trouble. Springs, ponds and wells had run dry, another peak 30 miles to the north had erupted violently, and then earthquakes began to come in "swarms" -- a sure tip to any seasoned volcanologist. In 30 hours they recorded 417 tremors. "Evacu ate the area," warned the scientists, and the peasants listened respect fully. Then the earth itself began to rumble and growl; the natives hopped into their sampans and sculled frantically across the bay with their beddings, mats, rice bags, canary birds and families. This was on a Sunday. The next morning a placid cloud of fog hid the moun tain, and the incessant din of under ground cannonading had ceased. From the city of Kagoshima across the bay millions watched in silence, their mouths hanging open. Sud denly the fog disappeared; they could see the fields of orange trees, sugar cane and radishes on the slope lying green under the bright sun. Thev sighed in relief -- and as they sighed the fields opened silently and 12 MAY, 1944 ETC 31844 a swelling, solid-looking shape of turbulent black smoke shot forth. Six miles into the air it rose, and .as they watched, the top bent over ' and down again like a majestic tri umphal arch. Lightning flashed and crackled through the black cloud, but its thunder was lost in a mighty roar from the volcano itself, rocked with booming concussions. Glow ing blocks of rock and lava blew into the air like comets, with tails of vapor in their paths. In the vivid words of a young student, "Mon ster rocks went horizontally from the down to the up, with smokes on their behind." That evening in the city of Kago shima an earthquake and landslide crushed 35 people. A ten-foot tidal wave swept into the harbor and smashed the sampans, already half swamped with lava ash. Sakurajima continued to spout for months, opening new craters, overflowing them, building new islands in the So much for that one. How about Fujiyama, up near Tokio? It's 70 miles from the capital -- which the Japanese have built in the middle of their most active earthquake and tidal wave zone. Fujiyama, tallest mountain in Japan, would be a perfect "psychological" target for bombers. Symmetrical, snow capped most of the year, shrouded often in clouds of its own smoke, it is more than a slumbering volcano. It is the Japanese national shrine. They call it' Fuji-san, or more usually just Fuji -- pronounced fwshi -- and when they spell it in the Chinese picture - alphabet it can mean "rich child," "no death," "rich warrior" or "not two" -- all of which, to the Nipponese mind, de note a pretty high-octane mountain. Pilgrims climb the thing in white robes, singing a sort of hymn. At the top they mail postcards to their friends, even as do American pil grims at Pike's Peak or the Carlsbad Caverns. By the Japanese calendar it was in the year of the monkey, -before the year of the rat (300 B.G to you) when Fuji first appeared. The Jap army and navy would lose a lot of "face" if we should desecrate this shrine with a few tons of TNT. As a volcano, however, it is no great shakes -- cuts loose every 80 years or so, but perpetrates only local damage. Last eruption was due about 1935, but we're still waiting. Tanabe Yoshitoyo describes the worst eruption, in Hoei 4.11.23 -- Jap for 1707 -- in a burst of poetry which concludes: "Oh, grand Fuji! From Suntogun, Ashigara, to Fuji mountain, all the villages were cov ered up. No grass, no trees remained; all is black hills." Ah, Fuji! So -- assuming we could manage the aviation end of it -- what if \ye could set off the mountainous string of Japanese firecrackers by bomb ing? Eruptions don't seem to do much harm -- they bury a lot of peasants' paper and bamboo shan ties, but it's always the earthquake Fujiyama is a national shrine to the Japanese. It symbolizes security and protection. But every so often, the sleeping monster showers death down upon the faithful \ Vesuvius made this magnificent spectacle when it recently erupted in its greatest display since 1906 which does the strategic damage. And we have the word of an emi nent volcanologist that although a volcano just ready to erupt might be nudged along a bit by some high explosives, no amount of TNT would actually initiate an eruption. He makes it clear by going into the geology of the thing. What is a volcano, actually? Chances are you'll say it's a moun tain that erupts lava, ash, and simi lar debris every so often. That's wrong, brother -- a volcano is a hole in the ground. Specifically, it's an opening in the earth's crust through which heated matter is sometimes brought from the interior of the earth to the surface. Like a river piling up its delta of mud at the mouth, a volcano builds a cone of lava, rock, ash, or mud all around the opening --a cone often high enough to wear a cap of snow the year around. Dr. W. F. Foshav, of the Smith sonian Institute, puts it like this: The outer shell of the earth is solid rock, some 1,800 miles thick, as registered by seismographs. Inside is molten rock, metals in ionized form, water at superheated temperatures, and -- most important -- the various gases released from all these, kept under terrific pressure by the weight of the rock shell above it. As in an un capped bottle of ginger ale, these gases are forever trying to bubble up to the surface. They follow any "leak," any channel of weakness in the earth's crust they find -- a frac ture or geological "fault" in the earth's shell, often an intersection of two fractures. And when it comes out -- fireworks! So that's the anatomv of a vol cano. You can see now that it is so vast in its scope, so unreachablv sub terranean in its origin, that our mightiest efforts to monkey with it in anv way would be futile. Even dropping our new six-ton block- ' The Biggest B/owoff The loudest noise ever heard by man occurred in 1883 w-hen Krakatoa, in. the East Indies, came to life after a lull of 200 years and blew its top off with a report heard bv many people 3,000 miles away. Dust and ashes were blown from to to 30 miles into the air, and drifted across whole continents before settling. Most volcanoes are mere fissures in the earth that periodically spew lava without building any mountain. An other type is the small mud volcano, such as the famous "paint pots" of Yellowstone Park. Lava boils out of the ground at a temperature of 1,000 to t,ioo Centigrade; if it's "acid" it's gooey and builds steep hills, but if it's "basic" it flows fast and free and cools in a gentle slope. Many volcanoes pop up under the sea, boiling whole schools of fish and raising general hell under water until they reach the surface and be come islands. In Europe, the only active volcano not on an island is Vesuvius -- which began life, as did Italy, under water. In hot water, you might say, drawing a parallel with that peninsula's present predica ment. Vesuvius last made the headlines on March 19, when streams of boil ing lava 30 feet high, 200 yards wide, rolled hissing down the slopes to bury San Sebastiano and Massa di Somma. Volcanic ash blanketed the countryside; Army jeeps got mired in it. Back in 1631 it killed 18,000 people; in the year-79 it buried Pom peii. Vesuvius is a whimsical volcano 14 MAY, 1944 ETC 31846 4 J K 'a* c c D v F -- it sometimes spouts boiled fish and the course of many months, has- high, which disappeared in a dense seaweed, sometimes a lethal vapor smothered an area 30 to 40 miles in cloud ripped by red and white (such as killed Plinv the elder in diameter with lava and desolate ash. flashes of lightning. Every six sec 79). Once it spouted pure CO* gas, The monster -- El Monstruo, as the onds an explosion that made your like a. big fire extinguisher. Tarascan indians call it -- ejected teeth rattle would blast forth a del We'll take back what we said each single minute 2,700 tonspf solid uge of incandescent rocks; thev about man actually starting a vol material ... the weight of steel in would soar half a mile into the air, cano. Dionisio Pulido, a simple Mex ican indian, was plowing behind his ox one day when the furrow behind a destroyer. River of Fire then crash like blazing comets to rumble down the mountain. Every so often the people watching, swept \ him began to smoke. He ran, with Paintings of Vesuvius during the away, would break into applause. his son and his ox, to tell the padre famous 1790 eruption seem pallid The Mexican government, capi -- and as they stared a cloud of white next to Paracuti'n. Coming inexor talizing on the most spectacular 1 \ smoke burst from his cornfield. Ter ably at you was a 20-foot wall of show on earth, built a new roadway rified villagers watched a luminous stiff lava, with chunks of crust snap to Paracuti'n. And the simple indians pillar of gas, that night, and winced ping off the front, face to show the stopped digging crosses in the earth as underground thunder jolted the glowing red rock behind it. The lava to halt the tide of El Monstruo. In earth under them. Next morning a cooled so quickly you could walk stead, they set up carnival stands, l cinder cone 2 3 feet high stood over on the crust while the rock was still selling water and fruit to sightseeing l Dionisio's abandoned plow. Thus molten a few feet below. In the tourists, hawking ``Ague! Fmitas! was born Paracuti'n, a year ago last background Paracuti'n spouted a Melones!" Yes, they even sold "Hod- February -- a volcano which, over column of steam and gas three miles dogs" to the sightseers. f f f The surrounding countryside presented this weird scene of desolation after Paracutin went on its rampage. This village church was caved in by the lava and volcanic ash * ^<r V^Jc^Es L^-v'*rwt^l^ . v?. ..... 'THimmmef- - , ^giWOTagyj ,l`*m'yafay * *v-y ' * - . *tj. * . ~ - -=r--~,'T;-O-'fv, Vm~r.>M<ptL7-`>yy--^--"'^TSTX^mSJMv^*-.rs- mdANYWHERE. |A*~ '-S' 'Vs^'r>&*^1^ ....... /'-' o-' -,.i> *;-- " ff iiVFTOIl? ill-iLllIl;iiLlx^- PS- >' v V; H;< No job is too big, too tough or too heavy for euf. a motorist to stop his car the nation's highway transportation fleet Wat a junction of two trunk highways almost anywhere in theSixty-foot boats for the Coast special truck-trailers have been built United States, he would be amazed Guard are lifted up out of the which are more than 64 feet long, at the size and volume of war freight water and placed aboard trucks for 10 feet wide and nearly 8 feet deep streaming by on the nation's trucks. rapid transfer overland. Gun barrels inside. At times, too, truck-trailers From the north, say, might come weighing up to 156 tons are lugged have been lengthened to 110 feet -- a fleet of invasion barges, each sad aboard trucks,- as are heavy field to carry mammoth loads weighing dled aboard a swift highway trans pieces. Turbines too wide and too 200 tons each and more. port. Passing by in the opposite long for a railroad freight car are But these are only a few of the direction might be heavy coastal gun hauled directly by truck from war countless items of war production carriages or 155 mm. cannon. From plants to embarkation ports, where trucks carry every day -- often from the west a shipment of jeeps might heavy-duty cranes lift them up and a war plant directly to a waiting be riding by, headed for an East ease them down into the holds of a ship. Truck cargoes range all the Coast embarkation port, while going waiting convoy. Two truck-trailers way from blood plasma for overseas the other way, led by a state police together carry a complete B-24 Con troops to automotive and aviation escort, might be a consignment of solidated bomber at a time, hauling gasoline, planes and plane parts, high explosives. everything except the plane's pro tanks, guns, invasion craft, and high Whatever the cargo, the result is pellers to a distant war plant for explosives. Even the invasion of the same -- trucks cany anything, final assembly. North Africa originated in a truck anywhere, anytime. --- To handle such bulky shipments, -- which carried the maps of that 16 MAY, 1944 ETC 31848 * * war zone, for use by our forces, to trucks haul 60% of the livestock''1 jurisdiction off the Interstate Com an Eastern port. going to stockyards, of the live merce Commission alone carried Besides moving millions of tons of poultry received in Chicago and nearly 90 million tons of revenue war freight, trucks have shouldered 89% of that received in New York, freight --and these carriers repre manv' an unusual job in the war effort. Take, for example, what has been 45% of the butter and 51% of the sent only a small fraction of the na fruits and vegetables arriving in* tion's 4,607,000 trucks. Their ton cities, and 100% of the milk for 34 nage, moreover, was more than 11%, called the biggest single office mov large cities. If the U. S. highway higher than the 80.4 million tons ing job in history -- the transfer of transportation system were to fail, carried in 1942. And it was accom the U. S. Patent Office from Wash America would soon stop eating. plished with a 3.9% reduction in ington, D. C. to Richmond, Va. In This, then, is a measure of the im vehicle miles. 123 separate vanloads, a fleet of portance of trucks to the wrar effort. To handle this record-breaking trucks hauled a total of nearly two To meet the needs of war, the volume of freight --at the above million pounds of files and equip nation's highway transportation saving in mileage --the "for hire" ment. Another standout job was the fleet is carrying more freight than carriers have cooperated with the transfer of the Wage-Hour Division ever before in its history. Last year,- Office of Defense Transportation in of the U. S. Labor Department from Class 1 motor carriers under the. a program of joint action designed Washington to New York, 223 miles awav. Loading was begun at 1 P. M. on a Saturday, when the Labor De partment employees closed their desks for the weekend, and was completed at 11 P. M. the following night. At 7 A. M. Monday morning, every desk and cabinet was in its place in New' York, and no em ployee lost a minute's working time. The job involved half a mil lion pounds of freight and 43 sepa rate truck loads. Trucks are turning the nation's highways into assembly lines of war production, speeding raw materials to churning w>ar plants, component parts to and from sub-contractors, finished weapons to coastal ports. And because of their extreme flexi bility, trucks serve war plants miles Hauling a massive boUar for a Liberty ship is no trick at all for this tardy truck-fraifer away from rail facilities, and haul heavy shipments too wide or too bulky to pass through railroad Trucks are used for everything by the armed forces, hauling troop*, equipment, supplies bridges and tunnels. According to- a survey made in the state of Michi gan, trucks move 65% of the freight into and 69% of the freight out of 741 representative "war plants. For many plants, trucks provide their sole means of freight transportation. Nor is this all. In the transporta tion of essential civilian supplies, ar \ H to expedite freight movement while conserving tire mileage and man power. trucks have been loaded more in tensively, duplicating service in the same territory has been eliminated, and joint use of the same terminal facilities (and even of equipment) has been provided. As a case in point, eight joint action plans of 18 motor common carriers, recently approved by the ODT, are expected to con serve more than a million truckmiles and 43,000 manhours annually by diverting traffic and eliminating duplicating services in the nine states in which these carriers oper ate. Furthermore, under a recent ODT order, the over-the-road car riers are now required to register with district ODT offices any empty or partially loaded vehicles and any shipments which cannot be trans ported within a limited time. The ODT will then attempt to provide freight or vehicles as needed, in an effort to obtain the maximum use of available equipment. But as intensively as truck oper ators have attempted to use their equipment, they can't escape the hard fact that as their freight load has gone up, the truck population has gone down. At the time of Pearl Harbor, there were 4,876,000 trucks, all told, in the United States. For the next two years, virtually no civilian trucks were manufactured. Meanwhile, the aging truck population has declined to 4,607,000 units -- and has been called upon to handle a mounting volume of freight. The reason for this serious situa tion is that, until recently, military demand has absorbed the production of almost all commercial vehicles. For 1944, however, a plan has been adopted whereby essential civilian truck needs have been geared to the military truck program, and a civi lian quota of 123,000 units has been assigned out of a total planned pro duction of one million trucks. While this represents some improvement over 1943, truck spokesmen main tain that this quota is inadequate to meet essential civilian needs. Last year, a committee of the American Trucking Associations estimated that the "for hire" carriers alone would need 128,000 new units. The WPB quota of only 123,000 units is in tended to meet all civilian require ments, public and private. . Parts and Tire Problems An equally serious situation has existed in truck replacement parts. Recognizing the critical shortage in them, the WPB for the second quar ter of 1944 has authorized the largest allocation of parts since the war be gan. At the same time, the ODT re cently inaugurated a new plan whereunder truck operators will be able to obtain rebuilt engines, trans missions and rear axles in exchange for their present worn-out equip ment. This, it is hoped, will alleviate the critical parts shortages which have taken many trucks out of service. As to tires, large-size truck (and bus) tires, manufactured after April 1, may no longer contain more than 65% crude rubber. The remaining 35% must consist of synthetic rub ber. This represents a sharp increase in the synthetic content of truck tires, and emphasizes the dangerous levels to which the nation's crude rubber stockpile is declining. On trucks, therefore, the new synthetic tires will soon be put through their acid test, as they come into use and are driven over the highways dur ing the coming summer months. But of all the problems facing truck operators -- shortages of vehi cles, replacement parts, and tires -- that of manpower has been the most serious. Indeed, the loss of man power has been so severe that at times it has curtailed the operation of individual carriers. This is be cause truck drivers must be relative ly young and in good health--which bv the same token almost automati cally makes them i-A in the Army. In addition, carriers have lost other employees to war industries. There is not much truck operators can do to offset the drain on their man power, spokesmen declare. One ray of hope, however, lies in the recent listing, at long last, of key trucking personnel as essential workers. Reflecting the increasing costs of doing business, brought on by higher wages, lower quality fuels and the need for more.repairs as equipment wore out, truck operating ratios have risen. According to a prelimi nary compilation by the ICC, the ratio of expense to revenue for Class 1 carriers last year rose to 95.7 -- the highest in the last four years. This adverse showing occurred de spite the 3.9% decline in truck mile age and the 11.5% increase in reve nue freight transported. In January of this year, according to the Amer ican Trucking Associations, operat ing expenses continued to absorb 96 cents out of every dollar of revenue. Yet, despite this and all the other serious wartime problems, the na tion's trucks last year hauled more freight than ever before in history. In the last war, there were only 326,000 trucks serving the nation. This time, there are some 4,600,000 -- doing a much larger job. Conse quently, if today war production is over the hump on the eve of the in vasion, one reason is that the na tion's highway transportation sys tem helped to take it there. ETHYL NEWS 19 CAll WASHING HAllITS arages and service stacions used to do a tremen G dous business in car washing and polishing, but not nearly as many car owners patronized them as is commonly supposed. Two out of three car owners say they usually wash their own cars -- and apparently they expect to continue doing so. This is one of the principal findings of a survey recently grade in Scran ton, Pa. and Peoria, 111. by Opinion Research Corpora tion. The former city has very soft water and the latter hard water. Differences between car washing habits in the two towns were noticeable but not extreme. . The following tables show the breakdown for the two cities: Question: Do you usually clean the outside of your car yourself? If not, who does clean the outside of vour car? Yes, usually clean car TOTAL SCRANTON PEORIA 60% 68% 52% No, family member does 5 7 3 No, done elsewhere 33 24 42 Not washed 23 Car owners who do not usually wash their own cars comprise 40% of the total interviewed. These were asked, "Do you sometimes clean the outside of your car yourself?" A survey reveals interesting facts about the attitudes of car owners TOTAL Yes 9% No 27 Don't know 4 The average income of Peoria residents is some what higher than that of Scranton residents, and as shown by figures above, more of them turn their cars over to commercial services for washing. The evidence of these two towns indicates that the business in car washing could be increased substan tially in the post-war era with better salesmanship or lower prices. The frequency of washing appears to be about the same whether the car is washed at home or in a garage or service station. The absolute truth of the question of frequency is, of course, a difficult fact to determine by survey, since personal pride is involved and car owners are inclined to claim that they wash or have their cars washed much more often than they really do. To overcome this exaggeration as much as pos sible, a casual questioning technique was employed. Car owners who had been discussing the general sub ject for a few minutes were asked first, "How often 20 MAY, 1944 ETC 31852 would you like to see your car cleaned?" and after they had answered that, they were asked "With all the expense and bother, how often does your car actually get cleaned?" "" CARS WASHED BY CARS NOT WASHED OWNER BY OWNER Oftener jhan monthly 24% 24% .Monthly 3 -6 times yearly Twice a year or less 30 32 12 3 28 22 Indefinite answers 2 6 The methods and tools used for home car washing are also interesting. The typical car owner in the sur veyed cities cleans his car with plain cold water, using a garden hose; however, about one third use a pail alone and another third use a pail and a hose. TOTAL SCRANTON PEORIA Use pail only 33% 36% 29% Use a hose only 37 29 47 Use both 3 35 24 Among washing aids, a sponge for washing and a chamois for drying are used most often in Peoria. A plain cloth usually suffices for the job with the soft water of Scranton. TOTAL SCRANTON PEORIA Chamois 51% 35% 71% Plain cloth 5 69 26 Sponge 44 28 64 Other 343 Only about one in four of the home car washers adds anything to the water to facilitate cleaning, and strangely enough, this is much more common in the soft water city, Scranton, than the hard water city; Peoria. Fifty-five per cent use water and nothing else. Ten per cent use a polish or wax-cleaner combination exclusively. The remainder use water with soap, or a paste or liquid cleaner in the water; or water first, followed by polish or wax. Of the water users, 27% use warm water. Special preparations for cleaning certain parts of the car are fairly common. Question: Do you use a special preparation to clean the metal trim on your car? TOTAL SCRANTON PEORIA Yes 29% 25% 34% No 71 75 66 Question: Do you use a special preparation the glass on your car? TOTAL 25% SCRANTON 28% PEORIA 21 % No 75 72 79 Question: Do you use a special preparation to get tar, grease or other stubborn dirt spots off? TOTAL SCRANTON PEORIA Yes 19% 17% 23% No 81 83 77 Apparently, from the above and other data from the survey, car owners are not very well satisfied with present tools and methods of cleaning their cars. There is wide use of special paint and body cleaners, glass cleaners, metal cleaners, as indicated above. There is considerable complaint about the products used -- both special purpose products and general cleaners --apd there is some dissatisfaction with the results. Yet, somewhat surprisingly, only about one half the people that wash their own cars regard the job as drudgery. Question: How do you size up the car washing job as a whole -- as a rather pleasant job, just average, or as a disagreeable chore? Pleasant TOTAL 17% Just average Disagreeable 35 48 Apparently about one sixth of the people who wash their own cars think it is fun. These people also take pride in the job and like their automobiles gleaming. An interesting sidelight on the hard and soft water question is shown by answers in the two towns. In Scranton, 13% said the water was hard and 20% said it was average; but in Peoria where the water really is hard, not one single person made the mistake of saying that it was soft. Question: Do you consider the water here soft, hard. r just average? Soft Hard Average TOTAL 33% 54 13 SCRANTON 6j% 15 20 PEORIA 0% 93 7 ETHYL NEWS 21 People who believe their water is soft (Scranton residents) most often add substances to the washing water to promote cleaning. 35% of those who consider the-water in their town soft add something to the water 23 % of those who consider the water in their town average add something 13 % of those who say the water in their town is hard add something to their cleaning water. The division shown between paste and liquid clean ers is about 50 - 50, with a much higher percentage in the hard water town using one of these cleaners than in the soft water town. Question: Do you ever clean your car with some kind of liquid or paste cleaner? Is it a paste or a liquid? Paste TOTAL jo% Liquid 52 Question: What do you find are the advantages of using a cleaner? TOTAL SCRANTON PEORIA Takes off dirt 38% 37% 40% .Makes car shine 30 Makes wash job last longer 7 24 12 35 22 It is easy to apply It cleans as it polishes 7 10 65 3 6 Saves time J7 3 Can't think of any advantages 7 5 10 Question: What are the drawbacks of using a cleaner! There are no drawbacks Might hurt the finish Takes too much elbow grease Takes too much time It streaks Other TOTAL 55% 20 SCRANTON 66% 10 PEORIA 46% 3 10 10 97 33 *' 5 6 10 11 3 5 Car washers are well aware that water alone fails to get off stubborn soil. The specific kind of dirt that makes trouble differs markedly according to local conditions. In Scranton, a coal mining center, people mention grease first and coal dust second. In Peoria, where there is a great deal of civic to-do about tree planting, people put grease first and second say tree sap. Grease Tar Tree sap Coal dust TOTAL 54% 28 23 18 SCRANTON 56% 3* 2 32 PEORIA Jl% 25 .5 0 Road film 15 4 29 Mud 12 10 13 General stains 1 I *5 7 Rust 23 1 One of the most significant facts of the whole study is that four out of ten people who wash their own cars are dissatisfied with the appearance after the job is done. Chief among the complaints were dullness and streaking. Question: Is the finish ever dull or streaked after wash ing? TOTAL SCRANTON* PEORIA Yes 39% 44% 33% No 61 j6 67 Apparently from this study there is an excellent opportunity for sendee stations and garages to increase their business in car washing when sufficient man power is again available -- and a companion oppor tunity to sell some packaged cleaning compound which will do a better job and make the work easier for those who want to wash their own cars. After all. only 17% of those who "wash-their-own" think that car washing is fun! OUR PICTURES Cover and Pages 7 (bottom), 8 (top), 13 and 14, Acme Newspictures, Inc.; Page 3, courtesy Pan American Airways System; Pages 4, 6, 8 (bottom), 12 and 15, Press Association; Page 6, cartoon courtesy Collier's; Page 7 (top), courtesy Museum of Modem Art; Pages 10 and 11, official U.S. Marine Corps photos;> pragoe--s 16-1* 8,'c--o-u--r-t-e-sy American Trucking Associations; Page 20, H. Armstrong Roberts. 2 11 MAY, 1944 They wouldn't fly without them... \ \ s s 1 A champagne cork--memento of some A battered toy monkey goes along on very special evening--always hangs every flight of one aerial gunner who, on the instrument panel of a sentimen when we last heard from him, had per tal co-pilot. It's helped to "pop" sev sonally cancelled five Zeros. t e i- eral Jerrys. d r .... 1. it A black Homburg hat, instead of a regulation helmet, always adorns the head of one of the hottest RAF fighter pilots in the business. Ethyl antiknock fluid goes along with every fighting plane powered by U. S. made gasoline. It goes into every gallon of fighting grade aviation fuel--and today more Ethyl is being used in each gallon than ever before. ETHYL CORPORATION Chrysler Building, New York City 4 ETC 31855 Four nj!no*... tw*lv* hundftd horwpowtr ch ... that's fortnight hundred hone oower total, and avaiy on* of tham will eat high-octane gasoline all the way to Berlin or Tokyo. When 4800 horses put on the feed-bag ------------- semefody. "map. pa- AuttyAy To send a thousand bombers over Germanyforjust oneraidtakessome where in the neighborhood of a mil lion and a half gallons ofhigh-octane gasoline. That's one reason why we're short of gasoline on the home-front. The "cream" of UJ3. gasoline, the highoctane components, as well as the lion's share of our supply of anti knock fluid, is going into fighting gasoline. Remember, practically every gal lon of America's aviation gasoline contains Ethyl antiknock fluid. More and more Ethyl is going over seas today, but after the war much of the high-octane gasoline now needed for fighting will be available for auto mobiles, trucks, buses and farm trac tors. Ultimately, automotiveengines will be designed to take advantage of this better gasoline and you'll get more work, more power and more economy out of every gallon. We look forward to the time when our research facilities, now engaged in war work, will be free once more to work hand-in-hand with engineers of the automotive, aviation and pe troleum industries in developing the better, more economical transporta tion of the post-war world. ETHYL CORPORATION Manufacturer of Ethyl fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline CHRYSLER BUILDING, NEW YORK CITY ETC 31856 JUNE * 1944 IN THE gr/yi/i/ZK# Colonel Georg* K Sginirt^ `commending; officer * of th*;| "Jersey City Quort*rmo$tfjr'/5 Depot, is shown presenting,^ Errol J. Gay, of the Ethyl Coi*^j poration, with on Emblem**' Meritorious Civilian Servile^ The award, on* of the highert] ever, given to civilians, recently mad* in' recognition of Mr. Gay's services as. a/2 civilian advisor on petroleums problems. Colonel Spannt;.: mad* the presentation on b#-/~ half of Major General E. ti^ V. ' Gregory, General. the Quartermaster*: >' ~ ... Accompanying the: awaidf was a citation, signed by LtC.; General Brehon Somervell, chief of the Army Services of 'jtj Supply, which expressed thdC Army's "official commando^ Hon and praise" for "coii*i tributing greaHy to the stand*^ ardization of fuels ond lubri^*^ cants and containers soviet employed by the Armies of' the United Nations during twdv overseas theatre missions." 4. A story on the presentationa l and on Mr. Gay's work as a, technical consultant, appears^ on Pag* 2 2 of this issue. Published by * ETHYL CORPORATION ' 405 Lexington Avenue,' - New York 17, N.Y. : .> -ii- J Manufacturer of Ethyl fluld, \ used by oil companies to im~^ prove the antiknock,qualify ofaviation and motor gasoline* JUNE 1944 TWENTY SIX WORKING DAYS EVERY MONTH Paydays would com* out even, holidays would stay put, business planning would bo simpler -- if order were re stored to the days of our years. That's what the calender reformers propose doing. This article tells why.........Page 3 THE SAGA OF THE SEVEN ENGINEERS They travelled nearly a million miles, faced the danger of enemy attack, contracted malaria end other tropical diseases -- and made a contribution to the war effort of which the oil industry can be justly proud...................................... Page 6 THE INVASION COAST OF EUROPE A handy, detailed war map, which you may want to save, appears in this issue. It shows the northwest coast of Europe and outlines the mountains, rivers, canals and railroads of the area. A "Battle Baedeker" follows the map. --Page 12 FARM MARKET NINE INCHES DEEP To plow or not to plow -- this growing controversy is of vital concern to all those with a stake in the farm market. Here's an appraisal of the argument by a noted writer on farm subjects...................................................................Page IS T! 8 Ol A th di da clc ce. W cu an coi yet all sett 1 cor ca]< nor 1 as i fro: froi day Teu it i: civi wei; Ini fere lead fere apjx grot scril ETC 31858 1> WFNTY-SFX WORKI EVERY MCfNT.H- The last four months of 1944 will give everyone a chance to see how an interesting proposal would work -- to bring the calendar up to date \\\ \N\ S*. hen Hamlet said, "The time is But die basic difficulty with the Wout of joint," he didn't know calendar that we use is that its days the half of it. Not only are the timaerse unevenly distributed throughout disjointed. The calendar is out of the year. date. Because of this, the first half of a Christmas, according to some ec regular year is three days shorter clesiastical authorities, should be than the second. Holidays leap celebrated on January 7. George around the week with reckless aban Washington's birthday really oc don -- and strange results. A single curs on February 11, not on Febru month can have anywhere from 24 ary 22. Easter is always coming to 27 weekdays. And any of four "early" or "late"; it never seems to teen different combinations of the come "on time." And a couple of calendar are possible for a given years ago. Thanksgiving Day was year. all up in the air until politics finally settled its hash. It Always Was -- Or Was It? These are only a few of the in All this is accepted as common congruities that result from using a place by most people, who seem to calendar which is neither consistent feel the calendar is of divine or mys nor universally accepted. tic origin, and therefore not to be The present Gregorian calendar, questioned. Actually, the present as it is called, takes its chronology calendar is only 362 years old, and from Pope Gregory XIII, its months culminated centuries of previous from three Roman emperors, and its changes in chronicling the days. Yet days from Greek and Roman and the vagaries of the calendar, which Teutonic mythology. But although had their origins in Biblical days, are it is the chronometer of western of real concern in modem times. civilization, other calendars far out Consider Easter, for example. weigh it in other parts of the world. Away back in 325 A.D., the Coun In India, for example, so many dif cil of Christian Churches in Nicata ferent calendars are in use that a laid down the formula for deter leading periodical publishes six dif mining the occurrence of Easter ferent datelines with each issue, to Sunday each year. It was decided appease the six different racial that Easter was to be the first Sun groups represented among its sub day after the full moon following scribers. the vernal equinox. As a consequence, Easter under our present calendar can occur on any date between March 22 and April 25. This 3J-day variation ob viously has an important effect on retail trade, with an "early" Easter frequently hurting it, because of the usual blustery March weather, and a "late" Easter encouraging people to buy new Spring outfits. Last year, ,, the latest Easter of the twentieth;', century occurred, when it fell on'. April 25. That Easter date will not be duplicated again until the year 2038. -- etc 31859 There are other quirks in the cal endar which are of even more fre quent annoyance. The uneven incidence of paydays within a month frequently makes it difficult for a wage earner to budget his income. Similarly, a manufac turer agreeing to fill an order, say, in 90 days would be well advised, under ordinary circumstances, to count the number of Saturdays and Sundays in the period, and be guided accordingly. Otherwise he might find himself subject to substantial overtime wage payments to his em ployees, in order to complete his order on time. In like manner, ne gotiable and legal instruments and life insurance policies must all be drawn with an eye on the calendar, to prevent Sundays and holidays from making them illegal. Meandering holidays frequently upset business planning. Whether a holiday falls in the middle of a week, or on a Monday or a Friday, makes all the difference in the world, in normal times, in anticipating gaso line demand, retail trade, newspaper circulations, electric power loads. The fact that holidays don't stand still from year to year is a constant source of annoyance to business men and statisticians. Comparisons with previous periods of time must frequently be subject to mathemati cal correction. To make the calendar light and set is the goal of the calendar re formers. The outstanding effort in this direction is the proposed World Calendar, sponsored in the United States by the World Calendar Asso ciation and endorsed by many busi ness and civic organizations. Under the association's plan, the calendar would be nailed down and remain the same from year to year. Each year would begin on a Sunday and end on a Saturday. Holidays, birthdays, anniversaries and all else would stand still on their appointed day in the week, and not go wander ing around from Monday to Wed nesday to Friday to Sunday. To accomplish this end, the World Calendar would keep the same num ber of months in the year, but would rearrange the number of days in six of the months. The World Calendar Thus, the first month of each quarter (January, April, July, Oc tober) would consist of 31 days; all the other months would have 30 days each, February included. This of course would make a total of 364 days for the year. To get the 365th day (in order to complete the solar year, upon which all calendars must be based), the calendar reformers would create an extra day, which would follow Saturday, December 30. This extra day would be a world holiday, December W -- the Year End Day, which would take the place of the former December 31. And in leap year, there would be a second extra holiday, June W -- the Leap Year Day, which would fall the day after June 30. People would have to recast their thinking a little bit if these changes were made. After the final week in the ordinary year would come an extra day. This would make the final week read, "... Thursday, Decem ber 28; Friday, December 29; Satur day, December 30; December W, the World Holiday; Sunday, Janu ary 1." Again, in leap year, there would be another extra day follow ing the last week in June. This innovation, incidentally, is the one-feature of the proposed cal endar which has met with objection. That objection has come primarily from two religious sects, Orthodox Jews and Seventh Day Adventists, which firmly maintain that the sev en-day week was ordained until the end of time, and that to change it would be sacrilegious. Actually, the seven day week, which was adopted by the Nicaean conference of Chris tian churches in 325 A.D., has been changed a number of times. Revo lutionary France, in 1793, pre scribed a ten-day week for all Frenchmen, until Napoleon restored the traditional seven-day week. Sim ilarly, Soviet Russia, until 1941, ex perimented with first a five-day and then a six-day week, but is now busy chasing the Nazis back into Germany seven days a week. Aside from the foregoing oppo sition, however, the new world cal endar has been accepted by virtu ally all other prominent religious groups, as well as by business and government bodies, because it would restore stability and order to the days of our years. The world calendar, if adopted, would consist of four equal quarters, with 26 weekdays in every month and month dates always on the same weekdays. Thus, New Year's Day would fall on a Sunday, Easter Sun day on April 8 (subject to church approval), Christmas on a Monday -- and bills on the first of the month, as before. The revised world calendar would have these advantages, ac cording to its sponsors: Every year would be the same as the year be fore. Each month, each week, each day would have the same dates as signed to them year after year. Holi days would remain constant on the same day of the week. Each quar ter would be equal, consisting of 91 days each, for a total of 364 days. (The 365th day -- December W -- would not be counted numerically). . This proposed world calendar has been advanced as the most practical solution to a problem which has baffled scientists nd scholars, em perors and priests for thousands of years. Briefly, that problem is how to divide evenly into a calendar 365 days, j hours, 48 minutes, and 46.15 seconds. For that, in fact, is the solar year -- the time it takes the earth to make a complete revolution around the sun. Even before the solar *vear was employed, the ancients used the lunar year to measure their days upon the earth. The most primitive calendars thus were based upon the 29V2 day cycle of the moon. In Egypt, meanwhile, the true solar year had been discovered -- more than four thousand years be fore Christ. In all likelihood, it was determined by noting when the sun rose due East, and measuring its re occurrence a year later. Upon this knowledge, the ancient Egyptian calendar was based. It provided for twelve months of 30 days each, with five extra days, ded icated to the gods, added to the end to complete the 365-day year. This year, however, was some six hours short of the true solar year, and by the time of Julius Caesar there was a considerable error in time. The calendar was more than two months ahead of the seasons. So, turning to the Egyptian astron omer, Sosigenes, Caesar learned that the true solar year was 365 % days. Forthwith he inaugurated a new calendar year, consisting of 365 days, with an extra day to be added every fourth year, to take care of the four quarter days meanwhile accumulating. The "fifth" month, Quinctilis, was renamed July in hi$ honor, and so the Julian calendar was bom. Caesar's successor, Caesar Augustus, further improved upon the Julian calendar, and so had the "sixth" month, Sextilis, renamed August in his honor. Making the Year Fit Although the Julian calendar rep resented a distinct improvement over earlier time plans, it was still n minutes, 14 seconds longer than the true solar year. Consequently, by the time of Pope Gregory -- sixteen centuries later -- the calen dar was ten days out of line with the seasons. So, again the calendar was revised -- simply by dropping ten days out of the year, 1582. Further, in an effort to keep the calendar on time, the Pope provided that the extra day of leap year should be omitted three times in every 400 years. This is why the year 1900 was not a leap year, although the year 2000 will be one. The Gregorian calendar has been the timepiece of western civiliza tion ever since. It is not, however, universally recognized. In Russia, for example, the Greek Orthodox Church still adheres to the old Jul ian calendar -- which is why Christ mas there is celebrated on January 7, not December 25. The Orthodox Jewish and Mohammedan faiths re ly upon their own lunar calendars. The Ethiopians mark time by their ancient Coptic calendar. And in India, China and Japan, there are many more metronomes of the days -- very few of which, however, are in tempo with one another. For the reasons previously out lined, the calendar reformers would replace the Julian and other calen dars with the new World Calendar. And this year, they have a golden opportunity. For the last four months of the present Gregorian calendar fit exactly into the pattern of the proposed World Calendar. The only necessary change would be to replace Sunday, December 31 with the new World Holiday, De cember W--and the new year would begin on a Sunday instead of a Monday, as presently projected. But the proponents of calendar reform are not so hopeful. They believe it will not be until 1950 that their world calendar will be adopted. That year, under both the Gregorian and World calendars, begins on a Sunday. And by that time, they believe enough nations will have approved of their new time plan to put it into universal effect. Time will tell. ' *r\: ' I- 'Mnv . `, >* rvi.,. /?*& r/'- /o ETC 31861 li 5& by W. J. H*gg*n They flew to Pearl Harbor, to Africa, to India, to Alaska and did a job of which the oil industry can be distinctly proud his is the story of seven oil Tmen with a mission -- a mission which was supposed to be com E. 0. Seymour, ra :OBy-Voeuum Oil Co. pleted in six weeks, but which stretched out for over three years. It is the story of an important con that were not influenced to some tribution to the war effort, one that degree by the work of these seven was made without fuss or fanfare men. and consequently little known to In the course, of their work some either the oil industry or the gen of these men, well past the first eral public. blush of youth, endured many acute In doing their job these men discomforts, caught tropical diseases traveled nearly a million miles, whichriaid them low for months mostly by airplane, and in addition and Cirseveral occasions their very they compiled seven thick manuals lives were in jeopardy because of and handbooks for the Army and close brushes with the war. the Navy which became a kind of The saga begins on the morning engineering bible on the storage and of August 20, 1940, when they handling of petroleum products all assembled in a conference room in over the world. Few petroleum in a government building in Washing stallations were constructed by the ton. They were there at the behest United Nations after October, 1940, of Dr. Robert E. Wilson, then head of the Petroleum Section of the Advisory Commission to the Coun cil of National Defense, who was acting on requests from the War and Navy Departments. They had been nominated by the presidents of their companies as the men best qualified to deal with construction and operation of oil terminals, Ethyl blending facilities, pipe lines and docks, fire protection and other associated oil problems. It is perhaps fair to say that only the United States Government could have commanded the talent and ex perience represented in that group of seven men. Each was a top man in his line, and collectively they rep resented 1 j7 years of engineering experience in the oil industry. Collectively from that morning on they became the Engineers Ad- B JUNE, 1944 VfC****' man, he insisted that everything his colleagues wrote be fully docu KJ mented and he checked and double-checked much of the mate rial himself. As secretary of the \ il committee he was a kind of axis around which the committee's work fl- '>gtlbfcht, rhillipt Ptrol*um Co. g!Sfr`- Stan revolved. He kept track of his colleagues and acted as a clearing,house for information. Walter Samans, The Sun Oil Company, chairman of the com mittee and its spark plug. He had CV*CV :tvcev5 been engaged in engineering and construction work for 35 years and had an amazing amount of informa tion at his finger tips. In addition, visory Committee on Oil Storage. The men and some of their quali of the oil business, of electrical and chemical engineering and was some he knew specifications backwards and forwards and had a wide knowl edge of applied mathematics. fications are listed below in alpha thing of a mathematical genius. His E. D. Seymour, Socony-Vacuum betical order: colleagues were to learn that when Oil Company. Big, jovial Ed Scott Drummond, Standard Oil Sid Johnson turned in his answer on Seymour had spent 31 years with Company of New Jersey, was a a mathematical problem there was Socony-Vacuum, most of it design practical engineer with a wealth of nothing more to be said on the ing and constructing plants, ter experience who knew how to get matter. minals and refineries in foreign things done. He had built a lot of O. B. Lewis, Ethyl Corporation, fields, and his advice and experience oil storage for the Jersey company was invaluable to the group on were invaluable to the committee. and had pioneered in adopting new several counts --his knowledge of He was an expert on pipe lines, both tank designs and construction safety practices in the oil industry, land and underwater installations, methods. He knew a great deal long experience in handling leaded and rendered extremely important about pipe lines and terminals and gasolines and his special knowledge service in this connection in both having handled many construction of the operation of Ethyl blending Africa and the Caribbean area. jobs in his time he knew what would facilities. No project ever got past The committee's job as it was work and what wouldn't. the talking stage until Oscar Lewis outlined to them that day in Wash W B. Engelbrecht, Phillips Pe had examined it from stem to stem ington was to draw plans for under troleum Company, was an expert for potential hazards. One has only ground storage of a 100-day reserve on aviation gasoline. He knew its to examine the various manuals and supply of aviation gasoline. The chemical and physical characteris handbooks prepared by the com task was expected to take about tics and was able to make many mittee to detect his ever-present six weeks. helpful suggestions on storing 100- hand. If an installation required an There followed a long series of octane gasoline. Being closely asso Ethyl blending plant, his special conferences with Army and Navy ciated with the manufacture of knowledge was germane as were officers and other experts on how aviation gasoline, he was able to his dry comments on proposals that the problem should be attacked. It point out anticipated changes in threatened to go out of bounds. would be a misstatement to say that composition of that fuel. Clifton D. Norris, The Texas there was complete agreement on Sidney E Johnson, Standard Oil Company. In addition to being a either procedure or objectives. The Company of California, was what first-rate engineer. Cliff Norris had committee's first job was to enlarge you might call an engineer's engi special knowledge of storage ter Washington's thinking on oil stor neer. He had extensive knowledge minals and docks. A precise-minded age. The committee urged that the ETHYL NEWS ETC 31863 project be considered in terms of millions of barrels instead of thou sands of gallons and eventually they won their point. Another bone of contention was the degree of security necessary. All kinds of suggestions were put forth, e.g., Mammoth Cave in Kentucky, abandoned coal mines, old caves, quarries and underwater storage. Even President Roosevelt contributed a suggestion or two. In the original file there was a White House breakfast menu on the back of which the President had scrawled his thoughts on the subject. The Engineers' "Blue Book" After much talk, study and in vestigation the committee was ready to put something on paper. This was a difficult job because they had no specific set of problems to get their teeth into. Eventually, how ever, a set of conditions was assumed and the now famous "Blue Book," which bore the official title "Report on Underground Tankage for Avia tion Gasoline," gradually took shape. The report was mainly a study of underground tank design, but also covered many problems connected with gasoline storage, construction, tankage layout, pipe lines, valves, pumps and tank appurtenances, Ethyl blending facilities, auxiliary power plants, fire protection and other subjects. It was to become a classic in its field. The report was shown to Presi dent Roosevelt who asked E. R. Stettinius, Jr., to accept it and to express his thanks through Dr. Wil son to the committee. With these amenities out of the way the mem bers of the committee returned to their jobs under the impression that their work was finished. Early in 1941, however, things began to happen. Various committee mem and with chars fuel mom sand; Unit trips of st tion Tv were durii worl on p 94' cons Ben Docl tract gaso! and > also on ti and busy Line ing t was task eral F In roun paramigh of th all < poin take Sam: wor Eng they to fl ferei on 1 Sam The bleak and barren Arctic was one of many stopovers ETC 31864 ETf members were called to Pittsburgh and Washington for consultation with the U. S. Engineer Corps, charged with the design of Army fuel storage. During the ensuing months'the members traveled thou sands of miles to all parts of the United States on field inspection trips. They assisted in the selection of storagesites and in the prepara tion of specifications and reports. Two members of the committee were busy on other "defense" jobs during this period. Walter Samans worked intermittently for the Navy on petroleum problems. In August, 1941, he was appointed a petroleum consultant by then Rear Admiral Ben Moreell, Bureau of Yards and Docks, in connection with the con tracts for fuel oil, diesel oil and gasoline storage required in Iceland and other North Atlantic bases. He also checked the work being done on the connected pumping facilities and docks. Scott Drummond was busy working on the Plantation Pipe Line, which, although it had noth ing to do with the committee's job, was nonetheless a highly important task closely associated with the gen eral petroleum supply situation. Flew Off in All Directions In August, 1941, the merry-goround began to whirl in earnest. To paraphrase a famous quotation, it might be said that various members of the committee flew off rapidly in all directions. From an historical point of view the first overseas trip taken by Johnson, Norris and Samans is probably the most note worthy. At the request of the Army Engineer Corps they dropped what they had been doing and prepared to fly to Honolulu for a special con ference. Norris and Johnson got off on the clipper on August 14 and Samans followed a week later. It was on this trip that a com mittee member first rubbed shoul ders with royalty. A fellow traveler on the clipper with Samans was the brilliant Lord Louis Mountbatten, at that time skipper of the British aircraft carrier Illustrious which had put in at an Atlantic port for repairs. Mountbatten, destined soon to be an admiral and commander in chief of the Southeast Asia Command, proved an all-round good fellow and a pleasant traveling companion. The Pacific Problem The problem in Honolulu turned out, in the light of subsequent events, to be a very important one indeed --the Pacific war reserve aviation gasoline storage for both the Army and the Navy. During their stay in Hawaii the three com mittee members studied existing facilities, the proposed and possible locations for new tankage, pipe lines, receiving and issuing facilities, as well as the desirable rates of re ceipt and issue. After canvassing the situation thoroughly the trio made a series of recommendations com patible with its general knowledge of the handling of gasoline and the requirements as then estimated by the Armed Services. The recom mendations were accepted and work was under way before they left for the mainland. Before leaving for home the com mittee members did a little sightsee ing around Honolulu. They bor rowed an Army station wagon and a Filipino driver who knew the ter ritory and set out. The driver in sisted on taking them through Doris Duke Cromwell's fabulous estate which is sometimes referred to as Shangri-La. The sightseers were a little apprehensive about this tres passing, but they were reassured by the Filipino. "Don't worry," he said. "If won der who you are I say `I bring laundry.' " On the return trip Samans, who left Honolulu ahead of Johnson arid Norris, took a 3 zoo-mile clipper ride to nowhere. After bucking an increasing headwind to within 700 miles of the California coast the clipper had to turn back 1600 miles to Honolulu. Samans has one enduring mental picture of the immaculate Lord Louis Mountbatten on that trip to nowhere -- one of complete loss of official dignity. As the returning clipper was coming in over Diamond Head Mountbatten ignored the "Fasten-Your-Belts" signal and took up a position aft of amidships of the plane, leaning over the baggage where he could get a better view through the port glass. At that mo ment the plane hit an air pocket which dropped it sharply about 50 feet. What followed was like a scene from a comic film. Mountbatten was projected upward until his back hit the ceiling and then fell, most ungracefully, flat on his face. The baggage, subject to the same laws of gravity, bounced off the ceiling and fell all over Mountbatten. For tunately he wasn't hurt and after he had been relieved of the impedi menta he joined in the general laughter. On October 16, 1941, the spon sorship of the Engineers Committee was taken over jointly by the War Department and the Navy Depart ment since the nature of the work concerned these two departments of the government only. The mem bers were then requested to prepare a new report on underground stor age for aviation gasoline. Work on this second manual, now commonly referred to as the "Red Book," was completed by the ethyl news ETC 31865 end of November, 1941. It dealt mainly with the layout of gasoline storage, piping, accessories and ^.operations whereas the "Blue Book" had been primarily a study of the design of underground and other wise protected or concealed tank age. The report included a number of drawings showing typical details and the recommendations were based on specific situations that had been studied. Early in December Johnson and Norris received orders to take an other jaunt across the Pacific, this time to Manila. They were to report directly to General MacArthur and to handle the war reserve storage in the Philippines as they had handled it in Hawaii. After making hurried arrangements for passports includ ing vaccination, inoculation and cholera shots, they took off on the Anzac Clipper at 4:15 P.M. on December 5, after two Japs had been put off.to make room for them. The Japs were very much annoyed, and later events showed that they might well have had a reason. Other pas sengers on the plane included U. Saw, Premier of Burma, and his aide, Tin Tut. Three hours out of San Francisco, however, the clipper developed motor trouble and turned back. It finally got off at 11:20 P.M. on December 6. The trip was unevent ful until the big clipper was about three hours out of Honolulu. At that point some of the more observ ant passengers noticed that the plane dropped down into the overcast and remained there. They were still more puzzled, on nearing the Ha waiian Islands, when the plane did not continue straight on toward Pearl Harbor. Instead it dropped low over a series of hills and landed somewhat roughly behind the breakwater in Hilo Bay. It was then about noon, Hawaiian time. Learned of Pearl Harbor Only then did the passengers learn what had happened. The skip per assembled the group and told them that what he had to say might seem incredible, but that the Japs had been bombing Pearl Harbor since about 8 A.M., that it was ap parently serious and that all pas sengers were to go ashore at once. The delay occasioned by engine trouble out of San Francisco thus Upot,,!S'onp*0 Yh. Jp0 -- turned out to be a lucky break. Otherwise the clipper might have been wiped out at Pearl Harbor at 8 A.M., December 7, in taking off for Midway. It was almost a week before the two engineers got to Honolulu and had a chance to see the shambles that had been Pearl Harbor. They first called on the district engineer whom they asked to report their presence to the War Department. He gave them a graphic account of the situation and informed them all traffic west had been suspended indefinitely. Thereupon they of fered their services to the district engineer who had been ordered to install bomb-resisting cover over all the important gasoline storage on Oahu. During the next few weeks Norris and Johnson inspected the bomb damage at Hickam Field, Wheeler Field, and Pearl Harbor Naval Base, and after a study of various reports and publications submitted designs for bomb-proof gasoline storage in steel tanks which later received commendation from the fortifica tions section of the Office of the Chief of Engineers. They also as sisted the Navy in the problem of removing waste oils from the harbor. Before returning to the mainland they also examined plans for gaso line storage at airfields in the Ha waiian and other Pacific Islands and made a number of recommenda tions in two reports entitled "Bomb Proofing War Reserve Aviation Gasoline Storage" and "Air Field Aviation Gasoline." On the return trip their plane, the "Philippine Clipper," a compara tively small ship, which had been repaired after being shot full of holes by the Japs at Wake Island, ran into a real Pacific storm, char- ac: of his M. we the sa tin sos clij sto cot din Gc I sen Ch hot ran Ho, see: we. loc ren assi / ber ing Wa Car and Ad.can: Dn Inch 1 pro file AT< Cor air t was facil coni som< of fi plan on-t dete wen 10 JUNE, 1944 ETh ETC 31866 acterized later by the skipper as one of the worst he had encountered in his 26 years of flying experience. More than half of the passengers jsvere violently ill, as were some of the crew, and Cliff Norris who was strapped in his seat immediately under the ventilator duct was soaked from head to foot as the clipper rolled and tossed in the storm. The plane was blown off its course and lost considerable altitude during the battle, but at dawn the Golden Gate was dead ahead. Back in Washington, Norris pre sented his reports to the then acting Chief of Engineers and spent several hours telling a number of highranking Army officers and a White House representative what he had seen at Pearl Harbor. The reports were then marked "secret" and locked up in the files. Johnson remained in San Francisco and assisted in procuring materials. About this time three other mem bers of the committee were prepar ing to travel in other directions. Walter Samans headed south for the Canal Zone to help plan for fuel oil and diesel oil storage on both the Atlantic and Pacific sides of the canal; E. D. Seymour and Scott Drummond hopped off for Africa, India and points east. The African junket was a joint project of Pan American Airways, the Ferrying Command (now the ATC) and the Army Engineers Corps. The ever-increasing flow of air trafflc across the Dark Continent was threatening to swamp existing facilities and Washington had been concerned over the problem for some time. A study had been made of the situation and certain tentative plans had been drawn up, but an on-the-spot survey was needed to determine what changes, if any, were necessary and to get the work under way as promptly as possible. quendy, 'the B-24 was very much While the African problem was on the alert on the trip from Khar- the first order of business, plans -toum to Cairo. One of the skipper's were also made to survey the air precautions was to station Ed Sey route to India and to check the mour behind one of the machine possibility of establishing a new guns with instructions to shoot if route to the Dutch East Indies. The the bomber was attacked. However, scheme had to be abandoned, of except for the strain, nothing hap course, when the Japs took Singa pened. pore and the Dutch East Indies. The problem in Africa was two Seymour and Drummond, however, fold. Terminals on the west coast carried visas good as far as Batavia. had to be expanded and new facili The African survey was made up ties installed and the air steps across of two parties. Seymour and his central Africa had to be shortened. group made the trip "aboard a B-24 A four-motored bomber could fly Liberator bomber. Drummond and from Accra to Khartoum nonstop, some others followed a week later but fighter planes had to stop at by regular commercial plane. several intermediate spots to re-fuel. The group aboard the B-24 made This meant expanding facilities a preliminary survey across Africa for gasoline storage, among other while waiting for the other party to things, and in many cases the con catch up. The big bomber traveled struction of new airfields along the from Accra to Khartoum to Cairo; route. With the Red Book and Blue down the Red Sea to Port Sudan Book as guides, however, the ex and Aden, and then back to Lagos. perienced engineers working on die This was the period when Rommel job were able to proceed at once had pushed the British back on with the establishing of priorities Alexandria, and Egypt wasn't exact and ordering materials. ly the safest place in the world. Nazi The terminal problem was com planes had a nasty habit of bombing plicated by lack of adequate harbor the airfield at Cairo and of dodging facilities at some points and the only in and out of the air lanes. Conse- Continued on Page 19 of 0 'Oh 9a*tb!" Se e *a ethyl news 11 ETC 31867 ETC 31868 -T2Xu; BATTLE BAEDEKER NE of the most important facts about Europe, O whose northwestern area is shown on the pre ceding pages, is that it is the most maritime continent in the world. There are six-and-a-half miles of coastline for every thousand square miles of land. No point in western Europe is more than 220 miles from the sea. No point in central Europe is more than 450 miles from the sea. No point in western Russia is more than 700 miles from the sea. What, therefore, has been a liability in the Pacific war may turn out to be the most precious asset in the reconquest of Europe, as the greatest moritime fleet in history keeps the invasion forces supplied from nearby bases. To understand Europe, one must begin with the sea. For the sea has molded Europe's destiny as deeply as it has shaped its ragged coastline. - Accordingly, Europe's climate is determined princi pally by the Atlantic and the Mediterranean. These two seas.make for more even temperatures and for greater humidity than is usually found in temperate climates. The Atlantic conditions the weather deep into western Europe, while the warm Mediterranean is felt as far north as Hungary. The Mediterranean and the Atlantic make for innumerable good, deep harbors along the southern and western coasts of Europe. In the North, however, the coasts of Germany and Denmark are studded with the dangerous shoals of the North Sea and the Skagerrak, which are often covered by only two feet of water at low tide. On land, how strongly the Nazis have been able to fortify their Festung Europa will become evident as the invasion progresses. But over and above these man-made obstacles are the age-old barriers which Nature has laid In the path of previous conquerors. But by the same token, Nature has judiciously pro vided broad avenues of advance for invading armies. To reach Berlin, therefore, the Allied forces must ulti mately follow one or more of the historic roads of war. Europe as a continent consists primarily of broad plains. More than 50 percent of its surface lies at eleva tions of less than 650 feet. Across these great plains, most of Europe's principal rivers flow, connected at many points by a vast network of canals. Still, the out standing topographical feature of Europe is its series of great mountain ranges. Along the western front, the principal mountain bar rier is in Norway, where its chain of fjords stands like a grim sentinel along 1,100 miles of Atlantic coastline. These fjords, together with Its system of ice-coated mountains and fjeids, make Norway altogether a diffi cult terrain. (The only other mountain range bordering on the Atlantic coast is the Pyrenees, which form a natural barrier between France and Spain). Denmark, too, is fringed with fjords, but these shallow gulfs don't compare with the steep Norwegian cliffs, in further contrast to Norway, Denmark consists mostly of rolling plains and low hills. Further down the western coastline is the Nether lands, which as everyone knows consists largely of land that has been reclaimed from the sea and from lakes, estuaries and peat bogs. One-fourth of the land is below sea level, and if the protecting dykes were ever opened, that entire area would be inundated. Belgium, In the north, is like Holland, but in the 'center, large plateaus run parallel to the lowlands, while in the south the country is featured by the high lands of the Ardennes, which extend into neighboring Luxembourg. The Belgian coast, which is only 42 miles long, is guarded by shoals and sandbars. France is topographically the most varied country in all Europe, ranging from broad plains and basins to lofty mountains. Most of the country, however, con sists of flat lowlands, except in the south where the Alps sit astride the Italian and Swiss frontiers. France's ports are the best along the whole Atlantic seaboard, and it has many gently sloping beaches. France, too, has many rivers which figured strategically in the last war, and an Integrated system of canals.. Switzerland, to the east of France, is of course famous for its lofty Alps, but these ice-capped peaks aren't its only topographical feature. Adjoining them is the Central Plateau region (stretching from Lake Geneva to Lake Constance), while in the northwest the Jura mountains and valleys are to be found. Austria, east of Switzerland, represents a continuation .of that mountainous and hilly country. In southeastern Europe, Yugoslavia, Greece, Bulgaria and Rumania are governed chiefly by a series of mountain ranges. Virtually the whole Adriatic coast of Yugoslavia Is covered by mountains; in fact, three fourths of the entire country is mountainous. Greece, with two mountain systems, is a land of peninsulas and islands, bounded everywhere except in the north by water. Bulgaria is governed by the Danube River in the north, the Balkan Mountains In the center, and the Rhodope Mountains in the southwest. Rumania is con trolled by the Carpathian Mountains and the Transsylvanian Alps, although in the south it has 350 miles of shoreline on the Danube. Hungary Is a land of great plains, bordered on the east by the Carpathian Mountains. Czechoslovakia is the farthest from the sea of all European countries. Then there is Germany. The home of the Nazi Wehrmacht is a great coastal plain in the north, with 900 miles of coastline fronting on the shallow Baltic. Its North Sea coast, although less than 100 miles long, is much more important because it opens to the Atlantic. The Great Northern Plain embraces nearly one fourth of prewar Germany. Central Germany is largely a highland region, including the Hartz Mountains and the Thuringian Forest. The southwest highland includes the Black Forest, while to the South is the Alpine fore land. The Rhine, which empties out into the North Sea, is the most important river of Germany. Whatever paths the Allies may take, all roads lead to Germany. With the Russian army steam-rolling from the east, with American and other Allied forces driving in from the south and west, every German will one day learn the truth of the "geography" lesson which for many years was drummed into the heads of the student sons of Prussian noblemen. The lesson: Question: "What is Germany?" Answer: "Germany is your Fatherland, entirely sur rounded by enemies." 14 JUNE, 1944 V ru tin llB sm m; mi sh. cai Srale ya of an> cu to ed th: eit tu; SCI EZL M- 1-1 Turning over the topsoil with a moldboard plow preparatory to planting (WmM of VOW IP&SM is only MMSI a&fSHJlIi imp By Stetson Clark Editor's Note: The moldboard plow, mainstay of Ameri can farming, is today the center of a storm of controversy. Stimulated by a book by a former county agent, Ed Faulkner, its critics charge that the system of agriculture *based upon plowing is all wrong; that the moldboard plow injures the soil, promotes loss of moisture, hinders fertility and contributes to soil erosion. The argument is of more than immediate concern to agriculture. Its outcome is of real importance to every manufacturer and seller of farm equipment and to every oil company selling to the farm market. To aid those of us who are not farmers but who have a stake in this important market to understand the nature and the significance of the controversy, the Ethyl News asked Stetson Clark to write the following article. Mr. Clark is a well-known writer on farming problems and a practical farmer as well. He writes as a farmer sees the subject, and suggests an interesting solution. hen the hired man plowed the four or five inches. Most of the fit Wgarden patch spring had ar ting of the land had to be done with rived in earnest. It was a pretty phicoes and mattocks. ture. Chickens deployed to snatch up The moldboard plow made possi luscious earth worms. The farmer's ble an American farm of 50 or 100 small boy followed behind the hired acres that could be operated by its man in the furrow. The straining owner, a hired man and a pair of muscles of the horses' rumps, the horses, and support a family in de shining plowshare turning under old cency. It scotched the possible de cabbage stumps and the weather- velopment of a low-wage, lower- grayed stocks of last year's weeds, and-upper class system in America along with a liberal coating of barn right from the start. yard manure, created a fresh carpet of new earth that even smelled good. The Theory of Plowing It was spring, and a way of life -- The plow turned a band of soil and a chapter in the history of agri completely over, 12 to 14 inches culture that may be getting along wide and six or seven inches deep. toward its end. The debris of last year's growth was The moldboard plow was invent buried to this depth. Fine new soil ed 200 years ago in England. Before was brought to the surface that had that, plows turned up the earth on only to be scratched to form a per either side of the share, but did not fect seed bed. turn it over. They hardly more than Our whole theory of agriculture scratched the surface to a depth of and present system of cultivation has been developed from the start ing point of the moldboard plow. Was it wrong? Some authorities are beginning to wonder. Here and there farmers have late ly been discovering that crops can be grown without plowing. The idea has had its widest applications in the growing of wheat in the Canadian northwest and western Kansas. A disc harrow can convert wheat stubble into a good seed bed without any plowing at all if condi tions are favorable. A rubber-tired tractor that plows : 1 acres in a day can get over 35 acres in a day's time with a tandem disc harrow, or single-disc 70 acres. A discing or two, and the wheat can be sowed. Bi-passing the plow saves time, gets the crop in while conditions are favorable. But the time that can often be saved by dispensing with it is just Wos mtdiovof plowing feottor for fho fond? Etc one reason the moldboard plow is now losing favor in some quarters. Objections have been made to it on the score of the harm that it is doing to our soils, and its inefficiency in unlocking their productiveness. And it has remained for a one-time county agent, Edward H. Faulkner, to be so sure of the wrongness of the plow as we have come to know it, and plowing, as to write a book on the subject with enough fire and conviction in it to make it a best seller--Plowman's Folly, which was published a year ago last July. Louis Bromfield, distinguished author, farmer and authority on soil con servation, said in writing about this book in the Reader's Digest, "Prob ably no book on an agricultural sub ject has ever prompted so much discussion in this country." At most public libraries copies are now on reserve for months ahead. It has gone through its seventh printing. Another book also caused a lot of discussion in its day. Unlike Faulk ner's book, it was for plowing. The title was, A Horse Hoing Industry, and the author was Jethro Tull, an English gentleman fanner bom in 1673. The moldboard plow was just one of a number of revolutionary tilling devices that were brought out at that time. The moldboard plow paved the way for them. The text of Jethro Tull's treatise, pub lished in 1733, is illustrated with de tailed drawings of horse-drawn cul tivators, harrows and seeders as well as various designs of the plow that was to influence agriculture more profoundly than any invention that has followed it. Tull also describes a theory of crop cultivation, listing the advan tages that result from the deeper, more thorough stirring of the soil that the new plow effected. A study of the drawings con- .tained in this treatise shows that the design of the cultivating contri vances that were promptly invented to accompany the moldboard plow have not been basically altered. Many of the observations that are made by Tull, on the benefits of plowing to crop growth, have al ways been accepted as axiomatic. Faulkner challenges Tull. He chal lenges the usefulness of the moldboard plow. He considers that the theory of crop cultivation that has been de veloped in conjunction with it should be discarded. Perhaps he is Tull's most effective challenger in 200 years. The New Theory in Practice Can crops be cultivated as Faulk ner says they can without first plow ing the soil? Faulkner tells of to matoes, beans and cucumbers that thrived to perfection without plow ing, and without fertilization, to prove his points. Not all authorities agree with his findings. The Ohio State Experiment Station grew com over a period of six years, some of it on plowed land, some of it on land that had not been plowed. The av erage yields on the land which had been plowed were 10 to 15 bushels greater per acre. But the fat is in the fire. Excep tion has been taken to the advan tages of plowing. Something is likely to come of it. Some of those who disagree with Faulkner concede that perhaps there has been too much plowing. Is aeriation of the soil, which is achieved by deep, thor ough plowing, advantageous as Tull suggested? Twenty years ago Ha waiian pineapple growers were dis counting the advantages of keeping the soil loose. They laid down build ing paper between rows to keep out weeds and conserve moisture. The sh ner qu< ties adt ter ac dis dis she soi wc to lef inj an w. Pr aF m sc In P] b; m b. sc V d P ,d h o a c g n t c r. F Tho author, Stetson Clark, on his farm in Pennsylvania 16 JUNE, 1944 ETC 31872 shut-in soil produced bumper crops. Many of the theories that Faulk ner advances are accepted without question bv practically all authori ties on soils and plant growth. He advocates-stirring in vegetable mat ter. He thinks nothing of discing in a crop of rye six feet high. One-way discing lays the rye flat; another discing cross-wavs chops it into short lengths and works it into the soil. More discings may follow to work it more fully into the soil and to chop it finer. But some of it is left on the surface as a mulch. Faulkner devised a special mark ing device to row-out his tomatoes and beans. He got a set of heavy wagon wheels and fitted on lugs that pressed holes into the soil a foot apart as the wheels revolved. To mato plants were dropped in, soil scuffed around them -- and they lived without watering. Beans were planted in hills in the holes formed by the wagon wheels. The straw mulch left on the land on which the beans were planted was so deep in some places that the knobs on the wagon-wheel marker couldn't reach the soil at all. Here the straw was pushed aside by hand and the beans dropped on the packed soil the heavy marker wheel had passed over, covered with a hoeful of dirt, and "left to their fate." But they came up fine, and the crop was a great success. Few question the benefits of mulching to crop growth. Few ques tion the desirability of working cover crops into the soil. But Faulk ner has new techniques for these practices. Rather than haul his straw to a stack or into the barn and later respread it, he gets some of it spread around as a mulch at the same time he works part of it into the soil. Under no circumstances would he plow it under. He is against plow ing without qualification. Plowing, he holds, would loosen the soil too much, cut down capil lary action that brings water to the surface where crops can use it. Plowing, also, he believes, slows down the chemical changes and bac terial activity that must convert or ganic material into humus necessary to a good soil texture, and which creates the plant food, nitrogen, from decaying vegetation. The Thesis Borne Out Faulkner's excellent crops of to matoes and beans help to support his theories. But, also, much of the most recent thought of students of soil bacteriology and plant growth tend to bear out his main thesis that plowing may not be necessary or the most desirable initial operation of cultivation. A mulch is a check to the evap oration of moisture from the soil. Any contractor who cures his ce ment by planketing it with wet mats can understand that much. Moreover it has been demonstrated repeatedly that a mulch promotes plant growth under most any condi tions. Humus, because of its organic nature, can likewise retain water that leaches out or quickly evapor ates in soil made up predominantly of minute mineral particles, the form assumed by decomposed rocks, the other material of which soils are made. There also appears to- be a great deal to be said for Faulkner's con tention that the best place for hu mus is on top, or near the top -- where it will serve as blotting paper drawing water that falls as rain into the soil and holding that which is in the soil. Why bury it seven inches deep? asks Faulkner. -It was nature's plan in the forest and everywhere else, before the arrival of the plow, to put a mulch and a humus deposit on top, and the feeding roots of most of our presently cultivated plants expect to find it there. Much land has been worn out by too persistent plowing. Along with the over-plowing has gone over cropping, and erosion. A matting of mulch with a water absorbent layer of humus-rich soil directly beneath it might go far to check erosion. Such a soil could hardly help but be productive. But in a climate such as prevails in most of America, char- P/owing has become such an art that, in normal times, annual contests are held which attract huge throngs I> ethyl NEWS 17 ETC 31873 there is a contrivance that is now 'being widely used in small scale op erations by market gardeners and florists that fits soil for planting sole without turning it over. Instead, it line chews it up, breaking up clods and tior chopping grass roots and other vege job table material into small pieces and exp. incorporating them into it. This Dru doesn't seem to fit exactly into V Faulkner's conception of the right Uni way of soil preparation, but may be ishe closer to it than plowing. con; The great mechanical innovations Seyi in farming in recent times have been abo: applied to harvesting rather than wen soil preparation or tillage. Faulkner Indi has left the door wide open. He has som thrown down a challenge to Ameri B-n ca's inventive genius to create such Fieli Thit tractor, owood by Claronco Dauborman, it boliovod to bo tho tint on* ovor convortod to high compression a wonder as the McCormick reaper to replace the plow, or to perfect a machine as ingenious as a com upt sea t Flyi: husker to remove the weeds from ingti acterized by torrential downpours, weeds from thriving along with trash or mulch-covered land. T even a mulch covered humus-blank most any row-type crop. Our pres Faulkner has eloquently asserted that eted soil would not in itself check ent horse or tractor drawn culti that the plow is outmoded. Not long roun water erosion. vating equipment was not designed ago men learned in the strategy of in la Every authority agrees that more to operate on mulch covered land, war also said the battleship was out atur humus should be added to our soils. or land with much trash on it. moded. We did not scrap our battle Wht Faulkner envisions a scheme of ships, but devised a strategy better out cropping in which such practice Mors Mechanization Seen adapted to the requirements of mod Gerr would be basic. Weeds would be The author of Plowman's Folly em warfare for using them. Some until chopped up before they could seed, concedes that the present type of thing like that may come about in whel and mixed into the soil along with cultivating equipment could not be the utilization of the moldboard the cover crops* In a few years, under extensively utilized with such a plan plow. Afric such a program, all weed seeds close of tillage as he advocates. But he Its days indeed may be numbered. n- enough to the surface could be given does not for a moment consider that But more probably it will be em Seyir a chance to sprout, then killed. mechanical cultivation can be dis ployed more strategically in a plan long Faulkner sees a time when no weeds pensed with. Rather than less mech of farming that will call for the con durir would have to be contended with. anical tillage of the soil he envisions servation and more careful study of pneu: But a trashy surface could not more extensive use of motorized our soils in a more flexible and eco kept prevent them from maturing while equipment. nomically stable kind of farming, to mont crops are growing. Any practical Right now, it is hard for most match human values of a sturdy in he n farmer could tell him that nothing practical fanners to visualize a more dependent farm life in America that anoth I short of a thick mulch and consid effective way of bringing a tough the moldboard plow helped to wher erable hand weeding could prevent sod to heel than by plowing it. Yet create. done lation See coupl THE SAGA OF THE SEVEN ENGINEERS Continued from Page it solution was to lay undersea pipe lines to suitable mooring-buoy loca tions. This was a tough and tricky job which required all the skill and experience of men like Seymour and Drummond. Within a month after leaving the United States the survey was fin ished and the expansion and new construction work well under way. Seymour flew back to the States aboard the B-24 and Drummond went on to the Middle East and India. Seymour's return trip set some kind of a flying record. The B-24 Aew nonstop from Roberts Field in Liberia to Trinidad, which up to that time was the longest over sea trip ever made by a land plane. Flying time from Liberia to Wash ington was exactly 22 hours. There are many who contend that this improved and expanded air route across Africa was responsible in large measure for bringing about a turning point in the European war. When the British pushed Rommel out of El Alamein and started a German retreat that never stopped until it reached Italy they had over whelming air superiority. Most of the planes used came over the African air route. The African adventure put Ed Seymour out of circulation for a long time. He contracted malaria during the trip and later developed pneumonia, and the combination kept him incapacitated for several months. Later in the year, however, he recovered sufficiently to make another trip into the Caribbean area where he supervised the work being done on various petroleum instal lations. Scott Drummond also had a couple of bad bouts with illness. At Baghdad, on his way to India, he came down with dengue fever, sometimes known as breakbone fever. He recovered from this within a relatively short time, only to be hit by a bad reaction from a yellow fever inoculation he had been given in Washington before starting the trip. He stayed on the job, however, until it was finished despite the fact that he was a pretty sick man during the final phases of it. After returning to the United States Drummond spent nearly sixty days in Johns Hopkins Hospital. But by late September he was off ETHYL NEWS 19 for Greenland, again by plane, on another committee job. In Decem ber he made a second trip to Africa where he spent most of the next three months. He might have kept going indefinitely had not his doctor put his foot down and ordered a long rest.* These are only the high lights of the many trips made by various members of the committee. Johnson and Norris flew to Nome, Alaska, during the summer of 1942 to make arrangements for petroleum storage there. This was an important job with several special problems to be overcome, but mainly they had to work against time, because Nome is icebound for all but about four or five months of the year. They made their survey, drew up plans and got the job rolling in the shortest pos sible time. It was finished on sched ule. They also stopped at Anchorage and Fairbanks for consultations. Flying in Alaska is no bargain at any time because of the many mountain peaks and the incessant fog. It was on this trip that one of the pilots was heard to mutter: "It's too bad to fly, but not bad enough to cancel out. This is one of those nights that makes me wish I'd studied bookkeeping." Walter Samans was sent to a num ber of Navy installations, both on the east and west coasts, to review estimates, plans and construction for fuel oil, diesel oil and gasoline stor age. Later he flew to Alaska where he checked the design and operating features of three large oil storage centers. There were other trips by various members of the committee - trips to Newfoundland, Cuba, Puerto Rico, Venezuela and the Canal Zone. C. D. Norris made a trip to Cuba as a consultant for the Navy on fuel storage. Sid Johnson spent six JUNE, 1944 * Scott Drummond's work and adventures have been more fully reported in a senes of articles in "The Lamp," a publication of the Standard Oil Company (N'J.) mo Te ing Cat W traUn of Fra oth shu Bar ing cor the C can 194 be wh hap the the: on Bui B oth< tim I months in Alaska, the Northwest Territory, and Yukon, as a consult ing engineer on the now famous -Canol project. Oscar Lewis and W B. Engelbrecht did all of their traveling within the continental United States. Lewis made a number of inspection trips to Seattle, San Francisco, Dayton, Miami and other points, while Engelbrecht shuttled back and forth between Bartlesville, New York and Wash ington. With other members of the committee away so often, much of the routine work fell on them. Meetings on the Run Committee meetings were rather catch-as-catch-can affairs during 1942 and 1943. They were likely to be called at a moment's notice -- whenever three or four members happened to be in the same town at the same time -- and most of them therefore were held in New York 'on the 39th floor of the Chrysler Building. Besides all their traveling and other work the committee found time to compile seven thick manuals and handbooks for the guidance of Army and Navy personnel which have become the guideposts for petroleum installations all over the world. In addition to the "Blue Book'' and the "Red Book" already mentioned, the following list of publications will give some idea of the scope of the committee's work: Operating Manual for War Re serve Aviation Gasoline, Under ground Storage Centers--June, 941Report on Underground Storage of Fuel Oil and Diesel Oil to the Bureau of Yards and Docks -- August, 1942. Report on Delivery of Several Grades of Gasoline Through a Single Pipe-Line System -- Janu ary, 1943. Supply and Service Manual on the Handling of Aviation Gaso line, originally known as the A.TC. Manual or"Safe Operating Procedures for Handling Avia tion Gasoline at Airports" -- July, 943Handbook of Operating Proce dures for Handling Fuel Oil and Diesel Fuel Oil at Navy Supply and Fuel Depots. (Published now by the Bureau of Supplies and Accounts, U. S. Navy). All Done -- Well Done A number of other reports have been prepared by several of the committee members covering spe cial problems presented from time to time by the Army Air Forces which required inspection of facili ties at many airfields and the check ing of actual field operations. At no time during the three years it was active did the Engineers Committee ever turn down an assignment. They accepted them all without regard to personal conveni ence or even the danger that might be involved. And once they started a job they stuck to it until it was done --and superbly done. Their prestige rose steadily in Army and Navy circles until their findings and recommendations were accepted without question. They have done a job of which their respective companies and the oil industry gen erally can be proud. The 10th anniversary at the first bulk shipment at 100-octane gasoline to the armed forces was recently observed in a ceremony honoring the oil industry's contribu tion to the war. As part of the event, a group of men representing Navy petroleum supply operations, the Petroleum Administrator for War, and labor and manage ment of companies participating in 100-octane production were invited aboard a Navy aircraft carrier, where they observed 100-octane gasoline in action. The picture below shows the group watching the aerial display from the flight deck of the carrier. IK K ERROL J. GAY HONORED BY ARMY rrol J. Gay, manager of the by the Armies of the United Na E Bus, Truck and Fleet Division tions during two overseas theatre of Ethyl Corporation, was recentlymissions. The first mission and sub awarded an Emblem for Meritorious sequent follow-up work resulted in Civilian Service by the Army for much simplification of the supply of his work as a technical civilian ad petroleum products and containers visor on petroleum problems. The to Overseas Theatres of Operation. award was presented by Colonel The second overseas mission to George F. Spann, commanding offi England, as Civilian Consultant for cer of the Jersey City (N.J.) Quar the Fuels and Lubricants Division, termaster Depot, on behalf of Major OQMG, and the Army/Navy Pe General E. B. Gregory, the Quar troleum Board, resulted in harmony termaster General. It is one of of action between the United States the highest honors ever given to and Great Britain, and in simplifi civilians. cation and standardization of the Besides the emblem, Mr. Gay supply of petroleum products to received an Army Service Forces' both. During this tour of duty he "Commendation for Meritorious worked with nearly every engine Civilian Service," signed by Lt. manufacturer in the United King General Brehon Somervell, chief dom, which resulted in more effi of the Army Services of Supply, cient and economical use of fuels and expressing the Army's "com and lubricants." mendation and praise for meritori Although this award was in ous performance of duty." recognition of his services overseas, The accompanying citation reads: Mr. Gay had previously assisted the "For contributing greatly to the Army on technical matters in this standardization of fuels and lubri country, dividing his time between cants and containers now employed Detroit and Washington and work ing with the Armored Forces at Fort Knox, Kentucky. On his first overseas mission, Mr. Gay flew to North Africa, where he assisted the Army on maintenance and supply problems connected with fuels and engines. On his second trip, to England, he worked directly with the British Ministry of Fuel and Power, helping to coordinate the manufacture and maintenance of vehicles for the armed forces. Mr. Gay, who has been with Ethyl for 14 years, is nationally known for his work with manufac turers of heavy-duty engines and operators of bus and truck fleets. He is a member of the Executive Committee of the American Transit Association and chairman or mem ber of committees of the Society of Automotive Engineers and the National Association of Motor Bus Operators. OUR PICTURES Cover, Acme Newspictures, Inc.; Page 8 (top and center). Official U. S. Navy Photo graphs; Pages 10, n, 19 (top) and 20 (bottom), courtesy Pan American Airways Sys tem; Page 20 (top). Black Star. i 22 JUNE, J944 ETC 31878 facts and flashes KTHYL IS A TRADE MARK NAME Nearly a trainload of Ethyl fluid leaves for U.S. oil refineries every day . . . one reason why the American petroleum industry can supply our armed forces with tre mendous quantities of the finest gasoline in the world. Because military requirements today take the cream of U.S. gasoline production, octane quality of civilian gasoline has necessarily been lowered. Just as surely as Hitler and Tojo will go down, so gasoline quality at home will come U again. Fact is, you can expect to be selling far better gasoline than ever before. Ethyl Corporation, Chrysler Building, New York 17, N. Y. ETC 31879 -?"V &y.t The gasoline station that goes to sea A single Navy fighter or torpedo plane uses more gallons of gasoline per hour than fifty auto mobiles. Therefore, a "flat-top" has to be more than a floating landing ' field. It also has to be a seagoing gasoline station--a "super station" if there ever was one. U. S. aircraft carriers not only carry a bigger stock of gasoline than any service station ashore, but they also carry better gasoline. Nearly every drop is the high-octane fuel for which American aviation engines are designed--practically every gal lon of which contains Ethyl fluid. Whenthefightingisoveryou'ttbeabte to get gasoline of far higher quality for running your automobile, air plane, truck or bus than you've ever had before ... and ultimately post war engines will be designed to get more power and economy from this greatly improved gasoline. We of Ethyl look forward to working with the engineers of the automotive, petroleum and aviation industries in making the best use of high quality post-war gasoline. Our research workers in Detroit and San Bernardino are now engrossed in war work, but when peace is won they will once more help industry develop better and more economical trans portation. ETHYL CORPORATION Manufacturer of Ethyl fluid, tried by oil companies to improve the antiknock quality of aviation and motor gasoline. OASOMNI POWItS THI ATTACK--DON'T WASTI A DKOPt ETC 31880 Thomas Midgley, Jr., vico president of Ethyl Corporation, was honorod hy Ohio State Uni versity when it conferred upon him the honorary degree of Doc tor of Science. The degree was awarded in recognition of his achievements in fuel research, the discovery of the antiknock properties of tetra ethyl lead, the development of non-toxic, non-inflammable re frigerants, for his pioneer studies in rubber chemistry, his contribu tions to the extraction of bromine from sea water, and for fostering the spirit of research. After the degree was con ferred, Dr. William Lloyd Evans, past president of the American Chemical Society and emeritus professor of chemistry at Ohio State University, said in his speech of tribute: "The research work of Dr. Midgley has received wide recognition, as is evidenced by the great number of distinctions which have come to him from those groups best qualified to evaluate his contributions to human knowledge. Through ex perience, the layman will also testify his indebtedness to one who has contributed so greatly to more-pleasant and efficient living. He has made science a liberator, and we rejoice with him in the satisfactions that must be his in seeing the fruits of his labor. Posterity will acknowl edge their permanent value." EXPLOSIONS ABE THE STUFF OF WAB 3 Flying bombs, rocket planes, seff-propeffed lankt and bazookas froquontly amaze people as new and Ingenious instrumonts of war. But strongs as it seems, these and other "modsrn" weapons all come down to one basic factor -- the force of an explosion. BIG INCH, BIG QUESTION 7 The 1,250-mi/e pipeline running from Texas to the East Coast has been a Ilfs savor in the war. It has provided the equivalent of a float of unsinkabio oil tankers. But what will be Its fats after the war, when seagoing tankers are again available? MECHANIZED MIGRANTS 10 An army of self-propelled combines is swooping north through the farm belt, harvesting a million acres of grain which might have boon lost to the war effort. Horn's a surprising story of what tan bo done -- with gasoline-powered farm machinery. HIGHWAY TO JAPAN 12 The second of a series of handy war maps, for Ethyl News readers, appoars in this issue. It shows the Control Paciflc region, where Aiiied naval, air and land forces ore carrying the Fatihs war closer and closer to Japan. YES--THE ARMY AND NAVY HAVE SAFETY PROGRAMS TOO 16 To make 6.1. Joe have the same hoalthy rospoct for industrial products -- as he has for his riflo or mathino gun -- is the ob/ect of a safety program, of long standing in the oi/ industry, which is being extended to the Army and Navy. CRASH FIRE FIGHTERS 19 Down in Jacksonville, Florida, an Army school is turning put a now kind of fireman -- one to handle the fires that start when q piano crashes. New techniques of fire control are being loarnod, which will have lasting benefits. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y- Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasolino ETC 31882 5 \ tXfLotlO\t orporal Ed Murphy, U. S. C Army, stepped to the door of the paratroop transport, looked out into the night, and jumped -- eight hundred miles. At the time he was only a few hundred feet above Axis territory, but actually his jump had started hours before on a darkened field in England. On the ground, he and his buddies located the railroad bridge, silenced the two antiaircraft batteries defending it, and blew the bridge into the river. Then they located the old white bam where they were to wait for another trans port to pick them up at daybreak. Their work was done, but nobody wanted to sleep. In the cellar under the bam they lighted cigarettes under their helmets and talked in low'tones. Ed Murphy handed his iighter to one of the engineers with them. "That was some explosion. Doc. You engineers are a noisy bunch." He smoked a minute. "Any more explosions like that and we'll all be shell-shocked. Who's got the plasma kit?" THE STUFF OF WAR ... and whether they take place in a shell, a bomb, or a gasoline engine, they generate the driving force of battle Shorty and the rest chuckled in the darkness. "Laugh," said Doc. "Go ahead and laugh -- but that was about the millionth explosion you've heard tonight. Remember the two ackacks on this end of the bridge?" "Me and Ed took care of them with four grenades," objected Shorty. "That was four explosions, that was no million." "But each one shot a couple of hundred rounds while you were sneaking up on it, and each one of those rounds was a whole chain of explosions in itself." Doc counted off on his fingertips. "First, a little detonator went off in the base of the shell case, and that set off the charge of powder that threw the shell up into the air. What made the shell go off once it was up in the air? A time fuze -- which exploded a little charge of lead azide, and then the booster. And the booster set off the main bursting charge which exploded the shell." "Gee whiz," said Shorty. "A whole string of explosions. Like when you stand a row of dominoes on end, and push this one over, and they all fall down in a row." Ed Murphy thought a minute. "Still doesn't make a million, Doc. A million is a helluva lot of ex plosions." Doc ground out his cigarette butt with a groan. "Aw, you guys! How'd you get here tonight from England?" "We flew. In a big plane with four engines." ETHYL NEWS 3 ETC 31883 "Okay, corporal -- four engines. What made the engines run? Gaso line -- exploding in all those cylin ders, thousands of little explosions every minute! You traveled eight hundred miles on explosions that came out of an oil well back home ... Now you talk about shell shock when we dynamite a bridge. Dyna mite is peanuts when you compare it to gasoline exploding." . "Gee whiz," said Shorty. "Do you know what?" Doc de clared. "War is nothing but one long series of explosions!" There was a thoughtful silence. None of the men huddled under that dark bam missed his point --yet probably no one grasped the full implications of what he had said. Hitler himself may not have grasped it vet. Explosions, the stuff of war, take place inside of tight, precision-made, metal cylinders -- rifle barrels, hand grenades, shipping mines, rocket shells, blockbusters and internal combustion engines. The nation which can manufacture most of these will have the greatest weight of war materiel. Let the Germans consider this --for it explains how America, starting from behind, has already outproduced a long-mo bilized Axis in so short a time. Not only that. Planes, bombs and gaso line "made in the U.S.A." within the last year have been the direct means of wrecking the Nazis' own war production centers. Hitler might still be puzzled even if we state the matter in basic terms: America's vastest field of endeavor is the oil and automotive branch of Land mines, Hying bombs, rifle bullets and torpedoes all are important explosives. But gasoline burning inside the cylinder of an internal combustion engine (center picture) represents possibly the most decisive explosive of the war ;BIG INCH BIG QUESTION Will the pipe line that today is pumping oil to the East tomorrow do a turnabout -- and bring in natural gas? To meet the critical need for the equivalent of a fleet of unsinkable oil tankers, the "Big Inch" pipe line was built. And today it is a priceless transportation system, car rying more than 300,000 barrels of oil daily from Texas to the East Coast. But after the war, the present emergency will have passed with the final removal of the submarine menace and the restoration of sea going tankers to peacetime service. And then the United States will have on its hands a brand new over land oil artery and a number of questions. Among those questions will be whether the "Big Inch" will con tinue to move oil in its present large volume -- or whether the tanker fleet will resume its traditional role of carrying more than 95% of the oil reaching the Eastern seaboard. Also to be decided will be whether the proven success of the "Big Inch" indicates that future crude oil lines to be built will be of a similar large diameter. The answers to those questions lie, first, in the relative costs of moving oil by pipe line vs. tanker; second, in the amount of oil that can be supplied by fields adjacent to a line; third, in the amount of oil that will find a market at the pipe line's terminus. How these ques tions are resolved may revamp the entire oil transportation system. To form a basis for judgment, one must first understand what has already been accomplished with the "Big Inch." Originally, the line was designed to pipe 300,000 barrels of crude oil daily to East Coast refineries. Ac tually, it has been transporting closer to 315,000 barrels per day -- 5 per cent above expectations. This is a tremendous volume of oil. It is almost 10,000 gallons a minute, 600,000 gallons an hour, and more than 13,000,000 gallons a day. Moreover, the 24-inch line has been found to be more economical per barrel of oil transported than smaller lines, and its cost of opera tion compares very favorably with tanker costs. Nazi U-boats took a grim toll of seagoing tankers until the Big Inch could supply the Eastern seaboard with oil jSS \ Oil shipments to the East via the Big Inch have exceeded expectations ETC 31886 But assuming similar economical costs, what are the chances that other "Big Inches" will be built? Where would they be laid? What would they mean? For another "Big Inch" to be built anywhere in the world, two conditions would have to be met: a continuing supply of 300,000 bar rels of oil daily at one end, a corre sponding demand for oil at the other. To Make the Line Pay As for the supply, the need is not only for an adjacent field or fields capable of producing'300,000 bar rels of oil daily. A fundamental re quirement is for sustained produc tion at that rate for the length of time required to pay for the line. If the line were to be amortized in ten years, the producing area feed ing it would need to have reserves sufficient to produce more than one billion barrels of oil in that time. This would necessarily mean a field of several times that amount, since it would otherwise be impossible to maintain production at that rate for that length of time. There are only two other known producing areas in the world that could supply pipe lines of such ca pacity for the assumed necessary period. These are the Lake Mara caibo region of Venezuela and the Persian Gulf fields. Since there is already in existence a large fleet of shallow draft tankers designed espe cially to carry oil from the Mara caibo fields to the West Indian re fineries, it is unlikely that a large diameter line will be built in Vene zuela. Furthermore, the saving in distance would not be so great as that which would result from a line in the Middle East. It is less than 1,000 miles from the Persian Gulf to the eastern Mediterranean by a direct overland route against three times that distance by tanker. This, by a process of elimination, leaves the Middle East as the only present possible location for a large diameter pipe line. The Persian Gulf fields in that area are capable of supplying substantially more than 300,000 barrels of oil daily -- and for many years to come. Con versely, Europe, which will be served principally from that area, is capable of consuming well above that volume. It is probable, there fore, that this will be the location of the next "Big Inch," when and if one is built, and possibly the only place that such a line will be built for some years to come. It would be possible to take the production from several fields to supply a 24-inch line, but this would involve installing so-called "feeder" lines to connect the sup plying fields with the big line's terminal. This would add both to the construction and the operating costs of the line, in a degree depend ing on the distance and number of the contributing fields. It was nec essary to install some 200 miles of feeder lines to supply the "Big Inch." Tanker vs. Pipe Line Similarly at the discharge end of the line, if the full capacity can not be consumed at the terminus, it must be distributed. In this lies the undeniable advantage of the more adaptable tanker. While the "Big Inch" has two terminals, the New York and Philadelphia refining areas, a tanker can discharge its cargo at any point along the coast from Baltimore to Boston. The pipe 8 JULY, 1 944 f ETC 31887 P line takes crude oil only from Texas tion as a purely economic under If this conversion is undertaken, it and only to New York and Phila taking. It does not appear that pres would maintain the line in useful delphia. The tanker can take on ent sources of supply will be able service and it would be available to crude oil at any port of any pro to maintain the line's operation at transport oil again in the event of ducing region in the world and un capacity through a pay-out period another emergency. load it at any other port. Substitute for Tankers of possibly ten years. Instead, it would be necessary to install addi tional feeder lines to tap new What the Big Inch Did lens of millions of dollars and These supply-and-demand fac sources of supply. This might so tens of thousands of tons of steel tors were not a consideration in the add to the cost of the line that it went into the construction of the building of the "Big Inch," which would no longer be competitive "Big Inch." This may seem like the was undertaken as a substitute for with tankers. The uncertainty of expenditure of a huge volume of and not a competitor of tankers. the availability of supply would money and critical material on a For years, more than a million bar make the purchase of the line a. venture that, possibly, may not sur rels of oil daily moved from the hazardous venture. vive the war. But even if the life of Gulf to North Atlantic ports by Thus, an alternative has been sug the "Big Inch" is a short one, it tanker, and no serious consideration gested. It is that the line be con will have proved to be a highly use was given to a pipe line until tanker verted from a crude oil to a natural ful one. It made tankers available routes were threatened. But when gas carrier. This possibility is fa for the prosecution of a two-ocean peace returns, the reasons of mili vored by the fact that the South war. It shortened the oil route to tary necessity which brought the west contains the greatest known Europe and Africa. And it con pipe line into being will give way natural gas reserves in the country tributed greatly to the prevention to considerations of competitive while the North Atlantic states of civilian distress along the Eastern costs. Thus, the question arises: comprise the largest potential mar seaboard during the most critical Will the "Big Inch" survive the ket not now served by natural gas. period of the war. war? The line, built by Government funds, will be owned by the Gov Bringing in a natural gas wall. Attar tha war, tha Big Inch could ba usad to transport natural gas to tha East ernment. It could be both owned and operated by the Government, it could be owned by the Govern ment and leased for operation by private interests or it could be pur chased and operated by a private company. If it were to be Govern c ment owned and operated it would necessarily depend on private com panies with refineries on the East Coast as customers. These compa nies already have large tanker fleets f and it is therefore doubtful if they t would use the line in preference to t facilities they already own, unless e the tankers could be operated prof e itably in another service or unless <r the pipe line rates were made so favorable that they could not be S ignored. cs It is improbable that one oil com St pany or a group of oil companies )e would purchase the line for opera- 4 Jl ethyl news 9 CL.U, c A self-propelled army of combines Is sweeping through the farm belt to harvest a million acres of grain nce more nature is helping the upon them. Production of large O cause of freedom. For the combines has been curtailed for sev eighth consecutive year, governeral years, paralleling reduced wheat ment estimates of grain production quotas. indicate bumper crops. In addition Recognizing these facts, the to anticipating a better-than-average Massey-Harris Company of Racine, yield per acre, the United States can Wisconsin, one of the leading manu look forward to the extra produc facturers of farm equipment, went tion afforded by 14 million more to War Food Administrator Marvin acres of grain than were planted in Jones with a proposal which has 1943, according to AAA allotments. been accepted by the WFA and is But grain growing in the field will now in operation. The idea was to feed no hungry bellies unless it is build a fleet of Massey-Harris selfharvested. And the farm manpower propelled combines, organize a plan situation is even more serious than to put them to work in the most it was a year ago. Moreover, there efficient way, and set up a field staff are only 109,000 combines of io-foot to carry out the plan. cut or greater capacity in the coun Massey-Harris was able to get a try--and their average age is nine sufficient number of parts to years --which indicates that many assemble 300 combines. The ma of them will not be equal to the chines are the 14-foot self-propelled heavy burden that will be placed type, powered by high-compression engines designed to take advantage of the extra power in gasoline. These combines will average 10 acres more per day than a 14-foot conventional model and 32 acres more than a 6-foot conventional model. This greater efficiency is due to ease of operation, faster working speeds, and less time wasted in opening fields and transporting between jobs. Figuring that each machine is capable of combining 50 acres of grain a day and should work at least 40 days during the harvest season, an objective was set up of harvesting a minimum of one million acres. It was obvious that this goal could not be reached without a well-organized plan of operation, good teamwork, and intelligent direction. In order to distribute and route the combines so they can reach their full usefulness of at least 40 days, the Massey-Harris Self-Propelled Harvest Brigade was 10 JULY, 1944 ETC 31889 formed. The complete plan encom passed cooperation among the War Food Administration, the Agricul tural Adjustment Administration, - custom combine operators, the Mas sey-Harris Company and its dealers. The Brigade .itself was set up on military lines, with every participant assuming a definite responsibility for the success of the program. Officers were appointed ranging from Commander-in-Chief to Technical Sergeant. To start the ball rolling, MasseyHarris allocated the 500 combines to dealers who agreed to participate in the program. It then became the dealer's responsibility to secure a purchaser who was both a compe tent custom operator and thor oughly sold on the Brigade and its objectives. The dealer accompanied the purchaser to his County Board, to secure the necessary purchase certificate, and arranged for delivery and erection of the combine at one of several strategically located serv ice depots in the Southwest. As soon as he took possession of his combine the operator joined the Harvest Brigade, a giant mechanized division moving northward from Texas through the Plains States which are responsible for 70% of our wheat crop and ending up in Minnesota and the Dakotas. As it progresses northward, the battalion is under the constant supervision of a staff of trained field men. Supply depots are located at strategic points and are adequately stocked with service parts. In addition, the Brigade operator will have access to the regular service facilities of MasseyHarris dealers. Oil companies will cooperate by having tank wagons on the spot to supply gasoline and oil. Farm Agendas Helping The National, Regional, State and County units of the WFA and AAA have pledged the cooperation of their field organizations to assist Brigade operators on their arrival in each county, directing them to acre ages which are available for custom cutting. The assistance and experi ence of these Boards are invaluable, as they have intimate knowledge of the territory and its needs. As the Brigade progresses from one dealer's territory to another, the Dealer Captain takes command. It is his responsibility to direct the work of the Brigade, to function with the County AAA Board and MasseyHarris field men to secure a maxi mum acreage of custom cutting, and to direct operations of the Brigade so that operators may move from field to field with a minimum of delay. Important as is the organizational work, the Lieutenants of the Harvest Brigade, the custom operators, are the men who shoulder the greatest responsibility, for they are the men on the "firing line" in the battle of food production. It is up to diem to operate and take care of their ma chines. It is they who work from dawn till dark, day after day, over a period of many weeks. In recognition of the splendid job these men are doing, and to supply an additional incentive for maximum efficiency, the Massey-Harris Com pany has established a number of prize awards for the operators who make the greatest contribution to the Brigade based on dollar volume received for custom-cutting services. Each operator secures a signed re ceipt for all acreage he harvests. A copy of this receipt goes to the Massey-Harris Company to serve as a basis for making the awards. There are eight prizes, all in War Bonds, ranging from $500 (maturity' value) down to $100. And the objective of the plan? To harvest a million acres of grain which might otherwise have been lost to the nation in time of need. The youngest harvest brigadier is a 15-year-old Texan youth One of the 500 self-propelled combines which have been enlisted to help farmers meet their food production goal Ir ~ Amov . , Taichi Tainan lriomota ^Ishigaki TAIWAN FORMOSA Rasa Jima rI 7*1 -V4V* BakiCkatmd " Batan Islands Luzon Strati Parece Vila SOUTH Laoag Vigan San Fernando CHINA , Ungayi Iba , San Fen Baton i SEA Co"i**do1 Batangas' CalS& MINDORO! Busuanga alamian Group to , PANAY ITaytay Iloij . Dumaran NEGRO! erto ^r,ncesaDumagu^| ZULU SEA i CSauglauyan _Z_a_m_ Cbootaabnagtiaw MtnCulf ' ^feasilan ^!olo * I ^Tawitawi Sibutu CELEBES SEA M Yap r Ulithi Fa PALAU . ISLANDS f Babelthuap Koror Angaur Peleliu Ngulu Soto! Miangas Sonsoral T ^Talaud > Eilanden Pulo Anna Merir % Sangihe ( Eilanden g A*^Morotai Halmahera^* - Tobi M Molucca j. Temates'? Passagi P '4 Asia Eilanden Mapia or St David Kendari "soela^ Eilanden Misol Eilanden *7 ^Jtanlea Boeroe^Ol VCEKOT jAmboina fof*Boetoeng BANDA SEA McClutr Gulf d*Gorong Bsd& Jchouten w ~ >nek iwo Jim* *jp Minami Iwo Jlma Minamitori Shima (Marcus); SCALE IN MILES too 200 400 $00 . Uracas ,Maug Asuncion Agrihan s Pagan .Alamagan MARIANAS * Guguan ISLANDS Sarigan Anatahan . Medinilla . /Saipan Tinian * * Rota l Guam Ulffltf t Fats Sorot Eniwetok . (Jjelang Gaferut Faraulep XWweesstt.. %> Ulul '- # .MMuurrilllo. Pisaras.^onhKiISlANOS Olimarao Lamotrek Woleat lfaIikElat Satawal Pulap ISl^fi^- .. ^ Oroluk - P"Kuop is Nama Pulusuk' Losap NE Namoluk rt-, NOMOI . Lukamor ,, ISLANDS .Satawan I SLA Pakin ^ SENYAVIN Ponape ISLANDS ^ Mokil Ngatik > Pingelap N DS Nukuoro Kapingamarangi Sae Nimgo Group Kaniet ADMIRALTY ISLANDS Wuvulu ' Hermit Is L^^pu MMuucscsaaiiu^ SGT.RM0UApTTHIAS Emirau* Tench animo Manam Rambutyo --New Hanover Kavien-A. .Tabar Isslands New^^ * Lihir BISMARCK Ireland^^ ' ARCHIPELAGO Nuguria Group Karkar j Green Islands __________ Kilmailau ,Tauu Nukumanu 1 Highway To Japan THE Pacific Ocean it the biggest battlefield in the world, embracing more than 68 million square miles of water. It covers nearly a third of the world's entire surface. It is larger than all the continents of the world and nearly as large at all the other oceans and seas put together. The vast distances to be covered, before supplies and equipment could be used at the fighting fronts, have of course been the biggest limiting factor in carry* ing the war to Japan. Besides this problem of logistics, the Pacific war has brought into being island fighting of a type and on a scale never before experienced. There are literally tens of thousands of islands in the Pacific, ranging all the way from New Guinea, the sec ond largest in the world, to small spits of land cov ered by water at high tide. Not more than 3,000 of these islands have ever been charted. - Although, there are many variations, two types of islands predominate in the Pacific: coral reefs formed by the deposit of trillions of coral shells, and islands of volcanic origin. The Gilbert and Marshalls include many coral atolls, each consisting of a belt of coral roof surrounding a central lagoon. The Marianas, Truk and Palau islands are a combination of coral and vol canic formations both. Some of these islands are capped by lofty mountain ranges, which rise to a peak of 8,000 feet in the case of Guadalcanal in the Solomons. Many consist of dense tropics, through which the progress of troops, day after day, is measured in yards. And some have immense natural harbors, any one of which could easily hold ail of the world's navies at once. On many of these islands, fighting tropical diseases is fully as important as fighting the Japs. In the invasion of Saipan in the Marianas, here is what a Marine med ical officer told a company of Marines, before they went ashore: In the surf, they must beware of sharks, barracuda, sea snakes, anemones, razor-sharp coral, polluted waters, poison fish, and giant clams capable of snap ping on a man like a bear trap. Ashore, they must take precautions against leprosy, typhus, filiarisis, yaws, typhoid and paratyphoid fevers, dengue fever, dysentery, an assortment of skin and eye infections, saw grass or sabre grass, a wide variety of insects, snakes, and giant lizards. They were Instructed to eat nothing growing on the island, nor to drirjk its waters, nor to approach its inhabitants. ' At the conclusion of his lecture, according to a Marine Corps correspondent who wired back this account, the doctor asked his men if there were any questions. A PFC raised his hand. "Sir," asked the private, "why don't we let the Japs have the island?" Detailed on the preceding pages is a section of the central Pacific in a convenient scale to Indicate the rel ative size of some of the islands. The Marshalls, of which the easternmost islands of Eniwetok and Ujelang are shown, consist principally of 32 atolls divided into two island chains. Each island is a true atoll, with a coral reef surrounding an inner lagoon. Just north of the equator are the Caroline Islands, which include the mid-Pacific Jap bases of Ponape, Truk and Yap. Most of the 300 islands in this group are coral reefs, but the above-named bases are volcanic in origin, although surrounded by coral reefs. Truk con sists of 11 volcanic islands and more than 80 coral islets. East of the Carolines lie the Palau Islands, which are volcanic in the north, coral in the south. South of the Carolines are the islands of Melanesia, which include the Bismarck archipelago, the Solomons, Santa Cruz, New Hebrides, Fiji, Ellice and countless others. The Bismarck archipelago, shown on the map, alone consists of some 200 islands of which New Britain and New Ireland are the two largest. New Guinea, 1,500 miles long, is the second largest island in the world, and is 390 miles wide at its greatest width. Six mountain ranges run the entire length of the island, and much of its wild primitive country is unex plored. The Mollucas, or Spice Islands, lie between New Guinea and the Dutch East Indies. The Netherlands East Indies, of which the island of Celebes and the western coast of Borneo are shown on the map, consist largely of mountainous jungle coun try. The archipelago, strategically located between New Guinea, the Asiatic mainland and the Philippines, stretches across 4,000 miles of the Pacific (an area some 1,000 miles wider than the United States) and runs 1,200 miles from north to south. Borneo, the largest of the four islands in the indies, is 875 miles, long and 600 miles wide at its greatest width. North of the Netherlands East Indies are the Philip pines, another archipelago, which Is 1,250 miles long and 650 miles wide at its extreme point. The Philippines are made up of more than 3,100 islands; less than 300 of them, however, are larger than one square mile in area. Most of the Philippine Islands are of volcanic origin. Formosa, the Chinese island taken by the Japs in 1895, lies north of the Philippines. It is 260 miles long and 100 miles from the coast of China. Right of center of the map, and midway between the westernmost Carolines and the Bonin Islands, lie the Marianas -- a 600-mlle-long chain of islands, mostly vol canic. Guam, the most southerly and the largest, is 30 miles long and eight miles wide. The invasion of Saipan, in the Marianas, has brought American forces within 1,465 statute miles of Tokyo. i < I I t < *i ETC 31893 r by Ensign North Clarsy Thumbing their way home on a furlough is easy -- if servicemen will remember these handy tips So you've got a three-day pass, but you dread the train ride home? Maybe it isn't even worth the trip, sitting all night on a suit case, with the crying babies, the MP's, the stale smoke, the endless wait for meals? Cheer up! You can ride home on your thumb -- for free, in solid com fort--just by following these fiye rules: I (i) Be in uniform. In wartime everyone likes to "do something" for the man in service. And hun dreds of motorists are going your way, despite the gas shortage. (2) Look tnilitary. Stand straight, look neat. People seem to ignore the Sloppy Joes. "Sell yourself" with a big, friendly grin -- and your thumb will stop more cars than a red light. (3) Pick a good spot. Stand along a parkway or main artery where you find the long-distance drivers. On a highway, stand at the top of a hill where they can stop for you easily -- not on a down grade where they're booming along and have to jam on the brakes. Best place is a junction, a stop light, a bridge, or some stretch where cars will be traveling slowly. Ticket booths for ferries, tunnels or toll bridges are A-i spots -- the ticket man will usually let you inside, out of the weather, and will often do your asking for you: "Going north, mis ter?" "Heading for Chicago, lady?" (4) Be conspicuous. Stand near the curb, silhouetted against some background down the road which will make you easier to see. Khaki and olive are camouflage colors; and sailors' blues are just a blackout at night. Don't camouflage yourself. Stand so the driver sees you against a building, a billboard, or blue sky. Don't hide in the half-shadows un- demeath a bridge. And at night stand under a light... Just imagine yourself driving a car down that same road, and stand where the motorist can see you some distance ahead. It takes a second for him to go through the mental reaction of: "Hitch-hiker -- no. But he's in uni form--yes." He may be past you before he decides to stop. Also, it gives you a chance to spot the likely cars and the duds. (5) Be a good passenger. Remem ber that you're a guest, and make a good impression. Take off your coat and tie if you're hot, but don't look like a slob. Ask if it's okay to smoke before you light your first cigarette -- and offer the driver one. Talk if he wants conversation, be quiet if he just wants company. Pay for your own meals. And keep this in mind --if the last sailor or soldier had left a bad impression, you wouldn't be riding on the cuff now. You might be standing in line for the diner, surrounded by MP's, stale cigar smoke, and squealing babies. ____ V. ,3Mr> y fen y% c ETHYL NEWS ETC 31894 Yes -- the Army and Navy Have Safety Programs Too! Problems similar to those in industry, caused to some extent by the same substances or conditions, are a part of Army and Navy work today A LL THE HAZARDS of modem WSTl\ fare aren't confined to the battlefield. Some originate in the im proper use of ordinary equipment and supplies. G. I. Joe may have a healthy respect for his rifle or ma chine gun, and yet forget caution when around certain everyday prod ucts which should be handled with care, and which experienced indus trial workers do handle with care. Take gasoline, for example. As those familiar with its characteristics know, gasoline represents an explo sion and fire hazard, and is toxic if absorbed in sufficient quantity. In an eleven-million-man Army and Navy, however, there are sure to be many men assigned to the handling and storage of gasoline who have no previous experience nor know the proper safety methods to be observed. At the same time, underground gasoline storage tanks, especially de veloped for wartime military use, caused new safety problems. Other storage tanks, formerly used for gasoline, were purchased by the Army and Navy for various pur poses and added another factor to the situation. To aid the Army and Navy in solving such safety problems, the oil industry has been cooperating through the Engineers Advisory Committee on Oil Storage, whose work was outlined in the last issue of the Ethyl New. Out of this work came a special assignment for Ethyl Corporation, as a result of Ethyl's specialized knowledge of leaded gasoline and the supervisory control methods necessary for cleaning tanks which have been used for treated gasoline. For a number of years. Ethyl has furnished safety engineers to oil companies to act in an advisory capacity when gasoline tanks needed to be entered for cleaning, inspec tion or repairs. Through the work of the Engineers Advisory Com mittee, this Ethyl service was recom mended to the Army and Navy. Gasoline Hazards Frequently it is difficult for a lay man to understand why cleaning a gasoline tank is a hazardous opera tion. To the uninformed it might appear that it would be merely a matter of transferring the gasoline, or letting it run out, and then enter ing the tank to clean it. Actually, numerous safety precautions are needed to protect workmen from fire, explosion, asphyxiation or toxic ity during the several steps of the procedure. The hazards of gasoline arise chiefly from its high volatility and the consequent ease with which gasoline vapors form. These vapors are explosive if present in a range of i% to 6% of a given volume of air, and toxic if present in as little as one-tenth of i% by volume. To eliminate these dangers, special equipment must be used to free the Dressed in protective clothing, a tank cleaning workman prepares to enter a tank tor a gasoline vapor lest tank of the gasoline vapors, and workmen engaged in cleaning the tank must wear protective clothing -and breathe through airline hosemasks. Ethyl fluid is another toxic ele ment in gasoline, and so constitutes a hazard in tank-cleaning operations. Since the compounds of which Ethyl fluid is composed will vapor ize or otherwise be found in the atmosphere within tanks, special precautions are necessary. Use of the protective equipment described above guards against this hazard as well as the normal hazards inherent in all gasoline vapor mixtures. Through the work of the engi neers' committee, in which it par ticipated, Ethyl offered its safety service to the Army and Navy. The late Secretary of the Navy, Frank Knox, officially accepted Ethyl's offer on behalf of the Navy. Direc tives were sent to Army service commands by Major General W D. Styer and to naval districts by Assist ant Secretary of the Navy Ralph Bard, advising them of Ethyl's safety service, and programs were set up for each of the services. The Army program is under the direction of Colonel R. C. Kuldell, chief of the Repairs and Utilities Branch of the U. S. Engineers, and Lt. Colonel Louis C. McCabe, his deputy assistant, with Major Russell Schell directly supervising the main tenance and repair of gasoline instal lations. Major Schell was formerly assistant manager of the Safety De partment of Ethyl Corporation. Under the Army program, when ever a gasoline tank is to be cleaned. Ethyl is notified and sends one of its safety engineers. The engineer makes certain, among other things, that the tank-cleaning crew has the proper protective clothing, that the protective and testing equipment (airline hosemasks, combustible gas To faeilitato eloaning largo storage tanks, a door plate is dropped out and tlto wait* matorial is flushod or shovelled to tho oponing A tank eloaning erow about to bogin work on a horizontal installation. Tho whoio oporation is earofully suporvisod to insuro eomploto safety ethyl news 17 indicator, etc.) is in good working order, and that the equipment used to work on the tank is of the proper type. In an emergency. Ethyl's safe' ty engineer will have a set of equip ment to lend for the tank-cleaning operation. During the actual tank cleaning, he is in position to act in an advisory capacity to see that necessary precautions are taken. In that way, it is hoped, the stand ard safety procedures developed during years of oil industry experi ence will be absorbed by Army Tho Army's safety program was dovolopod at a rocont organizational mooting. Joseph ftisingor Ibolow), direc tor of safoty for Socony-Vacuum, addressed the mooting, highlighting hit talk with a series of demonstrations personnel, and that accidents from gasoline, during the process of tank cleaning, may be avoided. Naturally, such a program re quired much planning beforehand and its conduct calls for continual discussions and examination. In meetings with Army and Navy offi cers responsible for the safe handling of gasoline, the Safety Department of Ethyl has had a part in planning and guiding the program. Rein forced by the advice of medical consultants whose research and ex perience were the basis of peacetime service to the oil industry -- and on frequent occasion by medical advice on particular problems developed by military necessity -- these engi neers have, in effect, been a part of the gasoline safety' staff of the Army and Navy. Such work has led to the prepara tion of instruction material and to a series of talks before Army groups in all parts of the country in order to carry the necessary facts to the men in training. Special emphasis in this phase of the work has been con cerned with the problems of han dling aviation gasoline, and with certain components of aviation gaso line which present difficulties in re finery storage and handling. The Navy's tank-cleaning pro gram parallels that of the Army, but is more decentralized. As with the Army, each naval district notifies Ethyl's Safety Department when ever a gasoline tank in this country' is to be cleaned, and a safety engi neer is instructed to be on hand during the operation. Overseas the Navy's gasoline tank-cleaning pro gram is supervised by the Bureau of Ships. A number of former Ethyl safety engineers have been assigned to that branch of the service, and the familiar problems of tank clean ing will be among their militaryduties. 18 JULY, 1944 ETC 31897 Gn&Ui tf-ite fyUfkte/ti, he Army is burning things up Tdown in Jacksonville, Florida, these days and nights. A crew of A plane cracks up, crash lands and catches on fire ... and a new kind of Army fireman goes into action men is setting a world of crashed There is one instructor to five or six After all, fighting plane crashes planes on fire --and then proving students. It is no spectator-type is a modem problem about which that new techniques can snuff out school, for every man -- student and not too much has been known. In a boiling oil fires in nothing flat. instructor alike -- actually handles matter of minutes, incalculable losses These Army fire fighters make up every job from operating small hand occur in such crashes, involving the the Airplane Crash Fire Fighting extinguishers to driving the big fire precious lives of highly trained pilots School which is being conducted by fighting trucks; from dumping the and vast expenditures on plane and the Fourth Service Command out of conflagration fuel on and around equipment. Atlanta. The broad objectives of the wrecked planes to operating hand The combined efforts of the fire school are: first, to improve equip lines pushed right into the flames. fighter trainees are to sweep back ment and technique in fighting crash fires; and, second, to bring together High Enthusiasm the flames, to prevent backflashes, to reach the cockpit to rescue key men from all Command Posts, Every problem arising is a per trapped personnel immediately, and pool their collective knowledge, sonal one to each man. And there is then to save the plane. Crews work t give each man an over-all working such enthusiasm for it that civilian together with predetermined clock i familiarity with every phase of his employees, for example, spend many like precision, always on the alert i difficult job, and send these key men overtime hours on their own, work for the unpredictable, which can be i back to their own posts to set up ing on change-overs on equipment, regularly expected. their own programs. developing new gadgets like a pro The setting is a vast Sahara-like Each week approximately 40 en- tective facepiece of Flexiglass taken circular expanse -- the burning area rollees are brought into the school. from turrets of wrecked planes. -- with wrecked fuselages scattered !I I Tho seono is sot for a Bro fighting domonstration, with a wrecked piano saturatod with gasollno Within a tow seconds aftor it has boon touehod ' off, fho wrecked piano is a roaring inforno about, blackened to various degrees from test fires of varying intensities, and a fringe of scrub pines shelter ing a classroom and other satellite buildings. The time may be any Friday nigh, about now, after an intensive week of study and practice by students and instructors, with "graduation exercises" and certificates awarded that afternoon, climaxed by a super demonstration that night. Officers and observers from high places in this and other nations gather in discussion groups. A loud-speaker announces events. Fire fighting trucks are pulled back from the burning area. Truck crews are stationed on the alert for the signal. Twenty-four men, each with a 42gallon drum of gasoline, circle a wrecked plane, dump their 1,000gallon fuel load at a signal, and get out of range quickly, rolling their drums before them. A torch is Hung onto the saturated ground. A thudding explosion! In stantly the whole area is a mass of flames, with the characteristic heavy black smoke swirling around the red core ... Yet in 54 seconds fiat that awesome conflagration is out --so quickly that a Biblical pillar of black smoke still hangs just off cen ter in the sky immediately above. A student yells exuberantly: "We sure knocked hell out of that one!" In fighting crash fires, one method is for a Cardox truck to charge in, carrying three tons, or 6,000 lbs. of C02 supported by two # 12j trucks carrying 300 gallons of water each. The object is to hit the fire in the middle, wash an open lane down to the cockpit, and prevent backflashes, in order to rescue trapped pilots. The great Cardox truck is equipped with a retractable boom nozzle on top, a similar nozzle on the front radiator (both operated from inside the cab of the truck), a I ^ J, fr bSF t\ U! tf ir P fl tl ei ti o n a: P d a> fi 0 t 4 1 v e r, h F F ii s t A a. ai r s c s I (V < f J ( JULY, 1944 l ETC 31899 I front ground-sweep spray under the bumper, and two side handlines, all spraying COj. In addition, it carries two water handlines that operate under 300 lbs. pressure supplied by the C02 in the truck. All C02 lines advance directly into the flames, with water lines protecting the operators from back- flashes, and cooling the hot metal of the fuselage to facilitate forcible entry for rescue work. The #125 trucks, developing a pump pressure of 800-850 lbs., with a 6oo-6jo-lb. nozzle pressure, go into action also as protectors of the men on the powerful C02 lines, who charge directly into the flames, as well as actually assist in extinguishing the fire. The Cardox-water combination is one method. The all-water combina t tion is another, using the heavy The fin fighting enw goes into action against r #ijj truck instead of the Cardox. the blazing plane, using its special equipment The #155 carries 1,000 gallons of d water, with auxiliary engines deliv l- ering the water through two turret .f nozzles on top, and two 2 >4-inch In the record time of 54 seconds, the fire on the plane has been completely extinguished v handlines under the terrific nozzle d pressure of 600-650 lbs. This high- it pressure water is worth many times iO its effectiveness at ordinary pres >f sures. Supporting the big #155 are l- two smaller #125 or #135 trucks. .A re Methods Vary With Conditions Each method has its demonstrated >d advantages, depending on the avail :n, ability of supplies. In the all-water of method, nozzles deliver either a solid ks stream for washing back the flame, ;h. or a fog-stream to blanket it. Face he sprays are placed on nozzle tops as to protection from the blistering heat. es, Spectators 200 feet away back off quickly from the heat, yet these fire is fighters are practically enveloped in om flames. on The efficiency of the Fire Fight ted ing School's methods was proved in >, a one rescue job, when two life pre- 44 ETHYL NEWS ETc 31900 J servers in the cockpit of a furiously burning plane were removed, not even scorched. Actual rescues of dummies, and necessary handling of -the hot metal of the plane, are not routine in the School's training. They-'are a dare-devil procedure, with great risks to the rescuer. However, all students are fully pre pared to do both. Actual operating planes are available, with which stu dents familiarize themselves in every detail, knowing the exact spots to attempt entry, to locate personnel in the plane, and to break connec tions in preventing resetting of fires. In all the hundreds of test fires, great and small, since the Crash Fire Fighting School got under way, there has not been a single serious casualty -- a tribute to the teaching methods and efficiency of the School's entire personnel. Some slight hurts, yes; a few trouser legs on fire; but nothing more serious. With their specialized "know-how" these Army fire fighters go into action almost exclusively in GI bunker trousers and jackets, finding by actual experience that they need mobility more than they need un wieldy protection. In this connec tion, research is under way at pres ent on fire fighting clothing, by the Office of the Quartermaster General in Washington, because fire fighting clothing has seen little improvement in the past 50 years. Co$t of a Fire This Army Crash Fire Fighting School, in its modest setting, is expensive at first glance. The great Cardox truck, costing $300.00 to recharge, can be emptied in 57 sec onds if the whole load is let out at one time. One night, after a spec tacular blaze had been conquered in less than a minute, using threefourths of the CCb charge, plus water, one. high ranking officer de clared: "$225 gone like that! But with the life of a pilot and a quartermillion-dollar airplane job at stake, it's a trifle." The excellence of the training can well be appreciated in the time differential needed by a green and an experienced crew in fire extinguishment -- 6 to 7 minutes -- where every split second may mean lives of our airmen. As always, it is the men back of this new type school who are really responsible for its success, for the easy spirit of camaraderie among all participants, and their driving spirit for improvement. Under the direction of Major General Frederick E. Uhl, Com manding General of the Fourth Service Command, this Fire Fight ing School is designed to increase the .efficiency of airplane crash fire fighting crews of army installations. Like all army rosters today, per sonnel conducting the school hail from all sections of the country. Colonel Frank L. Seymour, Chief of the Repairs and Utilities Branch, Headquarters, Fourth Service Com mand, was formerly city manager of a midwestem city. Major J. E. Henry, coordinator of all Repairs and Utilities Schools for the Service Command and one of the moving spirits of the fire-fighting school, was formerly a city engineer in West Virginia. Major James H. Hancock, Chief of the Fire Preven tion Section, Repairs and Utilities Branch, another active personality of the school, was formerly con nected with Southeastern Under writers in Georgia. These gentlemen were ably assisted by Lt. A. C. Todd, Jr., of the Fire Prevention Section, and a group of hard-working civilian instructors, including an Ethyl rep resentative in Florida. Not only is the Army, with Navy personnel as their guest observers, benefiting largely by this type of practical research now, but the knowledge gained will have immense postwar value. OUR COVER The original oil painting, appearing on this month's cover, was executed by Geraldine Linder. It shows Old Glory as it was during the war of 1812. The flag, with its fifteen stars and fifteen bars, inspired Francis Scott Key to write the Star Spangled Banner. NEXT ISSUE The August, 1944 issue of the Ethyl News will be omitted. The next issue will be September, 1944. OUR PICTURES Pages 3, 4 and 5 (top and lower right), Acme Newspictures, Inc.; Pages 5 (lower left), 6 and 7, Press Association; Page 8, courtesy American Arabian Oil Co. through World Petroleum; Page 9, courtesy Consoli dated Natural Gas Co.; Pages 10-n, courtesy the Massey-Harris Co.; Pages 19-21, Official photographs of the United States Army Air Forces. 22 JULY, 1944 ETC 31901 1... imr*sexier. * They woui^ * -- i er-\ without them - f, Mascot of a Fortress crew who never flew without him, this Scottie had his own oxygen mask and parachute. On duty at Pearl Harbor December 7, at the Battle of Midway and the Guadalcanal campaign, he logged over 800 flying hours. A pair of patent leather dancing slippers al ways decorated the feet of a co-pilot who had worn them on his last civilian date. They went on many a mission over Germany, worn under his flying boots. A careful navigator used one of his best girl's nylon stockings to wrap around the lenses of his precious octant. ETHYL is a trade mark nam* Ethyl antiknock fluid goes along with fighting planes powered by U. S. made gasoline. It goes into practically every gallon of fighting grade aviation fuel--which is one reason why our fliers not only have the best gasoline--but plenty of it. ETHYL CORPORATION Chryslsr Building, Ntw York City . He must have gasoline to fight. What's more, the gasoline needed to power a plane, tank, truck or jeep must be top-quality gasoline. That's why the antiknock quality of nearly every gallon of fighting gasoline--aviation and motor--is improved with Ethyl fluid. And that's why government agen cies have placed limits on the quantity and quality of gasoline for civilian use. Remember--"Gasoline powers the at tack--don't waste a drop!" ETHYL CORPORATION Chrysler Building, New York, N. Y. ETC 31903 Lt. Col. Benjamin W. Fridge of Baton Rouge, Louisiana has dis tinguished himself in the skies of the Southwest Pacific. Executive officer of a B-25 Mitchell bomber-strafer unit. Colonel Fridge is anything but an arm-chair executive. He has personally led his men into some of the fiercest targets the Japs had to offer -- Rabaul, Wewak, Kavieng, Hoiiandia, the Admir alty Islands, among many others -- has taken part in 32 combat missions involving well over a hundred combat hours, and has three Jap Zeros to his credit. All this has been in addition to his regular administrative duties. i i i r Already the holder of an Air Medal, Colonel Fridge's more recent exploits have resulted in his being recommended for the Distinguished Service Cross, the Silver Star, and an Oak Leaf cluster to his Air Medal. After graduating from Louisi 8 ana State University, Ben Fridge joined the Ethyl organization in 1939 as a chemical engineer in the Baton Rouge plant. The 27- year-old Colonel entered the Air Corps in 1941. He has two brothers in the service, one at tending the U. S. Naval Academy at Annapolis, the other serving in the Army. ! HOW TO . HANDLE WABTIME KNOCKING COMPLAINTS 3 What to do about the problem of wartime engine knock in pas senger cars depends upon whether you are adjusting the driver or the engine. This orfitlo offers helpful suggestions for both, to help oil and automotive service men handle wartimo knocking complaints.' keprints an available. THERE'LL BE PLENTY OF GOOD GASOLINE IN 2944 6 The United States has faced a, phony oil shortage ever since the 1680's. Actually, today there is less basis for such din prophecies of shortage than ever before^ HOLD DOWN THAT FARM! V 10 ft took the twin blight of wind and water orosion to loach Ameri can farmers a fundamental truth: European farming methods don't work in the United States. Now, something is being done about it --a revolution in mechanized farming-methods -- which will have immense benefits for all. JAPAN'S BACK DOORS 14 A handy war map for Ethyl News' readers. It focuses the islands of Japan in relation to an area which may one day provide paths for a gigantic pincers action, with the Aleutians at one end, the continent of Asia at the other. POSTWAR GASOLINE DEMAND 17 What are the present forecasts of postwar trends in new car production, lire output ... and gasoline demand? When will passenger car gallonage rebound to pre-war levels? Here's a roundup of views. this Bird took three years to hatch 21 The B-29 astounded the world; become the military wonder of the day. Actually, if was conceived long before Pearl Harbor. And this development is typical of the ingenuity of our aero nautical designers, who have proved that they know how to keep ahead of the enemy. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17", N. Y. Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gosoline Earto W. Wbfc, pmMtnt; Nrey L QritlWii, vk pruISwU end ttwww, Julian OanxalM, Mcrttarr r ETC 31905 fo handle otss Conversation and advice to the car owner is today one of the principal tools in the mechan ic's kit in dealing with knocking complaints of passenger car owners early all motorists arc now N faced with engine knock in varying degree. Surveys of passenger car owners last May indicated that a substantial majority said their motors were knocking and that knocking had increased in severity as the anti knock quality of available gasolines had been reduced. Whereas in 1943, 49.7% of the motorists interviewed said their motors were knocking, 63.1% reported a knock or ping in their engine in May of this year. Moreover, of those who said their engines were knocking, 60.3% de clared the knock was more severe this year than last. This latter survey was taken before the limit on the quantity of premium fuel and on antiknock for regular grade was an nounced. Certainly both of these percentages are substantially higher today. What to do about the problem depends upon whether you are dealing with the driver or the car. This distinction is purposely drawn. Adjusting the driver to pres ent wartime grades of gasoline is fully as important as adjusting his car -- and perhaps even more so. The driving habits a motorist pur sues often will determine whether Today, the civilian motorist has to depend on lower quality gasolines which, obviously, do not perform as well. If the average driver will take it easy however, start slowly and shift gears on hills -- and maintain his engine properly -- the value and usefulness of his car will be preserved. And where bad knocking does occur--if those car owners will spend the time and money to have mechanical defects and causes corrected before resorting to retarded spark or lowered compression pressures -- they will improve the usefulness of their cars and aid the nation in getting maximum transportation value from the limited quantity and quality of gasoline available for civilian use. he and his car will "get by" on present-day gasolines. Starting out with a frank recog nition of today's lowered quality gasoline, a motorist must understand that he can't expect the same per formance and economy from his car as before. The engine won't have the power; it won't have the pick up. Moreover, his engine will knock on a hill and knock when it is accelerate$ quickly. Accordingly, the car owner should adjust his driving habits to get the best possible performance out of his gasoline under today's driving conditions. Above all, he must remember to "take it easy." This means he must forget trying to make jack-rabbit starts; his gasoline won't be able to take it. Moreover, even when roll ing at moderate speed, he must re member not to accelerate quickly. Approaching a hill, he must re member to get up speed, thus giving his car momentum and thereby helping it to take the grade. And when climbing the hill, shifting from high to second or first will materially relieve the strain on the engine. A checklist of Do's and Don'ts for wartime driving will be found elsewhere in this article. Their im portance to engine maintenance and car performance under these emer gency conditions cannot be empha sized too.strongly. If a motorist will take these suggestions to heart -- and above all, remember to take it ETC 31906 easy when driving -- he will help his car give him reasonable performjince and usefulness in these critical times. After a motorist has adjusted his driving habits, it is then time enough to adjust his car to the problem of wartime engine knock. Admittedly, the present regular gasoline will knock under certain conditions in practically every car. But what should be done to overcome, or minimize, this problem will depend upon the severity of the knock. This will vary from car to car, depending. upon its age and condition. If an engine has been running smoothly up to the time lower oc tane gasoline brought on knocking, and if there are no mechanical causes that contribute substantially to knocking, the ignition timing should be checked to see if it is ad vanced farther than the manufac turer's specifications or "factory setting." If so, it should be set at the manufacturer's specifications. If knocking still is pronounced, the spark should be retarded until knock disappears at all speeds except accel eration. Incipient Knock In the past, it has been common practice to set the ignition timing just below the point of knock. Auto motive engineers have frequently stated that, for certain cars, the point of maximum power is when the tim ing was set for "incipient" knock -- that is, so that the car would knock lightly only at the point of greatest load. However, in peacetime the motoring public wanted to have their cake and eat it too; they want ed to zoom away from the stop lights, and yet considered anv trace of knock a defect. So, when called upon to set the spark, service men generally advanced the spark until the car knocked, then "backed it down" just enough to avoid knock. Now, however, with the lower quality of available gasolines, re tarding the spark until the knock disappears may mean a substantial sacrifice of engine performance, power and economy. If it is neces sary to retard the spark it should be done carefully and then only after engine conditions which contribute to knock have first been checked. Very frequently it will be found that engine conditions or misadjustments are partly to blame. Con sequently, by first checking engine conditions the need for retarding the spark may be lessened or even eliminated. "Carbon" Deposits Combustion chamber deposits in crease the tendency to knock be cause: i. Deposits increase the temperature in the combustion chamber by making it harder for the cooling water to absorb heat through the cylinder walls. REPRINTS AVAILABLE This article has been print ed also as a small four-page folder for distribution to oil and automotive service men. Oil companies'which wish to distribute such folders to their marketing organiza tions may address requests either to the Petroleum Ad ministration for War or to the Public Relations Depart ment of Ethyl Corporation. Automobile companies wishing copies of the folders should address requests to Ethyl Corporation, Chrys ler Building, 405 Lexington Avenue, New York 17, N. Y. 2. Deposits increase the pressure in the combustion chamber by filling up space in the cylinder head. Almost as much air and gasoline are drawn in when the piston is down -- and then the total amount is squeezed into a slightly smaller combustion chamber, thus increasing compression pressure. Removing engine deposits is a siz able job, not to be undertaken light ly or before there is good reason to suppose that the deposits may be heavy. A regular "carbon-andvalve" job is needed occasionally by a number of cars, depending mostly on type of service and operation, but such work should not be needed often. Unfortunately, with slow driving and short trips, many cars are operated today in a manner that often builds up substantial engine deposits. Improper or Damaged Spark Plugs A hot spark plug sometimes causes pre-ignition, which may lead to knock. Spark plugs may get over heated in two ways: 1. The plug may be of the wrong heat range for the engine or for the driving habits of the owner. 2. Cracked or damaged spark plugs often cause "hot spots." If replacement plugs are neces sary they should be selected with care for the engine and engine con ditions, and for the driving habits of the car owner. Spark plugs should be cleaned and re-gapped periodi cally. Faulty Distributor Mechanism A distributor that is not operating properly may advance the ignition timing too far at certain times. There are three ways this may occur: 1. Centrifugal advance mechanism: Weak spring or wear in the mechanism permits the weights to fly out too far for a given speed, thus advancing the ignition timing farther than it should be at that speed. 4 ETC 31907 z. Vacuum advance mechanism: Weak spring, sticking or worn linkages, re stricted line to carburetor, worn balls __ .or raceway which cause breaker plate r to jam, etc., may cause defects in oper ation. For instance, when an automo bile is cruising on the level road, the manifold vacuum operates the vacuum advance mechanism to advance the timii^. But then, when the throttle is opened suddenly, the vacuum advance mechanism should retard the timing instandy. If it acts slowly, knocking is apt to occur until the timing is re tarded to the proper point, or until the throttle is partly closed. 3. Wide breaker point gap: Even with die i^ution timing set correctly, an error at setting the breaker gap too wide will advance the riming too far. only if all other means of avoiding - to have it drummed into his ears or reducing knock are not sufficient. that he must take it easy. Where heavy knocking persists But there's a bright side to the and it is necessary to lower com picture. As soon as the immediate pression ratio by one of these needs of war are fulfilled, motorists means, it is advisable afterwards to will get better gasoline. No serious recheck ignition timing. problem of reconversion faces the Again, let it be emphasized: Tak oil industry when it becomes possi ing it easy when driving is perhaps ble to divert the stream of high the most important contribution a quality gasoline to civilian use. driver can make toward meeting the Meanwhile, the cream of American problem of wartime engine knock. ' gasoline is at the fighting fronts. It These days, it isn't pleasant for a goes without saying that the Ameri motorist to drive with gasoline that can public wants its "knocking" knocks or pings. Nor, may he like kept at home. Inadequate Cooling If die cooling system is not func tioning properly, the temperatures in the combustion chamber may be higher than they are supposed to be, and case, or contribute to, knock ing. Proper cooling is dependent on a number of factors, and if operating temperatures are above the manu facturer's specification the entire cooling system should be checked and repaired as needed. Complete cooling system service includes in spection of the following: a. plu^ or stoppages in radiator head or black b. removal of water jacket deposits c. Busking d. fan belt adjustment or replacement if needed e. thermostat inspection and replace ment if needed f. replacement of water hoses if needed g. water pump repair if needed. Compression Ratio The compression pressure in the combustion chamber may be low ered by using cylinder head gaskets of extra thickness, by putting in two cylinder head gaskets instead of one, by shims, or by installing low com pression cylinder heads. Such a remedy for knocking is advisable ADVICE FOR WARTIME DRIVING Drive like a jack-rabbit. Try to beat stoplights. Race your engine when starting. Accelerate too fast. Park in the hot sun. Let your engine get too hot. Overload your car. Shift from first to high gear. Start in second gear. Take it easy. Start slowly. Get up speed approaching a hill. Shift gears on hills. If knocking is severe, have the engine checked for conditions and misadjustments that contribute to knock. 5 ETC 31908 fllfllf UJILi lif ?IJ1TY Of BOOO SflSOLlIlf I'll 2044 As much oil as has been found, much more remains to be gnoring all potential sources of I motor fuel other than earthtrapped pools of liquid petroleum, discovered -- as this survey of untapped world reserves shows there is still no basis to fear for the rialized; it always seemed to be not necessarily mean higher prices future of the gasoline engine. around the comer. And why? Be for automotive transportation by the When it is estimated that the cause then -- as ever since -- predic mile or by the ton.) world's. known reserves of oil tions of shortages have been based Of far greater importance than amount to 50 billion barrels, and solely upon known oil reserves, remaining oil is the oil yet to be dis when it is considered that the annual without taking into account the oil covered. It is not unreasonable to rate of production is between 2 and that was to be subsequently discov assume that the world's undiscovered 2.5 billion barrels, it is often con ered. reserves are at least equal to and pos cluded that the world's entire supply sibly several times as great as today's of oil will become exhausted within Known vs. Unknown Reserves known reserves. When prices war a quarter of a century. Known oil reserves are only those rant the trouble, these additional re Such a conclusion is based upon which have already been discovered serves will be located. There never the faulty syllogism we have a given and which can be produced by pres has been a need for oil that already quantity of oil in the ground, we are ent methods of recovery at present available sources could not supply. withdrawing it at a specified rate prices for the product. It is certain For this reason there has been no in each year, ergo, we must exhaust that higher prices or improved meth centive for a thorough and complete our supplies within a certain number ods will substantially enhance the exploration of all the world's possi of years. One trouble with this rea supply position in the United States. bilities. soning is that it is based solely upon Our present reserves are estimated at No country has been completely known reserves, and conservatively 20 billion barrels which can be pro explored for all its possibilities. That stated reserves at that, of pools of duced by the means we are now even goes for the United States petroleum that have actually been using and at a cost that would be where the wells that have been tapped by a drill. profitable with prices now in effect. drilled are numbered in the hundreds On this basis of projecting known Actually our known oil in the of thousands. In countries of greater oil supplies, the United States has ground is nearer 100 billion barrels, area only an infinitesimal fraction of been faced with an oil shortage since much of which could be recovered that number of wells has been drilled, 1882. For it was then that the first by some new method or if higher so that the prospects of finding more prediction was made that the coun prices were established. (Ed. Note: oil in these countries is proportion try was running out of oil. But some It is important also to note that ately greater. Even though the how, this oil shortage never mate higher prices for oil by the barrel do United States is the most thoroughly 6 ETC 31909 drilled area in the world, new dis coveries are constantly being made .-here. During recent months new dis coveries have been reported from Florida to California and from Mis sissippi to Montana. Therefore, in estimating the world's future supply of oil, areas yet to be explored or in the first stages of exploitation cannot be ignored. One of these is the vast geosyn cline extending in a great arc from Trinidad, B. W I., down into Argen tina. Most of this belt lies just east of the Andes, so that if oil were discov ered it would have to be transported over the mountains to reach the sea and the world markets. Because of its inaccessibility, this region has yet 'to experience much exploration. It has proven the existence of oil in its northern part with production in eastern Venezuela and Trinidad, in the central part by the Blue Goose development in eastern Peru, and in the southern part with die compara tively small fields of Bolivia and northern Argentina. > Promising Fitlds The area covered by eastern Co lombia, Ecuador and Peru and pos sibly western Brazil seems to be the most likely for future development. So far as is known, only one attempt has been made to find oil in this region of thousands of square miles -- and it was successful. This is the Blue Goose Oil Company's Agua Caliente concession in eastern Peru where several producing wells were completed in recent years. Because of the inability to transport the oil to market, however, this discovery has never been fully exploited. Interior areas of Ecuador and Co lombia will be tested in the near future. Much of these areas has been taken by the oil companies for ex ploration, and die drilling of a test well in Colombia's Oriente, the re gion behind the Andes, has begun. Western Canada has a belt running from the United States border Just a fow mitts btlow tho Aretie Cirelt, in Canada, lias (his Imperial Oil Ltd. reffnary at Fort Norman A small Russian oil wall In tho Caucasus. Russia is boliovod to havo many highly promising oil Holds ovor and abovo thoso aroas alroady discovorod and in production A pipolino running through a donso Vonozuolan jungle. South Amorica has bocomo a prolific sourco of oil through Saskatchewan, Alberta and the Northwest Territories to the Arctic ocean, which is expected to yield large quantities of oil. This area includes the Fort Norman field, developed as a war measure, which according to reports, has been found to be a major oil field. However, there are no convenient markets to absorb the oil, and Fort Norman probably would not have been de veloped for decades had it not been for the war. Prospects in Alaska Alaska is another western hemi sphere region that may become an oil producer of consequence. Oil seepages, reported to be the largest in the world, are found in Alaska and give undeniable proof of the presence of the valuable mineral. The U. S. Navy thought so highly of Alaska's, prospects that it has set aside thousands of square miles as a naval petroleum reserve, though not a drop of oil has been produced from it. Still another prospective oil territorv in this hemisphere is the East 8 ETC 31911 i If over Iho world runt dry of liquid pelroloum, coal and olhor sources of hydrocarbon* a**uro a 1,000-yoar supply of gatolino Coast of the United States where oil companies have leased millions of acres from Florida to.New Jersey. A producing well, classified as a com mercial well, has been drilled in Florida. If this region is found to be productive it will yield the world's most valuable oil because of its prox imity to the greatest market, the northeastern United States. The Middle Eastern countries of Iran, Iraq. Saudi Arabia and Kuwait have an estimated 1 j billion barrels of oil -- 30% of the known world reserves today. However, they have been only sketchily explored and much more oil will be found in this area. It contains far more oil now than its market can use, so that fur ther exploration can be carried on at a leisurely pace. North and east of the Persian Gulf fields is Russia, with vast areas of likely oil land. There are many fields in European Russia from the Cau casus to the White Sea, and there are frequent reports of new discoveries. The comparative inaccessibility of some of these fields has, as in so many other instances, delayed their exploitation. Part of Asiatic Russia surrounding the Aral Sea is also highly promising. There have been a number of productive areas dis covered north of Afghanistan and west of China, but local demand for oil is so small that there has been no need or reason to promote these discoveries. A belt beginning at the Indian Ocean and running along the Afghanistan-India border, across India and down the eastern shores of the Bay of Bengal is prospective oil territory. The Attock fields in north western India and the Burmese fields to the southeast prove the existence of oil here and lend sound encour agement to further exploration in the intervening area. China's Possibilities Production of 3,000 barrels per day has been developed in the inte rior of China by three American oil men working for the Kansu Petro leum Administration. Eastern China has numerous oil seepages, not a positive sign that recoverable oil is present but incontestable evidence that some oil is there. The success of the Kansu operation with makeshift equipment gives China ample reason to hope for ultimate oil self-suffi ciency. Farther east are the Netherlands and British East Indies where oil has been produced for years. Like most other producing regions, this too has been capable of supplying more oil than its market could consume and there was consequently no" great emphasis on exploration. The prin cipal producing regions now are in Borneo and Sumatra, but after the war encouraging prospects that were found in New Guinea will be devel oped, and there is reason to believe that the most easterly of the large East Indian islands will be as produc tive as the most westerly. The Oil Is Therel Thus it may be seen that the po tentially productive oil areas of the world far exceed in extent those that are presently productive. In many of them oil is known to exist, but it has not been developed because there has been no need for it, because it has been too inaccessible or because it has been located too far from con suming markets. It is certain that if the more accessible sources cannot meet the demand, the less accessible sources will be developed. There is a sufficient backlog of oil in these areas to supply the present rates of consumption for centuries. And, after that, if all the alarmists' fears of final exhaustion loom again "just around the comer," there are other sources for liquid hydrocar bons already discovered that can supply our present needs for a thou sand years. It is unlikely that our ideas of "present prices" for auto motive fuel will have any relation to the problems of the petroleum tech nologists and automotive engineers of 2944. 9 ETC 31912 HoldDown That Farm! By Stefson Clerk A revolution in mechanized farming methods is taking place... to prevent soil erosion, promote conservation hen our European forefathers methods in some parts of our coun Wcame to America to wrest try -- and dramatized the need for their living from the soil, themyethods designed to fit American brought age-old habits of fanning soil, American climate, and the large, with them. These were habits they open, unprotected fields that go had practiced in England, France, with power farming. Now, at last Germany and Scandinavia -- lands we are going to do something about where gentle rains and mild sum ic. mers and lesser climatic extremes We are facing the music. We have generally prevail. These habits had it forcibly called to our atten didn't fit exactly in America, which tion that we've been recklessly and has a tempestuous climate, but no scandalously wasting our heritage one bothered much about that. of top soil -- our share of the nine- There was plenty of land and plenty inch-thick blanket that supports all of fertility in the land. life on this earth. We didn't mean Later we invented power tools to to, but we have. do our farming on a grand scale. But As long ago as in 1934, high-flying mechanized fanning exaggerated dust storms from the northern plains the faults of farming by European were a harbinger of what was to Watted soil and abandoned farms are the grim results of land and water erosion come. The very next year, other dust storms arose from the South west, which taught American school children a new name -- "Dust Bowl" -- for a geographical area extending from Colorado to western Texas. Our soil conservationists labelled this phenomenon "wind erosion." They pointed out the causes: overgrazing and so-called dry-land farm ing; too many cattle on a given area of range; land planted to wheat that should have been left with a protec tive covering of grass on it. Whole regions were depopulated. Ranch houses and farm buildings half buried in sand were tombstones for 10 r ETC 31913 p> th T w ol 01 g' s< p d P tt 0 n s' t P ti s t a 1 t a kind of farming that had sprouted for barely a generation. The tragedy lay in wrecked human lives, and in mile upon mile of soil from which productiveness had been erased. Then, a series of bad floods dram atized "water erosion." Pittsburgh, for example, was inundated by the worst flood it had ever experienced. We learned that floods start with the gullying of soil bared of its natural shield of water-absorbing vegetation, and of soil lean in humus from too much plowing and crop ping without enough organic ma terial returned to it. Foreign "isms" handed down to us by our European ancestors -- those we remembered and also those that we forgot when steam tractors began plowing up the buffalo grass of our American prairies -- had helped to bring about this tragedy. For that's what it was. It could be a catastrophe. Power Misused Power tools have made it easy to plow and to cultivate. Remember the early models of automobilesThey had dashboards, and even whip sockets. Well, in our first use of power tools on the farm we left on the dashboard. We plowed big ger fields because it was easy to do so, but laid them out in rectangular patterns, just as we always had. We didn't "streamline" our fields to power methods. We didn't "con tour." We forgot that water running over bare soil gains volume and momentum with the length of the slope. Small gullies start easily in the larger fields that a tractor can plow. Season after season they rob the soil of fertility, more in one sea son than nature might replace in a thousand years. Small gullies can also grow overnight into big ones. In Georgia a gullv that started from the drip of the eaves of a bam 11 Sand drifts as high as six feet in spats turned this once-thriving farm into an arid wasteland First step in reclaiming the farm shown on tap was to plant in cover crops of cane and sudan grass. Below, an example of contour strip cropping swallowed a whole set of farm buildings. But now we are learning. We are jiot going back to old-world hedge rows and small fields, or to the days of Abe Lincoln, when zig-zag fences made of split rails separated much smaller fields than are economical to plow with a tractor. Our fields are remaining big, but the rectangular patterns are being forsaken. Rows are curved rather than straight. We are leaving off the "dashboard." That's to check water erosion. Working land on the contour, plow- mg in a curving line that is always across the flow of run-off rather than going straight across a billowy slope or up and down it, makes a little dike of each furrow, encouraging water to sink into the ground before it gets a chance to run on the sur face. Running the rows of rowcrops on the contour also tends to accomplish the same end. Power to Contour Tractors lend themselves to con touring. The driver doesn't have to keep yelling to a tractor to "get over there." It can follow a curving row just as easily as a straight row. Not only that, it cuts down the cost and labor of tillage. It makes possible soil conservation practices for which, in a more laborious era of farming, there wasn't the time, or for which the strength of man and beast was not adequate. Unquestionably the most import ant power application in American agriculture right now is in the carry ing out of soil conservation prac tices. Power promises a way out of the wastage of land that has been going on. On a given farm or ranch, control of water means different things ac cording to where it is located -- whether it's in Texas or Pennsyl vania, for example -- and more spe 12 cifically, according to the land's own contours, its own type of soil and the wav it has been farmed in the past. Other Ways to Check Erosion Contouring is just one of the methods of checking erosion. Strip cropping -- another deterrent to loss of soil by water -- breaks up long slopes of cultivated crops with strips or bands that are left in grass or legumes. They can also follow contour lines. Grassed-over terraces may also be desirable, with channel run-off at a gentle rate of flow to areas where it can sink into the ground or be carried away in a master drainage system. Topog raphy, soils and climate have made it advisable to organize soil conser vation districts in some localities, each comprised of as many as two dozen or more farms or ranches, and with each district's program and system of controlling run-off tied in with those of adjacent districts. But no master control system for run-off, essential as it may be in some instances, can in itself prevent erosion on a given farm or a given field. Every fanner must think in terms of each square rod of his own land, and of the pitch of slope, length of slope and soil texture of his land. Soil texture has a great deal to do with checking run-off. Indeed, if soil texture is of the right kind, many farmers can forget about such prac tices as contouring and strip crop ping, as well as terracing. Virtues of Loam Soils that have a high percentage of clay in them do not absorb water as readily as those that have more sand in them. Clay clogs a soil's pores. Sand is its pores. Water sinks through a soil layer made up of sand as readily as through a sieve. The loam in both clay-type and sandy soils not only lets water in but holds ' it. That's because it is of organic composition, whereas both clay and sand are of mineral composition made up of small particles, the clay smaller than the sand, that do not in themselves hold water. The water-absorbing and water-holding properties of any soil are improved in proportion to the amount of loam it has in it. Soils which have been eroded by improper cultivation are almost surely deficient in loam. If they are soils in which the mineral element is largely clay rather than sand, that makes the run-off problem just so much more difficult when it rains. Even a gentle rain may not sink in much in such soils. Furrows that slope ever so slightly may become runlets. Replenishing the Loam The only way to correct such a condition is to build up the loam content by plowing under or work ing in vegetable material that will rot and become loam. Here the tractor comes into the picture again. A few days with a tractor and a gang of plows or a disc harrow, and the power farmer of today can slap a cover crop onto his com or cotton land at little ex pense. Then, later on, he can work it into the soil and condition his land for planting. And his work still won't get ahead of him. He can do it five to ten times faster than he could with horses or mules. Where soils are of the non-ab sorbent type our farmers are now working their tractors double time. Contouring, strip cropping, supple mented where necessary by terrac ing and a master run-off control system, comprise the first-aid tech nique of erosion control. But these practices are also being backed up by fundamental soil-building opera- ETC 3191 lolds ,'anic ' and ition clay not The :ding oved loam d by most / are nent thar >t so ains. lk in that ome I ch a loam orkwill the th a or a Tner - onto ex- tions that are increasing soil produc tivity every year rather than depleting it. Most research into the produc tivity of soil used to be done in the chemical laboratory. But today a top-notch agronomist must be as much an authority on the micro biology of the soil as on its chemical makeup. He must be a student of nature. Nature tills the soil with two kinds of crops, one visible, one in visible; one above the surface, one below it. Before nature grows a crop on the surface of the soil she grows a crop of microorganisms below its surface. The microorganisms that grow in the soil, if given a chance, break down organic material into nitrogen, and also help to make other materials available as plant food, materials that are either in the soil or can be added in the form of com mercial fertilizers. These organisms feed on decayed vegetation and or ganic material. Regardless of how rich a soil may be in mineral ele ments, if these microorganisms are provided their quota of nourish ment, they will help to make it more productive. The oxygen in the soil plays its role also, as well as the interaction of the chemicals of the soil with one another. Water, air and physical forces such as capillary attraction may all enter into the equation. We have learned much in recent years about the soil. We still have much to learn. One discovery we have made is that getting the most from our land isn't always as simple as just supplying the chemical ele ments needed for plant growth. And it is an established fact that a humusrich soil soaks up water like blotting paper, provided we encourage it to do so and don't make it too easy for heavy rains to start runlets that may become gullies. Further Advantages Humus-rich soil is likewise more adhesive when dry, isn't so ready to fly off with the wind. It promotes the growth of the bacteria on which plant life is dependent. Unit for unit of water and sunlight humus-rich soil is more productive. Such soil isn't developed by the one-crop cycle. It is developed and preserved by wise tillage of the soil and plenty of it -- growing, plowing under, working in cover crops, more ma nure and more erosion control work. In the agricultural era we are coming into, more tillage will be called for, but not necessarily more plowing. Perhaps there has been too much plowing. Some authorities think so. In the period of American agriculture that is in the making every farmer with plenty of power at his disposal will plan against wind and water before he begins cultiva tion and before he lays out a farming program. He may spend a week building terraces to protect a day of plowing or soil preparation. Rather than thinking in terms of one crop he will think in terms of a balanced variety of crops -- and will have a plan of cropping for building and conserving soil in addi tion to his cash crops. Usually, raising livestock will be a part of the program. A fenced-in farm wood lot, and even a wild-life pre serve, can logically be a part of the new, more sensible use of power on the farm. We've been bucking nature. But you can't buck nature -- even with a tractor. Nature doesn't hold with the same system of cropping that worked in Europe. A tractor can make a row as straight as a Victory gardener can lay one out with a ball of twine. But in her over-all plan of soil preservation and soil building, nature doesn't hold with straight rows -- not in America. We are beginning to find that out. Soil conservation in acfion is seen in this airview of strip cropping and contour cultivation ETC 31916 Jim* i Jim* Jim* 1 c c 0 Minamitori Shima (Marcus) i i. SCALE IN MILES 300 600 ETC 31918 1 Japan's Back Doors UP to the pretent time, our only doort to Japan proper open from the Aleutian Islands in the north, from which American-based bombers have been pasting Jap installations in the Kuriles; the interior of China, from which our B-29 Superfortresses have been coming in at Japan over the transom; and from the broad waters of the Pacific south and east of the islands. Each of these doors now available is guarded by substantial natural barriers. The Aleutians, in the north, represent the first Ameri can territory to be regained from the Japs during the .war. The scene of much bitter fighting in the process, these bleak and barren bastions now serve as front line bases for continuous attacks upon the Kurile Islands. Some 600 miles away lies the Kamchatka pen insula of Russia, including Petropavlovsk, the oldest Russian port in the Pacific. On the west, Kamchatka fronts upon the extreme cold of the Sea of Okhotsk, but in the east, while facing the "coldest corner of the Pacific," its port is nevertheless ice-free six months of the year. Directly beneath the Kamchatka peninsula, the Kurile (Chishima) Islands stretch like a chain of stepping stones southward to Japan. These volcanic islands, in reality the tops of submerged mountains, are valuable chiefly for their strategic location; their inhabitants live mainly on fish, and eke out a frugal existence on these fog-swept and storm-tossed islands. West of the gloomy Kuriles lies the equally cold and foggy island of Sakhalin, whose lower half (Karafuto) Japan acquired as a prize of the Russo-Japanese War of 1904. The Russian half of the island is noted for its oil resources; Karafuto, the Japanese half, is rich in coal deposits. Alexandrovski, the capital of Soviet Sakhalin, is one of the two leading ports on the western side, but is ice-bound six months of the year. Okha, on the northeast coast, is open the year round, and con nects with the oil port of Mo$kal-vo on the west coast. In the lower Japanese half of the island, the ice-free port of Odomari is one of the most important. On the continent of Asia, the Russian coastline runs to a point southward beyond Vladivostok, which is important not only as the most southerly Russian port on the Asiatic side (and the nearest base to Japan), but also because it is the terminus of the trans-Siberian railway. Thence, the Russian border swings northwest ward along the heavily fortified frontier of Manchuria. The Amur, one of the principal rivers of Asia, extends some 2,800 miles from Manchuria to the Russian port of Nikolaevsk. China proper is largely mountainous and hilly. Only along the lower valleys of its three great rivers are any considerable areas of fertile plains to be found. These plains cluster around the Hwang-ho (Yellow) River in the north, the Yangtze River in the center, and the Si Kiang (West) River in the south. Rivers and canals are the main transportation routes of China. North and south, China differs widely. Southern China, the most heavily populated, has a sub-tropical climate -- hot, moist summers and cool winters -- and abundant rainfall. It has a large network of canals, and is well Irrigated. Crops grow in that region nine to twelve months of the year. North China, on the other hand, has a colder, semi-arid climate -- bitter winters, hot summers -- and a growing season only four to six months long. North China, too, produces only a handful ' of crops, and has been the victim of periodic famines. Korea (Chosen) is largely a mountainous peninsula. Fanning out below its home islands are the bases and island chains Japan acquired in the last century during the first stages of her expansion. These include Formosa (Taiwan), taken from the Chinese in 1895; the Ryukyu Islands, acquired in 1879; the Bonin islands, seized in 1876; and Marcus Island, taken in 1895. Of these islands, Formosa, the largest, is economically the most important, and is strategically located a hundred miles off the China coast. The home Islands of Japan are very mountainous. Ranges 8,000 feet high transverse the islands length wise, reaching an extreme peak of 12,000 feet on Fuji yama, the national shrine. Only about one-fourth of Japan consists of comparatively level surface. The most important lowlands center around Tokyo and Yokohama (the Kwanto plain); Koyoto and Osaka (the Kanai plain); and Nagoya (the Nabi plain). Japan's mountains are volcanic. In fact, Japan sits uncomfortably atop some 200 separate volcanoes, 50 of which are active. Moreover, as in any volcanic re gion, earthquakes are frequent occurrences, with some 1,500 separate shocks annually recorded, on the av erage. The most disastrous quake struck Japan in 1923, levelling most of Tokyo and ail of Yokohama and killing 400,000 people. Two separate climatic regions are found in Japan. The Tokyo side, generally speaking, has a milder climate than the Niigata side, which borders on the Sea of Japan. At the same time, the Tokyo side lies in the path of the southeast monsoons, swelling up from the ocean during the summer months, and which ac count for most of the annual rainfall of that area. The Niigata side, conversely, is swept by monsoons pouring in from northwest Asia in the winter months, bringing much snow and rainfall. The rainy season of the Niigata region thus alternates with that of the Tokyo side. In addition, the Niigata side feels the sting of the cold ocean current flowing down from the Arctic. i. P&tiutGSl QaAolmz demand f today can be loosely character I ized as a period of "cars without gasoline," then tomorrow may be one of "gasoline without cars." To day, there are more cars on the road By Christopher C. Vogel A roundup of some published and unpublished esti mates and predictions on the date the war will end, the volume of postwar car and tire production, and than gasoline to permit unrationed the resultant civilian demand for petroleum products travel. Tomorrow, it may be the other way 'round. private motoring may be governed Today, as everyone knows, the Right now, when nearly everyone by any one or a number of control war is taking enormous quantities of is conjecturing how soon passenger ling factors. It may be a question of petroleum and its refined products. car production may be resumed, not new cars. It may be a question of According to recent Washington many people apparently realize that serviceable tires or the availability of estimates, military requirements are the restoration of automotive trans repair parts. It might even be a ques absorbing fully one out of every portation to efficient pre-war levels tion of postwar prices or taxes, or three barrels of crude oil produced. will consist of several steps, not one. any one of many present imponder But once the fighting stops, the bulk It is entirely possible, therefore, that ables. But considering only the abil of these military needs will disap in the broad transition from war to ity of the transportation industry to pear overnight, leaving plenty of oil peace, the civilian motorist will re rehabilitate private motoring, it is for civilians. For that reason, oil ceive, first, unlimited supplies of important to bear in mind that such economists foresee a potential post gasoline; second, new replacement rehabilitation will be accomplished war gasoline surplus on the basis of tires; and finally, his new postwar in some sort of sequence, and cannot today's war-expanded refinery ca automobile. This is likely to be the be performed all at once. pacity. sequence of events before each and every car owner will be able to re "Fill Her Up!" As part of its own postwar plan ning, the oil industry is trying to sume peacetime driving as once he For the oil industry, the problem gauge the relative demand for gaso knew it. of reconversion is the simplest of all, line from passenger cars against the Why this may be the postwar pat in so far as meeting civilian require total demand for its products from tern is implicit in the varying ability ments is concerned. Almost imme all markets. of each segment of the transporta diately after military requirements People outside of the oil industry tion industry to satisfy pent-up pub are substantially reduced, the civilian usually think of gasoline demand lic demand after the war. That in motorist should receive all the gaso almost entirely in terms of passenger volves, first, how quickly the oil, line his tank can hold. Indeed, even cars. But while the major market for automotive and tire industries indi now, while the hard-pressed driver gasoline is normally in this direction, vidually will be able to convert to is trying to stretch the last mile out the industry knows that today more civilian production. It also involves of his "A" card, petroleum econo than half the total gasoline output how long it will take each industry' mists are already looking forward to for civilians is going to other types separately to replenish its civilian an oversupply of gasoline immedi of consumers, some of. whom do not market. ately following the war. This is a use the highways. One point to be remembered in logical aftermath of the war --and The fleet and farm markets, for all postwar discussions of transpor of the war's claim upon total sup example, include passenger cars, but tation is that the rehabilitation of plies. they are not reached through normal 17 ETC 31920 Changing ovor from mili tary to tivilian truck production it by far tho lostor of tho auto indus try's reconversion probloms Tho ubiquitous joop has boon a source of amazomont in tho war. Does it havo a placo in postwar civilian transportation? i t 1 i i i ( f i c \ Ic t I t filling station outlets, and passenger II cars account for only a small per r centage of their needs. In 1941, how ever, these two markets accounted for 42.4% of all gasoline demand. In 1944, they will account for ap proximately j 2% to 54%. Take the farm market, usually reached by the tank wagon driver, who serves the farmer's passenger car, his tractor and his farm truck all in one. In 1941, the farm market i accounted for approximately 19.3% of all gasoline sold. After the war, the percentage the farm market will constant figure through the war pe Consumption of gasoline by pas take is somewhat debatable; but it is riod. It is only slightly less now than senger cars is today roughly one- almost sure to require a larger gal- in 1941, and is expected to rise only half of what it was in 1941. It repre lonage. As mechanized farming slowly after the war. Over the long sents a down-swing that can't be methods advance, the plow horse term, as bus and truck fleets may corrected after the war, simply by and the farm mule are disappearing. capture more ton-miles of transpor the restoration of unlimited gasoline Modern, light, but powerful trac tation service, the fleet market vol supplies to civilians. Rather it must tors are replacing animal power on ume may expand considerably. wait upon the restoration of the pas the farm just as the automobile re Postwar aviation gasoline demand senger car population and something placed the horse and buggy long is a big question mark in any plan approaching pre-war driving speeds ago. ning. Prior to 1939, it was insignifi and annual mileages. Meanwhile, the It is expected that the fleet and cant; even in 1941, it consumed less civilian motorist will have all the farm markets alone will continue to than 2 % of total gallonage. After the gasoline he wants. consume over one-half of all civilian war, it will doubtless develop into a After his gasoline, tires are the gasoline, according to some esti market several times that size. But next item of transportation the civil mates, until 1946 or 1947. However, more definite estimates can not be ian driver mav expect to receive in volume in each of these markets has made until some of the unpredict volume after the war. been and is expected to be a fairly able factors can be measured. During the war, of course, a tre- 18 ETC 31921 mendous backlog of civilian demand for tires has been built up, as stock piles of natural rubber were used for military needs and as civilian motor ists .have had to get by on retreads, recaps and wartime substitutes. (.Many civilian cars now missing from state registration statistics have been laid up for the duration, be cause of a lack of tires.) But after the war, while it may take the tire in dustry a little time to hit its stride, the consensus of opinion is that civilian, production will meet de mands within two to three years, at the most. This is based upon the be lief that no serious reconversion problem faces the tire industry, and upon the expectation that new syn thetic molding capacity, in addition to the pre-war capacity of the rub ber industry, will be available to equip new car production and re tire old cars at needed rates at that time. In this connection, it should again be pointed out that tires might be one of the controlling factors in the rehabilitation of private transporta tion after the war. But the question here is not one of the quantity of tires to be produced; it is instead a question of the type of tires that will be available. During the war, and for some time thereafter, synthetic rubber tires undoubtedly will be the only kind available for passenger cars. Whether they then will permit unrestrained driving is questionable at this date. If they should prove to be a limiting factor upon postwar civilian motoring, they would throw all present estimates of postwar gaso line demands out the window. How Many Cars, How Soon? Thus we come to the biggest un known factor in the transportation picture: How many new cars and how soon? Trying to guess the an swers to those questions has become a major indoor sport in recent months -- for people in and out of the automobile industry alike. And of late, public interest has reached fever-pitch, stimulated by the hope of an early end to the war in Europe. But while national attention is riveted on the question of when new cars will be forthcoming, one sober ing factor is sometimes overlooked. It is the hard fact that if new car pro duction is resumed on only a limited scale during the next year (as is pres ently expected), the average civilian has but a slim chance of acquiring his postwar car during that time. In other words, restricted passenger car production in 1945, on the basis presently foreseen, could hardly do more than offset the number of cars annually scrapped in normal times. Consequently, it will not be until the automobile industry resumes unlim ited full-scale production that the car population can begin to be re plenished -- and the civilian motorist resume buying a new car as usual. ETC 31922 Meanwhile, cars are going off the road at a rate that is causing deep concern. Actually, how seriously the car population is being depleted depends upon whether you look at the statistics for license plate registra tions, at total passenger cars in serv ice, including military cars, at esti mates of cars laid up for the dura tion, or at statistics of cars scrapped through junkyards. In view of the "normal" scrapping habits of pre-war experience, passen ger car registrations have held up surprisingly well. Against a total of 19,507,113 in 1941, a total of 26,019,432 passenger car registrations were reported for 1943.* Cars Off the Road The number of cars "going off the road" in 1944 can only be estimated -- and the published estimates of variously well-informed persons range from less than one million to more than two million annually. Yet, whatever the figure, a distinction must be drawn between those cars that have been scrapped for good and those that have merely been withdrawn from normal use. It is safe to assume that most of the latter will be restored to postwar .service, when normal driving conditions again prevail. Considering only the number of cars that are actually being scrapped, it is interesting to note that automo tive graveyards reporting to the WPB declare they are taking in cars for junk at only one-quarter the 1942-43 rate. Cars purchased during the first five months of 1944 by these yards have averaged only 1,415 a day against 5,500 daily during the preceding two years. It is true that a good many cars which are scrapped do not wind up in these automobile graveyards. But if these figures are any reliable index to wartime car mortality, they reveal a vastly im proving trend in automotive mainte should come to pass, it would do a nance during the war. In fact, they.- little more than offset the 2 to 2.5 are an eloquent testimonial to the million cars which annually were success of the car conservation cam scrapped before the war. It would paigns of the oil industry. not be before 1946, on this basis, that When the war ends, the number the automobile industry could set of cars still on the road (plus those about seriously rebuilding the car taken out of storage) will be of population. major importance in gauging the Yet, however 1945 turns out -- postwar automobile market and the and the above forecasts cited may be immediate demand for gasoline and substantially revised as a result of lubricants. For 1945, several authori war developments -- virtually all the ties look for an extreme low point of analysts are basing their plans on between 21.1 and `23.1 million pas unlimited passenger car production senger cars. This, then, is expected in 1946. During that year, they ex to be the rock-bottom minimum, pect the automotive industry to turn unless the war is more protracted out six million passenger cars, a new and demands greater production of record. This would compare with munitions than the present favorable the previous peacetime high of 4.5 trend would indicate. While disturb million passenger cars in 1929. ingly low, this figure is nevertheless higher than the 20 million passenger 30 Million by 1950 cars once estimated by the Brook A six million car production, in ings Institution as being the least fact, is expected by most forecasters number which could support essen for several years after the war. After tial civilian transportation without a 1947, there is sharp disagreement breakdown. among the best informed as to an The figures indicate an immediate nual production rates. But most of postwar need for 4.6 to 6.6 million them agree on a passenger car pop passenger cars. But they tell only a ulation of at least 30 to 31 million small part of the story, because the units by 1950. car population all the while is aging Motor fuel consumption is ex -- and by the time new models are pected by most experts more or less again being produced, a large part of to approximate the decline and re- it will be living on borrowed time. 'covery of the total truck, bus and Consequently, it has been estimated passenger car population in the first that anywhere from 20 to 25 million postwar years. For 1946, if that is the new cars will be needed in the first first full year after victory, civilian five years after the war. motor fuel demand is expected to be Assuming the fighting in Europe materially below the peak 1941 to be over in 1944 and the war with level of 26.8 billion gallons, even Japan to last another year (and con after allowing for the removal of all sequently claim a percentage of wartime rationing restrictions. This automotive productive capacity), is largely a reflection of the de- . most experts have estimated the pressed passenger car population ex number of passenger cars to be pro pected that year. Thereafter, how duced in 1945 at upwards of two ever, motor gasoline demand is ex million units. (A figure of 2,150,000 pected to recover, and nearly all the was suggested at the WPB meeting published estimates expect civilian with automobile company represen motor gasoline consumption to reach tatives in July.) If such production 1941 volume by 1949 at the latest. *Some confusion in this number exists because of different *cays of classifying those passenger cars which are not regularly registered by their owners, including police cars, post office cars, government cars, etc. Also, it should be noted that some passenger cars included in this group are parts of organized connnercial fleet operations. In addition, this figure does not include all passenger cars now being operated by the Army and Navy. ETC 31923 A B-29 built by tho Boll Bomber Plant suit this striking pot* on a Bold The B-29, latest example of American aerial might, typifies lueprints for the B-29 Super B fortress were approved by the the aim of U. S. plane designers -- to keep ahead of the foe Army a year and a half before we were at war. not one but many jumps ahead of takes over the ship on bombing runs Thus, this new terror in enemy the enemy is being demonstrated to assure an unwavering approach to skies symbolizes the mission of the dramatically by Allied victories in the target, high-altitude oxygen AAF Materiel Command -- to be at the skies every day--and the techni equipment, and the deadly .jo cali least three years ahead of the current cal progress which is largely respon ber machine guns--all are pre-Pearl designs of friend and foe. sible for Allied global air superiority Harbor achievements of the AAF "The war in the European Thea today is a reflection of the careful, and industry. ter," Major General Charles E. Bran- plodding, pre-war work accom The B-17 Flying Fortress had its shaw, until recently Commanding plished by engineers and technicians beginning in 1936. The P-ji Mus General of the Materiel Command of the Materiel Command and tang, the P-47 Thunderbolt, and the of the AAF, has said, "is likely to be American industry. P-38 Lightning -- all represent the won with the aid of aviation equip Such developments as the first fulfillment of aircraft designs which ment developed before Pearl Har high-powered, air-cooled engines, a were on the drawing boards of mili bor." successful turbo-charger, modem tary and civilian engineers before How well the United States Armv rescue equipment and nylon para our entry into the war. Air Force has succeeded in keeping chutes, the automatic pilot which On that historic evening last June 21 ETC 31924 when a B-29 squadron rook off from a base in Asia and headed gracefully toward the East with incredible 'speed, to bring the war a bit closer to Tokyo, a new victory was marked up on the scoreboard for the Engi neers of the AAF and the aircraft industry. Conceived long before that "Day of Infamy" and nurtured dur ing the days and months that fol lowed, with painstaking tests, the Superfortress emerged in the skies as the latest answer to those who might have feared that the American military was asleep at the switch . while our enemies were calling upon robot bombs and diabolical booby traps to win a war. Nerve center of the military air craft achievements and engineering production feats which have given the Army Air Forces the world's best fighting planes and equipment is the AAF Materiel Command, with headquarters at Wright Field, Dayton, Ohio. Many new developments, con ceived, designed and produced by the Materiel Command in coopera tion with American industry, are still military secrets and cannot be revealed to the public until their presence has been felt in combat the aters and the War Department is cer tain that the enemy is familiar with them. Firsthand Proof But a visitor to the great aircraft experimental laboratories at Wright Field--even though he is denied too close acquaintanceship with current "military secrets"--comes away with a new faith in American ingenuity and engineering"know-how."There is the reassurance--from such a tour -- that the United States military forces, working hand-in-hand with industry, are thoroughly capable of developing weapons that are supe rior to those of its enemies. The AAF Materiel Command is responsible for the engineering, de velopment, procurement, produc tion and inspection of all Air Force equipment. The billions of dollars appropriated by Congress for the Air Forces flow in large part through the Materiel Command to contrac tors and subcontractors all over the nation. When the Command develops a huge four-engine bomber it must coordinate the design, testing, pro curement, production and inspection of approximately 400,000 volumeproduced parts for that single plane. The manufacture of one radial-type air-cooled engine involves more than 55,000 major and minor inspection operations. Ideas flow into the Materiel Com mand from all over the nation. Boe ing engineers design a new super bomber. Materiel Command experts immediately begin tests, working on changes, revising plans to meet cur rent or future war trends and needs. Northrup, Lockheed, North Amer ican and others produce new fighter planes, and again Materiel Command experts go to work, revamping a wing-tip here, a tail surface or gun mount there. An Army Air Foree fanfc wagon fakes on a load of supergas tor a Superfortress at one of the distributing points of the underground fuef storage system at the Boll Bombor Plant Unselfishly, metallurgists, inven tors, chemists, engineers bring their ideas or findings to lay at the service ''of their Country. Or, the process may be reversed. A design will be transmitted to a manufacturer with instructions to build a new plane -- such as the jet propulsion ship constructed by Bell. Aero-medical experts test electricallv-heated clothing, gloves and helmets for use in high-altitude tem peratures as low as 70 below zero. A request is made to a manufacturer and the equipment is made. If the new plane or equipment is accepted after exhaustive tests, and production is decided upon, a stream of orders flows from Command Headquarters to prime contractors and through them to the thousands of subcontractors who will make the parts needed. )h Tested in Battle When a new plane comes off the assembly line, Materiel Command engineers are not satisfied just be cause it is ready for combat. Back from the war theaters come reports of performances, demands for more guns, more maneuverability, or a hundred and one other recom mended changes, and the engineers swing into action again. Materiel Command's Engineering Division, which tries to keep three years ahead of present-day aviation by thinking and working in terms of the future, has twelve laboratories containing some 100 million dollars worth of scientific equipment, con sidered to be the most complete in the world. The Procurement Divi sion, which does the shopping for the AAF, spends $75,000,000 a day -- or 30 cents of everv war dollar. Seeing to it that manufacturers receive the necessary raw materials in proper amounts at proper times to facilitate production is the responsi- Newly designed propellers are tested under strenuous Sight conditions on huge concrete torque stands in the Propeller Laboratory of the AAF Materiel Command, Wright Field, Ohio bility of the Production Division. It provides for additional manufactur ing facilities; distributes parts and government-furnished equipment to manufacturers; sees that changes in aircraft and aeronautical equipment, made necessary as the result of battle experience, are incorporated in pro duction. And not the least of its jobs is to insure a constant flow of battleready airplanes to combat areas. When a pilot and his crew board a plane to zoom off into combat, they carry with them the assurance that every single part of their plane measures up to the standards of the AAF. That is where the Inspection Division comes in. Inspection--han dled by thousands of officers and civilians trained to inspect and ac cept all aircraft, accessories, and equipment--starts with the raw ma terial and follows through to the finished product to insure that AAF materiel is the best in the world. The Superfortress is perhaps the most spectacular example of how the AAF and American industry went to work as a team to produce an air leviathan that virtually took 23 ETC 3192& off from a drawing board to bomb Japan. The story of the B-29's develop ment goes back to 1938, when staff officers of the Army Air Corps asked the 'Boeing Aircraft Company to submit ideas for major modifications of the Flying Fortress. Discussions Forces felt confident enough to. order the building of three full-size XB-29 planes.'Before these had been completed Army confidence turned into conviction, and in May, 1941 -- seven months before Pearl Harbor -- the Army ordered the B-29 into quantity production. Motors, and North American, Inc., to join with Boeing in the B-29 Pro* duction program. This involved the building of a huge plant to be operated by Bell at Marietta, Ga., and another to be operated by Fisher in Cleveland. Later Boeing's new plant at Ren- This overhead view of a B-17 and B-29 in flight gives an idea of tholr relative size. The B-29 is half again as big as the B-?7, almost twice as powerful -5f in*/ 1 over design changes and engineering features went on for two years, and in January, 1940, Boeing received from the War Department general specifications and a request to bid on an experimental four-engine bomber. Six months later the Army approved a revised model which became known as XB-29. In August, 1940, the Armv Air Boeing's Wichita, Kan., plant was made into a completely self-suffi cient integrated unit where all sec tions of the airplane, except those detailed to subcontractors, could be manufactured and assembled. Soon after Pearl Harbor --in February, 1942 -- the War Department con tracted with Bell Aircraft Company, Fisher Body Division of General ton, Wash., was added to the B-29 program in place of North Amer ican, as part of an Army-Navy trade of production facilities. The Glenn L. Martin Co. also received a contract and converted its huge Omaha, Neb., plant to the manu facture and assembly of B-29's, with Hudson, Chrysler and Goodyear as principal subcontractors. 24 ETC 31927 SUfi Recently it was announced that Boeing's plant No. 2 in Seattle, Wash., where Flying Fortress pro duction history has been made, would be converted to B-29 manu facture. The giant B-29 bomber has been called the "most tested airplane ever before it was known where the giant craft would be sent against the enemy. Control cable came from the East Coast; spare wing panels from the West; instruments from New Eng land; metal from the Southwest. Bases along the route taken by the Captured enemy plane* are tested at Wright Field for eompariton with American equipment built." It has been winging its way across the country for more than a year. But never was a secret so closely kept until on June 15 last the Superfortress appeared in the skies of the Orient to attack the heart of Japan. Much of the work of getting the Superfortress ready for flying--and combat--had to be done by the AAF ships to the combat theater in which they operated had to be established. Spare parts, cranes, and other equip ment had to be available at these way stations. Runways had to be pre pared so the big ships could land. Men had to be trained to repair the plane, with its new and highly com plicated equipment. To keep the B-29 in repair, C-46 Commando cargo planes were converted into flying repair shops. Dramatic episodes became com monplace. One night certain Air Service Command officers were routed from their beds and pre sented with the problem of getting fifty 2,2oo-h.p. B-29 engines from the Wright factory at Paterson, N. J., to a fast ship which would be leaving in 24 hours. The wharf was only fifty miles away, but the roads were congested. Moreover, the en gines had not been completed. Police cleared the roads. Trucks, heavily guarded, were backed up to the factory. The engines, still hot from trials on test blocks, were bolted to special cradles, crated, and loaded aboard the trucks. As fast as one was ready, it sped on its way. The fifty engines were loaded, on schedule. WTien the ship reached Africa, a fleet of C-54 cargo planes, specially fitted, was waiting. They flew the engines to their destination. To describe.the B-29 Superfortress is to deal in superlatives. It carries a much larger bomb toad, has longer range, higher speed and greater serv ice altitude than any other bomber in the world. It is half again as big as Boeing's Flying Fortress, and its engines are nearly twice as powerful. It has a wing span of 141.3 feet, it is 99 feet long, and when the plane is at rest, the tip of its tail stands 27 feet, nine inches from the ground. Its weight is 97,000 pounds, compared to 65,000 pounds for the Flying Fortress. The four Wright 2,200-h.p. engines are [8-cylinder, radial-cooled cyclones. The combined 8,800 h.p. developed by the four engines is nearly twice the 4,800 total of the Flying Fortress. Greatest innovation as a warplane is its pressurized cabin which enables it to operate at altitudes of 40,000 feet andJiigher without any of the 25 ETC 31928 NEW YORKER BOOKLET At the. most critical moments Abraham Lincoln sometimes used to break into cabinet discussions to tell an amusing story. It has been assumed that he did it to help cabinet members relax -- in order that they might be better able to judge the problems of that war. Recently the New Yorker magazine distributed a booklet reprint of a story which they thought was one of their most amusing pieces. It occurred to us we might provide a helpful moment of relaxation from the war problems of the automotive and oil industries by distributing copies to our readers. Through the courtesy of the New Yorker, therefore, a little booklet is enclosed with this issue of the Ethyl News. OUR PICTURES Cover courtesy Soil Conservation Service, U. S. Department of Agriculture. Page 7 and 8 (bottom), Wide World; Page 8 (top), Sovfoto through World Petroleum; Pages 9 and 18, Acme Newspictures, Inc.; Page 10 (left). Resettle ment Administration; Page 10 (right). Press Association, Inc.; Pages 11-13, cour tesy Soil Conservation Service, U. S. Department of Agriculture; Pages 11-22, courtesy Bell Aircraft Corp.; Pages 23-26, photos by AAF Materiel Command. N An AAF bombardier returned from the Soufh Pacific models a new flak helmet under test at Wright Field 26 discomfort to crew that results from continued use of oxygen masks. Another feature is the "117" air foil, a wing possessing certain quali ties surpassing those of any other previous design. Unusually high ceil ings are obtained, and excellent land ing and take-off characteristics are provided for by the specially de signed flap which counteracts high wing loading. Her sixteen-foot pro pellers are the largest on any aircraft. Getting her off the ground with a full load is a trial, something that has to be, in Army parlance, "sweated out," but pilots pronounce the Su perfortress smooth and easy to handle. In the air, she is a thing of grace and beauty, coursing serenely, inexorably, almost disdainfully. She has been described as a "flying battleship," with great powers of self-defense. "If the Navy had built her," says one Army' pilot, "they would have built a dockyard to go with her." Although the Superfortress will be recorded in history as a "wartime accomplishment," she didn't just "happen." Planned and conceived long before Pearl Harbor, she is the realization of the dreams of the engi neers who foresaw a giant leviathan in the service of their country. She typifies the foresight of an alert Air Force and the cooperation of American industry. - r 1 etc 31929 M ' AM f/V Z L Over 21 million gallons of gasoline a day to put the ALLIES UBER DEUTSCHLAND The American fighting forces aren't the onb users of "made in U.S.A." high-octane gaso line. Millions of gallons are going to the British Russians, Australians, Canadians and our othe: allies. What's more, this gasoline is all higl quality--and practically every gallon is im proved with Ethyl fluid. You can see that as long as the war is on there isn't much hope that civilians will be able to get gasoline unlimited as to quantity and quality. But it won't be long after the fighting is over that gasoline of far higher quality than you've ever had before will be available for running your automobile, truck or bus. Ultimately, post-war engines will be designed to get more power and economy from this greatly improved post-war gasoline. We ofEthyl look forward to working with the automotive, petroleum and aviation industries in making these hopes come true as quickly as possible... but with us, as with you, the winning of the war comes first. +++ ETHYL CORPORATION Manufacturer of Ethyl fluid, used by oil com panies to improve the antiknock quality of aviation and motor gasoline. OASOIINI POWERS THE ATTACK--DON'T WASTE A DROP! ETC 31930 Why your gasoline dealer's Ethyl pump may be dry It has become necessary to limit the supply of premium gasoline to civilians--in spite of the fact that the production of Ethyl fluid has been increased tremendously since the war began. We would like the millions of Ethyl users to understand why this wartime short age exists, and why it is, in fact, good news. Wben you drive up to an Ethyl pump these days the dealer may tell you be has no Ethyl, or that he can let you have only a little. The reason for this shortage is the simple fact that "More and more Ethyl is going overseas.'' Failure of the Luftwaffe to prevent the Al lies from bombing practically at will, means our airmen can make more raids; and so use more high-octane gasoline. Failure of the Japs to stop our Pacific of fensives means America has more bases from which to strike; bases that must be supplied with gasoline. Failure of the Wehrmacht to stand off in vasion means that Allied ground forces can send their tanks, trucks, jeeps and other motorized equipment plunging ahead--and this, too, calls for more gasoline. This is good news! But it means that mili tarydemandsforhigh-octanegasoline--prac tically every drop of which contains Ethyl fluid--have, reached an all time high. It means that there is less Ethyl fluid available for civilian use. To conserve this vital material, the Petro leum Administration for War recently di- rected that the quantity ofpremium gasoline be cut in half. The total amount of civilian gasoline was not changed by this order, only the quantity of premium gasoline. In oui opinion there is no doubt that this de cision was correct. We feel sure that as long as the needs of war have first nlalm on Ethyl fluid, you will gladly make the best of whatever gasoline is available. Ethyl Corporation Chryalv BoHdinf, Ntv York, N. Y. MORE AND MORE ETHYL IS GOING OVERSEAS ETC 31 ,.' < ^ INTHE '- - -> OCTOBER 1944 "E" FLAG TO ETHYL-DOW The Army-Navy "E" flag ho* bean awarded to the Kure Beach plant of Ethyl-Dow Chemical Company at Wilmington, North Carolina. Ethyl-Dow, which is jointly owned by Ethyl Corpora tion and the Dow Chemical Co., extract* bromine from sea water for use in the manufacture of one of the important ingredients of Ethyl fluid. The award, made at a cere mony held at the plant, was presented by Major John W. Thurlow, Raleigh Area Repre sentative of the AAF Materiel Command. In his presentation address, Major Thurlow de clared: "It is in recognition of, and tribute to, the splendid way in which the workers and man agement of this plant have ful filled (their) role that there is awarded here today this ArmyNavy award for excellence in production." G. E. Cantwell, plant mana ger, and Max B. Register, pipe shop foreman, accepted the award on behalf of manage ment and employees. Speaking for the company, Mr. Cantwell declared: "We do not consider this award an end to which we have worked. The stimulus for a concentrated production effort by the men and women of this plant was provided by a deeply seated patriotic feeling within the employees themselves." ^ r TAKE-OFF TO TOMORROW 3 What will pottwar domestic aviation look like? What aro the present plant of airlinot, the outlook for military piano demand, the possibilities tor civilian Hying? And -- how much gasolino gallonage It indicatod? Horo aro some ottimatot -- from the men who build planet and make thorn fly. M . . . TO VICTORY ON A SEA OF OIL" 8 Dramatic scenes of oil in action highlight its significance in the war -- on every fighting front of the world. THE TOUGH WAR 13 Anothor handy war map for Ethyl News roadort, which fakes in the India-Burma-China theatre of oporationt. Here is where jungle fighting it at itt wont -- and here is where the struggle to keep China in the war it being fought. NEWSMAN PLATT: A PROFILE 1G Editor, reporter end crusader all in one sums up the colorful career of thlt petroleum journailtt, who in hit latest role as war cor respondent is reporting back the ttory of oil at war. OLD MacDONALD HAD A FARM 19 . . . and on- the farm he had a tractor. New Ethyl movie shows old MacDonald how he can make better use of hit tractor -- to . help overcome his manpower shortage in innumerable wayt. Prints are now ready. THE FAR EAST OF THE AMERICAS 22 When the Japt overran the Far East, they unwittingly caused a vatt transformation: a rediscovery in Latin America of scores of commodities formerly obtained from the Far East. In consequence, Latin America has emerged as our new tropical stronghold. What does it hold for the future? Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y. . Manufacturer of Ethyl Fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline Sect* W. Watt, JHwirfwit; Percy L. GrlBtha, vka pruildunt ant troaaurrc; Julian C Grcnalai, arcrutary >r t ETC 31933 By R. P. Cooke What's in store for domestic aviation the first here is no doubt that after the Twar there is going to be a real five years after the war? Here's an appraisal "age of flight." The public senselseaving ample opportunity for the ent prices for first class Pullman it, and the men who build airplanes millenium to come along after that. travel on an over-all basis. and blaze aerial highways are con Here, then, is what the men who Speeds for air passengers will vinced of it. They know even better build planes and the men who fly have been increased to 300 miles than the public the enormous im them commercially expect: an hour for the fast, long-distance petus given the aeronautical arts by Five years after the war, there planes commanding fares in the the research and production of war will probably be 1,000 to 1,200 upper brackets (probably five cents time, compressing between one and commercial airliners flying 700 mil a mile or over), while feeder and two decades of peacetime progress lion passenger miles annually, com "bus" type air services will ap into three or four years. pared with 350 flying 100 million proximate today's : 8o-mile-an-hour But because we know that avia passenger miles in 1940. There will speeds, or a little over. Schedule tion is going to be a big thing in also be a big fleet of large aircraft frequencies will have been increased, our postwar lives, it does not mean flown by U. S. pilots to Europe, and planes every hour or half hour we can look for a full accomplish Latin America and the Far East. will connect major U. S. points. ment of aviation goals immediately Fares will have been cut to perhaps There may even be hourly flights to after the war. Yet there are certain four cents a mile for domestic flights London. There will be plenty of achievements the average citizen -- 20% below today's figures -- and seats available, and probably special can definitely look forward to in to five cents a mile for overseas, thus round-trip and tourist features will the first five postwar years, still averaging as low or lower than pres be included, as they are normally today on railroads, buses and ocean come an expansion of airports. one phase of the new business air wi: going liners. Several thousand airports, or air craft will generate. Hotels will be in Virtually all medium and long parks, as they will be known, will built near air terminals in vacation ter distance airliners will be four-en be built, plus additional emergency areas. Concessionaires will set up 1 gined planes. They will give a great landing facilities and greatly ex their shops; taxi and surface trans has er safety factor than even today, panded commercial airports. There portation companies will serve the permitting the pilot to fly "around will be a rebirth of the fixed base new airports. Motor repair facili 31/. La the weather" if it is bad, and reduc operator's business, the little fellow ties, replacement parts systems and its ing flight cancellations to a mini who teaches people to fly, and pro airport maintenance crews will all lar mum. Many planes will be equipped vides service, hangar space and be important auxiliaries to the actual cat with radar and other safety devices gasoline for private planes. business of flying. on permitting navigation in all weather, In fact, the whole impetus to The business of carrying people co although it should be remembered business will be enormous if the by air is the most important phase of $1 that such equipment is heavy and hopes of the small plane builders aviation, but by no means all of it. ab it takes time to teach flight person and airline operators are even partly Air cargo will provide a tremendous Ai nel to use it. Sleeping accommoda fulfilled. Gasoline is the Number stimulus to merchandising and to ex tions will be available on long One commodity consumed by air methods of doing business within flights, both domestically and over craft, and it takes only a sharp pen five years after the war. There may 30 an seas, but the increasing speed of cil and a little imagination to see be well over 100 million ton-miles U flights is tending to reduce the need what can happen there. of air cargo flown annually, com i,' of sleeper planes with their inevi tably higher fares. Tenfold Growth Foreseen pared with only 314 million tonmiles in 1940. And with all first class Few "luxury" planes carrying As recently as 1938, aviation gas mail going by air whenever it will many more than 100 passengers will oline consumption of all kinds speed service, there mav be about be seen at first, although they will amounted to only about 100 million 90 million ton-miles of mail moving g< th be starting to appear. Combinations gallons, according to published es on the airways compared with only of sleeping and sit-up planes will be timates. Of this total, commercial 10 million ton-miles in 1940. P> C( available, and cross-country time airlines and the Government divided This vast expansion in hauling te tables of a little over eight hours will the lion's share -- 90% -- evenly goods by air will follow sharp re be commonplace. between them; private flying ac ductions in rates. For example, Private flving also will undergo counted for only 10% of the total American Airlines, the biggest do g< b< a metamorphosis. Although every gallonage. mestic system, only recently filed D one will not be flying through the Five years after the war, however, schedules which will reduce charges at air, like Penrod in his dream, the airline consumption is expected to for air freight (as distinguished T number of personal aircraft will be at least ten times its pre-war from the present air express) to a er have been increased from 24,000 figure. Private flying, too, using air low average of 30 cents a ton-mile se before the war to anywhere be planes averaging around 100 horse for the cheapest kind of merchan so tween 100,000 and 500,000. This is power, should be using more than dise. Today's air express, carried to h< a wide range. But it characterizes ten times its pre-war figure, while and from an airport by the Railway v. the diversity of opinion among in military aviation also will be at least Express Agency, costs the shipper trim c dustry experts as to the speed with ten times greater than it was. Our about 72 cents a ton-mile. American h which private flying will increase. best authorities believe we will Airlines' schedules call for bulk $ At first, private planes will be much maintain a fleet of at least 25,000 lots, and are graduated as to value, 0 like pre-war models. But as real military aircraft of all kinds, and weight, perishability, etc. A special 1 mass-production is achieved, and that the size of these planes will be tariff rate for agricultural commodi war-created technical advances are much larger than before the war. If ties of 25 cents a ton-mile for ship V fi incorporated in small planes, this a ten-fold increase all around, then, ments of 5,000 pounds or over is 0 market is expected to grow rapidly is seen, it means that aviation will be included, and this shipment of fresh a after the war. consuming one billion gallons of produce is expected to become a c Along with the growth of private gasoline a year -- or more. major industry in itself: quality flying (in fact preceding it) will Increased gasoline demand is only fruits and vegetables, picked ripe. f4 ETC 31935 LI 1 1 1 will become available to consumers in any part of the country, no mat ter where they are grown. Pan American Airways, which has already projected a low fare of 314' cents a passenger mile for its Latin-American passengers when its new air fleet is built, plans simi lar cargo rates for its Latin-Ameri can flights. To Hawaii, it will cost only 24 cents to fly a ton one mile, compared with a pre-war figure of Si a ton mile, and an average of about 80 cents for most LatinAmerican flights. Pan American expects its system alone will handle 30 million pounds of air express annually between the U. S. and Latin America, compared with 1,700,000pounds in 1941. Tomorrow's Planes Today What are the new planes actually going to cost, and who will build them? Well, here is an approximate picture of future airliners, based on commercial airlines' plans and in tentions: The four most important passen ger and cargo planes will probably be the Douglas DC-4 and Douglas DC-6, the Lockheed Constellation and the Curtiss-Wright Commando. The Douglas planes are each fourengined, and will carry 44 to jo pas sengers. The DC-4 will cruise at somewhat better than 200 miles an hour, and the DC-6, with top speeds well over 300 miles an hour, will cruise at a little under 300 miles an hour. The DC-4 costs just under $400,000 and the DC-6 about $200,000 more. American Airlines, United Airlines and manv others will use these planes, with the DC-6 flying the transcontinental and overseas routes (if the domestic lines are permitted to operate out of the country). The Curtiss-Wright Commando is a twin-engined plane designed for 4. 5 The Curtits-Wright Commando The Piper Cub (lop) -- a new helicopter (below) economical operation on fairly short flights. Eastern Airlines will prob ably use some of these planes, as will other lines. Price has not been dis closed, but the ship probably is cheaper than the four-engine models. The Lockheed Constellation is a four-engine plane with big, 2,200 horsepower engines and seating 60 passengers. It will be used by Trans continental & Western Air and probably by Pan American Air ways. Its speed is 300 miles an hour, and in general it is competitive with the slightly smaller Douglas DC-6. On the drawing boards or under construction are the Douglas DC-7 and a large Lockheed airplane. Each carries more than 100 passengers, and these ships may be appearing on airfields in quantity five years after the war. A few of them may be in regular service a little sooner. De tails of these planes have not been made public, but they are planned for long flights, and will each use four engines of power greater than anything disclosed so far. Various upper and lower deck arrangements, plus special sleeping and recreation accommodations will be included. They will be the first of the "luxu ry" planes. Glenn L. Martin, creator of the mammoth Mars flying boat, also hopes to induce airlines to use this type of craft for commercial serv ice, but no contracts are known to have been signed. The big Douglas and Lockheed planes will cost |i million or more each, and the proto types will cost much more than that. Pressurized cabins Will be a standard feature of practically all the new large planes, excepting possibly the DC-4 and the Commando. New Crop of Feeder Planes There will also be a new crop of commercial planes for feeder and short-haul service. Lockheed is re ported planning a model carrying about ij people, and Douglas is designing a "Skybus," capable of holding up to 30 passengers. These planes will be twin-engined. In ad dition, Fairchild Engine & Airplane Co. has designed special cargo An artist's conception of the postwar Douglas DC-6. Major airlines have already placed orders for this superliner planes for the Army, and will prob ably turn to specialized commercial cargo ships after the war. A number of DC-3S, the present standard air liner, will continue on the smaller lines and for feeder service for a number of years after the war. Glenn Martin and several other manufacturers also have cargo plane plans. Private aircraft will probably be a little more expensive right after the war than they were just before it. Although several makers are plan ning models under $ 1,joo, most twoplace or three-place personal craft will cost over $1,000, and some over $3,000. Most engines will be larger than the pre-war 65 or 75 horse power types, with a corresponding increase in speed to better than 123 miles an hour and a cruising range of 500 miles or more. A big market in private planes of considerably higher price and per formance than this is anticipated. Such planes, carrying four or more people, will cost anywhere from $5,000 to $30,000. As contrasted with the smaller "personal" aircraft, many of them will be twin-engined, and capable of speeds over 150 miles an hour and ranges well over joo miles. Business executives and well-to-do aviation enthusiasts will buy most of them. Twin booms and pusher-type engines will be a feature of some of these craft. Variable pitch propellers will make their ap pearance on executive planes, al though the cost of such propellers, now between $2 and $3 a horse power, may keep them off the smal ler personal planes. Similarly, radar and high-powered, long-range ra dios will be confined to the more expensive planes for a time. But spin-proof and stall-proof features will be included on most private planes. The helicopter, still an experi- f ETC 31937 I mental aircraft despite regular pro duction for the armed forces, will emerge first as a commercial plane operated by a professional rather than as a personal plane for the ama teur and his family. Cost, as the rotary wing aircraft is known to day, may be too high (at least $7,000) to attract many buyers even if they could operate the plane. (Contrary to popular belief, expert piloting is required.) But the art is advancing fast, and it will probably be possible to fiv in a helicopter bus, carrying perhaps a dozen people, not too many years after the war. Commercially the helicopter will be competitive with the taxi or fast local rapid transit line rather than with other types of aircraft. In fact, its proponents feel that the field of the helicopter lies in short-range inter-city hops, in supplementing transcontinental airliners (by serv ing as an air-taxi to and from air ports), and in providing daily commuter service for out-of-town residents. --hi .1 Along with tho growth of domestic aviation will eomo a wido oxpansion of airports, largo and small, aftor tho war Jet Propulsion Planes Too? The jet propulsion principle is too new and too heavily wrapped in military secrecy to permit accurate forecasting. Eventually its high op erating cost feature may be over come, and the jet made available for stratosphere transport. But this is not likely within the first five years after the war. Before an airline will trust the lives of its passengers to an aircraft, it must be flown and tested, not for months, but for vears. For the manufacturer, the build ing of aircraft five years after the war will be small as compared with today's $20 billion annual military volume, but astronomical as com pared with the figure of only about $125 million in 1938, the last year really free from war influence. For example, if the figure of 5,000 military planes for annual replace ment is achieved (and many experts think it will be) this will mean at least half a billion dollars worth of business to manufacturers annually. Pursuit ships, including motors and armament, cost close to $100,000 at the cheapest, while the huge superbombers are million-dollar ships. With an average price of $200,000 for all types, only 2,500 planes would have to be built annually to pile up the $500 million total, com pared with the present 100,000 an nual rate. Commercial airliners already or dered for postwar delivery ap proach a $150,000,000 total, and a continuing annual business of $50 to $100 million is not improbable; sud den emergence of a new type, such as the jet plane, could boost these figures substantially over relatively short periods. Private plane construction is the hardest to guess. If the 100,000 fig ure were to be reached in five years (allowing for obsolescence of exist ing planes) that would mean 20,000 new planes a year at an average of perhaps $2,500, or $50 million in all. If the optimists are right and we have 500,000 planes in five years, the figure would be $250 million annually. Adding this all together, we can foresee (if our military guess is made good by Congressional action), a market of $600,000,000 to $850,000,000 for American manufacturers to divide, in itself forming one of the country's major industries. 4. 7 etc 31938 Tankers permit naval task fareas to hunt lha anamy ralanllassly without putting in to a port for rafualing Unas secured batwaan warship and tankar, an officer diraets tha next step of tha refueling operation The sustained advances of our naval forces in tho Pacific have resulted from their factic of taking their tanker fleets along with them ETC 31942 COMEHELL andHIGH WATER Oil men held their breath when that hurricane hit the East Coast last month -- but ingenuity came to the rescue hen that tropical hurricane hit even filled' some coastal gasoline Wthe Atlantic seaboard last storage tanks with water, to.hold month, transportation and comthem down during the storm. Six munications and other essential years ago, the last, hurricane up public services were severely af rooted them from their moorings fected. Telephone lines were felled. and sent them floating down the Electric light and power systems river. failed. Transportation lines were Even service station dealers did slowed, and in some cases, were yeoman's service in the storm, keep brought to a standstill. ing open to supply gasoline for For oil companies with refineries those vehicles which had to get in the path of the hurricane, there through. In some of the smaller were special problems to be met communities, a number of stations and precautions to be taken. For were temporarily put out of busi after all, production schedules had ness, when their local light and to be maintained -- there's a war power systems failed and put their going on. Many an oil man, with gasoline pumps out of commission. expensive refiner)* equipment at But here's a little story of how one stake, doubtless held his breath until gasoline dealer overcame that ob the storm blew over. Harking back stacle -- and continued to serve his to the hurricane of 1938, one oil customers during the storm. company, according to a report, That gasoline dealer is D. X. Gasoline deafer 0. X. lynch demonstrates the home-made "generator" he rigged up to run his pump during the storm, while his daughter Theresa looks on approvingly Lynch, who runs a service station in the town of Syosset, on the north shore of Long Island. Mr. Lynch was on duty* the night of the big blow, which struck Long Island with savage fury. Telephone lines were toppled, power stations were flooded, whole communities were cut off from outside help. In his own town of Syosset, the power system failed. With no lights to go by, with no power to run his pump, the only thing to do seemed to be to close up the station. But then he had an idea. The pump would not work be cause there was no electric power to run it. Why not, then, make it run without electricity? In almost as little time as it takes to tell it, he picked up a bicycle that was lying around the station, turned it upside down so it rested on its handlebars and seat, and removed the tire from the rear wheel. Then he ran a rope around the rim of the wheel, looped the other end of it around a wheel inside the pump -- and the pump was back in service! Simply by turning the pedals of the bicycle, he was able to make the pump operate. All through that night, Mr. Lynch continued to serve his customers. And they included, among others, war workers from two nearby air craft plants who needed gas to get them to and from their jobs. Here was ingenuity in a pinch. But it is only a small example of the deter mination of all branches of the oil industry to serve, come hell and high water. 12 ETC 31943 1 PORTRAYED on the following two pages is a part of the Pacific theater which, while technically the IndiaBurma-China front, might also be called "the tough war." For Americans, that means most immediately the Burma front. Here is where progress against the Japs has been painfully slow--across perilous mountains and tropical jungles fever-ridden with malaria--in contrast with the savage, lightning advances on most other Pacific fronts thus far. Here is where Allied forces took a "hell of a beating," as General Stillwell put it, back in 1942--and then dished out the same medicine to the Japs this year at Myitkina and Manipur. Here is where the reconquest of territory must be accomplished between the annual monsoons sweeping up from the southwest. And here is where the struggle to keep China in the war is being fought. During the course of her seven-year war, beleaguered China has seen one after another of her lifelines to the outside world severed by the advancing Japs. First came the loss of her great seaports. Then came the loss of the trade route from French Indo-China, which was a large supplier of rice. Finally, came the loss of the night marish Burma Road, which had been completed only in 1939. There are other overland routes still open to China. But these are principally roundabout caravan trails-- extending in great arcs through Asia and entering China through the back door of her western deserts. These routes take months to cover, extending for thou sands of weary miles. That is why China's fortunes are tied to two shorter routes. One is the aerial Burma Road, already in existence, running from India into China. The other is the new Ledo Road, which, when completed, will replace the lost Lashio-to-Kunming highway. At present, the aerial Burma Road is the principal supply route into China. Pioneered by the China Na tional Aviation Corp., whose operations are directed by Pan American Airways, the airline cuts across pos sibly the most dangerous country in the world--the jagged, ice-coated Himalayas. Pilots must maintain an altitude of 16,000 to 20,000 feet to clear "the hump"-- and they constantly face the triple threat of the weather, the mountains, and the Japs. Yet, despite these obstacles--which have taken their toll of air men's lives--the Air Transport Command of the USAAF is flying more vital supplies into China than ever trav elled over the tortuous, winding Burma Rood. 4 India, whose easternmost provinces are shown on the map, is hemmed in from the rest of Asia by a chain of hills and dense forests in the northeast, the towering Himalayas in the north, and a broken mountain range in the northwest. In the northeast is Assam Province, a country of hills and dense forests inhabited by bison and buffalo and man-eating tigers. In the northern part, where the Him alayas end, the ancient river Brahmaputra snakes its way into the country from Tibet. Below Assam lies Bengal Province, which consists largely of rice fields separated from the Bay of Bengal by jungle swamps. Rice is mostly cultivated here, but the province is also the world's largest grower of jute, which is used for rope and bagging materials and for sandbags in the war. India's holy river, the Ganges, empties out through Bengal Province into the Bay of Bengal. Burma, like India, is geographically isolated from the rest of Asia by mountain barriers. Like India, too, and other countries of southeast Asia, its rainfall is of prin cipal importance, the entire country being subject to the alternate wet and dry seasons of the monsoon climate. The rain season starts in May and lasts until October. The country has two well-defined regions, upper and lower Burma. Lower Burma includes the plains and deltas of the Irrawaddy, the Sittang, and the lower Salween rivers, and the Arakan littoral. Upper Burma, however, is largely mountainous and hilly. Due to the climate, malaria and other tropical diseases are preva lent in Burma, particularly in Tenasserim, Arakan, and in the hilly tracts below 4,000 feet altitude. The Irrawaddy, navigable for 900 miles, is Burma's most important river, with the Chindwin its principal tributary. The Salween and Sittang rivers, also In Burma, are not safely navigable for any great distances, due to treacherous rapids, in the case of the former, and to a tidal bore at the mouth of the second. East of Burma lies Thailand (Siam), which like her neighbors is guarded by a mountain range in the north. Siam occupies less than a third of the Indonesian penin sula, yet it has three distinct zones: the well-water southernmost, permitting extensive agriculture; the middle zone, affording animal husbandry and forest produce; and the northern mountain plateau, which is almost devoid of vegetation. Its rainy season, which is felt in the south, corresponds to that of Burma. Although cut off from Burma in the west by mountains, Thailand is linked with French Indo-China on the east through the Mekong river, one of the principal tribu taries of the peninsula. Indo-China, formerly France's most important overseas possession, is one-third larger than the mother country. The Mekong, which empties out through Indo-China into the China Sea, forms a vast delta through the country. Here, the plains are given over almost entirely to the cultivation of rice, as are the deltas of the Red and Black rivers in Tonkin province in the north. Hanoi is the capital of Indo-China and Haip hong the northernmost port. South China, the scene of recent bitter fighting, is the most heavily populated section of the country. One reason for that is its sub-tropical climate which affords large production of basic foodstuffs the year round, in most cases. In contrast to the semi-arid climate of the north. South China is much warmer, has abundant rain fall, and a vast system of canals and irrigation ditches. 944 IN! 'A**'Yangku s Fenyangj Smgtai 9 T RySJun Dairen Jinsen* Qiigyang jfunhsien ^ 5^j|rSiangyang^ fLiaocheng YELLOW ^Tsingtao 'jf<r TTsisniinng^ingW^j: o^sien SEA Moppo'J Tungshanl A Saishu To i ^Shanghai ^Tsu Shima Shimonoseki I Fukuolyr#? Sasebo Goto Retto t NagaskiYA^ 4# Koshiki Retto/ Kagoshima] N Vd Vf wiing , king; Nanchang; 'chwan^J^ t^KienowC tfinghsien EA S " Tanega Shima 1 Yaku Shima ^ * yw J-inhai Yungkia linhow CHINA ^; SEA Chosa <b S4 %' lami Oshimai no Shima `Okinoerabu Jima Okinawa (Hinton ^__ ikMowmin* Macati ' Hong Kong Kwangchowan Taanfe^?^? -T-Kiungshan dAINAN Lingshui Pratas lAmoy Taichu Kagii .^ * Miyako m *lshigaki Iriomote Formosa oKotosho Batan Islands . Babuyan Calayan Babuyan Islands FugaV *Camiguin vd SOUTH ^o^fgan Paracel Islands CHINA San Fernando |<^LlJZON _TCasiguran Lingayeft Iba ^ft^-tuan Scarborough Shoal SEA PHILIPPINES Tanila Lubang IslanigS MINDOR5 I Catanduanes tligaspi ETC 31946 ^ATIOJVAL Editor Platt Goes to European 0e* `,l* S,ory of Oil for Np' fmn'd ,,f t/,p tdl'h* sfoty first- 1 \i ,, ' NEWS rdi- H.im-ii C. /'/at, i, 1 * I'M,. .. , ' "- . ;s !lHe is l,ill} '- ' ' '--rr'-vp. ... US' NEWSMAN PLATT: Editor, reporter and crusader all in one sums up the colorful career of this petroleum journalist bundle of magazines was significantly ambitious and pro A dropped in the Cleveland, phetic. It had to grow to justify Ohio, postoffice in February, 1909--such a promising name, but grow the Volume I No. 1 issue in the it did until NPN became a byword rugged publishing career of Warren in the marketing branch of the C. Platt in the field of petroleum industry long before initial group journalism. It is for this same maga ing became the vogue for govern zine, now in its thirty-fifth year, that mental bureaus. Warren is on a second trip to Eur ope, this time as a war correspondent Shirtsleeve Journalist to visit the battlefields and report to "News" was an apt word for the the industry on oil men and prod title, for news and issues have shaped ucts serving in World War II. Warren's editorial policies. This is The name "National Petroleum explained bv the fact that he is a News" for the new magazine was graduate of the daily newspaper world, in the days when personal journalism flourished and the cus tomers purchased newspapers to read what the editor said--either be cause they agreed with the editor or disagreed with his point of view. "News sells papers" was a preach ment to members of his staff, and news to Warren means -writing the straight facts as they occur and also digging into the significance and trend behind the facts. Issues have long intrigued War ren. In fact, he would not be Warren Platt without lance in hand riding 16 ETC 31947 full tilt for or against some idea, man, or plan. An issue usually has an ex tended life with Warren, and he will keep pecking away at it from time to jime as the spirit moves him, long after stating the issues when the campaign was in full bloom. The range of subjects covered by these editorial campaigns is prodigious. He has tilted with government offi cials, labor, tank car price practices, marketing practices in general, and outside the immediate petroleum in dustry he has feuded with trade pa per publishing practices. WhenWar ren campaigns he campaigns with all the vigor of an old-time editor, and pounds out reams of copy on his own typewriter. Even when thrust ing a lance into a windmill, he picks himself up, limps off the field fully convinced that he was right and that some day the thinking of the indus try will progress to his point of view. Early Days in Oil of the industry, in competition with Pittsburgh and New York in refining capacity. It was the home of the original Standard Oil Company, National Refining Company, Canfield Oil Company, and others of local fame in the independent group. It was natural that Warren should remain there upon the founding of his magazine, to make his home and rear two daughters. NPN at first was a monthly maga zine. Warren started with an office and a secretary. He would scurry about for news and advertisements, dash back to Cleveland to turn out his copv and put the magazine "to bed." As the tempo of the industry quickened, with technical and distri bution problems becoming more in volved, the staff grew man by man. It is important to remember that Warren was a publisher as far as establishing advertising and circula tion policies, but he has always re mained at heart a reporter, editor, and editorial writer. That explains much. The magazine grew into its name of "National" by having news bureaus in leading oil centers throughout the country, and when the monthly rate of issue became too slow it was converted into a weekly. The first issue under the new time arrangement was December 5,1917. Daily News Service Added A daily service augmented the weekly issues, beginning in the mid1920's, in order to bring "hot, spot news" more quickly to the industry. This was the daily issues of "Platt's Oilgram," a market price reporting service. Tank car prices in leading markets were covered and, in addi- Scenes fika this greefed Editor Platt on his arrival in England, to roport tho story of oil at tho front This interest in industry issues came early in his publishing career, in fact when his magazine was but six months old. Warren, along with an equipment salesman, was instru mental in organizing a national meet ing of marketers. The 36 oil men gathered on July 15, 1909, in Chi cago, and out of the meeting came the Independent Petroleum Market ers Association. Warren's magazine was endorsed unanimously and he >4 was elected secretary of the associa tion, an office held until he resigned after being re-elected at the 1915 convention in Milwaukee. Warren is a product of Ohio, one of the pioneer oil-producing states and home of many oil men. Dela I ware, a small university town in the center of the state, was his boyhood home. The newspaper profession i led him to Cleveland. This citv was quite an oil center in the earlier davs l 17 non to the daily Oilgram, subscrib ers were notified by telegram of crude oil and tank wagon price -changes. This was in the day before branded products dominated the market, and there was great activity in the buying and selling of products in tank car and even train-load lots. The markets boiled daily, and oil men were eager for the latest quota tions, to be found in the Oilgram when they came down to business each morning. This market service was enlarged near the beginning of the NRA code era to include gen. eral spot news of the industry. In August 1941, Oil-Law-Gram was in augurated to cover wartime industry regulations. First Trip Abroad His first trip to Europe was en tirely pleasure, quite in contrast to the current joumev. This was some ten years ago, when .Mrs. Platt and he made a quick round trip on the liner Rex to Italian ports, with a fast side trip on the boat to the head of the Mediterranean Sea.They wanted a rest, and by being on water War ren could keep himself away from the telephone to which he is particu larly allergic. Men familiar with this failing murmur a fervent "a-men" to the telephone company's advertising asking that calls be limited to five minutes, remembering that in his prime Warren could hardly get started in that short a time. While crossing the Atlantic Ocean under wartime travel handicaps he may have thought of the luxury of the Rex. At least annoyances must take on new stature. While on the first trip Warren was particularly nettled by the European concept of "the customer is always right." It seems Warren needed some dress collars and purchased some at the ship's haberdashery. They came back from their first trip to the laun \ THANKS ETHYL FOR RUBBER i Rubber Director Dewey expresses his appreciation f for its assistance in the synthetic rubber program | Appreciation of the cooperation of Ethyl Corporation, in lending | of its personnel and equipment during the early test-tube stages of t the Synthetic Rubber Program, was recently voiced by Rubber Direc| tor Bradley Dewey, on the eve of his retirement from office. In a f letter to Earle W. Webb, president of Ethyl, Mr. Dewey declared: ( "i would like to take this opportunity to express to your corporo- J fion my personal appreciation for your loan of equipment and per| sonnel in connection with the Synthetic Rubber Program. You will f recall that the Rubber Survey Committee made a strong recommen| dation for the immediate construction of a large-scale pilot plant in | order to test out the commercial possibilities of the process develt oped by the Standard Oil Company of New Jersey for the produc| tion of butadiene from butene. The cooperative spirit in which your f corporation offered the services of its equipment and personnel t made it possible for us to complete this pilot plant early in the pro| gram and thus test out various operating conditions and equipment f variations. f "Results from this development work have been carried over to J the large-scale plants as they have been completed and I am sure | that this background has made if possible for the larger plants to $ eliminate many difficulties and to reach rated capacity much sooner J than would otherwise have been possible." dry several sizes smaller. Warren in full and high state of indignation barged into the haberdashery and told the harrowing tale to the girl back of the counter. Blandly she re plied, "But you didn't ask if they would shrink." Another lance struck a windmill. The individualistic War ren had quite a time on that trip with the guides provided for tourist sight seers, and he returned with much respect for the Egyptians as the world's best horse traders. Warren has always traveled exten sively, visiting oil men, inspecting oil fields and refineries, and attend ing trade conventions where he fre quently is a headline speaker as well as the most attentive listener. This has been one of the secrets in keeping his enterprises alert and vital. He and members of his staff get their facts first-hand by getting around and knowing folks. The man abhors the paste pot and shears, has always done his own writing and has insisted that his staff do the same. In the new role as war correspond ent, Warren is sure to flush out some highly readable articles. Here is Warren at his best. There are those within the industry who have ques tioned the value of some of his edi torial campaigns, and many who have disagreed with some of his aims. There is no disagreement with the man's ability as a shirt-sleeve re porter. Warren is observant. He sees a story, and he can punch out on his typewriter an interesting, fast-mov ing yam. He knows what he's after and he goes straight for it. 18 ETC 3194 To meet the increasing demands for food and crop production in the face of a manpower shortage New Ethyl farm movie dramatizes many unusual ways a tractor can help a farmer to overcome his manpower shortages is perhaps the greatest problem ing credit of the farmers who, used their tractors more work to do to among the farmers of America. to long hours, even lengthened their catch up with the shortage of man And yet, in spite of a reduction working days without stint in the power. They have come to realize of about 8 per cent in farm man race against the seasons. But another that there is no shortage of power power during the year ending June factor behind this increase in the -- only a shortage of manpower. 30, 1944, the yield was up some 23 production of much-needed food To help farmers in taking advan per cent. and grain was the better utilization tage of the latent power in their How this increased production of power machinery. farm machinery -- especially their was accomplished is to the everlast Farmers of America are giving tractors -- Ethyl Corporation has Angus MacDonald, tho horo of Ethyl's film, is portrayod by Will Gr who playod Jtttsr Lst*r in Tobacco Road produced a new motion picture to be shown during the coming fall and winter months before groups of farmers throughout the country. It will be available to show before ag ricultural groups assembled by the oil companies, tractor manufactur ers, and tractor dealers, and at Grange meetings. Its theme is better and extended use of tractors in producing and harvesting crops and in performing many of the incidental and manifold labors in operating a farm. Old MacDonald Had a Farm, title of the famous American folk song which has been heard or sung 19 ETC 31950 Old MacDonald did everything the hard way. He did not even have a power belt hook-op for his tractor to saw his wood for hint by millions of Americans, is used as the title. The movie tells the story of Angus MacDonald, who is so beset with lack of manpower and becomes so far "behind schedule" he decides to sell his farm and look for a job. Angus' trouble was that he tried to do all the work himself -- with his one pair of hands. He sawed his wood, mixed his fertilizer, cut his hay, cleaned his bam -- all manually. And during most of the year his tractor -- used only for plowing -- laid up in his shed, a potential source of untold power to do many of the chores Angus tried to do himself. And always, Angus was so far "be hind schedule," he couldn't catch up with himself. Scenes in Old MacDonald Had a Farm show Angus how to make use of his idle tractor. It shows him how to plow and harrow in one opera tion, plant a cover crop in two or four rows, dig post holes, rig up a homemade windrow turner, build a drainage ditch, harvest forage crops, and perform many other op erations by the use of tractor attach ments. It shows him how to "use power off the belt" of his tractor to saw wood, mix his fertilizer, elevate his hay and grain to the bam loft, clean out his bam, and many other labor-saving operations that ordin arily were delegated to the hired man. Angus MacDonald is portrayed by Will Geer, who played the fea tured role of Jeeter Lester for two years in the record Broadway run of Tobacco Road, and who is an experienced farmer as well as a dis tinguished stage and radio actor. Bom on a farm in Indiana and now operator of a small farm in Nvack, N. Y, Will Geer had to make no mental or emotional ad justment to play the role of Angus. It is Will Geer, the farmer, who portrays Angus MacDonald, the By rigging op a windrow torner, available tractor power can replace the work of many men Operating a ripper, to loosen the soil, is simply another easy chore for a tractor ft c f: f: e c C t a t r >urce >f the nself. "becatch Had a ;e use how iperawo or r up a build forage er op.ttach> "use .tor to .levate n loft, other ordin hired trayed he feaor two ay run > is an s a dis:tor. na and arm in had to naL adAngus. :r, who Id, the fanner. His heart is in it because he knows Angus' problems from life -- not the land of make-believe. . Other actors in the cast include 'Vivian Holt, who has had a dis tinguished career in light opera and radio, and Ed Cooper, who has played the role of Father in a road company of Life with Father. Five camera crews took scenes for Audio Productions, Inc., in ten states to add authenticity to the film. Most of these scenes show how a farmer may readily adapt the power from his tractor to offset the short age of manpower in meeting the demands for greater production. Power Pooling Some of the scenes suggest how farmers may pool their power ma chinery resources for harvesting the farms in their community and how farmers may use their own machin ery, or that of their neighbors, for custom farming. In producing the film, Ethyl Corporation and Audio Produc tions, Inc., had the benefit of advice and technical direction from a panel of professors of agricultural engi neering and other technical con sultants. A novel technique has been used in the film to help Angus "see the light." But it is no betrayal of a dramatic secret to report that Angus decides to keep his farm after learn ing of the many uses of tractor power and of the advantages in in creased power through the use of high compression in his tractor. Old MacDonald Had a Farm is one of the series of farm films pro duced by Ethyl Corporation to help the farmer get more benefit from his power machinery. At Your Command and Masters of the Soil produced during the last two years are still being shown to agricultural groups and will continue to be made available so long as there is a demand for them. Another film, The Road Ahead, has been produced to be shown among tractor dealers in coopera tion with the National Retail Farm Equipment Association. In addition to the films, the farm program of the Corporation this year again includes a concentrated advertising program in farm maga zines and papers to emphasize the advantages of high-compression tractors as sources of greater power. Booklets, pointing to the benefits of high-compression tractors, will be produced and distributed among farmers. Window posters, advising farmers to "Look Ahead to High Compression" when buying new tractors, will be distributed through tractor manufacturers to dealers. Because gasoline power makes farming easier and more profitable, the tractor market is growing in 1tailing tractor manufacturers are mailing this high compres sion window poster to dealers throughout the nation this fall importance from the standpoint of the petroleum industry. Field rep resentatives of the Corporation will continue to work in close coopera tion with the petroleum industry in arranging meetings of farm groups, and with the tractor manufacturers, their branches and their dealers in developing programs of better utili zation of power machinery. Abnormal demands will be made upon the farmers for even greater production of food and crops in the days ahead. If these demands are to be met by the Angus MacDonalds, the answer lies in mechanized agri culture and power through gasoline. Tl) war ha* tran*formod marly all of Latin Amtriea into a ttratogic source of ottontial tropical crop* hen the Japs overran the WNetherlands East Indies back in 1942, they unwittingly completed a cycle nearly a century in the mak ing. They caused the rediscovery, in Central and South America, of vital commodities formerly obtained al most solely from the Far East. Take as precious a raw material as crude rubber. Rubber was first discovered, not in the Far East, but in Latin America. Christopher Columbus, in fact, fol lowing his second voyage to the New World, was the first white man to see this curious substance which, when hardened, would bounce and had other interesting qualities. Not for nearly another three cen turies was any commercial use found for this curious substance, until the great English scientist, Priestly, dis covered it would remove lead pencil marks, and thereupon dubbed it "rubber." Then, in 1843, a Scottish chemist named Macintosh found that cloth impregnated with rubber made it waterproof, and so the thrifty "mackintosh" was bom. Macintosh's mackintosh repelled water all right--but it would become sticky in summer and stiff in winter. But finally, the American, Charles Goodyear, overcame this disadvan tage by vulcanizing the rubber. 22 ETC 31953 th In sp ta tu th sv 9: c: k q f. v c t. c s T IS jed ire- hat ast \ the back ileted makry, in ' vital d al- ial as , not ,:rica. , foli the man hich, and cenound il the , disencil :d it ittish ound :bber the >om. .-lied -ome nter. .aries Ivan>ber. thereby laying the basis for the widespread use of rubber in the modem world. Following Goodyear's major dis cover)', the demand for rubber mul tiplied--and Brazil jealously sought to guard her control of the raw material. She did this by forbidding the export of rubber seeds from the country. But then, in 1876, an Eng lish botanist succeeded in spiriting some wild hevea seeds past the unwar)' Brazilian customs, carried them to London where they were carefully nurtured, and later trans planted the germinated seedlings in the Botanical Gardens in Calcutta, India. These seedlings eventually sprouted into the vast rubber plan tations of the Far East, which even tually displaced South America as the leading source of rubber, and supplied the world with 90% to 95 % of its needs . . . until the Japs came along. Similarly with quinine, the best known treatment for malaria. The first white men to learn of quinine were Spanish Jesuits who followed the Conquistadors to Peru, where they discovered the medicinal qualities of the bark from a native tree. This bark, they found, was a cure for the "ague" which regularly swept over southern Europe. That "ague" was malaria. Later, when the healing virtues of this cinchona bark became known, seeds of its tree were transplanted in Europe, then in Java. Careful cultivation of the tree in Java ultimately made that East In dies island the world's principal source of quinine, again until the Japs came along. Now, however, as a result of the war, the United States is looking to South and Central America -- not only for supplies of crude rubber and quinine -- but also for a host of other essential agricultural staples formerly obtained principally from the Far East. In addition, it is re ceiving unprecedented amounts of basic commodities, previously im ported from Latin America, and now urgently needed in the war. To take a few examples at random: Bolivia is supplying tin that once came from British Malaya. Cuba is supplying nickel, to augment Can adian supplies, while other countries are supplying copper and other stra tegic metals. Linseed from Argen tina, babassu nuts and castor beans from Brazil, and other oilseeds from Latin America have helped to make up for the loss of cocoanut oil from the Philippines and for palm oil and tung oil and other essential oils from former supply sources in the Far East. Moreover,, coffee from Brazil and Colombia, cocoa from Brazil, petroleum from Venezuela, tropical produce from other countries are all helping to fill our war needs. Then--And Now Before the war, the United States imported approximately 94% of its essential tropical commodities from the Far East. Central and South America are able to replace all of these presently lost imports. But to understand the importance of what has already been accomplished--and to gauge its meaning for the future --one must consider these commodi ties one by one. Here are a few: Rubber: There are at least 16 Latin American countries, extend ing from Mexico to Bolivia, where rubber can be grown, according to the Department of Agriculture. Since the war began, millions of hevea rubber seedlings have been planted in these countries, and in addition there is an intensive hunt for various "bush" and "vine" rub bers. While this development, as a whole, can be of little assistance to the war effort (because rubber trees take years to cultivate), it does hold much promise for the future. Within 12 years, it has been estimated, the hevea rubber trees can be made to produce between 1,200 and i,joo pounds of crude rubber to the acre. This would compare with an esti mated yield of 450 to 700 pounds an acre from Far Eastern planta tions. Meanwhile, some crude rub ber is being obtained from several South American developments started before the war, principally in Brazil and Costa Rica, and from the bushes and vines which yield rubber more quickly than trees. Quinine: When-the Dutch East Indies went down, 95% of the world's supply of quinine was lost with them. Since then, however, there has been an intensive develop ment of the cinchona tree in Latin America, with Guatemala setting the pace (due to its large pre-war growth of these trees), and with such other countries as Colombia and Costa Rica following suit. It takes about ten years for a cinchona tree to reach full maturity, although some bark can be obtained within three to four years after planting. Meanwhile, besides the cultivation of new cinchona trees, there is a feverish search in Latin America for wild cinchona bark and for totaquine bark, a similar remedy for malaria. Manila Hemp: This important commodity, used for making strong, salt water-resistant rope, comes from the tropical plant, the abaca. Form erly obtained chiefly from the Philippines, its production has been vastly expanded in Central America. Abaca yields hemp within about 18 months after planting. And now. Central America is supplying U. S. maritime and naval needs for hemp for the first time in history. In addi tion, supplies of jute -- the bagging material imported from India -- are being strengthened by the planting, 23 ETC 31954 in Costa Rica, Honduras and Guate mala, of roselle, an important substi tute. Oilseeds: When the war broke out, the United States lost about 10% of its total supplies of vege table oils. They came from the Philippines, East Indies, China and elsewhere, and included cocoanut oil, palm and palm kernel oil, tung oil and others. They are highly im portant in the manufacture of soap and paint, and in the case of cocoanut and palm oil, for providing glycerine for munitions. The United States has more than made up its oilseed deficit. It did this primarily by the expanded produc tion of such domestic oilseeds as soybeans and peanuts. But a very substantial help came from Latin America, which provided linseed oil (from Argentina); babassu nuts and castor oil (from Brazil); and other vegetable oils, including the cohune and macanilla, from other Latin American countries. Rotenone: This is probably the best-known insecticide that is nonpoisonous to humans. It is effective against lice and other skin parasites. The United States lost three-fourths of its supplies, in the form of derris root, to Japanese invasions. Now, however, its production is being prodded in no less than seven Latin American countries. There are countless other tropical crops, formerly obtained through out the world, for which the United States is now looking to Latin Amer ica for supplies. They include balsa wood, for planes; tcakwood, for ship flooring; kapojc, for stuffing mattresses and furniture; cork, for bottling and insulation; vanilla beans, for flavoring, and many essential im ported spices. And all this is in ad dition to the commodities Latin America has traditionally supplied the United States--like coffee, sugar, cocoa, bananas, metals and fibers-- commodities which are indispensa ble in war as in peace. What makes Latin America the Far East of the western hemisphere? The simple fact that its climate is the same as the Far East. Thus, crops native to the Far East are also in digenous to Latin America. One reason these tropical crops came to be imported from halfway round the world, rather than from south of the Rio Grande, is that their production was intensively cultivated and im proved in the Far East, while for various reasons the Latin American varieties were permitted to languish or left to grow wild. But since the war cut our Pacific supply lines, there has been a re awakening to the vast tropical store house that is Latin America -- and a whole reappraisal of its future possi bilities. Backed by the United States Government, through its Defense Supplies Corporation and other war agencies, a large number of wartime projects have been started up and down the coasts of Latin America. Private business, too, has spon sored many of these projects -- some of them long before the war. And in this connection, one of the outstand ing programs has been that under taken by the United Fruit Co. United Fruit, of course, is one of the largest U. S. business firms en gaged in growing tropical crops in Latin America and exporting them to the rest of the world. The com pany's most important single crop is bananas, although it also has large investments in sugar and cocoa and other staples. Back in 1925, in cooperation with Her* are Hire* strategic crops whose production the war has stimulated in Latin America--rubber, quinine and henequen a U. expe gan. By i to 2 cam man nese loss the acq' Cor as t' hen 28,< plai Ric like fin in Nc the in an< pai in wa tut vi< ou tia m-. fat m: to sp he fo tr to A C dt Ir P1 tl S- a U. S. Department of Agriculture experiment station, United Fruit be gan a test farm planted to abaca seed. By *941, this planting had extended to 2,100 acres --and suddenly be came the main U. S. source of manila hemp, following the Japa nese attack on Pearl Harbor and the loss of the Philippines. Early in 1942, the original seed plantation was acquired by the Defense Supplies Corporation, which in turn used it as the nucleus for a vastly expanded hemispheric crop. Since then, some 28,000 acres of land have been planted to abaca, in Panama, Costa Rica, Honduras and Guatemala. Other Wartime Projects Similarly in rubber, United Fruit, like several other U. S. business firms, had an experimental plantation in South America before the war. Now, however, it has more than a thousand acres planted to rubber -- in Costa Rica, Honduras, Panama and Colombia. Moreover, the com pany has spurred the development, in Latin America, of such important wartime crops as roselle, the substi tute for jute; derris root, which yields the insecticide, rotenone; vari ous tropical grasses producing essen tial oils for drugs and toiletries, and many more. In all, the company's wartime farming front extends some 2,800 miles from the Dominican Republic to deep in Ecuador. Due to the sphere of its business operations, however, it has concentrated its ef forts in ten Central American coun tries and islands, which have come to be known as Middle America. And in a concentrated educational campaign to the U. S. public, con ducted by its own Middle America Information Bureau it has been em phasizing the interdependence of these countries with the United States -- both now and after the war. These countries include Mexico, Guatemala, Honduras, El Salvador, Nicaragua, Costa Rica and Panama," and the Caribbean islands of Cuba, Haiti and the Dominican Republic. Even before the war, these countries were important commercially to the United States, selling it some fourfifths of their total exports and buy ing in turn more than three-fourths of all their imports. Now, their strategic importance is priceless. To what extent fhese various countries have been able to replace our former Pacific imports is of course wrapped in \Vartime secrecy. But that they promise real postwar competition to the Far East is be coming increasingly evident. In rice, for example, many Latin American countries now produce enough for their own needs--and some have an exportable surplus. Together with the war expanded U. S. rice produc tion, they could conceivably upset the traditional rice bowl of the world -- Burma, Thailand and IndoChina -- if after the war they could meet on even terms. Thus far, the Far East has had the advantage of cheap Oriental labor. ' After the war, in fact, when the present Latin American agricultural projects reach maturity, the real test will come in all tropical com modities. Then the United States will decide whether to return to the Far East for its quinine and rubber or rely on Latin America as it was forced to do during the war. The biggest problem for Latin America will be to compete with the low-paid coolie labor of the Far East, although many believe it can offset this disad vantage by growing better quality, higher-yielding crops, as it intends. If Latin America should become a new Far East for the western hemisphere, it would in turn become a better customer for automobiles and gasoline and the unlimited num ber of U. S. manufactured products for which it has always hungered but could not afford. And at the same time, it would provide firm insurance against the loss of vital tropical commodities again in the future. To what extent Latin Amer ica will retain its present stake in these commodities after the war, no one can say. But one can be sure it will be worth the effort. Latin America represents a vast postwar market for the U. S., if its present wartime gains can be preserved 25 program by Aviation Ordnance Mate Kenneth Bratton, injured in an attack on Rabaul, who told the Ethvl war workers of successes in the Pacific Theater made possible by the use of aviation gasoline; a squadron of three planes from Pensacola, Fla. in an exhibition of flying over the Stadium; and an exhibit of captured mmH^''aiTi' Hfi German and Japanese weapons and equipment. A Navy blimp from A $c*nt at fh* Ethyl plant tho day of tho show Camp Houma, La. flew over Baton Rouge during the day in honor of the event. BATON ROUGE WAR SHOW Mrs. Claire LeeChennault, mother "of four sons in service, and wife of How Ethyl fluid is helping to win the war was demonstrated dramatically at a War Effort Show Camp Van Dora, La., to demon ..the dynamic flying leader in the strate war equipment and combat, China Theater, was a guest speaker. weapons. Much of the equipment In a telegram to the men and held on the evening of August 18, was placed on exhibition at the Ethyl women of the Ethyl Corporation 1944, in Louisiana State University plant and in the downtown area. and the E. I. du Pont de Nemours Stadium in honor of the men and Army features at the Show in Co., who work in this Ethvl plant. women of the Ethyl plant in Baton cluded an exhibition of an attack on Admiral D. C. Ramsey, Chief of the Rouge. an enemy pillbox position, and Bureau of Aeronautics, U. S. Navy, The Army and the Navy coop demonstrations of Judo, bayonet sounded the keynote in these words: erated in the program to pay tribute practice and other forms of combat "Planes, aircraft, and PT boats to du Pont and Ethyl workers at this training; music by a band from using loo-octane gasoline are mak war plant. Both services contributed program features which made the show one of the most spectacular in Harding Field, La., and a soldier chorus from the 63rd Infantry Divi sion; and an address by Technical ing possible our victories in France, Italy and in the South Pacific. The Ethyl fluid manufactured at your the history of the community. More Sergeant Herbert F. Fleming, a Baton Rouge plant is the magic in than 15,000 people--including work Flying Fortress radio operator and gredient needed to make this 100- ers and their families, friends, and gunner, who was injured over octane gasoline. Keep it coming." neighbors--saw a thrill-packed show Europe. The Show was presented under that dramatized the importance of Ethyl fluid as a vital ingredient of 100-octane gasoline. In the attack on the pillboxes, the infantry men fired blank ammuni tion from rifles,- machine guns, ba the auspices of the War Effort Com mittee representing both manage ment and employees. The Army "took over" Baton zookas, and mobile artillery, and Rouge the day of the Show when 600 officers and enlisted men of the 63rd Infantry Division came from added a realistic touch by using in cendiary bombs and flame throwers. The Navy was represented on the Speakers at the War Effort Show included T/S Herbert F. Fleming, Mr*. Claire L. Chennault, and AOM Kenneth Bratton OUR PICTURES Cover by Julius Fanta from P.P.C. Page 3 and 7, courtesy Pan American Airways Sys tem; Page j (except last) and 6, Acme Newspictures, Inc.; Pages 8-11 and 17, Official U. S. Navy photographs; Page 22 (top) and 25, Philip Gendreau; rest of Page 22 and Page 24 (center and right), courtesy Middle America Information Bureau; Page 5 (bottom) and Page 24 (left). Press Association, Inc. 1 Jl l l ( l i 1 ETC 31957 THE SLEEPING America's motorcar industry has been at war. When it gets back to making automobiles, a vast new opportunity for engine improvements will be waiting in the improvedgaso line that willthen be available. igh on the list of things the automobile population--and again H average man wants after the the problems of "creating" sales war is a new automobile. But Johnand customers in a competitive most significant progress in motor car design will depend--in the fu ture, as in the past--upon the de Public looks forward to something market. We can look forward to velopment of engines that get more more than just a new car--he future engineering competition work from each gallon of gasoline. wants a better car. It is true that replacements for essential transportation may keep the automobileindustry morethan busy for quite awhile afterthe war. During this period revisedversions along the lines of the simple, time* honored, American method of making better and better cars. Refinementsinbody design, new accessories and greaterriding com fort will play their part. But the The basis for such progress al ready exists. It lies in the develop ment ofengines to fully utilize the greatly improved gasoline which the petroleum industry will be in a position to offer the public. of 1942 models may be all that are available. Once this phase of ETHYL CORPORATION reconversion is over, there will be Chrysler Building, New York City the problem of continuously re Manufacturer of Ethyl fluid, used by oil companies to im building and replacing America's prove the antiknock quality of aviation and motorgasoline. Wartkna prograsi by Amarlca'i patrelaum inrfuitry ho* pavaS tha way for (unrfamantal pragrau In port-war awtamabBa angina 4a*lgn. ETC 31958 ANSWERS 4. Tree. 1 True. Well over 25 million gallons of high-octane gasoline are needed daily by the allied forces. 2* False. A modem airplane engine usee more gasoline than that. It will bum half its weight in high-octane gasoline in about one hour. 3. False. Ethyl fluid is an important part of every single , . gallon of fighting grade aviation gasoline-made in country. 5. Absolutely false. The reason government agencies have had to place limits on the quality and quan tity of civilian gasoline is to make it possible to meet military needs. The petroleum industry has vastly increased production, but the war requires such great quantities of high-quality gasoline that limits had to be placed on civilian gasoline. ITHYL COAFOAATION Chryeler Building, New York 17, N.Y-. copyright jsaa. ethyl corporation ETC 3195 y uae soline have antity gaao-ealize A iK /<*<* * SSI IN THE NOVEMBER 1944 The invasion of Europe "jumped off" from the "biggest filling sta tion in the world." Fourteen _ gasoline depots, strategically lo cated near the invasion ports of England, supplied every vehicle with gasoline and oil, before it left for the coast of France. To fill those tanks, a crew of nearly 1,250 filling station "attend ants" worked 24 hours a day -- at night, in pitch darkness -- before and during the invasion. Some of these "service stations" are still in operation, fueling the mechanized equipment that con tinues to pour onto the Continent. One of the "managers" for this tremendous "filling station" operation -- responsible for its development, construction and operation -- is Lieut. Col. Stone wall Jackson .Warner, Jr., previ ously Tennessee representative for Ethyl Corporation. In August 1941, Jack Warner joined the Army as a first lieu tenant and was a field technical supervisor in the Quartermaster's department out of Atlanta, build ing and operating oil supply depots. In 1942, he was sent to England as a captain, where he planned and supervised the con struction of petroleum storage depots in the United Kingdom. He was also responsible for the first field laboratory for the test ing of petroleum products and for a complete plant for salvag ing and repairing gasoline con tainers. In addition, he directed the training of gasoline supply companies. He was promoted to lieutenant colonel, and is now POL (Petrol, .Oil & Lubricants) officer, Headquarters, Southern Base Section, England. GEORGIA BOOM--MADE TO ORDER 3 New farms! New crops! New methods! More machinery! That's the formula laid down for rohabilitating Georgia's farm lands, long weakened by one-crop farming, And that, too. Is a plan which bids fair, before long, to revolutionize the South compfeteiy. THOMAS MIDGLEY, JR.-*1889-1944 9 Wo rocord.wlth damp sorrow the death of Thomas Midgley, Jr. He discovered the antiknock properties of totraothyl load. Ho was one of the original directors of Ethyl Corporation, its original gen era! managor, and vico-prosidont since its inception. He was also both chairman of the board and prosidont of the Amorican Chem ical Society -- the first time that both offices were filled by one man. He wait vico-prosidont of Kinotic Chemicals, Inc., a director of the Ethyl-Dow Chomical Company, and a vico-prosidont of the Ohio State University Research Foundation. The rocipiont of many scientific honors, hp was the first to receive the four most important medals in the field of chemistry. ACCENT ON YOUTH 14 As president of the Amorican Chomical Society, Or. Midgloy on Soptombor 13th had dolivorod an address which attracted wide spread oditorial comment. Some extracts of that speech have been roptintod for the reason that they seem to capturo some of the philosophy and warm humor that were his during his lifetime. ENGLAND'S OIL STRIKE 18 Here are some of the first picturos to bo released of a strategic oil Hold "somewhere in England." Brought in at a time when the Nazi U-boat menace was at its peak, the field is now ylolding 26 million procious gallons of oil a year.. 47 OF US LIVED 22 Thirty-throo days adrift at sea with only a four-day supply of food and wafer -- high spots of the grutiling experience shared by the crew of a torpedoed ship. How they survived, ail but two, and finally reached land, is revealed in excerpts from an amazing diary. CALIFORNIA: PACIFIC OIL FRONT 27 The Goldon State's oil industry is getting sot for its toughosl days of all, when the full force of war turns to the Facific. What this moans -- and what if may mean in coming months -- ore out lined in this article. Published by ETHYL CORPORATION, 405 Lexington Avenue, New York 17, N. Y-.* Manufacturer of Ethyl Fluid, used by oil companios to im prove the antiknock quality of aviation and motor gasolino aria W. Wabfc, |WI4W; Flrty L OriSHks, vfca yniUml oml tTMiwm Julian C Carnal** Mcrttary ETC 31961 i&r* S3-1 Pi GEORGIA BOOM- MADE-TO-ORDER own in the sprawling farm D lands of Georgia, in cabins in the cotton and off tobacco roads, a The Callaway Plan for the state's agriculture points the way to a bright new tomorrow for its farmers revolution is in the making -- a revo ing. And strangest of all, a retired six years ago turned his attention to lution in agriculture. industrialist is sparking- this up the problems of Georgia farmers. Farmers who for decades de heaval in Georgia farming. He took the direct approach. He pended on one-crop farming for That industrialist, who retired became a farmer himself. their livelihood are being stirred from business in his early forties, is Then, one day last summer, this awake to new bread-and-butter pos Cason J. Callaway, eldest son of the industrialist-tumed-farmer got up sibilities from the soil. Instead of late Fuller Callaway who founded before a packed meeting of Georgia tying their fortunes, as in the past, the famous cotton mills bearing his business men, farmers, state officials to the vagaries of King Cotton, they name in La Grange, Georgia. Hand and civic leaders, to offer a plan for are planning on crop diversification, ing the presidential reins of the Cal Georgia agriculture. But this was no "vertical" diversification, soil con laway Mills over to his younger ordinary dirt farmer come to speak servation and intensive power farm brother, Fuller, Jr., Cason Callaway his piece -- nor a long-haired vision- ETC 31962 Cason J. Callaway (contor) paint* out tho turkoy ranch to two visitor* on a tour of hi* immonto Bluo Spring* Farm A combination mowor and choppor, pullod by a tractor, harvotfs a kudzu crop grown on tho Callaway farm A group of visitors tasfo of tho scuppornong grapo, suggested as a nw pormanont crop for Georgia farms ary with starry-eyed dreams. Here, instead, was the operator of a 28,000acre experimental farm in Harris County, a man who had discovered how to reclaim worn-out farm land -- and make it pay -- a man who be lieved he had found a solution for Georgia agriculture. He was, more over, chairman of the agricultural panel of the important state Agricul tural and Industrial Development Board. The audience listened re spectfully. In swift, incisive strokes, he went to the root of Georgia's economic distress. "I am convinced," he said, "that the greatest problem in Geor gia is the situation of the farmer. I am equally convinced that by wise, courageous leadership this problem may be largely solved." Outlining the steps needed to lift Georgia farming out of its morass, Mr. Callaway declared: "We must improve our soil. "We must have long-term com mercial credit. "We must use machinery to work our crops. "We must have processing plants near our farms." Of these four essentials, he said, improving the soil was first and fore most. To accomplish that end, he proposed what has become known as the Callaway Plan for Georgia agriculture. Let us form, he said, 100 corpora tions throughout the state, to be known as Georgia Better Farm Units. Let each corporation consist of seven stockholders investing $ 1,000 each. Then, out of that com bined $7,000 capital, have each cor poration buy up 100 acres of farm land. At an average price of $30 an acre, that would come to $3,000, leaving $4,000 to be spent on im proving the land. Then, in addition, each corporation would borrow $3,000 from a bank to finance the la\ ga thi ate fo. un 80 or fir 10 ve is G. ec co ha *4 th ad s\\ mi ch th im W: ou ETC 31963 purchase of stock and farm machin had to come all his living expenses, "Now if we take it for granted ery. Operation of each farm would rent, repairs, insurance and taxes, that we can't take a $300 truck and be turned over to an experienced leaving precious little for medical compete with a $1,500 truck, still, if farm manager, and complete records expenses, his children's education, or the $300 truck is all we have, we would be kept. savings for his old age. might spend $400 replacing some The objectives of his plan were The poverty of Georgia's farmers moving parts, and, with this $700 simple. By improving the land, run stems directly from the impoverish truck, compete with the $1,500 ning it scientifically, and using mod ment of its soil. But let Mr. Callaway truck. Similarly, we might take this em farm machinery, all Georgia tell it. $30 land and spend $40 an acre on it, farmers would have a yardstick to "For generations our forefathers giving us $70 land, and with this $70 follow in rehabilitating their own literally `mined' the soil in growing land compete with the $150 land." farms. They would be shown, by a cotton. There seemed to be an abun hundred practical examples, how to dance of land, and farm labor was Tripled the Crop Yield improve their soil and enhance its plentiful and cheap; when one area And that's precisely what he pro value, how to increase their effi was worn out, another was taken poses doing -- to spend even more on ciency (and overcome labor short .over, and the abandoned land was improving the land than it originally ages) with economical farm machin left to continue to erode. Eventually cost. "Io prove the wisdom of this ery, and how to increase their income our depleted land was largely left to step, Mr. Callaway points to his own through greater production and crop tenants whose only means of exist actual experience oh his experimen diversification. ence was the planting of annual cash tal farm. Through just such a $40- Within a half-hour after Mr. Cal crops, which continued and magni an-acre expenditure, he succeeded in laway unfolded his plan, seven or fied the depletion of the land's rich producing oats that averaged 58 ganizations put up $49,000 to sponsor ness. bushels to the acre. The average the first seven corporations. Immedi "Annual cash crops are largely yield for the state of Georgia is less ately, scores of other groups began soil-depleting. In annual crops you than 18 bushels an acre. forming Georgia Better Farms, Inc. must start all over again every year. Further, once the land has been units. As of early October, a total of Probably 95% of all cash crops in built up, Mr. Callaway avers, it can 80 corporations were either formed our state come in this category. This be kept in that condition by plant or in the process of so doing. By the situation produces low income, little ing in cover crops that are soil first of the year, the full quota of education, poor health, high interest improving rather than soil-depleting. 100 corporations, involving the in rates, and a feeling of `come day, go On good land, a cover crop can be vestment by 700 people of $700,000, day, God send Sunday' mitigating turned under and made to pay for is easily expected to be reached. against the building of character in itself in fertilizer value several times Subnormal Farm Income the man as well as against the build over. Again taking a leaf from his ing of fertility in the soil. own experience, he tells of turning To understand what this means for "The result is that we have poor under a crop of Austrian winter peas Georgia agriculture, consider the land--land that is worn-out and at a cost of $5 an acre, and securing economic plight of its farmers. eroded away with cultivated crops in return an equivalent fertilizer i As recently as 1939, the gross in which increase erosion, taking every value of more than $ 15 an acre. . come from cash crops for more than thing from the land and putting These are only a few of the steps half the state's farmers was less than nothing back. As a result, Georgia Mr. Callaway urges be taken to re $400 a year, or $8 a week each, on farm land as a whole, including the habilitate Georgia agriculture. the average. True, they received in recent rise in price, will average He urges the planting of perma addition some wood and kindling, about $30 an acre. We are forced to nent crops which, unlike annual cash sweet potatoes, and in some cases, compete with farm land outside the crops, need to be planted in only meat, milk and eggs. But even in Southeast which will average about once, and which provide a continu cluding the value of these products $ 150 an acre. I believe we will agree ing cash income. Scuppernong they grew and consumed, the gross that we can no more do that than a grapes (for wine) are one of the income of these selfsame farmers man with a broken-down $300 truck crops he suggests, blueberries an was still less than $600 a year. And can compete against a man with a other. He urges the development of out of a farmer's smaller cash income $1,500 truck ... pasture land, for cattle grazing. He 4 ETC 31964 The Nxt l$*u* of tht Ethyl Nows Will . Be January, 1945 Because of the death of Dr. Midgley, the publication of this issue was held up to include the story of his life. Due to the lateness of the November issue, therefore, the De cember issue is being omitted. Our next issue will appear in January, 1945. advocates the intensive use of farm machinery to lighten a farmer's la bor, increase his efficiency, and ex pand his production. And he recom mends the construction of nearby processing plants (such as he has on his own farm) to help industrialize Georgia's predominantly agricul tural economy. In no part of his program for Georgia agriculture does Mr. Calla way lay down any hard and fast rules. In fact, he himself calls his program simply "a plan" and not necessarily "the plan." Each Georgia Better Farms corporation will be left free to accomplish the salvation of its own ioo acres however it sees fit, merely being guided by the basic principles he has set forth. The ex periment will be conducted over a period of three years, in which care ful records will be kept. Cash prizes will be awarded annually to those farm managers whose units make the best showing. Technical assistance of federal and state agricultural experts will be made available gratuitously. And to each farm, Mr. Callaway will give jo bushes each of scuppernong grapes, blueberry and black berry plants, for planting as perma nent crops. The one basic precept Mr. Calla way sets forth is that Georgia farm ers must cut themselves loose from complete dependence on soil-deplet ing crops like cotton and tobacco. This may sound like heresy for a man whose family fortune is founded on manufacturing that cot ton; yet this is his honest conviction. If farmers must continue to plant cotton, as he agrees they will have to do, let them plant it on land that will produce, and keep it rotated. Callaway's plan for Georgia agri culture was six years in the making. Back in 1938 he bought vast acreage three miles from Hamilton, in Harris County, in the west central portion of Georgia. Land that sprawled not far from the Columbus-Atlanta high way, it was mostly undeveloped and "just average." Had he pursued the course of least resistance, he might have succumbed to the lure of King Cotton and soon had a sea of the fleecy staple's bolls in bloom. But nothing was further from his mind. He needed to look no farther than his own farm to visualize the plight of the Georgia farmer. Erosion, brought on by years of continued planting to cotton, had taken its toll. In the very region where his farm lay, there were 200 occupied homes back in 1902 -- homes that lived off the land. Thirty-six years later, when he bought his first acreage, there remained but 2 5 shanties. Callaway knew what the land needed, and shortly went to work. He knew the folly of continually planting it to cotton or tobacco. He knew that soil erosion, with the land stripped of its fertility, was the in evitable result. He knew that the only answer lay in rebuilding the land, to restore its virility; in plant ing in cover crops, to replenish the top soil; in rotating his crops, to pre serve the soil's fertility; and in look ing to new crops to help carry a farmer through good years and bad. He could have counted his disci ples on the fingers of one hand when, shortly thereafter, he set modern farming equipment to work. Where a plow had been pulled by a plodding mule, entrusted to a poorly paid farm hand who usually called it a day after a few dozen furrows, Callaway's farm machinery now left a whole countryside in neat rows, ready for planting. What formerly were gaunt spaces in eroded Harris County hills in time became fat green fields of serecia Iespedeza, kudzu and soy beans. (Today, there are 12 farm tractors and four earthmoving and grading tractors in op eration on his farm. Moreover, the farm uses nine stationary engines to operate harvesters and combines.) Subsequently, a new $75,000 de hydration plant was built on his farm, to process some of these crops into livestock feed. Meanwhile, the breeding of ducks and turkeys by the thousands got underway. Skep tical natives shook their heads in bewilderment. "Ducks, maybe," they opined, "but nobody has ever been known to have luck with tur keys in these parts." Callaway did. And while the OPA, last July, was refusing the request of Southern growers, to cancel its order rolling back prices on Georgia and Florida flue-cured tobacco, Callaway's Blue Springs Farm was busy adding scuppemong grapes, blackberries, blue berries, and pasture land to its widely expanding program. Meanwhile, after sev.eral years in which good farming methods were retained and bad ones discarded, the results achieved at -Blue Springs Farm began to speak for themselves. Seasoned Georgia plantation-owners stroked their chins meditatively. Nearby tenant fanners gazed from sordid surroundings with uncom prehending eyes. Finally, Mr. Callaway came forth with his plan. And immediately there was an earnest, avid, fervent response to his proposal. Here at last, to Georgia farmers, was a modern Moses come to lead them out of the wilderness. 6 r- ETC 31965 i! T 1 But the Callaway Plan is just one dress for market the chickens and ridge-case plants into automobile point of a bright new star that is turkeys Georgia is growing in a parts, farm tool or hardware facto I looming in the Georgia firmament. steadily expanding volume. ries; shell-container factories into Having tasted of a new-found pros Finally, Georgia has a retentive sheet metal manufacturers; wood perity in the war, the state is looking eye upon the $109 million worth of working plants into manufacturers forward' to preserving its wartime war plants that have been created in of furniture. The whole endeavor to economic gains, to diversifying its its environs. It means to convert as improve Georgia's economic status i crops, diversifying its income, con many of them as possible into peace after the war is being led by its verting its war plants to peacetime time producers of civilian goods. It youthful, aggressive Governor Ellis pursuits, and in sum, to remaking its sees the possibility of turning cart Amall. Georgia is going places. agricultural economy. For one thing, Georgia is planning on greater use of farm machinery to replace uneconomic manpower and mulepower. Already, with 30% fewer workers, Georgia farmers are producing far more than in pre-war if times. And after the war, they look to the economies of farm machinery to offset farm wages which presently are nearly triple their 1939 figure. IT Other Georgia Plans For another, farmers generally are leaning to greater crop diversifica tion, away from cotton predomi nantly, and into livestock, poultry, feed crops, fertilizer, and other sta ble income producers. Even in cot ton, the traditional money crop (which for the South as a whole provided $668 million in cash in come last year against $264 million in 1939), Georgia authorities are io_- working on plans for greater export markets after the war. Similarly in 1 tobacco, the state's agricultural au thorities are planning on increased acreage and the development of cur ing plants and storage warehouses. More than that, the state is seek ing "vertical" diversification of its economy, which is to say, the con struction of nearby plants to process the products of its fields. Already, there are food processing plants for peanuts (into peanut butter) and pimiento peppers, in which crops Georgia has become the No. t U. S. producer. Also, a number of poultry, packing plants have sprung up, to The dehydration plant on the Callaway tarm takes in a cover crop and converts If into a dried cattle teed 47 ; { ETC 31966 THOMAS MIDGLEY, JR. 1889-1944 n the morning of November 2, It is not easy to step back and at O 1944, Thomas Midgley, Jr., tempt to catch the measure of the passed away. Behind him he left ma an. There were many brilliant contribution to civilization few men facets to his character. in their lifetime could equal. Ahead He was a scientist an inventor, a of him was the prospect of more chemist, a breaker of precedents, an years of fruitful service to society. optimistic scholar ceaselessly pursu To say that we at Ethyl mourn ing the elusive. The fruit of his labor him is very inadequate. Tom Midg- in chemical antiknock agents has ley's early death is a loss to our been called the most important auto organization that can never be re motive discovery of the past two placed. Many of us have lost a loved decades. His foresight when collab friend as well as a respected and orating with others to determine the trusted advisor. The same is true possibility of extracting bromine surely of his vacant chair in the from sea' water is illustrative of his American Chemical Society. In fact, thinking. Here was an entirely new wherever he was known, which was conception of mining the earth -- widely, he will be mourned by all by mining the sea -- and it laid the who honor genius, faith and courage foundation for the present commer as human virtues. For Tom Midgley cial process for recovering bromine, was more than an inventor, more although in that research others than a scientist, more than "one of played more important roles. His the most creative chemists in the invention of Freon, the non-toxic, world." He was, as Dr. William non-inflammable refrigerant, was a Lloyd Evans of Ohio State Univer boon to refrigeration and air condi sity has said, "a master of philo tioning. His researches into the sophical living." chemistry of rubber were years Charles F. Kettering, his old ahead of their time. "boss," or Dr. Robert E. Wilson, But Thomas Midgley did not recently elected chairman of the think of himself as an inventor. "I Indiana Company, and a lifelong like to have someone come to me and friend, could tell you about that: point out the need for something about sitting up half the night listen new, and ask me how to obtain that ing to Midge philosophize -- which something, rather than to sit on a is maybe the reason why he was soap box and dream out great "Midge" to hundreds of men. Tab things." Boyd, who was closely associated It was that way with the discov with him in the long search for tetra ery of Freon, in which he took two ethyl lead can tell you many stories of the most toxic gases known, com of his character and personality, lb bined them with inflammable gas -- his associates at Ethyl his philoso and produced a safe and satisfactory phy has been a source of inspiration refrigerant. -- and is today. As he once recalled the incident, "One morning C. F. Kettering phoned from Detroit and said, `Midge, Frigidaire needs a non-toxic, non-inflammable refrigerant. See what you can do about it.' "We knew that none of the com monly known materials would do. So we turned to what chemists called the1 Periodic Table -- a chart of the 92 known elements, so ar ranged that their properties and the properties of many of their com pounds can be predicted. We soon established that all the compounds which might work were combina tions of a small number of these ele ments, and also discovered certain trends in chemical characteristics which led us to a substance called dichlordifluoro-methane. Both chlorine and fluorine are poisonous, of course --yet the compound of these with organic gases, far from being a deadly devil's brew, should be, according to our theories, chem ically stable and therefore innocu ous. We started immediately to make some of this compound. In a couple of days we had it. We tested it on animals -- it proved harmless -- and the entire research was ended, in less than a week." The discovery of tetraethyl lead was not that easy. Far from it. Be fore a satisfactory antiknock com pound was found, there were years of heartbreaking effort during which thousands of experiments were tried and hundreds of thou sands of dollars were spent. Midgley's part in the long search really began back in 1916 when, at 2 7 years of age, he got a job with the 9 ETC 33968 Photo takon at tho ago of 35 shows Dr. Midgloy with tho ongino in which totraothyl load was first tostod. Tho Midgloy Optical Indicator is on top Delco Light Co. For then he began his long and fruitful association with "Boss Ket," which was to take him to the Dayton Engineering Co., to the General Motors Research Cor poration -- and to his two most im portant discoveries. His first assignment from Boss Ket was to develop means of indicating degree of charge of storage batteries. His second assignment was to work on mercury-cooled exhaust valves. The third assignment was to find out what was causing the Delco farm lighting plants to knock. The knock that was just beginning to appear in automobile engines, run on gasoline, was cracking the cylinder heads and pistons of Delco light plants when farmers ran them on kerosene. Midgley was intrigued by the phe nomenon. Considering the Delco lighting units alone, it was found that, operating on gasoline, their compression ratios could be raised to a point where they gave good per formance and efficiency -- but oper ating on kerosene at the same com pressions knocked the daylights out of them. Midgley didn't realize it at first -- but what started out as a "minor problem" on a farm lighting unit was in fact a major obstacle to auto motive progress: the problem of knock. As he explained, "we started in a little room, in a little way; and as the problem appeared more and more difficult, more money was poured into it and T. A. Boyd and Carroll Hochwalt were assigned to work with me." One of the first clues came with the development of the .Midgley In dicator -- a high-speed recording de vice which magnified and showed visibly the pressure-curve of each explosion as the motor was running. The indicator didn't solve the basic problem -- but it established, among other things, that knocking and pre ignition were two entirely different phenomena. Further to probe the mystery of knock, Midgley had a hole bored in the side of a test engine and a pane of glass installed. The glass broke under the pressure generated, so it was replaced with more durable quaitz. Now, for the first time, an engineer could actually see combus tion taking place. And here is what happened: When normal combustion occurred, the flame was plainly a blue one -- but when an engine knocked, a white hot flash was the result. lb test a wrong but beautiful the ory -- that a dark color in the fuel would absorb more of the light dur ing combustion -- iodine was added to the fuel, dyeing it a deep brown ish color. The test motor was started up -- and the knock disappeared! Here --but without anyone realiz ing it at the moment -- was the first discovery of an antiknock com pound. Iodine was too costly for com 10 ETC 31969 I mercial use and had the unpleasant habit of turning a car engine into a chemical factory making iodides. That, similarly, was the trouble with many other chemical compounds. Weeks went into months, months dragged-into years. More chemicals, more tests, more money. Except for the faith of Mr. Kettering, and Mr. Sloan's support of his belief in even* tual success, there were several times when General Motors might have ended the seemingly fruitless search long before the discovery of antiknock compounds which even tually led to discovery of tetraethyl lead. "To base Tom's fame primarily on the discover)- of tetraethyl lead is to do him a great injustice," it was said of him. "The discovery of this one compound was simply one battle in a long campaign which lasted for many years both before and after its discovery, and in this campaign, Tom was the general, active on every front." There was no greater truth than this. The research went from prob lem to problem, gradually reaching a point where the main problem could be tackled. Then before tetra ethyl lead could become a commer cially practical compound, a host of thorny problems had to be solved, involving raw materials, manufac turing and engine tests. Before it finally became a commercial success, its sponsors were more than three million dollars in the red. The discovery of tetraethyl lead banished the obstacle of knock and ushered in a great era of transporta tion progress. It increased the power and performance of engines by in creasing the ability- of fuels to oper ate better engines. It promoted the conservation of petroleum by pro moting its best utilization in an engine. As a ready means of improving antiknock quality, this chemical opened the way to further progress in petroleum technology -- which in turn gave the automotive industiy great opportunities. In the past twenty years automobile engine power has been increased by ap proximately 90%, and mileage per gallon increased by approximately 20% for an automobile of similar size. From the time of its first sale at a Dayton filling station, Ethyl fluid came to be used in more than three-fourths of all gasoline sold in the United States. And today, Ethyl fluid is a vital part of every gallon of military and aviation gasoline used in combat. Made Aviation Gas in 1917 All this is well known. Not so well known is the fact that Midgley made the first synthetic high-octane avia tion fuel--during the last war. Then, surprisingly as it may seem, Ameri can combat planes were being flown on gasoline of 55 octane number and lower. This is what T. A. Boyd once said of Midgley's work in this field: "In collaboration with the Bureau of Mines and with the backing of the Army, Midgley and his assistants undertook the search for a more nearly knock-free airplane fuel, one which would permit the compres sion of airplane engines to be boosted upward into a region of per formance superior to those of the enemy. "The extensive investigation which was made showed for the first time that the tendency of a fuel to knock was determined not by physical characteristics, such as volatility, as had been supposed, but by chemical structure. The same investigation showed also that gasoline of the needed chemical constitution could not be had from natural sources. So an intensive effort was made to man ufacture a fuel of suitable constitu tion by synthetic means. On the basis of the knowledge that had been ob tained, cyclohexane was the hydro carbon settled upon as combining in best degree good freedom from knock with the possibility of being made commercially by hydrogenat ing benzene. "After much experimentation, a practical means was developed for purifying benzene of sulfur and for Professor M. T. Bogerf presenting Dr. Midgley in 1937 with the Perkin medal for his accomplishments 11 '> ETC 31970 hydrogenating it, using nickel as catalyst. Several hundred gallons of a new airplane fuel consisting of 70 percent cyclohexane and 30 percent benzene were produced. This fuel, which permitted the compression of airplane engines to be boosted by 2 to 3 ratios, was subjected to an ex tensive series of ground tests and flight tests. It was thereby demon strated to be so far superior to the gasoline of that day that instructions were issued to build the first unit of a manufacturing plant. But the Armistice, which came just at that time, caused the plan to be dropped." Flying Bombs--in World War I This was not the only World War I scientific endeavor with which Midgley was associated. As Ketter ing's assistant, he was one of a group of engineers who pioneered the first flying bomb --a pilotless airplane steered gyroscopically and carrying 300 pounds of explosive. Those aer ial torpedoes came within very close ranges when flown from a distance of 50 miles. One flew 100 miles and landed practically on its target. Dr. Midgley was honored primar ily for two great achievements which found commercial applica tion. Of another -- his research into rubber --he once said disarmingly, "Perhaps I consider the work done on rubber as scientific because noth ing commercial ever came of it, or it may be that it is scientific because of the part contributed by my as sociates." His work on the chemistry of rub ber, ten to fifteen years ago, resulted in the publication of a series of fif teen papers bearing on the general subject of natural and synthetic rubbers. Out of this fund of knowledge, he delivered, in 1942, a "Critical Exami nation of Some Concepts in Rubber Chemistry," in which he posed seven questions dealing with the funda mental aspects of rubber. Thomas Midgley, Jr., was bom in Beaver Falk, Pa., on May 18, 1889. He came from a family of inventors. His father, who came to the United States from England as a young boy, was a prolific inventor and was credited, among other things, with having invented the demountable rim for automobile tires. His mater nal grandfather, James Emerson, in vented the inserted-tooth saw. One of his earlier ancestors was a trusted employee of James Watt, who in vented the steam engine. Perhaps this accounted for young Midgley's intense, interest in Watt. He called him "a sort of previous Boss Ket to some ancestor of mine." It was not establkhed until years later -- when they became fast friends--that Thomas Midgley, Jr., and Robert E. Wikon were deliv ered by the same doctor, T. E Simp son, of Beaver Falls. More than that, Bob's family acquired the small fold ing bed Tom had slept in, when Tom's family moved away to Tren ton. Years later, the two were to meet again as young men and to be come lifelong friends and associates. Said Dr. Wilson, "Our closest asso ciation was when we cooperated in nursing hk pet baby `Ethyl' through her first five hectic .years -- and did that baby have growing pains!" Moving with hk family, at the age of 6, to Columbus, Ohio, Thomas Midgley, Jr., attended the public schools of that city. Then, in 1905, he went to Betts Academy, in Stam ford, Conn. There was a chemistry instructor there Midgley was never to forget, for the valuable lesson he taught him. That man was Professor H. M. Robert. One day during class, the Periodic Table of elements came to be dis cussed. Professor Robert, in de scribing it, advanced the thought that the regular arrangement of the atoms was evidence of the exktence of the Deity. Student Midgley promptly disagreed. The argument lasted throughout the period, went on for days and weeks. Nothing ever came of the argument except that the Periodic Table became so firmly impressed in Midgley's memory that it was a dktinct help to him in hk two greatest discoveries. Entering Cornell with the class of 1911, Midgley became a college celebrity on two points -- the results he achieved in the courses he liked and the work he didn't do in the courses he didn't like. At the age of 22 he was graduated with a degree in mechanical engineering. As Dr. Wikon later quipped, "The Chem istry Department at Cornell must be quite proud of the fact that the most famous chemist to graduate from Cornell actually took the course in mechanical engineering." In 1911, Dr. Midgley married Miss Carrie M. Reynolds of Delaware, Ohio. Two children were bom to them, Jane and Thomas Midgley, 3rd. His First Job Midgley's first job out of college was with the National Cash Register Co., in the "inventions department" instituted by Charles F. Kettering when he had worked there: Three years later, he joined forces with his father in the Midgley Tire and Rub ber Co., of Lancaster, Ohio, remain ing there until he went to work un der Mr. Kettering in Dayton. From then on began an association with Boss Ket that was to continue for more than a quarter of a century. In 1923, following his discovery' of tetraethyl lead, Dr. Midgley was honored by' the New York Section of the American Chemical Society with the Nichols medal for his ac complishments. A congratulatoryletter, received at the time, expressed 12 T t J i ETC 31971 th< la m: is ` P1* he w ch L< Fr Pe ci< Pi A W th ic fh in cl V 01 U1 v< tc K 6: ai ic fi. b; w sh & o 0 tf a 1 l F o n \ h the writer's belief that the medal "is, I am sure, just a beginning of the for mal recognitions which your work is .to receive." That letter was singularly pro phetic. During the next two decades, he was to receive the highest honors which could be bestowed in his chosen field of chemistry -- the and financial support," Dr. Midgley said, "it is likely that neither Ethyl gasoline nor the Freon refrigerants would be in existence today." Sim ilarly of his other associates he said, "The assistance of T. A. Boyd and Carroll A. Hochwalt in the develop ment work which led to the discov ery of the utility of tetraethyl lead . It is easy to pick at random the tributes that were paid him by men of science. But none more fitting could be recorded than that tendered by Dr. William Lloyd Evans, emeritus professor of Ohio State University, when that institution conferred upon Dr. Midgley the honorary degree of Doctor of Sci- Longstreth medal (1925) from the in motor fuels cannot be overempha ence last June. Said Dr. Evans: Franklin Institute, Philadelphia; the sized. Albert L. Henne deserves "The research work of Dr. Midg- Perkin medal (1937) from the So fully as much credit as I for devel ley has received wide recognition, ciety of the Chemical Industry; the oping the organic fluorides as re as is evidenced by the great number Priestley medal (1941) from the frigerants." For developing the com of distinctions which have come to American Chemical Society, and the mercial application of tetraethyl him from those groups best qualified Willard Gibbs medal (1942) from lead, he said, "A practical produc to evaluate his contributions to huthe Chicago Section of the Amer tion process was required; Charles man knowledge. Through experi- ican Chemical Society. He was the A. Kraus devised it. Bromine was ence, the layman will also testify his first man to receive the four most needed; Herbert Dow got it. The indebtedness to one who has con- important medals in the field of toxic hazards had to be determined tributed so greatly to more pleasant chemistry. and controlled; Robert A. Kehoe and efficient living. He has made Other Academic Honors determined them and they have been science a liberator, and we rejoice controlled. Business policies had to with him in the satisfaction that Nor were these the only honors. be established and details worked must be his in seeing the fruits of his Wooster College conferred the hon out; Earle W. Webb has done these labor. Posterity will acknowledge orary degree of Doctor of Science things." their permanent value." upon him in 1936. Ohio State Uni versity awarded him the same doc torate in June of this year. Since J934, he was chairman of the board The 20th anniversary of the first sale of Ethyl gasoline last year brought Midgley, Kettering and Boyd together for a celebration of the event of the American Chemical Society, and at the time of his death was pres ident of the Society as well --the first time that both offices were filled by the same man. In April, 1942, he was elected to honorary member ship in the National Academy of Sciences. He was also vice president of Ethyl Corporation, vice president 4 of Kinetic Chemicals, Inc., a direc tor of the Ethyl-Dow Chemical Co., and vice president of the Ohio State ' University Research Foundation. He held an unusual number of im portant patents and was the author of many scientific papers. Yet, with due modesty, he gave most of the credit to the men who worked with him, chief of whom was Charles F. Kettering. "Without his guiding genius, faith, patience, j j { * j ,j ! .| 1 1j j ' 1 ; j \ .. J j ETC 31972 rfcc&tt oittyouti. Cyrus H. McCormick Charles Goodyear Thomas A. Edison By Thomas Midgley, Jr. As president of the American Chemical Society, Thomas Midgley on September 13 delivered an address which received widespread editorial comment. It was one of his last public utterances. A few excerpts from that speech are here reprinted for our readers, for a worthy reason. They seem to capture some of the philosophy and warm humor that were his during his lifetime. In reading his talk, one may be struck with the tragic fact that Dr. Midgley failed by seven years to reach the statistical life expectancy of which he spoke. Yet, reading the little poem he composed for the end of his talk, one recalls the accomplishments and successes of his $$ years, and realizes that he lived his life to the full. omething has occurred to my S generation, the like of which frontiers for the further applications of science in conserving human life never occurred to any other genthrough the partnership of chem eration anywhere else on earth. istry and medicine. As the chemist When I was bom my life expect and physician gain mutual respect ancy (statistically, of course) was for each other's knowledge and forty years; a baby bom today has ability and thus come to work to had this raised to sixty-two. In other gether in an ever-increasing spirit words, for having lived fifty-five of scientific cooperation, so will the years I have had twenty-two addi average span of human existence be tional years added to my statistical extended. There is no end. life -- an unearned dividend of Succeeding generations will, of forty per cent. course, receive the benefits of still Obviously this blessing resulted longer statistical life than mine; but from the application of those prin it is permissible to doubt if any ciples developed, during the latter future generation will receive the half of the past century, by such benefit of having lived during a time scientists as Lister and Pasteur. We when so great an increment was ob who followed simply became their tained, or if it did could that incre natural beneficiaries. ment give to the future generation Great as this increase in average the distinct advantages that we have life expectancy has become, no one obtained in living during the time believes the end is yet in sight. Re that our statistical life was extended cent developments in chemotherapy from forty years to sixty-two. (the sulfa drugs and penicillin, to (Which should be our probable age be specific) have served to open new at the time of our statistical death). it Sir Humphry Davy Orville Wright Wilbur Wright John Erieton Samuel Colt 01 Ir lit fc t\ as b: si c< y n b c b n t( n Ii ti b e a c 8 \ a F t c a c e t t 1 } ETC 31973 The above jargon fails to bring taken place in all previous genera both production and research, in out my point. Look at it this way. tions. Merely living and being prosecuting a successful military In a community where the average looked upon as young is no substi campaign. Without such service any life-span is forty years, men over tute for youth. Youth is not relative, army is doomed to defeat and de forty would be looked upon as but absolute. Nor can all the hor struction quite as surely as though aging, and men of from twenty to mones and vitamins in nature alter it had no men in the ranks whatso twenty-five would be looked upon the fact. ever. Also, bear in mind that the as old enough to be given'responsi Do not misunderstand me. I am work of the chemist arrives at the bilities and advancement commen not advocating the Oslerian princi fighting front in completely finished surate therewith. Such were the ple that men over forty are of no form. Chemists are not required for conditions when my generation was use to society. It is too evident that its proper functioning in battle. young. Look at them today. A man they are; but their usefulness is dis Now when you consider that even needs to be well over sixty before tinctly of a different nature from during peacetime normal produc being looked upon as aged, while a the usefulness of youth. - tion there has never been a surplus chap of thirty is looked upon as a Youth is original and creative, of trained chemists to serve indus boy still lacking in experience. Thus while age is simply experience. Both try, you can readily understand the my generation has enjoyed a longer are essential elements on any team handicap under which wartime term of responsible service as young that is to make for lasting progress. chemical industry is placed when its men than any that ever preceded it. I am not complaining that we have ranks of trained chemists are de It is this experience that my genera old men in active service; but I do pleted in order that the army may tion should brag about; but having complain about having old men in have a few more young men. been a pan of it, instead of onlook young men's places. This is a sign However, this is a digression from ers, few of us are aware that such of the times and a significant out the main theme of this discussion. a thing has taken place. come of the demonstrations of We all agree that the ranks of the Indeed, this is as it should be. A Pasteur. army are best served by youth. How conscious intent, on the part of any One might get the impression that about the high command? Thumb group, to retain relativistic youth I feel we could do better with ing through the pages of history would be truly grotesque, a Gilbert younger men at the head of our impresses one with the remarkable and Sullivan travesty built upon the military operations. I have no such youth of a few great commanders. plot of Faust. ' feeling. There is probably no other Alexander had conquered his world And yet it has happened. We have human activity that more urgently at twenty-five; Hannibal was only been accepting these unearned divi- requires having the right men in the twenty-six when he became Com- 4ends of forty per cent in' life, and right places. Military authorities are mander-in-Chief of the armies of a kind of youth, quite unconscious well aware of this fact. They are not Carthage; Napoleon proved himself of the fact that in so doing we were putting old men iri the ranks. In the greatest military genius of our r-< encroaching, to an unjustifiable ex deed, it is our confirmed opinion modem world at twenty-seven; i tent, upon the prerogatives which that the inroads they'have made on Caesar alone of such men was fort)' belong to youth -- absolute youth. the ranks of young professional before his genius became outstand Every executive who has lived be chemists engaged in war production ing. Naturally we wonder if we k yond the age of forty is guilt)', to and research, "simply for the purpose might not be better off had we some slight extent, of not getting of getting a few more young men chosen younger men for our high out of the way of the younger men into the ranks of the army is a short command. Return once more to his so that their normal- advancement sighted policy. No one denies the tory, but with less impatience for could take place as it would have essentiality of the chemist's work, in an answer. Napoleon was ultimately T defeated by men his senior; with pleting calculus at the age when all his genius Hannibal ended in de most children are just getting ac feat and the extermination of his quainted with elementary algebra. nation; Caesar was assassinated, He entered Harvard at some un leaving only Alexander to die in heard-of young age. honor and by natural causes. He Most child wonders fail to accom drank himself out at thirty-three. plish anything worth mention after Moltke became recognized as a maturity. The surprising thing is great strategist only at the age of not that Mozart composed at the age sixty-six, and was over seventy when of five, but that his matured work he led the Prussian armies against displayed such great genius. Inci France (1870) in one of the most dentally he rated the same death brilliantly planned and executed notice, except for place, as was given campaigns of modem time. For Siddis. genius and display take youth; for Such cases are biological abnor cold calculation and planned exe malities and may be of interest to cution take age. In either case choose psychiatrists, but scarcely will serve wisely; being twenty-seven and in the purpose of investigating the po uniform does not generate the genius tentialities of youth for doing orig of Napoleon. inal research and development work. It may be interesting to note the There is, however, a much more youthfulness of genius in such non- systematized set of data for this related fields as mathematics and purpose -- the records of the Patent music. Office. Some years ago I was shown Pascal at sixteen wrote of conic a list of outstanding inventions, to sections. Laplace was internationally gether with the name and age of recognized before he was twenty- the inventor. The Patent Office has one. Gauss was well known in his been kind enough to place this at my teens for his mathematical re disposal for an analysis to present to searches. Galileo developed the you this afternoon. I have before me laws of the pendulum when only this list. It is called a Table of Im i eighteen. portant Inventions. They are eighty- I Mozart composed at five and con five in number. This list was pre ducted the opera at Milan when pared several years ago and conse only fourteen. Beethoven was court quently is a bit out of date. No organist at the same age. criterion is given as to what process Such incidents are interesting. was followed in. selecting these Every era has its child wonders. specific examples. However, the Just the other day the papers car work seems to be well done. It cov ried a notice of the death of Willie ers the period from the invention Siddis. The notice said he died pen of the steam engine by Watt to the niless in an obscure Boston rooming invention of the airplane by the house. Twenty-five years ago Siddis Wright brothers. was astonishing the country by com The table begins with Sir William Alessandro Volta Guglielmo Marconi Henry Bessemer Perkin, age eighteen, inventing ani line dyes; then Siemens, at twenty, the steam-engine governor; and Bessemer, at twenty-one, electro plating. Then, at random, Marconi, at twenty-one, received his first patent on radio; and Edison, at twenty-four, invented the stock ticker. Three inventions are listed for the age of twenty-five, seven at twenty-seven, and so on to Edison at forty-seven patenting the kinetoscope in 1893. There are three at fifty years of age, two each at fiftyone and fifty-two, one at fifty-three, one at sixty, and then the list ends with Harvey patenting Harveyized Steel at sixty-seven in 1891. One will scarcely quarrel with this list as a source of data by which the age levels of inventive genius may be studied. From the foregoing discussion I think two points stand out as worthy of consideration. The extension of life, resulting from the applications of those principles regarding disease, developed nearly a century ago, has produced a condition in society whereby too many men are being kept in service beyond the years when previously they would have been eliminated. This is particularly true in those activities requiring originality for scientific progress. Their retention is denying advance ment to younger men at the very age when these younger men may be expected to be entering those years when their maximum efficien cy will be attained. Earlier retire ment ages or transfer for men en gaged in work requiring originality is indicated. Also, it would seem foolish to increase the time required for for mal education beyond what it now is, since such increases would defi nitely encroach upon the most valu able years for actively prosecuting research and development. 16 iI 1 1 i 1 ETC 31975 M Be these things as they may, I sincerely doubt that much action will be taken to rectify such faults. ,.I scarcely expect wholesale resigna tions by "past-fifty" executives just to make room for the youngsters after this appears in print. Nor do I expect any drastic revisions in retire ment ages by industry in general. Perhaps it would be pertinent to ask me what I intend to do about it personally. If you do I shall answer in the meter of the Chairman of the Committee for the Extension of Youth among Chemists, as follows: When I feel old ago oppreaching And it isn't any sport. And my norvos aro growing rotton, And my breath is growing short. And my eyes are growing dimmor. And my hair is turning white. And I lack the old ambitions When f wandor out at night. Then, though many mon my sonior May romain when f am gone. I'll hove no rogrots to offer Just because I'm passing on. lot this epitaph bo graven On my tomb in slmplo stylo, ``This one did a lot of living In a mighty littlo whilo." A TABLE OF IMPORTANT INVENTIONS* INVENTOR Perkin Siemens, Wm. Bessemer Colt Marconi Westlnghouse McCormick Hall Heroult Edison Crompton McCormick Marconi How* Whitney Oavy Erlcson Ooctor Morton Edison Brush Welisbach Wohl*r Watt Whitworth Farm*: Boll Parsons Nasmyth 6uns*n Sl*m*n$, Fred. Edison H*lmholtz M*rg*nthal*r Farm*r T*sla Edison St*ph*nson Thomson, Etlhu SI*m*n, Wm. Otto Nob*! Eastman Wright. 0. AGE 11 20 21 21 21 22 22 25 23 24 25 25 25 26 27 27 27 27 27 27 27 28 29 29 29 29 (2)29 30 30 30 30 30 30 31 31 32 33 35 34 34 34 34 34 INVENTION DATEt Anllln* dy* $t*am *ngln* governor Electroplating load with copper Revolver Wireless (first patent) Air-brake First reaper built Aluminum reduction Aluminum reduction Stock ticker Spinning Jenney Reaper (first patented) Wireless (successful operation) Sewing machine Cotton gin Voltaic arc Steam fire engine Ether as anaesthetic Quadruplex telegraph Dynamo ond arc lamp Gos burner Synthetic organic compound Steam engine Planer Electric cooker Telephone First steam turbine produced Steam hammer Carbon zinc cell First regenerative furnace patent Phonograph Opthalmoseop* First linotype Electric fire alarm telegraph Polyphase current motor Carbon filament His first locomotive Eleetric welding First regenerative furnace patent First successful gas engine Dynamite Kodak camera Airplane 1855 1843 1813 1835 1896 1868 1831 1886 1886 1871 1778 1834 1900 1845 1792 1805 1830 1846 1874 1876 1885 1828 1765 1832 1849 1876 1884 1838 1841 1856 1877 1884 1851 1888 1879 1814 1886 1857 1866 1867 1888 1905 INVENTOR Edison Heroult Acheson Arkwright Fulton Neilson Mergenthaier Davy Wright, W. Watt Siemens, Wm. McKay Goodyear Gayley Diesel Daguerre Westlnghouse Acheson Bessemer Fulton Cort Brugnotelli Bunsen Siemens, Wm. Siemens, Wm. Otto Taylor Stephenson AGE 35 35 35 36 36 36 36 37 38 38 38 39 39 39 39 40 * 40 40 -42 42 44 44 44 .44 44 44 44 45 Daniel) Morse Edison Volta Kelvin, Lord Daimler Roentgen Siemens, Werner Jacquard Ertcson Daimler Mors* Ertcson Harvey 46 46 46 47 50 50 50 51 51 52 52 53 60 67 INVENTION DATEt Central station distribution 1882 Electric steel 1898 Carborundum 1891 Cotton spinning machine 1768 Submarine 1801 Hot air blast 1828 First successful linotype 1890 Safety lamp 1815 Airplane 190S Steam engine perfected 1774 Regenerative furnace perfected 1861 Shoe sewing machine 1860 Vulcanization of rubber 1839 Hot atr dry blast 1894 Internal combustion motor 1897 Photography 1829 Quick-acting brake 1886 Artificial graphite 1896 Converter 1855 Steamboat 1807 Reverberatory puddling furnace 1784 Electroplating 1805 Burner 1855 Dynamo (with Werner Siemens) 1867 Open-hearth process 1867 Finished gas engine 1876 High-speed steel 1900 First successful locomotive operated 1826 Battery cell 1836 Telegraph 1837 Klnetoscop* 1893 Voltaic pile 1792 Mariners compost, modorn--about 1(74 Gasoline engine 1884 X-ray machine 1895 Dynamo (with Wm. Siemens) 1867 Loom 1801 Hot air engine 1855 Gasoline vehicle 1886 Telegraphy publicly demonstrated 1844 Monitor 1863 Harveyized steel 1891 fPertontod, optroftd, or disdostd Sourco: Journal of tho Patont Office Vo/. 1, Mo?, 1919, pp. 445-447. 17 ETC 31976 Z*Uflanxi!L & One of the stool derricks in England's secret oil field. After a well is drilled, the derrick is dismantled and an electric pump installed to bring the oil to the surface 18 ETC 31977 1 Oil Strike England has become an oil producer! Here are the first pictures of an oil field "somewhere in England" which up to now has been a well-kept military secret. Even now, its exact location cannot be disclosed. Developed during the war, at a time when the Nazi U-boat menace was at its peak, the field is now pro ducing some 100,000 tons (26 million gallons) of oil a year. Measured against U. S. production -- or even against Britain's pre-war oil imports -- this is only a drop in the bucket. But to our hard-pressed Allies, that drop has been enough to save a dozen tanker trips across the Atlantic from U. S. refineries. The field was brought in by the D'Arcy Explora tion Co., a subsidiary of the Anglo-Iranian Oil Co., Ltd. At present, there are 238 producing wells. The wells are relatively shallow, and because of their low gas pressure, have to be pumped. The oil, however, is of a paraffinic base, comparable to high-grade Penn sylvania crude. The British are immensely proud of their oil field. As Geoffrey Lloyd, the Petroleum Secretary, likes to say, it is like Britain itself: "small but of the highest quality." Geoffrey Lloyd, Britain's Petroleum Secretory, and Sir William Frazer, chairman of the AngloIranian Oil Co., pause of a pumping jack while on an inspection tour of England's new oil field 19 ETC 31978 I I I t*si By Fred Sorensen Second Mate, S.S. "Potlatch" With 48 shipmates, Second Mate Sorensen took to a tiny lifeboat and raft after the "Potlatch" anas torpedoed. They fought the sea for 33 days. How all but two survived, with only enough food and water to last them ft)ur days, is told in Sorensen's daily log -- a day-to-day diary of al most unbelievable hardships. Here is the amazing story. Saturday, June 27 -- 3:50 p.m. Ship was torpedoed, hit in number four hold. Went down very rapidly, about three minutes. Only got number two lifeboat away . . . I was on the bridge when we got it. There was a great "whoosh!" -- it didn't sound like an explosion at all. Behind us the air was full of debris --hatch covers, canvas, bits of cargo, as high as the mast. How does it feel to be torpedoed? My knees were shaking and there was that awful sinking feeling in my stomach. I ran down to the boat deck, grabbing my life jacket and a canvas bag I kept ready for emer gencies. The ship was going down rapidly by the stem, her engine still driving her ahead. Our deck cargo of Army trucks and tanks was ripping loose and smashing around, injuring sev eral men. 22 oth sue wa tor ( g': to ut( an< ck sai 49 do Se an pe po an w th D dr m dc ev UI Th ht 01 C( b- w it 01 ei ar bj h: at c< ei h: fl n tl fi ETC 31979 Over on the starboard side, the other lifeboat got swamped. It was sucked right into the ship with the water rushing into the great hole the torpedo had made. Some of us were on small emer gency life rafts. We paddled over to the remaining lifeboat, distrib uted all hands as evenly as possible, and set off to the west. We had one clumsy, overloaded lifeboat under sail, towing four rafts. There were 49 survivors. Six men had gone down with the old "Potlatch." Second Day -- Checked provisions and set daily rotions: two cans of pemmican, one box of crackers, one package of chocolate and one pack age of milk tablets, to be divided among seven men ... We also allotted six ounces of water a day to each man --about three little medicine-glasses full. Did you ever eat pemmican, or those dry, sweet lifeboat crackers? They make you more thirsty than pretzels do. Every one was cheerful, how ever, and sure that we'd be picked up or reach land in a few days. Third Day -- Sparks has assured us he got off an SOS, but could not give our position. We all had a swim to cool off and preserve the water in our bodies . . . One of the rafts was leaking, so we transferred the men on it and cut it adrift. This gave us ten men, living on an open raft six feet wide and eight feet long. The raft would buck and pitch with the sea so you had to brace yourself even sitting up. Only half of us could stretch out to sleep at a time. Waves washed over us continually, and at night it was mis erably cold. In my canvas emergency bag I had packed away a sheath knife, a flashlight, spare shirt and pants -- which I gave to others who had lost theirs. I also had the little pencil and five-cent notebook with which I kept this log. As I sat there writing I'd watch the sharks following our raft and think, "Those sonsabitches. They know they'll get us in the end." Fifth Day -- Looking over the stuff we had salvaged from the other rafts, I got an idea for making a fishnet from one of the sea anchors. Fritz Madsen, a Danish sailor, unraveled the canvas bag of the sea anchor for twine, and made a net on the iron hoop out of his twine. We did so well fishing with it that for a while we almost forgot about being shipwrecked. I skinned several pompanos and sliced off fillets with my knife. The raw fish was surprisingly good. We felt pretty good after the feed, and thought we could survive no mat ter how long. We decided to hold on, to stick it out. The next day was July 4th, so we burned a couple of red flares and is sued an extra ration of water to cel ebrate. I was hoping the flares would attract fish to our raft as others had before, but no luck. Ninth Day -- All hands shivered through another miserable night. Whenever any of us lay down a sea would wash over and wet us .. . Young Homer Kennedy, a fire man, was very slight of build and ac customed to the great heat of the boiler room, so he suffered terribly with the cold. Each night he shiv ered and shook against me as I tried to keep him warm. He would tell me how he was saving his money to buy land in California and settle down after the war, and I kept hoping he'd make it all right. He never com plained. Henry Jensen was another good lad, always in high spirits as if this were a holiday excursion. He had been the ship's pantryman, so I made him Chief Steward of our raft, in charge of the provisions. This was his second torpedoing although he was only 19. His father, a Dane, had quit the sea after being torpedoed eight times. Then he went back for just one more trip, and they got him. Tenth Day -- Men becoming moody and quarrelsome . . . At daybreak we saw a boat over hauling us. We stared as the ship came closer. It was a destroyer -- a patrol boat -- a submarine -- a fish ing smack... When it turned out to be just an other lifeboat full of survivors from a Dutch ship, our disappointment was very hard to bear. It's all very well for me to sit here and tell this to you. You don't know what it was like on that raft. Next day we cut our water ration in half, although our mouths were like sandpaper. 12th Day -- While I was cleaning fish, several sharks came alongside and nearly snatched the fish out of my hands. I waited for a small shark, and, when it came alongside, grabbed it by the fin and threw it up on the raft. I slashed its belly open with my knife -- but sharks take a long time to die and when Miller stepped over to help me if bit him badly in the arm. I jabbed my knife into the shark's head and it let go, snapping a piece out of Miller's pants leg. His arm was so bad I had to throw the shark over board to attend to it, and all the other sharks came milling around to eat the wounded one. They're scavengers! I bandaged Miller's arm tightly and issued him three ounces of water be cause he had bled so much. They had to send a first aid kit back to us from the lifeboat, for Miller himself, an irresponsible, devil-may-care fellow, had eaten or drunk most of the medi cines, supplies and sunburn oil to keep his bowels open. The rest of us did not try to. When you don't eat, those functions stop too. We would talk of food, great ban quets, all the time. When I slept I'd have the same dream over and over -- lying on mossy ground, in the 23 ETC 31980 woods, right beside a spring. The next day we cut the water ration to one ounce a day per man. 18th Day--One of the men from the lifeboat jumped overboard, intending to commit suicide but, the water being very salty, he did not sink and we picked him up and pulled him aboard the raft. We had to use force to keep him on the raft but, after a bit of treat ment, he came to his senses. We gave him a bit of fish and a swig of water. This seemed to straighten him out. The next day we transferred every one to the boat and cut our raft, the last one, adrift. Forty-nine men in a 26-foot lifeboat, built to hold about 20! Every one was near the end of his rope, but the worst of it was that in contrast to our little raft, we found no discipline, no mo rale in the lifeboat. Men screamed at each other,' fought viciously, or went into hys terical fits over the slightest things. We were terribly cramped from not being able to stretch and move around. Our legs were covered with boils and sores from the hard seats, from being wet all the time, and from sunburn. 23rd Day--At 6:30 a.m. Miller died and his body was committed to the sea. Miller had been delirious, then un conscious, for two days from drink ing too much salt water and rancid sunburn oil. The Captain spoke a few lines of the burial service from memory. Dust unto dust... We lowered Miller over the side. The sharks were still following us. "Don't look back," said the Mate, and we sailed on. 25th Day--During the night a plane passed fairly close. We lighted red flares . . . Several planes had passed us, al most overhead, without giving any sign of seeing our bright red "dis tress" sail. Each time the men would wave and shout frantically, praying and cursing. You never heard such language. We lost our fishnet -- this was our second one -- but with every one fighting each other no one cared enough to make another one. We had had no food, no water for a week now. We just sat there. I found I could drink one cupful of sea water every 48 hours with, no ill effects. We doused ourselves con tinuously during the day with sea The Potlatch's survivors were greeted by the Duchess of Windsor upon arriving in Nassau. Sorensen is second from right water to keep cool, as our sweat glands were no longer working to keep our bodies at the normal tem perature, and the sun was roasting us alive. 26th Day--Sighted land during the afternoon. Landed on the beach about 8:30 p.m. When we got out of the boat, we discovered that most of the men could not walk, having been so long without using their legs. A few of the men besides myself managed to stagger around with the help of a staff. Fritz Madsen found a cocoonuf which had drifted in. It was very little to divide among 48 men. . . . The next day we tried to explore, and seeing some wild donkeys we knew there must be water. One of the Navy gun crew found a brackish and sulphury-tasting hole about eight miles from the beach. That water saved our lives, for we had been several days with nothing to drink. I swam out to the reefs and brought in some large whelks, like snails, which we cooked. We lighted the fire with one of our last wo flares. As the smell of the broth bub bled up the men almost went crazy, fighting like animals for their turns at our two drinking cups. We learned later we had landed on Great Inagua, in the Bahamas. 29th Day--Along the beach we came across the wreck of a homemade canoe and a crude shelter. We sur mised that it might have been some escaped convicts from Devil's Island who had perished there . . . Despite our weakness, the Chief Engineer and I had walked down the beach all the day before and all that night, looking for a village. The lifeboat sailed along the shore and overtook us next day. Our bare feet were badly blistered. I was getting pretty well used up -- seeing every thing double or triple. In the boat again, we made an- 0 1 1 s I r a a a i i t i 24 \ ETC 31981 J A other little island to the north. Little Inagua, but found no inhabitants. The second cook died. On the thirty-third day we sighted some houses on another is land -- Acklin's Island. It was a small negro settlement. The people ran away from us at first -- we were thin as skeletons, caked with salt and oil and sand, with a month's growth of beard -- but they later cooked us a kind of gruel and sent a boy down to the next village to bring help. The gruel was a dirty gray mush made out of native meal and dried, ground up conches, but I've never tasted anything so good since. That afternoon a sailboat came and towed us to a larger village, where they quartered us in a ce ment-floored schoolhouse and did what they could to take'care of us. At last we could relax a little. You don't know what a feeling that was. It was the first time in over a month that we could stay alive without having to pit our minds and our willpower against the sea and the sun. We had sailed over more than 1000 miles of open water --right past a whole string of islands so close to us that sometimes we saw the gulls, and felt the groundswell from the land, and didn't know which way to head for it. I can still remember that schoolhouse. It was such a luxury to stretch out, even on the cement floor! We had barely got settled when the whole town came in and held a re vival meeting, jumping around and shouting until midnight. Just women and children --all the men but a few old-timers had been awav for some time, following the harvest on other islands. Outside of their coffee-tan skins, those people on Acklin's Island are very attractive -- fine Western fea tures and erect, well-proportioned bodies. Two attractive girls about 17 and 19 were, helping me and a sailor friend of mine we called Lucky bathe ourselves behind some trees at the town well. "Been so long since any men been here," they said softly . . . "Why you two don't come stay at our house?" Lucky and I were sorry. We couldn't even have walked to Venus de Milo's house just then. 35ih Day--We boarded a 24-ton sloop called "Go On," sot sail and loft about 8 a.m. At Bird Rock Lighthouse a trim little yacht took us aboard. It was owned by Miss Betty Carstairs, the lady who owns an island down there and goes around supervising her workers with two pistols on her belt, so people say. Miss Carstairs had come down herself to get us. She is a very attractive young lady. They kept the coffee pot going for us until midnight. I sat there thinking. Not one of us had had a cold in five weeks, despite our being wet all the time and ex hausted by the heat each day and half frozen each night. I guess it's because no one had had a cold at the start to give it to the others. Lord knows, we had no resistance left. My weight had dropped from 190 pounds to 130. I just learned the other day, when they gave me the Mariner's Medal, that nine of us from the Potlatch have died since from TB. It was too much to ask of the human body. Doctors and ship ping officials have since made a study of this log of mine to see what they could learn about shipwreck and survival. The next day I washed my hair and beard six times before I got the oil and sand out of it. The yacht was headed for Nassau, Bahamas. 36th Day--Tho Duchess of Windsor, as tho hoad of tho Rod Cross nurses, rocoivod us at tho hotol and gavo us an outfit of toilet articles and pajamas. "Your husband's pajamas?" I asked the Duchess. She laughed and said, "I'm glad to see you can still crack a joke. That's' the spirit. Will you have a drink with me, boys?" The two cadets had Coca Colas. But the Chief Engineer and I, we sat there in the lobby of this beauti ful resort hotel dressed in our tom, greasy shorts and our beards, and each ordered a big Scotch and soda. Our trip was over. 25 when 292 .5 million barrels were pro duced; 1943's output was 284.1 mil lion barrels, and 1942's output, 248.8 million barrels. California's wells are producing at capacity, and in many instances at uneconomic levels if conservative practices are taken into consideration. To maintain such a high level of crude production, the industry this year is drilling a record number of exploratory wells, and for 1945 an even greater number is scheduled to be drilled. California is the second largest oil-producing state in the United States, being surpassed only by Texas whose output now aver ages about 2,000,000 barrels a day. Since commercial production was first developed in California some 80 years ago (there is some disagree ment on the year), the state has pro duced 6.6 billion barrels of crude oil. Its proved reserves in the ground approximate 3.3 billion barrels, equal to a little more than 16% of the nation's total, and here, too, it is out ranked only by Texas. Ironically enough, California was Japan's principal source of supply for oil products prior to Pearl Har bor. Of the approximately 25 million barrels shipped to Japan by this country in 1940, a substantial part came from California. Truly chick ens will be coming home to roost when bomber fleets fly over Tokyo with California gasoline in their tanks. Refinery capacity in California now approximates 817,000 barrels a day, but actual refinery runs are some 11,000 barrels a day above this figure, indicating peak operations to meet war and civilian demands. Ad ditional units coming into produc tion, principally for the production of high-octane aviation gasoline, will lift the Golden State's refinery ca pacity slightly. Before the war, as of January 1,1940, California's refinery capacity approximated 800,000 bar- rels a day, although a substantial pan of it was not operating. But with the coming of war, this "surplus" capacity disappeared al most overnight. And for the past several years, California has been making and breaking new produc tion records, in an effort to keep abreast of ever-mounting demands. Although operating above theo retical capacity levels, California oil men are looking forward to still greater demands. Once Japan be comes the Number 1 enemy, the big test will come. To understand the developing situation, over-all mili tary needs for gasoline must be taken into consideration. There are no offi cial estimates, but best opinion is that total demands will be less after Germany collapses than under pres ent conditions. Military Gasoline Demands Currently the military is' consum ing more than 800,000 barrels of gasoline daily, according to Wash ington authorities, representing ap proximately 40% of the nation's entire output. Somewhat more than 550,000 barrels a day of this is esti mated to comprise 100-octane avia tion fuel, with most of the remainder being made up of 8o-octane all purpose and 91-octane .aviation grades. About 50% is declared to be moving to the European theater, 20% to the Pacific, and 30% is being used by the military forces in the United States. The California oil industry is pro ducing an average of 300,000 barrels daily of all grades of gasoline. This, of course, represents only a fraction of present military needs, even if all of it could be diverted to war pur poses. But while California will not be able to furnish all military needs in the Pacific, when the fighting in that theater reaches its peak, the in- i This is on* of tho sound-proofod wlls, located in Los Angslos etc 31983 dustry there will be pushed hard to maintain its highest output of mili tary grades because of its geographic position as the nearest supply source. And here is where transportation becomes an important factor, with its attendant effect upon civilian re quirements in ail West Coast states. Approximately 75% of the na tion's present output of 100-octane aviation fuel is manufactured east of the Rockies. A substantial part of the Pacific war's requirements, hence, will have to move either by tank car to West Coast ports for reshipment, or from other ports in the United States in tankers-by much longer routes than are involved in the European supply line. Tank cars are the principal trans port used by the California oil indus try to supply its normal markets in West Coast states. If, as seems likely, tank cars will have to be diverted for the movement of military gasolines to the West Coast, then some of these cars may have to be taken from California's normal markets. This will consequently cause a pinch in supplies in the northwest. Little relief can be expected from coastwise tankers. Tankers, in fact, will play an immensely more im portant role in the Pacific war than they have in the European war. Dis tances are far greater, and depend ing upon source, will entail the use of two to three times as many ships to haul a given load. Moreover, be cause of the many, islands spread over vast distances in the Pacific, a number of tankers may be needed as floating storage, and many will have to travel with the battle fleets as supply sources. The situation ap pears to resolve itself into a question of tanker availability when the Pa cific war reaches its zenith. The difference in tanker distances to the Pacific war zones, as con trasted with those to the European theater, emphasizes the supply diffi culties involved. The*tanker route from New York to Liverpool is 3,690 miles; from Houston, Texas, it is 4,890 miles; and from Aruba, in the Caribbean, it is A combination tracking unit of fho Union Oil Co. roflnory at Wilmington, California - ----------- -wjigg-.. r\ ft.g s a MbIW'-v-.-ap-gffi ETC 31984 4,090 miles. These represent the principal supply routes from the western hemisphere. Contrast these with the vastly longer routes in the Pacific: 6,280 miles from San Francisco to Japan; about 8,000 miles to the Philippine Islands, 8,000 miles again to Mel bourne, Australia, and 7,500 miles to Sydney. If cargoes are to originate in Aruba, the supply route to Ha waii, for example, would cover 6,225 miles; to the Philippine Islands it would be more than 9,300 miles. Likewise, from the Gulf Coast of the United States, through the Panama Canal to Hawaii, alone, would be about 7,500 miles, and to the Philip pine Islands, about 10,200 miles. Future Plans Being Laid Aside from these longer distances, fuel consumption is materially in creased, assuming that the military units in the Pacific area are expanded as it has been predicted that they will be after Germany has been defeated. Cognizant of the inability of Cali fornia to fuel the Pacific war com pletely, the Petroleum Administra tion for War has already set some plans in motion. Texas, for example, is now shipping approximately 12 5,000 barrels daily to the West Coast; some tanker shipments to the Pacific have been arranged through the Panama Canal; the Middle East will furnish some supplies. But California will be under pressure to ship a sub stantial share of the needed products, since it is closest and behind it in the United States is the world's larg est capacity for aviation fuel pro duction. Other than gasoline, the Pacific war will need abundant sup plies of fuel oils and lubricating oils. Thus, vital as it has been to date, the California oil industry will be of crowning military importance when the all-out attack is launched against Japan. 30 TO BERLIN--ON NAZI GAS Believe it or not, American forces in their drive on Berlin some times travel on Nazi gasoline. Fuel supplies captured in battle, if usable, are subsequently consumed in pursuit of their former owners. During the North African campaign, it has been reported, substantial amounts of the petroleum products consumed in some phases of the invasion consisted of such captured supplies. Before any Nazi petroleum product can be entrusted in U. S. mechanized equipment, of course, it must be thoroughly inspected and tested. This provides a triple check: against contamination, against deterioration -- and against possible enemy sabotage. Inferior fuel can sometimes be treated and brought up to U. S. military specifications. If it is beyond salvage, however -- that is, for civilian use in liberated territories or in other war theaters -- it must be disposed of as a safety precaution. The job of spot-checking all petroleum products -- gasoline, lubricating oils and greases -- is handled by the Quartermaster Petroleum Field Laboratories. These Army field labs, which are either base installations or mobile units mounted on trailers, inspect both products shipped from U. S. refineries and those captured from the enemy. Their responsibility is to check all supplies for contamination, deterioration and traces of sabotage. In addition, they must identify any unlabelled or mislabelled shipments, and check all products' specifications. Technicians for these field laboratories are trained at the only school of its kind -- the Quartermaster Petroleum School at the University of Tulsa. There, in a six weeks' laboratory course under the direction of Professor W. L. Nelson, they are taught to make all the standard petroleum tests, except those applying to asphalt and road oil. Each man is required to perform every one of the 60 standard physical and analytical tests four times during his fraining period. As part of their practical training, a specified number of soldiers are assigned to the Ethyl Corporation gasoline testing laboratory in Tulsa. In Ethyl's lab, they are given an intensive course in operat ing knock-testing engines. Upon completion of their training in knock-testing, one or two now-qualified engine operators are assigned to each laboratory group, thus making it fully competent to handle all phases of peti oleum testing at the front. This Army training program has been in operation now for more than a year. It is simply another instance of how the armed forces are making use of oil industry techniques to expedite the winning of the war. OUR PICTURES Cover, Acme Newspicrures, Inc.; Pages 3 and 4 (center), SCS photos by Bert D. Robinson; Page ir, Wide World; Pages 18-21, British Combine; Pages 26, 28 and 29, courtesy World Petroleum; Page 27, Press Association. ETC 31985 ETC 31986 ICS for making PMf*"** when America went t to-awj here's depend--in the future, as in the past--upon the development ofengines thatget more work out ssiSE-- of each gallon of gasoline. A big step in this direction has already been taken. Immedi Producing 6,000,000 auto mobiles a year will provide many a postwar job. The metals, rubber, fabrics, glass, ceramics, plastics, elec trical parts and other materials consumed by such production will help to stimulate many industries. most of the essential replace ments are made--what then? Early in the post-war period, cars will undoubtedly become better looking, more comfort able, easiertohandleand drive. But the most significant prog ress in motorcar design will ately after the war the petro leum industry will be able t< supply gasoline of far highei quality . . . gasoline that u engines designed to utilize ifwil give more power, more mile age, better performance. Thus the foundation for more effi- ' dent engines is already laid. Every car manufacturer will produce to the limit at first-- ETHYL CORPORATION and for some months after "the Chrysler Building, New York City wraps" are taken off. All cars will be "easy to sell." But after Manufacturer of Ethyl fluid, used by oil companies to im prove the antiknock quality of aviation and motor gasoline. ETHYL IS * TKADi MAM NAME Wartime ymnn by Aatarka'i patralauw Inrfuftry he* pevatf the way far fangawantal pragrau In paft-war autenubla angina gatlgn. ETC 31987